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ISSUE <strong>37</strong><br />
F I R S T L O O K<br />
NEW<br />
BIKES<br />
R E V E A L E D<br />
FIRST<br />
SA TEST<br />
MORE POWER<br />
FIRST TEST ON BMW’S BRUTAL M1000R<br />
MILLER<br />
MOLDING HIS KTM RACER
EDITOR’S NOTE<br />
Hello <strong>MRW</strong> fans and welcome to issue <strong>37</strong> of<br />
SA’s only motorcycle magazine.<br />
Whew! Qatar’s main MotoGP race last<br />
Sunday left me still catching my breath. Can<br />
this MotoGP season get any more intense?<br />
It’s shaping up to be the best in the history<br />
of the sport, with the championship taking<br />
us on a wild ride, destined for a nail-biting<br />
finale at Valencia. My heart goes out to<br />
Martin, robbed of his chance to shine due<br />
to a faulty rear tire. As he rightly expressed,<br />
“It’s a pity the championship might be<br />
decided by a bad rear tire.” We’ll delve into<br />
this on our Talking MotoGP Podcast airing<br />
live on Tuesday night. Join the conversation<br />
on our Facebook page and YouTube<br />
channel—it’s a dynamic show with fantastic<br />
interaction. If you haven’t tuned in yet, you’re<br />
missing out!<br />
For those who can’t catch the live stream,<br />
fret not. Full re-runs are available on both<br />
Facebook and YouTube, standing the test<br />
of time. Exciting news—we’ve launched a<br />
Spotify Podcast channel for the show. Now<br />
you can enjoy the audio while driving, on the<br />
train, or wherever your adventures take you.<br />
the man doesn’t even have a confirmed<br />
ride for 2024 yet. Rumors circulate about<br />
a possible slot in the VR46 team, filling<br />
the shoes of the departing Marini (almost<br />
certain for Repsol Honda). However, I can’t<br />
shake the feeling that he might find himself<br />
without a MotoGP paddock seat, especially<br />
considering he held out for the Repsol ride<br />
for so long. Unfortunately, his prolonged<br />
pursuit may have dashed his chances for a<br />
solid World SBK ride. It’s a tough break for<br />
the guy, but let’s not jump the gun. While<br />
he’s had a stellar end to the season, the<br />
inconsistency over a full season might be<br />
what ultimately cost him a ride.<br />
As I write this, I’m at the Motorcycle Live<br />
Show 2023—the UK’s largest motorcycle<br />
show. Expect some captivating walkaround<br />
videos showcasing the stands and new<br />
motorcycles. Keep an eye on our YouTube<br />
channel, and don’t forget to hit the like and<br />
subscribe buttons—every click counts.<br />
Off to the show now. I hope you relish the<br />
magazine we’ve crafted for you this month,<br />
loaded with tantalizing features and bike<br />
tests, as always. Until next time, ride safe.<br />
CONTRIBUTORS<br />
Shaun Portman<br />
Beam Productions<br />
Adam Child “Chad”<br />
Sheridan Morais<br />
CONTACT<br />
DETAILS<br />
EDITOR/OWNER<br />
Rob Portman<br />
082 782 8240<br />
rob@motoriderworld.com<br />
ANYTHING & EVERYTHING<br />
Shaun Portman<br />
072 260 9525<br />
shaun@motoriderworld.com<br />
Copyright © Moto Rider World:<br />
All rights reserved. No part of this<br />
publication may be reproduced,<br />
distributed, or transmitted in any<br />
form or by any means, including<br />
photocopying, articles, or other<br />
methods, without the prior written<br />
permission of the publisher.<br />
And Digi, what a ride that was! A<br />
commanding performance, comfortably<br />
clinching victory over the world’s best, and<br />
Cheers,<br />
Rob<br />
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KISKA.COM Photo: R. Schedl Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!<br />
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.<br />
GO FASTER<br />
FOR LONGER<br />
Class-leading power and a massive electronic<br />
package mean the world just got a whole lot smaller.<br />
On pristine new asphalt or a broken-up old track,<br />
the new KTM 1290 SUPER ADVENTURE S is ready<br />
to rip through it all. #DARE2ADV<br />
FIND OUT MORE AT KTM.COM/TRAVEL
NEWS DESK<br />
EICMA SHOW 2023<br />
NEW MODELS REVEALED<br />
In a thrilling showcase of the motorcycle industry’s<br />
prowess, the 80th edition of this exhilarating<br />
exhibition took place at Fiera Milano Rho from<br />
November 7th to 12th, 2023. The event not only<br />
hosted present and future industry titans but also<br />
provided endless entertainment for the hundreds<br />
of thousands of eager guests.<br />
More than 1,300 brands from the motorcycle<br />
industry commanded the stage at EICMA,<br />
revealing their current and upcoming models in<br />
a dazzling display of innovation and power. Last<br />
year’s event was nothing short of a spectacle,<br />
featuring a myriad of mouthwatering new<br />
production models alongside a collection of weird<br />
and wonderful concept bikes that pushed the<br />
boundaries of imagination.<br />
In the pages that follow, we’ll delve into<br />
the highlights of the event, exploring the<br />
groundbreaking releases from renowned<br />
manufacturers such as Honda, Suzuki, Ducati,<br />
and more. From the roar of production models to<br />
the avant-garde allure of concept bikes, EICMA<br />
2023 was a rollercoaster ride through the cuttingedge<br />
landscape of the motorcycle industry.
It was a very busy Eicma 2023 show for Honda<br />
who unveiled its complete range of motorcycles<br />
for 2024, which includes four new models,<br />
significant updates to four other models – two of<br />
which will be available with world-first technology<br />
in the world of motorcycles – and a concept<br />
version of the next all-electric vehicle destined to<br />
join Honda’s unique, wide and varied range.<br />
BLADES OF GLORY?<br />
2024 CBR1000RR-R & SP<br />
The year 2024 sees the CBR1000RR-R<br />
Fireblade and its SP version move further up the<br />
development curve with a series of upgrades to<br />
the engine and gearbox; these updates lead to<br />
a huge increase in mid-range performance and<br />
improved throttle response. Can these changes<br />
finally make this a Blade of Glory and bring some<br />
much needed success to the brand and model.<br />
Taking advantage of the huge amount of<br />
development and HRC expertise, the 113 Nm<br />
torque and 217hp Fireblade SP have been<br />
substantially altered to generate even more<br />
acceleration out of corners, along with its dizzying<br />
top-end power. This was further reinforced by<br />
new, shorter gear ratios as well as the primary<br />
transmission, a redesigned middle fairing with new<br />
fins and a revised, lighter and more flexible frame.<br />
The addition of 2 motors to the TBW system<br />
increases control when only partially accelerating<br />
and gives a greater brake-engine effect. The block<br />
crankcases, crankshaft and connecting rods, all<br />
lighter, together with the revised camshaft and<br />
increased compression ratio, ensure that the<br />
CBR1000RR-R Fireblade SP delivers the best<br />
performance with every combustion cycle, while<br />
changes to the standard Akrapovič silencer<br />
reduce the sound of the exhaust by 5 dB.
NEWS DESK<br />
The SP version of the CBR1000RR-R<br />
Fireblade is the first bike in the world to<br />
use the new third generation Öhlins Smart<br />
Electronic S-EC3.0 (SV) NPX 43 mm inverted<br />
fork. There’s also a function on the instrument<br />
panel that digitally helps us to fine-tune<br />
the spring preload and which has been<br />
developed so that the rider can easily set up<br />
their Fireblade to perfection. The new Brembo<br />
Stylema R four-piston radial brake calipers<br />
offer consistent, high performance braking.
BACK BY POPULAR DEMAND?<br />
2024 CBR600RR<br />
After a six-year absence from Honda’s European<br />
model range, the much-loved – and sharp –<br />
CBR600RR now returns in 2024 to reinvigorate<br />
the medium-displacement supersport category.<br />
Time will tell if this will be a popular return or if the<br />
supersport category is indeed no longer valid.<br />
Equipped with state-of-the-art electronic systems<br />
and featuring cutting-edge aerodynamics inspired<br />
by MotoGP, the new CBR600RR is a “pearl” of fourcylinder<br />
motorcycling, with a free-revving engine,<br />
substantially improved over the previous version<br />
and with a maximum power of over 120 hp at<br />
14,250 rpm and 63 N-m of torque at 11,500 rpm.<br />
The CBR600RR has a new and comprehensive<br />
electronics package, taking full advantage of the<br />
6-axis IMU unit, as found on the CBR1000RR-R<br />
Fireblade; this mid-cylinder model has TBW<br />
throttle, 5 riding modes, cornering ABS, HSTC<br />
variable traction control system with 9 levels of<br />
intervention, Wheelie anti-wheelie control, rear<br />
wheel anti-lift control system and ESS emergency<br />
braking flashers. The Honda Electronic Steering<br />
Damper (HESD), an assisted clutch with slipper<br />
function and a Quickshifter system are also<br />
standard equipment.<br />
Its very docile cycling offers excellent<br />
maneuverability, with instant changes of direction<br />
and high stability, thanks to its double-braced<br />
aluminum frame, aluminum swingarm, Showa Big<br />
Piston inverted front fork with 41 mm diameter<br />
columns and Showa monoshock with Pro-Link<br />
system, as well as front fins derived from MotoGP<br />
prototypes.
NEWS DESK<br />
THE NEW BIG HORNET<br />
THE NAKED BLADE<br />
Headlining the unveiling is the introduction of the<br />
new head of Honda’s growing Hornet family – the<br />
CB1000 Hornet.<br />
The new flagship naked will be powered by<br />
a retuned version of the in-line four-cylinder<br />
powerplant from the 2017YM CBR1000RR<br />
Fireblade, that delivers peak power of over 134hp<br />
and more than 100Nm of torque.<br />
Wrapping the engine is an all-new steel twin spar<br />
frame that will offer a unique blend of dynamic<br />
cornering performance and stability, via Showa<br />
41mm Separate Function Fork Big Piston (SFF-BP)<br />
suspension adjustable for both compression and<br />
rebound, matched to a Pro-link rear Showa shock.<br />
The styling is pure and aggressive. Led by the<br />
piercing gaze of super-compact dual LED projector<br />
headlights, the Hornet-signature fuel tank – with<br />
wings folded forward – is broad shouldered up<br />
front but tapers radically to the rear, mirrored by<br />
the minimal seat unit that underlines the traditional<br />
narrow-waisted Hornet look. The new frame is also<br />
used as a design feature, but subtly blacked out –<br />
like the tubular trellis-style rear subframe.<br />
Electronic aids will run via Throttle By Wire and<br />
allow the rider to choose between 3 riding modes,<br />
displayed on the 5-inch TFT colour display;<br />
connectivity is available for both Android and iOS<br />
devices via Honda RoadSync.
NEWS DESK<br />
NEW CB500 HORNET<br />
The Hornet family will have a new third member in<br />
Honda’s 24YM line-up - the CB500 Hornet, which<br />
brings new, aggressive styling inspired by its two<br />
bigger siblings, and aerodynamic performance that<br />
befit the iconic Hornet name.<br />
The CB500 Hornet’s fairing incorporates headlight<br />
side ducts that channel air to the upper fuel tank<br />
area, contributing to a linear steering feel with<br />
outstanding handling agility. A new LED throws its<br />
light out wider for increased visibility.<br />
Power and torque for the 471cc engine meet<br />
maximum A2 licence requirements – at 35kW<br />
and 43Nm – while updated fuel injection settings<br />
improve acceleration feel from low down, and the<br />
CB500 Hornet now features HSTC for increased<br />
peace of mind.<br />
The high-quality chassis specification includes<br />
41mm Showa SFF-BP USD forks, Showa rear<br />
shock and dual discs up front with four-piston<br />
calipers, while a new 5-inch TFT screen offers<br />
Honda RoadSync smartphone connectivity.
NEW NX500<br />
The iconic ‘NX’ designation returns to Honda’s lineup<br />
in the form of the new NX500.<br />
Meaning ‘New X-over’, the NX500 is designed to<br />
be enjoyed on everything from a winding road to a<br />
gravel trail or long-distance adventure. Building on<br />
the popularity of the outgoing CB500X, it features<br />
new styling and a range of specification and<br />
performance upgrades.<br />
Handling dynamics and feel are improved thanks<br />
to a 3 kilogram reduction (1.5kg of which comes<br />
from new lightweight 5-spoke cast aluminium<br />
wheels) in kerb weight to 196kg, revised spring<br />
rate and damping for the Showa 41mm Separate<br />
Function Fork Big Piston (SFF-BP) upside down<br />
forks, and sharper acceleration thanks to new fuel<br />
injection settings.<br />
Further spec upgrades come in the form of a new<br />
5-inch TFT screen, Honda RoadSync smartphone<br />
connectivity and HSTC. Led by a new headlight,<br />
the styling is completely refreshed, with new<br />
plastics from front to back mixing compact<br />
adventure-style usability with an imposing<br />
silhouette and solidity of form.
NEWS DESK<br />
CB650R and CBR650R<br />
Honda’s CB650R naked middleweight and its<br />
sibling, the CBR650R, both receive a style refresh<br />
and new technology for 24YM.<br />
The CB650R’s Neo Sports Café unique look has<br />
evolved to make it a sinuous, more dynamic and<br />
purposeful-looking machine. Led from the front<br />
by the new slanted LED headlight, it features new<br />
radiator shrouds and a sharper new rear fairing<br />
complete with new taillight.<br />
For its CBR sibling, redesigned dual LED<br />
headlights are matched with updated upper and<br />
lower fairings that, along with the redesigned tail<br />
unit, combine muscularity with slim lines and<br />
attractive angles to ramp up the CBR650R’s pure<br />
sporting appeal.<br />
Both bikes feature Honda RoadSync connectivity<br />
a new 5-inch full colour TFT screen designed for<br />
optimal readability on bright days.<br />
HONDA E-CLUTCH<br />
The CB650R and CBR650R are also the first<br />
Honda motorcycles to be available with the<br />
innovative Honda E-Clutch technology, the world’s<br />
first fully automatic clutch for a multi-geared<br />
motorcycle, designed to make motorcycling,<br />
from beginner right through to expert, even more<br />
enjoyable and exciting.<br />
The clutch lever is also not needed when pulling<br />
away or coming to a stop. Becoming active as soon<br />
as the engine is switched on, the Honda E-Clutch<br />
system manages both scenarios smoothly, and if<br />
the rider desires, they are able to operate the clutch<br />
lever as normal. Should the rider want to turn off<br />
the system for a particular ride, this is also possible<br />
via the instrument panel.<br />
Honda E-Clutch takes away the need to use the<br />
clutch lever to make a shift either up or down the<br />
gearbox. The rider simply has to operate the shift<br />
pedal for ultra-fast, consistent gear changes,<br />
exactly as if using a quickshifter. During the<br />
gear change, it uses a harmonised combination<br />
of ‘half-clutch’ operation, fuel injection cut and<br />
ignition control to eliminate shift shock for an<br />
ultra-smooth ride.
NEWS DESK<br />
NEW SUZUKI GSX-S1000GX<br />
BIKE OF THE YEAR CONTENDER?<br />
With a design and product concept of the ultimate<br />
sports crossover, the GSX-S1000GX is set to<br />
become the benchmark in the category, as Suzuki<br />
moves into the crossover sector of the market for<br />
the first time.<br />
It boasts Suzuki’s most sophisticated electronics<br />
package to date, with a number of new and<br />
innovative systems enabled by a six-axis Bosch<br />
IMU and electronic suspension from Showa.<br />
The GSX-S1000GX is the first Suzuki to adopt<br />
Suzuki Advanced Electronic Suspension (SAES).<br />
The GX gets 150mm front and rear suspension<br />
travel to create an upright riding position,<br />
broadening the rider’s field of view and providing<br />
all-day riding comfort. The longer suspension<br />
travel also helps the GX smooth out bumps when<br />
riding over uneven surfaces.<br />
There are four selectable modes of SAES: hard,<br />
medium, soft, and a customisable user setting<br />
which offers +/- three increments on the selected<br />
base setting of hard, medium, or soft.<br />
Further helping smooth out those bumps and<br />
undulations is Suzuki Road Adaptive Stabilisation<br />
(SRAS). An original Suzuki system, in use for<br />
the first time on the new GX, it detects uneven<br />
road surfaces based on input from the IMU and<br />
wheel speed sensors, and, if required, triggers<br />
the Suzuki Floating Ride Control (SFRC) to help<br />
smooth out the ride. As part of the SFRC it also<br />
adjusts the electronic throttle valve settings to<br />
deliver softer, more controllable throttle response.
The rear suspension’s spring preload settings are<br />
also electronically controlled, making it easy for a<br />
rider to use a handlebar switch to quickly choose<br />
between auto or one of the four available modes<br />
they find best suited to their immediate needs or<br />
preferences.<br />
Riders can select between single rider, single<br />
rider plus luggage, or tandem (with or without<br />
luggage). In addition, the preload setting for auto<br />
mode can be adjusted by +/- three increments<br />
and the three manual modes can be adjusted by<br />
+/- four increments to match the rider’s needs<br />
more finely.<br />
The GSX-S1000GX also uses an alpha version of<br />
the Suzuki Drive Mode Selector. SDMS-a provides<br />
three riding modes: active, basic, comfort. Those<br />
three integrated riding modes control power<br />
output characteristics, as well as the level of<br />
traction control, which, on the GX, is integrated<br />
with Lift Limiter (anti-wheelie) and Roll Torque<br />
Control, and electronic suspension settings.<br />
Riders can opt to use the default settings of many<br />
of those systems or customise them to match<br />
their needs or preferences more closely. There<br />
are seven selectable modes of traction control –<br />
integrated with Roll Torque Control and Lift Limiter<br />
– and three selectable throttle maps.<br />
Making its debut on the GX is Suzuki’s new Roll<br />
Torque Control. Based on data received from the<br />
IMU and wheel speed sensors, this new system<br />
calculates the bike’s lean angle and speed to<br />
predetermine what level of power output and<br />
acceleration is optimal at that time, for example,<br />
when exciting a corner. It then reduces torque<br />
output before the motorcycle exceeds the amount<br />
of power the system deems necessary to clear the<br />
corner effectively. One key benefit of this system<br />
is a smooth operation and uninterrupted drive.<br />
With regular traction control the system is reactive,<br />
cutting in when rear wheel slip is detected. This<br />
can create a jerkiness or ‘on and off’ feeling as<br />
the power comes in and out. It can also cause<br />
the rear suspension to compress and rebound.
NEWS DESK<br />
This is reduced significantly with the introduction of<br />
Roll Torque Control, as the torque ceiling is set, and<br />
then raised as the bike exits the corner and as speed<br />
increases and lean angle decreases. It is an extra layer<br />
of pre-emptive protection that operates silently in the<br />
background, with its settings determined by the level of<br />
traction control selected.<br />
Completing the GX’s comprehensive suite of<br />
electronics is a ride-by-wire throttle, bi-directional<br />
quickshifter, cruise control – updated on the GX to<br />
allow the system to continue operating when the<br />
rider changes gear – lean angle-sensitive ABS, Slope<br />
Dependent Control, which prevents rear wheel lift<br />
when braking downhill, easy start, and low RPM assist.<br />
Monitoring all of the GSX-S1000GX’s electronic<br />
systems is done via a 6.5-inch colour TFT screen,<br />
which also offers smartphone connectivity, allowing<br />
riders to access maps, view contacts and make and<br />
receive phone calls, see their calendar, and play music.<br />
All this is done via the free Suzuki mySPIN app. A USB<br />
socket in the side of the instrument cluster makes for<br />
easy phone charging.
Powering the new GSX-S1000GX is Suzuki’s creamy<br />
smooth, 999cc, inline four-cylinder, superbike-derived<br />
engine. Known for its abundance of lowdown and<br />
midrange power, it produces 152PS at 11,000rpm and<br />
106 Nm of torque at 9,250rpm.<br />
That engine is housed in a twin spar, aluminium frame<br />
mated to a race-proven aluminium swingarm from the<br />
GSX-R range and a lightweight subframe.<br />
All of that is wrapped in new, aggressive bodywork,<br />
with full LED lighting front and rear. Hand guards and a<br />
spacious luggage rack add extra practicality. Luggage<br />
capacity can be increased with genuine accessory<br />
36-litre panniers.
NEWS DESK<br />
NEW SUZUKI GSX-8R<br />
EVERYDAY SPORT FOR EVERYONE<br />
Immediately highlighting the R element of the<br />
new GSX-8R is its full fairing, wind tunnel-tested to<br />
increase aerodynamic performance and provide<br />
weather protection for the rider. Bold 8R logos<br />
adorn the side panels, while fairing-mounted<br />
mirrors also aid in reducing drag.<br />
Perched in the middle of the angular face is<br />
the recognisably GSX series stacked LED<br />
headlight, topped by an LED position light. The<br />
rear combination light is also full LED, as are the<br />
indicators.<br />
At the heart of the new GSX-8R is the 776cc<br />
parallel twin engine – which it shares with the<br />
GSX-8S – with its long stroke and 270° crankshaft<br />
design providing an abundance of low-down<br />
torque, usability, and flexibility, while a free-revving<br />
nature comes from a DOHC and four valves<br />
per cylinder. Peak torque is 78 Nm, delivered at<br />
6800rpm, with peak power of 82.9PS coming at<br />
8500rpm.<br />
The 270° crankshaft also provides a power<br />
delivery, character, and rumble reminiscent<br />
of Suzuki’s much-lauded V-twin ranges, while<br />
a patented cross balancer design ensures a<br />
smoothness, as well as aiding in a compact,<br />
lightweight engine design.<br />
A two-into-one exhaust system with dual-stage<br />
catalytic converter keeps the 8R conforming<br />
to Euro 5 emissions standards, and ends in a<br />
short, underslung silencer further enhancing the<br />
compact, slimline look.
All of that is housed in a steel frame engineered<br />
for direct handling characteristics. Those handling<br />
characteristics are further enhanced by low,<br />
forged aluminium handlebars that provide positive<br />
control and a sporty riding position, placing more<br />
of the rider’s weight over the front wheel. Bolted<br />
into the rear of the steel frame is a lightweight<br />
aluminium subframe and lightweight aluminium<br />
swingarm,<br />
Dealing with the increased weight bias towards<br />
the front, Showa provides the suspension, with<br />
SFF-BP* (Separate Function Fork – Big Piston)<br />
inverted forks and monoshock in the rear.<br />
Mounted radially to the forks are Nissin four-piston<br />
calipers, providing stopping power by biting<br />
310mm discs. Tyres are Dunlop Roadsport 2s.<br />
Aiding rideability, usability, and flexibility is a suite<br />
of electronic systems that includes a bi-directional<br />
quickshifter as standard, three selectable engine<br />
power modes, and three selectable traction<br />
control settings, plus the ability to disengage the<br />
system entirely. There’s also Suzuki’s low RPM<br />
assist and easy-start function.<br />
The GSX-8R’s settings are easy to navigate via a<br />
single rocker switch on the left-hand handlebar,<br />
with the information displayed clearly on a colour<br />
5” TFT screen.
NEWS DESK<br />
NEW KTM 990 DUKE - THE NEW<br />
DEFINITION OF NAKED BIKES?<br />
The Duke range of two-wheelers is at the moment<br />
one of the most successful in the portfolio of<br />
Austrian bike maker KTM. Introduced 30 years<br />
ago, in 1993, it rapidly grew to include at the<br />
time of writing no less than 12 models. With the<br />
exception of the 1290 Super Duke GT, which is<br />
sold as a sports tourer, all the others play in the<br />
naked segment.<br />
As of now, you can add another naked Duke to<br />
the list of available two-wheeled wonders: the<br />
990. Freshly introduced into the family, just as the<br />
world’s most prominent bike makers are in Milan,<br />
Italy, for the EICMA show taking place there, the<br />
bike is described as a “massive leap forward for<br />
the KTM naked range.”<br />
That’s because the ride targets one of the most<br />
lucrative sub-segments of the naked segment, the<br />
one with bikes powered by 1,000cc engines. The<br />
990 does this with an updated version of the LC8c<br />
engine that’s also deployed in the 890 Duke R.<br />
The powerplant is 947cc in displacement, but<br />
features, compared to the existing variant, new<br />
pistons, crankshaft, and conrod. In this setup,<br />
power ratings stand at 123 hp and 103 Nm of<br />
torque.<br />
The engine sits in an all-new stiff trellis frame<br />
that’s light enough to allow the ride to tip the<br />
scales at just 179 kg (395 pounds). That lightness<br />
is also achieved thanks to the new closed-lattice<br />
swingarm installed at the rear, supporting a<br />
wheel that, just like the front one, is dressed in<br />
Bridgestone S22 tires.
NEWS DESK<br />
The suspension of this thing is your usual KTM<br />
hardware overkill. The WP Apex gear comes<br />
as a 43 mm front fork that can be adjusted for<br />
rebound and compression, and a monotube<br />
shock at the rear.<br />
The bike is not only equipped to handle various<br />
terrains but also has a lot of convenience features<br />
to make it a solid choice as a daily. There is a new<br />
5-inch screen up front, rocking revised graphics, a<br />
USB-C plug, and a sort of follow-me-home system<br />
that keeps the LED headlight lit for a few more<br />
seconds after the bike is turned off.<br />
The screen mentioned earlier now displays lean<br />
angle data, and also supports an optional Track<br />
mode complete with lap timer and telemetry.<br />
The “ultimate mid-class naked machine,” as<br />
KTM describes the 990 Duke, will be available<br />
in two color choices, namely Black and Electric<br />
Orange. The latter one has been specifically<br />
developed to be a nod to the 30-year<br />
anniversary of the Duke range.<br />
The bike is already available on the KTM<br />
configurator, but if you’re looking for pricing<br />
information and even availability, dealers are the<br />
way to go, as the bike maker did not reveal any of<br />
these details.
NEWS DESK<br />
2024 YAMAHA MT-09<br />
Yamaha is not one to shy away from the hypernaked<br />
segment of the motorcycle industry. In<br />
fact, it’s one of the most present names in this<br />
field, with no less than eight models presently on<br />
offer. Of interest to us today is the “original hyper<br />
naked,” as Yamaha calls it, the MT-09.<br />
The model was first introduced a decade ago, and<br />
has come to be known elsewhere, especially in<br />
the U.S., as the FZ-09. The Japanese have always<br />
called the ride a product of their country’s dark<br />
side, a reference not only to the power of the<br />
beast, but also to the no-nonsense appearance.<br />
And now, for the 2024 model year, the MT-<br />
09 gets a boost in everything, and that’s<br />
understandable, seeing how this is the model’s<br />
tenth anniversary year. That means the ride has<br />
been updated both visually and mechanically, in<br />
a bid to allow it to carry the torch into its second<br />
decade on the market.<br />
As per Yamaha, the new but still limited bodywork<br />
of the ride was inspired by what’s used on the<br />
YZ range of motocross bikes. These elements<br />
are topped off by a new LED headlight, held<br />
inside a newly designed cover. The design of this<br />
element is replicated at the rear, which now shows<br />
separate tail and brake lights.<br />
Up on the aluminum frame the fuel tank has been<br />
redrawn as well, showing up as a sharper version<br />
of its former self. For a refined riding position, the<br />
handlebar is now lower than it used to be, and the<br />
footpegs have been moved further back.
As a departure from what we’ve had before,<br />
the seats for the rider and passenger are now<br />
separated.<br />
When it comes to the engine the bike uses,<br />
Yamaha relies on the same one as before, the<br />
890cc three-cylinder, liquid-cooled CP3. It did<br />
however get some revisions, made first and<br />
foremost to make it sound a lot cooler than it<br />
ever did.<br />
For instance, there is now a revised airbox with<br />
new air intake ducts that help enhance the highfrequency<br />
sounds of the powerplant.<br />
Mechanical bits were changed to a greater degree<br />
elsewhere. We’ve got a new Brembo braking<br />
system to help the thing come to a stop, the front<br />
and rear suspension system has been revised,<br />
and the bike has been propped on Yamaha<br />
SpinForged wheels wrapped in new Bridgestone<br />
Battlax Hypersport tires.<br />
The bike can still be configured in one of three<br />
factory-preset riding modes (Sport, Street, and<br />
Rain), or one of two custom modes. A new<br />
5-inch TFT screen has been added to help with<br />
interaction between rider and bike, and there’s a<br />
Type-C USB plug under the rider’s seat.<br />
Yamaha says the new MT-09 will be sold in three<br />
color schemes, namely Midnight Cyan, Icon Blue<br />
and Tech Black. There is no mention of when<br />
deliveries will begin, or about the price tags for the<br />
new hyper naked.
NEWS DESK<br />
DUCATI REVEALS HYPERMOTARD<br />
698 MONO<br />
If you’re gonna name a bike “Mono,” you’d better<br />
deliver – but we’d expect nothing less from<br />
Ducati. It’s nearly 20 years since Ducati decided<br />
what the heck, let’s make a supermotard with a<br />
massive sportsbike engine in it and built the first<br />
Hypermotard.<br />
The motorcycle world reeled in awe as the first<br />
press images came out, showing ex-MotoGP<br />
riding god Ruben Xaus getting heavily sideways in<br />
a corner, knee down, smoke pouring off the rear<br />
wheel, with one hand off the handlebar giving a<br />
cheeky thumbs-up.<br />
That’s how you advertise a motor sickle, people.<br />
And Ducati certainly hasn’t decided to play<br />
it safe and politically correct with the latest<br />
Hypermotard either.<br />
The new Hypermotard 698 Mono is the<br />
company’s first-ever roadgoing single, featuring<br />
a brand-spankers 659-cc Superquadro Mono<br />
engine, derived from the barnstorming Panigale<br />
1299 Superquadro engine. Its 116-mm bore, says<br />
Ducati, is the widest ever featured on a roadgoing<br />
production single, and as a result, it’s able to rev<br />
up to a ridiculous 10,250 rpm, and produce a<br />
frankly silly 77.5 horsepower in stock form, or 84.5<br />
with a Termi pipe on the back.<br />
Your other key metric is 151 kg without fuel –<br />
the Mono is heavy compared to proper racing<br />
motards, but a featherweight when lined up<br />
against most road bikes.<br />
There’s Brembo and Marzocchi written where<br />
you’d expect, and the bidirectional quickshift<br />
means you don’t have to sully your clutch fingers<br />
once you’re moving other than to salute the sky<br />
with your front wheel. There’s also traction control,
wheelie control and ABS braking – which can be<br />
set in many modes, some of which you could put<br />
your grandma on and she’d feel safe, and others<br />
that are there chiefly to make the bike easier to<br />
control in a back-wheel-out powerslide, making<br />
sure the bike stays within a predetermined yaw<br />
angle so that beginners can start throwing the<br />
thing in sideways with merry abandon. What a<br />
wonderful world.<br />
Indeed, the wheelie control system appears to<br />
be a bit of a cheat code itself, complete with a<br />
mode you can unlock in software that’s actually<br />
called Wheelie Assist. “In this case,” said Ducati,<br />
“the electronics assist the rider in executing and<br />
maintaining a prolonged wheelie, regulating the<br />
angle using the engine torque delivered.” Um,<br />
yes please.
NEWS DESK<br />
2024 DUCATI PANIGALE V4 SP2 30TH<br />
ANNIVERSARIO 916<br />
Three decades ago, Italian designer Massimo<br />
Tamburini crafted the Ducati 916, a milestone<br />
that etched its place in Ducati’s history and set<br />
the stage for future sportbikes from the renowned<br />
brand. In honor of the 30th anniversary of the<br />
iconic 916, Ducati is unveiling the 2024 Ducati<br />
Panigale V4 SP2 30th Anniversario 916, a limited<br />
edition of only 500 units, adorned in a special livery<br />
inspired by Carl Fogarty’s victorious ride in the<br />
1999 Superbike World Championship.<br />
The heart of the 30th Anniversario 916 is the<br />
same liquid-cooled 1,103cc Desmosedici Stradale<br />
90-degree V4 found in the Panigale V4 SP2,<br />
boasting a claimed 210 hp at 12,500 rpm and<br />
90.6 lb-ft of torque at 11,000 rpm. What sets this<br />
celebratory edition apart are several distinctive<br />
features, including the captivating tricolor fairing<br />
and white numberplate reminiscent of the 1999<br />
Superbike World Championship 916. The tank<br />
cover proudly displays the laurel logo as seen on<br />
the original 916, and a modernized 3D-like effect<br />
adds a contemporary twist to the fairing logo.<br />
Crafted for performance excellence, the<br />
motorcycle features top-tier components, including<br />
a billet aluminum racing fuel tank cap, air ducts<br />
for front brake cooling, and wings with a doubleprofile<br />
design. The carbon-fiber 5-spoke wheels<br />
reduce weight significantly, enhancing overall<br />
performance. The braking system comprises two<br />
330mm front discs paired with Brembo Stylema<br />
4-piston monoblock calipers, Bosch Cornering<br />
ABS EVO, and a Brembo MCS 19.21 master<br />
cylinder with a remote adjuster.<br />
The Panigale V4 SP2 30th Anniversario 916,<br />
weighing 381 lb according to Ducati, maintains<br />
a seat height of 33.5 inches, a wheelbase of
NEWS DESK<br />
57.8 inches, and a 24.5-degree rake with 3.94<br />
inches of trail. The motorcycle features Öhlins<br />
NPX25/30 43mm fork and an Öhlins TTX36<br />
rear suspension unit, both with electronic<br />
compression and rebound damping adjustment.<br />
Pirelli Diablo Supercorsa SP tyres wrap around<br />
the 17-inch wheels.<br />
This exclusive motorcycle includes the Ducati<br />
Quick Shift Up & Down, a Ducati Data Analyzer+<br />
system for rider performance tracking, and comes<br />
with a track-ready kit featuring billet aluminum<br />
mirror caps, a license plate holder removal kit,<br />
and an open carbon clutch cover. The single-seat<br />
configuration is complemented by adjustable<br />
billet aluminum footpegs.<br />
Each bike is uniquely engraved with a billet<br />
aluminum steering plate showcasing the model<br />
name and number, accompanied by a certificate<br />
of authenticity and a bike cover. The 2024 Ducati<br />
Panigale V4 SP2 30th Anniversario 916, limited to<br />
500 units, will be available with an MSRP of $45,995<br />
(+/- R850k), hitting dealerships in March 2024.
NEWS DESK<br />
NEW BIMOTA TERA; SUPERCHARGED<br />
ADVENTURE-TOURER<br />
In 2022, Bimota unveiled the Tera concept,<br />
signaling a shift beyond sportbikes into the<br />
realms of touring and adventure. Fast forward to<br />
EICMA 2023, and the Tera has materialized in all<br />
its grandeur. Notably, Bimota has successfully<br />
translated its sleek and unconventional styling,<br />
reminiscent of sportbikes like the Tesi, into the<br />
adventurous domain of touring models.<br />
Similar to the Bimota Tesi H2, the new Tera<br />
incorporates technology from Japanese<br />
manufacturer Kawasaki. At its core is a 999cc,<br />
liquid-cooled, fuel-injected, inline-four cylinder<br />
engine with a supercharger, delivering an<br />
astounding 197 horsepower and 101 pound-feet<br />
of torque. With such power at its disposal, Bimota<br />
ensures the Tera is equipped to handle the<br />
performance demands. The suspension features<br />
a distinctive front end borrowed from the Tesi,<br />
including an Ohlins TTX 36 gas-charged shock
NEWS DESK<br />
with an external reservoir. A comparable setup<br />
manages the rear suspension. In the event that<br />
the Tera’s suspension needs are not met, Bimota<br />
provides an optional semi-active suspension<br />
system from Marzocchi, increasing wheel travel<br />
to 145mm and 165mm at the front and rear,<br />
respectively. The standard Ohlins system offers<br />
114mm and 135mm of suspension travel at the<br />
front and rear.<br />
With nearly 200 horsepower, the Tera is designed<br />
to come to a swift stop, boasting a Brembo<br />
braking system equipped with Kawasaki’s<br />
Intelligent Anti-lock Braking system (KIBS). The<br />
setup comprises two four-piston Brembo Stylema<br />
calipers gripping semi-floating 330-millimeter<br />
rotors, with a single two-piston caliper at the rear.<br />
Turning attention to the Tera’s aesthetics, it<br />
aligns with Bimota’s distinctive design language,<br />
featuring a unique front end and a menacing<br />
fascia. The bike exhibits a muscular design with<br />
visual mass concentrated at the front. The Bimota<br />
Tera will be available in two versions – one in<br />
red with road-focused touring tires and another<br />
adventurous khaki version equipped with built-in<br />
side panniers.<br />
Given its exclusivity, the new Bimota Tera<br />
may pose a challenge to acquire, and official<br />
pricing information has yet to be disclosed. For<br />
enthusiasts keen on owning this model or any<br />
other exclusive Bimota machines, the company’s<br />
website or authorized dealers provide avenues for<br />
exploration.
NEWS DESK<br />
MV AGUSTA LXP ORIOLI: THE 9.5<br />
CONCEPT COMES TO LIFE<br />
Two years after unveiling the Lucky Explorer<br />
9.5 concept, MV Agusta has revealed its first<br />
production adventure motorcycle, the LXP Orioli.<br />
Named after four-time Dakar winner Edi Orioli, the<br />
931cc three-cylinder bike draws inspiration from<br />
the Cagiva Elefant that propelled Orioli to victory<br />
in 1990. This machine is set to be the precursor<br />
for a range of models sharing the same engine.<br />
Limited to just 500 units, each priced around<br />
€30,000, the LXP Orioli carries the signature of<br />
Orioli and a certificate of authenticity, making it<br />
more of a coveted collectors’ item than a direct<br />
competitor to models like the KTM 890 Adventure<br />
or BMW’s F900GS.<br />
While sharing only a few components with MV<br />
Agusta’s existing 798cc triple, the new 931cc<br />
engine weighs a mere 57kg, producing 122.3bhp<br />
at 10,000rpm and 75.23lbft of torque, with 85%<br />
available from 3000rpm. The engine features<br />
counter-rotating crank technology, DLC-coated<br />
cams, and a hydraulic clutch. MV Agusta plans<br />
to incorporate variations of this engine in other<br />
naked and sporty derivatives.<br />
Controlling the power on and off-road is a six-axis<br />
IMU, offering lean-sensitive electronic aids, five<br />
levels of on-road traction control, two for rough<br />
terrain, and one for rain. The bike includes three<br />
default rider modes and a ‘Custom All-Terrain’<br />
setting. Engine braking, cornering ABS, and more<br />
can be adjusted via a mobile-connectable 7-inch<br />
color TFT dash and LED backlit switches.
The steel alloy perimeter frame houses the<br />
engine, featuring a removable rear subframe and<br />
fully adjustable Sachs front and rear suspension<br />
with 210mm of travel at each end. The bike offers<br />
230mm of ground clearance and an adjustable<br />
seat height ranging from 850mm to 870mm.<br />
Equipped with tubeless Takasago Excel rims (21-<br />
inch front, 18-inch rear) fitted with Bridgestone<br />
Battlax Adventurecross AX41 tires, the LXP<br />
Orioli relies on Brembo Stylemas for braking.<br />
The package includes aluminum side cases<br />
with 39 liters on the left and 32 liters on the<br />
right, accommodating the exhaust. A special<br />
Termignoni option is available to reduce the bike’s<br />
weight by over 4kg.
NEWS DESK<br />
PUIG REVEALS DIABLO, HIS VISION OF<br />
THE MOTORCYCLE OF THE FUTURE<br />
The accessory manufacturer Puig presents a new<br />
design concept that will mark its future products<br />
and that aims to open the debate on the features<br />
and accessories that the motorcycles of tomorrow<br />
must have.<br />
The spectacular Diablo is the first result of this<br />
EVERFLOWING DESIGN project, created with<br />
exclusive accessories for a riding experience and<br />
improved aerodynamic performance.<br />
Under the name EVERFLOWING DESIGN, Puig<br />
has just presented its most ambitious design<br />
project materialized in the Diablo, an exercise in<br />
creativity without limits developed by the brand’s<br />
design department. True to its philosophy of<br />
improving production motorcycles both in terms<br />
of aesthetics and performance, Puig’s designers<br />
and engineers have let their imagination run wild<br />
to show what the accessories of tomorrow’s<br />
motorcycles will be like.<br />
The Diablo is a motorcycle that leaves no one<br />
unmoved. Developed from a Yamaha MT-09 SP,<br />
Puig has modified the riding position after an<br />
ergonomic study to improve aerodynamics and<br />
rider protection. As an exercise in style of the<br />
reference firm and specialist in accessories, it<br />
incorporates a whole series of elements, such<br />
as innovative mobile wings, to shape a dream<br />
naked motorcycle that offers an improved riding<br />
experience and performance.
NEWS DESK<br />
“With involvement and passion. The DNA of a<br />
family business like ours, which today is leaded by<br />
the second generation with the same commitment<br />
from the beginning to be a benchmark for<br />
motorcycle accessories worldwide”, pointed out<br />
Joan Puig, Commercial Director of Puig during the<br />
presentation ceremony of the Diablo.<br />
In the words of Berta Perarnau, head of design:<br />
“This is the first time that we have faced such a<br />
free design project, it has been a very interesting<br />
challenge and learning for the whole team that<br />
has allowed us to see what we are capable of<br />
doing and new lines of design and many ideas for<br />
the future have emerged from it.”<br />
For his part, Miquel Vallribera, main designer,<br />
highlights that “we wanted to open the debate<br />
on what the motorcycle and accessories of the<br />
future can be like, showing how we imagine it<br />
at Puig and the result, the Diablo, I think is the<br />
perfect exponent, with active aerodynamics,<br />
protection, functionality, and aesthetics as<br />
designing principles”.
NEWS DESK<br />
NEW TIGER 900 RANGE FOR 2024:<br />
TRIUMPH RAISES THE BAR<br />
Delivering more power, torque, capability and<br />
comfort, the new Tiger 900 range from Triumph<br />
Motorcycles is raising the bar for middleweight<br />
adventure bikes in 2024. The new line-up<br />
includes the Tiger 900 GT, GT Pro and Rally<br />
Pro, each providing a significant step-up in<br />
performance and specification.<br />
The Tiger 900’s trademark three-cylinder engine<br />
has received a major update, including revised<br />
engine components, which provides 13% more<br />
power than the previous generation, giving 108PS<br />
of peak power and a higher peak torque of 90Nm.<br />
The new engine also offers greater tractability<br />
lower in the rev range. With its T-plane crank and<br />
offset firing intervals, the Tiger 900 maintains<br />
its characterful and distinctive performance<br />
and sound, as well as achieving enhanced<br />
performance throughout the whole rev range and<br />
up to 9% better fuel economy.<br />
All-new active safety features provide more<br />
capability across the range, including enhanced<br />
braking for better control and reduced stopping<br />
distances, and a new emergency deceleration<br />
warning system, which activates the hazard<br />
lights when braking rapidly and automatically<br />
deactivates when you pull away.<br />
New marker lights provide a prominent silhouette<br />
especially at night and in poor visibility. The new<br />
range also features new 7” TFT instruments, with<br />
new graphics and menu system and a new USB-C<br />
cockpit charger, as well as My Triumph Bluetooth<br />
connectivity as standard on all models.<br />
The new rider seat is flatter and roomier, with<br />
heated seats on both Pro models, designed<br />
specifically to provide more long-distance<br />
comfort. With 20mm adjustability on the seat<br />
height for all models, and an accessory heated
low rider seat available which reduces the seat<br />
height by a further 20mm. This offers GT models<br />
with a potential seat height as low as 800mm,<br />
which combined with the narrow stand over width,<br />
improves accessibility.<br />
A new damped handlebar mounting system<br />
creates a more comfortable ride, plus the<br />
enhanced handlebar position on the Rally Pro,<br />
with the bars 15mm closer, facilitates a more agile<br />
ride while sitting or standing.<br />
Bringing even more Tiger attitude, the 2024 range<br />
has new bodywork across the beak, cockpit<br />
and side panels in an integrated design that<br />
gives each motorcycle an aggressive, adventure<br />
focused stance. New contemporary and dynamic<br />
paint schemes and graphics complete the look.<br />
A new Akrapovič silencer heads up the<br />
comprehensive list of more than 50 accessories,<br />
plus customers can choose from four tailored<br />
accessory packs, the Performance, Protection,<br />
Trekker and Expedition kits.
NEWS DESK<br />
WORLDSBK’S FRESH APPROACH<br />
AND NEW REGS FOR 2024<br />
Race on Sunday, sell on Monday. When the FIM<br />
Superbike World Championship started in 1988,<br />
motorcycle sales in Europe and North America<br />
were still dominated by sportsbikes. Back then<br />
winning machinery on the track translated into the<br />
sales of bikes on the roads. The world is different<br />
now but the challenge facing manufacturers<br />
is to find a way to showcase their speed and<br />
development. No-one in WorldSBK disputes<br />
that the resources Ducati has ploughed into the<br />
WorldSBK programme deserves success but is it<br />
what’s best for the series?<br />
MINIMUM COMBINED WEIGHT AND FUEL<br />
CHANGES: two major headlines for 2024<br />
Solving a problem of a dominant team and<br />
rider isn’t a new challenge in WorldSBK. With<br />
Alvaro Bautista (Aruba.it Racing – Ducati) all but<br />
confirmed as a double WorldSBK Champion,<br />
the series has made moves to create a more<br />
competitive field in 2024. The new technical<br />
package for 2024 – set out by the FIM, Dorna<br />
WSBK Organisation the MSMA and wider<br />
members of the SBK Commission – is headlined<br />
by the introduction of a combined bike and rider<br />
minimum weight limit, similar to what we already<br />
have in the Supersport and Supersport 300<br />
classes, but there is also a collection of other<br />
technical regulations which should help. In a bid<br />
to increase the importance of fuel consumption<br />
and reducing performance there has been<br />
a reduction of three litres to fuel capacity.<br />
Combined with the introduction of E40 fuel (40%<br />
Ethanol) it will be an interesting engineering<br />
challenge for teams to maintain performance for<br />
the full race distance.
NOT ANTI-BAUTISTA: moving with the<br />
times and needs<br />
It’s easy to view the changes in a vacuum and<br />
think this is an anti-Ducati or anti-Bautista shift in<br />
ideology. It would also discount what we’ve seen<br />
in the past. This is just the latest in a long line of<br />
such changes. When Kawasaki had the dominant<br />
bike, from 2012 until 2018 the green machine was<br />
the best bike on the grid, the attention they faced<br />
was on par with Ducati now. With the dice rolling<br />
slightly differently, Tom Sykes could have been<br />
a triple World Champion before Jonathan Rea<br />
started his run of six consecutive titles.<br />
For Sykes, the changes – which saw limits to<br />
development of the crankshaft, fixed gear ratios<br />
and lower revs – hurt him. He moved from being<br />
the top dog in the series to a supporting cast<br />
member. That Rea could still win showed his<br />
talent and speed but year on year the ZX10-RR<br />
was restrained more and more. It was subtle and<br />
gradual rather than the new raft of changes.<br />
PREVIOUS SPORTING CHANGES: not just<br />
different on the face of it<br />
Whilst the technical changes were gradual, the<br />
sporting changes were where the real teeth<br />
of regulation changes were made. For 2017,<br />
the podium finishers from Race 1 had to start<br />
Race 2 from the third row of the grid. Coming<br />
through the pack would, in theory, make for more<br />
exciting races and make it harder for one rider to<br />
dominate. It didn’t quite work out that way and as<br />
a result, the Superpole Race was introduced with<br />
an extra 12 points available each weekend. It has<br />
helped to maintain a title race for longer. The 10-<br />
lap race has been a great success and something<br />
that has genuinely been met by enthusiasm by<br />
teams and riders.<br />
LOOKING AHEAD: testing starts<br />
immediately after Jerez<br />
Hopefully the new technical package for 2024<br />
will be met with similar success. The goal for<br />
manufacturers in the series is to sell more<br />
motorcycles. If you aren’t winning races and<br />
showing your speed it’s harder to sell bikes. The<br />
new package should maintain integrity, create a<br />
more competitive balance front to back and still see<br />
the best team and rider winning. We might have<br />
one round to go in 2023 and a World Champion to<br />
be crowned but I’m already excited for 2024. With<br />
two days of testing coming immediately after the<br />
race it will be interesting to see the testing plans<br />
for manufacturers. It’s highly unlikely that teams<br />
will bring full specification of machinery for 2024<br />
but they’ll use the test to evaluate some new parts<br />
and gear up for the full winter testing which started<br />
straight after the final round at Jerez....
NEWS DESK<br />
THE FUTURE STARTS NOW:<br />
JEREZ WORLD SBK TESTING<br />
Day one of testing at the Circuito de Jerez –<br />
Angel Nieto turned into a bit of a damp squib<br />
after rain fell on the MOTUL FIM Superbike<br />
World Championship field in Spain. Running was<br />
severely limited with riders taking to the track<br />
only in the morning, with Remy Gardner (GYTR<br />
GRT Yamaha WorldSBK Team) setting the pace.<br />
Elsewhere, there were three crashes at Turn 13<br />
with Garrett Gerloff (Bonovo Action BMW), Alvaro<br />
Bautista (Aruba.it Racing – Ducati) and Jonathan<br />
Rea (Pata Yamaha Prometeon WorldSBK) all<br />
going down; two-time Champion Bautista bringing<br />
out the red flags.<br />
YAMAHA ON TOP: three R1s in the first four<br />
positions as Rea makes debut<br />
While all eyes were on the Pata Yamaha garage<br />
for Rea’s debut with the team, the GYTR GRT<br />
Yamaha WorldSBK Team were continuing their<br />
impressive form from the Spanish round with<br />
Gardner and teammate Dominique Aegerter in the<br />
top three. The #87 led the way with a 1’39.8<strong>37</strong>s<br />
as he completed 25 laps, while Aegerter, fresh<br />
from his double podium celebrations on Sunday,<br />
was 0.269s back. The #77 had some new items<br />
to try for Yamaha and also the GRT Yamaha
team, while there was also a different swingarm<br />
available to allow for different linkages. Next door<br />
at the factory Yamaha team, Rea was fourth after<br />
completing 12 laps. His time of 1’40.302s was<br />
0.465s down on Gardner as the Northern Irishman<br />
focused on getting comfortable on his new bike<br />
after spending so long with the Kawasaki ZX-<br />
10RR. Brad Ray (GMT94 Yamaha) was also in<br />
action on the YZF-R1 machine, completing 27<br />
laps and setting a 1’42.295s.<br />
RINALDI LEADS DUCATI CHARGE:<br />
Independent star second, Bautista fifth<br />
after crash<br />
Michael Ruben Rinaldi’s future with Motocorsa<br />
Racing was only announced on Monday<br />
afternoon, but the #21 wasted no time in getting<br />
on track with the team. One of the first to leave<br />
the pits when the session started at 10am Local<br />
Time (GMT+1), the five-time race winner was<br />
consistently at the sharp end of the timesheets.<br />
His best time was a 1’40.034s to take second spot<br />
after lapping 36 times, the most of anyone. Down<br />
the pitlane at the Aruba.it Racing – Ducati squad,<br />
Bautista was fifth. He set a 1’40.564s but his day<br />
was disrupted by a Turn 13 crash which briefly<br />
brought out the red flags. Despite this, he racked<br />
up 24 laps. His new teammate, Nicolo Bulega,<br />
took eighth spot with a 1’41.244s, lapping around<br />
seven tenths slower than his two-time Champion<br />
teammate. His plan was to understand the V4<br />
R more on Tuesday and adapt his riding style,<br />
while also aiming for a good base setup. Tuesday<br />
marked Andrea Iannone’s (Team GoEleven) return<br />
to a race bike in difficult conditions, with ‘The<br />
Maniac’ setting a 1’41.922s and racking up 26<br />
laps. His plan was to complete a lot of laps and<br />
rediscover the feeling, but despite completing<br />
one of the highest totals, the weather disrupted<br />
this plan. Also, from WorldSSP, Adrian Huertas<br />
(Aruba.it Racing WorldSSP Team) was testing as<br />
the first time as a Ducati rider. He completed 30<br />
laps with a 1’44.157s on the Panigale V2.<br />
GERLOFF HEADS BMW DUO: Redding makes<br />
Bonovo Action BMW debut<br />
American star Garrett Gerloff’s (Bonovo Action<br />
BMW) recent form has been nothing short of<br />
stellar, often finishing as the top BMW rider,<br />
or fighting for that honour, since the August
NEWS DESK<br />
break. He was the lead rider for the German<br />
manufacturer on day one as he finished in sixth<br />
place after posting a 1’41.193s. However, most<br />
eyes would’ve have been on the rider next to him.<br />
Scott Redding made his first appearance with the<br />
Independent BMW outfit after his switch from the<br />
factory team, with the Brit in a new environment<br />
but on the same M1000RR machine. The #45 was<br />
ninth after setting a 1’41.333s, with just two tenths<br />
separating the teammates.<br />
LOWES LEADS BASSANI AT KRT: the #47<br />
makes his factory team debut<br />
Alex Lowes (Kawasaki Racing Team WorldSBK)<br />
heads into the new season as the de facto team<br />
leader at KRT, and he was the faster of the two<br />
on day. He took P7 as he completed 14 laps with<br />
his best time, a 1’41.229s, almost 1.4 seconds<br />
back from Gardner’s fastest time. Teammate Axel<br />
Bassani, making his first appearance with the<br />
team, was three places and six tenths down on his<br />
teammate. There’s been a reshuffle of staff within<br />
the KRT box. After working with Marcel Duinker<br />
for four seasons, Lowes has moved into Pere<br />
Riba’s side of the box with Bassani working with<br />
the Dutchman for his maiden campaign.<br />
MACKENZIE THE LONE HONDA: back on a<br />
WorldSBK machine<br />
After a year in WorldSSP with the PETRONAS<br />
MIE Racing Honda Team, Tarran Mackenzie tried<br />
out the team’s Honda CBR1000RR-R machine<br />
at Jerez. He’s tested the bike before, notably at<br />
Misano when he stood in for Eric Granado and<br />
Hafizh Syahrin, as well as with Honda in testing<br />
for the Suzuka 8 Hours. The #95 was the slowest<br />
rider in the WorldSBK field on Tuesday as he set a<br />
1’44.266s and completed just seven laps.
After a disrupted day on Tuesday things were<br />
more of the same on Wednesday morning until<br />
around midday local time, when the MOTUL<br />
FIM Superbike World Championship riders took<br />
advantage of a drier track to complete, for the<br />
most part, around six hours of valuable running<br />
time at the Circuito de Jerez – Angel Nieto. Remy<br />
Gardner (GYTR GRT Yamaha WorldSBK Team)<br />
was again the quickest rider as he used an SCQ<br />
tyre to full effect, while Nicolo Bulega (Aruba.<br />
it Racing – Ducati) and Andrea Iannone (Team<br />
GoEleven) put in their own impressive times on<br />
day two.<br />
GARDNER LEADS THE WAY: #87 goes<br />
quickest again, Rea P5<br />
Yamaha had enjoyed a strong showing at the<br />
Spanish Round last weekend and that’s continued<br />
into day two of testing. Once again, Gardner was<br />
the lead rider on the YZF-R1 machine, and the<br />
fastest of everyone. His time of a 1’38.448s was<br />
two tenths away from the all-time lap record and<br />
under Bautista’s pole time from Saturday as he<br />
led the field by 0.278s. Teammate Dominique<br />
Aegerter was in tenth place despite his strong<br />
pace on day one, with the #77 having a Turn 1<br />
crash. It provided a small disruption to his day, but<br />
he was able to return to track action on his second<br />
bike. Jonathan Rea (Pata Yamaha Prometeon<br />
WorldSBK) had another fruitful day on his first<br />
appearance with Yamaha, finishing in third place<br />
and lapping in 1’39.179s with his last lap of the<br />
day as he continued adjusting to the R1. Brad Ray<br />
(GMT94 Yamaha) had a quietly strong day as he<br />
finished inside the top ten, setting a best time of<br />
1’40.007s and lapping the Jerez venue 59 times.<br />
Valentin Debise (Evan Bros. WorldSSP Yamaha<br />
Team) was second in the WorldSSP field, joining<br />
Adrian Huertas (Aruba.it Racing WorldSSP Team)<br />
and finishing six tenths back.
NEWS DESK<br />
ROOKIES LEADS DUCATI’S CHARGE: Bulega<br />
impresses, Iannone shines<br />
Bulega was one of the stars on Wednesday as<br />
the #11, on only his second day as a factory<br />
Ducati rider, posted a 1’38.726s using Pirelli’s<br />
SCQ tyre. His time was only a tenth down on<br />
teammate Alvaro Bautista’s pole lap from just<br />
a few days ago. Both riders tested from 14:00<br />
(Local Time, GMT+1) onwards to use half-a-day<br />
of their allocation. In total, Bulega completed 52<br />
laps while Bautista, who had a focus on the 2024<br />
ruleset, was in seventh place with a best time<br />
of 1’39.962s, which included a long run on the<br />
SCX tyres as he racked up 48 laps. Elsewhere,<br />
Andrea Iannone (Team GoEleven) was fifth on<br />
his Panigale V4 R. Lapping in 1’39.335s, the<br />
#29 had been as high as third on a couple of<br />
occasions before other riders usurped him as<br />
he completed 70 laps. ‘The Maniac’ was one of<br />
the first to take to the track in the morning but<br />
his meaningful running came in the afternoon.<br />
Michael Ruben Rinaldi’s (Motocorsa Racing)<br />
life back at an Independent Ducati continued<br />
with sixth on Wednesday as he lapped 1.359s<br />
down on Gardner’s best time, completing 69<br />
laps. In WorldSSP, Adrian Huertas (Aruba.it<br />
Racing WorldSSP Team) was the fastest of two<br />
competitors. He completed 77 laps as he set a<br />
1’42.470s.<br />
LOWES ON TOP AT KRT: the Brit’s inside<br />
the top four<br />
Alex Lowes (Kawasaki Racing Team WorldSBK)<br />
continued to be the lead KRT rider at the test as<br />
he finished in fourth with a 1’39.211s. The #22<br />
had some different rpm limits to test as the team<br />
looked to 2024, while there were also what he<br />
described as “lots of ideas” to try between now
and January ’24 before it all gets pieced together.<br />
Teammate Axel Bassani was around two seconds<br />
slower than his teammate as he adjusts from<br />
the V4 R to the ZX-10RR machine, with the #47<br />
racking up 54 laps. Between them, Lowes and<br />
Bassani completed more than 120 laps to gain<br />
important information heading into their next test.<br />
REDDING THE FASTEST BMW: #45 leads<br />
teammate Gerloff, the American crashes<br />
Just two BMW riders took to the track during<br />
the two-day test, with Scott Redding making<br />
his Bonovo Action BMW debut alongside<br />
new teammate Garrett Gerloff. It was the #45<br />
who finished as the lead rider for the German<br />
manufacturer as he took tenth place with a<br />
1’40.291s, around half-a-tenth quicker than his<br />
teammate. The #31’s day was disrupted by a<br />
crash in the final 30 minutes at Turn 3 with the<br />
bike brought back to the pits on a truck. His best<br />
time was a 1’40.334s to take 11th place. The<br />
American had hoped to work on some setup<br />
items on day two of the test following yesterday’s<br />
limited running.
NEWS DESK<br />
RETURN OF THE MANIAC:<br />
ANDREA IANNONE’S WORLD<br />
SBK TEST DEBUT<br />
Andrea Iannone (Team GoEleven) returned to<br />
the track as some of the MOTUL FIM Superbike<br />
World Championship paddock remained at the<br />
Circuito de Jerez – Angel Nieto for two days of<br />
testing. The #29 was one of these and he enjoyed<br />
a strong day two in Spain, running inside the top<br />
three on occasions on Wednesday and finishing<br />
the day in an impressive fifth place after getting<br />
to try Pirelli’s SCQ tyre as well as being able to<br />
complete a solid six hours of testing.<br />
STRONG SECOND DAY: running in the top<br />
three, finishing P5<br />
‘The Maniac’ was one of the first to venture onto<br />
the track when the green flags waved at 10am<br />
Local Time, but, with wet patches still on the<br />
circuit from rain on Tuesday, completed just an<br />
in and out lap. His action really got underway<br />
at around midday, as it did for the rest of the<br />
competitors, with the sun shining and the track
getting drier as the day progressed. In the end,<br />
Iannone put in a 1’39.335s to claim fifth, although<br />
he was in the top three a couple of times on<br />
Wednesday.<br />
Discussing his day, where he completed 69 laps,<br />
the Italian admitted he was a bit surprised about<br />
his performance: “It was really fun, I enjoyed today<br />
a lot. My feeling with the bike improved exit by exit<br />
and run by run. It’s really interesting because I’m a<br />
little bit surprised about the result, also the feeling<br />
with the tyre and everything. We have a lot of<br />
work in front of us, but we start from a really good<br />
point. It’s good.”<br />
THE GOALS FOR 2024: “we have really<br />
big ambitions…”<br />
The 2024 season will mark Iannone’s return<br />
to competition after four years away and, after<br />
Wednesday’s running concluded, discussed<br />
his and the Team GoEleven’s potential for next<br />
season as well as where he wants to be in the<br />
pecking order. He also expanded on what’s<br />
impressed him so far in his two days on the<br />
Panigale V4 R and using Pirelli tyres as he looks<br />
to be in the best possible shape ahead of his<br />
racing return next year.<br />
Discussing ambitions, potential and pleasant<br />
surprises, ‘The Maniac’ said: “We have really big<br />
ambitions. I want to comeback, but I want to try to<br />
comeback at a high level. I want to achieve these<br />
results and I want to try to arrive at the top. In any<br />
case, I know it’s really difficult because the level<br />
is really high. Everybody is close but, I think, for<br />
us and the first test, it’s difficult to achieve a little<br />
bit more. The bike impressed me on the positive<br />
side, and also the tyres. They’re friendly. You felt<br />
where the limits of the tyres are and the bike and I<br />
think this is a good point.”
NEWS DESK<br />
BAUTISTA: ‘IT’S NOT EASY IF<br />
YOU ADD 7KG, THE BIKE FEELS<br />
DIFFERENT…’<br />
With the MOTUL FIM Superbike World<br />
Championship remaining at the Circuito de<br />
Jerez – Angel Nieto for two days of testing, it<br />
gave some riders the chance to evaluate the<br />
new 2024 regulations. One of these was Alvaro<br />
Bautista (Aruba.it Racing – Ducati) with the<br />
double Champion looking at next year’s rules,<br />
including adding weight to his Panigale V4 R.<br />
After Wednesday’s action had concluded, the #1<br />
explained how his team were working with the<br />
additional weight and how it impacted him on<br />
track.<br />
A NEW CHALLENGE: “the bike feels different<br />
especially in the fast corners”<br />
The newly-announced rules for 2024 include<br />
a new weight system, where riders under the<br />
reference weight of 80kg have to add 50% of the<br />
difference. The reigning double Champion said<br />
previously that he would like to try the new rules,<br />
especially when it comes to weight, and he was<br />
able to start that on the second day of Jerez test.<br />
The Spaniard finished the day in seventh place<br />
after setting a best lap of 1’39.362s, 1.5s slower<br />
than Remy Gardner’s (GYTR GRT Yamaha<br />
WorldSBK Team) fastest time, as he completed<br />
58 laps.<br />
Expanding on how he and Ducati worked towards<br />
the new regulations, Bautista said: “Today, we<br />
were focused on the 2024 regulations especially<br />
with the weight. We tried many solutions with the<br />
weight. Putting some weight on some areas of the<br />
bike, also trying inside the engine, and did many<br />
tests to understand how the bike’s working. It’s<br />
not easy because when the bike’s working well,<br />
if you add 7kg, the bike feels different especially<br />
in the fast corners. We made some distribution<br />
to have more data and we got that data for this<br />
winter to try to work and try to see what could be<br />
the base for starting 2024.”<br />
WHERE THE DIFFERENCE COMES: fast<br />
corners, but anywhere else?<br />
With the Ducati star now able to talk about the<br />
difference the additional weight makes, he spoke<br />
about the differences he felt on the Panigale V4<br />
R compared to when he was riding without it. In<br />
his first answer, he alluded to feeling different in<br />
fast corners and he was later asked where else<br />
on track he might feel a difference, such as under<br />
acceleration, or if it makes bringing updates and<br />
changing the setup more difficult.<br />
Discussing this, he said: “I didn’t feel a difference<br />
on acceleration, I think it’s more the inertia I feel<br />
on the fast corners. Especially here at Jerez,<br />
the fast sector, I felt it was more difficult. But on<br />
acceleration, there’s not a big difference. Also<br />
under braking, there’s maybe more inertia to stop<br />
the bike but, for me, I struggled more in the fast<br />
corners. At the moment, there are no updates<br />
from Ducati. We are focusing on this. They now<br />
have a lot of data from today and they have to<br />
analyse and play with the setup of the bike. We<br />
didn’t touch anything on the bike, just put the<br />
weight and changed the area where we put the<br />
weight. Now we have to start to think about the<br />
setup to have a better feeling with the bike.”
TYRE TALK<br />
TP
POWERED BY<br />
YRE<br />
RESSURES<br />
How often should we check tyre<br />
pressure? What time is best to<br />
check? Should we follow the different<br />
manufacturer recommendations? Is it<br />
the same for all motorcycles?
The only contact between our motorcycles and<br />
the surfaces they travel on is its tyres. And unlike<br />
cars, which have four wheels and are supported<br />
on a flat surface, motorcycles only have two and<br />
the area of contact with the road is curved so that<br />
we can tilt them on turns and other manoeuvres.<br />
That’s why safety while riding a motorcycle<br />
depends not only on the state of the tyres but on<br />
their respective pressures, which for the majority<br />
of bikes isn’t the same for the front and rear<br />
wheels.<br />
On top of that, the tyres’ area of contact with<br />
the surface we’re riding on is quite small, so it’s<br />
fundamental that they have the proper pressure.<br />
And at the same time, they should be adjusted<br />
depending on the type of bike, the usual speed,<br />
and the total weight of the bike and rider. We<br />
should also consider additional factors like<br />
passengers, luggage, and other approved<br />
accessories added to our bike. In that regard, we<br />
always have to take into account the maximum<br />
load of the vehicle, which should appear in its<br />
technical data sheet and which should never be<br />
surpassed. To calculate this, we should consider<br />
the total weight of the rider, passenger, luggage,<br />
and any accessory installed on the bike such as<br />
tail bags, panniers, security elements, etc.<br />
What happens if the tyre pressure is lower<br />
than recommended levels?<br />
If we ride our motorcycle with improper pressure,<br />
it could cause us to lose control of the bike<br />
and possibly get into an accident, so it’s very<br />
important that we don’t let this important aspect<br />
slip. If we ride with a low front tyre, we may notice<br />
that the bike understeers, or in other words,<br />
that it’s difficult to stick to the inner curve when<br />
making turns and the bike tends to hug the<br />
outside of lines on the road before it should.<br />
When it’s the back tyre that’s low, the sensation<br />
of struggling to manoeuvre the bike on turns will<br />
be even more obvious; and it will be hard to tilt<br />
the bike and balance it from one side to another<br />
on turns.
And, of course, if the pressure are low on both,<br />
the bike will generally be difficult to ride and will<br />
feel like it’s braking, even when pushing it with the<br />
engine off.<br />
And if the tyre pressure is too high?<br />
In the event that we drive with higher-than-ideal<br />
tyre pressure, it’s most likely that we won’t have<br />
trouble when it comes to handling turns or leaning<br />
the bike from one side to the other. What we will<br />
notice is that bumps and other irregularities in the<br />
asphalt will be felt more intensely, which is to say,<br />
we lose driving comfort, directly affecting our own<br />
comfort.<br />
On the other hand, we have to keep in mind<br />
that riding with incorrect pressure could cause<br />
improper wear on the tyres. If the pressure is low,<br />
the sides of the tread will wear more than they<br />
should; and if the pressure is high, the centre<br />
of the tread will wear first. Additionally, low tyre<br />
pressure increases petrol consumption since<br />
there is greater friction.<br />
How often should we check tyre pressure<br />
on our bikes?<br />
To keep our bikes healthy, it’s typical to read in<br />
the owner’s manual that tyre pressure should be<br />
checked before every use and always adjusted<br />
when necessary, but in reality that’s not necessary<br />
if we use our bike daily and with great care. If<br />
that’s the case, checking tyre pressure every 10<br />
to 15 days should be sufficient. If we only ride on<br />
weekends, then yes, it’s recommended that we<br />
have a look each time before we hop on. And if<br />
the time between one use and another is even<br />
greater, that’s even more reason to verify that the<br />
pressure is correct every time we plan to take a<br />
ride. It’s not unusual that a sitting motorcycle’s<br />
tyres deflate faster than one that’s used daily.
How can we measure the<br />
pressure of<br />
our tyres?<br />
Not everyone who rides has an<br />
air compressor at home with a<br />
good quality pressure gauge<br />
to ensure proper pressure.<br />
Many of us need to check<br />
our tyre pressure at service<br />
stations or at a trusted shop.<br />
If we do it at a gas station,<br />
many times the machines<br />
aren’t so easy to use, so<br />
it’s recommended that you<br />
over-inflate them, then adjust the<br />
pressure manually with your own pressure gauge.<br />
These instruments, which cost around R200 from<br />
Bike Tyre Warehouse, are small in size and weigh<br />
little. There are analogue and digital versions;<br />
and they’re usually pretty simple to use. They can<br />
decrease pressure, but they don’t increase it, so<br />
you have to be careful not to release too much air<br />
than you should.<br />
It’s true that on some bikes, getting<br />
to the valves can be tricky, given the<br />
wide-diameter brake disks and the<br />
design of the wheels. To make this<br />
task simpler, you can install some 90<br />
Degree Valve Extensions, R60 each,<br />
which are angled to the outside of the<br />
tyre and help us to check the pressure<br />
easily and reliably. To avoid spending too<br />
much money putting them in, just have<br />
them installed the next time you change<br />
tyres.<br />
How should motorcycle tyre pressure<br />
be measured?<br />
Tyre air pressure should be checked and adjusted<br />
when tyres are cold, that is, when they are at<br />
ambient temperature. If we have no other choice<br />
and need to check the pressure when the tyres<br />
are hot, we should always keep in mind that the<br />
pressure may be increased by between 0.2 and<br />
0.3 kgf/cm2, which means we should inflate them<br />
just over the proper pressure.
Once you’ve<br />
compared the<br />
pressures, you<br />
should also check<br />
to see if the valves are leaking. We<br />
can do this just by listening, but it’s<br />
more reliable if you wet them a little<br />
with water, or if you don’t have any, with<br />
some saliva. If we detect a leak, it’s most likely<br />
we can stop it by pushing the valve core with a<br />
special key. This simple tool takes up very little<br />
space and costs around R60, so you should<br />
definitely have one on hand. A similar and<br />
even easier solution is a cap that has two small<br />
pins for pushing or loosening the valve cores.<br />
Regardless, we should tighten the caps well<br />
on each valve to avoid dust from getting in and<br />
losing air from the centrifugal force that the valve<br />
core suffers when the wheel spins at fast speeds.<br />
Today, there are bikes that have valve sensors<br />
that constantly control the pressure and transmit<br />
information to the instrument panel so they<br />
we are always aware of it, even in gear. In the<br />
event that our bike doesn’t have this feature,<br />
there are wireless systems on the market with<br />
two valve caps that have a sensor and a small<br />
LCD screen that lets us know the air pressure<br />
at all times. It alerts us when they are lower than<br />
recommended and also when there is a rapid<br />
loss of air. These “plug and play” systems are<br />
fast and easy to install.<br />
Should we follow manufacturer<br />
recommendations for air pressure?<br />
If so, what is the ideal pressure for<br />
motorcycle tyres?<br />
The most common manufacturer pressure<br />
recommendations are 2.5 kgf/cm2 for the front<br />
wheel and 2.9 kgf/cm2 for the back. These are<br />
ideal pressures for travelling at high speeds on<br />
fast roadways and with the maximum allowed<br />
load. However, if we plan to be on the motorcycle<br />
alone without constantly travelling at high speeds,<br />
we can play with the pressure a bit. If we’re going<br />
to stick to curvy roads and our bike is medium<br />
displacement or not excessively heavy, then we
can lower the pressure up to 2.3 kgf/cm2 for the<br />
front and 2.5 kgf/cm2 for rear. That way, we’ll<br />
ensure that the contact area of the tyre with the<br />
asphalt is greater so the tyres can reach their<br />
optimal operation temperature sooner, thus<br />
improving their grip when tilting the bike on curves<br />
and building traction when speeding up.<br />
When it comes to bigger and heavier bikes like<br />
off-road or Grand Touring, we can lower the<br />
pressure slightly, but no lower than 2.4 kgf/cm2<br />
for the front and 2.7 kgf/cm2 for the rear. It’s<br />
also true that when you ride an off-road bike on<br />
sandy or wet terrains, we can lower the pressure<br />
just a little more, but we shouldn’t forget to<br />
increase it when we get back on the road. For<br />
sport scooters, we can lower the pressures to<br />
2.2 and 2.5 kgf/cm2, and if we’re talking about<br />
even lower displacement bikes, we can decrease<br />
the pressures up to 2.0 and 2.2 kgf/cm2. These<br />
are ideal pressures if we’re going to ride alone<br />
and with little extra load. If that’s not the case, we<br />
should inflate them more and follow manufacturer<br />
recommendations.<br />
If we don’t have our hands on the owner’s manual,<br />
we can follow recommendations from the tyre<br />
manufacturer, which are typically indicated on<br />
the side of the tyre, along with the rest of its<br />
characteristics.
Are they the same for all motorcycles?<br />
Depending on the characteristics of each bike<br />
and the type of tyres it has, tyre pressure can vary.<br />
If we’re going to lower the pressure more than<br />
recommended, we should do it slowly and keep<br />
trying it out to see how our bike responds. This is<br />
easier than it sounds. We just need to find out the<br />
manufacturer recommendation and keep testing it<br />
out from there.<br />
On the other hand, sports tyres that have been<br />
designed to be used on asphalt circuits can<br />
have pressures below 2.0 kgf/cm2 given their<br />
carcasses are designed to support pressures<br />
this low. If we must follow tyre manufacturer<br />
recommendations, the rear wheel should be<br />
inflated higher than the front, unlike on the road.<br />
In this case, we can use pressures of around 1.5<br />
kgf/cm2 for the rear and 1.9 kgf/cm2 for the front.<br />
An interesting fact is that in MotoGP, per<br />
regulations, minimum pressure limits are 1.9 kgf/<br />
cm2 for the front tyre and 1.7 kgf/cm2 for the<br />
rear. These limits are set to avoid teams from<br />
lowering pressures more than they should and<br />
causing major safety issues for riders. In fact, in<br />
the past there have been some high-speed rear<br />
tyre blowouts when riding straight, which forced<br />
a change in the regulations and random pressure<br />
checks at the end of races.
FIRST<br />
RIDE<br />
Words: Shaun Portman | Pics: Ryno Albrecht & George Hadji<br />
BMW M1000R<br />
BRUTALLY<br />
BEAUTIFUL
BMW, a renowned name in the automotive realm, is synonymous with<br />
performance, thanks to its iconic M acronym. In 2021, the German brand<br />
expanded its line of supersport bikes with the introduction of the M1000RR,<br />
designed as the cornerstone for the World Superbike championship. This<br />
groundbreaking model marked a historic moment as the first motorcycle ever to<br />
proudly bear the distinguished M emblem.<br />
Fast forward to the close of 2022, and BMW had once again made waves by<br />
unveiling the world’s inaugural naked bike adorned with the coveted M. Embarking<br />
on dodgy JHB roads, we undertook the exhilarating challenge of unleashing the<br />
full potential of this hypernaked marvel.
POWER<br />
210 bhp @<br />
13,750 rpm<br />
TORQUE<br />
113 Nm<br />
@ 11,000rpm<br />
TANK<br />
CAPACITY<br />
16.5 L<br />
SEAT<br />
HEIGHT<br />
840mm<br />
WET<br />
WEIGHT<br />
199kg
The aggressive looks instantly grabbed my attention<br />
with the new M winglets, which BMW claims not only<br />
enhance aesthetics but also generate aerodynamic<br />
downforce to prevent the bike from taking flight. At<br />
a speed of 220 km/h, these winglets increase the<br />
front-wheel load by 11 kg, providing maximum riding<br />
stability, reducing the tendency for the front wheel to<br />
lift off the road surface, and enabling later braking<br />
and earlier acceleration when cornering.<br />
We previously tested the new spec S1000R a few<br />
months ago and were thoroughly impressed with<br />
the bike as a whole. Thus, our expectations for<br />
BMW’s flagship naked bike were sky-high. The<br />
S1000R, introduced in 2021, shared the 163hp 999cc<br />
inline four-cylinder engine with BMW’s S1000RR<br />
superbike. Some riders found it relatively tame, but<br />
the anticipation grew when BMW announced the<br />
M1000R variant, boasting close to 210hp—a gamechanger<br />
that left enthusiasts, including myself,<br />
grinning from ear to ear. Despite the increased<br />
power, the S1000R and M1000R retained real-world<br />
usability, smooth power delivery, and a comfortable<br />
riding experience, distinct from the overly aggressive<br />
nature of other 200hp-plus bikes in its class. Similar<br />
to the S1000R, the M1000R also features cruise<br />
control and heated grips, enhancing its versatility for<br />
everyday use.<br />
When BMW adorns a vehicle with the M badge, you<br />
can be rest assured you’re in or on the very best.<br />
The 2023 M1000R, BMW’s second M bike, takes the
ADORNED WITH THE<br />
WIDENED EMBROIDERED<br />
TUBULAR HANDLEBAR AND<br />
BAR-END MIRRORS, THE<br />
M1000R IGNITED A GENUINE<br />
DESIRE TO ATTACK. THE<br />
M LOGO IS PROMINENTLY<br />
DISPLAYED EVERYWHERE,<br />
EMPHASIZING THE<br />
UNIQUENESS OF THE RIDE.<br />
S1000R to new heights. Featuring M winglets,<br />
carbon enhancements, lighter wheels, M rear<br />
sets, brake and clutch levers, and a standard<br />
Akrapovic exhaust, the M1000R stands out as one<br />
of the most complete out-of-the-crate packages<br />
in its class. The bike’s aesthetics, coupled with<br />
attention to detail, include the highest-spec blue<br />
M calipers, a Nissin front master cylinder, and the<br />
exquisite Blackstorm metallic paint finish, earning<br />
it a perfect 10/10.<br />
While the ideal testing ground for the M1000R<br />
would be the track, BMW SA’s insurance<br />
constraints led us to the road. Despite this<br />
limitation, the engine’s smoothness and gear<br />
changes with the bi-directional quick shifter were<br />
notable. The increase in power, though not as<br />
dramatic as expected, showcased the M1000R’s<br />
remarkable smoothness. During a test with a<br />
Ducati Streetfighter, we ran side by side, even<br />
edging ahead at stages.<br />
The overall feel was reminiscent of the S1000R,<br />
featuring an aggressive yet comfortable and<br />
upright riding position. Adorned with the<br />
widened embroidered tubular handlebar and<br />
bar-end mirrors, the M1000R ignited a genuine<br />
desire to attack. The M logo is prominently<br />
displayed everywhere, emphasizing the<br />
uniqueness of the ride.
WHILE IT EXCELS IN MANY<br />
ASPECTS, INCLUDING SHARP<br />
BRAKES, A SMOOTH AND<br />
ADDICTIVE MOTOR, AND TOP-<br />
NOTCH QUALITY AND FINISH,<br />
IT DIDN’T DELIVER THE<br />
SIGNIFICANT IMPROVEMENT<br />
OVER THE S1000R THAT WAS<br />
ANTICIPATED.<br />
The M1000R not only produces around 44bhp more than<br />
the S1000R but is also revvier, with peak power delivered<br />
at 13,750rpm. The ShiftCam technology ensures a smooth<br />
power delivery, making it equally easy to ride at low and high<br />
revs. Despite slightly less torque, the M1000R’s engine is<br />
adaptable and easy to manage throughout the rev range,<br />
a rarity for a 200bhp-plus superbike and super naked. The<br />
claimed top speed is 280kph, slightly less at 260kph in our<br />
test, with an impressive 0-200kph time of just over 7 seconds.<br />
The M1000R offers two riding mode worlds: for the road and<br />
the racetrack. With various traditional and additional riding<br />
modes, electronic rider aids, and adjustable slip settings,<br />
the M1000R provides a customizable riding experience. The<br />
electronic suspension and chassis are based on the S1000R,<br />
featuring an aluminum bridge frame, upside-down fork, and<br />
Dynamic Damping Control (DDC). The M1000R handles well<br />
around bends, but some stability issues were noted during<br />
acceleration out of bends to higher speeds. The steering,<br />
particularly at high speeds, felt overly light, causing a subtle<br />
headshake that was consistent across different riders, road<br />
conditions, and wind levels. Despite investigations into<br />
potential causes, including winglets and adjustable steering<br />
damper settings, the issue remained unresolved.<br />
In conclusion, the M1000R is a masterpiece of art and<br />
engineering. While it excels in many aspects, including sharp<br />
brakes, a smooth and addictive motor, and top-notch quality<br />
and finish, it didn’t deliver the significant improvement over<br />
the S1000R that was anticipated. Priced from R<strong>37</strong>7,050.00,<br />
it still offers excellent value for money. Just one look, and it’s<br />
hard to deny its allure.
2ND OPINION: RYNO ALBRECHT<br />
M1000R VS S1000R (23) AND<br />
COMPARED TO MY PERSONAL 2021<br />
DUCATI V4S STREETFIGHTER<br />
I will be honest: When Shaun called me and<br />
asked if I would be keen to go for a typical<br />
Hartbeespoort dam ride with him on a Sunday<br />
morning, I was rather excited because the bike he<br />
would be bringing would be the (relatively) new<br />
BMW M1000R “super” naked.<br />
He arrived at my place, and I got to check the<br />
machine out. At first, I was somewhat sceptical, as<br />
having seen loads of pictures and watched tons<br />
of video reviews, the one thing I did not like on the<br />
bike was the wings.<br />
I can tell you it looks GREAT in person, and those<br />
concerns soon vanished.<br />
I rode the first stage of our ride on my Ducati, as I<br />
had just returned from a deployment abroad for a<br />
few months. I just wanted to get the feel of riding<br />
again on something I knew. Shaun threw me the<br />
keys to the BMW at our first fuel stop and told me<br />
to have at it.
Given I tested the new gen S1000R for the mag<br />
and owned a 2015 S1000R and 2021 S1000RR<br />
for quite some time, I was HAPPY too. The bonus<br />
was that I would be riding the same roads I did<br />
when I tested the S1000R about 2 years ago.<br />
From the start, I noticed how “at home” I felt on<br />
the BMW. The instrument cluster and controls<br />
are similar to my current 1250GS and what I had<br />
on my 1000RR. The riding position was quite<br />
comfortable, even for my unique physique.<br />
We had some open roads, so I decided to<br />
investigate the performance of the M1000R<br />
(within legal limits, I promise!).<br />
I found the bike to have a lot of torque, and she<br />
loved to launch from stops and traffic lights.<br />
The now basically standard quick shifter on the<br />
M1000R was BUTTER smooth, with no missed<br />
shifts, false neutrals or anything nasty. However,<br />
on the test bike we had, I had some issues getting<br />
my big left foot under the shifter now and then, but<br />
luckily, said shifter is adjustable, and if it was my<br />
bike, it would have been set up for me.<br />
The Akrapovic slip-on on the bike gave her a<br />
beautiful inline 4 scream, but not to the extent that<br />
you would go deaf after about 30 minutes of riding.<br />
The machine’s handling was perfect, as you<br />
come to expect from BMW. The bike went where<br />
I wanted to go when I wanted it to. With the riding<br />
we were doing on what was not the greatest of<br />
roads, the suspension soaked up the bumps and<br />
road surfaces while still giving a good feel and<br />
great support under braking.
In the handling department, I picked up a few<br />
points that had me wondering about the M1000R.<br />
Firstly, I noticed quite some vibrations coming<br />
through the handlebars into my hands, which was<br />
odd, as I had nothing like that on the S1000R.<br />
Secondly, the front end felt relatively “light and<br />
loose” at speed, which, again, I find odd given<br />
it has those enormous wings that most modern<br />
performance bikes now come with.<br />
From a comfort standpoint, the bike was<br />
extremely comfortable for being a super naked<br />
sports bike. The bars are in just the right place,<br />
and you don’t have that hunched-over weight on<br />
your wrists superbike thing happening.<br />
The M seat on the bike was also rather plush, and<br />
my behind thanked me after the ride.<br />
The other interesting thing I noticed was, FOR<br />
A NAKED BIKE, the wind buffeting on the chest<br />
and helmet, and thus tensing the neck muscles<br />
to exhaustion, was not as bad as on some other<br />
naked bikes I have ridden in the past.<br />
In conclusion, I find the M1000R to be a great bike,<br />
as you would expect from a premium brand such<br />
as BMW Motorrad. The M looks AMAZING in the<br />
black we tested and made for gorgeous photos.<br />
The dilemma I was left with, and battled for a<br />
week after riding the bike, is whether I would have<br />
the M, or the standard S1000R. I would still go for<br />
the S1000R, but this is purely personal bias.<br />
On the other side of this dilemma, would I sell<br />
my current Ducati Streetfighter V4S and get a<br />
M1000R? I don’t think so.
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Words: Shaun Portman | Pics: Beam Productions<br />
RACING FEATURE<br />
LUMI DUCATI<br />
TEAM LAUNCH
It’s always exciting to witness the launch of new<br />
racing teams, a rarity in the South African scene in<br />
recent years. <strong>MRW</strong> had the privilege of attending the<br />
unveiling of the Lumi Ducati Racing Team at Ducati<br />
South Africa. This Factory Ducati initiative is the<br />
brainchild of Siphiwe Tom, a passionate motorsport<br />
enthusiast and successful businessman.
Siphiwe’s journey in motorcycling began in 1998,<br />
took a hiatus, and resumed in 2020. He hit the<br />
track in 2021, participating in occasional track<br />
days. In the 2022 MRSSA series, he showcased<br />
his skills on a BMW, securing impressive<br />
results despite missing events due to business<br />
commitments. In 2023, he made the switch to a<br />
Ducati Panigale V4, leading to the inception of the<br />
Lumi Ducati Racing Team.<br />
For a racing outfit’s success, strong partnerships<br />
are essential, and the Lumi Ducati Racing Team<br />
is well-supported by Ducati South Africa, Sigba<br />
Capital, Freckle Eyewear, and more. Geared up for<br />
the 2024 MRSSA racing series, this professional<br />
team is set to make its mark.
The team will feature two riders for the 2024<br />
season. Siphiwe Tom, competing in the fiercely<br />
contested BOTTS class, and Themba Khumalo,<br />
making a return to competitive racing in both the<br />
BOTTS class and the Ultimate Superbike 1000<br />
Class.<br />
Themba Khumalo’s journey is an incredible<br />
tale of success, starting in 2007. From pocket<br />
bike champion to international wildcards, he<br />
has made an impact both locally and abroad.<br />
Despite setbacks, including injuries and funding<br />
challenges, Themba has persevered and<br />
contributed to motorsport as a rider coach.<br />
In 2022, Themba dominated the Zwartkops<br />
Thunderbikes series, winning every race on a<br />
600 against 1000cc Superbikes. Now, he’s set to<br />
officially return to high-level racing with the Lumi<br />
Ducati Racing Team’s Panigale V4S, aiming to put<br />
Ducati back on the podium in South Africa.<br />
As the team embarks on their 2024 campaign,<br />
<strong>MRW</strong> will keep you updated on their progress<br />
throughout the year. Best of luck to the Lumi<br />
Ducati Racing Team!
Words: KTM Blog (Adam Wheeler) | Pics: Polarity Photo & KTM Images
RACING FEATURE<br />
MOLDING A<br />
MOTOGP BIKE<br />
Red Bull KTM Factory Racing’s Jack Miller is reaching<br />
the end of his first term with the KTM RC16 in<br />
MotoGP. The 28-year-old Australian has now ridden<br />
and taken podiums with three different bikes in the<br />
premier class. What exactly goes into shaping and<br />
creating a race ‘package’ that can top 360 kmph?
Jack Miller provided a shocking sight at the first<br />
round of 2023 MotoGP in Portugal. #43 was<br />
using his new RC16 to leap down the hill like it<br />
was a KTM SX-F, was performing ‘stoppies’ and<br />
bending the motorcycle to his will around the<br />
Algarve International Circuit like a KTM ‘veteran’.<br />
In fact, Miller had only accrued six full days on<br />
the bike before he had to enter the fierce heat of<br />
MotoGP competition, where aerodynamics and<br />
other prototype innovations are still squashing<br />
the best riders in the world together by slithers<br />
of a second. His level of comfort and familiarity<br />
and therefore speed opened the eyes of many<br />
watching, and he’s been a regular at the front of<br />
the MotoGP field ever since.<br />
ack is a talented rider, a multi Grand Prix winner<br />
with 23 podium appearances and a skilled<br />
motorcyclist regardless of the smoothness of<br />
the tires but this adaptation to the character and<br />
idiosyncrasies of a brand new bike was amazingly<br />
quick. Was it just about ergonomics? Was it also<br />
other customization factors? It’s no secret that<br />
Miller and his crew have been chasing the final<br />
tweaks of setup (electronics, balance, chassis)<br />
to convert from a top 7-8 campaigner to a more<br />
consistent podium challenger. “Yeah, that’s been<br />
the story for some GPs this year: I need more, and<br />
how do I get the feeling to be better?” he says to<br />
us, slightly wistfully. “The level is so high, and the<br />
level is always being pushed so you are always<br />
searching for that extra ‘bit’.”
‘Syncing’ with the RC16 was a fresh task this<br />
year and Miller quickly accomplished 80-90% in a<br />
matter of days and weeks. He has been working<br />
and searching for the rest and, of course, it can be<br />
a tricky and drawn-out process of trial and error.<br />
Today we’re interested in the 80-90%, which is<br />
already staggering when you consider the faith<br />
that Jack needs in his motorcycle to explore the<br />
limits of risk.<br />
Jack, the first job with a brand-new race bike<br />
must be ergonomics, right? You need to find<br />
your position and ‘place’ with it…<br />
Yeah, because you are hopping on something<br />
that someone else has ridden. You make it yours<br />
in terms of that first contact by feeling the bars,<br />
levers and pegs. But, to be honest, I don’t like to<br />
make many changes at first and like to roll out and<br />
understand how the bike is…because there are a<br />
number of reasons why it is set up like it is. Then<br />
you start to make changes as you see fit. A lot of<br />
people may have demands; like the seat being<br />
at a certain height or the levers at a certain angle<br />
but I think those settings are usually from another<br />
motorbike. I think you have to swallow your pride a<br />
bit and understand how the bike feels and works<br />
before you start to mold it.<br />
Being that open-minded must be quite a<br />
discipline…
Sure, but you do that early in your career. I learned<br />
this approach during my years in MotoGP and the<br />
importance of looking in all areas for improvement. If<br />
you don’t then you can overlook a lot of things and miss<br />
stuff.<br />
Is there much scope for personalization with<br />
the race bike?<br />
You<br />
wh<br />
any<br />
Pretty much, and you get down to the nitty-gritty. On<br />
a motocross bike there is not all that much you can<br />
really change. Something like bar bend is, for us, the<br />
angle that we’ll have the clip-ons. I think we have the<br />
freedom to play around a lot more than those guys<br />
[motocrossers] do. They might play with footpeg heights<br />
and it’s the same for us but then we go further than<br />
where the pegs are and the lever positions; we have the<br />
location of the buttons, the dash and then it gets a bit<br />
more complex like where your knees sit in the fuel tank.<br />
Do you get a feel for what you need after just<br />
a few laps?<br />
Definitely. When I rolled out in Valencia [2022 and the<br />
one-day post season test] I felt like I was sat on top of<br />
the front tire! That’s not so much about ergonomics but<br />
the way the bike was setup to be very short and tight.<br />
I told the guys that I could not use the full power of the<br />
brakes like I’m used to or accelerate like I’d want to.<br />
What about saddle and tank shape?<br />
We’re still playing with that now and perhaps now more<br />
than ever. That’s the stuff you refine once you are comfy.<br />
You maybe want a little bit more grip here or support<br />
and contact area there. You never know until you actually<br />
go racing where you ‘are’…I think that’s the same in any<br />
sport when it comes to preparation. If you are putting on<br />
an act then it will soon disappear when it comes down to<br />
the racing; the same if you have been sand-bagging! It’s<br />
just about being as comfortable and as confident as you<br />
can. I find that I talk to myself: “this feels a little better”<br />
or “that doesn’t work” or “I can’t brake here” and you<br />
mentally make notes as you are riding. Your senses are<br />
on high-alert I guess, and you are picking up every little<br />
thing the bike is doing and being as precise as you can.<br />
You then need to remember it and be able to give that<br />
feedback to the boys in the box.
never know until you actually go racing<br />
ere you ‘are’…I think that’s the same in<br />
sport when it comes to preparation.
It must be cool to have something that<br />
advanced and specialized created<br />
specifically for you…<br />
It’s a sick relationship to have. It can be a blessing<br />
and a curse because you can jump on someone’s<br />
else’s bike and think ‘this is a piece of s**t’ or ‘oh,<br />
this is alright’ but when you’ve built a bike yourself<br />
then you have to stick with it and it’s about taking<br />
responsibility. Obviously, we are only as good<br />
as the stuff we are given but that’s when your<br />
feedback and your comments are taken onboard<br />
– and it depends on how good the factory is – then<br />
you should be able to ride and race what you want.<br />
The quality of the bike is also a reflection of<br />
your ability…<br />
You try not to think about that too much…but<br />
obviously it is always there. If you have done<br />
your job properly then there should not be any<br />
questions to ask. You should feel right with your
ike and if you are not then you shouldn’t be able<br />
to pass the blame to somebody else; you are the<br />
one telling them what to do.<br />
By the same token, it must be very rewarding to<br />
develop something that can do the job…<br />
Exactly. It is another one of those satisfying things.<br />
You might not be going great in the races at some<br />
points but you have to remember ‘big picture<br />
things’. When you look back and reflect then it<br />
is pretty cool to have had that opportunity to be<br />
in that position and be at one with a bike and<br />
work on it as much as we do. We have so many<br />
things we can change, tinker and touch. You can<br />
get lost pretty quickly but then that’s when you<br />
have to surround yourself with the right crew. At<br />
the end of the day you are paid to be a rider and<br />
not an engineer. All you can do is give your best<br />
feedback and hope to Christ that the boys can<br />
interpret it right. It is cool to look back and think<br />
‘this thing is f**king fast…and we’ve done that’.
FIRST LOOK<br />
Legend<br />
Status<br />
R1250GS TROPHY
Watch it all on our<br />
YouTube Channel<br />
PRODUCT REVIEW<br />
SCORPION<br />
ADF 9000 AIR<br />
FIRST RIDE<br />
HUSQVARNA<br />
E-BIKES
Words: Shaun Portman | Pics: Beam Productions<br />
FIRST<br />
RIDE
Legend<br />
Status<br />
The BMW GS has always been a giant in the<br />
adventure motorcycle segment, both physically<br />
and metaphorically speaking. By far the most<br />
popular bike in its class, since its release way<br />
back in 2004, and is only getting more popular<br />
by the day. Forty-three years. That’s how long<br />
it’s been since BMW released the first R 80 G/S<br />
to the public- can you believe it? With BMW<br />
having recently released their all-new R1300GS<br />
we thought we would take one last look at the<br />
1250GS, with the revised R1250GS Trophy. The<br />
last revision before the next generation of 1300cc.
I say this every time about the GS, but it’s a<br />
bike you generally always mock or abuse until<br />
you ride it. It is one of the most, if not the most<br />
versatile and adaptable motorcycles on the<br />
market today. You can argue this point all you<br />
want but the facts simply don’t lie. In 2022 alone,<br />
close to 60,000 units were sold worldwide of<br />
the GS and GSA. If that does tell you all that<br />
you need to know about the popularity and cult<br />
following of the GS, then I don’t know what will.<br />
The GS Trophy sets itself apart from a normal<br />
GS with its bright work which is rather eyecatching<br />
and if you were to park a Trophy next<br />
to a standard GS you would instantly see the<br />
difference. The colour you get with the Trophy is<br />
Gravity Blue Metallic, but there’s much more to it<br />
than just paint.<br />
The GS Trophy pays homage to the firm’s GS<br />
Trophy Rally or GS Challenge as it’s better known,<br />
is the ultimate test of man and machine which<br />
puts teams from countries around the globe<br />
against each other in a series of challenges using<br />
BMW’s R1250GS. The ever-popular liquid-cooled<br />
1254cc flat-twin boxer motor with ShiftCam<br />
remains the same, with 136hp and 143NM of<br />
torque. BMW has perfected the motor on the<br />
GS with years of development and adjustments<br />
and the 1250 motor is the best of them to date.<br />
(Not taking the 1300 into account of course).<br />
The Trophy has a wide spread of torque, from<br />
down low to up high in the rev range. The GS<br />
and GSA Trophy are the last iteration of BMW’s<br />
1250GS. The Trophy, which we have on test here<br />
comes standard with spotlights, handguards,<br />
heated rider, and passenger ergo seats as well<br />
as that special livery. In addition, the Trophy is<br />
also equipped with cross-spoke wheels, a sports<br />
windshield, radiator protectors, frame protectors,<br />
and enduro footpegs.
The riding experience is typical GS, and what I<br />
would imagine riding on a cloud would feel like.<br />
The upright riding position and wide handlebars<br />
are extremely well-suited for short or long<br />
distances, in all terrain. The two-section frame,<br />
front- and bolted-on rear frame with the loadbearing<br />
engine has the perfect amount of rigidity<br />
and flex to optimize performance and comfort. We<br />
all know that the GS isn’t the lightest of adventure<br />
bikes, starting at 249kg, but most of the time it<br />
discusses that fact quite well. It is surprisingly<br />
nimble and agile for its weight and handles like<br />
snot sticking to a rug, thanks in part to its frame<br />
but also its electronic suspension which works<br />
wonders and is adaptable to varying conditions.<br />
Speaking about electronics, there is a plethora to<br />
keep you in check on the Trophy as with all the<br />
GS models. LED lights all around, including the
indicators which also double as daytime running<br />
lights, increasing road presence and your<br />
visibility to others while riding. Tarmacked roads,<br />
wet roads, or unpaved gravel roads: Up to seven<br />
riding modes are available on the R 1250 GS to<br />
ensure optimum grip and superior handling at<br />
all times. When the vehicle is stationary, you can<br />
pre-select up to four riding modes individually in<br />
the menu, which you can then select quickly and<br />
conveniently during the journey using the riding<br />
mode button by simply selecting the desired<br />
mode and closing the throttle. The new dynamic<br />
engine brake control provides more stability<br />
and easy control of the bike in the Pro riding<br />
modes; it prevents the rear wheel from slipping<br />
or jerking. And in the new standard ECO Mode,<br />
you get the maximum range from every tank of<br />
fuel. The Enduro mode on the Trophy allows you<br />
to bring the best out of your GS and yourself<br />
off-road by reducing rear wheel slip without<br />
compromising on performance and acceleration.<br />
In addition, it also has ABS Pro and Dynamic<br />
Traction Control, making riding safer under<br />
changing riding conditions.
The R1250GS Trophy is built to last with some<br />
of the best build quality out there. The 7” TFT<br />
dash is easy to navigate using BMW’s navigation<br />
wheel. On the TFT display, the BMW Motorrad<br />
Connected App gives you a clear view of<br />
your navigation and all your data. The large<br />
windscreen can be adjusted using the knob and<br />
offers you protection from changing weather<br />
conditions and the wind in general. Thanks to<br />
the USB charging socket, your cellphone or<br />
electronic accessories will always have charge.<br />
The cruise control works well and is easy to<br />
operate. I also love the quick shifter and auto-blip<br />
which becomes addictive to use and is smoother<br />
at higher revs than lower in the range.<br />
As BMW says: “The R 1250 GS Adventure lives<br />
up to its name. It is robust and easily masters the<br />
challenge, no matter how great. The extensive<br />
equipment options provide you with everything<br />
you need for your journey. Now it’s on you: Make<br />
it your GS.” Starting at just R322 900-00 you too<br />
could own one of the best all-round bikes, ever<br />
produced.
NEW PRODUCT REVIEW<br />
SCORPION<br />
ADF 9000 AIR<br />
Introducing the latest addition to Scorpion’s lineup<br />
of off-road/adventure helmets, the Scorpion ADF<br />
9000, a cutting-edge touring adventure motorcycle<br />
helmet. Alongside its off-road counterparts like the<br />
Scorpion ADX-2, we’ll explore how well this helmet<br />
performs on the open road! Pics & Words by Ryno Albrecht
As a recently converted meerkat, I have been on<br />
the hunt for a decent helmet, trying to figure out<br />
what I like and what works best to protect my<br />
precious little grey matter.<br />
I had an Arai TX4, widely ranted and raved about<br />
as one of the best Adventure helmets on the<br />
market, but it was not cutting it for me. More on<br />
that a little later.<br />
One morning a couple of weeks ago, I got a call<br />
from the team at Henderson Racing Products,<br />
the importers and distributors of Scorpion<br />
helmets. The gentleman on the other side of the<br />
phone prompted me to come and visit and have<br />
a red bull, which I graciously accepted.<br />
On Arrival, the Henderson Racing team, noting<br />
my enthusiasm for being a meerkat “adventure<br />
rider” offered me the opportunity to test the<br />
brand new and soon-to-be-released Scorpion<br />
ADF-9000 Air helmet. This is an opportunity I<br />
GLADLY accepted, as I love trying and testing<br />
new bits, be it bikes, parts, gear, or even routes.<br />
What follows are my impressions of living with<br />
this helmet for quite some time, and riding<br />
dirt, road, highways and byways, commuting,<br />
breakfast runs, adventure runs with mates and<br />
just generally what a new owner of one of these<br />
FANTASTIC helmets can expect.<br />
Firstly, let us cover what you get in the box:<br />
As with ALL premium Scorpion helmets, you<br />
get the helmet itself, the clear visor, a dark<br />
smoke visor and one pin-lock, with the usual<br />
chin curtain, manual, and helmet bag. The<br />
other REALLY lovely thing I found out is that this<br />
helmet has the option (all bits included in the<br />
box) to fit an action camera mount straight to<br />
your chin! That is a pretty cool little feature, as it<br />
means you don’t have to mess about with these<br />
cheap after-market chin mounts, tape, glue,<br />
adhesives and other nonsense!<br />
Now for the details on the ADF-9000 air:<br />
This incredible helmet is Scorpion’s flagship to<br />
their adventure line. It is the sister to their top-ofthe-line<br />
R1 Air, FIM homologated helmet that you
see on race tracks every weekend and features<br />
quite a few of the same things.<br />
The construction of the helmet is done with<br />
Scorpion’s proprietary TCT Ultra process, which<br />
Scorpion describe as: “Scorpion’s next evolution<br />
of TCT fibreglass shell technology. Pre-Preg is<br />
a sophisticated process that places pre-infused<br />
fibre mats in moulds at precise temperatures and<br />
pressures, resulting in a lighter, stronger shell that<br />
provides superior durability and performance.”<br />
For the plain guy riding in the mud, this translates<br />
to a strong, safe, durable outer shell that is SAFE,<br />
light, and comfortable. The Kwikwick III liner<br />
keeps the rider dry and cool on the inside. I can<br />
honestly say the padding in this helmet is some<br />
of the most comfortable I have ever had the<br />
honour of experiencing.<br />
During the LOVELY summer weather we are<br />
experiencing, it wicks the moisture away and<br />
cools nicely with the venting system.<br />
The helmet is well-ventilated, keeping you cool,<br />
with 2 vents on the head and a large chin vent.<br />
Even when working on the slower stuff.<br />
The first GREAT feature on the safety side of<br />
the ADF-9000 air is the titanium double D rings.<br />
Coming from track riding and as someone in<br />
the medical field, I feel these are a must on<br />
all helmets. They are extremely strong and<br />
robust, keeping the helmet in place even during<br />
significant shunts.<br />
Additionally, the ADF is also ECE 22.06 safety<br />
rated from the EU. In meerkat language, it is<br />
tested to a better standard to ensure your IQ<br />
does not drop every time you do.<br />
ECE 22.06 is a comprehensive change that<br />
spans multiple tests, the entire range of sizes<br />
and shells per model, and all the variations in<br />
between. Plus, it’s not just the impact attenuation<br />
or the shell thickness that will be tested, but also<br />
the helmet design, which includes stuff like the<br />
visor, sun visor, chin bar, fasteners, and even the<br />
labels on the helmet.
Both a safety and comfort feature is the weight of<br />
the helmet. The model I tested weighed in at 1550g<br />
with the pin-lock fitted. That’s 100g lighter than<br />
a competitor (which I also own and is NOT ECE<br />
22.06 certified), and you can feel the difference on<br />
your neck and shoulders on longer rides.<br />
One of the other significant factors with<br />
adventure helmets is the peak and the vibration<br />
that comes off it. I can hand on heart say, of all<br />
the ADV helmets I have ridden with and own, the<br />
Scorpion stands head and shoulders above the<br />
rest. The peak is fastened by three thumb screws<br />
for ease of removal.<br />
The vibration on the peak, even at speeds that<br />
would make you buy cool drinks and lunch, is a<br />
non-event. It’s so minimal you can’t notice it.<br />
The other factor that really stood out for me,<br />
even in the first 15 minutes of riding with the lid,<br />
is the fact that the peak does not catch the wind
at all, whereas on a leading competitor (which I<br />
own), if you by accident come out behind your<br />
ADV bike’s screen, and that peak catches wind,<br />
it wants to snap your neck. This impressed me<br />
and made riding at higher highway speeds much<br />
more fun and comfortable.<br />
One of the lovely little details that Scorpion<br />
added to the ADF 9000 air is the drop-down sun<br />
visor for those sunny days. You can keep your<br />
clear visor in place if you plan to get home late.<br />
It also features grooves if you want to ride with<br />
glasses or sunglasses.<br />
The visor has a great quick-release system where<br />
you line it up with tabs on the side of the helmet.<br />
It just pulls off, so there is no fiddling with plastic<br />
screws and catches if you want to put on your<br />
goggles or slip that sexy dark smoke visor.<br />
The action camera mount I mentioned earlier is<br />
PERFECT for capturing those epic rides or just<br />
recording your morning commutes. It is stable<br />
and robust and does not hamper the wearer’s<br />
line of sight.<br />
The ADF-9000 also has pre-cut inserts for<br />
the comms system of your choice. I fitted my<br />
old Cardo Freecom 4 system to it in about 15<br />
minutes. This brings us to the noise factor.<br />
The helmet is pretty damn quiet wind wise, sure<br />
like any adventure helmet, there will be some. Still,<br />
the excellent visor sealing system and great fit<br />
limits wind noise. I enjoyed long rides listening to<br />
my favourite tunes without any issues. I also had<br />
to take some phone calls, one of which was WITH<br />
Mr Henderson himself, and he did not believe I<br />
was doing 1**km/h on a highway at that point.
The ADF 9000 Air, as the name suggests, also<br />
features Scoprion’s proprietary AirFit system,<br />
which gives you inflatable cheek pads for that<br />
ultra-customized fit. “AIRFIT® CHEEKPAD<br />
INFLATION SYSTEM: ScorpionEXO®<br />
revolutionized the helmet market with the<br />
introduction of our AirFit® cheek pad inflation<br />
system. Riders have differently shaped<br />
cheekbones. Using the inflation ball, you can<br />
achieve a snugger fit with fewer pressure points,<br />
so the helmet vibrates and lifts less at higher<br />
speeds. Developed for the everyday rider but<br />
requested and used by world-class MotoGP<br />
racers.”<br />
In conclusion, The Scorpion ADF 9000 Air is one<br />
AMAZING helmet, PACKED with features you<br />
would be really hard-pressed to find elsewhere in<br />
an adventure helmet or beat.<br />
I love this helmet so much that I have gotten rid<br />
of my Arai TX-4, and I have not missed it one bit<br />
in all my time spent riding with the Scorpion.<br />
The Scorpion is lighter, quieter, more<br />
comfortable, offers more to the rider, comes<br />
with a GREAT 5-year warranty (longer than some<br />
premium bikes), and spare parts will be readily<br />
available.<br />
The other highlight of the Scorpion ADF 9000 Air<br />
is the price point. You get ALL of this I mentioned<br />
at the staggering R9500 (recommended retail<br />
price) Incl VAT.<br />
That is a LOT of bang for your hard-earned<br />
rands, and most probably the last ADV helmet<br />
you will buy for a good couple of years.
Words & Pics: Shaun Portman<br />
FIRST RIDE<br />
HUSQVARNA<br />
E-BIKES<br />
Electric bikes are rapidly gaining popularity in the motor industry, and the trend hasn’t<br />
stopped there. Over the past few years, electric power has infiltrated the cycling world,<br />
giving rise to the phenomenon of E-bikes. While E-bikes may not be as prominent in<br />
South Africa, they have become the latest trend in the cycling world, especially in Europe.<br />
In some regions, they’ve even outpaced the popularity of their traditional, humanpowered<br />
counterparts. In this feature we put the new Husqvarna E-Bikes to the test.
One of the most popular and oldest motorcycle<br />
brands, Husqvarna has decided to dip its feet<br />
in this ever-growing pond with its all-new range<br />
of Husqvarna E-bikes. And finally, they are<br />
available here in South Africa, so we decided to<br />
do something a little different and take them for<br />
a spin. Available in a few different variants here<br />
in SA, namely the LC2, MC2, MC4, MC6, and<br />
HC4, they are poised, primed, and ready to mix<br />
it with the very best of them in SA. Chart new<br />
routes and discover new rides on the Light Cross<br />
2. Intuitive handling from the light and agile<br />
aluminium frame and 120mm suspension travel<br />
helps deliver joyful rides on mellow to mediumtype<br />
terrain. The LC2 is fitted with the Shimano<br />
EP6 motor and a Core S1+ 630Wh battery.<br />
The MC2 is an All-Mountain 150mm travel eMTB<br />
that knows no boundaries. A dynamic, aluminium<br />
chassis supports superb handling on every<br />
trail surface with the MC2 coming equipped<br />
with the new Shimano EP6 motor, creating a<br />
powerful but natural ride feel. Intended to elevate<br />
your eMTB experience, the MC4 is at home in<br />
the mountains. Benefitting from the Shimano<br />
EP801 motor upgrade, the carbon frame design<br />
houses the EP801 in an upstanding position to<br />
improve passive cooling and boost performance<br />
capabilities. A new charging port location makes<br />
it easier than ever to charge the 720Wh battery.<br />
The Mountain Cross 6 is the flagship of the<br />
Mountain Cross fleet. Re-designed from the<br />
ground up, it’s Husqvarna’s vision of what<br />
an All-Mountain eMTB should be. A uniquely<br />
formed, full-carbon frame offers an incredibly<br />
intuitive and balanced riding experience, for both<br />
descending and climbing. Now improved further
with the new Shimano EP801 motor, it’s more<br />
responsive and capable on the trails than ever<br />
before. A new charging port allows seamless<br />
charging of the 720Wh battery. And finally, the<br />
HC4. A top-flight E-Enduro bike, with the right<br />
geometry numbers in all the right places, the<br />
HC4 helps build rider confidence when tackling<br />
the steepest and most technical terrain. Mixed<br />
wheel sizes make for dynamic cornering, and the<br />
burly 180/170mm suspension platform soaks up<br />
the biggest jumps. The Shimano EP801 motor<br />
and 720Wh battery ensure all-day fun either in<br />
the bike park or on the mountain.<br />
For this test though I would be riding the MC2,<br />
in Large. Completely stock standard except for<br />
the cleated pedals and I wouldn’t be alone as<br />
I was joined by Sheridan Morais who amongst<br />
motorcycles is also an avid cyclist. Having not<br />
cycled for ages and having never ridden an<br />
E-bike, I was excited to tackle the Wolwespruit<br />
MTB and Trail Park out in Pretoria. The first thing<br />
that struck me about the E-bike was the weight,<br />
especially when comparing it to a normal MTB.<br />
I was baffled as to how I was going to get this<br />
thing up hills and through the trails, not yet aware<br />
of the assistance the E-bike would offer me.
As far as looks go, I am sure that you will agree<br />
that these bikes are a looker! Painted in the<br />
traditional Husqvarna blue and white, they<br />
definitely stood out with their aggressive stance.<br />
The MC2 I had for the morning also benefitted<br />
from Lumo Yellow accents, further highlighting<br />
the aggressive appeal and stance. My own<br />
MTB is also fitted with 27.5“/584mm wheels<br />
so I was eager to compare notes between the<br />
two. The 27.5 wheel is notorious for being a<br />
great compromise between agility and speed.<br />
Since the 27.5 wheel is smaller than a 29 but<br />
larger than a 26, this makes the bike easier to<br />
maneuver, accelerate, and corner. Not that you<br />
can’t do any of this on a 29er, but it’s genuinely<br />
easier to do with a smaller wheel size. A 29er<br />
does roll better though with the main advantages<br />
being a noticeable increase in stability and<br />
rollover ability. At higher speeds, you’re still in<br />
control and you’ll have a smoother ride. Though<br />
these bikes do have slower acceleration, once<br />
you’re there, it’s easier to maintain speed.<br />
Eager to see if these principles would apply and/<br />
or make a difference on an eMTB, we hit the trails.<br />
The frame is a 27.5”, Alloy 6061 with an integrated<br />
Core S1+, 630 Wh, 36 V, 17.5 Ah battery.<br />
Battery life and range vary and depend on use<br />
and rider weight, with 3 riding modes or rather<br />
assistance levels to choose from: Eco, Trial, and<br />
Boost. Eco mode draws the least assistance<br />
from the Shimano EP6, DU-EP600, 250 W, 85<br />
Nm motor, allowing you to maximize your range<br />
with the least assistance. Perfect for those long<br />
flat, boring sections. Trial mode offers way more<br />
assistance and this is where I kept the bike for<br />
most of the time. You can feel the power and<br />
assistance it provides all the way up to the limit<br />
of 25kph(European E-bikes are restricted). You<br />
barely have to pedal and I found myself pedaling<br />
with minimal effort as the silky smooth motor<br />
assisted me perfectly creating barely any rolling<br />
resistance. When we needed to tackle steep and<br />
sometimes rocky inclines, I selected Boost mode<br />
which should be renamed to Beast mode. It was<br />
actually cheating, that’s how easily the MC2<br />
tackled rough and steep inclines. We passed<br />
normal MTBs as if they were going backwards,<br />
without even trying!
The modes are displayed on a Shimano SC-<br />
EN600 LCD-Display(Bluetooth) which also gives<br />
you important information like assistance and<br />
battery level, time, distance, speed, and a service<br />
warning to name a few. You can toggle and<br />
navigate this display by using the Shimano SW-<br />
EN600-L mode switch, mounted on the LH side<br />
of the handlebar. Charging time from empty to<br />
full is around 3.5 hours and the range on a single<br />
charge is over 60km. The larger 720 Wh battery<br />
fitted to some of the models will obviously give<br />
u more range, whereas the smaller 630 Wh<br />
versions will give you less.<br />
Despite being rather heavy ‘for a bicycle’, the<br />
Husqvarna MC2 is rather well-balanced. It’s<br />
stable and pinpoint-accurate making it fun to<br />
jump and rip through the trails. The RockShox 35<br />
Gold RL, DebonAir, Air, 150 mm, tapered fork,<br />
and RockShox Deluxe Select+, Air, 230x62.5 mm<br />
rear shock work in perfect harmony and are both<br />
plush and robust. I would definitely stiffen them<br />
up for my weight, especially the front which I did<br />
bottom out quite often. This can be easily done
and set up according to your weight, etc. The<br />
geometry of the frame is ideal with the perfect<br />
blend of aggression and precision.<br />
The brakes were good considering the extra<br />
weight they have to keep in check, bike and me<br />
included! On the front and rear, you have a SRAM<br />
DB8, 4-piston, Hydraulic disc brake with a SRAM<br />
Centerline, 200 mm, 6-hole rotor. The front brake<br />
isn’t as snatchy or aggressive as you would find<br />
on a normal MTB, maybe something to do with<br />
the extra weight but it does get the job done and<br />
more importantly, is consistent and fade-free!<br />
As you would expect the group set is also top<br />
quality with a SRAM SX Eagle 12-S rear derailleur,<br />
SRAM PG-1230 11-50 T cassette, SRAM SX<br />
Eagle chain, SRAM X-Sync Eagle, 34 T chainring,<br />
Shimano FC-EM600, Aluminum forged, Shimano<br />
EP24 crank arm and SRAM SX Eagle, Single Click<br />
shift lever. The group set works together in perfect<br />
harmony and is both direct and smooth making<br />
shifting gears up and down a breeze with no<br />
notchy moments to worry about.<br />
The Husky MC2 is so easy to ride and adaptable.<br />
I was pleasantly surprised at just how agile and<br />
nimble it was- more than I was expecting! Priced<br />
at just R99 999.00 the MC2 is good value for<br />
money in the E-bike world. So whether you are<br />
a pro or just getting into cycling, the range of<br />
Husqvarna E-bikes are the perfect tool. And<br />
wouldn’t you know it, just in time for Christmas!<br />
Starting from just R89 999.00 the range of<br />
Husqvarna E-bikes are now available at selected,<br />
authorised Husqvarna dealers nationwide.