MRW Issue 34
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ISSUE <strong>34</strong><br />
Watch it all on our<br />
YouTube Channel<br />
SUPER<br />
TESTED:<br />
306HP<br />
KAWASAKI H2<br />
DEMON<br />
CHARGED<br />
MASTERCLASS<br />
TESTED: KAWASAKI ZX10R CUP MASTERS RACEBIKE<br />
GETTING NAKED.<br />
AGAIN & AGAIN<br />
FIRST RIDE: NEW HONDA HORNET 750<br />
& KTM 1290 SUPER DUKE EVO
EDITOR’S NOTE<br />
CONTRIBUTORS<br />
Shaun Portman<br />
Beam Productions<br />
Adam Child “Chad”<br />
Sheridan Morais<br />
CONTACT<br />
DETAILS<br />
EDITOR/OWNER<br />
Rob Portman<br />
082 782 8240<br />
rob@motoriderworld.com<br />
ANYTHING & EVERYTHING<br />
Shaun Portman<br />
072 260 9525<br />
shaun@motoriderworld.com<br />
KISKA.COM Photo: P.Platzer<br />
CARVE<br />
CLOSER<br />
TO THE<br />
EDGE<br />
Hello <strong>MRW</strong> fans and welcome to issue <strong>34</strong><br />
of SA’s only motorcycle magazine. It’s hard<br />
to believe that we are heading closer to our<br />
3-year anniversary issue. It’s been a crazy<br />
ride but a very enjoyable and rewarding one<br />
so far and we look forward to many, many<br />
more to come.<br />
We have some great first-ride tests featured<br />
in this issue along with some exclusive track/<br />
Super Charged features. A big well done<br />
to my right-hand man and brother Shaun<br />
Portman for all the great content, and to<br />
Beam Productions for helping capture all the<br />
moments with great pics and videos. Make<br />
sure you stay tuned to our YouTube channel<br />
for video content on all the great tests you will<br />
read in this issue going live soon.<br />
No <strong>MRW</strong> issue will be complete without the<br />
latest news from the MotoGP paddock. As<br />
I type this I have just returned from my 3<br />
days spent at the Silverstone MotoGP round.<br />
A great couple of days for sure, but I can’t<br />
help but say that Silverstone is not the most<br />
exciting MotoGP round I have done and lacks<br />
passion, emotion, and electric atmosphere<br />
compared to the likes of Jerez, Assen,<br />
Mugello, and the Red Bull Ring.<br />
The Silverstone circuit is a massive place<br />
so everything is very spread out - it’s hard<br />
to create a vibe and keep the energy going<br />
when it’s that big. It feels more like a business<br />
park than a racetrack. Nevertheless, it’s still<br />
MotoGP and it was still a great weekend. No<br />
doubt the racing action on track once again<br />
did not disappoint.<br />
Heading into the Silverstone weekend there<br />
was plenty of news revealed - Morbidelli<br />
leaving Yamaha, Rins joining Yamaha...<br />
I personally think Rins has made the right<br />
call and will be a huge asset to the struggling<br />
Yamaha team, while it seems as if Franco<br />
will be on a Ducati for the 2024 season.<br />
Which one is still the big question - VR46 or<br />
Gresini? I think VR46 will be his home with<br />
Bez making way by joining the Pramac team -<br />
Zarco out. But, this is all still up in the air. Stay<br />
tuned...<br />
Cheers for now.<br />
Rob Portman<br />
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ALVARO BAUTISTA TO CONTEST THE<br />
MOTOGP GRAND PRIX OF MALAYSIA<br />
AT SEPANG ABOARD THE DUCATI<br />
DESMOSEDICI GP OF THE ARUBA.IT<br />
RACING TEAM<br />
Alvaro Bautista and the Aruba.it Racing team will fly to<br />
Malaysia from 10th-12th November 2023 to take part in<br />
the Grand Prix of Malaysia, which will be held at Sepang<br />
International Circuit two weeks after the conclusion of the<br />
Superbike World Championship, from 27th-29th October, at<br />
Jerez de la Frontera (Spain).<br />
For Ducati, it will be the third Wild Card of the 2023 season<br />
after participating in the two Italian Grands Prix with Michele<br />
Pirro at Mugello in May and the upcoming San Marino GP<br />
in Misano on the next 8th-10th September. Since last year,<br />
Ducati has further strengthened its partnership with Aruba.<br />
it by contesting three MotoGP events with the same liveries<br />
as the factory Panigale V4R machine of the Aruba.it Racing<br />
- Ducati team in the WorldSBK Championship.<br />
Following two recent tests at Misano aboard the Ducati<br />
Desmosedici GP - which provided convincing feedback<br />
- reigning World Champion and current WorldSBK<br />
Championship leader Alvaro Bautista will return to contest<br />
a MotoGP race after his last appearance in Valencia (Spain)<br />
in 2018.<br />
Alvaro Bautista (Aruba.it Racing - Ducati #1)<br />
“I’m really happy to be able to race in MotoGP as a Wild<br />
Card at Sepang, a track that I really like and that I’m happy<br />
to be back at since it’s not on the WorldSBK calendar.<br />
The tests with the Ducati Desmosedici GP gave positive<br />
feedback: the feeling was good, and I had fun. I want to<br />
sincerely thank Ducati and Aruba.it because, without them,<br />
it would have been impossible to have this opportunity. At<br />
the same time, I would like to say that this MotoGP race will<br />
be a bonus for me and not a priority. That’s why we must<br />
stay focused on the WorldSBK Championship, which is the<br />
only thing that matters now. I want to stay focused for this<br />
last part of the season, which will be very demanding, with<br />
many races in a short time. The feeling with the Panigale<br />
V4R machine is good, and I hope to continue on this path.<br />
Then, when the season ends, we’ll think about going to<br />
Malaysia and having fun. Now I’ll have a little holiday, and<br />
then we’ll be back at Magny-Cours.”
NEWS DESK<br />
Suzuki Hayabusa 25th<br />
Anniversary Edition<br />
No matter how you look at it, the Suzuki Hayabusa<br />
is one of the most extreme production motorcycles<br />
out there. Having established what to expect from<br />
it right from the get-go, the mighty sport machine is<br />
now celebrating its 25th anniversary with a special<br />
edition model that’s actually only mildly special. But<br />
who needs more than what’s already offered by the<br />
Hayabusa?<br />
It was back in 1999 when the Suzuki<br />
machine was shown for the first time, in<br />
Germany, and unlike most motorcycles of<br />
its kind, which get presented during crowded<br />
photoshoots and media events, this one<br />
immediately took to the track.<br />
Not only did it do that, but it instantly became the<br />
world’s fastest production motorcycle. It sped<br />
past the 194 mph (312 kph) mark, instantly<br />
claiming the title and breaking the previous<br />
record by the highest margin recorded - 14<br />
mph (23 kph).<br />
Since that time, the Hayabusa slowly rose to<br />
become Suzuki’s flagship two-wheeler. Now, 25<br />
years after its introduction, the model is still<br />
around, alive and kicking, and offered in only<br />
three visual packages. Well, four, thanks to<br />
the 25th anniversary model presented at<br />
the end of last week.<br />
If you were expecting some great<br />
changes for the Hayabusa meant to<br />
celebrate all the others before it, think<br />
again. You don’t mess with perfection, so<br />
mechanically the bike is the same as it’s<br />
ever been: a 1,<strong>34</strong>0cc inline-four liquidcooled<br />
engine hidden under the massive<br />
body panels, a twin-spar aluminum frame<br />
and swingarm to hold the machine together,<br />
and Brembo braking hardware, just to name<br />
the most important bits.
NEWS DESK<br />
But you can mess with the visuals, as a means<br />
to make the bike stand out for what it is, a very<br />
special model. Whereas in the case of the series<br />
Hayabusas the color schemes for 2023 include<br />
combinations of black, gray, white, blue, and<br />
only a touch of red, the Suzuki Hayabusa 25th<br />
Anniversary sports a lot more red in places not<br />
used before, mixed with black everywhere else.<br />
Just to give you a taste of how successful the bike<br />
has been since its introduction, consider the fact<br />
200,000 of them have been ordered so far and are<br />
presently roaming the streets of the world. That<br />
means it’s likely we’ll see a lot of these new red<br />
devils doing the same.<br />
Special decals can be seen on the sides of the<br />
ride, but also on the fuel tank, while the drive<br />
chain features the Hayabusa Kanji logo. Gold is<br />
discreetly placed on the inner brake rotor and<br />
chain adjuster, and a 25th anniversary logo has<br />
been placed on the muffler. As standard, the bike<br />
will come with a single-seat cowl (except for the<br />
version that will be sold on the Japanese market).<br />
The normal Hayabusa presently sells in 48<br />
countries, and so will the 25th anniversary model.<br />
The bike will be available for order from August,<br />
but pricing for it has not yet been disclosed. For<br />
reference, a normal Hayabusa starts at R335,000.
NEWS DESK<br />
The new BMW CE 02.<br />
With the new BMW CE 02, BMW Motorrad<br />
is presenting another<br />
e-vehicle for urban conurbations around<br />
two years after the CE 04 and is thus<br />
consistently pursuing its electric mobility<br />
strategy. Thanks to its electric drive, trendsetting<br />
design and innovative solutions, the<br />
eParkourer is a dynamic partner for a new<br />
kind of mobility and provides great riding<br />
fun in an urban environment.<br />
Progressive design with new proportions<br />
and plenty of room for individualisation.<br />
The new BMW CE 02 represents a new<br />
way of accessing BMW Motorrad. It’s<br />
electric, it appeals especially to young<br />
people and it’s neither an e-motorbike nor<br />
an e-scooter. It’s an eParkourer. Created<br />
for the city and the urban environment.<br />
Nimble, practical, robust and reduced to<br />
the essentials in terms of design. Large<br />
wheels meet the demand for robustness<br />
and at the same time ensure riding fun on<br />
many terrains. Black as the basic colour for<br />
the frame, wheels, front fender and triple<br />
clamp fairing at the top, and granite grey<br />
metallic matt for the engine cover offer just<br />
as exciting a contrast as the interplay of<br />
matt and high-gloss surfaces. In the special<br />
HIGHLINE version, the new CE 02 puts in<br />
an extroverted and colourful appearance.<br />
Forks anodised in gold and a tape design<br />
in combination with Petrol as a contrasting<br />
colour make the CE 02 look dynamic and<br />
future-oriented even when standing still.<br />
Powerful drive, low weight and practiceoriented<br />
range. Two performance variants.<br />
Riders aged 16 can ride the new CE 02<br />
with a maximum power output of 11 kW (15<br />
hp). In a 4 kW (5 hp) (rated power 3.2 kW<br />
(4 hp)) version limited to 45 km/h, the new<br />
CE 02 also meets the requirements of the<br />
AM driving licence class and can be ridden<br />
in Germany, for example, from the age of<br />
15 and by riders who have a car licence. In<br />
addition, there are further country-specific<br />
regulations. The powerful drive enables<br />
the new CE 02 in the 11 kW version to<br />
accelerate quickly at traffic lights and offers<br />
a dynamic riding experience. With a top<br />
speed of 95 km/h, progress is speedy on<br />
expressways and a range of more than 90<br />
km (11 kW version according to WMTC)<br />
allows for extended urban adventures.<br />
Thanks to its low weight of only 132 kg<br />
(11 kW version) or 119 kg (4 kW version)<br />
and the low seat height of only 750 mm,<br />
the new CE 02 is also characterised by its<br />
playful handling characteristics.<br />
Two riding modes “Flow” and “Surf”<br />
as standard and “Flash” as optional<br />
equipment and original BMW Motorrad<br />
accessory.<br />
The new CE 02 comes with the “Flow” and<br />
“Surf” riding modes as standard. “Flow”<br />
offers the optimal set-up for cruising along<br />
in urban traffic, while “Surf” provides a<br />
dynamic riding experience beyond the<br />
bustling city traffic. The “Flash” driving<br />
mode is also available as a sporty and<br />
dynamic addition as part of the HIGHLINE<br />
optional equipment and as an original<br />
BMW Motorrad accessory.<br />
External charger as standard and a quick<br />
charger as optional equipment and as an<br />
Original BMW Motorrad accessory.<br />
The new BMW CE 02 comes as standard
NEWS DESK<br />
with an external charger with a charging<br />
power of 0.9 kW, which enables charging<br />
processes to be carried out quickly and<br />
conveniently at standard household<br />
sockets. It’s even faster with the quick<br />
charger with 1.5 kW charging power, which<br />
is available in the HIGHLINE optional<br />
equipment and as an Original BMW<br />
Motorrad accessory (11 kW version only).<br />
Chassis with double-loop tube frame,<br />
telescopic forks, single-sided swingarm<br />
and cast light alloy wheels.<br />
As far as the chassis is concerned the new<br />
BMW CE 02 relies on a torsionally rigid<br />
double-loop frame made of tubular steel.<br />
Hydraulically damped telescopic forks<br />
operate at the front, while a single-sided<br />
swingarm and a directly pivoted shock<br />
absorber are used at the rear. Wide tyres<br />
are mounted on cast light alloy wheels in<br />
disc wheel design and disc brakes ensure<br />
safe deceleration at the front and rear.<br />
BMW Motorrad ABS is featured at the front.<br />
TFT display, USB-C charging port and<br />
connectivity solutions.<br />
In the cockpit, an easy-to-read TFT display<br />
informs the driver about riding speed,<br />
battery charge status and much more. A<br />
USB-C charging socket also allows you to<br />
supply a smartphone with power. Using<br />
the BMW Motorrad Connected app your<br />
smartphone shows you the predicted<br />
end of charging thanks to networking via<br />
Bluetooth, as on the BMW CE 04. In the<br />
HIGHLINE variant, the cradle mode allows<br />
the BMW Motorrad app in the smartphone<br />
(held in a smartphone holder) to be<br />
controlled safely as an additional display<br />
using the keypad on the handlebar. It is<br />
also possible to record your trips using the<br />
app. With the BMW Motorrad Connected<br />
Services (also included in the HIGHLINE<br />
package) the charging status and other CE<br />
02 vehicle information can be viewed at any<br />
time from anywhere via the app.
NEWS DESK<br />
Yamaha Motor Co., Ltd. is pleased to<br />
announce the signing of Alex Rins. He will be<br />
joining Yamaha’s factory team rider line-up for<br />
the 2024 MotoGP season alongside Fabio<br />
Quartararo.<br />
The vastly experienced Spaniard has many<br />
premier-class and lower-class race victories<br />
(6x MotoGP, 4x Moto2, 8x Moto3, 18<br />
in total) and podiums (18x MotoGP, 17x<br />
Moto2, 23x Moto3, 58 in total) to his<br />
name. His vast experience and undeniable<br />
talent make him a fully qualified and welcome<br />
addition to the Yamaha rider line-up.<br />
Following Rins’ leg injury sustained in the<br />
2023 Italian GP Sprint, MotoGP fans the<br />
world over eagerly anticipate his return to<br />
action. He underwent two surgeries and is<br />
working hard on making a full recovery.<br />
Lin Jarvis, Managing Director, Yamaha Motor<br />
Racing: “We are delighted that Alex is joining<br />
the Yamaha line-up, and we warmly welcome<br />
him to the Yamaha MotoGP group.<br />
“We expect Alex to be a great asset. He<br />
has vast experience as a MotoGP rider and<br />
is known to be a natural talent and a multitime<br />
MotoGP class race winner. He already<br />
has experience with two other MotoGP<br />
manufacturers and has ridden bikes with<br />
similar characteristics to the YZR-M1, which<br />
should help him adapt quickly to our bike. His<br />
win in COTA earlier this year underlines his<br />
speed, hunger, and determination to succeed.<br />
Yamaha sign Rins for<br />
2024 MotoGP season<br />
CECCHINELLO TALKS<br />
RINS’ DEPARTURE AND<br />
A POSSIBLE SWITCH TO<br />
KTM MACHINERY<br />
Silverstone. “And now we are dedicating<br />
ourselves to evaluating the different options.<br />
The market is wide and there are also some<br />
young talents in Moto2 to consider. After<br />
Austria, we will surely close the deal.”<br />
“Alex has been away from the MotoGP<br />
paddock for a while due to the injury he<br />
sustained at Mugello, but we are confident<br />
that he should be fully recovered and up to<br />
speed for the 2024 season. We are really<br />
looking forward to working with him and<br />
believe that he will collaborate well with Fabio<br />
and enhance the total performance of the<br />
Monster Energy Yamaha MotoGP Team.”<br />
LCR Honda Team Manager Lucio Cecchinello<br />
has been speaking about his squad’s future<br />
on Friday at the Monster Energy British Grand<br />
Prix after it was confirmed that his 2023 racewinning<br />
rider, Alex Rins, will become a Monster<br />
Energy Yamaha MotoGP rider in 2024.<br />
“We knew that if Alex received an offer from<br />
a factory team this could happen,” said<br />
Cecchinello during MotoGP Practice at<br />
Cecchinello was also asked about comments<br />
Rins made to Spanish broadcaster DAZN<br />
about feeling he didn’t get supported enough<br />
by HRC.<br />
“The truth is that Alex has a factory contract<br />
with HRC, but when you ride a factory bike<br />
in a satellite team everything takes longer.<br />
The evolution is not the same, it’s always a bit<br />
slower. He has shown that he has the talent<br />
and the ability to win races”.<br />
The Italian also went into detail about a recent<br />
phone call he had with Red Bull KTM Factory<br />
Racing’s Francesco Guidotti regarding the<br />
possibility of LCR switching to KTM from<br />
Honda in the near future.<br />
“It was a very normal, friendly call. A private<br />
call between us. He called me and told me<br />
that KTM were assessing their situation. They<br />
have a lot of young talents in their sights and<br />
they don’t have enough places. He told me<br />
they were interested in increasing the number<br />
of KTM riders on the grid and that they knew<br />
we were in a more complicated situation. I<br />
told him I appreciated the offer, but we have<br />
a contract with Honda for 2024, in the future<br />
we will see. I took it into consideration. But the<br />
conversation stopped there. We won’t be with<br />
KTM in 2024.”
NEWS DESK<br />
2024 and beyond: where<br />
next for Morbidelli?<br />
Franco Morbidelli and Monster Energy<br />
Yamaha MotoGP’s journey will come to<br />
an end once the chequered flag is waved in<br />
Valencia at the season finale in November.<br />
Recently it’s been a relationship that hasn’t<br />
reaped the rewards that both Morbidelli<br />
and Yamaha are capable of. Three wins<br />
and a runner-up accolade in 2020 have<br />
been the highlights of what looked set to be<br />
a formidable partnership, but 2023 signals<br />
the end. So where next for Morbidelli?<br />
Mooney VR46 calling?<br />
The most likely destination for Morbidelli<br />
is Mooney VR46 Racing Team. The #21<br />
became Valentino Rossi’s first VR46<br />
Academy World Champion when he won<br />
the 2017 Moto2 title, and Morbidelli<br />
remains an integral part of the VR46<br />
Academy.<br />
Of course, from what we currently know,<br />
there’s no room at the inn. Compatriots<br />
and close friends Luca Marini and Marco<br />
Bezzecchi currently take up the two VR46<br />
Ducati spots for 2024, but there could be<br />
some moving parts within Ducati’s rider<br />
structure that could facilitate Morbidelli’s<br />
move.<br />
Mooney VR46 Racing Team Manager,<br />
Pablo Nieto, admitted before the summer<br />
break that Morbidelli was on their minds<br />
amid the honest interviews Morbidelli<br />
served up when asked about his future.<br />
Rossi and the VR46 Academy won’t want to<br />
see Morbidelli left without a ride and know<br />
exactly what he’s capable of, so it’s a move<br />
that makes sense if it’s possible to make it<br />
happen.<br />
The aforementioned is all speculation for<br />
now, but Morbidelli’s confirmed departure<br />
from Yamaha will spark the silly season<br />
domino effect as we begin the second half<br />
of the 2023 campaign.<br />
Is moving away from MotoGP an option<br />
for Morbidelli?<br />
This is a question that will be on many<br />
people’s lips after hearing this news.<br />
Given how saturated the premier class<br />
rider market currently is, it’s a viable thing<br />
to ponder. Is there room in WorldSBK if<br />
that was the only option? Difficult to say<br />
as things stand. If not, where else would<br />
Morbidelli apply his trade?<br />
But given what Morbidelli confidently said<br />
about having a ‘Plan B and C’ to stay in<br />
MotoGP, all signs point towards the<br />
28-year-old having a place on the grid for at<br />
least 2024, wherever that may be.<br />
It shouldn’t be long before we know what<br />
the future holds for Morbidelli. Does a<br />
mouthwatering switch to VR46 and Ducati<br />
await, or is there something surprising<br />
waiting in the pipeline?
NEWS DESK<br />
Zarco talks Honda links: “I<br />
would be proud”<br />
MotoGP burst back into life at the British<br />
GP and the action came thick and fast, both<br />
on and off the track. While Aleix Espargaro<br />
(Aprilia Racing) claimed a brilliant last lap<br />
Sunday Silverstone win, we saw some big<br />
moves in the rider market which may have<br />
major implications for some established<br />
names in the coming weeks, chiefly Johann<br />
Zarco (Prima Pramac Racing).<br />
Having seemed destined to continue<br />
his time with the Ducati based outfit, the<br />
Frenchman’s future is now up in the air, with<br />
Alex Rins’ (LCR Honda) move to Yamaha<br />
and Franco Morbidelli’s exit kickstarting<br />
a rider merry-go-round. LCR now have a<br />
vacant seat to fill for 2024, and Zarco has<br />
been touted as a potential option.<br />
have to think about this. But my target is<br />
Ducati with this winning bike and winning<br />
team, too. We’re leading the Championship<br />
with Pramac. Jorge [Martin] and I are good<br />
together so why not continue?<br />
Indeed, Zarco remains defiant that he<br />
deserves to continue with Ducati and<br />
ride the Desmosedici beyond the current<br />
campaign, but he believes that Prima<br />
Pramac Racing is the only option for him<br />
to do so: “At the moment results are good<br />
enough to think about Ducati and Pramac<br />
on a factory bike.”<br />
There were also links to the World<br />
Superbike series, but Zarco was quick to<br />
pour cold water over them.<br />
“I would be proud to be this guy,” the #5<br />
said as he responded to speculation linking<br />
him to a lead role with Honda. Assessing<br />
the current state of the RC213V, he<br />
regarded it is an intriguing proposition but<br />
acknowledged that his current home would<br />
be hard to top.<br />
“It won’t be a bad challenge. If you think<br />
about victory, to be in the top position and<br />
to fight, as I’m doing now for a few years,<br />
clearly the place to be is at Ducati because<br />
it’s the best bike. We can see it on the track.<br />
“It’s good to have the interest of Honda.<br />
Clearly it’s nice to have this kind of brand<br />
interested, even if they’re struggling. We<br />
“I’m 4th (at time of speaking after Saturday’s<br />
British GP Tissot Sprint) in the Championship<br />
so why should I think about the Superbike<br />
now? We’re used to saying that if you make<br />
good results you can have your seat in<br />
MotoGP for the following year. I’m doing it<br />
and I still don’t have the seat for next year.<br />
So that makes the feeling a bit strange.<br />
But for sure, what I’m doing now, I won’t<br />
go to Superbike. Not because I don’t<br />
like Superbike, but I’m still performing in<br />
MotoGP, even if people say I’m not winning.”<br />
As Zarco failed to quell the fire, LCR boss<br />
Lucio Cecchinello fanned the flames by<br />
claiming the Frenchman’s camp first made<br />
contact with them.<br />
“I’m going to tell you the truth, we have<br />
nothing to hide. We were approached by<br />
various agents, including the one of Zarco.<br />
We were a little bit surprised, because<br />
Zarco has a very competitive bike currently.<br />
He will also offer us the possibility of<br />
working together with a project of several<br />
years and it’s an option on the table,” LCR’s<br />
Team Principal told French broadcaster C+.<br />
Repsol Honda Team Manager Alberto Puig<br />
was slightly more coy on the rumours, but<br />
did express his admiration for the two-time<br />
Moto2 World Champion.<br />
“I don’t know, right now I can’t answer<br />
you. But I can give you my personal<br />
opinion, Johann is a fast rider with a lot of<br />
experience. He rode with many teams. He is<br />
always a welcome rider. But I can’t give you<br />
a real statement at this moment because we<br />
don’t even talk.”<br />
In what could prove one of the most<br />
surprising switches from the 2023 Silly<br />
Season, should Zarco leap across to Honda,<br />
it paves the way for Marco Bezzecchi<br />
(Mooney VR46 Racing Team) to move to a<br />
Pramac factory machine, and then for Franco<br />
Morbidelli to slot into Bez’ seat and once<br />
again ride under the VR46 banner.
NEWS DESK<br />
Three into two: KTM &<br />
GASGAS’ 2024 dilemma<br />
As was to be expected, the 2024 rider<br />
market talk was ramped up as MotoGP<br />
returned to action at the Monster Energy<br />
British Grand Prix. Alex Rins’ (LCR Honda<br />
Castrol) move to Monster Energy Yamaha<br />
MotoGP to replace Franco Morbidelli was<br />
the first domino to fall, but one of the most<br />
intriguing situations is playing out within<br />
Pierer Mobility AG.<br />
KTM and GASGAS fall under the Pierer<br />
Mobility AG umbrella, a group which is led<br />
by CEO Stefan Pierer. A lot of the silly season<br />
talk has surrounded what’s going to happen<br />
in the GASGAS Factory Racing Tech3<br />
ranks for next season, with Pol Espargaro<br />
having a contract in place for 2024. Augusto<br />
Fernandez has done more than enough to<br />
show he’s worthy of another year on the<br />
premier class grid, but then there’s Red Bull<br />
KTM Ajo star boy Pedro Acosta who has<br />
made it clear another year in Moto2 isn’t an<br />
option for him in 2024.<br />
That means, with Brad Binder and Jack<br />
Miller already confirmed to be Red Bull KTM<br />
Factory Racing’s pairing, Pierer Mobility AG<br />
have three riders to fit into their ranks. Three<br />
into two doesn’t go. And the last thing Pierer<br />
Mobility AG will want to do is see Acosta<br />
move to a rival factory. So there’s some<br />
working out to be done.<br />
Speaking to Speedweek.com, KTM<br />
Motorsport Director Pit Beirer confirmed that<br />
talks have been held with current MotoGP<br />
Independent Teams about trying to find<br />
a slot where they could place one of their<br />
riders.<br />
“There was a reasonable conversation at<br />
the French GP. Two weeks later they came<br />
to a new agreement with their current<br />
manufacturer. From their point of view, that<br />
makes sense,” said Beirer, talking about<br />
Gresini Racing MotoGP.<br />
A similar conversation was had with LCR<br />
Honda boss Lucio Cecchinello: “There were<br />
no intensive discussions with Lucio. We just<br />
asked about his contract situation. When he<br />
informed us that he had a Honda contract<br />
for 2024, the conversation ended.<br />
“We don’t want to negotiate with anyone<br />
who has a valid contract for the coming<br />
season. We don’t support a culture of<br />
snatching teams that are under contract<br />
from other manufacturers,” continued Beirer<br />
to Speedweek.<br />
A clear answer was also received from<br />
CryptoDATA RNF Aprilia boss Razlan Razali,<br />
as they have a contract in place for 2024<br />
with the Noale factory.<br />
All is not lost yet though. Beirer also<br />
confirmed to Speedweek that their preferred<br />
option is to gain two extra places on the<br />
MotoGP grid through Red Bull KTM Ajo<br />
boss Aki Ajo. “Our efforts and wishes are<br />
still going in weekly talks with Dorna to get<br />
more places,” stated Beirer. How possible<br />
that idea is remains to be seen.
NEWS DESK<br />
When asked about what the future holds on<br />
Thursday at Silverstone, Pol Espargaro said he<br />
wasn’t worried about the noise surrounding his seat<br />
and the situation regarding himself, Fernandez and<br />
Acosta.<br />
“I’m super pleased and happy because the Pierer<br />
Mobility Group have been super good with me,<br />
I never expected they would treat me in the way<br />
they’ve treated me in the last months, I’ve felt huge<br />
love from that side,” said the #44, who returned to<br />
action for the first time since his Portimao crash at<br />
Silverstone – just over four months ago.<br />
“They’ve always said don’t worry about that, the<br />
first and most important thing is to recover and<br />
then from that moment on, go racing and see what<br />
happens. This is the only thing I was looking for. Not<br />
caring about the contracts or whatever, the most<br />
important thing was to come here fully fit.<br />
“After that I have a contract for 2024 also so for<br />
me I’m not worried about that. My expectation is<br />
to prove that I can be here, I want to be here. If I’m<br />
not fast enough next year for sure I will move away,<br />
I love this factory, I love KTM and GASGAS Factory,<br />
and they deserve good results. So if the results<br />
aren’t coming then I’m going to be the first one to<br />
move on and let the young guys like Pedro and<br />
Augusto build themselves.<br />
“For me the most important thing at the moment<br />
is to see that bike winning. They deserve it. They<br />
spent a lot amount of effort to put that bike on the<br />
podium and hopefully it will come with me, but if not<br />
somebody else needs to do it so I will be happy.”<br />
Espargaro is adamant that this will only come into<br />
play next year though. After all, the Spaniard has<br />
a contract for 2024. However the 2013 Moto2<br />
World Champion did admit that every rider needs to<br />
prove themselves each year – whether they have a<br />
contract in their back pocket or not.<br />
“This is something that even the riders with<br />
contracts need to do every year, the riders need to<br />
know they need to perform. Each manufacturer puts<br />
a lot of effort into this paddock to perform well. If<br />
the rider doesn’t perform well then you need to find<br />
solutions.<br />
“I’m going to be the first one to move if I’m not<br />
performing well, this is not what worries me. I really<br />
want to perform and from that moment on I show to<br />
everyone that I should be here, this is my place.”<br />
The talk was ramped up during the summer break<br />
when Stefen Pierer confirmed to Speedweek that<br />
Fernandez’s contract had been renewed for 2024.<br />
Asked about that ahead of the British GP, the<br />
premier class rookie was adamant nothing has been<br />
signed or confirmed.<br />
“Honestly I’ve read the news but my situation is the<br />
same as before the summer. Nothing is confirmed<br />
so yeah, just waiting for confirmation from the<br />
bosses but yeah my situation is the same.”<br />
The reigning Moto2 World Champion was also<br />
asked whether he’d heard anything regarding the<br />
talks Pierer Mobility AG had held with Independent<br />
Teams. Fernandez was clear in what his preference<br />
was if that was something that did come to fruition.<br />
“Yeah I’m trying to close my contract with them.<br />
Obviously I want to continue with GASGAS Tech3,<br />
I’m happy with them, and I hope to continue in the<br />
same place.”<br />
With Pol Espargaro having a contract and Peirer<br />
confirming Fernandez’s contract has been renewed,<br />
a solution needs to be found to accommodate<br />
the impending arrival of Acosta. It’s because of<br />
the Spaniard’s obvious talent and potential that<br />
Pierer Mobility AG finds itself in a situation like this.<br />
Having too many options is never a bad problem
NEWS DESK<br />
to have, but it is that - a problem. And it’s a<br />
conundrum that needs to be solved soon.<br />
The lengths KTM and GASGAS hierarchy<br />
are going to in order to make room for the<br />
2021 Moto3 World Champion are clear,<br />
and it’s something Acosta himself finds<br />
“impressive”.<br />
“It’s quite impressive that one manufacturer<br />
puts all their support in myself,” said Acosta<br />
on Thursday at Silverstone, as the new<br />
Moto2 title race leader continues to wait to<br />
find out where he’ll be riding next season.<br />
“And they are believing in myself, the only<br />
thing is I have to wait. I believe in them, they<br />
are giving 100% since the moment I arrived<br />
in the World Championship. And why not?<br />
It could be so nice to continue my story with<br />
KTM racing in orange and let’s see, why not.<br />
“I’m so happy for him, in the end they’re<br />
having very good results,” continued the<br />
19-year-old, speaking about his former<br />
Moto2 teammate Fernandez. “He<br />
deserves this place in MotoGP and let’s<br />
see. We’re going to have to fight again for<br />
the number 37.”<br />
What Pierer Mobility AG end up doing for<br />
2024 remains to be seen. It’s a fascinating<br />
situation to keep an eye on ahead of their<br />
home round in Austria on the 18-20 of<br />
August because it’s usually at the Red<br />
Bull Ring where we find out where the<br />
jigsaw pieces have fallen for the Austrian<br />
manufacturer.<br />
Will two new spots be opened up by Dorna<br />
Sports? Is there an option to place one of<br />
their riders in a current Independent Team?<br />
Or will Pierer Mobility AG be forced to make<br />
a decision on who makes up the two spots<br />
at GASGAS Factory Racing Tech3 in 2024<br />
between Pol Espargaro, Fernandez and<br />
Acosta? A huge couple of weeks await.
FIRST<br />
RIDE<br />
Words: Shaun Portman | Pics: Beam Productions<br />
NEW KTM 1290 SUPER DUKE R EVO<br />
EVOLUTION<br />
The KTM 1290 Superduke R has arguably been<br />
the best in its segment since its release way<br />
back in 2014. Since then there have been three<br />
generations of the iconic machine, from 2014 to<br />
2016, 2017 to 2019, and finally 2020 to the current<br />
day. One would think that KTM would rest on their<br />
morals on what is an already brilliant machine,<br />
however, KTM isn’t done with their third generation<br />
of the 1290 Superduke R- Enter the 2023 KTM<br />
1290 Superduke R EVO. Evolution and adaption are<br />
critical when it comes to maintaining one’s status<br />
as the top dog. The KTM 1290 SUPER DUKE R EVO<br />
is a BEAST-evolved. Boasting intuitive Semi-Active<br />
Suspension Technology (SAT), this BEAST not only<br />
adapts to the road surface but also to the rider’s<br />
inputs - making it a cold, calculated hunter. A<br />
frightening prospect for any would-be challenger.
Yes, not much has changed on the EVO, but as the<br />
saying goes- if it ain’t broke, don’t fix it! The 1290<br />
Superduke R promises to accel at both road and<br />
track and that’s exactly where we put it to the test.<br />
We collected a demo unit from RAD KTM in Rivonia<br />
and added over 500km on the Odo with a ride out<br />
to Cullinan and our favorite home track, Redstar<br />
Raceway out in Delmas. The heart of the beast, the<br />
1301cc LC8 V-twin motor has been optimized to be<br />
lighter while still obtaining near-class-leading stats.<br />
The ferocious 180hp and 140NM of torque are and<br />
have always been what makes the 1290 Superduke<br />
a ‘BEAST’. The R Evo uses a six-speed PANKLmanufactured<br />
gearbox with a power-assisted slipper<br />
clutch to round out the package. While riding, the<br />
roar from the excitable motor, combined with the<br />
aftermarket SC Projects slip-on exhaust sings a war<br />
cry with every decibel, penetrating your heart and<br />
soul, making you ride like you never ever thought you<br />
could while popping and banging along the way.<br />
The Chrome-moly tubular space frame has also<br />
evolved over the years becoming stiffer and lighter,<br />
still using the motor as a means to increase torsional<br />
rigidity. This is what gives the Duke its sporty yet<br />
comfortable riding position and unrivaled handling.<br />
Although stiffness is the name of the game, the<br />
Superduke R is still soft and plush enough out on the<br />
roads where you need it to be without compromising<br />
stiffness and rigidity out on the track. The EVO takes<br />
this one step further now, with the addition of 48mm<br />
USD WP Semi-active Suspension up front with<br />
125mm of travel and a WP Semi-active Rear Shock<br />
with 140mm of travel. This addition makes the 1290<br />
EVO more adaptable and useable than ever before.<br />
Now, at the flick of a switch, you can alter settings<br />
via the easy-to-use and navigate KTM system. The<br />
suspension feels less intrusive and conventional<br />
when comparing it to other electronic suspensions<br />
on the market. It is electronically controlled and<br />
uses Pulse Width Modulation stroke sensors which<br />
offer finer and more responsive stroke signals and<br />
faster reaction and adjustment times, leaving you<br />
as the rider with just the simple task of just riding.<br />
The settings are extensive and include damping<br />
adjustment, auto(High, Low, and Standard), Sport,<br />
Street, Comfort, and Track. Out on the road, I found<br />
myself either riding in Comfort or Sport. Comfort<br />
POWER<br />
180 bhp @<br />
9,500 rpm<br />
TORQUE<br />
140 Nm<br />
@ 8,000rpm<br />
TANK<br />
CAPACITY<br />
16 L<br />
SEAT<br />
HEIGHT<br />
835mm<br />
DRY<br />
WEIGHT<br />
191kg
soaks up the bumps well giving you the illusion<br />
that you are riding a sports tourer and not a firebreathing<br />
rigid naked beast. Sport mode is stiffer,<br />
more precise, and more direct around corners,<br />
offering better feedback as well as a more<br />
consistent feel although not as subtle and soft<br />
as Comfort. You also have an advanced setting<br />
where you can alter damping, pre-load, and antidive<br />
to name a few.<br />
Now I never delved into the manual settings<br />
but rather into the default ones, as who am I to<br />
doubt the WP suspension Wizards at KTM? For<br />
the track, I simply selected track mode which<br />
stiffened up the compression and adjusted the<br />
pre-load and rebound settings accordingly. I also<br />
played around with the anti-dive setting and found<br />
it better to leave on, rather than off which gave me<br />
better control under braking and slowing down<br />
coming into corners reducing the amount of dive<br />
The EVO made<br />
this task simple, by<br />
combining rigidity<br />
with feedback and<br />
control making<br />
sure that I never<br />
missed an apex<br />
and held a line with<br />
relative ease.<br />
on the front end while braking. The possibilities<br />
and adjustments are endless and with more time<br />
I do believe that we could have got the setup just<br />
right, however saying that the default settings<br />
offered by WP and KTM came pretty darn close.<br />
The EVO felt familiar out on track and you would<br />
have to look pretty hard to find any difference<br />
between this and a normal 1290 Gen3. When<br />
riding though is wheen you will feel and notice<br />
the changes KTM has brought to the table.<br />
Unfortunately, this particular demo wasn’t fitted<br />
with the optional Tech Pack as yet so we were<br />
limited to only having the Street, Sport, and Rain<br />
mode. Even so, we managed to set competitive<br />
lap times of 2.03s and even managed to put some<br />
full race-prepped 1000s on race rubber to shame.<br />
The EVO made this task simple, by combining<br />
rigidity with feedback and control making sure<br />
that I never missed an apex and held a line with<br />
relative ease.
WP isn’t the only big name found on this<br />
bike though – Brembo Stylema brakes are<br />
standard, as are the specially designed<br />
Bridgestone S22 tires which we swapped<br />
out for BATTS HP2 Supersport tyres<br />
for this test. The range-topping Brembo<br />
Stylema brakes with Bosch 9.1MP 2.0 (with<br />
cornering ABS and SUPERMOTO ABS)<br />
make braking and stopping safely as easy<br />
as 1-2-3, while the Supermoto mode allows<br />
the kid in you to come out and play giving<br />
you the freedom to slide the rear end with<br />
the back brake while the front brake is still<br />
kept in check by the ABS. The EVO stays<br />
true to its siblings by being thirsty. A beast<br />
needs to eat as they say and therefore the<br />
16L fuel tank is drained rather quickly when<br />
riding spiritedly. This is soon forgotten<br />
about though as you cannot put a price on<br />
FUN. And that’s what the 1290 Supeduke<br />
EVO is all about... FUN!<br />
Subtle styling changes on the EVO, make<br />
it as light and strong as possible without<br />
losing any of the 1290’s charisma and<br />
aggression that we have come to adore<br />
over the years. Parked next to a normal<br />
1290 Superduke Gen3, you would be hardpressed<br />
to tell them apart other than the<br />
colour and difference in suspension. The<br />
new KTM 1290 Superduke R EVO is exactly<br />
what it says it is in its name, an evolution<br />
of an already near-perfect machine. Now a<br />
complete package with the finest electronic<br />
riding aids, cruise control, and the WP<br />
Semi-Active suspension. What KTM has<br />
done for 2023 is take the Superduke R and<br />
give it that final missing piece to make it not<br />
only Ready to Race but also Ready to Ride.<br />
Priced from just R371 999.00 and after<br />
careful evaluation, we’ve determined that<br />
the 2023 KTM 1290 Super Duke R Evo is<br />
not only a beast. It is the beast!
RUBBER TESTING<br />
GET A GRIP<br />
You’ve just read how awesome, and brutal<br />
the new KTM 1290 Super Duke R EVO<br />
from RAD KTM is. A real beast with real<br />
power, and as Uncle Ben told Peter Parker<br />
(Spiderman) “With great power comes great<br />
responsibility”. So, for the test on the new<br />
Orange Naked beast, we did the responsible<br />
thing. We headed over to the best in the<br />
business when it comes to motorcycle tyres,<br />
Bike Tyre Warehouse, and fitted one of the<br />
most responsible, and affordable, supersport<br />
tyres on the market today - BATT’s new HP II<br />
Series Supersports.<br />
I have been seeing this tyre more and more as of late<br />
out on the roads, with many a rider having them fitted<br />
to their bikes due to their impressive grip, longevity,<br />
and most important their price. Available in the<br />
following sizes- 110/70-17, 120/70-17, 140/70-17,<br />
160/60-17, 180/55-17, 190/50-17, 190/55-17, and<br />
a 200/55-17, the HP II series cater for a whole host<br />
of motorcycles and applications from small capacity<br />
motorcycles, commuters, adventure bikes, touring<br />
bikes, naked bikes, and superbikes. This tyre is a highperformance<br />
super sport dual compound with steel<br />
belt radial that is a confidence-inspiring tyre whether<br />
you are daily commuting, touring, or enjoying the<br />
occasional track day.<br />
We had them fitted to the Superduke R EVO for exactly<br />
that reason, a little bit of road fun as well as a full day<br />
of track riding out at Redstar Raceway in Delmas. Out<br />
on the road, the tyre heats up quickly and offers grip<br />
and confidence right out of the gates. For the road, we<br />
set pressures to 2.3 bar front and 2.5 bar on the rear.<br />
The edge and braking grip was impressive as was<br />
the way the tyre adapted and handled changing road<br />
conditions. The Dual compound ensures longevity<br />
without sacrificing grip with customers reportedly<br />
getting between 20-25 000km on a single set.<br />
With Steel belt radial technology and a wide central<br />
spine to ensure maximum grip during acceleration the<br />
tyre not only excels on the road but out on the track<br />
as well. Yes granted it’s not a track tyre but rather a<br />
supersport tyre with built-in track technology. We put<br />
the tyres to the test around the demanding Redstar<br />
Raceway out in Delmas with a mixture of tight and fast<br />
corners, long straights as well as hard acceleration<br />
and braking points. No tyre warmers were used and<br />
tyre pressures were set to 2.2 bar cold on the front<br />
and 1.8 bar cold on the rear. After only just over 1<br />
lap the tyres were up to operating temperature, even<br />
in the colder morning weather conditions. From the<br />
second lap, my knee was already dragging on the<br />
tarmac as I got to grips with the feeling and feedback<br />
the tyres gave me. The sidewall is stiff enough to offer<br />
flex without compromising on edge grip, meaning I<br />
could obtain impressive lean angles. The braking grip<br />
was consistent with not one moment on the front end
the whole day. The rear started to move around<br />
as the day went on under hard acceleration but<br />
this was more due to the increase in track and air<br />
temperature as well as the immense torture they<br />
were subjected to with the 180hp/140NM Duke.<br />
At the end of the day, the tyres looked pretty<br />
much new and hardly wore. Even after 6 eight lap<br />
sessions(48 laps) the tyres still offered premium<br />
grip allowing me to post sub 2.04 lap times. I even<br />
managed to catch and pass race-going 1000cc<br />
superbikes fitted with race rubber on a stock naked<br />
road bike, fitted with road-going supersport tyres.<br />
To say I was impressed with BATT’s HP II Series<br />
tyres would be an understatement. Priced from just<br />
R3999 fitted, there really isn’t any reason not to give<br />
them a go for yourself.
FIRST<br />
RIDE<br />
KAWASAKI H2 BEAST<br />
SUPER<br />
Words: Shaun Portman | Pics: Beam Productions<br />
SUPER<br />
SUPER<br />
CHARGED<br />
We have been lucky enough to test some<br />
amazing bikes over the years here at <strong>MRW</strong>,<br />
none more so than the latest machine we got<br />
to swing our leg over. A 2017 Kawasaki Ninja<br />
H2, but with a difference. Blake Industries<br />
and ETR Performance, masters of tuning<br />
got their hands on this already unique and<br />
powerful supercharged machine to make it<br />
even more powerful.
From the factory, the Kawasaki H2 produces an<br />
already impressive 200HP and 133NM of torque.<br />
But for Blake Industries and ETR Performance this<br />
wasn’t nearly enough as they fettled and tinkled<br />
with the H2 and what they achieved is nothing<br />
short of mind-blowing. Even more impressive is<br />
the fact that the bike still runs on 95-octane pump<br />
fuel, so no special race fuel to aid in additional<br />
performance. The H2 is fitted with a full Arata<br />
racing exhaust system, Turbosmart blow-off valve,<br />
Extreme Creations (Australia) intercooler kit, Stage<br />
2 supercharger gears, Bosch 1000cc secondary<br />
injectors, and a Blake Industries custom ECU<br />
flash. All of this means that this H2 now makes<br />
more power than a stock Kawasaki H2R with a<br />
mind-blowing 305.9hp and 169.1NM of torque.<br />
For reference, a stock Kawasaki H2R on the same<br />
dyno produced 284.5hp and 161NM of torque.<br />
If this wasn’t enough though, Blake Industries<br />
and ETR Performance have taken it a step further<br />
by customizing the aesthetic side of things by<br />
customizing the wheels, adding winglets, adding<br />
radiator guards, adding carbon fiber bits, adding a<br />
Brembo front master cylinder and adding winglet<br />
mirrors. This H2 truly is beautiful and demands<br />
attention where ever you go on it. This is the same<br />
bike that Sheridan Morais has been riding and<br />
having fun on over the last couple of months.<br />
When he first started riding it, it was only 240hp.<br />
It now has 305.9hp and he recently took it out to<br />
The Monday Club at Kyalami to put it to the test.
The traction and wheelie<br />
control seemed to have given<br />
up trying to keep the power in<br />
check much like a babysitter<br />
losing control of a group of<br />
unruly youngsters.<br />
Unfortunately, he was still recovering from injury but<br />
still managed to put in some impressive laps, still on<br />
standard suspension and gearing. The gearing was<br />
quite short, despite being standard the H2 was topping<br />
out on the clock at 299kph before the flat-out right-hand<br />
sweep down Kyalami’s main straight.<br />
Since then Blake Industries and ETR Performance have<br />
gone down two teeth on the rear sprocket for more<br />
top speed and to prevent the H2 from limiting down<br />
Kyalami’s main straight. They took the bike down to<br />
Kyalami for yet another Monday Club at Kyalami and<br />
this time, I would get to sample the most powerful bike<br />
I have ever and more than likely will ever get to ride.<br />
To say I was nervous was an understatement but my<br />
excitement and interest got the better of me and I was<br />
soon out for my first session on a well-worn set of Pirelli<br />
Diablo Supercorsa SC2 race tyres. The power was<br />
simply brutal, there are no other words to describe it,<br />
and definitely too much power for a race track and my<br />
skill level.<br />
As the session went on it would seem that the<br />
outrageous power wasn’t just too much for me but the<br />
standard clutch as well as it started slipping halfway<br />
through the session at high rpm’s from 4th to 6th gear.<br />
Now it has taken a huge amount of abuse and numerous<br />
track days with Sheridan, so who can really blame it?<br />
Chatting with Martin Blake there are plans to fit a heavyduty<br />
clutch to this beast to better cope with the amount<br />
of power and abuse it takes.<br />
The H2 was actually easier to ride around a track than<br />
I was anticipating. Handling wasn’t bad at all, all be<br />
it quite soft. The traction control and wheelie control<br />
seemed to have given up trying to keep the power in<br />
check much like a babysitter losing control of a group of<br />
unruly youngsters. The H2 was spinning the rear wheel<br />
in and out of the corners and even down the straights.<br />
This put even more strain on the ailing clutch and Pirelli<br />
SC2 rear tyre which was now misshaped and had little<br />
grip left to offer. Despite the clutch issues the H2 was<br />
still reaching over 290kph on the clock down the front<br />
straight even though I was having to short shift from 4th,<br />
5th to 6th and roll off around the right-hand sweep with<br />
a lot of vibration coming through the handlebars from<br />
the clutch and high rpm’s thanks to it slipping. Trying to
keep the H2s front wheel down was much like stopping<br />
the SA goverment from being corrupt - impossible, and<br />
eventually, I just had to let it do its thing and hold on for<br />
dear life. I was leaving thick black lines on just about<br />
every corner exit as I tried to get the 306hp down to the<br />
ground. A battle I happily lost with a huge smile on my<br />
face as this was the most fun I had ever had while riding<br />
around a track.<br />
The standard Brembo brakes worked like a treat with<br />
some fade late on in the sessions due to well-worn brake<br />
pads. The Brembo front master cylinder also aided in<br />
sharper braking, giving more feedback braking from<br />
around 290kph to 60kph for turn 1. All of this is more<br />
impressive when you take into account the 238kg wet<br />
weight of the H2. This is obviously a lot heavier than<br />
standard 1000cc superbikes which are a lot easier to<br />
ride and slow down for the corners. The quick shifter<br />
worked well and is silky smooth and precise although it<br />
does lack the addition of an auto-blip, another addition in<br />
the pipeline for Blake Industries and ETR Performance to<br />
further enhance the performance of this H2.<br />
All in all and it was a great experience to sample that<br />
amount of power and I look forward to doing it again<br />
soon with fresher rubber and with the heavier-duty clutch<br />
fitted. We will also be getting Sheridan Morais back on<br />
the H2 to see exactly what speed he can reach down<br />
Kyalami’s front straight on the monstrous Kawasaki H2<br />
by Blake Industries and ETR Performance.<br />
Trying to keep the H2s front<br />
wheel down was much like<br />
stopping the SA goverment<br />
from being corrupt -<br />
impossible, and eventually, I<br />
just had to let it do its thing<br />
and hold on for dear life.
FIRST<br />
RIDE<br />
NEW HONDA CB750 HORNET<br />
THE BUZZ<br />
Words: Shaun Portman | Pics: Beam Productions<br />
AROUND<br />
TOWN<br />
The Honda Hornet is just about as iconic<br />
as any motorcycle can be. A fan favorite<br />
since the original CB600F Hornet debuted<br />
way back, 25 years ago in 1998 mainly<br />
thanks to its practicality, affordability, and<br />
sheer reliability. Since then there have<br />
been various updates and versions of the<br />
Hornet, with the latest coming in 2023<br />
with the all-new CB750 Hornet. So we did<br />
what we do best here at Moto Rider World<br />
by putting it through its paces both out on<br />
the road and on the track.
An all-new 755cc Liquid Cooled OHC, 4-stroke,<br />
8-valve Parallel-twin motor, featuring a 270-degree<br />
crank and uni-cam produces 90.5hp and 74.4Nm<br />
of torque. The all-new motor, which is also<br />
mounted in the new Transalp, is mated with a steel<br />
diamond frame with limited flex. So Honda has<br />
done away with the infamous in-line four motor<br />
and replaced it with a parallel twin motor with the<br />
same design ethos, similar to that of the Africa<br />
Twin and CRF450R. Has it worked? In short, yes!<br />
The new motor has oozes of low-down power<br />
and torque, perfect for point A to B commuting,<br />
touring, or general horseplay. The addition of a<br />
ride-by-wire throttle increases and smoothens<br />
out response and also allows the addition of new<br />
and various riding aids, never before seen on<br />
any Hornet prior. The new CB has three preset<br />
riding modes- Rain, Standard, and Sport with a<br />
customizable User mode as well. You also have<br />
access to three traction control settings, three<br />
engine brake levels, and three power output<br />
levels. I found the traction control to be quite<br />
medley, even on the lowest setting the bike would<br />
almost cut out when joining the road from off of it<br />
or under hard acceleration at low speeds. I found<br />
it better to leave the TC off, also making it easier<br />
to wheelie or accelerate hard without concern of<br />
the bike cutting out.<br />
As with most Honda’s the Hornet comes standard<br />
fitted with Showa front and rear suspension. Up<br />
front, you have an SFF-BP 41mm USD fork paired<br />
with a rear mono-shock operated by Honda’s<br />
usual Pro-link system. Suspension adjustment is<br />
limited with the rear pre-load alone. The brakes<br />
are Nissin radial mounted 4-piston calipers with<br />
twin 296mm rotors up front and a single-piston<br />
caliper at the rear, mounted to a 240mm disk.<br />
The Hornet also boasts a simplistic dual-channel<br />
ABS system which unfortunately cannot be<br />
disengaged.<br />
POWER<br />
90 bhp @<br />
9,500 rpm<br />
TORQUE<br />
75 Nm<br />
@ 7,250rpm<br />
TANK<br />
CAPACITY<br />
15.2 L<br />
SEAT<br />
HEIGHT<br />
795mm<br />
WET<br />
WEIGHT<br />
190kg<br />
A closer look shows that Honda<br />
hasn’t skimped where it really matters<br />
and this shows in the aesthetics<br />
department. The Hornet is sleek,<br />
sharp, and elegant with a hint of<br />
aggression from every angle. Typical<br />
Honda build quality shines through, especially<br />
in the switchgear and interface. LED headlights,<br />
tail lights, and indicators are standard with the<br />
before mentioned turning the night into day<br />
with their brightness. The rich specification<br />
list is headlined by a 5-inch TFT colour display<br />
offering vivid information and four types of speed/<br />
rpm display (analog or bar, according to rider<br />
preference) as well as fuel gauge/consumption,<br />
riding mode selection/engine parameters, grip<br />
angle degrees, gear indicator and customizable<br />
up-shift point on the tachometer to name a few.<br />
Also integrated into the easy-to-use interface is the<br />
Honda Smartphone Voice Control System(HSVC)<br />
allowing you to connect your Android or Apple<br />
phone via Bluetooth, make and receive phone<br />
calls and give voice commands so long as you<br />
use a helmet-mounted headset.<br />
Out on the road and track the Hornet is<br />
predictable and easy to use. It’s a small and<br />
compact bike, resembling a 250/300cc rather<br />
than a 750cc and this makes it light and flickable<br />
from left to right. Believe it or not, it actually<br />
has the best power-to-weight ratio in its class,
weighing in at 190kg fully fueled. The frame is rigid<br />
and while riding aggressively you can sense that the<br />
suspension battles to keep up. The riding position is<br />
typically naked, sporty yet comfortable with narrower<br />
handlebars than most of its rivals. Tall and short riders<br />
won’t have an issue adjusting to the Hornet. The<br />
795mm seat height also ensures that even the vertically<br />
challenged will manage to feel comfortable on the CB.<br />
Around the track, the footpegs do scrape from time to<br />
time because the handling is so good with the 120/160<br />
tyre size.<br />
Each riding mode engages 1 of 3 different power levels,<br />
3 engine braking settings, and the before mentioned<br />
traction control settings. Sport mode uses maximum<br />
level 3 of power, level 1 engine braking, and TC settings.<br />
The Standard mode puts power, traction control, and<br />
engine braking all into level 2 while Rain mode puts<br />
the TC to level 3, drops the power level to 1, and sets<br />
the engine braking to the middle setting. You can also<br />
mix and match these three settings to create your own<br />
custom user mode which is exactly what I did.<br />
The Hornet is pinpoint<br />
accurate, nimble,<br />
and holds a line<br />
fantastically out on<br />
track. A comfortable<br />
place to be whether you<br />
ride every day or enjoy<br />
the occasional kneedragging<br />
track day.
The Hornet is pin-point accurate, nimble,<br />
and holds a line fantastically out on track. A<br />
comfortable place to be whether you ride every<br />
day or enjoy the occasional knee-dragging track<br />
day. The Hornet will get you to where you need<br />
to go, with a gigantic smile on your face to boot.<br />
It’s unassuming but quickly pulls on your heart<br />
string. I can’t remember when I last rode a naked<br />
Japanese bike with this amount of fun factor and<br />
character. Perhaps the Yamaha MT09? The sixspeed<br />
gearbox is smooth but lacks the addition<br />
of a quick-shifter as standard. This puts a damper<br />
on what is an already great package. Yes, you can<br />
add one after but that’s not the point. And yes I<br />
know that adding one would have hurt the price,<br />
as would adding cruise control and heated grips<br />
but nowadays these are necessities and should<br />
be standard equipment.<br />
The Hornet isn’t thirsty as you would expect from<br />
a Honda in this segment. The 15.2L fuel tank will<br />
last close to 350km, more if you ride sparingly.<br />
Packed with great features such as smartphone<br />
connectivity, auto-canceling indicators, and<br />
ESS(Emergency Stop System). The new Hornet<br />
is the cheapest of its middle-weight naked rivals<br />
at R179 999, a mouth-watering prospect because<br />
it’s powered by an all-new beautiful parallel twin<br />
motor, and has a bountiful array of riding modes,<br />
electronics, and standard equipment. An allaround<br />
fun and practical machine is the new<br />
CB750 Hornet. You truly cannot go wrong with the<br />
legend that is a Hornet!<br />
The brakes are fantastic and fade-free, especially<br />
around a race track, not its natural habitat by<br />
any stretch of the imagination. The ABS is barely<br />
noticeable, a plus in my book especially since you<br />
cannot switch it off.
Words: Shaun Portman | Pics: Beam Productions<br />
RACING<br />
AHEAD<br />
KAWASAKI ZX10R MASTERS CUP BIKE<br />
One of the most popular superbike racing categories in South<br />
Africa is by far the Sunbet Kawasaki ZX10 Masters Cup. The series<br />
forms part of the Extreme Festival. The bikes are obviously all<br />
Kawasaki ZX10 machines of different years and so are the riders.<br />
There are a few different age restrictions and classes the first<br />
being Masters which caters to riders aged between 35 and 44.<br />
Then you have the Veterans from 45 to 51 and finally the Extreme<br />
Veterens for riders 51 and up. There are generally over 20 bikes<br />
lining up on the grid for every round, a rare sight in SA nowadays.
The bike we have on test here is a 2022 Kawasaki<br />
ZX10R which belongs to and is ridden by Ian<br />
Harwood. This particular bike pushes out 180hp and<br />
just over 107NM of torque which doesn’t sound like<br />
much to be honest, especially when comparing it<br />
to the ZX10R’s standard specs. The bike was fitted<br />
with a used set of Bridgestone R11 soft tyres which<br />
already had a good 30 laps on them before the test.<br />
Aesthetic wise it is a pretty bike from every angle,<br />
fitted with a custom decal kit from Moto Kustoms<br />
which really helps it stand out. The high-rise screen<br />
also aids not only in the looks department but with<br />
aerodynamics as well. As mentioned above with the<br />
rules of the ZX10 Cup this bike is pretty much stock<br />
except for some suspension work and that beautiful<br />
Arata slip-on exhaust.<br />
We managed to do around 45 laps for the day and set<br />
a consistent pace in the 2.03s. The setup wasn’t ideal<br />
with the front suspension springs being way too soft.<br />
We dialed up pre-load by 8 clicks to its max but it was<br />
still way too soft. The front end chattered, hopped,<br />
and skipped under hard braking making corner entry<br />
sketchy more often than not. The brakes were good<br />
and consistent for most of the day but the brake pads<br />
These are the basic rules for<br />
the bikes in the ZX10 Masters<br />
Cup which help keep things<br />
as close and fair as possible:<br />
• Standard Engine which gets<br />
dynoed and sealed at KMSA<br />
• Standard ECU with minor<br />
Changes allowed [Quick shifter<br />
timing and sensitivity]<br />
• Aftermarket plug-and-play quick<br />
shifter is allowed<br />
• No after-market fuelling modules<br />
are allowed<br />
• Front suspension is standard<br />
with only springs and oil/air gap<br />
changes are allowed<br />
• Rear shock modification as<br />
per ZX10 spec done by MP<br />
suspension or Shock logic and<br />
then sealed<br />
• Only standard or SBS brake pads<br />
and discs are allowed<br />
• Only BRIDGESTONE R11 Soft<br />
compound tyres are allowed<br />
• Aftermarket slip-on exhaust with<br />
standard header pipes<br />
• Air filters are free of restriction<br />
• Rear sets and the steering<br />
damper are free of restriction<br />
• Clip-on handlebars are free from<br />
restriction<br />
• Aftermarket race fairings are free<br />
from restriction
were quite worn which caused a little bit of brake<br />
fade from the standard Brembo front Stylema<br />
calipers and master cylinder. The tyres offered<br />
great grip under braking, lean angle, and corner<br />
exit, despite having over 70 laps of abuse on<br />
them by the end of the day. Kawasaki has always<br />
had a great traction control system on their new<br />
generation ZX10s, and this one is no different.<br />
It’s consistent and reliable, helping to prevent<br />
wheelies and wheelspin to optimize acceleration.<br />
The rear suspension felt good and solid offering<br />
great feedback to me on what the rear of the bike<br />
was doing- despite my hefty frame. The motor<br />
on the ZX10 is crisp and strong but not as strong<br />
as some race BMW S1000RRs I have ridden<br />
but then again you are restricted by the rules in<br />
what you can do and how much performance<br />
you can get out of it. The quick-shifter/auto-blip<br />
is smooth although slightly delayed and too<br />
sensitive, but can be adjusted as per the rules.<br />
Without knowing it even the slightest touch would<br />
trigger an untimely gear change causing a few<br />
intense moments out on track. The fueling system<br />
and engine braking could use some work. The<br />
bike runs into turns and surges even when off<br />
the throttle which caused me to run into corners<br />
quicker than I would like, run wide on a few<br />
occasions and almost lose the front.<br />
The riding position is typical superbike, with<br />
pushed-out clip-on handlebars providing the<br />
perfect and aggressive layout for the track.<br />
The aftermarket rear sets are adjustable and<br />
if it was my bike I would move them down a<br />
notch for more comfort and control. Ian has<br />
them like this because he leans the bike over<br />
too much without moving out of the saddle<br />
scraping the gear lever which obviously isn’t<br />
ideal. I reached lean angles of 58 and 59<br />
degrees, impressive on the old worn tyres. In<br />
my last session, I managed to do a 2.02.9 on<br />
my last lap which I was happy about despite<br />
struggling with setup and having not ridden a<br />
race 1000cc for half a year.
After spending a day riding a ZX10 Cup bike I could see the appeal<br />
in the rules. A fair playing field for all the riders. And to be fair most<br />
modern superbikes are already pretty good out of the box, so<br />
limiting modifications will also keep the cost to go racing down and<br />
allow the cream of the crop to rise to the top.<br />
A huge thank you must go out to Ian for trusting us with his beautiful<br />
and immaculately prepared race bike. If you want to find out more<br />
about the ZX10 Masters Cup, you can email them at Zx10.masters@<br />
gmail.com or visit their website: www.zx10masterscup.co.za. Stay<br />
tuned to <strong>MRW</strong> as we hope to do a wildcard race sometime in the<br />
near future. You can also check the video review we did on this bike<br />
for yourself on our YouTube channel.
Words: KTM Blog (Adam Wheeler) | Pics: Polarity Photo & KTM Images<br />
RACING FEATURE<br />
THE MOTOGP<br />
CONTRACT<br />
MOVER<br />
Jens Hainbach, Vice President Sports Management<br />
Road Racing, has a rewarding but delicate job as one<br />
of the main chess piece movers for the company<br />
and its multi-classes participation in MotoGP.<br />
Seven years into the role, the 50-year-old tells us<br />
about the maturing talent scheme where the KTM<br />
roster is now bursting with potential.<br />
‘Silly season’ – the period in the racing calendar<br />
where riders and teams decide their changes and<br />
futures – is always one of the most speculative and<br />
fascinating parts of the motorsport year. The fans<br />
revel in the gossip and the possibilities of new faces<br />
on new bikes and how those racers and rising stars<br />
will fare.<br />
Usually, the bigger the name, the earlier a long-term<br />
contract is sorted. But there are also unexpected<br />
twists in the paddock landscape that get the tongues<br />
wagging (and journalist’s keyboards bouncing).
A former racer like Hainbach is at the centre of this<br />
complicated weave of negotiations and discussions<br />
that not only include where a rider is employed but<br />
also which team receives factory support, the color of<br />
the bike and the short, mid and long-term prospects<br />
of projects and investments. He helps bring together<br />
the key management figures that take decisions and<br />
write the checks to keep the Pierer Mobility Group’s<br />
Grand Prix racing efforts (as well as development<br />
series’ like FIM JuniorGP, Red Bull MotoGP Rookies<br />
Cup and the Northern Talent Cup) ticking over and<br />
heading towards their objectives.<br />
In 2023 so far Hainbach is having some interesting<br />
talks. Talent like Daniel Holgado, Deniz Öncü and<br />
Jose Rueda are shining in Moto3, and former Moto3<br />
world champion Pedro Acosta is making big strides<br />
in Moto2 (and he has been heavily linked to one of<br />
the company’s berths in MotoGP where KTM have<br />
already watched Brad Binder and Jack Miller take<br />
podium finishes). Then there are other considerations,<br />
such as the clamour to elevate Jake Dixon from his<br />
Moto2 berth to the premier class to give the UK some<br />
much needed representation on the grid.<br />
It feels like there are a lot of balls to juggle, and that’s<br />
without appreciating how advanced and competitive<br />
the RC16 looks to be this season and the appeal<br />
of racing MotoGP for KTM. This wasn’t always the<br />
case. To get an orientation on both his tasks and the<br />
current demands of his work, we pestered the friendly<br />
German for some of our own face time…<br />
Jens, how has the job changed in the<br />
last five years?<br />
It’s changed quite a bit because we decided that<br />
it would be nice and beneficial to have one Pierer<br />
Mobility Group representative in the paddock all<br />
the time. So, I took the role, meaning quite a lot of<br />
travelling and less days in the office but it’s fine for<br />
me and it makes sense for all the topics that come<br />
up in any of the classes or with IRTA or Dorna. I’m<br />
more in my office at the circuit than I am in Austria!<br />
The technical side and the management side have a<br />
good split. Everybody knows their job and their place<br />
and we come together to try and make the best of<br />
what we have.
The size of the company’s ‘footprint’ in MotoGP hasn’t<br />
expanded that much, right?<br />
It changed a bit in Moto2 with the involvement of other<br />
brands. The teams that were already connected to us took<br />
on a bit more and it also took a bit more time for us to get<br />
them sorted with everything they needed.<br />
How tricky is it to organize the pathway of the rising<br />
generation of talent, and then deal with the stars<br />
compared to the rising stars…?<br />
Very tricky, and that is why we really need the help and<br />
input of team managers like Aki [Ajo], Hervé [Poncharal],<br />
and others to take a decision and follow these young guys,<br />
identify their strengths and weaknesses, and see what we<br />
can do to help them improve and ‘grow up’ to potentially<br />
be ready for the challenge of MotoGP. You never really<br />
know how a young rider will develop. There is always a bit<br />
of a ‘guessing game’ to support the right one. Sometimes<br />
it will work, sometimes it doesn’t. There is also this issue of<br />
‘lack of space’ when you get to the top, which means the<br />
decision on the rider that gets the vote is critical. It’s always<br />
a bit of a bet.<br />
You never really<br />
know how a young<br />
rider will develop.<br />
There is always a bit<br />
of a ‘guessing game’<br />
to support the right<br />
one. Sometimes it<br />
will work, sometimes<br />
it doesn’t.<br />
There must be some hard decisions along the way<br />
because riders mature and progress at different times.<br />
They cannot all be teenage hotshots like Pedro Acosta…<br />
Yes, because you have different levels of ability, different<br />
characters, different backgrounds. Some riders you enjoy<br />
working with, but you see that they are not reaching a<br />
certain level of ability. It means some hard decisions that you<br />
don’t want to take but, in the end, it is all about performance.<br />
That’s what makes the job quite easy because we’re rated<br />
by what we achieve on a Sunday afternoon and it’s what we<br />
have to look for. We make sure we have as much information<br />
as possible before we make a decision. It is not only about<br />
what the riders are doing on the track but what they are<br />
doing off the track, their surroundings, their entourage and<br />
how they behave and how they support the rider. There<br />
are many things. It’s the same with a bike; it’s not only the<br />
engine or the chassis or the aero, it’s the whole package and<br />
it’s complex. It is even more complex with riders because<br />
there are many things that affect their performance and<br />
many things to consider for their future. You make mistakes<br />
– and they will happen again – but the important thing is to<br />
learn from them and try not to repeat them.
The group introduced GASGAS into MotoGP<br />
for 2023 and there was a reset for the former<br />
KTM Tech3 crew, including the rider line-up.<br />
Was that an example of a hard decision?<br />
It was a hard decision…but I would not consider<br />
it as a ‘mistake’. It was something that we<br />
planned [having two rookies in 2022] and that<br />
we felt that we wanted to try, and it didn’t work<br />
out as we – or anybody – expected. So, you have<br />
to learn from it, analyse it and make a decision.<br />
It didn’t work out with both riders and now the<br />
situation is different, and I feel we have a much<br />
better overall situation in our hands, injuries<br />
aside. We enjoy seeing what a proper attitude<br />
can do to results but also to the overall mood in<br />
the pitbox. Of course, a lot does depend on the<br />
readiness of the bike and the performance of the<br />
machinery, especially when things are so tight in<br />
the categories, but when one rider can produce<br />
something extra or better than the rest then the<br />
question of the bike gets taken off the table. It<br />
is always a combination. It is a lot easier for us<br />
when the bike is performing well because you<br />
have a lot more knocks on the door and interest.<br />
It’s not always the way though! In that case<br />
you need to convince riders and make them<br />
trust you in a different way and align goals and<br />
perspectives for the future.<br />
It must also be hard to match contract<br />
timelines with the talent, and the<br />
opportunities you are able to give riders…<br />
Sure, we’re fortunate that we have big support<br />
from our bosses as the general philosophy is<br />
‘why should we buy someone from outside the<br />
group when we have grown our own riders?’<br />
and when these riders have an understanding<br />
of what we are about and how we go racing. We<br />
like to work with them and to see what we can<br />
do for them in terms of preparation, like going<br />
to the Red Bull Athlete Performance Centre.<br />
It’s helpful that the upper management and the<br />
company are on the same page and buy into our<br />
approach of the ‘road to MotoGP’ and benefits<br />
of putting money on riders in our own system<br />
rather than those with no connection.
You mentioned the growth in Moto2. Is that as much about the<br />
KTM GP Academy and the ‘road to MotoGP’ as it is<br />
a branding exercise?<br />
For sure. It’s part of the pyramid. We have the base in Moto3, then<br />
it goes up and there are less spaces in Moto2 but we can still follow<br />
riders as they develop and try to conquer that next stage, and then<br />
even less spaces at the peak of MotoGP. Not all of them can reach<br />
the top and there is only one space on the top of the podium! That’s<br />
the one we want to fill. Moto2 is also important for promotion. Also,<br />
you have a clear distinction in the character of the teams; one is the<br />
cool Finnish-led set-up, another is hot-tempered Spanish and then<br />
this rational German outfit. You then have to be careful where you put<br />
the riders and marry the right character to the right team. It’s nice to<br />
have that opportunity.<br />
Will Moto2 ever become a chassis development<br />
class for KTM again?<br />
We’re quite happy with how it is now. Also talking about the riders, it<br />
is good to see them on similar equipment and to observe which one<br />
is making steps forward. I don’t see a need for our own chassis in<br />
Moto2.<br />
KTM race everywhere and worldwide. Is MotoGP still<br />
a big priority for the company?<br />
MotoGP is still the biggest promotional window we have in KTM.<br />
The value of what we do and the payback we get through marketing<br />
is huge. It’s the top of the game. Steps have been taken this year to<br />
make the racing even more attractive and the Saturday Sprints bring<br />
an incredible level of excitement. We love the idea, and if you see<br />
races like Jerez and Le Mans then I see us going in the right way with<br />
the championship. If you see the competition on track, then I doubt<br />
it has ever been closer. It’s very exciting. Maybe it needs some small<br />
adjustments here-and-there but this is already in the making. All our<br />
guys, and especially Brad and Jack are happy to go racing, and we’re<br />
happy with the results so far!<br />
Lastly, with names like [Pedro] Acosta, Öncü and Holgado KTM<br />
have world champions, race winners and MotoGP stars<br />
in the making…<br />
That’s why we do this and pick them from a young age. When we<br />
pluck a rider from the Rookies [Red Bull MotoGP Rookies Cup], let’s<br />
say, and plug him into Moto3 then it is with a long-term plan for him to<br />
make it to MotoGP. You are not only thinking about Moto3 or Moto2<br />
but the wider goal of having the best riders on our MotoGP bike.
Watch it all on our<br />
YouTube Channel<br />
SA LAUNCH TEST<br />
leaping<br />
ahead<br />
2024 HUSQVARNA ENDURO MODELS<br />
RED BULL ROMANIACS 2023<br />
LUCKY<br />
NUMBER 4<br />
LETTENBICHLER EASES TO FOURTH<br />
VICTORY AT 20TH EDITION OF TOUGH<br />
ROMANIAN RACE.
Words & Pics: Red Bull Content Pool<br />
RACING<br />
FEATURE<br />
hard<br />
enduro<br />
THE ART OF COMBINING SPEED & STAMINA
Get ready to relive the motorbike<br />
spectacle of a lifetime, as Romania was<br />
transformed into a true battleground<br />
for the fearless. The 20th Red Bull<br />
Romaniacs brought forth pulsepounding<br />
intensity as elite Hard Enduro<br />
World Championship riders displayed<br />
their unparalleled skills, just weeks<br />
after conquering the iconic Red Bull<br />
Erzbergrodeo race. Here is all you need<br />
to know:<br />
Hard Enduro combines the most extreme elements<br />
of the major off-road motorbike disciplines including<br />
the high speed and long distances of Endurance, the<br />
technical skills and obstacles of Trials, the jumps and<br />
fast lines of Motocross and the navigation challenges<br />
of Cross-Country.<br />
The Hard Enduro World Championship tests different<br />
skills to breaking point by riding offroad over rugged<br />
ground, climbing up mountains or picking a trail<br />
through dense forest deftly balancing the need to find<br />
fast lines over tricky terrain along with the outright, raw<br />
pace of motocross.<br />
The majority of riders opt for a 300 or 350cc two-stroke<br />
bike which combines speed, low-down torque and are<br />
lightweight - the main brands coming from the KTM<br />
stable, as well as Husqvarna and GasGas.<br />
and look after your tyres because you need a good<br />
edge on your tyre to get up the last climb.”<br />
A great Hard Enduro rider is a synthesis of the lowspeed<br />
mastery of a trials rider, the pure speed of a<br />
motocross racer and the stamina of an endurance<br />
competitor with 48-year-old Graham Jarvis showing<br />
that age is no barrier if you maintain good fitness while<br />
there is good camaraderie between riders to help each<br />
other out: it’s all about beating the course.<br />
In terms of staying in shape, Letternbichler adds, “I<br />
train on a motocross track, I ride trials, I ride classic<br />
and extreme enduro, it makes you a better all-rounder.<br />
I’m a big mountain bike fan, it’s my second passion,<br />
and it’s good for cardio. I do a little bit of gym work in<br />
the summer.”<br />
The biggest and oldest races are the recent Red Bull<br />
Erzbergrodeo, carried out in a working Austrian ironore<br />
quarry mine, and this week’s gruelling Red Bull<br />
Romaniacs over five days in deepest Transylvania.<br />
Red Bull Romaniacs is the longest event in the<br />
Championship and the brainchild of former snowboard<br />
champion Martin Freinademetz starting out with the<br />
fan-friendly Prolog around the medieval city of Sibiu<br />
before a marathon four days of riding around the<br />
beautiful Carpathian Mountains.<br />
You can also tweak them as reigning world champion<br />
Mani Lettenbichler explains, “KTM’s bikes are pretty<br />
good out of the box, but I have made a lot of changes<br />
to the standard bike. My bike has a different engine<br />
and suspension, and my handlebars and footpegs are<br />
in different positions.”<br />
Looking after your bike is also key as Paul Bolton<br />
reveals, “You don’t want broken or bent brake discs,<br />
so they have to be covered, and there’s also armour<br />
to protect the chain and big skid plate to protect the<br />
engine. You need to know when the bike is suffering
Words & Pics: Red Bull Content Pool<br />
RACING<br />
FEATURE<br />
lucky number<br />
four<br />
LETTENBICHLER EASES<br />
TO FOURTH VICTORY AT<br />
20TH EDITION OF TOUGH<br />
ROMANIAN RACE.
Red Bull KTM Factory Racing’s Manuel<br />
Lettenbichler easily powered clear of<br />
the field to win round three of the 2023<br />
FIM Hard Enduro World Championship<br />
season at Red Bull Romaniacs and<br />
maintain the perfect start to his world title<br />
defence. Here is all you need to know:<br />
Red Bull Romaniacs is the longest event in the<br />
Championship and the brainchild of former snowboard<br />
champion Martin Freinademetz starting out with the<br />
fan-friendly Prolog around the medieval city of Sibiu<br />
before a marathon four days of riding around the<br />
beautiful Carpathian Mountains.<br />
SA’s Wade Young<br />
Riders from 55 countries competed as German<br />
Lettenbichler accelerated majestically through the<br />
gears over the first three days to open up a 58-minute<br />
lead that he never looked like relinquishing.<br />
He made a strong start on Saturday to top the<br />
opening checkpoint, then managed his pace superbly<br />
throughout the day to finish ahead of the fellow<br />
KTM bikes of Canadian Trystan Hart and Teodor<br />
Kabakchiev.<br />
Lettenbichler, 25, said: “I’m super stoked with how<br />
the whole week has gone. To get my fourth Red<br />
Bull Romaniacs win and hat trick of victories in the<br />
championship this year is kind of crazy.”<br />
Ending his day sixth, Hart wrapped up his debut<br />
podium and became the first Canadian to finish in the<br />
top three of the world’s toughest Hard Enduro Rallye<br />
as Bulgarian rider Kabakchiev overhauled 2021 world<br />
champion Billy Bolt brilliantly late on to claim the final<br />
podium place.<br />
Graham Jarvis<br />
Billy Bolt<br />
Husqvarna rider Bolt, 25, said: “Red Bull Romaniacs is<br />
never easy but coming here with limited bike time and<br />
still nursing an (shoulder) injury added to the difficulty<br />
of it. It started out great, but as the race continued it<br />
wore me down. Ultimately the goal was always to reach<br />
the finish line.”
Sherco rider Wade Young finished in fifth place with<br />
Austrian Michael Walkner sixth. Young, 27, said: “This<br />
edition of Red Bull Romaniacs didn’t let up. Each day was<br />
hard, at the limit of possible. Overall I feel like I had a good<br />
week and was able to put a consistent race together.”<br />
Lettenbichler now leads Hart by 18 points overall as the<br />
2023 FIM Hard Enduro World Championship season<br />
enters its second half with round four at Red Bull Outliers,<br />
Canada on August 26-27.<br />
FIM Hard Enduro, Round 3, Red Bull Romaniacs result<br />
1. Manuel Lettenbichler (KTM) 19:45:15<br />
2. Trystan Hart (KTM) 20:55:14<br />
3. Teodor Kabakchiev (KTM) 21:19:16<br />
4. Billy Bolt (Husqvarna) 21:25:16<br />
5. Wade Young (Sherco) 21:32:02<br />
6. Michael Walkner (GASGAS) 21:37:48<br />
7. Mario Roman (Sherco) 22:31:30<br />
8. Graham Jarvis (Husqvarna) 23:44:46<br />
9. Sonny Goggia (KTM) 24:19:31<br />
10. Matthew Green (KTM) 24:44:25<br />
FIM Hard Enduro World Championship Standings (After<br />
round 3)<br />
1. Manuel Lettenbichler (KTM) 64pts<br />
2. Trystan Hart (KTM) 46pts<br />
3. Billy Bolt (Husqvarna) 44pts<br />
4. Teodor Kabakchiev (KTM) 38pts<br />
5. Michael Walkner (GASGAS) 31pts<br />
SA’s Mathew Green
Words: Shaun Portman | Pics: Beam Productions<br />
FIRST<br />
RIDE<br />
SA LAUNCH TEST<br />
leaping<br />
ahead<br />
2024 HUSQVARNA ENDURO MODELS<br />
The enduro motorcycle market is like a never-ending war<br />
among motorcycle manufacturers worldwide. To stay on top<br />
of this technical battlefield, manufacturers need to bring<br />
their A-game every year and continue development on their<br />
models and improve on them annually. One such manufacturer<br />
is Husqvarna who have been in the game since they started<br />
producing motorcycles in 1903. Since then they have<br />
produced top-level motorcycles, not only for the road but offroad<br />
as well to compete with the very best in the world.
They generally release their new Enduro models<br />
to the public, early every year, around June/<br />
July here in South Africa, and always release<br />
models a year ahead. So for example, like now<br />
in 2023 they have released their 2024 models<br />
and we were invited to the Hartbeespoort Dam<br />
to sample them. This would take place at Blue<br />
Groove on a set-out Enduro loop where we would<br />
get to spend time on the all-new 2024 TE and FE<br />
machines. For 2024 the bikes have undergone a<br />
massive overhaul which typically only happens<br />
with Husqvarna every 4 years with the last being<br />
in 2020. The 2024 Husqvarna range features new<br />
expertly crafted frames, subframes, bodywork,<br />
suspension, and brakes to further enhance and<br />
improve on rideability and keep Husqvarna at the<br />
forefront of its class.<br />
WP suspension is typically the best in the business<br />
in the off-road segment, and they have been hard<br />
at work to further enhance their 2024 XACT Closed<br />
Cartridge fork and XACT rear shock. The forks<br />
have been overhauled for 2024 and now feature<br />
a mid-vale piston which offers a smoother action<br />
and consistent performance while a hydro stop in<br />
the final 68mm of travel helps to maintain forward<br />
momentum. The XACT rear shock has been redesigned<br />
for 2024 and features a new piston that<br />
is 100g lighter and 15mm shorter but still retains<br />
300mm of travel. This upgrade or re-design is set<br />
to improve comfort and soak up the bumps more<br />
efficiently. For added convenience the suspension<br />
remains adjustable by hand, both on the front<br />
and rear, ensuring easy and fast personalized<br />
set-up. The chromium molybdenum steel frame<br />
is also new for 2024 and designed to work handin-hand<br />
with the updated WP suspension with<br />
revised flex characteristics and improved antisquat<br />
behavior. New frame geometry improves<br />
the ground clearance of the linkage which makes<br />
it less susceptible to damage. As with most offroad<br />
motorcycles the frames and more particularly<br />
the subframes need to be tough and hardy so<br />
Husqvarna have also developed and added a<br />
much more durable hybrid subframe to their 2024<br />
machines. A new, hollow die-cast aluminium<br />
swing arm features an improved casting process<br />
and now features a 22 mm axle. Additionally, the<br />
chain guard and chain slider have been completely<br />
redesigned for 2024, which Husky claims results<br />
in improved durability and less susceptibility to<br />
catching on external objects while also helping<br />
to reduce dirt build-up around the swing arm and<br />
chain guard. Chain adjustment markings are also<br />
visible from above to make for simpler adjustments.<br />
There have also been key changes aestheticswise<br />
for 2024 with new bodywork on all the<br />
models, plastered with modern, Swedish<br />
graphics. A new grippier seat cover finishes<br />
the looks off perfectly while also aiding with<br />
riding performance and practicality. More knee<br />
contact and better control have been acquired by<br />
improving the rider triangle, with narrow bodywork<br />
making it easy and giving you more space to<br />
move around. A new brighter headlight and<br />
mounting system has been added for 2024 which<br />
improves efficiency and is easier to operate.<br />
The two strokes for 2024(TE150, TE250, and<br />
TE300) are now also powered by all-new engines<br />
which are fuelled by using TBI(Throttle Body<br />
Injection) which offers a more controllable and<br />
consistent spread of power throughout the rev<br />
range, from low down to higher revs. Unlike the<br />
two-stroke MX bikes with TBI the enduro bikes<br />
retain the in-frame oil tank and oil injection system<br />
which means no pre-mixing of fuel is required.<br />
While the FE250 and 350 benefit from new<br />
compact and lighter DOHC engines which are<br />
positioned two degrees backward in the frame<br />
to further centralize mass and contribute to the<br />
improved anti-squat behavior of the chassis. The<br />
four-stroke range features a 42 mm Keihin throttle<br />
body while the two-stroke range features a newly<br />
developed 39 mm Keihin throttle body. Torque<br />
and power have been maximized thanks to all<br />
major engine components being as centered as<br />
possible. Two pre-set riding maps are available via<br />
the advanced EMS electronics on both the two and<br />
four strokes with the latter models also benefiting<br />
from rider aids such as Traction Control and a<br />
Quickshifter for upshifts.<br />
The OCU(Offroad Control Unit) is also new for<br />
2024, aiding in the reliability and user-friendly<br />
serviceability of the electronics. All the models<br />
across the range are fitted with new enhanced<br />
BRAKTEC brakes with high performance and
hardy GSK rotors. The 2024 Husqvarna range<br />
also receives a new combined start/stop button,<br />
ProTaper handlebars, and Michelin Enduro tyres as<br />
standard.<br />
Time to ride then and for those of you that know the<br />
layout at Blue Groove we would be riding up what<br />
seemed like mount everest, covered in rocks and<br />
boulders rather than snow. I would classify myself<br />
as average or maybe slightly above when it comes<br />
to Enduro riding although this would be my first<br />
time riding in this kind of terrain. I don’t get to ride<br />
Enduro that often and so this would be a relatively<br />
new experience to me and as such I would be<br />
relying on the bikes to get me through the day and<br />
up that rocky mountain.<br />
2024 Husqvarna FE250<br />
The first bike I would sample would be the<br />
FE250, and I chose this as being a little ring rusty<br />
I needed a bike that would be easy for me to ride<br />
and be forgiving at the same time. Sitting on the<br />
Husky for the first time and I was comfy. The<br />
re-designed ergonomics for a solid rider triangle<br />
and a grippier seat filled me with confidence. The<br />
throttle response felt lively, and instant, and despite<br />
previous Husky models bringing impressive<br />
performance, I could feel that they have seriously<br />
upped their game. The combined start/stop button<br />
is convenient and once I got used to it, it was<br />
simple and effective to use and trust me when I say<br />
that I did use it often with all the stop/start riding<br />
we did. The terrain forced me to use mainly 1st<br />
and 2nd gear with it being very steep and rocky.<br />
A lot of loose rocks of varying sizes were the<br />
order of the day but the FE250 and its Traction<br />
Control literally saved the day and ensured I<br />
had caught the wheel and prevented spinning<br />
ensuring that I had enough forward momentum<br />
to make it through or over any obstacle I faced.<br />
Now unfortunately we, and when I say we, I mean<br />
the Press would be sharing the bikes for the day<br />
with Dealers so riding and sampling each model<br />
would be at a premium. I managed to make it to<br />
the top of the mountain without falling over and<br />
more importantly to the water point which was my<br />
main objective. The FE250 was a great choice for<br />
my first encounter with proper hard-core Enduro,<br />
being light, nimble, and forgiving with a smooth<br />
spread of useable torque. The upgraded WP<br />
suspension soaked up the knocks and bumps<br />
well, and the stroke was smooth and consistent<br />
giving me the feedback I needed to feel what the<br />
bike was doing under me and how it was reacting<br />
to the terrain around me.<br />
2024 Husqvarna TE300<br />
After guzzling a whole lot of water down my<br />
parched throat it was time to swap bikes and<br />
head back down the mountain. My weapon of<br />
choice for this would be the TE300. Straight<br />
off the bat, I could feel the improvements of<br />
the Throttle Body Injection, giving me a wide
spread of power consistently with no flat spots as you normally<br />
encounter on two strokes, injected or not. Going down the<br />
rocky mountain was easier and this is where I could sample<br />
the all-new BRAKETEC brakes and GSK disks. The brakes<br />
were on point, fade-free, and offered great feel through the<br />
levers, slowing me down enough to stay in control down the<br />
steep declines. I am no lightweight at 110kg and I must say the<br />
upgraded WP suspension impressed me more going down the<br />
mountain than it did up. On the way down I hit many a rock with<br />
momentum and the suspension took the knocks in its stride,<br />
soaking everything up smoothly and not forcing me off course<br />
with sudden jolts. I was bottoming out the suspension at points<br />
but it wasn’t as harsh as I thought as the XACT suspension<br />
slowed the stroke down towards the bottom of the stroke<br />
meaning a more stable and pleasant ride for me. The new<br />
grippier seat cover and improved rider triangle made it easy<br />
for me to grip the tank with my knees and move around on the<br />
seat as I descended back down to level ground. The TE300<br />
is a brute and it will kick you in your teeth if you disrespect it,<br />
however, it is also forgiving for the more casual rider like myself.<br />
Low-end power and torque come to the forefront when on<br />
the throttle, no matter the speed or terrain the TE300 got me<br />
through it with relative ease.<br />
2024 Husqvarna TE150<br />
Perhaps my favorite bike of the day and 2024 line-up was the<br />
smallest in the range, the 2024 TE150. The bike is so light and<br />
flick-able making it easy to maneuver over obstacles, especially<br />
when tired. You do have to carry more momentum on the<br />
150 but even so, the motor was more punchy and torquey<br />
than I expected, especially low down in the revs. Don’t get me<br />
wrong you still have to rev the 150 more and ride it harder and<br />
with more momentum than its bigger capacity siblings but<br />
not as much as you generally have to with smaller capacity<br />
two-strokes or two strokes in general. The throttle body fuel<br />
injection for better response with two injectors, combined with<br />
electronically monitored exhausted values meant for a fiery<br />
ride. The engine is programmed to adjust and adapt to the<br />
riding conditions, always bringing you optimum performance.<br />
Overall the TE150 was mightily impressive and even small<br />
touches like narrower foot pegs to reduce the risk of catching<br />
them in ruts have been taken a step further with a peg redesign<br />
for 2024. With 27% more surface area for the foot, reducing<br />
riding fatigue and aiding with more comfort in all riding<br />
conditions, the new footrests were highly appreciated and<br />
highly noticed by me and my fat, err rather wide feet.
2024 Husqvarna TE250<br />
I never got to spend much time on the TE250 as it<br />
was very popular amongst the Press and Dealers<br />
however the time I did get riding it left a memorable<br />
impression. Much like the TE150 the TE250 is light and<br />
maneuverable with the added bonus of more power<br />
and torque thanks to its extra 100cc of capacity. I rode<br />
the 250 around the Enduro track and not the loop<br />
where the terrain was mostly thick and deep sand with<br />
jumps and obstacles. The TE250 felt stable and had a<br />
great center of gravity making the jumps a breeze and<br />
consistent, also with a sense of predictability through<br />
the corners and over the obstacles. The way the 250<br />
produces its power is much like that of the TE300,<br />
just with less of it. The ergonomics were comfortable,<br />
whether standing up or sitting down. The changes to<br />
the suspension, motor, and ergonomics could be felt<br />
and had a positive effect, even in the short time I spent<br />
on the TE250. Making a list of what has not changed<br />
in 2024, would be a far shorter process. That list would<br />
contain the premium Michelin Medium rubber and the<br />
tough D.I.D DirtStar rims.<br />
2024 Husqvarna FE350,450 and 501<br />
Once again I never got to test the FE350,450 and 501<br />
as much as I would have liked to however you don’t<br />
need a lot of time on these bikes to find out just how<br />
good they are. With a full redesign for 2024, the new<br />
Husqvarna’s are a new level of dirt bike. New bikes<br />
often undergo a few small tweaks here and there,<br />
sometimes unnecessary and even disappointing,<br />
but having spent the day in Harties riding the new<br />
2024 Enduro range I can confidently tell you that<br />
this next-generation line-up is worth a look at! The<br />
2 and 4-stroke models are nearly a total head-to-toe<br />
redesign. They say change is as good as a holiday<br />
and that is exactly what Husqvarna has given us for<br />
2024, a holiday and change from the norm. Not only<br />
has Husqvarna focused on the big things but the little<br />
things too, with a new forged one-piece side stand<br />
design that is perfectly integrated on each motorcycle<br />
and provides a convenient and stable option for when<br />
the machine needs to be parked. Not much parking<br />
will be needed though as the new 2024 Husqvarna<br />
Enduro range is so good that you will be riding more<br />
often than not.