MRW Issue 35

ISSUE 35
Watch it all on our
YouTube Channel
DOUBLE
TROUBLE
FIRST RIDE
•SUZUKI GSX-8S
•KTM 890 SMT
WORLD SBK
MUSICAL CHAIRS HJC
PRODUCT APRILIA
REVIEW RS 457
RPHA1 NOMARO
F I R S T L O O K

EDITOR’S NOTE
Hello MRW fans and welcome to issue
35 of SA’s only motorcycle magazine.
I’ve just finished watching the Q1 and Q2
sessions from MotoGP in Misano and what a
performance by Jorge Martin smashing the
lap record. Hats off to Bez and Pecco to put it
on the front row despite the injuries they are
both carrying from the Catalunya disaster.
Heading into the weekend all the talk was
more off-track involving Marc Marquez. We’ve
heard the rumours of him potentially leaving
Honda for Ducati machinery but nothing
really that serious. Marc himself has come
out saying that he has a contract with Honda
and won’t be leaving. Something seems
to have changed heading into the Misano
weekend as the big rumor now is that Marc
will indeed be leaving Honda to join his
brother on the Gresini Ducati team.
The force is strong with this one as many
top personalities in the paddock are saying
it is a done deal. I’m still not that convinced
but when I dissect into it more I could see
it actually happening. The fact that the big
boss from HRC has left his comfort zone
in Japan to fly out to Misano says a lot. Is it
for a meeting to discuss Marc’s termination
from his contract? Or could it be to try and
convince Marc to stay? Either way, there is
a big reason for him being present at the
Misano round.
There is a big test on the Monday following
the race weekend and I also think that this
could play a huge role in what MM93 does.
After the test if MM93 feels the “new” Honda
pacjage has not improved enough I think he
could then jump ship to Gresini Ducati, taking
big Red Bull and Estrella Galiciacash along
with him. Honestly, I hope this move happens
as watching the 8-times world champion ride
around near the back kills me. Love him or
hate him, he is a phenomenal talent and still
has the talent and desire to be running at the
front.
I do worry what this move will do to his
brother Alex who finally looked like he
escaped the shadow of his brother and found
his own path and this move will very much
put him back in that shadow. There is a lot to
discuss around this point so make sure you
tune into the Talking MotoGP Misano post
talk show on Monday night on our YouTube
channel. If you miss it live don’t stress it will
be up there for good so you can enjoy it
anytime.
For now, enjoy the mag and all our content on
our Facebook and YouTube channel.
Cheers for now.
Rob Portman
CONTRIBUTORS
Shaun Portman
Beam Productions
Adam Child “Chad”
Sheridan Morais
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EDITOR/OWNER
Rob Portman
082 782 8240
rob@motoriderworld.com
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Shaun Portman
072 260 9525
shaun@motoriderworld.com
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GO FASTER
FOR LONGER
Class-leading power and a massive electronic
package mean the world just got a whole lot smaller.
On pristine new asphalt or a broken-up old track,
the new KTM 1290 SUPER ADVENTURE S is ready
to rip through it all. #DARE2ADV
FIND OUT MORE AT KTM.COM/TRAVEL

NEWS DESK
KTM LAUNCH THE
BRAND NEW 2024
SINGLE-CYLINDER
KTM DUKE LINE-UP
In the very extensive lineup of motorcycles
Austrian bike maker KTM currently sells, the Duke
occupies a very special place. Born in the mid-
1990s, the family now has nine powerful members
playing in the naked segment, and one in the
sports tourer one. Of interest to us today are some
of the naked ones, as they’ve just received a major
tech boost for the 2024 model year.
The base three models of the range are at the
receiving end of the changes, namely the 125
Duke, 250 Duke, and 390 Duke. As per their
maker, the upgrades are not minor, but come as
“the biggest change to the sub-500 cc capacity
DUKE model range since the KTM 125 DUKE in
2011.”
That’s because the company targeted not only the
color scheme of the bikes, as it so often does, but
this time dove a lot deeper into the mechanical
bits. Sure, new paint schemes are included in the
package, but what’s important is that the engines
are new, and so are the frames that hold them.
From this version onward, all three models
benefit from a new frame design in two pieces,

NEWS DESK
combining a new steel trellis frame with a
diecast aluminum subframe. Additionally, new
triple clamps have been fitted, as well as a new
swingarm, curved around a rear shock absorber
that’s in a new position. The seat on all three bikes
is now lower and a larger airbox can be seen.
Powering the three bikes is a revised engine
lineup called LC4c, with displacement ranging
from 125cc to 250cc. At the top of the range sits
the 399cc unit. All of them come with improved
cylinder heads and new gearboxes.
As far as equipment goes, the three Dukes are
equipped from the factory floor with the KTM
Supermoto ABS, a 5-inch screen, and smartphone
connectivity.
Setting the bikes apart from one another is not
only the color scheme but also some design
elements unique to each of them. The entrylevel
125 Duke, for instance, comes in Electronic
Orange and Atlantic Blue and is equipped with
Apex suspension.
The mid-range 250 Duke throws onto the market
a body in Electronic Orange and Ceramic White,
the same Apex suspension system, but also tank
spoilers.
At the top of the family sits the 390 Duke with its
Electronic Orange and Atlantic Blue bodywork
and 399cc engine. It too relies on Apex
suspension, but comes with a tank spoiler larger
than on the 250, noticeable radiator covers, and
LED lights.
KTM says the new range of Dukes will become
available in most markets, except for the U.S.
(it’s unclear when rollout there will begin), in
September. Pricing for the three new KTM Dukes
was not announced.

NEWS DESK
Backed by a rich racing pedigree spanning over
four decades, TVS Motor Company unveils the
latest addition and a new flagship to its iconic
Apache line-up: the TVS Apache RTR 310. This
highly anticipated naked sports motorcycle is set
to redefine the realm of two-wheeled exhilaration
with its impressive blend of power, agility and style
and is poised to captivate motorcycle enthusiasts
and adrenaline aficionados around the world. It
promises an unmatched riding experience, setting
new benchmarks and offering a gateway into the
world of the freestyler.
The TVS Apache RTR 310 leads in innovation
right from its unique design, engine layout,
heat management and many differentiated
technologies which are focused on rider
engagement, safety and comfort.
Speaking on the occasion, Mr. Sudarshan Venu,
Managing Director, TVS Motor Company said,
“TVS Motor Company has always transformed
and redefined technology with the TVS Apache
series at the helm, where we brought to life tech
led innovations such as ride modes, slipper
clutch, connectivity, fully adjustable suspension
and the Built to Order Platform. The global
launch of the all the new TVS Apache RTR 310
marks a momentous occasion for us, as this
motorcycle encapsulates Apache’s 18 year legacy
of innovation and performance. With the TVS
Apache RTR 310, we’re taking our engineering
to a whole new level, offering enthusiasts a
motorcycle that’s not only powerful but also brings
together different technologies to give a unique
riding experience. This motorcycle is positioned to
be the flagship product for many global markets
including India, Europe, LATAM and ASEAN.”
Speaking at the launch, Vimal Sumbly, Head
Business – Premium, TVS Motor Company, said,
“The TVS Apache RTR 310 is the first of a new
generation of Apache’s that inherit a 40 year
racing pedigree and are based on our ‘Track to
Road’ philosophy. This machine will be the start of
a new era of Freestyle Performance Motorcycling
with a core essence of thrill and fun. With many
defining technologies, this flagship Apache
like every other Apache will lead in technology
setting new benchmarks for the category. Its
cyborg inspired streetfighter design, all range
torque and track tuned agility, elevates the fun of
motorcycling for the new age riders – Power to
Play for the Freestyler.
POWER TO PLAY FOR
THE FREESTYLER

NEWS DESK
Power to the freestyler, packed
with performance:
Built from ground-up, the motorcycle’s 312.2
cc engine has a unique reverse inclined DOHC
engine that provides a compact engine layout
resulting in mass centralisation. The all-new
forged aluminium piston is 5% lighter which
produces a peak power of 35.6 PS @ 9,700 rpm
and maximum torque of 28.7 Nm @ 6,650 rpm.
The engine is tuned for all range torque delivery
which gives you unlimited thrill across the power
band and the fastest in segment 0-60 of 2.81 secs
The power is delivered through a 6-speed
transmission with all new Bi Directional
Quickshifter. The quickshifter is specially tuned
for widest operating range starting from 2,300
rpm all the way to the red line. The state-of-theart
Throttle-By-Wire system comprises of an
intelligent 46mm large throttle body that provides
a crisp power delivery
Additionally, the motorcycle offers Race Tuned
Linear Stability Control (RT-LSC) that includes
straight line dual channel ABS, Cruise control,
Linear Traction Control and rear lift protection.
The first in segment cruise control maintains
the set speed without any throttle or clutch
input helping in reducing rider fatigue over long
distance riding. The cruise control feature allows
you to downshift and upshift up to 2 gears to
achieve optimum cruise rpm and use cruise for
longer period.
Race Tuned Slipper Clutch allows for rapid
downshifts, allowing for later braking and more
precise cornering. The assist function tightly binds
the clutch plates during acceleration, to provide
enhanced torque carrying capacity with reduced
clutch operating force.
The Engine Coolant Jacket Optimization along
with 23 rows of radiator tubes is designed to
have best-in-class heat management by reducing
the engine temperature, allowing for superior
performance and higher revving.
The motorcycle brings in Glide Through
Technology (GTT), a first-in-segment feature that
aids ease of riding during slow movements while
in traffic or otherwise.
Sculpted Design and Dynamics of
the freestyler:
dynamic response at higher speeds, greater
agility and ease of manoeuvrability. This is
further accentuated with sporty steel tapered
handlebars to give the rider precise control. The
machine’s ergonomics are optimized for better
load distribution to give excellent steering control
and good lower back comfort during long rides.
The adjustable hand leversprovide 4 levels of
adjustment for increased accessibility during
diverse riding styles.
The TVS Apache RTR 310 sports a forward
biased mass with an upswept sleek tail giving
it a unique streetfighter silhouette. The DRL,
headlamp and tail lamp are all designed to give
a menacing cyborg look. The unique lightweight
aluminium sub frame embodies an exoskeletal
look that maximizes its agility. The all new
lightweight 8 spoke dual coloured alloy wheels
enhance the flamboyance.
The Hyper Spec trellis frame of the TVS Apache
RTR 310 is designed to provide excellent
The suspension on the motorcycle is honed and
tuned by the experts from KYB. The monoshock
with monotube floating piston technology has
hydraulic stopper with check valves providing
precise damping and smooth dynamic response
to achieve best-in-class lateral acceleration and
cornering speeds. The TVS Apache RTR 310
is equipped with Michelin Road 5 tyres, that
are engineered with next-gen compounds and
featuring Michelin’s patented ACT+ technology,
to provide superior grip for cornering and offer a
premium ride feel.

NEWS DESK
Advanced Technology for the freestyler:
Built on a foundation of advanced technology,
the motorcycle is equipped with 5 ride modes
namely Urban, Rain, Sports, Track and the all-new
Supermoto mode that disengages the rear ABS
while maximizing the power. The horizontal 5”
TFT race computer offers unique UI themes, and
customizable settings including traction control,
cruise control, quickshifter, climatic seat control,
TPMS, headlamp brightness and DRL control.
The SmartXonnect Bluetooth connectivity links
the TVS Apache RTR 310 with your smartphone
offering a series of features including telephony,
music control, GoPro control, smart helmet
connectivity, voice assist, race telemetry, precise
turn by turn navigation with what3words, digi docs
and crash alert.
The motorcycle features first in segment smart
lighting features – The all new Class D Dynamic
LED Headlamp which has 3 levels of light intensity
that changes basis the speed thus providing
optimum lighting. The all new Dynamic Brake
Lamp triggers rapid flashing of the brake lamp
during hard braking.
Customization for the freestyler
TVS Apache RTR 310 will be offered on the
TVS Built To Order platform which will empower
customers to customize and personalize their
machine based on 2 customisation kits namely
Dynamic kit, Dynamic pro kit and a unique
Sepang Blue Race Graphic option. The kits
include first in segment technologies for the
hardcore motorcycle enthusiasts.
Dynamic kit includes fully adjustable suspension
with preload, compression and rebound damping
adjustment on the front suspension and preload +
rebound damping on the rear monoshock which
a wide range of adjustability for varied riding
conditions. The kit also includes a Tire Pressure
Monitoring System to keep real time track of tire
pressure for optimum performance and Brass
Coated drive chain that not only enhances the
look of the motorcycle but also protects from rust
thus increasing the life of the chain.
The new Dynamic Pro kit will offer a host of first in
segment technology features namely Race Tuned
Dynamic Stability Control and Climate Control
seat. The RT-DSC features a first in segment 6D
IMU that provides the ultimate safety package
– Cornering ABS, Cornering traction control,
Cornering Cruise control, wheelie control, slope
dependent control and rear lift-off control. The
IMU is also paired with the cruise function to offer
a first in segment cornering cruise control that
adjusts the cruising speed of the motorcycle basis
the lean angle and use cruise for longer period.
Globally the first in motorcycles, Climatic Control
seat offers instant heating and cooling by 15oC
from the ambient temperature and is controlled
via the TFT cluster.
With respect to styling, the Sepang Blue – Race
Edition, reflects 40 years of TVS Racing heritage
through unique race inspired decals paired with
the iconic blue, red and white colours.
The TVS Apache RTR 310 boasts of 12 exclusive
freestyler accessories including knuckle guard,
visor, pannier and top box kit and 14 safety gears
and lifestyle merchandize for the customers
to choose from. The motorcycle offers 24x7
roadside assistance and hassle-free servicing with
its annual maintenance contracts.

NEWS DESK
APRILIA REVEALS
ALL-NEW RS 457
In a thrilling development for young motorcycle
enthusiasts, Aprilia has unveiled its latest
masterpiece, the Aprilia RS 457. This sportsbike,
born from the rich legacy of Aprilia Racing, marks
a new milestone in the brand’s commitment to
delivering exceptional performance and style to
passionate motorcyclists.
Staying true to its roots, the RS 457 embodies
the iconic design of the RS range, with a double
front fairing, underbelly silencer, and a sleek 2-in-1
exhaust. The full LED front headlamp features the
distinctive light signature of Aprilia’s larger super
sports bikes, and the dashboard boasts a 5-inch
TFT colour instrument cluster for a modern and
elegant look.
One of the standout features of the RS 457 is its
cutting-edge liquid-cooled parallel twin-cylinder
engine with double camshaft timing and four
valves per cylinder. This powerplant delivers
an impressive 48 horsepower while minimizing
vibrations, resulting in a unique and thrilling riding

NEWS DESK
experience. Moreover, the RS 457’s remarkable
power-to-weight ratio sets it apart from its
competitors, with a dry weight of 159 kg (175 kg
when wet). This balance of power and weight is a
testament to Aprilia’s dedication to performance
and rider enjoyment.
Aprilia has meticulously designed the RS 457,
incorporating technological innovations from the
world of racing into a road-ready sports bike. Its
aluminium frame, inspired by decades of racing
victories, provides exceptional stiffness and agility.
The suspension system, including a 41 mm fork
with preload adjustability and a monoshock on a
steel swingarm, ensures precise handling.
Braking is equally impressive, with a 320 mm
front disc featuring a ByBre radial-mount 4-piston
caliper and a 220 mm rear steel disc. A twochannel
ABS system adds an extra layer of
safety. The RS 457 rides on 17-inch sports rims
fitted with 110/70 front and 150/60 rear tyres for
outstanding grip and maneuverability.
The new Aprilia RS 457 boasts a superbike-level
electronic package, including a Ride by Wire
system with three riding modes that adjust power
delivery and traction control. Riders can finetune
their experience with three levels of traction
control or disable it altogether. Additionally, a
quickshifter is available as an accessory, further
enhancing the bike’s performance.
The Aprilia RS 457 promises to be a gamechanger
in the world of sports bikes, offering an
exhilarating riding experience that reflects Aprilia’s
racing heritage and dedication to performance.
With its arrival, enthusiasts can look forward to
experiencing this technological marvel on both
the road and the track. Launch is expected soon.

NEWS DESK
THE CRAZIEST WORLDSBK
SILLY SEASON EVER
Seats are filling up fast for the 2024 season
and Yamaha have become the latest to lock
in their line-up after announcing Jonathan
Rea’s arrival…
The 2023 MOTUL FIM Superbike World
Championship is now in its second half,
meaning that whilst the title race is well
underway, 2024’s grid is taking shape.
From futures hanging in the balance and
at a crossroads to the majority of the field
looking to strike a deal for next year, we
summarise the situation with what we
know so far.
SIGNED. DEAL. DONE DEAL: Rea,
Razgatlioglu headline MAJOR shake-up
to factory line-ups
Let’s take a look at whose future is secured.
The latest is Jonathan Rea who, despite
having a contract for Kawasaki Racing
Team WorldSBK for 2024, will race for
the Pata Yamaha Prometeon WorldSBK
squad alongside Andrea Locatell who
remains with the team until the end of
2025, like Rea. Of course, Rea’s bombshell
move was only made possible by Toprak
Razgatlioglu’s (Pata Yamaha Prometeon
WorldSBK) shock switch to the ROKiT
BMW Motorrad WorldSBK Team for next
season, with two of the ‘Titanic Trio’ on the
move for 2024. The third member of that
illustrious group, Alvaro Bautista (Aruba.it
Racing – Ducati), has his future secured and
he was one of the first factory riders to be
confirmed for next year. His 2024 teammate
was confirmed in early September to
be WorldSSP star Nicolo Bulega, as he
graduates straight to the factory Ducati
team. Alex Lowes (Kawasaki Racing Team
WorldSBK) also has a contract in the bag. A
couple of Independent outfits have at least
one rider signed up for next year. Garrett
Gerloff (Bonovo Action BMW) confirmed
he had a 2024 contract and would remain
with the team, while a new squad will make
their debut next year. Marc VDS Ducati are
bringing Sam Lowes across from Moto2
with the Brit able to race against his twin on
the world stage. Finally, Dominique Aegerter
and Remy Gardner (GYTR GRT Yamaha
WorldSBK Team) will have places on the
grid next season with Yamaha, staying with
the GRT squad.
TOPRAK’S TEAMMATE: a battle for a
BMW in 2024
It’s clearly a battle for BMW’s second
factory bike; both Scott Redding (ROKiT
BMW Motorrad WorldSBK Team) and
current teammate Michael van der Mark
have stated their desire to continue with the
team and manufacturer, but as it stands,

NEWS DESK
only one bike is available. We analysed
the whole situation here. Redding had
previously stated he “has to consider his
options”; comments which came after his
first non-score weekend in WorldSBK back
in Barcelona. Redding confirmed that he
has until July 15th to decide whether he
takes up his clause to remain in the team or
not, whilst not holding back on his thoughts
about Toprak joining the team, saying “he
doesn’t know what he can bring” and that
he was “surprised” at the move. Redding
had said an announcement would come
on Sunday after Imola, but that never
came and instead, he took to Instagram to
confirm that he’ll be on the grid in 2024,
but he didn’t say where. Redding’s future
is seemingly linked to Loris Baz’s (Bonovo
Action BMW) too, with the Frenchman
stating “everything is in Scott’s hands”.
From what we know, the deal for Redding
to go to the Bonovo BMW team on a
factory M1000RR is done, but the official
announcment is yet to come.
WHO MOVES TO KAWASAKI? A seat
suddenly available…
It had looked like the KRT seat was off
the table for 2024 once Lowes’ renewal
was announced, but September came
around and a seat did become available.
Plenty of eyes up and down the paddock
will be looking at that seat with so many
futures not yet sorted. As mentioned above,
Bassani’s future for 2024 is not yet secure
and he’s said before he hopes a factory
team notices him while Rinaldi says he
has other options. With Rinaldi knowing
his future lies away from the factory Ducati
team, is a change of manufacturer on the
cards for the #21? Then, there’s the curious
case of Redding, who had a July 15th
deadline to trigger an extension with BMW,

NEWS DESK
teased an announcement on the Sunday
of Imola and then… silence. Shortly after
that, Redding addressed this and said
he’d be on the grid in 2024, but his future
is still unknown. Will the Brit be making
a shock move to Kawasaki? Rather than
an established WorldSBK rider, is there
a chance KRT take on a WorldSSP star
like Yamaha did in 2021 with Locatelli?
Adrian Huertas (MTM Kawasaki) tested
for the team at Aragon and impressed
the paddock, including Rea and KRT, so
maybe he’s thrown himself into the hat…
HONDA’S 2024 PLANS: quiet so far
At Team HRC, both Iker Lecuona and Xavi
Vierge are yet to have their futures secured
with the Japanese manufacturer, but both
will race with Honda at the Suzuka 8 Hours.
It’s worth noting that, in 2021, Lecuona and
Vierge were announced for the following
season in October and it was another late
announcement for the complete line-up for
2023, coming in August. The latest update
from team boss Leon Camier ahead of
Most at the end of July and ahead of the
summer break was that they’d like to
keep both riders, but a “plan B” has been
drawn up if not. Iker Lecuona meanwhile
spoke about his future, saying he’d know
more during Most; the Spaniard heads to
MotoGP for Silverstone with LCR Honda
in place of Alex Rins.
INDEPENDENTS: almost everyone
up for renewal; Iannone’s Ducati
future confirmed
Besides Garrett Gerloff, all Independents
are up for renewal. Motocorsa Racing’s
Lorenzo Mauri would like to expand the
team to two bikes for 2024, potentially
adding another seat at a team that have

NEWS DESK
become podium contenders with Bassani
at the helm. Team boss Mauri also said
that he’s waiting on a decision from
Bassani, whilst “several riders”, including
MotoGP stars, are looking at riding for
the team. Marco Barnabo, team owner
of the Barni Spark Racing Team, said a
two-bike team could happen, potentially
with Andrea Iannone. The Italian is also
being linked to Team GoEleven, with Denis
Sacchetti – the team manager – not ruling
out Iannone as a possibility. Speaking at
the Catalan Grand Prix, Ducati’s General
Manager Gigi Dall’Igna rvealed that he was
“really happy that Iannone will join one of
our Independent teams”, and, although
no specific teams were named, it seems
Iannone’s future lies within Ducati in
WorldSBK. Don’t forget, as the motorcycle
racing season evolves, riders from various
Championships will be linked to WorldSBK,
potentially joining the grid from MotoGP,
British Superbikes, MotoAmerica, MotoE
and of course, graduating from World
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Moto2 has had a relatively quiet time
aboard the Gresini Ducati and is being
rumoured to be replaced by Tony Arbolino
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NEWS DESK
GRADUATING TO
WorldSBK: Bulega to
Factory Ducati
A new name will make his debut on the 2024
MOTUL FIM Superbike World Championship
grid next year as Nicolo Bulega (Aruba.it
Racing WorldSSP Team) gets the nod to race
alongside Alvaro Bautista (Aruba.it Racing –
Ducati). The current WorldSSP Championship
leader has long been linked with the seat
next to the #1 and his future is now secure
as Ducati puts faith in their World Supersport
star. He will take the place of Michael Ruben
Rinaldi whose future with the Ducati squad is
coming to an end after three seasons, three
wins and 16 podiums to date.
BULEGA’S STORY: from JuniorGP
Champion to factory Ducati WorldSBK star
in the making
The Italian was the first rider signed for
Ducati’s World Supersport comeback in
2022, the manufacturer’s first WorldSSP
appearances since 2007. Bulega switched
from the MotoGP paddock after competing
in 50 Moto3 races, taking two podiums and
two pole positions, as well as three seasons
in Moto2 where he was unable to showcase
his potential. Prior to that, the 23-year-old
competed in the FIM CEV Moto3 Junior
World Championship (now JuniorGP) and
claimed the title in his second season in 2015,
taking one win at Jerez.
However, his World Supersport success
has been one of his main career highlights;
2022 promised a lot but a first race win
eluded him all-season. A strong start to the
year welcomed him into the class with eight
podiums in 15 races, but then just one more
podium was achieved in the final nine, leaving
him fourth in the Championship with three
fastest laps and a total of nine rostrums.
For 2023, Bulega was the second-highest
placed returnee to the class from the year
before, with Can Oncu (Kawasaki Puccetti
Racing) set to challenge him hard. However,
a majestic start to the year saw him storm
to a Phillip Island double, whilst Oncu and
Federico Caricasulo (Althea Racing Team)
fought back in Indonesia at Mandalika. Four
wins in the next five races came Bulega’s way
however, whilst it was now Stefano Manzi (Ten
Kate Racing Yamaha) who was his main threat
after Oncu’s injury. A double by Bulega at
Donington Park saw his lead extend but fellow
countryman Manzi retaliated with a double
of his own at Imola, with his lead down to 41
ahead of Most.
ON CLOUD NINE: “This is a dream
come true”
Speaking about his move up to World
Superbike for 2024, Bulega’s is delighted
of what is a dream chance: “I want to be
honest: this is a dream come true. Racing for
an official team is the desire of every rider.
Therefore, before I talk about my emotions
and expectations, I want to thank Ducati and
Aruba.it Racing. And I am also extremely
grateful for the opportunity I was given
already last season by Aruba.it and Feel
Racing and especially by Stefano Cecconi,
Serafino Foti and Daniele Casolari. They
chose me to ride a fantastic Ducati Panigale
V2, on which I felt immediately comfortable.
I know how important this opportunity is and
I will always give my best to improve myself,
day after day, with the only goal of getting the
best possible results. I say it again: thank you
for the trust. Thinking about the history of this
team, where great champions have always
raced, I feel proud to be able to defend the
same colours. Also, I am very happy to be
able to share the box with Alvaro Bautista.
Having him as a teammate will be a big plus: I
will try to absorb every information I can learn
from him.”
DUCATI ON THEIR LATEST STAR: “Fast,
talented… potential to compete with the
best riders in WorldSBK”
Stefano Cecconi, the Team Principal at
Aruba.it Racing – Ducati, added: “Nicolo
is a choice that makes us proud because
it confirms the quality of the project,
we undertook two years ago in World
Supersport. His growth has been steady,
and we expect him to continue this path
riding a Panigale V4 R, as he has proven he
can be very fast with this bike during testing.
From the beginning, we have believed in the
talent of Nicolo who, moreover, in this year
and a half has shown great professionalism
and attachment to the colours of the team.
I would also like to address a big thank you
to Michael Ruben Rinaldi with whom the
professional and human relationship has

NEWS DESK
always been very strong. Even if our paths
separate, he will always be part of our family.
Good luck Michael!”
Luigi Dall’Igna, Ducati Corse General
Manager, said: “We are pleased to welcome
Nicolo Bulega to the official Superbike team.
Since last season, Nicolo has been able to
give us immense delight. He is a very talented
rider, and his experience, despite his young
age, could be a determining factor in facing
this fascinating and demanding challenge.
During the test held with the Ducati Panigale
V4 R machine, he has shown that he has
the potential to compete with the best riders
in WorldSBK, and sharing the garage with
Alvaro Bautista will only help him grow.
However, it will be important for him to stay
focused on his WorldSSP season. The Aruba.
it Racing team had the merit last year to think
about Bulega and involve him in a completely
new project that Ducati cares so much about.
We hope he can wrap up his last season in
Supersport in the best possible way.”
ITALIAN RIDERS WITH DUCATI: it’s been
poetic, emotional and very successful
The 23-year-old from Montecchio Emilia has
high hopes of joining famous Italian names
who have gone on to succeed with the Borgo
Panigale factory. Marco Lucchinelli, Giancarlo
Falappa, Mauro Lucchiari, Pierfrancesco
Chili, Lorenzo Lanzi, Michel Fabrizio, Marco
Melandri and Michael Ruben Rinaldi have
all won races for the Italian marque, with
90s legends Chili and Falappa tied at the
most for Italian riders at 13 each. Chili, who
finished fourth in the Championship in 1998
and 2000, sports 43 podiums for the brand,
more than any other Italian rider. In terms of
podiums, Davide Guigliano has 12 for Ducati,
the manufacturer’s most successful without
winning a race.
Of course, most of the riders mentioned
above have been in factory teams and
Independent teams, but there are also plenty
of other Italians from Independent teams that
have achieved a fair amount of success. On
the current grid, Axel Bassani (Motocorsa
Racing) is the second-highest Ducati in the
standings, whilst Danilo Petrucci (Barni Spark
Racing Team) became a podium finisher
at Donington Park this year. In 2008, Max
Biaggi’s only season with Ducati gave seven
podiums, whilst in 1994 and 1995, Fabrizio
Pirovano took four rostrums. Ayrton Badovini,
Baldassarri Monte and Davide Tardozzi are
the other home-grown Ducati stars to take at
least one podium.
WHAT NEXT FOR RINALDI? Staying in the
Ducati family, or time for a new challenge?
Michael Ruben Rinaldi’s pace is unequivocal,
whilst is consistency isn’t quite there. After
three seasons in the factory red of Ducati,
the #21 will move over, but does he have to
move out of the Ducati family? Whilst unlikely,
Motocorsa Racing haven’t announced plans
for 2024; current rider Axel Bassani has
out-performed Rinaldi in 2023 and is at the
heart of the team’s decisions. There’s no love
lost between the two Italians either, making
any possible expansion to accommodate
Rinaldi unlikely. The four-time WorldSBK race
winner has ridden for Barni Ducati and Team
GoEleven in the past, perhaps there’s an
option at one of those? Denis Sacchetti stated
that Rinaldi is a “big friend” of the team and
that “every team” should be interested in him.
Outside of the Ducati possibilities, there are
a few seats still available. There’s a newlyvacated
factory Kawasaki seat that Rinaldi
could put his name forward for, while Team
HRC are yet to announce their line-up and
BMW have already got their own situation
with Michael van der Mark and Scott
Redding angling to be teammate to Toprak
for 2024, although no announcement has
been made yet.

NEWS DESK
BASSANI OPENS UP:
“Isn’t easy to explain not
having a factory bike...”
Axel Bassani (Motocorsa Racing) has
made a name for himself since MOTUL FIM
Superbike World Championship debut, and
he’s become a rising star within the paddock.
Often getting amongst the ‘Titanic Trio’ in
races and showing no signs of backing
down when fighting with them, the Italian
continues to impress. Now in his third season
with Motocorsa Racing and still collecting
podiums, the Italian sat down for an interview
to review his 2023 so far, looking to end the
campaign strongly and not yet securing a
factory seat.
BASSANI’S FUTURE: “Difficult to speak
about… it’s a strange world”
Bassani’s future has come into question since
he started fighting at the front of the field and
he was being linked with the factory Ducati
seat in the last couple of years. Michael
Ruben Rinaldi (Aruba.it Racing – Ducati)
kept it for 2023 and Nicolo Bulega will ride
the factory Panigale V4 R next year. It means
Bassani – for the moment – does not have
a factory seat in WorldSBK although there
are some available for next year. The six-time
podium finisher revealed his thoughts on
not having a factory team and discussed his
future, with his eyes firmly on doing the best
job he could.
He explained: “The future is always difficult to
speak about. I don’t know what will happen
in the future. I’m doing what I need to do. I
try to put in 100% when I’m on the track to
try to finish at the front and out of the track
it’s the job of my manager to speak with the
teams. It’s not easy to accept but this is the
situation. How I feel about not having a factory
bike isn’t easy to explain. It’s a strange world.
Sometimes you don’t have what you deserve.
It’s not good for me but also, I feel like people
are scared of me because I’m a fast rider and
I say what I want to say. It’s not easy to have
me in a team! It’s a strange situation.”
2023 IN REVIEW: “A good season… Misano
was special, Imola was a different feeling”
The Feltre-born star came into 2023 on
the back of three podiums last season
and finishing seventh in the Championship
standings, and this season has proven to be
similar. He currently has two podiums but has
found more consistency, moving him into fifth
in the standings and in a battle with Jonathan
Rea (Kawasaki Racing Team WorldSBK) and
Andrea Locatelli (Pata Yamaha Prometeon
WorldSBK) for third. Bassani also fought for
victory at his home round at Imola but lost
out to Toprak Razgatlioglu (Pata Yamaha
Prometeon WorldSBK) in the final few
laps. Despite the first victory still alluding
him, Bassani spoke positively about his season as
well as how he feels when he fights with riders like
Razgatlioglu and Rea.
The #47 explained: “I think my 2023 season has
been a good season. We’ve done a really good job
and I’ve fought for the podium. I’m happy for the job
we’ve done with the team and for the job I’ve done.
The best moment of this season was Race 2 at Imola.
We fought with Toprak for the victory, and we weren’t
far away. Misano was special, but Michael crashed
in front of me, so I finished third, but I was fourth.
At Imola, we fought for victory, so it was a different
feeling. When I fight with the front guys, Jonny or
Toprak, I feel like I’m in the right place. I feel good and
I enjoy battling with them because they are the best
guys in the world with a motorbike. It’s a really special
moment for me and I feel good.”
AIMING HIGH: “We are close to the victory… I think
we can fight for the podium or win at Magny-Cours”
24-year-old Bassani is still looking for his first win in
World Superbike, but he was as close as ever at Imola
in mid-July, missing out in the final few laps of Race 2
as he finished behind the 2021 Champion. Despite not
winning yet, Bassani is aiming to secure his maiden
victory in the final four rounds of 2023, and he outlined
Magny-Cours as a track where this could potentially
happen after he took two podiums there last year.
He also set his sights high in the Championship
standings.
Outlining his goals for the final four rounds of 2023,
the Italian stated: “The goals for the last part of the
season are to finish in the top three at the end of the
Championship. I want to win races and continue to
enjoy the moment. To win, we need to wait. We are
doing a really good job and we are close to the victory.
We have a lot of races where I like the track and the
layout. I’m trying to fight for victories, but it isn’t easy.
We are close. Before the end of the season, we’ll
arrive there. Magny-Cours is a really good track for us.
Last year, we had two podiums. I think we can fight for
the podium or for a victory, but we will see. It’s a good
track for me.”

NEWS DESK
STEVE ENGLISH ON REA’S
SWITCH TO YAMAHA AND
THE QUESTIONS IT POSES
Jonathan Rea (Kawasaki Racing Team
WorldSBK) is ruthless; we’ve seen it time and
again on the track when he’s cut through on
a rival and now we’ve seen it off-track with
confirmation that the six-time FIM Superbike
World Champion will switch from Kawasaki
machinery to Yamaha for the 2024 campaign.
With only two wins to his name over the
last 15 months, Rea has been reminded
constantly that the glory days are over. In
Rea’s mind, Kawasaki are a spent force and
the fact that he was willing to pay a reputed
€800,000 to get out of his commitment for
2024 gives that viewpoint an exclamation
mark. Rea’s been the reference for so long
in WorldSBK but for the first time in his
career, he now faces questions. Can he be
successful at Yamaha? Can he stack up to
Toprak Razgatlioglu’s success on the blue
machine? Can he make it work next year?
MOTIVATION STILL THERE: a new
approach to challenging for title #7
Rea is still an elite rider and competitor and
he will have total belief in his ability to prove
that he is still the best rider in Superbike
racing. Motivation won’t be a problem over
the winter and he should adapt to the Yamaha
quite easily. So many riders have jumped onto
that bike with totally different styles and been
successful so there’s little reason to suggest
Rea won’t adapt quickly to it.
For Rea, the change of scenery will be a shot
in the arm. He’ll have new challenges and new
relationships to build, he’ll have to galvanise
a team around him in a similar way to when
he joined Kawasaki in 2014 and there’ll be
familiar faces in the Yamaha pit box, such
as his former electronics engineer Davide
Gentile. There’ll be a long queue of engineers
looking to work with Rea but the queue will
start with his current crew chief, Pere Riba.
WILL RIBA MOVE? A new dynamic for one
of the most successful crew chiefs
Riba has been instrumental to the success
of Kawasaki’s WorldSBK programme. Going
back to the early days of Provec with Joan
Lascorz it was Riba that was at his side. The
Spaniard has developed a reputation as
one of the best in getting the most out of his
riders. Whether it was Lascorz or Loris Baz
in those early days, Riba gave the rider the
confidence to push to their limit. It was the
same with Rea from the outside. The only
difference was that Rea wasn’t a raw rookie,
he was already the finished article. That talent
and experience matched perfectly with Riba.
Will they rekindle their relationship in blue?
That remains to be seen and no doubt, this
weekend at Magny-Cours, there will be
negotiations to force Riba to make a decision.
It’s no guarantee that he’ll leave to sign with
Rea either. Closer to the end of his crew chief
career than the start, would Riba run out
of a safe contract with Kawasaki just to be
alongside Rea for what is likely to be the final
two years of his contract?
REA’S REPLACEMENT: multiple names
in the frame
A big deciding factor could be who Kawasaki
replaces Rea with. Scott Redding, Axel
Bassani, Xavi Vierge and Adrian Huertas were
the names being talked about the paddock
before Rea’s announcement. Huertas is the
interesting one. He stepped onto Rea’s bike
for a day at Aragon and impressed with his
speed. His times were aided by Superpole
tyres at the end of the day but he has
impressed in the Supersport class this year.
YAMAHA’S STATEMENT OF INTENT: they
want the title back
The signing of Rea is one that also shows
Yamaha are willing to push the boat out.
Having spoken so often about their bLU cRU
development programme and bringing riders
through the ranks, it was a surprise to see
that they would leave that approach for 2024.
However, it’s also obvious that they had no
chance of replacing Toprak with a sure-fire
replacement unless they hired the six-time
World Champion. Winning races and titles are
what Yamaha expect and they didn’t feel that
the other riders in their ranks offered them the
same opportunities.
WHEN CAN WE SEE REA’S FIRST TEST?
We already can’t wait
With Rea and Razgatlioglu in different colours
for 2024, the opening round of the season
is one that can’t come soon enough. Their
first outings on their new machinery will also
be a massive moment for WorldSBK. It’s
expected that Rea will be released from his
Kawasaki commitments and ride the Yamaha
in November whereas Toprak will have to wait
until January. The silly season for WorldSBK
this year has been the craziest we’ve ever
seen. The hope is that next season will be one
to remember.

NEWS DESK
FIRST WORDS SINCE SHOCK
SWITCH: “One of the hardest
decisions of my career”
Just days after a bombshell announcement,
Jonathan Rea (Kawasaki Racing Team
WorldSBK) spoke to the media for the first
time since confirming his departure from
Kawasaki at the close of 2023, joining
Yamaha in 2024. In what is being widely
considered as the biggest move in FIM
Superbike World Championship history, the
36-year-old Ulsterman – who has achieved
six consecutive World Championships and
amassed over 100 wins with Kawasaki – will
go into the final four rounds of the year being
his last appearances in green. That final third
all starts at Magny-Cours, one of his and
Kawasaki’s most successful circuits, where
the microphones were relatively toasty.
“IT ALL BOILS DOWN TO THE FACT THAT
I NEED SOMETHING NEW” – Rea on
decision to leave KRT
Addressing his recent announcement to
break up one of motorsport’s most successful
collaborations in pursuit of a new challenge
and a return to title-contending form, Rea
said: “As you can imagine, after six World
Championships, nine years working together
and so many memories, it’s been one of
the hardest decisions in my career. In the
end, it all boils down to the fact that I need
something new, a new challenge and I had
the opportunity somewhere else to find that.
It’s mixed emotions because it was a very
emotional time to leave such a family and a
place where I’ve created so many amazing
memories, not just on the track but off of it.
The time is right to make the next chapter in
my career and we’ll deal with that later, but it
was a very hard decision.”
The six-time World Champion has always had
humility and gratitude towards KRT and indeed
the Provec Racing force that steers Kawasaki’s
WorldSBK ship. It was the team that allowed
him to achieve a childhood dream of becoming
World Champion, whilst both would go handin-hand
as they ripped up previous records like
a hurricane. The first rider to win three straight
titles would go on to make it six; the first rider
to take 100 wins in WorldSBK would go on to
win more than 100 races in green and beyond
that, would become synonymous with the
brand the world-over.
“I’LL NEVER FORGET MY FIRST WORLD
CHAMPIONSHIP” – the childhood
dream achieved
Recapping some of the success, the first title
remains the sweetest: “Of course, I’ll never
forget my first World Championship or the
first feelings with the team, pleading my team
manager Guim to give me a chance on this
bike. Rolling up to the first test, working with
my mechanics and creating that bond inside
the garage. There’re things I’ll take with me in
life, such as dealing with people and creating
an atmosphere. The team helped me with that
and my childhood dream was to be World
Champion and I’ll always remember my time
with Kawasaki as the people who gave me the
chance to fulfil a childhood dream.
memories; I could go on for hours but it made
it even tougher.”
“WE FEEL A BIT SAD; IT’S A REALITY WE
HAVE TO ACCEPT” – Guim Roda on
Rea’s departure
Team boss Guim Roda shared his thoughts
too, with it being a hard pill to swallow but
remaining philosophical that it’s racing and
anything can happen – on or off the track:
“We feel a little bit sad. It’s been a long
journey that we’ve been on together. It’s a
reality we need to accept, keep working and
we will continue our way and try our best. It’s
difficult to find one moment because we have
so many, but I’d like to mark the moments
people can’t see because it happened
between races. Those chats, meetings and all
this time where he’s been working and talking
about how to improve the team, the package,
the bike. All these conversations and all this
effort, all the mechanical situations with how
to improve, all the training programmes…
all these things happen between races that
people don’t see is maybe one of the key
points we’ll keep apart from the success,
winning and Championships.”
“Taking the chequered flag at Jerez in 2015
was incredible and the story we created after
that is beyond not just my wildest dreams
but you literally couldn’t dream it up. To win
six World Championships on the bounce,
continuing racing and to win races every year
has been phenomenal. There are too many

NEWS DESK
MARQUEZ: THEY’VE PUT
MY NAME ON ALL THE
BIKES. SOMEONE WILL GET
IT RIGHT, WON’T THEY?
Undeniably one of the big stars of the
World Championship, Marc Marquez is
never far from the headlines. With eight
world titles to his name, the Repsol Honda
star has experienced more than most could
dream of achieving in the sport, though
recent times have seen him encounter a
barren spell aboard the RC213V.
The #93 current contract runs through
until the end of 2024, but following an
underwhelming campaign to date, many
have questioned whether he would see out
the rest of his deal. Marquez though has
responded to the rumours and spoke to
Spanish broadcaster DAZN in a one-to-one
interview.
“Yes, I know where I will be racing in 2024.
As of today, I have a contract with Honda,
but they have put my name on all the bikes.
Someone will get it right, won’t they?
“Of course, there have been calls. When
you notice that someone is in a difficult
moment and you bet on them, there are
calls, of course. Whether they were from
one or the other, whether one rejected
or not, out of respect for all the brands, I
won’t say who, how, or how it happened.
But there have been contacts, obviously,”
he added.
Marquez also touched upon the upcoming
Misano Test, which is of major importance
to a number of teams, though the Spaniard
says it isn’t critical to his own plans.
“I have never said that my future depends
on the Misano Test from my own mouth.
We have to look for the best solution
for the project. And this is based in
Austria; we’re testing new aerodynamics.
It’s different, okay, but we are trying
something different.”
“In Misano, you already start to see a little
bit of the 2024 project, and how it will go.
Whether it will go better or worse. You
begin to sense how 2024 will go. We have
to keep working on the project to find
the best solution in every sense,” says
Marquez, emphasising one idea: “When
you’re in a situation like this, you have to
work together. Otherwise, it’s impossible to
get out.”
Reflecting on his earlier expectations for
the season, Marquez discussed how he
had wanted to compete for the title, but
after a series of crashes and injuries, he
feels, “You slow down the beast I have
inside with a series of blows.”

MOTOGP APPROVED HJC
RPHA-1 - NOMARO
When watching a MotoGP race on TV you will notice
some of the biggest names in the sport wearing the HJC
brand - Brad Binder and Fabio Quartararoto name a
few. The helmet model they wear is the new HJC RPHA-
1, and you too can now wear it.
The HJC RPHA-1 is a top-flight racing helmet with FIM
homologation, PIM Plus shell and an aerodynamicoptimised
design for first-class racing performance.
MC1
Following their previous renowned RPHA models, the
RPHA 1 was designed and developed after several years
of focused efforts and crucial feedback from top worldclass
athletes in MotoGP. In fact, the RPHA 1 is the
same model used by HJC’s riders in both MotoGP and
WorldSBK and is FIM approved (FRHPhe-01) to compete
at the highest level out of the box, and designed
specifically for the track.
Certified to the latest ECE 22.06 safety regulations, the
RPHA-1 uses HJC’s Premium Integrated Matrix (PIM+
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MC21
The advanced channelling ventilation system, dubbed
ACS, has been optimised to provide full front-to-back
airflow, dispel heat and humidity generated at top
speeds, and better reduce visor fogging.
The enhanced dual-locking visor system is optimised
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and comes standard with the highest-grade anti-fog
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Now available from all Powered By
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Price: R14,995 SRP (inc vat)
The Nomaro comes in 2 graphics - MC1 & MC21.
Included with the helmet is a TRANSPARENT
RACING SPOILER, PINLOCK 120 & TEAR OFF FILM

LOOK AND FEEL LIKE A
KTM FACTORY RACER
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When watching Brad Binder on MotoGP race
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FIRST
RIDE
Words: Shaun Portman | Pics: Beam Productions
KTM 890 SMT
JEKYLL
& HYDE
The original KTM 990 SMT was released in 2009 and combined
supermoto performance with adventure bike comfort and
functionality. Since doing away with their 990 platform and
models there has been a void in their model line-up, especially
since doing away with the 990 SMT in 2013. I am happy to
announce though that, now, ten years on, KTM has released a
new SMT to the market, this time an 890 SMT and we collected
it from RAD KTM to put it to the test and see if that SMT
charisma and charm is still present.

The SMT has always been categorized as a
sports tourer, essentially a semi-naked sports bike
with supermotard traits, capable of touring but
also general hooliganism. Essentially a strippedback
adventure bike that KTM has injected with
supermoto prowess. At its heart now, however,
is KTM’s second-generation 889cc variant of the
multipurpose parallel twin LC8c motor, which can
be found in their 890 Adventures and Dukes in their
current line-up. Although it shares the same motor
as the 890 Dukes, the characteristics have been
altered. The 890 SMT produces 103hp and 100NM
of torque which is significantly less than the 890
Duke R’s power of 121hp but more than its torque of
92NM. This is what the SMT has always been about,
low down grunty torque, and it’s good to see that
KTM hasn’t strayed away from this mantra. The new
KTM 890 SMT in-corporates a well-blended mixture
of midrange grunt and free-revving spirit, exactly
what a supermoto with an eye on sports touring
requires justifying KTM’s claims of the SMT being a
“longrange supermoto weapon”.
The overall geometry of the 890 SMT has been
developed for sharp handling without compromising
on comfort. The 2023 890 SMT’s Chromium-
Molybdenum-Steel frame still uses the engine
as a stressed element but mimics that of its 890
Adventure siblings and not the Dukes, being light,
agile, and predictable especially when ridden
aggressively. The rear shock has been angled
differently to reduce the seat height, now 860mm,
as much as possible and to accommodate the
longer swingarm which also aids in stability and a
more frontal riding position. The wheels are both
17” for a more familiar road experience plus radialmounted
KTM-branded calipers and 320mm discs
plus Bosch cornering ABS, while the suspension,
being a KTM is obviously, yes you guessed it, WP. A
special Supermoto mode allows you to lock the rear
wheel while keeping the ABS active on the front- a
feature I always kept activated. The brakes work well
despite a lack of feel at times but are consistent and
fade-free. On the front, you have a tweaked version
of WP’s 43mm Apex upside-down forks, fully
adjustable while on the rear WP’s Apex momoshock
both with 180mm of travel, also fully adjustable
and also tweaked specifically for the SMT. Out on
POWER
104 bhp @
8,000 rpm
TORQUE
100 Nm
@ 6,500rpm
TANK
CAPACITY
15.8 L
SEAT
HEIGHT
860mm
DRY
WEIGHT
194kg

the road, the SMT is familiar to its older self, with
the same aspects shining through, only now the
handling is lighter, quicker, and more direct. The
890 SMT is forgiving and offers great feedback
thanks to its aggressive, upright yet comfortable
riding position. You can ride it in many ways, with
the same outcome. Laid back or aggressive, kneeout
or foot-out making sure every day or weekend
riding has never been more fun. Its wide bars
and a classic up-front supermoto riding stance
encourage you to throw the bike around and ride
it like you stole it, while the standard Michelin
Power GP rubber warms up quickly and gives
great feedback and grip from the get-go.
The SMT, as it always has just loves the twisties
and the new one is no different. If anything it loves
the twisties even more than before thanks to being
4kg lighter than the 990 SMT at 194kg dry. Wet,
including a tank of fuel, the 890 SMT clocks in
at 206kg, which to give reference is some 9 kilos
less than the 890 Adventure in the same state. It
might not sound like a massive decrease in weight
on paper but in reality, the difference felt when
riding is day and night. Fuel capacity is 15.8 litres
and riding in a normal manner you should see
over 300km on a tank, something I never did - it’s
an SMT. Need I say more?
The 890 motor is orgasmic and this particular
demo unit from RAD KTM was also fitted with an
Akropovic slip-on exhaust which further enhanced
the standard raspiness of the LC8 power plant.
Unfortunately, this particular bike wasn’t fitted
with the optional Tech Pack so there was no
Quickshifter, Cruise Control, or additional riding
modes to play with. A quick fix by adding the
Tech Pack which I still feel should be a standard
feature. The quick-shifter and auto-blip were
greatly missed and not having it on this bike is
much like bubble-wrapping Mike Tyson’s fists in a
fight- you don’t get the full experience!
Testing out the
Supermoto side of the
SMT - it’s so much fun!
The 890 SMT is
forgiving and offers
great feedback
thanks to its
aggressive, upright
yet comfortable
riding position. You
can ride it in many
ways, with the same
outcome.

As always the KTM’s on-board system is easy to
navigate and operate onboard the crystal clear 5”
TFT dash. There’s a full house of riding modes:
Rain, Street, and Sport, with the option of a Track
setting. The power delivery is managed by a
cornering traction control system which works
well. Turn off the traction control though which
can be easily done on the fly and wheelies will be
as easy as 1,2,3, just as they always were on the
original SMT. The addition of modern electronics
is by far the biggest advancement over the oldergeneration
SMT and will be appreciated by many,
however, for me an SMT needs to be raw and
un-cut, with no electronics other than the aid of
a quick-shifter and auto blip. Despite all this, I
do feel that the new SMT has stayed true to the
original 990 SMT’s DNA, despite all the modern
advancements in electronics.
Away from all the fun and character, the SMT is
accommodating in all the areas that matter. The
footpegs are mounted relatively low giving plenty
of leg- and knee-room for all but extra tall riders,
and the seat is as supportive as it is sporty. The
shape of the fuel tank slides the rider even further
‘into’ the bike with a wide and comfy contact
patch but still compact enough for free and
flowing movement. The 890 SMT is a nice place
to be and although it looks like a modified 890
Adventure, nothing could be further from the truth
as the 890 SMT is in its own right a modern take
on a truly iconic bike-the 990 SMT!
Starting from just R245 999.00 the 2023 KTM
890 SMT will make a great everyday companion.
Reliable and efficient but when you need it to be,
aggressive and raw.
Away from all the
fun and character,
the SMT is
accommodating
in all the areas
that matter.

FIRST
RIDE
Words: Shaun Portman | Pics: Beam Productions
SUZUKI GSX8-S
SIMPLY
THE
BEST?
The naked middle-weight sports bike market seems to be the
latest craze at the moment, with the Japs coming to the party
recently by introducing a new CB750 Hornet to take on the
likes of the English, Austrians and Italians. Not wanting to feel
left out, another Japanese mark has joined the party in a big
way, Suzuki with their brand new GSX8-S. Can the new 8S be
simply the best, better than all the rest?

POWER
82 bhp @
8,500 rpm
TORQUE
78 Nm
@ 6,800rpm
TANK
CAPACITY
14 L
SEAT
HEIGHT
810mm
WET
WEIGHT
202kg
Engineered from the ground up, the new Suzuki
GSX8-S promises to provide typical Suzuki quality
with un-rivaled value for money or bang for buck,
as we say here in South Africa. The GSX-8S joins
Suzuki’s popular GSX-S line-up of streetfighters and
is set to take the naked middleweight segment by
storm with its desirable features as standard and
unbeatable value for money. The most impressive
thing about the GSX8-S is most definitely the price
point which is set at only R165 950-00 and no that
is not a typo. When you compare this to its closest
rival, the Hornet, you will be saving around R14 050-
00. If this isn’t enough with the Suzuki you also get
a nice host of additions that aren’t standard on the
Honda like a Bi-directional quick-shifter, 180-width
rear wheel, and the popular Easy Start & Low RPM
Assist systems.
It’s no secret that Suzuki has been known, especially
over the last 10-20 years to recycle motors of years
gone by into their newer models, however, there is
no denying that the 776cc, 4-stroke, liquid-cooled,
DOHC parallel-twin, which also finds a home in the
new 800 V-Strom is all new. For the 8-S it produces
82HP and 78NM of torque, which make it feel gutsy
from as low as 2000rpm, with strong drive from
around 3500rpm through to 7500rpm, before tailing
off. Now, unfortunately at this launch, we only got to
sample the latest offering from Suzuki around the
race track, but this allows you to get a better taste
for it and put the bike through its paces properly and
more importantly safer. The motor itself has a longer
stroke, with smaller-bore throttle bodies and longer
intakes than you may expect to see on an engine of
this size, and details like the side-draft inlets appear
to be misplaced when you consider down-draft
inlets have been the norm since the mid-1990s on
most semi-sporty engines. The throttle response
is instant and smooth and the Bi-directional quickshifter
is a nice touch as standard, a little clunky
on downshifts but still better than not having one.
The motor is everything you expect of a bike of
this nature although it does lack the overall pull,
especially in the top end compared to the Hornet.
The performance is infused with good manners – it
has a choice of three torque maps or riding modes if
you prefer, which amount to wet/slippery conditions

(C), general riding (B), and sportier/fun use (A)
as is a common sight with most modern Suzuki
motorcycles nowadays. The modes are easy to
alter via a switch on the handlebar, although I
generally only used the A mode, as you would
around a track. The same goes for the Traction
Control settings, which can be easily de-activated
for general hooliganism. The GSX-8S has a new,
distinctive short muffler design that produces
an exciting and unique exhaust note and more
importantly, isn’t an eye sore. Most of the exhaust
system is located under the chassis in an optimal,
centralized location that benefits handling.
The bike isn’t a lightweight, tipping the scales
at 202kg, but having said that, it feels light
when flicking it from side to side. Up front, you
have a KYB 41 mm fork with around 130mm of
travel, while on the rear, you have a KYB shock,
adjustable for spring preload with the same
amount of travel as the front. The suspension
reacts well and feels solid, offering great
feedback from turn to turn with limited front-end
dive going into corners. The steel-tube double
backbone frame is shared with the 800 V-Strom,
amongst other fittings, and offers great rigidity
with the right amount of flex to make the whole
package forgiving and easy to ride. Nimbleness
is the name of the game with the 8-S and this
is highlighted even more when you sit on the
810mm high seat, surrounded by a slim tank
and narrow, sharp bodywork. The handlebars
are upright making for a comfy yet sporty riding
position while the footrests are low, ensuring
even tall riders won’t have an issue riding the
GSX8-S. They do scrape from time to time
around corners but this won’t be an issue for
most riders, especially out on the road.
The bike isn’t a
lightweight, tipping the
scales at 202kg, but
having said that, it feels
light when flicking it
from side to side.

The Nissin four-piston calipers with dual 320
mm discs work like a treat and are sharper than
the sharpest knife in your drawer with no fade
whatsoever. The ABS is also not that intrusive and just
lets you get on with riding while keeping a watchful
eye on you in the background. As with most Suzuki’s,
build quality is great, even though it has not really
been tested as yet, you can be sure the GSX8-S will
inherit that typical Suzuki reliability.
Fuel economy from the 14-litre fuel tank is impressive
and you will be hard-pressed to see less than 250km
on a tank, even with spirited riding. Suzuki has arrived
late to the parallel twin party but it is safe to say that
they have finally arrived and in a big way. Wrapped
in unique styling and eye-catching colors, the GSX-
8S features an aggressive, mass-forward look that is
slim, compact, well-balanced, and ready for action.
The new GSX-8S is set to become the best choice
for street riders of all experience levels, so get to your
nearest Suzuki dealer, take one for a ride, and make
your own statement.
Hats off to Suzuki on a great
machine. Some will complain
that Suzuki’s bikes and
mentality are too basic and
simple, and we could agree
with that in many ways, but
what Suzuki is producing is
motorcycles for the market
to enjoy at prices that allow
customers to buy them, and not
just dream of one day winning
the lottery to be able to
afford one. Yes, it’s great
having the latest, greatest
tech with wings, etc.
but only if you need it.
If you don’t, and simple,
effective, and affordable is
more your cup of tea, then the
new 8S and most of Suzuki’s
current line-up tick all boxes.

Words: KTM Blog (Adam Wheeler) | Pics: Polarity Photo & KTM Images
RACING FEATURE
THE MOTOGP
EYE OF
EXPERIENCE
It takes a racer to see a racer and tell a racer:
Mika Kallio holds a unique role in the company’s
MotoGP Grand Prix project so we asked him about
his work and how it helps the pursuit of success…

Mika on the KTM
250cc GP bike.
He also raced
the 125cc GP
machine.
The early days of the
KTM MotoGP project.
Mika has been there
from day 1.
Mika Kallio is a winner of 16 Grands Prix and
holder of almost 50 world championship race
podium trophies (33 of those with KTM twostroke
technology). The 40-year-old Finn has
been implicit in the KTM MotoGP program since
becoming the main development rider in 2016
and then combining his testing role with 13
wildcard or ‘fill-in’ starts up until 2020.
From the beginning of 2022 Mika has been an
official ‘Rider Coach’ for the company and the
four individuals charged with control of the RC16.
This means he spends more time watching and
observing rather than twisting the throttle of a
prototype KTM, but it still makes demands of his
particular skill set…
Being a Rider Coach might not be quite
what you think…
…because we know the level of the riders and
they know how to ride the bike! It is more about
support and letting them know what I see on the
track and in specific places. If we are having some
problems then I will see if there is something I
can spot, and sometimes also help with a setup
decision or a judgement on tires. I have a rider’s
perspective, but I can also be analytical. I will
overlay Jack and Brad’s data and will see where
they might be faster or where they can improve.
Also, it’s about correlating what they feel on the
track with what the data says. I cannot bring any
magic but with MotoGP so tight these days then
I add what I can to help them achieve a better
lap-time. From the team I am the only one who is
really watching the bikes out on the track so I can
sometimes communicate the visual side to go
with the riders’ feelings. A few times it can help
with decision-making, or for comparing set-up with
the other bikes.
An example might involve…
…sometimes I will see the difference when
someone is riding in a different gear or shifting
in a different way. Occasionally it will be racing
lines, but it will be half a meter this way or that.
Lines are not easy to see because many of the
bikes behave quite similar these days and there is
only one fast line that they need to hit. Of course,
riding style makes a difference and the way a bike
needs to be ridden is also important as well as
the set-up because sacrifices might have to be
made in some places to reach gains in others. It’s
something I need to understand: why is the rider
riding the way he does? Is it because of the style,
the set-up, or the character of the bike in general?
That’s why it is not easy to say to the rider “just
open earlier and brake later”, you need to
somehow prove your feedback will help. It cannot
only be with words.

From the beginning of my career, I’ve been
focused on the technical side, the riding style
and how I can bring improvements…
…that meant watching other riders a lot and seeing what
I could learn. I was always looking at the data from my
teammate and if I could copy or improve on some things;
even if I was the fastest guy on the track that day there
was always a corner or a section where someone else was
very good. I wanted to find those small things in my riding.
In the end this was a good thing to bring: to have more
knowledge and to want to keep learning. It’s also why KTM
also chose me to be a test rider at the beginning of the
MotoGP project and now as a Rider Coach. It is a longterm
thing that I’m still learning about.
The differences between Jack and Brad’s styles
are quite interesting…
… and there are differences! In the end it is better for us as
a team and a company that each rider has his own style…
although the truth is that they are not too far apart. They
like to ride in a similar way in terms of being aggressive
on the brakes and aggressive with the bike. They slide a
lot into the corners. This means they like similar things for
the set-up. If we compare them to the GASGAS guys then
they are riding in a completely different way. Jack and Brad
are close and that’s somehow easier for us as a team to
understand the setup to get to a good level for both. The
balance now is very good.
Talking to the rider can sometimes involve
delicate moments…
… but I think this responsibility also belongs to other
people in the team. You need to see the mood of the rider
and, of course, people are not always in a good mood
everyday so you might need to bring him ‘up’ and try to
make him feel more confident. Sometimes the riders might
be a little too excited for some reason and a bit too ‘hot’;
we need to calm them down then, but this is quite normal
and something the crew are used to handling. Luckily in
our case at KTM, Jack and Brad are level-headed guys.
Every rider has ups-and-downs and good races and bad
races but the good riders across a season know how to
find a way of being ‘level’ and making sure the bad days
can be, or feel, as close to the good ones as possible.
The really good riders know how to push on bad days
Jack and Brad are close and that’s
somehow easier for us as a team to
understand the setup to get to a good level
for both. The balance now is very good.

and that’s when the crew around them really help. The
crew plays its part, but the rider has to find a way to be as
consistent as possible with his mind.
Testing?! Ha! I’m travelling a lot now and that
means I cannot have so much time on the bike…
…I’d like to do more but it’s not always possible. I like to
get a feeling of the bike and to understand the spec the
guys are racing, that’s important for my understanding
and knowing immediately what the riders mean if they are
having some problems. Dani [Pedrosa] is riding a lot more
as I stepped into the coaching role in 2022 which meant
I had to skip tests and the reason why Jonas [Folger] has
been hired to be on the track as well with the test team. I
would say for the last ten years testing has been important
but even more so since the rules changed, and the racers
could not do it that much. The test program becomes
even more important. The test team is always a little ahead
and to be part of that was cool. You get the satisfaction
from having some influence that eventually pays off [at the
Grand Prix].
I did some wildcard race appearances, and you
never know what will happen in the future but…
…I hope our guys stay fit and healthy. I hope I won’t need to
replace them but…I still need to be ready. Honestly, I have
the feeling that this chapter of my life has finished, and I
have given everything I had for MotoGP. I was ready to test
in my first years with KTM and I enjoyed being on the bike
but lining up on the grid and being with the other guys and
dealing with…I would not say ‘pressure’ but having to have
that mentality when you close the visor to risk everything,
was not that easy anymore. I felt that in my last few races,
and you need to have it if you want to be on the grid. In
the past to go to that level felt easy: you took risks without
thinking…but step-by-step you see that you need to push
yourself to be that way. I don’t have the same motivation
to be in the races now as I used to. I know how difficult
it would be, even just to be on the level I knew I used to
be. I don’t like to be at the bottom of the [results] list. It
would be frustrating! And I know that would be the case
if I can back for one or two races. What Dani did at Jerez
this year to match his lap-times with our current riders was
outstanding. We knew he could do it though because he
had the motivation. It’s not easy and for that he has my full
admiration.

It’s quite crazy to see the difference in
the KTM MotoGP project compared to
when we started at the end of 2016…
…but then MotoGP has also changed in that
time with all the developments and the riding
styles. There is so much knowledge involved. We
were a factory team from the beginning but the
level of knowledge that we had in the first year
or two was very different to what we have now!
We still managed to do quite well in a few races
at the beginning of the story but to compare the
bikes from the time when we made our debut in
Valencia and it is a completely different world. As
a rider then it has always been hard to be at the
top, in any era, but now there is so much going
on [with the bikes] that you really need to take
care. Year-by-year, you need to understand more
about the bike and how to keep the tires in a good
condition. Every year there is more understanding
and experience of how to take performance and
potential from the tires and the bike and the aero.
The team improves their knowledge and brings
it to the rider, who must then also improve and
understand. There is more to consider now. In the
past it felt more like ‘pure’ racing; you just tried to
maximize the lap-time and always be on the limit.
Rider against rider. Now you need to take care
of other aspects. Think about many things. The
technical side has more influence on the result.
It’s something special to see when KTM is on
top, of course. We’ve had a special relationship,
even from the two-stroke days so, it’s been like a
family for me for a long time. I am not on the bike
anymore, but I still get the satisfaction of being
a part of it, especially when I can give the guys
something and help somehow.

Watch it all on our
YouTube Channel
hardcore
FIRST LOOK
final
test
TRIUMPH’S NEW 250CC
MOTOCROSS BIKE
Making
sense
Part 2
rally
FIRST LOOK: 2024 KTM
890 ADVENTURE R RALLY
FIRST
RIDE:
SUZUKI
DL800 DE

FIRST
LOOK
FIRST LOOK
hardcore
rally
2024 KTM 890
ADVENTURE R RALLY
It’s not hard for the maker of probably the world’s
best rally motorcycles to use the experience it
gained over the years with this kind of bike and
expand the same capabilities to more segments.
Like, say, create a rally-adventure bike the likes
of which we rarely get to see.

At least that’s what the Austrians from KTM are
promising with the 2024 model year incarnation
of something called the 890 Adventure R Rally.
Or, as the company would like us to know the
bike, “the most performance driven Adventure
motorcycle yet.”
It was only yesterday when we got word of the
2024 KTM 450 Rally Replica, a bike built for
privateers racing in national and international
rally competitions with the components deployed
in the bike maker’s Dakar-winning bike. We’re
told that the new 890 is also building on the
experience gained with Kevin Benavides’ 450.
The bike uses KTM’s 889cc parallel-twin engine
for a heart, a beast capable of developing 105
horsepower and 100 Nm of torque. It breathes
through an Akrapovic slip-on line exhaust system
not unlike the one used on the factory race bikes.
The engine spins heavy-duty Excel wheels
sized 21 inches at the front and 18 inches at
the rear, backed in their mission by a monster
of a suspension system, comprising a WP Xplor
fork and shock. The two offer 270 mm of travel,
allowing the 890 to be just as nimble over harsh
terrain even with large amounts of luggage on it.
Sporting the same combination of colors we’re
used to from all other KTM bikes, the 890
Adventure R Rally will become available on
September 20, when the
order books open. Pricing
has not been announced
yet, but you should
know there will only
be 700 units of the
thing made. And for
34 of its buyers,
it comes with an
incredible perk.
To make sure the 890 Adventure R Rally is
noticed and will forever be remembered, KTM will
hold in March next year, all the way in Morocco,
something it calls the Ultimate KTM Desert
Experience.
What that means 34 of this bike’s buyers will be
sent, in two groups, to the African desert for three
days of riding in the harshest of conditions, in the
same place where the KTM Factory Rally team
conducts testing.
The experience is not free, as KTM will charge
4,900 euros (R100,000) for it. In that buyers of the
890 Adventure R Rally get luxury accommodation
for a three-night stay, but also one night of
camping in the desert.
For daytime activities, the bike maker throws in a
fully prepped bike to be taken out in the desert
(no, people won’t use their own bikes for this),
all the necessary technical support, and a fully
guided route. The cherry on the cake, several
off-road legends will be on site, including two-time
enduro champion Johnny Aubert.

FIRST
LOOK
FIRST LOOK
final
test
TRIUMPH’S NEW 250CC
MOTOCROSS BIKE
Triumph Motorcycles has released the last in its series of
films, ‘Vision to Reality’, in which Ricky Carmichael performs
the final test of Triumph’s new 250cc motocross bike.
Ricky is joined by amateur motocross sensation, Evan Ferry,
who has been involved in the testing programme of the new
bike, alongside numerous professional riders, as it reached
the final stage of development.

In the latest film featured on the Triumph
Motorcycles YouTube channel, Ricky
Carmichael said: “It’s really balanced, it’s
good how it pulls coming out of the corner,
it’s very nimble. When you see a line,
boom, you can do it.”
Evan Ferry added: “They found something
special with the frame. I don’t think I’ve
ever felt something like that.”
The films have been released by Triumph
in the run-up to the reveal of the new
250cc bike, and go behind the scenes to
meet the team, share details of the all-new
aluminium chassis and engine and witness
the final test. In 2021 Triumph announced
their forthcoming entry into the Motocross
and Enduro worlds as well as a new
factory racing effort, with a commitment
to top tier championship racing in both
Motocross and Enduro series.
In 2022 Triumph revealed their partnership
with Thierry Chizat-Suzzoni, one of the
sport’s most experienced and successful
team owners, who will field two of
Triumph’s all-new 250cc 4-stroke MX bikes
in the 2024 MX2 class and will add an
entry into the 450cc MXGP class in 2025,
and with Team Principal Bobby Hewitt and
Team Manager Stephen ‘Scuba’ Westfall
to field its all-new Triumph 250cc 4-stroke
MX bikes in the 2024 SuperMotocross
World Championship, which is comprised
of the Monster Energy Supercross World
Championship, and the Pro Motocross
Championship, with three season-ending
SuperMotocross rounds. For the 2025
season Triumph will additionally field its
new 450cc bike in the SuperMotocross
World Championship.
Very exciting times ahead for the British
manufacturer who will no doubt ruffle a
few feathers with their new MX bikes.

Words: Shaun Portman | Pics: Beam Productions
FIRST
RIDE
SA LAUNCH TEST
making
sense
Part 2
SUZUKI V-STROM 800DE
It hasn’t been that long since Suzuki released a
revitalized version of their V-Strom 1050, and
they are at it again by introducing a younger,
smaller sibling to truly complete their V-Strom
family. We were invited out to Redstar Raceway
in Delmas to sample Suzuki’s latest offering in
the Adventure bike segment at Suzuki’s recent
South African media launch.

well, offers great feedback, and is predictable,
on the road or out in the dirty stuff. As standard
the front suspension is very soft which made for
excessive front-end diving while riding the 800
hard out on track which did almost catch me out
once or twice. However out where the V-Strom is
happiest, in the dirt, the suspension felt plush and
predictable, more so than it did out on the track.
The new mid-range V-Strom shares most of its
chassis and other bits and bobs with the GSX8-S.
It has been made out of rugged steel and has
been designed and engineered around the motor
to provide the perfect blend of performance
while not lacking in comfort. It has a dedicated
geometry, a long wheelbase, and a long rake
which aid in stability. The rear sub-frame is also
detachable which is handy for any motorcycle on
the market to have meaning if you for whatever
reason bend or break the subframe, it can easily
be replaced. The chassis and ergonomics of the
800 feel solid and offer great straight-line stability
and Suzuki is adamant that this is the same when
carrying loads or a passenger. The new parallel
twin motor means the whole chassis feels more
compact and the bike, in general, feels less too
heavy than the 1050 V-Strom with a better center
of gravity contributing to this. The 21” front wheel
and 17” tubed rear is a nice addition for the avid
At first glance, you would be forgiven for thinking
that all Suzuki has done with the 800 is take a
1050 and change the sticker on the side but you
couldn’t be more wrong. At its heart, it has an
all-new 776cc DOHC 270° crank parallel twin
engine, with four valves per cylinder and a longerstroke
configuration that delivers a balance of
punchy low-down grunt, usable mid-range drive,
and a free-revving pull, all the way to the top-end.
It produces just over 83HP and 78NM of torque
making it extremely comparable to its naked bike
sibling with which it shares a motor, the GSX8-S.
Also equipped with a bi-directional quick-shifter,
5” colour TFT display, traction control with
gravel mode, and switchable ABS the V-Strom
800DE is ready for anything. ANY TERRAIN. ANY
HORIZON. ANY ADVENTURE.
For the price of R195 000-00, you get a very
capable and well-specced bike, ready for any
adventure whether it be on the road or off the
beaten track. The suspension for instance is fully
adjustable on the front and rear. On the front, you
have an inverted Showa front fork which provides
220mm of travel which provides a smooth,
controlled ride with damping characteristics
suitable for adventure riding. Preload,
compression, and rebound can all be adjusted on
the front while the rear Showa mono shock with a
piggyback remote gas reservoir assists in stability
and agility and is also adjustable for preload,
compression, and rebound. The spring pre-load is
also easily adjustable by simply turning the dial on
the rear shock, quite handy if you have a load or
are carrying a passenger. The suspension works

adventurer and dirt riding but the front was a little
nervous out on the track, once again not where
this bike belongs, but it didn’t back down from the
challenge it was given, and if anything thrived by
putting a massive smile on my face as I whizzed
past other journos on sports bikes.
The Nissin 310mm dual disc, two-piston calipers
up front, and 260mm single piston caliper on the
rear work well and offer great stopping power
despite fading after getting abused around the
track. The ABS works well and isn’t intrusive and
more importantly, can be switched off.
The riding position is upright and well-balanced,
standing up or sitting down everything felt just
right allowing me to adjust my body position and
alter it as the terrain and circumstances changed
around me. When standing up on the pegs, as
you do when things get a little hairy, your weight
is nicely placed over the front wheel, aiding in feel
and performance. Agility is what comes to mind
with the 800, weighing in at 230kg the V-Strom
800 feels lighter than what the specs translate.
Ground Clearance at only 220mm isn’t the best
as it made contact with the ground, even over or
down the simplest of obstacles. The seat height is
still rather tall at 855mm but manageable even for
my shortness.
Fuel consumption from the 20-litre fuel tank
seemed to be good although we couldn’t test it
properly on the day. Even so, you should expect to
see more than 350km on a tank. The 5” TFT dash
is clearer than the brightest day while the plethora
of riding aids and electronics are impressive,

especially for Suzuki’s asking price. These include
an adjustable throttle response or the typical
Suzuki A, B, and C riding modes, 3-level traction
control(with gravel mode which reduces rear wheel
slip), switchable ABS, and LED lighting all around.
Standard features also include hand guards as well
as the previously mentioned spoked wheels. No
heated grips as standard and no cruise control which
is a little gripe I have, especially on a motorcycle that
will be used on long trips and will no doubt make
those long days in the saddle, even longer.
Overall though the new V-Strom 800DE is a solid
well-built machine that is great fun to ride. Quick
enough to powerful enough to both get you into
and out of trouble as I found out while braking late
from 180kph down Redstar Raceways back straight
which was only 11kph slower than I managed on the
8-S. The V-Strom 800 is a capable, all-around, and
well-rounded machine that is definitely worth your
consideration when looking for your next adventurer.
We also got to sample the new Suzuki V-Strom
250SX which we did have on test a couple of
months back and featured on our YouTube
channel. We just couldn’t resist the opportunity to
take the new 250 around the track. As you can see
by the pictures, we had a lot of fun and all of this
for just R59 950-00!!! Need I say more?