SuperBike Magazine October 2020

OCT 

2020 

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

BIKE 

BUYER’S 

GUIDE 

YAMAHA 

T7 TESTED 

NEW BIKE 

BMW 

M RR 

2021 BMW 

R 1250 GS 

RANGE 

REVEALED 

BIG TEST 

SUPER-NAKEDS 

FIRST RIDE 

MV AGUSTA 

OCTOBER 2020 RSA R37.90 

Namibia N$37.90 

20010 

SUPERVERLOCE 800 

9 771607 384008

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.

BIKES AND 

FAST CARS 

2KM OUTER TRACK USED 

R790 PER ENTRY 

LIMITED SPACES 

TO SECURE YOUR ENTRY, CONTACT KERRY ON 

011 793 4255 | MAIL INFO@SUPERBIKEMAG.CO.ZA 

or book on our website at 

www.superbikemag.co.za 

BOOKINGS ARE 

ESSENTIAL

16 DECEMBER 2020 

PROUDLY 

BROUGHT TO 

YOU BY

WELCOME TO THE OCTOBER ISSUE 

Damn, after 

looking through 

the magazine this 

month I realized that I do 

a lot of milage on a bike in 

a month. On average I do 

5000kms a month with this 

last one pushing it up towards 

the 7000 mark with 

the Ducati Mystery tour 

included (2700kms). I’ve 

been asked many times, 

so do I not encounter a lot 

of close calls with doing so 

much riding and most of 

it in JHB traffic and many 

times in peak traffic. Not 

that peak traffic is what it 

used to be with Covid 19 

still having it’s effects on 

that although in a positive 

way. My usual answer and 

all of a sudden I hope I 

don’t bring the commentators 

curse onto myself here 

but I would say the No.1 

biggest safety margin you 

can give to yourself is to 

practice constant anticipation. 

Not that stuff does not 

happen to me but because 

I’ve so become accustomed 

to always riding with “AN- 

TICIPATION” as my main 

defensive riding technique 

very little surprises me, 

very seldom. I was talking 

to Stuart Baker, head of 

Suzuki SA, the other day 

and we agreed that with a 

bit of anticipation 99% of 

situations get predicted 

and for sure the more you 

ride the better you get at 

predicting. But blimey, that 

1% is a bliksem and then 

you need to make sure that 

you have paid it forward to 

yourself, by making sure 

you have enough skill and 

control on your bike to 

maneuver it quickly and effectively. 

My second biggest 

advice is to then make sure 

that following distances are 

much bigger than what you 

think, especially on trips. I 

saw it again on this Ducati 

trip that when something 

happens up front and it 

does and will, the bikes 

sat at the back concertina 

up badly and some panic 

maneuvering and braking 

takes place. Rather make 

the gap bigger, and enjoy a 

much more relaxed touring 

ride, I promise it works. 

This month brings with it 

a lot of new and exciting 

bikes and under the radar 

the big manufacturers are 

releasing new bikes one at 

a time because there is no 

EICMA to aim for, so ing times for us 

excitall. 

On the racing scene, our 

Short Circuit series is still 

badly affected by Covid 

regulations and we still 

can’t have spectators come 

to watch, but soon we will 

be able to have you there. 

With out a word of a lie, the 

Motards must be the most 

exciting form of motorcycle 

racing to watch live bar 

none, I promise you. Before 

you give comment come 

watch it once, it’s scary and 

thrilling all in one go. 

Come ride though Lesotho 

with us in November, 

we’re planning on going to 

Afri-Ski 13th to 15th. It’s 

always very special and 

feels like you are riding in 

another world. 

Ride safe till next time. 

Clinton Pienaar 

MONTHLY 

CONTENT 

CONTRIBUTORS 

Simon Patterson 

Adam Child 

Roland Brown 

Mat Oxley 

Wes Reyneke 

Michael Nicolaou 

Michael Mann 

Phil West 

Publishing Director / Editor 


082 887 2053 | clinton@superbikemag.co.za 

Advert Sales 

Daniel Pienaar 

daniel@superbikemag.co.za 

Subscriptions 

Kerry Calder 

subs@superbikemag.co.za 

Letters 


082 887 2053 | clinton@superbikemag.co.za 

Q+A 

Daniel Pienaar 


@SUPERBIKEMAGAZINESA 

@SUPERBIKEMAGAZINE

ducati.co.za 

New Streetfighter V4 

The Fight Formula 

The Panigale V4, stripped of its fairings and with high, wide handlebars. This, in short, is the 

underlying concept of the new Streetfighter V4, a bike that magnifies the thrill of the ride every 

time it takes to the road. 

The result? An unrivalled naked bristling with cutting-edge technology and an awe-inspiring 

design that oozes pure performance. 

The minimalist full-LED headlight captures the spirit of the Streetfighter V4 perfectly. On the 

one hand, it recalls the front of the Panigale V4 and, on the other, evokes the crazy grin of the 

Joker (the comic strip character from which the Ducati Style Center drew inspiration for this new 

Bologna-built naked). Already featured on the Panigale V4 and SuperSport, the V-shaped DRL is 

another clear Ducati hallmark.

50 

SUPER-NAKEDS GROUP TEST 

MONTHLY REGULARS 

8 NEWS 

22 LETTERS 

74 LONGTERMER - AFRICA TWIN 

76 GRID GIRLS 

78 NATIONAL SUPERBIKES 

80 

SHORT CIRCUIT RACING 

FEATURES 

30 

BMW S 1000 XR 

34 THE MOTORCYCLE ROOM KNYSNA 

44 SCRAMBLER - DESERT SLED 

46 DGR 2020 - THE RIDE THAT NEVER HAPPENED 

60 DUCATI MYSTERY TOUR 

68 ZARCO INTERVIEW 

84 PRIVATE RIDER TRAINING 

38 

YAMAHA 

TENERE 700 

24 MV AGUSTA SUPERVELOCE 

BIKE BUYER’S GUIDE

MAKE EVERY 

MILE AN 

ADVENTURE 

- 

Set your sights on extreme exploration with this 2-wheel intercontinental missile. 

A staggering 160 hp (118 kW) and the most advanced electronics package make 

the KTM 1290 SUPER ADVENTURE S all you need for a fully-loaded, adrenaline-filled 

getaway like no other. 

Phone 011 462 7796 for your nearest KTM Dealer. 

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. Photo: F. Lackner

8 SuperBike 

BMW M RR 

The new BMW M RR: Pure racing technology 

for the highest performance 

requirements in motor sports and on 

the road. 

BMW Motorrad already introduced the 

successful M vehicle offer strategy at the end 

of 2018 for motorcycles and has been offering 

M optional equipment and M performance 

parts ever since. With the new BMW M 1000 

RR - in the following referred to as M RR in 

short - the first M model from BMW Motorrad 

based on the S 1000 RR (RR for short) is now 

celebrating its world premiere. BMW Motorrad 

follows the philosophy of the strongest 

letter in the world: M stands worldwide for 

success in motor racing and the fascination of 

high-performance BMW models, and is aimed 

at customers with particularly high demands 

relating to performance, exclusiveness and 

individuality. 

With an engine output of 156 kW, a DIN 

vehicle kerb weight of only 192 kg and a 

suspension and aerodynamics designed for 

maximum race track performance, the new 

M RR meets the main expectations in the top 

segment of Superbikes.

M RR four-cylinder engine based on the 

RR engine for racing sport. More peak 

power and increased maximum engine 

speed. 

The new M RR uses a water-cooled four-cylinder 

in-line engine based on the RR power train 

with BMW ShiftCam technology for varying valve 

timing and valve lift that has been modified comprehensively 

in the direction of a racing sport 

engine. It achieves its peak output of 156 kW at 

14,500 rpm. The maximum torque of 113 Nm is 

applied at 11,000 rpm. In addition to a maximum 

speed increased to 15,100 rpm, the M RR engine 

has extensive technical optimisations such as 

new 2-ring forged pistons from Mahle, adapted 

combustion chambers, compression increased 

to 13.5, longer and lighter titanium connecting 

rods from Pankl, slimmer and lighter rocker 

arms, fully machined intake ports with new duct 

geometry as well as optimisations on camshafts 

and intake area. The lightweight exhaust system 

is also made of titanium. The new M RR engine 

is even more powerful than the RR powertrain 

in the range from 6,000 rpm to 15,100 rpm, a 

range that is particularly relevant for race track 

dynamics, but without losing its qualities as a 

fascinating source of power for sporty driving on 

country roads. 

9 

M winglets and high windscreen: Braking 

later and accelerating earlier thanks to 

the aerodynamic downforce without any 

reduction in maximum speed. 

The aerodynamics were a decisive point in 

the technical specifications for development 

work of the M RR. In addition to a maximum 

speed that is as high as possible and absolutely 

necessary for winning races, there was another 

objective in the technical specifications of the M 

RR: to establish the best possible contact of the 

wheels with the road - especially when accelerating. 

The M winglets on the trim front, which 

were developed during intensive testing on the 

race track and in the BMW Group’s wind tunnel 

and are made of clear-coat carbon, take this into 

account as they produce aerodynamic downforce 

and thus additional wheel loads according 

to the speed. The additional wheel load on the 

front wheel counteracts wheelie inclination, 

traction control regulates less, more driving 

power is converted into acceleration and the 

driver achieves faster lap times. The effect of the 

winglets is also noticeable in curves and when 

braking, the downforce allows later braking and 

ensures increased cornering stability.


BMW R 1250 GS 

The new BMW R 1250 GS and R 

1250 GS Adventure will be available 

in South Africa from the 

second quarter of 2021. 

The BMW GS models are celebrating 

their 40th anniversary in 2020 and 

BMW Motorrad is presenting the new 

R 1250 GS and R 1250 GS Adventure 

just in time for this. Even more 

sophisticated, more innovative and 

more fascinating - due to numerous 

new features and an extended range 

of optional equipment and Original 

BMW Motorrad Accessories - they 

are the perfect companions for discovering 

the most remote corners of 

our planet by motorcycle. 

The legendary two-cylinder boxer 

engine ensures a superior and cultivated 

drive. It still has a displacement 

of 1,254 cm3 with 100 kW of power. 

Due to BMW ShiftCam technology for 

varying valve control timing and valve 

lift on the intake side, it provides superior 

power across the entire speed 

range, extremely smooth and quiet 

running and outstanding consumption 

and emission values.

OWN THE 

RACE 

TRACK 

GSX-R1000A 

R242 500 

GSX-R1000RA 

R273 900 

It is a machine designed to turn a simple expression of 

what really matters –Run, Turn, Stop –into the powerful 

combination of acceleration, cornering, and braking that 

makes this the most awesome GSX-R ever produced. 

Offered with the certain knowledge that – if you’re 

ready – the new GSX-R1000RA will Own The Racetrack. 

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


FRACTURING FRONTIERS: THE 2021 KTM 890 ADVENTURE R 

RALLY & KTM 890 ADVENTURE R OPEN NEW HORIZONS 

Two stunning new KTM ADVENTURE 

machines are here to let riders 

#AdventureHarder and faster than 

ever before thanks to a series of 

upgrades and race-inspired specs. 

The exclusive 2021 KTM 890 AD- 

VENTURE R RALLY and the updated 

KTM 890 ADVENTURE R capitalize 

on KTM’s achievements in the racing 

environment to embolden the brand’s 

prestige in the Travel sector. 

Two years ago, KTM funneled 

track experience, premium technology 

and race-inspired design into some 

of the most versatile and exciting 

Adventure motorcycles to roll off the 

brand’s production lines. As a result, 

the KTM 790 ADVENTURE line-up 

quickened the pulse in the midweight 

segment. For 2021 and beyond, KTM 

is raising heartrates further with the 

launch of the KTM 890 ADVENTURE 

R RALLY and KTM 890 ADVENTURE R 

machines; a pair of new bikes based 

on new engine platforms with more 

power and torque, which are ready for 

extreme escapes off the beaten track. 

In the KTM 890 ADVENTURE R 

RALLY, KTM is crafting one of the 

most desirable Adventure offerings in 

any catalog thanks to a series of components 

and settings derived from the 

efforts of the Red Bull KTM Factory 

Racing Rally team. The data recorded 

across landscapes around the world 

has been analyzed and applied directly 

to the form of the KTM 890 ADVEN- 

TURE R RALLY. 

Top of the range WP Pro Components 

ensure all-action, fully adjustable 

suspension while the power output 

of the new 4-stroke, twin, DOHC, 

Euro5-ready engine is boosted by an 

ultra-light Akrapovic silencer. The 

KTM 890 ADVENTURE R RALLY is a 

top of the range, specialized motorcycle 

for the hardcore Adventurer with 

a raft of niche details like specific 

chassis race settings, rally footpegs 

(wider, lighter and mud-free), straight 

seat, clear screen and winglets, racing 

graphics along with Quickshifter+ 

and RALLY ride mode as standard. 

The KTM 890 ADVENTURE R 

improves and accelerates the riding 

sensation that many came to love 

with the KTM 790 ADVENTURE model 

family. The new engine generates 

105 hp and 100 Nm of torque, that 

is 10 hp and 12 Nm more than the 

bike’s smaller brother. The crankshaft 

features 20% more rotating mass and 

the overall effect of the engineering 

around the powerplant means a more 

stable and consistent output, noticeable 

with low RPM torque. The added 

mass also means added cornering 

stability for long distance riding on 

the throttle. Fully adjustable WP 

XPLOR suspension, overhauled ABS 

software and new traction control 

algorithms are just three aspects that 

mold the KTM 890 ADVENTURE R as 

the company’s refined definition of an 

exhilarating ‘allrounder’.

13 

ADVENTURE 

MOTORCYCLE 

RENTALS & TOURS IN 

MEDELLIN, COLOMBIA 

CYCLE WORLD SOLD AND 

ENDS ITS PRINT RUN 

Cycle World, formerly the 

800-pound gorilla of the US 

motorcycle magazine market, 

will end its print run next 

month. 

The announcement comes as Bonnier 

Corp., the Swedish publisher behind 

Cycle World, sells the title off to 

Octane, a powersport financing outfit. 

Octane is buying the digital assets of 

Cycle World, Motorcyclist, Dirt Rider, 

Motorcycle Cruiser, UTV Driver, ATV 

Rider, and Cycle Volta. Sport Rider, 

which was supposedly going to have 

some sort of online presence when its 

print run ended, has already disappeared 

off Bonnier’s website. 

According to a press release, 

Octane “looks forward to welcoming 

Mark Hoyer, VP, Editorial Director of 

the brands, and his exceptional editorial 

team.” In other words, it sounds as 

if Octane plans to continue publishing 

online, although there’s no real details 

on what that will look like. Cycle World 

still has a lot of web site visitors. 

Thanks to its decades of authoritative 

editorial work, there’s a vast archive of 

previously published work that would 

also be valuable if properly managed 

in an online format. The same goes for 

the other mags involved in the deal, 

particularly Motorcyclist, which was 

Cycle World’s chief rival before Bonnier 

bought them both. 

Two observations, going forward: 

First, Bonnier disastrous foray into 

the US motorcycle magazine market 

seems to finally be over, and that’s 

probably a good thing. Everything 

Bonnier acquired ended up dwindling 

slowly away; Motorcyclist went from 

a monthly to six issues a year, then 

online-only. Cycle World went from a 

monthly to a quarterly, and now it’s 

cancelled. Bonnier’s other moto titles 

also suffered similar fates. 

Second, this leaves the US moto 

magazine market with a huge hole, 

with no newsstands carrying a magazine 

that focuses on the entire motorcycle 

industry. There are several 

niche magazines, mostly publishing 

six issues a year (think RoadRUN- 

NER, ADVMoto, Roadracing World) 

and there are artsy mags like Iron & 

Air and META, but there’s no do-it-all 

magazine anymore. Rider, the last 

US moto-mag publishing 12 issues a 

year with a broad focus, hasn’t put 

out a print mag in months (although 

this was allegedly an issue with production, 

so maybe we’ll see it come 

back, once COVID clears?). Motorcycle 

Consumer News is also done, 

and even American Iron has stopped 

printing. It’s almost impossible to 

believe, because motorcycle magazines 

are still publishing monthly in 

the UK, in Europe and even in Canada. 

Cycle World, Motorcyclist, and even 

Rider and American Iron would have 

had very strong circulation numbers in 

previous years. So what happened? 

No doubt it’ll all be blamed on 

economics, COVID-19, and so on, but 

you have to wonder: If motorcycle 

magazines are still able to make a go 

of it everywhere else, why can’t they 

succeed in the US? 

• When it’s winter in the states, 

it’s summer in Colombia – 

Colombia is the perfect place to 

visit if you want to escape the 

winter and ride. 

• Perfect Climate Year-Round 

– The equatorial climate means 

you can start your South America 

adventure trip at any time 

of year, even winter, and travel 

south as spring and summer 

hit. Colombia allows you more 

flexibility in travel which is pivotal 

for a motorcycle trip. 

• Close to the United States – 

Medellín is surprisingly close 

to the United States and is only 

a 3.5-hour direct flight from 

Miami. Another good thing is 

that since Colombia is directly 

south of the United States, the 

time zones won’t change that 

much, if at all, which helps you 

avoid jet lag. 

• Suzuki DR650 & Honda 

XRE300 - Small, light, and nimble 

is the way to go and Colombia 

seems like it was absolutely 

tailor-made for small adventure 

motorcycles. The bikes 

are comfortable (and powerful 

enough) for long, multi-day 

tours as well as short day trips 

from the city. All of this makes 

the kind of motorcycles we 

offer (high-quality, lightweight, 

dual-sport/ADV) an absolute 

blast to ride. Prices starting 

at $65USD per day. All gear 

included. 

WWW.COLOMBIAMOTOADVENTURES.COM


NEW BIKE MUSEUM 

IN WHITE RIVER 

Motorcycle Museum 

C A S T E R B R I D G E 

Casterbridge Lifestyle Centre in 

which Automotive Museum is located 

has a new tenant. 

Freddie Viljoen, famed motorcycle 

restorer and owner of the Blast Shop 

is heading up a new venture in Whiteriver. 

It’s in the Casterbridge Lifestyle 

Centre just outside White river and 

it has been an automotive museum 

for quite a few tears already. I was 

totally astounded at the sheer volume 

of vehicles inside there, just look at 

the photos. The good news for us 

two wheeled people is that they are 

starting a bike section and Freddie is 

running it. 

They already had over 12 bikes 

on display with lots more on their 

way, the official opening is the 31st of 

October and the public is welcome to 

come and display their own bikes. 

A new initiative they are embarking 

on is a Bike Night Movie Night 

which once a month they will show 

a “biking” related movie in the Barn 

Yard Theatre right next door, so it 

will be yur one stop shop for a beer, 

a burger, a movie and free access to 

the museum. The movie this month 

is “One Man’s Dream” featuring John 

Britten. 

Hours are 8.30 till 4.30 seven days a 

week. 

Please call Freddie for any info on 

0721143770

CBR1000RR-R SP 

ARRIVING NOVEMBER 2020! 

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R 

Fireblade SP. Street legal, but track ready. 

HONDA CRF1000D AFRICA TWIN DCT 

156 500 

R 

178 500 

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

CBR1000RR-R 

BOOK YOURS NOW! 

Visit your nearest Honda Dealer for full range: 

What you see here is the best of the best, 

the most exclusive, feature-rich open-class 

sportbike Honda has ever built under the 

CBR banner. Introducing the CBR1000RR-R 

Offering a degree of performance and 

refinement you’ve likely never experienced— 

unless you’ve had a factory ride. Available 

to only a handful of lucky riders. And it still 

offers Honda’s famous CBR refinement, 

CBR1000RR-R SP build quality, and rideability. Get ready to find 

out why world champions like Marc Márquez 

ride red, and why you should too. 

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SABIE 

BMWGS 

CHALLENGE 

10-13 DECEMBER 2020 

ANNUAL SABIE GS CHALLENGE 

A BMW Customer Event... 

Hosted by Sabie Valley Rider 

Academy (a Certified BMW Partner 

& Training Facility) the GS 

Challenge is the longest-running 

and BEST riding BMW GS event in 

South Africa. The Annual Sabie GS 

Challenge will take place at Misty 

Mountain, situated on the Long Tom 

Pass between the towns of Sabie & 

Lydenburg in Mpumalanga. 

For the weekend of motorcycling, 

we request that participants 

arrive on their BMW GS motorcycles 

carrying all their overnight and 

/or camping gear. 

Riders of all skill levels can 

explore some of the Lowveld’s best 

off-road routes through the pristine 

forests and scenic landscapes 

that this region has to offer. Routes 

graded for novice (green), intermediate 

(red) and experienced riders 

(black) to enjoy. There are also 

skills challenges open to anybody 

who wants to participate in them. 

This is a BMW Customer Event 

and only road legal BMW Adventure 

Motorcycles will be allowed to 

participate. 

So,ONLY IF YOU HAVEN’T AL- 

READY BOOKED FROM MARCH ... 

then BOOK NOW to enjoy a weekend 

of spectacular BMW GS adventure 

riding. 

GASGAS IS 

COMING! 

The famous name in off-road, 

enduro, trials and motocross 

is back and coming to South 

Africa! 

GasGas will be imported 

into the country via the same 

company that imports and 

distributes KTM and Husqvarna 

motorcycles. This is very exciting 

news for riders locally as 

another brand brings new machinery 

into our local market. 

We hope they don’t take too 

long to get here! Read more at 

www.gasgas.com 

YOUNG 

BIKE 

FANS 

A loyal reader found us in Dullstroom 

and wanted a pic, his 

name is Gabriel Botha and is 

a keen rider on the farm bikes 

and is a fan of Brad Binder. 

NEW STORE 

NOW OPEN 

Amanda, Mark, Eugene and Trystan 

New motorcycle dealership in Ferndale 

Randburg. 

Mark Wakeling old mechanic of DNA 

(worked there for 10 years) and his wife 

Amanda together with Eugene Wouters 

passionate biker from the 70’s have opened 

their own shop in Oxford street Ferndale. 

It’s an independent bike dealership, meaning 

they will work on anything and everything. 

They have innovative ideas on fitting 

GPS and phone mounts onto all bikes and 

as Mark is a passionate biker, he does not 

see problems but only solutions. While I 

was there they had a 80’s CBR stripped 

open and he was doing a complete engine 

rebuild, so no job too big or too small. 

Mark’s son Trystan specializes in a new 

“chroming” procedure called Spectra 

Chrome where they spray the chrome finish 

onto any product. See the example below, 

this is done on plastic and you can also 

almost choose any colour finish. 

So if you live in the area and you have a 

bike that needs a service and you are out 

of your factory guarantee, give them a visit, 

you might be pleasantly surprised. 

91 Oxford street Ferndale 

Randburg 

Tel. 0637083463 

This is the Spectra Chrome finish on the plastic 

products.

RAD_IN_DEED 

17 

RAD_IN_DEED was born out of 

the need to help the community 

during these difficult times. 

Together with the help of our 

amazing Clients, we collect the basic 

need items that we then distribute to 

Charities, homes, orphanages, and 

furthermore. 

To date, we have donated 3 tons of 

items and look forward to assisting 

the community further in the future. 

There are many ways to get 

involved, such as donating to the 

RAD_IN_DEED box located on our 

premises or participating in the RAD_ 

IN_DEED ride. 

Keep an eye out on our social 

media for the dates. 

Additional assistance is also 

required for the charities in terms of 

their structure. 

Explore our social media platforms, 

Facebook -@radmoto, Instagram 

- @radmoto.jhb, call us on 

0112345007 or email us on info@ 

radmoto.co.za on how you can join us 

in this drive.


CLUB ROAD RIDER SAFETY TRAINING DAY 

1 NOVEMBER 2020 - BROUGHT TO YOU 

BY SUZUKI SA. 

R200 for the day, includes lunch and 

a certificate. 

We belong to a lot of Motorcycle 

Facebook pages and the amount of 

accidents that happen and get shared 

on social media pages is not very 

good for our beloved sport. We as 

SuperBike Magazine have decided 

that we are going to try and make a 

difference. So we approached Suzuki 

SA and asked them to help. We got 

the various roll players involved and 

had a collective meeting at the new 

Suzuki offices in Linbro Park where 

various topics were covered. 

We ca say what we want, throttles 

and bottles do not mix and because 

biking is normally associated with 

social events, alcohol does play a roll 

in some of the accidents. 

A second scary reason was also 

the lack of rider training that people 

have undergone when learning how 

to ride and this also gets people into 

dep trouble quickly. 

Third problem is that too many 

riders immediately jump on a big cool 

bike and as they do not have the experience 

to handle said bike, this also 

ends up with disastrous effects. 

I spoke about it in my editor’s note 

but many times the lack of anticipation, 

especially with new to biking 

riders also lets people ger into situations 

that could otherwise of easily 

been avoided. 

Positioning on the road also came 

up as a point of concern as many 

road accidents say they never saw 

the bike, who’s fault is that when it’s 

you in the plus van? 

So together with a few well 

experienced road riders, we have 

put together a road rider training 

program that will encompass all of 

the above. We even have a car there 

for a few braking tests just to prove 

to us bikers that we do not have the 

advantage. 

So this training is open to everybody 

who rides a bike on the road, 

you’ll have to book with Kerry on 

info@superbikemagazine .co.za or on 

011-7934255. Spaces will be limited 

so booking will be essential. The 

venue is Red Star Raceway and the 

whole family is welcome, there is a 

pool and other entertainment and 

we will even have scooters there for 

non-riders to try. 

NB. As a side note, if you have 

ever thought that you would like to 

see if you can ride a motorcycle. As 

long as you can ride a bicycle, we 

can train you. Arnold Olivier from 

AMID will be on hand to show you the 

ropes. This is all free of charge.

19 

Official Portimao 

MotoGP testing. 

Wouldn’t you love to have a R1.3Million bike on loan 

to thrash for a day? 

Fastest ever 

two-wheel lap at 

Portimao 

Aleix Espagaro set the fastest ever lap on a 

motorcycle on his Aprilia MotoGP machine at 

testing. Jonathan Rea previoulsy held the record 

with a 1min40.3sec set on his Kawasaki WorldSBK 

machine, and Espargaro set a 1min40.1sec - quite 

close...


HONDA QUEST: TRUE ADVENTURE WITH 

THE NEW 2020 AFRICA TWIN! 

In a post Covid world, what’s better than 

getting back out into nature? Getting out 

into nature aboard a brand new 2020 Honda 

Africa Twin with the possibility of winning it 

of course! 

The finalists for the 2020 Honda Africa 

Quest battled through Quest Bootcamp in 

March only to have the event postponed almost 

immediately with the global lockdown. 

After much fretting about whether all 

their efforts were in vain, many things may 

have changed in this brave new world, fortunately 

the spirit of adventure and Honda 

have not. 

So with a sense of anticipation the 14 

finalists will be stepping aboard their 2020 Honda Africa 

Twins in Springbok and compete from the 5th to the 14th 

of October for the grand prize. 

Such iconic, beautiful, challenging and remote parts 

of the Western and Northern Cape that have Namaqua, 

Bushmanland, Kamieskroon, Cederberg and Richtersveld 

in their names shall host the adventurers as they pass 

through. 

WORLD OF MOTORCY- 

CLES NEW TITLE SPON- 

SOR FOR NEXT 2 YEARS. 

As is well known within the South 

African motorcycle racing fraternity, 

over the past year and a half, there 

has been the advent of a new motorcycle 

racing series, titled the Monocle 

Motorcycle Racing Series. This 

series was started by an inner group 

of Battle of the Twins (BOTTS) riders, 

most of whom have been riding for 

many years on South African circuits. 

The decision was made to create a 

non-profit organisation (Motorcycle 

Racing Series NPC), whose directors 

were myself – David Buckham, CEO 

and founder of Monocle Solutions 

– Mick Landi and Paul Carstensen. 

Aside from these three directors, 

there was also an inclusive group 

of other founding members and we 

met regularly to design and launch 

the racing series. Monocle Solutions 

gained the position of title sponsorship 

of the NPC, owing to the contributions 

made on a personal basis, by 

myself. 

This series – as was well documented 

through the course of last 

year – has been highly successful 

in attracting riders from a variety of 

classes, including the 300cc class, 

the junior lightweight class, and the 

BOTTS class, as well as introducing 

the new Streetbike class. Seven 

races, including a race at the Kyalami 

Racetrack, were held last year and 

the series was gaining significant 

momentum in terms of entries and 

participation at the various circuits. 

An affiliation was also established 

with Motorsport South Africa. 

This is exciting news for racing 

fans as this cements the next two 

years for a place to race. The World 

of Motorcycles Racing Series will 

continue to be a stepping stone to 

ultimately reach the top level in the 

country, as well as keep a place on 

the track for those just wanting to 

have fun on their bikes! 

MARQUEZ 

WORKING 

HARD FOR 

A STRONG 

GRAND PRIX 

COMEBACK!

FOllOw instructiOns 

belOw 

HJC i50 

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Spacious chin area enables rider to breathe comfortably. 

Sliding Layer Impact Distribution (SLID) : SLID reduces rotational acceleration caused by oblique impacts 

and provides a multi-directional range of motion and additional comfort. 

Aerodynamic and Adjustable Peak visor: Reduces lift at high speeds. 

Adjustable peak visor postion for anycircumstance. 

Maximum range adjustable and unbreakable visor. 

PURCHASE ANY HJC i50 AND STAND A CHANCE TO WIN 

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SIMPLY POST A PICTURE OF YOU AND YOUR HJC i50 HELMET 

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COMPETITION RUNS FROM 

1ST OCTOBER 2020- 1ST DECEMBER 2020 

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Reader 

LETTERS 

IN ASSOCIATION WITH 

THE LETTER 

OF THE MONTH 

WINS A HJC 

HELMET. 

Prize is based on availability of models. Pictures serve as illustration only. 

SURVEY WARRIOR 

Hi Clinton & Team 

It so nice to see hundreds of Adventure, 

Touring, Sport, and cruiser bikes on the road 

again, especially weekends, as well as Superbike 

magazine back on the supermarket 

shelves , the hard lockdown was one of my 

biggest sanity tests ever, it felt more like a 

mandated house arrest. 

My topic is about a survey which I did on 

your Q&A section of your magazine. Firstly 

let me thank you for having Q&A cause it 

seems like you guys are the only bike Magazine 

in the country that has it (along with the 

letters section as well). It appears to be very 

popular in British and American motorcycle 

magazines too. 

A person takes for granted the wealth of 

evidence contained within these Q&A pages, 

and I’ve learnt a lot of everything from electrical 

problems and clutch issues, to tyre 

sizes and lubricants. 

Back to the survey I did on your Q&A 

sections. I took 30 random Superbike magazines 

spanning the last 5 years and checked 

out the ages of bikes that were being talked 

about. 

Out of a total of 72 motorcycles, one (1) 

fell into the 1960’s, five(5) in the 1970’s, seventeen 

(17) into the 1980’s, thirteen (13) into 

the 1990’s, twenty-one (21) into the period 

2000-2010, and fifteen (15) into the period 

2010-2020. 

In other words exactly 36 bikes fell into 

the pre-2000 category, and 36 bikes fell into 

the category post 2000. 

Now most people would ask well what’s 

your point? My point is the sheer volume of 

20+ year bikes that are being ridden, loved, 

maintained, and used as daily commuters. 

Not a day goes past that I don’t see a 

1998 – 2000 Yamaha R1 (4XV & 5JJ), along 

with 1984 XT600ZL’S and pre 2000 Africa 

twins on the roads to and from work. 

I think it would be a great idea to do a 

full test on a different (older) motorcycle 

every month, say a Suzuki TL1000, its pro’s, 

con’s, what aftermarket parts & exhausts are 

available, along with a performance specs 

table, a list of service spares and their 

costs, and what you could expect to pay for 

a mint as well as a rough example. 

I could write a book about an abused 

Honda CBR900RR(W) which I bought 5 years 

back with 97 000km on the clock. This bike 

not only taught me how to really ride, but 

it also made me appreciate & fall in love 

with sport bikes. Over a period of 3-4 years, 

I not only brought the blade back to totally 

original condition, I spoilt it rotten with OEM 

parts large and small , Bridgestone tires, the 

best chain on the market, and fully synthetic 

oils. I think Honda SA made more money out 

of me on spares than they would have make 

on the sale of a new bike cause most of the 

spares they had in stock in JHB. So older 

bikes are definitely not all doom & gloom 

for somebody like the large motorcycle 

importers. 

Major motorcycle manufacturers must 

really let up on the electronics war, its 

driving prices up too high, and unless you’re 

Jonathan Rea, very few people have the 

abilities to utilize the full capacity of the 

horsepower and electronics, let alone the 

300-400k price tags. 

In 2013, Superbike Magazine South Africa 

had a 1000cc superbike shootout between 

the R1, ZX10, RSV4, GSXR, Fireblade, RC8, 1199 

Panigale, and the BMW. It was a detailed and 

comprehensive British written article and 

the title of the shootout was “Too fast for the 

road?” 

Here’s the funny part, the bike that won 

this shootout was not the quickest, or had 

the most advanced electronics, it was the 

bike that was the most fun and did everything 

well. In fact the bike that won the 

shootout was the bike that didn’t even have 

ABS or traction control! 

It was the Fireblade. 

Exactly my point. I’m well aware that 

the ABS and TC are stipulated in the new 

Euro laws, but I think the manufactures have 

taken the racetrack electronics too far. 

To date, I think I’ve read around 40 (and 

counting),road tests on the V4 Panigale and 

BMW 1000RR, bikes which less than 5% of 

motorcycle riders can actually afford. 

I’m well aware it’s the purpose and duty 

of motorcycle magazines to showcase 

what’s new on the market, but I think its also 

time for all magazines to delve (in detail), 

into the other 95% of motorcycles that are 

being bought, sold, and restored. With the 

downturn in the SA economy, I think articles 

like these will be popular, informative, and 

necessary. 

Its almost summer, the Superbike team 

must come visit Cape Town again and test 

some bikes here, I don’t think we’ll have any 

more earthquake’s soon. 

Kind regards, 

Justin Zimmerman 

Hi Justin 

You’ve got too much time man, that’s a lot of 

research there. Thanks for the compliment 

but in truth you bring up a very valid point. 

There is a relativity to bikes which makes 

them unique and lovable no matter their 

age or price. Michnus our writer from South 

America does his trips on an old DR650. This 

past Sunday with the unofficial DGR ride, all 

types of bikes were dusted off and ridden, 

see our article on this ride later on in the 

magazine. Small bikes are cool too. I do a bit 

of a treat for some of my friends, I get them 

all on 125cc bikes and I take them on the 

back roads to Hartbeespoort dam and not 

all the times on roads and they all love it. We 

stop at the TYC yacht club and take a quick 

sail and load them in the van as we’ve all 

normally had a few brews by then and bring 

them back home. Not one taker yet has 

said they don’t like it, because two wheels 

are cool bottom line. We run some articles 

sometimes with Blasts from the Past but in 

truth, we should do current articles on old 

bikes. Watch this space! 

Regards Clinton

HOW DO I GET 

MY SON INTO 

YOUR 

RACING SERIES? 

23 

Hi Clint 

My son is showing a lot of 

interest in bikes, he is aged 

three, at what age can I get 

him to come ride with you in 

your series? 

Regards, 

John Leatham 

Hi John 

I’d say the best way is to just 

come and visit us at one of 

our races with your boy, the 

age limit is that he must be 

4 years of age already for 

our novice class. But as I say, 

rather bring him to come visit 

and just watch a little, there after he 

will drive you crazy at home or not. Then 

bring him to a practice day and slowly 

you ease him into it, I’ve seen too many 

parent bring kids all hyped up and then 

the actual race moment and stress 

just freaks them out. Look at adults on 

the starting line for the first time and 

then imagine that little person’s head. 

We have a great family feeling with our 

racing series and you will soon make 

friendships that will be taken well off 

the race tracks. On another point, right 

now with Covid regulations still in play, 

you won’t be able to just arrive to come 

and watch our races but contact me for 

our practice dates and to those you can 

come. Also you can go to Streamit360.tv 

and you can see our races there to start 

the process. 

Kind regards 

Clinton 

only ride on the road. 

Cheers 

Bryce Bristle 

Hi Bryce 

You don’t mention if you’ve ever attended 

a track day at all? But let me say 

this, biking kills a lot more people than 

what planes do but before you get let 

loose on even a micro light you’d have 

to go through quite a rigorous training 

program. Yes you say you’re not a track 

day junkie but in truth it’s the only “safe” 

place where you can work on your 

cornering technique and better yourself. 

You’re not alone with the left opposed 

to right cornering problem, some say 

it’s because your heart is on the left 

side, I’ve even heard of people saying 

because you’re in the southern hemisphere, 

but in truth, with a little practice 

we can get that right out of your system. 

I’d give it a guess that our average 

age of riders attending our private days 

at Red Star will also be around your age. 

Come give it a go, you’ll have fun at the 

very least. 

Kind regards 

Clinton 

THE ‘RIGHT’ HAND 

BEND BATTLE 

Hi Clint 

I’m 58 years old and I’ve been riding for 

many years, I seem to have a problem 

with right hand corners, do you think 

I’m doing something wrong because 

the throttle is on the right hand side or 

because I think I’m going to run out of 

space? I’m not a track day junkie and


FIRST RIDE 

MV AGUSTA 

SUPERVELOCE 

800 

By Adam Child ‘Chad’ 

Photography by Fabio Grasso 

A stunning retro throwback, which goes 

as well as it looks

When MV Agusta first 

unveiled the Superveloce 

in 2018, my jaw 

hit the floor. Now, on a 

perfect summer day in 

the UK, on the actual production bike, 

which isn’t too far removed from the 

beautiful prototype, I’m in love again. 

She is stunning. A simple question, 

is there a more desirable, sexier, 

production bike on the market? It’s 

unique, a throwback to the ’70s when 

MV dominated racing, it’s individual 

and daring. It’s built and manufactured 

in Italy, produced by an iconic brand, 

with an eye for detail. Check out the 

single LED headlight and taillight, the 

protruding three exhausts give you 

an indication of it’s the engine, the 

‘dummy’ leather strap over the fuel 

tanks, is lavish, over the top, doesn’t’ 

have a purpose, but I still like it. MV 

has hidden all the fairing fasteners 

and unsightly bolts, it gives the appearance 

the sculpted 70’s bodywork 

is floating – it’s the attention to detail 

and lavish styling I love. 

On looks alone, it must be one of 

the highlights of this year, arguably 

the last 5-years. It’s based on the 

highly acclaimed, track-focused, if 

slightly dated F3, so it should perform. 

But, does it go as well as it looks? A 

week in the UK, close to 800 miles 

should give us some answers. 

Power and torque 

Peak power and torques is identical to 

the MV F3 which was launched back 

in 2013, yes that long ago. Peak power 

is 108kw @13,000rpm and torque at 

88Nm@10,600rpm. The torque and 

power curves are identical between 

the two models, however the Superveloce 

has slightly different fuelling 

to compensate for the change in the 

air-box intake runners, which differ 

slightly from the F3. 

In today’s world where super-naked 

and superbikes are producing eyewatering 

power, the new MV may not 

have the power figure to impress mate 

down the pub, but in the real word, 

on the road the power is impressive 

and usable. You don’t have to dance 

around on the gear selector in search 

of power, the three cylinder, with 

a counter-roting crank has usable 

power lower down in the rev range, 

then really starts to take off and run 

from the mid-range onwards. There 

are also four rider modes, Sport, 

Race, Rain and a Custom mode which 

changes the engine characteristics 

and throttle response. 

Engine gearbox and exhaust 

The three protruding exhausts down 

onside sound as good as they look. 

MV always produces a lovely sounding 

bike and the Superveloce continues 

that tradition. Inline triple engine 

sounds great, and despite passing 

Euro-4 legislation the MV sounds 

great via the 3-1-2 exhaust, more so 

as you send the digital rev-counter 

towards its redline. At tick-over its 

mildly humming, but still sounds 

unique. As the revs build so does its 

lungs, the MV is one of those bikes you 

just love to rev, just to hear the three 

exhausts holler. 

On the road, you’d don’t really 

need to drop back a few gears for an 

overtake and you don’t have to leave 

every 50kph zone in seconds gear, 

there is more than enough usable 

torque, but because it sounds so good 

you can help to flick back a few gears, 

to allow the engine scream. The gear 

changes are effortless, due to a super 

smooth gearbox with an up and down 

quick-shifter. The auto-blipper matches 

the revs every time on rapid down 

changes, and the cut in power on up 

changes is race bike like, smooth 

and fast – love it. Even at low speeds, 

around 50-60kph the clutchless 

changes felt smooth on fuss-free. On 

occasions, I did accidentally manage 

to find neutral between 1st and 2nd 

but this only a few times on an 1200- 

km test. 

Once you get the revs in the upper 

half of their rev range this is when 

the MV is the happiest, in its element. 

Make no mistake the Superveloce is 

a quick bike, it might look like a 70’s 

throwback, but underneath there is 

still a F3 engine which want to run. 

In the first gear and occasionally in 

second gear the eight-stage traction 

control must work overtime to keep 

the front wheel in contact with the 

ground. The counter-rotating crank, 

combined with a rider pushed forward 

over the top yoke, means it’s not a 

wheelie happy bike, you’re not fighting 

the front to keep it on the road, instead 

is just accelerates forward. However, 

if you do want to impress your mates 

it’s more than happy to loft the front, 

once you’ve deactivated the TC, which 

is easy to do and can be done on the 

move, thanks to the easy-to-use full 

colour TFT clocks. The Superveloce 

may look like a work of art, but don’t 

be mistaken it’s still a 240kph sports- 

25


You don’t have to 

dance around on 

the gear selector 

in search of 

power, the three 

cylinder, with a 

counter-roting 

crank has usable 

power lower 

down in the rev 

range, then really 

starts to take 

off and run from 

the mid-range 

onwards. 

bike underneath that retro clothing. 

It’s like Hussain Bolt in a 70’s tracksuit. 

Back in the real work, away from 

wheelies and top speed, MV has 

always been criticised for poor fuelling 

at low speeds. In Race mode, as 

you’d expect it’s a little harsh, but in 

Sport and even more so in Rain mode 

is much softer and easy-to-use. I, 

unfortunately, had to ride through a 

biblical rainstorm, lots of standing 

water and was thankful for the soft 

Rain mode. 

Handling, suspension, chassis, and 

weight 

The manual suspension set up, 

fully-adjustable Marzocchi upfront, 

and full-adjustable single Sachs unit 

at the rear is identical to the MV’s F3. 

But for this year MV has added a new 

progressive linkage on the rear and 

revised the fork’s settings. The overall 

set-up as you’d expect is on the 

sporty side, but it’s not overly harsh, 

this isn’t a race bike for the road. 

But equally this isn’t a softly sprung 

sports bike, like a Triumph Dayton 

Moto2 for example, it’s friendly but 

only up to a point. 

Like the engine the faster you 

ride, the happier the suspension and 

handling is, it copes with braking, acceleration, 

and cornering loads with 

ease. You could roll out onto a track 

day with little complaints, the set-up 

is track-ready with standard tyres. 

The Superveloce feels at home on the 

fast, smooth, and flowing sections; at 

times I had to remind myself I wasn’t 

in race leathers and had to pull my 

knee in to avoid contact with the road. 

On bumpier, uneven sections the 

MV doesn’t feel as accomplished as 

it did on the fast-smooth sections. 

It’s stable, it’s not overly harsh like 

MV’s new Brutale 1000RR, and again 

the faster you go, the more you load 

the suspension the happier it feels. 

But on the odd occasion, the rear did 

jolt my spine. If I lived somewhere 

remote, used more B-roads than A I’d 

certainly think about opening up the 

suspension, make it plusher, more 

road-focused than track. 

Around town at slow speed, 

whilst constantly admiring your 

reflection you will grimace from time 

to time. Potholes and speed humps 

aren’t your friends. The riding position 

is on the radical side, the seat 

isn’t soft enough – don’t forget that 

black visor to hide your discomfort. 

But aside from posing why are you 

in town? Get away from the smoke, 

allow the MV to breathe, enjoy the 

sporty handling, and decide if it’s 

kneed down or knee up. 

Brakes 

Like the suspension the Brembro radial 

stoppers are stolen from the F3, 

the same high quality set up. Without 

an IMU, which measures lean angle, 

adjustable ABS braking is conventional 

and not lean-sensitive. I never 

had a problem with conventional ABS

27 

but some riders/owners may have 

expected cornering ABS on a new 

premium 2020 model. 

I rode the Superveloce in all conditions 

and was happy with the brake 

set up. In the wet, the Pirelli Rosso 

Corsa 2 tyres are much better than 

they appear, and the ABS isn’t too 

intrusive. In the dry the brake lever 

has a nice progressive feel to it, the 

Marzocchi forks drive smoothly in the 

stroke, not too rapidly and rebound 

is controlled. Braking is impressive 

as you’d expect from a bike based on 

the F3. 

Time to buy 

As you’d expect from MV, and like 

anything attractive, and high-maintenance 

from Italy, the new Superveloce 

is expensive, at £17,390 in the 

UK for the base model. In today’s 

market up against modern 1000cc 

Superbikes, that isn’t bad as a standard 

Honda Fireblade is just under 

£20,000 and a Ducati V4 Panigale 

is again £20,000 or near as dam it. 

But we’re not comparing eggs with 

eggs the Superveloce is 800 capacity, 

108kw, so we should be looking at 

bikes like, Ducati’s V2 Panigale, similar 

power, desirable and £15,295, or 

even Triumph’s limited edition Moto2 

Daytona, now 765 capacity, 95.5kw 

and £15,765. Even if MV look in their 

garage, the F3 which the Superveloce 

is based upon is £13,990. The F3 

and the Superveloce run the same 

engine, but the F3 although attractive 

isn’t a supermodel like the Superveloce. 

Rider aids and extra equipment/accessories 

As mentioned earlier, the new Superveloce 

doesn’t have an IMU therefore 

the eight-stage traction controls isn’t 

lean-sensitive. However, traction 

control intervention and reintervention 

are smooth and effortless. Furthermore, 

it is a doddle to change on 

the move, I was up to eight the maximum 

setting in the wet and deactivated 

the TC for the photoshoot. The 

all-new full-colour 5in TFT clocks 

are easy to navigate, are clear, with 

simple graphics. It’s easy to change 

the TC on the move, even de-activate 

without stopping. I don’t have to 

scroll through various screens and 

sub-menus, it’s simple and intuitive. 

I love the new clocks, and unlike the 

MV 1000 Brutale 1000RR, the are in 

the correct position, behind the retro 

screen not near the fuel cap. The new 

clocks allow Bluetooth connectivity 

and communication with the MV 

Ride App. Again, the app is simple 

and easy to use, you can track your 

ride, even change the settings like 

ABS and TC all from your phone. It 

may appear to be a 70’S throwback, 

but the new clocks give you the very 

latest technology. The only downside 

is they are hard to read when the sun 

is low and behind the rider. The rider 

modes are easy to change, again it’s 

simple this time done via the start


It’s extremely 

easy to look at... 

for a long time! 

Proof showing that riding motorbikes for a 

living is stressful... check that bald spot... 

SPECIFICATIONS 

Capacity 798cc 

Bore x Stroke 79 x 53.3mm 

Engine layout Inline three-cylinder four stroke 

Engine details water-cooled 12v 

Power 108kw/148hp @13,000rpm 

Torque 88Nm/64.9lbft @10,600rpm 

Top speed 240kph (claimed) 

Transmission 6 speed 

Average fuel consumption 7.2l/1000km (tested) 6.4l/100km 

(claimed) 

Tank size 16.5 litres 

Max range to empty 

Rider aids ABS, traction control, four rider modes, 

Frame Steel trellis 

Front suspension Marzocchi 43mm inverted. 

Front suspension adjustment fully 

Rear suspension Sachs single rear shock 

Rear suspension Fully adjustable 

Front brake 2 x 320mm discs, radially mounted Brembo 4-piston 

callipers with ABS 

Rear brake 220mm single disc, two-piston calliper with ABS 

Front tyre 120/70 ZR17 on test Pirelli Rosso Corsa 2 

Rear tyre 180/55 ZR17 on test Pirelli Rosso Corsa 2 

Rake/Trail ??°/99mm 

Wheelbase 1380mm 

Seat height 830mm 

Dry weight 173kg 

button, but again in low light, it’s hard 

to read as sometimes Rain mode 

looks like Race mode, maybe they 

should have called it wet and track 

mode. 

Cruise control comes as standard, 

and as mentioned so does 

the up-and-down super smooth 

quick-shifter. Cruise control hints 

towards, dare I say practicality, if you 

can say that about a retro MV with 

bar-end mirrors, which aren’t that 

bad, surprisingly good. 

As you’d expect there are some 

lovely accessories to play with, carbon 

trinkets, the CNC almuminium 

spoked wheels are mouth-watering, 

and there’s an aftermarket Arrow 

race exhaust. The open exhaust for 

tack use only pushes power to 112kw 

and looks stunning with two pipes exiting 

on the right and one on the left. 

I’m told, it sounds amazing, which 

I’m sure it does. 

Verdict 

In many ways we can simplify the 

new MV Superveloce, it’s essentially 

a highly acclaimed F3 with new 

clocks, stunning styling, and revised 

suspension for 2020. Take one of the 

best-handling bikes in your range, if 

not in the middle-weight category, 

leave the stunning inline triple alone, 

don’t fix what isn’t broke, make it 

sounds great, and cover it in unique, 

inspiring bodywork and styling. MV 

couldn’t go wrong really. I think it’s 

jaw-droppingly beautiful, and underneath 

is a motor and handing 

to match. This is a true retro racer 

which could embarrass dedicated 

sports bikes on the track. It’s not the 

most comfortable, especially in town, 

the screen is too low on the motorway, 

and pillions will have to be brave 

or stupid. If you can live with the 

discomfort and the price, and yes MV 

dealers are sparse, then you’ll fall in 

love every time you open your garage 

and press the starter button.

3 year Factory Warranty and 3 Year comprehensive service plan 

From R369 950 to R399 950 ( Race Spec) 

Demo available 

2020 MV Agusta Dragster 

800 RC Limited Edition 

Includes MV Agusta Race 

Kit valued at R50 000 

R349 950 

Demo available 

2020 MV Agusta 

Turismo Veloce 

R289 950 

2020 MV Agusta 

Dragster 800 RR Demo 

3 year Warranty and 

3 year comprehensive 

service plan 

R279 950 

Kit Included with Dragster models 

Race ECU, SC Project Exhaust and more! 

WHERE TO FIND US? 

1 Halifax St 

Bryanston, Sandton 

2191 

GIVE US A CALL 

011 467 0737 

011 465 4591 

011 465 4212 

SEND US A MESSAGE 

SALES MANAGER berto@fireitup.co.za 

ACCESSORIES accessories@fireitup.co.za 

BOOK A SERVICE chris@fireitup.co.za 

OPEN 7 DAYS 

A WEEK! 

BROWSE OUR LATEST STOCK 

OR JUST RELAX IN OUR 

LOUNGE WITH A GREAT CUP OF 

COFFEE. 

MON TO FRI: 8:00AM – 6:00PM 

SAT: 8:00AM – 1:00PM 

SUN: 9:00AM – 12:00PM

30 SuperBike

31 

By Clinton Pienaar 

Photography by Rob Till 

BMW 

S 1000 

XR 

BMW S 1000 XR 2020 South Africa 

model reveal 

Not wanting a superbike 

and not wanting GS, 

this might be the perfect 

middle ground. 

Lighter, faster and more 

versatile than before with a 

unprecedented combination of 

long-distance performance and 

sports capabilities. It opens up 

a new dimension in the Adventure 

Sport segment. 

Lats month we reported on 

the 900 XR and R models but we 

had a go on the 1000 XR as well, 

we ran out of space and kept 

it over for this month because 

I just could not squeeze it in 

as an also rode, it is much too 

special for that and deserves it 

own spot. 

I actually forgot how fast 

these XR’s are, it might have 

something to do with the engine 

being specially made for more 

low down torque or the straight 

up riding position but one thing 

I can tell you, it is superbike 

FAST and fast everywhere. I 

immediately liked the TFT Dash, 

the easy to set windscreen 

and it had all the mod cons of 

cruise control and heated grips 

for a long ride. It’s a very nice 

place to be seated on a bike, 

everything is clean and neat and 

everything in its place. I actually 

forgot how much I liked this 

kind of bike, I’m a superbike 

fan, love adventure bikes and 

this is the obvious choice for 

someone like myself, smack 

bang in the middle. 

There has been some 

design updates as well with the 

bike having a more pronounced 

for aggressive stance. This bike 

is actually very handsome and 

has evolved in a very nice way 

from the previous model. This 

grey colour also did it for me. 

The highlights of the new 

2020 BMW S 1000 XR: 

• 5 kg lighter, newly developed 

4-cylinder in-line engine based 

on theS 1000 RR with further 

optimised mid-range power and 

ridability as well as new transmission 

gradation for the 4th 

– 6th gear. 

• Superior performance and 

torque: 121 kW at 11,000 rpm 

and 114 Nm at 9,250 rpm. 

• Effort-saving, linear torque 

curve: even better ridability over 

the entire speed range. 

• Newly developed suspension 

featuring Flex Frame, with the 

engine taking on a more pronounced 

load-bearing function. 

• Significantly improved ergonomics 

due to Flex Frame. 

• Dynamic ESA as standard 

plus Dynamic ESA Pro with two 

damping modes (Road, Dynamic) 

and automatic load compensation 

as ex-works options.


• New 19% lighter swinging arm with 

directly articulated suspension strut 

for an even more sensitive response. 

• Dynamic brake assistant DBC Dynamic 

Brake Control. 

• Weight reduction by 10 kg to 226 kg 

(adjusted for equipment) as compared 

to the predecessor model. 

• New, lighter exhaust system, 

EU5-compliant. 

• New 6-axis sensor cluster. 

• Dynamic Traction Control DTC as 

standard. 

• DTC Wheelie Function as standard. 

• Engine drag torque control MSR 

and engine brake function as standard. 

• ABS Pro for increased safety when 

braking, also in banking position, 

as standard. Dedicated rain braking 

mode with flat brake pressure 

gradient. 

• Four riding modes “Rain”, “Road”, 

“Dynamic” and “Dynamic Pro” as 

standard. 

• Hill Start Control Pro as standard. 

• HP Shift Assistant Pro for quick up 

and down shifting without clutch as 

anex-works option. 

• Electronic cruise control as an ex 

works option. 

• New instrument cluster with 6.5- 

inch, easy-to-read TFT screen and 

four screen displays. 

• LED light units all round. 

• Turn indicators with new “Comfort 

Indicator” function. 

• Adaptive turning light incl. DRL as 

part of Headlight Pro as an ex-works 

option. 

• Completely redesigned bodywork 

for an even more dynamic design 

style, optimised aerodynamics and 

even further enhanced wind and 

weather protection. 

• Two colour schemes for the market 

launch: Ice Grey and Racing Red/ 

White Aluminium (extra charge). 

In summary, at prices starting 

at R240.400.00 and with it having 

truly superbike performance, at this 

price it might just be offering the best 

bang for buck around and let’s not 

forget all the standard features that it 

comes out with.



THE 

MOTORCYCLE 

ROOM 

Motorcycle Room in 

Knysna turned four 

on the 8th of August 

2020. 

The owner is Colin Stunden 

but he resides in the UK 

right now and he has his 

friend Charl Marais managing 

it. Charl can be reached 

on themotorcycleroomknysna@gmail. 

com 

The start of it is quite a quaint 

story. Colin a passionate motorcycle 

collector originally started “it” 

in a garage with just a few friends 

tinkering on various projects and 

watching the MotoGP together. “It” 

then got bigger and they moved to 

an industrial garage until that to got 

too small and then this parking area 

was found on Thiessen Island, and 

as luck would have it, the drive ways 

are a little narrow for cars to get up 

there and one thing lead to another 

and viola, “it” the Motorcycle Room 

was born. 

As luck would have it I was down 

in Knysna on some family matters 

and I had a few hours to kill, conveniently 

right around the corner from 

the Motorcycle Room. I’ve heard a lot 

about this place but never quite got it 

tied up, so this was my chance. 

As luck would have it, today was 

the first day that they re-opened from 

the start of the Covid lock-down. To 

describe it would be unfair, there is 

such a mixed bag of bikes that you 

would have to see it for it to make 

sense. I think the owners words

35 

Yamaha WR250 

It has a full KTM display 

This room is a happy place. Although I have modern and 

new bikes here, The main aim of this room is to take old and 

forgotten about bikes that would have been headed for the 

dump, and save them. Some are restored and same are left 

just the way they are. Remember the 50 you rode to school 

on in the wind and rain? It may be here.The dirt bike you 

learned to ride on? It may be here to. There are many people 

who collect rare priceless bikes that you and I have never ridden 

and never will. This is not that place. This place is about 

memories and old friends that we wish we had never sold. I 

hope those memories come back to you while you are here. 

This is a living collection. These bikes get ridden. So if one or 

two are dirty, It’s because I haven’t had time to wash them 

yet. If it is in bad condition, its waiting to be restored. This 

collection grows by the day. I am forever hunting for the next 

barn find! So if your old friend is not here, keep coming back, 

who knows. I may just find it. 

Until then…please enjoy my collection. 

Colin Stunden 

Yamaha RZ-500 V4 Yamaha DT 175 

Laverda 686 Diamente 

Yamaha RD-500 V4 

Charl Marais and 

Ashley Celliers 

Wade Young’s actual Roof winning bike!


Modern and classic bikes mixed 

Workshop 

Yamaha TT600 

Lounge area 

SuperBike Mags to read 

which I copied off the wall below 

explains it best. 

It’s easy to find, Google maps 

takes you right to the parking bay 

below it, it’s on the 2nd floor and 

you are greeted by the lovely Ashley 

Celliers who is the receptionist. It’s a 

R100 per adult and kids under 12 are 

50%. They have a very active Facebook 

page simply called The Motorcycle 

Room. They have a deal going 

with the Tappas restaurant below 

them so with your entry you get a free 

beer with your meal and visa versa, 

with a meal you get a free entry into 

the room. 

So for sure, it’s definitely worth 

a visit, just look at the images and I 

could not nearly take enough.

THE SUPER 

SCALPEL 

KTM 125 DUKE 

R63 999 

KTM 390 DUKE 

R79 999 

KTM 890 DUKE R 

R189 999 

KTM 1290 SUPER DUKE R 

R265 999 


Still agile, but with more punch, the KTM 890 DUKE R takes all 

the things we love about the KTM 790 DUKE and turns it up to 

11. This is a no-compromise mid-weight naked bike, equally at 

home on mountain roads as it is on the race track, delivering 

more power, more torque and more dukeness than any parallel 

twin that has come before. 

info@raceworxktm.co.za • (0)11 027 9922 • Cnr Hendrik Potgieter Rd & Zandvliet Rd 

Little Falls, Roodepoort, Johannesburg • www.raceworxktm.co.za


39 


Photography by Chris Beasley 

YAMAHA 

TENERE 

700 

It’s eventually here but has 

the wait been worth it? 

It’s been almost two years in 

the making but the “unicorn” 

(nickname given to 

the Yamaha T7 by various 

social media channels) has 

eventually arrived in SA. It’s 

been available for sale in a few 

overseas countries for almost 

a year, proven to be so popular 

that it moved into No. 1 spot 

as far as sales have gone in a 

few markets and has even been 

voted as bike of the year by a UK 

publication. Has the wait been 

worth it? 

I was lucky enough to see 

the concept bike in Italy at EIC- 

MA in 2016 already and I’m happy 

to report that it looks almost 

like a carbon copy of that bike, 

even the 4 stack headlights 

which I thought were very space 

age have stayed. It’s a big bike, 

get the naked MT07 out of your 

head as you sit on this bike. It’s 

high in standard trim (875mm 

seat height) but it has two lower 

seats options and a lowering kit 

is available for shorter riders. 

It’s no secret that I love 

the the MT07 motor (see box 

out), so much so I prefer it to 

the MT09 engine, and in this 

application it is sublime with 

its low-down torque. Let’s first 

delve into the adventure bike 

segment its entering. Ever since 

the Tenere 700 was first introduced 

at EICMA, it became one 

of the most highly-desired and 

anticipated bikes among adventure 

riders. This was at a time 

when adventure bikes kept getting 

bigger, heavier and more 

complex every year, just think 

of 1290, 1200’s and the like. 

Yet tastes had changed in this 

segment and many adventure 

riders were looking for something 

smaller, lighter, simpler, 

and more off-road oriented and 

lets not forget, cheaper! 

So first impressions before 

I even started riding the bike. 

Typical Yamaha, I loved the fact 

that there was not a 100 buttons, 

it’s a very basic set up, no 

heated grips, no cruise control, 

no TFT dash, just a basic 

electronic dash with revs and 

speed and a few niceties like 

range and trip meters and fuel 

consumption. Rocking the bike 

forward and back you can feel 

that the suspension is on the 

firm side of adventure riding, 

I like that. The 16 litre tank 

seems small but at 5.5l/100 

its good for almost 300kms at 

normal speeds and almost 380 

at slow 100km/h speeds. 

We hit the tar out of JHB,


Engine: The Tenere 700 is powered by 

a 689cc parallel-twin engine that was 

pulled straight out of Yamaha’s MT-07 

naked bike, with a few adjustments to the 

ECU. This proven powerplant produces 

73 Hp at 9000 rpm and 68 Nm. of torque 

at 6500rpm. It”s long-stroke design is 

optimized for low-end grunt, giving it 

lots of traction in the dirt. In addition, 

the Yamaha’s 270° ‘Cross-Plane crank’ 

makes a V Twin sound. Our test unit had 

the aftermarket Acropovic pipe on and it 

sounded great. 

this bike was fitted with a fresh set 

of off road knoblies. I hate the feel of 

them on the tar but they were fitted 

for the Rally Raid which it had just 

completed. You can however still get 

a sense for the bike. I buzzed it up 

to 200km/h on the speedo quickly so 

the power is there, wind protection 

great and the riding position slightly 

perched forward, a little competition 

like and I liked that, it looks like a rally 

bike and that is fitting. We headed 

through the twisties to the railway 

bridge at Harties and we were going 

to cross the hill to try its off road 

prowess. Even on the tar at quickish 

touring speeds 20 to 40 over the 

speed limit you get the feeling that it 

will purr there all day even getting 6 

l/100. 

We stopped on the bridge for 

a quick You-Tube interview but it’s 

after this in the dirt that this bike 

shines. The engine characteristics 

with low down torque makes it a play 

bike, we slid it with an easy to switch 

off rear ABS button. My only gripe 

is that it does not stay off and every 

time you need to repeat the process. 

My favourite position was standing 

up going fairly quickly, here the bike 

absolutely shined. If you can draw 

a line between the 1200 Tenere and 

the 450 WR, this 700 would be at 

the 60% WR and 40% Tenere in it’s 

playability. I hope I make sense with 

that analogy but it made sense to me. 

Then wheelies, surely the little 700cc 

mill is too weak but it’s the torque 

that does it and the long wheelbase 

makes wheelieing a doddle. We 

headed on a route with a lot of speed 

bumps and here we got jumping. Yes 

it was just me on the bike but not 

once did I bottom it out. We headed 

out on some single track and also 

here I just wanted to play instead of 

just riding it. 

So in summary; is smaller better 

and would I go on a long adventure 

ride with this? Let me tell you, I was 

so impressed that this bike will actually 

make me want to own one and 

that seldom happens. It’s phenome- 

Wheelies were plenty

41 

Simple controls and 

an easy-to-read dash 

Akrapovic pipe looks like a 

factory racing pipe from the 

dakar bike


The rally-bred T7 has 

arrived , a light, 

simple, nimble 

adventure bike 

for the masses. 

2nd Opinion 

Charis Beasley 

I took Charis Beasley with us to get a 

ladies opinion, she is an avid Adventure 

rider and most probably owns the cleanest 

KTM 990 around with high milage, 

she rides it a lot. 

Her first impressions were: “It’s a little 

high for me but you say there are lower 

seat options, I was convinced that 

the 790 was going to be my next bike 

although I don’t like the “bulgey” tank, 

but after being on this T7, I’m not so 

sure. It’s got a nice little motor” 

nal and totally does what it says on the tin. Pricing as 

we speak has still not been finalized but rumour has it 

around R200k. We had someone complaining that the 

T7 is below R150k but it all depends on where they are 

being made in the world, but one thing I can promise 

you, as a complete package that does everything and 

will keep on doing in it typical Yamaha fashion for 

many years to come, it will be R200k well spent.

BMW R1250 2019 GS HP 

R245 000 

KTM 1290 SUPER DUKE 2018 

R198 999 

KTM 1090 ADVENTURE R 

R192 999 

KTM 1290 ADVENTURE S 2017 

SEP MAG AD 2020.pdf 1 2020/09/21 14:41:48 

R178 999 

2017 CRF 1000L Africa twin 

R147 999 

2016 BMW S1000XR 

R164 999


By Noddy van Greunen 

THE ‘SLED’ 

Having disposed of my previous machine, the lure of two wheels 

beckoned - JHB traffic dictates that. 

My choice was Ducati’s 

dual purpose 803cc Desert 

Sled, which suits my 

5’7” frame and allows 

me to touch the tarmac 

easily and not emerge red faced at 

the traffic lights. 

Besides the urban commute, the 

desire for a machine capable on a 

mix of gravel and tar on Sundays was 

also a priority. Bigger and heavier 

dual machines can prove tedious. If 

one does venture off-road and experience 

the occasional visit to dust, you 

tend to leave the bike where it is after 

the third excursion if that be your 

steed on the day. 

Not so with the ‘Sled’. Tipping the 

scales at just 209kg makes the ‘Sled’ 

easier to pick up than a adolescent 

teenagers 150cc scoot, even after the 

sixth attempt. The low saddle height 

at 860mm also helps in swinging your 

leg over once you’ve regained some 

pride. 

Given its handy 73kW/54-odd 

output and a rated top speed at shade 

over 190kmh, my new toy will certainly 

keep up with the bigger siblings 

its likely to join on long weekends. 

My short time enjoyed so far on her 

indicates a cruise speed of around 

the 145-150kmh mark, and like most 

2 wheeled machines, tends to scream 

and shake a fair tad once the tacho 

starts nudging the red. 

Its unique looks and styling are 

draw cards too and there’s always a 

fair amount of rubber necking when 

I travel the ‘burbs or nip to the shops 

to fetch a top-up or two ahead of 

the braai. The favourable gazes are 

certainly not generated from my good 

looks. 

That all said, along with no travel 

restrictions and the highveld’s enjoyable 

spring weather already here, it 

won’t be long before I take a detour 

in the famed Harties/Hekpoort/Broederstroom 

triangle. This will be the 

“Sled’s” true baptism and introduction 

to the real world of dual purpose 

riding and road conditions. 

I’ll be sure to do some accurate 

fuel tests when I do venture out along 

with her other off-road capabilities 

and habits. The part I’m looking 

forward to most is not sweating like 

a pig if and when I do drop her, or 

pulling a poep string simultaneously 

when I lift her on our next ride. My 

thoughts on her off-road manners, 

fuel consumption and other traits 

will be communicated to Superbike 

Magazine’s faithful in the next few 

months.

BMW Motorrad 

Pre-owned Motorcycles. 

K 1600 GTL, 2018 

4 300km 

R274 900 

S 1000 RR, 2014 

25 000km 

R144 900 

R 1200 RS, 2019 

11 800km 

R155 900 

S 1000 XR, 2020 

11 000km 

R259 900 

F 800 GS, 2018 

13 500km 

R124 900 

R 1200 RS, 2017 Low suspension 

15 000km 

R144 900 

R 1200 GS, 2011 

15 000km 

R114 900 

R 1250 RT, 2020 

5 800km 

R254 900 

F 850 GS, 2020 

3 500km 

R169 900 

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


DISTINGUISHED 

GENTLEMAN’S 

RIDE 2020 By Clinton Pienaar 

The mass ride that never happened! 

Together at a safe following 

distance was the theme. 

This Covid 19 tainted 2020 

has left no event unhindered, 

even the momentous internationally 

held DGR was also affected. 

Worldwide it was decided 

not to hold the mass ride but 

here in SA the guys at Triumph 

made a plan while still adhering 

to all Covid 19 regulations. 

Instead of a mass ride and meet 

up areas they created a route 

through JHB where guys and 

gals could just go and ride it 

and show their support in their 

own time in their dapper outfits. 

They had an outside coffee area 

where riders could go and have 

a coffee and then gear up and 

be on their way safely. I attended 

on my Dad’s 1974 BMW R90S 

as well as another gent, Gerhard 

Bothma, on his BMW R50 

did the loop and ended off in 

our area with a nice Sunday ride 

on the classic bikes through a 

sunny spring morning. What a 

great event, what a great cause 

and I absolutely just loved the 

solidarity we all share as bikers. 

Roll on 2021, let’s get this Covid 

speed hump behind us. 

For readers who have never 

attended a DGR event, it’s one 

of those must do rides, splash 

out on something Dapper, get 

the lady to wear heels and come 

and enjoy the flamboyance of it 

all. 

Simon Morton from ZA Bikers

Clint with his father’s 1974 BMW R 90 S 

47 

BMW R 50 

Honda Dax’s with a lone Honda 

Express 

Peter, Matt and Triumph Boss Bruce 

NK with his 

Triumph 

Thruxton R 

Shaun from Motomedia with Clint 

Honda Dax 70

Darryn Binder produced a strong and mature last lap of an intense Moto3 Grand 

Prix to claim his very first victory and third career podium appearance.


By Adam Child ‘Chad’ 

Photography by Fabio Grasso 

SUPER- 

NAKED 

GROUP TEST 

Our ultimate super naked group test, 

five bikes, four new models for 2020, 

over £90,000 worth of machinery and 

nearly 1000bhp. Which will come out 

on top? 

Kawasaki tested 160.1bhp/119.3kw 

@10,405rpm Torque 85.3ftlb @ 

8557rpm. Measured weight 230kg 

Ducati tested 175.9bhp/ 131.2kw 

@12,569rpm Torque 81.2ftlb @ 

9666rpm. Measured weight 178kg 

MV tested 175.4bhp/ 130.8kw 

@12,676rpm Torque 77.75ftlb 

@10,800rpm. Measured weight 186kg 

This is the most highly 

awaited group test of 2020. 

The super-naked market is 

flourishing with an assault 

of new models for 2020, with 

200bhp – enough to win world championships 

a few years ago – now the 

norm, with four new exciting models 

for 2020. 

They’re not all about power either. 

These highly-spec’d exotic nakeds 

are not only jaw droppingly beautiful, 

each one iconic in their own way, but 

also dripping in the latest technology, 

from advanced rider aids to aerodynamic 

wings and even a supercharger. 

We’ve selected the ultimates, the 

most popular, the fastest and most 

powerful, where money is no object: 

the MV Brutale 1000RR, Ducati 

Streetfighter V4S, Aprilia Tuono 

V4 1100 Factory, KTM Super Duke 

1290R, and Kawasaki ZH2. 

To assist us, we’ve enlisted Pirelli, 

who not only provided us with control 

tyres for the road and track, but 

also the use of their stunning Pergusa 

race track in Sicily. But we’re 

not just concentrating on laps times, 

we’ll cover 300km on the spectacular 

roads around Mount Etna, plus we 

will weigh and dyno each bike. Two 

days on track, one day on the road, 

plus dyno and detailed track analysis 

– this really is the ultimate super-naked 

group test. 

Track 

All bikes are fitted with the same 

Pirelli slick tyres SC3 200/60X17 rear, 

and ridden by the same rider in the 

same conditions 

5th position: Kawasaki ZH2 

Lap time 1.56.56. Top speed on track 

245.7kph/152.7mph. Lean angle 

46.9/45.2. 60-180kph/37-112mph 

5.33 seconds 

You could argue the Kawasaki 

shouldn’t have been included, but 

it is a supercharged super-naked, 

launched in the USA on a race track 

as well as road and, to be frank, we 

just wanted to see how fast it really 

was. However, as the lap times show, 

the Kawasaki was out-classed on 

track against much racier competition. 

As soon as you leave pit-lane 

you’re conscious you’re on a road 

bike, not a naked bike derived from a 

race bike, unlike some of the competition. 

At a decent track day pace,

51 

KTM tested 163bhp/121.5Kw 

@9266rpm. Torque 97.1 @8006rpm. 

Measured weight 189kg 

Aprilia tested 157bhp117.1kw 

@11,406rpm Torque 81.9ftlb 

@9175rpm. Measured weight 186kg 

it’s sympathetic and easy to manage 

for such a powerful big bike, and the 

supercharger’s ‘chirp’ is beautiful. 

Grunt is impressive, too, it really 

drives hard out of the second gear 

chicanes. With Pirelli slicks finding 

endless grip, you can get on the power 

reasonably quick and drive hard 

down the next straight. 

The data confirms this: 5.33 

seconds from 60-180kph, the second 

quickest bike in this sector. Top speed 

was down despite the supercharged 

power, but not bad considering the 

bike’s weight (230kg measured) and 

un-aerodynamic bulk. 152mph (true) 

is still fast. 

You can’t trim the rider aids as 

much as the competition, but still 

they’re more than sufficient on track, 

so few complaints there. You only discover 

issues on the Kawasaki when 

you start to push for a lap time. 

Ground clearance soon becomes 

a boundary (as you can see by the 

lean angle data) and is the poorest of 

the bunch. Then the rear shock starts 

to give up the fight. I had a moment 

on the way into one of the tighter corners, 

the rear chattering as the rear 

shock was overwhelmed. We did add 

some pre-load to increase the ground 

clearance, and aid the shock, but it 

still wasn’t up for the challenge. 

The braking was solid considering 

the bike’s weight, with no fading 

and no disturbing intervention 

from the ABS, but the Kawasaki’s 

excessive bulk was evident during 

fast direction changes. Again, this 

wouldn’t be an issue at normal track 

day speeds, but it was when pushing 

for a lap time. Lose some weight of 

the Kawasaki, fit a quality aftermarket 

rear shock, and it wouldn’t be a 

half bad track tool. 

4th position: KTM Super Duke 1290 R 

Lap time 1.51.04. Top speed on track 

248.7kph/154.6mph. Lean angle 

52/47.3. 60-180kph/37-112mph (on 

track) 5.60 seconds 

On standard settings the KTM 

developed a weave at hight speed, 

which is why we quickly converted 

the WP fully-adjustable set up to race 

settings. Like the Kawasaki the KTM 

has manually adjustable suspension, 

not semi-active like the Italians. But 

this isn’t a downbeat; far from it. The 

track settings for the KTM are under 

the seat, and it takes a few rewarding 

minutes to dial in the recommended


setting which make a vast difference. 

At Pergusa, the KTM was the 

simplest bike to ride by far, unlike the 

Ducati for example which was hard 

work. Its V-twin power is comparatively 

sluggish, so you don’t have 

to be accurate with the throttle at a 

specific rpm; just dial in that massive 

mid-range torque and start accelerating 

early. It’s a doddle to ride at 

speed. 

I adored the KTM on track. Its 

steering, turn-in and accuracy were 

perhaps the best of the bunch, inch 

perfect apex one after apex. You can 

trail the powerful brakes into the turn 

(cornering ABS isn’t intrusive,) while, 

mid-corner, there is loads of feel and 

control which boosts confidence. The 

KTM recorded the second highest 

lean angle, too, a seriously radical 

52.5 degrees. 

Out of the turn, you can get on 

the power early – the rider aids set to 

a minimum are not intrusive ¬– while 

the throttle connection is as sweet 

as Sicilian mountain air. With the 

1290R I was always on the power the 

earliest; it would get a real jump on 

the initial drive when the bike is still 

cranked over. 

In terms of lap times, it does 

appear a little disheartening, only 

beating the heavy Kawasaki position 

and 1.5 seconds slower than the MV 

in third position. The handing was excellent 

but the KTM was let down by 

its comparatively slow-revving motor, 

especially in the taller gears of 5th 

and 6th. It was the slowest from 60- 

180kph, and the second slowest down 

the straight, 10kph slower than the 

MV. 

3rd position: MV Brutale 1000RR 

Lap time 1.49.9. Top speed on 

track 257.1kph/159mph. Lean angle 

50.8/47.1. 60-180kph/37-112mph (on 


All the qualifications were there 

for the MV to take triumph: a quoted 

205bhp from its 998cc titanium-rodded 

engine, and lighter than ever 

before with new advanced rider 

aids. The Brutale is based on the F4 

superbike, and historically MV have 

always been track focused, but it was 

just pipped into third position by the 

Aprilia. 

The MV has more tested power 

than the Aprilia and shares the 

same tested weight (186kg), and if 

you look at the data closely the MV 

has a higher top speed than the 

Aprilia, leans over further and takes 

less time accelerating between 60- 

180kph, so why didn’t it beat its V4 

Italian counterpart? Unfortunately, at 

race pace it was down to the brakes. 

On the track the ABS is too intrusive, 

and the re-intervention of the brakes 

is too slow. This, mixed with unpredictability, 

didn’t give any confidence 

when we were really pushing for a 

lap time. Sometimes the intervention 

was distractingly noticeable, which 

made me run way too deep into the 

turn, on other occasions, it wasn’t 

too harsh, though not on par with the 

others, including the heavy Kawasaki. 

Yes, at track day speeds the braking 

was okay, but with slicks fitted and 

the lap time to chase, they were the 

worst of the bunch. With better ABS, 

the MV would have lapped quicker 

than the Aprilia. 

The rest of the bike comes 

together on track, the best accolade 

I can bestow is that it feels like a 

race bike with the bodywork cut off. 

The steering is pin-sharp and accurate, 

the dropped down bars giving a 

racy feel and allowing a proper tuck 

on the straight, with your arse up 

against the rear seat… it’s the best of 

the bunch at high speeds. And ABS 

aside, the rider aids electronics are 

strong too with no holding back from 

the traction control. Meanwhile, that 

engine is a cracker. 

MV have squeezed every last 

horsepower from the 998cc inline-four 

with new and lighter internals 

like titanium rods and, boy, now 

it loves to scream. Below 8000rpm 

there’s not a lot going on but above 

that, wow, it just keeps revving and 

propelling you forward. Even in top 

gear the power didn’t seem to tail 

off, it just kept accelerating. A truly 

exciting ride. 

2nd position: Aprilia Tuono V4 1100 

Factory 

Lap time 1.49.36. Top speed on 


49.9/47.2. 60-180kph/37-112mph (on 


Before the test, I thought the 

Aprilia would be outdone. It was 

updated in 2019, with new semi-active 

suspension from Öhlins, but it 

is essentially the 2015 bike (which is 

when it first jumped up to 1100cc capacity). 

On the dyno (see box out) the 

Aprilia recorded a true 157bhp, which 

isn’t bad, but down on the competition. 

I thought this comparatively ‘old’ 

model with the least power would 

struggle, especially at the track – but 

I was very incorrect. 

The fuelling is excellent, the best 

of the bunch, which allows you to 

dial in the power with accuracy. The 

clutchless gear changes are also 

perfect, again the best of the group. 

The sound, the way the V4 revs, are 

lovely – like a fine wine the Tuono has 

matured into an exceptional super 

naked. 

When you wind up the pace to 

push for a lap time, the Aprilia is hard 

to condemn. The braking is consistent 

and excellent, and you wouldn’t 

know it has ABS. Even when braking 

devilishly late the Brembo stoppers 

show no sign of fading. Corner speed 

is impressive, ground clearance isn’t 

an issue and the wide, relaxed riding 

position allows you to throw the bike 

around with relative simplicity. The 

chassis is excellent too, the feedback 

forensic, and only the KTM Super 

Duke has more accurate steering. I 

didn’t think the Aprilia would perform 

this well, but did, and it was far 

easier than the MV and Ducati V4s to 

ride at speed. 

In race mode the Öhlins semi-active 

suspension is on the soft side. 

There is a little understeer during 

heavy braking or when you’re rolling 

into a fast corner with a closed throttle, 

which could be because the front 

is a little soft or the rear is fraction 

high and overextending. 

Where the Aprilia lacked was in 

outright power, which sounds crazy 

on a bike with 157bhp at the back 

wheel, but both the Ducati and MV 

make over 175bhp. The Aprilia was 

the second slowest from 60-180kph, 

and to take second spot on track in 

this highly contested category is impressive 

for bike with the least power 

– and demonstrates just how good 

the chassis is. 

1ST position: Ducati Streetfighter V4S 

Lap time 1.48.52 Top speed on 


53.3/53.8. 60-180kph/37-112mph (on 


Our GPS data clearly shows the 

Ducati’s supremacy on track. It was 

nearly a second quicker than its clos-

53


est rival, the Tuono, 2.5 seconds faster 

than the KTM Super Duke, and it 

smokes the road biased Kawasaki by 

eight seconds, which is emphatic. After 

previously sampling the Ducati on 

track I knew it was fast, but I didn’t 

think it would be that far ahead. 

In terms of top speeds, the MV 

ran the V4S close, but the rest were 

significantly behind, and for acceleration 

is was again another forceful 

victory for the Ducati with only the 

supercharged Kawasaki getting 

close. And finally, its lean angle (53.3 

degrees) is huge and a clear leader 

with only the KTM getting close. 

On the dyno the Ducati and MV 

both recorded 175bhp, but the Ducati 

is backed up with far more torque 

than the MV, as you’d expect with a 

larger capacity V4. We weighed every 

bike on Pirelli’s scales and the Ducati 

came out the lightest (178kg) 11kg 

less than the KTM and 52kg lighter 

than the Kawasaki. Despite its supercharged 

power the Kawa never really 

stood a change against the Ducati 

on track given that it’s carrying the 

equivalent of a pillion. 

On track you really feel that power 

difference – it is so fast. The Ducati 

is on another level, especially in the 

fast stuff. When the KTM and Aprilia 

run out of gusto the Ducati just keeps 

revving for another 2000rpm and 

more. 

Like the engine, the brakes are 

extraordinarily strong. The Ducati 

was the king of the late brakers and 

you can hold the lever up to the apex 

thanks to brilliant electronics and 

ABS. Electronics on the way out of 

corners are equally impressive and, 

despite that excessive power, you 

can trust the electronics and the grip 

generated by the Pirelli slick to generate 

immense drive. 

If I were to be choosy, the Ducati 

is the hardest bike to ride fast 

because it’s very physical. You’re sat 

hight in the wind, bracing yourself 

against a 160mph wind blast and you 

can’t tuck out of the way. After five 

laps I was fatigued, whereas on the 

KTM I could have kept going all afternoon. 

Furthermore, the quick-shifter 

is very sensitive and I did miss the 

odd gear on occasion. 

Each bike is good at one or two 

aspects: handling is the KTM’s forté, 

power and drive the Kawasaki’s, 

fuelling and ride quality belong to the 

Aprilia, racy stance and revs the MV’s. 

But equally they all have weaknesses 

like poor ABS or too much weight. On 

track the Ducati scored highly across 

the board, and had few faults aside 

from the physicality of riding a superbike 

with no bodywork. 

On the road 

It’s on days like these that I have 

to remind myself this is a job and 

not a dream. In perfect conditions, 

on a stunning location in Sicily in 

the foothills of Mount Etna, riding 

expensive exotic super-naked bikes 

with my Italian buddies… Seriously, 

does it get much better than this? As 

we stopped half-way up the climb of 

Mount Etna, surround by the volcanic 

landscape, I had to take a moment 

and reflect on the view. Aside from 

the smoky volcano in the background, 

just look at this collection of beauties. 

Almost every manufacturer has 

chosen a different route, especially 

Kawasaki and KTM, who haven’t 

stripped back a cutting edge sports 

bike by removing the bodywork, 

instead built a purpose hyper-naked 

from the ground up. 

Kawasaki’s obvious selling point 

is their unique supercharged inline 

four-cylinder motor. It’s big and 

brash, the most road focused bike in 

our group, and thanks to the chirp 

of the supercharger, one of the most 

loved. The KTM is again built from 

the ground up because, simply put, 

the Austrians don’t have a superbike 

they can strip back now the old RC8

R 1250 RS, 2019, 

7 500km, Black Edition 

R209 995 

K1600 GT, 2020, 

2 500km, Option 719 

R244 995 

S 1000 RR, 2020, 


R309 995 

R 1200 GS, 2015, 

50 000km, Spotlights, Crash bars 

R134 995 

K1600 GTL, 2017, 

26 500km 

R229 995 

R 1250 GS, 2019, 


R239 995 

G 310 GS, 2019, 

1 350km 

R65 995 

F 700 GS, 2019, 

5 000km 

R105 995 

G 310 R, 2019, 

5 500km 

R59 995


is gone. This arguably gives KTM and 

advantage, as they are not inheriting 

any problems from a donated bike, 

and can create a specific naked bike. 

The three Italians were once-upon-a-time 

superbikes, the MV based 

on the F4 1000, the Streetfighter a 

Panigale and the Tuono an RSV. All 

three have opted for semi-active 

Öhlins suspension front and rear, as 

opposed to manual suspension on 

the KTM and Kawasaki. The Ducati 

and Aprilia are the most similar, both 

using V4 engines, whereas the MV is 

a traditional high-revving titanium 

rodded inline four-cylinder. Interestingly, 

only MV and Ducati have 

incorporated aerodynamic wings to 

help with downforce, which reduces 

wheelies, often a problem on powerful 

naked bikes. 

When you compare styling, and 

obviously price, this is when the bikes 

differ hugely. They all stand out but 

for different reasons. The Kawasaki 

is arguably the most understated 

of the five – still of extremely high 

quality, but actually the cheapest bike 

on test at £15,149. The base KTM 

comes in at £15,699. It’s very individual, 

unmistakably a KTM and certainly 

eye-catching. Next in the price 

war is the Aprilia, which although 

attractive is starting to show its age 

and at £17,199 you wouldn’t think 

on looks alone it was the third most 

expensive bike on test. At £19,795 the 

Ducati is serious money, the lightest, 

most powerful bike on test and, as 

our track test proved, the fastest, 

but is it beautiful? Yes, it’s desirable, 

it says Ducati on the side after all, 

but remains nearly £5000 more than 

the Kawasaki. And finally, the very 

expensive MV, at an eye-watering 

£27,290. Personally, I love the look of 

the MV, but some of my more stylish 

Italian buddies were unsure. But 

as much as I like the unique, exotic 

style, I can’t defend it being £7000 

more than the Ducati and, wait for it, 

£12,000 more than the Kawasaki. 

But enough splitting hairs, and 

let’s forget about price and peak power 

for a moment to ride on the road, 

the environment they were designed 

to for. 

Kawasaki ZH2 

Even on the road it’s all about the 

engine, no normal aspirated engine 

gives you the same feeling the supercharged 

ZH2. The impeller with a 9.2 

ratio impeller-to-crank speed, quick 

enough to break the sound barrier 

and create a brilliant chirping sound 

from around 6000rpm and upwards. 

It is most noticeable when you close 

the throttle at high rpm and becomes 

highly addictive. Even after a week 

of riding the ZH2 it was still making 

me smile. The immense power of the 

supercharger will even take experienced 

riders by surprise, especially if 

they’ve not tasted supercharged power 

before. On the road it feels awesome, 

when the others are tapping 

back gears in search of peak power, 

you’ve disappeared on the Kawasaki. 

But it’s not just the supercharger. 

Flick into one of the softer rider 

modes and the Kawasaki is one of 

the easiest of the bunch to live with 

at low speeds. The throttle response 

is smooth and even a relatively new 

rider could jump on the ZH2, ride to 

the shops and back without feeling 

intimidated. 

Obviously, with so much power, 

Kawasaki had to heavily invest in upto-date 

rider aids, and they have delivered. 

There are four rider modes – 

Sport, Road Rain, and a specific Rider 

mode which lets you pick and mix 

the rider aids and settings to your 

personal taste. You can even turn off 

the traction control if you’re brave 

enough and everything is clearly displayed 

on the latest TFT full-colour 

dash, one of the nicest and easy-touse 

dashes of the bunch. 

On track it’s weight, 230kg measured, 

felt considerably more than 

the others, and you feel this on the 

road, too, with changes in direction 

requiring more effort. But there is a 

plus side; the weight gives stability 

and security, and the ‘soft’ suspension 

which struggled on track gave a 

plush ride on the motorway. The ZH2 

is certainly more road bike than race 

bikes – and it shows. 

Ducati Streetfighter V4S 

The dash and switchgear are down

57 

to personal taste, but for me the new 

5-inch colour screen is one of the 

best and easy to use and navigate. 

You have optional modes (Street, 

Sport and Race) which change a 

plethora of riding aids and engine 

characteristics, and don’t forget the 

semi-active suspension which is always 

working and reacting to imperfections. 

The Ducati surprised me because 

in Street mode it’s so easy to 

live with, not forgetting this is a bike 

which produces the most power and 

smoked the rest on track. I’d even go 

so far as to say a relatively inexperienced 

rider could jump on the V4S 

and, at low speeds at least, not feel 

intimidated, which is impressive for 

a bike that behaves like a Panigale 

at the top of the rev range in Race 

mode. The Streetfighter’s computer 

limits torque in 1st and 2nd gear, 

then adds some more in 3rd and 4th, 

then allows full-fat drive in 5th and 

6th – which is why it works in both 

worlds. 

If you do decide to flick into the 

racier modes, the Ducati is almost 

too fast for the road. It loves to rev 

and all too often you find yourself 

doubling the national speed limit with 

ease. The EVO-2 rider aids are incredible 

and keep you safe, and those 

wings improve stability at speed. My 

only criticism (like on track) was the 

overly sensitive quick-shifter. 

On the scales the Ducati is the 

lightest bike by some margin but on 

the road it doesn’t feel it. The seat 

is 10mm higher than the Panigale’s, 

with more foam for comfort, and the 

pegs are lower. The wide bars and 

protruding wings give the feeling of a 

large bike, even though it isn’t. 

The benefits the Öhlins semi-active 

suspension deliver on track work 

on the road too. It copes with undulations 

and bumps with composure 

and refinement. Ducati have done 

a superb job on a bike that not only 

sets the benchmark on track, but 

also works impeccably on the road. 

Aprilia Tuono V4 1100 Factory 

I don’t know why I’m being constantly 

surprised by the Aprilia; it has historically 

been a brilliant bike, and just 

because there are now a raft of new 

models, nothing has changed – it is 

still brilliant. The person who developed 

the fuelling, throttle response 

and quick shifter needs to be given 

a huge star because it’s perfect. As 

soon as you throw a leg over the tall 

Tuono you feel at home, you feel 

connected with the bike, despite its 

power and the fact it’s essentially a 

naked V4 race bike. It feels natural 

and easy to live with. 

There isn’t a getting-to-know-you 

period with the Aprilia, you just get 

on and ride. The dash may not be as 

fancy as the Ducati’s or MV’s but it’s 

simple and easy to read. The switch-


gear looks a little dated, but again it’s 

intuitive so you don’t need to read the 

manual to work out what is happening. 

I love it. 

The screaming V4 engine sounds 

lovely, quite different to the V4 Ducati 

motor, and arguably the best of the 

bunch. It feels like there is no mechanical 

resistance and just loves to 

rev, but unlike the MV, another liquid 

revver, there is some usable torque 

lower down in the rev range. 

The rider aids are perfect for the 

road. You can occasionally feel them 

working, controlling wheelies, which 

gives you confidence, yet they are not 

intrusive. The handling is sweet, the 

slightly soft feeling on track is reassuring 

and plush on the road, especially 

in the softer road options. The 

Aprilia is ticking so many boxes, even 

the headlight fairing helps to deflect 

the windblast, meaning the Aprilia 

was the first choice when we had to 

embark on some motorway miles at 

speed. On the road the Aprilia is hard 

to fault, handles, stop goes, and is 

comfortable – shame it just doesn’t 

feel special like the MV or the chirping 

Kawasaki. 

MV Brutale 1000RR 

It always takes a while to get going 

on the MV as you always give it an 

admiring looks before throwing a leg 

over it. Yes, the others are attractive, 

but for me this is the beauty queen. 

The dash is lovely, the best looking of 

bunch, but it’s too close to the rider 

and reflects the sun badly – shame. 

That relatively small 998cc capacity 

and inherent engine characteristics 

of an in-line four-cylinder mean 

that maximum torque is the lowest 

of the bunch at 77.7ftlb at the highest 

rpm (10,800rpm). In comparison the 

KTM makes peak torque at just over 

8000rpm and more of it, 97.1ftlb. 

Below 6000rpm there isn’t a lot going 

on and doesn’t get properly running 

until 8000rpm. Yes, it will pull away 

cleanly from low in the rev range, but 

compared to the others feels almost 

broken. 

Thankfully the four-into-one then 

back-into-four exhaust sounds as 

good as it looks. Dance on the fluid 

and fast up-and-down quick-shifter, 

get the revs building, and boy does 

the RR let out a scream. The MV 

loves to rev, and on the road that is 

how you need to ride it, like a 600. It’s 

great fun, whilst the KTM and Kawasaki 

riders are enjoying a relaxing 

quick ride using their bikes’ torque, 

you’re snapping at their heels, jumping 

up and down the gearbox. 

On the road the MV did feel 

harsh, it’s not comfortable compared 

to the competition on test. Even in 

the softest mapping, the Öhlin’s 

semi-active suspension is unforgiving, 

especially the rear. The front isn’t 

too bad – there is the odd jolt over 

larger imperfections – but the rear is 

noticeably stiff. This may be exacerbated 

by the narrow seat or the lack 

of travel/sag in the rear shock, but 

either way it causes uncomfortable 

jolting over bumps. Compared to the 

Kawasaki, it’s like comparing a park 

bench to a sofa. 

It is certainly the best MV Brutale 

to date, though, with huge power and 

thrilling engine performance towards 

the last third of the rev range. 

As mentioned it handles like a race 

bike without bodywork, and the rider 

aids are the finest to grace an MV to 

date – with improved ABS it would 

have been second fastest on track, 

but on the road it’s the worst of the 

bunch. Great for a quick blast up the 

mountains or for an hour or two or 

on track, but for a 250km day in the 

saddle, I’ll take one of the others. 

KTM Super Duke 1290R 

For 2020 KTM is claiming their super

59 

naked is 90% new, even though 

it looks remarkably similar to its 

predecessor. Every aspect of the bike 

has been reviewed and improved if 

possible: wheels, brakes, bodywork, 

chassis, and electronics. Most of 

these improvements have been introduced 

to make The Beast lighter and 

more powerful than before but also 

easier to live with. 

Immediately you notice you’re on 

a new model, even though it appears 

like the old bike, new switchgear and 

a full-colour TFT dash which is easier 

and simpler to navigate than previously. 

I wasn’t a fan of the first-generation 

dash and switchgear, and this 

feels simpler and easier, but still not 

a simple as some of the others. 

On the first section of road, as 

we climbed Mount Etna, the going 

is tricky and hard work, yet with the 

KTM in rain mode, which reduces 

power to 130bhp, was a doddle. The 

ride feels plush, which is likely down 

to the change in the rear linkage, 

and not as harsh as the previous 

model. The steering is more natural, 

there is less effort to get the bike to 

steer, while it’s more responsive than 

previously. The sweet handling bike 

which we loved on track works on 

the road too (once back to standard 

settings on the manually adjusted 

suspension). When we weighed each 

bike, the KTM wasn’t the lightest, but 

it does feel the lightest on the road. 

The big V-twin delivers so much 

instant torque, even from as low as 

3000rpm. It just wants to find grip 

and accelerate – I love it. You don’t 

need to rev the KTM, just tap on the 

quick-shifter and, bang, another tidal 

wave of torque hits you. It lacked 

outright pace on the track, but on the 

road the mid and low range power 

work perfectly. On the road we all 

loved the KTM, it’s hard not to, you 

don’t miss the top end power rush 

from the track, as you’re never flat 

out on the road, or shouldn’t be. 

Verdict 

How do you pick a winner? The Ducati 

V4S came out top on track, and performs 

exceptionally well on the road, 

but it’s hard work on track and not 

for the faint hearted. The MV looks 

magnificent, sounds amazing, but is 

harsh on the road and very expensive. 

The Kawasaki was outclassed 

on the track but is a brilliant road 

bike and we all adore that supercharged 

power – and it’s the cheapest. 

Strangely the KTM and Aprilia 

are similar, easy to ride fast on both 

the road and track, great fun, easy to 

live with and you don’t have to spend 

you children’s university funds to own 

one. It’s hard to pick a winner, decide 

if you want speed over comfort, track 

performance over road, and which 

one you will fall in love with every 

time you open the garage door. Got 

your answer? Good, that is your winner. 

Oh not it’s not, you’ve not thought 

about the finances.


DUCATI 


Photography by Beam Productions 

Mystery Tour 

What is a Mystery Tour you may ask? Well if the organizer 

Jos Matthysen does not even tell his wife Lida, then you 

must know it’s a complete mystery.

61


So approximately 50 souls 

came together at Ducati 

SA’s building in Centurion 

in Pretoria very early 

on a Thursday morning, 

all of us not knowing where we are 

heading to, we were all allowed to 

guess but it had to be 700kms away. 

So imagine the selection of directions, 

of course hints were given 

but in hindsight more to put one off 

guessing in the right direction. Jos 

typical ex-army man, had his scouts/ 

marshals marked with orange bibs 

spread themselves between the 

group and we were off. Only rule, 

don’t lose the person behind you 

and follow the person in front of you. 

Easy! My wife and I made a decision 

years ago when we had kids that we 

would minimize our riding together 

for obvious reasons and because we 

both share a love for the brand we 

decided to make an exception and do 

this ride together. I obviously had to 

make a few promises on how I was 

going to ride and so on but in truth, 

I was. Looking forward to having my 

wife to myself for a few days. But 

luck was not on our side, the heavens 

opened and we all scrambled for our 

rain clothes just as we were about to 

leave. But that did not deter the ride 

and off we went. 

The thing with a mystery tour, 

it actually makes the road more 

interesting and let me tell you how. 

I was convinced at first we were 

going north, so out of Centurion as 

we turned on the N1 South I was 

immediately confused. Then I was 

convinced we were going to Eastern 

Cape but as we turned off the 

N1 South Heading for Harties I was 

again confused, then close to Harties 

we turn to Magaliesberg and then I 

just stopped thinking and enjoyed the 

ride. So the towns pop up and pass 

and all of a sudden, just past Lichtenburg 

on a side road, there is the 

huge Ducati back-up truck parked 

with braai fires flaring. The rain had 

stopped half-way down and the spirits 

were lifting and this was exactly 

what the group needed. A burger 

and and a cold drink and we were off 

again, but where are we going? Kuruman 

came and went and we were 

still riding west on the N14 till be got 

to a little town called Katu which is 

famously known as the iron ore capital 

of South Africa. The name Katu 

actually means “the the town under 

Smiles just before leaving in the rain 

Heavy machinery dwarfing the bikes

63 

My wife and I on a Ducati Multistrada 1200 Enduro 

Conditions were sketchy at times 

All hands on deck 

Robert Portman trying to race the Ducati truck 

Ducati Boss Jos and 

his wife Lida 

The group cathing their breath and getting 

ready for another leg of the journey


Slow and steady 

Zoki ensured all bikes were 

well maintained 

A quick pull-over for a braai 

Braam Smit the 

General Manager at 

Ducati 

Waze took us down a bit of a dodgy path... 

the trees” and after we all signed into 

our accommodation at Namakwari 

Lodge we took a stroll onto the golf 

course where we saw the trees that 

make this area of SA famous for our 

group photo. 

Next morning, ready to leave 

at 06h30 with the mandatory “vyf 

minute” shouted with a very heavy 

Afrikaans accent which soon became 

the trips mantra. When you heard 

this you started putting your stuff on 

because as 5 minutes passes bikes 

start and clutches get dropped. We 

then headed south and then East 

again until Kimberley appeared, then 

Bloem, so much for my prediction 

of Knysna. Today was our big milage 

day, 850kms to be precise so we 

had to be quick with the fill ups. Did 

I mention that Jos gave me a 1200 

Multi Strada which got traded in 

with them and it only had 10000kms 

on, me and my wife immediately 

loved the bike and were not interested 

is swapping with the other 

journo on their Diavels and Street 

Fighters. The wind was pumping 

all day, shame man, I felt so sorry 

for the organizers, you can do what 

you want with your planning, but the 

weather does what it wants but in 

truth, it just made our group tighter. 

Fouriesburg arrived and passed and 

as we approached Clarens again 

the fires were going, this time for a 

boerie. The girls disappeared into 

the coffee shops and soon appeared 

with cappuccinos and again we left 

still riding East. We passed through 

Golden Gate, through Phuthaditjhaba 

onto Bergsig and then to Alpine 

Heath Resort. Today our bums were 

sore, today we were bikers. Zoki and 

myself with our wives immediately 

made the pub our home, we got the 

fires going and the party started. By 

the time the rest of the guys returned 

from their rooms, we were dried out 

and a little on fire ourselves if I must 

be honest. That evening we had the 

boma to ourselves and the girls were 

happy about the splash out on salads. 

Next morning, only 570kms were 

on offer and again we guessed in all 

directions, but we headed East with 

a twist of North every now and again. 

This was actually my best day’s riding 

as these roads were all new to me. 

We passed by Nelshoogte Nature

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reserve, Barberton and then all the 

way up the R38 close to Swaziland 

and onto Nelspruit, Whiteriver and 

onto Hazyview. But this is where the 

trip got interesting. So rumour has 

it that Jos has not made a mistake 

since 1942, but somewhere between 

Jos, Lida, Google Maps, Ways and 

Garmin, a turn off was taken (quickest 

route obviously) but what we 

thought was a short dirt road to a 

Mystery Hotel turned out to be the 

wrong turn down a muddy connecting 

road, but once you’re on it you 

might as well finish it. Well with road 

tyres in mud, nobody was spared, 

we slipped and slided our way to the 

end, even George on his X Diavel and 

Gavin on his V4S made it but Lida and 

Jos were earmarked for a few penalty 

drinks. 

That evening at Casa De Sol 

the weather turned out great and 

we all sat under the majestic trees 

and skies all reminiscing over the 

day’s happenings. During the day 

there was a close call with a cow and 

lessons learnt about following distances 

but all in all a very competent 

group of riders made up this Ducati 

ride and surprisingly with such big 

distances covered nothing happened, 

so the marshals doing their jobs well 

and even Donovan Fourie only ran 

out of fuel once. The brothers Rob 

and Shaun Portman of MRW made 

me their brand ambassador with just 

more and more MRW stickers finding 

their way to my bike. It’s only when 

they put it on my helmet where I had 

to say enough was enough. Damn, 

note to self, bring SuperBike Stickers 

with next time! 

Sunday was an easy guess, we 

only had 400kms to go to home, 

so a leisurely ride after breakfast 

though Pilgrims, Robbers pass and 

then Dullstroom and on the highway 

home. 

Just a big thank you to Jos and 

Lida for being outstanding hosts, to 

the marshals for being on point and 

not letting anybody get lost and the 

back-up drivers who managed to 

keep this fast riding group in sight. 

Rob the truck driver who miraculously 

turns into a musician at night. This 

was a trip to remember and for sure, 

it was awesome having my wife with 

me again on a bike, I’ve missed my 

partner in crime. 

Robin Edeling from 

Hatfield MAN Truck 

and Bus 

Brandon & Marli 

(Marshall rider on 1260 GT) 

Best produced mystery trip yet! And 

what a way to see our beautiful country! 

Making memories every day! 

Laurinda & Johan 

Laurinda wrote: Mr & Mrs 

Ducati thanks for creating a 

memory of note. 

Johan wrote: What an excellent 

experience was this mystery 

ride. Long distances and high 

speed at times with some “seer 

gate”, Thank you, Ducati S.A 

Dave and Irene (ZA Bikers) 

Never seen secrets kept so well! Mystery 

tour indeed! 

Riding was incredibly varied and diverse, 

as was the scenery. As a man who always 

chooses 2 wheels, there were definitely 

times when I (and especially Irene) where 

glad we were in a four wheeled shopping 

basket. Great fun and good times had by all! 

Brian Cheyne 

Wonderful trip through our beautiful 

country. 

George from the 

Ducati Club

67 

Gerrit & Anet 

Gerrit wrote: Beyond Imagination. As a new biker without 

being on a bike, I learned so much do’s and don’ts. 

Because of an injury I acted as the back-up vehicle. Being 

with the bikers all the time I experienced the full tour 

with no exceptions but full of mystery and surprises. 

Anet wrote: Awesome, fun experience Ducati trip! 

Glen & Stephen (Father & Son) 

Glen wrote: Ducati scrambler pro “If you thought you 

can’t tour on a scrambler, have I got news for you!” 

Fantastic all round bike. 

Stephen wrote: Ducati scrambler 1100 

“Don’t underestimate the scrambler. The power and experience 

on the machine was unimaginable”. 

Lance and Sandra 

My first trip on a bike and 

with all the hick-ups it was 

still amazing and hope to be 

on a trip like this very soon! 

1 more braai.... 

My first long trip on a destiny 

unknown, How awesome! 

Thoroughly enjoyed it 

through all weather conditions.


By Simon Patterson 

Images: Dorna Sports 

JOHANN 

ZARCO 

To describe the past year as a roller-coaster ride for Johann Zarco is 

something of a cliche, but it’s hard to find a more fitting metaphor 

for the Frenchman’s turbulent twelve months. 

Joining the Red Bull KTM team 

on a dream contract only for 

it to turn to dust first when he 

decided to walk away after only 

a year and then when they decided 

to sack him mid-season, it looked 

like Zarco’s time in MotoGP was all 

but done until LCR Honda threw him 

a lifeline replacing the injured Taka 

Nakagami at the tail end of 2019. 

Using that chance to secure 

an Avintia Ducati seat for 2020, he 

bounced back in stunning form at the 

Czech Grand Prix with pole position 

and a podium, only for everything to 

come crashing down again - literally 

- at the Red Bull Ring following a 

high-speed and higher-profile crash 

with Franco Morbidelli. 

But while it’s been a wild ride for 

the 30-year-old, it’s clear that he’s 

come out of it into a happier place, 

maturing and relaxing for the first 

time in his career as he breaks with 

a tough past and finds a smoother 

rhythm for life. 

Inviting us into his Provencal 

home to talk about the trials and 

tribulations he’s gone through since 

deciding to split with both KTM and 

his long-time manager Laurent Fellon 

this time last year, he admitted 

that there was fear in his mind that 

he’d prematurely ended his Grand 

Prix career - but that he’s come out 

stronger. 

“When I said stop, I was thinking 

that I could finish the season and 

find another solution. When they told 

me to stay home, I thought ‘oh, now 

it’s going to be difficult.’ To miss six 

races is too much, so I was scared 

or worried that I could taste the end. 

But thanks to Nakagami and Honda, 

when Takaaki needed the operation, I 

was able to try again. 

“That helped me, both to get some 

good feeling back and to show my 

skills. Even if you have done good 

things before, its still important to 

have three races to say ‘I’m still 

here’ and to show brands that I’m 

still talented - and Ducati took that 

opportunity. 

“I don’t know if KTM made me a 

better rider, because I feel like I’ve 

lost a few little things and it’s a big 

step to the top guys - I still need time 

to catch up again. But as a man, it 

improved me. It’s the time when I 

split with my manager as well, and 

he was really controlling everything. I 

was a good sportsman because I had 

nothing 

to think 

about, but 

as a man 

I’ve grown 

up since 

then, organising 

things for 

myself. 

“But when you do this 

during your career you 

lose time as an athlete. I 

think I’ve been able to grow 

up without losing everything, 

and now I’m coming back again and 

maybe it can be the step necessary 

to win.” 

He’s been lucky in recent months that 

he’d found more time than anticipated, 

too, with the corona virus lockdown 

handing him a golden opportunity 

to build on that work. Initially 

seen by some as a negative for him 

as he lost out on valuable time to 

show his worth ahead of MotoGP’s 

silly season, he’s instead turned it 

into a positive as he continues to rehabilitate 

mentally and physically. 

“As well as giving me more time to 

organise it helped me to prepare

69


Pole position at Czech Grand Prix 

physically again. With all these 

things going on, I couldn’t be at the 

top of my form - but it gave me time 

to be sure of my body again. 

“It helped to build contact with the 

team as well, because I didn’t know 

the team. We didn’t know each 

other, but staying in contact helped 

us to be more friendly and to know 

each other more than if we had to 

start in Qatar. With Ducati it helped 

as well. They gave me the Panigale 

to train with and I was able to go to 

Misano and ride, which was important 

to build the relationship.” 

Building his relationship with the 

Avintia Ducati team, since re-branded 

as Esponsorama Racing, was 

a huge thing given Zarco’s initial 

comments about the team when 

Ducati approached him. Seen as 

MotoGP’s only third-tier squad and 

something of outcasts, Zarco made 

it clear that he had no interested in 

riding for them. 

But, with substantial investment 

from Ducati and new direction from 

former WSB title fighter and team 

boss Rubens Xaus, Zarco is now 

more than happy to admit that he 

was wrong. 

“I didn’t want to be in Avintia, but 

Ducati told me that if I went there 

they would push and now it’s not 

the Avintia team from before. I’m so 

happy for Rubens and for my mechanics, 

because they’re doing the 

same job whether the rider is losing 

or winning, but when the rider is 

winning you do it with a smile. 

“I can see that I’m giving them back 

a feeling they had almost lost, it 

had been that long since they had 

the taste of victory. Now, it’s a real 

pleasure to come into the box and 

share it with my guys.” 

So what exactly went wrong for 

Zarco on the KTM? Preparing to 

leave the factory team at the end of 

the first year of his contract after 

his issues reached a head, he says 

that a complete lack of front feeling 

meant that he was never able to 

find a comfortable setting and to go 

fast. 

And admittedly not the more mature 

individual that he has emerged 

from the experience, it seems like 

his results and his mood combined 

to force KTM’s hand and leave him 

at home for the second half of the 

year. 

“Quickly on the Ducati I found some 

confidence that I couldn’t find on 

the KTM. That helped me to relax 

and to push more in the areas 

where I’m strong. I got this feeling 

on the Honda, too - like a race bike. 

There’s a way to go into the corner 

and have the bike answer you to 

say ‘yes, you can push some more.’ 

I never found that feeling on the 

KTM, but I found it on the Honda. 

“It came on the Ducati, but not as 

well as I expected. It took some 

time to find out how to use the 

bike properly, but when I found 

the way it came. Lorenzo’s time at 

Ducati helped to improve the bike, 

and from what we could see they 

changed a lot of times. When a 

guy like Gigi Dall’Igna is making so 

many changes they get information. 

“I never found that feeling at KTM, 

and when I pushed without it I 

crashed. Obviously I need to work 

more on myself to ride the Ducati 

better - but I wasn’t able to work in 

that direction on the KTM because 

the first feeling never came. It 

makes it hard to change things on 

my end, but it was an experience.” 

Despite it, though there’s no hard 

feelings - and no lingering resentment 

now that the KTM has become 

a double race winner. With experience 

now on Suzuki (testing for 

them during his Moto2 days), Yamaha, 

KTM, Honda and Ducati - five of 

MotoGP’s six manufacturers - he’s 

more keen to channel that experience 

into future improvements 

rather than question what could 

have been. 

“Clearly KTM are working well now 

and they made a huge step over 

the winter, but that’s helping me to 

push even harder on the KTM. I’ve 

tried almost every bike in MotoGP 

and I know the grass isn’t greener 

on the other side - I’ve tried all the 

grass! You have to make a clear 

way if you want to fight for victories 

and the title, and slowly my way is 

becoming clearer.”

The roller-coaster ride that led him 

to Avintia Ducati hasn’t subsided 

since then though, with the delayed 

start to 2020 proving to be just as 

drama-filled as the previous months. 

Taking an incredible podium at the 

Czech Grand Prix in Brno then being 

involved in that fateful crash with 

Morbidelli at the Red Bull Ring, he 

became locked in the eye of a Valentino 

Rossi media storm as the ninetime 

champion went on the offensive. 

But, with a pit lane start penalty taken 

and the incident in the past, Zarco 

is keen to leave it there and to move 

on with the remainder of his season 

after a hard week of criticism as well 

as surgery on a broken wrist. 

“In these three weeks, I’ve been hero 

in Brno to zero in Austria and then 

almost a hero again in the second 

race! It’s been good to stop all these 

things and get out of the water in a 

good way. 

“Fortunately I don’t watch the media 

too much, and I was with my brother, 

the guy who never cares about these 

things. Even if I wasn’t reading I knew 

something wrong was happening 

though. It wasn’t all good things, but 

I only had one evening when I got a 

bit sad and angry. After the operation, 

when I came back and saw there was 

still a lot of comments, I felt sad or 

angry - I’m not sure exactly which - 

and I wasn’t too happy. 

“Overall I was busy with the operation, 

and maybe that was a good 

thing, to have to go to Italy and 

come back. If I had the operation on 

Sunday I could have had the surgery 

on Monday or Tuesday, but the wrist 

was feeling good after the race and 

it was only the next day it got big and 

painful. 

“It was strange overall because when 

I heard the comments from Valentino 

and Morbidelli after the race I wanted 

to go straight to them and clear 

things up. Franco was already gone, 

but I could speak to Valentino. I was 

thinking that it would help to calm 

down the media, but the only thing 

it changed was that he said I didn’t 

do it on purpose, but kept the rest of 

his thoughts on the accident and my 

behaviour. 

“When Valentino is speaking it is 

always strong words, and heavy in the 

balance. But all these things ended 

when I accepted the penalty, because 

then I turned the page and ended the 

story, whether you agree or not. The 

result on Saturday helped too - it was 

a way to say ‘I’ll accept the penalty 

and still today do the job.’” 

And with the only two-week break in 

the 2020 MotoGP calendar coming 

straight after a heroic ride to 14th 

only four days after surgery, he’s had 

a chance to de-stress and recover 

ahead of the frenetic final half of the 

season. 

“My wrist is recovering well. Clearly 

after the operation I surprised myself 

on Saturday and Sunday to be able 

to race. I was thinking to do only ten 

laps and then give up, but no, the 

pain was under control. Thankfully 

I got the red flag, and then with the 

adrenaline in the group I didn’t feel 

my wrist until the next morning! 

“I haven’t had too much pain after, 

but clearly I needed to recover it and 

I’ve used the two weeks off to work 

with my physio here in France. There 

are still some little places on my 

71


Zarco crashed and collected 

Dovizioso on the way at Catalunya 

body where I’m burned and I haven’t 

healed them too much, and I have to 

do something to help them. I wanted 

to do it in a natural way but they’re 

too deep. 

“But they haven’t held me back too 

much, and I’ve just had to adjust my 

training with Romain a little, with running 

instead of cycling. I was hoping 

to have Monday afternoon at Le Mans 

after the 24 hour race to train on my 

Panigale, but we couldn’t sell it to my 

wrist. We’ve just been doing things for 

my body that doesn’t need my body, 

running and hiking.” 

And one thing that should take some 

pressure off him as he returns from 

injury is the knowledge that his future 

is secure, even if he isn’t exactly sure 

where he’ll end up in 2021. 

Ducati have confirmed that with 

the departure of Andrea Dovizioso at 

the end of the season, Zarco will be 

a key element in their plans going 

forward - but whether that’s where 

he is in Avintia, as part of the Pramac 

squad or alongside Jack Miller in the 

factory team isn’t so sure - but also 

isn’t stressing out Zarco too much. 

“I’m with Avintia, but my contact with 

Ducati in Avintia and there are three 

options for next year; Avintia, Pramac 

and factory. The good things that 

have happened in the last few weeks 

means that I can almost certainly 

make the step from Avintia to Pramac 

with 2021 factory bikes, but I don’t 

know about the step plus plus to the 

factory team. I think if I’m not with 

the factory I will definitely be with 

Pramac. 

“In the factory team or not the results 

can be the same, fighting for podiums 

or victories. It depends on how I 

improve if we can think about the title, 

but why not? I can at least fight for it. 

I think that whichever team I’m in I’ll 

have the support to do that, so it’s just 

about the prestige that comes with it. 

“It’ll be more work too, but my KTM 

experience will help. I’ve learned 

what I didn’t do well when I wasn’t 

happy about the bike, and maybe I 

wasn’t ready enough to catch the 

challenge. If I move to factory Ducati I 

won’t make the same mistakes. First I 

want to perform, but also I’ve learned 

not to stress too much when it won’t 

come.” 

With his successes so far in 2020 

something he wants to build on and 

with other peoples’ victories giving 

him extra motivation, he knows exactly 

what he needs to do for the rest of 

the season, too, if he is to step up to 

the mark as a suitable replacement 

in the A-team for the departing duo of 

Dovizioso and Danilo Petrucci. 

“When Oliveira is winning, when Binder 

is wining, it keeps it in your mind 

that the chance isn’t so far away. But 

the target for the rest of the year is 

repeat podiums, even before victories. 

I need to come back to every step, 

and I see now with the experience I 

have that I’m learning at every step. 

I can see that if I can keep my pace 

I can stay strong, so we need to try 

and catch podiums and championship 

points. 

“The championship isn’t over, but two 

almost-zeros in Spielberg means that 

it’s far away. Before the podium our 

target was to be in the top ten, so I 

have to try and remain there, and if I 

take a few more podiums I’ll do that. 

“Ducati are losing Dovizioso and he 

is a man whose performance we can 

be sure of. They’re missing that at the 

minute and I would like to improve 

enough to show them that I can be 

consistent and that I can give them 

what they are losing again.”

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First Ride 

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I know you see no 

gloves but it was just 

for this picture and 

only done once, we 

all were riding in full 

leathers all the time. 

LONGTERM RIDE REPORT 

THE LIMOUSINE OF THE 

ADVENTURE BIKING 

WORLD 

Africa Twin 1100 Adventure Sports DCT 

Inviting a friend of mine who just 

bought a “as good as new” R1M from 

Tony Wright in Port Elizabeth on the 

PVT track day we run on Mondays 

quickly turned into a Boys run of 

note! 

So when the three must-bequeers 

friends of mine, Thomas, 

Juan and Brendan heard I was doing 

a pvt track day at Red Star and then 

popping down to Mpumalanga for 

a quick one day out ride, it quickly 

turned into a proper boys run up to 

Sabie and back and the only bike I 

had to go up with was the Africa Twin 

DCT. The bike was going to be a little 

out of its league as far as performance 

goes but hey, I have double 

the fuel and so the range, so nobody 

is going to leave me high and dry. 

We did the sensible thing and 

towed up to Dullstroom in the evening 

after our track day and had a 

big-ish boys evening as we normally 

would do at Pete’s Hi side saloon. 

But early the next day at the crack of 

dawn we booked out and headed out 

in search of breakfast. Thomas Eich 

was on his H2 Kawasaki, Juan Ballester 

on a GSXR1000 and Brendan 

van Niekerk on the latest Suzuki Katana 

with Jules on his R1M. The pace 

was quite quick but I soon realized 

the relativity of speed and distance 

with velocity and range and lack of 

quality of the roads up there. Big 

bikes that can cover ground quickly, 

and I include the DCT here, it’s all 

very relative. Yes they pull away for a 

second or so but soon enough a truck 

or traffic or badly potholed roads 

slows the procession down and as 

long as you keep a good momentum 

going, nobody waits for anybody very 

long. And Superbikes with their 16 

liter tanks have no range whatsoever, 

especially with a spirited rider on 

board. 

We all had a go on one another’s 

bikes but I was happy to jump back 

on the AT every time, maybe it’s just 

an age thing but I like the straight-up 

riding position, I like the protection 

from the wind and I love the range 

because I like doing milage. The 

DCT is something else, not everybody 

liked it, especially not Juan and 

Thomas but for Brendan he liked the 

no brain easy-ness of the whole process 

and he too loved the left thumb 

button blipping gear down sound. It’s 

addictive I tell you, in JHB traffic I’m 

afraid I might wear it out I use it so 

much. 

We did a quick 700kms that day 

stopping at the Casterbridge Centre 

in Whiteriver at the new museum 

and then back over Long Tom to Dullstroom 

where we loaded and trailered 

back like sensible adults.


77


Pics by Paul bedford 

SA SBK SERIES 

Otto claims 600cc title at Red Star Raceway 

Ricardo Otto 

In a season shortened by the 

Covid-19 pandemic, Ricardo 

Otto (RAW Projects Yamaha R6) 

claimed the 2020 NGK Spark 

Plugs South African SuperSport 

600 title at Red Star Raceway on 

Saturday, 26 September. Otto took 

two second places behind Dino Iozzo 

(King Price Extreme Yamaha R6) to 

take the crown with one round left to 

run. In the SuperBike category, Clint 

Seller (King Price Xtreme Yamaha R1) 

shared the victories with Garrick Vlok 

(DCCS Coring, Cutting and Sealing 

Yamaha R1) to extend his lead at the 

top of the championship standings. 

In Friday’s qualifying sessions, 

it was Seller, riding with an injured 

hand, who set the early pace. He led 

the way from the first of the Bridgestone 

SuperBikes piloted by Damion 

Purificati (Andalaft Racing/Amalgum 

Welding BMW S1000RR). Seller’s 

closest rival in the championship 

race, David McFadden (RPM Center/ 

Stunt SA/Lights by Linea Yamaha R1) 

ended the first session in third with 

Blaze Baker (JBR/Rapid Bike Kawasaki 

ZX10R) in fourth. Otto was the 

fastest of the 600s, just over half a 

second quicker than Iozzo. Conditions 

were slightly better in the second 

session, with all the riders improving 

their times. Again, Seller led the way, 

this time from Vlok with Purificati 

in third and leading the Bridgestone 

SuperBike brigade. Iozzo got the 

better of Otto to lead the way in the 

600 class. The wind had picked up 

in the final session, making things 

difficult for the riders. Seller elected 

not to go out, trusting that the time 

he set in Qualifying 2 would be good 

enough to keep him at the top of the 

combined timesheets. Although Vlok 

went quicker in the final session, he 

couldn’t get the better of Seller and 

had to settle for second place on Saturday’s 

grid. Purificati ended in third 

with McFadden, Baker and Iozzo filling 

the second row. Otto was next up 

ahead of Luca Bertolini (Izinga Worx/ 

Willcom Racing Yamaha R1) and Brett 

Roberts (Lights by Linea/RPM Center 

Yamaha R6). Nicole van Aswegen 

(Gem Auto/Andalaft Racing Ducat) 

headed the fourth row of the grid with 

Sifiso Themba (King Price Extreme 

Kawasaki ZX10R) and Ian Thomas (SA 

Compressor Hire Kawasaki ZX10R) 

alongside her. 

In the opening race, Vlok and 

Seller opened a gap from the start, 

with the defending champion leading 

the way. The pair were never separated 

by more than a couple of bike 

lengths, but the defending champion 

was just able to hold off Vlok’s bright 

yellow Yamaha. Behind them, Baker, 

who got a great start, occupied 

third ahead of the early dice between 

McFadden, Iozzo and Purificati. A 

couple of laps into the race, Purificati 

had moved up to fourth but then lost 

the front of his BMW and crashed into 

retirement. Just as it looked like Mc- 

Fadden was starting to close the gap 

to the leaders, an old nerve injury returned 

to spoil his chances of a good 

result. The Capetonian was unable 

to exert much power with his right

Dino Iozzo 

Garrick Vlok 

79 

Clinton Seller leads Garrcik Vlok 

hand, making it difficult to brake. 

Because of this, Iozzo was able to get 

away and when McFadden ran off the 

track, Otto was able to get through. 

McFadden was able to get back past 

Otto but couldn’t do anything about 

the gap to Iozzo. Bertolini, Roberts 

and van Aswegen were having a 

battle a little bit further back before 

Roberts and van Aswegen clashed, 

sending both of them into retirement. 

Behind the leading duo, Baker 

had a lonely race to third with Iozzo 

the leading 600 in fourth. McFadden 

managed to hang on to take fifth 

ahead of Otto with Bertolini, the 

second of the Bridgestone SuperBike 

competitors, in seventh. Thomas just 

managed to get the better of Themba 

in their race-long duel to take eighth. 

In Race 2, Vlok grabbed the lead 

from the start with Seller, Baker and 

McFadden tucking in behind him. As 

they did in the first race, Vlok and 

Seller soon opened a gap over the 

rest of the pack. Seller got through 

into the lead after a couple of laps 

in Vlok’s wheel tracks, but could 

not pull away with Vlok looking for a 

way through almost every lap. While 

they were running away at the front, 

Baker again settled into a lonely third 

place ahead of McFadden, Purificati 

and Iozzo. McFadden’s nerve problems 

returned and he pulled into the 

pits after running off the track again, 

leaving Purificati and Iozzo battling 

for fourth on the road. Behind them, 

Otto led Berlotini until the halfway 

mark, when the bigger bike was 

able to find a way through and pull 

away. Roberts, whose crew worked 

hard between races to get his bike 

back together after his crash, was 

just ahead of Themba and Thomas, 

who had resumed their first race 

battle. This, unfortunately, came to 

an end when the clutch on Themba’s 

Kawasaki cried enough. Just after 

the start of the final lap, Seller had 

opened up a gap that looked like he 

might be able to hold until the flag 

but then disaster struck for the King 

Price Extreme man when his bike 

stopped on the exit of Turn 6. Vlok 

just avoided running into the back of 

the slowing bike to take the lead and 

his first national SuperBike win half 

a lap later. Baker crossed the line in 

second ahead of Iozzo, who got past 

Purificati on the final lap. Bertolini 

took fifth ahead of Otto and Roberts 

with Thomas in eighth. Despite not 

finishing, Seller had done enough to 

be classified in ninth. 

Vlok took the overall SuperBike 

class win from Baker and Seller. 

Iozzo ran away with the SuperSport 

600 class ahead of Otto and Roberts 

while Bertolini took another Bridgestone 

SuperBike win from Thomas 

and Themba. 

The final round of the NGK SA 

SuperBike series supported by 

Bridgestone will take place at Port 

Elizabeth’s Aldo Scribante Racetrack 

on 30 & 31 October 2020.


‘Little Man 110’ wins on the Linex Yamaha PW50 in 

the PW50 class - he is only 5 years old! 

Linex Yamaha 

PW50 demo 

bike 

Lining 

up on 

the grid 

If your child has 

never raced before, 

they can enter the 

novice class 

Pics by Paul bedford 

SHORT 

CIRCUIT 

Round 4 of the SuperBike Magazine Short Circuit 

Series brought to you by Michelin. 

‘Little Man 110’ 

takes his first win, 

first time out on a 

supermoto 50 

V 

Town Kart Circuit was the 

place of battle and produced 

some of the most thrilling 

racing we have seen in a long 

while. 

With this year being put into overdrive 

after the long Covid 19 delay, 

out championship is quickly taking 

shape and some riders are stepping-up 

to the plate and some are 

faltering. 

The first two rounds after lockdown 

proved to be quite big crash 

fests with riders obviously being very 

rusty but still in their minds had all 

the willing aggression to make the 

pass, quite often with undesirable 

consequences. Luckily for us most of 

the speeds are fairly slow compared 

to long circuits and because of the 

frantic short following corners, a lot 

of the passes are leaps of faith with 

a needed nudge. As a spectator I’m 

convinced that this makes better

81 

Racing Dads on the sideline 

Good battles in the NSF100 

development class 

Chris Wright on the CBR150


More and more ladies are starting racing... 

this is a great thing to see! 

Mia Pienaar on 

only her second 

outing 

PW50 class is 

the place to start 

It’s not just about racing bikes. Families that ride 

together, stay together 

Henk Schuiling has undoubtably the most racing 

kilometres under the belt. This guy rides in so 

many different categories

83 

Kyle Edwards, 

Paul Vollmer and 

Kyle Vollmer 


AT THE HEART 

OF THE RIDE 

Central to motorcycling, is performance. It’s what makes your pulse race every time you head off on 

your racers bike. PERFORMANCE in the long is run, the cornerstone after short of KTM’s READY TO take RACE about philosophy. a lap Without or exceptional two. 

PERFORMANCE, circuit racing victory long is just circuits not an option. seem a lot Unfortunately, we are still falling 

info@raceworxktm.co.za calmer. Yes, the high • (0)11 speed 027 9922 is • Cnr something 

Falls, you Roodepoort, need to Johannesburg get used • www.raceworxktm.co.za 

to but for still cannot accept spectators but 

Hendrik Potgieter under Rd & Covid Zandvliet 19 Rdregulations and we 

Little 

the youngsters that would seem to luckily for us we have Live Streaming 

where anybody anywhere in the world 

with internet connectivity can watch 

it live. We even now have a 26 minute 

condensed 26 minute long program 

on Ignition TV thanks to KTM RAD. 

Raceworx half page.indd 1 2020/09/02 06:54:05


RIDER 


Who is this rider training aimed 

at and who should go? 

TRAINING 

I’ve been involved in rider training 

since 1993, I know I’m giving 

my age away here but it’s a 

deep-rooted passion of mine. I’ve 

always read about different ways 

of training and books like Twist of The 

Wrist from Keith Code, Techniques of 

Road Motorcycle Racing from Kenny 

Roberts and Sport Bike Techniques 

from Nick Lenatsch have always fascinated 

me. I’ve always tried to combine 

many techniques and have come 

up with my own system of getting 

guys sitting right on the bike first and 

then getting all the other stuff sorted. 

Once you get comfortable and sit and 

hold the motorcycle correctly, speed 

and more importantly, controllable 

speed comes to you, you don’t have to 

go find it. 

So quite often we get asked a few 

questions and let me answer them 

one by one. In no specific order of 

importance. 

Q1. - I’m quite a competent rider, I’m 

fast on the road should I do training. 

It’s actually specifically for people 

like yourself, especially if you are 

self-taught, there are so many guys 

not doing the right technique and 

once you’ve tried and seen it works, 

you will even be a faster rider with a 

bigger margin of safety. 

Q2. - I never use the back brake, 

why is it important? 

Go back a few years and answer this. 

Mick Doohan after crashing so badly 

and breaking his right leg so that 

he could not use the back brake on 

a race bike (+/- 200HP and 145kgs) 

he had to fit an aftermarket back 

brake lever on to his bike below the 

clutch and went on to win the Moto 

GP title a few years on the trot. Other 

riders who use a similar back brake 

lever now include Rossi, Vinjales, 

Quartararo, Dovi, Lorenzo, Sykes, 

Rae, Melandri, Hutchinson, the list 

goes on and on. Funnily enough Marc 

Marques does not use a lever but 

watch him with his right foot on the 

back brake. In any case, we show 

you that you are wrong and show the 

advantages, I’ve never had a person 

change his/her mind after showing 

the benefits. 

Q3. - I don’t use Counter Steering to 

ride a bike, why should I? 

You actually would not be able to ride 

a motorcycle or a bicycle for that

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We physically mark the track for you to find the apex 

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61 Port Road, Robertsham, Johannesburg 

www.cytechmotorcycles.co.za


We go into depth of how to sit on the bike in the correct way 

matter if you did not practice counter 

steering, even if it’s happening sub 

consciously. We show you a manner 

of either pushing the inside bar or 

pulling the outside bar or both, but 

once you understand if fully, you’ll be 

more inclined to think about it and 

running wide or out of road should be 

a thing of the past. But you need to 

know what you do. 

Q4. - I don’t want to go fast, why 

should I come to a racetrack? 

We are normally a small group of 20 

riders with about five instructors, we 

use the track because let’s face it, 

which road would you use for training? 

The good thing with a 4 kilometer 

stretch of road that keeps on 

repeating itself is that you start to get 

to know it like your favorite stretch of 

road. You know there is no debris on 

it, no pavements, no cars coming the 

other way, you start to know exactly 

how tight or open the corner is and 

you can start to push your own ceiling 

a little, still comfortably within your 

comfort zone. What this does is that 

in a safe environment you can during 

your cornering time figure out what 

you are doing and in doing this you 

can either alter or enhance your 

technique. Doing this makes you have 

a bigger safety margin when you back 

on the roads again. 

Q5. - Why do you take so many photos 

of us on the track? 

We use this as a tool, we compare 

how you sit on the bike while cornering 

and we compare this to other 

rider on track with you and then the 

professionals like Rossi and Co. Any 

person who has attended can confirm 

on what a difference just this aspect 

makes of everybody on circuit on the 

day. The progress is astounding. 

Q6. - Why do you do training on a 

Monday during the week. 

Because circuits are so expensive to 

rent, we have a deal with Red Star 

where we can use their circuit on 

their “maintenance” day and because 

we want it small and intimate, the 

worst day of the week is actually the 

best. Take a day’s leave and pay it forward 

to yourself. 

Q7. - I do most of my riding with my 

partner, is this training for me? 

You welcome to bring your partner 

with and let them ride with you on 

track. We will show you how to do 

your gear changes smoother, your 

turns wider and your braking in a 

progressive way. I wish more pillions 

would attend. 

So, in essence, if you are a normal 

road rider wanting to be safer no 

matter your age or experience, this 

is for you. If you are a fast racer and 

just want to make sure about your 

techniques. It’s even for new people 

just learning how to ride, it’s all about 

the joy of two wheels and like Dirk 

du Plooy said, the more you know the 

better it gets.

@ RACEWORX KTM 

info@moto-gear.co.za • 011 027 9922 • Cnr Hendrik Potgieter Rd & Zandvliet Rd, Little Falls, Roodepoort, Johannesburg 

www.moto-gear.co.za 

Follow us on 

@MotogearZA 

Moto Gear.indd 1 2020/10/07 21:29:37 

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Parts twitter.com/za_bikers 

West Street Retail website Delivery - www.motocomp-online.com 

Countrywide by 

Unit 

The 

3, 

Courier 

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Park 

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

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Pretoria Raceparts 

North CONTACT: 011 943 3901 12 Auckland Street (Cnr Parts Secti 

tel Raceparts 

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etc 

tel 073 Pretoria 

073 750 

750 9697 North 

9697 fax fax 086 086 684 684 1544 1544 mcomp@mweb.co.za 12 Auckland Classic mcomp@mweb.co.za Kawasaki Parts KENYA www.motocomp.co.za 

Street (Cnr Section Road) tel 073 750 9697 fax 

Delivery - - 086 684 

- Countrywide by by The 

1544 mcomp@mweb.co.za by The The Courier Courier Guy Guy Guy www.motoco 

www.motocomp.co.za 

. ZIMBABWE tel tel 073 tel 073 750 073 750 9697 750 9697 9697 fax fax 086 fax 086 684 086 684 082 1544 684 1544 1544 560 mcomp@mweb.co.za 3684 www.motocomp.co 

etc 

www.racescreen.co.za instagram.com/za.bikers/ 

OPEN Week days 8:00 to www.racescreen.co.za 

17:00 

LESOTHO . SWAZILAND . NIGERIA 

ANGOLA .MOZAMBIQUE.BOTSWANA 

OPEN Saturdays 9:00 to 12:00 

Untitled-1 2 

MOROCCO . NAMIBIA 

HOSTED BY SAMRA 

2019/11/14 2019/12/13 2020/01/23 2020/02/20 23:02:17 

00:52:02 

22:01:29 

20:34:34 

Retail 

Retail website 

website www.motocomp-online.com 


2 Francis Rd. Rispark, Patlyn AH, 

18 1:01 PM 

2019/10/18 Aquablasting.indd 00:09:19 1 2018/07/16 10: 

Pretoria: 012 Retail 

Retail 565 website 

website 6730 



Retail website www.motocomp-online.com 

Cape Town: 021 510 0900 

NK BRAVEHEARTS 

Delivery NEILHARRAN@RACINGACADEMY.CO.ZA 

- Countrywide by The Courier Guy 

Johannesburg South 

reen.indd volution 1 

Delivery Motorcycles 

Delivery - Countrywide - Countrywide by by The The Courier Courier Guy 

Racescreen.indd 

Guy 

255 West 1 Street 

Delivery Delivery - Countrywide - Countrywide by by The The 

Unit Courier Courier 

3, Auckland Guy 

Guy 

Park 

NATIONAL 2016 CO-ORDINATOR KAWASAKI 

082 +27 560 368481 has 479the 

9365 

2018/10/02 8:13 AM 

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 

el l l 073 

073 750 

750 9697 

9697 9697 fax 

fax fax 086 

086 086 684 

684 684 1544 

1544 1544 mcomp@mweb.co.za 

mcomp@mweb.co.za www.motocomp.co.za 

llowing 

D E S I G N E D B Y 

products 

S A M A N T H A @ S M O K E 

available 

S I G N A L S www.motocomp.co.za 

M E D I A 0 7 4 8 4 7 5 0 6 4 

on 

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• Significant performance improvements: 

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* Pipe Includes Carbon heal guard 

Y 

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Call for pricing and ordering: 

(011) 839-1660 • info@tdagencies.co.za • www.tdagencies.co.za 

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Distributed by Moto Bakker • www.motobakker.co.za • info@motobakker.co.za Dis 

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ACCLAIMED 

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• 

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

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

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ADVERTISE HERE, CONTACT ·Change 

DANIEL@SUPERBIKEMAG.CO.ZA 

The GS Challenge. 

of Ownership 

Based on the North Coast of KZN • Collection & Delivery worldwide The longest-running BMW GS event in South Africa. 

ADVERTISE HERE, CONTACT DANIEL ·Microdotting AT DANIEL@SUPERBIKEMAG.CO.ZA 

for registration and police clearance 

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

Representative of FSP 32023 

Taking place between Sabie & Lydenburg at Misty 

Mountain, riders of all skill levels can explore some 

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pristine forests & scenic landscapes. 

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 

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or off road terrain you are looking 

for - this region has it. A few places in 

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on are Golden Gate, Surrender Hill, 

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reservations@deark-clarens.co.za and the Clarens | region www.deark-clarens.co.za 

we are 

blessed with 058 incredible 256 1202rides to suit all 







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

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ADVERTISE HERE 

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

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

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

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 




ONLY R360 PP 

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

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

01:02:17 


21:55:23 

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

Untitled-5 1 2020/07/30 20:23:55 


BMW MOTORRAD 

BOKSBURG 

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19-22 MARCH 

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082 930-6289 / 072 133-2151 

thomas@rideracademy.co.za 

Pretoria: 012 565 6730 


BMW MOTORRAD 

Pretoria North 

SANDTON 



and import screens and seat 


bikes 




Cape Town: 021 510 0900 

Unit 3, Auckland cowls Park for the later model 

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Untitled-8 Untitled-3 Untitled-1 1 2020/01/23 2020/02/20 2019/10/18 21:56:44 

20:36:28 00:03:31 

Pretoria: 012 565 6730 



Cape Town: 021 510 0900 

2020/02/20 20:28:54 

Unit 3, Auckland Park 

12 Auckland Street (Cnr Section Road) 


Untitled-3 1 2020/02/20 20:28:54

BMW R 1200 S 

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Buy your raffle ticket for R150,00 

to own this once-off bike build 

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CONTACT 

DANIEL AT 

DANIEL@SUPERBIKEMAG.CO.ZA 

SOME OF OUR CLIENTS WHO TRUST US 

@motoartSA 

083 389 7328 

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Race tuner to many South African 

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TEL: 011 792 5795 

48 Gerhardus str, Cnr CR Swart 

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BIKE TRACK DAY EVERY 

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MOTOCROSS TRACK NOW OPEN FROM WEDNESDAY TO SUNDAY 

·Private to Private Sales 

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·Change of Ownership 

·Microdotting for registration and police clearance 

Representative of FSP 32023 

102 January 2020 Track Training Experience 

EXPERT RIDER 

TRAINING 


and the Clarens region we are 

blessed with incredible rides to suit all 







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

058 256 1202 




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

R1890.00 

PER RIDER 

2020 Dates 

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24 FEB 

23 MARCH 

20 APRIL 

18 MAY 

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20 JULY 

17 AUG 

14 SEP 

12 OCT 

9 NOV 

Pretoria: 012 565 6730 



7 DEC 

Advertise 

here 



contact 



bikes 


Cape Town: 021 510 0900 

Unit 3, Auckland Park 

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ADVERTISE HERE, CONTACT DANIEL@SUPERBIKEMAG.CO.ZA 


20:42:58

13 JAN – 31 MAR 

COL’CaCCHIO 

Multi-Xcreen vIGOUR R1200GSLC 

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express Breakfast - R34 

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Tuesdays 

sandwich ComboDistributed by Moto 3d Bakker - R65 a • movie www.motobakker.co.za • info@motobakker.co.za 

SUMMERTIME WITH MOTO BAKKER 

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sandwich, Chips Cape & Town: 082 740 8331/021 850 0374 FLASHING • Johannesburg: SOLUTIONS 

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selected drink - R55 

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sOULsTICe daY 2018/12/05 sPa 5:34:47 PM 

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1 bottle of Wine or 2 Coldrinks 

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Ts and Cs Apply 

NEW 

PRIVATE 

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TRAINING 

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2016 Harley 

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Mikes bikes.indd 2 

2019/01/24 6:02:50 PM 

Private training advert.indd 2 2019/08/16 19:45:34 

ADVERTISE HERE! 

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Next ADV - 8th Nov 

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contact 24 CALL MARCH Jan - 27 US 26 - Jan 30 FOR daniel@superbikemag.co.za 

:: 28 FUTURE APRIL Feb - 241 Mar - 25 DATES

94 

BUYER’S GUIDE 

APRILIA 

RS 660- R234 926 

TUONO 660- R217 801 

TUONO V4 RR 1100- R289 011 

TUONO V4 1100 FACTORY- R315 011 

TUONO V4 1100 FACTORY LIMITED- R342 902 

RSV4 1000RR- R325 010 

RSV4 1100 FACTORY- R479 311 

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 R151 900 


MONSTER 821 STEALTH- R202 900 


MONSTER 1200 S- FROM R262 900 

HYPERMOTARD 950- R203 900 

HYPERMOTARD 950 SP- R241 900 

SUPERSPORT - R204 900 

SUPERSPORT S -FROM R226 900 

MULTISTRADA 950 S- FROM R243 900 

MULTISTRADA 1260- FROM R243 900 

MULTISTRADA 1260S-FROM R298 900 

MULTISTRADA 1260S ENDURO- R297 900 

MULTISTRADA 1260 PIKES PEAK- R362 900 

MULTISTRADA 1260S GRAND TOUR- R328 900 

DIAVEL 1260- R313 900 

DIAVEL 1260S- R352 900 

XDIAVEL- R331 900 

XDIAVEL S- R363 700 

STREETFIGHTER V4- FROM R307 900 

STREETFIGHTER V4S- FROM R359 900 

PANIGALE V4- R351 900 

PANIGALE V4 S- R418 900 

PANIGALE V4 25 ANNIVERSARY- R755 900 

PANIGALE V4R- R712 900 

PANIGALE V2- R255 000 

SUPERLEGGERA V4- R1 774 900 

SCRAMBLER DUCATI 

SIXTY2 - FROM R128 900 

DARK- FROM R144 900 

ICON - FROM R155 900 

FULL THROTTLE- R184 900 

CLASSIC - R164 900 

DESERT SLED- R200 900 

CAFE RACER - R200 900 

1100 PRO- R219 900 

1100 SPORT PRO- R251 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- R26 775 

ELITE 125- R26 250 

NC750X- R114 480 

NC750X DCT- R123 120 

2019 AFRICA TWIN- R179 999 

2019 AFRICA TWIN DCT- R197 499 

2019 ADV SPORT- R199 999 

2019 ADV SPORT DCT R217 490 

2020 AFRICA TWIN- R222 600 

2020 AFRICA TWIN DCT- R240 300 

2020 ADV SPORT- R250 000 

2020 ADV SPORT DCT- R290 500 

XR190- R54 700 

XR150L- R36 225 

XR125L- R33 750 

CRF250L- R74 999 

CRF250 RALLY- R70 999 

CBR1000RR 2019- R228 600 

CBR1000S- R300 000 

GL1800 GOLDWING M- R367 000 

GL1800 GOLDWING DCT- R449 500 

HUSQVARNA 

FS 450- R125 699 

401 VITPILEN- R84 699 

401 SVARTPILEN- R84 699 

701 ENDURO- R169 699 

701 ENDURO LR- R185 699 

701 SUPERMOT0- R169 699 

701 VITPILEN- R146 699 

701 SVARTPILEN- R146 699 

INDIAN 

FTR 1200- R257 900 

FTR 1200 RACE REPLICA- R309 900 

SCOUT SIXTY- R227 900 

SCOUT 1133- R229 900 

SCOUT BOBBER- R229 900 

CHIEF DARK HORSE- R567 900 

CHIEF® CLASSIC- R419 900 

CHIEF® VINTAGE- R399 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 

Z1000R- R179 995 

Z1000SX- R179 995 

NINJA 650 FROMR122 995 

VERSYS-X 300- R85 995 

VERSYS 650- R115 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 500 

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 - R430 895 

CALIFORNIA 1400- R465 785 

MGX 21 FLYING FORTRESS E4- R575 

www.sbkeyewear.co.za 

info@sbkeyewear.co.za

95 

296 

V85 TT- R209 000 

V85 TT EVOCATIVE- R234 850 

V85 TT TRAVEL PACK- R249 850 

V7 III STONE S- R228 420 

V7 III STONE- R183 750 

V7 III STONE LED OPTION- R207 662 

V7 III ROUGH- R201 780 

V7 MILANO- R220 463 

V7 III CARBON- R210 750 

V7 III RACER- R224 750 

V7 III RACER 10TH ANNIVERSARY- R248 140 

MV AGUSTA 

DRAGSTER RR- R319 900 

DRAGSTER RR SCS- R359 888 

DRAGSTER RC LTD- R349 888 

DRAGSTER WHITE- R299 900 

F3 675 RC- R299 900 

F3 800 RC- R329 900 

BRUTALE 1000RR- R549 900 

BRUTALE RUSH- R599 900 

TURISMO VELOCO LUSSO R299 900 

SUPERVERLOCE 800- R399 900 

SUPERVERLOCE SERIE ORO- R599 900 

SUZUKI 

UR110- R19 100 

UB125- R21 300 

UH200AL- R52 950 

UH200AM- R53 750 

TF125K- R33 550 

DR200SE- R54 000 

GSX150F- R33 850 

GSX250R- R44 900 

GSX250FR- R49 900 

SV650- R131 500 

DL650XA L9- R172 950 

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 - R209 800 

GSX1300RA- R211 900 

SYM 

XS125 K- DELIVERY- R18 995 

NHT125- R29 995 

XS200 BLAZE- R19 995 

XS 200 TRAIL BLAZE- R17 995 

CITYCOM 300I- R59 995 

GTS 300I EVO- R63 995 

MAXSYM 600I ABS- R121 995 

CROX 125- R19 995 

FIDDLE II 150- R20 995 

JET14 200- R26 995 

ORBIT II 125- R16 995 

SYMPHONY 150- R19 995 

X-PRO 125- R21 995 

TRIUMPH 

STREET TRIPLE RS- R180 000 

MOTO 2 DAYTONA- R279 000 

SPEED TRIPLE RS- R229 000 

STREET TWIN- R152 000 

SPEED TWIN- R192 000 

BONNEVILLE T100- R154 000 

BONNEVILLE T100 BLACK- R154 000 

BONNEVILLE T120- R179 000 

BONNEVILLE T120 BLACK- R179 000 

BONNEVILLE T120 BUD EKINS- R181 000 

BONNEVILLE BOBBER- R179 000 

BONNEVILLE BOBBER BLACK- R192 000 

BONNEVILLE SPEEDMASTER- R189 000 

SCRAMBLER 1200 XE- R219 000 

STREET SCRAMBLER- R179 000 

THRUXTON 1200 R- R199 000 

SPEED TWIN- R192 000 

TIGER 800 XCX- R186 000 

TIGER 800 XCA- R205 000 

TIGER 900 RALLY PRO- R229 000 

TIGER 900 GT PRO- R215 000 

TIGER 1200 DESERT EDITION- R259 000 

TIGER 1200 XCA- R275 000 

ROCKET R- R316 000 

ROCKET GT- R332 000 

YAMAHA 

T110C- R18 950 

N-MAX 155- R49 950 

XTZ125- R43 950 

YBR125G- R31 950 

TW200- R59 950 

XT250- R69 950 

X-MAX 300- R94 950 

T-MAX 560- R214 950 

XT1200Z- R224 950 

XT1200ZE- R249 950 

MT-O3- R94 950 

MT-07 ABS - R134 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 - R66 900 

ZT310-X- R72 900 

ZT310-X1- R82 900 

ZT310-T- R77 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- R52 699 

TC 50 MINI- R50 699 

EE 5- R67 699 

TC 65- R65 699 

TC 85- R79 699 

TC 125- R102 699 

TE 150 I - R119 699 

TC 250- R116 699 

FC 250- R127 699 

TE 250 I- R140 699 

FE 250- R142 699 

TX 300 I- R145 699 

TE 300 I- R146 699 

TE 300 I ROCKSTAR EDITON - R154 699 

FC 350- R132 699 

FX 350- R143 699 

FE 350- R144 699 

FC 450- R134 699 

FC 450 ROCKSTAR EDITION- R150 699 

FX 450 - R146 699 

FE 450- R147 699 

FE 501- R150 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 MINI- R49 999 

KTM 50 SX - R51 999 

KTM 50 SX FACTORY EDITION- R58 999 

KTM SX-E 5- R66 999 

KTM 65 SX - R64 999 

KTM 85 SX - R78 999 

KTM 125 SX - R100 999 

KTM 150 SX- R105 999 

KTM 150 XC-W TPI- R116 999 

KTM 250 SX - R114 999 

KTM 250 SX-F - R126 999 

KTM 250SX-F TROY LEE DESIGNS- R142 999 

KTM 250 XC-W TPI - R135 999 

KTM 250 XC-F - R136 999 

KTM 250 EXC SIX DAYS TPI- R143 999 

KTM 250 EXC-F - R137 999 

KTM 250 EXC-F SIX DAYS - R146 999 

KTM 300 XC TPI - R139 999 

KTM 300 XC-W TPI- R141 999 

KTM 300 XC-W SIX DAYS TPI- R150 999 

KTM 300 XC-W TPI ERZBERG- R156 999 

KTM 350 SX -F- R130 999 

KTM 350 XC-F - R137 999 

KTM 350 EXC-F - R139 999 


KTM 450 SX-F- R132 999 

KTM 450 SX-F FACTORY EDITION- R148 999 

KTM 450 XC-F- R140 999 

KTM 450 EXC-F - R142 999 


KTM 500 EXC-F - R145 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 - R34 950 

TTR50E - R34 950 

TTR110E - R46 950 

YZ 65 - R66 950 

YZ85 - R79 950 

YZ125 - R84 950 

YZ125X - R95 950 

YZ250 - R99 950 

YZ250 X - R99 950 

YZ250 F - R129 950 

YZ250 FX - R129 950 

YZ450 F - R149 950 

YZ450 FX - R144 950 

WR450F- R149 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

Valentino Rossi 

on a Yamaha R1M 

at the Official 

Portimao test. 

We’d love to see him do just one WorldSBK race 

before he retires... wishful thinking...

Family Day 

22 November 2020 

RED STAR RACEWAY 

R200 PER PERSON 

INCLUDES TRACK RIDING AND LUNCH ON THE DAY 

FUN ACTIVITIES FOR THE WHOLE FAMILY! ALL RIDERS ON ALL SUZUKI BIKES WELCOME! 

ROAD SCHOOL WITH BRAKING EXCERCISES TO TRACK RIDING. 

OPEN TO ALL SKILL LEVELS OF RIDERS 

Book with Kerry at info@superbikemag.co.za or 

phone 011 793 4255 

Get entered on www.superbikemag.co.za 

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

SuperBike Magazine October 2020

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