SuperBike Magazine June 2020

JUNE

2020

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

FIRST RIDE

SUZUKI GIXXER 250 SF

LOCAL TEST

TRIUMPH ROCKET III

HOW TO BUILD

A TT WINNER

CUSTOM BUILD

ROUGH

CRAFTS

DUCATI HYPERMOTARD

FIRST RIDE

ELECTRIC

SUPERBIKE

ENERGICA EGO

RIDER

CLOTHING

CATALOGUE

INSIDE!

BIKE

BUYER’S

GUIDE

FIRST RIDE

KAWASAKI Z900

3 GENERATIONS

OF THE MIGHTY KTM SUPER DUKE

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.

ducati.co.za

PANIGALE V4 25° ANNIVERSARIO 916

The Milestone

A quarter of a century since the Ducati 916 - designed by Massimo Tamburini - arrived on the

global stage and instantly becoming an icon of modern motorbike racing.

The Ducati 916 wasn’t just a great bike, it also won World Superbike championships: the 916 SBK

was a force to be reckoned with even as it made its debut and the following years saw it win 120

races, 8 constructors’ titles and 6 riders’ titles, four of them with Englishman ‘King’ Carl Fogarty.

Even now, the English racer and the 916 remain the most successful ‘couple’ in Ducati SBK history.

To celebrate the 25th anniversary of the legendary 916, the Panigale V4 25° Anniversario 916 was

born in a limited and numbered version of 500 units.

2 Editors Note

WELCOME TO THE JUNE ISSUE

This Covid Lock

down has seriously

hampered our

forward progress, everything we

do has just ground to a halt but

we are slowly starting to get our

forward planning together and

although we can’t race yet, we can

test bikes and we can do a little

training. We are planning on going

back to print for the July issue

and that should make a lot of you

happy,(thank you to all the guys

phoning and finding out if we are

still O.K.). What this did was make

me realise that with this electronic

magazine we are reaching

a whole lot of new people we have

not reached before and unfortunately

we are also not getting to

many of our old loyal readers, a

lot of whom did not know what

was going on. Most of the guys

who phoned were not aware of the

electronic version available for free

and only once they phoned did we

make it available to them. Strange

how many are not on Facebook

and websites. There is actually a

lesson here for all of us who want

to reach the actual bikers who buy

motorcycles.

Good news to all of you electronic

wizz kids, we will carry on

with the free down loads going

forward and all back issue will

also be available on our newly

revamped web site also for free. So

please go to www.superbikemag.

co.za and go and have a look at

what we have done for you.

To all the guys who do love

print, please support us by taking

out a subscription with our Arai

helmet offer. We now have a

system that couriers the magazine

straight to your door before it hits

the shelves as long as you are on

the newspaper delivery routes.

This system has proved much

more reliable than our Post Office

system. So for R349 for 12 issues,

you won’t find better service and

price anywhere.

So onto our June electronic

magazine.

In this issue I’ve had a glimpse

into future this last month and

I’m not convinced I like it. Yes I’m

talking about electric bikes. We

had the opportunity in this month

to try out arguably the words best

electric motorbikes from Energica

and although I was very impressed,

I left the test with a funny

feeling, it did not stir my soul,

the technology and performance

is staggering but something is

lacking, more about that later in

the magazine.

Something that did stir my

soul was the new 1290R Super-

Duke. We’ve run the world launch

articles previously but this was

my first ride on one and yes, on

paper everything is fairly similar

to what was before but in reality,

all the fine tweaks have made this

into one of the best, smoothest

all rounded road motorcycle

out there. It’s got a little bit of

everything in it, for sure a split

personality bike and all of them

available with just a little further

twist of the throttle. We got the 2

previous generation versions out

at the same time just to see if we

remembered them correctly.

This is also the month of the

Isle of Man, or should be and we

share with you what Peter Hickman’s

bike was going to be and

what it takes to prepare this bike.

We had our first ride on the new

Triumph Rocket 3R and GT, Daniel

rides the R49k Suzuki 250 Gixxer

and we report on MotoGP and what

our SA lads are doing in the USA.

Till next time, stay safe and go

buy the bread and milk on your

bike, it’s great being out on two

wheels again.

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

22

ENERGICA ELECTRIC

MOTORCYCLES

MONTHLY REGULARS

6

16

20

110

NEWS

SUPER STUFF

LETTERS

BIKE BUYER’S GUIDE

FEATURES

30

36

40

48

56

64

70

74

78

88

92

100

TRIUMPH ROCKET III LOCAL TEST


HOW TO BUILD AN ISLE OF MAN TT BIKE

KAWASAKI Z900 FIRST RIDE

THREE GENERATIONS OF KTM SUPER DUKE

MOTO AMERICA BIG PICS

RAD KTM 500 SUPER MOTARD

INSIDE INTERVIEW WITH DUCATI MOTOGP

WHAT HAVE MOTOGP RIDERS BEEN UP TO IN LOCKDOWN

RIDING TIPS

MOTO AMERICA RIDER INTERVIEWS

RAD KTM SHOP FOCUS

52

84

ROUGH CRAFTS

DUCATI HYPERMOTARD

1995 DUCATI

748 SP

SPECIAL FINANCE OFFER

KTM 390 DUKE

FROM R 1,600

PER MONTH*

Foto: R. Schedl

START NOW

YOUR ROCKET THROUGH EVERY CORNER.

Retail price

Monthly instalment

Interest rate

Term

Deposit

R 79,999

R 1,600

9.33%

60 months

R 8,000

Principal debt

Total cost of credit

Initiation (included in instalment)

Service fee (included in instalment)

R 73,207

R 96,024

R 1,208

R 69

*Finance offer valid from 1 June 2020 until 31 August 2020 on all new, in-stock 390 Duke 2020 models, while stocks last, at all

participating KTM dealers. All information with the proviso that mistakes, printing, setting and typing errors may occur. Please

consult your local dealer for further details and tailor made offers. Terms and Conditions apply. Finance is subject to approval and

client risk profile. Initiation fee and service fee may be applicable.

KTM Finance, a product of WesBank - a division of First Rand Bank Ltd. Registered Bank. An Authorised Financial Services

and Registered Credit Provider. NCRCP20.

6

NEWS

Jack Miller

BECOMES OFFICIAL

DUCATI RIDER FOR 2021

MOTOGP SEASON

Ducati Corse is pleased to announce

that Jack Miller will be

one of the two official Ducati

Team riders in the 2021 MotoGP

World Championship. The company

from Borgo Panigale and the 25-yearold

Australian rider have reached an

agreement for next season with an

option to extend the contract also for

2022. Miller, who made his MotoGP

debut in 2015 at just 20 years old, joined

Ducati in 2018 with the Pramac Racing

Team, the factory-supported team of

the Bologna manufacturer, and finished

last season eighth overall in the

standings, taking five podiums during

the year.

Jack Miller: “First of all I want to

thank warmly Paolo Campinoti, Francesco

Guidotti and all the Pramac

Racing Team for the great support I

have received from them in the two

and a half years spent together. It is an

honour for me to be able to continue my

MotoGP career with the Borgo Panigale

manufacturer and I would like to thank

all the Ducati management, Claudio,

Gigi, Paolo and Davide, for having

trusted me and given me this incredible

opportunity. I look forward to starting

riding again this year, and I am ready

to fully commit to the responsibility of

being an official Ducati rider in 2021.”

Claudio Domenicali, CEO of Ducati

Motor Holding: “Since he arrived in the

Pramac Racing Team, Jack has grown

steadily, proving himself one of the

fastest and most talented riders in the

championship. So we are happy that he

has agreed to ride the official Desmosedici

GP bike of the Ducati Team

next year. We are convinced that Jack

has all the right skills to fight continuously

for the positions that matter, in

every race, starting already this season

with the Desmosedici GP20 of the Pramac

Racing Team, and taking a further

step forward next year thanks to the

support of the Ducati Team.”

7

8

NEWS

ACTION VEHICLES FROM

NO TIME TO

DIE NOW ON

DISPLAY AT BOND IN

MOTION

9

Bond In Motion at the

London Film Museum,

in association

with EON Productions,

has over 100 individual

original items on display from

the James Bond film series

including concept drawings,

storyboards, scripts, model

miniatures, costumes and

full-size cars, boats, and

motorbikes.

LEE MORRISON, STUNT CO-

ORDINATOR

“I’m the No Time To

Die Stunt Coordinator,

responsible for a team

of 100 professional stunt

people. It’s my fifth Bond film,

and the stunts get bigger and

more ambitious every time.

“All the vehicles we used

in the film performed brilliantly.

We knew we wanted

to achieve something offroad

and the New Defender

didn’t disappoint. We put the

vehicles through the most

extreme conditions in a chase

sequence, and they were

unstoppable.

“The three Triumph

scramblers and the Tiger 900

we used were specially modified

to handle the rigours of

the action sequences in Norway

and Italy, part of which

can be seen in the first trailer.

I’m really proud of the stunts

we created, and I’m excited

to see the audience reaction

when the film is released.”

I’D LIKE TO GO

TO KTM

Petrucci confirmed recently

that he would be leaving

Ducati’s MotoGP team

at the end of the 2020, and

has been linked with a switch

to WorldSBK with the Italian

marque, as well as the second

Aprilia MotoGP bike.

Admitting that he “would

love” to go to Aprilia, he has

also expressed a keen interest

in KTM in an interview with Sky

Italia.

Petrucci said: “I would love

to go to Aprilia, which has a new

bike and has aroused a lot of curiosity,

because it was fast right

away and this is something that

is seen very rarely.

Festival of Motoring

Johannesburg postponed to 2021

Messe Frankfurt South Africa has

made the decision to postpone the

Festival of Motoring to August 2021.

The Festival of Motoring presented

by WesBank is the largest automotive

show on the African continent and

the only national industry supported

event endorsed by the National Association

of Automobile Manufacturers

of South Africa (NAAMSA).

“In light of the ongoing uncertainty

around COVID-19 and its impact

on the industry and the economy

at large, we thought it in the best

interest of all stakeholders that we

postpone the event to 2021” says

Joshua Low, Managing Director of

Messe Frankfurt SA.

“We pride ourselves in putting

together world class events and this

decision has not been taken lightly.

It is important that we support

the industry and offer a platform

that meets its needs. We have been

engaging with the industry over the

“In the pre-season

tests, they went very

fast. So I would like to

go with Aprilia.

“I would also

like to go with KTM,

because they too have

been growing and are

working hard.

“Then [on Thursday],

there was this

news - which I don’t know

if it’s official or not - of Pol

leaving KTM.

“His decision to leave

the team is a bit surprising,

because he was the cornerstone

of the project.”

past two months and the view is that

they would like to support the event

and would aim to do so in 2021,” adds

Low.

Messe Frankfurt is in the process of

finalising dates for next year’s show

and will make the announcement

once these are confirmed. The show

provides an ideal platform to showcase

what the motoring industry has

to offer and has become a favourite,

not only among car enthusiasts, but

also for event goers, families and

a much broader audience in recent

years.

“We have exciting new initiatives

planned for the 2021 event. These include

the introduction of the SA biking

fraternity, enhanced activations

and displays for electric vehicles,

trendy lifestyle content, a charity ride

and other motor-tainment elements

to ensure we broaden the appeal of

the event and make it a fun-filled day

for all visitors” finishes Low.

10

NEWS

IOMTT

YOUTUBE

CHANNEL

THERE CAN ONLY

BE ONE

MV

Agusta have

revealed the

most exclusive

version of their flagship Brutale

1000 RR hypernaked. In fact,

it doesn’t get more exclusive

than this – the bike is number

001/001.

The look of the bike is covered

with the distinctive blue

and white paintjob featuring

Italian highlights, the frame and

swingarm plates are finished

in matte gold, and so are the

forged aluminium wheels complete

with black spoke inserts.

Underneath the bling

the bike looks the same as

a standard Brutale 1000 RR,

which uses a 998cc transverse

inline-four engine producing a

claimed 205hp, cutting edge

electronics and Öhlins suspension.

This bike was actually

commissioned by a customer

(whose initials are ‘ML’) and

so it will never hit the market.

MV remain tight-lipped about

who the buyer is but the Italian

national team head coach in

2006 was Marcello Lippi, so

who knows?

Anyway, it’s quite a special

build by MV Agusta.

12

NEWS

ALBERTO PUIG

ADDRESSES POL

ESPARGARO TO

HRC RUMOURS

Current Red Bull KTM Factory

Racing star Pol Espargaro has

been at the height of MotoGP’s

‘silly season’ contract speculation in

the last 24 hours. Some media outlets

– including Sky Sport Italia, Autosport

and Motorsport – have suggested a deal

between Pol Espargaro and HRC for

2021 is pretty much a done deal.

It would be a shock move considering

the MotoGP riders haven’t raced in

2020 yet, and it would be an announcement

that would spark a whole host of

questions as to where other riders will

end up at the end of the 2020 campaign.

However, Repsol Honda Team Manager

Alberto Puig has denied that Espargaro

– or anyone apart from Marc Marquez

– has put pen to paper with Honda past

this season yet.

“HRC is always thinking about the

present and the future of its structure,

from the lower categories to MotoGP,”

commented Puig. “Due to the circumstances

that we are in, this season

is not developing through the usual

channels, but that does not mean that

Honda stops continuing to plan the

best possible future for all their riders.

We do not have any contracts signed

with anyone that have not already been

announced.”

Speaking with motogp.com, LCR

Honda Team Manager Lucio Cecchinello

said HRC is in talks with both of his current

riders, Cal Crutchlow and Takaaki

Nakagami, about renewing for 2021. And

what about Alex Marquez (Repsol Honda

Team)? The Pol Espargaro rumours

have certainly raised a few eyebrows

and it could be a switch that creates a

whirlwind of moves.

However, motogp.com understands

that nothing is signed yet, as MotoGP

fans eagerly await some official confirmation

regarding who HRC will sign

up to be Marc Marquez’ teammate next

season.

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

R110.00 R465.00

Tubeless Puncture Kits

RPHA-11

CRUTCHLOW

REPLICA

License Disc Holders

R168.00

RPHA-11

IANNONE

Bar Ends

REPLICA

R100.00

R10995

RRP incl

Hand Guards

Various Colours available

ABS Plastic R470.00

Alloy R990.00

Scooter V Belts

From R110.00

R10995

RRP incl

Tyre Levers

From R95.00

Rim Locks Front and Rear

From R48.00

RPHA-11

CRUTCHLOW

REPLICA

Jerry Cans

From R450.00

RPHA-11

IANNONE

Fork Boots

REPLICA

from R120.00

PBA DEALER LISTING

PBA DEALER LISTING

R10995

ANOTHER

MOTOGP

RIDER JOINS

THE TEAM.

WELCOME

PART NO. DESCRIPTION PRICE

BRAD

BINDER.

50081406/L CARB CLEANER 400ML 50.00

50201414/L TERMINAL PROTECT RED 50.00

50201415/L

RRP incl

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

R10995

55000314/L TYRE FIX 200ML 45.00

56000001/L RRP incl FORK OIL SYN 5W 125.00

R8795

56000002/L FORK OIL SYN 10W 125.00

56000003/L FORK OIL SYN 2.5W

RRP incl

135.00

RPHA-11

SCONA

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

PRIMROSE JUST 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

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BIKERS PARADISE 018 297 4700

BIKERS INSANE PARADISE BIKERS 018 014 297 594 4700 2111

INSANE MOTOS @ BIKERS KLERKSDORP 014 018 594 468 2111 1800

MOTOS WATER RITE @ KLERKSDORP MOTORCYCLES 018 468 771 1800 5050

WATER RITE MOTORCYCLES 018 771 5050

LIMPOPO

LIMPOPO K.R.MOTORCYCLES 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

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RIDE HIGH WITH YAMAHA 035 789 1851

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

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

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021 930 5917

051 430 3326

14

STAND UP AND BE

COUNTED.

It’s uncertain times and all of us are feeling the pinch to a larger or lesser

degree, but we are all in this thing called life with corona together.

By Michnus Olivier

15

Michnus Olivier together with his

wife Elsebie are regular contributors

to our magazine and now

he shares some of his insights

to the world we live in currently and how

to approach it. He has a very pragmatic

approach and what’s nice is, they are 100%

independents and they they say it just the

way it is, these are his thoughts on our current

situation and how he is finding various

people and businesses reacting to it.

For my friends with businesses and as

their own brands:

As businesses slowly re-open, they have

made it through most probably the hardest

toughest traumatic experience in their

professional and personal careers.

And it is still not over yet, there are still

very stressful times ahead and some will

not survive the fall out of this disaster.

For what it is worth and in the hope it

might help some through this time here’s

some tips I can offer. This is a long post,

stay with me ;)

Let me start with this. In the last 12

weeks sitting in lockdown in Bolivia, I have

written and updated articles for advrider.

com.

https://advrider.com/?s=michnus

But even before that, I have emailed and

contacted many brands and people for

information on articles I wrote. An enormous

amount, and especially the bigger

companies do not have adequate qualified

communication people and channels to

communicate with customers. Many do

not even reply , whether on social media

or directly on their site or email. How they

stay in business is beyond belief.

Communication with your customers is

THE most important part of your business.

There is a reason why your customers

want to talk to you. If you do not have the

channels available they will eventually

just go buy from your competition. There

are so many of the bigger businesses that

have virtually no means for contacting

them. This small business can use to their

benefit. Customers do not want to be just

another number, they are the reason you

exist.

On social media, and it is called social

media for a reason, many of the bigger

brands do not interact with their customers.

This only makes customers feel like a

cash-cow. If you are shy and do not want

to connect with your customers on social

media then rather do not have social media

accounts. Again this is where smaller

brands can be effective and take business

from big operators.

Social media is free and allows smaller

operators to compete with the big guns

on equal terms. But use it mindfully and

actively.

Having a website that your mom made

that looks like it came from the age of

dial-up won’t help either. Letting your

primary school kid run your social media

accounts because they know stuff will end

in tears.

Appointing the secretary to run social

media just as a side thing will only make

customers angry when they ask for info

and she is not able to communicate it

properly and her phone is being occupied

by the toddler. Marketing is a combined

project, not a by-the-way exercise.

Throughout this lockdown, I saw so

many small businesses add zero content

to their sites or social media. No, posting a

special offer product is not communicating

with your audience. Content and customer

interaction is key!

Create blog entries, make video clips of

your product, reviews, tell people what is

happening in your business. Use your email

list to keep customers updated on news.

There are so many things to use and it does

not take much money or time.

Joe Fleming aka Bonafide Moto Co

has done around 22 live talks with people

during this time on Instagram. This worked

well for their small brand.

As another example, on this page I

contacted well know Advriders-Overlanders,

many of them act as their own

brands and as tour guides for big companies.

Many have never bothered to reply.

https://www.pikipikioverland.com/travel-quotes-from-motorcycle-overlanders/

Needless to say, I prefer to refer the ones

that did bother to reply.

Your business is nothing without customers,

make sure they know you are still

here. Make sure they hear from you often

and share with them valuable content and

communications.

There are loads more tips but this is already

a long post..

If you want to shoot me a message I am

happy to offer whatever I can help with.

18

SUPER

STUFF

OXFORD LEVER

GUARD

These new easy to install lever guards were develop to

help avoid the accidental engagement of the front brake

and clutch lever during close wheel to wheel racing, but

can easily be applied to road riding, defending the levers

from wing mirror strikes while filtering traffic. The

universal design fits 22mm handlebars and includes 12-

18mm diameter inserts to accommodate different types

of bars. The robust Delrin construction keeps the guards

in tact in the event of collusion.

R365.00

Contact DMD on 011 792 7691 for a

dealer near you www.dmd.co.za

RED BULL KTM

BRAD BINDER TEE

The new ZSE chains are the result

of an intense development process

made side by side with the best

Enduro Racing Teams, with the aim

to deliver the most efficient power

transmission from the engine to

the wheel, limiting friction while

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19

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20

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22 ENERGICA

IS THIS THE

FUTURE?

Electrifying as that question might be, the truth is that digging old fossil fuels out of the ground is not

sustainable forever and alternative sources of energy need to be found, burning coal to generate electricity

is also not limitless and neutralises any carbon footprint argument. But using renewable electricity to charge

your batteries of your electric vehicle makes sense, only problem there is what to do with them at the end of

life of the said vehicle.

Article by Clinton Pienaar

Pics by Beam productions / Energica SA

23

Energica is the bike of choice when

it comes to electric motorcycles,

they are the single brand manufacturer

that races in the Moto E

Championship and they have vast

experience in making electric bikes that

work, even if the weight of the batteries is

limiting. As the sole bike manufacturer of

the series, which was chosen by Dorna for

the new era of electric motorcycle racing,

worked hard during the off-season to get

ready for the first official test at Jerez de

la Frontera in Southern Spain, which took

place in the early days of March. For sure

the pandemic has put a hurdle in the way

for them but plans are still in place to carry

on as soon as they can race again.

Energica has put to great use the

know-how gathered in the competition

arena to offer a new range of road motorcycles

available for customers, which

features improved power, reduced weight

and a much extended driving range (up to

400km) claimed.

Let me start at the beginning with our

SA first ride on the Ego, the fully faired

option, the bike is gorgeous from every

24

ENERGICA

angle, it’s a sharp edged design which has

the authentic Italian design all over it, every

detail has been looked after, looks wise

its right up there with the most gorgeous

superbikes. Then as I always do with a new

bike is throw a leg over and pick up up and

here is where the difference is immediately

apparent. I battled to pick it up from its side

stand and as I forced it up I nearly drop it

on the other side, this weight it something I

must get use to.

So first off, you switch the bike on by

turning a key, funny that, no noise happens

but the dash lights up, then you push another

button and a green light comes on and

you have selected the forward gear, yes it

has reverse, thank goodness only crawling

speed. I gingerly open the throttle and the

bike starts rolling forward, I ease onto the

track still in road mode and open the throttle

more, it’s instant, all 215 Nm of torque

is available, it does not wheelie because it

weights a ton but the forward propulsion is

something to write home about, it is insane,

it is addictive, the turbine sound coming

from the engine is modern and nice and

space age. It’s not an engine sound and

I’m not sure if the long term noise will stay

appealing, but the driving force will. I do a

Ohlins suspension

front and rear

Cruise control

on a superbike?

Screen shot from the app

Quite a high tech dash

26

ENERGICA

Multi-level traction control, ABS, adjustable “engine braking”, (with a regenerative effect)

and power modes for Sport, Urban, Rain and Eco.

Charging from a wall

plug will take about

4 hours to 100%, but

quick charges can

happen in 30 minutes

and will take you up

to 80%.

These bikes were fitted with 13.4kWh batteries, whereas all customer

bikes will have 21.5 kWh batteries. This will significantly

improve range.

few laps to get used to it and then I stop.

I feel I have enough of a feel to drop the

traction control down a bit and put it into

sport mode. I go out and do about 8 laps

at a pace where I know I will not crash

(did I mention the R600k price tag) but

I want to see if the electronics are up

to it and if the suspension can carry the

weight, 280kgs of it to be precise. The

acceleration now is even more dramatic

in sport mode and the TC light flashes but

you can’t feel the cut in, it’s very linear. It’s

quite weird (read nice) to have one long

linear gear which just keeps on giving,

there is a tight right hand hairpin at FK

circuit which puts you onto the straight to

a down hill high speed left hand sweeping

bend. From knee down right hand leaving

the hairpin full on the throttle climbing

over the bike to the left hand side with

the bike charging hard, for sure here I was

happy not to still needing to change gears

at the same time. So electric propulsion

has its merits. But this high speed corner

enters into another tight hairpin right

hander and here the weight can be felt.

The Brembo callipers and Ohlins suspension

hardware coping very well but you

can’t hide the weight, it’s there. We rode

the bike a fair amount and there was a

few of us doing the riding and the battery

lasted fairly well on this short track, only

when it got down to about the 50% level

did it start taking power away. It does this

to make sure you get home to get another

charge. As a matter of fact, if it runs out

completely you can stop, switch it on and

off and again you will have a short limp

home power delivery, that option can be

used twice for an additional 20kms range.

Let me also just draw on the price

again, the father and son pair of Kobus

and Francois, two Petrol Heads (battery

heads in this case) are passionate about

the brand, they planning on bringing in

the bikes in the future and will showcase

them going forward, the ever changing

exchange rate is not helping them but the

first bikes were brought in with all the

bells and whistles added and hence the

exorbitant pricing, also coming from Italy

does not help. But the Ego at a retail price

of over R600k did scare me a little, not

that I could not see the technology or the

R&D cost that must go into the manufacture

process, but what else could I

spend my R600k on if I like 2 wheels and

herein lies their problem. R600k is a lot of

money and there are a lot of options but

if you want to be unique or the first this

will come at a premium charge, excuse

the pun.

I took the Eva (naked) for a road ride

through town and here all of a sudden

the more straight up riding position and

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28 ENERGICA

Energica Evo

Chris running through the

bike with Clint

almost same amount of pulling

power impressed me, as a city runaround

this made a lot of sense as

long as you can plug it into renewable

electricity supply. But even at a

more sedate pace the charge level

dropped quite significantly, and I

thought that on the open road this

might be a limiting factor. We are

not Europe and our trips are not less

than 200km away, yes the future the

bikes will come in with much better

batteries, as in 60% better with 21.5

kWh apposed to 13.4 kWh as in these

bikes, but am I just too old school I

was asking myself?

In summary, yes electric bikes

will be the future, but for now the

cars are the big push as I think that

the biking world still has too big an

affection for petrol engine, for the

same reason I don’t think we would

like a diesel sounding bike, the sound

of internal combustion just resonates

with us all too much. But if you are

the rider who wants to arrive on the

future, look no further than this Ego.

It will for sure surprise you the first

time you twist the throttle, it’s fast,

damn fast.

Chris from Energica SA. Contact

sales@electronia.co.za or Kobus

directly on 0833153333.

We going to try and set the SA land speed record on a bike from Energica on the

Mafikeng Airport strip which is 4.5kms long in the near future, we will keep you

posted.

29

30 TRIUMPH ROCKET III R & GT

NEVER JUDGE A BOOK

BY ITS COVER

Before I even saw the bikes in the flesh, I knew the Rocket 3R was going to be my favourite of the two, then

after seeing them for real the R and the GT, I knew I was right, how mistaken was I?


Pics by Beam Productions

31

I

mean, just look at the stance of the

Rocket 3R over the GT, it’s like the

full spec Mustang Shelby next to it

SUV brother. The one just completely

out poses the other, and that’s before

you even swing a leg over. So just

before Lock Down we had the opportunity

through Triumph SA to go for our first SA

ride on them. I’m not going to go through

the full technical specs on the bikes as

we already handled that in the launch

article from the UK in our Jan issue. But a

2,5 litre torque hungry triple will definitely

lift your skirt, the last model was crazy

and this one makes more, 221 Nm to be

exact. To make you realise how much that

is in motorcycle terms is it makes almost

double to what a V4 Ducati does which

is 112 Nm. Yes it is a heavy bike but it’s a

big muscle car kind of engine, for interest

sake, this bike is 40kgs lighter than it’s

predecessor.

So we met at the Triumph shop at

Kramerville just after peak traffic in the

morning and I immediately gravitated

to the Roadster R as keys were handed

out. It’s key-less so you just put it in your

pocket, push a button and you’re off. The

seating position is immediately more

cage-fighting ready than anything I’ve

ever ridden, it fits with the bike’s roadster

looks, I loved the feet position and the

stance leaning forward with the bar position

exactly as I thought or hoped it would

be. I immediately felt stylish and happy

as I was wearing my latest motorcycling

apparel.

Blimey, they not lying about the

torque, this 2458cc triple is a machine,

it’s a lot smoother than the old one and

it’s for sure got more poke. The old bike

impressed me with the absolute brute

force with which it could accelerate from

idle, it felt that the revs would pick up

with the bike in first gear as quick as it

would standing next to the bike and revving.

It was that hectic, the new one feels

exactly the same but even more so, it actually

pulls your arms longer. You cannot

accelerate fully if you have a pillion on

the back or you will lose her.

We headed out on the hi-way with

our end destination past Harties and past

Pellendaba to a great little lunch stop

called the Pastorie in Broederstroom,

en route there we had a great variance

of roads. The wind on the R at highway

speeds or a little above it is quite liveable

but at a bit more of a twist of the throttle

it gets quite windy, the quite sporty setup

on the suspension also had me longing

for a more adventure bike set up (I must

admit here, we are talking about the

worst road on the planet past Pellendaba).

As much as I loved the bike before,

32

TRIUMPH ROCKET III R & GT

all of a sudden it’s open road

likability for me was falling a

bit short, I was in conflict with

myself.

We swapped bikes, and I’m

not a touring bike kind of a rider,

but all of a sudden the GT felt

more age appropriate for me. I

had a good chuckle to myself in

my helmet, you have all of the

gusto of the R, but just in a more

sedate kind of riding style, the

changes are small. The bars are

a little higher and closer to you;

the footpads more forward and

the seat height a little higher

which alter the triangle quite

significantly and make the ride

quite a bit more comfortable.

Even the smallish screen, not a

lot bigger than the small one on

the R make you feel more hidden

from the elements, subtle

changes which produce quite a

different feeling bike.

Both have the same Showa

fully adjustable suspension

but either the test units were

set up differently, but the GT

changed my preconceived idea

totally on this ride. It was still

agile but a lot more plush, the R

was set up a lot more sporty. So

much so that if you had asked

me after the ride on which one I

would buy, I would of surprised

everybody and opted for the

GT. Handling wise, the two hide

their weight quite well, even

though at just below 300kgs

dry, they are still on the heavy

side. I can liken them to biggish

girls who can dance properly

in the cha-cha, it’s all about

how you use your weight and

spin it around. The big back tyre

(240mm) should penalise it

more I thought but surprisingly

not, I thought it would battle to

turn in but again I was wrong,

the rake and trail being just

right for a bike of this weight.

The braking, which is done

by Brembo Stylma Monobloc

calipers up front which have

cornering ABS is right at the

cutting edge. Obviously TC is

a standard feature but heated

handlebars only on the GT which

I thought to be a bit odd.

There are a few stand

out features of the bike that

impressed me a lot. I absolutely

love where Triumph is position-

Photo: R. Schedl

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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.

34

TRIUMPH ROCKET III R & GT

ing itself as an international motorcycle

brand, they are aiming for the top step.

The level of detail from the TFT dash, to no

electrical wires showing to the brushed aluminium

finish, the switch gear, the stitched

seat detail, the intake and exhaust manifolds

covers, the day time running lights, I

promise you the list goes on. Triumph knows

it is selling bikes to an older gentleman with

taste and money. Actually, after walking

around the bike for a while, the sub R300k

launch price actually seems like a bit of a

bargain compared to similarly focused bikes

out there.

In summary, I was surprised at my

change of heart, I was so convinced the R

was 100% for me, and it did not disappoint.

What I thought it would be it was, as a matter

of fact I still love it, for a street bruiser I

think it’s fantastic, riding position suites it

100%, if you into looking good on a bike look

no further but if you going to do mileage, the

GT has got to be your first choice.

165hp

221Nm

Handlebar width

889mm

Tank capacity

18 litres

ROCKET III R

R299 000

Seat height 773mm

Dry weight 291kg

Juan Ballester

2nd Opinion

In my opinion you not going to get

very far with a 2.5 L engine and an

18 L fuel tank on the GT, so unless

you ride very sedately, range might

be a problem. (Triumph claims a 6.82

l/100 consumption) Touring bikes

need bigger tanks. Also that little

wind screen won’t offer much protection

to your upper body on long

stretches of open road. The GT was

not for me.

I am drawn to the R without a

doubt. I prefer the less cluttered

brute look along with a sportier and

fun to ride rider position. Let’s face it

the Rocket 3 is a cool bike so keep it

that way by looking cool. Get the R,

get retro, get a cappuccino hell get

two. Flirt with the waiters or at least

show your wife you still have some

balls.

35

Handlebar width

886mm

Tank capacity

18 litres

ROCKET III GT

R315 000

Seat height 750mm

165hp

221Nm

Dry weight 294kg

36 SUZUKI GIXXER 250 SF

Article by Daniel Pienaar

Pics by Chris Kuun

37

SPORTS

LIKE

CITY

RACER

We were recently given the long awaited Suzuki

Gixxer 250 SF, and while there hasn’t been

any hype on South African shores, this bike was

placed in the top five products you can buy in

the 250cc -500cc segment in India.

What’s even more impressive is that India alone

registered 1526 of these motorcycles in May of 2019.

Now when it comes to the looks of this Gixxer

250 SF, Suzuki like all the manufacturers have tried

to make their small capacity motorcycle look like

one of their bigger models. Suzuki in this case has

taken this one step further, adding clip on bars,

having a split seat, electronic dash, and LED head

light. This small capacity motorcycle does not only

look like Alex Rins Suzuki GSX – RR MotoGP bike,

but does incorporates some of its technology in the

form of its cooling system.

This 250cc air-cooled single cylinder motorcycle

has no fins on the engine, which is very unusual

for an air-cooled motor. However with that being

said and having ridden the bike through town and

on a race track this bike didn’t give off any of the

heat you would feel on a fire breathing 1000cc

water cooled motor, even when stopped at a stop

street or robot. For more information click on the

link provided so you can better understand how the

cooling system works.

When it came to riding the bike, I was thoroughly

impressed. This quarter liter commuter claims

to have 26hp and 22nm torque. Now the type of

person that buys this kind of motorcycle isn’t going

to go race it around Kyalami, but rather for a daily

commute to work or school and back and the occasional

breakfast run on a Sunday. The bike makes

enough power to ride comfortably on the highways

and is a breeze to ride through traffic. What is even

more spectacular is the fuel efficiency of this motorcycle,

getting an impressive 37,5 kilometers per

liter in town and 40 kilometers per liter on the open

road, and with a fuel capacity of 12 liters I am pretty

certain that most riders will run out of stamina

before this motorcycle runs out of fuel.

Now for anyone who is looking to save a few

38


extra ZAR’s this bike is perfect as it

is so light on fuel, requires extremely

little maintenance and best of all,

comes in under the R50 000 mark,

and with the ever increasing number

of delivery bikes being sold in South

Africa on a monthly basis, I wont be

surprised if more and more of these

smaller capacity motorcycles will be

sold to the very guys doing the deliveries.

Now I am not meaning that

they will be delivering your pepperoni

pizza on a Gixxer 250 SF but rather

getting at for a small fee a month

they could have a work bike and a

bike for going out on.

SUZUKI GIXXER 250 SF - R49 950

Engine

Engine Type

Valve System

Displacement

Bore x Stroke

Engine Output

Torque

Fuel System

Starter System

Transmission Type

Dimensions

Wheels

Overall Length

Overall Width

Overall Height

Wheel Base

Ground Clearance

Seat Height

Kerb Mass

Fuel Tank Capacity

Tyre Sizes

Front

Rear

4-Stroke, 1-Cylinder, Oil-cooled

SOHC, 4 Valve

249 cm³

76.0 mm x 54.9 mm

26.5ps@9000rpm

22.6Nm@7500rpm

Fuel Injection

Electric

6 Speed, MT

Cast

2010mm

740mm

1035mm

1345mm

165mm

800mm

161kg

12 L

110/70R – 17 M/C – Radial Tubeless

150/60R – 17 M/C – Radial Tubeless

40 TT WINNING BIKE

HOW TO

BUILD

A TT WINNER

FOR THE TT THAT NEVER WAS

Article by Mat Oxley

Pics by Oxley and iomtt.com

41

Life can be full of cruel jokes. Last summer

Peter Hickman and his Smith’s Racing crew

finished prepping their BMW S1000RR superstock

bike in the paddock at the North West

200, two hours before practice got underway. This

year they had both the stocker and the superbike

ready to go by mid-March; ten weeks before 2020 TT

practice was due to start and just a few days before

the entire event was cancelled.

Hickman and team manager Darren Jones still

hope the Isle of Man government changes its mind

and allows a slimmed-down TT race programme

to take place during the Classic TT and Manx GP at

the end of August. But in case that doesn’t happen

they’re already making the most of the downtime.

“We’re taking the positives,” says Jones, who is

also Hickman’s crew chief. “We’ve got time to do

things for which we never had time before – like having

a proper test programme with all our TT bikes.”

Meanwhile Hickman stays sharp riding flat track

and minibikes, awaiting the start of the BSB and the

roads seasons, whenever that may be.

Smith’s Racing – now backed by Milwaukee tools

– is based in an industrial unit in Louth, Lincolnshire.

Jones is a local and Hickman lives in his motorhome

next to the unit. They both work full-time, employing

other staff for racing, development and so on. They

are lucky that team owners Alan and Rebecca Smith

– who run a Gloucestershire-based waste-management

company – allow them to run the team pretty

much as they like.

“Daz and I had been in other teams, but you won’t

achieve what you want to unless you’ve got the right

personnel, which most teams don’t,” adds Hickman.

“We’re lucky that Alan and Rebecca have allowed us

to mould their team into what we want it to be.”

Thirty-three-year-old Hickman and Jones have

worked together for a decade.

“Daz owned a bike shop, and in 2010 I went in there

begging; that’s how it started,” grins Hickman, who

during our chat is repaying favours by making coffee

for the entire crew.

“When I started working with Peter he wore all

my old clothes, he slept on my sofa and my missus

cooked us dinner every night,” recalls Jones. “And I

used to get used slicks from Pirelli for him to race.

Genuinely, he didn’t have a pot to piss in.”

The pair first hooked up with Smith’s in 2017, when

the team was close to quitting racing.

42 TT WINNING BIKE

“In 2016 Smith’s got 21st and 24th in BSB,

then we came the next year and they got

fourth, with plenty of podiums in BSB and

at the TT,” says Hicky. “It’s cost them a lot

more money to do it, but look at the results.

They’re both enjoying it again.

“I had a few demands when I first went

to Smith’s. They were on K-Tech suspension,

but I don’t particularly like K-Tech, so I said

I’m not riding the bike unless it’s got Öhlins

in it, and Alan said, all right, I’ll buy Öhlins.

Straightaway that cost him a hundred grand

for forks and shocks.”

Smith’s next investment for Hickman was

six superbike-spec S1000RR engines, at

£24,000 each.

Last year Hickman raced the all-new,

third-generation S1000RR for the first time,

which he used to win the Superbike TT, at

an all-time record speed of 132.6mph, and

the Superstock TT.

“The new bike is a big step forward and

is much better overall,” he adds. “It’s very

different to the previous model, it’s not

really similar in any way. Some of the reactions

it has are similar to the old bike, but

in general it’s totally different. It’s better

everywhere because it actually goes around

corners and it’s got heaps of feel.”

Amazingly, Hickman runs almost identical

chassis set-ups for short circuits and

for the roads.

“Suspension set-up is very similar – we

just run a softer link at the TT,” says Jones.

“When we took our BSB bike to the Island

last year we hardly changed anything, even

ride-height. We used to run a higher rideheight

at the TT, but not anymore. Obviously

it’s a good thing if the bike stays the same

when we go to the TT, because then Peter

knows how it’s going to react.

“The only thing we do is fit a stainless-steel

sump guard to protect the engine

when the suspension bottoms out at Barregarrow.

Also, we do brace our chassis for

BSB, but we don’t for the roads. To be fair

we don’t know how much the bracing helps

in BSB – sometimes Peter can’t tell, but the

lap time is quicker

“The thing is with Peter that we never

really know if we’ve done a good job or a

bad job because he just rides it regardless!

If there’s an issue he rides around it, which

can be a good thing but can be a bad thing.

“As daft as it sounds, the biggest difference

for the TT from a preparation point of

view is that we use a lot more lockwire and

a bit more thread-lock.”

The third-generation S1000RR (after

the 2009 original and second iteration of

2015) does has its weak points. The superbike-spec

race engine has significantly less

Hickman 2020; S 1000RR

TT superbike 2019 engine

top end than the previous race engine: 220

horsepower at the rear wheel, against 234

from the old superbike spec.

“In standard spec the new engine is an

absolute weapon,” says Hickman. “But BMW

are struggling with superbike spec. At the

moment we don’t have anywhere near the

power we had out of the old one, which at the

TT and North West isn’t good because of the

big, long straights.”

Top-speed figures from the 2019 TT on

Sulby straight tell the same story: Hicky

reached 194mph aboard his superstock

2019 Superbike TT

Winner

S1000RR, just 2moph slower than the superbike.

BMW sell three different specs of race

engines from their Munich race shop: Type 1

is blueprinted for superstock racing, Type 2 is

for world endurance, with a kit gearbox, and

Type 3 is for superbike, with a kit gearbox.

Hickman and Jones learned plenty from

their first TT with the latest superbike-spec

S1000RR. Their biggest lesson came during

the week-ending Senior TT, which Hicky

led by 20 seconds, until the engine started

chucking water out.

2019 Superbike TT - top of Barregarrow

43

44 TT WINNING BIKE

Hickman 2020; S 1000 RR

Superbike, Suter swingarm

Ohlins and

Brembo

Hickman 2020; S 1000 RR

TT superbike, Alpha link

BMW Kit ECU

Carbon frame protectors

“Since then we’ve worked out what

happened,” says Jones. “We were running

too much ignition advance, which

created so much combustion that it

raised the cylinder head, allowing water

in.”

At least Hickman managed to finish

that race second to Dean Harrison’s

Kawasaki ZX-10R.

“We learned loads last year, on top

of what we learned from the engine

problem in the Senior,” adds Hickman.

“The biggest difference with our 2020

bikes is that we are running BMW

race-kit electronics on the superbike,

which we didn’t before. We used to run

the kit electronics on the stocker, with

the traction control and everything

turned off, and on the superbike we

ran the Motec kit that everyone has to

use in BSB, which doesn’t have traction

control or anything. But even though

we used to run both bikes without

traction control or anti-wheelie they

felt different because they’re different

electronic systems. So this year the

idea was to make them both feel the

same and react the same, so both bikes

now run the kit ECU.”

Hickman is convinced he can go

faster when he next races on the Isle

of Man. He set the current outright lap

record of 135.452mph during the 2018

Senior TT and only failed to better that

in 2019 because much of TT fortnight

was washed out by bad weather, so he

had very little practice, on a bike he had

never ridden over the Mountain course.

“Last year I did a 134.2 from a

standing start on the superbike – a

brand-new bike and after only two laps

of practice. We didn’t do anything to the

bike, really, but we were still fast, so I’m

sure we can go quicker than the record,

with what we’ve learned.”

Hickman and Jones have no doubt

about one of the key secrets of their

success at the TT, which during the

last two years numbers five victories,

including one Senior, one Superbike,

one Supersport and two Superstock,

and four further podiums from 12 races.

It is the tricky art of attacking the most

stressful race of them all with a relaxed

attitude.

“We say it all the time: literally

we’re just a bunch of mates who go

racing and we do all right,” says Jones.

“That’s all it is really. I think that’s what

works, especially at the TT, because you

just relax. Peter goes there to win, but

if he doesn’t it’s no problem: we weren’t

good enough, so we’ll go again next

year. Whereas some people go there

and have got to win.”

Hickman 2020; S 1000 RR Superbike,

Peter Clifford electronics engineer

45

46

TT WINNING BIKE

SUPERBIKE TT BMW S 1000 RR

BMW Type 3 race engine, with flowed head,

higher compression, race cams, balanced

pistons and rods, Öhlins RVP 25 42mm forks,

Öhlins RSP40 shock, Alpha suspension link,

Suter swingarm, BMW kit ECU and loom,

Motec C125 dash, Domino throttle, Akrapovic

WSB pipe, Alpha triple clamps, Alpha

footpegs, OZ wheels, Brembo discs, calipers

and master cylinders, Febur radiator and oil

cooler, GBR engine covers, Alpha 24-litre

fuel tank, Alpha subframe, Evotech radiator

guard, Alpha carbon-fibre frame protection,

Loman quick-shifter, Alpha handlebars,

Domino throttle, Ilmbeger carbon bodywork,

John Darke (Louth) paint, Dunlop slicks.

Approximate all-in price: £80,000

Hickman Smith’s worskhop; 2018 Senior,

lap record time, race time, lap record

speed; from the TT scoreboard

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

48

2020 KAWASAKI Z900

SMACK BANG IN THE

MIDDLE

This is our third instalment of the Z range of Kawasaki bikes. After testing the 650 and

Super Charged Brute in previous issues, maybe this evergreen 900 could be the pick of

the bunch.


Pics by Kawasaki Press / Beam Productions

49

When Kawasaki introduced the Z900 in

2017, the plan was to replace the Z800

and Z1000 models with a machine that

would deliver the best aspects of both

in performance and useability. And largely that was

what happened - they hit the sweet spot. The Z900

has been updated for 2020 now and with a few subtle

changes, I feel it will still be a favourite.

I have long been a fan of this motor and in the

Z900RS and Cafe Racer configuration, I have said

that it is one of my favourite engines in the whole of

the motorcycle world. Why you ask? Well for starters

its not tuned for all out power but rather for road riding

usability, so it has low down torque for easy pullaways.

The induction sound of the air being sucked in

is something you will enjoy with every acceleration

and the engine is basically buzz free, it’s seriously

one of the smoothest engines out there.

Aesthetically the first obvious change is the TFT

dash and the headlights are now bright LED units, it’s

had a subtle nose job and the trellis frame has been

strengthened around the swingers pivot area. The

bike now has 3 riding modes which are Road, Sport

and Rain, but as this bike is so nice off the bottom, I

preferred the Road setting.

It has ABS but not cornering ABS and it now is

fitted with switchable Traction Control, so these

electronic do come at a price and this bike now

retails for R155995.00.

So Kawasaki still have the other two bikes available

with this engine being the RS and Cafe Racer

but that should appeal to the more retro guys out

there, this 900 is aimed at the younger crowd.

50

2020 KAWASAKI Z900

Z familiar engine configuration in this 948cc

inline-four with 73,4 x 56,0 mm (bore and

stroke), 11,8:1 compression, 36mm downdraft

throttle bodies and a stainless-steel 4-into-1,

pre-chamber-into-silencer exhaust system.

Let’s give you 6 quick facts on the 2020

Z900.

1. A stiffer steel twin-spar frame is part

of the 2020 package. This year, the Z900

sports a revised chassis, with added

strength in crucial areas, such as the

swing-arm pivot point.

2. Suspension settings are revised.

Featuring the same fork and shock with

spring pre-load and rebound-damping

adjustments as previous iterations of

the Z900.

3. Selectable ride and power modes

will be available on the 2020 Kawasaki

Z900. Three selectable riding modes are

available—Sport, Road, and Rain. The

ride modes alter the levels of traction

control and ABS intervention, with Sport

being the least restrictive and Rain being

the most. Riding modes are adjustable

on the fly, rain drops power to 55%

availability.

4. The tech doesn’t stop there—Bluetooth

connectivity supports Kawasaki’s

Rideology app. Kawasaki has riders

covered who happen to enjoy staying in

constant contact, even when behind the

handlebars, thanks to the new Bluetooth

connectivity. To utilize this feature,

owners must rely on Rideology. The app

enables users to answer incoming calls,

view ride logs (route, distance, time traveled),

and tuning settings. We even got

the TC to be switched off via our phone

once connected for the wheelie shots.

5. Refreshed, sharper styling is applied

to the 2020 Z900. Although very subtle,

the changes can be seen and the new

colours with sticker kits will appeal to

the youngsters.

6. A new LED headlight shines much

brighter than before. LED lighting is a

noticeable improvement and one welcome

for riders who get out when the

sun goes down. All other lighting is LED,

as well.

The new TFT display

with Rideology mobile

connection

In summary, the Z900 now completes

Kawasaki’s Z offering and might be the

pick of the bunch. It has sweet handling

with a very comfortable riding position,

maybe for long trips I’d opt for a small

wind deflector but for the rest, it is still a

wheelie machine and at risk of repeating

myself, the engine is a gem, the induction

sound is additive and the basics of

just enjoying a fuss free two wheeled

machine is very emphasised.

51

2020 KAWASAKI

Z900 ABS

ENGINE

Type: Inline-4

Displacement: 948cc

Bore x stroke: 73.4 x 56.0mm

Compression ratio: 11.8:1

Valvetrain: DOHC, 4vpc

Fueling: EFI w/ 36mm Keihin throttle bodies

Transmission: 6-speed

Final drive: Sealed chain

CHASSIS

Frame: High-tensile steel trellis

Front suspension; travel: Rebound-damping and

spring-preload adjustable 41mm inverted fork; 4.7

inches

Rear suspension; travel: Linkage-assisted, rebound-damping

and spring-preload adjustable

horizontally mounted shock; 5.5 inches

Tires: Dunlop Sportmax RoadSport 2

Front tire: 120/70 x 17

Rear tire: 180/55 x 17

Front brakes: 300mm petal-type discs w/ 4-piston

calipers

Rear brakes: 250mm petal-type disc w/ single-piston

calliper

ABS: Standard

COLOURS

Metallic Spark Black/Metallic Flat Spark Black

Candy Plasma Blue/Metallic Matte Fusion Silver

52 ROUGH CRAFTS HYPERMOTARD

MENTAL

MOTARD

Taiwan’s Rough Crafts takes a crack at customising the ballistic Ducati Hypermotard 939.

Article by Wes Reyneke

Pics by JL Photography (facebook.com/996long)

53

When Winston Yeh first burst onto the

scene with his shop, Rough Crafts, he

quickly made a name for himself by

turning stock Harley-Davidsons into

dark and menacing bobbers. Since

then, the Taiwanese designer has spread his wings

and applied his sharp eye to motorcycles from a

number of other brands. But the real artistry lies in

the fact that whatever platform Winston’s working

with, his signature Rough Crafts style always pushes

through.

This time, he’s stamped his mark on a most unusual

donor: a 2018 Ducati Hypermotard 939. Anyone

who’s swung a leg over the Hypermotard knows

what a cracking ride it is. With 110 horses and 98 Nm

from its 937 cc Testastretta twin, decent suspension,

and a dry weight of just 181 kilos, it’s proper fun.

The thing is, it’s also tricky to customise. The Harleys

that Winston cut his teeth on are simple bikes

that are easy to take apart and reconfigure—but the

modern Hypermotard has a very distinct look, and

everything’s designed to fit together a particular way.

Still, when a customer brought in a Hypermotard 939

and asked Winston to modify it, he was keen to take

up the challenge.

His brief was twofold: give the Ducati the Rough

Crafts treatment, and lower it a bit at the same time.

“It was obvious that the 870 mm seat height was too

stressful for him,” says Winston, “especially in Taipei

city traffic, where there’s a lot of stop and go.”

“We still wanted the direction to reflect the Hypermotard’s

natural purpose—light, nimble, and fun.

A street tracker came to our minds—a flat tracker-styled

bike with regular street tyres and brakes.”

Winston went straight into Photoshop—fiddling

with ideas and fettling the bike’s stance virtually

until it looked right. The final design called for a 2”

drop in the front, and a 1” drop in the rear. To achieve

this, Rough Crafts installed a set of Öhlins FGRT207

upside-down forks, originally intended for the

Kawasaki ZZR1400, along with a new top triple from

CNC Racing. Öhlins then hooked the Ducati up with a

custom rear shock to complete the set.

The chassis upgrades didn’t stop there. Rough

Crafts installed a full Beringer brake set, an Öhlins

steering damper, and a set of carbon fibre wheels

from South Africa’s own Blackstone Tek. Even

though flat track bikes typically feature 19” wheels,

Winston knew this bike would be spending its time

on tarmac—so he kept the wheel sizes at a road-biased

17”, and opted for grippy Pirelli Diablo Corsa II

tyres.

Rough Crafts operates as something of a collective,

with Winston regularly outsourcing different

parts of a project to various talented craftsmen. For

the bodywork, he pulled in metal shaper and frequent

collaborator, MS Pro. The result was a new fuel

tank and radiator trim, designed to flow seamlessly

into each other and show off Rough Craft’s hallmark

scalloped style.

When it came to the rear half of the bike, Winston

had something else in mind. He called up David

Sánchez at BOTTPOWER in Spain, and asked him to

send over the company’s carbon fibre BOTT XR1 tail

piece. It turned out to be the perfect match for the

54

ROUGH CRAFTS HYPERMOTARD

Hypermotard’s updated design.

Kingsman Seat executed the

neatly stitched seat pad up top,

while lower down, the Ducati’s

subframe was rebuilt to accommodate

the new tail.

There’s so much to fawn

over on this build. Rough Crafts

and CNC Racing collaborated

to create two special edition

parts: a hydraulic clutch slave

and a brake lever protector.

There’s also a clear clutch cover

from Ducabike, and a front

sprocket cover from Rizoma.

The new fuel cap is a Rough

Crafts catalogue part, while the

custom tank badges are from

a Taiwanese artisan called 2

Abnormal Sides.

Up in the cockpit you’ll

find CNC Racing bars, Beringer

controls and Motogadget grips.

The stock speedo is still in play,

but it’s been moved to just in

front of the fuel tank. There’s a

flat track-style shroud up front,

with twin Koso lights embedded

in it, and Rizoma indicators at

both ends. Lower down, Rough

Crafts installed AEM Factory

foot controls, and a quickshifter

from Cordona.

The Hypermotard’s new

exhaust system is equally

eye-catching. It consists of piecut

titanium headers, expertly

put together by Tron Racing,

along with a titanium SC Project

S1 muffler.

Winston roped in Ameuro

Motors to handle final assembly,

and Air Runner Custom Paint

to tackle the Hypermotard’s

new paint job. And it’s a stunner

too—full of carbon-esque

finishes, textured gold striping,

and even finer silver pin stripe

detailing.

Nine out of ten times, we’d

say that attempting to customise

a Ducati Hypermotard is

probably a bad idea. But, as Winston

has proved time and time

again, Rough Crafts operates on

another level. Equal parts bad

ass and innovative, this Hypermotard

is a worthy addition into

his ever-expanding portfolio—

and one of the sweetest Ducati

customs we’ve seen.

Find out more at roughcrafts.

com.

55

56

THREE GENERATIONS

REFINING THE

BEAST

It’s been 6 year since KTM unleashed the 1290R Super Duke to the world for the first

time, and we get all three generations together to see how far they have come.



57

If you go back a few years to before 2014 where the

most angry naked would be a 1000cc four cylinder

, the advent of the 1300cc twin KTM caused quite a

stir. Move on a few years and all of a sudden we have

Supercharged Kawasaki’s, V4 Italians in the form of

Ducati and an Aprilia, and the German offering in the

S1000R is also a vicious machine. Yamaha have the MT10

and Suzuki have gone the cheaper route with their 1000

GSX-S which is still a proper machine and value for money

at the same time but pales next to these other naked offerings

which want to rip your head off.

Something that is interesting is that it would seem that

once you have bought a 1290R SuperDuke you get captured

into the world of KTM, because most of the buyers of the

new bikes have been current owners and funnily enough,

not too many of them are trading in their old ones, they

seem to have grown too attached to them.

So first off, what can you expect to pay for a Gen 1,

obviously depending on condition, extras and milage the

price varies between R140 and R160k, then Gen 2 between

R180 and R210k and the latest incarnation will set you back

about R270k. The question is does the extra money justify

the expense, and yes this is a relative question.

The first bike, Gen 1, is a Brute with a capital B and the

name Beast was born from guys riding it, it was and is a

Beast in every sense, Traction Control was mandatory and

was included as a standard feature thank goodness. The

torque available at about 2500rpm was more than what

58

THREE GENERATIONS

most super bikes made in the entirety of

their rev range and for some the bike was

a little too wild. We are sure KTM liked the

reputation that this bike carried within the

biking world. The nice thing with the Super-

Dukes is that they are not based on a sports

bike which normally makes for quite a small

cramped bike with high handlebars. These

bikes were made from the start as being a

stand alone model and for this reason there

are actually a very comfortable fit, even for

a bigger rider. One thing that the Gen 1 had

at high speed was a slight weave. I thought

it to be more the wind on your arms but doing

the same thing with Gen 2 and 3 on the

same road did not give off the weave. It’s

not alarming but it’s not steady as a rock,

where as the Gen 3 is, it feels as if you can

take your one hands off the handlebar, only

problem is at top end you might not get your

arm back there again! These bikes are fast.

59

So Gen 1’s at around R140k offer really good

value for money.

2017 arrived and so did Gen 2 with TFT

dash, upgraded suspension, keyless starts,

LED lights, updated electronics and speed

control with quick shifter and auto blipper,

heated grips and different power modes. A

little more refined but still a track weapon.

The one thing that we moaned about was

the lack of wind protection but that was

just because the bike was so fast. The one

thing which was in it’s credit was that the

seat was so deep and great the headlight

almost formed a funnel to push the wind

past most of your upper body only leaving

the top of your shoulders and head in the

wind. They had gone a far way in controlling

the Beast and giving it some manners, also

the TC in Sport mode made for enthusiastic

riding without curbing the power too much.

I remember being at the launch in Cape

60 THREE GENERATIONS

61

Town on Turn 2 trying to get

my head around trusting the

electronics fully with a open

throttle and the easy way in

which the bike allowed me to

do this was a clear indication

of what racing had been doing

in the bikes DNA, the cut in

was not abrupt, almost like a

gentle hand on your shoulder

asking you to calm down.

Roll on 2020 and we have

the new Gen 3 available. Just

look at it, where will it all

stop I ask, they just become

better looking all the time,

the lines, the agro stance the

big exhausts, it is just a piece

of Austrian art. As I swing a

leg over for the first time I

love the view that I have just

sitting there. The new switch

gear is so modern, the new

TFT dash is large and can

interface with your phone

completely for maps, music

and phone functions. The new

colours on the bike which

harks to their Moto GP effort

is apparent. I start the bike,

still keyless and immediately

the smoother uptake

on revs is very apparent. I

head out on arguably a kart

track called KF circuit in

Benoni, not the ideal place to

release 180hp/144Nm naked.

But immediately it’s not as

intimidating a the previous

generations, its still all there

but it has manners now. The

electronics have managed

to calm the franticness of

the bikes, especially relative

to Gen 1, down a lot. The Gen

1 when exiting a 2nd gear

corner would cut the power

quite abruptly when the front

wheel lifts and gives it back

to you (all of it) all at once as

the wheel came down again,

this causes quite a seesaw

reaction. On the Gen 3 exit the

same corner just as hard but

it just keeps on accelerating,

with the front wheel just

hovering off the ground in a

very controlled manner. You

have to stand back and be

amazed by the progress of the

software; I mean its only been

a few years and the progress

is significant.

KTM claim they have given

the new 2020 KTM 1290R

62 THREE GENERATIONS

SuperDuke road manners without

taking away it’s circuit fun, hence the

world launch at a track in Potimau,

and I need to agree with them. It’s still

a track weapon that will scare even

the most hardened superbike rider,

well almost, but it’s on the streets

where this bike actually shines, the

quick-shifter has come a long way, I

love the way it blips on down changes

and the cornering ABS seriously

boosts confidence even trail braking

into a bend. It’s nice knowing you have

an electronic back up just in case you

get carried away.

So the question is, does the new

2020 1290R justify it’s R60k premium

on the best Gen 2 out there on offer,

and the answer has to be yes, after

being on the newer bike, the other two

feel dated.

63

Mathew

Scholtz

MotoAmerica was allowed to race again at

the end of May, and the event was held at

Road America Circuit in Wisconsin, USA.

Mat showed a lot of promise during all

practice sessions, and in race one showed

his ability to bring his Westby Yamaha R1

home in second place. Race two saw much

of the same until Bobby Fong on the M4

Suzuki GSX-R1000 collided into the back

of Mathew, ending both of their hopes for a

podium finish.

Pic by: Brian J Nelson

Cam

Petersen

Moving into the Superstock 1000 category

this year, we feel this is Cam’s best chance

of taking his first American National Title.

His Suzuki GSX-R1000 was not ready for

this round, and producing some 30hp

lesser than the Panigale V4R of PJ Jacobsen,

he was on the back foot from the start.

Cam (45) led most of the first race holding

off a, patiently waiting Jacobsen, but was

no match against the brute power of the

Ducati. Cam picked up 2nd place at Road

America.


Sam

Lockoff

Sam Lockoff has been campaigning on

American soil for some time now. He has

moved from Yamaha to Kawasaki for the

2020 season, and in his first heat managed

to draft his way up the third place on the

last lap on the final straightaway. Race two

saw much of the same battle for the podium

but just missed out to finish in fourht

position.


Dominic

Doyle

Dominic Doyle has started his season in

the finest style. Double win and a new

circuit lap record in the junior 300 categor.

Pictured here is his team manager congratulating

him for his first race win.


70 APRILIA RAD KTM TUONO MOTARD V4 1100 FACTORY

WEEKEND

Warrior

Now this is another 500 project that was taken on by RAD KTM, to bring the

KTM fans an orange 500 commuter but with a twist.



71

This bike is perfect for the weekend

warrior that would also like

to do some off-road riding on the

weekend.

The bike looks incredible when

walking around it. The full Akrapovic

system is definitely an eye catcher but

something that caught my eye even

more was the carbon fibre BST wheels

that were specifically made for this

motard.

When jumping on this bike, you can

immediately feel the height difference

compared to one of the ones you’ll see

racing around the short circuits. Once

pressing the happy button the beast

roars, this single cylinder 500cc motorcycle

has never needed any more

grunt and the Akrapovic makes the

bike sound more aggressive compared

to the standard pipe. One thing that

did stand out to me was that there

were no visible changes made to the

braking system. I was a bit sceptical

to begin with, having raced motards I

know what kind of forces go through

the brakes, especially on the front. At

this point I had to remind myself what

72 APRILIA RAD KTM TUONO MOTARD V4 1100 FACTORY

this bike was built for; to get weekend riders off

their couches and out riding motorcycles.

When testing this bike it immediately brings

a smile to your face. This bike really does bring

out the hooligan within you, you start to wonder

why this bike has two wheels, as the front is

never down. When it came to the corners the

bike turns in really fast as there is no weight.

With regards to the suspension it definitely

wasn’t set up for the track, but keep in mind

this bike also needs to remain plush for the

weekend playing in the dirt. With that being said

I was really surprised with the brakes, the one

element of the bike I was the most sceptical

about impressed me the most. I thought that

the brakes would fade after around 6 laps of

riding the bike, and after having ridden the bike

consistently for about 20 laps before stopping

the brakes were still fine and did not over-heat.

This bike is a lot of fun to ride and perfect for

anyone that is torn between choosing between a

daily commute, a bike to play with on weekends

or even the occasional short circuit track day.

The idea behind having a

specific bike is usually

due to a single factor, I.e.

MX, enduro, motard or adventure

riding. The KTM EXC-F

500 can easily be converted

from an enduro bike into a

motard or even a street bike,

which should be appealing to

many customers looking for a

multifunctional bike.

The EXC-F 500 handled a

lot better than I expected with

motard tyres and the suspension

set up for enduros. I personally

feel that the EXC-F 500

turns exceptionally well as is

expected with the carbon fibre

rims and 17-inch wheels.

For the “weekend warrior”

it will easily hold its line with

the right setup. Never the less

2ND OPINION

Woodward

SAVANNAH

I enjoyed being out on the bike

due to its easy turning and

power delivery that comes with

a punch.

I could feel that there

were some slightly unsettling

factors the harder I started

pushing the bike. In saying

that I believe these issues can

easily be resolved with a few

changes to the suspension setup.

I would suggest that if you

are striving to push hard on an

asphalt circuit that the brakes

are changed to an after-market

system which will avoid

brake fade during your day out

on the track.

For the market aimed at, I

consider the EXC-F 500 to be

the perfect fit as it’s a cheap

thrill.

BMW Motorrad

Pre-owned Motorcycles.

R 1200 GS ADV, 2015

Akrapovic

44 500km

R169 900

S 1000 RR, 2017

10 800km

R199 900

R 1200 GS ADV, 2018

33 000km

R169 900

S 1000 R, 2016

16 800km

R129 900

R NINE T URBAN GS, 2019

8 000km

R129 900

R 1200 RS, 2017

15 000km

R144 900

F 850 GS, 2019

1 500km

R167 500

R 1200 RS, 2019

Akrapovic, Top Box & Cylinder Guards

7 000km

R219 900

K 1600 GTL EXCLUSIVE, 2015

17 500km

R189 900

Auto Alpina Motorrad

www.alpina.bmw-motorrad.co.za

BMW Financial Services

Cnr North Rand and Pond Road

Bardene Boksburg

Telephone: (011) 418 3300

Facsimilie: (011) 823-4576

Jacques Swart

Sales Manager

jacques.swart@autoalpina.co.za

74 DUCATI MOTOGP

EXCLUSIVE CHAT WITH

DUCATI

MOTOGP TEAM

Mugello - 5.2kms, 14 turns and 100 000 Italians screaming for their precious red

missile, this cathedral is where every Italian rider and team want to win.

Article by Shaun Mason Wray

Pics by Ducati MotoGP Team

75

Throughout the 2019 race

weekend Andrea Dovizioso

reaches speeds of in excess

of 350km/h. Danielo Petrucci

took his maiden win in the premier

and Andrea Dovizioso finished third,

almost the perfect result for the team

from Bologna. Behind these riders are

years of training, an incredible team

able to design, build and set up a bike

capable of winning a championship,

and Lenovo.

During lockdown Lenovo gave me

the opportunity to chat with Alberto Giribuola

crew chief to Andrea Dovizioso

and Daniele Romagnoli crew chief to

Danielo Petrucci as to better understand

the importance of a technical

partner.

In April 2018 Lenovo became the

technical partner to Ducati Corse. As

you know Ducati already know how to

build performance machines for both

the road and the racetrack, but like

so many other global business they

need to change the way they think, they

need to lead the digital transformation

and become a data driven company.

Choosing who they partnered with

was a logical choice, Lenovo a 34yr old

award winning company is able to provide

high level service and is known for

developing latest technology for home

and business use.

Ducati Corse compete in both the

MotoGP and World SBK championships,

this continues Lenovo’s ambitions

to become one of the world’s

most admired and globally recognized

brands. Not only does this partnership

mean that the team will be using

Lenovo PCs, Tablets, Laptops and

high-performance servers, at their

base in Bologna but also as they travel

from continent to continent.

At the track the Ducati Corse crew

will have a fully functioning top of the

line server in the race truck running

around the clock, and on the side lines

make use of 35 Lenovo ThinkPad P1,

Lenovo’s thinnest, lightest mobile

workstation worth about R55 000 each.

These workstations need to be durable

as life at the track is tough, they will

be exposed to very high temperatures

and humidity in places like Malaysia,

they need to be reliable at the speed in

which a weekend goes by there is no

room for error, as a team you cannot

be worrying about computer errors

and failures, they need to be light

enough to put in your backpack and

take to the hotel, the job of a crew chief

doesn’t end when you leave the track,

and most importantly they need to be

powerful, powerful enough to process

the large amounts of data gathered

from the start of the first free practise

to when the bike is shut down after the

chequered flag.

Approximately 50 sensors connected

to the various ECU’s will collect

digital signals including but not limited

to the bike’s velocity, gear shifts, bike

movement and brake and accelerator

pressure. All of this can collectively

aggregate more than 10 GB of data

per bike over the duration of the race

weekend. The combination of process

power, RAM and solid state storage

space convert this digital signal to data

to a line on the graph which a crew

chief can use to analyse in order to

76 DUCATI MOTOGP

make the best decisions to help a rider

win a race.

Ducati as a motorcycle manufacturer

has invested a lot of time in thinking of

the new ideas that can help the team win

races such as the holeshot device or being

the first team to implement winglets.

The best thing to do to in order to win is

to invest in new ideas, new technologies,

and new solutions.

There is one element of racing we

can’t alter. This is the emotional connection

between bike and rider. At the end

of the day, it is not tech alone that wins

races, but the skill, expertise and intuition

of the human piloting the machine.

Although technology cannot lose this

element it can be enhanced as Ducati

and Lenovo continue to push the limits

of their respective crafts. In times gone

by racers relied solely on intuition and

guesswork, now with their crew chief

they can track the precise details of their

vehicle and its surroundings to optimize

each race and practice. Over a race

weekend track time is very limited and

a change in track conditions means the

bike gets a tweaking, It’s all analysed by

dozens of Lenovo devices computing at a

rate faster than any human can think.

During these bizarre times where

we are anxiously waiting for the season

to start the MotoGP teams are hard at

work. The riders are required to keep fit

by cycling, doing gym and riding motocross,

they also need to keep their mind

sharp and be ready for the season to get

underway. On the other hand the crew

members are having to work flat out,

they use the data gathered from previous

events to help them for the upcoming

races; Engineers and designers use

information collected from sensors to

inform and shape the designs of new

parts and models and even go as far as

getting parts printed in 3D from the comfort

of their home during lockdown. In

order to design such intricate parts one

needs some very impressive skills and

an even more impressive computer able

to run this software, upload and send you

designs.

Away from the track the team are

able to simulate races. MotoGP simulation

is far different to that of Formula 1,

it is very complicated. One cannot build

a robot or simulator for bike racing as

you can for car racing. The rider weighs

up to 50% of the weight of the bike and

they move around on the bike which is

constantly changing the centre of gravity

of the bike, no two riders are the same

and no two riders move on the bike in

the exact same way. These computer

simulated races, will show them how

certain changes in parts or geometry will

affect the characteristics of a bike going in

speeds in excess of 350km/h. This is only

possible with the right data and enough

computer processing speed. The more

accurate the simulations are, the quicker

Alberto and Daniele can make decisions

for their riders and get them towards the

top step of the podium.

Where do the crew chiefs see the

future going?

MotoGP is getting faster every year,

therefore you need new technology. At

MotoGP we are still different to other

forms of racing. For instance in Formula 1

you can make changes to the car from the

‘box’ and communicate to the driver, our

communications with the rider are still via

pit boards and more recently messages

to their dashboards, but they still need

to make changes to the maps, traction

control and engine braking themselves.

We are happy with this for now as there is

a nice human element and it adds to the

most exciting racing series in the world.

Will Moto-E change the way we race

bikes?

It is great to have Moto-E join the paddock

from the 2019 season but we are still a

long way away from having electric bikes

in the premier class. The technology is

still far behind, the bikes are heavy and

the performance is noticeably slower than

77

what we can achieve from our GP bikes.

Due to the span of the battery life they

are only doing 6 – 8 lap races and there

are other safety issues when they crash

which can cause delays. But it is great to

see something new getting better every

year.

If you could change one rule what

would it be?

Definitely the spec ECU, Ducati is the

strongest on research and development,

we as a company are always pushing

harder. You could see by the winglets and

the holeshot device, we always push the

boundaries. Being able to have their own

electronics was a big advantage and we

would like to have free owned software.

What is your relationship like with

the riders?

Andrea and Petrux are like friends to us,

although the relationship is very professional

getting along with someone makes

communicating very easy. A guy like

Andrea Dovizioso is like an engineer, he

understands the bike very well and is very

accurate in his explanation. He can make

a corner that lasts no more than a second

sound like an entire story which helps me

do my job better.

But what does that mean for us

mere mortals and our track day

exploits?

Ducati use this process, of quickly

translating data to the bike interface

and is directly transferred to their road

bikes. Racing is the test bench for new

technology before it enters into mass

production and becomes implemented in

large numbers. The technology piloted on

the track is implemented in Ducati road

bikes to ensure customers experience the

sleekest, smoothest and safest rides possible.

As you can see with various bikes in

the range coming out with quick-shifters

that work for both up and down shifting,

the superbikes now have lean angle ABS

as well as traction and wheelie control,

these are all technologies that were only

available on MotoGP bike a few years ago.

Thanks to Lenovo’s High-Performance

Computing (HPC), Ducati can adapt its

racing technology to the road with unprecedented

speed and security.

78 RIDER INTERVIEWS

GLOBAL LOCKDOWN

WHAT HAVE

THE RIDERS

BEEN UP TOO?

Due to the global concern about the corona virus, many of the sporting

events we enjoy watching or take part in have come to an abrupt stop.


Pics taken from rider social media

The result of this pandemic

has been terrible for MotoGP

fans around the world as the

first nine racers of the season

have either been canceled or

postponed. However there is light at the

end of the tunnel, many of the countries

have started to uplift their lockdown

regulations and with this upliftment

of regulations some of the riders have

gone back to testing. With the first

round of MotoGP for 2020 proposed to

be taking place in just under a month at

Jerez, we stalked the worlds elite riders

to see what they have been up too

during this lockdown period.

VALENTINO

ROSSI

The Doctor was particularly busy throughout lock down,

Apart from taking part in the MotoGP virtual races that

have been happening during lockdown the 41 year old

Italian also took part in an All Stars Racing Night, hosted

by F1’s Charles Lerlerc. This took place virtually at Misano

World Circuit Marco Simoncelli, and in the form of a

GT Race. Rossi was able to finish the race in fifth place

after staring from P19 against some of the international

sports stars including a few of the F1 boys.

Rossi also spent a lot of time riding around the ranch

with the riders from the VR46 Academy as well as even

dragging a knee around Misano on board a road going

Yamaha R1M.

When asked what it would be like reuniting with his

team the nine time world champion replied,”I will be very

happy to meet my team that are also friends and is like

my second family”.

He has mentioned he has been playing

MAVERICK

a lot of playstation, he is feeling confident

that he has made a full recovery

after a motocross training incident.

VIÑALES

He has been auctioning off some of

his gear in an effort to raise funds to

combat COVID-19. He has also been

trying to learn how to play the guitar

and focusing on his training. Maverick

has also been out getting some saddle

time on his motard.

79

MARQUEZ

BROS

They have spent a lot of time

together during their lockdown.

Marc tried out cutting his brothers

hair, doing a pretty impressive job.

Marc has also been busy making

TikTok videos and posting them

to his social media. Both the

brothers have been very active

keeping their fitness up during the

lockdown on their indoor trainers.

Both brother have also been

trying to raise money to combat

Covid-19. Since there has been

some sort of upliftment Marc

and Alex have been doing a lot of

motocross training.

Marc Marquez

Alex Marquez

80 RIDER INTERVIEWS

JACK

MILLER

Well all things considered Jack Miller really didn’t have

a bad lockdown. Signing for the Factory Ducati team

for 2021. Jack Miller spent a lot of time riding his motocross

bike around his SuperCross track on his farm.

He spent some of his down time rebuilding a Kawasaki

KX500 two stroke which we are still waiting to see.

Jack also helped out his Australian mate Toby Price

build a 200ft jump, the original plan was to only build it

150ft but due to poor measurement they built it a little

bigger. What was more impressive is that Toby almost

over shot the whole jump.

The former Moto2 world champion has been

keeping himself busy by playing playstation and

taking part in the MotoGP virtual races as well as

taking part in the All Stars Racing night. He was

able to get some saddle time in at Misano on board

a Ducati Panigale V4. He was also involved in an

ask me anything interview which was available

to the public. Other than playstation and testing

at Misano Pecco Bagnaia also spent quite a bit of

time tearing it up at Rossi’s Ranch along side the

other VR46 riders.

PECCO

BAGNAIA

TAKA

NAKAGAMI

81

Taka has dedicated quite a bit of

time to cooking. He demonstrated

his culinary skills on Mothers

day by showing us how to bake a

cheese cake. He has been keeping

fit by going to a few of the different

classes for core strength, as well

as skipping rope a lot. Nakagami

also took part in the virtual races

and spectacularly took himself as

well as Jorge Lorenzo out of the

British Grand Prix.

BRAD

BINDER

Brad Binder spent his time back home in sunny South Africa, he flew over to Austria on

2 June and has been training on the motocross bike as well. While he was here he spent

many early mornings riding bicycles in -1 degree Celsius, as well as training to stay fit

for the beginning of his MotoGP season. Brad unfortunately missed the testing that took

place in Austria due to travel restrictions.

Like most of the

MotoGP riders he

went to play in the

dirt: Although he went

playing with fellow

Italian rider and friend

Antonio Cairoli, ninetime

world champion

MXGP rider.

DANILO

PETRUCCI

82 RIDER INTERVIEWS

ANDREA

Has kept himself active training from home on his indoor trainer and

outdoor on the motocross bike. Dovi as well as many of the other Ducati

riders have joined the effort to raise funds through #raceagainstCOVID.

Dovizioso has also been rumoured to make a move to KTM for 2021.

DOVIZIOSO

FRANCO

Has spent numerous hours riding around Rossi’s Ranch. When he was

not on Rossi’s flat track, he was out mountain biking or training on his

motocross bike.

MORBIDELLI

Upon signing another two-year contract with Suzuki

Joan Mir spent his lock down playing video games as

well as taking his RMZ450 Motard out.

JOAN

MIR

ALEX

RINS

Alex spent his time indoors with his two

dogs, playing video games and on his

indoor trainer cycling and doing some

basic weight training. Alex also went

riding at Circuit de Barcelona-Catalunya

onboard a GSXR1000.

83

Did some impressive balancing push ups,

played some guitar and went training on

his FS450 motard as well as did a track

day on a Ducati V4S. After riding at Catalunya

Zarco mentioned it felt good going

300kmh after three months.

JOHANN

ZARCO

TITO

RABAT

Like

many of the riders Tito spent quite a bit of time on his gaming console. He

managed to also swing his leg over his FS450 and even went trial bike riding

with Toni Bou, 12-time Trial bike champion. Tito also tried his hand at drifting cars

around the Andorra Circuit.

84 DUCATI 748

1995

DUCATI 748SP

Bigger is, generally, best. But connoisseurs often plump

for the smaller option. A notion perfectly exemplified by

Ducati’s early desmoquattro superbikes

Words: Roland Brown Pics: Oli Tennant

It wasn’t the most glamorous

start to a test ride. A year after

Ducati had introduced the 916

with a lavish launch at Misano,

I found myself battling through

south London traffic on the

V-twin’s smaller-capacity follow-up,

heading out to try Bologna’s

new star on the packed

roads of south-east England.

Not that I was remotely disappointed

about that. With no

sign of a press launch for the

smaller-bore desmo V-twin, I’d

got lucky when a generous lady

called Sara had offered me a

spin on her freshly-purchased

and utterly gorgeous 748 — not

just the standard model but

the hopped-up SP version. That

May day turned out to be one

of the best of my year, and one

of the most exhausting. The

Ducati assaulted all my senses

“PREDICTABLY THE DUCATI WAS A PAIN

IN CITY TRAFFIC. BUT AS SOON AS IT HIT

THE OPEN ROAD IT CAME TO LIFE. ABOVE

7,000RPM IT WAS SERIOUSLY FAST.”

with its vivid yellow bodywork,

deafening Termignoni roar, and

breathtaking acceleration and

cornering ability.

Building a smaller version

of the 916 was a logical move

for Ducati, especially as the

race-ready 748SP was perfect

for the increasingly important

Supersport racing class. Peak

power was 100bhp at 11,000rpm,

nine horses down on the 916,

though the free-breathing carbon

Termis, supplied alongside

the standard silencers, added

to that.

PIG IN THE CITY

Chassis layout was shared with

the 916, including the steel

frame, single-sided aluminium

swinger and 43mm Showa

forks. The SP had an Öhlins

shock, though; plus cast iron

320mm discs and braided

hoses teamed with its four-pot

Brembo callipers.

Predictably the Ducati was

a pain in city traffic, but as

soon as it hit the open road it

came to life. Above 7,000rpm

it was seriously fast. At ten

grand, where the 916 would

have been finished, the 748

was still motoring towards its

11,000rpm redline, power pulses

hardening to a drumming noise

that all but drowned out even

the Termis as the Duke headed

towards its 245km/h-odd top

whack.

Of course, the 916’s famed

midrange grunt was in short

supply. But the greater effort

and concentration required to

get the best out of the 748SP

made for even more fun on a

winding road. That was partly

100bhp

power @11,000rpm

85

Classic clocks layout, with easily-removed speedo for racing.

Budget damper disappointing on an SP...

‘Disappointment’ continues with Showa

front forks. Brembos and cast iron discs

cheered us up though

86 DUCATI 748

“A WELL CARED-FOR, LOW-MILEAGE

SP — AND YOU’D BE BRAVE TO GO NEAR

ONE THAT WASN’T BOTH THOSE THINGS

— CAN BE PICKED UP FOR NOT MUCH

MORE THAN R35,000.”

due to the chassis, which was

every bit as taut and well-controlled

as the 916’s — and a little

more so besides. Suspension

at both ends was firm over big

bumps, but feedback from the

Öhlins shock was outstanding.

And the narrower 180-section

rear Pirelli meant the 748 steered

even more sweetly than the 916.

Braking power from the big

iron Brembos was ferocious, too,

with none of the sponginess that

early 916 anchors were prone to.

On that ride in 1995 the 748SP responded

near-perfectly to every

command, whether I was howling

the front tyre into a tight bend,

carving through an empty roundabout,

or burying my head behind

the screen for a nerve-wracking

flat-out blast on the over-policed

A3.

Uncompromising

Inevitably the exotic 748SP was

expensive when new. The smaller

engined model was also even

more uncompromising, uncomfortable

and demanding. But for

track days or just hooning around

on the roads with no particular

place to go, the SP was utterly

magical.

Our SuperBike of the Year 1995 contest was SP armageddon.

No less than three yellow Ducatis crapped themselves

during the test. A cautionary tale for those buying one

seventeen years later.

And the good news is

that all these years later the

Ducati delivers those thrills

for temptingly little wedge. A

well cared-for, low-mileage

SP — and you’d be brave to go

near one that wasn’t both those

things — can be picked up for

not much more than R35,000.

(Barely used “collector’s items”

advertised for twice that price

should be avoided unless you’re

planning a museum.) That’s

seriously good value for a ’90s

icon that still gets the adrenaline

pumping in way that few

bikes can match.

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88 YAMAHA R6

1999 YAMAHA YZF-R6

ROCKETS

FROM THE CRYPT

Nowadays, all 600cc supersports bikes are lithe, light and ultracompact;

we expect nothing less. The R6 set the standard in 1999

Words & Pics: Roland Brown

Supersports middleweights

as we know and

love ’em began in 1999

with the launch of the

original YZF-R6. There

had been quick 600s before, of

course: CBRs, GSX-

Rs Yamaha’s own

“It was ultralight

and had

a masochistic

love of being

thrashed”

FZR600R among

them. But until the

R6 arrived with its

120bhp motor, ultra-light

aluminium

frame and masochistic

love of being

thrashed, there had

never been a middleweight

that put all-conquering

speed so far ahead of every other

consideration.

It was all Kunihiko Miwa’s

doing. After stunning the twowheeled

world with the YZF-R1,

a year earlier, Yamaha’s top streetbike

engineer might have taken a

few months off to ride bikes, drink

sake or play golf. Instead, he’d

been beavering away to create

the no-compromise

weapon, which lived

up to its unofficial

billing as ‘Son of R1’.

The R6’s statistics

were more

impressive than a

Dutch porn star’s.

That 120bhp output

combined with a

claimed dry weight

of 169kg to make the R6 not just

the most powerful and lightest

600 but the first production

motorcycle to produce 200bhp per

litre (even if those claims would

Minds were blown on the Australia launch of the R6: Here was a bike

with the handling and revviness of a 250 but the power of a class-leading

600 – unknown pleasures!

120bhp

An overblown claim,

perhaps, but the R6 did

produce 100bhp-plus at the

wheel – a big deal in 1999

Weighing in at 169kg

and producing upwards

of 100bhp at the back

wheel, there was a lot to

like about the original

R6

89

90 YAMAHA R6

Supersports models had

never looked this good,

revved with such excitability

or handled so sweetly

later prove to be exaggerated). This mini R1

had 16 instead of 20 valves but followed the

bigger bike’s layout of stacked six-speed

gearbox, plus one-piece barrels and crankcase

that added rigidity to the twin-spar

aluminium frame. A ram-air system provided

12 of those 120 horses.

Yamaha billed the R6 as a no-compromise

sportster that delivered an extreme

riding experience, and two

days on road and track on the

launch in Australia (remember

when Yamaha had new

sportsbike models to excite

us?) confirmed the firm wasn’t

joking. The R6 was a peaky

little critter that thrived on

being revved to its 15,500rpm

redline.

On the right road and,

better still, on the Phillip Island track, it was

fantastic. The Yam howled out of bends at

an amazing rate for a 600, its digital speedo

showing 165mph with more to come on the

Island’s main straight. Its corner speed was

mighty high, too, thanks to the rigid chassis

“It was

the first

production

bike to claim

200bhp per

litre”

complete with excellent suspension plus

fat sticky radial rubber. And the ferocious,

R1-derived front brake made the lighter-still

R6 arguably the world’s hardest-stopping

bike.

But funnily enough I don’t recall the

launch with quite the warm glow that I

might expect of such a quick bike at such a

glamorous location. Partly, that was due to

the damp and blustery weather,

and to my disappointment

at flying halfway round the

world to find the Great Ocean

Road busier and more heavily

policed than the A47 to Great

Yarmouth. But the R6’s supremely

focused nature played

its part too.

On track or clear road, the

R6 was brilliant, its agility and

sheer speed making for an exhilarating ride.

Throw in some town stuff or main road traffic,

though, and the Yamaha’s peakiness was

a pain. The motor pulled smoothly from low

down but didn’t really wake up till 7,000rpm,

so overtaking often required a couple of

down-changes.

What a buzz

Still, such drawbacks were largely lost amid

the excitement about the bike’s performance.

And fortunately for Yamaha, they’d

guessed correctly that the typical middleweight

sportsbike buyer wouldn’t be fussed

about its failings either. The R6 tonked all

opposition in 1999’s track-based group tests,

sold in big numbers, and took German hardman

Jörg Teuchert to the following year’s

Supersport world championship. The T-shirt

is still racing in Germany and the R6 is still

the supersport weapon of choice…

The R6’s success meant that rival 600s

got racier to challenge it, before in 2006

Yamaha topped the lot with the radical,

third-generation R6, complete with ride-bywire,

shorter-stroke motor and still higher

redline (though the 17,500rpm claim was

nonsense). By then, designer Miwa-san had

created the exotic YZF-R7, then disappeared

from view, possibly to the golf course. His

original YZF-R6 had set the course of middleweight

sportsbike development for more

than a decade.

YART have

made a

tribute

Yamaha R6 to

replicate the

original 1999

livery. We

love it!

91

92 RIDER INTERVIEWS

MOTO

AMERICA

The MotoAmerica Superbike Championship is an American motorcycle racing series. It

is the premier Superbike racing series in America and produces some of the most nail

biting and exciting motorcycle racing there is to offer.


Pics by Brian J Nelson

This incredible American

championship has many

riders competing from all

over the world, and South

Africa is lucky to have four riders

competing in three of the five

classes.

Notwithstanding Covid, racing

continued as normal over the last

weekend in May at Round one of

the MotoAmerica Championship,

hosted at Road America located

in Wisconsin. Our South Africans

hit the ground running having all

four of them finish on a podium

over the course of the weekend.

We had Dominic Doyle and

Sam Lochoff finish first and

third in race one, Dominic went

on to win race two and Sam just

missed out on the podium in race

two. Moving on the Superstock

1000 race, Cameron Petersen lead

for some of the race before being

passed by PJ Jacobsen on board

his Ducati Panigale V4 R. Mathew

Scholtz has been racing in the

premier class for the last three

years and got a second place in

race one and was unfortunately

taken out in race two.

We were able to catch up with

the riders after the weekend.

93

94 RIDER INTERVIEWS

Samuel Lochoff

Class

Liqui Moly Junior Cup

Race Number 57

Age 18

Home Province Western Cape

What team are you riding for?

HSBK – Celtic

You had some awesome results this last

weekend with coming 3rd in race 1 and 4th

in race 2, what are your expectations for the

2020 season?

Going to contest for the championship. In it

to win it.

Can you run us through your qualifying, race

one and race two briefly?

Terrible, haven’t had any real practice on

the Kawa to get the set up right, (Rode

Yamaha for the past 3yrs) only managed 4

laps in practice - clutch was slipping, 1 lap

in qualifying as the chain snapped, couldn’t

turn the bike in. Made changes and was

better in warm up on Sat. Race one started

p5 finished p3 had gear issues hitting false

neutrals. Gearbox issues Race 2, started p5

was 2nd into the 1st corner managed to hold

p3 till final lap then jumped out of gear at

the chicane lost valuable time and ended

P4/P5 identical time to P5.

What made you want to race in America

over Europe, was there any particular

reason?

Makes sense to race in USA as I live here

and want to build a life. If I win championship

here, I believe I will be good enough to

compete in Europe.

Have you emigrated to America? If not what

are your living arrangements like?

Yes, we emigrated here two years who.

How did you get into riding?

Was doing karting for about 6 months and

my dad’s friend told him to take me to the

national race at Killarney and meet Brad

Annasis - I sat on the NSF 100 and wanted

to ride this was only in 2016. I don’t come

from a racing family this was the first time I

actually sat on a bike.

What advice would you give aspiring racers?

Focus on being consistent both on and off

the bike with training. Work harder than

anyone else.

When can we expect you back in SA?

Not for a while.

95


Bartcon Racing - they approached me

towards the end of the 2019 season and

offered me a ride.

We don’t think you could have got a better

start to the 2020 season banking a very

valuable 50 points. What are your expectations

for 2020?

To win

Can you please give me a brief description

on your Qualifying, Race 1 and Race 2?

So my weekend was good overall, I did a lot

of training out at Inde Motorsports ranch, in

the off season and the seat time definitely

gave me the confidence to come into the

weekend and go as fast as possible. In both

my qualifying’s I went out all by myself,

cause I knew I could push good times on my

own, we ended up breaking the lap record

in q1 and again in q2. Starting pole for the

races, I knew it would be a battle at the

front, in. Other race 1 and 2 ,I tried to make a

break away, but that was a tough task, so in

both races it came down to the last lap, last

corner, in race 1 I managed to get a really

solid run out of the last turn and hang onto

the lead, however in race 2 , while trying

to get on the throttle as early as possible

,which caused me to have a bit of a moment

, which also ran my competitor a little wide ,

and I was able

to hang on

for the lead

across the

finish

Have you

emigrated to

America? If

not what are

your living

conditions

like? (are you

staying in a

hotel, crashing

with the

team)

Yes, I’ve immigrated to the US I have my

green card, I live in Indiana. I’ve just finished

my schooling here.


I started racing motocross at around 4 years

at River Motorcycle Club in Port Elizabeth.

I then raced some supermoto and then

moved onto road bikes. My brother, Alec rode

mx and supermoto with me. My dad, Ronnie

Doyle got us involved in motor racing.

What advice can you give to aspiring young

racers that would also like to get to where

you are one day?

Be tenacious and stay humble, I’m only here

right now because I worked hard, rode at

every opportunity. This doesn’t come easy.

A lot of people say that bike racing is not

a physically demanding sport. How much

training off the bike do you do? And what

kind of training is it?

Training - I cycle and run, and do select

weight exercises, I also watch what I eat as

I have the lighter you are the faster you go.

So, it’s a balance between fitness, strength

and weight. I train on different bikes, mx,

motard and a Honda Grom.

When can we expect to see you back in SA?

Coming back for Christmas as much of my

family is still in SA.

96 RIDER INTERVIEWS

Mathew Scholtz

Class

HONOS Superbike

Race Number 11

Age 27

Home Province KwaZulu Natal

Bobby Fong took Mathew

out in race two, and this

is the aftermath

97


Westby Racing

You had a mixed bag of results this last

weekend, from coming second in race one

to being taken out in Race two, what are

your expectations for the 2020 season?

My Expectations for 2020 are to obviously be

a front runner in the MotoAmerica SuperBike

Series, I would like to get a few wins under

my belt and definitely try to finish top three

in the championship running.

Can you please run me through your qualifying,

race one and race two briefly?

The qualifying wasn’t the greatest for me,

we missed a lot of track time on Friday,

I crashed in first practice, we had some

mechanical problems in practice two

and practice three on Saturday morning. I

only managed to qualify fourth. Race one

was really good, I got off to a decent start

around about fifth place and then just slowly

worked my way past a couple of guys and

ended up second. Race two was pretty much

the same sort of deal, I got off to an alright

start, in about fifth or sixth place and slowly

picked off the guys one by one and I really

do believe we had the pace to get away from

Jake Gagne and Bobby Fong, and finish second

again but unfortunately Bobby hit me in

the back braking down towards corner five

and we were both taken down

You are already quite well known in South

Africa for your racing, what made you want

to race in America over Europe, was there

any particular reason?

I mainly made my way over to America

because I was riding for Ricky Morias in the

South African SuperGP Championship at

the time and Sheridan Morias hurt himself

in a WSBK crash and he was riding for a MotoAmerica

Super Stock team and I was given

the opportunity to go and ride in his place

then. I raced in Europe for quite a while when

I was younger, but it just didn’t seem to work

out cause all the teams just wanted money

and it was really hard to find a decent ride.

Yea it just didn’t really work out for me.

This is your third year in SuperBikes, how did

you find the jump from Super Stock to the

SuperBike Class? And can you tell us what

the main differences are? (What mods are

allowed?)

I got rookie of the year in 2018 which was

my first year, last year we had a full magnetic

brake system and we really struggled

a lot and ended up finishing 6th which was

worse than the first year, it really wasn’t a

really good year for us in 2019. The jump from

SuperStock to SuperBikes was pretty easy

for me because 2017 I won the SuperStock

Championship and then when we moved up

to the SuperBike in 2018 it was kind of a half

SuperStock half SuperBike package. It had a

lot of SuperBike engine bits but a stock software

system, just a basic wire EC traction

control system and then 2019 was the full

electronic package, so its kind of been the

same for me. We just upgraded from version

6 to version 12 from last year to this year and

it seems to have made quite a big difference.

When I was in the SuperStock Championship

we had a decent amount of things we could

change on the bike regarding triple clamps,

we were allowed special forks and shocks

and I think one or two bits in the engine, but

now the SuperStocks is very very basic, the

rules have changed slightly.

Have you emigrated to America? If not, what

are your living arrangements like?

I’m currently in the process of moving to

America. I applied for my green card but obviously

with the whole Corona Virus and lock

down world wide happening, its very very

very difficult but I paid for it and the green

card is in the process right now, so hopefully

it will come through next year. As it stands I

have a P1 visa which is a specific sportsman

visa, so I’m allowed to be in the country and

work only in the motorcycle racing industry,

racing.


I got into riding when I was maybe six or

seven. I went to a friends house and he lived

next to a park and he had a little PW50 and

we kind of just took it out and rode it around

the park and just loved it you know. I asked

my dad to get me one around seven years

old and I used to ride around the soccer

field when he was playing his matches on a

Sunday afternoon. Then one day we just went

to a motocross track rode there a few times

and entered a novice race and pretty much

continued on from there moving up to 65s

and 85s. then did a little bit of the motard

championship on the pit bikes and then

eventually moved onto the full road racing

CBR 150 and then onto the 125 GP bike then

into Red Bull Rookies Cup and so on from

there.

We have seen you around Red Star back

home training some of South Africa’s up and

coming talent. What advice would you give

to the aspiring racers?

As far as advice to upcoming racers, just

keep on working at your craft, every time you

go to the track just try to work on something,

you know just always try to push a little bit

harder, try to push your brake markers a

little bit further, pull the acceleration points

further back and try to work on your style

and using your body to really help the bike

through the corners.


I normally only head back to South Africa in

December and January just to go have a little

holiday and see friends and family, otherwise

I spend most of my life here, you know I kind

of sold everything back home to help me

here so yea around December January time

that I get to enjoy beautiful South Africa.

98

RIDER INTERVIEWS

Cam Petersen

Class SuperStock 1000

Race Number 45

Age 25

Home Province Gauteng


Altus Motorsports

You kicked off 2020 with a really good result.

What are your expectations for the 2020

season?

Ja started off really good with a 2nd but I

entered the championship with high hopes of

being a serious contender!!! So I was happy

with 2nd but we always looking for more.

Can you please run me through your qualifying,

race one and race two briefly?

Qualifying was good!!! I managed to get P2

after limited track time after writing my bike

off in the first session and that caused me to

miss the 1st qualifying session, so I was pretty

happy with the progress we made. I knew it

was going to be hard to race the Ducati as it

has some strong legs under it but I did everything

In the stock race to keep him behind me

but he was just a little too fast in the end and

2nd was the best I could do on the weekend.

The Superbike race was really hard knowing

that with about 2-3 laps to go our bike would

start running out of gas!!! I pushed hard in the

beginning to try and stay as close as I could to

the guys upfront and get a good lap time in. I

was pretty lucky with some of the other guys

bad luck as there were a few crashes in front

of me promoting me to 7th in the Superbike

class and 2nd stock bike to cross the line

while running out of gas with 2 laps to go!!!

What made you want to race in America over

Europe, was there any particular reason?

Ja I felt like America would be a good fit as my

dad had lived here in the early 90’s while chasing

his dreams, so he had a lot of connections

and knew what the scene was all about. As

well as just moving to a country where they

spoke the same language so that we could try

make a life over here. Not to mention there

are some are the most talented motorcycles

racers in world over here at the moment!

What is the competition like compared to

racing back home?

The competition is pretty stiff! I know there

is a lot of talent back home and the South

Africans have always been fast and they have

proved it time and time again!! It takes

time to adjust to the pace over here and

get used to the way things work but it

awesome racing against some of the best

riders in the world, guys like Cam Beubier,

Toni Elias, Jake Gagne, PJ Jacobson and a

lot more.

Have you emigrated to America? If not

what are your living arrangements like?

The whole family has moved over here, so I

guess you could call this home now


I got into riding through my dad. He had

raced his whole life along with my 3 uncles

so ja my earliest memories are of bikes

and racing.

What advice would you give to the aspiring

racers?

My advice to all the aspiring racers the

hard work and determination will get you

further then you could imagine!!! Always

chase your dreams and don’t let rejection

and controversy set you back but let it

grow you as a person and rider!


I’m planning on coming back in January

2021, I’ve missed home so much and it’s

about time I come back and see my family

and friends!

You spend quite a lot of time on the dirt

bikes. Has this helped master your craft?

My dirt bike has been 1 of my biggest tools

and assets in my career. I feel that the

fitness and strength it gives you is second

to none. As well as bike control and focus

so ja I think it’s help me with the road race

stuff. I still wish at times that I had continued

my career in motocross, I absolutely

love it!!!

100 RAD MOTO SHOP FOCUS

Shop Focus

RAD KTM

This well-known KTM dealership that has been around for many years catering to the

avid KTM enthusiast has taken on a new look and feel.


Pics by Beam ProductionsAlthough not moving premises they have

relocated to where their old workshop

used to be. The newly revamped dealership

was due to have a Grand Opening in

April but due to Covid 19 this has had to

be put on hold. RAD KTM is currently fully open and

practising all the safety precautions that go hand in

hand with Covid 19.

Located just off the N1 Rivonia off ramp, it is

perfectly situated for easy access to and from the

highway. This makes it very convenient to pop in and

get those last minute parts and accessories while

en-route home to do some prep for the weekends

ride.

When visiting this dealer, it is like you are walking

into a multi-level biking Mecca. RAD KTM are

situated on the ground floor where everything oozes

101

102

RAD MOTO SHOP FOCUS

WHAT TO EXPECT WHEN

WALKING INTO RAD KTM

• A friendly welcoming reception

• A great cup of coffee

• Good conversation with like-minded people

• An awesome show room with a wide range of products

• Great service

• Knowledgeable staff to best advise and assist you

• Tailor made deals

• A pre-loved showroom catering to various brands

• Monthly rides

The friendly team that makes up RAD KTM

orange, except for a little corner

next to the parts counter that

is covered in Motorex green,

holding a full range of OEM

lubricants.

This display doubles up

as a viewing window into the

workshop where you can see

your pride and joy being given

attention.

RAD KTM hold the entire

range of KTM’s from their

Enduro and MX models right

through to the Street and

Adventure models, with a few

project bikes in between. We

have recently tested two of

their bikes that were built in

the workshop one being the 500

EXC-F Motard.

When it comes to the KTM

Powerwear, RAD KTM have gone

to town on their show room,

carrying a wide variety of KTM

merchandise for men, women

and children, ranging from

T-shirts, jackets, caps, teddy

bears and much much more.

If you own a KTM and it needs

some TLC, RAD have a fully

qualified and equipped workshop

with separate tyre fitment

bay ready to assist you.

When going to the second

floor you can expect to find all

RAD Moto pre-loved stock. All

the bikes brought into stock

undergo a thorough inspection,

so the new owner can have

greater peace of mind. Right

next to their pre-loved motorcycle

showroom is Bike Kings

by RAD, sporting a vast array

of motorcycle clothing and

accessories.

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RAD MOTO SHOP FOCUS

But don’t take it from us, we got

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Float Float Valves Valves - Gaskets - Gaskets - Air - Air Screws Screws - Pilot - Pilot & & Main Main Jets Jets - Jet - Jet Needles

Needles

facebook.com/zabiker

bikes@acme-services.co.za

twitter.com/za_bikers

Raceparts www.acmesalvage.com

Raceparts CONTACT: 011 943 3901

Classic Kawasaki Parts

instagram.com/za.bikers/

OPEN Week days 8:00 to 17:00

New!

Contacts: Wayne - 082 455 8667 Nickolas - 071 260 942

Email: nick@westsidemotorcycles.co.za

RACE TIME WITH MOTO BAKKER

RSR Landscape A5 Advert for July PRESS.pdf 1 2016/06/08 9

ENGINE REBUILDS

MODIFICATIONS

SUSPENSION REBUILDS

SUSPENSION MODIFICATIONS

SERVICING & MAINTENANCE

DYNO TUNING

OFFICIAL TECHNICIAN TO

GREG GILDENHUYS

SA NATIONAL SUPERBIKE

TEL: 011 792 5795

Made Made in in Japan Japan

Made in Japan

48 Gerhardus Str, Cnr CR Swart

Strijdom Park

Motorrad

ZA Bikers

We manufacture screens

and headlight protectors

Road Road

// Off / Off Road Road Race Race Carbs Carbs & & Replacement Replacement Parts

Parts

FCR FCR

-- CR

- CR Special Special - FCR-MX - FCR-MX - PWK - and PWK - PE import - PE - PJ

- PJ screens and se

cowls for the later model

bikes

BMW Motorcycles, rebuilds, project bikes.

BMW Road Used Road // Off

/ Off Road Parts Road Race for Race Carbs Motorcycles.

Carbs & & Replacement Parts

Replacement Parts

RS RS We Smoothbore Smoothbore courier - VM - VM Roundslide- country Roundslide- HSR HSR wide

- TM/TMX -

- TM/TMX VM

- VM

w w w . z a b i k e r s . c o . z a

SA’S #1 BIKING WEBSITE!!

Road / Off Road Race Performance Parts


Road Road / Off / Off Road Road Race Race Performance Parts Parts

Manual Manual CC CC Tensioners Tensioners - Adjustable - Adjustable Sprocket Sprocket etc etc

OPEN Saturdays 9:00 to 12:00

2 Francis Rd. Rispark, Patlyn AH,

Cape

Pretoria: 012 Retail

Retail 565 website

website 6730



Cape Town: 021 510 0900

Johannesburg South

255 West Street

Delivery Delivery - Countrywide - Countrywide by by The The

Unit Courier Courier

3, Auckland Guy

Guy

Park

tel

tel 073 Pretoria

073 750

750 9697 North

9697 fax fax 086 086 684 684 1544 1544 mcomp@mweb.co.za 12 Auckland mcomp@mweb.co.za www.motocomp.co.za

Street (Cnr Section Ro

www.racescreen.co.za www.motocomp.co.z

championship winners !

SILVERSTAR CONFERENCE SPECIAL

SBK Advert .indd 1

TEL: 011 792 5795

48 Gerhardus str, Cnr CR Swart

Strijdom Park

Custom – Restomod – Restore

ADVERTISE HERE

SBK Advert .indd 1 2019/11/13 16:24:17

ONLY R360 PP

INTERNATIONALLY ACCLAIMED CUSTOM BIKE BUILDER!

CONTACT DANIEL ON 011 791 4611

•

T

Highly qualified, Ducati mechanic and custom builder for over 40 years.

• Now offering high end, hand crafted, bespoke custom motorcycles to the South African motorcycle elitest!

• Also offering extensive knowledge & experience on all Ducati engines from early 1970’s Bevel engines to current models.

• Performance modifications drawing from extensive experience in multiple club, regional and international race winning motorcycles.

BOOK NOW aNd save R55 PeR PeRsON

INCLUDES:

• Arrival tea, coffee and snack

• Mid-morning tea, coffee and snack

• Buffet lunch & fruit juice

• Afternoon tea, coffee and snack

DUCATI WORLDWIDE

TerMs MOTOCROSS & CondiTions

TRACK NOW OPEN FROM WEDNESDAY

2016

TO SUNDAY

1. Bookings from 20 to 400 guests.

2. Conference date before 30 April 2020 (subject to availability*).

3. offer excludes AV and decor which will be quoted additionally based on

client requirements.

4. Please quote promotional code Confstart2020 when making your booking.

5. Half day Conference package inclusive of lunch available at r340 per person.

·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

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

RACING SERVICES

Race tuner to many South African


Bike Worx

TEL: 011 792 5795


RACING Strijdom SERVICES

Park

Race tuner to many South African


TEL: 011 792 5795


Strijdom Park


SECOND SUNDAY OF

THE MONTH

fred.blastshop1@gmail.com

MOTOCROSS TRACK NOW OPEN FROM WEDNESDAY TO SUNDAY


SECOND SUNDAY OF

THE MONTH

·Private to Private Sales

·Employed MOTOCROSS and Self Employed TRACK Individual NOW OPEN Applications FROM WEDNESDAY TO SUNDAY

fred.blastshop1@gmail.com


·Warranties, Service Plans, Maintenance Plans,




·Microdotting ·Private to Private for registration Sales

and police clearance

·Employed Representative of FSP and 32023

Self Employed Individual Applications


102 January ·Warranties, Service Plans, Maintenance Plans,

CUSTOM 2020 Track Training SPRAY Experience PAINTING AND ACCIDENT REPAIRS




R1890.00

·Microdotting for registration and police clearance

PER Representative RIDER

Advertise

of FSP 32023

102 January 2020 Track Training Experience

EXPERT RIDER

TRAINING









EXPERT Old Mill and Monantsa pass. RIDER

TRAINING



058 256 1202








Old Mill and Monantsa pass.


058 256 1202



2020 Dates

restaurant, bar and great “Kuier” plekke for

PER RIDER

27 JAN

24 FEB

23 MARCH Advertise here

20 APRIL



18 MAY



2020 Dates

contact here

and import screens and seat

restaurant, bar and great “Kuier” plekke for 15 JUNE


20 27 JULY JAN

bikes

24 17 FEB AUG

23 MARCH 14 SEP

20 12 APRIL OCT



SOME OF OUR CLIENTS WHO TRUST US 189 MAY NOV


Pretoria: 012 565 6730

contact

Cape Town: 021 510 0900

import screens and seat

157 JUNE DEC


255 West Street

12 Auckland cowls Street for (Cnr the later Section model Road)

20 JULY

Pretoria North

www.racescreen.co.za bikes

17 AUG

14 SEP

Cruisers | Sportsbikes | Adventure bikes | All bikes welcome!

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

@motoartSA

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

R1890.00

Cruisers | Sportsbikes | Adventure bikes | All bikes welcome!

12 OCT

9 NOV

7 DEC

Pretoria: 012 565 6730

255 West Street

Pretoria North


ntitled-1 ntitled-3 1 2019/10/18 2020/02/20 00:03:31

20:42:58

083 389 7328

neil.baber1@gmail.com

Cape Town: 021 510 0900


12 Auckland Street (Cnr Section Road)

www.racescreen.co.za

110

BUYER’S GUIDE

APRILIA

RS 660- R234 926

TUONO 660- R217 801

TUONO V4 RR 1100- R305 539

TUONO V4 1100 FACTORY- R329 245

TUONO V4 1100 FACTORY LIMITED- R342 972

RSV4 1000RR- R353 313

RSV4 1100 FACTORY- R479 105

RSV4 1100 FACTORY MY20- R526 269

BMW Motorrad

G 310 R- R77 300

G 310 GS- R88 800

C 400 X- R138 200

C 400 GT- R149 600

F 750 GS- R195 600

F 850 GS- R206 700

F 850 GS ADV- R237 700

R1250 GS- R286 800

R 1250 GS ADV- R314 400

R 1250 R- R230 300

R1250RS- R246 200

R 1250 RT - R275 400

R NINET PURE- R217 000

R nineT - R234 000

R nineT SCRAMBLER - R233 100

R nineT URBAN G/S - R214 650

R nineT RACER - R205 200

K 1600 GT- R325 900

K 1600 GTL- R348 900

K 1600 B- R337 600

S 1000 R - R233 500

S 1000RR- R332 100

HP4 RACE -

TBC

DUCATI

MONSTER 797- FROM R138 300


MONSTER 821 STEALTH- R184 700


MONSTER 1200 S- FROM R245 600

HYPERMOTARD 950- R194 100

HYPERMOTARD 950 SP- R230 900

SUPERSPORT - R195 200

SUPERSPORT S -FROM R216 200

MULTISTRADA 950 - FROM R207 900

MULTISTRADA 950 S- FROM R253 200

MULTISTRADA 1260- FROM R232 000

MULTISTRADA 1260S-FROM R284 700

MULTISTRADA 1260S ENDURO- R283 400

MULTISTRADA 1260 PIKES PEAK- R345 300

MULTISTRADA 1260S GRAND TOUR- R312 900

DIAVEL 1260- R299 500

DIAVEL 1260S- R335 900

XDIAVEL- R316 600

XDIAVEL S- R363 700

STREETFIGHTER V4- R292 900

STREETFIGHTER V4S- FROM R342 600

PANIGALE V4- R334 800

PANIGALE V4 S- R399 000

PANIGALE V4 25 ANNIVERSARY- R720 000

PANIGALE V4R- R679 000

PANIGALE V2- R255 000

SUPERLEGGERA V4- R1 690 000

SCRAMBLER DUCATI

SIXTY2 - FROM R122 500

DARK- FROM R137 900

ICON - FROM R148 500

FULL THROTTLE- R176 400

CLASSIC - R164 900

DESERT SLED- R191 700

CAFE RACER - R191 700

1100 PRO- R209 900

1100 SPORT PRO- R239 900

HARLEY-DAVIDSON

STREET® 750- R112 500

STREET ROD®- R122 500

IRON 1200- R154 500

SUPERLOW®- R149 000

IRON® 883- R153 000

1200 CUSTOM®- R165 500

SUPERLOW® 1200T- R170 500

FORTY-EIGHT SPECIAL- R164 500

FORTY EIGHT®- R164 500

ROADSTER- R173 000

STREET BOB®- R192 500

LOW RIDER®- R220 000

LOW RIDER®S- R264 500

DELUXE- R278 400

SPORT GLIDE- R243 000

FAT BOB®- R231 000

SOFTAIL® STANDARD- R182 000

SOFTAIL SLIM®- R240 900

FAT BOY®- R282 000

BREAKOUT® 114- R317 500

HERITAGE CLASSIC 114- R309 500

ROAD KING®- R330 000

ROAD KING® SPECIAL- R357 500

STREET BOB- R192 500

STREET GLIDE® SPECIAL- R383 000

ELECTRA GLIDE- R333 000

ROAD GLIDE® SPECIAL- R387 000

ROAD GLIDE® LIMITED- R389 500

ULTRA LIMITED- R396 500

CVOSTREET GLIDE®- R511 000

CVO ROAD GLIDE- R525 000

CVOLIMITED- R545 000

FREEWHEELER®- FROM R415 000

TRI GLIDE® ULTRA- R522 000

FXDR114- R269 500

HONDA

ACE 125- R25 500

ELITE 125- R25 000

NC750X- R114 480

NC750X DCT- R123 120

2019 AFRICA TWIN- R185 000

2019 AFRICA TWIN DCT- R197 499

2019 ADV SPORT- R205 000

2019 ADV SPORT DCT R217 490

2020 AFRICA TWIN- R210 000

2020 AFRICA TWIN DCT- R222 499

2020 ADV SPORT- R236 000

2020 ADV SPORT DCT- R269 000

XR190- R52 100

XR150L- R34 500

XR125L- R32 150

CRF250L- R74 999

CRF250 RALLY- R77 999

CBR1000RR- R228 600

CBR1000S- R300 000

GL1800 GOLDWING M- R367 000

GL1800 GOLDWING DCT- R449 500

HUSQVARNA

FS 450- R125 699

401 VITPILEN- R83 699

401 SVARTPILEN- R83 699

701 ENDURO- R149 699

701 ENDURO LR- R164 699

701 SUPERMOT0- R149 699

701 VITPILEN- R136 699

701 SVARTPILEN- R136 699

INDIAN

FTR 1200- R209 900

FTR 1200 RACE REPLICA- R269 900

SCOUT SIXTY- R169 900

SCOUT 1133- R199 900

SCOUT BOBBER- R199 900

CHIEF DARK HORSE- R299 900

CHIEF® CLASSIC- R419 900

CHIEF® VINTAGE- R389 900

SPRINGFIELD- R389 900

SPRINGFIELD DARKHORSE- R369 900

CHIEFTAIN DARK HORSE- R399 900

CHIEFTAIN - R399 900

ROADMASTER - R449 900

KAWASAKI

Z300- R59 995

Z400 ABS- R72 995

NINJA 400 ABS- R86 995

Z650- FROMR110 995

Z900 ABS- R155 995

Z900 RS- FROM R175 995

Z1000R- R179 995

Z1000SX- R179 995

NINJA 650 FROMR122 995

VERSYS-X 300- R85 995

VERSYS 650- R115 995

ZX-6R- R135 995

ZX-10R- R275 995

H2 SX SE- R289 995

Z H2- R329 995

ZZR1400 ÖHLINS- R259 995

KIDEN

KD 125-V- R28 900

KD 125-Z- R27 900

KD 125-J- R21 900

KD 125-K- R19 500

KTM

KTM 125 DUKE- R63 999

KTM RC125- R66 999

KTM 390 DUKE- R79 999

KTM RC390- R84 999

KTM 390 ADVENTURE- R93 999

KTM 690 SMC R- R168 999

KTM 690 ENDURO R - R168 999

KTM 790 DUKE- R159 999

KTM 790 ADVENTURE- R195 999

KTM 790 ADVENTURE R- R209 999

KTM 790 ADVENTURE R RALLY - R294 999

KTM 890 DUKE R- R189 999

KTM 1290 SUPER ADV S- R259 999

KTM 1290 SUPER ADV R - R269 999

KTM 1290 SUPER DUKE R - R265 999

KTM 1290 SUPER DUKE GT- R269 999

KYMCO

AGILITY RS 125- R22 950

LIKE 125I ABS- R44 950

G-DINK 300I- FROM R59 950

XCITING 400I- FROM R119 950

AK550- R159 950

MOTO GUZZI

3 YEAR / 60 000KM MAINTENANCE PLAN

AUDACE CARBON - R403 617

www.sbkeyewear.co.za

info@sbkeyewear.co.za

111

CALIFORNIA 1400- R465 514

MGX 21 FLYING FORTRESS E4- R757 024

V85 TT- R209 000

V85 TT EVOCATIVE- R255 806

V85 TT TRAVEL PACK- R261 798

V7 STONE III ABS- R201 503

V7 III STONE- R171 150

V7 III STONE LED OPTION- R207 422

V7 III ROUGH- R201 540

V7 MILANO- R220 223

V7 III CARBON- R229 391

V7 III RACER- R245 478

V7 III RACER 10TH ANNIVERSARY- R243 768

MV AGUSTA

DRAGSTER RR- R319 900

DRAGSTER RR SCS- R359 888

DRAGSTER RC LTD- R379 900

DRAGSTER WHITE- R299 900

F3 675 RC- R299 900

F3 800 RC- R329 900

BRUTALE 1000RR- R499 900

BRUTALE RUSH- R599 900

TURISMO VELOCO LUSSO R299 900

SUPERVERLOCE 800- R399 900

SUZUKI

UR110- R18 220

UB125- R20 350

UH200AL- R52 950

UH200AM- R53 750

TF125K- R33 550

DR200SE- R52 500

GSX150F- R33 150

GSX250R- R44 900

GSX250FR- R49 900

DL650XA L9- R128 500

DL1050RC - R221 950

GSX-R750 L9- R161 950

GSX-R1000R- R273 900

GSX-S1000F- R173 500

GSX-S1000A L9 - R163 500

KATANA- R188 900

VZR 1800 - R196 900

VZR1800BZ - R204 900

GSX1300RA- R211 900

SYM

XS125 K- DELIVERY- R17 995

NHT125- R26 995

XS200 BLAZE- R18 495

XS 200 TRAIL BLAZE- R17 995

CITYCOM 300I- R59 995

GTS 300I EVO- R63 995

MAXSYM 600I ABS- R98 995

CROX 125- R19 495

FIDDLE II 150- R18 995

JET14 200- R25 995

ORBIT II 125- R14 995

SYMPHONY 150- R19 995

X-PRO 125- R19 995

TRIUMPH

STREET TRIPLE RS- R170 000

MOTO 2 DAYTONA- R279 000

SPEED TRIPLE RS- R219 000

STREET TWIN- R144 000

BONNEVILLE T100- R145 000

BONNEVILLE T120- R169 000

BONNEVILLE BOBBER- R169 000

BONNEVILLE BOBBER BLACK- R184 000

BONNEVILLE SPEEDMASTER- R179 000

STREET SCRAMBLER- R169 000

THRUXTON 1200 R- R192 000

TIGER 800 XCX- R186 000

TIGER 800 XCA- R205 000

TIGER 900 RALLY PRO- R215 000

TIGER 1200 XCX- R226 000

TIGER 1200 XCA- R260 000

ROCKET R- R299 000

ROCKET GT- R315 000

YAMAHA

T110C- R18 950

N-MAX 155- R49 950

XTZ125- R43 950

YBR125G- R30 950

TW200- R59 950

XT250- R69 950

X-MAX 300- R94 950

T-MAX 560- R209 950

XT1200Z- R209 950

XT1200ZE- R239 950

MT-07 ABS - R129 950

MT-09 ABS - R169 950

MT-07 TRACER - R144 950

MT-09 TRACER - R179 950

MT-09 TRACER GT- R199 950

YZF-R3 - R84 950

YZF-R6 - R219 950

YZF-R1 - R329 950

YZF-R1M- R424 950

NIKEN- R275 000

FJR1300- R229 950

ZONTES

ZT250-R - R44 900

ZT310-R - R77 900

ZT310-X- R72 900

ZT310-X1- R81 900

ZT310-T- R78 900

DIRT BIKES

HONDA

CRF110F - R35 800

CRF125F - R44 600

CRF250R - R98 999

CRF450R- R121 000

CRF250RX - R116 600

CRF450RX - R122 100

HUSQVARNA

TC 50- R44 699

TC 65- R53 699

TC 85- R66 699

TC 125- R87 699

TE 150 I - R107 699

TC 250- R99 699

FC 250- R109 699

TE 250 I- R127 699

FE 250- R127 699

TX 300- R132 699

TE 300 I- R133 699

TE 300 I JARVIS EDITON - R139 699

FC 350- R113 699

FX 350- R129 699

FE 350- R129 699

FC 450- R115 699

FC 450 ROCKSTAR EDITION- R129 699

FX 450 - R132 699

FE 450- R132 699

FE 501- R134 699

KAWASAKI

KX 65 - R41 995

KX 85 BIG WHEEL - R54 995

KX 250 F - R115 995

KX 450 F - R119 995

KTM

KTM 50 SX - R43 999

KTM 65 SX - R52 999

KTM 85 SX - R65 999

KTM 125 SX - R85 999

KTM 150 SX- R89 999

KTM 150 XC-W TPI- R104 999

KTM 250 SX - R97 999

KTM 250 SX-F - R106 999

KTM 250 XC TPI - R121 999

KTM 250 XC-F - R122 999

KTM 250 XC-W TPI- R122 999

KTM 250 EXC SIX DAYS TPI- R130 999

KTM 250 EXC-F - R122 999

KTM 250 EXC-F SIX DAYS - R129 999

KTM 300 XC TPI - R126 999

KTM 300 XC-W TPI- R127 999

KTM 300 XC-W SIX DAYS TPI- R136 999

KTM 350 SX -F- R110 999

KTM 350 XC-F - R124 999

KTM 350 EXC-F - R124 999


KTM 450 SX-F- R112 999

KTM 450 SX-F FACTORY EDITION- R126 999

KTM 450 XC-F- R127 999

KTM 450 EXC-F - R127 999


KTM 500 EXC-F - R129 999


SHERCO

SE 125 RACING 2T- R99 000

SE 125 FACTORY 2T- R109 900

SE-F 250 RACING 4T - R130 600

SE-F 250 FACTORY 4T - R141 100

SE-F 300 RACING 4T - R132 500

SE-F 300 FACTORY 4T - R143 300

SE 250 RACING 2T - R127 400

SE 250 FACTORY 2T - R135 400

SE 300 RACING 2T - R130 800

SE 300 FACTORY 2T - R137 900

SEF 450 FACTORY 4T- R146 700

SEF 500 FACTORY 4T- R147 700

ST 125 RACING - R81 999

ST 250 RACING -

POA

ST 300 RACING - R113 900

YAMAHA

PW50 - R29 950

TTR50E - R31 950

TTR110E - R46 950

YZ 65 - R66 950

YZ85 BIG WHEEL - R72 950

YZ125 - R84 950

YZ125X - R84 950

YZ250 - R99 950

YZ250 X - R99 950

YZ250 F - R129 950

YZ250 FX - R129 950

YZ450 F - R134 950

YZ450 FX - R134 950

WR450F- R144 950

The information

displayed serves

as a guide

to compare

models.

Prices may

change without

any notice,

please contact

your nearest

dealer.

www.sbkeyewear.co.za

info@sbkeyewear.co.za

BMW Motorrad

Pre-owned Motorcycles.

R 1200 GS, 2012

50 000km

R109 995

R 1200 GSA, 2013

69 000km

R117 995

R 1200 GSA, 2017

Three Boxes & NAV

26 000km

R199 995

R 1200 GSA, 2012

47 000km

R109 995

R 1200 GS , 2017

Factory Lowered

32 000km

R155 995

S 1000 R , 2020

Akrapovic Slip On

1000km

R194 995

S 1000 XR, 2015

Top box & Tinted Screen

20 000kms

R129 995

R 1200 GS, 2011

59 000km

R109 995

R 1200 GSA, 2014

82 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

2 0 0 0 3

2 0 0 0 2

INSIDE LOOK

MOTOGP 2020 TEAMS

TRIUMPH

TIGER 1200 DESERT EDITION

WORLD

LAUNCH

DUCATI

PANIGALE

V4 S

Free!

KTM RACING

CALENDAR

INSIDE!

WORLD

LAUNCH

KTM

1290

SuperDuke R

Flashback

1979 SUZUKI

GSX1100E

Bike Night

PONTE BUILDING

JOHANNESBURG

MARCH 2020 RSA R37.90

Namibia N$37.90

UBUNTU RUN 2020 • SUPER STUFF • LATEST NEWS • ECUADOR TRIP PART 2

9 771607 384008

Cover March.indd 2 2020/02/18 06:24:05

Exclusive ONE ON ONE INTERVIEW BY MOTOGP JOURNALIST MAT OXLEY

FIRST RIDE

APRILIA FEBRUARY

Rsv4 RF

FEATURE

HONDA WIN

DAKAR 2020

BIKE

BUYER’S

BIKEGUIDE

INSIDE LOOK

BMW R18

2020 RSA R37.90

Namibia N$37.90

INDUSTRY Q&A • KYALAMI TRACKDAY • LATEST NEWS • AFRICAN ADVENTURE 9 771607 384008

Cover Feb 0.in d 2 2020/01/ 2 18:05:10

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Entries close 30 June 2020

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SuperBike Magazine June 2020

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