bike talk - february 2015

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Ryder Motorrad

Sales . Workshop . Spares . Accessories . Finance

Cnr Bamboo & Chancery Lane, Basement A, Knowles CentreTel: (031) 701 4772 - Pinetown, KZNOpen Mon - Fri: 8am - 5pm, Sat: 8:30am - 1pm

The UltimateRiding Machine

BMW Motorrad

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CONTENTSEditor’s Note 4

Events Calendar 5 - 6

Motorcycle Safety- Bea�ng Rider Fa�gue 7

Phonebook - KwaZulu Natal 9- Gauteng & Cape Province 10

Overviews & Reviews- His & Hers: 5 New Bikes for 2015 11- Honda NC750X DCT 17

GOD’s Page - Heavy Load 22

For the Girls- One Steph beyond on Rhonda 24

Product News- MaxSym by KMSA 26- Road Runner Assist 27- SENA 10C 28

OEM News- Honda on 300 million mark 30- Suzuki Kids 32- BMW S1000XR 34- Yamaha YZF-R1 34

Racing News- KTM Wins Dakar 36

Tech Talk- Motorcycle Defini�ons & Terms 38- Chain vs Belt 48

Megafone- Message from Minister Dipuo Peters 42

Crash Report- School Fees: Learn 45

Last Minute- Pet Drive 2015 50- New Stafff at BMW Ryder Motorrad 50

EDITORHein Jonker

DESIGN & LAYOUTHein Jonker Media & Publishing

PUBLIC RELATIONSCarin Jonker

DISTRIBUTIONTo the South African Motorcycle Market, delivered electronically to more than 40,000 readers on Computers and Mobile Devices using Email, Website, Facebook, and Issuu for download, on-line or off-line viewing ... in under 7 days!

CONTACT & FOLLOW USTel: 031 903 8240Cell: 083 793 7975Fax: 086 648 9855

Email: [email protected]: www.biketalk.co.zaBooks: www.issuu.com/biketalkSocial: www.facebook.com/BikeTalk.SA

Office: Amanzimto�, KZN - South Africa

DISCLAIMERWhile every effort is made to ensure the accuracy of the informa�on and reports in this magazine, the publisher, editor, produc�on personnel, printer and distributor do not accept any responsibility whatsoever for any errors or omissions or for any effect there from. The views expressed by correspondents are not necessarily those of the editor or publisher.

All rights reserved; artwork in this publica�on contain Copyright and may not be used in other publica�ons without the wri�en consent of the Editor of Bike Talk.

3Bike Talk February 2015

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Bike Talk February 2015

What a start for a New Year! I’m sure some of you started 2015 off with a bang, and some with a “flat tyre”. Either way, we are in it so we be�er make sure we get through it.

It’s been a tough year for most of us in 2014; loss of life or injury of fellow riders, financial

pressures, and dealers saying business is quiet, just an overall slump of a year for some. Well you are not alone! Friends and family just like you and I, each have our own problems to deal with, and yet here we are. 2015 is going to be a memorable one - Make it happen!

May I invite you to send us your Event details so you can gain the right exposure and support.

Star�ng off I share some advice on how to Beat Rider Fa�gue, give you an overview of 5 New Bikes for Him or Her and give an in-depth review on the new Honda NC750X DCT focussing mainly on the Dual Clutch Technology. On GOD’s Page I help you see your way out from under your Heavy Load, and give something For the Girls about a Steph on Rhonda. Super cool reading stuff!

News on New Products such as the MaxSym Scooter, a new Roadside Assistance for Motorcyclists called Road Runner Assist, and I highlight the features of the all new SENA 10C Bluetooth Headset with built-in camera. Don’t skip past these pages, it’s well worth the read.

Furthermore, Honda reaches the 300 million unit mark, Suzuki caters for kids with two awesome li�le bikes, and we highlight two amazing bikes from BMW and Yamaha. KTM con�nues to win the Dakar again, plus we touch on a few Motorcycle Defini�ons and Terms. We plan to publish a booklet on a more complete set of Defini�ons and Terms that you can download or read on our website. Stay tuned!

She is, a�er all, our Minister of Transport and I thought it important enough to publish her New Year’s message for all to glance over as she sheds some light on road safety, development, and sta�s�cs.

A friend and past student of Bike Talk MRA shares his Crash Report with us in detail, with the purpose of seeking answers but more importantly saving a life. His story is truly educa�onal and inspiring no ma�er who you are. Read it!

Finally, one of my friends asked if he could share his thgouths on Chain vs Belt, so be it, a good read indeed.

Dear readers, there is a mere 49 pages of cool content packed in this li�le publica�on. Make it your own, read it, study it, share it, and feel free to write us and comment on any of it. If you have a story to tell, please write to me and share your life experience on a motorcycle with our readers.

Like & Follow us on Facebook:h�p://www.facebook.com/BIKETALK.SAand join more than 10,400 other fans just like you.

Visit our ISSUU page:h�p://issuu.com/biketalkto view our online library of Bike Talk publica�ons.

In November 2014 I’ve taken the �me to completely revamp our website and improve on your online experience with us. Our website is now completely responsive in that it adapts to the screen size of your computer, tablet or mobile phone. A whole new interac�ve and fresh experience just for you!

Visit our website at:h�p://www.biketalk.co.za/wp/

All that is said and done is never really done. Thank you for all the subscrip�ons to Bike Talk, your ongoing support and friendship. It means a lot to me and my family!

Signing off, may I wish you and your family a blessed 2015 full of new journeys, making new friends and enjoying every minute of it. Stay alive out there!

4

EDITOR’s NOTE

5Bike Talk August 2014

DATE EVENT DETAILS

7 FEBRUARY LADIES ENDURO TRAININGPietermaritzburg

Dirt Skills Off-Road Riding Academy offers to train all Beginner, Intermediate & Advanced ladies and juniors for a small fee of R150. Includes full day of training, track entry as well as lunch and as always an awesome goodie bag.Visit the EVENTS page - www.shredbe�ys.org.zaFor more info contact Nicole on 082 7965497 or info@shredbe�ys.org.za

27 FEB - 1 MAR HARTEBEESPOORT RESORTHartebeespoort

The resort’s even more upgrading and extensions have been ongoing, with more chalets and more grass and more camping. More parking next door at the Impala. R400 to park cars in the site. R100 next door. Rally entry R250/entry.Visit h�p://www.bikesa.net/?page_id=205

28 FEBRUARY TRACK SCHOOLPietermaritzburg

Hoted at the Roy Hesketh Circuit in PMB. Bike Talk Track School caters for the rider who has never been on a track, but wants to learn how to get it down and out from the best in the business - 250cc and up all welcome to join in a day where you will learn to ride like a champion. Cost R950Contact Hein on 083 7937975 or Book Now atwww.biketalk.co.za/forms/BookingForm.php

7 MARCH INK & IRON SHOWJohannesburg

Hosted at the Crusaders Clubhouse, cnr. Victoria & Wemmer Pan Road, Regents Park. Gates open at 10am. Entry Fee is R70. There are 13 Bike and 27 Ta�oo Categories.Contact Grant on 074 1851980 orEmail: [email protected]

20-22 MARCH BUFFALO RALLYMossel Bay

Hosted by Nomads Motorcycle Club with a Cash 1st Prize of R125000. Entries close on 28 Feb, and therea�er payment at the gate.Contact No’s: 082 5597729 / 072 5457228 orEmail: [email protected]: www.nomads.org.za

27-29 MARCH BALELE RALLYUtrecht

This family friendly rally will be hosted at The Lovely Caravan Park promising live entertainment, fun and games for the whole family.General Contact: JJ on 084 5888083Stalls Contact: Sam on 072 4661125Chalets Contact: Konrad on 082 8295981

28 MARCH ADVANCED RIDER COURSEPietermaritzburg

The ARC teaches you how to control your motorcycle at URBAN and FREEWAY speeds, preparing you for various real-life emergency situa�ons and how to avoid them. The course caters for the rider who needs instruc�on on how to manipulate their motorcycles at real speeds.Contact Hein on 083 7937975 or Book Now atwww.biketalk.co.za/forms/BookingForm.php

EVENTS CALENDAR


DATE EVENT DETAILS

23-26 APRIL AFRICA BIKE WEEKMargate

Africa Bike Week™ is open to all riders and riding enthusiasts, especially Harley-Davidson® owners. There will be Rally pack with a special T-shirt, pin and patch available for H.O.G.® members, which will only be available through pre-registra�on.Visit h�p://africabikeweek.com/

30 JULY JACK FROST JOLIfafa Beach

Hosted by the Highway Dragons at the Ifafa Beach Holiday Resort - KZN South Coast on the day before the Dragon Rally. R100 entry per personGames, Rock Band, Fun DJ’s!Contact Jo on 072 6485572 orLes on 083 4876846

31 JULY - 2 AUGUST

DRAGON RALLYIfafa Beach

Hosted by the Highway Dragons at the Ifafa Beach Holiday Resort - KZN South Coast. R200 / person. 100m from beach, beau�ful camping areas. Rock Band, DJ’s, Stalls, Compe��ons, Lucky Draws, and Games. Bike Concours, all the usual fun.Contact Jo on 072 6485572 or Tubs on 083 4433091

2-4 OCTOBER SPRINGBOK RALLYOudtshoorn

Hosted by The Nomads Motorcycle Club of Cape Town at the De Hoek Mountain Resort, near Oudtshoorn. A family rally offering motorcyclists and their children a weekend of fun. Music, a Big Screen, entertainment, lucky draw prizes and more for the whole family.Contact Luderick on 082 5597729 or Visit www.nomads.org.za

Lis�ng your event here is free. Send your event details in the format above to [email protected] All Events are Pending Editor’s Approval

6

EVENTS CALENDAR


BEATING RIDER FATIGUEFa�gue is iden�fied as one of the “fatal five” causes of accidents responsible for as much as 20% of all crashes. Yet there is very li�le police effort in clamping down on fa�gued motorists. Instead, we have to monitor our own level of fa�gue.

I admit to having ridden �red, yet I don’t think I could fall asleep on a motorcycle.

There is just too much happening that keeps you awake. There’s changing gears, balancing the bike, counter-steering, hand and foot brakes. There’s also the wind slapping you in the face, the noise keeping you awake and the fuel range that requires you to pull over every few hundred kilometres.

Fa�gue is a much bigger problem among car and truck drivers who have longer-range fuel tanks and can do longer s�nts behind the wheel. They also have much more comfortable and sleep-inducing cages with big lounge chairs to sit in, quiet confines, nice audio systems and driver aids such as automa�c transmissions and cruise control.

So, since we have to monitor our own fa�gue, here are a few �ps to help you stay awake while on a long ride.

ROUTE: Pick a more interes�ng route than the highway. Take back roads and winding routes that require more mental input, more steering, more gear changes and more brake applica�ons. They also contradict the use of cruise control, if you happen to have it on your bike.

PLAN: Don’t just plan your route; plan your stops as well. Don’t make unrealis�c distance goals. Also, be aware that some riders within your group may not have the same stamina as the others, so allocate stops to cater for the most vulnerable rider.

SLEEP: Before the ride, make sure you get adequate sleep the night before. If it’s a ride over several days, suggest to your fellow riders that they turn in at a reasonable hour rather than staying up drinking into the early hours of the morning. It will not only affect their safety, but also yours. And set a realis�c departure �me in the morning. Not too early.

DRINK: Remember, you don’t sweat Coke or Coffee, so drink plenty of water. For every cup or glass of your favourite beverage, drink the same amount of water. It will prevent you becoming dehydrated from exposure to the wind. Dehydra�on can lead to dizziness, confusion and slower body motor skills. But avoid sugar drinks, caffeine and alcohol, which may “give you wings” to begin with, but will ul�mately lead to sleepiness. Drinking alcohol, even in moderate amounts, will disturb the quality of your sleep, leaving you �red the next day.

MOTORCYCLE SAFETY

Con�nued on next page >>


EAT: Eat smaller, more frequent meals and avoid carbohydrate-heavy foods. Big meals and foods high in carbohydrate, fat and sugar slow your body down while it concentrates on diges�ng the food.

STOP: Take short stops at least every two hours. The fluids you have been taking in will mean you have to take regular toilet breaks, anyway. Take slightly longer stops between 3-5pm as this is when riders will be feeling more �red and will need longer to revitalise. In fact, try to arrive at your des�na�on around this �me.

EXERCISE: When you stop, try to get some light exercise, even just walking up and down the street. You’ve been si�ng for some �me, so there is no point in si�ng in a restaurant.

LISTEN: Some people say listening to music on a motorcycle sends them to sleep, but they must be listening to Bach or something. Try something loud

and upbeat. Wind noise can also fa�gue a rider, so wear earplugs and a full-face helmet. A windscreen will also reduce fa�guing wind noise. Consider ge�ng a communica�on system so you can talk with other riders and pillions to keep you mentally alert.

GROUPS: Ride in a small group. Riding solo is a recipe for losing concentra�on, but riding in a big group can also make you switch off. Ride in small groups and take turns leading the pack.

PASS: Don’t sit behind vehicles. If it’s safe, pass them. The act of passing s�mulates your senses. Staying behind them tends to make you focus on the back of the vehicle which is hypno�c and can send you to sleep. But don’t think high speeds will keep you awake. It is be�er to mix up your speeds a li�le to keep you alert.

Guys and girls, you don’t have to prove anything to anyone when out riding, take your �me and make sure you complete your journey. Take in some scenery on the way, stop to talk to locals and make each trip a memorable one.

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For more ar�cles on Motorcycle Skill & Safety, visit the Safety page on www.biketalk.co.za

MOTORCYCLE SAFETY


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OVERVIEWHIS & HERS: 5 NEW BIKES FOR 2015

HONDA VFR800 - WWW.HONDA.CO.ZAWith experience comes wisdom. Sure, fluorescent-coloured breakfast cereal might be fun when you’re a kid, but as you learn more, you start ea�ng smarter. Same with your motorcycles. Loud, flashy bikes that try to grab your a�en�on with outrageous styling, but do not turn or stop well? Sea�ng posi�ons that would give a chiropractor nightmares? Pass. The experienced rider looks for a machine that works with him or her. That offers plenty of performance, that’s comfortable to ride—even at a brisk pace.

For genera�ons, that’s meant Honda’s Interceptor, a bike that performs as well in the curves as it does on the open road. The Interceptor’s 782cc V-4 VTEC engine with fuel-injec�on mapping for be�er low-end torque feel. It includes adjustable seat height to be�er fit a range of riders, front-mount radiator for a slimmer profile, radial-mount front brakes, and all-side muffler, wheels and Pro-Arm swingarm. There’s even a Deluxe model for 2015 with features like trac�on control, ABS, self-cancelling turn signals, a centrestand and heated grips.

Drawing on 30 years of V-4 technology and racing success, Honda designers gave the Interceptor one of our most advanced streetbike engines ever: a fuel-injected, liquid-cooled 782cc V-4 brimming with low-end torque.

Clear, crisp, compact and bright: the latest LED technology lets the Interceptor’s headlight and unique accent lights do more than just light up the night—it gives the bike a strong styling element. The tail light and turn signals are also brilliant,

long-las�ng LEDs.

Honda’s Pro Arm single-sided swingarm is a proven design, and the new Interceptor’s swingarm is lighter and mounts the chain and brake disc on one side for easier wheel servicing and �re changes. It looks be�er too!

By moving the radiators from the fairing sides to in front of the engine, we’ve slimmed down the bike’s middle cowl area, giving it a more sleek style and reducing the width by 38mm.

All are designed to give you one of the most capable machines Honda has ever built.

INDIAN SCOUT - WWW.INDIANMOTORCYCLE.CO.ZALike its iconic forerunner, the all-new Indian® Scout ™ is an innova�ve and aesthe�cally stunning American cruiser. It introduces the first-ever liquid-cooled Indian Motorcycle engine - an efficient and reliable 69 cubic inch V-twin - for impressive power on demand. This new model carries the legendary Indian® Scout™ name into the future in authen�c Indian® Motorcycle® style.

This engine appeals to a rider’s key senses as it’s visually stunning, has a soul-s�rring exhaust note, and delivers impressive power on demand to ignite an Indian Scout rider’s passion for the ride. The reliable, efficient liquid cooling ensures consistently outstanding performance in all riding condi�ons. Visually, this V-twin features innova�ve styling with unique details that merit a closer look.

http://www.honda.co.za/

http://www.indianmotorcycle.co.za/

http://www.indianmotorcycle.co.za/


OVERVIEWThe stylish DNA of the original Indian Scout is evident in this new model. Its styling and engineering are integrated in a refined, no-frills style. In authen�c Indian Motorcycle fashion, major components are visible to celebrate the motorcycle’s mechanical beauty and grace. The design lines lead the eye the length of the bike and create the impression of it being in mo�on at all �mes.

The lightweight chassis enhances the manoeuvrability and fun factor for the most rewarding riding. The premium suspension keeps the ride smooth and offers rear suspension adjustability.

Well-balanced with a low centre of gravity for easy, fluid handling at all speeds. An outstanding lean angle inspires confidence by allowing riders to capably execute high-speed cornering.

This seat is a modern, authen�c version of the original Indian Scout seat that delivers premium comfort. The comfortable seat features new desert tan leather designed to withstand the elements. This sealed, high-quality leather is strong and durable.

Efficient, reliable liquid cooling ensures the most consistently outstanding performance in all condi�ons, at all speeds. The modern technology produces an unmatched ride experience that includes electronic fuel injec�on, counter-balancing, and a 6-speed transmission.

Reduced Reach Seat, controls, and handlebars provide comfortable sea�ng and customized ergonomics for shorter riders and riders who would feel more comfortable and confident when seated closer to the foot pegs and lower controls.

Extended Reach seat, control, and handlebars provide a comfortable sea�ng and customized ergonomics for taller riders and riders who like to ride with their legs fully stretched out to the foot pegs and lower controls.

Scout™ Windshields provides riders with the fullest wind and weather protec�on for enhanced comfort while riding. These strong, durable Lexan® windshield can be installed or removed quickly and easily so a rider can customize protec�on to suit the day’s riding condi�ons.

Add extra storage to your Scout. Scout saddlebags and tank pouch provide versa�le and convenient cargo space that look great with your bike.

The Driver Backrest provides a rider with back support and greater riding comfort. This sturdy backrest bolts securely into place at the back of the driver seat and provides the rider with comfortable support to keep him fresher longer during a day of riding.

All in all classic perfec�on no ma�er who you are.

YAMAHA YZF-R1 - WWW.YAMAHA.CO.ZAPacked with MotoGP YZR-M1 technology, the next genera�on R1 is here. With a new crossplane engine, short wheelbase chassis and high-tech electronics, it’s ready to connect to your body and take your riding to a new level.

Developed without compromise using YZR-M1 MotoGP technology, the R1 was born for the track. 200PS, 199kg and 1,405mm wheelbase give an insight into its capabili�es. But it’s what you can’t see that makes this focused superbike so special.

The next genera�on R1 is powered by a new 998cc crossplane 4 cylinder 4-valve engine that develops 200PS - without ram air pressuriza�on. Derived from our winning YZR-M1 MotoGP bike, its newly designed crossplane cranksha� gives an uneven 270° - 180° - 90° - 180° firing sequence for high levels of linear torque.

To achieve op�mal performance the new engine uses a high compression 13:1 cylinder head

http://www.yamaha.co.za/


featuring a pent roof combus�on chamber with large diameter intake and exhaust valves. And for instant response with high power and strong linear torque, the R1 is equipped with �tanium con rods and forged aluminium pistons.

For op�mal intake efficiency a YZR-M1-type central air inlet feeds a large capacity 10.5 litre airbox. Fresh air is force fed into the electronically ac�vated Yamaha Chip Controlled Intake (YCC-I) funnels that adjust their length to match engine rpm for op�mum power characteris�cs, to give high levels of useable performance.

For peak power and strong linear torque, the new crossplane engine is equipped with a lightweight 4-2-1 exhaust system. A servomotor controlled exhaust valve adjusts gas flow for enhanced response and stronger engine output, while the compact mid ship muffler contributes towards mass centraliza�on and emits a unique growl.

The all-new aluminium Deltabox frame features a long upward-truss type swingarm and magnesium rear frame, underlining the R1’s strong M1 racebike heritage. The short 1,405mm wheelbase chassis and the R1’s low wet weight of just 199kg give the R1 a high level of agility and responsiveness for outstanding race and track performance.

With its central forced air intake, high screen and low headlight posi�on, the next genera�on R1’s aerodynamic front cowl has an unmistakable M1 race bike silhoue�e. Compact new LED headlights are ‘hidden’ either side of the air intake to emphasize the race-ready look, while twin LED posi�on lights give this new superbike a truly unique face.

The 43mm fully adjustable KYB forks use a large diameter 25mm front axle for a planted feel - while the carefully balanced rela�onship between the pivot axis, drive sprocket axis and swingarm length give stable, precise and efficient handling performance during accelera�on, braking and cornering.

The new R1’s dual 320mm front discs and monoblock calipers - as well as the 220mm rear disc - are equipped with a sophis�cated banking sensi�ve ABS (An�-lock Braking System) as well as Yamaha’s Unified Brake System that enable the rider to achieve high levels of controllability in different

circuit or road situa�ons.

The new R1 is a track-focused machine with YZR-M1 DNA flowing in its veins. Its high level of equipment includes lightweight cast magnesium wheels - and for an efficient riding posi�on the 17-litre aluminium fuel tank features deep knee recesses.

A highly sophis�cated 6-axis Iner�al Measurement Unit (IMU) delivers precise data on every aspect of running machine a�tude to the ECU - which ac�vates the R1’s electronic control technology, including its MotoGP-derived banking angle sensi�ve rear wheel Slide Control System (SCS) and Trac�on Control System (TCS).

Equipped with a banking angle sensi�ve rear wheel Slide Control System (SCS) and Trac�on Control System (TCS) - as well as a Front Li� Control system (LIF) in addi�on to a Launch Control System (LCS) and Quick Shi� System (QSS) - the R1’s electronic control technology enables every rider to a�ain their full poten�al on the track.

DUCATI SCRAMBLER - WWW.DUCATI.CO.ZAThe Duca� Scrambler is the contemporary interpreta�on of the iconic Duca� model, as if it had never been out of produc�on. The style is “post-heritage”: to take the best of the past and create something unique and absolutely contemporary. An�-conformist, accessible and essen�al, the Duca� Scrambler is the perfect blend of tradi�on and modernity and marks a return to the pure essence of motorcycling: two wheels, a wide handlebar, a simple engine and a huge amount of fun.

The Icon is the star�ng point from which to express

OVERVIEW

http://www.ducati.co.za/


yourself. It is characterised by its comfortable riding posi�on and steel teardrop tank with interchangeable aluminium side panels. The 790 mm seat height ensures comfort for both the rider and passenger. Stand-out features include the wide handlebar, the headlight with glass lens and LED guide-light, and the Dual Sport wheels. An aluminium finish for the belt covers, the heat guard and the interchangeable surround of the characteris�c LCD instrument panel all enrich the style of the bike. Available in two colours: ’62 Yellow and Duca� Red

The Urban Enduro version is the ideal companion with which to get around urban obstacles with agility, but also to reach new places, riding on the less travelled roads. The brown seat with a ribbed design, lined with technical fabrics, offers first-class ergonomic comfort. The fork protectors, engine sump guard and the headlight grille protect the key parts of the bike on off-road sec�ons, while the cross bar s�ffens the wide handlebar. Addi�onal references to the off-road world include the high mudguard in plas�c fibre and the spoke wheels. In Wild Green.

The Classic version is aimed at those who appreciate a�en�on to detail and 1970s style, but who don’t want to compromise on riding pleasure and the func�onality of a modern bike. It is characterised by unique, refined details, such as the aluminium front and rear mudguards, the spoke wheels and the brown seat with diamond-shaped inserts. In Orange Sunshine.

The Full Thro�le version is inspired by the flat track world and makes clear references to the bikes that race around dirt ovals. It is equipped with a Termignoni racing exhaust homologated for road use, a seat designed for racing and black side panels with dedicated graphics. The low tapered handlebar and the short front mudguard add to the dis�nc�ve features of the Scrambler Full Thro�le, des�ned for those who want a bike perfect for every-day use but without compromising on racing style. In Deep Black.

KAWASAKI H2 - WWW.KAWASAKISA.CO.ZAExperience unforge�able supercharged street performance with the 2015 Kawasaki Ninja H2 motorcycle. The world’s only supercharged produc�on hypersport streetbike features numerous innova�ons and industry-firsts from across Kawasaki Heavy Industries, Ltd. (KHI), complemented by only the highest quality components. The result is an awe-inspiring work of mechanical art, Built Beyond Belief.

Designed to be the ul�mate motorcycle, the street-going Ninja H2 is based closely on the closed-course Ninja H2R. Powered by a 200 PS supercharged engine, it offers intense accelera�on, superb high-speed riding poten�al, supersport-level handling performance, and a sensory experience surpassing anything that riders can find today.

The world’s only supercharged produc�on streetbike engine creates unprecedented power for remarkable accelera�on. The heavy growl of the boosted liter-class engine is a sound the streets won’t soon forget. The massive power of the supercharged engine necessitates a mul�tude of high-performance components to ensure an unforge�ably effortless, yet forceful experience.

Using a supercharged engine enabled engine design requirements for big power in a lightweight, compact package to be met. Aside from minor differences in the engine unit, and intake and exhaust systems tailored for street use to ensure noise and emissions standards are met, the 200 PS supercharged engine of the Ninja H2 is essen�ally the same as the over 300 PS engine of the closed-course Ninja H2R, delivering an intense accelera�on

OVERVIEW

http://www.kawasakisa.co.za/


unlike anything you can experience on a naturally aspirated bike. Designed in-house, the immense poten�al of the highly compact, highly efficient, supercharged 998 cm3 In-Line Four engine is a testament to the technology possessed by the KHI Group.

The supercharger used in the Ninja H2 was designed by Kawasaki motorcycle engine designers with assistance from other companies within the KHI Group, namely the Gas Turbine & Machinery Company, Aerospace Company, and Corporate Technology Division. Designing the supercharger in-house allowed it to be developed to perfectly match the engine characteris�cs of the Ninja H2. The highly efficient, motorcycle-specific supercharger was the key to achieving the maximum power and the intense accelera�on that engineers wanted to offer.

Ordinarily, high-speed stability can easily be achieved with a long wheelbase, but a shorter wheelbase was selected to achieve the compact overall package and sharp handling that were also desired. An innova�ve new trellis frame provided both the strength to harness the incredible power of the supercharged engine, and the balanced flex to achieve the stability and pliability for high-speed riding.

Using a trellis frame construc�on offered an elegant, lightweight solu�on to mee�ng the chassis’ performance requirements. Able to harness the massive power of the engine, it has a balance of s�ffness and flexibility that enables a very high level of stability while being able to handle external disturbances at high speeds. Its open design also helps effec�vely dissipate heat generated by the supercharged engine.

Based on the Air-Oil Separate cartridge fork developed for motocross racing, KYB’s AOS-II racing suspension makes its asphalt debut. Designed for low fric�on, the φ43 mm front fork offers smooth ini�al ac�on followed by strong damping at the end of the stroke. As the suspension works, a large φ32 mm free-floa�ng piston at the bo�om of the oil-damping cartridge pumps oil up to a sealed area between the inner and outer tubes. This provides a fric�on-reducing film on which the tubes can slide against each other, resul�ng in extremely smooth ac�on.

Although the Ninja H2’s high performance cannot be denied, since it was not intended to be a race bike designed to turn quick lap �mes as efficiently as possible, it did not need the spartan accommoda�on found on most purpose-built supersport models. The man-machine interface enables riders to enjoy the bike’s performance with a modicum of comfort. While the riding posi�on, ergonomics and cockpit layout were all designed first and foremost to put the rider in the best posi�on to control this amazing machine, the impression from the rider’s perspec�ve is one not of austerity, but rather plush quality, high-tech control, and an impeccable fit and finish.

The kind of riding for which the Ninja H2 was designed, and a desire for a compact overall package resulted in a riding posi�on similar to that of a supersport without being quite as aggressive. The rider triangle is similar to that of the Ninja ZX-10R, but more relaxed. As enjoyment of the intense accelera�on and high speed capabili�es was the first priority, a solo seat for the rider is the only sea�ng provided.

Complemen�ng the Ninja H2’s incredible engine and chassis performance, advanced electronics work behind the scenes to provide rider support. Depending on rider preference, many of the systems may be turned off. And while the high-performance engine was designed to be accommoda�ng even without the benefit of electronic assistance, when elec�ng to fully experience the Ninja H2’s intense accelera�on or high-speed poten�al, these systems are available to provide an extra degree of rider reassurance.

The new KTRC (Kawasaki TRac�on Control) system used on the Ninja H2 combines the best elements of Kawasaki’s earlier trac�on control systems. Mul�-level modes, plus an independently ac�vated Rain Mode, offer riders a greater number of se�ngs to choose from, with each mode providing a different level of intrusion to suit riding condi�ons and rider preference, and all modes designed to manage output when a sudden slip occurs. The new system offers both enhanced sport riding performance and the peace of mind to nego�ate slippery surfaces with confidence.

For more, visit the Reviews page on our website ath�p://www.biketalk.co.za/wp/reviews/

15

OVERVIEW

Bike Talk February 2015www.hondagateway.co.za

▼NC750X @ R87 490▼NC750X DCT @ R97 990

Both models come fitted withGIVI Crash bars & Spotlights

Exclusive to Honda Umhlanga

▼NC750X @ R84 990

All Extras Included

Honda Wing Umhlanga15 Meridian Drive, Umhlanga Ridge

Tel: 031 5807900 | Fax: 031 5807999Website: www.hondagateway.co.za

Sales ContactsJarred 074 9874455Owey 072 6319261Robin 074 4468936

NEW

DEMO

Rider Training

2 Year Warranty

1 Year Honda Road AssistFREE

http://www.hondagateway.co.za/


REVIEWHONDA: NC750X DCT

The new Honda NC750XD is a whole lot of fun.

What do you see when you look at the 2015 Honda NC750X - DCT? An adventure-style bike? An urban assault commuter? A country road explorer? A two-up getaway machine? Or perhaps all of the above? Whether you’re new to the sport, a long-�me rider or just ge�ng back into the riding scene, the NC750X offers the comfort, ease of use and prac�cality of an everyday motorcycle that’s also surprisingly affordable.

A quick performance comparison between old and new are:NC700X NC750X38kW 40.3kW @ 6250rpm62Nm 68Nm @ 4750rpm

That refreshing feeling of the wind in your face and a sense of oneness with the world - these are the elements that s�mulate our senses and give us the most joy when riding sports bikes. Although my passion requires me to ride a lot of different bikes, one of my personal points of evalua�on of a good bike is whether its peak level of enjoyment can be

felt soon a�er the ride begins. There are, of course, many intertwined factors involved, and all ul�mately depends more on how deeply one can enjoy the riding experience than on how high or low the bike’s absolute performance is.

The Dual Clutch Transmission installed in Honda’s New Mid Concept series NC750X and NC750S models is a prime example of what I’m talking about.

First debuted in Honda’s VFR1200F flagship sports tourer, the Dual Clutch Transmission eliminates the need to operate the clutch, and in its ‘AT’ mode it automa�cally selects the most appropriate gear for riding condi�ons. In ‘MT’ mode, its electronically-controlled transmission allows the rider to select gears by ‘shi�ing’ with a pair of thumb and finger-operated switches. Un�l I experienced Honda’s Dual Clutch Transmission, I believed that having a clutch lever and a gear change pedal made a motorcycle a true sports bike. My guess is that you feel the same.

Con�nued on next page >


Because of this, except for the occasional scooter, my riding history had never included any bike that didn’t have a clutch lever. However, once I actually rode a Dual Clutch Transmission machine, I was surprised by how quickly my thinking changed. I thought, “Maybe clutch and gear shi� opera�on are not necessarily central to sports bike riding enjoyment.” But what made my thinking change? Perhaps my years of experience test riding bikes �ll then allowed me to discover a wider world.

First, just imagine the scene when star�ng out. Compared to normal manual clutch and transmission models, a bike equipped with the Dual Clutch Transmission completely eliminates the nervous tension of possible engine stalls. I’d always thought such tension, and the ability to achieve consistently smooth starts, was one of the pleasures of sports bike riding. So, when riding a Dual Clutch Transmission bike, I never think to myself, “That start was great!”

If asked if this has a nega�ve impact, I’d have to say the answer is no. Conversely, being freed from the opera�on of the clutch lever enabled me to concentrate more on my right hand’s thro�le opera�on, le�ng me more closely feel the engine’s genera�on of torque, its changes in sound and the instant movement begins.

Riding the NC750X DCT, when I come to a busy intersec�on, stop, and check for oncoming traffic before taking off again, I don’t have that momentary twinge of worry about ge�ng into trouble (and the big embarrassment that follows!) by stalling the engine. Rolling on the thro�le simply rolls on the NC’s engine torque and lets me take off with quick and smooth confidence. As motorcyclists, we’ve got to be mindful of oncoming cars, pedestrians, route changes, le� mirror, right mirror and many other factors calculated from all angles while simultaneously opera�ng the clutch, thro�le and gear shi� lever. With the elimina�on of these last three opera�ons, I found I could ride with a surprising degree of concentra�on and ease.

In AT mode, simply toggling the transmission selector switch to ‘D’ and turning the thro�le enables the Dual Clutch Transmission to automa�cally perform all 6-speed gearbox opera�ons referenced to speed; closing the thro�le to slow down also results in automa�c downshi�s. While riding through town, I no�ced that I had more room to think of other things besides basic opera�on and safety, such as the enjoyment to be found in the discovery of a new toy.


REVIEW


Then I got on the freeway and cranked open the thro�le, eventually se�ling into a high-speed cruise. Here even regular manual transmission bikes stay in top gear without shi�ing, so no difference was felt at all. Even when speeding up to pass another vehicle, the Dual Clutch Transmission performed all necessary opera�ons with just a twist of the thro�le. Gear changes were smooth and beau�fully done, like hiring a professional rider to control the gearbox. Of course, since downshi�s can also be performed with the manual touch of a bu�on, I felt I could ride the way I like, leaving no feelings of dissa�sfac�on anywhere.

Coming to a road leading up and over a few hills and twis�es, I wondered if any drawbacks would show up in the Dual Clutch Transmission’s opera�on compared to a manual transmission. The short answer is no. I was able to enjoy a level of riding control on par with, if not actually exceeding that of a normal manual transmission. Winding roads have all sorts of curves to them, from sweepers to sharp hairpins. One of the highlights of riding a winding road is the feeling of one’s senses sharpening as one scene unfolds a�er the next. What gives corning a special sa�sfac�on is holding a line while concentra�ng on the accelera�on and decelera�on of thro�le opera�on.

Riding with the Dual Clutch Transmission, gear shi�s

were completely automa�c, or I could make those changes like a pro using just the finger and thumb of my le� hand. This clearly seemed to provide a heightened level of concentra�on that allowed me to focus ahead around the curve or when slowing down.

At first I couldn’t believe that elimina�ng gear shi� opera�on could possibly make riding easier, but then I discovered the deeper sense of enjoyment the Dual Clutch Transmission has to offer, and I was surprised to find I’d become a firm believer a�er riding over that first pass. Much like in town, I could feel the same deep sense of the engine’s power in the turns in response to a simple twist of the thro�le.

In other words, the Dual Clutch Transmission isn’t just an automa�c transmission designed to make riding easy like a scooter. It instead plays a vital role as a device that greatly increases the purity of the riding experience. Honestly speaking, in the over 30 years I’ve been riding motorcycles, I think I’ve managed to sharpen my riding skills from many angles, including clutch and shi�ing opera�ons and thro�le control. I’ve also had some experience in off-road riding as a past-�me, and for Bike Talk have ridden on a few routes and roads in South Africa.


REVIEW

19


REVIEWThe capabili�es of the Dual Clutch Transmission’s clutch work and gear shi� opera�ons now closely approximate my own riding techniques developed in these different arenas. Actually, I’m not really being completely honest. The Dual Clutch Transmission totally surpasses my own skills in that it makes no miss shi�s at all.

What can’t be forgo�en is not only the fact that it never makes an error in shi�ing. Another important feature of the Dual Clutch Transmission is that when shi�ing up under accelera�on, its two clutches are interlocked through an otherwise conven�onal manual transmission, and it completes the shi� opera�on in a remarkably short �me frame. Therefore, up or down, it smoothly completes the shi� with virtually no intermi�ent pauses, and thus reduces the load to the bike. So, although I’ve worked long and hard over the years to perfect my thro�le control, my clutch work and my shi�ing, the Dual Clutch Transmission provides an excep�onal riding solu�on that makes me an even be�er rider, and helps me more fully enjoy my riding experience.

In par�cular, as I’m sure riders who have a lot of experience riding double know all too well, gear shi�s can o�en result in rider and passenger helmets bumping together. Another of the great side benefits of the Dual Clutch Transmission is that it frees riders from having to take special care

to shi� smoothly in order to avoid such frequent impacts. Shi�ing can be done at will with fully automated clutch opera�on.

Motorcycles have con�nued to evolve since I first began to ride, and I think this trend will con�nue further. Within such a �me frame, I think the Dual Clutch Transmission is a mechanism that has great possibili�es.

Both the NC750X Manual and DCT offer the feeling of adventure tourers; both can be fi�ed with amazing accessories from GIVI like, Crashbars, Spotlights, Tail�dy, Touring Screen, Panniers and Topbox. Both the models I tested had customised exhaust pipes; one fi�ed with an a�ermarket slip-on and the other with the original pipe gu�ed. They both sounded great, but I preferred the original look gu�ed pipe.

Automa�ng both the clutch and gear shi�ing opera�ons increases the pleasure of riding and causes a new bike world to unfold in town, while enjoying winding roads, or even when riding double with a friend or someone closer. Personally, I’d like as many people as possible to experience what these bikes have to offer.

If I were asked to tell how big a shock discovering the capabili�es of the Dual Clutch Transmission was for me, I can express it as something like “before and a�er my first mobile phone.” You might well wonder if this is true, so by all means discover this remarkable system for yourself.

Prejudice will be your own loss, and the waste of a new world filled with exci�ng possibili�es.

NC750X (Manual) @ R87490.00 Incl. VATNC750XD (DCT) @ R97990.00 Incl. VAT

HONDA WING UMHLANGATel: 031 5807900 - www.hondagateway.co.za

15 Meridian Drive, Umhlanga Ridge

Bike Talk February 2015h�p://www.xkulcha.com/

Rospa National DistributorTel: 011 493 5452 | Cell: 082 404 3969

Email: [email protected]: www.xkulcha.com

RTG16

PRG256

SU01


GOD’S PAGEHEAVY LOAD

I cannot help but bring motorcycles into the picture again. If you’ve been on one, have you noticed how easy they manoeuvre even with a load such as a passenger or luggage? It will be impossible for that loaded motorcycle to manoeuvre like that without you steering it. Simply impossible!

Now, the same applies to our lives. Each one of us, right now, carry some sort of load; be it fear, failure, stress, sorrow and so on. To us there is nothing heavier than these spirit-sucking, life-absorbing circumstances that none of us can really bear. It is simply too heavy for us to carry, let alone move or manoeuvre with. Like the motorcycle with no rider, we too with no Rider will never be able to control or steer our lives. Only GOD can help us with that. Only GOD will reach down to carry our load for us.

Psalm 68:10 reminds us, “Blessed be the Lord, who daily bears us up; God is our salvation.” (ESV)

What do you do with your load of failures and mistakes? Are you strapped down and can’t move because of them? Do you, at times, feel rejected by friends or family? For years I tried to carry my load of fear, failure and mistakes.

At a point in my life it I just couldn’t do it anymore. Stupid huh? No, just human.

GOD came to my rescue, I asked JESUS to help me and he did; he still does. He goes to those no one else would go to and says Matthew 11:28, “Come to me, all who labor and are heavy laden, and I will give you rest.” (ESV)

Our lives with its worries and burdens are heavy and difficult, near impossible to move with beacause we try and steer our own lives. If we could just stop and call on the One who can and will steer your life for you. But no, it’s too much trouble, or you fear letting GO! How difficult is it to just drop to your knees and ask? Only you can surrender your fears and concerns to the Father, no one else can or will.

Don’t get me wrong, GOD is not going to carry it all, he is going to help you carry it. With JESUS steering, dealing with our circumstances will become easier bacause we have his love, peace and healing that makes us strong. A relationship with GOD changes everything. It makes every burden lighter and every situation a spiritual victory in CHRIST.

Let go of that pride because it will wear you down, get down before your Saviour and let GO!

Father, I am weak and cannot carry this load today, please reach down and help me and my friend reading this, to get through it. I let go of my life, I no longer want to steer it, please take full control so you may be glorified by it. Amen

- Hein Jonker

Folks, on a different note, if you like you can joinmy journal page for daily encouragement fromthe Bible and my study notes just like this one.

HEIN’S JOURNAL PAGEhttps://heinsjournal.wordpress.com/


h�p://www.perrybikes.co.za/

R1980/month

R83 900

R16 500 R46 500

R89 900

R950/monthR5000

Free Extras

R1850/monthincludes Factory Top Box,

Hand Guards, Tank Pad

TE 125/250/300from R79 900

FE 250/350/450/501from R102 900

NEW GSR750 NEW DL650 NEW GW250

2014 NEW ‘14 TE250 2014 NEW TE300

NEW SUPER 8 125

R119 9005 Colours

NEW SPARK 90HP

R179 9001 Left

NEW GTI 155 SE

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R279 900

BIKES . JETSKI’s . ATV’s . SxS’s . CARS

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2015 TE/FE


ONE STEPH BEYOND: ON RHONDA

Long-distance motorcyclist Steph Jeavons is almost half way through an ambi�ous solo naviga�on of the globe, which she is tackling aboard her trusty Honda CRF250L nicknamed Rhonda.

Dubbed “One Steph Beyond”, the trip began in March 2014 and will see Steph travel through 42 countries in two years as she raises funds for the charity Rally 4 Life. Currently on a short hiatus in Thailand, Steph is 14,000 miles into her journey with 24,000 miles s�ll to go and, upon comple�on of the trip, could become the first female motorcyclist to travel through all seven con�nents solo.

“I have always wanted to travel the world and I have always loved bikes, so it seemed the obvious thing to me to put the two together,” she explains. “In terms of the bike, I wanted a machine that was economical to run, lightweight, reliable and capable of going off road. I wanted something that would work well in heavy traffic or rough roads and dirt tracks. When Honda brought out the CRF250L, it seemed like the perfect solu�on. It �cked all the boxes.”

The CRF250L is a dual-purpose motorcycle. Its dimensions, ergonomics, low weight, long-travel 43mm Showa USD forks and Pro-link rear suspension make it equally at home on city streets or country trails. The single-cylinder engine provides useful power and torque across a wide rev range, with excellent fuel economy.

Steph’s ambi�ous round-the-world trip is certainly proving that the Honda CRF250L lives up to its descrip�on and she is so far more than sa�sfied with the its performance.

“The Honda has proved to be a great companion,” says Steph. “It has started on the bu�on every �me, it has got me up to 18,500 feet with no complaints, we have ridden through monsoons, extreme heat, mud, sand, snow and crazy traffic. There is nothing this bike can’t handle. It has been extremely economical and most importantly great fun to ride. If you want adventure, take this bike.”


FOR THE GIRLS

24


FOR THE GIRLS

Sunshine Coast - 23 Dec 2014The last 2 weeks have flown by. The transi�on from the solitude of the the Nothern Territory in to the social whirlwind of the Sunshine Coast took place seamlessly. Christmas too has started creeping in.

In Emerald I drove around with Neal, a fellow biker who kindly put me up for the night, to check out the Christmas lights in town. Some neighbourhoods certainly do make an effort. I par�cularly liked the ones that had Kangaroo lights with Christmas hats on! Now THAT is what I call an Australian Christmas! The show however, was stolen by mother natures lights that night. I have never seen such an ac�ve display of lightning. Wonderful.

Riding in to the New Year - 3 Jan 2015I was keen to get started this morning but Rhonda had other ideas!

The temperature had drama�cally dropped in Walcha. It’s seems to be the coldest place in Australia. I’m not sure why as it’s not at any great

al�tude. Personally I enjoyed the cool air and wrapping myself in blankets that night. In fact, I ended up staying two nights and was surprised to be given the second night for free. I was also invited for dinner with the family who owned the Walcha Motel. Andy (the husband) turned out to be a biker himself and was keen to hear my story over dinner. A lovely surprise and a welcome discount!

To find out more about One Steph Beyond, track Steph’s journey or donate to the charity, visit her blog and stay tuned.h�p://www.stephmoto-adventurebikeblog.com


PRODUCT NEWSSYM: MAXSYM

Go big or go home! That’s the favourite adage of KMSA MD Chris Speight, and he’s put his money where his mouth is by adding two big-bore scooters and a 600cc quad to the SYM product range in South Africa. “When we acquired the right to distribute the SYM brand six months ago we knew we were going to do well with them,” says Speight. “The products are excellent and they complemented our exis�ng product range so we could properly represent SYM as a quality brand in its own right. Our SYM sales have already more than doubled, surpassing all records set for the brand over the two decades it’s been in South Africa. We expect further excellent growth in the medium to long term.”

Where scooters were tradi�onally small 125 or 200cc commuter machines used for nipping around town, urban sprawl has led to a worldwide demand for bigger, more powerful scooters that can be safely used by �me and cost conscious men and women for longer trips between the suburbs and the ci�es at highway speeds. The MaxSYM 600i and 400i, with their liquid cooled fuel-injected four-valve single

cylinder engines fit the bill perfectly, adding freeway-gobbling performance to the usual scooter a�ributes of comfort, convenience, decent weather protec�on, economy and a more genteel riding posi�on than that of a motorcycle. The 400cc version is good for 24,5 kW of power and 34,5 Nm of torque, while the MaxSYM 600 dishes up a very healthy 30,3 kW and 43,2 Nm. Both are easily capable of cruising at and above the na�onal speed limit, making freeway travel a cinch.

The MaxSYM scooters both have automa�c CVT transmissions, dual front petal disk brakes with twin-pot calipers and ABS, twin halogen projector headlights that switch automa�cally from day-riding to full power mode when the light begins to fade, dual LED matrix tail-lights, handlebar levers adjustable for span to accommodate small or large hands, comfortable seats with lumbar support for both rider and passenger, two dashboard cubby holes, LED instrumenta�on, and storage under the seats for two crash helmets. The scooters come with windscreens that are easily adjustable for height by removing one plas�c cover to get to the fasteners, and both have main and side-stands. The MaxSYM 400i and 600i come with 15” front and 14” rear wheels to cater for the high speeds that can be a�ained by these machines – 143km/h and 160 km/h respec�vely. Next �me your uncle starts going on about how his old 650 Triumph or BSA could do the magic ton – 100 mph - you can tell him that your scooter does that a lot more reliably, comfortably and safely!

The SYM MaxSYM 600i and 400i are both available at very compe��ve prices, complete with two-year unlimited distance warran�es.

The third new SYM model, scheduled to arrive early in the New Year, is the SYM 600 QuadRaider 4X4, a very useful workhorse quad at a very compe��ve price. Its liquid-cooled 565cc single cylinder engine generates 15kW and 34, 5 Nm while the CVT transmission includes two and four-wheel-drive modes, and a low-range op�on for when the going gets really tough. The QuadRaider comes with head and taillights, turn indicators, a pillion seat, fully adjustable suspension and a reverse gear, and will be of par�cular interest to farmers, hunters, fishermen and people who just love exploring the outdoors.

Supplied by KMSA - h�p://www.symsa.co.za/


PRODUCT NEWSROAD RUNNER ASSIST

Terms and conditions apply and can be viewed at www.roadrunnerassist.co.zaMembership is not valid unless activated. Call 082 001 001 for activations. ��

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24/7/365 Emergency Assist Services including Roadside, Medical and Legal (Biker Law) Assistance.

Knock-out deals on helmets, riding gear, shoes, accessories and more! PLUS 500 bucks off any GoPro camera.

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Take out an insurance policy with one of our affiliates and we’ll add another 6 months FREE assistance to your current membership.

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Weekends are made for one thing!

Ge�ng your mates together and taking to the open roads. Regardless of what you choose to ride, be it a vintage Bri�sh Single, a Japanese Four, a German Boxer or an American V-Twin, the lure of undiscovered oases beckon. When you’re burnin’ round bends, twis�ng through roads, far from home, and the unthinkable happens! Breaking down in a dicey spot without warning. Who do you call? Roadrunner!

RoadRunner is an Emergency Roadside Service, created so that you can ride easy. It doesn’t ma�er whether your bike won’t start because of some sort of mechanical issue or ba�ery trouble, a flat tyre or you’re out of fuel. RoadRunner will be there to get you going again, and if we can’t, we’ll tow you to the nearest dealership or RMI approved repairer.

RoadRunner members get access to great benefits like these plus loads more.

• x4 Roadside incidents a year where we will come to your rescue 24/7/365• The op�on of adding your other beau�es to your membership for 100 bucks each• Big deals on riding gear, accessories and more on our website• Biker Law services on call 24/7• Medical Assist

For an annual fee of 480 bucks, you can rest assured that we’ve got your back!

Call: 0100 300 010Website - www.roadrunnerassist.co.za

27

0100 300 010


PRODUCT NEWSSENA: 10C

The Sena 10C is the premiere communica�on system and Bluetooth camera combina�on on the market. By combining Sena’s Global Bluetooth leadership, innova�ve headset devices, and camera technology into one powerful setup, the Sena 10C is designed to revolu�onize a variety of industries – from various outdoor sports, motorsports to first responders – with its commitment to a truly complete solu�on.

With Bluetooth 4.0 technology, the unibody design is water resistant, firmware upgradeable, and intui�ve with voice prompts and voice commands. The built-in camera technology includes 1080p:30fps video modes and single, burst and �me lapse versa�le photo modes. With the combina�on of a headset, users can record their voice to their video while also enjoying four-way intercom communica�on up to 900 meters with Universal Intercom™ and Group Intercom™ technology. The intui�vely designed system takes it to the next level with headsets that feature Advanced Noise Control™, music sharing, built-in FM radio tuner, easy opera�on with a versa�le jog dial, an external antenna, and smartphone app for iPhone and Android. There simply is no other solu�on like the 10C.

Visit the SENA website for more informa�on ath�p://www.sena.com/product/intercoms/10c/

Features• Bluetooth 4.0• Unibody design for Bluetooth headset and video camera• 1080p Full HD video with 3.5MP s�ll shot image capture• Video mode: 1080p:30fps, 720p:30/60fps• Versa�le photo mode: shot, burst and �melapse shot func�ons• Pitch angle adjustment• Lens rota�on up to 30 degrees• Support Micro SD 32GB memory card (not included)• Bluetooth intercom up to 900 meters• Four-way intercom• Voice prompts• Voice recording with background music overlay• Smartphone App for iPhone and Android• Advanced Noise Control™• Universal Intercom™• Music sharing• Built-in FM radio tuner with a sta�on scan and save func�on• Easy opera�on by versa�le Jog Dial• Water resistant for use in inclement weather• Can be used while charging on road trips• Firmware upgradeable


031 9038240 | 083 7937975www.biketalk.co.za

COURSE OPTIONSBeginner Rider Course

Experience Rider CourseLicense Rider Course

Advanced Rider CourseSkills Rider Course

Off-Road Rider Course

KZN

29

WHY GET TRAINEDRiding is something most people don’t have to do, but rather feel compelled to, for a wide variety of reasons ranging from passion to prac�cality.

One of the most dis�nct things about riding is that nothing feels quite like a motorcycle; the thrill of being at one with a two-wheeled machine that weighs only a hundred and something kilograms is one of the purest ways to get from point A to B, and the risks involved some�mes even heighten that enjoyment. Motorcyclists o�en feel like they belong to a big community, and that sensa�on gives us something in common; we share a bond that sets us apart from the rest of the motoring world.

There’s something about motorcyclists, isn’t there?

When a guy or a gal walks into a restaurant with a helmet under arm, they invariably radiate a sense of cool that just isn’t the same as rolling up in a car. The sense of freedom feels more complete on two wheels, and riding doesn’t transport you to a des�na�on; riding a motorcycle is the des�na�on.

While motorcycles are performance bargains that offer more performance per Rand than virtually any other vehicle, it’s best to be explored under controlled condi�ons.

All the above will have no value, doesn’t mean anything, if you don’t know how to enjoy it with relaxed and confident emo�ons. To truly grasp the concept of safe motorcycling; you are not born with skill, you can only teach yourself what you think you know and that alone is far too li�le, you need help.

When you’re ill you go to a doctor or specialist, when you ride a motorcycle and have had some training or nothing at all, you need help. You need a “doctor” or specialists to point out the “disease” in your riding abilies, put you through some exercises which will give you the skill to control your motorcycle with confidence and truly experience the freedom I highlighted above.

Pride has everything to do with it; it will kill you. Put it aside and enrol in a Riding Course today, it could save your life! - Hein Jonker


HONDA: 300 MILLION MILESTONE

On Tuesday 25 November 2014 Honda Motor Co. Ltd. announced that Honda’s cumula�ve worldwide motorcycle produc�on reached the 300 million-unit milestone in September 2014, and held a ceremony at Kumamoto Factory, Honda’s primary motorcycle produc�on plant in Japan, to commemorate this remarkable milestone.

A Gold Wing 40th Anniversary Edi�on produced at Kumamoto Factory became the 300 millionth motorcycle that Honda has produced globally.

The 300 million-unit milestone was reached in the 66th year since Honda began motorcycle produc�on in 1949 with the Dream Type-D.

The history of Honda’s motorcycle business began with the start of mass-produc�on in Japan in 1949.

Produc�on outside of Japan began in Belgium in 1963, and since then Honda has been expanding

its local produc�on to many countries around the world based on Honda’s commitment to “build products close to the customer.” With a longstanding passion to create technologies that make people’s lives more convenient and fun, Honda has been developing and offering products that accommodate the diverse needs of customers in a large number of countries and regions around the world.

Having grown into a brand beloved by many customers around the world, Honda is currently producing motorcycles at 33 plants in 22 countries, sharing joys with its customers. Honda will con�nue offering products which fulfil the needs of its customers around the world.

Says Takanobu Ito, President and CEO of Honda Motor Co., Ltd.: “Thanks to support from our customers and all of the people involved in development, produc�on and sales, Honda was able to reach the 300 million-unit milestone. We will con�nue to provide products that will please our customers in each country and region in the world.”

• Founded in 1948 by Soichiro Honda, Honda is the world’s largest engine manufacturer.• Since 1986, it has been ac�vely involved in robo�cs, and released the first ASIMO humanoid robot in 2000.• In 2006, Honda announced its plan to enter the avia�on market with a compact business jet aircra�. The HondaJet is now entering the final stages of cer�fica�on process.


OEM NEWS


OEM NEWS

31

HONDA MOTORCYCLE FACTS• In 2013 Honda sold 16.8 million motorcycles worldwide, an increase of 8.7% compared to 2012.• It has been the world’s largest motorcycle manufacturer since 1959.• The Honda Super Cub is the most- produced motorcycle in history. Cumula�ve worldwide produc�on reached 87 million units in March 2014. It has been sold in more than 160 countries.• The Honda Gold Wing celebrates its 40th anniversary of produc�on in 2015. This milestone is being commemorated with a Special Edi�on colour scheme for the GL1800 Gold Wing.• Honda has an unequalled record of success in motorcycle racing, having won 21 Constructors Titles in the premier class (known currently as MotoGP), 63 Constructors Championships and 697 races across all categories in the premier class.• 21 year old 2014 MotoGP champion Marc Marquez won a record 13 Grand Prix in the 2014 season.

• Over 30 000 motorcycles equipped with Honda’s unique Dual Clutch Transmission have been sold in Europe since its introduc�on in 2010.

KUMAMOTO FACTORY• Established: 1976• Loca�on: 1500 Hirakawa, Ohzu-machi, Kikuchi-gun, Kumamoto, Japan• Business: Produc�on of motorcycles and power products• Area: Approximately 1616000 m2• Produc�on capacity: 160000 units/year (including ATVs)• Employees: Approximately 2600 associates• Main produc�on models: GL1800 Gold Wing, CBR1000RR Fireblade, VFR800F, CRF off-road models, NM4 Vultus, power product engines, etc.

Website - h�p://www.honda-eu.com/


OEM NEWSSUZUKI: KIDS

THE LATEST DR�Z70 IS ARRIVING IN SA

Designed specifically for young riders, the DR-Z70 is a li�le bike with a big heart. Featuring a 70cc engine with 10-inch wheels, it’s the perfect tool for youngsters learning the fundamentals of riding or developing their skills.

The four-stroke, air-cooled engine delivers plenty of torque, and the automa�c-clutch equipped engine provides impressive performance from a smooth, controllable power band.

It comes with an electric starter and handlebar start bu�on which means that the DR-Z70 is simple to get going. Alterna�vely, riders can kick start the DR-Z70 and power can be controlled to suit the rider’s experience via the adjustable thro�le limiter. There’s also the security of a keyed igni�on to provide maximum parent control.

With a steel frame, the durable DR-Z70 is the lightest of its starter-motor equipped class rivals weighing 55kg and ready for a ride.

Suzuki has inverted telescopic front forks with 97mm of wheel travel and a linkless rear swingarm, while the 10-inch tyres offer great trac�on.

The price of the DR-Z70 is R21995 including VAT and a six month warranty.

Website - h�p://www.suzukimotorcycle.co.za/

RETRO SUZUKI VANVAN NOW IN SA

Originally manufactured in the 70s and reintroduced in 2003, the Suzuki VanVan 125cc adventure motorcycle is now available in South Africa.

The retro bike is a machine that stands out from the crowd and punches well above its weight and class. It has long been a tradi�onal urban adventurer and has grown into a cult bike that’s now taking enthusiasts on long-distance riding trips - just for the fun of it.

The VanVan’s dis�nc�ve retro look gives it a tradi�onal charm and unique character, while its wide and spacious seat offers low ride height, lightweight handling and plenty of room.

“The VanVan 125 is a prac�cal runabout, which also happens to be pre�y cool and funky,” says Stuart Baker, motorcycle sales manager at Suzuki Auto SA.

“It’s a proper motorcycle in every sense, but one with individuality and flair. It also offers plenty of room for a pillion rider, not to men�on great economy which makes the VanVan live up to that old saying - ‘the best things come in small packages’,” says Baker.

The Suzuki VanVan 125 has a recommended retail price of R32995 and is sold with a one-year warranty.


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BMW: S1000XR

A CROSS BETWEEN ADVENTURE AND SPORT.

Here’s the perfect BMW motorcycle for those who want the dynamic performance of a sport machine, the versa�lity of an adventure bike and the comfort of a touring motorcycle. The new S 1000 XR combines the very best of these worlds to create something completely new: the first ever adventure-sport bike made by BMW Motorrad; perfect for everyone in search of a sporty ride that knows no bounds.

Hot fusion. The design.

The S 1000 XR is excep�onal - and that’s exactly what it looks like. As a synthesis of sport and adventure it unites the power of the S 1000 R with the upright sea�ng posi�on of the GS. No ma�er where you go on the XR, all eyes will be on you.

The best of both worlds: the technology.

As a cross between an adventure bike and a sport bike, the S 1000 XR draws on the full range of experience BMW Motorrad has in these categories. The sport engine of the S 1000 R with its 160 horsepower at 11,000 rpm and 83 lb-� of torque at 9,250 rpm is combined with the sea�ng concept of the GS series to create a motorcycle that is at home on every road.

Absolutely unique: fi�ngs and accessories.

As an adventure-sport bike, the S 1000 XR is highly versa�le by its very nature, and can be perfectly adapted to the rider’s individual preferences with op�onal extras. The HP Shi� Assistant Pro minimizes clutch use between se�ng off and stopping,

making every gear shi� faster and easier. Electronic suspension control via Dynamic ESA ensures op�mum suspension performance. And those who want to get the very most out of their bike will opt for the Pro riding modes - available from BMW Motorrad for the first �me - with two highly dynamic set-ups, plus ABS Pro for maximum braking safety in the curves.

Website - h�p://www.bmw-motorrad.co.za/

YAMAHA: YZF-R1Packed with MotoGP YZR-M1 technology, the next genera�on R1 is here. With a new crossplane engine, short wheelbase chassis and high-tech electronics, it’s ready to connect to your body and take your riding to a new level.

Developed without compromise using YZR-M1 MotoGP technology, the R1 was born for the track. 200PS, 199kg and 1,405mm wheelbase give an insight into its capabili�es. But it’s what you can’t see that makes this focused superbike so special.

Its central nervous system is a 6-axis Iner�al Measurement Unit that constantly senses chassis mo�on in 3D, crea�ng controllability over trac�on, slides, front wheel li�, braking and launches. Yamaha R1. We R1.


OEM NEWS


Details• New 998cc 200PS crossplane 4-cylinder

engine• Highly advanced electronic control

systems• 6-axis IMU with Gyro/G sensors for 3D

mo�on data• Banking sensi�ve Trac�on Control/Slide

Control• Front Li� Control and Launch Control• Banking sensi�ve Racing ABS/Unified

Brake System• New short wheelbase aluminium Deltabox frame• 199 kg wet weight• Upward truss type swingarm/magnesium

rear frame• Magnesium wheels and aluminium fuel

tank• One-click’ adjustable riding modes• New Thin Film Transistor (TFT) LCD

instruments

Website - h�p://www.yamaharacing.co.za/

OEM NEWS


RACING NEWSKTM: WINS DAKAR

KTM is incredibly proud that Red Bull KTM Factory Racing rider Marc Coma, who hails from Avià in Spain, sealed his fi�h Dakar Rally �tle on Saturday and with it brought home KTM’s fourteenth consecu�ve win at one of the most notorious races in the world.

While Paolo Goncalves took second place, KTM racer and Dakar rookie Toby Price took an outstanding podium third at his first a�empt in an incredibly challenging Dakar race, which took place over 14 days and a route of approximately 9,000km through Argen�na, Bolivia and Chile. Coma had a 17-minute lead into the final of 13 stages, although the race was halted on safety grounds due to rain at CP2 and Coma declared the winner.

Coma: “I’m happy and proud. As usual it was a grueling rally. We had to overcome a problem on the second day that slowed us down a bit in the rankings. So from then on we had to change the strategy a li�le and push to recover that �me. We knew that the marathons would be key stages and they were. I am happy with the team and the

people we have around us. This fi�h win says a lot about all of us. The level was very high and this also makes the win very valuable.”

Marc Coma tackled the Dakar with his usual passion and a�en�on to detail, true to his belief that the only result that counts was that in the final day. He took victory in Stage 5 and was top three in six other stages. He also rode with care and prudence in the two marathon stages, nursing a damaged �re in the first and safely bringing his KTM 450 RALLY home across the salt flats of Bolivia in wet condi�ons that resulted in many riders having to exit the rally a�er salt clogged their engines and electronics.

Stefan Pierer (KTM CEO): “That Marc Coma sealed his fi�h and the 14th consecu�ve Dakar win for KTM is a personal success for Marc and each team member and invaluable for the en�re company. The very strong KTM-supported riders have a large share in this outstanding overall result, above all Toby Price. His third place caused a sensa�on. The run of the 2015 Dakar Rally once again showed how


unique and unpredictable this race is. Even stage winners like Sam Sunderland and Ma�hias Walkner didn´t make it to the finish line. The condi�ons were extremely exhaus�ng for all involved. Everyone who made it to the finish in Buenos Aires is a winner.”

Price: “To podium at my first Dakar is unbelievable. I’m shocked and definitely didn’t expect to be on the podium straight away. I wanted to be top 20, and I was definitely hoping to be in the top 10, but to cap it off with a podium is great. A�er the halfway mark we were in the top 10, but the goal for Alex (Doringer) and me was just to make it back each day while preserving myself and the bike; we just put our head down to keep charging and come away with a good result. It’s been great to see Marc take his fi�h Dakar �tle and the 14th for KTM, which is insane. I didn’t know what to expect coming here, as I’ve done Six Days Enduros, but it doesn’t compare. It’s physically and mentally draining with the distance covered. The work behind the scenes is also insane. The guys work pre�y much non-stop and on nearly no sleep. It’s a big team effort, and the result is certainly for the team and the rider. We can’t thank everyone enough, as there are so many people that have worked so hard.”

The Dakar 2015 was indeed a ba�le of a�ri�on. Of the 168 starters in the bikes division only 78 were on the star�ng line for the final run into Buenos Aires.

Final Standings Dakar 2015 a�er 13 stages1. Marc Coma (ESP), KTM, 46:03.49 h 2. Paolo Goncalves (POR), Honda, +16.53 min3. Toby Price (AUS), KTM, +23.144. Pablo Qunitanilla (CHI), KTM, +38.385. Stefan Svitko (SVK), KTM, +44.17

Other KTM6. Ruben Faria (POR), KTM, +1:57.507. David Casteu (FRA), KTM, +2:00.148. Ivan Jakes (SVK), KTM, +2:18.1811. Hans Vogels (NDL), KTM, +3:31.5014. Paolo Ceci (ITA), KTM, +4:58.1418. Jakub Przygonski (POL), KTM, +6:21.12

KTM’s Stage Winners Dakar 2015Sam Sunderland – Stage 1Ma�hias Walkner – Stage 3Marc Coma – Stage 5Pablo Qunitanilla – Stage 8Ivan Jakes – Stage 11Toby Price – Stage 12Ivan Jakes – Stage 13

Website - h�p://www.ktm.com/

RACING NEWS

37


MOTORCYCLE: DEFINITIONS & TERMS

Making sense out of Motorcycle Specifica�ons

The following provides defini�ons of terms to demys�fy motorcycle specifica�ons as usually listed in the motorcycle magazines and on Internet Web sites. These defini�ons of terms should be easier to understand by riders who would rather ride than learn the technical complexi�es of their machines. Bear in mind that whole books could be wri�en about each term. We are only touching the basics.

The following message, posted on a motorcycle forum that I used to run, was the mo�va�on for me to provide these defini�ons of terms used in motorcycle specifica�ons.

“OK, I admit I am probably the polar opposite of a gearhead, whatever that is. But yesterday, I had an eleven-year-old grilling me about my bike, and I suddenly realized that I could probably compute this stuff if someone would translate it into non-gearhead language for me. I have the stats for my bike in front of me. What do they mean? I would really appreciate a transla�on that lies somewhere on the technical jargon con�nuum between ‘it goes really fast when you turn the thro�le’ and what appears in these specs.”

To help this forum member and probably countless others seeking to learn more about their bikes, I’m supplying these defini�ons of terms used in typical motorcycle specifica�ons.

No. of Strokes: Engines in motorcycles discussed on this site are all four-stroke. There are two-stroke engines as well. Also, don’t confuse four-stroke with four-cylinder or two-stroke with two-cylinder. They are totally different. The four strokes in a four-stroke engine are defined as follows:• Stroke 1 - Intake valve(s) open, piston moves down, sucking in the air/fuel mixture.• Stroke 2 - All valves closed, piston moves up, squeezing the mixture.• Stroke 3 - All valves s�ll closed, spark plug ignites the fuel/air mixture, pushing the piston down.• Stroke 4 - Exhaust valve(s) open, piston moves up, blowing the old charge out the exhaust valves.• A short version is Suck, Squeeze, BANG, and Blow.

Cooling: An engine can be liquid-cooled by running coolant through the engine and exchanging the heat via a radiator like a car. It can also be air-cooled by airflow over fins on the engine. Another varia�on is oil-cooling where engine oil is circulated in the engine and its heat exchanged by a small radiator. There are even oil/air/fan cooling systems.

Valves: Valves are used as men�oned above. There may be one or more valves used for intake and exhaust. The specs may indicate how many valves are used per cylinder or for the whole engine. Terms such as SOHC (Single OverHead Cam) and DOHC (Double OverHead Cam), etc. are used to indicate how the valves are opened and closed. There are other methods to operate the valves as well.

Number of Cylinders: Engines can have one to six cylinders depending on motorcycle type.

A single-cylinder engine, some�mes called a thumper, is used in small bikes.

Most bikes have engines with two-cylinders arranged in many configura�ons including: V-twin where the cylinders are spaced at a par�cular angle to each other; Parallel twin where the two cylinders are right next to each other in a ver�cal posi�on; and Flat-twins where the two cylinders are opposed such as in BMW Boxers.


TECH TALK


Engines may have more than two cylinders such as: Triples where three cylinders are lined up next to each other in a ver�cal posi�on; In-line fours similar to a triple except with another cylinder added; V-4 engines such as used in Honda ST1300; V-6 engines such as used in Boss Hoss; Flat-six engines such as used in Honda Gold Wing 1500/1800s.

There are other engines not described here.

Displacement is the volume displaced in the cylinders of an engine as the pistons move from their bo�om posi�on to their highest posi�on in the cylinders. Displacement is measured in either cubic cen�metres (CC) or cubic inches (CI).

Bore and Stroke: Bore is the diameter of the cylinder in the engine in which a piston moves up and down. Stroke is the distance that the piston moves up and down inside the cylinder.

Fuel System: Either carbure�or(s) or fuel injec�on is used to control the mixture of air and gasoline and prepare it to be sucked through the intake valves and into the cylinders during Stroke 1, described above. Specs usually iden�fy the carbure�or name and how many carbure�ors are used. Fuel injec�on comes with different names such as Fuel Injec�on (FI), Digital Fuel Injec�on (DFI), Electronic Sequen�al Port Fuel Injec�on (ESPFI), Programmed Fuel Injec�on (PGM-FI), etc.

Compression Ra�o: Think of Compression Ra�o this way: When the piston is at the bo�om of the cylinder, say you could pour 100cc of water into the sparkplug hole (both valves closed) and it would be full. When the piston is at the top of its stroke, you can only pour 10cc of water into the hole to fill it. The compression ra�o would be 100 to 10 or 10 to 1. That’s about as easy to understand as I can make it. Oops, forgot to say -- Higher compression ra�os (in general) will let the engine make more power, require higher octane gas and be harder for the starter to turn over.

Maximum Torque: Torque is described as twis�ng force. This is the maximum amount of twis�ng force the engine can put out and at what value of engine Revolu�ons Per Minute (RPM). Put simply, torque is the “grunt, stretch your arms, push your eyeballs into their sockets” quality when you aggressively use the thro�le and accelerate hard. The higher the number, the more forceful that feeling is.

Maximum Horsepower: This is the maximum amount of horsepower delivered by the engine. It occurs at a par�cular engine speed. Horsepower (HP) and torque are interrelated with RPM by the formula HP = TORQUE X RPM / 5252.

The following provides defini�ons of terms to demys�fy motorcycle specifica�ons. These defini�ons of terms should be easier to understand by riders who would rather ride than learn the technical complexi�es of their machines. Bear in mind that whole books could be wri�en about each term. We are only touching the basics here.

Transmission: The specs may show the transmission as 4-speed, 5-speed, 6-speed, or an automa�c transmission such as found in some bikes and most scooters.

Final Drive: The final drive is what connects the engine and transmission to the rear wheel. Op�ons are a chain, belt, or drivesha�.

Brakes: There are many brake systems given in motorcycle specs. The usual system is a disc front brake controlled by the right handlebar brake lever and a rear disc or drum brake controlled by the right-side foot brake pedal. There are also Linked Braking Systems (LBS) where use of either the front brake lever or the foot brake will ac�vate both front and rear brakes. A varia�on on LBS is the Integrated Braking System (IBS) where the foot brake also controls a por�on of the front brake. In some integrated braking systems, the front brake will also control a por�on of the rear brake.

Disc brakes are made of a rotor that is a�ached to the wheel and a calliper that is fi�ed over the edge of the rotor. The calliper contains one or more pistons under hydraulic pressure that, when ac�vated by a hand brake lever or foot brake pedal, will push against the brake pads that then contact the rotor to create fric�on that stops the bike. There are fixed rotors and floa�ng rotors. The floa�ng rotors can move and expand and contract thereby allowing less heat to be generated and braking performance to be increased.

An�-Lock Braking Systems (ABS) may also be part of a motorcycle braking system. ABS uses computer controls to keep the brakes from locking by applying and releasing the brakes very rapidly.

TECH TALK



Front Suspension: Springs and shock absorbers are used in various configura�ons to provide a comfortable ride. The concepts used for both front and rear suspensions are similar but the configura�ons of springs, dampers, and links are quite different.

Spring pre-load is the amount of compression already in the spring before applying any load. Many systems allow you to adjust the pre-load to suit the expected road condi�ons or rider preferences. Most motorcycles use a telescopic front suspension consis�ng of two fork tubes containing springs and some method to control their mo�on. When brakes are applied, the front end tends to dive because of weight transfer. When the bike hits a bump, the spring also compresses to absorb the shock. To keep the spring from bo�oming, some form of compression damping is used. As the spring comes back up, rebound damping is used to control its travel. Without damping, the spring would propel the rider up and down in pogo s�ck fashion. Many bikes have methods to control and adjust compression damping and rebound damping and these are spelled out in the motorcycle specs. Most telescopic front forks have a smaller top por�on that is pushed into a larger lower por�on. A varia�on on this is the inverted fork where the fork tubes are essen�ally turned upside down with the upper por�on sliding down outside the lower por�on.

BMW uses a Duolever front suspension that s�ll has telescopic front forks but the damping is provided by a shock absorber that is placed in back of the forks. This configura�on effec�vely separates braking, steering, and suspension forces and eliminates dive when braking.

Rear Suspension: Today, most bikes use a swingarm system that is laterally fastened to the frame in front of the rear wheel and moves up and down in an arc. Two arms extend back and hold the rear wheel. One or two shock absorbers connect between the frame and the swingarm to provide spring ac�on and appropriate damping. Some bikes use a single-sided swingarm.

Older bikes had no rear suspension and were known as hard tails. Many bikes today have hidden rear springs and shocks to give a hard tail look but a so� tail ride. The Harley-Davidson So�ail line is an example. Use of springs that become progressively

more widely spread from one end, allows a spring to give a good ride on normal surfaces but also handle sharp hits from the road as well. These are called progressive springs. Another approach is to use a standard single rate spring but connect it to the wheel using linkages that change the leverage on the spring thus making it into a progressive type system. So called link-type rear suspensions, usually using a single shock, are examples.

BMW uses a Paralever rear suspension that employs two universal joints on its drivesha� to allow the suspension to move through two angles in a parallelogram fashion.

Tyres: The first two numbers in a tyre size indicate the width of the tyre and the height of the sidewall. For example, 240/40 indicates that the tyre width is 240mm across the tread and the aspect ra�o is 40. The aspect ra�o, expressed in percent, when mul�plied by the width gives the height of the sidewall. Thus, the example tyre size tells us that the tyre is 240 mm wide and the sidewall is 96mm high.

Seat Height: Seat height may be given as measured with a rider aboard (laden) or it may be given unladen. Riders may be interested in the seat height to tell them how easy it will be for them to get their feet flat on the pavement when stopped. See my Seat Heights ar�cle.

Rake and Trail: Rake is the angle of the fork away from ver�cal toward the rider. Trail is the distance on the ground between a ver�cal line dropped straight down from the center of the wheel and a projec�on of the fork extended un�l it touches the ground. As the rake increases, the trail increases. The more rake, the more stable the handling at speed. As rake decreases, handling becomes easier at low speeds.

Wheelbase: This is the number of inches measured from front axle to rear axle.

Weight: Weight may be given as wet weight with all lubricants, liquids and gasoline added or it may be dry weight with nothing added.

Fuel Tank Capacity: Capacity is usually given including reserve tank.

A more complete booklet will be published soon. Stay informed - SUBSCRIBE

TECH TALK

http://www.biketalk.co.za/forms/SubsForm.php


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Connect Your Body200PS, 6-Axis IMU, TCS, Launch Control

Rightfully Wrong250cc 4-stroke, Electric Start, Reverse Head

MX2 Weapon of Choice250cc 4-stroke FI, 7.5L Fuel Tank

One Bike - Two Souls850cc, 3-Cylinders, D-Mode, TCS, Y-CCT

A Super Ride Every Day321cc, R-Series DNA, ABS


MESSAGE: MINISTER DIPUO PETERS

STATEMENT BY THE MINISTER OF TRANSPORT, HONOURABLE DIPUO PETERS, ON THE OFFICIAL RELEASE OF THE FESTIVE SEASON STATISTICS AT IMBIZO MEDIA ROOM, PARLIAMENT, 9 JANUARY 2015

Charles Dickens once remarked:“It was the best of �me; it was the worst of �me,It was the age of wisdom, the age of foolishness,It was the epoch of belief, the epoch of incredulity, It was the season of light, the season of darkness,It was the spring of hope, the winter of despair.We had everything before us, we have nothing before us.”

This characterizes 2014, the year that was, on our roads!

Ladies and gentlemen, this crucial year marked the end of the second decade of our democracy. As we ponder on twenty years of our hard earned freedom, road carnages is not one of the poignant social issues that we can rejoice about.

Road traffic injuries are a major global public challenge, requiring concerted efforts for effec�ve and sustainable preven�on.

Of all the systems that people have to deal with on a daily basis, road transport is the most complex

and the most dangerous. Worldwide, the number of people killed in road traffic crashes each year is es�mated at almost 1.2 million, while the number injured could be as high as 50 million – the combined popula�on of five of the world’s large ci�es.

The majority of such deaths are currently among “vulnerable road users” – pedestrians, pedal cyclists and motor-cyclists.

In high-income countries, deaths among car occupants con�nue to be predominant, but the risks per capita that vulnerable road users face are high.

Ladies and GentlemenIt is the conten�on of this report, first, to illustrate that the level of road deaths and injuries is unacceptable, and secondly, that it is to a larger extent avoidable.

Although our road deaths and injuries have stabilized, there is thus an urgent need to take appropriate ac�on.

Road traffic carnage preven�on and mi�ga�on should be given the same a�en�on and scale of resources that is currently paid to other prominent priori�es if increasing human loss and injury on the roads, with their devasta�ng human impact and large economic cost to society, are to be averted.

Road Safety con�nues to be an enormous challenge, as road crashes rob us of our loved ones and families each and every day. It impacts nega�vely on our economy placing an unbearable strain on our social budgetary alloca�ons, thereby unreasonably increasing social dependency on government.

A culture of respec�ng the “right to life” together with embracing a culture of voluntary compliance is an ethos we s�ll dream of. The per�nent ques�on we should always ask ourselves is: when is that �me for us- to respect the right of life for other road users, simply, that �me is not tomorrow or the day a�er, that �me is now.

We should decisively and uncompromisingly act against lawlessness and irresponsible usage of our roads whilst promo�ng a culture of good ci�zenry as a norm rather than an excep�on.

42

MEGAFONE



MEGAFONEUndeniably so, “As law abiding ci�zens we unequivocally admit and acknowledge that one death on our roads is one death too many”.

Ladies and gentlemen at this stage I find it prudent and befi�ng on behalf of the Government of South Africa and in par�cular the transport sector , to convey our deepest and hear�elt condolences, to the families of those that died on our roads and those families that are s�ll in mourning due to the senseless killings of their loved ones. Those that are recupera�ng in hospitals we wish them a speedy recovery.

As Rodney Murphy remarked, “Although it’s difficult today to see beyond the sorrow, May looking back in memory help comfort you tomorrow”.

We wish to assure you that the Department, its en��es and its stakeholders as well as all partners will gallantly and relentlessly fight flagrant lawlessness and irresponsible usage of our roads that robs us of our loved ones.

We must however pay tribute to all law abiding road users that heeded our clarion call and partnered with us and conducted themselves in a responsible manner that says: “I’m responsible. Road Safety is my responsibility”.

May you con�nue to be road safety ambassadorsTogether, let’s save lives and move South Africa forward.

It is an incontrover�ble fact that road safety is a collec�ve effort and responsibility and wish to commend the role played by the traffic officers, police, SANDF, na�onal, provincial and local Departments of Transport, officials, road safety ac�vists and prac��oners, EMS and health prac��oners, all transport stakeholders, faith based organisa�ons, freight industry, taxi associa�on, NGO’s , CBO’s and Youth Forma�ons in their gallant efforts to ensure that our roads were safe and unselfishly offered their services.

Our resilience, effervescent determina�on and commitment for�fied our resolve to steadfastly roll out our road safety programmes, focusing on road safety educa�on, road infrastructure engineering, law enforcement and evalua�on of the impact of our interven�on throughout the 3-6-5 days. This

underpins our commitment as a country to the United Na�ons Decade of Ac�on for Road Safety.Juxtaposed against the backdrop of the heightened and intensified law enforcement and road safety ini�a�ves, the cavalier a�tude and recalcitrant behaviour of some of our road users s�ll remains a grave concern and warrants condemna�on.

The Fes�ve Season spanning from 1 December 2014 to 5 January 2015 depicts a gloomy picture of the state of road safety. During this period we registered 1118 fatal crashes with 1368 fatali�es. Compared to the same repor�ng period last year we registered 1147 fatal crashes with 1376 fatali�es.

This indicates a slight reduc�on of 2,5% for fatal crashes and 0,6% for fatali�es.

Though we half-heartedly acknowledged the decline, we have no cause to celebrate as our people con�nue to be killed on our roads due to irresponsible and murderous acts of fellow road users. These senseless killings could have been avoided if we all behaved as responsible law abiding ci�zens.

Very disturbing, is the revela�on of the contributory trends to the road carnages and crashes, which indicates the following:Road User Type- Passengers - 39%- Pedestrians - 36%- Drivers - 24%- Cyclists - 1%

Percentage contribu�on per Gender Classifica�on to the total number of fatali�es and fatal road crashes:- Males’ contributed 75% to the total fatali�es- Females’ contributed 22% to the total fatali�es- Unclassified gender contributed 3% to the total fatali�es

Interes�ngly the fatali�es as per the top three most affected age groupings:Driver age group- 25 to 29 (12%)- 30 to 34, (13%) - 35 to 39 (9%)Total 34%



MEGAFONEPassengers age group- 20 to 24 (6%)- 25 to 29 (8%)- 30 to 34 (7%)Total 21%

Pedestrians age group- 20 to 24 (6%)- 25 to 29 (8%)- 30 to 34 (7%)Total 21%

High propensity of crashes occurred during the following �mes of the day and interes�ngly Fridays, Saturdays and Sundays being the days that are most affected (at night).20h00 - 24h00 (25%)24h00 - 04h00 (14%)04h00 - 08h00 (12%)Total 51%

It is quite evident that the wan�ng state of affairs elucidates the perennial paralyses bese�ng road safety in our country. The road carnage trends tell a consistent story of inconsiderate behavioral deficit, which warrants urgent and decisive interven�ons to respond and mi�gate this promp�ng and undesirable state of affairs.

We are playing a pivotal role in the interna�onal space of Road Safety, in par�cular the United Na�ons Decade of Ac�on for Road Safety. To this end, we are bound to learn from best models. We will soon be visi�ng Australia and Sweden and paramount to our visit will be the benchmarking of tried and tested road safety methodologies and prac�ces.

Intensified Interven�ons will be robustly rolled out during this year and key to these ini�a�ves will be the Alignment of Road Safety and Law Enforcement. The prolifera�on, duplica�on and unstructured management of road safety will receive urgent and undivided a�en�on.

This includes amongst others the transfer of eNaTIS from the Na�onal Department of Transport to the RTMC and some improved coordina�on of Driver License Tes�ng Centre’s and Computerized Learner License Tes�ng. It should be noted that the Safe System approach adopted by the country to manage road safety and meet the Decade of Ac�on

commitments requires that all these systems be complimentary and integrated.

We will focus and intensify Road Safety Educa�on, regular rigorous and visible Integrated law Enforcement and decisively deal with drunken driving, moving viola�ons and related contraven�ons. Law Enforcement and joint opera�ons will become a norm in residen�al and built environment and very specific during the hours when no one expects us.

May I make this clarion call to all South Africans to partner with government in uproo�ng and elimina�ng the scourge from our roads. Let Road Safety be our embodiment and epitome that we strive towards, to make” no fatali�es a reality and not a dream”.

REMEMBER: Let all of us not Drink and DriveDo not Text while DrivingDo not Drink and WalkDo not SpeedPlease Buckle upRestrain all children

Remember life is a journey, do not let your journey end your life….

TOGETHER LETS SAVE LIVES AND MOVE SOUTH AFRICA FORWARD.

I THANK YOU.


SCHOOL FEES: LEARN

Hein, when we spoke last I had just taken delivery of my new Duca� 821 Monster, I bike I must tell you, has been a dream of mine for many years. I unfortunately had an accident in October 2014 on the M4, and thought I would share my experience with you. It was the weekend of the Ama-Shova so my normal Sunday ride up Botha’s hill to Cato-Ridge and back was closed to traffic.

My friend and I decided to do a breakfast ride to Umdlo� instead. We filled up in Gille�’s and started our ride, down Stockville Road on to the N3 then the N2 through Springfield and on to the M4. I was in front of my friend in the fast lane. Hein my bike was new and I was s�ll running her in, not above 6000rpm for the first 1000km. I was doing 100kph going past the Hyperaemia and Toyota, in the slow lane there was a truck and another vehicle behind him. I saw the other vehicle dri� in to my lane slightly so put my lights on bright. He dri�ed back to the slow lane and I thought he had now seen me.

As I went to pass he changed lanes, I did my best to brake and swerve but ran out of space. I hit the back right corner of the other vehicle with my le� arm and shoulder. Unknown to me at that point I broke my le� hubris bone(the bone from shoulder to elbow) I tried to stay upright but the driver of the other vehicle had now seen me and started to brake and dri� right leaving me trapped between

the other vehicle and the curb on the M4. The next 30 or so seconds I can replay for you second by

second! And when I say I jumped off the bike it was my brain making the decision in a split second what it thought was the best outcome for what was going to be a bad situa�on.

I remember looking le� and the back bumper of the other vehicle, feeling the tail end of the bike now sliding towards the back bumper, I remember looking right at the centre island, and I remember jumping off the bike.

I hit the ground on the right side of my body and started to roll, the first thing that went through my mind was, “I wonder if I am ever

going to stop rolling?”, “I hope I am going to see my family again”, “this is going to be sore!” I passed out a�er that. I came to probably 30 seconds. I was on my back looking up at the sky all I could hear was the sound of my breathing. I wiggled my fingers on my le� hand, and then right then moved my le� foot the right. I moved my head from le� to right. I could now hear the traffic going past me, I realised that my le� foot was over the curb of the fast lane of the oncoming traffic.

I stood up, all a bit wobbly but I got up, I soon realised that there was something wrong with my le� arm! It was not where my brain thought it was but hanging and poin�ng the wrong way; I li�ed my le� arm with my right and held it up. My friend came up to check if I was ok, he had turned around and parked on the centre island.

I am a SACAN member and if you are not, please look into it! It is worth joining! I gave my phone to my friend and told him to call the SACAN emergency number stored as AAA SACAN on my phone. He phoned and they started to organise an ambulance. A�er my friend had checked on me and phoned SACAN for the ambulance he went to get my bike out of the fast lane. Hein the only other person to stop and help us was the driver of the other vehicle!


CRASH REPORT


Not one car and not one of the bikes that rode past us, the fuel tank of my bike was punctured by the brake lever there was fuel everywhere, the bike was in gear, the clutch lever was broken, my friend and the driver of the other vehicle pulled my bike on to the centre island.

I asked the ambulance to take me to hillcrest hospital, a�er examining me and ge�ng clearance they took me up the hill, I am now the proud owner of a 26cm �tanium pin going through my arm and a couple of screws, I am healing well, a lot slower that I would have wanted but all I need is some �me. It is going to be at least 2 – 3 months before I can get on a bike again.

Hein, now lest talk about the hard truths about my accident. Dissect and discuss it, not to assign blame but to learn from it.

Motorcycle DetailsBike: Duca� 821 Monster 2014Mileage: 169kmRiding Mode: SportTyres: NewBrakes: NewLights: NewCondi�on: New Rider DetailsRider Age: 34 yearsLicence: A, C1First issued: A, 15.03.2010 5 years licenced riding experience, including learnersRestric�ons: 0Formal Training: Yes Beginners Riding Course, Licence Riding Course, Off-Road Course

Personal Protec�ve Equipment: (PPE)Helmet: Shark Speed-RNeck brace: NoJacket: Duca�, synthe�c with plas�c armour on arms and shouldersRiding pants: No (commercial jeans) Boots: No (outdoor hiking shoes) Gloves: Duca� synthe�c touring glovesOther PPE: None

Brief descrip�on of AccidentWhile riding on the M4 North another road user changed lanes, bike and rider collided with the rear right of the vehicle, Rider lost control and became separated from the bike.

Time of Day: +-8:30amRoad width: 6m double laneRoad condi�on: Good, surface DryWeather: Clear, dry, sunny, 2/8 cloud

Injury to Rider: Yes Rider broke le� arm resul�ng in surgery, mul�ple bruising and whiplash, possible damage to knee ligaments. Injury to Vehicle: None

Damage Bike: Bike wri�en offDamage Vehicle: No

Speed before impact: +-100kphSpeed at impact: +-90kph

Was warning given: Yes high beams were flashed.

How could Injuries have been avoided?1. If the accident could have been avoided there would be no injury.2. If the rider was wearing more PPE the injuries could have been reduced, the absence of proper riding pants and boots did affect injuries.

How could the Accident have been avoided?1. If the other road user had seen or heard the bike before he changed lanes, the accident could have been avoided 2. If the rider had predicted or an�cipated the situa�on be�er, the accident could have been avoided3. If the rider could have stopped sooner, the accident could have been avoided.

Hein I feel that this was an accident, a honest to goodness accident. A few seconds either way and it could have been avoided or worse. My bike has been wri�en off and the insurance company has been great and has paid out.


46

CRASH REPORT


My rehabilita�on on my arm is going well, not as quick as I would have liked but I am told I will be able to ride again in 6 months.

I haven’t climbed on a bike since, and everyone asks that ques�on! Will you stop riding? What did you wife say? It is your own fault because are dangerous. If you are looking for sympathy please don’t have a motorbike accident!

So will I ride again?Hein I have said yes and no to that ques�on so many �mes in my head! to be honest I am not sure, every �me I my 4 year old daughter kiss’s my arm and says I hope you feel be�er today day the answer is No, but when I think of all the good friends and memory’s that riding has given me, I say yes! I think �me will answer that ques�on for me, and I am in no rush! Once my arm is healed and I can control a bike again I will get on a bike and see how I feel.

This was all a very big learning curve for me. It was the first �me I’ve had a motorbike accident, my first ride in an ambulance, my first broken bone, first serious surgery, first dealing with medical aid in an emergency, first �me I used the Gap Cover I took over and above my Medical Aid, and the first �me I’ve had a vehicle wri�en off.

Story supplied by a friend and past student of Bike Talk MRA.

Thank you.

DH

47

CRASH REPORT


TECH TALK

48

CHAINS VS BELTSby Stuart Houston

Decisions, Decisions

Last weekend I was lying underneath Sheila my Honda NC700X (That’s my bikes name; admit it, you all name your bikes)

I was busy swearing at the inventors of chains and chain lube when it got me thinking about: “Why don’t more bikes use belts like the Bone shaker American bikes some of us know and love?”

For us biking okes it’s a real decision to consider when buying your ride and o�en one which can cause a heated debate at the club house or jol. Once, it got very heated and I saw bo�les flying across the room as a result.

I hopped onto Google, and surfed for some info where it basically comes down to some pro’s and con’s and a personal choice.

The usual argument I hear is that chains are more capable of handling the stonking, eye bulging, silly grin inducing power that modern superbikes are pu�ng out. 200Hp from a Duca� Panigale is nothing to be snorted at hey. And the law abiding speed of 120km/h which we all s�ck to of course LoL, is nothing for a ZX14 or Busa, to do in 1st gear.

This reminds me of a comment I heard at the Ink and Iron recently. A guy was saying he thinks his ZX14 is over engineered. He said it has 5 gears too many because it does 150 in first. Who needs more hehe?

Chains are easy to get pre�y much anywhere. I’m fairly sure I could order one from the Hawker at the robots in JHB. Everyone knows chains and how they work. It’s a technology we are familiar and comfortable with.

In the past belts were weak and snapped easily under even modest power and generally got a bad rep and for good reason too. But here’s the thing china’s, tech moves forward and belts have moved into the area where they are just as strong and in some cases stronger than chains. Most belts nowadays have an Aramid or Kevlar inner core which as you know is the stuff in all those dof ac�on movies on telly that can stop bullets.

What high power bikes you say have belts? Now don’t shoot the writer if I forget one but some of them are Buell’s, the BMW F800GT and the Harley V-Rod...sigh...I miss her.

With chains you can change ra�os. Very nice for those who like to play a bit with longer legs or want more accelera�on. You can’t do this with belts. You have a set size belt and pulley sizes. Sure you can change them but its big bucks to do that. With chains you can pre�y much change it to suit your riding needs, from trials at Africa speed week to Burnouts at the local jol.

Chains are more suited to track life than belts. They don’t pick up rubber gunge from the track on the pulley that can cause tooth slippage or complete and u�er derailment of belts from the pulley.



TECH TALK

49

Not so lekker when you are about to top Rossi’s lap �me and the belt flies off.

Belts have long life spans. My wife has an American bone shaker and it’s belt has a 80000km change interval due to the low wear and stretch they endure, That’s 10 �mes the average chain life, depending of course on how much of a hooligan you are. Now this is probably the best reason for me to have a belt system. LOW COST and almost zero maintenance.

Chains stretch. No-one enjoys the messy job of having to clean, adjust and lube them up again. Not to men�on the cost of decent quality Chain lube or waxes. If you don’t have a centre stand or paddock stand, to get to all parts of the chain you have to push the bike backward and forward looking like the aunty in her big SUV at the local mall trying to park.

Some of the older bikes and exo�cs can fling the lube onto the tyre side wall, not lekker when you are taking a corner and the rear of the bike suddenly overtakes the front leaving you si�ng on the ground in a daze while you watch your pride and joy go into the barrier and put itself back into factory form – spares!

Belts are usually configured in a large toothed rear pulley and a fair sized front pulley. You can’t go too small on front pulley or the belt starts ge�ng iffy

about the flex. But this is a plus again for chains; the choice of sprocket and chain combina�ons is vast. Chains and sprockets are easier on the eye and o�en look quite good especially when they are colour matched to your bike or something, ok so that’s a ma�er of opinion but I like it.

So why chains then? Why isn’t everyone rushing off to their local boney shop or eBay to get a conversion kit for belts?

Well one reason is change. Us humans don’t like change. The percep�on of belts snapping etc. is s�ll a s�gma. I had to get past that s�gma myself with my wifey’s bone shaker. But it has proved its worth over many kilometres and not given one ounce of trouble, now watch... I’ve said that and it’ll snap the next �me I ride it.

But the chain manufacturers are not taking this lying down. Chain life is ge�ng longer and chains are quieter and stronger. Recent advances in O-ring and X-ring and now W-ring sealing has extended chain life a hell of a lot by sealing in the lubricant in the links rollers. This is not to say you don’t have to lube your chain, but the schlepp of having to do it every 2nd �me you go for ride is no longer necessary.

So...which one is be�er? Chains or belts? It’ an interes�ng tug of war that I don’t think will be won any�me soon.Considering the pros and cons I prefer belts myself, but honestly cousin, it’s each rider, their bike and riding style that will dictate what to use.

If you are a speed freak then I’d s�ck to chains, but cruisers, tourers and commuters do quite nicely on belts. Yes I know some scooters use belts as well but they are used in a different format.

Un�l next �me – Stuart out!


LAST MINUTEPET DRIVE: 2015

The Pet Drive Volunteers is run by normal South Africans just like you and me, who love animals and love riding their motorcycles. We have joined our two passions in life and decided to ride and raise awareness in support of two non-profit organisa�ons namely Animal Lovers Project Swing NPO & Rainbow Warriors South Africa NPO.

Both these chari�es share our love for animals and were founded to make a difference in their communi�es. They raise awareness on animal abuse, teach owners how to treat, feed and care for their animals, and supply them with many free services from vet care to food and steriliza�ons.

Our team of 10 volunteers will be riding from 10th to 17th April 2015, from JHB to Piet Re�ef to St Lucia to Hibberdene – collec�ng food and funds for steriliza�ons at RWSA, KZN. On their return trip they will again be collec�ng food and funds in aid of ALPS, Gauteng.

Last year we raised R60000 and 1.2 tons of dog and cat food, which was donated to PETS NPO & Lucky Lucy Founda�on NPO in the Western Cape. This year our aim is to raise R75000 and 1.5 tons of food. But without your help we cannot achieve these goals.

For more details and financial contribu�ons, call Jeanne: 082 9253174 or Email her on:[email protected]

NEW STAFF: RYDER BMWSean O’Neill has been involved in the biking community for many years, mainly with the super bike community and recently joined BMW as a Sales Execu�ve. Sean says, “The GS community has opened avenues not previously explored or understood by me. I have taken over from John Briscoe as Sales Manager which

will be some big shoes to fill but I am posi�ve an exci�ng career opportunity will develop.” At Ryder we have an exci�ng team that are all passionate about ge�ng riders onto premium bikes that offer our mo�o of “Joy, freedom and expansion through motorcycling.”

Sean goes on to say that, “Life is a series of events, some important and some not, in which we help others to achieve their goals, by moun�ng the bike of their dreams, as we achieve ours by crea�ng the fun and freedom for our customers who turn into friends and family.”

Sean invites you to visit Ryder BMW Motorrad for a coffee and a friendly chat with sales, spares, workshop, lifestyle and F&I department staff.

Harry has his job cut out for him, but a�er cha�ng to him briefly I got the impression that this guy knows his stuff.

Their workshop now caters for bikes of all makes and models, so rest assured, top to bo�om, your bike is in the right hands.

h�p://www.biketalk.co.za/

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