SuperBike Magazine April 2020

APRIL

2020

YOUR INTERNATIONALLY ACCLAIMED MAGAZINE • WWW.SUPERBIKEMAG.CO.ZA

ON TEST

KAWASAKI Z H2

Supercharged Z Flagship Marks

Beginning of New Era

WORLD LAUNCH BY

ADAM CHILD ‘CHAD’

Ducati Panigale V4S

THE NEW

BMW R18

LIKE NO OTHER

BMW PRODUCED

BEFORE!

WORLD LAUNCH

KTM 1290

SUPER DUKE

SOUTH AFRICAN LAUNCH OF THE

KTM 390

ADVENTURE

“IT’S AMAZING TO RIDE” - ALFIE COX

ANDREA

IANNONE’S

18 MONTH

BAN

BILL HUNTER’S

BLAST FROM THE PAST

1979 SUZUKI GSX1100E

ducati.co.za

Multistrada 1260 S Grand Tour

Destination: everywhere

The new Multistrada 1260 S Grand Tour is the Multistrada that better expresses the concept of

premium sport touring bike, for those who love to travel without sacrificing anything.

The design, performance and comfort of the Multistrada 1260 S blend with a rich equipment

and an exclusive livery.

The Multistrada 1260 S Grand Tour comes with side panniers, center stand, heated grips,

additional LED lights, hands-free tank filler plug and tyre pressure monitoring system as

standard equipment.

2 Editors Note

WELCOME TO THE APRIL ISSUE

Well, this is a

first for us.

It’s Thursday

night

26 March

and as we get ready to sign off

on our April edition to have it

printed, the whole of SA is going

into lock down now at 12pm

tonight, so for the first time,

we are not going to be able to

print but rather we just going

to do our electronic version,

which to me being old school

shouts NO, in so no many ways

but this is the only option we

have. Because of Covid-19

virus spreading over the whole

world, SA is going on lock down

as from tonight at 12pm for

3 weeks and with no printers

or distributors open, we have

to go home for 3 weeks. Let’s

hope we are early enough with

the lockdown and that we can

slow the curve right down.

What worries me is even if

you slow the curve down, are

you not just doing that to not

overrun your hospital systems?

What happens after lock down?

Well, we don’t know enough

about that so we will rather

just concentrate on what we

know and that is motorcycles.

So because of this change

in print to electronic, we have

had the opportunity to put a

few extra pages in with more

images, we always want to put

in more but because we have

constraints with the number of

pages that are available, there

is always a fight of what gets

left in and what gets taken out.

So now the problem is solved,

we have plenty pages.

Adam Child goes to the

Ducati V4S Panigale launch

in Bahrain and Roland Brown

gives us his opinion on the

KTM SuperDuke 1290 from

Portimao. Although we have

just been on the 390 KTM Adventure

bike launch at Sun City,

we don’t report on it, but rather

in this electronic issue we just

are giving you what KTM says

about the bike, in May we will

tell you how we found it, what I

can promise is that it offers the

best value for money out there.

It’s an absolute little winner.

Also the BMW R18 is about

to be launched so we might as

well wait for a day or two and

include this eagerly awaited

bike in this April edition.

Michnus Olivier our traveler

is still in South America with

Elsabe his wife and we give you

a more comprehensive travel

article on their travels over

there so far.

In the racing section, we

give you more inside news on

Aussie Jack Miller in MotoGP

and Bill Hunter tells us about

his 1100 GSX.

Till next time, I hope you

enjoy this issue and that we

all survive this Covid-19 Pandemic.

It’s going to be a long 21

days with no riding.

Clinton Pienaar

MONTHLY

CONTENT

CONTRIBUTORS

Bill Hunter

Adam Child

Roland Brown

Mat Oxley

Wes Reyneke

Michael Nicolaou

Michael Mann

Phil West

READ IT

ONLINE!

Publishing Director / Editor

Clinton Pienaar

082 887 2053 | clinton@superbikemag.co.za

Advert Sales

Daniel Pienaar

011 791 4611 | advertising@superbikemag.co.za

Subscriptions

Daniel Pienaar

011 791 4611 | subs@superbikemag.co.za

General Queries

Bellindah gama

011 791 4611 | b.gama@superbikemag.co.za

Letters

Clinton Pienaar

082 887 2053 | clinton@superbikemag.co.za

Q+A

Daniel Pienaar

011 791 4611 | daniel@superbikemag.co.za

@SUPERBIKEMAGAZINESA

@SUPERBIKEMAGAZINE

THE NEW ERA

Featuring next generation R Series

styling, sophisticated electronic

control, enhanced braking and

suspension performance, and a

refined crossplane engine.

www.yamaha.co.za · +27 11 259 7600 · Facebook: Yamaha Southern Africa · Instagram: @yamahasouthafrica

58

BMW R 18

Press release

MONTHLY REGULARS

6

20

56

98

NEWS

SUPER STUFF

BIG PIC - DARRYN BINDER

GRID GIRLS

FEATURES

24

30

34

38

42

48

54

64

68

70

KTM 390 ADVENTURE

INDIAN APPALOOSA

DJ ANNUAL RUN FEATURING THE BINDERS

ZONTES 310X

TRIUMPH ROCKET III

KAWASAKI Z H2

BMW R 1250 R

INTERNATIONAL BMW GS TROPHY

ANDREA IANNONE MOTOGP BAN

DUCATI PANIGALE V4 S

92

78 EQUADOR PART ONE AND PART TWO

104

100 BACK IN THE DAY - HAGA’S YAMAHA YZF-R7

KTM 1290

SUPER DUKE R

1979 SUZUKI

GSX1100E

Photo: R. Schedl

READY,

TEADY,

AVE!

OUR RACE WINNING 2020 MODELS NOW WITH

A FREE FIRST SERVICE AND R 5,000 WORTH OF

GENUINE KTM PRODUCTS OF YOUR CHOICE TO

SOLVE YOUR MOTORCYCLE CRISIS.

Promotion limited to 2020 Enduro and Cross Country models (XC, XC-W and EXC range) until 31 May 2020.

T’s and C’s apply. Please contact your local KTM dealer for further information.

Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic

regulations! The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at

additional cost.

6

NEWS

7

DRESSED IN THE

FINEST CARBON

Kawasaki Ninja ZX-25R Racer Custom

It was unfortunate that this

bike was not revealed a little

earlier, but because of worries

about spreading the coronavirus

and a lot of countries in

lockdown, means we have to

wait a little longer to find out

everything about this 250cc

four-cylinder carbon fibre

edition.

To stay on track with the

reveal, Kawasaki have shown

us this unique carbon fibre

creation, which they call the

Kawasaki Ninja ZX-25R Racer

Custom model. It is an all-carbon

version of the ZX-25R, that

is built for track-only.

With a spec series to run in

2021 in mind, Japan say that

if things stay on course, these

models should be available in

Japan as early as August this

year.

The idea behind this carbon

fibre machine is to assist in the

promotion of the debut of the

Kawasaki Ninja ZX-25R, and

to get public interested in the

upcoming race series.

Sadly, and just as you may

have gotten your hopes up, this

model will not be something

that Kawasaki offers for sale

to the general public, although

you could build one yourself if

you’d really like to stretch it.

According to Kawasaki, the

building list includes the

following:

Cowling: A-TECH BLACK DIA-

MOND Racing Full cowling.

Tail cowl: A-TECH BLACK DIA-

MOND Racing Seat cowling.

Tank pad: A-TECH BLACK DIA-

MOND Racing Tank pad.

Exhaust system: BEET NAS-

SERT-R Evolution Type II.

Tyres: DUNLOP SPORTMAX

α-13SP.

Chain: RK BL520R-XW.

Sprocket: RK (painted version

of Ninja ZX-25R standard

equipment).

Front suspension: SHOWA

(Ninja ZX-25R standard equipment

with coated inner tubes)

(Reference Part).

Rear suspension: SHOWA

(Ninja ZX-10R part) (Reference

Part).

Foot pegs: SNIPER rear sets.

Brake lever: SNIPER 6-way

adjustable, retractable brake

lever.

Clutch lever: SNIPER 6-way

adjustable, retractable clutch

lever.

Lever guard: SNIPER carbon

fibre guard.

Usually we only ever see a special

build like this on the flagship

models, but we are huge

fans of Team Green taking the

carbon atire to one of its entry

level machines.

8

NEWS

FULL POWER

PLEASE

Akrapovic

With development completed

in January, Akrapovič has

launched a fully racing-oriented

Evolution Line Kit (Titanium)*

exhaust system for the Honda

CBR1000RR-R Fireblade that

uses the HRC Race Kit and has

been developed at the recommendation

of the R&D department

of Honda Motor Corporation.

Releases New

Exhaust for Honda’s

Latest Racing Machine

The Evolution Line Kit (Titanium)

is aimed directly at racing

teams and riders using the

CBR1000RR-R Fireblade on the

track and under competition

regulations, and it has been developed

exclusively for use with

Honda’s latest track-focused

motorcycle. The full system,

with its race-inspired design,

featuring a relief-imprinted

muffler, is specifically adapted

to meet the exacting demands of

racing. The routing, diameters,

9

positioning, and all specifications of

design are solely designed for the

Honda CBR1000RR-R Fireblade, an

expertise that Akrapovič provides

through the entire manufacturing

process.

Constructed entirely from low-weight

titanium alloys, with complex parts

cast in Akrapovič’s in-house titanium

foundry – the only one found

anywhere in the world in an exhaust

manufacturers’ premises – the Evolution

Line Kit (Titanium) is a totally

bespoke system and displays an

attention to detail that is seldom seen

on an aftermarket product for a racebred

motorcycle. Each part of the

four headers that connect the system

to the engine is cast in the foundry

and formed to achieve an optimum

configuration, ensuring that the fitment

is perfect. This devotion and the

use of state-of-the-art lightweight

materials means the system weighs

less than 5 kg. Optimal performance

is achieved because the system delivers

a perfect throttle response right

through the rev range for the 1,000 cc

engine.

The relationship between Akrapovič

and Honda Motor Corporation

has resulted in the Slovenian exhaust

specialist becoming the official manufacturer

and supplier of the exhaust

for the new 2020 CBR1000RR-R

Fireblade. In addition, the R&D

department of Honda Motor Corporation

recommends the Evolution Line

Kit (Titanium) exhaust for the Honda

CBR1000RR-R Fireblade with the

official HRC Race Kit.

* THIS PRODUCT DOES NOT MEET EMISSION

COMPLIANCE REQUIREMENTS FOR STREET OR

HIGHWAY USE

10

NEWS

CBR1000RR-R Fireblade

CBR1000RR-R FIREBLADE received

“Red Dot 2020” in the motorcycle

category. The CBR1000RR-R

FIREBLADE was announced at

EICMA 2019 in Milan, Italy in

November 2019, with sales soon

beginning in Europe. Positioned as

the top flagship of CBR series, the

CBR1000RR-R FIREBLADE was

developed with the concept, “TOTAL

CONTROL for the Track”, pursuing

high performance on the track and

in races. Its engine was designed

with technologies from the RC213V

MotoGP machine which continues

to win world titles, resulting in the

most powerful engine for a CBR yet.

The frame has enhanced stability

under acceleration and braking, and

with the help of advanced electronic

control system supporting

sport riding, its potential has been

further enhanced. Honda believes

CBR1000RR-R FIREBLADE won the

award in part due to its functional

beauty honed through pursuing

the limits of high-performance and

radical new form to achieve uncompromising

function not in the public

roads, but also in the circuit.

*The Red Dot Award was founded in

1955, and has since become one of

the most respected design awards

worldwide. 49 categories of industrial

products are judged on nine

criteria including degree of innovation,

functionality, durability and

ergonomics. Outstanding designs

are awarded by three awards, “Red

Dot: Best of the Best”, “Red Dot”

and “Honourable Mention”. “Red

Dot: Best of the Best” is the most

prestigious award among them.

National and club races around the world to planned

outages for productions lines, the biking world is

changing.

BMW have announced that they will not be participating

in two of the world’s biggest motorcycle shows this

year; Intermot and Eicma.

NOT THIS YEAR FOR

BMW MOTORRAD

BMW pull out of Eicma and Intermot 2020

The Coronavirus pandemic has already caused significant disruption

to the motorbike industry in a number of ways and the future even

looks glimmer, first few rounds of Moto GP and cancelled as wel

as rounds 2, 3 and 4 of WSBK, but it gets worse. From postponed

Intermot is due to take place in Cologne this October

and Eicma in Milan this November. BMW are the first

major manufacturer to announce that they are pulling

out of the shows and said: “This decision was made in

order to counteract current planning uncertainty at an

early stage, also for all our partners involved in BMW

Motorrad motorshow appearances, in the interests

of the greatest possible security, predictability and

transparency.”

Any announcements planned for the events will now

take place digitally through BMW’s social media channels

in the Autumn.

Although BMW are the first, it is unlikely they will be

the last manufacturer to pull out of the shows meaning

they may not be able to go ahead even if Coronavirus

is no longer a factor by then. The Paris Motor

Show has already been cancelled altogether and the

Tokyo and Geneva shows were unable to take place.

11

HONDA CRF1000A AFRICA TWIN

156 500

R

178 500

Honda Quest graphics kit not included but are available as an optional extra from your dealer.

Visit your nearest Honda Dealer for full range:

Visit your nearest Honda Dealer for full range:

HONDA CRF1000D AFRICA TWIN DCT

14 riders will get the opportunity to experience the essence of adventure riding atop the brand-new 2020

Africa Twin, and two lucky participants will get to keep the bike they competed with. To qualify for entry,

interested

R

riders must be residents of South Africa, Namibia, Botswana or Swaziland, and be in possession

of a valid motorcycle license. After the receipt of entries, 30 applicants will be invited to attend Quest Boot

Camp, during which the instructors will select 14 finalists who will participate in the Honda Quest True

Adventure.

Bootcamp: 10th – 12th March

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12

NEWS

NEW RIDER LINE-UP

Monster Energy Yamaha Rally Official Team Welcome Andrew Short

and Ross Branch

The Monster Energy Yamaha Rally Official Team are excited

to announce a strengthened rider line-up for the 2020 FIM

Cross-Country Rallies World Championship, as Andrew Short

and Botswana local, Ross Branch join the squad. Both racers

showed impressive pace and the ability to overcome adversity

at this year’s Dakar Rally and look set to become key members

of the Monster Energy Yamaha Rally Official Team.

Ross Branch:

“Joining the Monster Energy Yamaha Rally Official Team is a

dream come true for me. To become a part of an official factory

rally team is what I have been working hard to achieve over

the last few years. The opportunity to work with a team that

is focused on both Dakar and the rally world championship

is amazing for me. I want to improve as a racer and believe

that I have the speed to get improved results. Winning a stage

at Dakar this year was a huge boost for my confidence, now I

have the support of Monster Energy Yamaha I’m excited to see

what I can achieve.”

Andrew Short:

“I am really excited to be joining the Monster Energy Yamaha

Rally Official Team ahead of the 2020 FIM Rally World Championship.

I’m looking forward to working with a new group of

people and a brand that has enjoyed a lot of success in rally

in the past. I know everyone in the team will be pushing me to

improve and get better results. My main goal is Dakar 2021,

but between now and then we hope to get a lot of racing and

preparation work done, and I can’t wait to get it all started.”

13

SCOUT BOBBER SIXTY

Minimalistic & Raw – the Lightweight Indian Scout Bobber Sixty Features Stripped-Down, Blacked-Out Styling,

and a 60 Cubic-Inch, Liquid-Cooled Engine

Powered by the same 78-horsepower engine as

the Scout Sixty, the Scout Bobber Sixty’s lightweight,

nimble handling, and low centre of gravity

will appeal to all riders seeking mean, old school

styling at a competitive price point.

“Bringing a stripped-down, old-school Bobber

at a lower price is something we’re very excited

about. We’re proud to provide such a dynamic

offering at a price point that makes owning an

Indian Motorcycle extremely attainable to an

even wider range of riders,” said Reid Wilson,

Vice President of Indian Motorcycle.

The Scout Bobber Sixty maintains the strippeddown

styling of the Scout Bobber, including

chopped fenders and a confident riding

position, while adding several cues that give

the model a look of its own. The Scout Bobber

Sixty features a blacked-out engine, a modern

tank badge, perch mount mirrors, stripped-down

headlight, an all-black seat, and all-new fivespoke

all-black wheels.

Riders looking to customize their Scout Bobber

Sixty can do so by selecting from more than 140 authentic

Indian Motorcycle accessories. Riders looking

to venture outside city limits can enjoy a comfortable

ride with Indian Motorcycle’s an all-new colour matched

comfort seat and passenger seat options.

The Scout Bobber Sixty is available in Thunder Black and Thunder

Black Smoke paint with ABS.

For pricing and availability, please ask your country marketing specialist.

Learn more about Indian Motorcycle and the Scout Bobber Sixty by visiting

your local dealership.

NEED A

LICENSE?

K53 Bike Licence Help Guide, Now

Free For All South Africans

One of South Africa’s largest

and most trusted motoring

marketplace, AutoTrader,

has invested in making the

K53 manuals, including

the bike licence help guide,

available free of charge to all

South Africans.

“Leveraging our reach of

one of the most visited sites

in the country, AutoTrader’s

goal is to champion wider

access to the K53 manuals

as a crucial step to greater

mobility and financial freedom

for many South Africans,

says George Mienie,

AutoTrader CEO..

At the inaugural Motorcycle

Industry Stakeholder

Summit held in May 2019,

AutoTrader presented research

findings that pointed

to a mostly untapped sector

of smaller-engined motorbikes,

where the opportunity

to solve commuter problems

and provide a new source of

income is vast.

“Currently the motorbike

market is considered for leisure

use or status purchases.

But bikes between 150cc

and 500cc are generally

more affordable. This opens

up new commuting and even

earning options,” said Mienie.

“The first step to accessing

that mobility is passing

the K53 examination.”

AutoTrader’s free K53 bike

licence help guide, is available

to download and boasts

a separate learner’s manual.

To download click on the

following link

https://k53.autotrader.co.za/

14

NEWS

LOCKDOWN

THIS ‘VYRUS’

New Vyrus Alyen 988 Is A Ducati-Powered Superbike Out Of

This World

Superbikes have always provided enthusiasts with great

speeds for the buck, and while the new Vyrus Alyen has the

speed part covered, it’s expected to be a multi-buck investment.

Official pricing details and availability have yet to be disclosed,

but the small Italian company specialized in hand-building

adrenaline shots on two wheels has command around $90,000

for their previous offerings – and the new Alyen 988 sure looks

extravagant enough to be a pricey jewel.

15

The bike’s body is full of sharp

angles and naked carbon fiber

panels. The 17-inch wheels,

wrapped in 120/70 and 200/60

front and rear tires, are made

of carbon fiber as well, while

the double omega frame is

from magnesium. It sports underseat

exhaust pipes that contribute

to the looks, as well as a

specially designed suspension

that lets it attack corners at full

pace, although bike fanatics

think that the setup lacks in the

feel department and leads to a

wide turning radius.

Stopping power comes from

Brembo GP4 brakes, and it

needs all the help it can get,

as it packs a Ducati engine.

The L-twin power unit has

a capacity of 1,285 cc and a

compression ratio of 11,3:1.

It’s watercooled and works in

conjunction with a six-speed

wet-clutch transmission,

pumping out 205 PS (202 HP /

151 kW) at 10,500 rpm. The fuel

tank has an 11-liter (2.9-gallon)

capacity and the superbike has

a wheelbase length of 1,575

mm (62 in).

16

NEWS

EVENTS 2020 CALENDAR

Alfie Cox Festival 14-17th May 2020 CANCELLED

Sabie GS Challenge 2020 POSTPONED

South Coast Bike Fest CANCELLED

BAD NEWS

South African King of the Whip on hold

Following the President’s speech and

the announcement of the coronavirus

as a National State of Disaster, we

are heeding the call to work together

to ensure containment of the virus,

and therefore King of the Whip will be

postponed to a later date.

The health and safety of our riders,

crew, event goers and the South African

public is of paramount importance

during this time. We are working with

our team and event partners on a new

event date, which will be announced as

soon as we are in a position to do so.

All our event partners remain committed

to bringing King of the Whip to life.

For those that have already purchased

tickets, they will remain valid for the

new King of the Whip date.

For any queries, please email info@

lwmag.co.za.

We thank you for your understanding,

wish you all good heath during this

time and we will see you soon #KingoftheWhip

2020.

For more info and updates follow

the Facebook Event Page.

#KingoftheWhip

NEW HONDA AGENT

Bikers Warehouse becomes an official Honda Dealer in Gauteng

Visit their site, and the first thing you’ll

see is that they offer the best multi-brand

experience in South Africa. They really do

live by their statement as they are one of

the only stores in South Africa that offer

the unique variety of motorcycles that they

do, under one roof!

To view their full range and massive accessories

offerings, visit their website and

online store: www.bikerswarehouse.co.za

LESOTHO

Tour by bike

15 - 17 MAY 2020

R2,200 PER PERSON SHARING

R2,500 FOR SINGLE PERSON

R4,400 PER COUPLE

GET UP TO THE TOP OF SANI

PASS WITH A ROAD BIKE BY TAR

ROADS ONLY!

Proudly brought to you by

Auto Alpina Motorrad

BMW Motorrad Sandton

TO BOOK YOUR SPOT CONTACT

EMAIL: INFO@SABIKING.CO.ZA

CALL: 011 793 4255

20 Super Stuff

OXFORD TRANSFORMER TANK

PROTECTOR

Avoid those annoying knocks and

scratches to your tank by using

the all new Transformer tank pad.

The dimensions of the tank pad are

200mm length by 205mm upper

width and 100mm lower width. The

modular design of the tank pad

allows for a custom fit to almost any

tank shape. Riders also have the

option of purchasing the matching

knee sets.

R345.00

Contact DMD on 011 792 7691 or visit

their website at www.dmd.co.za

KTM SMART HANDLEBAR PAD

Handlebar pad and smartphone

sleeve all in one. Your touch screen

remains fully functional. The smartphone

sleeve is held in place by loop

and hook strips. The smartphone

can easily be taken off with the

sleeve. This smartphone sleeve is

designed to fit smartphones 160mm

length by 80mm width.

R470.00

Contact KTM SA on 011 462 7796.

HUSQVARNA LONG

RANGE FUEL TANK KIT

Ride with confidence in remote

areas. This long range fuel tank is

a necessity for long distance trips.

This long range tank has been designed

for optimal weight distribution.

When buying this long range

fuel tank you will also get a new

seat and graphics kit. Available for

the Husqvarna 701 Supermoto and

Enduro.

R30,990.00

Contact Husqvarna SA on 011 462

7796 for a dealer near you.

21

BMW MOTORSPORT HELMET BAG

High quality helmet bag in the BMW Motorsport design.

Stable floor with integrated ventilation holes, allowing

riders to put their helmet in the bag after wearing while

allowing it to breathe in the bag. This helmet back comes

with a removable strap and sturdy carrying handles.

R1,170.00

Contact Auto Alpina on 011 418

3300.

VR1 TA903 FLIP UP HELMETS

Great Quality and affordable flip up helmet. This VR1 flip up

helmet comes with a built in sun visor.

These awesome helmets come in three colours, matt black,

white or silver and range from XS- 2XL in sizes.

R1,995.00

Contact Auto Cycle Centre on 011

879 6000 for a dealer near you.

22 Super Stuff

FACTORY EFFEX STICKER SHEETS

These Factory Effex Sticker Sheets

are made from fade-resistant ink,

where a thick 15mm ultra curve

vinyl is used. These sticker sheets

are ideal for bakkies, race vans, tool

boxes and bikes.

FROM R225.00

Contact Linex Yamaha on 011 251

4000.

AGV K3 ROSSI GOTHIC HELMET

This Valentino Rossi race replica

helmet is a classic design and

remains a firm fan favourite. The

AGV K3 range is a great way for fans

to get a Rossi Race Replica without

needing to totally break the bank.

FROM R4,150.00

Contact World Of Motorcycles on

012 765 0600.

TRIUMPH BLACK SOLE RIDING

BOOTS

These leather boots offer padded

ankle protection and gear lever protection

on the left boot. These are

really awesome retro-looking boots

and come as lace ups.

R2,950.00

Contact Triumph SA on 011 444 4444.

COSA NOSTRA BICYCLE MOUNT

Designed for all types of cyclists

from novice to pro. This mount

keeps all your gear neatly in one

place, making those early mornings

all about riding. The durable build

allows for weights of up to 25 kg,

with genuine leather cushioning for

your bicycle to rest on. The mount

includes interchangeable hooks and

shelves to hold all your cycling gear

and more. Available in matte black

and white, and antique silver.

R2,499.00

Contact: info@cosanostra.

co.za, 082 066 6861

RSV4 1100 FACTORY RSV4 1000 RR TUONO 1100 FACTORY TUONO 1100 RR

NOW AVAILABLE

BOOK A TEST RIDE

Brought to you by:

IMI, official SADC distributors of Moto Guzzi, Aprilia, Stylmartin and Superveloce

Building No. 3, Bryanston Boulevard, 2985 William Nicol Drive, Bryanston 2102

Contact Sean or George on 010 443 4596

24 KTM 390 Adventure

#ADVENTUREMORE

KTM 390 ADVENTURE

Article supplied by KTM

The KTM 390 ADVENTURE is the best, most advanced and cost-effective entry point for riders that have briefly glanced at a path away

from the tarmac and wondered ‘what if…?’ As an introductory toy or tool to the world of light offroading and wider adventure touring,

it cannot be beaten for its resilient engine performance (the most powerful single in the smaller displacement Travel-Enduro segment),

racing design heritage and appealing rider aids. This is a machine effectively merging the comfort and practicalities of motorcycling

touring (ergonomics, fuel consumption, emissions, navigation) with the technical requirements for basic offroading (chassis design,

Offroad ABS, specific technical components).

PERFORMANCE, EXTREME, PU-

RITY and ADVENTURE are KTM’s

brand values and the identifiable

concepts that have evolved

through more than 65 years of

history. They can be found in every motorcycle

rolled through the international

assembly lines of Europe’s largest and

most prolific manufacturer.

Co-incidentally, for the first year of

the new decade, KTM unveiled three shining

representations of these values with

the KTM 1290 SUPER DUKE R, KTM 890

DUKE R and the KTM 390 ADVENTURE at

Europe’s largest motorcycle show, EICMA

in Milan. The output, styling, purpose,

engineering and essence of these three

distinctive models in the KTM portfolio

encapsulate what the firm strive to bring

to the motorcycle market and to satisfy

the needs and demands of motorcyclists

everywhere.

The KTM 390 Adventure is a welcome

and important addition to the advanced

segment of KTM offroaders. Designed to

introduce a new generation of rider to the

freedom of motorcycling and away from

25

the well-worn lines of asphalt, the bike

marries light weight, agility and attributes

born from KTM’s success on international

Rally stages and the big brother

adventure bikes to create an ‘outlet’ for

those looking to fit more exploration and

diversity into their lives on the move.

While in some ways the KTM 390

Adventure could be considered an easily

accessible bike to open horizons on

roads, tracks and trails, it is also sophisticated

and powerful. Performance is key;

in the same way that KTM have embraced

racing as an intrinsic core of its business.

The KTM 390 Adventure is a sporty

and lightweight model that successfully

carries the READY TO RACE spirit into the

popular smaller displacement Travel-Enduro

segment.

WHERE THE ADVENTURE STARTED

Adventure means versatility. ‘Versatility’

in motorcycling terms translates into

freedom, thrill and good value.

From the KTM 620 Adventure – the

model that kickstarted KTM’s monumental

Travel-Enduro story back in 1997 – to

the line-up of modern KTM Adventure


WINDSHIELD

The KTM 390 Adventure

windshield is an efficient

deflector that can be

placed into two positions

depending on the rider’s

height and preference. The

form of the unit means

that it doesn’t restrict view.

Two alternative lengths can

be ordered from the KTM

PowerParts list.

SEAT

This rigorously tested component

of the motorcycle

registers a height of 855

mm but is molded so it is

narrower at the front in

order for good contact with

the ground. Durable foam

provides comfort and the

cover offers both grip and

ease of movement.

REAR SUSPENSION

170 mm of travel for the

fork and 177 mm on the

WP APEX rear shock is

more than enough for a

planted and secure sensation

on the street and

even more confidence

when the surface alters.

Rebound damping and

spring preload can be

easily adjusted.

HANDLEBARS & HANDGUARDS

Lightweight aluminum tapered

handlebars are another direct

derivative from the larger

Adventure models and can be

height adjusted. The left side of

the ‘bar carries the same switch

system to operate the TFT display.

The KTM 390 Adventure’s

off-road roots are again evident

in the provision of aerodynamic

and tough-wearing hand

guards; with the comprehensive

KTM PowerParts catalog allowing

different color options.

FUEL TANK

Created to hold 14.5 litres

and can stretch to 430km

on one filling. The shape

ensures riders have good

feel and can move freely

around the motorcycle

while the tank spoilers are

slightly wider for protection

and more control.

FRONT SUSPENSION

The KTM 390 ADVENTURE

is equipped with the WP

APEX 43 mm upside-down

front fork (originally

developed for Enduro)

that includes dual function

adjustment capability on

either side. Compression

damping and rebound can

be easily changed with the

turn of a dial.

machines, the Austrian manufacturer

boasts more than two decades of building

class-leading adventuremodels with

exceptional capabilities on or away from

the tarmac.

In this timeline spanning over 23

years, there’s been several landmarks

such as the introduction in 2003 of the

KTM 950 Adventure and higher-seated

KTM 950 Adventure S, two machines

using 75% of the same parts as on the

2002 Dakar Rally winning KTM 950

RALLY of Fabrizio Meoni.

The arrival of the KTM 1190 Adventure

and KTM 1190 Adventure R in 2013

heralded a new era of technology and

versatility for KTM in the Travel-Enduro

segment. Sophisticated electronics

married to improved ergonomics and

a radically more powerful LC8 engine

introduced more riders than ever to

KTM’s unique approach to adventure

riding – on and offroad.

Adventure went super with the

introduction of the KTM 1290 SUPER

Adventure in 2015. This model boasted

an incredible 160 hp from its bigger

1,301 cc engine and provided the debut

of many new electronic rider aids, including

cornering lights, cruise control, motor slip

regulation (MSR), hill hold control (HHC) and

semi-active suspension.

The creation of the compact LC8c 799 cc

parallel twin-cylinder engine allowed KTM

engineers to create the latest great chapter

in the KTM ADVENTURE model story with the

introduction of the KTM 790 Adventure model

family in 2019.

THE NEXT STEP

While KTM’s large and mid-weight adventure

bikes threw open the possibilities for allterrain

exploration and presented a range of

superb technical features that placed these

models at the top of media reviews, there

remained a gap for a smaller displacement

model that would allow riders to fit more

adventure into their daily lives.

Harnessing the offroad pedigree and excellence

for handling from the upper echelon

of the adventure range, the goal with the KTM

390 Adventure was to also implement that

efficiency and knowledge for a potentially

new influx of Travel-Enduro rider.

The KTM 390 Adventure boasts the performance

heritage of more than two decades

of Travel-Enduro engineering but also weaves

elements of increased ease, lower weight,

agility and sport. That the KTM technicians

could count on the feedback from the rally

and offroad race teams only heightened the

potential.

The result is an astonishing piece of

machinery: one that will install confidence

and open new boundaries for riders curious

of the world outside the two white lines of the

tarmac as well as being a fun and flighty bike

for those experienced on the loose stuff.

DAKAR-INSPIRED

The KTM 390 Adventure inherits various traits

from key ‘family members’ in relation to its

design and aesthetics. It adheres to the KTM

mode of EXTREME and PURITY with a slim,

functional and purposeful set of lines: bodywork

and components are minimal, dependable

and striking. The KTM 390 Adventure has

its own identity.

The motorcycle punches hard in the lower

capacity segment in terms of power-toweight

but it also looms strong with a style

that flows directly from the bigger Adventure

siblings and aspects of the KTM 450 RAL-

LY. The Adventure models share the same

Rally-derived trellis frame structure with the

same mix of flex and stiffness, removable

subframe and diecast open-lattice swingarm.

Elements such as the cleverly sculpted LED

headlight reduces the profile of the bike and

aggressive-looking ergonomics around the

large tank, low seat and robust paneling for

premium control and comfort.

KTM have ignored the word ‘compromise’

when it comes to this small-bore, slight

travel enduro machine and have somehow

27


created a big concept in a compact

package that is unparalleled on the

market.

CLASS-LEADING PERFORMANCE

Careful curation of the state-ofthe-art,

liquid cooled, single-cylinder,

four-stroke 373 cc engine

was fundamental in fashioning the

multifaceted personality of the KTM

390 Adventure. The torque, inertia,

and free-flowing power delivery had

to supply gratification for any rider

(including those of Euro A2 license

status) but also sustain excellent fuel

consumption to permit up to a 430km

trip on one filling of the 14.5-liter

tank. The motor is low-cost maintenance

but is the strongest single of

all its peers.

STATE-OF-THE-ART TECHNOLOGY

Power-and-play can still be had with

restraint, and whether riders are

looking to open up the possibilities of

their daily ride on a different surface

or are taking their first miles into the

joys of light offroading then all of us

at KTM are proud that the KTM 390

Adventure has the means to cater for

everyone. This is largely delivered

through the Rider Aids but also other

technical trimmings to provide a fuller

#ADVENTUREMORE experience.

VERSATILE AND ACCESSIBLE

The performance and long-distance

practicality bond between the

KTM 390 Adventure and the Dakar

Rally-conquering KTM 450 RALLY

cannot be understated. Design and

structural elements are similar

between the bikes and the KTM 390

Adventure adopts tried-and-tested

concepts such as the large fuel tank,

a riding position that is both comfortable

yet free and ‘attackable’ and

wind protection (thanks to a movable

windshield). The form of the motorcycle

– such as the slim profile and the

gap between the tank and the headlight

mask and fairing - is honed to

ensure visibility and maneuverability.

CONFIDENCE IN EVERY TERRAIN

There are other important features

that make the KTM 390 ADVENTURE

stand out further as the leading model

in the market segment. Advanced

stopping power, resilience for a multitude

of conditions (a tough engine

guard) and minor details, such as the

offroad-spawned wide, light and robust

footpegs with removable rubber

inserts are notable parts.

More to follow on this machine as

we bring you the South African press

launch of this machine that was held

in Sun City.

BORN OF

GREATNESS

2020 SUZUKI GIXXER 250SF

R49,900

• 4-STROKE, 1-CYLINDER, OIL-COOLED

• FUEL INJECTION

• 6-SPEED

• 249cc

• 26.5hp

• 22Nm

www.suzukimotorcycle.co.za suzuki_motorcycle_s.a @MotorcycleSA

30 Indian Sprint Racer

Appaloosa

Article supplied by Indian Motorcycles

RUSSIA (March 4, 2020) - Indian Motorcycle and Workhorse Speed Shop took on the extreme Baikal Mile Ice Speed Festival last week to give Appaloosa,

the highly modified Scout Bobber sprint racer, the toughest of pre-season shakedown tests for its 2020 Sultans of Sprint comeback. From February

25 to March 1, the second running of the Baikal Mile challenged competitors on specially prepared 1/8-mile and 1-mile ice tracks with a variety of

specially prepared vehicles alongside stunt riding, drifting, drag racing, flat track and freestyle motocross.

31

Appaloosa was originally built by

Brice Hennebert for the 2019

Sultans of Sprint tarmac series

with 500cc grand prix legend,

Randy Mamola at the controls. With the

original build taking over 700 hours,

there was little time for testing before the

first round in 2019 and so Brice wanted

a shakedown test going into the 2020

series.

During his time researching events

for a shakedown, Brice came across images

and videos of a crazy speed festival,

the Baikal Mile, run on the frozen surface

of Lake Baikal in Siberia, the oldest and

deepest lake in the world.

“I couldn’t believe how amazing this

event looked,” says Brice. “For a start,

the lake is huge. Over 600km long, 80km

wide with more than 20% of the world’s

fresh water. It was just so different from

anything I am used to, thousands of miles

away and with extreme temperatures.

On top of that you have all these people

building crazy machines, from mad onewheel

contraptions to luxury vehicles on

tank tracks, who come together to share

the fun of pushing themselves and their

creations to the limit. I just had to be a

part of it, and it was amazing to get the

go ahead when I put the idea to Indian

Motorcycle.”

With the go ahead and continued support

from top-level partners Akrapovic,

Beringer Brakes, Dunlop Europe, Evok3

Performance, Motorex, Öhlins and tuning

advice from Flybike, Appaloosa was modified

for the extreme Siberian conditions

on a tight schedule as it needed to be

shipped by the beginning of February to

make the long journey to Lake Baikal.

Brice and two of his best friends,

Sébastien Lorentz and Dorsan ”DJ” Peeta

Selecta, also had their own epic journey

just to reach the event. The first leg

saw two flights from Belgium to reach

Moscow where the team had an overnight

stay before continuing the journey. While

in Moscow, the friends decided to get a

permanent souvenir of their adventure

with a special Tattoo.

32

Indian Sprint Racer

“I had been talking with Seb and

Dorsan about how this trip was the most

insane thing I had done and how I wanted

to do something special to remember

it,” explained Brice. “That’s where the

idea for the tattoo came from. For Seb

and Dorsan to also want to get the tattoo

shows me that I had chosen the right

guys for this trip.”

“I can’t believe that an ordinary

guy like me gets to build such a crazy

machine and then take it to such an

extreme event,” Brice continued.“I had t

his phrase in my head ‘Good for nothing.

Ready for everything’ that summed

up this feeling and I decided to get it

tattooed on my leg in Russian. Seb joined

me with a matching tattoo, while Dorsan

had the phrase tattooed in French.”

Freshly tattooed, the team took an

overnight flight further east to Ulan Ude

before joining other competitors for a

5-hour coach journey to the event’s base

in Maksimikha, Republic of Buryatia.

Arriving at the event hotel, there was no

time to rest with competitor registrations

and briefings before Appaloosa had to

be unpacked from its special flight cases

and re-assembled ready for technical

inspection in the morning.

The team’s paddock garage for

the week was a canvas and cloth tent

with a wood burning stove inside. With

temperatures often dipping well below

-25C, the stove was essential to keep

Appaloosa and the team warm enough to

work and operate. Sharing the tent with

the Workhorse team were two Russian

vehicles and their teams, a tiny homebuilt

bike with a lawnmower engine and

a classic Ural.

Brice commented, “They didn’t speak

any English, we didn’t speak any Russian,

but as with all car and motorcycle enthusiasts,

it was a really friendly atmosphere.

Through hand gestures and pointing we

were able to communicate, help each other

out and lend each other tools. That’s

what I love about events like this, we’re all

here for the same reason and we all want

to share the fun and make sure everyone

has a good time.”

Technical inspections completed,

Appaloosa and Seb were given the all

clear to try their first test run on the 1/8-

mile course, a final qualification step for

the organisers to be sure the rider is in

control and safe, before being allowed to

run at speed on the Baikal ice.

“The first run was good, I was just

looking to test the traction of the studded

tyre that Dorsan had built, to see how stable

the bike was, and of course, to make

sure I could stop,” said Seb . “Appaloosa

pulled really well, and the front tyre was

not being pulled by the uneven surface.

33

With good control, traction and stability, it

has given me the confidence to go harder

in the next run.”

With another quicker run on the 1/8-

mile, Brice and Seb agreed it was time

to test on the one-mile course. Although

a standard race distance for speed runs,

there is a specific reason for this distance

at the Baikal Mile festival; Lake Baikal is

the deepest lake in the world with a maximum

depth of one mile.

The first run on the full mile revealed

surprises that the team were not expecting,

particularly that the ice was much

bumpier than the short 1/8 mile. The

front and rear suspension compressed

enough to bring the tyre studs into contact

with the fins of the rear tail units and

a front fairing cross member, requiring

some modification to the bodywork to allow

for clearance. Limiting the top speed

of the bike was an unknown electrical

issue coming in at higher speeds in the

top gears.

“We knew we’d be facing issues we

couldn’t really predict as we have no

experience of racing on ice,” commented

Brice. “I’ve spoken to teams here who

have run perfectly at Bonneville and then

the first time they came to Baikal, their

machines just wouldn’t work properly due

to the extreme conditions.”

“With just that one run, we have

learned so much about ice speed racing.

With that experience and the helpful

advice and suggestions from the teams

around us, we’ll make some changes

before tackling the mile again. On the

electrical issue, I’ll initially remove the

quickshifter and Power Commander,

hopefully that will resolve it. We’ll

increase the rear tyre pressure from

2kPa to 3kPa, and Dorsan is also going to

prepare a new rear tyre with fewer studs

for less weight.”

A second run on the ice mile saw

improvements from the changes in tyre

pressure and the new stud pattern, but

the electrical issue persisted.

“Right now, I think this is simply

down to the extremely low air temperature.

We are using a race ECU and maps

that were not designed for -20C. For

the final day of racing I’m going to reset

the ECU and make some tweaks to see

if I can improve things. But, with the

limited shipping space, I just don’t have

the spares or tools to fully diagnose the

problem here at the ice.”

On the final day of racing, teams

woke up to the best conditions of the

week with blue sky and bright sunshine.

Heading to the start line for their first

run of the day, Brice and Seb had decided

that this would be the main pull and

they would use the NOS system for the

first time in the hope that the changes

that Brice had made in the morning had

resolved the electrical issue.

A clean start saw Appaloosa accelerate

cleanly down the mile before the

electrical issue limited their top speed.

The run saw their best result yet with a

top recorded speed of 180kmh, just short

of the 200kmh target that Seb and Brice

had set for themselves. With one final run

to enjoy the experience of having come so

far to do something so extreme, the team

reflected on their experience.

Brice said, “Racing on ice is hard,

this is the most incredible thing I’ve tried

to do. I’ve learned t so much and had a

hell of a lot of fun doing it. We’re losing

something like 30% of our speed to the

conditions and although we’ve had some

issues, I am so glad we came here to

test Appaloosa. My mind is racing with

the possibilities and changes I’d like to

make. Thank you to the organisers of

the Baikal Mile and everyone here who

has made us feel so welcome and part of

their ice racing family. Coming here was a

huge adventure for all of us and it was all

about challenging ourselves, making new

friends and having fun at the same time.”

Seb commented, “Appaloosa is clearly

capable of so much more, and I know

that Brice will be using this experience to

attack the 2020 Sultans of Sprint as hard

as possible. We’ve been welcomed with

open arms by all the people here who

share our passion for adventure, fun and

machines that go fast or just make people

smile.”

34 DJ Annual Run

Mark Broady (43), a mechanical engineer living in Randburg,

surprised many experienced motorcycle rallyists when he

won the 50th commemorative Durban-Johannesburg (DJ)

regularity trial for classic motorcycles on March 14.

Words: Roger Houghton

Pics: Ian Groat

He accumulated an error of only 146

seconds at the time check points on

the 596 km route (241 km on Day 1

and 355 km on day 2).

Mark, who had the second best score

on Day 1 (behind three-time winner Gavin

Walton) and best score on Day 2, is a lifelong

motorcyclists, both as a commuter

and competitor in all forms of two-wheel

motor sport.

This was only Mark’s third DJ Run,

having finished 40th in 2018 and 6th last

year. The 1935 Velocette MAC he rode is

the same motorcycle on which his father,

Barry, had been running a close second

in the inaugural commemorative DJ Rally

in 1970 when a timing gear stripped and

he had to retire about 20 km from the

finish at City Deep in Johannesburg.

Father Barry Broady was also well

known for winning the inaugural Roof

of Africa in 1969 and following up with

another win in 1970, both times riding a

Honda. His son, Mark, is now restoring

the Honda he rode in 1970.

This annual DJ Run celebrates the

50th anniversary of the staging of the first

of these rallies that commemorated the

original, annual Durban-Johannesburg

road race for motorcycles which took

place between the two cities from 1913

until 1936 when the authorities banned

this type of motor sport event due to

safety concerns.

The 2020 DJ Run which started from

the Heidelberg Museum on Friday,

March 13 and finished at the Shongweni

Equestrian Centre the following day,

attracted an entry of 106 riders, with nine

non-starters and 73 finishers. The finishing

rate was still impressive considering

the “youngest” competing motorcycle

was 84 years old and the oldest was

the centenarian ABC Sopwith of Peter

Gillespie.

Gillespie is a real fan of this little-known

British motorcycle brand,

which only produced motorcycles from

1914 – 1923. Gillespie’s 1920 machine,

which he restored himself, using many

specially made parts, finished a creditable

52nd. However, his team-mate,

80-year-old Paul Button, of Britain, who

is also an ABC owner and worldwide registrar

of the marque, was forced to retire

with a broken tappet adjuster. Button still

managed to cover more than 400 km on

his loaned ABC and thoroughly enjoyed

the DJ Run experience.

Second overall this year was Ralph

35

Pitchford on a 1936 BSA Blue Star with

an error of 173 seconds. Pitchford, an

experienced off-road racer and Dakar

competitor, is a preparer of immaculate

motorcycles and won the DJ in 2016.

Third place was filled by Keegan Ward

(32), who runs a tyre business in Randburg

and is another rider with fairly limited

experience in regularity rallying on a

motorcycle. His error was 188 seconds.

A keen motorcyclist his whole life

and son of Mike Ward, a regular DJ Run

participant and winner of the 2004 event,

Keegan has competed in only four DJ

rallies, with the last time being 2018

when he finished 15th. He did much of the

work restoring his 1936 Norton himself.

He says his rally navigating skills have

benefitted not only from advice from his

father, Mike, but also from two other experienced

rallyists, Stuart Cunninghame,

and Martin Davis.

This year’s event was certainly not

easy for the big field, although the weather

played along on Day 1 and most of

Day 2. The exception was a heavy squall

of rain and hail which passed over the

route on Saturday afternoon and affected

the performance of several competitors,

including drowning the electrics of some

of the motorcycles. The secondary roads

that make up most of the route were also

rutted and potholed, while many speed

humps also put a heavy strain on riders

and their machines. On the second day

they were in the saddle for almost 11

hours!

The Binder family trio of father, Trevor,

and his famous road racing sons, Brad

and Darryn, all qualified as finishers.

Darryn (23) fared best, placing 43rd on a

1928 BMW R52, and collecting the award

for the youngest rider to finish the event.

He had previously ridden the DJ on a

98cc Francis Barnett when he was 16 and

36 DJ Annual Run

not permitted to ride a larger capacity

motorcycle. He was forced to retire after

a number of punctures on that occasion.

His brother, former Moto3 world

champion and now a KTM rider in

MotoGP, Brad, finished 54th on a 1935

Sunbeam. He had problems with a broken

rear mudguard bracket which required

lots of cable ties to try and secure it. He

also had a bolt come loose in the clutch

assembly. However, the big thing is that

he finished, as did his father, Trevor, who

came 44th on his 1925 Indian Scout.

Six of the seven riders from outside

South Africa also qualified as finishers:

the Youngman trio from the United

Kingdom, Dorian Radue from Australia,

Paul Button from the UK, and Anthony

Weber from Zambia, while Andy Kaindl, of

Germany, was forced to withdraw at the

end of Day 1.

Samantha Anderson, who rode a 1918

Harley Davidson, which was the oldest

motorcycle entered in the event, had to

retire near the finish with a lack of spark

for the 1 000cc V-twin engine.

The results on the DJ Run are

calculated on arrival times at various

checkpoints on the route as the riders try

to stick as closely as possible to the set

speeds, with them being able to choose

to run in one of three speed groups: 50,

60 or 70 km/h. The arrival times were at

check points were logged electronically

by an instrument carried by the rider and

downloaded at the end of each day. The

rider with the lowest time penalty was the

winner.

The annual, international DJ Run is

run under the auspices of the Vintage and

Veteran Club of South Africa (VVC), and

organised by a committee with members

from several local classic motorcycle

clubs under the leadership of Clerk of the

Course Larina MacGregor, who was doing

this arduous task for the third consecutive

year.

Awards:

• Best performance by a woman rider – Bev Jacobs (1935 Triumph 21)

• Best performance by a first time rider: Kevin Kohler (1934 Triumph 350)

• Lowest score on Day 1 – Gavin Walton (1936 AJS 9)

• Lowest score on Day 2 – Mark Broady (1935 Velocette MAC)

• Oldest motorcycle to complete the course – 1920 ABC Sopwith ridden by Peter Gillespie

• Oldest rider to complete the course – Neville Smith (1936 Ariel Red Hunter) who is 84

• Youngest ride to complete the course – Darry Binder (1928 BMW R52) who is 23

• Nominated team - Team Prado (Martin Davis, Keegan Ward and Mike Ward)

• Club team - Vintage Motorcycle Club (Mark Broady, Ralph Pitchford and Keegan Ward)

• Most DJ Runs completed – Kevin Robertson (28 out of 30)

RESULTS

Overall results:

1. Mark Broady (1935 Velocette MAC), 146 penalty points

2. Ralph Pitchford (1933 BSA Blue Star), 173;

3. Keegan Ward (1936 Norton Model 18), 188;

4. Gavin Walton (1936 AJS 9), 206;

5. Kevin Walton (1931 BSA Sloper), 219;

6. Martin Davis (1930 Sunbeam 9), 228;

7. Allan Cunningham (1936 Velocette MSS), 237;

8. JC van Rooyen (1936 Ariel NH 350), 255;

9. Adrian and Gerald Hollis (1935 Sunbeam Lion sidecar combination), 257);

10. Mike Ward (1936 Velocette MSS), 259.

THE RIDE

OF THE

FUTURE,TODAY.

Smart dashboard, weather reports, news and

even a radar that tracks your riding mates, are

part of the futuristic smart instrument panel on

the new KYMCO AK550 maxi scooter.

Double front disks with brembo calipers

KYMCO Noodoe is a connected scooter

navigation experience that puts you, the rider,

at the center of everything! App available

on Google Play store and IOS app store.

R154 950 incl.VAT

For more information contact your nearest KYMCO dealership to arrange a test drive or visit www.kymco.co.za.

For more information contact your nearest KYMCO dealership to test drive this incredible bike or visit www.kymco.co.za.

38 Zontes 310X

39

Inevitable

Words: Bill Hunter

Pics: 2ft Stu

Well it was, especially regarding motorcycles from China. We all

knew they’d get it right one day and with this new Zontes 310X

they most certainly have.

The past variants, from any

brand, seemed to have been

brushed under the carpet in a

dust storm of untrustworthy

build quality and mechanical internals

that lasted as long as a bag of

sweet springs rolls at a weed party.

Well forget all of that right now! The

Zontes importers and distributors in

SA have just unveiled this little crimson

beauty and, let’s be honest here,

it’s a very, very attractive motorbike

on all counts.

That’s all well and good you say

but is it just a plethora of pretty

plastic that wraps around a fragile

and asthmatic engine, making it as

exciting as counting erratic ants? No

way man is my resounding answer.

This is one serious motorbike and

so excellent that everyone else who

retails bikes in and around this

300/400 capacity needs to become

very worried.

Let me start with the engine

which has been seen in their previous

models but, for some reason,

is more refined. The 2020 310X is

their second generation though,

which explains the improvements,

because all manufacturers do the

same. It’s still their single-cylinder,

liquid-cooled, DOHC, 312cc unit

with Delphi fuel injection, producing

a claimed 36hp@9,500rpm and

30Nm@7,500rpm. Doesn’t sound a

lot but it’s enough to bounce the 310X

into its rev-limiter in sixth gear at

an indicated 170km/h, not forgetting

that’s also at our Jo’burg 1500m

power-sapping altitude, so I’d possibly

add a tooth to the front sprocket

to lift the gearing, which seems

to be a little too low. When pulling

away I found myself quickly jabbing

through the first three gears to get

into fourth where the 310X felt less

frantic. I could also pull away with

very little clutch abuse, in sixth gear,

which is a totally pointless exercise

but the 310X can do it. Either way

the six-speed gearbox is as good as

40

Zontes 310X

anything in this capacity bracket or, in

some cases, even better.

Once settled into sixth gear, the

310X will happily cruise all day long at

130km/h+, relaying 3.2 litres per 100km

(19-litre tank), on the rather fetching full

colour TFT display. This cute pod has

four different displays if you like change

because you can swap them around to

suit your desire of how the rev-counter

should look - very cool that! It also has

Bluetooth connectivity and two, not one,

USB ports to power and charge whatever.

Other parts operated by the wealth

of buttons are the fuel cap, seat, power

modes (Eco and Sport), electric screen

(up or down) and more. To add even

more entertainment all buttons have a

bright red backlight that looks superb

at night and makes me wonder why all

bikes don’t have the same.

What the 310X does have more than

most is practicality and ease of riding,

seeing as it only weighs 149kg. It’s as

agile as a cheetah full of Red Bull but

nowhere near as aggressive. You just

feel at one with it the moment you ride;

a trait confirmed by everyone who had

a go. “Wow, that’s sooooo nice”, is the

usual comment and I have to agree

because I kept saying it myself, many

times. This all comes down to the ride

quality with vastly superior suspension

to the previous 310X and a new

bigger diameter front disc and fatter

calliper has equally improved that area

too. The braking system has desirable

ABS, which can’t be turned off (well I

couldn’t), from the German Bosch specialists,

again another quality component.

But the best classy part of the 310X

is the outstanding build quality in all

areas, from the CNC machined gold

levers to the dramatically shaped back

wheel. Now there’s no denying that back

wheel and swing-arm is a close relative

to Ducati and those gorgeous twin-pipes

are straight from a MV Agusta Brutale,

as is the MV styled tank. Nothing wrong

with that though as both are memorable

features.

These splendid parts all seem to gel

well because I haven’t, for a long time,

had a test bike which attracts so much

attention and I’m constantly asked if

admirers can take pictures of it. Closet

photographers don’t recognise the

name, yet, but many think it’s a Honda,

which is praise indeed to the Chinese

Zontes factory. And if you’re wondering

how many motorbikes (all sizes) Zontes

make per day from their huge factories,

7,000 is the number and, yes, you read

that correctly!

So Zontes is definitely here to stay in

SA and I’m convinced they’ll only grow

with bigger engines and bikes in the

pipeline as we speak. If they’re anything

like this beautiful 310X then I can’t wait to

enjoy those as well. But, for now, at only

R79,900, the 310X is the first Chinese motorcycle

I can highly recommend buying

and I’ve never said that before, so there!

One more thing, there’s also a new

race series where you can ride one of

these exact bikes and get your knee

down, so do it…

Go to www.zontes.co.za for more

details and dealer locations.

Also have an interesting visit to www.

zontes.com to see the entire range they

build.

K&N Style Filters

Available sizes 28, 35, 39, 42, 48,

52, 54 and 60mm R125.00

8000Ma

Jump Starter & Power Bank R1299.00

18L / min

RAC610 Inflator R449.00 RTG5 Gauge R249.00

Bike and ATV Covers

Available sizes S - XL

From R270.00

Ring Globes

H7 150% Power R330.00

H4 150% Power R290.00

EMGO Top Box

R990.00

DESCRIPTION PART NO. SRP Inc. Vat

SMART CHARGER 1 AMP DFC150 R599.00

SMART CHARGER 3.5 AMP DFC530 R899.00

SMART CHARGER 4 AMP PSA004 R999.00

SMART CHARGER 8 AMP PSA008 R1349.00

SMART CHARGER 4 AMP PSD004 R1199.00

SMART CHARGER 8 AMP PSD008 R1499.00

Rim Locks Front and Rear

From R48.00

R110.00 R465.00

Tubeless Puncture Kits

License Disc Holders

R168.00

Bar Ends

R100.00

Hand Guards

Various Colours available

ABS Plastic R470.00

Alloy R990.00

Scooter V Belts

From R110.00

Tyre Levers

From R95.00

Jerry Cans

From R450.00

Fork Boots

from R120.00

PBA DEALER LISTING

PBA DEALER LISTING

PART NO. DESCRIPTION PRICE

50081406/L CARB CLEANER 400ML 50.00

50201414/L TERMINAL PROTECT RED 50.00

50201415/L TERMINAL PROTECT BLUE 50.00

50320400/L BRK,CLTCH,CHAIN CLEANER 44.00

50500192/L CHAIN LUBE 150ML 34.00

50500193/L CHAIN LUBE 400ML 69.00

50510403/L CHAIN WAX 400ML 71.00

50510404/L CHAIN WAX 150ML 34.00

51528262/L PETROL INJECTOR CLEANER 10.00

53203200/L AIR FILTER SPRAY 55.00

53203500/L AIR FILTER OIL 500ML 55.00

53204005/L BIO FILTER CLEANER 5l 325.00

53204400/L BIO FILTER CLEANER 400ML 47.00

53780300/L SPARK 300ML 44.00

55000314/L TYRE FIX 200ML 45.00

56000001/L FORK OIL SYN 5W 125.00

56000002/L FORK OIL SYN 10W 125.00

56000003/L FORK OIL SYN 2.5W 135.00

56000400/L MOUSSE LUBRICANT 100.00

GAUTENG

ZEEMANS GAUTENG MOTORCYCLES 011 435 7177

BIKING ZEEMANS ACCESSORIES MOTORCYCLES 012 011 435 342 7177 7474

FAST BIKING KTM ACCESSORIES 011 012 867 342 0092 7474

GAME FAST KTM MOTOR SERVICES 011 849 867 7000 0092

MOTO-MATE GAME MOTOR RIVONIA SERVICES 011 234 849 5275 7000

MOTO-MATE EDENVALE RIVONIA 011 234 027 5275 0545

MOTO-MATE KCR MOTORCYCLE EDENVALE FANATIX 011 975 027 5405 0545

JUST PRIMROSE BIKING MOTORCYCLES 011 016 828 421 9091 1153

RANDBURG KCR MOTORCYCLE MOTORCYCLES FANATIX 011 792 975 6829 5405

OFF-ROAD CYCLES 012 333 6443

PRIMROSE MOTORCYCLES 011 828 9091

MPUMALANGA

RANDBURG MOTORCYCLES

BIKE CITY

011 792 6829

013 244 2143

MPUMALANGA

NORTHWEST

BIKERS NORTHWEST PARADISE 018 297 4700

INSANE BIKERS PARADISE BIKERS 014 018 594 297 2111 4700

INSANE MOTOS @ BIKERS KLERKSDORP 014 018 594 468 2111 1800

MOTOS WATER RITE @ KLERKSDORP MOTORCYCLES 018 771 468 5050 1800

WATER RITE MOTORCYCLES 018 771 5050

LIMPOPO

K.R.MOTORCYCLES LIMPOPO

015 297 3291

K.R.MOTORCYCLES 015 297 3291

KZN

ROCKET RACING PINETOWN 031 702 2606

PERRY’S M/CYCLES BALITO 031 110 0056

ROCKET RACING MARITZBURG 033 264 3240

ROCKET RACING PINETOWN 031 702 2606

RBS YAMAHA 031 701 1311

ROCKET RACING MARITZBURG 033 264 3240

UMPLEBY SUZUKI 031 303 8323

RBS YAMAHA 031 701 1311

UMPLEBY SUZUKI 031 303 8323

RIDE HIGH WITH YAMAHA 035 789 1851

RIDE PERRY HIGH M/CYCLES WITH YAMAHA GLEN ANIL 035 031 789 566 1851 7411

PERRY’S M/CYCLES UMHLANGA 031 566 7411

CAPE PERRY’S PROVINCE M/CYCLES HILLCREST

CRAIGS M/CYCLE FITMENT

031 765 2560

021 939 8944

TRAC-MAC CAPE PROVINCE BELVILLE 021 945 3724

TRAC-MAC CRAIGS M/CYCLE PAARDEN-EILAND FITMENT 021 510 939 2258 8944

TRAC-MAC WYNBURG

BELVILLE 021 761 945 4220 3724

NEVES TRAC-MAC MOTORCYCLE PAARDEN-EILAND WORLD CC 021 930 510 5917 2258

TRAC-MAC WICKED CYCLES WYNBURG 021 510 761 2968 4220

MIKE HOPKINS MOTORCYCLES 021 461 5167

NEVES FREESTATE MOTORCYCLE WORLD CC

SALLEYS YAMAHA

FREESTATE

021 930 5917

051 430 3326

SALLEYS YAMAHA 051 430 3326

42 Triumph Rocket III

World Launch

TRIUMPH

ROCKET 3 ‘R’ & ‘GT’

By Michael Mann, Bennetts BikeSocial

www.bikesocial.co.uk

Such was the popularity of the new

but limited-edition, £25k, Triumph

Rocket 3 TFC revealed back in

January 2019, that all 750 of the

UK allocation sold out before the first one

was even delivered. Fast forward several

months to July and instead of basking

in their success, Triumph whipped the

covers off this pair of beautiful brutes

as the Rocket legend lives on; these are

the brand-new, full production Triumph

Rocket 3 R and Rocket 3 GT.

This new Rocket line-up hosts the

same and completely new 3-cylinder,

2.5l engine as that ever-so-slightly more

glamorous TFC version – making it the

world’s largest production motorcycle

engine.

Power-to-weight

The old Rocket III, launched back in

2004, previously held the title of being

the world’s largest production motorcycle

engine, with a purpose-designed

2294cc three-cylinder engine. And while

it slipped from the firm’s European lineup

a couple of years ago in the wake of

Euro 4 emissions rules, it remained on

sale in the all-important North American

market.

With a massive overhaul, the new

pair of Rockets and their Euro 5 friendly,

liquid-cooled, triple-cylinder engines

deliver 165bhp @ 6000rpm, 11% more

power than the outgoing model and, with

an enormous figure of 221Nm (163 lbs-ft)

@ 4000rpm, the highest torque of any

production motorcycle too. Over 200Nm is

delivered from just 2500rpm and doesn’t

dip below that threshold until 5750rpm,

with a red line at 7000rpm where the bike

still offers 160Nm (more than Ducati’s X

Diavel S at its peak).

18kg has been saved in the engine

weight alone with new crankcase assembly,

new lubrication system comprising of

a dry sump and integral oil tank and new

balancer shafts among the many new and

‘mass-optimised’ parts in the completely

revised engine, which is being used as a

stress member.

A total weight saving of 40kg has been

achieved predominantly due to a new aluminium

frame with a forward-facing air

intake and hollow spine, plus those engine

components, while the new Rocket

3 can also boast a host of rider features

and technology.

Top spec electronics suite and comfort

These muscular beefcakes also come

equipped with some high-end tech and

components available to production

motorcycles such as Brembo Stylema

Monobloc brakes, which have only graced

the likes of the Ducati Panigale V4 and

Aprilia RSV4 1100 Factory.

Adjustable front and rear Showa suspension

is coupled with Triumph’s latest

generation TFT instrument where, via the

illuminated switch cubes, Cornering ABS

and Traction Control, four riding modes

(Road, Rain, Sport and Rider-configurable),

all-LED lighting, Hill Hold control,

cruise control are among the options that

can be controlled.

Keyless ignition is a modern feature

while heated grips (standard on the GT,

as an accessory on the R), quick shifter

(up and down), a tyre pressure monitoring

system, integrated GoPro system

and turn-by-turn navigation are optional

extras among the 50+ in the Rocket 3

dedicated range.

This pair of high performance muscle

roadsters are differentiated by the foot

peg position (although both are adjustable),

handlebar design, seat and seat

height, back rest and so much of these

differences are available as official accessories.

The detailing and quality of finish on

the roadster pair in the flesh is of the

highest standard. The internal wiring

through the handlebars offers a fresh,

clean appearance while the brushed

shields of the triple header exhaust system

of this iconic model stands loud and

proud and draws the eye. Another rather

chic part is the design of the pillion foot

pegs which fold over twice to then seemingly

disappear into the fairing.

A 20-spoke cast aluminium 17” and

240mm-wide rear tyre is imposing yet

required when 221Nm and 165bhp are on

offer and Avon Cobra Chrome tyres have

been developed specifically for the Rocket

3 pair.

The Rocket 3 GT boasts a brushed

aluminium pillion backrest although both

models can be easily changed from a twin

seat set-up to a single seat look.

Differences between the Rocket 3 R

and Rocket 3 GT: roadster-style handlebars

while the GT’s are more touring-oriented.

750mm seat height on the R, while

the GT is 773mm though the foot peg

position is adjustable with two vertical

options on the R and three horizontal

positions on the GT.

2020 Triumph Rocket 3 Price & Availability

The confirmed UK prices for the Triumph

Rocket 3 R retailing at £19,500 and

the Rocket 3 GT retailing at £20,200.

Both models will be available in

dealers from early 2020 around the

end of January or early February. By

then the bikes will be fitted with the

full Bluetooth-compatible version of

the TFT screen that connects with the

free ‘My Triumph’ app and enables the

rider to control phone calls, messages,

music, the built-in turn-by-turn sat nav

by Google as well as GoPro operations.

The models we rode at the press launch

weren’t equipped with this functionality,

unfortunately. The one demonstration

bike that had been fitted certainly seemed

jam-packed with technology but for all

the whizz-bang brilliance of a bike being

able to do everything listed through just

one TFT display, I’m a little hesitant about

the multitude of distractions.

The two models also come with

catalogue of 50+ official accessories from

luggage to styling to security.

Power and torque

The gargantuan engine is the obvious

talking point about the Rocket 3 and when

a torque figure of 221Nm is banded about,

you sit up and listen. To put that into

context, a Panigale V4R makes 112Nm,

almost half of the Triumph’s. That said,

the Ducati weighs more than 100kg less.

Nevertheless, with massive figures like

that comes responsibility when it comes

to the physics of weight plus power divid-

43


A six-speed gearbox can be

assisted by an optional extra

quickshifter if required but for

a bike of this size I prefer the

old-school methods of using

a clutch, it offers that sense of

mechanical masculinity

ed by scenery.

For all its brawn, the new Triumph

applies itself to the road in a seemingly

unnaturally brilliant manner. It might

not be the easiest to shuffle around at

low or no speed but it’s well balanced

and comes with a sublime power application

and light clutch action. The initial

1 degree of throttle turn is the “tiniest

bit snatchy”, but remember (how can

you forget) that your right hand is controlling

a 2.5 litre engine and it’s really

nothing to worry about.

The TFC version of the Rocket 3 was

unveiled back in June of this year and

the UK allocation of the limited edition

run of 750 sold out quickly. If it can

make 180bhp then I can’t see why the

R and the GT can’t, although setting a

limited-edition model that has a £5,000

premium on top of the full production

version may have something to do with

that.

Engine, gearbox and exhaust

An almighty roar that is expected from a

monstrous 2.5l, three-cylinder engine is

instead replaced by a more docile rumble

with added ‘pitchiness’ from the rather

distinctive triple header exhaust run on their

way into a combined cat box (no, not where

Fluffy does her business) and out again via

the triple silencers – two on the right side and

another left. It’s a sound we all know and love

from a three-cylinder only with an added bit

of bulk this time. Power and torques figures

alone are striking but when they’re pulling

and pushing a 294kg motorcycle around, and

that’s just the dry weight remember – Triumph

aren’t so hot at dishing out wet weights

– those big numbers are put into perspective

because as smooth as the throttle may be,

the 165bhp is soon soaked up by the shaft

drive and the effort required to shift you the

bike on its travels. Because it’s a low revving

engine not designed for out-and-out performance,

you never feel out of control; the

2458cc heartbeat grabs you by the scruff of

the neck and envelops you in a real riding

experience that is often missing in the more

numb machines on the market.

That said, don’t be fooled into thinking

this is a ploddy cruiser. The throttle connection

is mint and when you’ve sorted you’re

braking distances for the more energetic

style of riding and committed to the corner,

the Rocket 3 accelerates with hard and fast

with charming panache instead of attempting

to tear your arms off.

A six-speed gearbox can be assisted by

an optional extra quickshifter if required but

for a bike of this size I prefer the old-school

methods of using a clutch, it offers that sense

of mechanical masculinity. Six gears may be

the modern requirement but the number is

just an indication, each gear is tall enough

with a long and lazy rev range courtesy of all

that torque and fifth has plenty of low down

grunt and touring ability as was evident along

the stretch of dual carriageway on the press

ride. A fellow journalist claimed to have seen

in excess of 150mph on one particular stretch

so once wound-up, the Rocket is quite well

propelled.

Typically for a big bike like this, a shaft

drive offers a lower maintenance cost method

of propulsion as opposed to the chain or belts

on others.

The latest version of the Rocket 3s engine

is a whopping 18kg lighter than the outgoing

version despite the increase in capacity

– 11kg alone has been saved with the new

crankcase assembly – and it’s easy to ride at

any speed. Having said that, it still prefers

fast to slow and is at its happiest with throttle

still opening, trying to rip the top layer of tarmac

from Tenerife’s oh-so-smooth roads.

2020 Triumph Rocket 3 Economy

I’ve said it before and I’ll say it again, unsurprisingly

press launches are not the most

economical although do give us an indication

of worse case scenarios – Triumphs


(calculated) claim of 41.45mpg from the

18-litre tank should result in 160-or so

miles between fill-ups yet the 34.2mpg I

witnessed, according to the TFT display,

would return a 136-mile range.

Handling, suspension, chassis and

weight

Size is obvious but dexterity less so. For

a giant of a bike, Triumph’s engineers

have worked so hard at reducing as much

mass as possible; 40kg in total over the

outgoing model primarily by introducing

an all-new aluminium frame and swing

arm as well as shaving 18kg with a new

engine. Yet even its dry weight still tips

the scales at 291kg (R) / 294kg (GT) so it’s

a good job the power and balance of the

chassis complement its road handling.

In conjunction with some well-refined

traction control setting, model-specific

Avon Cobra tyres keep the Rocket 3 heading

in a straight line as opposed to sitting

and spinning (except when you fancy

being a hooligan and turn TC off) and even

the massive 240 section rear tyre leans

well into the corners with no sudden lurch

as you tip the bike in. A muscular performance

cruiser/roadster are words that

usually go together except in this case.

I rode the Keanu Reeves-inspired Arch

KTGT1 last summer which has similar

traits, a whopper of an engine in a chassis

still designed to iron out the corners and

the Triumph does just the same. You can’t

go bowling in too deep because the geometry

won’t allow any form of apex finding

but set the bike up well on the approach

and entrance and reap the rewards of all

that torque on the corner exit.

Manually adjustable USD Showa front

forks lurch a little under hard braking and

then rebound just as urgently although

with the dynamics of such a machine all

can be forgiven because making adjustments

to calm that down will have a

detrimental effect on the ride quality. The

rear Showa unit is a plush system and

following another Rocket 3 ridden by the

experienced guide riders at close quarters

demonstrated how much it soaks

up – while it jiggles about over the bumps,

the rider appears as though he’s gliding

through the air.

2020 Triumph Rocket 3 Brakes

Almighty dual 320mm discs assisted

by top spec Brembo M4.30 Stylema®

4-piston radial monobloc calipers and

cornering ABS function perform spectacularly

when considering the bulk and

performance of the Rocket 3. At the rear

a single 300mm disc with Brembo M4.32

4-piston monobloc caliper compliments.

I’ve never been much of a rear brake user

but on this occasion, it settles the bike

well and the ABS isn’t too intrusive.

Initial bite and is firm without being

aggressive while the gradual increased

pressure is consistent yet powerful. Because

they’re linked, using just the front

brake lever will also add a little rear stopping

performance too for added balance.

Comfort over distance and touring

The R’s riding position is more suited

to the constant second and third gear

corners of varying tightness around

Tenerife’s spectacularly scenic mountain

roads with its peg position slightly further

back and handlebars that require a little

extra reach. Yet the GT with its fly screen

is the preferred option for the longer

open road stretches. The screen is ideally

located and, while not adjustable, suited

my 6ft frame with plenty of protection.

This iconically silhouetted Rocket 3

comes with 20-spoke, cast aluminium

17” front and 16” rear wheels and for

the eagle eyed, the wheels between the

R and the GT have slightly different finishes.

Usually I don’t find roadster types

that comfortable – Harley’s Street Rod or

Triumph’s own Bobber are crucifying on

my coccyx yet the comfort of the seats on

the R and the GT, made me happy to soak

up the miles. On a press ride, there’s never

normally more than 50-miles at a time

without a stop for photos, so only a full

tankful of miles will allow me to judge

long range comfort concerns.

Triumph has moved some way to alleviating

my worries by providing adjustable

foot peg positions and interchangeable

handlebars between the models;

yet another example of some top British

engineering and classy, well thought out

ergonomics.

Stacks of ground clearance helps

achieve some sportier cornering angles

without fear of scraping away your foot

pegs and a reassuringly consistent cornering

feel is only hampered if you get on

the gas a little early which tends to drag

you towards the edge of your lane.

Rider aids and extra equipment

The angle-adjustable full colour, second

generation TFT screen is relatively

user-friendly and sophisticated, all of

which is operated via the illuminated

home, mode and 5-way joystick handlebar-mounted

switches. Once the ‘My

Triumph’ app is fully developed, which

will be in time for when the production

models arrive in dealerships, there’s

plenty of options and personalisation to

learn and get used to; from rider modes

to traction settings, sat nav and GoPro

controls as well as display layouts too.

Hill-hold control is operated by

a squeeze of the front brake lever at

standstill which automatically applies

the rear brake, handy when waiting on an

incline or decline. Keyless ignition, cruise

control (via one two-way rocket switch)

and heated grips (optional on the R) as

well as an under-seat USB charging point

and conveniently positioned 12v socket in

front of the handlebars are all examples

of the rider-specific attention to detail of

this model.

Rivals

It’s easy to spot there’s not one production

bike with an engine of this size

yet alternative powerful cruiser types

come in the form of Ducati’s XDiavel or

Harley-Davidson’s Fat Boy. The Arch KR-

GT1 or Indian Chief Dark Horse would be

considered as alternatives but the Rocket

3 duo stand alone with the combination of

power, electronics and flexibility in terms

of riding styles.

Presented by

21 - 23 AUG

2020

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Celebrating 5 years

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48 Kawasaki Z H2

2020 can be the year for the wildest naked bikes the world has ever seen, the Z H2

might just be right on top of the perch. Possibly the wildest one of the lot.

Words: Clinton Pienaar

Pics: Beam Productions / Kawasaki Press

There is basically three ways of

riding a bike like this and let

me talk you through them, it’s

actually a very refined machine

and although it’s an almost 200

Hp naked, you can actually ride it in a

very sedated kind of way, if you needed or

wanted to.

So starting off with the sedated riding

way, if you are the kind of person who

likes to ride something with the knowledge

that at any point, at the flick of a

switch, or the further twist of the throttle

it could turn into a fire eating predator.

Then this Z H2 might be the ideal bike

for you. It’s easy to ride, the quick shift

up and down works easily and smoothly

although at low revs I preferred using

the clutch. The tidal wave of a push from

the super charger even at very low revs

makes you feel like you just gently stroking

the head of a T Rex, its very rewarding

to ride in this manner but without revving

it a little hard you not hearing the whistle

of the super charger, and for me the is

what this bike is about.

Then the more brisk way, and my

49

ideal sweet spot. This makes it feel

alive with pops and whistles from the

super charger, the quick shifter up and

down likes a bit of hard accelerating and

braking to make it work even smoother

and the surge of torque when you get

full boost at lower revs seriously puts a

smile on your face with every twist of the

throttle. No jokes, not including high way

riding here because it is still a naked and

will kill your neck with out-right speed

and wind force, through the open stretching

roads in a suburb or twisting country

road, this bike ridden briskly is like riding

a bike that is alive. I absolutely loved the

way in which it makes power, the noises,

the engine feedback and even the riding

position. It all just works in a manner that

makes you absolutely love the experience

of motorcycling.

Then out-right savage, flat out riding

as your third option. You need all hands

on deck and 100% concentration here,

bring your race face and A game. It’s arm

pulling acceleration, traction control kicking

in (the sound is very Kawasaki ZX10

esque), constant popping of wheelies, the

50 Kawasaki Z H2

INSANE?

Can you live with an almost-200 hp supercharged hyper-naked? With power wheelies from

first gear all the way to fourth, and stretching your arms with every twist of the throttle,

there’s no doubt that this bike is insane, but it is so rewarding and exciting to ride. And electronics

have put some gloves on Mike Tyson’s naked brute force of punch, so the answer is a

big fat YES!

wheelie control working over time. It

heightens your brute force awareness,

if there is something like that. Have I

gone too far here? I’m trying to give you

my definition of how it feels. It’s that

brutal, but at least they have put gloves

on Mike Tyson, but he will still knock

you the f… out. The straight up riding

position for sure adds to the accelerating

feeling.

STYLING

Let’s start at the beginning of this Big

Z bike. Where did it start and what else

is available in the green factory? Right

FLY-SCREEN

The headlight on the Z H2 is fixed

with only the fly screen above it

turning with the handlebars

UNMISTAKEN

Kawasaki introduced their ‘Sugomi’

design concept with the Z1000 in

2003—a philosophy that evokes the

idea of a predator ready to strike.

That striking design is still present in

the Z H2, and you can still recognise

it as a big Z.

now Kawasaki offer a whole range on

their Z series of bikes, start of with the

little Z400, then move op to the Z650

(which we test in next month’s issue),

then the Z900 which to most is the

sweet spot of the lot. But going back,

Kawasaki has had a long history with

bikes that are not, what’s the right term

here, not politically correct for want

of the right term here, with the whole

world going softer or more green (not

Kawasaki green) with eco mobility. Go

back to the days of the Z1, the GPZ750

turbo and the straight line bullet the

first ZZR1100. Kawasaki have always been

happy to show the world that they happy to

buck a trend. This Z H2 is exactly built in that

spirit which makes this Kawasaki a Kawasaki.

The bike’s styling is typical Kawasaki,

all angles and edges, but the Z H2 isn’t likely

to be confused with any other model in the

firm’s range. The front end is particularly

unusual, with the headlight remaining in a

fixed position rather than turning with the

bars. Only the small fly screen moves with

the steering. The front end design means

Kawasaki has been able to route a ram air

duct for the supercharger right up to the

nose, with an intake on the left-hand side of

the LED headlight unit.

ERGONOMICS

It’s not a small bike, but the riding position is

a lot more aged gentleman friendly than say

for instance the H2 or H2R, even a little more

rider friendly than the touring SX, although

wind protection on the SX is surely missed

above 160 km/h. Since the gear ratio is a bit

shorter on the Z H2 than it is on the H2 SX,

and the riding position more upright, the

acceleration feels even more violent.

POWER

A claimed 197 Hp at 11000 rpm and 137 Nm

at 8500 rpm with the max torque coming in a

1000 rpm earlier than on the SX. It’s the way

in which it makes it that makes this bike such

pleasure to ride.

WEIGHT

The new Z also weighs a significant 17kg less

than its H2 SX brother (239kg claimed kerb

weight against 256kg for the SX) with much of

that saving coming from the obvious lack of

bodywork.

EXHAUST

A new exhaust design (still not pretty in my

eyes) now houses a larger catalyst while

Kawasaki claims new, longer manifold tubes

improve low-down power. These modifications,

as well as a smaller exhaust end-can,

have also helped with the Z’s diet.

TRELLIS FRAME

The steel trellis frame looks similar to the

H2 SX’s but has been redesigned to accommodate

a shorter (by 35mm) wheelbase and

a double-sided swing-arm which also helps

bring the price down. Not that it’s a budget

machine. The suspension features a Showa

SFF-BP fork and matching rear shock, while

Brembo provides its radially mounted M4.32

calipers.

ELECTRONICS

As usual, there’s a vast array of electronics at

hand to help tame the performance. Multiple

riding modes are tied into the bike’s IMU-assisted,

lean-sensitive traction control, and

ABS while also selecting one of three power

levels: 100, 75, or 50 percent of the maximum

output. Launch control is standard and

there’s an up/down quickshifter for clutchless

shifts. You even get cruise control and,

All Things Italian

Building No. 3, Bryanston Boulevard, 2985 William Nicol Drive, Bryanston 2102

Contact Sean or George on 010 443 4596

52 Kawasaki Z H2

via Kawasaki’s app, you can monitor

information including maximum lean

angle.

TFT DASH

A simple, full-color TFT LCD screen

provides information on all those

electronic functions, as well as

displaying all the usual dashboard

information and includes Bluetooth

connectivity for your phone. This

is the new look dash on all Z bikes

but the Z H2 looks a little more up

market.

CONCLUSION

With a claimed 197 Hp at 11000 rpm

it’s not quite at the claimed hp of the

new Ducati Street Fighter V4 or the

MV Agusta’s Brutale 1000 who both

claim over 200 Hp. But with the force

fed Super Charger and the way in

which it makes its power. Although

I have not ridden either of the other

two, with a claimed 137 Nm at 8500

rpm, the torque figure coming in

at much lower revs than naturally

aspirated engines, this bike should

leave the other two in it’s wake. This

is the year of the naked bike and if

you just think of what’s available out

there, think of the new KTM 1290

Super Duke R, the up dated BMW S

1000 R, the latest Aprilia RSV Tuono

Factory, the current Yamaha MT-10,

the current Triumph Speed Triple and

on the cheaper side the new Suzuki

GSA1000. This is for sure the year of

the naked, and for now, my feeling

is that Kawasaki might have just

knocked the nail on the head with

this bike, it’s quite phenomenal.

The Z H2 will

weigh more than

most of its naked

competition, but

with 137Nm of torque

and 197hp it should

be a ripper.

TRUSTED

BY THE BEST

RIDERS IN

THE WORLD!

Pic by ZCMC

Wade Young, Roof of Africa 2019 Winner

GRIP

All-new rubber compound and tread

design helps provide exceptional grip,

including on wet and slippery surfaces.

VERSATILITY

Homologated for road use, but is not

designed for prolonged use in a single

journey.

LONGEVITY

15% improvement in longevity and

significantly more stable, reliable

performance time after time.

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54

BMW R 1250 R

The Urban

COMMUTER

Lance Rothschild has contributed various articles to SA Superbike over the years.

His primary biking passion is for Adventure Biking and he has amassed a wealth

of information on riding in the greater Garden Route area. Recently a business

opportunity saw Lance relocating to Johannesburg, where he commutes between

Rivonia and Houghton on a daily basis.

Over the coming months, Lance will

review several bikes in urban traffic

and write about what it is like to

commute on these. These reviews will

include a broad range of two-wheeled

options. Whether you are a seasoned

rider, or newly considering getting onto

two-wheels, this series of articles will

share the practicalities of the various

bikes and give you an overview of how

well suited they are for urban commuting.

When I attended the media launch

of BMW ’s R1250R, S and ST last year,

I thought that the naked 1250R would

be a fun bike to commute on. Although I

didn’t get a lot of time on the bike at the

launch, and although most of my riding

was on open roads, my feeling was

that the 1250R could be a great urban

commuter.

I took delivery of the bike at my

offices in Houghton and rode it home

late that afternoon. I left the offices later

than planned and although traffic was

heavy and the light was fading, I had a

great ride home. I’m not going to delve

too heavily into the technical aspects of

the bike – as that has already been done

in other articles

Riding in the Jhb traffic is always

a challenge and you have to keep your

wits about you at all times. “Ride as

if everyone on the road is out to kill

you – and arrive at your destination

pleasantly surprised” is my mantra for

riding anywhere there is traffic. Eskom’s

loadshedding raised the bar in terms

of complexity in the traffic as motorists

are frequently frustrated and you have

to be extra cautious of drivers making

last-minute lane-changes. You also need

to be agile to always look for space for

yourself and this is where the “flickability”

of a smaller commuter bike comes to

the fore. The 1250 belies its size - it feels

like a smaller bike when riding, but you

are always aware that you have lots of

ponies at your command.

The riding position is very comfortable

with the upright seating position

giving excellent all-round visibility. The

bike feels a little “broad’ when first

heading out onto the road. However

with the weight down low on the 1250

Boxer motor, it is surprisingly agile and

manoeuvrable when lane-splitting. The

brakes are great and the quickshifter

makes for easy clutchless riding. Getting

in and out of tight spaces in the traffic

and lane-splitting was easy particularly

with the lower seating position (when

compared to taller bikes) making for

easy handling when moving slowly in

heavy traffic.

My 12 km commute was a doddle on

this bike and where past experience in

the car during loadshedding took over

an hour and 15 minutes, I got to the

office in 23 minutes. Fuel consumption

in the urban environment is also pretty

impressive with me achieving between

5.8l/100km to 6.3l/100km depending on

traffic and how aggressive I was with

the right hand, and the ride mode that I

selected. I found ROAD more than adequate

for the urban commute – although

the DYNAMIC PRO mode was also great

fun, but wasted on short blips between

traffic lights.

I encountered a mix of weather conditions

and so also got to try the RAIN

mode – which was great when the roads

were wet and slippery. It inspired confidence

in the bike and intervened when I

gassed the bike hard on the wet tar.

I did take the bike on a breakfast

run on the weekend when I was invited

to join “The AK Riders” on their Sunday

morning jaunt. I was impressed at how

well the 1250 R handled at high speed

with the absolute minimum of buffeting

and discomfort. We covered over 300km

in the morning and I was not fatigued at

all after the ride. I must admit to having

got a lot of bugs on my jacket and helmet

(far more than I am used to), but rider

comfort was great.

My initial impression of the 1250 R

was right – it is a great commuter. Whilst

it is easy to ride, I wouldn’t recommend

it for a novice, because it may be a little

intimidating, but it is a bike that I would

gladly own for a daily urban commute

and also for a nice weekend run, or even

a trackday session.

55

Rider: Darryn Binder

Team: CIP Green Power

Bike: KTM

58 BMW R 18

The new BMW R 18

Article and images supplied by BMW Motorrad

With the new R 18, BMW Motorrad now enters the cruiser segment. Like no other BMW motorcycle before it, this model stands entirely in the tradition

of historical BMW motorcycles – both technically and in terms of design style. It borrows from famous models such as the BMW R 5, shifting the focus

back onto the motorcycle essentials: purist, no-frills technology and the boxer engine as the epicentre of riding pleasure, combined with “good

vibrations”.

59

The new BMW R 18:

supreme cruiser with

historical roots.

With the new R

18, BMW Motorrad

now enters the cruiser

segment. Like no

other BMW motorcycle

before it, this model

stands entirely in the tradition of historical

BMW motorcycles – both technically

and in terms of design style. It borrows

from famous models such as the BMW

R 5 both technologically and visually,

shifting the focus back onto the motorcycle

essentials: purist, no-frills technology

and the boxer engine as the epicentre

of riding pleasure, combined with “good

vibrations”. What is more, classic design

is combined in the R 18 with clear-cut

yet contemporary technology to create a

fascinating overall concept – offering a

riding experience that is as cultivated as

it is emotional.

The most powerful BMW boxer engine of

all time with abundant torque.

The centrepiece the new BMW R 18

is a newly developed 2-cylinder boxer

engine – the “Big Boxer”. Both its impressive

appearance and its technology

reflect a continuation of the traditional

air-cooled boxer engines that have

offered an inspiring riding experience

since BMW Motorrad began production

in 1923. The most powerful 2-cylinder

boxer engine ever used in motorcycle

series production has a displacement of 1

802 cc. The peak output is 67 kW at 4 750

rpm. From 2,000 to 4,000 rpm, over 150

Nm of torque is available at all times, and

this elemental pulling power is combined

with a full, resonant sound.

Double-loop steel tube frame and rear

swingarm with enclosed axle drive in

rigid-frame look.

The centrepiece of the suspension in

the new R 18 is a double-loop steel tube

frame. Its design perpetuates the longstanding

BMW Motorrad tradition of this

60 BMW R 18

The R 18 First Edition: exclusive look in

paint and chrome.

The new R 18 will be offered worldframe

type. Outstanding manufacturing

quality and a meticulous attention to

detail is also evident in unapparent features

such as the welded joints between

the steel tubes and the cast or forged

parts. Like the legendary BMW R 5, the

rear swingarm – sporting a comparable

design – surrounds the rear axle transmission

in authentic style by means of

bolted connections.

The old and the ‘new’

Telescopic fork with fork sleeves, cantilever

suspension strut, wire-spoked

wheels and disc brakes.

The suspension elements of the new

BMW R 18 deliberately dispense with

electronic adjustment options. Instead,

a telescopic fork and a directly mounted

central suspension strut with travel-dependent

damping and adjustable spring

preload ensure superior wheel control

and attractive suspension comfort. As

in the legendary BMW R 5, the tubes of

the telescopic fork are encased in fork

sleeves. The fork tube diameter is 49

mm, while the suspension travel is 120

mm at the front and 90 mm at the rear.

The new BMW R 18 braking system

consists of a twin disc brake at the front

and a single disc brake at the rear in

conjunction with four-piston fixed callipers.

Meanwhile the wire-spoked wheels

ensure a supremely stylish appearance.

Harmonious ergonomics for optimum

vehicle control.

In keeping with the BMW Motorrad

philosophy, the new BMW R 18 features

a laid-back positioning of the footrests –

so-called “mid-mounted footpegs”. This

classic position behind the cylinders is

not only typical of BMW, it also enables

a relaxed and active riding position for

optimum vehicle control.

Three riding modes along with ASC and

MSR for a high degree of riding pleasure

and safety as standard. Reverse

assist and Hillstart Control as ex factory

options

The new R 18 also offers the three

standard riding modes “Rain”, “Roll” and

“Rock” – unusual in this segment – so

as to be able to adapt to individual rider

preferences. The standard trim also includes

ASC (Automatic Stability Control,

disengageable), which ensures a high

level of riding safety. In addition, the new

R 18 is equipped as standard with engine

drag torque control (MSR). Among other

options, a reverse assist makes manoeuvring

convenient, while the Hill Start

Control function facilitates uphill starts.

The new R 18: iconic style newly show-

cased, featuring a rigid-frame look, modern

technology and authentic materials.

The R 18 masterfully transposes the

iconic style of bygone times to the present

day, retaining a purist design in numerous

details that is mainly influenced by

classics such as the BMW R 5. It is no

coincidence that functional and stylistic

elements such as the double-loop frame,

the pear-drop tank, the open-running

driveshaft and the pinstriped paintwork

(ex factory option) are reminiscent of the

legendary boxer dating back to 1936. The

classic bodywork features of the R 18 are

also made of metal – as befits an authentic

classic. The suspension is likewise

aptly reminiscent of the legendary R 5.

Together with the double-sided swingarm

and a cantilever suspension strut, the

rigid-frame concept of the R 5 is perfectly

transported into the modern age in visual

terms.

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62 BMW R 18

wide as an exclusive R 18 First Edition

right from launch, with a standard model

reserved additionally for certain markets.

It combines the R 18 look with exclusive

equipment features in a classic black finish

with white pinstriped paintwork. Other

highlights include numerous chrome surfaces,

a seat badge and a “First Edition”

chrome clasp on the side covers.

Conversion-friendly design as a prerequisite

for straightforward customising and

optimum individualisation.

More so than virtually any other

motorcycle, the new R 18 offers a highly

conversion-friendly design – a focus

even in the early design phases of the

basic motorcycle layout. As a result it is

equipped with an easily removable rear

frame and a simple-to-dismantle painted

part set. Carefully conceived attachment

points for the hydraulic lines of the

brake, clutch and cable harness likewise

allow easy installation of higher or lower

handlebars in conjunction with matching

hydraulic lines and cable harnesses. In

addition, the visible valve covers (cylinder

head covers) and the belt cover (engine

housing cover) are designed in such a

way that they are located outside the

oil chamber, making them very easy to

change.

Customising parts and Roland Sands design

collections “Machined” and “2-Tone

Black” for the new R 18.

The BMW Motorrad equipment range

offers a maximum selection of individualisation

options with which to adapt the R

18 to personal taste and preferences. The

wide range of different parts available

from the programme of Original BMW

Motorrad Accessories allows individual

customising that significantly alter the

character of the R 18. For the market

launch of the new R 18, two different

design collections of milled aluminium

parts are available, created in collaboration

with Roland Sands Design: “Machined”

and “2-Tone-Black”.

Co-branding with famous brands: BMW

and Mustang seats as well as BMW and

Vance & Hines exhaust systems “Made in

USA”.

For the accessories and customising

programme of the new R 18, BMW Motorrad

is collaborating with Roland Sands

Design and several well-known suppliers

including US manufacturer Mustang Seat

to offer different versions of high-quality

hand-made seats. In addition the customising

potential for the exhaust systems in

cooperation with Vance & Hines is no less

creative.

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64 International BMW GS Trophy 2020

March 2020

65

Getting into the GS Trophy team is sometimes a longer road than actually going to the

international event. A huge motto of the GS Trophy is “You’re already a winner”.

Words: Byron

Pics: BMW Press

While this doesn’t necessarily

bode well with our normal

South African attitude

towards competition, it is true.

The road leading up to that point,

the hundreds of hours (and Rand)

spent training and learning how

not to drop your bike and the battle

through the elements and mental

games that the final qualification

days throw at you - that’s really

where the hardest part lies. This

year, the top 3 spots were a close

fight until the final day, with Cobus

Theron taking 1st, BJ Vosloo taking

2nd and Brandon Grimstead closing

off the team in 3rd.

For the participants of the GS

Trophy, this will be their first taste

of the sponsored life - being flown

overseas to ride and looked after in

BMW fashion for just over a week.

Each rider was given a bag full

of custom, GS Trophy specific kit.

BMW Motorrad South Africa went

the extra mile for our team and

had our helmets covered in a fully

custom design incorporating the

black and gold colour scheme that

matched the official Oceana pallet.

Each rider’s name was on the back

arching over an illustration of the

spectacular terrain New Zealand

had waiting for us. This is what

BMW means when they say you’re

already a winner.

New Zealand has an 11 hour

time difference to South Africa.

While we were waking up at 4:30am

to start packing a dew covered

tent into an already wet bag from

the night before, our bodies were

slowing down for the day expecting

dinner. Get on the bikes and ride for

2 hours in the snow capped mountains

– then stop and do a skills

test. Bodies are asking “when is

bedtime”.

A big challenge of the Trophy

many forget is the mental one. 10

hours of actual engine run time according

to the bikes computer, per

day, with wake up calls around the

04:30 mark (one day even earlier to

03:30) and bedtimes of around 22:00

(sometimes after midnight for us

media). By the end of the event participants

are falling ill, struggling

to pick their bikes up off the side

stand. It is during these times that

teams struggle to keep together and

not lose their cool. This is where the

Trophy is won or lost.

First day on the job was for setup.

All the participants were taken

through all the briefings, medical

checks and sponsor talks. The

ceremonial bike handover and of

course general socialising – getting

to know all the other participants

from 23 nations around the world.

This will be the last time they get to

really mingle with each other without

something to worry or stress

about. For the next week, while

being together at night is social,

there is still an element of competition.

Teams would usually be in

bed straight after that day’s scoring,

results and tomorrow’s briefing.

The more sleep, the better.

South Africa’s run started off

a little rocky, with us laying in 6th

after the first day. The boys felt the

pressure and it showed. Competing

on an international stage with

cameras and the top brass from the

brand many have sworn allegiance

to watching from the sideline. Feeling

the pressure, as it were, was

to be expected. We regrouped that

night, talking and discussing about

what we could have done better

and how we can improve on certain

aspects of our strategy. I believe

we were one of, if not the most

strategic teams there. Each night

we’d debrief the day and talk about

where we can improve. The results

showed the value in this.

Day 2 we climbed a few places

up to 4th thanks to some thought,

muscle and obviously some skill.

50% of the days points were earned

riding the bike, the other 50% pushing.

We placed 1st on the 1st stage

of the day and 9th on the 2nd stage,

with Brandon setting a brilliant time

on the beach race. The time gap

between 1st and 10th place was under

a second. That evening we were

treated to some local sheep farming

and herding techniques presented

by a sheep farmer in the neighbouring

town. If you weren’t aware,

New Zealand is very well known

for the number of sheep. With only

3 million people, there are over 60

million sheep!

By day 3 we were getting used

to the early, cold and dark starts

to the day. Packing the tent was

slowly becoming second nature and

66 International BMW GS Trophy 2020

where you put your torch was no longer

a problem. A quick ride down to the 1st

special on the beach. This is where our

roller coaster of a day started. BJ was

nominated as our rider for that stage

but struggled in the sand, dropping the

bike twice. Nonetheless, the team held

together and we moved on as one. The

2nd and final stage of the day was the

other side of the roller coaster, with

Cobus laying down a perfect run through

the trials course, placing 1st overall.

These two scores combined, and the

fact that some of the other high ranking

teams had some issues in the trees, we

were bumped up another two spots into

2nd place.

Day 4 was somewhat of a rest day

– we were up at 3am to make the ferry

across to South Island. Luckily, the ferry

ride itself was 3 hours so not long after

we left port, all 140 riders were strewn

across the deck sleeping wherever they

could find a place. It was also during this

time that we were given a written test on

some difficult technical questions about

BMW. Following that, a brief ride into

camp where the teams were given a bike

and tested mechanically. We also had

a small navigation challenge but in the

end, we held our 2nd place overall.

Day 5 was some amazing riding up

high into the mountains for the first

stage. A tricky route with information

which needed to be recited at the finish.

South Africa took the win on this one before

heading back to camp for the final

challenge. While the challenges may not

have been too special, the final result

was. South Africa took the lead!

Day 6 was a long day with a time

based challenge to start. We didn’t do

as well as we’d hoped in this one and

because of timing and some tough decisions,

we were forced to skip a part of

the route in an effort to conserve energy

for the days to come. While losing some

ground, we held our 1st place overall.

Day 7 was an ice cold start into what

was known as the Akrapovic challenge.

A no-holds-barred race against the

clock. Special stage 2 was another

non-riding one, with teams getting

scored on the distance it took them to

start the bike without battery power. A

simple bump-start really. Again losing

some ground, we managed to keep our

1st place if only by a few points.

Final day. If there wasn’t enough

pressure at the beginning of this, there

sure was enough now. Our first stage

was another time based one in which we

opted to give it everything. An unlucky

(and very uncharacteristic) crash shortly

into the stage cost us massively, putting

us at the bottom of the log for that one.

Special stage 2, the grand finale of the GS

Trophy and known to be the most technical,

counted double points. We had lost

the lead at this point so it was now or never.

Fortunately, after a solid pep talk and

some strategising of who’s going to ride

at what pace where, our boys laid down

the best possible run they could have –

Brandon and Cobus scoring 0 penalties!

This performance by the team gave us the

win in the end, with a margin of 12 points

over France and Italy.

The prize giving and the party that

followed that night really shows what

this event is all about. Regardless of

your team, where you’re from, how much

money you have, the colour of your skin –

everyone supports everyone.

Now that it’s all over, with South

Africa taking its third win at the GS Trophy

and making it the most successful nation

in the events history, the boys are back

home and trying to find their way in

normal life again. There will be an official

celebration on the 28th of March at BMW

Donford Motorrad in Cape Town. Come

join – there will be some more stories

there for sure.

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68 MotoGP News

IANNONE HANDED

18-MONTH SUSPENSION

The FIM International Disciplinary Court (CDI) has imposed an 18-month suspension

on the Italian

The FIM International Disciplinary Court

(CDI) handed down on 31 March 2020 a

decision imposing a period of ineligibility of

eighteen months on Italian MotoGP Rider

Mr. Andrea Iannone, commencing on 17

December 2019 (i.e. the effective date of the

Provisional Suspension) and which shall

end on 16 June 2021.

Following a routine In-Competition

doping test conducted at the round of the

FIM Grand Prix World Championship held

in Sepang, Malaysia on 3 November 2019,

Mr. Andrea Iannone tested positive for

Drostanolone metabolite 2a-methyl-5a-androstane-3a-ol-17-one,

a WADA prohibited

substance under heading “S1. Anabolic

Agents, 1. Anabolic Androgenic Steroids

(AAS), a. Exogenous AAS” of the FIM Anti-doping

Code.

Following notification of his adverse analytical

finding Mr. Iannone was provisionally

suspended by the FIM since 17 December

2019.

A hearing before the CDI on the merits of

the case was held in Mies (Switzerland) on 4

February 2020. At the end of the hearing the

CDI panel decided to suspend the hearing

pending the additional and final written

submissions of the parties (i.e. 28 February

2020).

Mr. Iannone is disqualified from Round

18 of the 2019 FIM Grand Prix World

Championship held on November 1-3, 2019,

in Sepang (Malaysia) and Round 19 of the

2019 FIM Grand Prix World Championship

held on November 15-17, 2019, in Valencia

(Spain) with all of the resulting consequences

including forfeiture of any medals, points

and prizes.

An appeal against the CDI decision may

be lodged before the Court of Arbitration for

Sport (CAS) in Lausanne, Switzerland within

21 days from the date of receipt of the CDI

decision pursuant to Article 13.7of the FIM

Anti-doping Code.

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70 Ducati Panigale V4 S

DUCATI

GIVESYOU

WINGS

Ducati have added aerodynamic wings

to their V4S and tamed the power, does

it work on track?

Words: Adam Child ‘Chad’

Photography: Milagro

71

In World Superbike Ducati looked unstoppable

at one stage. And in Moto GP, if you

didn’t have wings last season, you were

effectively bringing a knife to a gunfight.

In fact, downforce-generating wings are

dominating racing and now the technology

is filtering down to the end-user on the

road, which is great news for you and I. Not

only do they look cool, they are a huge advantage

on the track.

For 2020 Ducati has added its distinctive

wings to the Panigale V4S, further

enhancing the beauty and desirability of the

Italian-made masterpiece. But the wings

tell only half the story, other improvements

include; updated Evo 2 electronics, revised

handling, and easier-to-use power characteristics

with lower torque in the first three

gears.

International journalist, and former Isle

of Man TT racer, Adam Child, flew to Bahrain

to test out the new V4S around the very

fast 5.4km F1 track. And yes it rained, in the

desert, where it never rains. But if Ducati are

claiming their new V4S is easier to ride, dare

we say more ‘user-friendly’, then what better

way to find out than in the wet at 185mph?

Will the clever electronics be able to control

212bhp over standing water? Time to put on

those big-boy pants.

DEVELOPED by Ducati Corse, the factory’s

MotoGP and World Superbike teams, the

2020 V4S’s new wings are the same shape

and dimensions as those on the WSBK Panigales.

Aside from looking cool and instantly

shouting ‘I’ve bought a new Ducati’, they exist

to create downforce and are now standard fitment

on the S and the standard model. They

are the same as the current R model, but not

in carbon fibre.

Like an aeroplane wing (in reverse)

they only make a difference at high speed.

At 60mph they create 4kg of downforce; at

120mph, 16kg; and at 180mph, 37kg. Flat out

at a restricted 186 mph is like having ET sat

in a basket on the front adding weight to the

front.

This downforce has several benefits, chief

among them a reduction in power wheelies

as all that weight is pushed down onto the

front end, meaning less electronic intervention

by traction control and, for the rider,

less rolling off of the throttle. With so much

power on a 200bhp-plus superbike it’s hard

to control wheelies, especially when you

throw a few crests into the mix. Trying to stop

a superbike wheeling around any track which

undulates is a real challenge – one that

usually necessitates having to lengthen the

wheelbase, use more back brake or roll off

the power, either manually or electronically

via traction control. And all of which mean a

longer lap time.

Often at high speeds, a wingless front end

can get flighty as the rushing airflow lifts the


Brakes: Front 2 x 320mm discs, radial mounted Brembo Stylema 4-piston monobloc caliper. Rear 245mm

disc, two-piston caliper.

Suspension: 43mm Öhlins NIX30 fully-adjustable forks, with electronic damping. Single Öhlins TTX36 fully adjustable, with

electronic damping.

front, and the rider, holding on for dear

life, accentuates the effect by pulling

on the bars. As speed increases, the

forks extend and in extreme situations

the shock sits. But wings add downforce,

pushing more weight onto the

front wheel contact patch, giving a more

planted feeling while allowing the bike to

steer better and hold a tighter line. Well,

that’s the theory.

And at the Bahrain 5.4km F1 race

track, the wings were admittedly impressive,

while stability, even in the wet

at 180mph, was remarkable. There was

a slight weave from the bars, but this

was due more to the movement of the

wet tyre at speed than aero. In 100mphplus,

third-gear corners the Ducati

held its line impeccably, understeer

completely absent as the front tyre was

squashed into the track. I wouldn’t like

to think how scary the V4S would have

been in those conditions without wings.

The only downside is they create

drag, which reduces top speed and will

increase fuel consumption. However,

Ducati has re-thought the bodywork for

2020, making the bike more aerodynamic

to compensate, meaning top speed

hasn’t been significantly affected. And,

frankly, if you’re overly worried about

mpg, you’ve bought the wrong bike.

The front fairing is 15mm wider per

side, the screen is 34mm taller and

the sides extend outwards 38mm more

than before. The larger fairing gives the

rider an easier time; you can tuck out of

the wind and it doesn’t feel like you’re

going to break your neck at 180mph. And

again, the added bodywork aids the stability

as the rider, now cocooned behind

a larger screen, isn’t holding on as hard

and pulling on the bars as they fight the

wind-blast. Ducati has even improved

the air-flow around the bike, which

should mean the Panigale should no

longer cook your inside leg in summer.

Despite the V4S’s immense output,

wheelies were never an issue on track

in Bahrain, albeit on a super-flat F1

surface – though some of this improvement

could be down to the new V4’s

reduced torque and improved electronic

riding aids. Ducati has reduced the Desmosedici’s

Stradale’s immense torque

in the first three gears to make the bike

more rideable. First and second gear

output is the same, then it ramps up

in third gear, then it’s full torque in the

higher gears.

The four-cylinder Panigale is still

quick, the 1103cc 90° V4’s peak power

remains at 212bhp – but by allowing the

rider to get on the power more smoothly

and safely in those lower gears, markedly

easier too. But don’t be fooled; this

doesn’t mean slower – you can get on the

power sooner, and without traction control

intervention it ultimately means your top

speed is higher on the straight and your

lap time is reduced with less effort from

the rider. If you’ve ever tried to launch a

Ducati V4S off the line manually without

the launch control, it’s like trying to hang

onto an angry bull which has just been

kicked in the arse. The new V4S is much

more rideable, especially for less experienced

riders.

To improve the feel, again to give

less experienced riders and easier time,

Ducati have derived the front alloy frame

from the V4R WSBK bike, which reduces

torsional and braking stiffness. Optimizing

chassis stiffness is like walking in trainers

compared to wooden clogs: you have

Fuel capacity: 16l

more feel, there is a closer connection

between the front tyre and the rider. The

damp conditions during our test amplified

this, you could feel the available grip

through the front Pirelli. I’d argue bikes

with semi-active suspension can lack

front-end feel and on the limit are a little

vague, but the Ducati isn’t. Some corners

had marginally more grip than others, a

fact translated to my brain by subtle but

distinct signals.

Although the suspension seems

visually the same as before, it’s very

different. The bike’s centre of gravity has

been raised by 5mm by raising the front

by 4mm and the rear shock is 2mm longer

with a 5mm longer shock linkage. The

rear spring rate is lower and pre-load is

set higher.

Lifting a bike and raising the centre of

73

• Engine: 1103cc water-cooled, fuel

injected, Desmosedici Stradale V4

Seat height: 835mm

Power: 211bhp @ 13,000rpm

Torque: 91.5ftlb @10,000rpm

Weight: 174KG (DRY)

Tyres: Pirelli Diablo Supercorsa SP

ELECTRONICS

Yes, the Ducati is dripping with rider

aids, most of which have been improved

for 2020, and are among the

best on the market. They rescued me

from crashing on multiple occasions in

the tricky conditions.

The new Ducati V4S gets the DTC

EVO-2 electronics package derived

from MotoGP and WSBK and already

deployed on Ducati’s premium V4R.

All parameters, like throttle position,

are in constant communication with

the six-axes IMU, which measures lean

angle plus pitch and yaw. The list of

rider aids is jaw-dropping: cornering

ABS, traction control, slide control,

wheelie control, launch control, engine

brake strategy, a new quicker upand-down

quickshifter and electronic

Öhlins suspension. Everything is

navigated by the menu button the left

bar and can be changed on the move

with a closed throttle. There are three

rider modes: race, sport and street.

Each mode changes the power, traction,

wheelie and slide control, plus

the cornering ABS, engine braking and

even damping. If you’re very brave you

can turn off the traction, wheelie and

slide control, and just have ABS on the

front only. You can even have manual

damping control, rather than the preset

suspension modes.

gravity allows it to turn easier (it’s easier

to fall left or right off a ladder if you’re at

the top, opposed to the bottom). And this

simple trick is commonly performed on

race bikes at fast, flowing tracks where

you want the bike to steer. The plusher

rear adds grip and feel in the same way

the chassis, mentioned above, has improved

the front-end feel.

For any rider to ride fast they must

have confidence in their bike, know where

the limit is, and understand the feeling

and level of grip from the tyres – and

Ducati has significantly improved this

feeling with the new V4S, the test’s wet

conditions are a great proving ground. On

one long, fourth-gear corner, I could play

with the limits, push towards them and

feel safe, despite having my knee on the

ground. This isn’t just a bike for former

racers anymore, a lightweight 212bhp

superbike shouldn’t be so forgiving and,

dare I say, so easy to ride in the wet.

Some aspects of the bike have

remained untouched. Ducati has stayed

with the same engine spec and layout

(producing the same power). The huge

Brembo monobloc brakes remain, as

does the cast aluminium single-sided

swingarm. Other items carried over include;

the Marchesini aluminium wheels,

magnesium headlamp and mirror support

and cast aluminium sub-frame. Pirelli

Diablo Supercorsa SP rubber comes as

standard with a 200/60 section rear.

Those Brembo radial M4.30 brakes

are outstanding, the ABS EVO cornering

system in partnership with Bosh is almost

mind-blowingly effective. End of the

straight, just shy of 185mph, in torrential

rain, and it’s time to jump on the stoppers

for turn one – a first gear crawl of around

40mph. It sounds scary but isn’t, just grab

the lever and let the electronics take over.

Now for those who remember black and

white TV this might sound crazy, but trust

me they work. You don’t have to work

out the grip, simply let the electronics do

their work.

Each lap I pushed harder and harder,

provoking the grip and feel from the front

to the point it was almost comical; on

a normal bike without cornering ABS I

would have crashed, I have no doubt, but

the Ducati remained unfazed. There is no

juddering or pulsing from the lever as you

ask for maximum pressure. Instead the

system simply provides a little less, which

prevents the front from locking. Again

there will be riders who say, ‘I don’t need


Winglet now featured

standard on all Panigale V4

models

Electronic shock

rider aids’ and, yes, there are times when

I’d prefer to ride with fewer of them,

but the V4S’s are so good and rescued

me from so many scary situations that I

wouldn’t want to be without them.

The same can be said for the traction

control which has been improved

for 2020. The new EVO 2 system, which

is similar to the R model’s, is faster and

smoother than before. Again, in the

damp, you can feel the TC working overtime,

but it’s only allowing a fraction less

power than you’re asking for to control

the slide and spin. In one very wet session

it even coped with standing water without

too many complaints. Again, Ducati has

done this to make the bike more rideable

for non-racers. The electronics package

and cornering ABS are immensely impressive,

some of the best I’ve ever tested

Electronic forks

Sliding absolutely sideways

Nice rear end

and for me one of the major highlights of

the 2020 bike.

And remember, these rider aids can

be changed on the move, via the three

rider modes: race, sport, and street. Each

mode alters the power, traction, wheelie

and slide control, plus the cornering

ABS, engine braking and even damping.

With a closed throttle, change the mode,

and simply switch over via the toggle

on the left bar. It’s not confusing, just

straight-forward to use. In one session,

as the track and grip improved, I changed

the pre-set modes, which increased the

stiffness in the rear to increase highspeed

stability and reduce the rider aids

a fraction. I immediately noticed the difference,

even these incremental changes,

again highlighting how much feedback

the stunning new Ducati V4S gives.

CHASSIS & SUSPENSION

The chassis has been changed significantly.

The centre of gravity has been

raised, which allows the bike to steer

more easily, in the same way that a

tall boxer is easier to knock over than

a short boxer because his centre of

gravity is higher. The disadvantage

of raising the C of G is that it tends to

reduce the tyres’ edge grip at high angles

of lean. To offset this Ducati has

softened the rear suspension to give

more grip and feel. The rear shock had

a less stiffness, and at the same time

ride height is increased, which has

subsequently raised the seat height

by 5mm.

The bike undoubtedly turns

with ease, and again wet conditions

highlighted the improvements in

front-end feel. You can feel the front

tyre squirming and finding grip, both

on and off the brakes. The cornering

ABS isn’t too intrusive and allows you

to exploit and feel that grip. The only

bit we couldn’t test was edge grip at

extreme lean. In the wet I wasn’t that

brave. We will have to wait for a dry

track day back home.

Verdict

Okay, it was wet, and I would have

preferred the dry, but in many ways it

was a better to test Ducati’s claims of

an easier, more forgiving bike for 2020.

In back-to-back testing with the now old

model, Ducati found that ultra-quick test

rider, Michele Pirro former GP ride, was

0.4s quicker on the new bike, while an

average track rider was over a second

faster, highlighting how much easier the

new bike is to ride. After riding all day

until dark, I can confirm the 2020 V4S is

more forgiving and I can certainly see a

less experienced rider lapping quicker, as

Ducati found during their testing.

Simply put, the angry Italian stallion

has been tamed. It’s now far easier to

ride, especially for less experienced rid-

In back-to-back testing

with the now old model, Ducati

found that ultra-quick test rider,

Michele Pirro former GP ride, was

0.4s quicker on the new bike,

while an average track rider was

over a second faster

75


ers. 212bhp has never been so

easy to manage, and the wet test

amplified this. The Ducati V4S

no longer wants to scare you. It

has arguably the best electronics

package on any bike on the

market and is arguably the most

desirable and sexy sportsbike on

sale, too. It is expensive but we

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78 Travel Diaries

Ecuador

PART ONE

Words and Pics By: Michnus Olivier & Elsebie

Unbeknown to us the road we

took after entering Ecuador, was

a little bit of a cocaine up the

nose drug cartel area and occupied by

shady characters who extract wood

out of the Amazon area. The road is

only partially shown on maps and we

decided to explore this part as it would

take us into the Amazonian area of

Ecuador and not the usual highway

that many stick to. We soon found out

why a few use this road…

Our plan was to, as long as the

road looks used, go as far as we could

and hopefully hook up with other

roads meandering into the Amazon.

The bit on the map looked promising

as the road hugged the Colombian and

Ecuador borders going inland traversing

over the Andes Mountain Range

and then down to the Amazon basin of

Ecuador.

Our two British over-landing

friends we met in Colombia, Kelvin

and Suzie, rode with us adding a bit

more “security” to our adventure travelling

into the unknown terrain. We

slept the first night in an auto motel

about 100km after the border crossing

into Ecuador.

Let me digress a bit... Auto motels

in South and Central America are

basically a quick ‘shag’ hotel on the

outskirts of towns where people can

book in per hour or an entire night to

cavort in steamy love making passion.

Most of these hotels are quite lavish,

glittery and chintzy decorated but

mostly exceptionally clean and well

maintained. Mirrors on the ceilings,

porn channels on TV, interesting

shaped furniture and such stuff. There

are normally high walls and cheesy

signage on the outside to lure in the

lusty and loving.

The story goes that since families

live in one house or space, mom and

dad not getting private time to indulge

This waterfall close to Baños de Agua Santa,

which is the gateway to the nearby Amazon

Basin. It is home to breathtaking landscapes

and volcanos.

79

80 Travel Diaries

in their sexual pleasures will visit these

establishments. Privacy and being discreet

are paramount, therefore the auto

motels have private garages or parkings

leading directly into the small apartments.

Exactly why these establishments

are so favourable to bikers. Off

course, having private secure parking!

The best is that the rates for booking

an entire night most times are cheaper

than traditional hotels or hostels. The

only drawback being that the noises

over weekends sometimes resemble a

really cheap porn movie and the Latino

stamina ensures an entire night of lusty

grunts. We can confirm that Latin Americans

are indeed very vocal and steamy

lovers.

Leaving early in the morning we

head South East on a muddy gravel road

into the Amazon, still along the border.

It is a one track or single track road that

cuts into the side of the mountains. It

was not long before the first ugly scars

of a landslide hit us in the face. Dirt

roads disappearing around bends. The

first was an area about 800 meters high

and 600 meters wide that just gave way

and slid down the mountain destroying

the road and everything else in its path.

The Ecuadorians normally just cut a new

road through the side of the destruction

to at least restore access to local villages.

There are not many options to get

in and out of the valley and this seemed

to be one of the main routes. It was the

first of many landslides we saw on that

day and through our three months travelling

Ecuador.

Ecuador is an incredible, small

power-packed country with dramatic

mountains. You can go from the Amazon,

to volcanos, experience tropical beaches

and visit famous islands like the Galapagos.

Ecuador offers riding for motorcyclists

that is second to none. The dirt

roads are still challenging and although

the locals use them, they can change

in a rainy afternoon from passable to

downright “death road” stuff.

As mentioned, our plan was to

traverse the Amazon part of Ecuador

then back through Andes. We wanted to

experience the mountains and volcanos

and service the bikes in Quito, the capital

city, before heading toward the coast for

some beach and sun tanning time.

After two days of wet, cold and muddy

mountain roads, we descended into

the Amazon basin. As much as we were

freezing our butts off as quickly as the

heat and humidity had us stopping for

cold beers. We dropped from a 3500m

altitude back down to a 1000m.

The Amazon is an impenetrable

The Amazon is not

just muddy dirt roads,

but in dry season you

get your fair share of

dust and heat.

Home life in Limoncocha a small picturesque village

on the edge of the Amazon at the Napo river.

green wall of life constantly pushing back

against human destruction. The only real

reason Ecuadorians got into the deeper

parts of the Amazon was due to oil

exploration with oil companies constructing

roads into the back-breaking terrain.

The temperatures normally hover in the

30-35 Celsius with 90% humidity during

the day, cooling down a little bit during the

evening. As you can imagine this makes

riding a demanding, burning sweat in eye

exercise during the day.

As we headed deeper into the Amazon

forest on our way to Limoncocha, a small

dilapidated village outpost on the banks

of the Napa River. It is part of a nature reserve

with incredible and unique birdlife.

It is the kind of place where sunsets are

blood red and rain storms with white lighting

strikes cover the landscape like a curtain.

Wood shack houses constructed in

the air on wooden poles and only mosquito

81

There are 17

different Toucan

species in

Ecuador. With

a colourful

bill that in

some species

amount to

half their

body length.

The smugglers route on the border

between Colombia and Ecuador.

Luxury glamping at Limoncoche Reserve

Sunset in the Amazon Basin,

even at night it is still hot and

humid.

Lunch in a small village in the

Amazon, cookies and beer

Ocelot a

small wild

cat specie

native to the

America’s

Spending time in the sun

every river crossing is a

blessing to cool down.

Hello Ecuador, good bye Colombia.

nets covering the window openings. Kids

playing in the rain soaked streets with

whatever plastic containers would float.

It is a meagre existence living off the land

and what is on offer in the forest. Piranha

fishes are the one getting eaten not the

other way around as in the movies.

The dirt roads in the Amazon are not

all muddy dirt tracks, taxing the skills for

hours on end, we also ate dust for many

miles on shock and wheel rim destroying

cobbled stoned dirt tracks. At least some

times the tree canopies kindly offered

shade and some cool against the unrelenting

heat and sun.

We work our way back out of the

Amazon after spending a short week in

Limoncocha with the Amazon locals.

The massive river systems are the

main means of transport into the Amazon.

It is easier to cart goods on a boat

than trying to build a road through the

forest. Unfortunately, we had to sit on dirt

to get to another part of the Amazon. The

plan was to explore another part closer to

the rainforests where we could take a day

hike sweating like old battered boxers in

a hot stadium. The locals were eager to

teach us the way of authentic chocolate

making and different alternative medicines

that would leave you in an hour long

cross eyed psychedelic state of euphoria.

We opted not take them up on the offer to

82 Travel Diaries

Along the Napo river close to Puerto

Misahualli, travellers can get insight into

traditional lifestyle.

Spiny Devil katydid,

one of many bugs

living in the Amazon

portion of Ecuador.

Subsistence farming is

a way of life in Ecuador

and provides fresh produce.

This was our fish

market for the day.

Mural art at small town

of Baños. Mural art is

very popular all over

the Americas.

10km Day hike through

part of the Amazon

forest can turn into an

8 hour sweat session.

83

People are still very religious in the

Americas and mainly Catholic. This

photo was taken at the Basilica Católica

in Baños.

Amazing colours of sunset over the Limoncoche

lagoon.

Small motorcycles are as popular as

beer and a means of transport for

many locals.

try these potent ‘medicines’.

At some stage while sitting and sucking

on a warm beer with sweat dripping

into our eyes, we realized it was time to

get out of this nonstop sauna. Heading

back to the mountains was a welcoming

relief from the heat and suffocating dust.

The town of Baños de Agua Santa is

known as the “Gateway to the Amazon,”

as it is the last city still located in the

mountain region before reaching the

jungle and other towns that are located in

the Amazon River basin. The town sits on

the northern foothills of Tungurahua volcano,

whose activity has been characterized

by frequent powerful ash explosions

and lava flows that can be seen from

Banos. We heard it was possible to ride a

good way up the volcano and enjoy some

spectacular views and if we were lucky,

we could see it blow some ash. But many

times, the plan and the execution are two

different things. The track climbed out

on the side of the volcano but eventually

got to a dead end and then Mother Nature

decided to blanket the entire place with a

thick layer of cloud. At least it was a nice

track and the views back down over the

town were not too shabby.

While we were in Banos some locals

offered us invaluable advice on some

tracks towards the coast but passing

the volcanoes Cotopaxi and Chimborazo.

Chimborazo being the highest volcano

in the world at 6200m. We learned that

spending more than a few days in a place

many times leads to information we

would not otherwise have been able to

get. There are an incredible amount of

info on the internet, but that is nothing to

what you can see and do on advice from

the local explorers. Neither Google nor

OSM maps have all the tracks. It takes

some sitting down with good old fashion

maps, a beer and locals to get the sweet

spots.

It was no different this time around.

After more than a week in Banõs we were

loaded with info and ready to take on

some remote roads through the Andes

towards the coast.

84

Travel Diaries

Ecuador

PART TWO

Words and Pics By: Michnus Olivier & Elsebie

The Ecuador roads from the

Amazon region leading back to

the Andes Mountains are the

stuff adventure heaven should

be made from. A gift from the

motorcycle Gods. We were spoilt for

choice from single lane dirt roads to eye

popping asphalt roads. Some of the roads

meander right on the edge of vertigo,

inducing mountain sides snaking up into

the clouds just to drop on the other side

into spaghetti twists and turns. Not a

moment without mind-altering beautiful

views of the dramatic landscape. A

normal 200km journey can turn into an 8

hour riding day. There are very few simple

highways. Carving roads into this mountainous

terrain must be eye watering and

demanding on a country’ road building

budget, but for sure a gift to bikers. There

is just no way that any biker can go home

without a mile wide smile on their face,

hands quivering and heart racing with

excitement.

Part of the loop in Ecuador took us

up to Mount Chimborazo. The top of Mt.

Chimborazo in the Quito province is as

far as you can get from the center of the

earth. This may sound crazy as there are

many mountains higher than Chimborazo,

however, the earth bulges at the

equator, making Mt. Chimborazo technically

1.5 miles higher than Mt. Everest.

At an elevation of 6’263m above sea level,

it is for sure a chilly ride and our bikes

(still having carburetors) struggled to run

properly at this altitude.

From Chimborazo, it is possible to

ride above the clouds for hours on end.

Looking out over a sea of white clouds

has a different kind of magic. At 3’500-

4’200m altitude, you will find locals live

and farm there, just mind-boggling stuff.

For us though, just getting off the bikes

left us gasping for air like obese pigs.

These landscapes are scattered with

small villages, farmers and cattle herders

living a life of romantic simplicity. There

are still people near Mt. Chimborazo

cutting blocks of old glacier ice every day

to sell to villages for a variety of uses. It is

a trek to the near top of the volcano and

back every day with a donkey.

Ecuadorians do love celebrations and

festivals and they have some of the best.

We were fortunate to attend one called

“Mama Negra”. The Festival of Mama

Negra is one of the oldest in the city of

Latacunga and it celebrate’ the city’ vibrant

past and varied cultural influences

from the Spanish, Aymaran, Incan, Mayan

and African ancestors. The locals fill the

streets to watch a parade of legendary

characters pass by, bestowing blessings,

candy and homemade brew to the crowd.

Nearly a month later crisscrossing

There are numerous paom oil

plantations with some beautiful

tracks that eventually lead to the

ocean

85

86 Travel Diaries

the country, we found ourselves strolling

around the gothic old style city of

Quito. Quito is a bustling city with many

new buildings rising out of the valley

floor due to the oil boom, many of them

are beautiful. And new modern style

apartment blocks stood empty as the oil

boom came and went.

Quito sits at the Andean foothills at

an altitude of 2’850m and almost dead

center on the equator. Constructed on

the foundations of an ancient Incan

city, it is mostly known for its well-preserved

colonial center, rich with 16th

and 17th-century churches and other

structures blending European, Moorish

and indigenous styles. These include the

cathedral, in the Plaza Grande square,

and ultra-ornate Compañia de Jesús

Jesuit church. Amazing to see that with

even all the earthquakes, they’re still

taken care off.

Since Ecuador took the USA dollar

as local currency, and subsequent

tourist influx, city inhabitants also got

much more into Western culture with

coffee shops, clothing, craft beer joints

and massive malls with famous brands.

KTM, BMW, Ducati and the likes, are all

present and although selling at double

the price than in Europe, local riders are

big lovers of these bikes. The suburbs

pushes up the sides of the valley and

makes for beautiful views… if you find

accommodation there.

As Quito disappeared into our rear

view mirrors, the warm water of the

Ecuador coast beckoned. Great fish

dishes, cold beers, warm waters and the

Galapagos Islands, which, unfortunately

we had to say “no thank you” to due

to high costs. We opted instead to visit

one of the Darwinian islands with their

freaky a** animals. The cost of visiting

Galapagos is stratospheric and only

really affordable for the rich and backpacking

hippies with trust funds. Our

poverty-spec experience visiting Isla de

la Plata, also known as the Poorman’s

Galapagos, gave us some consoling. It

is an exciting two hour boat trip to the

island which are home to blue-footed

boobies. Yes, that is what they are

called and some animals that can also

be found on the Galapagos Islands, but

unfortunately, not too many of the bigger

mammals. Snorkeling gave us a glimpse

into the sea turtle life and some marine

animals.

We indulged in fresh fish dishes and

beer each day while we stayed in Guayaquil

the coastal village closest to the

island. It is a frantic fishermen’ village

with beautifully decorated and colorfully

painted boats bobbing around the bay.

The Amazon is not just

muddy dirt roads, but

Day ride halfway up an active

in dry season you get

volcano

your fair share of dust

and heat.

On some tracks 80km can take

3 hours to ride. Others descent

down sides of mountains.

Quilotoa lake - at 3,900m altitude

a 3km wide caldera was formed

by the collapse of the volcano

following an eruption about 600

years ago

The Festival of Mama Negra celebrates the city’s vibrant past and varied cultural influences

from the Spanish, Aymaran, Incan, Mayan and Africa ancestors

Fresh fish are cleaned by these

ladies in the mornings as the

boats arrive and until 11am

they’ll also cook it for you

Mama Negra is all about dressing

up

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88

Travel Diaries

There are so many dirt tracks in the

mountains crossing over 4,000m

altitude. The reward are some of

the most spectacular views. A mere

200km trip can sometimes take a

good portion of the day to ride.

Each morning it turns into a hive of business

as fishermen boats come in with

catches to be sold. The locals prepare the

best tasting fish dishes till about 10am

when it all dies down again.

Except for the main cities, Ecuador

is a quiet, relaxed and laid back country.

Things happen at its own pace. Even

more so on the coast. Nothing and noone

is in much of a hurry, might be due to

the heat and beach atmosphere. As they

say, when in Rome …

We slowed down like an old Donkey

pulling a cart, sipping self-made cocktails

out of tin cups every afternoon and

soaking up a blood red sunset on the

beach. The camping and room rates in

Ecuador are reasonable enough to make

a yearlong vacation. A few days later, we

packed up and did the same thing over on

the next beach where golden white sands

and surfer bodies played up the waves.

Eventually, we ended up in a 2-street

surfer’s village with a young American

dude that build himself a bed and breakfast

overlooking the ocean. We kicked the

shoes off for nearly a week, parked the

bikes at the back of the house and happily

took another cocktail under a palm tree

leave roof. Every morning before dawn,

local sellers and fishermen would pass

the house in their dilapidated rusted

pick-up trucks with fresh fish, shrimps,

home-made peanut butter and vegetables

on offer. The coast of Ecuador is best

explored as slow as possible, taking time

to drink beers and test the local beverages

under tin roof wooden cladded shacks.

There is always affordable street food in

abundance from different ladies manning

their mobile restaurants from late afternoon

or if you prefer a good restaurant

or two.

Heading towards Peru we stopped in

Alausí. A sleepy nexus between the Andes

The coast of Ecuador offers mind-blowing sunsets and with a warm climate

ideal for sipping cocktails in real Island style

Roadside stalls sell fruits , fresh crab and fish. Food

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90 Travel Diaries

and the Coast. Alausí is an old

Colonial town which might’ve

never existed had it not be

for the unique train system.

It became known and was

founded in 1905 as a “train

town” because of the decision

to bring the railway tracks up

from the coast via the daring

Devil’s Nose switchbacks.

The town was a major link to

connect the large populations

of the coastal plains to trade

with those of the Andes in a

matter of hours, instead of the

near impassable and dangerous

journeys over the mountains.

At the time, the track

was described as the most

dangerous railroad in the

world. Sheer cliffs, landslides

mixed with heart stopping

descents made this track a

death rail. Today, it is a tourist

train that transports people

up and down the switch back

tracks to the river and valley

below and back to the small

town of Aluasí.

Our last stop was in Vilcabamba,

a well-known hippy

town rumored as the “Valley of

Longevity” where many of the

inhabitants lived to the age of

a 100 or more. Many theories

around this to discuss with

the locals while sitting in and

around the plaza.

Nothing could have prepared

us for the overloading

of sights, sounds, variety of

dramatic landscapes and culture

that Ecuador showed us.

We debated whether Ecuador

could be named as one of the

top 5 countries which offers

the most mind-blowing experiences

for the time spend in

one country. Add to that, Ecuador

is a safe and easy country

to travel, it makes for an attractive

biking destination. We

could fill an entire magazine if

we had to list and write down

all the places we explored and

experienced while travelling

our 3 months in Ecuador

Old 4X4 cars are worth more than their weight in gold. They still

carry people and goods up into the mountains.

We try not to ride at night but sometimes rain, mist

and mountains will play their tricks. Ecuador’s

weather can easily change from open blue skies to

torrential rain in no time.

Slope change, the unique train switch

backs en route down the canyon

91

‘Devil’s Nose’, a hair-raising

trip down rocky slopes

of the Andes. To ascend

this 800m cliff, engineers

carves steep switch backs

that allowed the train to

climb at a gradient of 1-in-

18 by alternately advancing

and reversing up their

tracks

The beautiful church in the small

town of Cuenca

The ancient Maya of Central America

believed that the great Ceiba tree

(Pentandra) stood at the centre of

the earth, connecting the terrestrial

world to the spirit-world above

In South America the plaza is the

centre of town and where everything

happens. It is a hive of a city.

Street food is wholesome and cheap.

Grilled pork, potatoes and corn are

very popular dishes.

92 KTM 1290 Super Duke R

Words: Roland Brown • Pics: KTM Media

KTM1290

SUPER DUKE

When testing a bike on a track, I usually need a session or two

to get both machine and rider dialled-in, before really feeling

the benefit of any updates. But not at Portimao – aboard the

updated 1290 Super Duke R.

KTM’s lead rider had

pulled in after a couple

of warm-up laps, leaving

clear tarmac ahead. And

by the time I’d dispatched

the main straight with the

wind tugging at my neck, clamped

on the ultra-potent Brembo

Stylema calipers and then carved

through the Portuguese circuit’s

opening series of right-hand turns,

it was clear that this Super Duke

was far more at home here than

its predecessor would have been.

The bike’s stability under hard

braking was impressive, as was

the precision with which it flicked

into each turn in response to light

pressure on the handlebar. And

under acceleration the difference

was even more obvious. As the

KTM charged forward its chassis

felt superbly taut and well

controlled, coping with the 1301cc

V-twin engine’s huge torque

notably better than the old model

would have done.

The afternoon’s ride on some

wonderfully twisting and traffic-free

roads in southern Portugal

confirmed that the Super Duke’s

new-found composure is welcome

on the public highway, too

– though arguably most appreciated

at speeds that are best left

unrecorded.

Put simply, the harder you ride

this subtly restyled but comprehensively

updated KTM, the more

you’re likely to value its development.

Which is timely, given that

this year the V-twin faces aggressive

new opposition from Ducati’s

Streetfighter V4 and Kawasaki’s

supercharged Z H2, as well as

from familiar four-cylinder foes

including Aprilia’s Tuono V4 1100.

Extra engine performance

wasn’t the main aim of this update

but KTM’s team overhauled the

dohc eight-valve unit nevertheless,

partly to reduce weight. Many

internal parts and the crankcases

are lightened, saving almost a

kilo throughout the engine. The

new exhaust also saves a similar

amount despite having larger-diameter

pipes and an additional

catalyser.

The intake system is revamped

with a single intake at the centre

of the headlight’s insect-like nose,

instead of one on each side. This

adds some ram-air effect and

feeds a bigger airbox, which in

turn supplies new top-mounted

injectors. The result is a 3bhp increase

to a maximum of 177bhp at

9500rpm. More important figures

are arguably the near-unchanged

torque peak of 140Nm, and the

fact that over 100Nm is produced

from just 3500rpm.

As before the 75-degree V-twin

is gloriously flexible, which ever

of its three engine modes (Sport,

Street and reduced-output Rain)

is selected. A tweak of the throttle

sends the bike leaping forward

with a muted growl from the

silencer, yet the response is as

refined as it’s strong, and even

very low-rev running is smooth

and civilised.

On those sweeping Portuguese

roads this made the Super Duke

wonderfully exhilarating and

effortlessly rapid. KTM’s lead rider

93


wasn’t hanging about, and I could tip the

bike into blind turns in pursuit, knowing

that even from 4000rpm it would rocket

out again, responding immaculately to

the throttle and revving smoothly and

hard while I hung on tight and flicked

though the revised gearbox with the aid

of the flawless shifter.

That engine flexibility was also handy

on the circuit, where the KTM was happy

to take most turns a gear higher than

I might have expected, and fired out

of the Turn One right-hander in fourth

where most bikes would require another

downshift. It was seriously motoring

just before that, too – indicating almost

270km/h in top while I sought what little

wind protection was available behind the

instrument panel.

Wind pressure might become an

issue at times because the Super Duke

provides very little protection even by

naked bike standards. Some launch

bikes were fitted with an accessory

screen for the road ride but even this

didn’t help much. (To be fair, KTM also

produce the Super Duke GT for those

wanting to avoid the breeze.)

This bike’s refreshed styling is even

more sharply aggressive than before,

and intended to add some downforce.

The riding position is slightly sportier,

with the handlebar set lower and further

forward. That was helpful on track and

also seemed a good compromise on the

street, still giving a comfortably upright

position for slower-speed riding.

There’s some adjustability in the

handlebar, and plenty of other neat

touches. The footrests can also be

adjusted, and you can even fine-tune the

gearlever throw, and quickly reverse the

shift pattern. Less helpfully, the bigger

airbox cuts fuel capacity from 18 to 16

litres. That should still mean a range of

getting on for 200km, given that the KTM

was averaging almost 7l/100km despite

plenty of throttle abuse.

Its TFT screen is new and improved,

part of an electronics update that includes

revamped and more easily used

switchgear plus latest-generation Bosch

traction control and cornering ABS. It

all worked seamlessly although it’s disappointing

that, as before, you need the

optional Track Pack to be able to disable

the anti-wheelie, at least without turning

off traction control too.

Enabling the Track setting gives a

quick choice from three throttle modes,

of which even the softest, Street, gave a

very direct response, although I generally

used the slightly sharper Sport at

Portimao. Traction control adjustment

is by Aprilia-style left thumb and index

120/70 x 17in Bridgestone S22

2, four-piston Brembo Stylema

radial Monobloc calipers, 320mm

discs with

cornering ABS

Wheelbase 1,497mm

finger buttons. The system was impressively

unobtrusive, level four of the nine

giving a useful safety margin with minimal

interference.

The Super Duke’s chassis changes far

more than a first glance at the retained

layout of tubular steel frame and aluminium

swing-arm might suggest. That frame

features larger-diameter tubes and uses

the engine as a stressed member for the

first time, which triples torsional rigidity

and saves 2kg of weight.

A rear subframe of cast aluminium

and carbon-fibre replaces the old steel

tubes, saving another 1.5kg. The engine is

held higher in the frame, which KTM say

aids handling and gives a 5mm higher pivot

for the single-sided swing-arm, which

is redesigned and 15 per cent stiffer.

Rear suspension action is completely

Seat height

835mm

Fuel capacity

16 Litres

reworked, now incorporating a rising-rate

linkage below the WP shock. This allows

the remote-reservoir unit to have a longer

action, while reducing rear wheel travel

from 156 to 140mm. Up front, the 48mm

WP Apex forks give an unchanged 125mm

while now allowing adjustment of preload

as well as damping.

Steering geometry is tweaked,

and wheelbase increased by 15mm to

1497mm, but it’s the rear-end changes

that make most difference. The Super

Duke always handled fine on the road and

it’s now better still, feeling a little more

sporty and composed, and steering with

impeccable accuracy even when its pilot is

putting plenty of body weight through the

bars.

A couple of times, when I hit a big

bump at speed and felt a jolt through the

95

190/55 x 17in Bridgestone S22

189kg dry (198kg wet

without fuel)

WP APEX shock, 140mm spring travel,

adjustment for preload,

compression

and rebound damping

48mm WP APEX upside-down

telescopic fork, 125mm travel,

adjustment for preload,

compression and rebound

damping

177bhp (180PS) @9,500rpm

140Nm @ 8000rpm

seat, I wondered whether the outgoing

model would have soaked it up slightly

better. But I’m not sure about that, and

most of the time the rider quality was

fine, and the seat felt impressively comfortable.

(A semi-active option would be

nice, but at least the forks feature handy

plastic damping knobs at the top of each

leg, and the shock has a remote preload

adjuster.)

And on track the new Super Duke’s

advantage very quickly became clear. The

previous model worked okay but was held

back by all that rear suspension travel,

tending to squat under power and feel a

bit loose and wobbly, especially with a tall

or heavy rider on board.

This latest bike has no such issues.

Entering turns, and when braking with

the full force of Brembo’s potent Stylema

calipers, the KTM’s chassis felt subtly

more controlled, aided by that stiffer

frame and probably also by the revised

geometry and the WP forks’ revised cartridge

design.

And on corner exits the Super Duke

was transformed. It no longer sat down

under acceleration but stayed taut –

holding its line much better, transmitting

all that torque to its sticky, 200-section

Bridgestone S22 much more efficiently,

and generally making the bike both

quicker and more enjoyable to ride.

Better still was the machine kitted-out

with full Akro system, WP race

suspension and Bridgestone slicks, on

which we got one wide-eyed and hugely

entertaining session. Louder, firmer,

sharper and doubtless quicker still, it

steered superbly and confirmed that

the beefed-up frame can handle even

more grunt and force than the stock bike

provides.

Back in the real world the KTM looks

competitively priced although its base

figure doesn’t include the quick-shifter or

Track Pack. Both seem almost obligatory

in this class and add roughly five per cent

to the cost before you get expensively

tempted by the PowerParts list.

Keyless ignition and cruise control are

standard fitment, though, and the Super

Duke costs substantially less than the Tuono

V4 1100 Factory and Streetfighter V4,

though more than the base-model Aprilia

and most other hyper-naked rivals. More

to the point, the opposition is facing a

distinctly toughened-up KTM.

Ever since its debut in 2014 the 1290

Super Duke R has been sharply styled


and bursting with V-twin torque and

character. It has always been light and

sophisticated too, but until now its chassis

didn’t quite hit the same heights. That

changes with this latest model, which

is notably stiffer and better controlled,

giving KTM’s V-twin a timely boost with

which to take on that growing gang of

hyper-naked rivals.

Hermann Sporn, Super Duke R Project

Leader

“Our main aim was to improve the

chassis. We wanted to give a better

feeling from the front end. We knew the

frame was a bit soft so we increased the

stiffness by a factor of three. We knew

we didn’t have enough anti-squat so we

increased that a lot. And we knew the

handling could be better so we raised the

centre of gravity.

“From the start of the project we

wanted to keep the Super Duke’s good

street behaviour and improve it for the

track. And the stuff we did for the track

helps for the street. Having more feedback

is helpful, and better handling gives

the possibility to change your cornering

line – this helps a lot on the road too.

“We wanted to keep the character of

the old Super Duke, so it should be easy

to ride even for beginners. Riders liked

the geometry, the handlebar size, the

distance to the footrests… those things

are really important. And they liked you

could ride all day without discomfort from

the seat so we wanted to retain that.

It’s seriously easy to stare at!

97

“Has the bike’s

balance changed,

from the street

towards the

track?

No, no, no!”

“Has the bike’s balance changed, from

the street towards the track? No, no, no!

That was a discussion we had in-house.

Some people said, ‘This is a streetbike,

and we are doing too much development

on the racetrack.’ But I said, ‘When we

are on the track we are on the maximum,

so here you can feel if the chassis is doing

right or wrong. If it works here we can

see if there is also an improvement on

the street.” And we found that it did work

much better there too.”

“This is a motorcycle with a huge

amount of torque. I believe we don’t have

20 or 28bhp less than the red bike [Ducati

Streetfighter V4], we have 20Nm more –

and that is what you need on the street.

When I’m looking for the last second on

a racetrack I need horsepower, but not

in the mountains. There you never know

what the next corner will bring, so it’s

great that the Super Duke will drive out of

turns from just 3000 or 4000rpm.”

98 Grid Girls

99

100 Throwback to the year 2002

T

CLASSIC RACER TESTS NORIYUKI HAGA’S 2002

YAMAHA YZF–R7

he most exotic, exclusive test I’d

ever been privileged to take part

in! Lined up in the Jerez pit lane

were three factory Yamahas:

Carlos Checa’s YZR500, Olivier

Jacque’s YZR250 and Noriyuki

Haga’s World Superbike R7.

Between them they’d won a

Back in 2000, there wasn’t much on two wheels saucier than a

Japanese factory racer. Roland got the invite to ride three in one

day

Words: Roland Brown Pics: Gold & Goose

world title and 19 races in the recently finished

2000 season.

Regular pilots Haga and Checa were in attendance.

Former 250cc world champ Christian

170+bhp

Factory power estimate,

weighing just over

162kg

Sarron was among the handful of fellow testers who’d

flown in from around the world. As a bike journo it

doesn’t get much better than this. So naturally it turned

into the biggest fuck-up of my entire career.

It all started so well. I rode the YZR500 first, and it was

every bit as mind-blowingly, scarily exciting as you’d

expect a factory V4 two-stroke

to be. The red-and-white Yamaha

made about 190bhp and

weighed just 131kg.

“HAGA’S FACTORY R7

WAS A PUSSYCAT. ONE

OF THOSE RARE AND

MEMORABLE BIKES

THAT JUST FEELS RIGHT

FROM THE MOMENT YOU

PULL AWAY.”

Every time I exited

the fast right-hander

onto the back straight

it tried to rear up and

throw me off, while

still leaning hard over.

But once it returned to

Earth it handled and

braked like a dream.

Compared to that

bad-assed YZR (on

which Checa had finished

fifth in the 500cc

championship behind

Suzuki’s Kenny Roberts

Jr), Haga’s factory

R7 was a pussycat — one of

those rare and memorable

bikes that just feels right from

the moment you pull away.

This was the season the Samurai

of Slide was banned for

two races for taking an illegal

weight-loss supplement, and

came closest to winning the

championship, narrowly

losing out to Honda’s Colin

Edwards.

SMOOTH OPERATOR

Haga’s R7, aka the OW02,

was a high-revving, gorgeously

smooth and

sweet-handling

749cc four, its engine

crammed with

titanium, and its ultra-stiff

‘My lap times were coming down

nicely’: we can’t imagine a thought

more calculated to annoy the gods

of moto journalism

101

102

Throwback to the year 2002

“I SURE WAS EMBARRASSED. THE EXOTIC R7 WAS WRECKED, HAVING

BOUNCED DOWN THE TRACK AFTER ME ON BOTH SIDES.”

frame holding premium Öhlins

suspension parts. I got to know it

quite well, too, because Yamaha’s

first (and last) Factory Test was no

normal four-lap rush job. We were

allowed a dozen or more laps to get

a proper feel for the bikes.

The R7 was so rider friendly that my

lap times were coming down nicely,

and I was quicker than I’d been

on the more powerful YZR. Then it

happened. Winding on the power as

I rode into the setting sun over the

brow of the fast, uphill right-hander

onto the back straight, I felt the rear

Dunlop step out too fast, then grip

and high-side me and Yamaha’s

beautiful bike into the gravel at

roughly 100mph.

Luckily I was barely scratched,

though on returning to the paddock

I threw my scraped Arai into

a skip. I sure was embarrassed.

The exotic R7 was wrecked, having

bounced down the track after me on

both sides. Yamaha had quit World

Superbikes at the end of the season,

but this wasn’t they way they’d

planned to leave.

Estimates of the OW01’s value

before the crash would have begun

Two-stroke engines and fag

sponsorship. Isn’t modern

life rubbish?

in six figures. After it, nearer six grand.

Yamaha’s people were very gracious and

generously stuck to the plan to let me out

on Olivier Jacque’s championship-winning

YZR250 shortly afterwards.

YOUR HEAD, ON A PLATE

Almost as surprisingly, I still enjoyed riding

the tiny two-stroke V-twin, which made

roughly 95bhp, weighed just 95kg, accelerated

like stink, and changed direction with

brain-rotating speed even when carrying my

oversized carcass.

You’d give your right bollock for a

lap on one of these, wouldn’t you?

And it’d be a fair exchange. 95bhp

250cc two-stroke V-twin in a 95kg

chassis. Makes Moto2 bikes look a

bit crap we reckon.

That evening we were sitting round a big

dinner table in the hotel when someone

stood up to announce they had an award to

make… and presented me with my rescued

Arai on a silver plate, to much amusement

all round. I’d gained a souvenir and

a headache, and learnt a valuable lesson.

Nori Haga might regularly have made that

demon-handling R7 do things no motorcycle

should be capable of, but for the rest of us

even the best bikes have limits that are all

too easy to find.

104 1979 Suzuki GSX1100E

THE

Words: Bill Hunter • Pics: 2ft Stu

105

X MAN

This beautiful example of Suzuki’s GSX1100E is, without

a doubt, one of the best we’ve seen and it’s totally

original and not restored, besides the exhaust.

To the keen eye you’ll also

notice the ‘small tank’,

which was allowed on the

first ever models for racing

use. Later models all had the

24-litre ‘humpback’ tank, so this

version is a very rare beast indeed.

But in 1979/80, this bike

set new performance standards

across the world and instantly

dominated production racing and

of course, drag racing. In fact, this

exact engine, obviously in highly

modified forms, still wins drag

race titles today - a tribute to the

heavy engineering found inside

this massive air-cooled 16-valve

motor.

But what aren’t massive are

the bike’s dimensions. Sure, in its

day it was a big motorcycle but

compared to today’s machines,

it’s actually quite small. It weighs

243kg though, most of which is the

engine but when I rode it, the GSX

didn’t really feel that heavy. In fact,

it’s quite nimble and very easy to

live with, especially when you sink

into the super soft saddle.

This was the first time the

‘X’ appeared on the side panels

as the previous model was a GS

750/1000, unless you live in the

USA where they called it a GS1100,

for some reason known only to

them. They do tend to omit vowels

from the English language so I’m

not surprised. This bike is also

the ‘E’ variant, which means it has

cast wheels whereas some early

models had heavier wire/spoke

wheels and were therefore just

called the GSX1100.

The GSX1100E was quite

innovative as well, according to

Suzuki that is. It was certainly the

first big production motorbike to

have an aluminium box-section,

swing-arm and fully adjustable

suspension. The forks have some

kind of damping adjustment at

the bottom of the fork leg; spring

preload adjustment and air can

be pumped in as well. At the rear,

are twin shocks with five preload

settings and four damping settings

to match. Even today the suspension

feels rather good being plush

and well damped, in fact the front

forks felt better than some of the

modern stuff I’ve ridden recently.

Predictably, the single-piston calliper

front brakes aren’t brilliant but

still work well if applied with the

huge rear disc at the same time.

Another part that feels better

than modern bikes, is the fantastic

gearbox which was always one

of Suzuki’s best attributes, and

still is. But the best piece is that

relentless 100hp engine, which I

ran on the dyno and it still makes

100hp at the wheel after 40 years

and 50,000km on the clocks. Suzuki

claimed they also had the first

‘check panel’, which did nothing

more than tell you if the bulbs/

globes are blown and that the bat-

106 1979 Suzuki GSX1100E

tery needed topping up, still, it

looked pretty when illuminated.

Talking of claimed figures,

I also strapped a Racelogic

device to accurately record

a top speed. It recorded a

very commendable 226km/h

(141mph), which was also what

Suzuki claimed in 1979/80. No

wonder this engine was the

drag racers choice and even in

the mid-eighties 500hp turbo/

nitrous engines were quite

common at the drag strip,

which makes Kawasaki’s 2018

H2R (320hp) sound a bit feeble,

doesn’t it?

So obviously this rare 1979

original GSX1100E is worth

quite a bit and highly collectable,

possibly worth as much as

a new GSX-R1000 and increasing

in value every year. Unfortunately,

the current owner

does not want to sell it and I

can’t blame him. But one thing

is for sure, I bet this bike will

still be a daily rider in another

40-years’ time where a vast majority

of modern superbikes will

certainly not… say no more.

107

Presented by

21 - 23 AUG

2020

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·Change of Ownership

Based on the North Coast of KZN • Collection & Delivery worldwide

·Microdotting for registration and police clearance

Contact Dave Frisoli (Desmo Dave) on 083 267 6827 • Email: mfrdave@gmail.com

WINNER OF THE

BIKE TRACK DAY EVERY

SECOND DUCATI SUNDAY DESIGN OF

THE MONTH

AWARD

FOR BEST CUSTOM

Untitled-2 1 2019/11/14 23:13:45

Representative of FSP 32023

Untitled-2 Untitled-4 1 2019/11/14 2019/12/13 22:54:28

01:02:17

Untitled-2 Untitled-8 1 2019/11/14 2020/01/23 22:50:32

21:55:23

MFR.indd 1 2019/09/18 13:49:08

“Biker’s Country” as in the Free State

and the Clarens region we are

blessed with incredible rides to suit all

levels of riders. Whether it’s passes

or off road terrain you are looking

for - this region has it. A few places in

particular that a rider cannot miss out

on are Golden Gate, Surrender Hill,

Old Mill and Monantsa pass.

reservations@deark-clarens.co.za | www.deark-clarens.co.za

058 256 1202

We can cater for groups up to 22, so ideal for

bike weekends away. We have a

restaurant, bar and great “Kuier” plekke for



and import screens and seat


bikes

Pretoria: 012 565 6730

255 West Street

Pretoria North

Cape Town: 021 510 0900

Unit 3, Auckland Park

12 Auckland Street (Cnr Section Road)

www.racescreen.co.za

Bike Worx

RACING SERVICES

Race tuner to many South African

championship winners !

TEL: 011 792 5795

48 Gerhardus str, Cnr CR Swart

Strijdom Park

BIKE TRACK DAY EVERY

SECOND SUNDAY OF

THE MONTH

fred.blastshop1@gmail.com

MOTOCROSS TRACK NOW OPEN FROM WEDNESDAY TO SUNDAY

·Private to Private Sales

·Employed and Self Employed Individual Applications

·Business Applications

·Warranties, Service Plans, Maintenance Plans,

·Customer Protection Plans and more available

·Comprehensive Insurance quotes

·Change of Ownership

·Microdotting for registration and police clearance

Representative of FSP 32023

102 January 2020 Track Training Experience

EXPERT RIDER

TRAINING

“Biker’s Country” as in the Free State

and the Clarens region we are

blessed with incredible rides to suit all

levels of riders. Whether it’s passes

or off road terrain you are looking

for - this region has it. A few places in

particular that a rider cannot miss out

on are Golden Gate, Surrender Hill,

Old Mill and Monantsa pass.

reservations@deark-clarens.co.za | www.deark-clarens.co.za

058 256 1202

We can cater for groups up to 22, so ideal for

bike weekends away. We have a

restaurant, bar and great “Kuier” plekke for

Contact : Bellindah to book your place!! - b.gama@superbikemag.co.za - 011 791 4611

R1890.00

PER RIDER

2020 Dates

Cruisers | Sportsbikes | Adventure bikes | All bikes welcome!

27 JAN

24 FEB

23 MARCH

20 APRIL

18 MAY

15 JUNE

20 JULY

17 AUG

14 SEP

12 OCT

9 NOV

Pretoria: 012 565 6730

255 West Street

Pretoria North

7 DEC

Advertise

here



contact

and import screens and seat


bikes

daniel@superbikemag.co.za

Cape Town: 021 510 0900

Unit 3, Auckland Park

12 Auckland Street (Cnr Section Road)

www.racescreen.co.za

BMW Motorrad

Pre-owned Motorcycles.

S 1000 R, 2016

14 000km

R119 995

R 1200 GS, 2015

90 000km

R124 995

R 1200 GSA, 2016

14 500km

R175 995

S 1000 R, 2016

36 000km

R105 995

R 1200 GS , 2017

Factory Lowered

32 000km

R160 995

K 1200 GT , 2006

100 000km

R59 995

F 700 GS, 2020

Delivery Mileage

R115 995

R 1200 GS, 2011

59 000km

R109 995

R 1200 GSA, 2015

115 000km

R119 995

BMW MOTORRAD SANDTON

www.sandton.bmw-motorrad.co.za

BMW Financial Services

126 Rivonia Road,

Sandton, 2146

Telephone: (011) 676 6600

Facsimilie: (011) 676 6601

Craig Jones

Sales Manager

craig.jones@motorradsandton.co.za

SuperBike Magazine April 2020

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