MRW Issue 41

ISSUE 41
FIRST SA TEST: BMW R1300GS
BIGGER
JUST GOT
BETTER
“BMW has managed to elevate
perfection with the 1300GS.”
SA RACING
SUNBET ZX10
Round 2 action
from Killarney
MASTERS CUP
RACING FEATURE
THE MOTOGP
ENABLER
A
chat with Brad
Binder’s crew chief,
Andrés Madrid
ALSO INDISE: AARON MARE INTERVIEW | RACING NEWS: WORLD SBK PLUS F1 BUYS MOTOGP

EDITOR’S NOTE
Welcome to Issue 41 of SA’s premier
motorcycle magazine, where
exhilaration meets information! Last
month’s Issue 40 set the bar high, and
as acting Editor, I’m thrilled to maintain
that standard of excellence in this
edition.
Our pages are once again brimming
with the latest motorcycling news from
around the globe, curated just for you,
our avid readers.
In this issue, we delve deep into the
much-anticipated BMW R1300GS,
a machine poised to succeed the
beloved R1250GS. Does it measure up
to the hype? Join us as we put it to the
test and reveal the verdict.
As the racing season revs into high
gear, the adrenaline-fueled action of
MotoGP and WBSK takes center stage.
From Qatar to Portimao, and Catalunya,
each race is a testament to the thrill of
competition. We celebrate standout
performances from Toprak Razgatlioglu
at the Catalunya WSBK round, who took
Pole Position, victory in race 1, and the
Sprint race win for BMW and Alvaro
Bautista’s triumphant return to form by
winning the second race.
The MotoGP showdown in Portugal
was nothing short of spectacular, with
Enea Bastianini taking Pole Position
and Maverick Vinales claiming his
first victory for Aprilia by winning the
Sprint Race. However, it was the rookie
sensation Pedro Acosta who stole the
spotlight, claiming his first MotoGP
podium in just his second Premier
Class race.
As we eagerly await the unfolding
drama of the season ahead, rest
assured we’ll keep you updated and
entertained every step of the way. Don’t
forget to connect with us on social
media for even more excitement and
exclusive content.
Until next time, ride safe, stay informed,
and savor every moment of the journey.
CONTRIBUTORS
Beam Productions
Sheridan Morais
CONTACT
DETAILS
EDITOR/OWNER
Shaun Portman
072 260 9525
shaunpotman@gmail.com
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On pristine new asphalt or a broken-up old track,
the new KTM 1290 SUPER ADVENTURE S is ready
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FIND OUT MORE AT KTM.COM/TRAVEL

NEWS DESK
MV AGUSTA UNVEILS NEW
STRATEGIC LEADERSHIP
In a landmark move marking the start of a new
chapter in its history, MV Agusta, the iconic
Italian motorcycle brand known for its blend
of cutting-edge performance and unparalleled
craftsmanship, announces significant changes to
its leadership structure. This strategic evolution
follows the recent majority acquisition by PIERER
Mobility AG, paving the way for an exhilarating
future of growth.
The newly appointed board of directors is all set
to steer MV Agusta into its next phase of global
expansion and technological advancement,
underscoring the brand’s commitment to Italian
excellence and its rich heritage.
The Board of Directors is composed as follows:
Hubert Trunkenpolz takes the helm as Chairman
and Chief Executive Officer, bringing a wealth of
experience from his long-standing career in the
NEW BOARD (from
left side_ Luca Martin,
Hubert Trunkenpolz,
Filippo Bassoli)
motorcycle industry, particularly his crucial role in
expanding KTM’s global footprint.
Timur Sardarov is appointed Deputy Chairman,
recognising his pivotal contributions and vision in
driving MV Agusta’s recent successes and brand
resurgence.
Luca Martin steps into the role of Deputy CEO
and Managing Director, where his extensive
knowledge and passion for motorcycles will
continue to enrich the brand’s innovative edge.
Filippo Bassoli is appointed Chief Marketing
Officer and Managing Director, bringing a fresh
perspective and dynamic approach to the
company’s marketing, brand and communication
strategies.
Barbara Kenedi has been confirmed Chief
Alliance Officer, tasked with forging strategic
partnerships and alliances to bolster MV Agusta’s
position in the global marketplace.
Victor Sigl and Ratmir Sardarov serve as Non-
Executive Directors, offering their invaluable
insight and oversight to ensure the company’s
long-term strategic objectives are met.
MV Agusta extends its gratitude to Simone
Tedeschi for his tenure as a board member.
Tedeschi’s role was instrumental in nurturing a
fruitful partnership between PIERER Mobility AG
and the Sardarov family, laying a solid foundation
for the brand’s future endeavours.
Under this new leadership, MV Agusta is
setting off on an ambitious journey, focusing on
innovation, market expansion, and strengthening
its legacy as an Italian manufacturer of the
world’s most prestigious motorcycles. The
board’s diverse expertise and unified vision will
undoubtedly propel MV Agusta towards new
heights of success and redefine the boundaries of
motorcycle excellence.

NEWS DESK
LIBERTY MEDIA (F1 OWNERS) TO
ACQUIRE DORNA (MOTOGP)
Liberty Media Corporation has announced its
agreement to acquire MotoGP, the pinnacle
of two-wheel racing. With 22 of the fastest
riders competing on purpose-built prototype
motorcycles, MotoGP races reach top speeds
exceeding 360 kilometers per hour (223 miles per
hour) on renowned racetracks worldwide. From
its inception in 1949, where six rounds across
Europe marked its debut season, MotoGP has
expanded to encompass over 20 Grands Prix
across five continents, captivating hundreds of
millions of viewers through its global television
broadcast.
Under this new agreement, Dorna Sports S.L.,
the exclusive commercial and television rights
holder of MotoGP, will continue to operate
independently as part of Liberty Media’s Formula
One Group tracking stock. Carmelo Ezpeleta,
CEO since 1994, will maintain his leadership
position, overseeing the business from its
headquarters in Madrid.
In addition to MotoGP, Dorna holds exclusive
rights to various motorcycle racing series,
including Moto2, Moto3, the FIM Enel
MotoE World Championship, the MOTUL FIM
Superbike World Championship, and the new FIM
Women’s Circuit Racing World Championship.
The acquisition will see Liberty Media acquiring
approximately 86% of Dorna, with Dorna’s
management retaining around 14% equity. The
enterprise value for Dorna/MotoGP is estimated
at €4.2 billion, with an equity value of €3.5 billion.
Existing debt balances of MotoGP are expected
to remain unchanged post-transaction.
Greg Maffei, President and CEO of Liberty Media,
expressed excitement about expanding their
portfolio with MotoGP, citing its global appeal,
devoted fanbase, thrilling racing, and robust
financial performance. Maffei praised Carmelo
Ezpeleta and his management team for building
MotoGP into a premier sporting spectacle,
anticipating further growth under Liberty Media’s
stewardship.
In response, Carmelo Ezpeleta hailed the
acquisition as a significant milestone in
MotoGP’s evolution, expressing confidence in
Liberty Media’s track record in developing sports
assets. He emphasized their shared commitment
to expanding MotoGP’s global audience while
preserving its core values and competitive spirit.
The transaction is expected to conclude by yearend
2024, subject to clearance from competition
and foreign investment authorities.
For investors interested in learning more about
the acquisition, an investor conference call will be
hosted by Greg Maffei and Carmelo Ezpeleta on
April 1, 2024.
About Liberty Media Corporation:
Liberty Media Corporation operates and owns
interests in various media, communications,
and entertainment businesses, organized into
three tracking stock groups: the Liberty SiriusXM
Group, the Formula One Group, and the Liberty
Live Group.
About Dorna Sports, S.L. & MotoGP:
Dorna Sports has been the exclusive commercial
and television rights holder of the FIM MotoGP
World Championship since 1991. Based in
Madrid, Dorna oversees MotoGP and other
leading motorcycle racing championships
worldwide, including Moto2, Moto3, MotoE,
the Superbike World Championship, and the FIM
Women’s Circuit Racing World Championship.

NEWS DESK
Expressing gratitude to his family, particularly his late
grandfather, Acosta acknowledged their unwavering
support and sacrifices that enabled his racing career. He
humorously shared an anecdote about his decision to
sell his used underwear online, attributing it to his playful
response to seeing counterfeit items purportedly linked
to him on a second-hand marketplace.
ACOSTA: MARQUEZ DID IT WITH
ROSSI, AND NOW I’VE DONE IT!
Acosta’s candid remarks and playful demeanor on the
show offered fans a glimpse into the personality behind
the racing helmet, adding to his growing
appeal both on and off the track.
Making a notable appearance on Spanish latenight
television, the rising star Pedro Acosta
discussed his battles with MotoGP icons and
even made a humorous revelation about selling
his used underwear! With just over a week before
heading to Austin for the Red Bull Grand Prix of
the Americas, the rookie sensation from Red Bull
GASGAS Tech3 made a memorable appearance
on the popular show ‘El Hormiguero.’
Pedro Acosta’s journey to MotoGP stardom
has been nothing short of remarkable. Within
three years on the Grand Prix circuit, he clinched
titles in lightweight and intermediate classes
and impressed with podium finishes in his early
MotoGP races. Reflecting on his evolution
as a rider, Acosta shared, “I see how much I’ve
changed since joining the Championship. The
first year went well, the third even better, but the
second was tough. I’ve learned and matured.”
His MotoGP debut stirred considerable
anticipation, and the excitement only grew
after his captivating performance at the Qatar
GP. Recounting the race, Acosta highlighted
the adrenaline of the moment and his fearless
approach to racing, including a daring overtake
of the legendary Marc Marquez. His subsequent
podium finish at just 19 years old further solidified
his status as a rising star in the premier class.

NEWS DESK
PORTUGUESE GP TALKING
POINTS: “THERE WAS NO
LOVE LOST THERE”
The aftermath of the thrilling Grande Prémio
Tissot de Portugal certainly gives us plenty to
discuss, doesn’t it? From Jorge Martin’s (Prima
Pramac Racing) triumphant first Sunday win of
the season to the collision between two World
Champions, and not forgetting Pedro Acosta’s
(Red Bull GASGAS Tech3) spectacular debut
premier class podium.
Let’s delve into what some of the riders had to say
about the hot topics from Portimao:
On Bagnaia and Marc Marquez’s incident:
The incident between reigning World Champion
Francesco Bagnaia (Ducati Lenovo Team) and
eight-time World Champion Marc Marquez
(Gresini Racing MotoGP) at Turn 5 during the
Portuguese GP sparked considerable discussion
among their fellow competitors. Here’s what some
of them had to say:
Jack Miller (Red Bull KTM Factory Racing): “I
could see it coming early on in the race. Those
two were really pushing the limits, and it was only
a matter of time before something happened.
Unfortunately, it boiled over towards the end. It’s
a challenging track to pass on, and incidents like
this are part of racing.”
Aleix Espargaro (Aprilia Racing): “I watched the
replay, and for me, it’s a racing incident. Turn 5 is
always tricky, but perhaps Bagnaia could’ve given
Marquez a bit more space to avoid contact.”
Jorge Martin (Prima Pramac Racing): “When I
saw the incident on the screen, I knew I had to
focus on finishing the race. But then I reminded
myself that today, winning was all that mattered.
It’s a complicated corner, but that’s racing.”
Enea Bastianini (Ducati Lenovo Team): “I didn’t
see exactly what happened, but in the heat of
battle, these things can happen.”

NEWS DESK
Binder praises Acosta’s performance:
After witnessing Pedro Acosta’s remarkable podium
finish, Brad Binder (Red Bull KTM Factory Racing)
praised the young rider’s talent and skill:
“When Acosta passed me, he was flying. He’s
incredibly talented and handles the bike with
finesse. He’s truly impressive, and he deserves
every bit of success.”
Mir reflects on first lap incident:
Joan Mir (Repsol Honda Team) shared his
frustration regarding the first lap incident involving
him and Franco Morbidelli (Prima Pramac Racing):
“Morbidelli’s actions on the first lap were
unnecessary. I was pushed off track and suffered
significant damage to my bike. It’s disappointing,
especially at that stage of the race.”
Martin’s emotional victory:
Jorge Martin expressed his gratitude after securing
victory at Portimao, particularly considering his past
struggles at the track:
“This win is especially meaningful for me because
of my history at this track. In 2021, I had a serious
accident here, but today, I’m standing in first place.
It’s a testament to my growth and maturity as a rider.”

NEWS DESK
TALK OF THE TOWN: WORLD
SBK STUNS CATALUNYA
The 2024 MOTUL FIM Superbike World
Championship at the Circuit de Barcelona-
Catalunya kicked into high gear, delivering
excitement and surprises that left fans
buzzing. With four winners in six races, three
manufacturers tasting victory, and the top five
riders separated by a mere 36 points, Catalunya
brought the heat to this thrilling season.
Toprak Razgatlioglu (ROKiT BMW Motorrad
WorldSBK Team) likened his last corner maneuver
in Race 1 to Valentino Rossi’s iconic style: “It’s
incredible to attack at the last corner like Valentino
Rossi!” Reflecting on his strategic approach to the
race, he expressed his elation at securing his first
victory with BMW: “I was riding to my pace, doing
1’42s, and when Bulega started to drop, I pushed
more because I needed to win! With two laps to
go, I lost the front at Turn 10, but I managed to
recover and secure the win.”
Alvaro Bautista (Aruba.it Racing – Ducati)
recounted the intense battle of the Superpole
Race and Race 2, where he narrowly missed
victory in the last corner showdown with
Razgatlioglu: “I knew Toprak was going to try,
whichever line I took! In the end, he entered to
pass me rather than taking the corner, and I had
to settle for second. However, I’m satisfied with
our performance, and my confidence with the
bike is growing.”

NEWS DESK
Michael van der Mark (ROKiT BMW Motorrad
WorldSBK Team) marveled at his teammate’s
daring move in the Superpole Race: “It’s Toprak,
you can never relax. He’ll try things where you
think it’s not possible and makes it possible!” Van
der Mark’s fourth-place finish marked a significant
improvement for him.
Andrea Iannone (Team GoEleven) shared his
perspective on the last lap shuffle, emphasizing
the competitive nature of racing: “I expected that
Toprak would try, and he did. I saw nothing dirty;
it was clean. We fought hard, and that’s what
matters.”
Nicolo Bulega (Aruba.it Racing – Ducati)
expressed mixed feelings after narrowly missing
out on victory in Race 1: “I didn’t have a lot of
experience managing tires, but until the last lap,
I was doing an incredible job. I have to be happy
with second place in my first full race.”
Jonathan Rea (Pata Prometeon Yamaha)
celebrated his first points haul of the season after
a challenging start: “We have to trust the process
and believe that we can make progress. We’ve
had a lot of challenges this year, but I remain
patient and optimistic about our potential.”

MT Stinger 2
MT Helmets is making waves in the South African
market, especially with their quality and affordable
offering, the Stinger 2 helmet. Renowned for its
exceptional quality and striking design, the MT Stinger
2 has captured the attention of riders across South
Africa and the world. Crafted for both everyday
commuting and spirited sportsbike rides, this helmet
stands out for its comfort and impressive quietness,
even at high speeds.
Built with a focus on safety without breaking the bank,
the Stinger 2 features a hi-impact absorption inner
shell and a multiple density EPS liner, achieving ACU
gold approval. Its removable and washable interior
comfort liner ensures hygiene and longevity, while
the quick-release tool-less visor system simplifies
maintenance. The superior POLYCARBONATE shell
offers robust protection, complemented by a multilayered
inner EPS for optimal impact absorption.
Designed with rider convenience in mind, the Stinger
2 includes a non-split cranium, although a secondary
dark-smoke visor is recommended. The visor boasts
a “100% max vision” horizon and is Pinlock ready,
ideal for combating winter fogging. An improved antiscratch
coating extends the visor’s lifespan, while
effective ventilation, including chin-bar and topmounted
air vents, ensures a cool and comfortable
ride. The addition of a “break-away” air spoiler
enhances aerodynamics at higher speeds.
Further enhancing safety, the helmet features a
quick-release visor mechanism and a secure “double
D” ring fastening mechanism. It meets ECE 22-06R
and DOT international safety standards, weighing
approximately 1,450kg across its range of sizes from
Extra Small to Extra Large.
Riders who have experienced the MT Stinger 2 praise
its exceptional slipstream performance, unmatched
comfort, and reduced noise compared to other entrylevel
helmets, all without compromising safety
standards. Max, renowned as the helmet guru at BATT
Tech specialized helmet division, inadvertently put
a previous MT Road Helmet to the test with a severe
impact, and it proved its worth by providing excellent
head protection.
Now available from BATT Tech Specialized Helmet
Division. Contact Max on 082 897 7711 or email
max@batt-tech.co.za
Available in plain
white, matt black,
and 4 style graphics.

Words: Shaun Portman | Pics: BEAM Productions & Piet/Zephnie
FIRST
RIDE
BMW R1300GS
BIGGER
MADE BETTER!
Until now, the R 1300 GS has been a
concept unseen. While it may seem
obvious, this motorcycle represents
a fresh approach, encapsulating
the essence of the BMW GS legacy
but presenting it in an entirely
innovative manner. The 1300 GS
stands apart from its predecessors;
it isn’t an evolution but a complete
overhaul, signifying a pivotal moment
in adventure motorcycle design,
performance, and interaction..

Typically when one thinks of an Adventure bike
the first one that comes to mind is the BMW
GS. Even if you aren’t a biker chances are that
you know of the GS. Each success story has a
beginning though and for the GS, it all began
in 1980, when BMW Motorrad presented the
world’s first large dual-sport motorcycle in
southern France with the R 80 G/S. Since then,
the manufacturer has been setting the benchmark
in this segment. And has constantly been writing
success stories. Since then the BMW GS has
been the benchmark or trendsetter if you will in
the adventure segment. Even today the GS is
still the most popular adventure bike around, the
Godfather of adventure bikes in what has become
the most popular segment of motorcycles
worldwide.
It was only in 2004 with the release of the
1200GS that the GS craze started. The bike
had increased capacity over the older 1150,
as well as increased power and torque while
weighing 30 kilos less. This resulted in an even
more dynamic performance on all terrain and
made the R1200GS the benchmark in adventure
bikes. In 2005, the R 1200 GS Adventure
followed for globetrotters. The R 1200 GS has
been continually refined right down to the very
last detail since its introduction: with the ESA
(Electronic Suspension Adjustment) available
since 2008, the rider is able to adjust the chassis
and suspension to suit the road conditions while
riding. The GS 1200 Enjoyed success from 2004
to 2012 until it was heavily updated in 2013- enter
the R1250GS.
The completely redesigned opposed-twin engine
heralded a new era for the R 1200 GS. For the
first time, the BMW Motorrad engineers installed
a water-cooled engine on the 1250. Moreover,
the motorcycle boasted increased horsepower
and enhanced performance, attributed to
improved ride stability and precision, primarily
due to the semi-active Dynamic ESA suspension.
Additionally, riders now had the option to select
from five different riding modes, rendering the
GS1250 a comprehensive and dynamic choice for
both enthusiasts and adventurers alike.
Jumping ahead to 2024, BMW has undertaken
the most significant overhaul of the GS since the
original 1200GS debut. Expanded from 1254cc to
precisely 1300cc, the GS now boasts unparalleled
power and an extensive array of technological
advancements. As the first production motorcycle
to introduce Front Collision Warning (FCW), along
with radar-adaptive cruise control and blind spot
detection, the GS firmly reclaims its position at the
forefront of technological innovation. Wrapped
in a fresh chassis, revamped suspension, and
redesigned ergonomics, the new GS makes
its predecessor, the outgoing R1250GS, feel
cumbersome and outdated. Although the
test model lacked radar cruise control, the
functionality remains consistent across models,
and BMW’s implementation is expected to be
equally impressive.
The 1300 exhibits significant slimming across
various aspects, evident from the redesigned front

for each valve, each with distinct cam geometries.
Notably, the intake cams for the left- and righthand
intake valves of the partial-load cam vary in
stroke and position, resulting in a phase shift that
opens the two intake valves to different degrees
on a time-staggered (rpm) basis. Additionally, the
power increase is attributed to a revamped intake
system and larger intake and exhaust valves in
the cylinder heads, measuring 44mm (up from
40mm) on the inlet side and 35.6mm (up from
34mm) on the outlet side. In the past, the GS has
always been about torque though and this is no
different on the new bike which is the first thing
you notice after riding it for the first time.
The BMW R1300GS comes with four standard
riding modes: Rain, Road, Enduro, and Eco.
The additional Ride Modes Pro unlocks
Dynamic, Dynamic Pro, and Enduro Pro modes
for enhanced throttle response and cornering
capabilities. The Motor Slip Regulation (MSR)/
Drag Torque Control prevents rear wheel lockups
during rapid deceleration, complementing
the slipper clutch. Additionally, the shift assist
combined with the gearbox offers smoother
shifting compared to the 1250S. The more you
delve into the vast electronic suite, the more
you realize just how advanced it really is. Having
said this, it is easy to navigate once you have
familiarised yourself with it.
beak housing an all-in-one X-shaped headlight
to the sleeker tank and striking cast aluminum
tail section. Despite these alterations, it retains
the unmistakable BMW GS identity, standing out
from the crowd. The new 1300 appears notably
lean compared to the 1250, a testament to its
redesigned motor. With the engine’s six-speed
gearbox now positioned underneath rather than
behind the crankshaft, designers have gained
ample space for tighter packaging of the newly
designed exhaust and the revamped Paralever
rear suspension. For the rear frame, the previous
tubular steel structure has now been replaced
with a die-cast aluminium construction.
BMW asserts that the new air/liquid-cooled
motor delivers 145 horsepower and 149Nm of
torque, courtesy of its wider bore and shorter
stroke dimensions compared to the 1250 model
(106.5 x 73mm vs. the 1250’s 102.5 x 76mm).
Impressively, it generates 129 Nm of torque within
the range of 3600 to 7800 rpm. This makes it by
far the most powerful BMW boxer engine ever
to be produced and fitted in a BMW motorcycle
and in addition, they managed to shed 3.9kg of
weight from 2023 to 2024. As anticipated, the
GS is equipped with the ShiftCam unit, which
adjusts valve timing and stroke on the intake side.
This system features a single-section intake shift
camshaft, housing partial-load and full-load cams

The GS platform’s enhanced suspension
system represents a significant step forward
and for me is one of the most important updates
for 2024, particularly with the redesigned front
Telelever suspension. BMW has introduced
variable front spring rates by employing a
dual-spring setup, improving adaptability. The
Evo Telelever features a redesigned upper fork
bridge, connected pivotally and rotatably to a
steering shaft tube via a radial swivel bearing.
This engineering decision replaces two ball
joints with a flex plate, resulting in a more
robust front end, reduced steering friction, and
minimized flex. BMW’s newly developed Evo
Telelever goes beyond simply replacing ball
joints with a steel plate. BMW has a history of
pioneering electronic suspension technology
which features on the majority of their premium
models, although they have been a couple of
steps behind specialist companies like Ohlins
and WP in recent years. With the 1300GS,
BMW aimed to address this gap and we think
that they most certainly have done so. While
damping adjustments were traditionally the
main focus of BMW’s suspension systems
in the past, the new front shock in the Evo
Telelever introduces a smaller spring within the
reservoir, achieving the coveted variable spring
rate, a breakthrough for BMW and something
that I am sure they will implement on future
models throughout their range.
The Evo Telelever is complemented by the Evo
Paralever, which BMW says has a significantly
stiffer connection to the chassis for better
traction. Also, the swingarm bearing is arranged
off-axis to the axis of rotation of the cardan shaft
joint, while the arm itself is longer, thanks to
the reduced engine length. The suspension is
matched to a new Dynamic ESA as an optional
extra (you can bet pretty much all GSs sold at
the dealership will come fitted with Dynamic
ESA). It still runs in the rider/rider with luggage/
two riders/two riders with luggage parameters
but allows the spring rate to be adjustable
depending on riding mode. Adaptive vehicle
height control and sports suspension are
available as optional equipment.
Good suspension means nothing without a solid
chassis. For 2024, this is a new design using
a sheet metal main frame and cast aluminum
subframe, marking a huge departure from
the tubular steel subframe design seen on
generations of GS’s. This also contributes to the
massive weight saving achieved on the 1300GS.
The main frame is much slimmer, lighter, and
more tightly wrapped around the new motor,
although BMW says the front and rear weight
distribution is the same as the 1250, which itself
had excellent high- and low-speed stability.
On the subject of slowing down, the GS gets
Integral ABS Pro and Dynamic Brake Pro as
standard equipment alongside new four-piston
radially-mounted calipers up front and a twopiston
floating caliper on the rear. The calipers
are top-of-the-line Brembos just branded as
BMW, so of course they are brilliant. The Integral
ABS Pro system engages both front and rear
brakes regardless of whether only the front brake
lever is pulled, offering enhanced braking control.
In both on-road and off-road modes, it allows for
front brake pressure application even without
touching the front lever. When off-road, riders can
choose to lock up the rear wheel if desired. On
the other hand, Dynamic Brake Control prevents
unintended throttle application during braking
by reducing reverse torque reaching the rear
wheel. This aids in optimizing brake performance
without causing rear wheel chattering,
particularly when combined with the Motor Slip
Regulation (MSR) system mentioned earlier.
Whether on the road or on dirt as with the old
1250GS you can grab a handful of front brakes
and come to a sudden and safe stop quicker
than on any other motorcycle I have ridden.
RIDING THE NEW 1300 GS
For many BMW GS owners, road performance
is just as crucial, if not more so, than off-road
capabilities, as not all GS bikes see dirt roads
much like those expensive Land Rovers you see
around town and on school runs that never see
dirt roads. The cockpit feels roomy yet more
compact compared to the 1250 model, with a

It’s no 1290 Super
Adventure with regards to
power and outright speed
though but BMW has
never wanted that for the
GS. The overall package is
well-rounded, even more
so than in 2023.
significantly reduced slimmer frontal area and a smaller electronic
screen offering a fresh perspective. It may take some time to adjust
to the revised switch layout, as most electronic adjustments are
consolidated within the new button on the left, including heated
seat and grips, screen adjustment, traction control, and vehicle
vitals. However, after spending a few hours on board, the logic
behind the engineers’ design becomes clearer and it becomes
easier to navigate.
Starting the engine for the first time revealed a somewhat hollow
sound emanating from the new muffler compared to the 1250,
slightly muffled as well, but the true indication of the motor and
gearbox’s significant improvements comes when on the move. It
really is a day and night difference. BMW has equipped the gearbox
with a sensor signal transmitter for the optional Shift Assistant
Pro, resulting in impressively smooth gear changes, whether up
or down, a gripe we had with the 1250s gearbox which had that
industrial feeling to it.
The newly upgraded engine delivers notably more power, as the
specs suggest, particularly from low to midrange, offering an
immediate throttle response that propels the bike forward smoothly
without the noticeable vibrations of its predecessor to a top speed
of around 235kph. The roll-on races we did between the two
weren’t close to being fair with the 1300GS effortlessly gapping the
now seemingly outdated 1250. With regards to the top end though
there wasn’t much of a difference at all. What BMW has done is
take perfection in many ways and made it even better. It’s no 1290
Super Adventure with regards to power and outright speed though
but BMW has never wanted that for the GS. The overall package is
well-rounded, even more so than in 2023.

Switching between the multitude of riding
modes reveals significantly different
performance levels as with the 1250, however,
I generally only switched between Dynamic
Pro and Enduro Pro, and as always because
I have the mindset of a child, traction control
was always disabled, which can be done on
the fly via the new sub-menu button on the
LH handlebar switchgear. While we are on the
handlebars there is also a new start-up button
which I prefer to the 1250. Overall build quality is
still very much typical BMW, top-notch.
Despite sharing the same wheelbase as the
1250 at 1518.92mm, the bike feels lower to
the ground and longer, mainly thanks to all
the ergonomic changes for 2024. The riding
position is still typical GS, upright and comfy
but different. The stance feels different as if the
bars are further forward and wider. You will be
happy to know that the overall GS charm and
comfort are still present, it’s still a suit and tie but
instead of slippery smart shoes, it now boasts
the latest Nike trainers, making it more versatile
and nimble than before. That famous GS turning
circle is also still very much present making. The
1300GS gives that sit-in rather than sit-ontop
vibe and is now so much easier to move around
the cock pit which is beneficial when riding
aggressively.
On the road, the difference between the old
proven ball-joint Telelever and the new Evo
setup might not be immediately apparent in the
overall feel and ride quality of the GS. However,
the system operates smoothly, offering superb
suspension adjustment easily done via the
dashboard which comes in handy on diverse
and changing terrain. Transitioning from hard to
touring comfort is easily done, more so than with
the old 1250 model, however, the hard setting
still doesn’t quite feel stiff enough in my opinion.
I did manage to bottom the 1300 out over rough
terrain and overjumps but this is to be expected
on a bike like this.
During acceleration, the new rear suspension
and longer swingarm effectively translate every
request for performance into action without
hesitation. The chassis maintains smooth
tracking when power is applied on the street,
evoking a wide grin from my end as the 1300
responds eagerly and abruptly and will challenge
most cars and bikes on a robot-to-robot dash.
Yet the suspension isn’t without issues and
can be quite soft even on the stiffest settings at
times, especially during aggressive cornering
or over large speed bumps—it still delivers an
outstanding ride quality that’s difficult to criticize
and typical of a GS. As smooth as a baby’s
bottom as the saying goes!

The longer swingarm also contributes to more
stable acceleration and handling not only on
the road but also on dirt tracks, especially when
the traction control is dialed back or switched
off altogether. This combined with the smooth
gear changes ensures the GS excels offroad,
demonstrating a significant but obvious
improvement over the 1250GS.
The significant reduction in size and weight
(just under 12kg) of the 1300GS has provided
a clear advantage over its predecessor, the
1250GS, particularly in the dirty stuff, where
you just couldn’t ignore the overall weight and
size of the 1250 in the past. The improved
overall package of the 1300GS facilitates easier
navigation through low-speed, rough terrain,
but the most notable enhancement of the 2024
model is undeniably the performance and feel
of the new Evo Telelever suspension. While the
Evo Telelever performs well on the roads, its true
prowess shines through when tackling dirt.
The improved overall
package of the
1300GS facilitates
easier navigation
through low-speed,
rough terrain, but
the most notable
enhancement of
the 2024 model
is undeniably the
performance and
feel of the new Evo
Telelever suspension.

Even riders with limited adventure or off-road
experience can confidently engage and ride.
For this assessment, we enlisted Ryno Albrecht
and his R1250GS to gauge the advancements
of the new 1300 model. It became apparent
quite quickly that the 1300 surpassed its
predecessor in nearly every aspect. Its
reduced weight makes it notably more agile
and responsive, delivering quicker and more
precise responses to the rider’s commands.
Moreover, the 1300 exhibits significantly higher
power and torque, outperforming the 1250 in
acceleration tests. However, we observed that
the wind protection on the 1250 was marginally
better than that on the 1300.
While the outgoing
1250GS was already
considered the
perfect companion,
BMW has managed
to elevate perfection
with the 1300GS.
The off-road course at ADA Training and Outdoor
Centre with numerous rocks, bumps, and jumps,
highlighted this and was the perfect place to put
the new GS through its paces. The GS effortlessly
maneuvered through the tight, twisty, and uneven
rocky terrain thanks to its enhanced front end and
updated chassis. Compared to previous models,
the machine now tracks much more effectively
and consistently, while still providing ample and
direct feedback through the handlebars. In a
sense, it just feels easier now and not lazy and
at the same time more sporty. More direct and
pinpoint than ever before!
The German manufacturer has effectively
isolated the forces produced by the Evo
Telelever, resulting in a notably easier, more
precise, and consistent handling experience in
tight off-road sections and on off-camber dirt
roads where the front-end instability is typically
a concern. I did get a few front-wheel washouts
but that was more to do with the standard
road-biased tyres fitted. In off-road scenarios,
adjusting the ECU modes becomes crucial for
effectively managing the motor’s power output,
particularly on challenging terrain. The Enduro
Pro mode, characterized by its gentler throttle
response and smoother suspension, delivers
a stable and approachable riding experience.

I particularly appreciated the electronically
adjustable windscreen on the 1300, providing onthe-fly
customization. One aspect that didn’t quite
meet my expectations, despite its visual appeal,
was the standard handguards with integrated
LED lights. These seemed vulnerable to damage
in case of a bike drop and an issue if you want
to fit more durable handguards later, raising
concerns about their durability. Fortunately,
BMW offers a kit to mount the indicators in the
traditional position, addressing this potential issue
and a solution for those who want to fit more
durable handguards.
The 1300GS distinguishes itself with subtle yet
significant enhancements, such as the revised
foldable center stand and the relocated oil
window, now positioned more prominently and
conveniently forward, no longer concealed under
the boxer motor.
As they say, “X marks the spot,” and it seems
BMW has embraced this concept with the
introduction of the new radical X-shaped front
light. While the outgoing 1250GS was already
considered the perfect companion, BMW has
managed to elevate perfection with the 1300GS.
With prices starting from just R355,410, the
legacy of the GS continues to thrive and is now
stronger than ever. A heartfelt thank you to BMW
Motorrad Sandton for providing us with the
opportunity to test the demo model. Contact
them today to experience it for yourself.

Words: Adam Wheeler (KTM Blog) | Pics: Polarity Photo
RACING FEATURE
ENABLER
THE MOTOGP
How do you get to be a Grand Prix Crew Chief and how complex is the job
anyway? Brad Binder’s closest collaborator, Andrés Madrid, tells us the story…

Brad Binder’s MotoGP pitbox is a hive of
characters, nationalities, expertise, and
dedication. The 28-year-old sits at the
back, in his crook, while the KTM RC16s
are fettled in front of him. Wheels are
wrapped, swapped and attached, cables
fly, tools clank. People almost dance
around the small, carpeted space as
they work. Binder usually stares into and
beyond the panorama; lost somewhere
between concentration and focus and
thought. When he’s not armed with a
clipboard or talking into a microphone to
the rest of the group, or staring at a data
monitor, Andrés Madrid is conducting
proceedings and trying to make the scene
move to Binder’s tune.
Brad enters 2024 MotoGP and his tenth
season in Red Bull KTM colors, and
Madrid has been with him through nine
campaigns of this decade spell. From a
data engineer in Aki Ajo’s Red Bull KTM
Ajo Team in Moto3, then Crew Chief
in Moto2 and then the same role in
the considerably bigger expanses of the
MotoGP Factory team since the beginning
of 2021. Binder has been 11th, 6th, 6th
and 4th in his previous MotoGP terms.
Together with Andrés, there is a sense that
’24 could be something even more special.
If there is one fallacy with MotoGP
‘awareness’, then it’s a lack of light on
the role that the team play inside and
outside the pitbox and the value to the
result. There are 22 highly skilled, highly
experienced (they have been competing
since they were small children), highly
motivated and extremely brave athletes on
the grid. But behind every single one is a
knowledgeable, weathered and diplomatic

Crew Chief. For every player, there is a manager.
One wouldn’t exist without the other. The Crew
Chief is the link, the translator, the pacifier and the
problem-solver and the rider’s first touching point
with the sporting world beyond the lines of the
asphalt.
So how did a South African and a Spaniard forge
such a connection? And how did Madrid make his
way up to the point of being a Grand Prix-winning
orchestrater?
After we won the Moto3
world championship
with Brad in 2016, Aki
picked a few of us to
go with him to Moto2.
Instead of data though
he wanted me to be
a Crew Chief. My first
answer was ‘No’!
“I was working in a small national championship
around my home town in Valencia while I was at
University,” the slight, 37-year-old starts to explain.
“I was studying mechanical engineering but I was
always a fan of motorsport. I ended up with an
opportunity to join an established Grand Prix team
from the area and go to the world championship,
but I wanted to graduate first. In my last year at
University, I had a call from Aki Ajo; it was at the
end of 2012 when they had just won the first
Moto3 title with Sandro Cortese. I thought ‘wow,
OK, this is the time’. I knew it would be tough to
study and work but it was just for one year. I didn’t
want to be a mechanic and ended up changing
my field to design engineering, which is more
about ideas. I then wanted to learn more about
electronics because I was leaning more towards
the data side. After that I studied more electronics
and electronic engineering and did a Masters. I
was a few years in the University! I did it together
with a job at the races.”
Madrid’s combination of intelligence, being part
of the paddock community and committing
to the demands of racing meant he started to
find his place in the Grand Prix establishment.
Ironically, he did not see a data role with Ajo and
an emerging talent called Brad Binder in 2015
leading one day to being Crew Chief.
“After we won the Moto3 world championship with
Brad in 2016, Aki picked a few of us to go with
him to Moto2. Instead of data though he wanted
me to be a Crew Chief. My first answer was ‘No’!
I had studied a lot of engineering, and my focus
was on data and strategy and perhaps one day
for MotoGP. I wanted to be a specialist. It wasn’t
my goal to ‘manage’ a team. Aki asked again
and I resisted. I said ‘Aki, I’m sorry, but this is not
my business, and I don’t think it goes with my
strengths’ and the third time he said: ‘OK, I’m not
asking anymore! You have to do it!’”
Ajo clearly saw something in the way that Madrid
exists in the pitbox and in the team dynamic. From
that moment in Moto2, Andrés accelerated his
education once more. “Among the older Crew
Chiefs that we had in the garage – we had Brad
and Miguel Oliveira in Moto2 – was Massimo
Branchini, who is a legend, and I learned a
lot from him. When I started in the Spanish
Championship he was working for another Grand
Prix team and brand and we ended up sharing
a box: I was sitting there in the corner looking
at how the team worked and how professional
they were. It was two-three steps higher or
better than us in the Spanish Championship. I
was asking questions and talking and trying to

take in everything, like an annoying kid in the
background. A few years later I was working
alongside him with Aki! For me it was super-nice,
and I was still trying to learn as much as I could.
I was like a sponge around him. He always had
the patience to sit with me and answer all my
questions, and at the same time if I could help
him with something – because we were both
trying to develop a bike – then I did because we
had to develop software and I could use my skills
with programs and things. I think we were quite a
competitive team.”
Binder won eight Grands Prix in three years and
was close to the 2019 title. MotoGP then turned
up on the doorstep. After Binder’s rookie season
in 2020, Madrid was again in demand for 2021.
“Mike Leitner [then Red Bull KTM Team Principal]
asked me to go with Brad. Again, I resisted. I said:
‘Mike, there’s no way! It is too much. I’ve never
worked in MotoGP so how can I handle this?!’ It
was another level: two bikes, a much bigger crew,
the tires, brakes and electronics were different.
They needed someone with experience. He told
me a few stories of his own start in the deep
end with another factory and it gave me some
confidence. At least nobody could say I was overconfident!
I was very honest from the beginning,
and Mike still thought I could do it. When
someone has a lot more experience than me then
I really listen to what they have to say. I thought if
‘Mike Leitner is telling me this…then I trust him’.”
“When I arrived in the MotoGP box, I realized the
rest of the guys were a few steps in front of me. I
would ask them if they’d sorted something: ‘done’.
Then if they had checked something else: ‘done’.
It was incredible. The experience was almost
overwhelming, and I knew working like that and
being surrounded by a crew like this made my life
super-easy. They are experts.”

Madrid had a grasp of the technical realm but dealing
directly with riders, personalities and pressures and taking on
responsibilities was another ball game. “I soon realized that my
job is dependent on the results and only the results. Even if you
think you are doing things right and the team is good, but the
results don’t come then you are in ‘danger’. It’s like this. Life
does get more complicated. You feel it on your shoulders, and
you cannot compare it to any other position in this sport. You
get used to it in a way and over time, but I have to say that every
night when you go to bed you carry some of it with you, and it
can make for difficult nights; and this doesn’t get any better. I
don’t know how it is for the other Crew Chiefs but you can read
between the lines sometimes when you talk with them. You look
at each other and you know, but it is something you don’t say.”
Brad’s story is familiar. His pace at the beginning of his rookie
season was encouraging. By round three he would deliver a
milestone MotoGP victory in the Czech Republic. In Austria, a
year later, and with Madrid in his corner, he’d earn another win.
Binder is the largest and most valued cog in the machine, and
there are few who know how to make the #33 turn like Andrés.
“The more he is ready to win the more clear he is about what
exactly he needs to be faster,” he smiles. “When he has a very
clear idea then he does not stop, he just keeps pushing to get it.
I mean, that’s needed. Really needed.”
When you see the
confidence is not good
then riders tend to
become more sensitive
with the bike and
changes. They start to
get more worried with
other things, but since
I have known Brad
from the first day he
puts massive trust in
the group.

“I have seen it in every class: there is a
moment, a click, where he is super-high and
it doesn’t matter what you do on the bike he
is super-fast anyway,” he adds. “When you
see the confidence is not good then riders
tend to become more sensitive with the bike
and changes. They start to get more worried
with other things, but since I have known Brad
from the first day he puts massive trust in the
group. He will say ‘guys, this is what I need…I
trust you with whatever you decide, and we go
100%’. This makes our lives much easier. I’ve
seen other riders much more involved on the
technical side and it becomes much more tricky
because they think they know! OK, they know
a lot because they see and feel things that we
cannot through the data…but there are still other
things that they don’t. We have a much bigger
picture on the technical side than them. There is
a reason why we do the things a certain way.”
If Binder, or any MotoGP rider, is the leader,
then the Crew Chief is the ultimate second in
command. The one taking the meetings, making
technical decisions, sustaining group harmony,
and sanding the platform for the athlete to turn
up and excel. “When the rider has a set mood
then he transmits a calmness to you. They lead,”
he claims. “The calmness means that whatever
decision we make, he will still make it happen
out there.”
The rider/crew chief chemistry is one of the
small magic elixirs of MotoGP. Two ingredients
and two highly specialized individuals in a
high stakes sport. No wonder the post-race
celebrations always look so cool.

Words: Monster Energy | Pics: Monster Energy & Hero Motorsports
RIDER INTERVIEW
HERO
FOR
HERO
ABU DHABI DESERT
CHALLENGE CHAMPION
AARON MARE
Aaron Mare, a last-minute inclusion to the
team for the second round of the 2024 FIM
World Rally-Raid Championship, was initially
intended as support for Monster Energy/Hero
Motosports’ lead racer, Ross Branch, the ‘24
Dakar Rally runner-up. However, the South
African rider defied expectations, displaying
remarkable skill and claiming the top spot in
the challenging competition.

What happened in the world of Rally GP motorcycle racing
this past month was akin to a world champion boxer’s sparring
partner taking the title.
Monster Energy/Hero Motosports’ Aaron Mare, a last-minute
addition to fill in for the team at the 2024 FIM World Rally-Raid
Championship’s second round – the 33rd running of the Abu
Dhabi Desert Challenge – was supposed to be a support racer
for Monster Energy/Hero Motosports’ No. 1 guy, ’24 Dakar Rally
runner-up Ross Branch.
Mare, a fellow South African countryman of Branch, was cool
with his role. Filling in for Sebastian Buhler, who was injured at
Dakar, Mare, who resides and rides in Abu Dhabi, would help
insure that Branch would come away from the ADDC with as
many points as possible – giving him the overall FIM World Rally-
Raid Championship overall Rally GP class points lead when all
was said and done.
However… in the world of motorsports the best laid plans can
go awry in an instant. And that’s exactly what happened after
Branch, who won the event’s opening Prologue round, suffered a
mechanical failure in Stage 1 – and was never able to recover.
With that Mare took the reins of the Monster Energy/Hero
Motosports Rally 450 and cracked the throttle – two stage wins
(#2 & 4), enroute to a five-minute overall ADDC victory over
Poland’s Konrad Dabrowski (DUUST Rally), with Branch clocking
in with a top five (4th) finish.

Not only was the win for Mare his first ever in
FIM Rally-Raid, but he also delivered the Hero
Motosports manufacturing company its first
win, helped them past Monster Energy/Honda
Team (which was not participating in the event)
and into 1st place in the W2RC Manufacturer’s
title chase and, with the most impact, gave the
1.4 billion people strong country of India its
first-ever win with India-based Hero.
With that, Monster Energy gave Mare 24
hours to catch his breath, then hit him up to
get his size of this unreal event with such a
storybook ending.
Monster Energy: Yeah, Aaron, congrats from
everyone at Monster Energy on your big win at
Abu Dhabi. Let’s start by having you discuss
what it meant to win your first FIM World Rally-
Raid Championship round this past week at
the Abu Dhabi Desert Challenge.
Aaron Mare: It’s a dream come true for me.
And honestly, it’s only starting to sink in now.
Last year this time I didn’t even have a bike
to ride. But I was waking up every day and
training as hard as I could believing that I
would get the chance to get back to racing.
So to come back to my first Rally since Dakar
2022, and get my first ever win let alone in a
country I’ve called home for the past seven
years, is really something I could only dream
of. The Abu Dhabi Desert Challenge was my
first ever Rally back in 2019. It has always
been a special race to me and now it just got a
whole lot more special. I just can’t thank Hero
Last year this
time I didn’t even
have a bike to
ride. But I was
waking up every
day and training
as hard as I could
believing that
I would get the
chance to get
back to racing.

Motorsports, Monster Energy and Acacus enough for
giving me the opportunity to get back out there and
show what I can do.
ME: Talk a bit about the process leading into Abu
Dhabi – from when you got the call from Hero
Motosports asking if you would like to replace the
injured Sebastian Buhler (Dakar crash), to any
testing you were able to do prior to the ADDC to get
acclimated to the Hero 450 Rally bike.
AM: As soon as I got the call from Waffi it was an
instant ‘YES!’ I love the team and everything that
comes along with being a part of their program.
There were a few delays in getting the bikes from
Dakar, but fortunately the guys had a backup bike
that I could get some saddle time and testing done
on in Dubai. And then shakedown in Abu Dhabi went
really smoothly. It really didn’t take long at all to feel
Having guys
around with
that winning
mentality, yet
still humble and
level headed,
can only benefit
the people
around them.
at home on the Hero 450 Rally bike as we can
all see the level that they are competing at now.
The bike is really incredible and so easy to ride. I
could immediately tell how much hard work and
testing has gone into it and I think the results
show that.
ME: This wasn’t the first time you got the call
up from Hero. In 2021, just prior to the start
of the ’22 Dakar Rally, Hero team manager
Wolfgang Fischer hit you up to come replace
Monster Energy/Hero team racer Franco Cami
for the 2022 Dakar Rally. You ended up placing
a highly respectable 15th, racing alongside
Joaquim “J-Rod” Rodrigues. Talk a bit about that
experience and how it assisted with your return
to the team for ADDC, along with having (injured)
J-Rod on hand to provide advice and race
assistance this past week.
AM: Dakar 2022 with Hero Motorsports was a
great experience for me. It was the first time I got
to work with the team. They were all such a great
group of people, incredibly professional and
made me feel right at home. It really was a nobrainer
to join them for ADDC. Having J-Rod there
with all his experience and advice was great for
me, each day just went so smoothly and I learnt
so much from him and Ross. Having guys around
with that winning mentality, yet still humble and
level headed, can only benefit the people around
them. I’m incredibly grateful for all the help and it
plays a massive part having a support system like
that when you are competing at the highest level.

I was confident that
I could compete for
a podium though,
and I knew it was
still a long race
where anything can
happen. So I don’t
let things like that
affect me.
ME: So out of the gate at ADDC you placed 4th in the Prologue,
just several seconds behind the winner, your Monster Energy/
Hero Motosports teammate Ross Branch. Was it too early yet, or
at that point (Prologue) were you confident you’d have the speed
to run with Ross and, possibly, challenge for a podium position?
AM: It had been a while since I’ve done a rally, so in the back of
my head I was wondering how I would stack up against the other
riders. I’m fortunate that I get to train with Mike Docherty pretty
much year ‘round. And I know Mike has really good speed.
So I had a pretty good idea of where I was. Honestly, I wasn’t
so happy with how my Prologue went. I made a small mistake
and lost some valuable seconds, which can be costly when
it’s such a short special. I was confident that I could compete
for a podium though, and I knew it was still a long race where
anything can happen. So I don’t let things like that affect me.
ME: A runner-up position in Stage 1 to your friend and South
African, as you’d mentioned, countryman Michael Docherty
(KTM). It was also during that stage when Branch ran into some
mechanical issues, which had you in 2nd place overall. How
were you feeling on the bike after the opening stage?

AM: I was really happy with my first stage; the bike was handling
exactly how I wanted. Things just started clicking for me and I was
riding with so much confidence, especially in my navigation. By
the 50km mark I had caught the lead group and managed to open
the rest of the stage for around 200 km, the first time I’ve opened
a stage. I really surprised myself with my opening speed that day,
which gave me a lot of confidence going into the following stages.
ME: Stage 2 would be both triumphant and bittersweet at the same
time as you ended up winning the stage, but had to see Docherty airlifted
from the track after a gnarly get-off. You and Konrad Dabrowski
(DUUST Rally) had stopped to aid Docherty, which put you back
in the field. But due to FIM rules, you were credited with the time
spent – and you won the stage by 2:08 over Dabrowski, and took
the overall lead in the race. Talk about Stage 2, and, however you’d
like to put it (blessing, Karma, ‘good vibes’), the sportsmanship you
showed in stopping your race to assist a fallen rider.
It allows all of us
to compete at
such a high level
with a certain
level of security
and for sure that
helped me get my
head right and
carry on with the
stage and get my
first stage win.
AM: I couldn’t have put it in better words myself. It’s always tough
seeing a rider go down let alone one of my best friends. I’m glad I
could be there for my buddy and assist the medical team any way
that I could. It’s really important for us to help other riders in these
situations and I’m glad the rules allow us to be there for each other.
It’s one of the reasons I love racing rally; the sportsmanship and
camaraderie is really something special and I think it’s great to know
that your fellow competition is always there for you when you’re out in
the middle of the desert. It allows all of us to compete at such a high
level with a certain level of security and for sure that helped me get
my head right and carry on with the stage and get my first stage win.

ME: Stage 3 had Branch return to the top of
the podium, as you brought ‘er home in 4th –
preserving the overall lead ahead of Dabrowski
by 5:05. At this point Branch was still a ways
back, but no doubt in the hunt for the overall
victory. What were your thoughts following Stage
3, both as the race leader and your chance at the
victory, as well as the fact that you were there to
support Branch and his effort at victory, along
with accumulating the most points possible for the
overall season WRRC title?
AM: It started to sink in a bit at that point that I had
a good shot at winning it. Of course I knew my job
was to help Ross in any way that I could. He has
a great chance at winning the championship this
year and I think we both made a great team by
getting through some challenging moments in this
race. At this point I was just trying to do the best
job I could for the team and myself.
ME: Without a doubt, the biggest news out of
Stage 4 was Branch taking the lead racers –
Dabrowski and 3rd place (at the time) Jean-Loup
Lepan (DUUST Rally) – purposely off the track on
a wild goose chase to give you the stage win and
a commanding 10:14 lead over Dabrowski (22:05
over Lepan and 47:55 over Branch) heading into
the 5th and final stage of the ADDC. Talk about this
move, the teamwork from Branch, being the turning
point of the race that allowed you to bring home the
victory – your first ever overall WRRC win.
AM: Haha, yeah, it was an interesting one for
sure. Ross knew it was going to be pretty tough to
make up the time he needed and was still going
for the overall podium. It’s always tough in the
dunes when you are opening the stage to not lose
time, so he brought out some tricks which worked
in my favor - and almost worked how he wanted
for himself. I always try my best to stay focused
on my nav and trust myself, so I was just out there
doing my own thing and picking what I think is
the best line. It’s never a nice feeling following
someone else’s line and then getting lost.
ME: Comfortable lead heading into the final Stage
5, but by no means were you out of the woods,
er, desert yet. Talk about the Monster Energy/
Hero Motosports game plan with you and Branch
heading into Stage 5, things you and Branch, as
well as J-Rod, had discussed.
AM: We knew my lead was enough going into
the last stage even if the guys behind me caught
me, barring any silly mistakes from my side. Ross
and J-Rod were really supportive and told me to
just keep doing what I’ve been doing, stay calm
and just manage the race. I didn’t want to let the
moment get to me and just tried to play it as smart
as I could and eliminate as much risk as possible.
The Monster Energy/Hero Motorsports team were
really on point with everything and so supportive
throughout the whole race.
ME: Did you get any sleep the night before Stage 5?
AM: I’m a pretty relaxed and calm person so I
slept like a baby! Haha.. I’m sure it helps when
you’ve been racing in some gnarly dunes all week
to get a good night’s rest too! Honestly, I was
just so stoked to be in that position and prove to
myself that I had what it takes to get the job done.

ME: Stage 5 goes off well, Branch winning and you rolling in
with a 4th place finish – and the overall ADDC victory. What
was going through your head from the time you staged the bike
at the start line, to when you rolled through the finish knowing
you’d won the 2024 Abu Dhabi Desert Challenge?
AM: I had to compose myself and remember everything the
team had told me and, mostly, to stay focused. It’s easy to
make silly mistakes or have a crash if you relax too much. Once
I got over the line and the guys from ERTF (FIM race officials)
give you the nod that you haven’t got any penalties/missing
waypoints it was a massive relief and I finally got to enjoy the
moment! It was probably the longest 200 km stage I’ve ever
done though! Honestly, I’m just so happy all the hard work has
paid off and I’ve enjoyed every moment to get here.
ME: So not only did the win give you your first career WRRC
victory it was historic for Monster Energy/Hero Motosports -
and the entire country of India as well - as it was both firsts for
Hero and India as well. Talk about that.
AM: It’s been an incredible year for Monster Energy/Hero
Motorsports and the country of India coming off some
phenomenal results at Dakar. And now to get their first WRRC
win, leading the overall standings with Ross, myself in 3rd and
leading the Manufacturing standings? You really can’t ask for
much more! It really does feel surreal to be a part of all of this to
make some history! It’s been an absolute honor and pleasure
to achieve this.
Honestly, I’m
just so happy
all the hard
work has paid
off and I’ve
enjoyed every
moment to
get here.
ME: What are your plans for the rest of the 2024 FIM World
Rally-Raid Championship season, and anything else you’ve got
going on with Monster Energy/Hero Motosports?
AM: I’m still working on a few things but I’m hoping this result
will put me in a good position to keep working with Monster
Energy/Hero Motorsports. So, hopefully, I’ll be seeing you at
some more races!
ME: Right on, Aaron. Again, congrats on your big win from
everyone at Monster Energy and best of luck the rest of the way
this year.
AM: Thank you so much! I just want to give a massive shout out
to Hero Motorsports Team Rally, Monster Energy and Acacus.
Lastly I want to thank Waffi, Joe, Talal and all the people that
made this happen for believing in me and giving me a shot!

LOCAL RACING: SUNBET ZX10 MASTERS
COAST
BATTLE AT THE
Words: Shaun Portman | Pics: Beam Productions
Round 2 of the 2024 Sunbet ZX10 Masters Cup
was recently held in Cape Town at the Killarney
International Raceway between the 15th and 16th
of March. If Round 1 at RSR was anything to go
by, we would be in for a treat with Round 2 and I
am glad to report that it didn’t disappoint. A lot of
riders made their way down to Cape Town early
as there would be an open practice session at the
track on Thursday for riders to themselves up to
speed on the windy and technical track. With 25
riders entered for Round 2, the track action would
be fiercer than ever as riders jostled for the best
position possible.
As always with the Sunbet ZX10 Masters Cup
there are no Practice sessions on Friday but rather
3 Qualifying sessions on Friday and one final
Qualifying session on Saturday morning before the
two races. A rider’s fastest lap time from 1 of the
4 qualifying sessions is taken and the qualifying
results are combined to establish the starting
orders for the two races.
Despite not riding around Killarney for over 4 years
it was multiple SA Champion and double race
winner from round 1, Clinton Seller who took Pole
Position with an impressive 1:11.756 lap time on
essentailly a stock Kawasaki ZX10R machine.
Trevor Westman took an impressive 2nd at his

home track and looked to have good pace. AJ
Venter took 3rd ahead of David Enticott in 4th
who was looking to bounce back after his race
1 crash and race 2 engine blow-up at RSR. Hein
McMahon was looking good in 5th with Jayson
Lamb hot on his heels in 6th. Defending Cup
Champion Graeme van Bredda still getting to
grips with his new ZX10R machine in 7th with
Brian Bontekoning in 8th. David Veringa took
9th on his Wheels Online sponsored ZX10R with
Piers Canute rounding out the top 10 in 10th.
Qualifying set the stage for an exciting race day
with riders eager to place well and set PB lap
times. Race 1 was all about Clinton Seller who took
victory by just under 10 seconds, his third of the
season. The battle for 2nd and 3rd was intense
and eventually just won across the line by AJ
Venter, who just finished ahead of Trevor Westman.
Enticott had a solid ride to 4th ahead of McMahon
in 5th. Graeme van Breda had a lonely ride to 6th
ahead of a stunning performance by local rider
Piers Canute in 7th. David Veringa followed him
home in 8th with AD van Dalen in 9th and Lubabalo
Ntisana hot on van Dalen’s heels in 10th.

Race 2 and it was again Clinton Seller on his King
Price Xtreme ZX10R who dominated, this time
by close on 13 seconds, taking 4 out of 4 wins
so far this year. A race-long battle once again
commenced between Venter and Westman,
but it was Westman this time who got the better
of Venter for 2nd. Hein McMahon had a stellar
second race, setting some impressive lap times
to finish 4th. Jayson Lamb took fifth, a much
better showing in race 2 after he was handed a
jump start penalty in race 1. Bontekoning took
6th just ahead of Veringa in 7th after a race-long
battle. Another solid ride and race weekend for
Piers Canute who crossed the line in 8th in race
2. Ntisana had another good showing in 9th
finishing ahead of Le Roux who rounded out the
top 10 in 10th. It wasn’t an easy weekend for van
Breda who had a massive crash in the second
race at the end of the back straight forcing him to
retire. Luckily he sustained no major injuries and
should be back stronger for the next race.
Round 3 of the 2024 Sunbet ZX10 Masters Cup
will once again form part of the Extreme Festival
and will take place at Kyalami on the 11th,12th,
and 13th. See you all there!!!!