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SPORT • TOURING • CRUISER • ADVENTURE

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MAT OXLEY
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ARE HERE
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 M A Y 2 0 1 8
1

POWERED BY

DIABLODAYS
 SOUTH
AFRICA MOTOGP COLUMNIST
FIRST RID E GSX150F MAT OXLEY ON ROSSI
SUZUKI GSX250R & SOUTH
AFRICA

ENTURE
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YAMAHA MT-07
ADVENTURE 2018/02/14
11:38 AM
Cover-April18.in
GOOD NEWS - THE 2018 NEW
BIKE BUYER'S GUIDE IS BACK
IN!
dd 1

2018/03/14
1 2:49 PM
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Cover-Marc

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MOVE WITH THE TIMES
The
editor
The winds of
change have been
blowing here at
the SuperBike
offices. Firstly,
Gareth, our Jack-of-all-trades
(magazine designer, racer - on and
off road, Facebook driver, website
designer, pool man, 2-seater
pilot, fellow instructor, bike tester,
race columnist and basically
all round good guy) has left us.
Yamaha has snapped him up to
run their marketing, PR, race team
management and events. It’s a sad
loss to us and a big gain to them
but we wish him well for his future
endeavours. The man is a father
now and needs to build his own
path. Thank you Gaz, you have been
an absolute asset to us, we will all
miss you.
But it’s not all bad, we’ve had a
big shift here at the office as well
and we’ve hired Robyn Harris who
has a degree in graphic design and
is a photographer by profession, so
not at all bad and this magazine is
mostly her first attempt at things
with two wheels. So welcome
Robyn, I hope you’ve found your
home and we are looking forward
to your design touch. Now just to
teach her how to keep the pool blue
and ride motorcycles. She does
want to learn to ride to so that’s a
start, but we don’t think she is that
into pools. More changes still, my
son, Daniel, who is also as besotted
with motorbikes as I am, will be
Proud ‘sunnies’ supplier to the SuperBike SA Team
Managing Editor Art editor
Natalie Brits Robyn Harris
Start where you are. Things aren’t
Clinton Pienaar Use what you have. always #000000 and
Do what you can. #FFFFFF
clinton@superbikemag.co.za
082 887 2053
011 791 4611 011 791 4611
natalie@ design@
joining us, doing a bit of everything superbikemag.co.za superbikemag.co.za
and hopefully will free up my time
for me to concentrate on building Contributor Contributor
Bill Hunter Wes Reyneke
the youth racing program as well Keep it washed! Worry less.
as the BMW RR Cup which you’ll Ride more.
read about later in this magazine.
So right now it feels hectic but we
have a very good team to take on
the future and bring you lots of bill@ wes@
billysbikes.co.za
motorcycling news. ratherberiding.co.za
Looking at the cover you’d say Contributor Contributor
it’s a bit of a naked bike edition Gav Foster Roland Brown
and you’d be right. The launches A writer, I think, is Authored a dozen
someone who pays books about bikes.
are all about naked bikes but all attention to the He raced in UK
in their own niche, from the 401 world. Superstock and
Vitpilen, to the brutal MV 800R World Endurance,
and has tested bikes
Brutale and the more classical 1100 ranging from classics
gavfos@
Scrambler. Even our custom café telkomsa.net
to factory MotoGP
machines.
racer from RACE! is a naked and
the level of detail is astounding. We Contributor Contributor
send Thomas to Morocco on the Andy Biram Mike Nicolaou
Bridgestone Battlax Adventure A41 There’s no time for a Do what is right, not
and T31 sport touring tyre launch kak time! what is easy.
and he comes back with an invoice
to repair a front rim; you just can’t
get decent help anywhere these
andy@ mnicolaou@
days. adventureacademy.co.za sky.com
Interestingly we have an article
on bikes that sold over a million, we
bring you some history on USA flat MotoGP Columnist
track racing and Mat Oxley gives us Mat Oxley
some inside information on what’s Mat Oxley has been writing about as two anthologies of his feature
motorcycle racing since the early writing, The Fast Stuff and Zen
happening in the pressure cooker 1980s and has covered the world and the Art of Motorcycle Racing.
called MotoGP. championships full-time since 1988. He raced motorcycles throughout
So a very interesting issue, hope He has written many acclaimed the 1980s, taking an Isle of Man TT
books on the sport, including victory in 1985 and second-place
you enjoy it. biographies on Valentino Rossi and finishes in the Le Mans and Spa-
Mick Doohan, the Cold War racing Francorchamps 24 Hours races.
spy thriller Stealing Speed, as well
9,428
Average per month
Audited figure from September - December 2017
Suits Small Print
Publishing director
Clinton Pienaar
082 887 2053
clinton@superbikemag.co.za SuperBike is produced and published by SABA.
Clinton Pienaar Clinton Pienaar’s PA
Enquiries on 011 791 4611. E-mail us on: info@
Michaela Vorster superbikemag.co.za. Call us if you can’t find
011 791 4611 the mag anywhere and we’ll do our best to
info@superbikemag.co.za sort it out.
Ad Sales Call 011 791 4611 if you have trouble finding us.
+ Subs No part of this magazine may be reproduced in
Natalie Brits whole or in part without the written permission
011 791 4611 of the publishers.
natalie@superbikemag.co.za
KZN
Printed by Paarl Media. Distributed by On
Loraine Joubert The Dot.
083 283 3350
loraine@violetcreative.co.za
SABA own the rights to everything in this
mag plus what has been published under the
Jokes SuperBike name in years past!
Copy anything and you’ll have to subscribe to
I love my motorcycle any other local bike mag and get nothing, or
we’ll organise a wild card ride in the World
- it’s great for getting SBK on an Italjet 50...and we know you don’t
to the front of queues want that.
quicker. It does always NEXT ISSUE ON SALE: 28 MAY 2018
terrify the other people Contact us
in the post office 011 791 4611
though.
info@superbikemag.co.za
www.superbikemag.co.za
INTRODUCING THE 2018 MT-07
THE ALL-NEW
IMPROVED RIDING MT-07 WILL BE
POSITION REVEALED AT THE
COMPACT
AND
LIGHTWEIGHT
CHASSIS

RESTYLED BODY

REFINED
DEEP AND SUSPENSION
LINEAR TORQUE

MT-07 TRACER MT-09

MT-10 TOURER EDITION &

MT-09 TRACER MT-10 MT-10 SP DEMO MODELS ONLY

www.yamaha.co.za · +27 11 259 7600 · Facebook: Yamaha Southern Africa · Instagram: @yamahasouthafrica · YouTube: YamahaMoto_SA
CONTENTS
this is where you start

May 2018

cover features

26 MV
WORLD LAUNCH
Agusta Brutale 800R

32 Svartpilen
LOCAL LAUNCH
and Witpilen

38 Bridgestone
WORLD LAUNCH

20 World launch
Ducati 1100 Scrambler
regulars

8 NEWS - New bikes and local news.

14 SUPER STUFF - Latest products.
18 LETTERS - You write, we answer.
72 BIKE BUYER GURU - Warranty.
74 LONGTERMERS - KTM 390 Duke
78 Q&A - Technical issues solved.
84 RACING - MotoGP and local racing.
96 BUYER’S GUIDE - It’s back.

features

44 Bikes
FEATURE
that sold over 1 million

50 Top
FEATURE
5 customs

58 USA
RACING
flat track racing

64 Race!
RACING
Cafe Racer

6 MAY 2018 www.superbikemag.co.za

 RACE
BRED
Photos: H. Mitterbauer, S. Romero

R10,000 SPEED BONUS

Take the excitement of KTM’s MotoGP race effort to the street, with a competition-
inspired KTM RC 390. Finance your new RC now and KTM will pay your deposit of
R 10,000.00 to celebrate KTM’s step into the world’s premier motorcycle race series.
Because it’s never been that easy to take our racing genes to the road*.

* Promotion valid from 1 April 2018 to 30 June 2018 on all new, in-stock RC 390 2017 models, while stocks last, at all participating KTM dealers. All information with the proviso that
mistakes, printing, setting and typing errors may occur. Please consult your local dealer for further details. Terms and Conditions apply. Finance is subject to approval. Initiation
fee and service fee may be applicable. KTM Finance is a product of WesBank - a division of First Rand Bank Ltd. Registered Bank. An Authorised Financial Services and Registered
Credit Provider. NCRCP20.
 THE BMW F 750 GS
THE BEGINNING OF SOMETHING NEW
I
t keeps your engine running,
every day. Your heart beats to
the rhythm of the BMW F 750
GS. It’s your ticket to the adven-
ture. Because with the balanced
Enduro all-rounder, you will master
all paths, regardless of the road
surface, and expand your horizons
– because you want more. The F
750 GS gives you more power, more
comfort, more spirit of GS. Feel
the strong-charactered engine and
enjoy the ease of handling of the F
750 GS. While you’re off discovering
8 MAY 2018 www.superbikemag.co.za
the world, you have the bike with
the automatic stability control (ASC)
and the ABS safely under control.
And with the ex factory option
Connectivity, the 6.5 inch TFT-dis-
play shows you among other things
which junction you have to turn off
at or who is calling you. Clear and
concise – without distracting you
from the road. The entry into your
next experience is – also thanks to
the low seat height – easier than
ever before.
 NEWS

THE BMW F 850 GS

CASH
ADVENTURE IN THE BLOOD

Y
ou live for the challenge. Where others
turn back, you ride on. Overcome bound-
aries. Obstacles are transformed into

FOR
possibilities. Adventure flows through your
veins. Atop the F 850 GS, you will easily
master the offroad track thanks to the 21 inch front
tyre. What matters is that your attitude and curios-
ity spur you on – regardless of how far you want to
travel with the F 850 GS. And regardless of whether

BIKES
you take it through the mud: With the Connectivity
ex factory option, you have access to the navigation,
telephone, media and vehicle-relevant data at all
times. Clear and concise on a 6.5 inch TFT-display
– without any distractions. Giving you more time
for what is important. And allowing you to discover
what lies over the horizon.

WE BUY AND SELL

GOOD CONDITION
SECOND HAND
BIKES

www.bobbyscott.co.za
Cnr. Breed & Taaifontein Road,
Montana, Pretoria.
Tel. 012 548 0040/45
Grant Scott 082 706 0070
grant@bobbyscott.co.za
GPS - S25’ 40.724’
E 028’ 16.326’
YAMAHA SURPRISE! the larger capacity MTs, and features a
restyled tank with bigger air scoops that
give a more dynamic look - and a bolder
a new rebound damping adjuster on the
rear shock makes it easy to set the MT-07
up to suit different riding conditions.

2
018 Yamaha MT-07 to be revealed at
South Africa Bike Festival
The 2018 South Africa Bike Fes-
tival sets the stage for the reveal of the
updated Yamaha MT-07, happening from
25-27 May 2018 at the Kyalami Grand Prix
Circuit in Midrand, Gauteng.
The new MT-07 comes with a range of
improvements that build on the strengths
of this middleweight naked, while also
enhancing its style, finish and comfort -
as well as underlying its excellent value.
Restyled body
The 2018 model’s more mature
restyled body design takes its cue from
headlight design gives a more imposing
face. The new model also benefits from
an enhanced finish to the new bodywork,
underlining the 2018 MT-07’s outstanding
value for money.
Improved riding position
A key feature for 2018 is the improved
riding position that delivers increased
riding comfort, and the revised ergonom-
ics are also designed to accommodate
riders of varying sizes.
Refined suspension
Revised front fork settings offer
130mm of plush and predictable suspen-
sion action with a sportier character, and
Deep and linear torque
Developed using Yamaha’s unique
cross-plane philosophy, 689cc 2-cylinder
engine is equipped with a 270-degree
crank that contributes towards its deep
and linear torque output that gives thrill-
ing acceleration and sporty performance.
Compact and lightweight chassis
The MT-07’s compact chassis and
slim tubular backbone frame - combined
with a centralised mass and dry weight
of just 164kg - ensure agile handling and
easy manoeuvrability.
Make sure you visit the Yamaha stand
to view it in the flesh.

SUPERBIKE STILL SBK

O
ur SuperBike team were well and truly spoiled on the
morning of this edition’s deadline by a surprise visit
from none other than our mate, Marc Giltrow, from SBK
Sunglasses. Apparently he decided that we all needed a new set
of sunnies for winter to protect our peepers from the glaring
winter sun.
In a sport where legends are made, SBK Eyewear has at-
tracted a world-wide audience and has an ever growing interest,
bringing with it fashionable eyewear both to the sport and for
everyday wear.

Order yours today by calling Marc on 082 853 4476 or email

him on info@sbkeyewear.co.za. Alternatively visit their website
at www.sbkeyewear.co.za.

ROSS BRANCH: SA’S FUTURE B

ranch’s Dakar dream takes tude was never going to happen
shape overnight, and it took Branch 26
Once a year, nearly 500 years before he signed up for the

DAKAR CHAMP? racers sign up for the Dakar

Rally - a gruelling 14-stage race
that involves navigating through
some of the most extreme terrain
in the world.
For 12,875 kilometres, riders
wind through South America to
add their name to the coveted
event’s short list of finishers.
In 2019, there is a name that
might stand out from the others
- Ross Branch, the man fondly
known as the ‘Kalahari Ferrari’.
At just six-years old, Branch was
first exposed the Dakar Rally
when it took place from Paris
to Cape Town. Awestruck, he
watched with his father as riders
passed through Namibia and
vowed that he would someday be
one of them.
Realising a dream of that magni-
Dakar: ‘I finally feel like I’m at the
age where I can go to the Dakar
with the right amount of focus,
maturity and experience to give it
my very best shot,’ he said.
While many have completed the
event, Alfie Cox is the only South
African motorcyclist to have
stepped onto the prestigious
Dakar podium.
The racing legend placed third in
1999, second in 2002, and third
in 2005.
Motivated by such achievements,
Branch comments: ‘I really look
up to Alfie - he is one of a kind,
the ultimate all-rounder that
had what it takes to conquer
the Dakar. He helps me out with
advice all the time, and I’m really
fortunate to have that.’

10 MAY 2018 www.superbikemag.co.za

TRIUMPH
THE RIDE CONTINUES

OPENING SOON

For further information please call 011 444 4441 | email info@triumphbikes.co.za
www.triumph-motorcycles.co.za | Facebook- Triumph Motorcycles South Africa
Corner South & Dartfield Roads, Eastgate ext 13, Sandton
 DR. JEKILL & MR. HYDE
The Exhaust

12 MAY 2018 www.superbikemag.co.za


Y
ou know that feeling? It is early
in the morning, you need to go
to work and you decide to go
by motorcycle. As soon as you
start the bike and rev it for just
a second you see the lights go on in your
neighbours’ houses. Your exhaust has
just woken up everyone! Wouldn’t it be
nice if your exhaust could also have a
‘silent-mode’. Dutch exhaust manufac-
turers Dr. Jekill & Mr. Hyde may have the
solution for you.
The brand’s name, Dr. Jekill & Mr.
Hyde, originates from the 1886 novel, the
Strange Case of Dr. Jekyll and Mr. Hyde,
by Robert Louis Stevenson. Just like the
main protagonist in the book, the exhaust
systems from Dr. Jekill & Mr. Hyde have
two distinct personalities. One the one
hand the silent and socially acceptable
Dr. Jekill, on the other hand the deep and
rumbling sound of Mr. Hyde.
The brand was created in 1997 in a
small town of Belfeld in the south of the
Netherlands, where a small group of
engineers developed their first electron-
ically adjustable exhaust system. They
started as a custom company where an
NEWS
exhaust was hand made for every cus-
tomer that came by with his motorcycle.
Now in 2018 a lot has changed over the
past 20+ years of the brand’s existence,
yet the main principle always stayed the
same: an exhaust with multiple person-
alities.
Read next month’s issue for the full
story on this truly groundbreaking piece
of equipment. Believe us, the build quality
is absolute perfection and the concept
absolutely brilliant. We can only see good
things in the future for this brand.
www.superbikemag.co.za MAY 2018 13
 www.race1.co.za

SC-Project for
BMW S 1000 RR
CR-T Muffler

Full titanium muffler or in carbon fibre.

Link pipe in full titanium with T.I.G. welding.
Everything to install the exhaust on the bike is included: 1 muffler, 1
link pipe, screws, high temperature stickers
24 months SC-Project official warranty

Price - R13, 337.85

GP70-R Silencer
Slip-on muffler. In the slip-on line the specific link pipe is included in
the kit.
Full titanium muffler with CNC-machined pipes in titanium.
Conical link pipe 60mm - 70mm in full titanium.
Carbon protection in carbon fiber included.
Everything to install the exhaust on the bike is included: 1 muffler, 1
link pipe, springs and screws, high temperature stickers
24 months SC-Project official warranty.

Price - R13 728.36

CR-T Muffler with full titanium link pipe

Slip-on muffler. In the slip-on line the specific link pipe is included in
the kit.
Full titanium muffler or in carbon fibre.
SC-Project laser logo on the muffler.
Everything to install the exhaust on the bike is included: 1 muffler, 1
link pipe, screws, high temperature stickers
24 months SC-Project official warranty

Price - R20 085.57

The products displayed are exclusive to RACE!®. The pictures displayed are correct at the time of print of this publication. E&OE

Contact 011 466 6666 • info@race1.co.za • www.race1.co.za • No.5 DYTCHLEY ROAD KYALAMI
 ACERBIS CARBON 3 G.O GLOVES
Now these are very attractive gloves to say the least. Made by the product giants Acerbis who
have been involved with the Dakar and similar events forever, so they know a thing or two about
gloves, right?
These black/Day-Glo yellow ones are primarily for enduro/motard riders but as a summer
glove for road riding we found them to be spot on with regards to comfort and protection. The grey
palm is made from a new material with nano technology called Nanofront, predictably. It offers
high abrasion resistance and ten times more grip than normal synthetic fibres, so they say. Very
cool gloves for the price indeed.

Price: R850
CONTACT: Your local Acerbis dealer or go to www.ampsa.co.za to locate one

BMW GS TROPHY FORMA ICE PRO FLOW

CARBON HELMET Safety, comfort and riding performance have always been Forma’s
top priority and this has been respected thanks to their Flex Control
If, like many, you own any of BMW’s GS range you might like to own System (FCS). The articulated construction system was created and
their top of the range carbon fibre helmet. It’s designed to be an enduro adapted to give the rider decisive protection during wear. The system
and touring helmet riddled, of course, with BMW quality. further supports the ankle, permitting excellent flex movement front-
The ‘film’ seen across the visor is for anti-fog and anti-scratch to-back while still guaranteeing anti-torsion side-to-side. The rear
properties and the chin-bar even has a filter inside to stop you inhaling flex movement comes to a full and complete stop, preventing eventual
tons of dust on your travels. ankle traumas in the case of abrupt movements.
The internals are all washable and the The special shape of the FCS brace
helmet accepts BMW’s matching offers protective cushioning
goggles for serious off-road riding. during rapid or unexpected
Not cheap but it is the best BMW manoeuvres. Forma
make for their GS owners. boots are CE Certified,
designed in Italy and
manufactured in the
Price: R10,700 European community.
CONTACT: www.sandtonauto. Colour available is white/
bmw-motorrad.co.za or call black/yellow fluo.
them on 011 676 6600

Price: R5,495
CONTACT: For more info
contact DMD on 011 792
7691 or visit www.dmd.
co.za

16 MAY 2018 www.superbikemag.co.za

 AKRAPOVIC SLIP-ON FOR
KTM RC 390
The material and workmanship on this slip-on Akrapovič silencer
are just what you would expect from high-end main silencers for large
bikes. The ultimate in style, sports sound and really easy to fit. Consists of
stainless steel outer sleeve and internal parts for an optimum combination

DAINESE FREELAND
of weight saving and durability and slip-on silencer including main silencer.

Price: R10,831.13 (suggested) BOOTS

CONTACT: Your nearest Akrapovic dealer.

This Italian clothing company is nor-

mally associated with fancy race style ap-
parel, especially in South Africa. However,
we now have these new adventure/touring
boots for the South African rider as well.
These high quality items have gen-
uine Gore-Tex inners, which is not only

PIRELLI PROMOTION expensive to make but arguably the best

waterproof/breathable material available.
The rest of the boot is a combination of
thick leather.
Purchase any of the following tyres (front and rear) and you will automatically Rumours are that Mr. Rossi uses these
receive a pair of these awesome Pirelli sunglasses with a protective pouch. The during his winter excursions, but they are
combinations are: Angel GT, Diablo Rosso 3, Night Dragon, Scorpion Trail 2, Scorpion just rumours and why wouldn’t he anyway?
Rally STR, Scorpion MT90, Scorpion XC Midsoft/Midhard. Offer available while stocks
last only.

Price: R4,650
Price: Various CONTACT: wGuts ‘n Gas on 071 101 6146 or
CONTACT: Bikewise on 011 566 0333 for a Pirelli Dealer near you.
visit www.gutsngas.co.za
ww.

VISIT OUR STORE IN

NORTHRIDING!
071 101 6146
WWW.GUTSNGAS.CO.ZA
FOLLOW US ON FACEBOOK
CONTACTPATCH
Write to... Readers’ Letters, natalie@superbikemag.co.za
LETTER
OF THE MONTH
The letter of the month wins a HJC Helmet.
IN ASSOCIATION WITH
Prize is based on availability of models. Pictures
serve as illustration only.
KEEP
ASKING
Hi Natalie/ Clinton
In a fairly recent issue,
‘anonymous’ complains about
customers asking for discount.
I am a businessman myself and
I know business is not easy.
I recently purchased some
adventure riding boots and you
will be surprised at what you can
do by asking for discount. I always
compare apples with apples, but
am shocked by the mark ups on
bike gear. Just look at the 15 or 20
grand ‘trade assist’ you get on bikes.
Please, don’t play the ‘almost cost
price’ game. We work hard for our
money and we just try to get value for
it. The gravy train has long gone.
Great magazine.
Steyn van Noordwyk
Hi Steyn
I agree, you will never know until
you ask!
I do understand that almost every
business is going through somewhat
challenging times and that sales
of most items have taken a bit of a
beating so you can’t blame the sales
guys for trying to get the most they
can on each product.
Natalie
18 MAY 2018 www.superbikemag.co.za
READERS’ LETTERS
DUCATI
V4S
Dear SuperBike
I would love the opportunity to share
my experience of the Ducati V4 Superbike.
Firstly, I take this opportunity in
thanking Ducati Cape Town for granting
me the pleasure of the V4 for an entire
weekend. Thank you for your trust and
confidence, I am extremely grateful!
I too thank Toby Venter and Johnny
for bringing stability of the Ducati brand
back to South Africa. It has been a journey
filled with challenges, so thank you for
ploughing through it all.
Ducati SA, I feel is showcased with
elegance and style and compliments the
Ducati egoists that we are. Thank you to
all!
My Find on THE V4:
The V4 is a ‘bridled, untamed, colt’
waiting for command so that it can
perform beyond all expectation.
The V4 is the most responsive,
lightning quick, yet smooth on
acceleration bike that I have experienced
to date.
On cornering, the stability of the
suspension not only gives a surprising
amount of confidence, it encourages even
more of a roll on of the throttle whilst
cornering, hugging the corners with
precision and ease.
I find the V4 requires less strength
dropping in and out of ‘s’ bends and
leaves me discretely suspicious that it’s
a mind reader. The harder I rode the V4,
the more it excelled at the opportunity to
showcase how much more is available and
how ‘safe’ it is to ride hard and fast.
The quick shift is butter smooth, the
weight distribution is beautifully balanced,
the suspension I found very counteracting
over the bumpy parts (I’m rather light) and
I had no need to stand on the foot-pegs for
fear of been catapulted off my seat.
All the electronics, together with the
suspension, tyres and V4 engine is ‘poetry
in motion’. Outstanding and in a class of
its own. This is an ‘all gender’ machine
and I am hoping that more ladies will
get into the saddle of the V4. It’s a true
gentleman!
My utmost appreciation.
Linda Squires
Hi Linda
Still riding bikes all the time, that’s
fantastic news. I loved the V4, it is a
fantastic machine and everything you
mentioned in your letter is spot on. You
never mentioned if you will be buying one?
Clinton
 TIME FOR A NEW APPROACH TO BIKE
RACING IN RSA
Hi Clinton,
I was chatting (read bellyaching) to
Wayne Shelley and Brad Anassis recently
and they thought I should make contact
with you. They mentioned that you were
likewise unhappy with the state of the
administration of our sport. All I seem
to be dealing with is petty red tape and
additional costs developed by MSA. The
riders’ interests seem to have been
forgotten.
MSA have killed off the HMG
spectacle and are enforcing regulations
upon older riders who do not follow
International best practise. MSA tell
me their chairman is an advocate who
insists upon an ECG; not an eye-test, an
ECG! My heart specialist nearly choked
when I explained the logic involved.
I think that we have a clique of
personalities as directors of MSA who do
not represent motorcycle competitors,
tracks and promoters yes, but not our
local bike racers.
Motorsport is controlled worldwide
by two governing bodies: the Federation
Internationale de l’Automobile (FIA)
responsible for all forms of automobile
sport, and the Federation Internationale
de Motocyclisme (FIM), responsible
for all categories of motorcycling. The
Commission Internationale de Karting
(CIK), forms part of the FIA.
Both the FIA and FIM recognise
only one National Federation in each
country, with such Federation in turn
being responsible for the control and
administration of the sport in its own
country. In South Africa, the FIA and FIM
have transferred their sporting powers
to Motorsport – South Africa (MSA) and
all motorsport events in the country are
held in accordance with FIA and FIM
Sporting Codes. South Africa is one of
only a few countries responsible for
the control of both car and motorcycle
sporting events, with most other
countries having separate governing
bodies for the two disciplines.
It is common cause amongst
motorcycle racers that the efforts made
on their behalf seem to have fallen short
of expectations. In particular the addition
of costs with no benefit to competitors
has drawn their ire.
A breakaway group involving both
cars and bike competitors ‘World of
Motorsport South Africa’ has led to
fragmentation of control in any event.
Various court cases have ensued, and
local anti-competition laws may impact
on the environment.
The overall health of motorcycle
racing in SA is dismal, as is the
industry in general. Proof of such was
the withdrawal of funding of MSA’s
‘Motorcycle Racing Commission’ by the
motorcycle brands (BMW, Kawasaki and
Yamaha).
Corporate sponsorship has died,
MSA has failed to change the BEE profile
of even itself (the board makeup speaks
volumes) and we, in turn, suffer as no
social upliftment programmes for the
sport exist that could assist with the
needs of the ‘corporates’. I have had
these conversations with the banks and
manufacturers in detail in this space.
For exactly the same reasons
that the FIM and FIA are separate
organisations and in the vast majority of
countries the local affiliates are likewise
defined, in my opinion the time for this to
take place in South Africa is upon us.
We had an incident in Cape Town
that proves that the interests of cars
and bikes are not the same; Three of
the International riders who had raced
at Killarney previously, raised the fact
with the Chairman that concrete barriers
and tyres at turn 3 now obscured the
apex and stopped their ability to see
through the corner. This was discussed
with 2 local riders who indicated that
they had the same opinion. The clerk of
the course could not be found and the
chief marshal was briefed about their
fears. The belligerent attitude of the
chief marshal with regards to this safety
matter led to very harsh words between
the CSRA Chairman and the marshal.
Des Easom was contacted by the chief
marshal and the matter ‘semi resolved’
by the positioning of marshals on and
after the corner.
The barrier matter is contentious,
with WPMC explaining that the
positioning of the barriers as
having been approved by the local
representative of the FIA. The FIA is a car
racing organisation, we cannot see how
any experienced motorcycle racing rider
could have signed off on such a change.
MSA will be advised in due course.When
we met with MSA, they informed us that
they were told that the matter had been
‘sorted out’; it hasn’t!
Lee Dutton - Chairman Classic
Superbike Racing Association
Hi Lee
Thank you for your mail, I’ve read it
with interest. You actually bring up a very
interesting fact about most countries
having their own managing body for both
disciplines. To say that I’ve had a few
run-ins with MSA over the years is an
understatement, however, they are easy
to hate and I’ve actually suggested we try
and remedy it through our magazine or
at least attempt to.
Our predicament with what you
suggest is that the future of racing is
only divided into bike days and car days
and, in my opinion, that’s not the way
forward. We need to get our national
class of racing to have 3 classes based
on cheap stock bikes, those being 300s,
600s and 1000s, but they need to be
accompanied by at least 3 car classes.
Thereafter a regional series, who feed
into the nationals, then club series who
in turn feed into the regional series. I’m
a true believer in the saying that the fish
rots from the head and I do believe MSA
lacks in guiding the biking fraternity
in the right direction but, I say it again,
they are easy to hate and to blame and
maybe it’s not just them who are in the
wrong. I’ve had such a battle to get the
390 KTMs to be able to ride with me
but, in truth, I’d like to run a complete
300 supersport class, letting the guys
practice with me and then move up to
nationals when they are ready, but MSA
does not want that, heaven knows why,
our short circuits are the best way to
learn how to ride a bike hard.
MSA is helping and we are getting
there one step at a time. Maybe you need
to sit down with them.
Clinton
www.superbikemag.co.za MAY 2018 19
20 MAY 2018 www.superbikemag.co.za
 By: Roland Brown
WORLD LAUNCH
Scrambler Ducati 1100
Contemporary Classic
Evolution works in a complicated way at Ducati – especially in the joyful
corner of the Bologna factory where Scramblers are built.
I
n one sense the new 1100 is a natural
development, despite moving away
from the original Scrambler’s en-
try-level brief. This bigger model fol-
lows the 803cc Scramblers and 399cc
Scrambler Sixty2 to expand the range
across three capacity classes, echoing
the Scrambler 250, 350 and 450 singles of
the early Seventies.
Yet while the Scrambler 1100 Spe-
cial that I’m riding along a picturesque
coast road near Lisbon looks as though
it’s clearly related to its 803 and 399cc
siblings, and its name and relaxed char-
acter confirm the link, there’s enough of
a familiar feel about the aircooled V-twin
to confirm that its lineage stretches
back a lot further than to 2015, when the
new-generation Scrambler was launched.
This bike’s 1079cc capacity and format
of sohc, two-valves-per-cylinder V-twin in
a tubular steel trellis frame are the ones
that Ducati used for many years with the
Monster 1100 and 1100 EVO. They also
formed the basis of the Hypermotard
1100 models, before both families were
revamped with a new range of liq-
uid-cooled models several years ago.
So while in one sense the 1100 Special
is a mid-sized Scrambler that has grown
up and filled out a bit, at heart it’s per-
haps more of a Monster 1100 – brought
back to life with a fresh Seventies ward-
robe of tie-dyed tee-shirts and flares,
and given something relaxing to smoke
to replace its bare-chested Monster
aggression with a calmer, more laid-back
character.
Just how much more chilled the
Scrambler is can be gauged by a glance
at its maximum power output of 86bhp
at 7,500rpm. That’s only 13bhp up on the
figure of the 803cc Scramblers, which
produce 73bhp; and is 14bhp down on the
100bhp that the Monster 1100 EVO made
on its launch seven years ago.
Not that this means the Scrambler is a
backward step for Ducati. On the con-
trary, its retro image is a little mislead-
ing, because it’s more sophisticated than
any previous aircooled Ducati. Its new
injection system features ride-by-wire
throttle control and gives three riding
modes, labelled Active, Journey and City.
It has a four-level traction control system,
governed by an IMU that also allows
Bosch’s cornering ABS.
Although the basic engine format is
familiar, the 90-degree desmo V-twin is
almost all new. Softer cams and a slightly
lower compression ratio help reduce
peak output while giving strong midrange
output and a smooth low-rev response.
The black-finished cases are neatly ma-
chined but the biggest visual difference
from the smaller-engined Scramblers
is the 1100’s high-level exhaust system,
whose thick downpipes meet and run
under the engine before rising up to end
in a pair of fat silencers.
Those downpipes are chromed on the
Scrambler 1100 Specials that we’re riding
on the launch. The Special is one of three
models, along with the basic Scrambler
1100 and the 1100 Sport, which has
Öhlins suspension. The standard model
and Special have fully adjustable 45mm
Marzocchi forks, and a Kayaba shock
that’s adjustable for preload and rebound
damping.
The Special is also distinguished by its
www.superbikemag.co.za MAY 2018 21
WORLD LAUNCH SCRAMBLER DUCATI 1100
grey paintwork, aluminium mudguards,
black wire-spoked wheels, and brown
seat. All three models use the same
frame, which combines a traditional
tubular steel main section with a new
cast aluminium rear subframe. They
also share wheel diameters of 18in front,
17in rear; and Pirelli’s MT60 RS tyres,
plus a Brembo brake set-up of 320mm
front discs and four-pot radial monobloc
calipers.
One of Ducati’s aims was to make the
Scrambler 1100 physically larger and
more comfortable than the 803cc models.
That’s confirmed when you throw a leg
over a broad, thick seat that is still low
enough, at 810mm, to let most riders
get both feet flat on the ground. The view
across the rounded tank (which at 15
litres holds 1.5 litres more than the 803cc
Scrambler’s) is of a simple digital instru-
ment panel, and the front brake hose
looping over it in slightly curious fashion.
The slightly pulled-back, one-piece
handlebar gives a riding position that
felt very natural to me, although some
shorter riders found it a bit of a stretch.
I was glad of the handlebar’s width not
long after we’d set off from the launch
base near Lisbon, as the leverage helped
keep the bike pointing straight ahead on a
blustery day as we rode over the suspen-
sion bridge that crosses the River Tagus
to the south of the Portuguese capital.
In some ways the city is a Scrambler’s
22 MAY 2018 www.superbikemag.co.za
natural habitat, and
the Ducati had done a
decent job of cutting
through the traffic. At
211kg wet the Special
is 25kg heavier than a
typical 803cc Scram-
bler (and 5kg up on
the other 1100s) but
felt respectably light
and manoeuvrable,
helped by generous
steering lock that
made tight turns very
easy.
The twin-spark
V-twin feels admirably
refined at low revs;
the hydraulic clutch’s
action is reason-
ably light. I found is softer still, cutting the maximum to
the six-speed box reliably positive, too, 75bhp), which are easily toggled via a
although a couple of riders complained button on the left bar. But there was little
of occasional false neutrals. The lack of the slightly raw, wheelie-happy enthu-
of a quick-shifter almost seems like an siasm that I recall from the Monster and
oversight these days; perhaps Ducati Hypermotard 1100s.
think a shifter would be too sporty for the The desmo lump’s flexibility meant
Scrambler. that twisting the light-action throttle
Heading south on the broad A2 and resulted in a fairly strong response when
then the narrower, twistier N377 towards the small tacho bar was showing well
the coast, it was clear that the Scrambler below the 4750rpm at which the torque
was created with relaxed cruising rather maximum of 88Nm is produced. But
than speed and excitement in mind. although the V-twin stayed pretty smooth
Throttle response was crisp in either at higher revs, power died away towards
Active or the slightly softer Journey (City
the top end so there wasn’t much en-
couragement to keep revving towards the
10,000rpm maximum mark.
That made the Scrambler pleasant
rather than particularly exciting to ride,
but was in keeping with a bike whose
near-upright riding position was fine at
up to 130km/h on a chilly day, but would
soon have become tiresome nearer the
top speed of about 210km/h. Far better to
throttle back a bit, take things easier and
enjoy the engine’s lazy V-twin beat and
the rumble and occasional crackle from
those high-level silencers, which added
to the entertainment.
Chassis performance was generally
good. Those wide bars and fairly sporty
geometry (24.5º of rake and 111mm of
trail) helped make up for the fairly long
wheelbase, and for that 18in front wheel,
whose 120/70-section tyre is wider than
the smaller Scramblers’. The 1100 han-
dled well on the smooth N379 that runs
along the coast near Setúbal, flicking
effortlessly into turns and holding its line
accurately, those chunky Pirellis finding
plenty of grip even when the surface was
damp.
There was plenty of ground clearance,
despite footrests that are sufficiently
low to give plenty of legroom. I found the
Ducati pretty comfortable although its
suspension, which had been firmed-up
slightly for the launch with some extra
preload, wasn’t particularly compliant
despite providing what should have been
a generous 150mm of travel at each end.
On bumpier roads the front end, in partic-
ular, felt harsh. One light rider found the
bars shaking on bumpy sections until fork
preload was returned to standard.
At least Brembo’s twin-disc front end
gave plenty of stopping power, and is a
distinct improvement over the smaller
Scramblers’ single disc even if you don’t
get round to activating the cornering
ABS. The sophisticated traction control
was also worth having, especially on wet
roads; other distinctly non-Seventies
features include a USB socket under the
seat.
Practicality seemed generally okay for
a naked bike. The broad seat is well-pad-
ded for both rider and pillion, though
there’s not much for the latter to hold.
A likely fuel average of about 7l/100km
(the dial has a fuel gauge but no con-
sumption info) would give a realistic
range of 200km or more. The switchgear,
self-cancelling indicators and mirrors all
worked as intended.
Hopefully most 1100 Special owners
will enjoy polishing their bikes as well
as riding them, because the cut-down
mudguards ensured that both bike and
rider soon got filthy on damp roads. Then
again, the Scrambler 1100 isn’t designed
for practicality, any more than it is for
performance. It’s aimed at providing “fun,
iconic style, simplicity and self-expres-
sion”. And it doesn’t come particularly
cheap.
Heading back over the big bridge
into Lisbon after an enjoyable if not
memorably exciting ride, I couldn’t help
www.superbikemag.co.za MAY 2018 23
WORLD LAUNCH SCRAMBLER DUCATI 1100

Yellow Special

Black Sport

ENGINE TYPE Aircooled 90-degree V-twin FRONT SUSPENSION 43mm inverted telescopic Marzocchi, REAR TYRE 180/55 x 17in Pirelli MT60 RS
VALVE ARRANGEMENT SOHC desmo, two valves per cylinder 150mm travel, adjustments for preload, compression and rebound RAKE/TRAIL 24.5º/111mm
DISPLACEMENT 1,079cc damping WHEELBASE 1,514mm
BORE X STROKE 98 x 71.5mm REAR SUSPENSION One Kayaba damper, 15mm wheel travel, SEAT HEIGHT 810mm
COMPRESSION RATIO 11.3:1 adjustments for preload and rebound damping FUEL CAPACITY 15 litres
CARBURATION Electronic fuel-injection FRONT BRAKE 2, four-piston Brembo radial M4.32 DRY WEIGHT 211kg wet (194kg dry)
CLUTCH Wet multiplate monobloc calipers, 320mm discs320mm discs
TRANSMISSION 6-speed REAR BRAKE Single-piston Brembo caliper, 245mm
MAX POWER 86bhp @ 7500rpm disc
MAX TORQUE 88N.m @ 4750rpm FRONT TYRE 120/80 x 18in Pirelli MT60 RS

wondering whether I’d have had more fun
on a modern Monster (the 821 is more
powerful and less expensive), or even an
old Monster 1100. Then I reread my launch
report of the 1100 EVO, and discovered
that I’d criticised it because its aggressive
riding position was uncomfortable, its sus-
pension lacked adjustability and its tank
was too small.
The Scrambler 1100 Special improves
on all those points and adds a more
relaxed, rider-friendly character as well
as its attractive retro look. If that’s what
you want from a naked Ducati, this latest
V-twin might just be the answer – even if,
beneath the Scrambler name and Sev-
enties image, it’s essentially a big, soft
aircooled Monster in disguise.
The Scrambler 1100 family
Ducati’s grown-up Scrambler comes in
three varieties, each with the same pow-
erplant and frame but with some different
bodywork and cycle parts. The standard
Scrambler 1100 has black or yellow
paintwork with a black seat, cast wheels,
and slightly higher bars than the other two
models.
The 1100 Special, as tested, comes only
in grey paint and brown seat, with alumin-
ium mudguards and brushed-aluminium
swing-arm, and costs roughly ten per cent
more. The Scrambler 1100 Sport has black
paint with yellow stripes, Öhlins forks and
shock, cast wheels with machined spokes,
and is more expensive again.
Claudio Fonti, Scrambler Project Man-
ager
“The first target for this project was to
get an engine with very smooth behaviour,
because our aim was to make a bike that
was not at all intimidating for anyone. We
increased the power compared to the 800,
but not very much because it’s not nec-
essary for this type of bike. With what we
have, it’s quite enough to have a fun ride.
“Our target rider is anyone who rejects
the Scrambler 800 because it’s too small
or doesn’t have enough performance. And
also Scrambler owners who bought the
800 when they were beginners, and are
now ready for more performance. They
could still be quite inexperienced, because
this bike’s level of electronics allows any-
one to manage it without difficulty.
“We decided to separate the main
frame from the rear subframe. The cast
aluminium subframe has a special finish,
which is one of several details we took
care of to make the Scrambler a precious
product. It’s mainly for style reasons, but
also allows the rider to customise the
bike, because they can easily remove the
subframe to make some special compo-
nents.
“This bike is very different to the
Monster – less sporty. The Monster is
essentially a naked sports bike, but the
Scrambler 1100 is a bike for everyday. It’s
designed for carefree use. It allows its
rider to have fun because it has very good
handling, but at the same time the riding
position and the shape of the seat give
very good comfort for short or medium
range travelling.”

24 MAY 2018 www.superbikemag.co.za

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By: Roland Brown

WORLD LAUNCH
MV Agusta Brutale 800 RR

HYPER-NAKED
Carving the latest Brutale 800RR through a series
of bumpy bends in the hills near Varese is much
easier and more rewarding than doing the same
thing on the original model’s launch in Tuscany in
October 2014.

T
he updated bike is every bit as
quick and agile but feels smooth-
er, more responsive and much
more controllable, and there are
plenty of good reasons for that.
This Brutale might look almost iden-
tical to the original 800RR with which MV
Agusta gave its three-cylinder family a
more racy edge back then, apart from
new graphics and wheels. But this is a
substantially updated Brutale, with a
revamped and Euro 4-compliant pow-
erplant, a new chassis and a mission to
lead MV Agusta’s recovery from a very
challenging last few years.
Plenty has happened at MV’s base at
Varese in northern Italy since that original
Brutale 800RR was launched – much of it
bad. Problems with bike sales, supply and
reliability; the split with backer Mercedes
AMG; and difficulties with distributors in
key markets led to sales suffering and MV
boss Giovanni Castiglioni’s bold plans for
expansion being put into reverse.
But now MV is back with fresh invest-
ment and a clearer focus on its key aim:
creating and selling exotic, exclusive
bikes. And the Brutale 800RR is back
too, with its basic style and specification
unchanged, but with a host of updates
designed to smooth its rough edges
and make this hotted-up version of the
standard naked triple better and more
desirable than ever.
“We had a clear objective at the be-
ginning of this project,” says Brian Gillen,
MV’s head of Research and Development.
“The main focus was refinement. We
wanted to maintain our performance
while reducing noise and emissions by 50
per cent [for Euro 4], so it was a massive
change. When you have to reduce the
emissions by that much it’s very easy to
lose power, which a lot of other bikes
on the market have. We’ve managed to
increase our performance advantage and
improve our quality at the same time.”
There’s no change to the basic spec of
the compact 798cc, dohc 12-valve engine,
which featured a contra-rotating crank-
shaft long before Ducati’s Panigale V4.
The maximum power output of 140bhp
is also unchanged, although the peak is
slightly earlier, at 12,300rpm instead of

26 MAY 2018 www.superbikemag.co.za

13,100rpm.
A new cylinder head and reshaped
camshafts give more consistent com-
bustion, for smoother low-rev running.
The intake system is tweaked, with one
longer and two shorter bellmouths
replacing the same-sized originals. The
ride-by-wire throttle’s action is recali-
brated with new software and a return
spring that is stiffer in its initial travel,
because the previous light spring made
fine throttle control difficult.
At the bottom end, new primary
gears and starter clutch assembly cut
noise and improve reliability (the starter
clutch was the biggest cause of warranty
claims). The gearchange is improved
with new cogs, for smoother shifting,
plus quicker-acting software for the two-
way quick-shifter that was ahead of its
time on the original 800RR.
In similar fashion, the Brutale’s
chassis is also updated with the aim of
making the bike more controllable. The
original 800RR benefitted from the short,
light frame, combining tubular steel
tubes with aluminium rear sections,
that has served the triple well. But the
RR’s racy steering geometry and harsh
suspension action meant its handling
matched the engine by making the bike a
handful, especially on bumpy roads.
This bike’s frame has its steering
head moved forward and opened out
to increase rake, trail and wheelbase
slightly. (Rake goes from 23 to 24.2º;
trail from 95.3 to 103.5mm, and wheel-
base from 1385 to 1404mm.) The trellis
also gains rigidity by mounting the
engine with a top bolt on each side,
instead of one long bolt running all the
way through.
Suspension is revised at both ends.
The Sachs shock is retuned with reduced
high-speed compression damping, while
the 43mm Marzocchi forks are reworked
with tighter tolerances, to reduce fric-
tion. “We tried reducing damping at the
front to make it work better, but found
the problem was initial friction,” says
Gillen. “When we reduced the friction we
actually had to increase the damping.”
Neither the engine nor chassis
changes sound dramatic, but they
www.superbikemag.co.za MAY 2018 27
WORLD LAUNCH MV AGUSTA BRUTALE 800 RR
combine to make a considerably more
rider-friendly, rideable and ultimately
quicker 800RR. The old model’s light
and over-sensitive throttle simply isn’t
an issue. The new MV runs smoothly at
low revs, picks up steadily through the
midrange, then comes alive at about
7000rpm as its rev-happy motor gets into
its stride.
From then on it’s a riot of fierce
acceleration, effortless second-gear
power-wheelies and massive grin factor,
as the Brutale revs towards 13,000rpm
through the gears, aided by a light
gearbox and sweet-acting shifter. Keep
the throttle pinned, your head down and
your arms braced, and you’ll soon be
seeing 150mph on the compact digital
instrument panel that seemed stylishly
minimalist three years ago but looks a bit
basic and hard to read in these days of
big TFT displays.
As before there’s a choice of four rid-
ing modes, including Rain and a Custom
mode, with options for tuning throttle
response, engine braking and more.
Response in both Normal and Sport was
so good that for most of the day on twisty
Italian roads I left it in Sport, which was
fine even when accelerating out of first-
gear hairpins.
The Brutale sounds fantastic too.
Slimmer engine covers with improved
noise absorption have allowed MV to
meet Euro 4 regs and also tune the
28 MAY 2018 www.superbikemag.co.za
intake and new exhaust system to give
a lovely, rasping three-cylinder shriek
under acceleration. When the route ran
through tunnels on the route circling
Lake Maggiore, it was impossible to resist
the temptation to give a burst of throttle,
to feel the front wheel lift and to hear
the stubby silencers’ tearing-silk sound
bouncing off the walls.
If the MV’s improved throttle response
made it quicker and more controllable
the same was true of its updated chas-
sis. The more relaxed geometry helped,
because with its light weight (175kg dry)
and wide handlebar the MV could still be
flicked into hairpins with little effort, and
was more stable both through the turn
and when accelerating out again with its
front wheel feeling light.
But the main improvement came from
the more compliant suspension, which
coped effortlessly with bumpy back-roads
that would have made the original model
fidgety and harsh. The bike still felt taut
and well-controlled, too. You’d need
faster roads, or preferably a racetrack, to
make definitive comment on the Brutale’s
handling at higher speeds and cornering
angles, but all the signs were positive.
There was plenty of stopping power
from the unchanged blend of 320mm
discs and four-piston Brembo calipers,
although initial bite wasn’t as strong as
from some systems. This RR’s reshaped
and lighter cast aluminium wheels wear
Pirelli Diablo Rosso III tyres, which did an
excellent job, rarely troubling the eight-
stage traction control system even when
making use of the slim Brutale’s gener-
ous ground clearance.
The more supple suspension also had
the benefit of improving the comfort of a
bike that is in some ways more practical
than you might expect of an Italian naked
middleweight. For a compact bike I found
it roomy, despite being tall, and didn’t
have any problems with the seat, whose
pillion section incorporates removable
pillion grab-handles. The fuel tank’s
16.5-litre capacity gives a reasonable
range despite the triple motor’s thirst
when used hard.
Practicality is almost a bonus because
the Brutale 800RR has always been
a mad, bad naked sports bike – rev-
vy, involving and fast in a straight line;
and light, agile and responsive when it
reached a bend. The original model was
undeniably manic, with its light throttle
and harsh suspension. So it’s good news
that MV have cured those issues to create
a Brutale that is both quicker and more
enjoyable to ride.
MV Agustas have always been unapol-
ogetically expensive, and that goes for
the 800RR, which costs much more than
its three-cylinder rivals from Triumph’s
Street Triple and Yamaha’s MT-09 fami-
lies. This updated Brutale should really
incorporate the features such as TFT
screen and cornering ABS that are now
reaching the middleweight market.
But it’s hard to fault MV’s decision
to prioritise improving the triple’s core
elements of throttle response and han-
dling ability. In some respects the Brutale
800RR is not the most advanced of naked
middleweights, but it is now one of the
most refined – and arguably the most
stylish, rapid and exciting of the lot.
MV AGUSTA HITS BACK
For MV Agusta CEO Giovanni Castiglioni,
the Brutale launch was important not just
to showcase the revamped 800RR, but to
highlight his firm’s recovery from recent
financial problems, and outline his plan
for the future: to recapture MV’s status
as a low-volume producer of upmarket
bikes, via revised triples and a new range
of four-cylinder models.
Flanked by design chief Adrian Morton
and R&D head Brian Gillen, and in front
of a presentation screen that opened
with the headline “What Went Wrong
2015-2016”, Castiglioni admitted that his
previous plans for higher volumes had
been a mistake. “From 2010 to 2015 we
invested heavily and grew the company,
increasing production from about 3000
units to almost 10,000, and turnover from
¤30m to over ¤100m,” Castiglioni said.
“We grew the company, yes, but not
sufficiently for the amount of invest-
ment.” Chasing greater volumes with
“workhorse, entry-level bikes” brought
unexpected problems. “We found our-
selves dealing with different customers
– moving from ones who spent ¤40,000,
then more on tyres etc, to those who paid
under ¤10,000, then thought they could
have bought a Yamaha MT-09 for even
less.”
Another mistake was negotiating
backing from Mercedes AMG, partly to in-
crease MV’s profile. “I wanted to bring MV
to Mercedes showrooms, make the brand
more international and increase aware-
www.superbikemag.co.za MAY 2018 29
WORLD LAUNCH MV AGUSTA BRUTALE 800 RR
ENGINE TYPE Liquid-cooled transverse triple
VALVE ARRANGEMENT DOHC, 12 valves
DISPLACEMENT 798cc
BORE X STROKE 79 x 54.3mm
COMPRESSION RATIO 13.3:1
CARBURATION Digital fuel-injection with ride-by-wire
CLUTCH Wet multiplate
TRANSMISSION 6-speed
ness,” he said. “But it didn’t work for
many reasons: difference in size, cultur-
al… For them, we were priority No.5000!”
MV reacquired Mercedes AMG’s 25 per
cent stake last year, after gaining invest-
ment from ComSar, owned by the Russian
family Sardarov. The annual production
target has been reduced from 15,000 to
5-6000 units. “We thought, how are we
going to fix it, and the answer is go back to
our roots: sell less, sell better,” Castigli-
oni said. “Sell what we love the best, and
what the market wants from us: high-end
sport and naked bikes.”
A by-product of MV’s rapid expansion
was reduced reliability. “While invest-
ing heavily in products, we left behind
crucial parts of our business – service and
quality,” he said. “In the last two years
we have focused on this, attacked the top
ten problems we had, and solved them.”
An accompanying slide shows a dra-
matic drop in warranty claims for major
problem areas, including starter clutch,
quick-shifter and the F3’s valves. “Now
we are making bikes that are reliable,
and premium in terms of manufacturing
quality,” Castiglioni insists.
MV’s short-term plans are based on
an updated, Euro 4-compliant range of
30 MAY 2018 www.superbikemag.co.za
MAX POWER 140bhp @ 12,300rpm
MAX TORQUE 87N.m @ 10,100rpm
FRONT SUSPENSION 43mm usd Marzocchi, 125mm wheel
travel, adjustment for preload, compression and rebound damping
REAR SUSPENSION Sachs monoshock, 124mm wheel travel,
adjustment for preload, compression and rebound damping
FRONT BRAKE 2 x Brembo four-piston radial callipers,
320mm discs
triples, featuring hyper-naked Brutale
and Dragster, sports-touring Turismo
Veloce and super-sports F3. Castiglioni
regards the “core business” to be not the
standard bikes but the more expensive
RR, race-developed RC (Reparto Corse, or
Race Department) and even more exotic
RVS (Reparto Veicoli Speciali, or Special
Vehicles Department) models, starting
with the Dragster-based RVS1 that is
already available.
Castiglioni is hoping for further
co-branding deals, following collabora-
tion with Pirelli and F1 ace Lewis Ham-
ilton, notably last year’s exotic Hamil-
ton-themed F4 LH44, produced in a run of
44 units. Plans also include more one-off
“Atelier” projects, costing well into six
figures, along the lines of the striking F4Z,
which was created in partnership with
Milan-based coachbuilder Zagato for a
wealthy Japanese collector.
MV is developing a new four-cylinder
family to replace the current models,
which aren’t Euro 4 compliant so can’t be
sold beyond the end of this year. First will
be a Brutale, due at EICMA in November
for production in 2019. A Dragster-based
“neo-classic” model will follow in 2020,
followed by a new-generation F4 in 2021.
REAR BRAKE Brembo twin-piston caliper, 220mm disc
FRONT TYRE 120/70 x 17in Pirelli Diablo Rosso III
REAR TYRE 180/55 x 17in Pirelli Diablo Rosso III
RAKE/TRAIL 24.2º/105.5mm
WHEELBASE 1,404mm
SEAT HEIGHT 830mm
FUEL CAPACITY 16.5 litres
DRY WEIGHT 175kg
Rather than a conventional four-cylinder
superbike, this is likely to involve hybrid
technology for a dramatic power increase.
“Just push a button and go to 350bhp, that
would be cool!” Castiglioni said.
MV Agusta’s range will not include
all-electric models in the near future but
the company is working on electric bikes
that will be sold under the Cagiva name,
with the first model due later this year.
“We think there is a lot of potential for a
fun, lightweight bike that is between an
electric bicycle and a motorcycle,” said
Castiglioni.
Meanwhile MV’s F4 is set to go out in
style later this year, with a limited-edition
model called the Claudio, in honour of
the late former President who began the
firm’s revival 21 years ago when he un-
veiled the original F4 750. The F4 Claudio
is likely to be limited to 64 units (Casti-
glioni Senior’s age when he died in 2011),
and to incorporate exposed carbon-fibre
as seen on recent supercars from firms
including McLaren and Bugatti. “It’s a
tribute to my Dad – basically Leon Cami-
er’s bike for the street,” said Giovanni, in
reference to the works F4 on which the
British rider finished eighth in last year’s
WSBK championship.
 ducati.co.za

New Scrambler Ducati 1100

The Land of Joy
The new Scrambler® 1100 glorifies the Land of Joy spirit: a motorbike that amplifies the creative disposition of Scrambler
in more mature and sophisticated lines, with a solid balance between muscle and compactness. A version that translates
the freedom of expression characteristic of the Scrambler universe into superior comfort and unimaginable mastery. The
Scrambler® 1100 comes with advanced outfitting and equipment. 3 Riding Modes and the Ducati Traction Control assure
you maximum freedom and easy riding while the ABS Cornering Bosch and 320 mm double disc lets you enjoy the generous
torque of the new 1079 cu. cm engine in total safety.
 SA Launch - Husqvarna Vitpilen 410, Svartpilen 401 and Vitpilen 701

Natalie shaking her head while Bill shows off

for the camera-typical!

32 MAY 2018 www.superbikemag.co.za

I
f you think of the name Husqvarna the
chances are you’re going to think of
off-road and motocross bikes, right?
They’ve been around, or so it seems,
forever with these types of motorbikes
aimed at dirt riding fun and competition
events. I think Steve McQueen owned one
in the late 60s/70s, or his brother did,
or perhaps even his mother, either way
Husqvarna is certainly a household name
in the world of motorcycling.
For 2018 though Husqvarna has
changed lanes and gone into a market
which, they say, is a little unique com-
pared to the ‘others’. At first sight with
the three I rode here I’ll have to agree
because they do look like nothing else on
the market, which is what they’re aiming
for. Funny that ‘aiming’, seeing as their
Swedish names are White Arrow (Vitpilen)
and yes you’ve guessed it Black Arrow
(Svartpilen), which you’ll have to explain
every time you visit your local as people
ask what the name means. Also the new
Husqvarna catch phrase for these bikes
is ‘Simple. Progressive.’ Which irritated
me after hearing it a thousand times and
sounds a bit like a line from a special
needs school – why not something like,
‘Hyper-cool.
Desirable.’, just a thought Austrian PR
dudes?
Now let’s just go to the Austrian con-
nection first. We all know KTM has owned
Husqvarna since 2014 and the Indian
giants Bajaj also have a large piece of the
pie. So it doesn’t take a ghostly Steven
Hawking to work out all three should
work together. Therefore the engine and
frame of the 401s are the same as the
India made KTM 390 Duke and the 701
is the engine from the KTM 690, nothing
wrong with that folks and business-wise
it makes sense. However, the 401/701
range is made in Austria so the prices are
considerably higher than the Asian bikes.
R89,699 for the 401s and R147,699 for the
701. Look, a curry in India is always going
to be cheaper than one found in the mid-
dle of Europe, right, if that has anything
to do with anything, if you see where I’m
coming from, probably not?
So, they look sweet and certainly
different from Husqvarna’s last range of
street bikes, which was? Yes, you’ve won
a lonely goldfish – the Nuda 900 with a
BMW engine. A good bike in its own right
but never really took off, something they
hope to change with this trio and the
Svartpilen version of the 701 will follow
shortly, making four ‘Arrows’ to pierce the
funky/trending/cool lifestyle fraternity.
Husqvarna SA enforces their mar-
ket is aimed more towards bar-hopping
than racing around town. Indeed the 401
Vitpilen is classed as ‘Urban-Street’,
Svartpilen ‘Street-Explorer’, and the 701
‘Street-Roadster’ and all are designed
to look splendid around town and have a
modern-retro appeal to youngsters and
older riders alike. Maybe even totally new
riders who desire something that is rare
to see with a timeless name on the tank.
Anyway, enough of all that stuff now,
so what are they like to ride you ask and
less of the ‘aiming’? I agree and well, they
actually ride like you’d imagine. Fuss free
with very little electronic interference,
from the 401s at least (more of the 701
later on).
The 401 White Arrow is purely a little
café racer with its clip-on ‘bars and
slightly rear-set footrests. It does look
very cute and no doubt perfect for the
posing style of Cape Town where the SA
launch took place. The 375cc engine spits
out 43hp and 37Nm. Place this inside that
steel trellis frame and the bike weighs
in at a mere 148kg without fuel (9.5-li-
tres). The Black Arrow version weighs
www.superbikemag.co.za MAY 2018 33
 SA Launch - Husqvarna Vitpilen 410, Svartpilen 401 and Vitpilen 701
2kg more but does have a tank rack, skid
plate and higher ‘bars, otherwise it’s
the same thing in every way with softer
suspension settings. Both 401s have a
distinctive LED headlight and a round in-
strument console to match with a digital
display. But the two riding styles are for
a perspective rider to choose. One is for
the ‘clip-on’ café style; the other more
upright for the adventure type image with
its Pirelli Scorpion tyres compared the
road biased Metzeler M5 on the other.
Both bikes are small and therefore
very agile to lob around and dismiss traf-
fic at will. The engine, the best sub 400
engine on the market, is lively and. with a
bit of clutch work, will lift the front wheel
for more excitement. Brakes work well
as does the predictably good WP suspen-
sion. In fact you don’t really need to add
anything to these bikes beside maybe a
loud pipe from the huge range of extra
Fred Fensham, head man at Husqvarna, explaining
market positioning to the bored looking Bill
34 MAY 2018 www.superbikemag.co.za
bits from the Husqvarna catalogue, not
to mention the massive range of ‘Pilen
clothing to add even more style.
After much fun on the 401s I enjoyed
just a brief ride on the 701 and will grab
it again in the future for a longer test. But
this is the most powerful single-cylinder
(around 700cc) engine you can own with
75hp and 72Nm at the end of the fly-by-
wire throttle. Amazingly the 701 has a
claimed weight of 157 (dry), only seven
more than the 401! So obviously it’s much
faster and will easily go over 200km/h
with your head well down over the wide
clip-on stance.
Being the big ‘Pilen it has traction
control and Bosch ABS that can be turned
off for lunacy mode, which will happen at
one time or another for sure, especially
with a loud silencer conversion courtesy
of Akrapovic. The best gadget though
is the up and down quick shifter, which
Funky, upmarket venue for the launch to the young-
er, techno savvy, brand conscious target market.
And us old fogeys.
worked impeccably, even at low rpm. A
proper big single hit for the big single
fans – that’s the 701 in a nutshell, or quiv-
er (get it), arrow and all that?
So three new, four soon, very attrac-
tive motorcycles that will surely generate
a cult type of following and ‘Pilen motor-
cycle clubs will inevitably spring up for
frequent Husky gatherings. And why not,
this is where these bikes will flourish and
deservedly so. I for one am glad Husq-
varna has decided to change lanes, now,
and certainly in the near future. So come
on Husqvarna, what can you do with the
180hp Super Duke 1290R engine – now
there’s a plan!
Visit www.husqvarna-motorcycles.
com/za to book a test ride at your local
dealer.
Head of the head of Husqvarna - Franziksa Brandl
 SA Launch - Husqvarna Vitpilen 410, Svartpilen 401 and Vitpilen 701
Still beautiful in Cape Town even during the
massive drought

Natalie’s opinion
It is very hard to form a solid opinion on
a bike when you only ride it for an hour or
two tops because, as you well know, your
thinking will probably change over time.
For example, if you initially love a bike, after
a few hours in the saddle, you might end
up hating it. This is exactly what happened
on the South African launch down in Cape
Town recently where I was left a bit un-
decided (and a bit irritated) on the riding
characteristics of the bike because we were
pressed for time. But, having said this, I
would like to mention, and what Bill failed
to do, is the build quality of these funky,
progressive looking motorcycles. Yes, they
are a bit more expensive because of who
the target market is and because of the
Husqvarna badge on the tank, but the build
quality is outstanding. These little bikes are
really well put together and you can see
the attention to detail on every inch when
walking around the bike.
In the next few months we will be pitting
these light to medium weight bikes again
some of their competitors in the market
place and I will be able to ride them a bit
longer. Only then will we truly see how the
‘Pilens compare to their rivals. Looking
forward to that!

36 MAY 2018 www.superbikemag.co.za

 BMW Motorrad
Clearwater
Motorrad

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Pre-owned Motorcycles.
clearwater.co.za Riding Machine

F800 GS ADV, 2015 URBAN GS, 2018 R 1200 RS, 2018

16 000km, 2 000km 2 500km,
R115 950 R158 950 R175 000

S1000 RR, 2018 G 650 GS SERTAO, 2018 R 1200 GS RALLYE, 2017

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R234 950 R69 950 R209 950

S 1000 XR, 2017 R 1200 GS, 2015 F 800 GS, 2016

100km 28 000km 16 000km
R204 950 R149 950 R129 950

Clearwater Motorrad
38 MAY 2018 www.superbikemag.co.za
The new king of Tyres
Bridgestone, the biggest tyre
company in the world launches
two new tyres in arguably the two
biggest segments.
The tyres that were launched
recently in Morocco are the new
adventure bike tyre called the
Battlax Adventure A41 and the
Battlax Sport Touring T31.
Written By: Clinton Pienaar
Photos By: Bridgestone Press
We managed to get Thomas Eich
to attend for us and not only was
he very impressed with the two
different tyres, he was blown away
by the Moroccan roads, and the
biodiversity, ‘what an incredibly
good place to go ride a motorcycle’
he said.
www.superbikemag.co.za MAY 2018 39
 The new king of Tyres
Let’s start with the Adventure tyre.
Bridgestone’s new Battlax Adventure
A41 will be fitted as original equipment
on the iconic BMW R 1200 GS and BMW
R 1200 GS adventure motorcycles. ‘The
A41 has been designed for all riding
conditions,’ explains Nico Thuy, head of
motorcycle Europe, Bridgestone EMEA.
‘It’s a tyre to make your travel, whatever
the weather conditions, an undeniably
enjoyable experience.’ BMW Motorrad has
also approved the Bridgestone Battlax
Adventure A41 as original equipment on
the brand new BMW F 750 GS and
F 850 GS as well.
‘We are proud to
have been
chosen to
pro-
40 MAY 2018 www.superbikemag.co.za
vide tyres for the R 1200 GS and R 1200
GS Adventure,’ Thuy continues. ‘Being in-
volved in this project – with R 1200 GS and
R 1200 GS Adventure, among the world’s
most famous motorcycles – is a unique
honour for us. It recognises the quality of
our products, our leadership in tyre devel-
opment technologies and the strength of
a long-term alliance with BMW Motorrad
that dates back to 1995. We are looking
forward to supporting BMW Motorrad on
their next exciting challenges.’
So what’s new about this A41 as
opposed to the A40? The new Battlax
Adventure A41 package includes Bridge-
stone’s triple-layer compound technology
on front and rear, providing a balance of
top handling and wear life performance,
plus a cap and base configuration on the
tyre shoulder that improves stability in
cornering.
A new Bridgestone compound,
providing more grip in low
temperatures and
wet condi-
tions,
combines with a tread pattern designed
with higher void ratio in the shoulder
area, for improved water drainage. The
large-block design provides the necessary
rigidity for high-speed straight and cor-
nering stability. In-house testing shows
adventure bikers what A41 can do for
them in adverse conditions: lap times on
Bridgestone’s wet handling track came in
up to 8% faster than the A40 predecessor.
In addition, the large contact patch (5%
bigger than A40) produces greater and
more even pressure distribution, helping
to deliver superior grip on both wet and
dry, with the same long wear life as the
previous adventure tyre.
When asking Thomas how he found
the tyre, his short answer was ‘I normally
don’t ride heavy adventure bikes but
racing down the corners, I felt we were
nearing superbike speeds and the grip
on full lean was amazing, even on dirt the
road looking treads gripped more than
they should so it must have something to
do with the compound’.
Battlax Adventure A41 became avail-
able from January 2018 with a full line-up
of 7 front tyres and 9 rear tyre sizes for
trail on-road bikes.
 NEW TYRE
MICHELIN POWER
Unleash your
full potential
RS

*
-R.C.S. 495 289 399 - 16070237 - MICHELIN - R.C.S. 855 200 507 - Photo crédit : Michelin, GettyImages, iStock - 11/2016
* According to a series of tests carried out by Motorrad Test Center on Boxberg and Neuhausen tracks in Germany, in October 2016 using a BMW S1000RR
equipped with 120/70ZR17 (front) and 190/55ZR17 (rear) tyres, comparing the new MICHELIN Power RS with the following competitor tyres: the Pirelli
Diablo Rosso 3, the Dunlop Sportsmart 2, the Continental Sportattack III, the Bridgestone S21, Metzeler M7RR.
 The new king of Tyres

Next the sport touring tyre; at the

heart of the new Battlax Sport Touring
T31 Concept is the enhanced wet grip
and handling while maximising contact
feel, so that riders feel safe and in
control, free to enjoy the thrill of every
ride.

Working on the front compound,

Bridgestone used its latest nano tech-
nology which works at the molecular
level to improve the dispersion of silica
in the compound mix. This increases
rubber flexibility which improves the
contact (bite) feel of the surface and
enhances grip in wet and low-tem-
perature conditions.

The rear tyre features a triple-layer

compound in a cap and base configu-
ration construction, providing the ideal
balance between grip and cornering
stability.

The T31 tread pattern is designed

with a higher void ratio on the shoul-
ders, for higher water drainage, and
reduced void ratio in the centre area of
the rear tread, to maintain good high-
speed stability. The contact patch is up
to 7% larger, from upright to full lean
angle, generating a higher camber
thrust for more confident cornering.

Bridgestone tests confirm that T31

has a higher friction coefficient on
wet than its predecessor, recording
3% faster lap times on a wet handling
track. The whole T31 package has
been developed without sacrificing
any of the outstanding wear life of its
predecessor.

Thomas ‘we rode various bikes over

very mountainous twisty roads, my
favourite bike was the R1200 R and
the Multi Strada and we had the main
stands scraping on some very unfor-
giving roads. Quite astounding what
sports touring tyres can do’.

So in summary, Bridgestone has

some very capable tyres for the new
bike market, so pop down to your
nearest dealer and get a set fitted.

42 MAY 2018 www.superbikemag.co.za

 GLEN ANIL | HILLCREST | BALLITO

FLAGSHIP HUSQVARNA
SHOWROOM OPENING IN
BALLITO - MAY 2018

HUSQVARNA REAL STREET | ENDURO

MOTOCROSS | ACCESSORIES | APPAREL
WORKSHOP | USED BIKES | COFFEE BAR
13 MOFFAT DRIVE, BALLITO BUSINESS PARK,
BALLITO (NEXT TO BATHROOM BAZAAR)
WWW.PERRYBIKES.CO.ZA
FEATURE
The bikes that sold a
MILLION!
By: Roland Brown
They’re the most influential
bikes ever, inspiring 000s of
sales and dozens of copies –
but how?
I
f Helen of Troy was the face that
launched a thousand ships, these are
the motorcycles – not just the models,
but the exact, individual machines – that
inspired a million sales. No bikes have
been more influential.
Don’t get too hung up on that ‘million’
figure, here. We’re not talking about
THE biggest selling bikes, machines like
Honda’s hugely popular but hum-drum
Cub 50. Instead we’re concerned with in-
dividual but hugely influential machines,
which fuelled massive sales either of
production replicas or rival imitations.
Some, like Foggy’s 916, did that through
sport. Others through celebrity associ-
ation and TV or film exposure, but all of
them have made a huge impact on mo-
torcycling. Our two-wheeled world would
have been very different without them…
44 MAY 2018 www.superbikemag.co.za
THE ‘LONG WAY ROUND’ (AND DOWN) BMW
R1150 AND 1200 GS ADVENTURES
The TV sensations that circled – then
saturated the world
If any one bike can be said to have
changed the course of modern motor-
cycling these slightly aging Beemers,
surely, are it.
The R1150GSAs and subsequent
R1200GSAs were ridden by Ewan Mac-
Gregor and Charley Boorman in TV’s
Long Way Round and subsequent Long
way Down and in so doing became some
of the most famous motorcycles on the
planet – and the most inspirational.
Today, their successors, the latest
R1200GS and GSA, are entrenched
among the world’s best-selling big
bikes. But in 2001, when the R1150GS
Adventure was first unveiled, things
were very different. Back then sportsters
– and particularly 600s – ruled the roost.
Honda’s latest CBR600F topped sales
charts closely followed by the ZX-6R,
Gixxer six and ‘Blade. The GS, nor any
‘big trailie’, even made the Top 20.
This GSA 1150 changed all that. Three
examples were famously donated in
2004 by BMW UK to acting buddies Ewan
MacGregor and Charley Boorman (plus
cameraman Claudio von Planta) for their
televised London to New York via main-
land Asia (hence the name) circumnavi-
gation of the globe.
That show’s success is common-
ly cited today as a major factor in the
subsequent explosion of GS sales, to the
extent of spawning a whole new class.
Within a year, adventure bike sales,
 Where’re they now?
In BMW storage – and occa-
sionally displayed at shows
and events.
What about Ewan’s?
His 1150 is in Glasgow’s
Riverside Museum of
transport. His 1200 was
auctioned off in 2016 raising
£22,100 for Unicef.
Why’s it significant?
BMW’s first ‘Adventure’
– and so popular, part-
ly thanks to LWR, that it
fuelled the growth of the
whole Adventure bike class.
Why ‘Adventure’?
BMW’s previous more
off-road, travel-orientat-
ed, bigger-tanked GSs
were called ‘Paris-Dakar’
reflecting their desert rally
inspiration. The GSA, how-
ever, was conceived partly
in response to the growing
fashion for global adventure
travel, hence the name
change.
How many were sold?
13,114 1150 GSAs (com-
pared to 58,023 1150GSs).
This almost doubled with
the 2004-2007 1200. In
total, over 600,000 GSs have
now been built.
What they said: “The bikes
have been standing up
to the punishment well,”
Boorman said at the time.
“Nothing else would do the
job as well as one of these.”
led by BMW’s new R1200GS, were the
fastest growing sector of all. While that
popularity was then fuelled further by the
duo’s follow-up ‘The Long Way Down’,
from John O’Groats to Cape Town, in
2007 aboard the new R1200GSA (pictured
right).
Since 2010, the GS and GSA have
together been the best selling motor-
cycles over 125cc in Britain and BMW’s
best-selling models globally with, in total,
over 600,000 examples sold. Not a million
but close and something that simply
wouldn’t have happened without this bike.
AT A GLANCE/KNOW THIS
What is it?
The BMW R1150GSA used by Charley
Boorman in The Long Way Round. The
other is the R1200GSA used in the follow
up The Long Way Down.
Did you know…?
Boorman’s actual first choice of machine
was a KTM, ironically the 640 LC4 Adven-
ture. However the Austrian firm feared
the duo’s quest might fail so pulled out.
FOGGY’S DUCATI 916
The superbike that was the envy of fans,
factories and racers…
No bike represents a world-dominating
period, a golden era of British bikesport
and even a manufacturer more than Lan-
castrian Carl Fogarty’s racing Ducati 916.
The original 916, and its later 996
and 998 variants, won an unmatched six
World Superbike titles (with ‘Foggy’ him-
self an unequalled four) beginning in the
916’s debut year of 1994 – and that was
just the start.
Massimo Tamburini’s legendary
design, with distinctive ‘cats’ eye’
headlights, underseat exhausts and a
single-sided swing arm, made the 916
the poster bike of a generation and even
earned it a place at the Guggenheim
Museum.
And though so exotic and exclusive it
was never going to be a million-seller in
its own right, the 916, was so significant
and influential – it was unquestionably
the most desirable sportsbike of the
1990s – it might as well have done.
As an object of desire – even now as
a ‘modern classic’ – the 916 remains
unmatched. As an inspirational force it
directly influenced not just other exotica
such as Tamburini’s later MV F4, but also
racers like as Honda’s SP-1 and 2 and
even mainstream V-twins such as the
TL1000 and Firestorm. And as a brand
flag-waver the 916 steered Ducati from
borderline insolvency to Italian power-
house.
Foggy’s bike made a legend of the
916. That in turn fuelled sales of 1000s of
www.superbikemag.co.za MAY 2018 45
FEATURE THE BIKES THAT SOLD A MILLION
Monsters – Ducati’s real saviour – and in-
spired dozens of imitators. Motorcycling, Why this one?
as a result, simply wouldn’t have been It’s Foggy’s own joint-favourite – and the
the same without Foggy’s 916. one he owns!

AT A GLANCE/KNOW THIS What did it win?

What is it?
Carl Fogarty’s 1998 WSB-winning Ducati
996.
Why’s it significant?
The Foggy/916 pairing, with four titles, is
the most successful ever in all produc-
tion-based racing generating huge sales
and numerous imitators.
This one, just three rounds. But in total,
the 916 (and its 996 and 998 successors)
won four WSB titles with Foggy, two more
with Troys Corser and Bayliss and well
over 100 WSB races.
Where is it now?
In a special alcove at Foggy’s home near What they said: “Along with the 1995
Blackburn, Lancs. bike, this one is my favourite.” Foggy said.

The bikes chosen were customised Bonne-

ville T100s, with work done both in the UK and
Brazil and the resulting film aired on June 9,
2015, showing the group fly in to the rainforest
city of Manaus before racking up the miles in the
wilderness.
Yet although a significant event, impressively
mainstream and undeniably a publicity coup
for the Bonneville fuelling further sales, it also
failed to have anything like as big an effect as
Long Way Round had a decade earlier. Or did
it? Customised Bonnevilles, scramblers, ‘brat’
bikes and their like are now more popular than
ever and there’s a huge, Bike Shed-style scene.
More than a little of that is due, surely, to Becks
and his Bonnie…

AT A GLANCE/KNOW THIS
What is it?
David Beckham’s customized Triumph T100
Bonneville as modified, ‘brat’ style, for his 2015
‘Into the Unknown’ BBC TV documentary.

Why’s it significant?
Simply because Beckham and the BBC gave
the Bonneville – and motorcycling – one of the
biggest publicity boosts ever.

How’s it been customised?

BECKHAM’S BONNIE
Already a legend, how ‘Becks’ made the Triumph a global star –
almost.
There are few more iconic biking names than the Triumph Bon-
neville and there are few bigger global celebrities than ex-En-
gland football captain, David Beckham. Put them together on
TV and you’ve a recipe for motorcycling superstardom. Which is
exactly what happened in 2014 – well, almost.
That year, footballer and reknown part-time biker, Beck-
ham, decided to mark his retirement from football with a biking
adventure. With three friends, Anthony Mandler (a renowned
photographer and video director), Derek White and best friend
Dave Gardner, Beckham set off to Brazil ahead of that year’s
World Cup to explore the wilds of the rainforest for a 90-minute
BBC documentary called ‘David Beckham: Into the Unknown’.
As per the hugely popular custom style now produced, not least,
by Triumph itself, it’s been stripped back, fitted with knobblies,
given wide bars and a high pipe plus custom paint and seat to be
part desert sled, part scrambler and part classic Bonneville.
Where’s it now?
After being on display at the National Motorcycle Museum in
Coventry it’s now back with Triumph, in their new Visitor Experi-
ence in Hinckley.
What he said: “I wanted to do something that we would all enjoy
- I’m a big motorbike rider and so are two of my three friends
that came with me on this trip,” Beckham said afterwards. “It
was the kind of journey that had no schedule. It was important
to also find somewhere where I was unrecognisable, and we
found that.”

46 MAY 2018 www.superbikemag.co.za

 Suzuki Weekend Away in Mpumalanga 29 June - 01 July 2018!

Suzuki Weekend Away in Mpumalanga 30 June - 01 July 2018!

www.suzukimotorcycle.co.za

For bookings contact Hotel Numbi & Garden Suites at (013) 737 7301/2
E-mail reservations@hotelnumbi.co.za quote reservation no 193133
Once booking has been confirmed contact Mbali Ntali at (011) 574 1900
E-mail mbalin@suzukiauto.co.za with your Name, Booking number & T-shirt size
FEATURE THE BIKES THAT SOLD A MILLION

ANY OTHERS?
Arnie’s Terminator
2 Fat Boy
In one of the most
famous of all mo-
torcycling movie
moments, Arnold
Schwartzenegger’s
character flees
aboard the then
recently-intro-
duced Harley-Da-
vidson Fat Boy
in 1991’s smash
Terminator 2. The
Fat Boy remained
one of H-D’s best
sellers for the
next 20 years. The
original’s now in
Harley’s museum
in Milwaukee.

Roman Holiday’s Vespa

One of the most popular powered
two-wheelers ever, the first Vespa
scooter, the ‘98’, was launched in
1946. By 1951 this had evolved into
the Vespa 125 most famous for
being ridden by Gregory Peck and
Audrey Hepburn in Roman Holiday,
helping boost sales further. The
machine used in the movie is now
in the Ara Pacis museum in Rome.

Mission: Impossible II and

Triumph’s Speed Triple
Another Tom Cruise flick
with a significant motorcycle
element (by 2000 Cruise was
a devoted biker) and another
iconic bike whose fame, due
to the film, is almost impossi-
ble (sic) to quantify. It’s worth
noting, however, that before
M:I:2, the ‘Speedie’ was little
more than a venerable curios-
ity in the Triumph range. In the
years after, it was Hinckley’s
bedrock and most popular
model. The M:I:2 bike is now
in the new Triumph Factory
Visitor Experience.
48 MAY 2018 www.superbikemag.co.za
Top Gun’s Kawasaki GPz900R
Another iconic, hugely successful
motorcycle which was also publi-
cized in a hugely popular film. How
much of the GPz9’s success was
down to its appearance as Tom
Cruise’s ride in Top Gun in 1985
is debatable, especially as all the
Kawasaki badging was removed in
response to having to pay for the
three bikes after Kawasaki USA
refused to donate them as the bike
was proving so popular. The US
Navy, however, reported a 500%
uplift in pilot applications due to the
film, so Kawasaki is certain to have
benefitted to a degree.
 MOTORCYCLE
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50 MAY 2018 www.superbikemag.co.za
 By Wesley Reyneke

Rounding up everything from super-sharp café racers to whacky one-offs.

Some guys will stick bar-end mirrors on their bike and call it ‘custom.’ Here are five pukka customs to show us
how it’s done—from a turbo-charged Yamaha XJ750, to a ground-up, hub-steered creation. Throw those bar-end
mirrors in the trash and dig in...

Cardsharper’s Special K
Bike: 1990 BMW K100 LT
Builder: Jacek Mulak,
Cardsharper Customs (@
cardsharper_customs on
Instagram)
Location: Lublin, Poland
Photos: Jacek Mulak
T
he K-series is unlikely to replace
the classic R-series boxer as the
go-to BMW for customisation.
Known affectionately as the
‘flying brick,’ it’s just too bulky
and gawky. So it takes a special eye to
turn it into something as sharp as this 1990
K100 from Jacek Mulak. Jacek reckons
K-based customs are going to take off this
year, and he’s done his best to help them
along. This K’s sporting an entirely new
rear section, including a new subframe,
seat and tail piece. Look closely, and you’ll
see a perforated insert at the back, with
an LED tail light tucked into it. Jacek’s
also fabricated a small belly spoiler, and
added a nose fairing up top. Combined, it
gives the K100 a far more svelte and sharp
silhouette. The donor bike came from the
client with a K75 fuel tank already fitted.
Jacek wasn’t made about the shape, so
he decided to camouflage it...literally. On
paper, urban camo on a motorcycle never
seems like a good idea, but here it works
perfectly. Jacek had a budget to work to, so
this K’s not quite as kitted as some of the
other bikes on these pages. But it’s a stark
reminder of how much potential the BMW
K actually has.

Wesley Reyneke spends his days finding the world’s coolest motorcycles for leading
custom moto site, Bike EXIF. Find more great bikes like these at bikeexif.com.

www.superbikemag.co.za MAY 2018 51

 Moto Guzzi Scura by Katsu Motorworks

Bike: 2002 Moto Guzzi V11 Sport Scura

Moto Guzzi only ever built
600 units of the V11 Sport
Scura, but the owner of
this one wanted something
really rare.
So he commissioned
Kenji Katsumoto to build
him a ‘one of one’ Scura.
Since the Guzzi comes with
Brembo brakes and Öhlins
suspension out the box,
Katsumoto-san didn’t need
to worry too much about
performance upgrades, and
could focus on aesthetics
instead.
He went to town; all the
Scura’s original bodywork
is gone, replaced by a
hand-made tank and tail
combo. There’s also a new
stainless steel subframe,
which Katsumoto-san
spent hours on, smoothing
down the welds so that he
could polish it. The exhaust Builder: Kenji Katsumoto, Katsu
system is a masterstroke— Motorworks (katsumotorworks.com)
it runs tight between the Location: Fukuoka, Japan
engine and tank, converges Photos: Kazuo Matsumoto (@steeldog_
in a collector box under the photo on Instagram)
tail hump, then exits via
a mesh screen in the tail
itself. And since the client
asked for it, the Guzzi’s also
been switched from fuel
injection to a pair of Keihin
FCR carbs. Katsumoto-
san’s loaded the Scura
with hidden touches, like
hiding the battery up under
the tank. Details like the
ribbed panel on top of the
tank, and the beautifully
machined petrol cap, are
also his handiwork. Even
the paint job was done
by him; a warm grey with
a hint of violet in it, for a
mega-classic look.

If you know the XJ750, you’ll know it’s about
as far from a race bike as you can get. Derek
Kimes didn’t think so. Inspired by the only
XJ-series that Yamaha ever raced—the
XJ750R (0U28) that ran at the 1984 Suzuka
8 hours—he set out to transform his XJ750
into the turbo-charged racer you see here.
Derek’s a fabricator at top hot rod and
custom bike shop, Fuller Moto. This XJ was
a personal project, done after hours with
the support of the shop. It’s also the first
and only bike he’s ever
owned. The body consists
of a heavily modified F1
replica fairing from Airtech
Streamlining, a 1977 Yamaha
XS750 tank, and a one-off
tail section with Alcantara
upholstery. Patrick Henry in
Atlanta did the fibreglass
work on the fairing,
Gustafsson Plastics shaped
the custom windscreen, and
Mike Lewis of Gary’s Body
Shop shot the gorgeous
period-correct paint.
For the chassis, Derek
fabricated a new subframe
and swing arm, and converted the rear to a
mono shock setup. The front forks are 2015
R6 units, kitted with Traxxion Dynamics
AK-20 cartridges. The rear wheel’s been
borrowed from a XJ900S and widened to
5”. But the most impressive changes are
all lurking under the hood. Derek swapped
the engine out for one from a XJ900, fully
rebuilt by renowned NASCAR engine builder,
Jordan Hersey. What’s more, he went through
the considerable trouble of converting
the bike from carbs to fuel injection. The
process involved lots of trial and error, tons
of wiring, a fuel pump, numerous sensors
and a custom ECU. This XJ has another ace
up its sleeve: a Borg Warner S1BG turbo,
which was another mission on itself to fit.
Highlights include a custom fabricated Bell
intercooler, mods to the tank to help hide the
intake charge pipe, and the oil pump from
a Yamaha XJ650 Seca. The result: 200 hp at
the wheel, on E85 fuel. The wiring, clutch,
controls, exhaust, brakes...there’s nothing on
Derek’s XJ that hasn’t been upgraded. And
if he needed any validation, he got it at the
prestigious Forged Invitational show, where
Turbo Maximus took home top honours.
Turbo Maximus
Bike: 1982 Yamaha XJ750 Maxim
Builder: Derek Kimes
Location: Atlanta, Georgia, USA
Photos: Steve West
(silverpistonphotography.com)

52 MAY 2018 www.superbikemag.co.za

www.3boreracing.co.za
 Honda GL400 by Wedge Motorcycle

Bike: 1981 Honda GL400

Builder: Takashi Nihira, Wedge
Motorcycle (wedge-motorcycle.tokyo)
Location: Tokyo, Japan
Photos: Hiromitsu Yasui (@banbi1125 on
Instagram)
Nope this isn’t a Honda CX500—it’s a
GL400, which is almost the same thing.
Honda sold the slightly smaller capacity
GL to the Japanese market, but there’s very
little difference between the two. Which
means that the GL is just as awkward looking
as the CX is in stock form. Luckily Takashi
Nihira is very talented, as is evident by this
crisp GL-based café racer. He’s ditched the
GL’s bulky Comstar wheels, fitting spoked
units measuring 18” up front and 17” out
back. They’ve been custom built around the
forks and front hub from a Yamaha SR400,
and a GL1000 rear hub. There’s a custom-
built monoshock setup out back too, and a
conversion from a drum to disc brake.
The fuel tank, seat, tail and the subframe
supporting them are all one-offs. The
two-into-two exhaust system is custom two,
with mufflers exiting parallel, but at different
heights. Nihira-san spent a ridiculous amount
of time getting every little detail right—like
adding an extra welding bead to the new bit
between the engine hanger and swing arm
pivot, to match the look of the original hollow
stamped frame. Clip-ons, rear set pegs and a
teeny tiny Motogadget speedo complement
the GL’s aggressive new stance.

Jack Watkins (not his fuel tank—started out as CAD

Watkins M001
Motor: 2002 BMW R1150 RT
Builder: Jack Watkins (watkins.pl)
Location: Gdańsk, Poland
Photos: Maciej Bejma (facebook.com/
Maciej.Bejma.Fotografia)
real name) holds a PhD in
mechanical design, runs a
team of about thirty engineers
at an industrial firm, and
lectures and researches
at the Gdańsk University
of Technology. So naturally
his first custom bike build
(dubbed the ‘M001’) is pure
engineering insanity. The
‘stock’ components here are a
BMW R 1150 RT motor, gearbox
and shaft drive, a BMW GS
rear wheel, and a Yamaha XJ6
front wheel. Wrapped around
those is a completely bespoke
body and chassis, including
a whacky hub-steered front
end. Jack drew inspiration
from Stellan Egeland’s well
known BMW ‘Harrier’ build, but
the design is ultimately his
own, and is constructed from
roughly a hundred parts. All
the bits and pieces—including
the body work and a hidden
designs on Jack’s screen. He
then reached out to a network
of machinists and fabricators
to have the various bits CNC
milled and laser cut from
materials like aluminium and
steel. There are interesting
details everywhere, like a
finned polycarbonate section
at the rear that both hides
the fuel tank and holds the
license plate. Or the stainless
steel exhaust headers, that
converge in a single box
tucked under the bike. (The box
alone has eighty four screws,
and took Jack five hours to
assemble). Every last aspect
of the project was carried out
to strict industrial standards.
And Jack documented it
meticulously—to the level
that, if he wants to, he could
produce a manual on how to
assemble the M001.

54 MAY 2018 www.superbikemag.co.za

 EXOTIC
motorcycles.
Distinguish yourself

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Jack Miller stares back at his rivals before the start of the
most dramatic MotoGP race witnessed in a few years.
Argentina Grand Prix
 Written By: Gavin Foster

58 MAY 2018 www.superbikemag.co.za

B
ikers of a certain age – around 60,
say – when tasked with naming the
best motorcycle-related movie ever
will instantly come out with “On
Any Sunday.” The 1972 documentary,
directed by Bruce Brown was nominated for
an Academy Award. It starred keen motorcy-
cle and car racer Steve McQueen, who also
backed the movie financially, and covered the
day-to-day lives of American champions Mert
Lawwill, Dave Aldana and Malcolm Smith,
amongst others. There were no DVD players
back then, so bike racing fans would hire
the movie and a projector for beer-fuelled
viewings at home, and I personally watched
it at least a dozen times. For most of us, the
most interesting parts were those involving
oval dirt tracks with Supermen flinging big
750cc motorcycles sideways into the bends at
something approaching 200 km/h. By way of
comparison with the similar European disci-
pline of speedway racing, the top-class bikes
were 750cc twins rather than 500cc singles,
they had working gearboxes, they were almost
twice as fast, and from 1969 onwards they
were, unlike speedway bikes, fitted with rear
brakes. The racetracks were usually much
longer than European speedway circuits,
measuring anything between a quarter mile
and a mile (1,600 metres) long, and races
lasted perhaps 25 laps as against the four of
speedway races.
www.superbikemag.co.za MAY 2018 59
 The origins of flat track racing in America
were, appropriately enough for that part
of the world, in horse-racing, where bike
enthusiasts started holding events on horse
racetracks in the off season. In cities and
bigger towns racing was initially run on
banked wooden circuits, but board racing
eventually moved to dirt ovals because the
wooden tracks were too expensive to main-
tain and the number of spectators killed was
unacceptably high.
The AMA Grand National Championship,
as the pinnacle of American motorcycle
competition, was started in 1932, with
manufacturers racing prototype machinery,
but during the Great Depression budget cuts
meant that the focus shifted to produc-
tion-based machines, where it still lies
today. After WW2 the AMA Grand National
Championship title was based on the result
of just one race a year, the Springfield Mile
in Illinois, with side-valve engines being
permitted to measure 750cc while over-
head-valve designs could not exceed 500cc.
This effectively kept the British manufactur-
ers at bay while giving American factories -
Harley-Davidson and, in the early years, Indi-
an Motorcycles - an advantage. For the first
30 years or so of the AMA championships
the Americans went about their business as
if the rest of the world didn’t exist, with the
AMA Grand National Championship being
treated almost as a world championship
60 MAY 2018 www.superbikemag.co.za
in their eyes. The Europeans, on the other
hand, established what is now the Grand Prix
/ MotoGP road racing world championship
series in 1949. The Yanks largely ignored it.
To win the AMA No 1 plate a racer had to be
extremely versatile. The rules changed con-
tinually over the years, but races were held
over a variety of different courses – quarter
mile, half mile and mile dirt ovals, and TT
races – similar to what the British used to
call scrambles that evolved into MX, with left
and right hand corners and jumps on closed
dirt circuits. Then, just to brighten things up,
there were a handful of pukka road races
included in the championship, at Daytona
and various other venues.
Things began changing in the late 1950s,
though. The US was a very important market
for European manufacturers, and a win at
the Daytona 200 would boost sales im-
mensely in that country. A chap called Chet
Dykgraaf had won the first title for Norton in
1946, but from then until 1966 the spoils were
shared by Harley-Davidson and Indian, with
the exception being in 1963 when Dick Mann
won for Matchless. In ’67 and ’68 American
ace Gary Nixon stole the silverware on a
Triumph 500 and in 1970 and ’71 Triumph and
BSA did it again with Gene Romero and Dick
Mann. By then, the Europeans had pricked
their ears up and their GP riders started
contesting the annual lucrative Daytona 200
road race meetings. In 1971, at Daytona Bike
Week, a get-together of the teams and their
management in a pub kicked off a furious
debate as to who were the better bike racers
on tar – the tuck-it-in-tidily Europeans and
Brits, or the hang-it-out-and-gas-it Ameri-
cans. Because the American racers had cut
their teeth on dirt tracks they believed there
was no other way to ride, while the Euro-
peans – most of them – had never raced on
dirt and didn’t have the faintest idea about
using the back wheel to steer a motorcycle.
The debate turned into a challenge, and the
Transatlantic Match Race Series was born.
Held over the Easter weekend in the UK, a
hand-picked American team would take on
the best the British had to offer in a series
of road races at various circuits. The first
year everybody was on identical very quick
Triumph Trident and BSA Rocket 750cc
triples, but the British had an advantage
because they were, after all, very neat and
tidy, were used to the circuits, and were, well,
British. Although the Brits won that first year,
they were shaken to discover just how good
guys like Don Castro, Jim Rice and Dick Mann
were. In 1972 the Poms had another shock.
BSA / Triumph was undergoing financial
hardship, and could no longer supply bikes
for the teams, so the Yanks would race their
own machines. America’s top road-racer, Cal
Rayborn, would be on his antiquated Har-
ley-Davidson 750 that the British regarded as
a bit of an agricultural joke.
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 On the first lap of the first race at Brands
Hatch he moved from fifth to first in the
first lap, and he ended the six race series
with three wins, with Britain’s Ray Pickrell
taking the other three. The series continued
annually for about two decades, and as more
and more Americans put in an appearance
in Europe their rear-wheel steering with the
big-horsepower engines and low traction
tyres of those days were adopted by more
and more riders in GP racing.
But back to the oval dirt tracks in
America. After the Triumph / BSA onslaught
between ’67 and ’72 the Japanese joined the
game and Kenny Roberts won the AMA No
1 plate that went with the Grand National
Championship for Yamaha in ’73 and ’74.
From then on it’s been largely an all-Harley
affair, although Honda took a handful of
titles in the ‘80s and ‘90s.
In 1986 the AMA made the Grand Na-
tional championship a dirt-only series while
the road-racers went off to contest what
evolved into the AMA Superbike Champion-
ship. In later years the Grand National rules
decreed that racers were limited to single
cylinder machinery on the shorter dirt tracks,
so most racers had Japanese dirt bikes for
those rounds, but Harley-Davidson pretty
well had things all their own way in the
senior twin-cylinder category. Until 2016, that
is. That year Bryan Smith took the title on, of
all things, bikes powered by Kawasaki 650
parallel twins from the ER-6 series of road
bikes. In 2017 the rules were changed again
to compel those contesting the new Amer-
ican Flat Track Twins top class to use twin
cylinder engines in the short as well as the
long races, while the junior class would be
a separate championship for 450cc singles
known as the American Flat Track Singles.
Harley-Davidson in 2016 shifted from the
62 MAY 2018 www.superbikemag.co.za
ancient but well-proven old XR750 engine
to a new liquid-cooled engine based on the
Revolution X V-Twin of the all-new Street 750
models.
American Flat Track racing, while no
longer the biggest, fanciest, most impressive
series in American competition is on the
up, with a large and rapidly increasing fan
base. The bikes nowadays reach around 230
km, and the racing is spectacular. It’s also
dangerous. A half-dozen or so professionals
die in national championship races every
decade, which is considerably more than we
lose in Grand Prix racing. Two were killed in
separate accidents at Santa Rosa in 2016,
and one died in 2017.
Kenny Roberts Yamaha TZ700
Flat Track racer.
Kenny Roberts was one of the greatest
road racers of all time, and it was he who
really rubbed the European’s noses in it with
his dirt-racing style while claiming three
consecutive 500cc GP world Championships
between 1978 and ’80. Kenny, who much pre-
ferred playing in the dirt to racing on tarmac,
only went to GPs because Yamaha America
could not provide him with a competitive dirt
racer for the flat-track racing components
of the AMA championships after he won his
second Grand National title for them in 1974.
The outdated XS 650 based parallel-twin
racer they offered had absolutely no chance
against Harley-Davidson’s superb XR750 that
was conceived from the ground up as a pure
racer. In 1975, though, he took a chance on
one last tilt at the title on a Yamaha. …. The
Japanese company’s two-stroke TZ700 en-
gine – essentially a factory-built doubled-up
TZ350 road-racer – was winning races
and championships with ease worldwide.
Roberts’ crew shoehorned one of ‘em into a
dirt-track frame for the Indianapolis Mile and
managed to qualify the virtually unrideable
130 hp beast at the back of the grid. Riding
on raw talent and instinct, he worked his way
through the field in the final, reaching 210
km/h on the straights, and started the last
lap 100 metres behind the leaders. “I heard
that sonofabitch coming and I knew there
was nothing we could do,” recalled Corky
Keener who was joint leader at the time.
Race reports say that Roberts was travelling
at least 30 km/h quicker than the leaders
as he swept past them to win by half a bike
length. “They don’t pay me enough to ride
that thing,” said Roberts after the race. The
AMA quickly stepped in and changed the
rules to limit engines to two cylinders.
Kenny Roberts was no doubt relieved.
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 Words - Niklaus Lutzeler

E
ver wonder what all the equipment
is doing fitted to the cockpit of a
Dakar rally bike? Why do they need
all those gauges and switches to go
racing? Self-navigation sets rallying
apart from any other form of motorcycle
racing.
The principles of road book navigation
are simple. The course is all marked out on
a continuous roll of paper which is called a
road book. Each competitor receives a road
book the night before that day’s start. You
then have a chance to go through it before
drivers’ briefing where information is given
regarding specific elements of concern as
well as noting possible changes to the route
since printing.
After meticulously highlighting all the
various elements in various colours on the
road book and familiarising yourself with
the route, it gets fed into a sealed contain-
er with a couple of tension rods as well as covering a specified distance without the aid here. It is a good thing to remember that the
two drive rods. Road books vary from twin of a GPS track or map to tell you where you image is not to scale although the organisers
motor designs to single motors but all of are and where you should be heading. try and give a visual representation of what
them work basically the same. The idea is to is going to happen to best of their abilities.
load the road book roll to the bottom drive The basic road book layout consists of There will always be an arrow that starts
rod, placing it over both tension rods and three columns: from the mid bottom of the column. This
securing to the top drive rod. The paper then The left column consists of; the tulip indicates where you are coming from and
rolls from the bottom feeder rod to the top number at the bottom left, the total distance changes to show you where you are heading
rod as you pass through the tulips navigating from the starting point and the main large to. It will also change to the relevant road
through the route. digits in the centre and the segmented or surface type if there are any changes at
This can also be done manually by turn- distance from current tulip to previous tulip that specific point. The small marker stripe
ing a knob on the left hand side for manual (small digits in the right framed corner). at about 135 degrees indicates where the
units or using a toggle switch to activate the The centre column consists of; a picture distance is taken from.
electrical motor to turn the rods and scroll representation of what happens at that spe- The right column consists of; compass
through the road book. cific distance/tulip and roads, intersections, heading, way point information which is
Good rally navigating is the key to a good terrain and landmark icons are mainly used given in the form of GPS co-ordinates. The
rally racer. Riding fast and smooth is one
thing but now the art lies in reading your
own pace notes and concentrating on what
is coming up ahead at the same time. Get it To be able to follow a road book correctly the following equipment will be
right and you fly through the sections, the required to be fitted to the bike:
road book becoming your best friend. Get
it wrong and not only is your day filled with
frustration trying to get back on route and – A road book reader unit, manual or electrical. It is strongly advisable to
make up time or, worst yet, your bike is to- run an electrical unit.
talled when missing a sharp turn or caution
and that is that!
– An adjustable trip metre unit with a pick up off the front wheel.
Thus understanding the basics of naviga- – A compass heading display unit.
tion is key to having a successful road book – Controllers for the various equipment mounted on the left side of the
rally race.
The road book contains all the informa-
bars for easy adjustment. It is always a good idea to have a back-up
tion required to follow a designated route system just in case things go wrong.

68 MAY 2018 www.superbikemag.co.za

compass heading is given in degrees - 360
degrees or 0 degrees will be straight ahead
of you. This is mainly used to confirm the
correct track is being taken and that you
head out in the correct direction, especially
if there are multiple tracks leading off from
a specific point. Text notes as well as control
icons are used here. The text is given mainly
in French and the abbreviations are best to
be learned. This will enable a quick response
to tulip explanations.
Most races require a basic GPS to be
easily visible as way points are given which
must be reached as to not incur penalties.
Race organisers also use your GPS track to
see that you were on track as well and that
you reached all the required way-points.
First off you need to understand the basic
cockpit layout of the bike. Most bikes are set
up in a similar fashion depending on rider
preference:
– Top left you have your trip metre.
– Top right you have your Compass.
– Road book in the middle taking up most of
the back plate space.
– Bottom left you have a secondary trip
metre as back-up.
– Next to the bottom trip you have your power
switches as well as OEM dials to indicate
fuel, speed, ex.
– On the left handle bar you have the
controllers for the various navigation
equipment.
We hope this sheds some light on the
world of motorcycle rally navigation races
and hope to see you out there.
For those eagle eyed readers spot the mistake!
www.superbikemag.co.za MAY 2018 69
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FEATURE WARRANTY
BIKE BUYER
GURU:
Should I invest in a Warranty?
Often, I am asked by customers if
they really need a warranty, even if they
are going to be working on their bikes
themselves. I always ask if they are on a
medical aid, even if they self-medicate?
The reason most of us are on a medical
aid is because we can never predict when
something is going to go wrong and we
all know the cost of visiting the doctor or
hospital these days. The same applies to
modern motorcycles.
After many years of experience, in-
volvement and trading in the motorcycle
industry, I can confidently say that the
question you should be asking yourself
when purchasing a pre-owned motorcycle
is not whether you need a warranty or
not, but rather what kind of warranty you
should be purchasing. With the ever-in-
creasing costs of repairing a motorcycle,
64 MAY 2018 www.superbikemag.co.za
a warranty is must have when purchasing
a pre-owned motorcycle even if the mo-
torcycle has low mileage and a full-ser-
vice history. If you’ve been lucky before,
beware, Murphy is about to strike! If
you’ve already had a warranty claim on a
motorcycle, you’ll appreciate the impor-
tance of having one.
It is important to note that mechanical
warranties are insurance products and
much like medical aids have ‘limits’ of
cover and it’s important that you study
these and the terms and conditions of the
warranty. Warranties will not cover wear
and tear items or abuse. A comprehen-
sive warranty can range between R5,900
and R6,900 depending on the cover
provided. The important warranty cover
items in my opinion are as follows:
Facebook: https://www.facebook.com/FireItUpMotorcycles
By Craig Langton - Fire It Up! #Integrity
1. A warranty that pays out from Day 1 of
ownership - Most claims happen within
the first 3 months of purchase.
2. A warranty that covers consequential
damage – This is important cover that is
often excluded from some policies.
3. A warranty that offers maximum claim
benefit instead of discount at the movies!
4. A warranty from a reputable company
that is there for you when you need
them most.
5. A warranty company that has a rela-
tionship with the dealer you are purchas-
ing your motorcycle from.
As always with insurance/financial
products speak to a financial advisor
who can assist you in making the correct
financial decision.
Tel: 011 465 4591
Web: http://www.fireitup.co.za
 www.bikebuyers.co.za
• We buy all motorcycles and pay cash immediately, no waiting.
• Finance institutions settled immediately.
• Ask us about putting your bike ‘On Show’.
• Trading in? We pay more in most instances.
• National collection facility.
We come to you.

Look out for our

Bike Spotters
at the SABF

Your one stop bike buying solution store

Call James on 076 827 9676 or 011 467 0737
The Bike Buyers is a division of Fire It Up!
 LONGTERMERS Bill Hunter | KTM 390 Duke
Part 2: Gettin’ to know you...
T
he more I ride this little beauty the
more attached I become and not
just me. Natalie cleared off on it for
a few days and came back a gib-
bering jester full of compliments.
She adored the lightness, nimbleness and
naughtiness the 390 has by the bag load.
I agree with everything she says, for a
change. However some KTM dealers say
this is the perfect ‘entry-level’ bike into
the Duke family but I’m not so sure. Think
of it more as a bike you’d keep. You see,
around town up here in good ol’ Jo’burg
I believe you’ll never need anything
bigger. It’s plenty quick enough and with
only 700km on the clock I’ve already had
it past 180km/h! I certainly agree with
Natalie, for a change, on the way it can be
thrown around, helped by those brilliant
Metzeler tyres. And whilst you’re flying
around at silly speeds the one thing that
really does stand out (relayed on those
‘best in class’ clocks), is the frugal fuel
consumption. I know of no other bike at
the moment that gives so much fun for so
little petrol.
........................................................................................................................
74 MAY 2018 www.superbikemag.co.za
Anyway, talking of riding around like half the capacity of the bigger Yamaha
a ‘teenager’ whose dad paid for the bike, single-cylinder engine?
if you know what I mean, let me tell you
these tales to put this 45hp, 150kg motor- ‘Till next time…
bike into perspective. Sir William of Nottingham at your service.
I was out on a Sunday morning ‘an- www.billysbikes.co.za
noying’ any motorbike that came near www.ktm.com
when a Harley-Davidson 1200 Sportster
came alongside at the lights and scoffed
at my 390 badges. Obviously his bike was
much louder (my Akrapovic pipe is here
as I write and will be fitted by the next
report), but his volume was crushed as
he tried to drag race my 390 and me and
I disappeared into the distance full of
glee and merriment. All quite impressive,
but not as impressive as the next robot
race with a fairly new Yamaha XT660
though. First gear we’re side-by-side then
into second and every subsequent gear
change after that the 390 pulled away and
even more so at the top end. I’ve never
had such a grin since I won the lottery,
only to hear my R10,000 win was actually
R10. Gloating aside (after a while that is)
that’s very impressive for a bike that’s
 THE
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 LE S O T H
PTE
7- 8 S E O T H E T O P OF
A R O A D B IKE T I M E E VER!
RIDE H E FIR S T T
S S F O R T
SANI PA D S!
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INCLUDING ACCOMMODATION, BACK-UP VEHICLE AND PARAMEDICS
 Q: My front tyre size is specified as a
90/90. Is it ok to put a 100/90 tyre on it?
Donald Webb - Durban
A: In general the answer is that, yes, you
can change your tyre by one size without
a problem. You can increase the size by
going to the next size up or decrease it,
going to the next size down.
Before you test ride the bike with the
new tyre, it is very important to check
the clearance of your fender bolts. Do
not just check for clearance while the
bike is on the side stand. Confirm that
the bolts do not touch the tyre with a
rider’s full weight on it.
Please remember that tyres from
different manufacturers, although
they are the same size, will have slight
differences in shape and road feel
or ride-ability.
A 100/90 from one brand may fit
perfectly and feel good on the road,
while one from another manufacturer
may just feel wrong to you.
Readers may be wondering why you
would want to change your tyre size. One
example would be that a local shop is
offering a great deal on a tyre. You want
to take advantage of the savings, but
there is a slight discrepancy in tyre size.
Another very good reason may be
that you want to keep a matched set of
Pirelli or Bridgestone tyres on your bike,
but they do not make your exact size.
78 MAY 2018 www.superbikemag.co.za
Q: I just bought a Yamaha with down
draft type carburettors on it. Is this
better than older carbs? Do I need to do
anything special for downdraft carbs?
Dan de Bruyn (late 80’s Yamaha VMX1200
VMax)
A: Unless your bike has problems, there
isn’t anything special you need to do on
a bike with downdraft carburettors.
If you are experiencing a really rough
idle or fouling plugs and adjusting
the air mixture screws does not help
or makes it worse, you may need to
have your carbs re-synchronized at a
shop. Especially if you are repeatedly
fouling spark plugs on just one or two
cylinders.
For those readers who are
wondering what a downdraft carb
is, this is a good place to cover carb
identification.
There are several different
carburetor types used on motorcycles
and all terrain vehicles. The three most
common are mechanical, constant
velocity or CV and down draft.
There are also butterfly, updraft and
side draft styles. We aren’t discussing
those last three styles here.
Mechanical Carburettor:
The first carb type is mechanical. It
is sometimes called cable operated.
Carb identification of a mechanical
carburettor is simple. It has a cable
hooked to a linkage that pulls the slide
barrel up when the throttle is pulled.
Generally, mechanical carbs have a
heavy spring to snap them shut.
They will be found on 1960 through
early 1980s motorcycles, snowmobiles
and ATVs. Some will have an additional
accelerator pump on one carb.
Constant velocity carburettors:
The constant velocity or CV
carb design uses engine vacuum instead
of a linkage. Vacuum from the engine
side of the throttle plate is used to lift
the slide barrel. There will be a rubber
diaphragm on top of the carb.
CV carbs are easily identified by
pushing the slide up with your finger. You
will hear the air exchange out of the air
chamber.
Downdraft carburettors:
Downdraft carbs are a style of
constant velocity carburettor but are
mounted on a downward angle. This type
is used commonly on sportbikes.
 Step 8: A
spring to suit
WRITE
your TO:
riderSuperBike Help, SuperBike Magazine,
E-mail:
weight natalie@superbikemag.co.za
is then
fitted to the
shock with a
recommended
Giveamount
us a shout
of on the SuperBike Facebook page!
initial pre-
load and a
base settingmanufacturers:
Carburettor
putMost
into the
carburettor bodies or housings are Authorised Dealer
compression
stamped with an identification number. The carb

NEW
and damping.
brand or manufacturer is usually cast into the
The pre-load
metal.
setting
Some is of the more popular OEM manufacturers
determined
are Hitachi, Mikuni, Zenith and Keihin. There
by the
are alsotype
manyof smaller, aftermarket carb MOTORCYCLE
SALES
riding you are Mikuni has tons of great
manufacturers.
doing with the
information for bike be it track from
DIY mechanics or road. Theimages
hi-res shock
is then
and cleaned
detailed and readyoffor
descriptions insertion
their back into
carburettor
the bike.
models to tuning manuals.
It is not common, but occasionally a •
PREMIUM
We hope this
motorcycle helps you and
manufacturer willdochange
yourself a favour
carbs part
by giving
way throughDewaldt
a model a call onService
year. 073 169 4482
and to
repair
enquire about
manuals doing
will list your for
one carb shock!
VINs xxxx001
through xxx998 and a second carburettor
Youxxx999
for will not be disappointed.
through xx3000. In this case, carb PRE-OWNED
MOTORCYCLE
identification becomes very important.
Some possible reasons for this could be
problems with a supplier or problems with the
carb design itself, that did not become apparent
until production had already begun. SALEs
•
In addition to your bike’s year, make and
model, you should always bring the VIN with you
when ordering parts.
Also, if you know you need jets or a carb rebuid
kit, get the number off the carburettor housing FITMENT CENTRE
•
too.

Q: Can an engine flywheel cover for an 82-83 550

GPZ mount properly to an 81?
Brandon (IN 1981 Kawasaki GPZ 550) ACCESSORIES
A: The 1981 KZ550 or GPZ550, D model, was a
single year model. The KZ550 GPZ550 that was
•
produced for 1982 and 1983 was the H model. It
was stylistically different from the 1981.
The Kawasaki OEM part number for the 1981
WORKSHOP
GPZ 550 {KZ550D} flywheel or generator cover is
14031-1066. It has ‘Kawasaki’ cast into the centre
and is only applicable to this year.
The OEM part number for the 1982 and 1983
GPZ 550 (KZ550H) cover is 14031-1078. It applies
Johannesburg
to either year. This cover is black and devoid of 224 RONDEBULT ROAD
additional ornamentation. BOKSBURG, GAUTENG
A little more research reveals that the
CONTACT
bikes shareDEWALDT ON 073
the same generator 169 4482 TO
(21050-1019)
011 913 0517
ENQUIRE
and stator ABOUTAlso,
(21003-1038). YOURwhileSHOCK!
the covers find us on facebook - MadMacs Boksburg
look different they use the same gasket (11060- www.madmacsgp.co.za
1055) and four similar 6x40 metric bolts to attach
WRITE
to the TO: SuperBike Help, SuperBike Magazine,
engine.
This leadsnatalie@superbikemag.co.za
E-mail: us to believe that this was a style
change only and the later model cover can be
used on the earlier bike, as long as you reuse your Cape Town
original bolts.
Give us a shout on the SuperBike Facebook page! 1 Bright Street
Somerset West, Cape Town
021 852 4851
www.madmacs.co.za
 FIRST THURSDAY OF
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By: Mat Oxley
INSIDE THE PITBOX
MotoGP
TOO MUCH
PRESSURE?
MotoGP has never been closer. Last year’s aver-
age victory advantage was just 2.2 seconds, an
all-time record.
T
his year will almost certainly be
as close, if not closer, because the
rules are the same, the tyres are
the same and even more riders
have bikes that are 99 percent as good as
the factory bikes.
This is great, for the fans and for
Dorna, who make more money out of
more people turning on their televisions.
But what’s it like for the riders, chasing
tenths and hundredths of a second over a
record 19 race weekends?
“It’s going to be way worse for us as
riders than it has been in previous years
– it’s going to be closer and closer again,”
said Cal Crutchlow before the season
got underway. “We hate that because,
although sometimes we like a battle, it’s
going to be so close.”
Many other riders have discussed the
extra pressures imposed by such close
competition, of the need to ride at close
to 100 percent all year round, in every
practice session and on race day. Last
year promising Moto3 rider Juanfran
Gueverra, who scored his first podium
at Mugello, announced his retirement
following vision problems that his doctor
assigned to stress. The current situation
of ever-tightening competition will only
make things it worse
And there are other downsides to
super-close racing, when gangs of riders
ride around together, separated by mere
feet. Three out of the last four riders to
die at MotoGP events have been killed by
bikes and riders following closely behind:
Shoya Tomizawa at Misano in 2010, Peter
Lenz at Indianapolis in 2010 and Marco
Simoncelli at Sepang in 2011. This is the
ugly downside of crowd-pleasing action.
In Qatar, Danilo Petrucci openly
discussed the situation. “This year is
even closer,” he said. “I don’t know why,
maybe the rider level is getting higher
and higher. I remember at the tests in
Thailand, on the second day there were
20 riders within one second. At the tests
here there were 12 riders in a second,
on a two-minute track! So it’s difficult to
make the difference. Also, I think I’m the
84 MAY 2018 www.superbikemag.co.za
only guy in the top ten who has never won
a race in this championship or fought for
the title, so all the names around me are
quite heavy! Every year is more difficult
“I think for everyone there’s more
pressure. There are 24 riders in the world
doing this job, so you must always be at
100 percent. Last winter was very short.
I got home at the start of December and
left home in the middle of January, so
there is no off-season anymore. We must
always be calm, focused and fit. It’s not
easy. Over the past years I came close to
quitting in MotoGP many times, but now
I have the calmness and consciousness
to understand that if I’m not happy here
I can go away. Nobody puts a gun to my
head and says: ‘You must ride in MotoGP!’
“At least it’s only a bike race, but
it’s a very hard and difficult bike race.
Regarding myself, there’s always a fight
inside me, saying, ‘it’s what you’ve always
dreamed of doing,’ and on the other side,
‘why are you always tired, struggling to
sleep at night?’
“The positive thing is getting on the
bike and when I get on the bike I forget
everything for 45 minutes. It’s the best
thing in the world for me.
“The most difficult thing is that we
train every week and we don’t get to ride
a MotoGP bike. It’s like if a football player
did athletic training all the time and only
got the ball for the match on Sunday. So
I am always a little bit worried about my
physical preparation because in your Mo-
toGP career you only ride the bike maybe
three or four percent of the time!”
YAMAHA’S ELECTRONICS PROBLEMS technicians to help them get the best out
The factory Yamaha team appeared to dig of the Dorna-supplied kit. It seems that
itself out of its hole in Qatar, but one race the other factories have missed out on
result isn’t sure proof that the factory has the best Magneti staff. Thus KTM sends
solved the bike-balance and traction-con- its own technicians to Magneti’s Italian
trol issues that dogged Maverick Vinales HQ to get in-depth tutorials. The strang-
and Valentino Rossi through much of last est thing is that Yamaha, considering the
season and during preseason testing. problems they’ve had, haven’t done this.
Yamaha has especially fallen behind in “It’s very difficult to understand
working with the Magneti Marelli control Yamaha’s problem – where the bike
software, most likely because both Ducati set-up problem ends and the electronics
and Honda have hired former Magneti problem starts,” said Magneti Marelli’s
Maurizio Scrignari. “As everyone knows,
first you have mechanical grip, then you
can help with the electronics. So the
electronics cannot fix a bad situation with
mechanical grip.
“When MotoGP started with the
control software in 2016, Yamaha were a
better position compared to the others,
then Ducati improved and then Honda
improved some more. They are all still
using the same system they started with
two years ago, so it’s very difficult to un-
derstand if Yamaha are lost in themselves
or not.
“We develop the software and all the
factories suggest proposals, which must
be agreed by everybody, but the applica-
tion of the software and the knowledge
of how to use it is totally in their hands.
Some teams send their staff to us,
perhaps to train on a specific matter, but
Yamaha have never done. They presum-
ably consider themselves confident about
the contents of the software because they
contributed to developing the software,
the strategies and so on. They were an
active part of that process, so this situ-
ation is really hard for us to understand.
We’ve asked them if they wanted help,
but we received no answer.”
CRUTCHLOW BEMOANS TYRE QUALITY CONTROL
MotoGP is more unpredictable than
it’s ever been, largely because the gap
between each rider is so tiny and because
race results depend very much on which
www.superbikemag.co.za MAY 2018 85
INSIDE THE PITBOX MOTOGP
tyre each rider uses.
But there’s another, less welcome,
reason for the unpredictability. Many rid-
ers have complained that they sometimes
receive dud tyres from Michelin; although
it should be added that this also happens
with Dunlop in the smaller classes and
with Pirelli in World Superbike.
After the race in Qatar, Johann Zarco
complained that his front tyre had not
worked as expected and Dani Pedrosa
complained of poor performance from his
rear tyre. Valentino Rossi has also had
some races spoiled by tyres that didn’t
provide the expected grip, while Jorge
Lorenzo has complained about chatter
problems with some tyres. But no one
has been as outspoken on this problem
as Cal Crutchlow.
“I really believe that Michelin are a
good tyre manufacturer, but their tyres
can decide the championship,” said the
LCR Honda rider at Losail. “I went out
here during the tests, used the same
86 MAY 2018 www.superbikemag.co.za
tyres for 26 laps, then came in, put on
new set of tyres and I couldn’t get within
two seconds of the times I was doing with
used tyres with brand-new tyres of the
same spec,
“What would’ve happened if I’d
selected those tyres for the race? What
would’ve happened if I’d selected them
for qualifying?
“Then I came back in, took another
set of tyres, and no problem. The quality
control is really, really, really a prob-
lem. We sit there and show our data to
Michelin: we show them that with 20
percent throttle at that point of the corner
this tyre has got more spin than the other
tyre at the point with 50 percent throttle.
But apparently both tyres came from the
same batch.”
Crutchlow is also unhappy about
the allocation of tyres – the compounds
available at each race – which has
already been decided and frozen for the
full season. Initially, tyre construction and
Crutchlow minutes
away from leading
the MotoGP
championship
profile were frozen, to avoid a repeat of
last year’s midseason change of front-
tyre construction that changed the whole
championship. Then the decision was
taken to freeze tyre compounds. Michelin
insist that it was Dorna and the riders
who requested this move, but Crutchlow
seems to disagree.
“The tyre allocation is a joke, the
worst we’ve ever seen,” he added. “We’ve
already seen the allocation for the next
two races [Argentina and COTA] and it’s
very, very poor. If I look at this weekend’s
allocation I’ve got five [rear] tyres, that’s
it, because they’re the only tyres that
work for my bike and give me confidence.
The softs are too soft and the hards are
too hard.
“I’m not just talking for me, I’m talking
about most people. Maybe five guys will
choose the wrong tyre and not finish,
five guys will choose the soft tyre and
go backwards, then five guys may cruise
around three slower than everyone else
 PRIVATE
RIDER
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INSIDE THE PITBOX MOTOGP
and win the race. You have no idea be-
cause it’s so up and down. We seem to be
listened to less and less.
“We just have to manage the situa-
tion as best as possible. It’s the same for
everybody and that’s it. But most riders
aren’t happy with the rules.”
THE SECRETS OF JOHANN
Zarco may have been thwarted in Qatar by
a sudden loss of grip – either his fault or
Michelin’s – but he took pole position, led
most of the race and is now the biggest
talking point of silly-season rumours. It’s
almost certain that the Frenchman will
have a factory ride in 2019, most likely
with Repsol Honda, KTM or Suzuki.
So what’s so great about Zarco? There’s
no one better to ask than his crew chief
Guy Coulon and Tech 3 team owner Herve
Poncharal
Coulon believes his greatest strengths
are maintaining a simple approach to
racing and always looking inside himself
for the lap time, rather than constantly
fiddling with set-up.
“Johann’s working style is quite
simple,” says Coulon. “First, he wants to
88 MAY 2018 www.superbikemag.co.za
feel that the front is safe. At that point he
doesn’t care about the rear, because he
can manage the rear. Then once the front
is good, we try our best to improve rear
contact. He never complains about any
bike.”
Zarco won the Moto2 title in 2015 and
2016, so he learned much of his riding
skills in (relatively) low-tech intermediate
class.
“Tyre grip level is quite low in Moto2, so
although there’s not so much horsepow-
er, the rider needs to be able to control
it by himself,” Coulon adds. “If you want
to have a good finish you need to keep
your tyres in good condition. I believe that
Moto2 was good schooling for this, but not
so many Moto2 riders are able to under-
stand this point. Johann has a very good
feeling about what’s happening with the
bike: front contact, rear contact and how
to manage things by himself, like wheel-
spin.”
Zarco is also very sensitive to bike be-
haviour and track conditions. “Sometimes
he tells us, ‘ah, with this tyre and with
this track surface I need to pick up the
bike to have acceleration’,” says Coulon.
“Another time he will say, ‘ah, here I don’t
need to pick up the bike so much because
I already have traction when I pick up a
little bit, and picking up too much will lose
me some time’. I don’t know if all riders
are able to feel this point. During the race
the rider needs to feel the conditions and
be able to change accordingly. Maybe he
needs to feel, ah, I need to change my
style or change the mapping or take care
with the throttle and manage this point
myself. It’s all feeling.”
Poncharal has worked with many rid-
ers since he established Tech 3 in the mid-
1980s, so he knows that Zarco is special.
“The man on the bike still makes the
difference,” says Poncharal. “Johann
knows what he can do, he’s very calm. And
he enjoys the pressure; it’s like it gives
him an extra boost, which isn’t something
you often see. He’s not a bling-bling guy.
He doesn’t care about five-star hotels and
flashy cars. He is humble, but he believes
he can win. But if you want to fight to be
champion you need to be in a factory team,
where you have a bike tailormade to your
style and you get the latest evolutions.”
Kicking off after
winter in September
 Pics by Eugene Liebenberg

ROUND 3
SHORT CIRCUIT RACING
R
ound three at Lazerfiche Raceway
in V-Town was quite a hoot. We
started a little late and that caused
the big Motard SM1/X guys to have a
race as the sun set, but look at what
a stunning picture we captured; three
boys abreast going into a hairpin bend.
This is currently the best entertainment
in motorsport on offer in SA. Also, the
whole track at these kart circuits is vis-
ible from the stands, so you can watch
the dog fight at every corner. Something
that was very special to us was that
Adrian Scholtz CEO of MSA came to see
what all the fuss was about and the one
thing that he mentioned was that in all
forms of motorsport currently in SA, we
had the biggest attraction to the rain-
bow nation and he said that bode well
for the future of SA Motorsport.
Something new, and it took us a long
time to get right, is that we are now al-
lowed to race the KTM390s at our series
and RAD has bikes available at R2,900
including everything, from tyres, to fuel,
to track side support. So you don’t have
to buy a bike, you just rent them from
RAD and they are all in very mint con-
dition with new tyres on. So if ever you
thought of trying your hand at racing
or if you and a buddy want to know who
is the king of the twisties, give them a
shout and come and show us your stuff,
you will be hooked at a fraction of the
price of ownership.
To stay abreast of our series, please
go to our website or like us on Face-
book. www.superbikemag.co.za and
Facebook, SuperBike Mag Short Circuit
Series
Come and be entertained.

2007 BMW R1200 RT(ABS/Ajustable Screen)
New Condition 26,000Km. Full Touring outfit.
R89.950 Deposit or Trade-in Easy Finance.
Swop/Trade-in Bike/Car or Bakkie
2008 Kawasaki ZX 14 Suzuki 1300 Hayabusa (2008 New Gen) Kawasaki 1700 Classic Cruiser
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 RACINGLINES

Is this not the best picture ever?

77-Brent Harran
71-Brandon Goode
12-Jesse Boshoff

This series is at-

tracting the rainbow
nation more than
any other form of
motorsport

This little guy, Amo-

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race.

2007 BMW R1200 RT(ABS/Ajustable Screen)
New Condition 26,000Km. Full Touring outfit.
R89.950 Deposit or Trade-in Easy Finance.
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2008 Kawasaki ZX 14 Suzuki 1300 Hayabusa (2008 New Gen) Kawasaki 1700 Classic Cruiser
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018 468
G
reat news for BMW RR riders,
with the roads becoming more
congested, traffic policing
increasing and drivers being
more interested in looking at
their phones than driving is that BMW, to-
gether with Jonathan Matos and SA Bik-
ing Academy, have come up with a plan
where RR riders can enjoy their super-
bikes in a safe environment and ride in a
competitive manner against their fellow
riders. It started last year at Red Star and
they had varying degrees of success, but
it was only run at the one circuit which
94 MAY 2018 www.superbikemag.co.za
makes it limiting. So, for 2018, there is
going to be a 6 round championship at
various circuits around the country, and
the interest is huge. It also caters for any
level of rider and there will be 4 classes
within the class.
The BMW RR Cup will be run within
some of our track day events through-
out the year whereby we will have four
groups of riders like normal, those being
A, B, C and now the RR Cup. Within the
four groups, one group will be dedicated
to the BMW RR Cup. The idea is that the
RR rider will arrive on the day and then,
just like at the Isle of Man TT, the send off
will be three seconds apart to determine
grid starting positions for the next two
races.
Directly after qualifying, the fastest
rider of the day’s time will determine the
classes we create; A+ will be 0 to 5%, A
will be 5 to 10%, B will be 10 to 15% and
C will consist of riders slower than 15%.
If guys or gals break out of that class they
move up to the next class for the next
event to prevent sand-bagging.
BMW Motorrad
Pre-owned Motorcycles.

S 1000 RR, 2016, Red K 1600 GT, 2012, S 1000 R, 2016, Red
30 000km 49 900kmkm 14 500km
R169 900 R139 900 R154 990

S 1000 RR, 2014, Akrapovic pipe S 1000 RR, 2017 White/Black/Red G 310 GS, 2018
29 800km 15 400km 1 500km
R154 900 R219 990 R78 900

R 1200 RS, 2016, Blue S 1000 RR, 2015, White/Red S 1000 XR, 2017, White
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Auto Alpina Motorrad Cnr North Rand and Pond Road

Bardene Boksburg
Laurie Goetsch
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BMW Financial Services Facsimilie: (011) 823-4576
All our pre-owned motorcycles come with a
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 BUYER’S
GUIDE www.aprilia-sa.com
RS4 125 REPLICA GP

R85 700
Engine: 124.2cc
Power: n/a
Torque: n/a
Weight: 184kg
Seat Height: 820mm
Fuel Capacity: 14.5L
RS4 125

R77 700
Engine: 124.2cc
Power: n/a
Torque: n/a
Weight: 184kg
Seat Height: 820mm
Fuel Capacity: 14.5L
RSV4 RR

Your new bike buyer’s guide that

features road legal and motocross
motorcycles. R262 300
Engine: 999cc
Power: 200hp
Torque: 115Nm
This buyer’s guide is not controlled by any motorcycle Weight:
Seat Height:
n/a
845mm
dealers and prices are subject to change without any Fuel Capacity: 18.5L

prior notice. Please contact your nearest dealers. RSV4 RF

If you spot any mistakes please feel free to let us know,

we’ll give you a Noddy badge.
R337 900
Engine: 999cc
Power: 201hp
Torque: 115Nm
Weight: n/a
Seat Height: n/a
Fuel Capacity: 18.5L

The information displayed serves as a guide to compare models.

Prices may change without any notice, please contact your nearest dealer.
 SUPERBIKE BUYER’S GUIDE
TUONO V4 1100 R G 310 R F 800 GS S 1000 XR R 1200 R

R232 000 R69 300 R166 700 R235 350 R199 100
Engine: 1,077cc Engine: 313cc Engine: 798cc Engine: 999cc Engine: 1,170cc
Power: 175hp Power: 34hp Power: 85hp Power: 165hp Power: 125hp
Torque: 121Nm Torque: 28Nm Torque: 83Nm Torque: 114Nm Torque: 125Nm
Weight: 184kg Weight: 158kg Weight: 214kg Weight: 228kg Weight: 231kg
Seat Height: 825mm Seat Height: 785mm Seat Height: 880mm Seat Height: 840/855mm Seat Height: 790mm
Fuel Capacity: 18.5L Fuel Capacity: 11L Fuel Capacity: 16L Fuel Capacity: 20L Fuel Capacity: 18L
TUONO V4 1100 FACTORY C 650 SPORT R 1200 GS R 1200 RT R 1200 RS

R262 300 R156 300 R244 600 R232 550 R201 800
Engine: 1,077cc Engine: 647cc Engine: 1,170cc Engine: 1,170cc Engine: 1,170cc
Power: 175hp Power: 60hp Power: 123hp Power: 125hp Power: 125hp
Torque: 121Nm Torque: 63Nm Torque: 125Nm Torque: 125Nm Torque: 125Nm
Weight: 184kg Weight: 196kg Weight: 238kg Weight: 221kg Weight: 231kg
Seat Height: 825mm Seat Height: 800mm Seat Height: 850/870mm Seat Height: 805/825mm Seat Height: 790mm
Fuel Capacity: 18.5L Fuel Capacity: 15.5L Fuel Capacity: 20L Fuel Capacity: 25L Fuel Capacity: 18L
DORSODURO 900 C 650 GT F 800 GS ADV K 1600 B R nineT PURE

R159 400 R163 900 R177 850 R348 100 R175 300
Engine: 896.1cc Engine: 647cc Engine: 798cc Engine: 1 649cc Engine: 1,170cc
Power: 95.2hp Power: 60hp Power: 85hp Power: N/Ahp Power: 110hp
Torque: 90Nm Torque: 63Nm Torque: 83Nm Torque: 175Nm Torque: 116Nm
Weight: n/a Weight: 261kg Weight: 229kg Weight: 560kg Weight: 214kg
Seat Height: n/a Seat Height: 805mm Seat Height: 890mm Seat Height: 750mm Seat Height: 820mm
Fuel Capacity: 12L Fuel Capacity: 15.5L Fuel Capacity: 24L Fuel Capacity: 26.5L Fuel Capacity: 17L
SHIVER 900 G 310 GS K 1600 GT R nineT
F 800 R

R149 300 R80 400 R288 700 R196 700

Engine: 896.1cc Engine: 313cc R149 550 Engine: 1649cc Engine: 1,170cc
Power: 95.2hp Power: 34hp Engine: 798cc Power: 160hp Power: 110hp
Torque: 90Nm Torque: 28Nm Power: N/Ahp Torque: 175Nm Torque: 119Nm
Weight: n/a Weight: 169kg Torque: 86Nm Weight: 306kg Weight: 208kg
Seat Height: n/a Seat Height: 835mm Weight: 203kg Seat Height: 810mm Seat Height: 785mm
Fuel Capacity: 15L Fuel Capacity: 11L Seat Height: 790mm Fuel Capacity: 26.5L Fuel Capacity: 18L
Fuel Capacity: 15L
F 700 GS F 800 GT R nineT SCRAMBLER
R 1200 GS ADV

R155 100 R154 500 R204 000

Engine: 798cc R256 400 Engine: 798cc Engine: 1,170cc
Power: 75hp Engine: 1,170cc Power: 90hp Power: 110hp
Torque: 77Nm Power: 125hp Torque: 86Nm Torque: 116Nm
Weight: 209kg Torque: 125Nm Weight: 206kg Weight: 220kg
Seat Height: 820mm Weight: 238kg Seat Height: 800mm Seat Height: 820mm
www.bmwmotorrad.co.za Fuel Capacity: 16L Seat Height: 890/910mm Fuel Capacity: 15L Fuel Capacity: 17L
Fuel Capacity: 30L

The information displayed serves as a guide to compare models.

Prices may change without any notice, please contact your nearest dealer.
 SUPERBIKE BUYER’S GUIDE
R nineT URBAN G/S HP4 RACE SPYDER RT - S MONSTER 1200 SUPERSPORT

R180 350 TBD R479 900 R196 900 R182 900

Engine: 1,170cc Engine: 999cc Engine: 1,330cc Engine: 1,198.4cc Engine: 937cc
Power: 110hp Power: 215hp Power: 115hp Power: 135hp Power: 113hp
Torque: 116Nm Torque: 120Nm Torque: 130.1Nm Torque: 118Nm Torque: 96.7Nm
Weight: 221kg Weight: 146kg (d) Weight: 459kg Weight: 182kg Weight: 183kg
Seat Height: 850mm Seat Height: n/a Seat Height: 772mm Seat Height: 785-810mm Seat Height: 810mm
Fuel Capacity: 17L Fuel Capacity: n/a Fuel Capacity: 27L Fuel Capacity: 17.5L Fuel Capacity: 16L
R nineT RACER MONSTER 1200 S SUPERSPORT S
RED/GREY
RED/WHITE

R180 200 FROM R230 900 FROM R202 900

Engine: 1,170cc Engine: 1198.4cc Engine: 937cc
Power: 110hp Power: 145hp Power: 113hp
Torque: 116Nm Torque: 124.5Nm Torque: 96.7Nm
Weight: 219kg Weight: 182kg Weight: 183kg
Seat Height: 805mm Seat Height: 785-810mm Seat Height: 810mm
Fuel Capacity: 17L www.brpsa.co.za www.ducati.co.za Fuel Capacity: 17.5L Fuel Capacity: 16L
K 1600 GTL SPYDER F3 - S MONSTER 797 RED MONSTER 1200 R MULTISTRADA 950 RED
RED

R311 900 R399 900 R134 900 R257 900 R189 900
Engine: 1,649cc Engine: 1,330cc Engine: 803cc Engine: 1198.4cc Engine: 937cc
Power: 160hp Power: 115hp Power: 75hp Power: 160hp Power: 113hp
Torque: 175Nm Torque: 130.1Nm Torque: 68.9Nm Torque: 131.4Nm Torque: 96.2Nm
Weight: 360kg Weight: 408kg Weight: 175kg Weight: 180kg Weight: 204kg
Seat Height: 750mm Seat Height: 675mm Seat Height: 805mm Seat Height: 785-810mm Seat Height: 840mm
Fuel Capacity: 24L Fuel Capacity: 27L Fuel Capacity: 16.5L Fuel Capacity: 17.5L Fuel Capacity: 20L
S 1000 R SPYDER F3 - T MONSTER 797 HYPERMOTARD 939 MULTISTRADA 950 WHITE
WHITE/ DARK STEALTH RED / WHITE

R211 400 459 900 R136 900 FROM R168 900 R193 900
Engine: 999cc Engine: 1,330cc Engine: 803cc Engine: 937cc Engine: 937cc
Power: 160hp Power: 115hp Power: 75hp Power: 113hp Power: 113hp
Torque: 112Nm Torque: 130.1Nm Torque: 68.9Nm Torque: 97.9Nm Torque: 96.2Nm
Weight: 207kg Weight: 430kg Weight: 175kg Weight: 178kg Weight: 204kg
Seat Height: 814mm Seat Height: 675mm Seat Height: 805mm Seat Height: 890mm Seat Height: 840mm
Fuel Capacity: 17.5L Fuel Capacity: 27L Fuel Capacity: 16.5L Fuel Capacity: 16L Fuel Capacity: 20L
S 1000 RR SPYDER RT LTD MONSTER 821 HYPERMOTARD 939 SP MULTISTRADA 950
RED/DARK STEATH/ SPOKED RED

R255 500 R499 900 FROM R164 900 R203 900 R198 900
Engine: 999cc Engine: 1,330cc Engine: 821cc Engine: 937cc Engine: 937cc
Power: 193hp Power: 115hp Power: 112hp Power: 113hp Power: 113hp
Torque: 112Nm Torque: 130.1Nm Torque: 89.4Nm Torque: 97.9Nm Torque: 96Nm
Weight: 178kg (d) Weight: 459kg Weight: 179kg Weight: 178kg Weight: 204kg
Seat Height: 820mm Seat Height: 772mm Seat Height: 785-810mm Seat Height: 890mm Seat Height: 840mm
Fuel Capacity: 17.5L Fuel Capacity: 27L Fuel Capacity: 17.5L Fuel Capacity: 16L Fuel Capacity: 20L

The information displayed serves as a guide to compare models.

Prices may change without any notice, please contact your nearest dealer.

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 SUPERBIKE BUYER’S GUIDE
MULTISTRADA 950 MULTISTRADA 1260 S DIAVEL CARBON PANIGALE R FINAL
SPOKED STAR WHITE SILK RED EDITION

R202 900 R260 900 R299 900 R669 900

Engine: 937cc Engine: 1262cc Engine: 1,198cc Engine: 1285cc
Power: 113hp Power: 158hp Power: 162hp Power: 154hp
Torque: 96Nm Torque: 129.5Nm Torque: 130.5Nm Torque: 142Nm
Weight: 204kg Weight: 212kg Weight: 210kg Weight: 162kg
Seat Height: 840mm Seat Height: 825-845mm Seat Height: 770mm Seat Height: 830mm
Fuel Capacity: 20L Fuel Capacity: 20L Fuel Capacity: 17L Fuel Capacity: 17L www.ducati.co.za
MULTISTRADA 1200 ENDURO MULTISTRADA 1260 S XDIAVEL PANIGALE V4 RED SIXTY2
RED GREY, ORANGE, BLACK
WHITE / GREY

R259 900 R264 900 R285 900 R288 900 R119 500
Engine: 1,198cc Engine: 1262cc Engine: 1,262cc Engine: 1103cc Engine: 399cc
Power: 160hp Power: 158hp Power: 156hp Power: 214hp Power: 41hp
Torque: 136Nm Torque: 129.5Nm Torque: 128.9Nm Torque: 124Nm Torque: 34.6Nm
Weight: 225kg Weight: 212kg Weight: 220kg Weight: 175kg Weight: 167kg
Seat Height: 870mm Seat Height: 825-845mm Seat Height: 755mm Seat Height: 830mm Seat Height: 790mm
Fuel Capacity: 30L Fuel Capacity: 20L Fuel Capacity: 17L Fuel Capacity: 16L Fuel Capacity: 14L
MULTISTRADA 1200 ENDURO MULTISTRADA 1260 XDIAVEL S PANIGALE V4 S RED MACH 2.0
WHITE
PIKES PEAK BLACK/WHITE

R263 900 R317 900 FROM R328 900 R359 900 R166 900
Engine: 1,198cc Engine: 1262cc Engine: 1,262cc Engine: 1103cc Engine: 803cc
Power: 160hp Power: 158hp Power: 157hp Power: 214hp Power: 73hp
Torque: 136Nm Torque: 129.5Nm Torque: 128.9Nm Torque: 124Nm Torque: 67Nm
Weight: 225kg Weight: 206kg Weight: 220kg Weight: 175kg Weight: 170kg
Seat Height: 870mm Seat Height: 825-845mm Seat Height: 755mm Seat Height: 830mm Seat Height: 0mm
Fuel Capacity: 30L Fuel Capacity: 20L Fuel Capacity: 17L Fuel Capacity: 16L Fuel Capacity: 13.5L
MULTISTRADA 1200 ENDURO MULTISTRADA 1200 959 PANIGALE PANIGALE V4 ICON
GREY RED / WHITE RED, YELLOW, SILVER
ENDURO PRO SPECIALE

R263 900 R287 900 FROM R209 900 R669 900 FROM R138 900
Engine: 1,198cc Engine: 1198cc Engine: 955cc Engine: 1103cc Engine: 803cc
Power: 160hp Power: 152hp Power: 157hp Power: 226hp Power: 75hp
Torque: 136Nm Torque: 128Nm Torque: 107.4Nm Torque: 133.6Nm Torque: 68Nm
Weight: 225kg Weight: 225kg Weight: 171kg Weight: 175kg Weight: 170kg
Seat Height: 870mm Seat Height: 870mm Seat Height: 830mm Seat Height: 830mm Seat Height: 790mm
Fuel Capacity: 30L Fuel Capacity: 20L Fuel Capacity: 17L Fuel Capacity: 16L Fuel Capacity: 13.5L
MULTISTRADA 1260 DIAVEL 959 PANIGALE CORSE PANIGALE V4 FULL THROTTLE
RED SPECIALE
WITH MAGNESIUM WHEELS

R217 900 R256 900 R240 900 R731 900 R164 900
Engine: 1262cc Engine: 1,198cc Engine: 955cc Engine: 1103cc Engine: 803cc
Power: 158hp Power: 162hp Power: 150hp Power: 226hp Power: 75hp
Torque: 129.5Nm Torque: 130.5Nm Torque: 102Nm Torque: 133.6Nm Torque: 68Nm
Weight: 209kg Weight: 210kg Weight: 176kg Weight: 175kg Weight: 170kg
Seat Height: 825-845mm Seat Height: 770mm Seat Height: 830mm Seat Height: 830mm Seat Height: 790mm
Fuel Capacity: 20L Fuel Capacity: 17L Fuel Capacity: 17L Fuel Capacity: 16L Fuel Capacity: 13.5L

The information displayed serves as a guide to compare models.

Prices may change without any notice, please contact your nearest dealer.
 SUPERBIKE BUYER’S GUIDE
CLASSIC 1100 SuperLow® FORTY EIGHT® SPORT GLIDE
WHITE / ORANGE YELLOW/BLACK/SPECIAL/
SPORT

R164 900 FROM R196 900 FROM R146 000 FROM R162 000 R233 000
Engine: 803cc Engine: 1079cc Engine: 883cc Engine: 1,202cc Engine: 1,745cc
Power: 75hp Power: 86hp Power: n/a Power: n/a Power: n/a
Torque: 68Nm Torque: 88Nm Torque: 69Nm Torque: 96Nm Torque: 145Nm
Weight: 176kg Weight: 189kg Weight: 258kg Weight: 252kg Weight: 304kg
Seat Height: 790mm Seat Height: mm Seat Height: 705mm Seat Height: 710mm Seat Height: 680mm
Fuel Capacity: 13.5L Fuel Capacity: 13.5L Fuel Capacity: 17L Fuel Capacity: 7.9L Fuel Capacity: 18.9L
DESERT SLED RED IRON® 883 ROADSTER™ FAT BOB® 114

R175 900 FROM R151 000 FROM R170 000 R252 000
Engine: 803cc Engine: 883cc Engine: 1,202cc Engine: 1,868cc
Power: 75hp Power: n/a Power: n/a Power: n/a
Torque: 68Nm Torque: 68Nm Torque: 96Nm Torque: 160Nm
Weight: 191kg Weight: 256kg Weight: 259kg Weight: 306kg
Seat Height: 860mm Seat Height: 760mm Seat Height: 785mm Seat Height: 710mm
Fuel Capacity: 13.5L www.harley-davidson.com Fuel Capacity: 12.5L Fuel Capacity: 12.5L Fuel Capacity: 13.6L
DESERT SLED WHITE STREET® 750 1200 CUSTOM® STREET BOB® FAT BOB®

R179 900 R108 000 FROM R163 000 FROM R190 000 R228 000
Engine: 803cc Engine: 749cc Engine: 1,202cc Engine: 1,690cc Engine: 1,690cc
Power: 75hp Power: n/a Power: n/a Power: n/a Power: n/a
Torque: 68Nm Torque: 59Nm Torque: 96Nm Torque: 126Nm Torque: 130Nm
Weight: 191kg Weight: 229kg Weight: 268kg Weight: 291kg Weight: 320kg
Seat Height: 860mm Seat Height: 710mm Seat Height: 725mm Seat Height: 680mm Seat Height: 705mm
Fuel Capacity: 13.5L Fuel Capacity: 13.1L Fuel Capacity: 17L Fuel Capacity: 17.8L Fuel Capacity: 18.9L
DESERT SLED BLACK STREET ROD® SuperLow® 1200T LOW RIDER® SOFTAIL SLIM®

R179 900 R118 500 FROM R168 000 FROM R217 000 R248 000
Engine: 803cc Engine: 749cc Engine: 1,202cc Engine: 1,690cc Engine: 1,690cc
Power: 75hp Power: n/a Power: n/a Power: n/a Power: n/a
Torque: 68Nm Torque: 65Nm Torque: 96Nm Torque: 126Nm Torque: 126Nm
Weight: 191kg Weight: 238kg Weight: 274kg Weight: 311kg Weight: 321kg
Seat Height: 860mm Seat Height: 765mm Seat Height: 705mm Seat Height: 700mm Seat Height: 650mm
Fuel Capacity: 13.5L Fuel Capacity: 13.1L Fuel Capacity: 17L Fuel Capacity: 17.8L Fuel Capacity: 18.9L
CAFE RACER IRON 1200 FORTY-EIGHT SPECIAL DELUXE FAT BOY®

R175 900 R152 000 R162 000 R275 000 R279 000
Engine: 803cc Engine: 1202cc Engine: 1202cc Engine: 1,745cc Engine: 1,690cc
Power: 75hp Power: n/a Power: n/a Power: n/a Power: n/a
Torque: 68Nm Torque: 99Nm Torque: 96Nm Torque: 145Nm Torque: 126Nm
Weight: 188kg Weight: 248kg Weight: 248kg Weight: 303kg Weight: 333kg
Seat Height: 805mm Seat Height: 735mm Seat Height: 709mm Seat Height: 680mm Seat Height: 670mm
Fuel Capacity: 13.5L Fuel Capacity: 12.5L Fuel Capacity: 7.5L Fuel Capacity: 18.9L Fuel Capacity: 18.9L

The information displayed serves as a guide to compare models.

Prices may change without any notice, please contact your nearest dealer.

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 SUPERBIKE BUYER’S GUIDE

FAT BOY® 114 ULTRA LIMITED LOW ROAD KING® SPECIAL CVO™STREET GLIDE®

R305 000 R369 000 FROM R328 000 FROM R495 000
Engine: 1,868cc Engine: 1,745cc Engine: 1,745cc Engine: 1,868cc
Power: n/a Power: n/a Power: n/a Power: n/a
Torque: 160Nm Torque: 152Nm Torque: 150Nm Torque: 165Nm
Weight: 317kg Weight: 396kg Weight: 372kg Weight: 398kg
Seat Height: 675mm Seat Height: 675mm Seat Height: 695mm Seat Height: 690mm
Fuel Capacity: 18.9L Fuel Capacity: 132.7L Fuel Capacity: 22.7L Fuel Capacity: 22.7L www.honda.co.za
BREAKOUT® ROAD GLIDE STREET GLIDE® SPECIAL CVO ROAD GLIDE ELITE

R280 000 R349 000 FROM R354 000 R524 000 R22 100
Engine: 1,690cc Engine: 1,745cc Engine: 1,745cc Engine: 1932cc Engine: 153cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: 8.4hp
Torque: 125Nm Torque: 150Nm Torque: 150Nm Torque: 169Nm Torque: 8.7Nm
Weight: 320kg Weight: 372kg Weight: 376kg Weight: 385kg Weight: 102kg
Seat Height: 650mm Seat Height: 695mm Seat Height: 685mm Seat Height: 680mm Seat Height: 755mm
Fuel Capacity: 18.9L Fuel Capacity: 12.7L Fuel Capacity: 22.7L Fuel Capacity: 22.7L Fuel Capacity: 5.5L
BREAKOUT® 114 STREET GLIDE ROAD GLIDE® SPECIAL CVO™LIMITED NC750X

R303 000 R347 000 FROM R358 000 FROM R529 000 R100 999
Engine: 1,868cc Engine: 1,745cc Engine: 1,745cc Engine: 1,868cc Engine: 745cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: 55hp
Torque: 161Nm Torque: 150Nm Torque: 150Nm Torque: 165Nm Torque: 68Nm
Weight: 305kg Weight: 361kg Weight: 388kg Weight: 431kg Weight: 219kg
Seat Height: 665mm Seat Height: 695mm Seat Height: 685mm Seat Height: 760mm Seat Height: 830mm
Fuel Capacity: 13.2L Fuel Capacity: 12.7L Fuel Capacity: 22.7L Fuel Capacity: 22.7L Fuel Capacity: 14.1L
HERITAGE CLASSIC ROAD KING® ROAD GLIDE® ULTRA FREEWHEELER® NC750X DCT

R284 000 FROM R317 000 FROM R362 000 FROM R379 000 R108 699
Engine: 1,690cc Engine: 1,745cc Engine: 1,745cc Engine: 1,745cc Engine: 745cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: 55hp
Torque: 125Nm Torque: 150Nm Torque: 152Nm Torque: 150Nm Torque: 68Nm
Weight: 347kg Weight: 379kg Weight: 425kg Weight: 507kg Weight: 219kg
Seat Height: 690mm Seat Height: 705mm Seat Height: 735mm Seat Height: 700mm Seat Height: 830mm
Fuel Capacity: 18.9L Fuel Capacity: 22.7L Fuel Capacity: 22.7L Fuel Capacity: 22.7L Fuel Capacity: 14.1L
HERITAGE CLASSIC 114 ROAD KING® CLASSIC ULTRA LIMITED TRI GLIDE® ULTRA ACE 125

R308 000 FROM R317 000 FROM R369 000 FROM R469 000 R21 150
Engine: 1,868cc Engine: 1,745cc Engine: 1,745cc Engine: 1,745cc Engine: 124.9cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: 8.4hp
Torque: 155Nm Torque: 150Nm Torque: 152Nm Torque: 152Nm Torque: 10.1Nm
Weight: 330kg Weight: 376kg Weight: 413kg Weight: 564kg Weight: 111kg
Seat Height: 680mm Seat Height: 715mm Seat Height: 740mm Seat Height: 735mm Seat Height: 790mm
Fuel Capacity: 18.9L Fuel Capacity: 22.7L Fuel Capacity: 22.7L Fuel Capacity: 22.7L Fuel Capacity: 10L

The information displayed serves as a guide to compare models.

Prices may change without any notice, please contact your nearest dealer.
 SUPERBIKE BUYER’S GUIDE
AFRICA TWIN A CRF250L 450 SUPERMOTO SVARTPILEN 401 GV650

R165 999 R74 999 R115 699 R89 699 R60 500
Engine: 998cc Engine: 249.6cc Engine: 449cc Engine: 373cc Engine: 647cc
Power: 94hp Power: n/a Power: 63hp Power: 43hp Power: 71hp
Torque: 98Nm Torque: n/a Torque: n/a Torque: n/a Torque: 61.4Nm
Weight: 242kg Weight: 144kg Weight: 104.8kg Weight: 150kg Weight: 232kg
Seat Height: 871/850mm Seat Height: 874mm Seat Height: 927mm Seat Height: 835mm Seat Height: 690mm
Fuel Capacity: 19L Fuel Capacity: 7.9L Fuel Capacity: 7L Fuel Capacity: 9.5L Fuel Capacity: 16L
AFRICA TWIN DCT CRF250 RALLY 701 ENDURO

FROM R182 300 R84 999 R141 699

Engine: 998cc Engine: 249.6cc Engine: 690cc
Power: 94hp Power: 25hp Power: n/a
Torque: 98Nm Torque: 23Nm Torque: n/a
Weight: 242kg Weight: 157kg Weight: 145kg
Seat Height: 871/850mm Seat Height: 895mm Seat Height: 910mm
Fuel Capacity: Fuel Capacity: Fuel Capacity: www.indianmotorcycle.co.za
19L 10.1L 13L www.hyosungsa.co.za

XR190 2017 CBR1000RR 701 SUPERMOTARD GT250R SCOUT™ SIXTY

R44 999 R228 600 R141 699 R50 400 FROM R159 900
Engine: 184cc Engine: 999.8cc Engine: 690cc Engine: 249cc Engine: 999cc
Power: 15.6hp Power: 189hp Power: n/a Power: 26hp Power: n/a
Torque: 15.7Nm Torque: 116Nm Torque: n/a Torque: 21Nm Torque: 88.8Nm
Weight: 140kg Weight: 195kg Weight: 145kg Weight: 188kg Weight: 246kg
Seat Height: 825mm Seat Height: 820mm Seat Height: 890mm Seat Height: 830mm Seat Height: 643mm
Fuel Capacity: 12L Fuel Capacity: 16L Fuel Capacity: 13L Fuel Capacity: 17L Fuel Capacity: 12.5L
XR150L 2017 CBR1000RR SP VITPILEN 401 GT650R SCOUT™ 1133

R29 800 R300 000 R89 699 R80 700 FROM R189 900
Engine: 149cc Engine: 999.8cc Engine: 373cc Engine: 647cc Engine: 1,133cc
Power: n/a Power: 189hp Power: 43hp Power: 72hp Power: 100hp
Torque: n/a Torque: 116Nm Torque: n/a Torque: 60.9Nm Torque: 98Nm
Weight: 129kg Weight: 195kg Weight: 148kg Weight: 215kg Weight: 253kg
Seat Height: 825mm Seat Height: 820mm Seat Height: 835mm Seat Height: 830mm Seat Height: 673mm
Fuel Capacity: 12L Fuel Capacity: 16L Fuel Capacity: 9.5L Fuel Capacity: 17L Fuel Capacity: 12.5L
XR125L VITPILEN 701 ST7 SCOUT BOBBER

R27 750 R147 699 R90 800 FROM R189 900

Engine: 124cc Engine: 693cc Engine: 678.2cc Engine: 1,133cc
Power: 11hp Power: 74hp Power: 61hp Power: n/a
Torque: 10.6Nm Torque: n/a Torque: 57.3Nm Torque: 97Nm
Weight: 120kg Weight: 157kg Weight: 244kg Weight: 245kg
Seat Height: 825mm Seat Height: 830mm Seat Height: 675mm Seat Height: 649mm
Fuel Capacity: 12L www.husqvarna-motorcycles.com Fuel Capacity: 12L Fuel Capacity: 17L Fuel Capacity: 20.5L

The information displayed serves as a guide to compare models.

Prices may change without any notice, please contact your nearest dealer.

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 SUPERBIKE BUYER’S GUIDE
CHIEF DARK HORSE CHIEFTAIN DARK HORSE ROADMASTER ELITE Z300 Z900 ABS

® ® ®

R279 900 R399 900 FROM R529 900 R61 995 R135 995
Engine: 1,811cc Engine: 1,811cc Engine: 1,811cc Engine: 296cc Engine: 948cc
Power: n/a Power: n/a Power: n/a Power: 39hp Power: 125hp
Torque: 138.9Nm Torque: 138.9Nm Torque: 150Nm Torque: 27Nm Torque: 98.6Nm
Weight: 341kg Weight: 364kg Weight: 408kg Weight: 168kg Weight: 208kg
Seat Height: 660mm Seat Height: 660mm Seat Height: 673.1mm Seat Height: 785mm Seat Height: 795mm
Fuel Capacity: 20.8L Fuel Capacity: 20.8L Fuel Capacity: 20.8L Fuel Capacity: 17L Fuel Capacity: 17L
CHIEF® CLASSIC CHIEFTAIN™ Z300 ABS NINJA 650 SE

® ®

FROM R290 900 FROM R399 900 R64 995 R120 995
Engine: 1,811cc Engine: 1,811cc Engine: 296cc Engine: 649cc
Power: n/a Power: n/a Power: 39hp Power: 68hp
Torque: 138.9Nm Torque: 138.9Nm Torque: 27Nm Torque: 65.7Nm
Weight: 370kg Weight: 385kg Weight: 168kg Weight: 192kg
Seat Height: n/a Seat Height: n/a Seat Height: 785mm Seat Height: 790mm
Fuel Capacity: 20.8L Fuel Capacity: 20.8L www.kawasakisa.co.za Fuel Capacity: 17L Fuel Capacity: 15L
CHIEF® VINTAGE CHIEFTAIN LIMITED NINJA 300R ABS Z650 VERSYS-X 300
CONTOUR

® ®

FROM R359 900 FROM R399 900 R69 995 R99 995 R75 500
Engine: 1,811cc Engine: 1,811cc Engine: 296cc Engine: 649cc Engine: 296cc
Power: n/a Power: n/a Power: 39hp Power: 68hp Power: 40hp
Torque: 138.9Nm Torque: 150Nm Torque: 27Nm Torque: 65.7Nm Torque: 25.7Nm
Weight: 379kg Weight: 371kg Weight: 172kg Weight: 186kg Weight: 173kg
Seat Height: n/a Seat Height: 660mm Seat Height: 785mm Seat Height: 790mm Seat Height: 845mm
Fuel Capacity: 20.8L Fuel Capacity: 20.8L Fuel Capacity: 17L Fuel Capacity: 15L Fuel Capacity: 17L
SPRINGFIELD ROADMASTER™ CLASSIC NINJA 400 ABS BLACK Z800 VERSYS 650

® ®

FROM R369 900 FROM R410 900 R73 995 R110 995 R115 995
Engine: 1,811cc Engine: 1,811cc Engine: 296cc Engine: 806cc Engine: 649cc
Power: n/a Power: n/a Power: 39hp Power: n/a Power: 69hp
Torque: 138.9Nm Torque: 138.9Nm Torque: 27Nm Torque: n/a Torque: 64Nm
Weight: 372kg Weight: 421kg Weight: 172kg Weight: 231kg Weight: 214kg
Seat Height: 660mm Seat Height: n/a Seat Height: 785mm Seat Height: 834mm Seat Height: 840mm
Fuel Capacity: 20.8L Fuel Capacity: 20.8L Fuel Capacity: 17L Fuel Capacity: 17L Fuel Capacity: 21L
SPRINGFIELD ROADMASTER™ NINJA 400 ABS Z800 ABS VERSYS 1000
DARKHORSE

® ®

R369 900 FROM R429 900 R75 995 R113 995 R159 995
Engine: 1,811cc Engine: 1,811cc Engine: 296cc Engine: 806cc Engine: 1,043cc
Power: n/a Power: n/a Power: 39hp Power: n/a Power: 136hp
Torque: 150Nm Torque: 138.9Nm Torque: 27Nm Torque: n/a Torque: n/a
Weight: 372kg Weight: 421kg Weight: 172kg Weight: 231kg Weight: n/a
Seat Height: 660mm Seat Height: n/a Seat Height: 785mm Seat Height: 834mm Seat Height: 840mm
Fuel Capacity: 20.8L Fuel Capacity: 20.8L Fuel Capacity: 17L Fuel Capacity: 17L Fuel Capacity: 21L

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 SUPERBIKE BUYER’S GUIDE
ZX-6R EN650 VULCAN 1290 SUPER DUKE GT 790 DUKE

R135 995 R99 995 R236 999 R147 999

Engine: 599cc Engine: 649cc Engine: 1,301cc Engine: 799cc
Power: 126hp Power: n/a Power: 170hp Power: 103hp
Torque: 66.7Nm Torque: n/a Torque: 144Nm Torque: N/A
Weight: 191kg (w) Weight: 226kg Weight: 205kg Weight: 169kg
Seat Height: 815mm Seat Height: 706mm Seat Height: 835mm Seat Height: 825mm
Fuel Capacity: 17L Fuel Capacity: 14L Fuel Capacity: 23L Fuel Capacity: 14L www.motoguzzisa.co.za
ZX-10RR 690 ENDURO R 1090 ADVENTURE R V7 III STONE

R239 995 R136 999 R193 999 R141 999

Engine: 998cc Engine: 653.7cc Engine: 1,050cc Engine: 744cc
Power: 210hp Power: 63hp Power: 123hp Power: 52hp
Torque: 113.5Nm Torque: 65Nm Torque: n/a Torque: 60Nm
Weight: 204kg Weight: 138.5kg Weight: 207kg dry Weight: 209kg (w)
Seat Height: 835mm Seat Height: 910mm Seat Height: 890mm Seat Height: 770mm
Fuel Capacity: 17L www.ktm.com Fuel Capacity: 12L Fuel Capacity: 23L Fuel Capacity: 21L
H2 125 DUKE RC125 1090 AVENTURE S V7 III SPECIAL

R349 995 R57 999 R58 999 R178 999 R156 999
Engine: 998cc Engine: 124.7cc Engine: 124.7cc Engine: 1050cc Engine: 744cc
Power: 207hp Power: 15hp Power: 15hp Power: 123hp Power: 52hp
Torque: 140Nm Torque: 12Nm Torque: n/a Torque: N/A Torque: 60Nm
Weight: 238kg (w) Weight: 125kg Weight: 135kg Weight: 205kg Weight: 213kg (w)
Seat Height: 825mm Seat Height: 800mm Seat Height: 820mm Seat Height: 850mm Seat Height: 770mm
Fuel Capacity: 17L Fuel Capacity: 11L Fuel Capacity: 10L Fuel Capacity: 23L Fuel Capacity: 21L
ZZR1400 ÖHLINS 390 DUKE RC390 1290 SUPER ADVENTURE S V7 III RACER

R227 995 R74 999 R72 999 R225 999 R176 500
Engine: 1,441cc Engine: 375cc Engine: 373.2cc Engine: 1,301cc Engine: 744cc
Power: 197hp Power: 43hp Power: 43hp Power: 160hp Power: 52hp
Torque: 162Nm Torque: 35Nm Torque: n/a Torque: n/a Torque: 60Nm
Weight: 265kg (w) Weight: 149kg Weight: 147kg Weight: 215kg dry Weight: 209kg (w)
Seat Height: 800mm Seat Height: 830mm Seat Height: 820mm Seat Height: 860mm Seat Height: 770mm
Fuel Capacity: 22L Fuel Capacity: 13L Fuel Capacity: 10L Fuel Capacity: 23L Fuel Capacity: 21L
GTR1400 1290 SUPER DUKE R FREERIDE 250 F 1290 SUPER ADVENTURE R V7 II STORNELLO

R199 995 R226 999 R91 999 R231 999 R166 400
Engine: 1,352cc Engine: 1,301cc Engine: 250cc Engine: 1,301cc Engine: 744cc
Power: 155hp Power: 180hp Power: 15hp Power: 160hp Power: 48hp
Torque: 136Nm Torque: 144Nm Torque: N/A Torque: n/a Torque: 59.6Nm
Weight: 300kg Weight: 189kg Weight: 98.5kg Weight: 217kg dry Weight: 186kg (w)
Seat Height: 815mm Seat Height: 835mm Seat Height: 915mm Seat Height: 890mm Seat Height: 798mm
Fuel Capacity: 22L Fuel Capacity: 18L Fuel Capacity: 5.5L Fuel Capacity: 23L Fuel Capacity: 21L

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Prices may change without any notice, please contact your nearest dealer.

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 SUPERBIKE BUYER’S GUIDE
V7 III ANNIVERSARIO AUDACE CARBON E4 NORGE 1200 8V ABS F4 RC B3 800 RR

R176 500 R273 400 R262 300 R705 100 R282 500
Engine: 744cc Engine: 1,380cc Engine: 1,151cc Engine: 998cc Engine: 798cc
Power: 52hp Power: 96hp Power: 100.5hp Power: 212hp Power: 140hp
Torque: 60Nm Torque: 121Nm Torque: 104Nm Torque: 115Nm Torque: 86Nm
Weight: 213kg (w) Weight: 299kg (w) Weight: 255kg (d) Weight: 175kg (d) Weight: 167kg (d)
Seat Height: 770mm Seat Height: 740mm Seat Height: 810mm Seat Height: 830mm Seat Height: 810mm
Fuel Capacity: 21L Fuel Capacity: 20.5L Fuel Capacity: 23L Fuel Capacity: 17L Fuel Capacity: 16.6L
V9 ROAMER ELDORADO E4 MGX 21 FLYING BRUTALE 1090 RR DRAGSTER
FORTRESS

R161 400 R283 500 R372 200 R343 000 R254 200
Engine: 850cc Engine: 1,380cc Engine: 1,380cc Engine: 1,078cc Engine: 798cc
Power: 55hp Power: 96hp Power: 96.6hp Power: 158hp Power: 125hp
Torque: 62Nm Torque: 120Nm Torque: 121Nm Torque: 112Nm Torque: 81Nm
Weight: 199kg (w) Weight: 314kg (w) Weight: 341kg (w) Weight: 183kg (d) Weight: 167kg (d)
Seat Height: 740mm Seat Height: 740mm Seat Height: 740mm Seat Height: 825mm Seat Height: 810mm
Fuel Capacity: 15L Fuel Capacity: 20.5L Fuel Capacity: 20.5L Fuel Capacity: 23L Fuel Capacity: 16.6L
V9 BOBBER GRISO 8V S.E. F3 800 DRAGSTER RR

R161 400 R219 999 R305 700 R328 900

Engine: 850cc Engine: 1,151cc Engine: 798cc Engine: 798cc
Power: 55hp Power: 104.5hp Power: 148hp Power: 140hp
Torque: 62Nm Torque: 107Nm Torque: 88Nm Torque: 86Nm
Weight: 199kg (w) Weight: 231kg (w) Weight: 173kg (d) Weight: 168kg (d)
Seat Height: 740mm Seat Height: 800mm Seat Height: 805mm Seat Height: 810mm
Fuel Capacity: 15L Fuel Capacity: 17L www.mvagusta.co.za Fuel Capacity: 16.5L Fuel Capacity: 16.6L
CALIFORNIA 1400 STELVIO 1200 ABS F4 F3 800 RC DRAGSTER RC
TOURING

R302 600 R238 100 R369 200 R363 200 R385 300
Engine: 1,380cc Engine: 1,151cc Engine: 998cc Engine: 798cc Engine: 798cc
Power: 96hp Power: 103.2hp Power: 195hp Power: 148hp Power: 140hp
Torque: 121Nm Torque: 113Nm Torque: 110.8Nm Torque: 88Nm Torque: 86Nm
Weight: 346kg (w) Weight: 257kg (d) Weight: 191kg (d) Weight: 173kg (d) Weight: 168kg (d)
Seat Height: 740mm Seat Height: 820-840mm Seat Height: 830mm Seat Height: 805mm Seat Height: 810mm
Fuel Capacity: 20.5L Fuel Capacity: 32L Fuel Capacity: 17L Fuel Capacity: 16.5L Fuel Capacity: 16.6L
AUDACE STELVIO 1200 NTX F4 RR B3 800 TURISMO VELOCE
ABS

R256 200 R251 200 R488 200 R251 200 R293 600
Engine: 1,380cc Engine: 1,151cc Engine: 998cc Engine: 798cc Engine: 798cc
Power: 96hp Power: 103.2hp Power: 201hp Power: 125hp Power: 110hp
Torque: 121Nm Torque: 113Nm Torque: 111Nm Torque: 81Nm Torque: 80Nm
Weight: 299kg (w) Weight: 272kg (d) Weight: 191kg (d) Weight: 167kg (d) Weight: 191kg (d)
Seat Height: 740mm Seat Height: 820-840mm Seat Height: 830mm Seat Height: 810mm Seat Height: 850mm
Fuel Capacity: 20.5L Fuel Capacity: 32L Fuel Capacity: 17L Fuel Capacity: 16.6L Fuel Capacity: 20L

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 SUPERBIKE BUYER’S GUIDE
T VELOCE LUSSO DESERT STORM UK110 SV650 GSX-R1000 L7

R337 900 R66 560 R23 950 R99 500 R242 300
Engine: 798cc Engine: 499cc Engine: 113cc Engine: 645cc Engine: 999cc
Power: 110hp Power: 27.2hp Power: n/a Power: n/a Power: 199hp
Torque: 80Nm Torque: 41.3Nm Torque: n/a Torque: n/a Torque: n/a
Weight: 191kg (d) Weight: 187kg Weight: 97kg Weight: 197kg (w) Weight: 200kg (w)
Seat Height: 850mm Seat Height: n/a Seat Height: 755mm Seat Height: 785mm Seat Height: 825mm
Fuel Capacity: 20L Fuel Capacity: 14.5L Fuel Capacity: 5.2L Fuel Capacity: 13.8L Fuel Capacity: 16L
TURISMO VELOCE RC CHROME RV125 L DL650XAL7 GSX-R1000R L7

R382 300 R67 570 R43 930 R121 100 R277 750
Engine: 798cc Engine: 499cc Engine: 125cc Engine: 645cc Engine: 999cc
Power: 110hp Power: 27.2hp Power: n/a Power: n/a Power: 199hp
Torque: 80Nm Torque: 41.3Nm Torque: n/a Torque: n/a Torque: n/a
Weight: 191kg (d) Weight: 187kg Weight: 128kg Weight: 214kg (w) Weight: 203kg (w)
Seat Height: 850mm Seat Height: n/a Seat Height: 770mm Seat Height: 835mm Seat Height: 825mm
Fuel Capacity: 20L Fuel Capacity: 14.5L Fuel Capacity: 6.5L Fuel Capacity: 20L Fuel Capacity: 16L
CONTINENTAL GT GS150CD DL1000XAL8 GSX 1300R AL8

R95 800 R27 089 R167 550 R205 900

Engine: 499cc Engine: 149.5cc Engine: 1,033cc Engine: 1,340cc
Power: 29.1hp Power: 13.8hp Power: 101hp Power: n/a
Torque: 44Nm Torque: 13.4Nm Torque: 103Nm Torque: n/a
Weight: 184kg Weight: 149kg Weight: 228kg Weight: 260kg (w)
Seat Height: 800mm Seat Height: 790mm Seat Height: 850mm Seat Height: 805mm
www.royalenfield.co.za Fuel Capacity: 13.5L Fuel Capacity: 15.5L Fuel Capacity: 20L Fuel Capacity: 21L
CLASSIC 500 GSX150F GSX-S1000A L8 VZR 1800

R65 560 R31 820 R157 100 R189 300

Engine: 499cc Engine: 154.9cc Engine: 999cc Engine: 1783cc
Power: 27.2hp Power: 14.5hp Power: 144hp Power: hp
Torque: 41.3Nm Torque: 14Nm Torque: 105Nm Torque: Nm
Weight: 187kg Weight: 139kg Weight: 207kg Weight: 347kg
Seat Height: n/a Seat Height: 780mm Seat Height: 810mm Seat Height: 705mm
Fuel Capacity: 14.5L www.suzukisa.co.za Fuel Capacity: 12L Fuel Capacity: 17L Fuel Capacity: 19.5L
MILITARY UR110 EH GSX250R GSX-S1000FA L6 VZR1800BZ

R66 560 R17 436 R69 600 R168 350 R195 250
Engine: 499cc Engine: 113cc Engine: 248cc Engine: 999cc Engine: 1,783cc
Power: 27.2hp Power: n/a Power: n/a Power: 144hp Power: n/a
Torque: 41.3Nm Torque: n/a Torque: n/a Torque: 105Nm Torque: n/a
Weight: 187kg Weight: 98kg Weight: 178kg Weight: 207kg Weight: 347kg (w)
Seat Height: n/a Seat Height: n/a Seat Height: 790mm Seat Height: 810mm Seat Height: 705mm
Fuel Capacity: 14.5L Fuel Capacity: 5.2L Fuel Capacity: 15L Fuel Capacity: 17L Fuel Capacity: 19.5L

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 SUPERBIKE BUYER’S GUIDE
BONNEVILLE T100 BONNEVILLE SPEEDMASTER TIGER 1200 XCx MT-07 ABS

R141 000 R175 500 R211 000 R114 950

Engine: 900cc Engine: 1200cc Engine: 1215cc Engine: 689cc
Power: 55hp Power: 77hp Power: 141hp Power: 73hp
Torque: 80Nm Torque: 106Nm Torque: 122Nm Torque: 68Nm
Weight: 213kg Weight: 245.5kg Weight: 248kg Weight: 179kg
Seat Height: 790mm Seat Height: 705mm Seat Height: 835mm Seat Height: 805mm
www.triumphmotorcycles.co.za Fuel Capacity: 14L Fuel Capacity: 12L Fuel Capacity: 19.7L Fuel Capacity: 14L
STREET TRIPLE RS BONNEVILLE T120 STREET SCRAMBLER TIGER 1200 XCA 2017 MT-09 ABS

R152 000 R157 000 R153 000 R248 000 R137 950
Engine: 675cc Engine: 1,200cc Engine: 900cc Engine: 1215cc Engine: 847cc
Power: 105hp Power: 79hp Power: 55hp Power: 141hp Power: 115hp
Torque: 68Nm Torque: 105Nm Torque: 80Nm Torque: 122Nm Torque: 87.5Nm
Weight: 182kg Weight: 224kg dry Weight: 206kg Weight: 248kg Weight: 188kg
Seat Height: 820mm Seat Height: 785mm Seat Height: 790mm Seat Height: 835mm Seat Height: 815mm
Fuel Capacity: 17.4L Fuel Capacity: 14.5L Fuel Capacity: 11L Fuel Capacity: 19.7L Fuel Capacity: 14L
SPEED TRIPLE RS BONNEVILLE T120 THRUXTON 1200 R MT-07 TRACER

R210 000 R157 000 R183 000 R124 950

Engine: 1,050cc Engine: 1,200cc Engine: 1,200cc Engine: 689cc
Power: 140hp Power: 79hp Power: 97hp Power: 74.8hp
Torque: 112Nm Torque: 105Nm Torque: 112Nm Torque: 68Nm
Weight: 192kg Weight: 224kg dry Weight: 203kg dry Weight: 196kg
Seat Height: 825mm Seat Height: 785mm Seat Height: 810mm Seat Height: 835mm
Fuel Capacity: Fuel Capacity: 14.5L Fuel Capacity: 14.5L www.yamaha.co.za Fuel Capacity: 17L
15.5L
STREET TWIN BONNEVILLE BOBBER TIGER 800 XCx XT250 MT-09 TRACER

R131 000 R166 000 R181 000 R59 950 R139 950
Engine: 900cc Engine: 1,200cc Engine: 800cc Engine: 249cc Engine: 847cc
Power: 55hp Power: 76hp Power: 94hp Power: n/a Power: 115hp
Torque: 80Nm Torque: 106Nm Torque: 79Nm Torque: n/a Torque: 87.5Nm
Weight: 198kg dry Weight: 228kg dry Weight: 215kg Weight: 132kg Weight: 210kg
Seat Height: 750mm Seat Height: 690mm Seat Height: 845mm Seat Height: 810mm Seat Height: 845/860mm
Fuel Capacity: 12L Fuel Capacity: 9.1L Fuel Capacity: 19L Fuel Capacity: 10L Fuel Capacity: 18L
BONNEVILLE T100 BONNEVILLE BOBBER TIGER 800 XCA XT1200ZE XSR900

R141 000 R175 000 R199 000 R199 950 R159 950
Engine: 900cc Engine: 1,200cc Engine: 800cc Engine: 1,199cc Engine: 847cc
Power: 55hp Power: 76hp Power: 95hp Power: 110bhp Power: 115hp
Torque: 80Nm Torque: 106Nm Torque: 79Nm Torque: 114Nm Torque: 87.5Nm
Weight: 213kg Weight: 228kg dry Weight: 208kg Weight: 261kg Weight: 195kg
Seat Height: 790mm Seat Height: 690mm Seat Height: 840mm Seat Height: 845mm Seat Height: 830mm
Fuel Capacity: 14L Fuel Capacity: 9.1L Fuel Capacity: 19L Fuel Capacity: 23L Fuel Capacity: 14L

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 SUPERBIKE BUYER’S GUIDE
MT-10 2017 YZF-R6 S

R199 950 R189 950 R237 999

Engine: 998cc Engine: 599cc Engine: n/a
Power: 160.4hp Power: 116hp Power: 54hp
Torque: 111Nm Torque: 61.7Nm Torque: 92Nm
Weight: 210kg Weight: 190kg Weight: 171kg
Seat Height: 825mm Seat Height: 850mm Seat Height: 807mm
Fuel Capacity: 17L Fuel Capacity: 17L Fuel Capacity: n/a www.zontes.co.za www.honda.co.za
MT-10 SP 2017 YZF-R1 DS ZT125-J CRF50F

R214 950 R259 950 R270 999 R18 500 R21 399
Engine: 998cc Engine: 998cc Engine: n/a Engine: 124cc Engine: 49cc
Power: 160.4hp Power: 197hp Power: 54hp Power: 10hp Power: 3hp
Torque: 111Nm Torque: 112.4Nm Torque: 92Nm Torque: 9.3Nm Torque: 3.43Nm
Weight: 210kg Weight: 199kg Weight: 173kg Weight: 115kg Weight: 50kg
Seat Height: 825mm Seat Height: 855mm Seat Height: 843mm Seat Height: n/a Seat Height: 548mm
Fuel Capacity: 17L Fuel Capacity: 17L Fuel Capacity: n/a Fuel Capacity: n/a Fuel Capacity: 2.6L
MT-10 TOURER EDITION 2016 YZF-R1 SR ZT125-K CRF110F

R195 000 R239 950 R270 999 R18 500 R30 260
Engine: 998cc Engine: 998cc Engine: n/a Engine: 124cc Engine: 109cc
Power: 160.4hp Power: 200hp Power: 67hp Power: 10hp Power: 7.1hp
Torque: 111Nm Torque: 112.4Nm Torque: 144Nm Torque: 9.3Nm Torque: 8.85Nm
Weight: 210kg Weight: 199kg Weight: 188kg Weight: 115kg Weight: 74kg
Seat Height: 825mm Seat Height: 855mm Seat Height: 807mm Seat Height: n/a Seat Height: 667mm
Fuel Capacity: 17L Fuel Capacity: 17L Fuel Capacity: n/a Fuel Capacity: n/a Fuel Capacity: 5L
YZF-R3 ROSSI REPLICA 2016 YZF-R1M FX ZT250-S CRF125F

R72 950 TBA FROM R152 999 R39 900 R35 660
Engine: 321cc Engine: 998cc Engine: n/a Engine: 250cc Engine: 124.9cc
Power: 42hp Power: 200hp Power: 44hp Power: 25hp Power: 9hp
Torque: 30Nm Torque: 112.4Nm Torque: 95Nm Torque: 23Nm Torque: 10.2Nm
Weight: 169kg Weight: 199kg Weight: 131kg Weight: 154kg Weight: 88kg
Seat Height: 780mm Seat Height: 855mm Seat Height: 881mm Seat Height: n/a Seat Height: 735mm
Fuel Capacity: 14L Fuel Capacity: 17L Fuel Capacity: n/a Fuel Capacity: n/a Fuel Capacity: 4.3L
YZF-R3 VINALES MX CRF250R

DIRT
R72 950
Engine:
Power:
321cc
42hp
R207 999
Engine:
Power:
n/a
44hp
BIKES R98 999
Engine: 249cc
Power: 40hp
Torque: 30Nm Torque: 95Nm Torque: 27.1Nm
Weight: 169kg Weight: 131kg Weight: 105kg
Seat Height: 780mm Seat Height: 881mm Seat Height: 951mm
Fuel Capacity: 14L www.zeromotorcycles.co.za Fuel Capacity: n/a Fuel Capacity: 6.3L

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 SUPERBIKE BUYER’S GUIDE
CRF450R TC 65 FC 350 TE 300

R107 999 R50 699 R103 699 R113 699

Engine: 449.7cc Engine: 64.9cc Engine: 349.7cc Engine: n/a
Power: 53hp Power: n/a Power: n/a Power: n/a
Torque: 48Nm Torque: n/a Torque: n/a Torque: n/a
Weight: 110kg Weight: 53kg Weight: 100.4kg Weight: 102.4kg
Seat Height: 955mm Seat Height: 750mm Seat Height: 960mm Seat Height: 960mm
Fuel Capacity: 6.3L Fuel Capacity: 3.5L Fuel Capacity: 7L Fuel Capacity: 10L www.kawasakisa.co.za

CRF250X TC 85 FC 450 FE 250 KX 65

R89 990 R63 699 R105 699 R114 699 R37 995
Engine: 249cc Engine: 84.9cc Engine: 449.9cc Engine: 249.9cc Engine: 64cc
Power: 30hp Power: n/a Power: n/a Power: n/a Power: n/a
Torque: 24.2Nm Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: 115kg Weight: 68.5kg Weight: 101.2kg Weight: 105.8kg Weight: 60kg
Seat Height: 815mm Seat Height: 890mm Seat Height: 960mm Seat Height: 970mm Seat Height: 760mm
Fuel Capacity: 7.3L Fuel Capacity: 5L Fuel Capacity: 7L Fuel Capacity: 8.5L Fuel Capacity: 3.7L
TC 125 TX 125 FE 350 KX 85 SMALL WHEEL

R81 699 R90 699 R116 699 R44 995

Engine: 124.8cc Engine: 124.8cc Engine: 349.7cc Engine: 84cc
Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: 87.4kg Weight: 92.2kg Weight: 106.8kg Weight: 75kg
Seat Height: 960mm Seat Height: 960mm Seat Height: 970mm Seat Height: 830mm
www.husqvarna-motorcycles.com Fuel Capacity: 7L Fuel Capacity: 10L Fuel Capacity: 8.5L Fuel Capacity: 5L
TC 50 MINI TC 250 TE 250 FE 450 KX 85 BIG WHEEL

R41 699 R91 699 R108 699 R118 699 R45 995
Engine: 49cc Engine: 249cc Engine: 249cc Engine: 449.3cc Engine: 84cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: 40kg Weight: n/a Weight: 102.2kg Weight: 108.8kg Weight: 75kg
Seat Height: 558mm Seat Height: 960mm Seat Height: 960mm Seat Height: 970mm Seat Height: 870mm
Fuel Capacity: 2.3L Fuel Capacity: 7L Fuel Capacity: 10L Fuel Capacity: 8.5L Fuel Capacity: 5L
TC 50 FC 250 TX 300 FE 501 2018 KX 250 F

R41 699 R99 699 R115 699 R120 699 R85 995
Engine: 49cc Engine: 249.9cc Engine: n/a Engine: 510.4cc Engine: 249cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: 41.5kg Weight: 98.8kg Weight: 102.4kg Weight: 109.3kg Weight: 104kg
Seat Height: 684mm Seat Height: 960mm Seat Height: 960mm Seat Height: 970mm Seat Height: 945mm
Fuel Capacity: 2.3L Fuel Capacity: 7L Fuel Capacity: 10L Fuel Capacity: 8.5L Fuel Capacity: 6.4L

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 SUPERBIKE BUYER’S GUIDE
2017 KX 450 F 85 SX 250 XC-W 250 EXC-F SIX DAYS 500 EXC-F

R89 995 R62 999 R103 999 R116 999 R115 999
Engine: 449cc Engine: 84.9cc Engine: 249cc Engine: 249.9cc Engine: 510.4cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: 108kg Weight: 67kg Weight: 100kg Weight: 103kg Weight: 106.5kg
Seat Height: 950mm Seat Height: 855mm Seat Height: 960mm Seat Height: 960mm Seat Height: 960mm
Fuel Capacity: 6.2L Fuel Capacity: 5L Fuel Capacity: 9.5L Fuel Capacity: 8.5L Fuel Capacity: 8.5L
2018 KX 450 F 125 SX 250 EXC SIX DAYS 350 EXC-F 500 EXC-F SIX DAYS

R95 995 R79 999 R117 999 R111 999 R122 999
Engine: 449cc Engine: 124.8cc Engine: 249cc Engine: 349.7cc Engine: 510.4cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: 108kg Weight: 87kg Weight: 100.5kg Weight: 104kg Weight: 106.5kg
Seat Height: 950mm Seat Height: 960mm Seat Height: 960mm Seat Height: 960mm Seat Height: 960mm
Fuel Capacity: 6.2L Fuel Capacity: 7L Fuel Capacity: 9.5L Fuel Capacity: 8.5L Fuel Capacity: 8.5L
350 SX-F 300 XC-W 350 EXC-F SIX DAYS

R100 999 R108 999 R119 999

Engine: 349.7cc Engine: 293.2cc Engine: 349.7cc
Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a
Weight: 99kg Weight: 100kg Weight: 104kg
Seat Height: 960mm Seat Height: 960mm Seat Height: 960mm
www.ktm.com Fuel Capacity: 7L Fuel Capacity: 9.5L Fuel Capacity: 8.5L www.toyscom.co.za
50 SX 125 XC-W 300 XC-W SIX DAYS 450 EXC-F E-KID TRIAL

R40 999 R87 999 R122 999 R113 999 R22 999
Engine: 49cc Engine: 124.8cc Engine: 293.2cc Engine: 449.3cc Engine: Electric
Power: n/a Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: 40kg Weight: 91kg Weight: 100kg Weight: 106kg Weight: 21kg
Seat Height: 684mm Seat Height: 960mm Seat Height: 960mm Seat Height: 960mm Seat Height: 480mm
Fuel Capacity: 2.3L Fuel Capacity: 9.5L Fuel Capacity: 9.5L Fuel Capacity: 8.5L Battery life: Up to 3 hours
65 SX 150 XC-W 250 EXC-F 450 EXC-F SIX DAYS E-KID ENDURO

R49 999 R93 999 R109 999 R121 999 R25 999
Engine: 64.9cc Engine: 143.99cc Engine: 249.9cc Engine: 449.3cc Engine: Electric
Power: n/a Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: 52kg Weight: 91.5kg Weight: 103kg Weight: 106kg Weight: 22kg
Seat Height: 750mm Seat Height: 960mm Seat Height: 960mm Seat Height: 960mm Seat Height: 480mm
Fuel Capacity: 3.5L Fuel Capacity: 9.5L Fuel Capacity: 8.5L Fuel Capacity: 8.5L Battery life: Up to 3 hours

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 SUPERBIKE BUYER’S GUIDE
SE-F 250 RACING 4T SE 250 FACTORY 2T ST 300 RACING YZ 65 YZ250 FX

R109 999 R109 999 R98 999 TBA R99 950

Engine: 248.6cc Engine: 249.32cc Engine: 294cc Engine: 65cc Engine: 250cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: n/a Weight: n/a Weight: n/a Weight: 61kg Weight: 105kg
Seat Height: 950mm Seat Height: 950mm Seat Height: 685mm Seat Height: 755mm Seat Height: 965mm
Fuel Capacity: 9.7L Fuel Capacity: 10.4L Fuel Capacity: 2.4L Fuel Capacity: 3.5L Fuel Capacity: 7.5L
SE-F 250 FACTORY 4T SE 300 RACING 2T YZ125 2018 YZ450 F

R116 999 R108 699 R64 950 R104 950

Engine: 248.6cc Engine: 293.14cc Engine: 125cc Engine: 449cc
Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: n/a Weight: n/a Weight: 94kg Weight: 111kg
Seat Height: 950mm Seat Height: 950mm Seat Height: 975mm Seat Height: 980mm
Fuel Capacity: 9.7L Fuel Capacity: www.yamaha.co.za Fuel Capacity: 8L Fuel Capacity: 6L
10.4L
SE-F 300 RACING 4T SE 300 FACTORY 2T PW50 YZ250 YZ450 FX

R112 999 R114 999 R21 450 R79 950 R95 000
Engine: 303.68cc Engine: 293.14cc Engine: 49cc Engine: 249cc Engine: 449cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: n/a Weight: n/a Weight: 39kg Weight: 103kg Weight: 112kg
Seat Height: 950mm Seat Height: 950mm Seat Height: 485mm Seat Height: 976mm Seat Height: 965mm
Fuel Capacity: 9.7L Fuel Capacity: 10.4L Fuel Capacity: 2L Fuel Capacity: 8L Fuel Capacity: 7.5L
SE-F 300 FACTORY 4T ST 125 RACING TTR110E YZ250 X WR450 F

R121 999 R81 999 R37 950 R79 950 R104 950
Engine: 303.68cc Engine: 123.7cc Engine: 110cc Engine: 249cc Engine: 449cc
Power: n/a Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: n/a Weight: n/a Weight: 69kg Weight: 103kg Weight: 123kg
Seat Height: 950mm Seat Height: 685mm Seat Height: 671mm Seat Height: 976mm Seat Height: 965mm
Fuel Capacity: 9.7L Fuel Capacity: 2.4L Fuel Capacity: 3.78L Fuel Capacity: 8L Fuel Capacity: 7.5L
SE 250 RACING 2T ST 250 RACING YZ85 BIG WHEEL YZ250 F

R103 699 R90 999 R59 950 R94 950

Engine: 249.32cc Engine: 249.7cc Engine: 84.7cc Engine: 250cc
Power: n/a Power: n/a Power: n/a Power: n/a
Torque: n/a Torque: n/a Torque: n/a Torque: n/a
Weight: n/a Weight: n/a Weight: 73kg Weight: 105kg
Seat Height: 950mm Seat Height: 685mm Seat Height: 904mm Seat Height: 965mm
Fuel Capacity: 10.4L Fuel Capacity: 2.4L Fuel Capacity: 5L Fuel Capacity: 7.5L

The information displayed serves as a guide to compare models.

Prices may change without any notice, please contact your nearest dealer.
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