MRW Issue 34

ISSUE 34
Watch it all on our
YouTube Channel
SUPER
TESTED:
306HP
KAWASAKI H2
DEMON
CHARGED
MASTERCLASS
TESTED: KAWASAKI ZX10R CUP MASTERS RACEBIKE
GETTING NAKED.
AGAIN & AGAIN
FIRST RIDE: NEW HONDA HORNET 750
& KTM 1290 SUPER DUKE EVO

EDITOR’S NOTE
CONTRIBUTORS
Shaun Portman
Beam Productions
Adam Child “Chad”
Sheridan Morais
CONTACT
DETAILS
EDITOR/OWNER
Rob Portman
082 782 8240
rob@motoriderworld.com
ANYTHING & EVERYTHING
Shaun Portman
072 260 9525
shaun@motoriderworld.com
KISKA.COM Photo: P.Platzer
CARVE
CLOSER
TO THE
EDGE
Hello MRW fans and welcome to issue 34
of SA’s only motorcycle magazine. It’s hard
to believe that we are heading closer to our
3-year anniversary issue. It’s been a crazy
ride but a very enjoyable and rewarding one
so far and we look forward to many, many
more to come.
We have some great first-ride tests featured
in this issue along with some exclusive track/
Super Charged features. A big well done
to my right-hand man and brother Shaun
Portman for all the great content, and to
Beam Productions for helping capture all the
moments with great pics and videos. Make
sure you stay tuned to our YouTube channel
for video content on all the great tests you will
read in this issue going live soon.
No MRW issue will be complete without the
latest news from the MotoGP paddock. As
I type this I have just returned from my 3
days spent at the Silverstone MotoGP round.
A great couple of days for sure, but I can’t
help but say that Silverstone is not the most
exciting MotoGP round I have done and lacks
passion, emotion, and electric atmosphere
compared to the likes of Jerez, Assen,
Mugello, and the Red Bull Ring.
The Silverstone circuit is a massive place
so everything is very spread out - it’s hard
to create a vibe and keep the energy going
when it’s that big. It feels more like a business
park than a racetrack. Nevertheless, it’s still
MotoGP and it was still a great weekend. No
doubt the racing action on track once again
did not disappoint.
Heading into the Silverstone weekend there
was plenty of news revealed - Morbidelli
leaving Yamaha, Rins joining Yamaha...
I personally think Rins has made the right
call and will be a huge asset to the struggling
Yamaha team, while it seems as if Franco
will be on a Ducati for the 2024 season.
Which one is still the big question - VR46 or
Gresini? I think VR46 will be his home with
Bez making way by joining the Pramac team -
Zarco out. But, this is all still up in the air. Stay
tuned...
Cheers for now.
Rob Portman
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ALVARO BAUTISTA TO CONTEST THE
MOTOGP GRAND PRIX OF MALAYSIA
AT SEPANG ABOARD THE DUCATI
DESMOSEDICI GP OF THE ARUBA.IT
RACING TEAM
Alvaro Bautista and the Aruba.it Racing team will fly to
Malaysia from 10th-12th November 2023 to take part in
the Grand Prix of Malaysia, which will be held at Sepang
International Circuit two weeks after the conclusion of the
Superbike World Championship, from 27th-29th October, at
Jerez de la Frontera (Spain).
For Ducati, it will be the third Wild Card of the 2023 season
after participating in the two Italian Grands Prix with Michele
Pirro at Mugello in May and the upcoming San Marino GP
in Misano on the next 8th-10th September. Since last year,
Ducati has further strengthened its partnership with Aruba.
it by contesting three MotoGP events with the same liveries
as the factory Panigale V4R machine of the Aruba.it Racing
- Ducati team in the WorldSBK Championship.
Following two recent tests at Misano aboard the Ducati
Desmosedici GP - which provided convincing feedback
- reigning World Champion and current WorldSBK
Championship leader Alvaro Bautista will return to contest
a MotoGP race after his last appearance in Valencia (Spain)
in 2018.
Alvaro Bautista (Aruba.it Racing - Ducati #1)
“I’m really happy to be able to race in MotoGP as a Wild
Card at Sepang, a track that I really like and that I’m happy
to be back at since it’s not on the WorldSBK calendar.
The tests with the Ducati Desmosedici GP gave positive
feedback: the feeling was good, and I had fun. I want to
sincerely thank Ducati and Aruba.it because, without them,
it would have been impossible to have this opportunity. At
the same time, I would like to say that this MotoGP race will
be a bonus for me and not a priority. That’s why we must
stay focused on the WorldSBK Championship, which is the
only thing that matters now. I want to stay focused for this
last part of the season, which will be very demanding, with
many races in a short time. The feeling with the Panigale
V4R machine is good, and I hope to continue on this path.
Then, when the season ends, we’ll think about going to
Malaysia and having fun. Now I’ll have a little holiday, and
then we’ll be back at Magny-Cours.”

NEWS DESK
Suzuki Hayabusa 25th
Anniversary Edition
No matter how you look at it, the Suzuki Hayabusa
is one of the most extreme production motorcycles
out there. Having established what to expect from
it right from the get-go, the mighty sport machine is
now celebrating its 25th anniversary with a special
edition model that’s actually only mildly special. But
who needs more than what’s already offered by the
Hayabusa?
It was back in 1999 when the Suzuki
machine was shown for the first time, in
Germany, and unlike most motorcycles of
its kind, which get presented during crowded
photoshoots and media events, this one
immediately took to the track.
Not only did it do that, but it instantly became the
world’s fastest production motorcycle. It sped
past the 194 mph (312 kph) mark, instantly
claiming the title and breaking the previous
record by the highest margin recorded - 14
mph (23 kph).
Since that time, the Hayabusa slowly rose to
become Suzuki’s flagship two-wheeler. Now, 25
years after its introduction, the model is still
around, alive and kicking, and offered in only
three visual packages. Well, four, thanks to
the 25th anniversary model presented at
the end of last week.
If you were expecting some great
changes for the Hayabusa meant to
celebrate all the others before it, think
again. You don’t mess with perfection, so
mechanically the bike is the same as it’s
ever been: a 1,340cc inline-four liquidcooled
engine hidden under the massive
body panels, a twin-spar aluminum frame
and swingarm to hold the machine together,
and Brembo braking hardware, just to name
the most important bits.

NEWS DESK
But you can mess with the visuals, as a means
to make the bike stand out for what it is, a very
special model. Whereas in the case of the series
Hayabusas the color schemes for 2023 include
combinations of black, gray, white, blue, and
only a touch of red, the Suzuki Hayabusa 25th
Anniversary sports a lot more red in places not
used before, mixed with black everywhere else.
Just to give you a taste of how successful the bike
has been since its introduction, consider the fact
200,000 of them have been ordered so far and are
presently roaming the streets of the world. That
means it’s likely we’ll see a lot of these new red
devils doing the same.
Special decals can be seen on the sides of the
ride, but also on the fuel tank, while the drive
chain features the Hayabusa Kanji logo. Gold is
discreetly placed on the inner brake rotor and
chain adjuster, and a 25th anniversary logo has
been placed on the muffler. As standard, the bike
will come with a single-seat cowl (except for the
version that will be sold on the Japanese market).
The normal Hayabusa presently sells in 48
countries, and so will the 25th anniversary model.
The bike will be available for order from August,
but pricing for it has not yet been disclosed. For
reference, a normal Hayabusa starts at R335,000.

NEWS DESK
The new BMW CE 02.
With the new BMW CE 02, BMW Motorrad
is presenting another
e-vehicle for urban conurbations around
two years after the CE 04 and is thus
consistently pursuing its electric mobility
strategy. Thanks to its electric drive, trendsetting
design and innovative solutions, the
eParkourer is a dynamic partner for a new
kind of mobility and provides great riding
fun in an urban environment.
Progressive design with new proportions
and plenty of room for individualisation.
The new BMW CE 02 represents a new
way of accessing BMW Motorrad. It’s
electric, it appeals especially to young
people and it’s neither an e-motorbike nor
an e-scooter. It’s an eParkourer. Created
for the city and the urban environment.
Nimble, practical, robust and reduced to
the essentials in terms of design. Large
wheels meet the demand for robustness
and at the same time ensure riding fun on
many terrains. Black as the basic colour for
the frame, wheels, front fender and triple
clamp fairing at the top, and granite grey
metallic matt for the engine cover offer just
as exciting a contrast as the interplay of
matt and high-gloss surfaces. In the special
HIGHLINE version, the new CE 02 puts in
an extroverted and colourful appearance.
Forks anodised in gold and a tape design
in combination with Petrol as a contrasting
colour make the CE 02 look dynamic and
future-oriented even when standing still.
Powerful drive, low weight and practiceoriented
range. Two performance variants.
Riders aged 16 can ride the new CE 02
with a maximum power output of 11 kW (15
hp). In a 4 kW (5 hp) (rated power 3.2 kW
(4 hp)) version limited to 45 km/h, the new
CE 02 also meets the requirements of the
AM driving licence class and can be ridden
in Germany, for example, from the age of
15 and by riders who have a car licence. In
addition, there are further country-specific
regulations. The powerful drive enables
the new CE 02 in the 11 kW version to
accelerate quickly at traffic lights and offers
a dynamic riding experience. With a top
speed of 95 km/h, progress is speedy on
expressways and a range of more than 90
km (11 kW version according to WMTC)
allows for extended urban adventures.
Thanks to its low weight of only 132 kg
(11 kW version) or 119 kg (4 kW version)
and the low seat height of only 750 mm,
the new CE 02 is also characterised by its
playful handling characteristics.
Two riding modes “Flow” and “Surf”
as standard and “Flash” as optional
equipment and original BMW Motorrad
accessory.
The new CE 02 comes with the “Flow” and
“Surf” riding modes as standard. “Flow”
offers the optimal set-up for cruising along
in urban traffic, while “Surf” provides a
dynamic riding experience beyond the
bustling city traffic. The “Flash” driving
mode is also available as a sporty and
dynamic addition as part of the HIGHLINE
optional equipment and as an original
BMW Motorrad accessory.
External charger as standard and a quick
charger as optional equipment and as an
Original BMW Motorrad accessory.
The new BMW CE 02 comes as standard

NEWS DESK
with an external charger with a charging
power of 0.9 kW, which enables charging
processes to be carried out quickly and
conveniently at standard household
sockets. It’s even faster with the quick
charger with 1.5 kW charging power, which
is available in the HIGHLINE optional
equipment and as an Original BMW
Motorrad accessory (11 kW version only).
Chassis with double-loop tube frame,
telescopic forks, single-sided swingarm
and cast light alloy wheels.
As far as the chassis is concerned the new
BMW CE 02 relies on a torsionally rigid
double-loop frame made of tubular steel.
Hydraulically damped telescopic forks
operate at the front, while a single-sided
swingarm and a directly pivoted shock
absorber are used at the rear. Wide tyres
are mounted on cast light alloy wheels in
disc wheel design and disc brakes ensure
safe deceleration at the front and rear.
BMW Motorrad ABS is featured at the front.
TFT display, USB-C charging port and
connectivity solutions.
In the cockpit, an easy-to-read TFT display
informs the driver about riding speed,
battery charge status and much more. A
USB-C charging socket also allows you to
supply a smartphone with power. Using
the BMW Motorrad Connected app your
smartphone shows you the predicted
end of charging thanks to networking via
Bluetooth, as on the BMW CE 04. In the
HIGHLINE variant, the cradle mode allows
the BMW Motorrad app in the smartphone
(held in a smartphone holder) to be
controlled safely as an additional display
using the keypad on the handlebar. It is
also possible to record your trips using the
app. With the BMW Motorrad Connected
Services (also included in the HIGHLINE
package) the charging status and other CE
02 vehicle information can be viewed at any
time from anywhere via the app.

NEWS DESK
Yamaha Motor Co., Ltd. is pleased to
announce the signing of Alex Rins. He will be
joining Yamaha’s factory team rider line-up for
the 2024 MotoGP season alongside Fabio
Quartararo.
The vastly experienced Spaniard has many
premier-class and lower-class race victories
(6x MotoGP, 4x Moto2, 8x Moto3, 18
in total) and podiums (18x MotoGP, 17x
Moto2, 23x Moto3, 58 in total) to his
name. His vast experience and undeniable
talent make him a fully qualified and welcome
addition to the Yamaha rider line-up.
Following Rins’ leg injury sustained in the
2023 Italian GP Sprint, MotoGP fans the
world over eagerly anticipate his return to
action. He underwent two surgeries and is
working hard on making a full recovery.
Lin Jarvis, Managing Director, Yamaha Motor
Racing: “We are delighted that Alex is joining
the Yamaha line-up, and we warmly welcome
him to the Yamaha MotoGP group.
“We expect Alex to be a great asset. He
has vast experience as a MotoGP rider and
is known to be a natural talent and a multitime
MotoGP class race winner. He already
has experience with two other MotoGP
manufacturers and has ridden bikes with
similar characteristics to the YZR-M1, which
should help him adapt quickly to our bike. His
win in COTA earlier this year underlines his
speed, hunger, and determination to succeed.
Yamaha sign Rins for
2024 MotoGP season
CECCHINELLO TALKS
RINS’ DEPARTURE AND
A POSSIBLE SWITCH TO
KTM MACHINERY
Silverstone. “And now we are dedicating
ourselves to evaluating the different options.
The market is wide and there are also some
young talents in Moto2 to consider. After
Austria, we will surely close the deal.”
“Alex has been away from the MotoGP
paddock for a while due to the injury he
sustained at Mugello, but we are confident
that he should be fully recovered and up to
speed for the 2024 season. We are really
looking forward to working with him and
believe that he will collaborate well with Fabio
and enhance the total performance of the
Monster Energy Yamaha MotoGP Team.”
LCR Honda Team Manager Lucio Cecchinello
has been speaking about his squad’s future
on Friday at the Monster Energy British Grand
Prix after it was confirmed that his 2023 racewinning
rider, Alex Rins, will become a Monster
Energy Yamaha MotoGP rider in 2024.
“We knew that if Alex received an offer from
a factory team this could happen,” said
Cecchinello during MotoGP Practice at
Cecchinello was also asked about comments
Rins made to Spanish broadcaster DAZN
about feeling he didn’t get supported enough
by HRC.
“The truth is that Alex has a factory contract
with HRC, but when you ride a factory bike
in a satellite team everything takes longer.
The evolution is not the same, it’s always a bit
slower. He has shown that he has the talent
and the ability to win races”.
The Italian also went into detail about a recent
phone call he had with Red Bull KTM Factory
Racing’s Francesco Guidotti regarding the
possibility of LCR switching to KTM from
Honda in the near future.
“It was a very normal, friendly call. A private
call between us. He called me and told me
that KTM were assessing their situation. They
have a lot of young talents in their sights and
they don’t have enough places. He told me
they were interested in increasing the number
of KTM riders on the grid and that they knew
we were in a more complicated situation. I
told him I appreciated the offer, but we have
a contract with Honda for 2024, in the future
we will see. I took it into consideration. But the
conversation stopped there. We won’t be with
KTM in 2024.”

NEWS DESK
2024 and beyond: where
next for Morbidelli?
Franco Morbidelli and Monster Energy
Yamaha MotoGP’s journey will come to
an end once the chequered flag is waved in
Valencia at the season finale in November.
Recently it’s been a relationship that hasn’t
reaped the rewards that both Morbidelli
and Yamaha are capable of. Three wins
and a runner-up accolade in 2020 have
been the highlights of what looked set to be
a formidable partnership, but 2023 signals
the end. So where next for Morbidelli?
Mooney VR46 calling?
The most likely destination for Morbidelli
is Mooney VR46 Racing Team. The #21
became Valentino Rossi’s first VR46
Academy World Champion when he won
the 2017 Moto2 title, and Morbidelli
remains an integral part of the VR46
Academy.
Of course, from what we currently know,
there’s no room at the inn. Compatriots
and close friends Luca Marini and Marco
Bezzecchi currently take up the two VR46
Ducati spots for 2024, but there could be
some moving parts within Ducati’s rider
structure that could facilitate Morbidelli’s
move.
Mooney VR46 Racing Team Manager,
Pablo Nieto, admitted before the summer
break that Morbidelli was on their minds
amid the honest interviews Morbidelli
served up when asked about his future.
Rossi and the VR46 Academy won’t want to
see Morbidelli left without a ride and know
exactly what he’s capable of, so it’s a move
that makes sense if it’s possible to make it
happen.
The aforementioned is all speculation for
now, but Morbidelli’s confirmed departure
from Yamaha will spark the silly season
domino effect as we begin the second half
of the 2023 campaign.
Is moving away from MotoGP an option
for Morbidelli?
This is a question that will be on many
people’s lips after hearing this news.
Given how saturated the premier class
rider market currently is, it’s a viable thing
to ponder. Is there room in WorldSBK if
that was the only option? Difficult to say
as things stand. If not, where else would
Morbidelli apply his trade?
But given what Morbidelli confidently said
about having a ‘Plan B and C’ to stay in
MotoGP, all signs point towards the
28-year-old having a place on the grid for at
least 2024, wherever that may be.
It shouldn’t be long before we know what
the future holds for Morbidelli. Does a
mouthwatering switch to VR46 and Ducati
await, or is there something surprising
waiting in the pipeline?

NEWS DESK
Zarco talks Honda links: “I
would be proud”
MotoGP burst back into life at the British
GP and the action came thick and fast, both
on and off the track. While Aleix Espargaro
(Aprilia Racing) claimed a brilliant last lap
Sunday Silverstone win, we saw some big
moves in the rider market which may have
major implications for some established
names in the coming weeks, chiefly Johann
Zarco (Prima Pramac Racing).
Having seemed destined to continue
his time with the Ducati based outfit, the
Frenchman’s future is now up in the air, with
Alex Rins’ (LCR Honda) move to Yamaha
and Franco Morbidelli’s exit kickstarting
a rider merry-go-round. LCR now have a
vacant seat to fill for 2024, and Zarco has
been touted as a potential option.
have to think about this. But my target is
Ducati with this winning bike and winning
team, too. We’re leading the Championship
with Pramac. Jorge [Martin] and I are good
together so why not continue?
Indeed, Zarco remains defiant that he
deserves to continue with Ducati and
ride the Desmosedici beyond the current
campaign, but he believes that Prima
Pramac Racing is the only option for him
to do so: “At the moment results are good
enough to think about Ducati and Pramac
on a factory bike.”
There were also links to the World
Superbike series, but Zarco was quick to
pour cold water over them.
“I would be proud to be this guy,” the #5
said as he responded to speculation linking
him to a lead role with Honda. Assessing
the current state of the RC213V, he
regarded it is an intriguing proposition but
acknowledged that his current home would
be hard to top.
“It won’t be a bad challenge. If you think
about victory, to be in the top position and
to fight, as I’m doing now for a few years,
clearly the place to be is at Ducati because
it’s the best bike. We can see it on the track.
“It’s good to have the interest of Honda.
Clearly it’s nice to have this kind of brand
interested, even if they’re struggling. We
“I’m 4th (at time of speaking after Saturday’s
British GP Tissot Sprint) in the Championship
so why should I think about the Superbike
now? We’re used to saying that if you make
good results you can have your seat in
MotoGP for the following year. I’m doing it
and I still don’t have the seat for next year.
So that makes the feeling a bit strange.
But for sure, what I’m doing now, I won’t
go to Superbike. Not because I don’t
like Superbike, but I’m still performing in
MotoGP, even if people say I’m not winning.”
As Zarco failed to quell the fire, LCR boss
Lucio Cecchinello fanned the flames by
claiming the Frenchman’s camp first made
contact with them.
“I’m going to tell you the truth, we have
nothing to hide. We were approached by
various agents, including the one of Zarco.
We were a little bit surprised, because
Zarco has a very competitive bike currently.
He will also offer us the possibility of
working together with a project of several
years and it’s an option on the table,” LCR’s
Team Principal told French broadcaster C+.
Repsol Honda Team Manager Alberto Puig
was slightly more coy on the rumours, but
did express his admiration for the two-time
Moto2 World Champion.
“I don’t know, right now I can’t answer
you. But I can give you my personal
opinion, Johann is a fast rider with a lot of
experience. He rode with many teams. He is
always a welcome rider. But I can’t give you
a real statement at this moment because we
don’t even talk.”
In what could prove one of the most
surprising switches from the 2023 Silly
Season, should Zarco leap across to Honda,
it paves the way for Marco Bezzecchi
(Mooney VR46 Racing Team) to move to a
Pramac factory machine, and then for Franco
Morbidelli to slot into Bez’ seat and once
again ride under the VR46 banner.

NEWS DESK
Three into two: KTM &
GASGAS’ 2024 dilemma
As was to be expected, the 2024 rider
market talk was ramped up as MotoGP
returned to action at the Monster Energy
British Grand Prix. Alex Rins’ (LCR Honda
Castrol) move to Monster Energy Yamaha
MotoGP to replace Franco Morbidelli was
the first domino to fall, but one of the most
intriguing situations is playing out within
Pierer Mobility AG.
KTM and GASGAS fall under the Pierer
Mobility AG umbrella, a group which is led
by CEO Stefan Pierer. A lot of the silly season
talk has surrounded what’s going to happen
in the GASGAS Factory Racing Tech3
ranks for next season, with Pol Espargaro
having a contract in place for 2024. Augusto
Fernandez has done more than enough to
show he’s worthy of another year on the
premier class grid, but then there’s Red Bull
KTM Ajo star boy Pedro Acosta who has
made it clear another year in Moto2 isn’t an
option for him in 2024.
That means, with Brad Binder and Jack
Miller already confirmed to be Red Bull KTM
Factory Racing’s pairing, Pierer Mobility AG
have three riders to fit into their ranks. Three
into two doesn’t go. And the last thing Pierer
Mobility AG will want to do is see Acosta
move to a rival factory. So there’s some
working out to be done.
Speaking to Speedweek.com, KTM
Motorsport Director Pit Beirer confirmed that
talks have been held with current MotoGP
Independent Teams about trying to find
a slot where they could place one of their
riders.
“There was a reasonable conversation at
the French GP. Two weeks later they came
to a new agreement with their current
manufacturer. From their point of view, that
makes sense,” said Beirer, talking about
Gresini Racing MotoGP.
A similar conversation was had with LCR
Honda boss Lucio Cecchinello: “There were
no intensive discussions with Lucio. We just
asked about his contract situation. When he
informed us that he had a Honda contract
for 2024, the conversation ended.
“We don’t want to negotiate with anyone
who has a valid contract for the coming
season. We don’t support a culture of
snatching teams that are under contract
from other manufacturers,” continued Beirer
to Speedweek.
A clear answer was also received from
CryptoDATA RNF Aprilia boss Razlan Razali,
as they have a contract in place for 2024
with the Noale factory.
All is not lost yet though. Beirer also
confirmed to Speedweek that their preferred
option is to gain two extra places on the
MotoGP grid through Red Bull KTM Ajo
boss Aki Ajo. “Our efforts and wishes are
still going in weekly talks with Dorna to get
more places,” stated Beirer. How possible
that idea is remains to be seen.

NEWS DESK
When asked about what the future holds on
Thursday at Silverstone, Pol Espargaro said he
wasn’t worried about the noise surrounding his seat
and the situation regarding himself, Fernandez and
Acosta.
“I’m super pleased and happy because the Pierer
Mobility Group have been super good with me,
I never expected they would treat me in the way
they’ve treated me in the last months, I’ve felt huge
love from that side,” said the #44, who returned to
action for the first time since his Portimao crash at
Silverstone – just over four months ago.
“They’ve always said don’t worry about that, the
first and most important thing is to recover and
then from that moment on, go racing and see what
happens. This is the only thing I was looking for. Not
caring about the contracts or whatever, the most
important thing was to come here fully fit.
“After that I have a contract for 2024 also so for
me I’m not worried about that. My expectation is
to prove that I can be here, I want to be here. If I’m
not fast enough next year for sure I will move away,
I love this factory, I love KTM and GASGAS Factory,
and they deserve good results. So if the results
aren’t coming then I’m going to be the first one to
move on and let the young guys like Pedro and
Augusto build themselves.
“For me the most important thing at the moment
is to see that bike winning. They deserve it. They
spent a lot amount of effort to put that bike on the
podium and hopefully it will come with me, but if not
somebody else needs to do it so I will be happy.”
Espargaro is adamant that this will only come into
play next year though. After all, the Spaniard has
a contract for 2024. However the 2013 Moto2
World Champion did admit that every rider needs to
prove themselves each year – whether they have a
contract in their back pocket or not.
“This is something that even the riders with
contracts need to do every year, the riders need to
know they need to perform. Each manufacturer puts
a lot of effort into this paddock to perform well. If
the rider doesn’t perform well then you need to find
solutions.
“I’m going to be the first one to move if I’m not
performing well, this is not what worries me. I really
want to perform and from that moment on I show to
everyone that I should be here, this is my place.”
The talk was ramped up during the summer break
when Stefen Pierer confirmed to Speedweek that
Fernandez’s contract had been renewed for 2024.
Asked about that ahead of the British GP, the
premier class rookie was adamant nothing has been
signed or confirmed.
“Honestly I’ve read the news but my situation is the
same as before the summer. Nothing is confirmed
so yeah, just waiting for confirmation from the
bosses but yeah my situation is the same.”
The reigning Moto2 World Champion was also
asked whether he’d heard anything regarding the
talks Pierer Mobility AG had held with Independent
Teams. Fernandez was clear in what his preference
was if that was something that did come to fruition.
“Yeah I’m trying to close my contract with them.
Obviously I want to continue with GASGAS Tech3,
I’m happy with them, and I hope to continue in the
same place.”
With Pol Espargaro having a contract and Peirer
confirming Fernandez’s contract has been renewed,
a solution needs to be found to accommodate
the impending arrival of Acosta. It’s because of
the Spaniard’s obvious talent and potential that
Pierer Mobility AG finds itself in a situation like this.
Having too many options is never a bad problem

NEWS DESK
to have, but it is that - a problem. And it’s a
conundrum that needs to be solved soon.
The lengths KTM and GASGAS hierarchy
are going to in order to make room for the
2021 Moto3 World Champion are clear,
and it’s something Acosta himself finds
“impressive”.
“It’s quite impressive that one manufacturer
puts all their support in myself,” said Acosta
on Thursday at Silverstone, as the new
Moto2 title race leader continues to wait to
find out where he’ll be riding next season.
“And they are believing in myself, the only
thing is I have to wait. I believe in them, they
are giving 100% since the moment I arrived
in the World Championship. And why not?
It could be so nice to continue my story with
KTM racing in orange and let’s see, why not.
“I’m so happy for him, in the end they’re
having very good results,” continued the
19-year-old, speaking about his former
Moto2 teammate Fernandez. “He
deserves this place in MotoGP and let’s
see. We’re going to have to fight again for
the number 37.”
What Pierer Mobility AG end up doing for
2024 remains to be seen. It’s a fascinating
situation to keep an eye on ahead of their
home round in Austria on the 18-20 of
August because it’s usually at the Red
Bull Ring where we find out where the
jigsaw pieces have fallen for the Austrian
manufacturer.
Will two new spots be opened up by Dorna
Sports? Is there an option to place one of
their riders in a current Independent Team?
Or will Pierer Mobility AG be forced to make
a decision on who makes up the two spots
at GASGAS Factory Racing Tech3 in 2024
between Pol Espargaro, Fernandez and
Acosta? A huge couple of weeks await.

FIRST
RIDE
Words: Shaun Portman | Pics: Beam Productions
NEW KTM 1290 SUPER DUKE R EVO
EVOLUTION
The KTM 1290 Superduke R has arguably been
the best in its segment since its release way
back in 2014. Since then there have been three
generations of the iconic machine, from 2014 to
2016, 2017 to 2019, and finally 2020 to the current
day. One would think that KTM would rest on their
morals on what is an already brilliant machine,
however, KTM isn’t done with their third generation
of the 1290 Superduke R- Enter the 2023 KTM
1290 Superduke R EVO. Evolution and adaption are
critical when it comes to maintaining one’s status
as the top dog. The KTM 1290 SUPER DUKE R EVO
is a BEAST-evolved. Boasting intuitive Semi-Active
Suspension Technology (SAT), this BEAST not only
adapts to the road surface but also to the rider’s
inputs - making it a cold, calculated hunter. A
frightening prospect for any would-be challenger.

Yes, not much has changed on the EVO, but as the
saying goes- if it ain’t broke, don’t fix it! The 1290
Superduke R promises to accel at both road and
track and that’s exactly where we put it to the test.
We collected a demo unit from RAD KTM in Rivonia
and added over 500km on the Odo with a ride out
to Cullinan and our favorite home track, Redstar
Raceway out in Delmas. The heart of the beast, the
1301cc LC8 V-twin motor has been optimized to be
lighter while still obtaining near-class-leading stats.
The ferocious 180hp and 140NM of torque are and
have always been what makes the 1290 Superduke
a ‘BEAST’. The R Evo uses a six-speed PANKLmanufactured
gearbox with a power-assisted slipper
clutch to round out the package. While riding, the
roar from the excitable motor, combined with the
aftermarket SC Projects slip-on exhaust sings a war
cry with every decibel, penetrating your heart and
soul, making you ride like you never ever thought you
could while popping and banging along the way.
The Chrome-moly tubular space frame has also
evolved over the years becoming stiffer and lighter,
still using the motor as a means to increase torsional
rigidity. This is what gives the Duke its sporty yet
comfortable riding position and unrivaled handling.
Although stiffness is the name of the game, the
Superduke R is still soft and plush enough out on the
roads where you need it to be without compromising
stiffness and rigidity out on the track. The EVO takes
this one step further now, with the addition of 48mm
USD WP Semi-active Suspension up front with
125mm of travel and a WP Semi-active Rear Shock
with 140mm of travel. This addition makes the 1290
EVO more adaptable and useable than ever before.
Now, at the flick of a switch, you can alter settings
via the easy-to-use and navigate KTM system. The
suspension feels less intrusive and conventional
when comparing it to other electronic suspensions
on the market. It is electronically controlled and
uses Pulse Width Modulation stroke sensors which
offer finer and more responsive stroke signals and
faster reaction and adjustment times, leaving you
as the rider with just the simple task of just riding.
The settings are extensive and include damping
adjustment, auto(High, Low, and Standard), Sport,
Street, Comfort, and Track. Out on the road, I found
myself either riding in Comfort or Sport. Comfort
POWER
180 bhp @
9,500 rpm
TORQUE
140 Nm
@ 8,000rpm
TANK
CAPACITY
16 L
SEAT
HEIGHT
835mm
DRY
WEIGHT
191kg

soaks up the bumps well giving you the illusion
that you are riding a sports tourer and not a firebreathing
rigid naked beast. Sport mode is stiffer,
more precise, and more direct around corners,
offering better feedback as well as a more
consistent feel although not as subtle and soft
as Comfort. You also have an advanced setting
where you can alter damping, pre-load, and antidive
to name a few.
Now I never delved into the manual settings
but rather into the default ones, as who am I to
doubt the WP suspension Wizards at KTM? For
the track, I simply selected track mode which
stiffened up the compression and adjusted the
pre-load and rebound settings accordingly. I also
played around with the anti-dive setting and found
it better to leave on, rather than off which gave me
better control under braking and slowing down
coming into corners reducing the amount of dive
The EVO made
this task simple, by
combining rigidity
with feedback and
control making
sure that I never
missed an apex
and held a line with
relative ease.
on the front end while braking. The possibilities
and adjustments are endless and with more time
I do believe that we could have got the setup just
right, however saying that the default settings
offered by WP and KTM came pretty darn close.
The EVO felt familiar out on track and you would
have to look pretty hard to find any difference
between this and a normal 1290 Gen3. When
riding though is wheen you will feel and notice
the changes KTM has brought to the table.
Unfortunately, this particular demo wasn’t fitted
with the optional Tech Pack as yet so we were
limited to only having the Street, Sport, and Rain
mode. Even so, we managed to set competitive
lap times of 2.03s and even managed to put some
full race-prepped 1000s on race rubber to shame.
The EVO made this task simple, by combining
rigidity with feedback and control making sure
that I never missed an apex and held a line with
relative ease.

WP isn’t the only big name found on this
bike though – Brembo Stylema brakes are
standard, as are the specially designed
Bridgestone S22 tires which we swapped
out for BATTS HP2 Supersport tyres
for this test. The range-topping Brembo
Stylema brakes with Bosch 9.1MP 2.0 (with
cornering ABS and SUPERMOTO ABS)
make braking and stopping safely as easy
as 1-2-3, while the Supermoto mode allows
the kid in you to come out and play giving
you the freedom to slide the rear end with
the back brake while the front brake is still
kept in check by the ABS. The EVO stays
true to its siblings by being thirsty. A beast
needs to eat as they say and therefore the
16L fuel tank is drained rather quickly when
riding spiritedly. This is soon forgotten
about though as you cannot put a price on
FUN. And that’s what the 1290 Supeduke
EVO is all about... FUN!
Subtle styling changes on the EVO, make
it as light and strong as possible without
losing any of the 1290’s charisma and
aggression that we have come to adore
over the years. Parked next to a normal
1290 Superduke Gen3, you would be hardpressed
to tell them apart other than the
colour and difference in suspension. The
new KTM 1290 Superduke R EVO is exactly
what it says it is in its name, an evolution
of an already near-perfect machine. Now a
complete package with the finest electronic
riding aids, cruise control, and the WP
Semi-Active suspension. What KTM has
done for 2023 is take the Superduke R and
give it that final missing piece to make it not
only Ready to Race but also Ready to Ride.
Priced from just R371 999.00 and after
careful evaluation, we’ve determined that
the 2023 KTM 1290 Super Duke R Evo is
not only a beast. It is the beast!

RUBBER TESTING
GET A GRIP
You’ve just read how awesome, and brutal
the new KTM 1290 Super Duke R EVO
from RAD KTM is. A real beast with real
power, and as Uncle Ben told Peter Parker
(Spiderman) “With great power comes great
responsibility”. So, for the test on the new
Orange Naked beast, we did the responsible
thing. We headed over to the best in the
business when it comes to motorcycle tyres,
Bike Tyre Warehouse, and fitted one of the
most responsible, and affordable, supersport
tyres on the market today - BATT’s new HP II
Series Supersports.
I have been seeing this tyre more and more as of late
out on the roads, with many a rider having them fitted
to their bikes due to their impressive grip, longevity,
and most important their price. Available in the
following sizes- 110/70-17, 120/70-17, 140/70-17,
160/60-17, 180/55-17, 190/50-17, 190/55-17, and
a 200/55-17, the HP II series cater for a whole host
of motorcycles and applications from small capacity
motorcycles, commuters, adventure bikes, touring
bikes, naked bikes, and superbikes. This tyre is a highperformance
super sport dual compound with steel
belt radial that is a confidence-inspiring tyre whether
you are daily commuting, touring, or enjoying the
occasional track day.
We had them fitted to the Superduke R EVO for exactly
that reason, a little bit of road fun as well as a full day
of track riding out at Redstar Raceway in Delmas. Out
on the road, the tyre heats up quickly and offers grip
and confidence right out of the gates. For the road, we
set pressures to 2.3 bar front and 2.5 bar on the rear.
The edge and braking grip was impressive as was
the way the tyre adapted and handled changing road
conditions. The Dual compound ensures longevity
without sacrificing grip with customers reportedly
getting between 20-25 000km on a single set.
With Steel belt radial technology and a wide central
spine to ensure maximum grip during acceleration the
tyre not only excels on the road but out on the track
as well. Yes granted it’s not a track tyre but rather a
supersport tyre with built-in track technology. We put
the tyres to the test around the demanding Redstar
Raceway out in Delmas with a mixture of tight and fast
corners, long straights as well as hard acceleration
and braking points. No tyre warmers were used and
tyre pressures were set to 2.2 bar cold on the front
and 1.8 bar cold on the rear. After only just over 1
lap the tyres were up to operating temperature, even
in the colder morning weather conditions. From the
second lap, my knee was already dragging on the
tarmac as I got to grips with the feeling and feedback
the tyres gave me. The sidewall is stiff enough to offer
flex without compromising on edge grip, meaning I
could obtain impressive lean angles. The braking grip
was consistent with not one moment on the front end

the whole day. The rear started to move around
as the day went on under hard acceleration but
this was more due to the increase in track and air
temperature as well as the immense torture they
were subjected to with the 180hp/140NM Duke.
At the end of the day, the tyres looked pretty
much new and hardly wore. Even after 6 eight lap
sessions(48 laps) the tyres still offered premium
grip allowing me to post sub 2.04 lap times. I even
managed to catch and pass race-going 1000cc
superbikes fitted with race rubber on a stock naked
road bike, fitted with road-going supersport tyres.
To say I was impressed with BATT’s HP II Series
tyres would be an understatement. Priced from just
R3999 fitted, there really isn’t any reason not to give
them a go for yourself.

FIRST
RIDE
KAWASAKI H2 BEAST
SUPER
Words: Shaun Portman | Pics: Beam Productions
SUPER
SUPER
CHARGED
We have been lucky enough to test some
amazing bikes over the years here at MRW,
none more so than the latest machine we got
to swing our leg over. A 2017 Kawasaki Ninja
H2, but with a difference. Blake Industries
and ETR Performance, masters of tuning
got their hands on this already unique and
powerful supercharged machine to make it
even more powerful.

From the factory, the Kawasaki H2 produces an
already impressive 200HP and 133NM of torque.
But for Blake Industries and ETR Performance this
wasn’t nearly enough as they fettled and tinkled
with the H2 and what they achieved is nothing
short of mind-blowing. Even more impressive is
the fact that the bike still runs on 95-octane pump
fuel, so no special race fuel to aid in additional
performance. The H2 is fitted with a full Arata
racing exhaust system, Turbosmart blow-off valve,
Extreme Creations (Australia) intercooler kit, Stage
2 supercharger gears, Bosch 1000cc secondary
injectors, and a Blake Industries custom ECU
flash. All of this means that this H2 now makes
more power than a stock Kawasaki H2R with a
mind-blowing 305.9hp and 169.1NM of torque.
For reference, a stock Kawasaki H2R on the same
dyno produced 284.5hp and 161NM of torque.
If this wasn’t enough though, Blake Industries
and ETR Performance have taken it a step further
by customizing the aesthetic side of things by
customizing the wheels, adding winglets, adding
radiator guards, adding carbon fiber bits, adding a
Brembo front master cylinder and adding winglet
mirrors. This H2 truly is beautiful and demands
attention where ever you go on it. This is the same
bike that Sheridan Morais has been riding and
having fun on over the last couple of months.
When he first started riding it, it was only 240hp.
It now has 305.9hp and he recently took it out to
The Monday Club at Kyalami to put it to the test.

The traction and wheelie
control seemed to have given
up trying to keep the power in
check much like a babysitter
losing control of a group of
unruly youngsters.
Unfortunately, he was still recovering from injury but
still managed to put in some impressive laps, still on
standard suspension and gearing. The gearing was
quite short, despite being standard the H2 was topping
out on the clock at 299kph before the flat-out right-hand
sweep down Kyalami’s main straight.
Since then Blake Industries and ETR Performance have
gone down two teeth on the rear sprocket for more
top speed and to prevent the H2 from limiting down
Kyalami’s main straight. They took the bike down to
Kyalami for yet another Monday Club at Kyalami and
this time, I would get to sample the most powerful bike
I have ever and more than likely will ever get to ride.
To say I was nervous was an understatement but my
excitement and interest got the better of me and I was
soon out for my first session on a well-worn set of Pirelli
Diablo Supercorsa SC2 race tyres. The power was
simply brutal, there are no other words to describe it,
and definitely too much power for a race track and my
skill level.
As the session went on it would seem that the
outrageous power wasn’t just too much for me but the
standard clutch as well as it started slipping halfway
through the session at high rpm’s from 4th to 6th gear.
Now it has taken a huge amount of abuse and numerous
track days with Sheridan, so who can really blame it?
Chatting with Martin Blake there are plans to fit a heavyduty
clutch to this beast to better cope with the amount
of power and abuse it takes.
The H2 was actually easier to ride around a track than
I was anticipating. Handling wasn’t bad at all, all be
it quite soft. The traction control and wheelie control
seemed to have given up trying to keep the power in
check much like a babysitter losing control of a group of
unruly youngsters. The H2 was spinning the rear wheel
in and out of the corners and even down the straights.
This put even more strain on the ailing clutch and Pirelli
SC2 rear tyre which was now misshaped and had little
grip left to offer. Despite the clutch issues the H2 was
still reaching over 290kph on the clock down the front
straight even though I was having to short shift from 4th,
5th to 6th and roll off around the right-hand sweep with
a lot of vibration coming through the handlebars from
the clutch and high rpm’s thanks to it slipping. Trying to

keep the H2s front wheel down was much like stopping
the SA goverment from being corrupt - impossible, and
eventually, I just had to let it do its thing and hold on for
dear life. I was leaving thick black lines on just about
every corner exit as I tried to get the 306hp down to the
ground. A battle I happily lost with a huge smile on my
face as this was the most fun I had ever had while riding
around a track.
The standard Brembo brakes worked like a treat with
some fade late on in the sessions due to well-worn brake
pads. The Brembo front master cylinder also aided in
sharper braking, giving more feedback braking from
around 290kph to 60kph for turn 1. All of this is more
impressive when you take into account the 238kg wet
weight of the H2. This is obviously a lot heavier than
standard 1000cc superbikes which are a lot easier to
ride and slow down for the corners. The quick shifter
worked well and is silky smooth and precise although it
does lack the addition of an auto-blip, another addition in
the pipeline for Blake Industries and ETR Performance to
further enhance the performance of this H2.
All in all and it was a great experience to sample that
amount of power and I look forward to doing it again
soon with fresher rubber and with the heavier-duty clutch
fitted. We will also be getting Sheridan Morais back on
the H2 to see exactly what speed he can reach down
Kyalami’s front straight on the monstrous Kawasaki H2
by Blake Industries and ETR Performance.
Trying to keep the H2s front
wheel down was much like
stopping the SA goverment
from being corrupt -
impossible, and eventually, I
just had to let it do its thing
and hold on for dear life.

FIRST
RIDE
NEW HONDA CB750 HORNET
THE BUZZ
Words: Shaun Portman | Pics: Beam Productions
AROUND
TOWN
The Honda Hornet is just about as iconic
as any motorcycle can be. A fan favorite
since the original CB600F Hornet debuted
way back, 25 years ago in 1998 mainly
thanks to its practicality, affordability, and
sheer reliability. Since then there have
been various updates and versions of the
Hornet, with the latest coming in 2023
with the all-new CB750 Hornet. So we did
what we do best here at Moto Rider World
by putting it through its paces both out on
the road and on the track.

An all-new 755cc Liquid Cooled OHC, 4-stroke,
8-valve Parallel-twin motor, featuring a 270-degree
crank and uni-cam produces 90.5hp and 74.4Nm
of torque. The all-new motor, which is also
mounted in the new Transalp, is mated with a steel
diamond frame with limited flex. So Honda has
done away with the infamous in-line four motor
and replaced it with a parallel twin motor with the
same design ethos, similar to that of the Africa
Twin and CRF450R. Has it worked? In short, yes!
The new motor has oozes of low-down power
and torque, perfect for point A to B commuting,
touring, or general horseplay. The addition of a
ride-by-wire throttle increases and smoothens
out response and also allows the addition of new
and various riding aids, never before seen on
any Hornet prior. The new CB has three preset
riding modes- Rain, Standard, and Sport with a
customizable User mode as well. You also have
access to three traction control settings, three
engine brake levels, and three power output
levels. I found the traction control to be quite
medley, even on the lowest setting the bike would
almost cut out when joining the road from off of it
or under hard acceleration at low speeds. I found
it better to leave the TC off, also making it easier
to wheelie or accelerate hard without concern of
the bike cutting out.
As with most Honda’s the Hornet comes standard
fitted with Showa front and rear suspension. Up
front, you have an SFF-BP 41mm USD fork paired
with a rear mono-shock operated by Honda’s
usual Pro-link system. Suspension adjustment is
limited with the rear pre-load alone. The brakes
are Nissin radial mounted 4-piston calipers with
twin 296mm rotors up front and a single-piston
caliper at the rear, mounted to a 240mm disk.
The Hornet also boasts a simplistic dual-channel
ABS system which unfortunately cannot be
disengaged.
POWER
90 bhp @
9,500 rpm
TORQUE
75 Nm
@ 7,250rpm
TANK
CAPACITY
15.2 L
SEAT
HEIGHT
795mm
WET
WEIGHT
190kg
A closer look shows that Honda
hasn’t skimped where it really matters
and this shows in the aesthetics
department. The Hornet is sleek,
sharp, and elegant with a hint of
aggression from every angle. Typical
Honda build quality shines through, especially
in the switchgear and interface. LED headlights,
tail lights, and indicators are standard with the
before mentioned turning the night into day
with their brightness. The rich specification
list is headlined by a 5-inch TFT colour display
offering vivid information and four types of speed/
rpm display (analog or bar, according to rider
preference) as well as fuel gauge/consumption,
riding mode selection/engine parameters, grip
angle degrees, gear indicator and customizable
up-shift point on the tachometer to name a few.
Also integrated into the easy-to-use interface is the
Honda Smartphone Voice Control System(HSVC)
allowing you to connect your Android or Apple
phone via Bluetooth, make and receive phone
calls and give voice commands so long as you
use a helmet-mounted headset.
Out on the road and track the Hornet is
predictable and easy to use. It’s a small and
compact bike, resembling a 250/300cc rather
than a 750cc and this makes it light and flickable
from left to right. Believe it or not, it actually
has the best power-to-weight ratio in its class,

weighing in at 190kg fully fueled. The frame is rigid
and while riding aggressively you can sense that the
suspension battles to keep up. The riding position is
typically naked, sporty yet comfortable with narrower
handlebars than most of its rivals. Tall and short riders
won’t have an issue adjusting to the Hornet. The
795mm seat height also ensures that even the vertically
challenged will manage to feel comfortable on the CB.
Around the track, the footpegs do scrape from time to
time because the handling is so good with the 120/160
tyre size.
Each riding mode engages 1 of 3 different power levels,
3 engine braking settings, and the before mentioned
traction control settings. Sport mode uses maximum
level 3 of power, level 1 engine braking, and TC settings.
The Standard mode puts power, traction control, and
engine braking all into level 2 while Rain mode puts
the TC to level 3, drops the power level to 1, and sets
the engine braking to the middle setting. You can also
mix and match these three settings to create your own
custom user mode which is exactly what I did.
The Hornet is pinpoint
accurate, nimble,
and holds a line
fantastically out on
track. A comfortable
place to be whether you
ride every day or enjoy
the occasional kneedragging
track day.

The Hornet is pin-point accurate, nimble,
and holds a line fantastically out on track. A
comfortable place to be whether you ride every
day or enjoy the occasional knee-dragging track
day. The Hornet will get you to where you need
to go, with a gigantic smile on your face to boot.
It’s unassuming but quickly pulls on your heart
string. I can’t remember when I last rode a naked
Japanese bike with this amount of fun factor and
character. Perhaps the Yamaha MT09? The sixspeed
gearbox is smooth but lacks the addition
of a quick-shifter as standard. This puts a damper
on what is an already great package. Yes, you can
add one after but that’s not the point. And yes I
know that adding one would have hurt the price,
as would adding cruise control and heated grips
but nowadays these are necessities and should
be standard equipment.
The Hornet isn’t thirsty as you would expect from
a Honda in this segment. The 15.2L fuel tank will
last close to 350km, more if you ride sparingly.
Packed with great features such as smartphone
connectivity, auto-canceling indicators, and
ESS(Emergency Stop System). The new Hornet
is the cheapest of its middle-weight naked rivals
at R179 999, a mouth-watering prospect because
it’s powered by an all-new beautiful parallel twin
motor, and has a bountiful array of riding modes,
electronics, and standard equipment. An allaround
fun and practical machine is the new
CB750 Hornet. You truly cannot go wrong with the
legend that is a Hornet!
The brakes are fantastic and fade-free, especially
around a race track, not its natural habitat by
any stretch of the imagination. The ABS is barely
noticeable, a plus in my book especially since you
cannot switch it off.

Words: Shaun Portman | Pics: Beam Productions
RACING
AHEAD
KAWASAKI ZX10R MASTERS CUP BIKE
One of the most popular superbike racing categories in South
Africa is by far the Sunbet Kawasaki ZX10 Masters Cup. The series
forms part of the Extreme Festival. The bikes are obviously all
Kawasaki ZX10 machines of different years and so are the riders.
There are a few different age restrictions and classes the first
being Masters which caters to riders aged between 35 and 44.
Then you have the Veterans from 45 to 51 and finally the Extreme
Veterens for riders 51 and up. There are generally over 20 bikes
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
ZX10R which belongs to and is ridden by Ian
Harwood. This particular bike pushes out 180hp and
just over 107NM of torque which doesn’t sound like
much to be honest, especially when comparing it
to the ZX10R’s standard specs. The bike was fitted
with a used set of Bridgestone R11 soft tyres which
already had a good 30 laps on them before the test.
Aesthetic wise it is a pretty bike from every angle,
fitted with a custom decal kit from Moto Kustoms
which really helps it stand out. The high-rise screen
also aids not only in the looks department but with
aerodynamics as well. As mentioned above with the
rules of the ZX10 Cup this bike is pretty much stock
except for some suspension work and that beautiful
Arata slip-on exhaust.
We managed to do around 45 laps for the day and set
a consistent pace in the 2.03s. The setup wasn’t ideal
with the front suspension springs being way too soft.
We dialed up pre-load by 8 clicks to its max but it was
still way too soft. The front end chattered, hopped,
and skipped under hard braking making corner entry
sketchy more often than not. The brakes were good
and consistent for most of the day but the brake pads
These are the basic rules for
the bikes in the ZX10 Masters
Cup which help keep things
as close and fair as possible:
• Standard Engine which gets
dynoed and sealed at KMSA
• Standard ECU with minor
Changes allowed [Quick shifter
timing and sensitivity]
• Aftermarket plug-and-play quick
shifter is allowed
• No after-market fuelling modules
are allowed
• Front suspension is standard
with only springs and oil/air gap
changes are allowed
• Rear shock modification as
per ZX10 spec done by MP
suspension or Shock logic and
then sealed
• Only standard or SBS brake pads
and discs are allowed
• Only BRIDGESTONE R11 Soft
compound tyres are allowed
• Aftermarket slip-on exhaust with
standard header pipes
• Air filters are free of restriction
• Rear sets and the steering
damper are free of restriction
• Clip-on handlebars are free from
restriction
• Aftermarket race fairings are free
from restriction

were quite worn which caused a little bit of brake
fade from the standard Brembo front Stylema
calipers and master cylinder. The tyres offered
great grip under braking, lean angle, and corner
exit, despite having over 70 laps of abuse on
them by the end of the day. Kawasaki has always
had a great traction control system on their new
generation ZX10s, and this one is no different.
It’s consistent and reliable, helping to prevent
wheelies and wheelspin to optimize acceleration.
The rear suspension felt good and solid offering
great feedback to me on what the rear of the bike
was doing- despite my hefty frame. The motor
on the ZX10 is crisp and strong but not as strong
as some race BMW S1000RRs I have ridden
but then again you are restricted by the rules in
what you can do and how much performance
you can get out of it. The quick-shifter/auto-blip
is smooth although slightly delayed and too
sensitive, but can be adjusted as per the rules.
Without knowing it even the slightest touch would
trigger an untimely gear change causing a few
intense moments out on track. The fueling system
and engine braking could use some work. The
bike runs into turns and surges even when off
the throttle which caused me to run into corners
quicker than I would like, run wide on a few
occasions and almost lose the front.
The riding position is typical superbike, with
pushed-out clip-on handlebars providing the
perfect and aggressive layout for the track.
The aftermarket rear sets are adjustable and
if it was my bike I would move them down a
notch for more comfort and control. Ian has
them like this because he leans the bike over
too much without moving out of the saddle
scraping the gear lever which obviously isn’t
ideal. I reached lean angles of 58 and 59
degrees, impressive on the old worn tyres. In
my last session, I managed to do a 2.02.9 on
my last lap which I was happy about despite
struggling with setup and having not ridden a
race 1000cc for half a year.

After spending a day riding a ZX10 Cup bike I could see the appeal
in the rules. A fair playing field for all the riders. And to be fair most
modern superbikes are already pretty good out of the box, so
limiting modifications will also keep the cost to go racing down and
allow the cream of the crop to rise to the top.
A huge thank you must go out to Ian for trusting us with his beautiful
and immaculately prepared race bike. If you want to find out more
about the ZX10 Masters Cup, you can email them at Zx10.masters@
gmail.com or visit their website: www.zx10masterscup.co.za. Stay
tuned to MRW as we hope to do a wildcard race sometime in the
near future. You can also check the video review we did on this bike
for yourself on our YouTube channel.

Words: KTM Blog (Adam Wheeler) | Pics: Polarity Photo & KTM Images
RACING FEATURE
THE MOTOGP
CONTRACT
MOVER
Jens Hainbach, Vice President Sports Management
Road Racing, has a rewarding but delicate job as one
of the main chess piece movers for the company
and its multi-classes participation in MotoGP.
Seven years into the role, the 50-year-old tells us
about the maturing talent scheme where the KTM
roster is now bursting with potential.
‘Silly season’ – the period in the racing calendar
where riders and teams decide their changes and
futures – is always one of the most speculative and
fascinating parts of the motorsport year. The fans
revel in the gossip and the possibilities of new faces
on new bikes and how those racers and rising stars
will fare.
Usually, the bigger the name, the earlier a long-term
contract is sorted. But there are also unexpected
twists in the paddock landscape that get the tongues
wagging (and journalist’s keyboards bouncing).

A former racer like Hainbach is at the centre of this
complicated weave of negotiations and discussions
that not only include where a rider is employed but
also which team receives factory support, the color of
the bike and the short, mid and long-term prospects
of projects and investments. He helps bring together
the key management figures that take decisions and
write the checks to keep the Pierer Mobility Group’s
Grand Prix racing efforts (as well as development
series’ like FIM JuniorGP, Red Bull MotoGP Rookies
Cup and the Northern Talent Cup) ticking over and
heading towards their objectives.
In 2023 so far Hainbach is having some interesting
talks. Talent like Daniel Holgado, Deniz Öncü and
Jose Rueda are shining in Moto3, and former Moto3
world champion Pedro Acosta is making big strides
in Moto2 (and he has been heavily linked to one of
the company’s berths in MotoGP where KTM have
already watched Brad Binder and Jack Miller take
podium finishes). Then there are other considerations,
such as the clamour to elevate Jake Dixon from his
Moto2 berth to the premier class to give the UK some
much needed representation on the grid.
It feels like there are a lot of balls to juggle, and that’s
without appreciating how advanced and competitive
the RC16 looks to be this season and the appeal
of racing MotoGP for KTM. This wasn’t always the
case. To get an orientation on both his tasks and the
current demands of his work, we pestered the friendly
German for some of our own face time…
Jens, how has the job changed in the
last five years?
It’s changed quite a bit because we decided that
it would be nice and beneficial to have one Pierer
Mobility Group representative in the paddock all
the time. So, I took the role, meaning quite a lot of
travelling and less days in the office but it’s fine for
me and it makes sense for all the topics that come
up in any of the classes or with IRTA or Dorna. I’m
more in my office at the circuit than I am in Austria!
The technical side and the management side have a
good split. Everybody knows their job and their place
and we come together to try and make the best of
what we have.

The size of the company’s ‘footprint’ in MotoGP hasn’t
expanded that much, right?
It changed a bit in Moto2 with the involvement of other
brands. The teams that were already connected to us took
on a bit more and it also took a bit more time for us to get
them sorted with everything they needed.
How tricky is it to organize the pathway of the rising
generation of talent, and then deal with the stars
compared to the rising stars…?
Very tricky, and that is why we really need the help and
input of team managers like Aki [Ajo], Hervé [Poncharal],
and others to take a decision and follow these young guys,
identify their strengths and weaknesses, and see what we
can do to help them improve and ‘grow up’ to potentially
be ready for the challenge of MotoGP. You never really
know how a young rider will develop. There is always a bit
of a ‘guessing game’ to support the right one. Sometimes
it will work, sometimes it doesn’t. There is also this issue of
‘lack of space’ when you get to the top, which means the
decision on the rider that gets the vote is critical. It’s always
a bit of a bet.
You never really
know how a young
rider will develop.
There is always a bit
of a ‘guessing game’
to support the right
one. Sometimes it
will work, sometimes
it doesn’t.
There must be some hard decisions along the way
because riders mature and progress at different times.
They cannot all be teenage hotshots like Pedro Acosta…
Yes, because you have different levels of ability, different
characters, different backgrounds. Some riders you enjoy
working with, but you see that they are not reaching a
certain level of ability. It means some hard decisions that you
don’t want to take but, in the end, it is all about performance.
That’s what makes the job quite easy because we’re rated
by what we achieve on a Sunday afternoon and it’s what we
have to look for. We make sure we have as much information
as possible before we make a decision. It is not only about
what the riders are doing on the track but what they are
doing off the track, their surroundings, their entourage and
how they behave and how they support the rider. There
are many things. It’s the same with a bike; it’s not only the
engine or the chassis or the aero, it’s the whole package and
it’s complex. It is even more complex with riders because
there are many things that affect their performance and
many things to consider for their future. You make mistakes
– and they will happen again – but the important thing is to
learn from them and try not to repeat them.

The group introduced GASGAS into MotoGP
for 2023 and there was a reset for the former
KTM Tech3 crew, including the rider line-up.
Was that an example of a hard decision?
It was a hard decision…but I would not consider
it as a ‘mistake’. It was something that we
planned [having two rookies in 2022] and that
we felt that we wanted to try, and it didn’t work
out as we – or anybody – expected. So, you have
to learn from it, analyse it and make a decision.
It didn’t work out with both riders and now the
situation is different, and I feel we have a much
better overall situation in our hands, injuries
aside. We enjoy seeing what a proper attitude
can do to results but also to the overall mood in
the pitbox. Of course, a lot does depend on the
readiness of the bike and the performance of the
machinery, especially when things are so tight in
the categories, but when one rider can produce
something extra or better than the rest then the
question of the bike gets taken off the table. It
is always a combination. It is a lot easier for us
when the bike is performing well because you
have a lot more knocks on the door and interest.
It’s not always the way though! In that case
you need to convince riders and make them
trust you in a different way and align goals and
perspectives for the future.
It must also be hard to match contract
timelines with the talent, and the
opportunities you are able to give riders…
Sure, we’re fortunate that we have big support
from our bosses as the general philosophy is
‘why should we buy someone from outside the
group when we have grown our own riders?’
and when these riders have an understanding
of what we are about and how we go racing. We
like to work with them and to see what we can
do for them in terms of preparation, like going
to the Red Bull Athlete Performance Centre.
It’s helpful that the upper management and the
company are on the same page and buy into our
approach of the ‘road to MotoGP’ and benefits
of putting money on riders in our own system
rather than those with no connection.

You mentioned the growth in Moto2. Is that as much about the
KTM GP Academy and the ‘road to MotoGP’ as it is
a branding exercise?
For sure. It’s part of the pyramid. We have the base in Moto3, then
it goes up and there are less spaces in Moto2 but we can still follow
riders as they develop and try to conquer that next stage, and then
even less spaces at the peak of MotoGP. Not all of them can reach
the top and there is only one space on the top of the podium! That’s
the one we want to fill. Moto2 is also important for promotion. Also,
you have a clear distinction in the character of the teams; one is the
cool Finnish-led set-up, another is hot-tempered Spanish and then
this rational German outfit. You then have to be careful where you put
the riders and marry the right character to the right team. It’s nice to
have that opportunity.
Will Moto2 ever become a chassis development
class for KTM again?
We’re quite happy with how it is now. Also talking about the riders, it
is good to see them on similar equipment and to observe which one
is making steps forward. I don’t see a need for our own chassis in
Moto2.
KTM race everywhere and worldwide. Is MotoGP still
a big priority for the company?
MotoGP is still the biggest promotional window we have in KTM.
The value of what we do and the payback we get through marketing
is huge. It’s the top of the game. Steps have been taken this year to
make the racing even more attractive and the Saturday Sprints bring
an incredible level of excitement. We love the idea, and if you see
races like Jerez and Le Mans then I see us going in the right way with
the championship. If you see the competition on track, then I doubt
it has ever been closer. It’s very exciting. Maybe it needs some small
adjustments here-and-there but this is already in the making. All our
guys, and especially Brad and Jack are happy to go racing, and we’re
happy with the results so far!
Lastly, with names like [Pedro] Acosta, Öncü and Holgado KTM
have world champions, race winners and MotoGP stars
in the making…
That’s why we do this and pick them from a young age. When we
pluck a rider from the Rookies [Red Bull MotoGP Rookies Cup], let’s
say, and plug him into Moto3 then it is with a long-term plan for him to
make it to MotoGP. You are not only thinking about Moto3 or Moto2
but the wider goal of having the best riders on our MotoGP bike.

Watch it all on our
YouTube Channel
SA LAUNCH TEST
leaping
ahead
2024 HUSQVARNA ENDURO MODELS
RED BULL ROMANIACS 2023
LUCKY
NUMBER 4
LETTENBICHLER EASES TO FOURTH
VICTORY AT 20TH EDITION OF TOUGH
ROMANIAN RACE.

Words & Pics: Red Bull Content Pool
RACING
FEATURE
hard
enduro
THE ART OF COMBINING SPEED & STAMINA

Get ready to relive the motorbike
spectacle of a lifetime, as Romania was
transformed into a true battleground
for the fearless. The 20th Red Bull
Romaniacs brought forth pulsepounding
intensity as elite Hard Enduro
World Championship riders displayed
their unparalleled skills, just weeks
after conquering the iconic Red Bull
Erzbergrodeo race. Here is all you need
to know:
Hard Enduro combines the most extreme elements
of the major off-road motorbike disciplines including
the high speed and long distances of Endurance, the
technical skills and obstacles of Trials, the jumps and
fast lines of Motocross and the navigation challenges
of Cross-Country.
The Hard Enduro World Championship tests different
skills to breaking point by riding offroad over rugged
ground, climbing up mountains or picking a trail
through dense forest deftly balancing the need to find
fast lines over tricky terrain along with the outright, raw
pace of motocross.
The majority of riders opt for a 300 or 350cc two-stroke
bike which combines speed, low-down torque and are
lightweight - the main brands coming from the KTM
stable, as well as Husqvarna and GasGas.
and look after your tyres because you need a good
edge on your tyre to get up the last climb.”
A great Hard Enduro rider is a synthesis of the lowspeed
mastery of a trials rider, the pure speed of a
motocross racer and the stamina of an endurance
competitor with 48-year-old Graham Jarvis showing
that age is no barrier if you maintain good fitness while
there is good camaraderie between riders to help each
other out: it’s all about beating the course.
In terms of staying in shape, Letternbichler adds, “I
train on a motocross track, I ride trials, I ride classic
and extreme enduro, it makes you a better all-rounder.
I’m a big mountain bike fan, it’s my second passion,
and it’s good for cardio. I do a little bit of gym work in
the summer.”
The biggest and oldest races are the recent Red Bull
Erzbergrodeo, carried out in a working Austrian ironore
quarry mine, and this week’s gruelling Red Bull
Romaniacs over five days in deepest Transylvania.
Red Bull Romaniacs is the longest event in the
Championship and the brainchild of former snowboard
champion Martin Freinademetz starting out with the
fan-friendly Prolog around the medieval city of Sibiu
before a marathon four days of riding around the
beautiful Carpathian Mountains.
You can also tweak them as reigning world champion
Mani Lettenbichler explains, “KTM’s bikes are pretty
good out of the box, but I have made a lot of changes
to the standard bike. My bike has a different engine
and suspension, and my handlebars and footpegs are
in different positions.”
Looking after your bike is also key as Paul Bolton
reveals, “You don’t want broken or bent brake discs,
so they have to be covered, and there’s also armour
to protect the chain and big skid plate to protect the
engine. You need to know when the bike is suffering

Words & Pics: Red Bull Content Pool
RACING
FEATURE
lucky number
four
LETTENBICHLER EASES
TO FOURTH VICTORY AT
20TH EDITION OF TOUGH
ROMANIAN RACE.

Red Bull KTM Factory Racing’s Manuel
Lettenbichler easily powered clear of
the field to win round three of the 2023
FIM Hard Enduro World Championship
season at Red Bull Romaniacs and
maintain the perfect start to his world title
defence. Here is all you need to know:
Red Bull Romaniacs is the longest event in the
Championship and the brainchild of former snowboard
champion Martin Freinademetz starting out with the
fan-friendly Prolog around the medieval city of Sibiu
before a marathon four days of riding around the
beautiful Carpathian Mountains.
SA’s Wade Young
Riders from 55 countries competed as German
Lettenbichler accelerated majestically through the
gears over the first three days to open up a 58-minute
lead that he never looked like relinquishing.
He made a strong start on Saturday to top the
opening checkpoint, then managed his pace superbly
throughout the day to finish ahead of the fellow
KTM bikes of Canadian Trystan Hart and Teodor
Kabakchiev.
Lettenbichler, 25, said: “I’m super stoked with how
the whole week has gone. To get my fourth Red
Bull Romaniacs win and hat trick of victories in the
championship this year is kind of crazy.”
Ending his day sixth, Hart wrapped up his debut
podium and became the first Canadian to finish in the
top three of the world’s toughest Hard Enduro Rallye
as Bulgarian rider Kabakchiev overhauled 2021 world
champion Billy Bolt brilliantly late on to claim the final
podium place.
Graham Jarvis
Billy Bolt
Husqvarna rider Bolt, 25, said: “Red Bull Romaniacs is
never easy but coming here with limited bike time and
still nursing an (shoulder) injury added to the difficulty
of it. It started out great, but as the race continued it
wore me down. Ultimately the goal was always to reach
the finish line.”

Sherco rider Wade Young finished in fifth place with
Austrian Michael Walkner sixth. Young, 27, said: “This
edition of Red Bull Romaniacs didn’t let up. Each day was
hard, at the limit of possible. Overall I feel like I had a good
week and was able to put a consistent race together.”
Lettenbichler now leads Hart by 18 points overall as the
2023 FIM Hard Enduro World Championship season
enters its second half with round four at Red Bull Outliers,
Canada on August 26-27.
FIM Hard Enduro, Round 3, Red Bull Romaniacs result
1. Manuel Lettenbichler (KTM) 19:45:15
2. Trystan Hart (KTM) 20:55:14
3. Teodor Kabakchiev (KTM) 21:19:16
4. Billy Bolt (Husqvarna) 21:25:16
5. Wade Young (Sherco) 21:32:02
6. Michael Walkner (GASGAS) 21:37:48
7. Mario Roman (Sherco) 22:31:30
8. Graham Jarvis (Husqvarna) 23:44:46
9. Sonny Goggia (KTM) 24:19:31
10. Matthew Green (KTM) 24:44:25
FIM Hard Enduro World Championship Standings (After
round 3)
1. Manuel Lettenbichler (KTM) 64pts
2. Trystan Hart (KTM) 46pts
3. Billy Bolt (Husqvarna) 44pts
4. Teodor Kabakchiev (KTM) 38pts
5. Michael Walkner (GASGAS) 31pts
SA’s Mathew Green

Words: Shaun Portman | Pics: Beam Productions
FIRST
RIDE
SA LAUNCH TEST
leaping
ahead
2024 HUSQVARNA ENDURO MODELS
The enduro motorcycle market is like a never-ending war
among motorcycle manufacturers worldwide. To stay on top
of this technical battlefield, manufacturers need to bring
their A-game every year and continue development on their
models and improve on them annually. One such manufacturer
is Husqvarna who have been in the game since they started
producing motorcycles in 1903. Since then they have
produced top-level motorcycles, not only for the road but offroad
as well to compete with the very best in the world.

They generally release their new Enduro models
to the public, early every year, around June/
July here in South Africa, and always release
models a year ahead. So for example, like now
in 2023 they have released their 2024 models
and we were invited to the Hartbeespoort Dam
to sample them. This would take place at Blue
Groove on a set-out Enduro loop where we would
get to spend time on the all-new 2024 TE and FE
machines. For 2024 the bikes have undergone a
massive overhaul which typically only happens
with Husqvarna every 4 years with the last being
in 2020. The 2024 Husqvarna range features new
expertly crafted frames, subframes, bodywork,
suspension, and brakes to further enhance and
improve on rideability and keep Husqvarna at the
forefront of its class.
WP suspension is typically the best in the business
in the off-road segment, and they have been hard
at work to further enhance their 2024 XACT Closed
Cartridge fork and XACT rear shock. The forks
have been overhauled for 2024 and now feature
a mid-vale piston which offers a smoother action
and consistent performance while a hydro stop in
the final 68mm of travel helps to maintain forward
momentum. The XACT rear shock has been redesigned
for 2024 and features a new piston that
is 100g lighter and 15mm shorter but still retains
300mm of travel. This upgrade or re-design is set
to improve comfort and soak up the bumps more
efficiently. For added convenience the suspension
remains adjustable by hand, both on the front
and rear, ensuring easy and fast personalized
set-up. The chromium molybdenum steel frame
is also new for 2024 and designed to work handin-hand
with the updated WP suspension with
revised flex characteristics and improved antisquat
behavior. New frame geometry improves
the ground clearance of the linkage which makes
it less susceptible to damage. As with most offroad
motorcycles the frames and more particularly
the subframes need to be tough and hardy so
Husqvarna have also developed and added a
much more durable hybrid subframe to their 2024
machines. A new, hollow die-cast aluminium
swing arm features an improved casting process
and now features a 22 mm axle. Additionally, the
chain guard and chain slider have been completely
redesigned for 2024, which Husky claims results
in improved durability and less susceptibility to
catching on external objects while also helping
to reduce dirt build-up around the swing arm and
chain guard. Chain adjustment markings are also
visible from above to make for simpler adjustments.
There have also been key changes aestheticswise
for 2024 with new bodywork on all the
models, plastered with modern, Swedish
graphics. A new grippier seat cover finishes
the looks off perfectly while also aiding with
riding performance and practicality. More knee
contact and better control have been acquired by
improving the rider triangle, with narrow bodywork
making it easy and giving you more space to
move around. A new brighter headlight and
mounting system has been added for 2024 which
improves efficiency and is easier to operate.
The two strokes for 2024(TE150, TE250, and
TE300) are now also powered by all-new engines
which are fuelled by using TBI(Throttle Body
Injection) which offers a more controllable and
consistent spread of power throughout the rev
range, from low down to higher revs. Unlike the
two-stroke MX bikes with TBI the enduro bikes
retain the in-frame oil tank and oil injection system
which means no pre-mixing of fuel is required.
While the FE250 and 350 benefit from new
compact and lighter DOHC engines which are
positioned two degrees backward in the frame
to further centralize mass and contribute to the
improved anti-squat behavior of the chassis. The
four-stroke range features a 42 mm Keihin throttle
body while the two-stroke range features a newly
developed 39 mm Keihin throttle body. Torque
and power have been maximized thanks to all
major engine components being as centered as
possible. Two pre-set riding maps are available via
the advanced EMS electronics on both the two and
four strokes with the latter models also benefiting
from rider aids such as Traction Control and a
Quickshifter for upshifts.
The OCU(Offroad Control Unit) is also new for
2024, aiding in the reliability and user-friendly
serviceability of the electronics. All the models
across the range are fitted with new enhanced
BRAKTEC brakes with high performance and

hardy GSK rotors. The 2024 Husqvarna range
also receives a new combined start/stop button,
ProTaper handlebars, and Michelin Enduro tyres as
standard.
Time to ride then and for those of you that know the
layout at Blue Groove we would be riding up what
seemed like mount everest, covered in rocks and
boulders rather than snow. I would classify myself
as average or maybe slightly above when it comes
to Enduro riding although this would be my first
time riding in this kind of terrain. I don’t get to ride
Enduro that often and so this would be a relatively
new experience to me and as such I would be
relying on the bikes to get me through the day and
up that rocky mountain.
2024 Husqvarna FE250
The first bike I would sample would be the
FE250, and I chose this as being a little ring rusty
I needed a bike that would be easy for me to ride
and be forgiving at the same time. Sitting on the
Husky for the first time and I was comfy. The
re-designed ergonomics for a solid rider triangle
and a grippier seat filled me with confidence. The
throttle response felt lively, and instant, and despite
previous Husky models bringing impressive
performance, I could feel that they have seriously
upped their game. The combined start/stop button
is convenient and once I got used to it, it was
simple and effective to use and trust me when I say
that I did use it often with all the stop/start riding
we did. The terrain forced me to use mainly 1st
and 2nd gear with it being very steep and rocky.
A lot of loose rocks of varying sizes were the
order of the day but the FE250 and its Traction
Control literally saved the day and ensured I
had caught the wheel and prevented spinning
ensuring that I had enough forward momentum
to make it through or over any obstacle I faced.
Now unfortunately we, and when I say we, I mean
the Press would be sharing the bikes for the day
with Dealers so riding and sampling each model
would be at a premium. I managed to make it to
the top of the mountain without falling over and
more importantly to the water point which was my
main objective. The FE250 was a great choice for
my first encounter with proper hard-core Enduro,
being light, nimble, and forgiving with a smooth
spread of useable torque. The upgraded WP
suspension soaked up the knocks and bumps
well, and the stroke was smooth and consistent
giving me the feedback I needed to feel what the
bike was doing under me and how it was reacting
to the terrain around me.
2024 Husqvarna TE300
After guzzling a whole lot of water down my
parched throat it was time to swap bikes and
head back down the mountain. My weapon of
choice for this would be the TE300. Straight
off the bat, I could feel the improvements of
the Throttle Body Injection, giving me a wide

spread of power consistently with no flat spots as you normally
encounter on two strokes, injected or not. Going down the
rocky mountain was easier and this is where I could sample
the all-new BRAKETEC brakes and GSK disks. The brakes
were on point, fade-free, and offered great feel through the
levers, slowing me down enough to stay in control down the
steep declines. I am no lightweight at 110kg and I must say the
upgraded WP suspension impressed me more going down the
mountain than it did up. On the way down I hit many a rock with
momentum and the suspension took the knocks in its stride,
soaking everything up smoothly and not forcing me off course
with sudden jolts. I was bottoming out the suspension at points
but it wasn’t as harsh as I thought as the XACT suspension
slowed the stroke down towards the bottom of the stroke
meaning a more stable and pleasant ride for me. The new
grippier seat cover and improved rider triangle made it easy
for me to grip the tank with my knees and move around on the
seat as I descended back down to level ground. The TE300
is a brute and it will kick you in your teeth if you disrespect it,
however, it is also forgiving for the more casual rider like myself.
Low-end power and torque come to the forefront when on
the throttle, no matter the speed or terrain the TE300 got me
through it with relative ease.
2024 Husqvarna TE150
Perhaps my favorite bike of the day and 2024 line-up was the
smallest in the range, the 2024 TE150. The bike is so light and
flick-able making it easy to maneuver over obstacles, especially
when tired. You do have to carry more momentum on the
150 but even so, the motor was more punchy and torquey
than I expected, especially low down in the revs. Don’t get me
wrong you still have to rev the 150 more and ride it harder and
with more momentum than its bigger capacity siblings but
not as much as you generally have to with smaller capacity
two-strokes or two strokes in general. The throttle body fuel
injection for better response with two injectors, combined with
electronically monitored exhausted values meant for a fiery
ride. The engine is programmed to adjust and adapt to the
riding conditions, always bringing you optimum performance.
Overall the TE150 was mightily impressive and even small
touches like narrower foot pegs to reduce the risk of catching
them in ruts have been taken a step further with a peg redesign
for 2024. With 27% more surface area for the foot, reducing
riding fatigue and aiding with more comfort in all riding
conditions, the new footrests were highly appreciated and
highly noticed by me and my fat, err rather wide feet.

2024 Husqvarna TE250
I never got to spend much time on the TE250 as it
was very popular amongst the Press and Dealers
however the time I did get riding it left a memorable
impression. Much like the TE150 the TE250 is light and
maneuverable with the added bonus of more power
and torque thanks to its extra 100cc of capacity. I rode
the 250 around the Enduro track and not the loop
where the terrain was mostly thick and deep sand with
jumps and obstacles. The TE250 felt stable and had a
great center of gravity making the jumps a breeze and
consistent, also with a sense of predictability through
the corners and over the obstacles. The way the 250
produces its power is much like that of the TE300,
just with less of it. The ergonomics were comfortable,
whether standing up or sitting down. The changes to
the suspension, motor, and ergonomics could be felt
and had a positive effect, even in the short time I spent
on the TE250. Making a list of what has not changed
in 2024, would be a far shorter process. That list would
contain the premium Michelin Medium rubber and the
tough D.I.D DirtStar rims.
2024 Husqvarna FE350,450 and 501
Once again I never got to test the FE350,450 and 501
as much as I would have liked to however you don’t
need a lot of time on these bikes to find out just how
good they are. With a full redesign for 2024, the new
Husqvarna’s are a new level of dirt bike. New bikes
often undergo a few small tweaks here and there,
sometimes unnecessary and even disappointing,
but having spent the day in Harties riding the new
2024 Enduro range I can confidently tell you that
this next-generation line-up is worth a look at! The
2 and 4-stroke models are nearly a total head-to-toe
redesign. They say change is as good as a holiday
and that is exactly what Husqvarna has given us for
2024, a holiday and change from the norm. Not only
has Husqvarna focused on the big things but the little
things too, with a new forged one-piece side stand
design that is perfectly integrated on each motorcycle
and provides a convenient and stable option for when
the machine needs to be parked. Not much parking
will be needed though as the new 2024 Husqvarna
Enduro range is so good that you will be riding more
often than not.