1512 RF final

ALL OTHER COUNTRIES R21.89 Excl. Tax 

DECEMBER 2015 RSA R30.00 

DECEMBER 2015 

BUMPER 

ISSUE 

Cover pic by GP-Fever.de 

“It was 

unbelievable” 

ROSSI SPEAKS OUT AFTER 

MOTOGP FINALE AT VALENCIA 

LORENZO 

TAKES TITLE 

“Now we can say we are fivetime 

world champions” 

PLUS 

WORLD LAUNCH: HONDA RCV213-S BLUE BLOODS: YAMAHA R FAMILY 

READERS RIDE: FT 1299 S PANIGALE TYRE TEST: DUNLOP D212 PRO 

FIRST LOOK: KTM MOTOGP WORLD SBK: 2016 TESTING & LOADS MORE! 

EICMA SHOW 

2016 

MODELS 

ALL THE NEWS 

1512 RF cover contents-2.indd 1001 2015/11/22 9:57 PM

W E L C O 

M E 

It’s been a busy time in the motorcycle industry lately, plenty happening on 

and off the track. On track, it’s been all about MotoGP and three riders in 

particular. Off track, all about the latest rumours and new releases. 

It’s always an exciting time of the year for the industry, with the big annual ‘EICMA Show‘ 

being held in Italy, where companies get to show off their latest and greatest inventions, 

from bikes to riding gear. We have featured all the latest bikes you would want to know 

about from the EICMA Show, starting off with another new MT model from Yamaha and 

ending, many pages later, with a couple of very trick looking Bimota’s. 

One of the big talking points out of the show had to be the fact that Suzuki will finally be 

releasing a new GSXR1000 model, albeit only in late 2016 or early 2017, but at least they 

have shown some spark and I for one like the look of the new bike. 

Ducati launched plenty of new models at the show, their new XDiavel really catching our 

eye, but the one I was most interested to see was their newest addition to the Panigale 

family - The 959. At the end of October, Johnny from Ducati SA e-mailed me and invited me 

along to a World launch of a new Ducati model. He said he could not tell me anything about 

what bike I would be testing only that it would be happening on the 27th of November at 

the Valencia track in Spain. Obviously, I accepted the invite and had to wait until now to find 

out that it will be the new 959 Panigale that I will be testing around one of the most iconic 

racing circuits in the world. EXCITED! I will be the only journo from SA going and will feature 

the full exclusive World launch test in our January issue. 

Although there is plenty of excitement happening off the track, the on-track action is now 

well and truly over for the year and that means it’s back to doing the garden. Yes, it’s a sad 

time for all us motorcycle racing freaks. Good thing we have packed loads of great racing 

articles and news in this issue for you to keep the addiction satisfied. 

We feature great interviews from Rossi, Lorenzo and Marquez, as well as a round-up 

from Valencia done by Richard Knowles. Then we move on to 2016 MotoGP and World 

SBK testing, featuring new Michelin tyres in MotoGP and Nicky Hayden’s debut on the 

World SBK Honda machine and the return of Yamaha to World SBK with Alex Lowes and 

Sylvain Guintoli. We also throw in our exclusive race column with top SA rider Brad Binder. 

Back to MotoGP for a second, and yes, 99.9% of MotoGP fans are devastated that Rossi 

did not take the world title, I am one of them, but, when I look at the bigger picture I am 

sad to say that in the end Rossi must take a fair bit of blame for losing the title. For me, he 

should have never gone to war with a loose canon like Marquez, who had nothing to lose 

going into the final few races, while Rossi had everything to lose, and that he did. Still, what 

an amazing MotoGP season it was, and I can’t wait for the drama to all start again in 2016. 

If you look to the right, you will see the Mitsubishi Sandton advert. They are our official 

vehicle sponsor and they are running a great competition over the next two months where 

you can win a full set of riding kit as well as a free track day training session with Shez 

Morais. Really is a great comp, so make sure you read the comp details on the ad and get 

your entries in! 

A big thanks to Don Williams, Editor of Ultimate MotorCycling over in the States, for 

sending us their World Launch test of Honda’s new RC213V-S. A great article by Arthur 

Coldwells. Look forward to some more great stories from them in the future. 

Also, big thanks to the guys from GP.Fever.de for the amazing MotoGP pics! They have 

very kindly come onboard as photographers for us so looking forward to plenty more great 

pics in the future! 

We really have put out a great issue for you all this month, a BIG BUMPER issue, 

crammed with all that is good just for you to enjoy this festive season. 

On that note, I would like to say a big thanks to my dad, George Portman, who helped 

me start this magazine from scratch back in 2009 when it was still called MotorcyclingSA. 

My dad has done so much for me and there would be no magazine without him so I 

owe him so much more than just a thank you. I say this because my dad is now moving 

on from the magazine and Glen Foley, from Dirt and Trail magazine, has now come in and 

bought my dads shares in the magazine. This is great and sad news at the same time, as 

I will miss having my dad heavily involved in the mag but I am excited about having Glen 

onboard. There are exciting times ahead for RideFast and we are looking to take 2016 and 

beyond by the horns! 

So, until next time, may you all have a safe and happy 

festive season, A Merry Christmas and a happy, healthy 

new year! Thank you all so much for all the support! 

Mitsubishi 

Motors Sandton 

DRIVES 

EDITOR 

Rob Portman 

THE TEAM - IF WE WERE HELMETS... 

“ARAI TOUR X 4” 

GLEN FOLEY 

PUBLISHER 

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ZENON BIRKBY 

ADVERTISING 

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CONTRIBUTOR 

CONTACT DETAILS: 

EDITOR: ROB 082 782 8240 

email: rob@ridefast.co.za 

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SHAUN PORTMAN 

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RACE COLUMNIST 

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1512 RF cover contents-2.indd 1002 2015/11/22 9:57 PM 

Mits

Valid until end of December 2015 

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Pic by GP-Fever.de 

1512 RF news.indd 4 2015/11/21 4:24 PM

VALENCIA “WAS EMBARRASSING 

FOR EVERYBODY” SAYS ROSSI 

Nine-time world champion Valentino Rossi insists the 

performance of Marc Marquez in the Valencia MotoGP 

title decider confirms his claims that the outgoing world 

champion was helping countryman Jorge Lorenzo win the 

2015 title. 

While Rossi, 36, was able to slice his way through the field 

for fourth position at the finale from the back row of the 

grid, Marquez trailed Lorenzo for the entire 30-lap duration 

without mounting any major attacks. 

“We build this season from the first race and at the end 

it was anyway a great season,” Rossi said. “I was always 

competitive and never make any mistakes. I think that 

after Motegi I have the potential to win the championship 

but unfortunately from the race in Phillip Island something 

changed and in these last three races we saw something 

that we never saw before in our sport. 

“I think that the situation was already bad, but today was 

embarrassing for everybody because it was unbelievable, 

the behaviour of Marquez is something very bad for 

everything, especially for the sport. 

“It is something that nobody expects, because a Honda 

rider that made a Yamaha rider win and give the maximum 

just to push out his teammate is something that nobody 

expect and I think it is very, very bad news. Anyway, it is 

like this, we have to accept. 

“I am happy because now everybody see what I said in 

Australia and I don’t understand the behaviour of Marquez 

but sincerely for me it is very difficult to say something to 

him because I hope that he will understand what he did in 

these last three races in the future of his career. 

“For sure the Hondas were faster. We know that in the 

second part of the race Honda have a better potential but 

Marquez just protect Lorenzo like he did in Phillip Island 

and also Sepang. At the end I think that also Lorenzo have 

to not be very happy, as it is not a championship that was 

won on track. But anyway is memories.” 


LORENZO: “I WAS BETTER 

THAN ROSSI IN EVERYTHING” 

Yamaha’s Jorge Lorenzo says 2015 season statistics prove he is the rightful 

MotoGP World Champion after tense finale at Valencia in Spain. 

Newly crowned MotoGP World Champion Jorge Lorenzo 

says he was better than title rival and team-mate Valentino 

Rossi in every department as he clinched his third premier 

class crown this season. 

The Movistar Yamaha rider won the final race at Valencia in 

Spain for his fifth world title success, leading from start to 

finish despite coming under pressure from Repsol Honda pair 

Marc Marquez and Dani Pedrosa to secure the championship 

by five points. 

Lorenzo has brushed off claims that his title victory was 

diminished by the controversy surrounding the animosity 

between Rossi and Marquez, with the Italian blaming the 

22-year-old for helping guarantee Lorenzo the world crown 

by acting as his ‘bodyguard’ in the season finale, pointing 

to Marquez’s failure to attempt an overtaking manoeuvre as 

proof of his conspiracy theory. 

However, 28-year-old Lorenzo is adamant his success has 

not been tainted by the unsavoury events of this season and 

says the statistics of the championship proves he was the 

superior rider and the rightful champion. 

“I think the world title was not only deserved to the King of 

Spain, but I think clearly I deserved this world title because 

if you see the statistics compared to our rivals, we beat him 

in everything: in victories, in pole positions, in fast laps, in 

laps leading the race, leading the practice – in everything,” 

said Lorenzo. 

“Just in the podiums they beat us and also in the 

circumstances where some circuits it rains and when I could 

finish first or second, it rains and I could not get the best result. 

“The beginning of my season was bad and this avoided me 

arriving to Valencia with probably 20, 30 or even 40 points 

ahead,” Lorenzo added. 

“It is clear, everybody who knows our bikes, who saw me on 

the track and on the television who is not clearly supporting 

one rider can see these things. 

“But for different circumstances we arrive seven points behind 

Valentino and with high pressure I demonstrate that I can deal 

[with it] to get the best of me, like I did yesterday [in qualifying] 

and today with the two Hondas that were very fast, especially 

at the end of the race.” 

Lorenzo told the Movistar MotoGP TV channel shortly after 

Sunday’s race that Marquez and Pedrosa’s Spanish nationality 

had ‘helped’ him during the race, saying: “They knew what I 

had in play. The fact they are Spaniards like me helped me. 

That helped me because for sure in another kind of race they 

would have tried to overtake, which they didn’t this time. 

“If Valentino had been in my position and with Italians 

behind they would have done exactly the same. The title 

had to be for Spain.” 

Asked to explain his comments in the post-race press 

conference, the Majorcan backpedalled somewhat, 

implying that he made the claims without fully 

understanding how the circumstances of the race had 

panned out for Marquez and Pedrosa. 

“I could stay strong and finish winning the race, 

so it is true that I say that at the beginning of the 

interviews [intimating that Marquez and Pedrosa 

had helped him win by not passing him] but I 

couldn’t see the race from outside, just knowing 

my difficult[y] on the bike to keep my rear tyre, 

especially on the right, and going into ‘32.0, 

‘32.2 that I didn’t expect to see,” Lorenzo said. 

“I could get this conclusion [that Marquez and 

Pedrosa were holding back], but to be honest 

Dani and Marc explain very well; everybody see 

the race from the outside so I cannot have a clear 

opinion of that and I just have to trust what is said.” 

Lorenzo also highlighted the gap of almost 20 

seconds between the top three and Rossi in fourth place, 

suggesting his team-mate’s final position was the best the 

36-year-old could have hoped for regardless of whether he 

started the race from the back of the grid or not. 

“You can see the classification and Valentino didn’t have 

anything to lose, just to push at the limit to risk, but he 

finished 20 seconds behind us,” he said. 

“With my bike it was not easy to stay in this pace all the 

race, but I did so and I think my speed and my determination 

demonstrates that we deserve the championship, so I hope 

everyone respects the final result of the championship.” 

Source: www.crash.net 


1512 RF news.indd 7 2015/11/21 4:24 PM 

Pic by GP-Fever.de


MARQUEZ: “IT 

WAS A SITUATION I 

WANTED TO AVOID” 

With the 2015 championship over and eyes already on 

2016, Marc Marquez took the opportunity to clear the air 

after recent events. 

Marc Marquez: “I honestly believe that within 

two or three months, when Valentino is at 

home without the stress of the championship, 

he will find a bit of everything. At the end I had 

a very clear conscience and this is a pretty 

important thing to help you sleep. In the end I 

have always given one hundred percent and I 

have always tried in Phillip Island, in Japan and 

in Aragon to stay at the top. 

“When I say that all will realise, I am referring to 

his last press conferences. In the end this has 

done more than anything on track; attacking 

both, making people believe things that are 

not true and that no other rider has expected 

him to say. Many people have believed him 

and I respect that, but in the end I continue, 

as always, for me but as I said I do not like this 

situation. Malaysia and after I suffered a lot 

and when I reached Valencia I wanted to win 

the race, simply because we knew that if we 

did not we would be in this situation as has 

happened. 

“I am not stupid either and knew it would end 

like this and this made me even more nervous 

before the race started, even more than in 

2013 when I battled for the championship. 

I wanted to do my job and finish the race 

as well as possible but on the other hand I 

wanted to win because I knew I could not 

pass this up. I made a clean race and tried to 

catch Jorge, who made a record lap around 

Valencia during the race, but when I tried to be 

there for one final attack Dani has arrived and 

I had lost half a second as I think was seen on 

TV. It was one of the times I was more serious 

in the press conference because I knew this 

was coming, it was a situation I wanted to 

avoid in the first place by winning the race. 

“It is clear that Valentino is the ace of this 

championship; he is the rider who has more 

titles and has won the most, he is a legendary 

rider of this championship today. But in the 

end one has to look at him, always thinking of 

others and where you are. We are in a great 

year for the championship, some riders are 

older and others younger but we all enjoy 

motorcycling and, as I said at the time, for me 

and for any rider, we must try to turn the page, 

although it will be hard to forget.” 


1512 Yamaha RF SA news.indd Dec15 RF.indd 10 1-2 

2015/11/21 4:24 PM

MAKE THE 

IGHT 

CHOICE 

R1M R329 95O 

R1 R244 95O 

R6 R134 95O 

R3 R69 95O 

1512 RF news.indd 11 2015/11/13 2015/11/21 11:03 4:24 PM AM

NEWS 

Find us on Facebook: 

RideFast Sportsbike Magazine 

ROBOT RACER 

Yamaha Motobot can ride an R1 at 200kph, could someday 

challenge Jorge Lorenzo for MotoGP supremacy 

Even though it looks like it just escaped from a Transformers movie set, 

the Yamaha Motobot Ver.1 has actually been created by Yamaha as an 

R&D tool that will help them develop advanced rider safety systems 

At the Tokyo Motor Show this year, Yamaha will unveil their first 

“Motobot,” which they say is “an autonomous motorcycle-riding 

humanoid robot built around a fusion of Yamaha’s motorcycle and 

robotics technology.” Ah, brilliant. A robot that can ride motorcycles 

really fast, will not throw tantrums and will not demand a pay hike every 

year. Who knows, in another 10 years, Yamaha may not even need 

another Jorge Lorenzo... 

But seriously, the Yamaha Motobot is an R&D tool - something that can 

ride an unmodified motorcycle on a racetrack at more than 200kph. 

No, not to go racing in MotoGP, but to help Yamaha develop advanced 

rider safety and rider support systems that are actually usable in the 

real world. “The task of controlling the complex motions of a motorcycle 

at high speeds requires a variety of control systems that must function 

with a high degree of accuracy. We want to apply the fundamental 

technology and know-how gained in the process of this challenge to 

the creation of advanced rider safety and rider-support systems and put 

them to use in our current businesses, as well as using them to pioneer 

new lines of business,” say Yamaha. Damn cool...! 



NEWS 



HONDA CB4 CONCEPT 

Honda isn’t saying too much about its CB4 concept, and we 

are not sure they need to – the motorcycle speaks for itself. 

Just in case you can’t hear it, the retro-style standard is an 

appealing machine, which draws a distinct line to the Hondas 

of a couple generations ago. 

The Honda CB4 concept seems to be built off the Honda 

CBR650F platform, though the concept is certainly as far 

as you can get from the CBR650F in terms of feeling and 

inspiration. 

To that end, a single-sided swingarm has been added, the 

exhaust routed stylishly and polished, and we are a big fan of 

the solid iron front brake discs with radially mounted Tokico 

calipers, in red…naturally. 

A bike that was built by Honda Motor Europe, we can 

certainly see the European market responding to the Honda 

CB4 concept, though we think it would do equally well here 

in SA. 

With the Honda CBR650F as its basis, it would presumably 

be a fairly affordable model, and dead-on more reliable than 

the usual Honda “cafe racers” you see at your local freetrade 

coffee house. 

THE YAMAHA MT-10 

Surprise - Another MT 

Perhaps a model that has caught us all by surprise, Yamaha 

released the 2016 MT-10 at this year’s EICMA show. 

The Yamaha MT-10 helps round out Yamaha’s MT brand, with 

affordable and edgy models now available in various ranges. 

Without even riding the Yamaha MT-10, we are fairly certain that 

this street bike, with its Yamaha YZF-R1 race track DNA, is a hoon 

to ride with its over-abundance of personality – it would have to, 

with a face like that. 

As we mentioned, at the Yamaha MT-10’s core is a the venerable 

YZF-R1’s cross-plane, inline-four, 999cc engine. This means that 

the MT-10 also gets some of the R1’s electronics, including a 

three-level traction control system, three riding modes through 

Yamaha’s “D-Mode” throttle mapping, as well a slipper clutch 

A little something for everyone, long-distance riders will enjoy the 

addition of cruise control (4th, 5th, and 6th gears only), while street 

hooligans will find the short wheelbase as a benefit. 

Word is that the 2016 Yamaha MT-10 will come to SA, but no word 

on pricing yet. 

Some key highlights of the 2016 Yamaha MT-10: 

• Natural and versatile forward leaning riding position 

• Wide and upright tapered handlebars 

• Shortest-in-class 1,400mm wheelbase for light and neutral 

handling 

• YZF-R1-derived race-developed suspension with revised settings 

• 17-litre fuel tank 

• Powerful and aggressive mono-focus dual LED headlights 




NEWS 



PETER HERBERT 

MOTORCYLE REPAIRS 

Peter Herbert, of Peter Herbert 

Motorcycles, has 26 successful years in 

the South African motorcycle industry. 

He takes great care of all motorcycles 

that he works on and caters for all 

motorcycles - dirt road or adventure. 

If your ride needs a service, accident 

quote or race prep, give Peter a call on 

011 793 4613. 

2016 TRIUMPH SPEED TRIPLE 

R & S MODELS UNVEILED 

2016 Triumph Speed Triple is not massively different from the outgoing 

model, but features enough improvements to keep it interesting and 

relevant. Honestly, we like it a lot. 

Triumph unveiled the 2016 Speed Triple R 

and Speed Triple S a week ahead of this 

year’s EICMA show. The bikes continue with 

the current model’s 1050cc three-cylinder 

engine, but with a claimed 100+ changes. 

Styling has been revised, the headlamps 

and bodywork are new, there’s switchable 

ABS and traction control, Brembo monobloc 

calipers are standard on both S and R 

models and the R model also gets a 

bellypan, some carbonfibre bits and fully 

adjustable Öhlins suspension front and rear. 

New colours available include black, red, 

white and matt graphite. 

According to Triumph, the 104 changes 

that they’ve made to the Speed’s 1050cc 

triple result in more power, more torque 

across the rev range, an increase of 10% 

in fuel efficiency and full Euro 4 emissions 

compliance. Important new bits include rideby-wire 

throttle, slipper clutch, smaller and 

more efficient radiator and a new free-flow 

exhaust that provides a 70% increase in flow 

rate. The rider can choose from five riding 

modes, including road, rain, sport, track and 

a rider-configurable mode. 

We’ve always liked the raw and aggressive 

Speed Triple - it’s the real deal, a proper 

streetfighter that’s not scared of anything on 

the road. With the above changes, it’s even 

better. We want one in matt graphite, with an 

Arrow exhaust system please... 

BIKING ACCESSORIES 

HAVE SOME COOL 

NEW PRODUCTS 

Biking Accessories in Pretoria have 

just unpacked a selection of tough, 

reasonably priced bike stands just in 

time for Christmas. 

Front paddock stands - 2 different 

types, pin or rubber at R440.00 each. 

Rear - 2 different types - swingarm or 

bobbin at R500 each. 

Buy both and get a 20% discount OR 

a FREE static wheel balancer valued at 

R300.00. 

Also new is their Knee sliders, 

made from velcro and high density 

Polyurethane - only R100.00 per set. 

Dealer enquiries are welcome. 

Phone (012) 3426422/5. 




NEWS 



2016 DUCATI 959 

PANIGALE 

The 2016 Panigale 959 weighs 176 kilos 

dry, while its engine pumps out 157 

horsepower. Impressive! 

In 2016, Ducati’s 959 Panigale is to become a larger 

capacity, even more versatile “Supermid” model. The 

Ducati 959 Panigale shares the same innovative stylistic 

features that characterise its ‘bigger brother’, the 1299 

Panigale - but with an engine designed for a more enjoyable 

everyday riding experience and more thrills on the race 

track. The new 955 cm3 twin-cylinder power unit, the first 

Superquadro to have obtained Euro 4* type-approval, 

comes with a new stroke length and other innovations that 

have given rise to an even more impressive torque curve 

and increased maximum power, now 157 hp at 10.500 

rpm. The increased torque and maximum power values do 

not imply shorter service intervals, therefore, valve clearance 

inspections are still only required every 24,000 kilometres. 

The super-smooth engine continues to be a fully stressed 

member of the innovative monocoque frame, achieving both 

an outstanding power-to-weight ratio and ride-enhancing 

response and agility with a dry weight of only 176 kg* 

- while still ensuring full compliance with the structural 

limitations required by Euro 4* standards. The unmistakable 

1299 Panigale-derived silhouette of this bike, even with a 

redesigned nose fairing, headlight and tailpiece, underlines 

the family DNA: the Ducati Quick Shift (DQS), Riding Mode 

technology including Ride-by-Wire, triple-stage Bosch ABS, 

Ducati Traction Control (DTC) and Engine Brake Control 

(EBC) featured by the Panigale are in line with Ducati’s very 

own standards of technological excellence. 

Every last detail of the 959 Panigale pays tribute to Ducati’s 

legendary racing heritage. The wider nose fairing and 

screen improve aerodynamic performance and add to the 

aggressive look of the new front end, also enhanced by 

larger-section front air intakes. The split tailpiece design is 

the final touch to a real work of art: the 959 Panigale fairing, 

now including redesigned lateral air intakes and new rear 

view mirrors. The new bike is also equipped with aluminium 

billet-machined footrests for enhanced boot grip while riding. 

The only negative thing we have to say about the new 

959 - has to be those hideous pipes. This thanks to 

Euro4 emissions and noise regulations that Ducati have to 

adhere to. 

The 959 Panigale will be available in traditional Ducati 

red with black wheels or a stunning Arctic White Silk with 

contrasting red wheels. Set to hit SA shores early 2016, the 

new Panigale will cost you around R183,000 for the red and 

R185,000 for the white model. 

We here at RideFast Mag have been invited along to the 

World Launch of this new Ducati model, at the famous 

Circuit Ricardo Tormo in Valencia, Spain. We will have a full 

World Launch test in our January issue. 

2016 DUCATI 

MULTISTRADA PIKE PEAK 

We have a soft spot for the Pikes Peak edition to the Ducati Multistrada 

1200 line. Perhaps it’s that we are drawn to the Ducati Corse livery, which 

drips carbon fibre and Rosso Corsa. 

The 2016 Ducati Multistrada 1200 Pikes Peak motorcycle – the latest model 

from Ducati to get the special livery from “The Race to the Clouds”, which 

also comes with Öhlins suspension, forged aluminium Marchesini wheels, 

and a Termignoni exhaust. 

If you have seen the previous Ducati Multistrada 1200 Pikes Peak models, 

this is perhaps not something that moves the dial on your rev-limiter too far, 

but the newly updated Ducati Multistrada 1200 certainly looks good with the 

Pike Peak package. Available soon from Ducati SA at R274 900. 




NEWS 



THE “X” FACTOR 

Gorgeous new Ducati XDiavel unveiled 

Ducati’s “BIGGEST” unveil for the 2015 EICMA show, in Milan, was the 

new XDiavel – an utterly gorgeous, beautifully designed high-performance 

cruiser like no other. “The XDiavel ensures the low speed excitement 

typical of a Cruiser and the adrenaline rush of sports riding that Ducati 

has made its own. That’s what the X in XDiavel stands for – the merging 

of two apparently separate, distant worlds on one bike, a superb 

combination where both are accomplished without compromise,” says a 

press release from Ducati, explaining the new bike, which is also the first 

Ducati ever that features belt-drive rather than the conventional chain. 

With its 156-horsepower and 129Nm from its 1262cc Testastretta V-twin, 

with Desmodromic Variable Timing (DVT), the Ducati XDiavel is likely to 

offer near superbike levels of straight-line performance, with the added 

allure of relaxed ergonomics that make the bike an ideal long-distance 

cruiser. The XDiavel offers a range of ergonomic configurations for the 

rider, including four different footrest positions, five different seats and 

three different handlebars. It’s also possible to fit a more comfortable 

passenger seat with a small backrest. 

Despite its cruiser stance and comfy ergonomics, the XDiavel is also 

a proper sportsbike, which is capable of attaining lean angles of up to 

40-degrees. According to Ducati, the bike’s belt-drive system has been 

developed to ensure reliable, secure transmission of power, with the 

added advantages of silent running, cleanliness, reduced maintenance 

and the fluid throttle response that riders demand from a cruiser. As you 

would expect from a modern big-bore Ducati, the XDiavel comes fitted 

with a range of high-tech equipment, including full LED lighting, TFT 

colour instrumentation, cornering ABS, slipper clutch, multi-stage traction 

control, multiple riding modes and for drag racer wannabes, a ‘Ducati 

Power Launch’ system, which will help you blow the doors off your 

neighbour’s Audi/Porsche/Lamborghini in stoplight GPs. 

Running gear is all top-spec, with bits like Brembo M50 front brake 

callipers, fully adjustable 50mm USD front fork, fully adjustable rear 

monoshock, all-new alloy wheels, aluminium engine belt covers Pirelli 

Diablo Rosso II tyres (120/70 front and 240/45 rear!), and ‘gloss black’ 

paintwork for the XDiavel S. The bike weighs 220kg dry, and 247kg with 

fuel and all fluids. Service intervals are 15,000km / 12 months, and there’s 

a 24-month warranty for your peace of mind. Very good indeed. We like 

this bike. A lot...! Priced from R243 900. Arriving early 2016. 

2016 MV AGUSTA 

DRAGSTER RR 

LEWIS HAMILTON 

Get the cleanex ready, because what you 

are about to see will bring you to tears... 

In addition to the 2016 MV Agusta Brutale 800, the other 

big new model release from the Varese brand is the MV 

Agusta Dragster RR Lewis Hamilton, a bike that pays 

homage to the reigning Formula 1 World Champion. 

The concept is pretty simple, take MV Agusta’s already 

attractive Dragster RR model, and let Mr. LH44 go wild 

on it. The idea is to create another collectable MV Agusta 

model, so things stay pretty much the same for the 

Dragster RR’s 140hp motor and steel trellis frame. 

The rest of the bike though, gets a solid going-over, by 

Lewis Hamilton himself, if you can believe the MV Agusta 

press release. 

As such, Special “Ergal” aluminium parts abound, namely 

the brake lever, handlebars, and fuel-filler cap. Many 

pieces have also been anodized red, in case you happen 

to be colour blind and looking at the photos below. 

The bodywork is carbon fibre, naturally, just like Hamilton’s 

F1 race car, which wears the number 44 – in case you 

were wondering where that came from. 

Only 244 units of the MV Agusta Dragster RR Lewis 

Hamilton “LH44” will be produced, and while we don’t 

have pricing yet, we don’t imagine owning one will be 

cheap. Pretty sure Cayenne World will get one or two... 



2017 SUZUKI GSXR1000 

Yes, that’s the 2017 Suzuki GSX-R1000, which gets a new 999cc 

inline-four, with VVT, and a host of electronics like ABS, traction 

control, ride-by-wire and others. Should be a fabulous machine... 

As predicted, Suzuki has debuted a new 

Suzuki GSX-R1000 superbike at the EICMA 

show, though before you get your hopes 

too high, we should preface that the model 

is actually the Suzuki GSX-R1000 concept. 

Suzuki clearly isn’t ready to bring the 

GSX-R1000 to market in-time for the 2016 

model year, and our sources tell us that the 

Suzuki GSX-R1000 Concept will in fact be 

the 2017 Suzuki GSX-R1000, which will 

debut in the second half of 2016. 

That being said, the news is an exciting 

development from Suzuki, which says that 

the new Suzuki GSX-R1000 is the lightest 

and most powerful superbike ever from the 

Japanese manufacturer. To our eye, it looks 

to be the most advanced as well. 

Suzuki says that the new GSX-R1000 will 

feature a liter-class engine with variable 

valve timing (VVT), which will also have a 

10-level traction control system, launch 

control, three different riding modes (likely 

thru a ride-by-wire system), as well as 

a quick-shifter that allows for seamless 

upshifts and downshifts. 

Suzuki has also developed a new system 

that it is calling “Broad Power System”, 

which appears to be a variable pipe 

connection attached between the headers. 

This likely helps Suzuki tune the exhaust for 

more power throughout the rev-range. 

Suspension will be done by Showa, 

with “balance free” forks up front, and a 

“balance free rear cushion” rear shock in 

the back. Other details are pretty scarce at 

this point, likely as Suzuki is still finalizing 

the production version of the 2017 Suzuki 

GSX-R1000. 

We do think that Suzuki has done a 

proper job with the styling on the Suzuki 

GSX-R1000 Concept, and clearly the 

Japanese company is trying to make 

ties back to its MotoGP racing effort. 


NEWS 



NEW KTM’S FOR 2016 

KTM introduce new 1290 Super Duke R Special 

Edition and 1290 Super Duke GT for 2016. 

The 2016 KTM 1290 Super Duke R special 

edition. We love this bike so much... 

For 2016, KTM are upgrading the 1290 

Super Duke R, giving it an Akrapovič 

titanium exhaust, wave type brake discs, 

stiffer triple clamps, adjustable clutch and 

brake levers, and a redesigned seat for 

improved ergonomics. The bike also gets 

a fantastic new paintjob/graphics, and a 

smattering of orange anodized aluminium 

and carbonfibre bits that really make the 

bike look super-cool. 

In terms of performance, the 1290 

Super Duke R remains at the top of the 

supernaked streetfighter segment, with 

173 horsepower and 144Nm of torque 

from its 1301cc liquid-cooled 8-valve 

DOHC V-twin. Weighing in at 189 kilos, the 

Super Duke R boasts a power to weight 

ratio of almost 1:1, which means it pretty 

much sets the performance benchmark for 

its segment. 

KTM say that this limited edition 2016 

Super Duke 1290 R will only be available 

for a limited period of time and if we had 

money in the bank, we’d go out and get 

ours now! 

with its latest model, the KTM 1290 

Super Duke GT, which takes the 173hp 

streetfighter, and gives its bags, more 

fairing, and a windshield — all for 228kgs, 

ready to ride. 

Unless the Austrian massively botched this 

relatively easy task, this could mean that 

the KTM 1290 Super Duke GT is the best 

sport-tourer on the market. 

A segment that is seemingly giving way to 

the “adventure-sport” category, sporttourers 

seem to be a compromise between 

two opposing goals. 

This has created two sets of machines: 

tourers that are too heavy or too 

underpowered to be fun and sporty 

machines, or sport bikes that have highoctane 

blood, but no manners for longterm 

comfort. 

With fourth-gear power wheelies, no one 

can accuse the KTM 1290 Super Duke R 

of being slow, and the streetfighter has a 

surprisingly comfortable riding triangle that 

makes longer trips a piece of cake – and 

you can go quite far on the KTM 1290 

Super Duke GT’s 23 litre tank. 

Judging from the changes done 

to make the KTM 1290 Super 

Duke GT the touring capability 

of this machine has surely been 

increased. Pannier mounts are 

integrated onto the GT, and the 

windshield is adjustable. 

Similarly, the footpegs are lower for 

better space for your legs, as we’ve 

already mentioned, more fuel capacity has 

been added for longer trips on a tank, and 

you can adjust the handlebars by 22mm 

with its four different positions. 

Suspension is handled by WP Suspension, 

and includes a semi-active electronic 

suspension system for the 2016 KTM 

Super Duke GT – something even the 

Super Duke R doesn’t have. 

Other wiz-bang goodies include the 

Bosch MSC “cornering ABS” system, LED 

cornering lights, tyre pressure monitoring, 

automatic turn indicator reset, hill hold 

control, heated grips, cruise control, a 

quick-shifter, and a motor slip regulator, 

which works with the slipper clutch to 

maintain control of the motorcycle during 

aggressive downshifts. 

There’s no word on pricing yet, but the 

2016 KTM Super Duke GT will be coming 

to SA. Woohoooo! 

1290 SuperDuke GT 

Nicknamed “The Beast”, the new 1290 

SuperDuke R shows enough comfort to 

be a potent touring machine, if you could 

mount bags and a windscreen to it. 

That thought is exactly what drove KTM 



2016 KAWASAKI ZX10R 

Winter Test Edition 

Kawasaki are taking bragging 

rights to a whole new level. 

The folks at Kawasaki are really enjoying their 2015 

World Superbike Championship victory – and honestly, 

can you blame them? Jonathan Rea lit up the WSBK 

field, and dominated the series on his Kawasaki Ninja 

ZX-10R race bike. 

For 2016, you can already get the race-inspired Kawasaki 

Ninja ZX-10R KRT Edition, but for our European riding 

brethren, another model might tickle your fancy. Behold, 

the 2016 Kawasaki Ninja ZX-10R “Winter Test Edition” 

street bike. 

The bike takes after Kawasaki Racing’s winter testing 

livery, though trades bare carbon fiber for matte black 

paint. Along with an Akrapovic exhaust, the Kawasaki 

Ninja ZX-10R “Winter Test Edition” features a snowflake 

on the front of the bike, along with the Japanese kanji 

character “fuyu” which means “winter”. 

“For some years we have been asked if there will be a 

special ‘Winter Edition’ of the Ninja ZX-10R,” said Shigemi 

Tanaka of Kawasaki Motors Europe. 

“Now seemed the perfect time with such success 

for Jonathan Rea and the racing team in the World 

Championship plus the launch of a brand new Ninja 

ZX-10R for 2016 that is the result of a joint development 

between KRT and the Kawasaki factory in Akashi.” 



NEWS 



2016 APRILIA RSV4 

R-FW & RF 

The 230+ horsepower Aprilia RSV4 R-FW 

is for those supremely talented (and very 

rich...) riders, who can’t be bothered with 

the mere 200bhp RSV4 RF, which anyway 

also gets updated for 2016. 

Aprilia have seen the BMW HP4, Yamaha R1M and Kawasaki 

H2 etc., and are no longer willing to play second fiddle to 

anyone. Clearly, a 200bhp Aprilia RSV4 RF is too feeble for 

some riders, so Aprilia are now ready with a proper RSV4- 

based racebike for the street, the RSV4 R-FW, which is 

basically a Superstock 1000 FIM racer with headlamps. “The 

RSV4 racing versions we are presenting at EICMA are a unique opportunity 

that Aprilia Racing is making available to those who want to own a real race 

bike,” says Romano Albesiano, Aprilia’s Racing Director. 

Under this new initiative, Aprilia will create ‘Factory Works’ (FW) bikes that 

comply with Superstock and Superbike Championship regulations, with 

maximum power going beyond 230bhp. Variants include the RSV4 R-FW 

Stock1 MM Race, RSV4 R-FW Stock2 APX Race, RSV4 R-FW SBK, 

RSV4 R-FW W-SBK and RSV4 R-FW Misano. Depending on the 

version, the bikes get exotic bits like race-spec Öhlins suspension 

and forged alloy wheels, an extra-light lithium battery, reprogrammed 

ECU with race maps for engine and bike management, optional 

Akrapovic exhaust kit, race-spec data acquisition systems, racespec 

instrumentation and an electronic gearbox with assisted 

quick-shift. According to Aprilia, the RSV4 R-FW bikes are 

capable of doing well at any competitive level (as long as 

you bring the necessary talent, of course...), yet remain 

within the reach of enthusiasts who want to feel the same 

rush that’s felt by SBK world champs. A noble objective, 

we’re sure, even though we’d be perfectly happy with a 

regular, 200bhp RSV4 RF! 

Speaking of the RSV4 RR and RF, those bikes are still very 

much around for 2016. The new RSV4 RF gets new Öhlins rear suspension 

and V4-MP multimedia platform for 2016, and both bikes get revised 

graphics. The triple headlamps have been revised and now come 

with LED parking lights and LED turn indicators. The engine has 

also been revised and gets a 16bhp power boost, and weight 

has been reduced by 2.5 kilos. The lubrication system has also 

been redesigned and optimised - a brand new oil sump ensures 

increased draught even at extreme lean angles and under 

maximum acceleration / deceleration, while gearbox ratios have 

been revised to take advantage of the updated, more powerful 

engine. Race ABS and 2nd generation APRC are standard 

across the board. A range of Akrapovic and Öhlins accessories 

are available for the Aprilia RSV4 RR and limited-edition RF, 

along with a host of carbon fibre parts. With a dry weight of 

180kg and 200bhp power outputs, we don’t really see what more 

a sportsbike/superbike enthusiast could possibly ask for! 

We know that Craig from Cayenne World was over at Eicma this 

year, let’s hope he put in a order for some of these machines... 




NEWS 



BIMOTA IMPETO TESI 

3D RACECAFE 

The Bimota Impeto, a supernaked 

streetfighter that uses the Diavel’s 162bhp 

engine. Supercharged also available. 

Bimota usually always have something new to show at the 

EICMA every year and this year is no different. First up is the 

new Impeto, a supernaked streetfighter powered by a Ducati 

1198cc V-twin (the same units that’s used on the currentgeneration 

Ducati Diavel), which pumps out 162bhp and 130Nm of 

torque. The chassis is, of course, Bimota’s own. In recent years, Bimota have 

moved away from the beautiful aluminium alloy beam frames which they 

used to do in the 1990s, and the Impeto gets a steel tube trellis frame with 

aluminium alloy plates. 

The Impeto has all the electronics that you might expect to find on a modern 

Bimota, including ABS, ride-by-wire and traction control etc. There’s a 

fully adjustable 43mm Öhlins USD fork up front and fully adjustable Öhlins 

monoshock at the rear. Brembo brakes all around - twin 320mm brake discs 

at the front with radial-mount 4-piston calipers, and a single 220mm disc 

at the back. The bike rolls on 17-inch alloy wheels, shod with 120/70 and 

190/55 ZR-rated rubber. 

The list of accessories available for the Bimota Impeto is truly impressive. 

You can choose to have the standard steel tube trellis frame replaced with a 

carbonfibre unit, get an advanced 3.5-inch digital dashboard with TFT colour 

display, integrated data recording, GPS and automatic racetrack identification 

(!) and, if that weren’t enough already, even have a supercharger bolted on 

to your Impeto. Yes, Bimota are offering a supercharger kit for the Impeto, 

which boosts power by up to 20%. No word on pricing though. 

The other Bimota unveiled at the EICMA this year is the Tesi 3D RaceCafe, 

which is powered by a Ducati 803cc V-twin, though Bimota have not 

supplied any power/torque figures for the bike. The composite chassis is 

comprised of an aluminium alloy section, mated to steel tube trellis front 

and rear swingarms. Yes, the Tesi has hub-centre steering, hence also has 

a swingarm at the front. Not having a conventional front fork suspension is 

pretty cool. Always has been, ever since Bimota started mucking around with 

the first Tesi 1D back in the late-1980s/early-1990s. 

From a cutting-edge superbike that the Bimota Tesi 1D was back in the 

early-1990s, the Tesi has evolved and morphed into the 3D RaceCafe, which 

is quite spectacular. Bimota have more or less single-handedly kept this 

whole hub-centre steering / front swingarm suspension thing alive for almost 

four decades now, and deserve applause for that. 

Fully adjustable Öhlins shock absorbers are used at both ends on the Tesi 

3D RC, which rolls on 17-inch alloy wheels shod with 120/70 and 180/55 

ZR-rated rubber. Twin 320mm brake discs are used at the front, with 

radial-mount 4-piston Brembo calipers, fuel tank capacity is 16 litres and 

the bike weighs 165kg dry. You can have the front and rear steel tube trellis 

swingarms replaced with carbonfibre units, which brings dry weight down to 

162 kilos. Ride height is fully adjustable, front and rear, by up to 23mm. 

In a world where even the biggest of motorcycle manufacturers prefer to 

play it safe, we can’t help but admire Bimota for the unique, cutting-edge 

motorcycles that they’ve been building for decades despite severe financial 

troubles which they’ve been facing for years. Brilliant stuff, Bimota! 

We are sure that if you pop into Cayenne World (official importer in SA), with 

a bag full of fresh cash notes, and ask nicely, they will bring one in for you... 

With hub-centre steering and Art 

Deco styling, the Bimota Tesi 3D 

RaceCafe is simply spectacular 

Bimota is known 

for making 

drool-worthy 

motorcycles, but, 

we think the real 

show-stopper for Bimota 

at Eicma was its add-on supercharger 

system for its Ducati-powered motorcycles. A good for 15% to 20% more 

power (probably more, if you like to tinker), the Bimota supercharger kit 

uses a Sprintex dual-screw supercharger, which has been tastefully made 

to match the belt covers on the Ducati Testastretta engine. 

As you can see, the supercharger looks pretty damn good, especially when 

paired with the “Bimota Experience” package, which adds a carbon fibre 

frame and swingarm to the chassis. 

The Bimota Impeto is the first model to officially have the supercharger 

as an option, but the Italians say it can be made to work with any of its 

water-cooled Ducati-powered models. 

T 



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Honda 1512 RF East news.indd Dec15 RF.indd 27 1 

2015/11/19 2015/11/21 1:35 4:25 PM

NEWS 



THE BMW E-RR 

The Electric Brother of the S1000RR 

We revealed the BMW eRR electric superbike on our Facebook page 

days ahead of the EICMA 2015, taking everyone by surprise and 

generating plenty of interest. 

Unfortunately, the concept bike wasn’t brought at the show in Milan, with 

BMW preferring a more low-key unveiling at its headquarters, in Munich. 

Either way, it’s now time to meet the eRR in the flesh, and we like what 

we see. 

If anything, we believe that the eRR will make it into production in the notso-distant 

future. BMW has never been too keen on working on concepts 

and prototypes that would not make it to production and this gives us 

hope. If the electric superbike project makes it to fruition and retains at 

least partially the authoritative presence of the gas-powered S1000RR, 

we might be witnessing history in the making. 

So far, little is known about the eRR, save for the fact that it mimics 

the looks of the S1000RR almost to perfection, except for the missing 

exhaust silencer. We did not take measurements, but the bodywork looks 

exactly like that of the S1000RR. 

Of course, the right-side grills are still there, and this makes us smile. 

The eRR’s cooling needs are so different from those of the S1000RR, 

but it looks like BMW wanted to maintain the distinctive appearance of 

the ICE machine. 

Created as a joint project together with the Technical University of 

Munich, the eRR Concept’s all-electric motor is more of a test bed for 

a future electric bike powertrain that combines zero emissions with 

performance - not such a bad combination if you ask us. 

We will be talking to BMW Motorrad Chief Designer Ola Stenegard soon 

and we hope that he will be so kind as to provide us with more insights 

about what the electric future might have in store for us. 

MOTO RENTALS 

Team Kwanza Sul come to race in SA. 

Team Kwanza Sul, from Angola, recently came out to SA 

to compete in the final Northern Regions race at RSR. 

Riders Vuty Coelho (aged 39) and Victor Barros (aged 

30), were joined by team manager Yuri Cruz. Both riders 

currently compete in the National Championship called 

FADAM in Angola, where Victor is currently running 2nd 

in the Championship. Vuty Coelho has been a multiple 

champion in Angola and has been drafted to team 

Kwanza Sul to assist Victor Barros with his knowledge and 

experience. 

Their main aim is to see more of a racing relationship 

between South African riders and Angola. 

Before the race, they came to South Africa for rider 

training, with Jason Wessels, who is the owner of Moto 

Rentals. Both riders would be racing Moto Rentals 

CBR600RR machines, with some backing from Liqui 

Moly as well. 

We look forward to seeing more of both rider racing here 

in SA in 2016. 

A big thank you must go out to Edgar De Aguiar, Jason 

Wessels and Cherice Condon for all their hard work, 

assistance and for making this possible for them. 

For more info on Moto Rentals contact 073 773 4578. 

FLASH TUNE ECU 

Now available from ETR Performance. 

ETR Performance, otherwise known as EmTek racing, 

are now able to re-flash your Yamaha ECU. What this 

does is basically unlock the full potential of your machine, 

removing all factory restrictions and retards. ETR can even 

add auto-blip to your new 2015 Yamaha R1 now, so no 

more using the clutch to change down gears. 

ETR have a 2 day turn-around on this job, which also 

includes dyno runs before and after. 

ETR also have a range of products 

from laptimers to replacement race 

dashes for Kawasaki ZX10 and 

BMW S1000RR models. 

For more info, call them 

on 011 680 0360 or email 

Ricky Morais at ricky@ 

emtek.co.za. 



Clea

Clearwater Motorrad 


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With a broad product range, excellent service and a dedicated team, there is no reason not to visit Clearwater Motorrad. 

Visit us at the c/o Hendrik Potgieter & Little Falls Road. 

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Tel : 011 761 3500 

Fax: 011 768 5249 

Email: harry.potgieter@bmwclearwater.co.za 

Clearwater 1512 RF news.indd BMW Dec15.indd 29 2 

2015/11/18 2015/11/21 2:05 4:26 PM

PADDOCK NEWS 

Stoner Back To Ducati 

Casey Stoner Will Return to Ducati an a Testing Role 

As we reported on a few months back, 

Casey Stoner is set to make some form 

of return to MotoGP. The Australian is 

to switch back from Honda to Ducati, 

taking on a role as test rider for the 

Italian firm. There is a chance that 

Stoner could also be given one or more 

wildcard rides on Ducati’s MotoGP bike. 

Ducati’s Sporting Director Paolo Ciabatti 

spoke officially to journalists at Valencia, 

but refused to confirm the deal. “Casey 

is a hero of Ducati fans, he won so many 

races and was a world champion for 

Ducati in 2007,” Ciabatti said. “We will 

see what the future brings but we know 

that his contract with Honda will expire 

at the end of this year and obviously 

if there’s a chance to do something 

together we would love to do it.” 

Various paddock sources confirmed the 

deal to Tammy Gorali, including sources 

close to both sides of the deal. The 

agreement appears to have come about 

after a number of issues Stoner had as a 

test rider for Honda. 

The main issue for the Australian was 

the fact that HRC appeared to ignore 

the feedback he had given on the Honda 

RC213V MotoGP bike, especially the 

aggressiveness of the engine. 

When Honda then called Hiroshi 

Aoyama to stand in for Dani Pedrosa 

during his absence, passing over 

Casey Stoner, despite the fact that he 

had offered his services when Pedrosa 

withdrew to recover from arm pump 

surgery. 

Stoner has a contract with HRC which 

lasts until the end of the year, so an 

official announcement will have to 

wait until January 1st. We will then get 

to hear about Ducati’s full plans with 

Stoner, including any plans for wildcard 

rides he may be offered. 

Rossi fans out 

for Blood 

Marquez gets death threats 

through his phone 

Despite the 2015 MotoGP World 

Championship ending nearly a month ago, 

tensions are still high between Valentino Rossi 

and Marc Marquez, with the Spaniard receiving 

death threats through his mobile phone. 

The latest reports come from El Pais who say 

that the former World Champion had been the 

subject of death threats from anonymous calls 

and text messages for his role in the infamous 

clash at Sepang, as well as not attempting 

a pass on eventual World Champion Jorge 

Lorenzo during the final race of the season in 

Valencia. 

Rossi and Marquez’ history is now well 

known, and Marquez has informed the police 

of the latest threats, after his mobile number 

was published in a blog online. The number 

has been taken down and the police have 

recommended that the 22-year-old change 

his mobile number, although he said he didn’t 

want to, nor lodge an official complaint with 

the police. 

The threats began the day after the season 

finished, with the weekend marking a high 

point with regular calls and messages on his 

phone. 

Marquez’ team have said that he doesn’t want 

to change his number as he isn’t afraid and his 

team have tracked down two of the numbers 

that called Marquez, calling them back and 

asking what it was exactly they wanted. 

Marquez was in Italy on Monday to attend 

the EICMA, but there was no members of the 

general public at the show on Monday. Marc 

left to be with his brother as he collected his 

Princess Leonor Minor Athlete Award at the 

National Sports Awards in Madrid on Tuesday. 

Valentino Rossi hasn’t said anything on the 

subject yet, although he was quick to criticise 

“fans” of his who used social media to attack 

Andrea Iannone after the Italian passed Rossi 

on the final lap in Phillip Island, something he 

would likely echo if asked on this matter. 



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Bridgestone 1512 RF news.indd Mar15.indd 311 

2015/11/21 2015/02/26 4:26 3:52 PM

PADDOCK NEWS 

Marquez & Lorenzo lose out 

Sponsors Sector and Gas No Longer with Lorenzo and Marquez 

Watch manufacturer Sector and clothing 

company Gas Jeans are no longer 

sponsoring Jorge Lorenzo and Marc 

Marquez, and the Italian media speculates 

that the way the 2015 MotoGP season 

ended has to do with these moves. 

The Sepang incident and what followed 

after it seems to have far greater 

repercussions on the premier class, at least 

as far as Jorge Lorenzo and Marc Marquez 

are concerned. Two of the MotoGP 

sponsors backed off as the season ended, 

one for each. 

Now, both companies are Italian, while 

the two riders are Spanish, but nationality 

seems to be a secondary issue. The main 

reason behind the decisions of Sector and 

Gas is that the two riders were perceived as 

having teamed up against Valentino Rossi 

in the final stages of the season that ended 

in Spain at Valencia. 

Not a move against Spanish riders, but 

a move against those who are (at least 

perceived to be) against Rossi 

While this alleged partnership between the 

Yamaha and the Honda rider was never 

proved, we’ll refrain from discussing it any 

longer. However, the Italian companies 

didn’t take too kind of what Italian MotoGP 

fans said after Phillip Island. 

The move is not to be necessarily linked 

to a potential Italy vs Spain issue. Sector 

and Gas have most likely decided to put an 

end to the contracts they had with Lorenzo 

and Marquez, respectively, because of the 

public perception that the two were against 

Rossi, arguably the biggest Italian name in 

sports. MM93 still had Gas on his leathers 

yesterday in Valencia, so this needs some 

investigation later. 

Apparently, the two sponsors believe that 

having their names tied to “those who 

are against Rossi” is bad for business in 

Italy, one of the strongest markets for both 

manufacturers, according to motoblog. The 

lawsuit two Italian journalists filed against 

Marquez also did little to help mend the 

already tense situation. 

The truth is that the entire story is 

screaming for an official position from the 

Court of Arbitration for Sport, a body that 

maintained Rossi’s penalty for Valencia, 

but which still has to issue a final ruling in 

this case. 

We can only hope that things will cool down 

a bit before the 2016 season starts, both in 

the fans’ camps and in the paddock. 


Auto

Congratulations 

Jorge Lorenzo 

2015 MotoGP World Champion 

#1 IN THE WORLD 

Autocycle 1512 RF news.indd HJC Dec15 33 RF.indd 1 

2015/11/18 2015/11/21 12:06 4:26 PM

Full Throttle 

READERS 

Ride 

PANIGALE 

THE NEW DUCATI PANIGALE 1299 S IS ONE OF OUR 

FAVOURITES HERE AT RF. BUT THIS TRICKED OUT 

PANIGALE TAKES OUR LOVE TO A WHOLE NEW LEVEL 

Words Rob Portman Pics Rob & Gerrit Erasmus 

Total cost of bike: R380,000 (R260,000 for bike - R120,000 to customise) 

Done by: RACE! SA - tel 011 466 6666 - email: info@race1.co.za 

These and other great products also available from Full throttle stores. www.fullthrottle.co.za 


1512 RF FT Panigale 1299.indd 34 2015/11/21 4:26 PM

From the first second I threw my leg 

over Ducati’s new 1299 Panigale I fell in 

love. It was a bike built for a sportsbike 

freak like myself. Sean Rosenberg, the 

owner of Full Throttle motorcycle accessory 

stores, was looking to get himself a new 

sportsbike for 2015. He asked me at the 

beginning of the year which bike I thought 

he should buy? At that time, I had only 

just come back from the World launch 

of the new 1299, so I was completely 

googly-eyed over the new big red 

beast. I told him he had to go for 

the 1299, as it was an incredible 

machine not only to ride but to 

look at. Don’t even get me started 

on that sound. 

There has been an in-flux of 

amazing new superbike machines 

for 2015, and Sean was keen to 

get himself the new Yamaha 

I just had to take the bike to the 

track and get a pic of me in my 

lumo kit on the bike. A match 

made in heaven. If you ever hear 

that this bike has been stolen... 

it wasn’t me! 

R1 at first. I told him that would also be 

a great choice. I had not yet ridden the 

new R1 but knew that it was going to be a 

great machine. 

I managed to swing him the way of the 

Ducati, and just a couple of months later 

a got a sms from him saying ‘I’ve got my 

bike and have sent it in to RACE! SA to 

get some mods done’. 

Sean has a superstition about owning 

red bikes, so the first thing he wanted 

to do was get the bike completely 

customised. I told him he was mad, 

‘Ducati’s are best in red’ I said. 

My mind was quickly changed as he 

sent me pics of the design that RACE! SA 

had come up with for him. The lumo yellow, 

mixed with white and black, was stunning, 

and the lines used really did enhance the 

bikes already gorgeous/mean looks. 

Sean went all out on the mods, 

everything from Lightech brake lever 

guard to see-through clutch cover. The 

bike was completely transformed, and the 

bits of carbon fibre were fitted in just the 

right places. 

3 months after buying the bike it was 

time to collect the new beast from RACE! 

SA’s shop out in Midrand. I was tasked with 

the running in of the bike, a tedious job but 

one that I would gladly do on this beauty. 

I had the bike for 7 days and managed 

just over 850km’s, just enough for the 

bike to go back to Ducati SA for it’s 

1000km oil service. 

Immediately after that, the bike was 

sent straight back to RACE! SA for the 

new Akrapovic pipe to be fitted. Now, 

as I mentioned before, the 1299 comes 

standard with a sound that will leave 

you all teary eyed, but trust me when I 

say this, the Akrapovic transformed the 

1299’s superquatro engine sound, making 

it louder and much more intimidating. 

The best part was the popping sound 

as I changed up and down through the 

gears using the standard quick-shifter and 

auto-blip fitted to the 1299 S. It also gave 

it some more power through the rev range 

from top to bottom. 

RACE! SA did an incredible job with this 

bike. The paintwork is exceptional with no 

blemishes what so ever. That big racy GP- 

Edition headstock really does make the 

bike look like a proper MotoGP racer. 

This is a one of a kind Ducati 1299 S, 

and I suggest that next time you pop into 

Full throttle Edenvale, you ask if the bike is 

there and have a look for yourself. 

RIDEFAST MAGAZINE DECEMBER 2015 3 5 

1512 RF FT Panigale 1299.indd 35 2015/11/21 4:26 PM

Words Sheridan Morais Pic jpix4u@gmail.com 

TYRE 

TESTING 

DUNLOP 

D212 GP PRO 

A TRIP DOWN 

MEMORY LANE 

BIKE: HONDA CBR1000RR SP / RIDER: SHERIDAN MORAIS / TRACK: PHAKISA 

My memories of Dunlop tyres are 

happy ones, with lap records and 

long lasting grip. 

The last time that I rode on Dunlop 

tyres in anger was back in 2009 and since 

then the “good” Dunlops have not been 

available. But, at last, they are back in the 

game with their all new D212 Pro model 

and I was extremely impressed with them. 

When the “good” Dunlops of 2009 (which 

were made in the UK) disappeared from 

South African shelves, I was asked to test 

newer (and cheaper) Dunlops from both 

Japan and France, but they were horrible. 

Understandably, when I started my test 

day at Phakisa Freeway on the new Dunlop 

D212 Pro (made in France) I was hesitant, 

but after a handful of laps I was reminded of 

the awesome feeling that I last had from the 

brand back in 2009. 

Market leader Pirelli have developed their 

tyres very well, but they are still short of 

durability when compared to the Dunlops 

from way back in 2009, and it was such a 

good feeling to have Dunlop back. 

I rode an entire day on the Dunlops at 

Phakisa which, as we all know, is very hard 

on tyres, especially in the summer heat 

and, although the rubber wore away just 

like it would with the other tyre brands, the 

grip never dropped off or decreased. 

In my last session of the day I was 

at 100% throttle through turn 2 in 6th 

gear, and I literally could not spin the 

rear tyre. This was also the case on the 

back straight which was most impressive 

because, by then, the rear tyre had no 

tread left on it and yet it felt like a Pirelli 

with just 10 laps on it. 

The front tyre was awesome and 

again brought back fast memories 

with incredible stability under heavy 

breaking and great durability. The 

front tyre’s tread was still perfect 

after an entire day at Phakisa 

Freeway, so for fast track day 

riders and racers it is a winner. 

The only slight down side of these 

tyres would be that, with the hard 

sidewalls of the front tyre (which is 

great for fast riders), slower riders 

that are not yet comfortable with 

trail braking might feel the bumps a 

little bit more, but otherwise the grip 

is great. 

Thumbs up to Dunlop for creating these 

new tyres. The only question now is to find 

an open championship that is not under the 

“one brand tyre rule” so that they can really 

be put to the test and proven. 

For more information and to find your 

nearest dealer, contact Henderson Racing 

on (011) 708 5905. For track and race 

tyres, contact Adrenalin Powersport on 

076 902 7029. 


1512 RF Shez Dunlop.indd 36 2015/11/21 4:27 PM

1512 RF Shez Dunlop.indd 37 2015/11/21 4:27 PM

KTM RC16 MotoGP 

TAKING THE 

FIRST STEPS 

KTM’s MotoGP project enters a new stage, as the C16 prototype heads to the track and 

real-life testing begins. The new Mattighofen V4 machine was filmed during its debut at 

the Austrian Reb Bull Ring, formerly known as the A1-Ring, in Zeltweg. Words: Florin Tibu 

At the helm is, for now, Alex Hofmann, 

a highly-experienced Austrian rider 

with MotoGP and World Superbike 

expertise. He is the first to put the 

new KTM bike through its paces, while his 

colleague Mika Kallio will help refine the race 

characteristics throughout the remaining year 

ahead of the comeback. 

There are still only a few things that can be 

said about the KTM RC16, as the Austrian 

maker is rather secretive. The machine 

does look a bit similar to Honda’s RC213V 

MotoGP bike, but not quite. Plus, it’s easy to 

understand that underneath the fairings, the 

generic V4 architecture of the engine is the 

only thing these two have in common. 

KTM is known to use a steel trellis frame, 

whereas Honda uses an aluminium twin-spar 

design. As for the swingarm, KTM’s unit does 

look similar to what Tokyo uses, with the fuel 

tank tucked under the seat and other premier 

class constructive solutions implemented into 

the build. 

Mattighofen declared earlier that the bike 

would use WP suspensions, as KTM owns the 

performance parts supplier and developing 

racing parts is much easier when done inhouse. 

It looks like the brakes are standard 

MotoGP Brembo units, with carbon discs. 


1512 RF KTM MotoGP.indd 38 2015/11/21 4:27 PM



A derived “civil” bike is also expected, 

but how about Red Bull’s implication 

KTM sacked the street-legal RC8 project 

and has said that the odds of delivering a 

200hp road-going machine soon are slim 

to none. Still, the Austrian manufacturer 

admitted that the RC16 would also serve 

as a platform for a production racer 

intended for privateer teams. 

The bike will most likely be a detuned 

version of the RC16 and will not 

be homologated for road use. Still, as 

the high-end sport bike niche seems 

to become more populated with racerderived 

street-legal bikes, we still hope 

that an RC8 successor will arrive. 

As for the Red Bull decals on the 

development bikes, it will be interesting 

to see if it will also be part of the final 

livery for KTM in 2017. Red Bull is also an 

Austrian company that owns the former 

A1-Ring circuit (now named the Red Bull 

Ring), and which is also heavily involved in 

MotoGP. 

In fact, rumours have it that the Red 

Bull Ring also plans to become a part of 

the MotoGP calendar. Will they become 

KTM’s title sponsor? Odds are they might, 

but only time will tell. 

Some voices in the industry claim Mike Leitner might have had a strong say in the way the 

KTM track weapon was developed. If Leitner’s name does not ring a bell, we’ll just tell you 

that he has been involved with Honda before, both as a 125cc rider and more prominently as a 

mechanic. Between 2006 and 2010, Mike Leitner was part of the Repsol Honda team and was 

Dani Pedrosa’s chief mechanic. 

Leitner has experience with chassis and suspension technology and was also employed by 

team Aprilia Germany, Aspar, Red Bull Yamaha, Gauloises Yamaha, and Telefonica Movistar 

Honda. His resume also includes working as an Öhlins suspension specialist for three teams, 

so you can imagine that he is one of the most valuable parts in KTM’s puzzle. 




SPORTBIKE MAGAZINE 

We Love Sportbikes! 

RF magazine play.indd 1006 

2014/12/27 8:44 AM 

1512 RF centre spread.indd 42 2015/11/21 4:27 PM

1512 RF centre spread.indd 43 2015/11/21 4:27 PM

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THE LUNCHTIME DEBATE: 

Were the 70’s and 80’s 

the Best Decades for 

Motorcycles? 

By Ian Kilburn 

We are hitting that time of year again when every motorcycle manufacture is 

launching or has just launched their latest creations for 2016. But I’m not feeling 

the usual sense of excitement. Perhaps it’s because I’m getting old(er), but back 

in the 90’s and even the 2000’s the anticipation that accompanied the unveiling 

of every model was a bit like the run-up to Christmas was as a kid. 

These days, though, the anticipation is missing 

somewhat. Don’t get me wrong, the new bikes that 

will be launched in 2016, I am sure will be some of the 

best machines that have ever been made. They will be 

flagged as faster, more powerful, lighter, better 

handling etc., etc… And that will all be true. But for 

some reason – and possibly because bikes are now so 

technologically advanced – there is nothing really 

absolutely unique to look forward to. In my opinion, 

efficient design isn’t the stuff of dreams. A showroom 

stock modern superbike will probably run rings 

around a GP Bike from a couple of decades ago - but 

perhaps that’s the problem, because given the chance 

I know which I’d prefer to do a few laps on and it 

won’t be the new bike. 

The 70’s and 80’s were the high water mark, the time 

when new model anticipation was most easily 

justified. Not because the bikes of the era were the 

best but because they were the least predictable, and 

the development leaps were just so great. 

The 90’s saw the development of the Superbike as we 

know it now - the Fireblade, the R1 etc. as well as the 

maturing of genres like Adventure Bikes. But the 70’s 

and 80’s were simply in another league in terms of 

bike development and innovation. 

its work on the NR oval piston technology during the 

80’s too. 

Despite all the weird creations, the huge R & D 

expenses and the engineering cockups that the 

decade saw, it was also the creation of most of the 

genres of the bike that we recognise today. At the 

start of the 70’s, there was no “class” of four cylinder, 

600cc sports bikes. There was no “dual sport” or 

“adventure” bikes. There weren’t even really many 

dedicated “tourers” or “sports tourers”. By the end of 

the 80’s we had 6 cylinder Goldwing’s and CBX’s, 

Z1300’s, we had the CBR600 and the BMW GS. 

The 70’s and 80’s were, looking back, 

the definitive decades for bikes. 

Here, in no specific order – are my top ten 

bikes of that era. It’s interesting to note that 

when three of us older (as in more mature, 

intelligent riders) sat down to lunch and made 

our lists how many bikes were shared… 

Yamaha RD400 

Every now and then popular music aptly 

reflects a cultural phenomenon, and the 

sound track of early punk music could 

hardly have suited the launch of Yamaha 

RD400 any better than it did. 

If there’s one word that describes the 

Yamaha RD400 series, the word is 

intense. The RD400C was the first 

motorcycle by a manufacture to be fitted 

with cast wheels. The RD Yamahas have 

always been quick steering motorcycles. 

This kind of motorcycle isn’t really 

guided into and manipulated through the 

corner, rather, RD Yamahas simply dart 

into the entry and out the exits. The 

passing of the decade saw the passing of 

the RD400 after three years at the top of 

the hooligan’s tree. But as punk gave way 

to New Wave, the RD grudgingly gave 

way to the RD350LC and the manic and 

highly desirable RD500 and there 

honestly could have been no more fitting 

successor. 

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Just look at the bikes that our generation started with 

- Z1000’s, CB750s, GS1000s, Katana’s, XS1100’s, 6 

Cylinder Kawasaki’s and Honda’s, GT750 (water bus), 

Yamaha’s 2 stroke RD’s & RZ’s, Kawasaki Triples, 

Single Cylinder Thumpers like the XT’s. Going from 

the air cooled, twin shock CB1100 to the RC30 took 

just six years. 

CMY 

K 

That is real progress. 

But it wasn’t just the performance flagships that made 

the 70’s and 80’s great. It was the sheer diversity. It 

was the heyday for 250cc two strokes, not to mention 

the likes of the RZ500, RG500 and the NS400R. Air 

cooling was ubiquitous at the start of the 70’s and 

virtually gone by the end of the 80’s. The four valve 

per cylinder engine went from the exception to the 

rule. 

Yet designers and manufactures still found time and 

took brave pills – to make weird oddballs in the midst 

of it all. Turbocharged machines like the XJ650 Turbo, 

GPZ750 Turbo and the 650Turbo. Honda also did all 

Call or visit us today! 

+27 (0) 11 463 2160 

5 Main Road (Next to Sandton Clinic). 

Bryanston, Johannesburg, ZA 

www.Hamptons.co.za 


Kawasaki Z1 

Kawasaki’s 900 Super Four Z1 did more than blow 

past Honda’s CB750 in terms of performance, 

refinement and all round ability. It was the World’s 

first Superbike. 

Still, the question came up at the Z1’s model introduction 

press conference in late 1972. Why was Kawasaki 

seemingly abandoning its two stroke heritage to 

create this four stroke. Kawasaki’s Motorcycle 

Division General Manager said “Kawasaki wanted to 

build - in their own words, the King Motorcycle, a 

bike besides which the finest motorcycles in the 

world would shrivel in comparison, a bike that would 

leave a hot smoking scar across the face of the sport, 

and you just can’t do that with a two stroke engine”. 

From the beginning, the Z was always about its over 

achieving power plant. Kawasaki claimed 80 

horsepower for the air-cooled transverse inline four, 

handily about 15 bhp more than Honda’s CB750. In 

short, Kawasaki’s 900 Super Four Z1, as it finally 

came to be known, was a revelation, a motorcycle 

that pointed the way to the futures for virtually every 

other manufacturer on the globe. 

Kawasaki KZ1000R 

ELR (Eddie Lawson replica) 

This was Kawasaki’s bulletproof street 

muscle bike. What makes it stand out is 

its colour. The green paint is a perfect 

example of what used to be cool - like a 

time capsule. Back then, a Kawasaki was a 

Kawasaki; it was green, and it didn’t look 

like a Yamaha or Honda. Back then the 

colour made the bike. The origins of the 

Eddie Lawson Replica go back to 1972 and 

the Kawasaki Z1 903cc Four. The double 

overhead cam roadster was a performer 

of the time, and it wasn’t just fast in a 

straight line; it also handled the twisty 

roads. Handling was a weak point of 

Japanese motorcycles of the late 60’s and 

early 70’s, and the performance of the Z1 

surprised many riders. Only 750 of these 

bikes were ever built, this was a limited 

edition homage to the mount of Eddie 

Lawson 4 x winner of the World Championship 

amongst other titles. 

1512 RF Classic bikes.indd 44 2015/11/21 4:28 PM

Suzuki GT750 

The two-stroke prototype Suzuki GT750 was 

shown at the 17th Tokyo Motor Show in 1970 

and launched in Japan in 1971 as a sport 

tourer (GT standing for Grand Tourismo). It 

was developed from the T500 with an extra 

cylinder and water cooling. It was 

nicknamed “The Kettle” in Britain and the 

“Water Buffalo” in the USA. Suzuki 

established themselves as a market force by 

being the first company to mass produce a 

liquid cooled, large bore capacity two stroke 

engine. 

The vast majority of owners prefer to keep 

their bikes in standard trim and will go to 

extraordinary lengths to keep them as 

Suzuki built them. From 1972 to 1977 these 

bikes rolled off the production line and we 

still love them today. 

Yamaha RZ500 

Street going 2 strokes died in 1979 right? 

Two stroke technology didn’t die - it just 

wasn’t seen on street-bike side of the 

showroom floor. 

Produced for a short period between 1984 

and 1986 it has become a sought after 

collectors machine. The engine architectures 

is pure road race. Inspired by the 

YZF500 factory racer ridden by Kenny 

Roberts during the 1983 season, the twin 

crank V4 was the closest thing to a Grand 

Prix bike (with lights) that you could get 

your hands on. From its GP styling full 

fairing to the water cooled, four cylinder 

two stroke engine, the RZ500 was a dream 

come true for race enthusiast worldwide, 

and naturally it became highly lusted after 

machine. 

Suzuki GS1000S 

A letter “S” after a Suzuki model name 

normally means that the engineers have 

basically mounted a cockpit (bikini) fairing 

to make it (look) sportier. That’s the case 

with GS1000S. 

It was one of the first standard Suzuki’s sold 

with a fairing. The GS1000S is also known as 

the Wes Cooley Replica. Apparently the 

nickname came sometime after the model 

was released, but was never officially known 

as the Wes Cooley replica by Suzuki. The 

GS1000S started being called that after 

Kawasaki released the Eddie Lawson 

Replica. At the time, it was a very fast bike, 

one of the fastest in the world. By today’s 

standards, the model was a suicide machine 

with poor high speed stability but back in 

1979 it handled as well as its competitors. 

This bike was kicked in to touch by the 

Suzuki Katana. 

Honda CB750 Four 

The Classic for the Masses was the CB750 that triggered the horsepower arms race among consumer motorcycles more than any other bike. This 

bike single handily just about DESTROYED the British and European motorcycle industry. Rumours had been rife for many years that one of the 

Japanese firms would release a four cylinder bike that would dismiss the theory that such a project would be too complex and the bike would be 

too heavy. Honda stunned the press (and Kawasaki who had been working on their own four cylinder bike) by unveiling the CB750 and silencing 

all those critics who said it could not be done. The CB750 had, at the time, a very impressive spec sheet. First production bike in history to have 

a hydraulic front disc brake, in line four cylinder, four carburettors, chromed four into one exhaust, five speed gearbox and an electric start. Now 

that was high tech. 

An affordable, technologically advanced and reliable big bike from the Japanese that proved too hard to beat… 

C 

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Suzuki Katana 

“HEY WOW factor” 

Years ahead of its time, the Katana design 

incorporated favourable aerodynamics, with 

a special emphasis on high speed stability, 

and was repeatedly wind tunnel tested in 

Italy. The production Katana of 1981 differed 

only slightly from the prototype. Changes 

included a small wind deflector, paired 

silencers and black paint on the front fender 

and air box covers. Keeping components 

compact and close fitting was applied to all 

areas of design to reduce production cost, 

weight and the number of components 

required. 

The bike featured some pretty unique 

styling like overlapping dials, offset petrol 

filler and continuous seam weld on the tank. 

In late 1980 when the GSX1100S Katana hit 

the street Suzuki claimed it to be the fastest 

mass production motorcycle in the world. 

Nevertheless it was a sales success, and the 

motorcycle had a lasting impression on 

motorcycle design. Portions of the design 

ethos are still visible in many current sport 

motorcycles. 

Honda CB1100RC 

Take yourself back to 1980 when Grand Prix 

Racing was still ruled by 500cc two strokes. 

These were pure race bikes and were a 

million miles away from anything in mass 

production. Both Yamaha and Suzuki had 

attempts at bringing the road rider with four 

cylinder two strokes, but the truth was that 

the ordinary motorcycles on the street 

wanted a big four cylinder four stroke. The 

Honda CB1100RC was an exotic Honda 

model that was produced in limited 

numbers from 1981 to 1983. The R suffix 

denotes racing version however the 

CB1100R was a road legal machine produced 

by Honda and offered for sale to the public. 

In 1981 1050 units were sold, followed by 1500 

per year in 82 and 83. The limited numbers 

were sufficient to meet the homologation 

requirements for the R to be classed as a 

production motorcycle in markets into 

which it was sold. It was Honda’s first 

homologation special and was raced in 

production class racing in most major 

markets: including Europe, South Africa, 

Australia and New Zealand. It was not sold 

in the USA. 

Honda CBX1000 

Honda’s CBX1000 is a six cylinder masterpiece 

of engineering cheek, 70’s glam rock 

style gas guzzling hedonism. It remains one 

of the few Honda motorbikes with real 

rebellion and still attracts collectors and 

petrol heads to this day. With a vast history 

of racing machines utilizing 5 and 6 cylinder 

motorcycle engines, Honda didn’t need to 

dig too deeply to create the technology for 

the CBX1000. They may not have been the 

first in the 6 cylinder motorcycle game but 

in their usual fashion they took the reins. 

Launched in 1979 the Honda CBX1000 

showed the world again what Honda was 

capable of. It had only been a decade since 

Honda set the CB750 loose, and the CBX 

seemed a fitting follow-up… 


Photography & Design by: 

1512 RF Classic bikes.indd 45 2015/11/21 4:28 PM


1512 RF Honda RC213V-S.indd 46 2015/11/21 4:28 PM

WORLD 

LAUNCH 

HONDA RC213V-S 

VALENCIA, SPAIN 

Dreams 

The Power of 

In September, the WORLD LAUNCH of one of the most exclusive motorcycles 

on the market – the RC213V-S prototype, Honda’s MotoGP replica, took place 

at the Circuit Ricardo Tormo in Valencia, Spain. Our colleagues from Ultimate 

MotorCycling very kindly supplied us a article and great pics from the 

exclusive launch. By Arthur Coldwells, Ultimate MotorCycling 

Honda’s MotoGP V4 

racebike is the culmination 

of a Grand Prix racing 

pedigree that reaches back to the 

1959 Isle of Man TT and, in its 

most recent iterations, has proven 

to be spectacularly successful. 

Two-time MotoGP World 

Champion Marc Márquez, in 

particular, was immediately fast 

upon his graduation to the premier 

class in 2013. He seemed to 

need little to no learning curve with 

the bike and astoundingly, won the 

World Championship in his first year in 

the class. As defending Champion in his 

second year, he won the first 10 races of the 

season in a row, and ultimately 13 of the year’s 

18 races—an amazing tribute to both his skill 

and the RC213V’s capability. 

Every race watcher was awestruck by how 

Márquez was able to throw the bike around with 

total abandon, as if it were a toy. There was no 

situation that he seemingly could not recover 

from. Indeed, in one particular incident, he saved 

himself from a certain crash by using his elbow to 

lever the bike upright again. 

When we try to equate that incredible level of 

riding with our own motorcycles and experience, 

it naturally leaves us scratching our heads 

somewhat—clearly the elite Honda MotoGP 

racers must be superhuman and the term ‘alien’ 

has been coined to describe them. However, 

and without taking anything away from their 

breathtaking talent, I now understand how it is 

possible—they are doing it with a machine that 

encourages such otherworldly gymnastics. The 

RC213V is a bike so light, so taut, so reactive, 

and so confidence inspiring, that everything 

seems achievable. 



Seeing the capability of the racebike 

gave Honda CEO of Motorcycle Sports 

Tetsuo Suzuki an idea. He went to Hiroshi 

Unuki (who became Large Project Leader 

for the RC213V-S) and asked if he 

could turn the RC into a street-capable 

motorcycle. Unuki, in turn, collaborated 

with Shogo Kanaumi (Acting Development 

Team Leader), who emphatically answered 

affirmatively. A couple of years later, here 

we are with the 2016 Honda RC213V-S. 

The concept of the consumer version 

is for the public—or at least, those affluent 

enough to afford the R2,200,000 plus 

asking price—to be able to experience the 

full weight of Honda’s expertise in the form 

of the “most manoeuvrable motorcycle in 

the world.” This bike is as good as it gets; 

Honda has left almost nothing on the table. 

I say “almost nothing” because the 

MotoGP bike’s exclusive seamless gearbox, 

carbon brakes, and pneumatic valves are 

practical only for a race environment, so 

they have been omitted. However, the 

essence of the RC213V is undiluted, and 

all the MotoGP racers who have ridden 

the bike—including Casey Stoner, Dani 

Pedrosa, and Márquez—agree that the 

RC213V-S feels exactly like their racebikes. 

Stoner, a two-time MotoGP Champion 

in his own right, told the Honda staff that, 

with this machine as-is, he would have 

been able to qualify it on the front row 

of a race in the 800cc era. That’s a heck 

of a claim. Shinichi Itoh, former MotoGP 

competitor and current Honda test rider, 

apparently got off the bike after his first 

ride and asked incredulously, “You’re going 

to sell this to the public?” 

What makes this bike so different and 

spectacular is “a thorough focus on the 

concentration of mass,” according to 

Honda. Every single item on the bike, 

down to the tiniest detail, is analysed and 

moved as close to the centre of gravity as 

possible. Although that’s a little difficult to 

comprehend, having ridden it on a bona 

fide MotoGP track—Circuit de la Comunitat 

Valenciana Ricardo Tormo (aka Circuit 

Valencia)—I now understand and can sum 

it up in one word: feel. 

The RC213V-S is not a supersportweight 

motorcycle with superbike power; 

it is way farther ahead than that. Honda’s 

attention to detail and ability to centralize 

the mass to the ultimate degree has 

produced a machine that turns and 

handles better than any two-wheeler I have 

ever experienced. 

It has a racebike’s taut feel and precise 

connection to the rider, without any hint 

of rawness or nervousness. Honda hasn’t 

simply raised the bar, it has taken it to the 

stratosphere. This isn’t just the best bike 

I’ve ever ridden—it is definitively the best 

bike I have ever ridden, and by a margin 

that I had no idea existed. 

Essentially, Honda has gone to 

extraordinary lengths to make the 

RC213V-S incredibly light and perfectly 

balanced. Everything on the bike seems 

smooth, effortless, and even elegant. This 

is the easiest machine in the world to ride 

very, very fast. It is smoothly forgiving and, 

as clichéd as it may be to say it, the bike 

felt like an extension of me. 

Every key action, from the power 

delivery, to turning the bike into corners, to 

transitioning rapidly to maximum lean angle, 




to braking as hard and as late as possible, 

every input I made resulted in the motorcycle 

doing everything exactly as I intended. 

The revelation was astonishing. I 

expected the RC213V-S to be good, but I 

did anticipate it would feel a little raw, like all 

racebikes. It absolutely did not. It is refined 

and smooth, and I was shocked by how 

completely at home I was on it on a track I 

have never ridden before. 

I was instantly able to focus on 

my lines through the corners, rather 

than spend time getting used to the 

motorcycle. Now I understand why 

Márquez rides the way he does. The level 

of confidence the Honda gives to the rider 

is extraordinary, and Márquez has the 

talent to extract the most from it. 

My first sessions on the RC213V-S 

(Honda refers to it as the twenty-one, 

three-vee—meaning the 21st century, 

third version, apparently) were on the 

European street version of the bike; that 

is, the one with lights and a relatively sane 

exhaust note. 

Weighing a claimed 171kg’s, the bike 

felt considerably lighter than anything in 

this displacement class I’ve ridden before. 

Overall, it also feels relatively compact, yet 

it is not tiny as one might assume. The bike 

felt tight to me, but not cramped, and the 

stretch to the ground is similar to most litreclass 

superbikes. 

The riding position is committed, of 

course. It puts quite a lot of weight over the 

front, and it’s to that I attribute some of my 

insane confidence in corner entry. Likewise, 

the fully adjustable, beautifully crafted 

footrests are set high. I wouldn’t call the 

bike uncomfortable, but if I were an owner 

(if only!), I would certainly have the controls 

positioned to fit me. 

The ergonomics are naturally the same 

as on the stock RC213V racebike, and that 

was based on Itoh’s 5’ 11” height. Overall, 

the riding position is quite normal. 

The order book is now closed, and a 

dedicated team will build the RC213V-S 

at the rate of one per day. The bike 

isn’t just hand-assembled; almost every 

component is handmade to some degree. 

The crankcases are sand-cast and a large 

proportion of the components are hand 

machined. Almost all the TIG welding is 

done by hand, and the titanium bolts have 

to be individually torqued down by hand. 

Service intervals are reasonable—just 

7500km. However, the dry clutch has to 

be serviced, and possibly replaced, at less 

than 3000km. The 520 final drive chain has 

to be inspected every 350km. 

The attention to detail and fit and finish is 

pure Honda, and as amazing as expected. 

The carbon fibre bodywork is available in 

a tricolour red/white/blue heritage paint 

scheme, or in unfinished polished carbon, 

ready for paint. 

To maintain the authentic racebike look 

of the hand-machined top triple clamp, 

there is no traditional ignition key on 

the RC213V-S. Instead, the bike uses a 

electronic key that has to be close to the 

machine for it to run. Pressing the fob’s 

button allows the electronics to wake up, 

and thumbing the starter fires her up. It 

likes 98 octane fuel, but will run happily on 

our 91 octane pump gas, so I’m told. 

With my first laps on the bike, I was 

impressed by the smooth delivery and 

linear power of the 999c V-4 powerplant. 

The throttle connection is smooth and 

immediate, with no hint of being jerky. 

Coming back on the power on corner exits 

is seamless—and it’s all powerband. 

There has been some controversy 

concerning the power available, as Honda 

has limited the rev ceiling via the ECU 

software in order to comply with the noise 

limits in each country where it will be sold. 

For the United States, that means limiting 

the revs to 9400—and that translates to 

a meager 101 horsepower. I initially rode 

the 167 horsepower European-spec 

version that is limited to 12,000 rpm; it 

has a healthy power output coupled to an 

incredible light weight, so it was fast, and 

by no means unmanageable. 



I expected the RC213V-S to 

be good, but I did anticipate 

it would feel a little raw, like 

all racebikes. It absolutely 

did not. It is refined and 

smooth, and I was shocked 

by how completely at home 

I was on it on a track I have 

never ridden before. 

This ease of use is partly down to the simple, yet 

spectacularly effective, MotoGP level electronics 

that consist of three functions: three power mode 

levels, two of which produce full power with 

varying levels of aggressiveness; Honda Torque 

Control (aka traction control—10 levels, with 10 being 

the most intrusive); and Engine Braking (4 levels, with 

4 being the highest amount of engine braking). There 

is no wheelie control, though the traction control 

acts like it—as the front wheel slows, the power is 

mitigated, which ultimately brings the front wheel 

down—and it works beautifully. 

Coming out of Valencia’s final hairpin on to the front 

straight, I could nicely float the front wheel a few inches off the tarmac. 

In fact, whenever the front wheel came up, I never had to back out of 

the throttle. There is no ABS, and the complex slipper clutch allows 

for aggressive downshifting with minimal upset to the chassis while 


the engine revs catch up to the speed 

of the back wheel. This is Honda’s 

race experience coming to the fore— 

everything on this bike is perfect, including 

the electronics. 

There are five electronic presets 

available, much like on a car radio. The 

individual values of the three functions 

within each preset can be customized to 

suit, though not on the fly, with 5 being the 

least, through to 1 for the most aggressive 

riding. I started my first session in preset 3 

(power mode 2, TC level 6, and EB level 2). 

The active preset can be changed while 

underway, using the button on the left 

handlebar to cycle through, and closing the 

throttle then activates the selection. After 

two laps I was a little more familiar with 

the track and switched to preset 1 (power 

mode 1, TC 2, EB 4). The RC213V-S was 

reacting exactly as I wanted and I was 

stunned by how much I loved the bike. 

The engine power is fluid, yet strong, but 

it was the handling that really shocked me. 

The bike felt so very light and neutral that 

it turned into corners precisely and easily, 

going absolutely exactly where I intended. 

As my speed increased, I was able to 

change my lines and get more aggressive. 

Interestingly, my knee was touching 

down in almost every corner, and that’s a 

fairly rare occurrence for my riding style. I 

was immediately aware that I was going 

much faster and leaning harder than I 

would normally, having had such a short 

time on the bike and track. The new 

Bridgestone Battlax Racing Street RS10 

tyres were sticky and felt good, and the 

Torque Control light was starting to flicker a 

little on the dash as my confidence grew. 

The RC213V-S also has a Sport Kit 

available strictly for track use only, likely 

to be priced around €12,000. It won’t be 

sold in the US, so an American RC213V-S 

owner will have to source one from Europe. 

That won’t be easy, as the Sport Kits are 

matched to each machine’s VIN number. 

One can assume that anyone with the 

financial muscle to afford one of these 

machines will likewise have the means to 

obtain a Sport Kit, if desired. 



VFR800X Crossrunner 

The new VFR800X Crossrunner provides an escape from the daily grind. 

With muscular adventure-sports styling and raw V4 power, it has everything 

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“Although there 

wasn’t a racebike 

handy, it sounded 

indistinguishable from 

a genuine RC213V 

to me - earplugs are 

definitely needed!” 

The package contains 

lots of track-only goodies, 

including an ECU that allows 

the full 14,000 rpm rev ceiling, 

which gives you access to 

the motor’s maximum 214 

horsepower. The other half of 

that equation is a titanium race 

exhaust that sheds around 11 

pounds from the street version 

and unleashes the MotoGP 

sound. Although there wasn’t 

a racebike handy, it sounded 

indistinguishable from 

a genuine RC213V 

to me—earplugs are 

definitely needed! 

The gearbox ratios 

remain unchanged, but 

the street quickshifter 

module is replaced 

with a pressuresensitive 

version that 

changes to a track shift 

pattern (1 up, 5 down). The 

lights that peek from the fairing 

air intakes are replaced with 

carbon fibre ram-air inlets, 

several engine covers are 

replaced so the dry clutch is 

now open, and the brake pads 

are changed from a Brembo 

street compound to the 

Brembo Z04 race compound. 

The Öhlins TTX25 gas-charged 

front fork and TTX36 MotoGP 

shock remain the same and, 

interestingly, Honda does not 

recommend any suspension 

settings changes. The handling 

was flawless, so I concur. 

Anticipating riding the 

unleashed version, I couldn’t 

possibly imagine the impact the 

Sport Kit would make on the 

RC213V-S. It was already the 

best bike I had ever ridden, so I 

was feeling that it was probably 

unnecessary. Of course, I do 

admit I was curious what 214 

horsepower would feel like in 

such a light machine. 

The electronics were 

already on preset 1, so this 

was the fully ready-to-race 

version. As I pulled away from 

the pits and tipped into turn 

one I found myself once again 

in a state of disbelief! 

The bike felt as though it 

had shed half its weight, and 

it had previously felt amazingly 

light. I have never experienced 

anything even close to this. 

Far from becoming nervous or 

twitchy, the RC213V-S simply 

felt even sharper and tauter 

than before—more than I 

could have conceived. It was 

the street version—taken to a 

whole new level. 

This is no subtle change; 

it is a quantum leap in 

the motorcycle’s already 

extraordinary performance 

level. The Sport Kit drops the 

bike’s weight by 10kg’s, which 

doesn’t sound like a huge 

amount; in practice, it is an 

enormous difference. 


The engine power was just as 

manageable, but there was a whole lot 

more of it. The delivery is smooth and 

progressive, building very quickly, and the 

RC213V-S accelerates incredibly hard 

with the Sport Kit. The scary part is that at 

around the 150 mph mark, just about when 

I expect engine power to begin tailing off, 

the motor starts to really get into its stride 

and pulls even harder. It’s like having a 

turbocharger attached that is set to come 

in at three-figure speeds. The uncorked 

motor accelerates from 150 the way my 

personal road-going breathed-on superbike 

does from 70. 

The snag is that I was arriving at 

corners way faster than I’m used to. I was 

recalibrating habits, reflexes, and turn-in 

points that have taken me 30 years to 

learn. Thankfully, the RC213V-S heard my 

prayers, staying completely composed and 

absolutely unflappable. As I overcooked 

the corners a little, it simply came back 

on line when asked. I have never had a 

motorcycle react so spectacularly well to 

my input—I was glad the strap on my Arai 

Corsair-V was tight, because this was jawdropping 

stuff. 

Another dramatic change with the 

lighter bike is the braking. The lack of 

weight in the motorcycle translates into less 

mass during deceleration and I was able 

to brake much later and harder than I ever 

thought viable. 

As the laps continued and I got bolder, 

I extended my brake point at the end 

of Valencia’s main straight until, clearly 

over-confident, I finally bit off more than I 

could chew. 

Carrying a little over 180 mph, I realized 

I was braking a tad too late and was too 

hot coming into Aspar corner—the fast 

first turn. Amazingly, the combination of 

fabulous brakes and forgiving chassis 

rescued me. 

Those Brembos have the perfect 

combination of feel and bite and, as I 

applied more lever pressure, the front 

Bridgestone V04 slick simply bit down 

and slowed me enough to give me the 

confidence to turn in. Trail braking with 

the front, the chassis stayed perfectly 

composed—no twisting, no slewing at the 

rear, and no squirming or pushing at the 

front. The RC213V-S stayed on rails and 

simply cruised through the corner with zero 

drama. As I passed the apex, it dawned on 

me that I could have gone quite a lot faster; 

no, I didn’t try it. 

Honda has taken its enormous depth 

of experience and created a machine 

that completely reset my expectations of 

how a motorcycle should behave. I had 

assumed that super-light weight and 200+ 

horsepower would translate to twitchy 

behaviour or even nervousness; perhaps 

it would dive into corners too dramatically 

and just be a machine beyond my skill level. 

It was not. 

The RC213V-S behaved impeccably, 

and as precisely as I wanted it to. The more 

aggressively I rode and the more speed I 

carried, the better the Honda became. 

However, the Sport Kit takes this 

bike to another level of competence that 

is completely alien to me; I had never 

experienced anything like it before and had 

no idea it existed. The RC213V-S is simply 

the lightest, sweetest handling, smoothest 

deliverer of speed that I have ever ridden— 

and by a huge margin too. 

This machine is easier to ride, more 

forgiving, and more confidence inspiring 

than I thought possible, and certainly more 

than any other motorcycle I have been on. 

The astonishing amount of trust it instilled in 

me encouraged me to push my riding to a 

level I didn’t realize I had. 

The only downside is that few people 

will ever get to experience a motorcycle 

capable of this sort of performance, and 

I likely never will again. The 2016 Honda 

RC213V-S is a truly remarkable machine, 

and lives up to the corporate slogan— 

The Power of Dreams. 

AT A GLANCE 

HONDA RC213V-S PRICE: R2,200,000 (extra R120,000 for race kit) 

MAX TORQUE 

Standard: 102 Nm @ 10 500 rpm 

With kit: 118 Nmm @ 10 500 rpm 

MAX POWER 

Standard: 159 hp @ 11 000 rpm 

With kit: 215 hp @ 13 000 rpm 

ENGINE 

999 cc V-4, 4-stroke, 

DOHC, 4-valve 

SUSPENSION 

Front: Telescopic 

Rear: Pro-Link 

DRY WEIGHT 

Standard: 170 kg 

With kit: 160 kg 



BLUE 

BLOODS 

The Yamaha “R” Series Family is a family full of racy, good looking machines ready to tackle the 

road or the track. We get the family together for a fun family day out at Redstar raceway. 

Words: Rob Portman Pics: Zenon & Gerrit Erasmus (www.beamproductions.co.za) 


1512 RF Yamaha Blue Bloods.indd 56 2015/11/23 7:53 AM

The past couple of years 

have been good to Yamaha, 

after going through a spell 

of being, well, flat. For many 

moons, Yamaha struggled 

to excite the industry, bringing out 

good but not great bikes. That seems 

to have all changed recently, with 

Yamaha firmly putting themselves 

back on top as one of the best. This 

was largely down to the fact that 

a certain Mr “Rossi” re-joined the 

companies MotoGP team 3 years 

ago. Yamaha took full advantage 

of this and got Rossi straight into a 

new R1 project, to replace their then 

‘old and heavy’ super bike machine. 

Rossi brought back much needed 

energy and spice to the brand, this 

got everyone at Yamaha excited and 

soon the new models were flowing 

out of Yamaha’s doors. 

Leading the new range in the 

R-Series family, a group of bikes filled 

with massive amounts of BLUE 

passion, BLUE excitement, 

BLUE BLOOD that runs 

through the core of 

each model. 

Yamaha R3 

The youngest of 

the family, the R3 was 

released to the world in 

early 2014, A message 

delivered loud and clear 

thanks to a new smooth, 

powerful and efficient 321cc inline 

twin cylinder engine powering a 

lightweight chassis. This aggressively 

styled sportster sits perfectly within 

the R-series family, and is as equally 

at home cutting laps as it is cutting 

through traffic. The perfect machine 



to hone the skills required to become the 

next Valentino. 

The R3 is like the little brat of the pack, 

as all youngest sibling are, out to terrorise 

and cause mischief where ever it can. Like 

at the track, where my younger brother 

Shaun was passing super bikes left, right 

and centre. 

What makes the R3 stand out from 

most of it’s competitors is it’s build quality. 

The is mainly down to the machine being 

built at Yamaha headquarters in Japan and 

not sourced out to India or Malaysia. You 

can feel the quality is right up there with it’s 

older brother the R6 and R1. 

The 321cc motor does 

pack a decent amount of 

punch, nothing out of this 

world but just enough to get the 

job done. 

The R3 really is a easy-to-use 

machine, and we proved that by inviting 

along AJ Bowen, aged 16, and my 

brothers new girlfriend Cherry, to test the 

R3. Both are real beginners and have very 

limited road bike riding skills and even less 

track, but both easily got to grips with the 

R3 after only a few laps. Both raving about 

how smooth and comfortable the bike is, 

sentiments shared by myself, Shaun and 

Zenon who also tested the bike on the day. 

What I love most about the R3 is it’s 

styling, it looks just like a racy super bike 

and could easily be mistaken for one. 

Yamaha R6 

The Yamaha YZF-R6 is without a doubt 

one of the most wanted motorcycles in 

its class. And there is no wonder why, 

as it is a bike that delivers a superior 

ride and handling performances. 

The middle child of the family, The 

R6 is like any smaller sibling, out to 

challenge big brother but just doesn’t 

quite have what it takes. But, once 

revved up, it springs into action 

and is up for any challenge. The 

bike feels pretty ordinary, and a 

bit flat to be honest, under 8000rpm, but 

once you cross that line things start to get 

interesting. 

The R6 lights up, almost like a 2-stroke 

power band effect, and then just does not 

stop revving. It seems like there is endless 

amounts of revs to play with, as the R6 

screams with joy. 

Braking and handling are exceptional 

on this machine, no wonder it’s won so 

many world and national titles. Not much 

convincing is needed to get the R6 into and 

around corners. It encourages you to throw 

it where you want to, and then begs you to 

hammer on the gas and get going again. A 

real track day weapon! 

The only gripe I have with the machine 

is the uncomfortable riding position. This 

N 

W 

C 

C 

E 

P 

s 

w 


1512 RF Yamaha Blue Bloods.indd 58 2015/11/23 7:53 AM 

Yam

2015 YAMAHA R1 

TEST RIDES AVAILABLE 

2015 YAMAHA R3 


2015 YAMAHA 

MT-09 TRACER 


Wide range of Rossi Minichamps 

bike, helmet and 

figurines models in stock 

New and Used Bike sales, Trade ins, Parts and Accessories. 

Workshop - Service, Engine Rebuilds, Suspension rebuilds, Insurance work and race bike prep. 

Clearview Motor Village 

Cnr N1 & Gordon rd, Florida Glen 

Email: paul@yamahalifestylec.co.za 

Paul Cell: 082 389 9151 

sales3@yamahalifestylec.co.za 

www.yamahalifestylec.co.za 

011 675 6000 

Like our Facebook Page www.facebook.com/Yamaha-Lifestyle-Center 

Yamaha 1512 RF Lifestyle Yamaha Dec15 Blue Bloods.indd RF.indd 1 59 2015/11/19 2015/11/23 5:46 7:53 PM AM

was really highlighted after riding the 

R1 and R3, which are both extremely 

comfortable machines, both with deep set 

riding positions. The R6, like the previous 

R1 model, has the high, wide and over 

the bars feel, which does mean a bit more 

work out on track and pressure on the 

wrists and fore arms. 

But, that styling will have you forgive the 

R6 for any little imperfections, it’s kind of 

like that cat from Shrek who uses its cute 

big eyes to get it out of trouble. 

Yamaha R1 

In every family, there is the older more 

responsible sibling, the R1 is just that. 

Packed with top grade electronic aids to 

keep any outburst in check. 

We all start out young, dumb and full 

of you know what but as we get older we 

learn more about responsibility and how to 

control our emotions. That’s exactly what 

has happened with the new R1. Previous 

models were all about power and torque 

without much control, whereas the new 

model has matured and is way easier to 

ride despite having more power. It has 

learnt from its mistakes in the past and now 

realises that with great power 

comes great responsibility… 

cheesy I know. 



AT A GLANCE 

YAMAHA R3 

PRICE: R69 950 

ENGINE TYPE 

321cc 2-Cylinder, liquid-cooled, 

4-stroke, DOHC, 4-valves 

DIMENSIONS 

SEAT HEIGHT 780 mm 

WHEELBASE 1,380 mm 

MAX POWER & TORQUE 

42hp @ 10,750 rpm 

29.6 Nm @ 9,000 rpm 

WET WEIGHT 169 kg 

(full oil and fuel tank) 

FUEL CAPACITY 14L 

AT A GLANCE 

YAMAHA R6 

PRICE: R134 950 

This would be the 3rd time 

this year I have tested the new 

R1 machine. I’m never left 

disappointed after riding the 

R1. Its sleek, nimble chassis 

combined with smooth throttle 

and that oh so breathtaking 

big bang motor gets me going 

every time. 

The racy riding position will 

get you straight in the mood to 

go hammer it around the track. 

There is no better feeling than 

accelerating hard out of the 

right-hander that leads onto 

the 750m back straight in 3rd 

gear and powering through the 

gearbox using the quick shifter 

before slamming it down 4 

gears, getting a little bit of slide 

on before flicking it effortlessly 

through the final chicane, 

short shifting to 3rd gear in the 

process, then giving it full 

taps and letting/trusting 

the electronics to safely 

power you onto the main 

straight where all eyes on 

pit wall turn to stare and all 

conversations end so that 

the gorgeous, unmistakable 

bellow of the big bang in full 

flight can be soaked in. 

Lean angle, no problem 

on this bike. It seems to lean 

for days before eventually I 

hear and feel my knee scrapping 

on the tarmac. There are plenty 

of tough double apex turns at 

Redstar, the R1 hits them so 

perfectly every time. I can plant 

the bike exactly where I want it at 

any point, without any hesitation 

from the front or rear of the bike. 

It’s mind boggling just how 

good Yamaha have managed 

to make a bike that handles 

and delivers power as good 

as the R1 does. The R1 was 

designed to attract, perform 

and dominate, and that’s exactly 

what it does! 

A big thanks to Yamaha SA 

for letting us test these three 

bikes. If you would like to demo 

ride the R3 or R1, then head 

down to Lifestyle Yamaha in the 

WestRand. Call them on 011 

675 6000. 

ENGINE TYPE 

liquid-cooled, 4-stroke, DOHC, 

forward-inclined parallel, 4-valves 

DIMENSIONS 



AT A GLANCE 

YAMAHA R1 

ENGINE TYPE 

liquid-cooled, 4-stroke, DOHC, 

forward-inclined parallel, 4-valves 

DIMENSIONS 



PRICE: R244 950 


122hp @ 14,500 rpm 

65.7 Nm @ 10,500 rpm 





197hp @ 13,500 rpm 

112.4 Nm @ 11,500 rpm 






ROSSI AGAINST 

THE WORLD 

The finale at what has been one of the most exciting and drama packed MotoGP season ever, 

took place at the famous Valencia circuit in Spain. Words: Richard Knowles Pics: GP-Fever.de 

Has there ever been a more anticipated race 

than this one? Not only for the media (who you 

would expect to have more than a passing 

interest) but also for the general public and fans 

alike. So much so that I have even been collared in my 

supermarket by old ladies asking what is going to happen. 

Conspiracy theorists (including Mr. Rossi!) have had a field 

day, and they may very well be right! As someone famous 

once remarked, “there are more questions than answers” 

and this was certainly true at the conclusion of this race. 

In my view, some of the questions will never be 

answered. For example, did any money change hands 

between Yamaha and Honda? For sure Danilo Petrucci 

would never be chosen for my team, I do not care how fast 

he is. The way that he moved over to let Valentino through 

(including a hand gesture?) is surely an insult to his team 

and sponsors, as well as being illegal (here I will concede 

to the superior knowledge of our illustrious publisher 

although I am fairly sure there is something in the rules 

about racing at 100% at all times). 

Certainly, I have watched many of the races in Moto2 as 

well as MotoGP that have included Marc Marquez- in fact, I 

am tempted to say that I have seen all of them and cannot 

recall him following his opposition for the full duration of 

the race without attacking, admittedly sometimes without 

a chance. Valentino Rossi has said, post race, that he 

suspects Marc Marquez of riding for Jorge Lorenzo. 

Does it suit Marquez to have a Spaniard (as well as a rival 

Yamaha rider) as the champion, rather than an Italian? As 

unbelievable as it may seem, it would certainly appear to 

be the case. I find the lack of statements from Marquez 

unsettling while I wish Valentino would shut up! 

The first third of the actual race was entertaining as we 

watched Valentino carving his way through the field (with 

the exception of the half-hearted Mr. Petrucci, of 

course.) However, the latter part of the race was 

enthralling as we watched the two Hondas 

hunting ‘George’ Lorenzo right down to 

the last corner, and it was a brave Nick 

Harris that started to proclaim Jorge 

Lorenzo as champion before the last 

corner had been safely negotiated. 

Looking back at the season, 

there have been so many 

incidents that, in retrospect, 

have had such a massive 

impact on the outcome of this 

year’s championship. Was 

the little incident in Argentina 

the beginning of the Rossi/ 

Marquez rift? In case you 

missed it, there was contact 


1512 RF MotoGP Valencia Finale.indd 62 2015/11/21 4:29 PM



etween the two riders with Marquez 

coming off second best. Then we had 

Assen, and I must admit that I was one 

of the people celebrating the return of the 

old master. Just to recap, Marquez left his 

expected attack until the last corner, and 

again there was contact and Valentino rode 

across the sand trap to his ultimate victory. 

Marquez was not doing so well in all of this 

rough and tumble racing, was he? 

Phillip Island is a fantastic race track 

which deserves only the greatest of races 

and this year’s MotoGP was certainly 

no exception. Going into the last lap, it 

was a brave man (or woman) that could 

predict the winner. Marc Marquez was 

not the name that immediately sprang 

to mind, though. Showing the pace 

and determination that have become 

his trademark, Marc squeaked his win, 

taking points away from his supposed 

champion Jorge Lorenzo. By the way, ‘big 

mate’ Andrea Iannone also pinched three 

points away from Valentino Rossi. Have 

we perhaps seen the last of the blood 

running to the head races at the Island this 

year? What about Sepang, you ask? Is it 

really necessary to discuss this encounter, 

especially when so much has already been 

talked about, written and analyzed and 

replayed concerning this race? In the final 

analysis, we again find ourselves back in 

“there are more questions than answers” 

territory. For example, apparently Honda 

can show, on their telemetry, that Valentino 

actually hit the brake lever of Marc 

Marquez which resulted in his crashing 

out. I suppose that the same telemetry 

would show that Marquez slowed, looking 

for Rossi so that the telemetry will not be 

shown to anyone! 

The boss man at Honda also published 

a letter denying that Marquez was riding 

for Lorenzo. It was an unbelievable prerace 

conference on the Thursday of that 




ace weekend when Valentino accused Marquez 

of riding for Lorenzo, and doubted the fact that he, 

Marquez, had Rossi posters on his bedroom wall! 

Was this payback time? Only Marquez knows, 

and he is not telling! In my mind, there is no doubt 

that Marquez is the fastest motorcycle racer on 

the planet (if not the craftiest), yet it probably takes 

more than outright speed to win a championship. 

In Valencia, Valentino Rossi was circulating 

at the pace that would eventually reward him 

with a fourth place- not quite quick enough to 

provide a threat to the three leaders. Accepting 

for a moment that Marquez could not do anything 

about the pace of Jorge Lorenzo, it must be said 

that the ride by ‘George’ was impressive as he 

never backed down and kept the pressure on 

right to the end. 

Post race? Well, what can I tell you? Valentino 

has reiterated his belief that the result was 

manipulated and was overheard telling CEO 

Carmelo Ezpeleta “I told you on Thursday that this 

would happen.” More worryingly, he apparently 

also demanded that Ezpeleta presents himself to 

the Rossi motorhome for a dressing down. Now, 

as we all know, it is normal for the boss to ask you 

to present yourself to his office, not the other way 

around. As a result, we come to a massive question 

that we have been asking for some years now: 

What will become of MotoGP once Rossi retires? 

Tito Rabat took (at long last) a win in the Moto2 

race while Danny Kent from Wiltshire relieved a 

thirty odd year drought by being the first rider from 

Britain to win a Moto World Championship since 

Barry Sheene in 1977. Ah, now there was a rider. I 

remember it well. 

In all of this, by the by, Jorge Lorenzo is the 

2015 World Champion. The history books will 

record that he is the Champion, but only we know 

the background story of how the events of the 

year unfolded. 


T 

i 

1512 RF MotoGP Valencia Finale.indd 66 2015/11/21 4:29 PM 

Langs

JORGE LORENZO 

2015 MOTOGP CHAMPION 

Trade Enquiries: 011 805 5559 Fax: 011 312 0714 

info@langstonmotorsports.co.za 

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Langston 1512 RF DEc15 MotoGP RF Valencia FP.indd Finale.indd 2 

67 2015/11/21 2015/11/19 4:29 2:10 PM

Frontier 

A new 

The 2016 MotoGP season got underway on the Tuesday morning after the final race on the Sunday, as 

the sound of MotoGP bikes out on track echoed round the amphitheater of the Valencia circuit, chasing 

away much of the bitterness and recriminations left hanging there in the wake of the 2015 season 

showdown. Words: David Emmett Pics: GP-Fever.de & MotoGP.com 

With new bikes, new tyres, 

new electronics, and new 

and old riders on new and 

old bikes, there was much 

to look forward to. It felt like MotoGP had 

a future again. 

With new tyres and new electronics, 

many teams had chosen to forego too 

many changes to their bikes, but there 

were still some novelties out on track. 

Honda had brought a 2016 bike, complete 

with a new engine. 

Factory Yamaha had an intermediate 

version of their 2016 bike, complete 

with fuel tank moved to the rear of the 

bike. Despite Gigi Dall’Igna’s assurances 

yesterday that they would be testing 

nothing new to concentrate on the 

Michelins, Andrea Dovizioso confirmed 

that he had tried a new chassis. 

At Suzuki, they spend the day working 

on adapting to the tyres, and gathering 

more data for the 2016 bike. Engineers 

in Hamamatsu are getting that ready for 

the Sepang test – at least, that is what 

Maverick Viñales and Aleix Espargaro are 

hoping – a bike that will produce more 

horsepower and have a fully seamless 

gearbox. 

There was some shuffling of faces and 

equipment in the satellite teams, with bikes 

being wheeled from garage to garage, and 

a few riders moving along with them. 

The happiest moment of all for riders 

like Eugene Laverty and Jack Miller was to 

wave goodbye to the Honda RC213V-RS, 

a bike which one rider referred to as “a 

piece of ****”. 

Miller jumped onto the standard 

RC213V, and was immediately delighted 

by Honda’s electronics. Laverty, meanwhile 

traded his Honda Open bike for a Ducati 

GP14.2, and was immediately impressed 

by the red-shirted Ducati staff who had 

invaded the Aspar garage, a real contrast 

with the Honda. 

That had been a real customer bike: 

you paid your money, and you took your 

bike, and you were left to get on with it on 

your own. 

Of course, the Open category 

disappears in 2016, with MotoGP just 

a single class again. Ducati, Honda and 

Yamaha are all running under the same 


1512 RF MotoGP testing-2.indd 68 2015/11/21 4:29 PM

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ules – 22 litres of fuel, spec electronics, 

seven engines a season, limited testing, 

and engine development frozen. 

As factories that have yet to accumulate 

sufficient podiums, Aprilia and Suzuki will 

have unlimited testing and 12 engines a 

season, and the same fuel and electronics 

as Honda, Yamaha and Ducati. 

Tyre allocations are identical for all of 

the factories, with a choice of two tyre 

compounds at each race. The soft tyre 

will continue to use the white band, and 

the medium will have no band and a black 

sidewall. 

The hard tyre will use a yellow band, 

in accordance with Michelin’s corporate 

colours. The wet tyres will use a blue 

band, while the intermediates that Michelin 

are due to allow will carry a silver band. 

At Tech 3 Yamaha and LCR Honda, 

there were very few changes to be had. 

Cal Crutchlow had tested both Nissin 

and Brembo brakes, a rather confusing 

experience leaving him unsure about the 

feel in the brake lever, as master cylinders, 

calipers and brake lines were being 

swapped. 

Pol Espargaro had the least to test, 

sticking with the 2015 Yamaha chassis 

he had been using all season. Teammate 

Bradley Smith swapped his 2015 bike for 

one of the M1s from the factory Yamaha 

garage, albeit without the fully seamless 

gearbox. 

Smith was delighted, having run up 

against a physical limit in setup all season, 

preventing him from getting much more 

out of the package. The revised rigidity 

of the factory chassis made everything 

much easier, Smith said, and gave him 

confidence he could improve his times 

next year. 

The biggest change came with the tyres, 

Michelin taking the place of Bridgestone 

as spec tyre supplier. The Bridgestone 

name was still on display in a few places, 

as teams failed to use the Michelin patches 

to cover up all of the Bridgestone logos on 

sponsor backdrops and team clothing. 

While that was clearly the fault of the 

teams, the fact that some of the bikes 

were seen with Bridgestone transport 

tyres (basically, the tyres used to start the 

bikes on the rollers while the engines were 

warmed up, and for wheeling the bikes 

around the paddock on) down to Michelin 

not having enough tyres to sacrifice as 

transport tyres. 

How did the tyres perform? As 

expected, the riders confirmed what we 

had heard only in paddock gossip and offthe-record 

comments: the rear is fantastic, 

the front is a bit more critical, with a 

tendency to let go without much warning. 

That behaviour was in “the DNA of the 

tyres” Valentino Rossi said, and while the 

Michelins he and Dani Pedrosa had used 

before 2008 were a very different tyre, their 

character was recognizably Michelin. 

The fickleness of the front meant a lot of 

riders went down, all of them over the front, 

and several of them in strange places. 

Several riders, including Marc Márquez, 

lost the front at Turn 3, a spot where 

almost nobody had crashed all weekend. 

“90% of crashes are over the front tyre,” 

Michelin boss Nicolas Goubert told us, a 

point which is valid, but which does not 



cover the entirety of the situation. There 

were a lot of crashes, much more than had 

happened all weekend. 

Why did they crash? Clearly it was the 

nature of the tyres, but it was also still a 

lack of familiarity with the tyres and a need 

to modify setup and weight distribution to 

handle the behaviour of the tyres. 

Bridgestone’s fantastic front and less 

grippy rear meant that the teams had 

moved a lot of weight backwards to 

generate more grip. That process now 

has to be reversed, to help the front 

Michelin to grip. 

As ever, Bradley Smith provided 

the clearest explanation of the tyres, 

expressing an opinion that was widely, but 

not universally shared. 

“The best way to describe the 

Bridgestone front is that it had a massive 

platform, it didn’t really move as much,” 

Smith said. “The tyres didn’t really flex and 

if it did flex, it was minimal. So the contact 

patch remained consistent all the way into 

the corner. 

“Whereas the Michelin they have a 

slightly different construction process than 

the Bridgestone and they move a little 

bit, so you don’t have that same contact 

feeling all the way into the corner, and 

there’s a couple of places where it goes 

big – small – big – small, and that’s where 

you have to be careful. 

“It means just as a rider, you have 

to slow the entry process down by 

milliseconds, though for us it feels like 

a night and a day, and just respect it for 

what it needs to do. ” 

Where was the danger area for crashing 

with the Michelins? “It seems to be offbrake 

and initial touch of throttle. That 

seems to be the danger area. Actually onbrake 

seems to be ok. You just have to be 

a little bit smoother in that transition and 

pay a bit more attention.” 

All of the current riders confirmed that 

it would take some mental remapping and 

adjustment to get used to the tyres, and 

give themselves a better sense of what the 

tyre can handle and what it can’t. 

Not everyone was unhappy with the 

front Michelins, however. “I’m really happy 

about the tyres, the feel from the beginning 

is really good,” said Andrea Iannone. 

“I’m a little bit surprised, because so 

many people talk about the tyres as being 

worse compared to the Bridgestone, saying 

especially in front, it’s a disaster… At the 

moment, the front tyre for me is perfect.” 

The change Iannone had understood 

and learned to exploit was the way the rear 

tyre helped in braking, taking some of the 

load from the front tyre. Massive rear grip 

meant that he could use engine braking 

and rear brake to help slow the bike down, 

instead of trail braking into the corner and 

loading the front. 

“With the Bridgestone, it’s really important 

you arrive with the braking in the middle of 

the corner. With this tyre, no. Because the 

rear reduce the speed more compared to 

the Bridgestone. With Michelin you use more 

the rear tyre, with the Bridgestone you use 

the front tyre. It’s two different styles.” 



The Michelin front is not capable of 

withstanding the massive forces generated 

by trail braking very deep into corners at 

major lean angles. 

Riders were not getting much warning 

before the front let go, washing out and 

causing them to crash. But the grippy 

rear meant that the rear would still handle 

engine brake into the corner, slowing the 

bike with the rear tyre rather than the front. 

The other big change for 2016 is the 

introduction of the spec-electronics. Only 

Scott Redding, the factory Yamahas, 

and the Repsol Hondas used the specelectronics, 

much, and of that group, only 

Scott Redding like the new electronics. 

Redding may not necessarily be the 

best judge, however, the Englishman just 

happy to have stepped off the Honda and 

onto the Pramac Ducati GP15. 

At Yamaha, they called the electronics 

“a step back,” Valentino Rossi comparing 

them to the level of electronics in 2008 

& 2009. Rossi was clearly not happy, 

finishing the day well down the order in 

twelfth, eight tenths off the pace of the 

fastest man, Marc Márquez. 

Dani Pedrosa concurred, though he 

would not be drawn on a date. It was 

only like electronics from “many, many 

years ago,” Pedrosa said. “When I 

tried the new electronics, the bike was 

completely different, and it is clearly a 

step back, so there is a lot of work to 

do, and a lot of setup to do,” the Repsol 

Honda man told us. 

The problem was the crudeness of 

the controls. The riders were used to 

traction control that acted immediately and 

smoothly. The 2016 traction control was 

slow to come in, aggressive when it did. 

Pedrosa’s troubles with the electronics 

had made it hard to understand where 

the problems were. HRC had brought a 

new engine with them, to help with the 

aggressive nature of the 2015 platform, 

but the electronics had masked any sense 

of how good the engine might be. 

“Unfortunately the electronics setup 

was so bad that I couldn’t really judge the 

new engine. So I tried to do one go but 

in one go only half of the electronics were 

working, so I went out with no traction 

control one time. And then we saw that it 

was so complicated that I couldn’t really 

make a comparison from the engines, 

because the same electronics in one bike 

and the other bike was not the same, so 

we will focus to get the best focus in one, 

and they try this setting in the other one.” 

The following and final day of testing 

at Valencia was a repeat of the first 

day: a lot of crashes on the Michelin 

tyres, the factory Hondas, Yamahas, 

and Ducatis working on the brand new 

spec-electronics, the satellite bikes, and 

the Suzukis working on their own 2015 

electronics. 

For the Suzukis, that was not such 

a problem. The new electronics were 

likely to be an improvement on their own 

electronics, both Maverick Viñales and 

Aleix Espargaro said, so missing out now 

was not such a problem. 

Suzuki have another test planned at 

Sepang at the end November, at which 

they plan to switch the 2016 unified 

software. With two days of Michelin testing 

under the belt, testing the spec-software 

should be easier. 

Choosing to wait until Sepang could 

be a smart strategy. There, with more time 

and test riders to help, Suzuki will have the 



esources to make quicker progress with 

the spec-software. 

Honda, but especially Yamaha, showed 

that progress was possible, both Jorge 

Lorenzo and Valentino Rossi saying that 

their second day on the spec-electronics 

had been much better than the first day. 

“Yesterday, the thing was it was just a 

check out of the system to understand 

how they work in which corner, but the 

power was not done to have the best 

performance,” Jorge Lorenzo said. “We 

work on that for the next morning and I felt 

it was much better and I improved during 

all the day quite a bit.” 

Valentino Rossi agreed. “From 

yesterday to today already the situation 

improved a lot. It is still not at the same level 

for sure, but it looks like we can improve I 

think quite quickly.” 

There was still room for improvement, 

however. “Especially the anti-wheelie is quite 

inconsistent sometimes,” Lorenzo said. “I 

would like to have more anti-wheelie. And 

it doesn’t give you the same support as the 

old version, it’s quite free, it slides more, it’s 

more inconsistent, the bike is moving more. 

In these three areas I would like to improve.” 

It is unlikely that Lorenzo’s requests 

will be fulfilled completely, as there are no 

plans at the moment to radically expand 

functionality of the spec-electronics. 

That does not mean there can be no 

improvements: Dorna head of technology 

Corrado Cecchinelli estimated that the 

teams are only using around 10% of the 

potential of the current system, with much 

more available as teams figured out the 

software and optimised all of the functions 

available. 

With time and work, he expected to see 

major steps forward. 

“That is easier for Yamaha than for 

Honda,” Dani Pedrosa said. “It’s the first 

time Honda has another manufacturer 

making electronics on our bike. It’s the first 

time for our technicians and riders.” 

Both Honda riders complained that 

the system was very inconsistent for 

them, with the power delivery being a little 

unpredictable. The system was so radically 

different to the in-house software used by 

Honda throughout their history, that it was 

taking their engineers a while to figure it out. 

Yamaha and Ducati, on the other hand, 

have always had their electronics supplied 

by Magneti Marelli, so even though 

they wrote their own ECU software, the 

systems were very familiar. 

Honda may have been struggling with 

the electronics, but that did not stop them 

from being the fastest men on the day. 

Dani Pedrosa led for a lot of the session, 

deposed later in the afternoon by Marc 

Márquez, both men down in the low 1’31s, 

Marc Márquez and Maverick Viñales both 

crashing as they pushed to go even faster, 

trying to crack the 1’30 barrier. 

Despite the speed, the Hondas were 

still trying to figure out the new electronics, 

as well as testing a 2016-spec engine. 

HRC had told us earlier in the day that they 

had tried to improve the power delivery, 

but neither Marc Márquez nor Dani 

Pedrosa were particularly convinced. 

Testing with the new software made it 

hard to assess the engine properly, they 

said, though Márquez hinted that it was 

still a little too aggressive. 



Honda head to Jerez at the end of the 

month, for three more days of testing. 

They will give the new engine another try 

there, with that test possibly holding the 

key to Honda’s performance in 2016. 

If both Pedrosa and Márquez sign 

off on an engine that turns out to be too 

powerful when it comes to the first race in 

Qatar, they will be stuck with it for a whole 

year again, with few chances to improve 

the bike. That is a serious concern for 

HRC, but whether Honda can resist the 

temptation to chase horsepower remains 

to be seen. 

Honda held a press conference again 

Wednesday, and once again, they refused to 

produce the data which they had promised 

in the press release issued after Sepang. 

They did not want to “pour fuel on the 

fire” of the Márquez/Rossi situation, they 

said, and had been asked by Dorna and 

the FIM not to do anything to make the 

situation worse. Releasing the data from 

Márquez’s Sepang crash would have done 

exactly that, re-igniting the controversy 

that has raged for the past two weeks. 

The root cause of the problem was the 

press release issued in the aftermath of the 

Sepang race. HRC had wanted to stick to 

the facts of the incident, paddock rumour 

suggested, and only point out that racing 

should be done fairly, and that Márquez 

should have been treated with greater 

respect in the press conference. 

Unfortunately, it was not only HRC 

who had a hand in the press conference, 

the gossips say. Márquez’s entourage, 

and especially the group around Emilio 

Alzamora, had insisted that the press 

release contain a reference to a kick by 

Valentino Rossi. 

Including that allegation necessitated 

backing it up with data, hence the offer. It 

was not a position HRC were particularly 

pleased with, the gossips say. 

To an extent, HRC were saved by the 

revelation that Casey Stoner is to join 

Ducati as a test rider for 2016. 

Normally, the loss of their superstar test 

rider would be a PR body blow for Honda, 

but now, with the media spotlight still on 

Valentino Rossi’s allegations that Marc 

Márquez had helped Jorge Lorenzo, and 

neither Honda nor Yamaha happy about 

the situation, they were happy with the 

distraction. 

The media spotlight is easy to entice 

towards pastures new, and Casey Stoner 

coming back to Ducati is exactly the kind 

of story the media love. 

Even Ducati helped play their part, 

Ducati Sporting Director Paolo Ciabatti 

coming to the media center to issue such 

a vague and non-specific denial that he 

might just as well have admitted it. 

In their press conference, Honda 

also spoke about it as if it had already 

happened, but without officially confirming 

it. After weeks of three names hogging 

the limelight, it was nice to talk about 

something else for a change. 




EXCLUSIVE RACE COLUMN 

BRAD BINDER: MOTO3 WORLD CHAMPIONSHIP 

Pic by GP-Fever.de 

Coming fresh off 2 podiums in a 

row at Phillip Island and Sepang, 

I was super excited and ready to 

try make it 3 in a row at the last 

round of the year at Valencia. 

Going into the weekend there were a 

bit of mixed emotions because my team 

mate was fighting for the championship 

and I knew going into the weekend that 

the best I was allowed to do was 2nd 

position, exactly the same as in Malaysia 

and Australia. Starting a weekend with the 

intention to not go out and plan a strategy 

to win the race didn’t sit well with me and 

I really battled to get my head around it at 

the beginning. The times are always a lot 

closer at Valencia because 90 percent of 

the guys in MotoGP at the moment did 

the Spanish championship and have done 

thousands of laps around there. 

From the start in FP1, I was strong and 

could put in fast lap times without anyone 

else around me, we needed to do a bit 

of work on the setup but other than that 

everything just flowed. 

In the rest of the free practice sessions 

I focused on just putting in my laps and 

working on my race pace. When it came 

down to qualifying, I knew the most 

important thing was to put a clean lap 

together because all weekend it had been 

hard to pull good laps without being held 

up by riders waiting for a tow as always 

happens in the Moto3 class. After putting 

together what I thought was one of the 

most perfect laps I have ever done around 

Valencia, I arrived to the 2nd last corner 

and I found about 10 riders waiting in the 

middle of the track and I was completely 

blocked and had to sit up and cut the gas. 

Even though I had to do this, it was still my 

fastest lap of the session. I had to start the 

race from 9th position finishing 0.3 off pole. 

In the ideal sectors, I would have qualified 

2nd if I had just been able to finish the 

last sector the same way that I had on the 

previous laps. 

I wasn’t stressed at all because honestly, 

9th isn’t a bad qualifying for me, in the race 

all I had to do was get an average start and 

I was away with the front group. 

On race day, I couldn’t believe that the 

year was almost over - it flew by, but I had 

one more chance to get a good ending 

to the season. I got a Great start and was 

up to about 6th until a very dumb rider cut 

the inside curb riding into the side of me. I 

ended up going through the gravel to rejoin 

the race 4 seconds behind the front group. 

I pushed as hard as I could to catch 

the front guys but I was only able to close 

a tenth or two each lap. By the end of the 

race, I had fought my way back up to 4th 

position and finished two seconds behind 

winner and just missing out on 3rd. 

In the end, I did not have the season 

that I planned, but the important thing 

is that by the end of the season I was 

stronger every race and I made back a lot 

of points. I finished up in 6th position in the 

world championship. 

Directly after the race, I had a two day 

test at the Jerez circuit in the South of 

Spain, where we had a brand new chassis 

and a few other different parts to test. 

The test was a huge success, I 

managed to go point two of a second 

faster than the lap record, but that wasn’t 

the best part. I did a race simulation and 

12 of those laps were under the lap record. 

After these two great days in Jerez, 

the team and I decided that we should do 

one final day in Valencia, to confirm the 

feeling that we got at Jerez. I only did one 

day of testing there. I went faster than I 

did in qualifying, as well as the fastest lap 

time set in the race the weekend before. I 

finished up in 1st position for the day. 

As a gift from my team, they let me take 

Johan Zarcos Moto2 world championship 

winning bike for a few laps. I think I had 

more fun in these 10 laps on his Moto 2 

bike than I have had in my whole racing 

career put together. 

For 2016 I am Staying in Moto 3, riding 

for the RedBull KTM AJO Motorsports 

team again. The plan is to win the world 

championship before stepping up to Moto 

2 for the 2017 season. 

I want to say thank you to all the people 

back home in South Africa for all the 

incredible support and I hope to give you 

all some thing to cheer about in the season 

to come. 

A big thanks to Rob and the team from 

RideFast magazine, for always supporting 

me and giving me great coverage. It really 

does mean a lot! 

Merry Christmas and Happy New Year 

to you all! Brad Binder #41 


1512 RF Binder.indd 76 2015/11/21 4:30 PM

1512 RF Binder.indd 77 2015/11/21 4:30 PM

BACK IN 

BLACK 

Yamaha World SBK made their official return to the track with new 

riders Alex Lowes and Sylvain Guintoli. Even bigger news was the first 

outing for former MotoGP champion Nicky Hayden on his new Ten 

Kate Honda CBR1000RR. They were joined by the Ducati and Kawasaki 

racing teams for a two day test at Aragon in Spain. 

All eyes were on 2006 MotoGP World Champion 

Nicky Hayden at MotorLand Aragon, Spain, 

where two days of WorldSBK testing took place 

and the American made his debut with TenKate Honda. 

Hayden’s first taste of the new challenge translated 

into a significant number of new areas to explore – new 

bike, new tyres, steel brakes and different electronics. 

The 34-year-old American worked tirelessly with the 

team throughout both days to get comfortable on his 

CBR machine with a special focus on the front of the 

bike and on its electronics. 

“Today we were able to improve immediately 

from yesterday and kept making small steps forward 

throughout the day,” Hayden explained. “We got a 

little bit stuck at some stage on pure performance but 

then we were able to push through and improve under 

braking and on corner entry. 

“We now have an idea on where we need 

to improve; we used two bikes with different 

configurations and I liked some things from both, so 

now it’s a matter of putting things together and see if 

the general feeling improves with it. 

“It’s early days still and surely the weather didn’t 

help but I enjoyed riding the bike and working with the 

team. Now we have a week off to look through the 

data before Jerez and I’m looking forward to it. It’s a 

different kind of track compared to here and we’ll see 

what happens.” 

On the other side of the Honda World Superbike 

Team garage, Michael van der Mark acknowledged 

that the Japanese bikes are looking to make up a 

deficit in horsepower ahead of 2016. 

Xavi Fores continued to ride alongside 

Chaz Davies on the second Aruba.it 


1512 RF World SBK testing-2.indd 78 2015/11/21 4:30 PM

Racing Ducati Superbike Team Panigale R 

in the absense of Davide Giugliano, who is 

still recovering from his back injury. 

At the Pata Yamaha World Superbike 

squad, Sylvain Guintoli is riding with the 

#50 with which he won the WorldSBK 

title in 2014, ploughing on his learning of 

the YZF-R1. Alex Lowes also resumed 

his duties, having reunited with crew 

chief Ian Prestwood, whom the English 

rider wrapped up the British Superbike 

title in 2013. 

Continuing the test programme initiated 

in Jerez a few weeks before, a positive 

Lowes achieved 88 laps across the 

two days, improving his familiarity and 

confidence with his YZF-R1 and setting 

increasingly positive and consistent lap 

times. Hampered first by the poor track 

conditions and then by minor technical 

issues, Guintoli completed 56 laps. 

“This afternoon we finally really got 

going after waiting for the weather - we 

didn’t have much time on track yesterday 

and today was a long morning waiting for 

the fog to clear. We did a race simulation 

and then some work on the bike, settingwise, 

getting a better feeling on cornerentry. 

We are getting better every time 

we go out, we still have a lot to learn but 

I feel really good, it was my best-ever 

lap around here and I’m starting to really 

understand the YZF-R1. I still feel like 

there is a lot more to come but it was fun 

and I am feeling like I was getting more 

out of the bike this afternoon. I’m looking 

forward to Jerez!” Alex Lowes 

The most inquisitive story of the day 

was the lap time achieved by WorldSBK 

champion Jonathan Rea. As he continued 

development work with teammate Tom 

Sykes, Kawasaki Racing Team reported 

that Rea had posted a lap time of 

1m50.3s with the new Ninja ZX-10R. 

With some new parts to try, and 

confirmations being made of some 

components that have been tested 

already, both Sykes and Rea 

collected valuable data for their 

team crew to evaluate before 

the upcoming test sessions. 

Rea, who rode in 

the short window 

of opportunity that 

appeared late on during day one, after 

heavy fog and low cloud had prevented 

any meaningful early action, finally set a 

best lap of 1’50.3 on day two. It was the 

fastest lap of the tests. 

Sykes and his crew had elected not 

to do any laps on the first day, given the 

low track temperatures. He was out as 

soon as the sun had warmed up the track 

enough on day two. Tom set his best 

lap time of 1’51.1 and also tried some 

new parts, in addition reconfirming some 

existing components and settings. 

Jonathan Rea stated: “We tested 

engine settings with a little bit different 

inertia and worked with some weight 

distribution ideas. We also tried a different 

rear spring and we confirmed everything 

was fine. I did some back-to-back 

comparisons with a new rear tyre that 

Pirelli had brought. It was like an SC1 

family with stronger sidewalls, which gave 

more stability. For me it was a big step 

for my riding style. We also used the new 

swing arm we first used in Jerez and we 

reconfirmed that too.” 

Tom Sykes stated: “I am very happy 

considering the track conditions and the 

limited amount of testing we had. We 

have only worked with the hard tyres all 

day and I am really pleased with the lap 

times and the consistency. Overall the 

base seems very good and like always we 

tried some interesting items today. They 

were positive in some areas and, although 

there is still work to be done in other 

areas, generally we did not touch the bike 

in terms of set-up. We were just checking 

the updated 2016 parts. I am really 

pleased with the performance of them.” 

Aragon WorldSBK test unofficial results: 

1. Jonathan REA 1m50.3s 

2. Chaz DAVIES 1m51.0s 

3. Tom SYKES 1m51.1s 

4. Alex LOWES 1m51.1s 

5. Xavi FORES 1m51.3s 

6. Michael VAN DER MARK 1m51.5s 

7. Nicky HAYDEN 1m51.8s 

8. Sylvain GUINTOLI 1m52.5s 


1512 RF World SBK testing-2.indd 79 2015/11/21 4:30 PM

Christmas Products 

M U S T H A V E 

NO MORE SOCKS OR SOAP ON A ROPE - HERE ARE SOME GREAT CHRISTMAS 

PRODUCTS ANY RIDER WOULD LOVE TO HAVE UNDER THE TREE. PART 1 OF 2 

OGIO MACH 5 MOTORCYCLE BAG 

This moto bag has all you would want from a 

motorcycle bag. You get a removable zippered 

fleece-lined hip accessory pouch for extra carry 

room, large main compartment with adjustable load 

dividers, and the deluxe organizer panel with stretch 

mesh dividers. Step up to the padded interior helmet 

visor sleeve, and the U-shaped expansion gusset 

to increase carrying volume. All this, on top of the 

already fully-loaded Mach that comes with laptop 

sleeves and dedicated shoe storage all within the 

most ergonomic design. Available in Lumo Yellow, 

Red or Black Carbon. 

From: www.luksbrands.co.za 

Price: R3599 (R2999 Mach 3) 

ICON TEAM MERC JACKETS 

A name from Icon’s past, revived for its future. Icon heard your calls, 

tweets, and profane shouting. You want that OG Icon steeze, and 

you want it now. They delivered with the Icon Merc Jacket. While its 

softshell chassis may look casual, the integrated nylon paneling and 

a full D3O impact protector suite come through in a tumble. Hood, 

oversized kangaroo pockets, pit zips, and Sportcuff continue the 

evolution of what true riding gear can be. Icon fans and soon-to-be 

Icon fans, welcome to the bigs. The Team Merc is your new uniform. 

From: www.mxalliance.co.za 

Price: R2799 

HJC SPEED MACHINE LORENZO 

This has to be one of the best looking helmets we have ever 

seen. This “Jorge Lorenzo” replica helmet was a special 

once off design worn by the newly crowned 2015 

MotoGP World Champion back in 2014. This replica 

has just arrived in SA in limited numbers so be sure to 

get your hands on one. This replica feature HJC’s top 

of the range RPHA-10 shell, which has gone through 

numerous phases of testing and perfecting, and the 

final design has come out flawless. The RPHA 10 

Helmets have the newest technology in shell design 

that is both stronger than carbon and absorbs shock 

and sound much better. The secret in the design is 

called the P.I.M weave ( Premium Integrated Matrix ). This 

weave has 6 layers of materials all put together to create 

the ultimate helmet. 

From: www.autocyclecentre.co.za (For nearest dealer) 

Price: R7599 


1512 RF wishlist.indd 80 2015/11/21 4:30 PM




OGIO KTM ALL OVER SHOCK GEAR BAG 

This high quality functional bag with plenty of storage options, is made 

exclusively for KTM by OGIO. This bag is available for purchase from 

most KTM dealers nationwide. Features include: 

– Divider for separating dirty laundry from clean clothes. 

– Simple storage space extension for both storage compartments. 

– 100 percent polyester. 

– Size approximately 74 x 43 x 38cm. 

– Weight approximately 4kg. 

– Volume approximately 114L. 

– Part 3PW1570200. 

Further information on KTM’s accessory range can be found on the 

official website at www.ktm.com 

From: KTM Dealers 

Price: R2300 

SPIRIT SR9 JACKET 

This Spirit SR9 Motorcycle jacket comes 

equipped with contour plus EVA armour to the 

shoulders, back and elbow areas and dual 

zipped air flow in lets to maximize 

ventilation. Added features to 

this jacket is its highly visible 

Scotchlite reflex panels for extra 

visibility as well as multiple 

adjustment points around 

the arms and waist regions. 

These jackets have a quilted 

removable inner liner for 

those hotter days that is 

easily washable and not 

forgetting its stylish looks to suit 

any motorcycle. 

From: www.spiritmotorcycles.co.za 

Price: R1599 

ARIETE MOTORCYCLE GRIPS 

Trickbitz, who are the official importers of 

Ariete products in SA, have a wide range 

of new grips available for most makes and 

models. We particularly like the customised 

ones, featuring CBR, Yamaha R1, Suzuki 

GSXR and more. Pictured here is the 

60th Anniversary Yamaha colours, so 

cool and so retro, and ZX style. 

From: Trickbitz 011 672 6599 

Price: Various 

RICHA X-PRO GLOVES 

Just arriving in SA as you read this is the new range of 

Richa Motorcycle riding gear. From riding jeans to really cool retro 

leather jackets, the new range is exclusively imported by Cayenne 

World. Featured here is the Richa X Pro Race Glove, which is the top 

of the range Racing/Sport Glove. Using advanced titanium knuckle 

protection, and with a Kangaroo and cow leather construction, this 

glove is perfect for sports bike riders and racers. 

From: Cayenne World 011 244 1900 

Price: R2999 

DUCATI CORSE BEACH TOWEL 

A great towel for the day at the 

beach or to lay out by the pool. 

This towel has the silhouette of 

the Panigale superbike and 

Ducati Corse shield in the 

corner. A must for any 

Ducati fan. 

From: www.ducati. 

co.za 

Price: R299 

I 



ALPINESTARS S-MX PLUS 

The S-MX Plus Boot perfectly blends 

sleek sports styling with advanced 

protection features developed in 

Alpinestars performance footwear 

department. The durable and light 

microfiber upper is reinforced with a 

rugged polymer protector while the 

exclusive Multi Link Control (MLC) 

system prevents ankle torsion while 

offering freedom of movement. 

From: Full Throttle Edenvale 

Tel 011 452 2397 

Price: R5300 

BRING THIS 

ISSUE IN STORE & GET 

R300 OFF 

THIS JACKET 

ALPINESTARS CELER GLOVES 

An extremely supple leather main shell, 

excellent protective capabilities and flexibility 

combine to make the Celer Glove one of the 

leaders in its class. Critical reinforcements and 

strategic perforation zones ramp up the comfort 

features on this stylish street riding glove. 

From: www.langstonmotorsports.co.za 

Price: R1450 

RAYVEN INTRUDER SPORTS JACKET 

This awesome new sports jacket from top UK brand 

Rayven is waterproof and features removable thermal, 5 piece 

internal armour plus additional external shoulder protectors, 

front & rear air vents, rear reflective panels and it’s adjustable. 

We personally like this jacket, it looks cool and the fit is very 

comfortable and it has lots of protection, which is always good. 

This jacket is amazing value. 

From: www.smpsa.com / 021 988 3608 

Price: R2399 

KTM REV CLOCK 2.0 

This cool looking clock is a 

official KTM Power product 

and perfect for any man 

cave or bike crazy room. 

From: Raceworx KTM 

Tel 011 027 9922 

Price: R305 

ICON AIRMADA THRILLER HELMET 

The Airmada Thriller is not some brony/furry 

gathering. It’s more like a throwback to when men roved the 

hillsides. Hunting myths and trapping legends only to find 

reality in the jaws of a hellacious terror. We own these nights 

once again. Glow in the dark, howl at the moon, rev to the sky. 

Includes both Dark Smoke and Clear face shields and Fog-free 

ICON optics shield with PROLOCK shield locking system. 

From: www.mxalliance.co.za 

Price: R4899 





ETR LARGE PIT BOARDS 

ETR Performance are doing large 

pit boards, equipped with: 

4 x Numbers each 0-9 

• 2 x Arrows / Large dots / + - 

• Pit / Slow / Lap / P / Out / Go 

• Name Board 

• Leather like Carry Bag 

Available in several colour 

combinations. 

They also have a variety of 

laptimers available as well as 

replacement race dashes for 

Kawasaki ZX10R and BMW 

S1000RR models. 

From: www.emtek.co.za 


METALIZE JACKETS AND GLOVES 

Henderson Racing Products have just 

imported a new range of affordable 

top quality riding gear. The 

Metalize range offers stylish 

protection, from airflow jackets 

as well as a variety of 

leather gloves, from 

track to winter and 

summer riding gloves. 

The jackets offer are well 

Vented, have strong YKK 

Zips and also feature removable 

winter liner, Reissa breathable 

waterproofing textile, 3M scotchlite 

reflectors and CE approved armour. 

From: HRP - Tel 011 708 5905/06 

Contact for nearest dealer 


MOTOSKINZ MOTORCYCLE COVERS 

Keeping your motorcycle covered and safe is a just as important as 

keeping it well serviced and maintained. MotoSkinz covers are made by 

bikers for bikers. Their aim is to produce high quality 

covers which display well, are functional and cost 

effective, something never seen before in SA. 

After months of hard work and many a 

prototype later, MotoSkinz covers were born. 

They will keep your two-wheeled pride and joy 

covered when not in use, away from prying 

eyes and sticky fingers 

MotoSkinz are based in Cape Town and will 

courier your MotoSkinz to you overnight, 

anywhere in SA for a small fee (*Terms 

apply). Covers are available in red and black. 

Customisable? Covers are customisable with 

your own logo but you need to order 5 or 

more and there is an extra fee for design and 

printing of digital embroidery etc. Price R1499 

including free carry bag. Email sales@motoskinz.co.za or visit 

www.motoskinz.co.za. 

RIDEFAST RACING APPAREL 

Started by SA superbike riders Sheridan Morais and Rob 

Portman back in 2013, RideFast racing apparel is a brand 

dedicated to bringing what we love about motorcycle racing 

into retro/cool shirt and cap designs. T-shirt designs 

include: “Petrol Head”, which is available in red or 

grey and “Eat.Sleep.Ridefast.Repeat.” and “Never 

Give Up”, which are only available in black. Sizes 

start from small and go right up to xxxl. The 

shirts are all 180g high quality imported from 

the U.S. RideFast have also just released a new 

range of caps. From trucker to flat peak, there are 

great styles and colours available including pink for 

the ladies. Shirts and caps are priced at R250 each. 

Email rob@ridefast.co.za to order yours. 



PUSHING BRAKES TO THE LIMIT SINCE 1952 

FULL RANGE INCLUDING ROAD, OFF-ROAD AND RACING COMPOUNDS AVAILABLE 

SCOOTER 

OFF-ROAD 

STREET 

SPORT SP 

STREET 

SPORT SP 

STREET 

SPORT SP 

OFF-ROAD 

SCOOTER 

STREET 

SPORT SP 

SPORT SP 

ROAD / OFF-ROAD ORGANIC OFF-ROAD STREET / SBK WAVE DISCS 

Trade Enquiries: (011) 672-6599 

Email: info@trickbitz.co.za 

Enquire at your local dealer 

Office Hours Mon-Fri 8am-5pm 

www.trickbitz.co.za 


BUILT BEYOND BELIEF 

K15236 

Kawasaki’s Leading Edge 

Precision control of a high performance machine. Effortlessly slipping past rivals – on the 

track, or on the street. For those hard-core enthusiasts searching for high-adrenaline 

exhilaration, there is only one choice: Ninja – Kawasaki’s embodiment of the ultimate 

motorcycle experience. 

Kawasaki SA 

www.kawasaki.co.za

1512 RF final

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