The Citizen Tuesday 23 September 2008 HONDA AUTHORISED DEALER
CitiBike Honda Rincon takes on the Utility Challenge
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Pg5
World SBK Vallelunga
NORI YAMAHAGA The Japanese Japa Emperor of Rome. By Dick Knowles Haga territory so, having passed local hero Max Biaggi at the hairpin, Bayliss was relegated during that insane charge down to the first serious corner. Max Biaggi had a plan; stay with whoever was leading and see how things panned out nearer the end. Biaggi immediately moved past Bayliss and fixed himself to the rear tyre of the R1 Yamaha, out Hagaering Haga? Nori’s teammate rode a typical 2008 type ride, Troy Corser on pace but lacking that aggressive desperation that so many of the field seem to possess. Was
backgroun When both of ing in the background. them made a mistake it was Max (2) that slipped through. Race two was even more spectacular and it was the drag race to the first corner that started the spectacle. Someone (Haga?) nudged Biaggi and he started a terminal tank slapper that developed to the point that Ryuichi Kiyonari, following closely, had to brake hard. Down Biaggi went but my favourite Turk, Kenan Sofuoglu, was the main sufferer hitting Biaggi’s Ducati full on and flying over the bars for a spine wrenching landing. Biaggi was pictured limping away but Kenan was immobile for some time. All the wrong type of action did nothing to
deter Haga from trying his round the outside tactics on Bayliss. Elbows rubbing, bike squirming it was the ‘Bayliss and Haga Show’ yet again. Troy Corser, again the dutiful attendant, was always there ready to pick up the pieces but not getting much of the action. This time it was Corser that had an identical problem to the leader, there was a Ducati closing in on him. Michel Fabrizio, another Roman with massive support at the track, was spurred on both by his rampant fan club and the misfortune of Biaggi, Corser was the To page 2/
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hat man ‘Nitro’ Nori Haga once again gave a racing display second to none. Despite two typically spectacular crashes in Friday’s (wet) practice sessions, it was Nori that used the open sessions to hunt down any of the fast opposition, Bayliss, team-mate Corser, Neukirchner and Carlos Checa. So he knew how they could ride the Roman Vallelunga track but would that be enough to secure the Sunday wins? It was Troy Bayliss who won the drag race to the first corner but the spectacular first curve down the pit straight was
Bayliss also playing the waiting game or was he in trouble? The three leaders, Haga, Biaggi and Corser pulled away from the field and, with three laps to go, any one of them could have won, alright maybe not Corser! The local crowd were roaring for their Biaggi to take the win but Haga was not to be denied, he managed a miniscule gap, helped by the distraction of Corser sticking the odd wheel up the side of Biaggi. Nori took the win, the samurai of slide is still the most spectacular rider and fearless at close quarters. Carlos Checa and Bayliss were contesting fourth place but were so busy tripping each other up that they failed to notice Max Neukirchner lurk-
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The Citizen Tuesday 23 September 2008
2 CitiBike Home Bike Maintenance VOLTAGE DROP Voltage drop is one of the most neglected and least understood test procedures. Ironically, it is also the most useful test procedure for locating faults and potential faults on a motorcycle. Simply put, voltage drop is the measure of the voltage required to cause the current flow through a component. If you have a voltmeter, take some time to do a little playing, which will both make you more familiar with the use of the meter and maybe prevent some future electrical problems. Set your meter onto a scale which is just above 12 volts DC, and prepare to do some testing. This example uses a Kawasaki KLR650 as a base. Refer to your wiring diagram (either from shop manual or downloaded) and locate the horn circuit. You should be able to trace backwards from the horn to the horn switch, ignition switch to battery positive. It’s not easy to find and trace the wires but becomes easier with practice. Now let’s trace the circuit the easy way! Put the negative (black) voltmeter lead onto the horn Brown wire terminal and connect the positive (red) voltmeter lead onto the battery positive. What does the meter read? Well, the meter “sees” the voltage difference between the battery positive and negative and because there is no current flow so no work is being done and so there will be no voltage drop between the two points being monitored. OK, so now let’s do some work! Switch the ignition on and hit the horn.... the voltage measured now becomes the voltage necessary to make current flow through the resistance of the circuit between the meter leads. In other words the voltage now displayed is the voltage required to make the horn circuit current flow through the battery + cable, wires, fuse, ignition switch, horn button and up to (but not including) the horn. Record the voltage. This is the voltage drop across the positive side of the horn circuit. Now move the negative (black) voltmeter lead to the ground side (black wire) connector on the horn. Honk and measure the voltage drop across the horn. This is the only useful voltage drop in the circuit but more on that later. Finally, connect the voltmeter positive (red) lead to the ground side (black wire) connector on the horn and the negative (black) voltmeter lead to the ground side of the battery. Honk and measure the voltage drop across the ground side of the horn circuit. We have three voltage drops; the Vd in the circuit from battery to horn; Vd across the horn; and Vd in the circuit from horn to battery. The total of the three voltage drops will equal the battery voltage during the honk. Now let’s consider the meanings of the three voltage drops... which one is the Vd across the useful work being done? Of course! The Vd across the horn is the one indicating the work we want to be done so the others must be unwanted. Since we have (in round numbers) 12 volts available to push current through our horn, we want to use the whole 12 volts across the horn to make the maximum current flow through the horn but if any voltage is required to make current flow in any other part of the circuit then that much less voltage is available to make current flow through the horn. So what we want to do is to use the measure of voltage drop to find unwanted voltage drops so that we can decide if they are a problem, which needs to be removed. Continued next week.
Troy Corser got two hard earned podiums
/From page 1 target. Nori again had the end of race pace to hold off Bayliss, so that was it then. Haga to win the race and Bayliss the Championship? Whoops No! Three corners from the flag and the unthinkable happened, Bayliss lost the front and he was in the ‘kitty’ litter by the side of the track vainly trying to get the big Duke fired up to salvage some points. Haga did get the win with a delighted Fabrizio second and bridesmaid Corser third. So now we have to go to Magny Cours in France in two weeks time to crown Bayliss. The ‘in-between’ race, Supersport, may have given some indication of what was going to happen in the larger class. Championship leader Andrew Pitt has a comfortable lead but his pursuers don’t acknowledge it. Team mate Ulsterman Jonathan Rea is the least of his problems, a re-vitalized Yamaha team now features yet another motivated Irishman Eugene Laverty, a refugee from the 250 Grand Prix scene, and desperate to prove he can ride at this level. He can! While Jonathan Rea pulled away at the head of the field it was Laverty that could not hold off Aussie Broc Parkes but did a fair job of holding off Pitt-who ‘did a Bayliss’ and bit the dust. Ulster first and third and the points now stand at Pitt 169, Rea 158, Josh Brookes (who had a poor day, 12th) 141, and Broc Parkes 139.
Three Wheel Hog
I
nquiring with the US Patent and Trademark Office provided interesting info that Harley-Davidson may indeed build another variation of the trike. The upcoming
WORLD SBK
2009 Tri Glide will be their first production three wheeler and is an OEM variation of derivatives previously available only from aftermarket fabricators. The Tri Glide is based upon the
Harley touring but will offer three-wheeled transportation with OEM quality, fitment and warranty. The info from the Patents office shows something completely different, however and is a huge departure from the Tri Glide. With simularities to the Can Am Spyder Roadster, this, as yet unproduced creation looks to have innovative leaning suspension mechanics according to files submitted to the US Patent and Trademark Office. According to the submission, the “leaning suspension system includes a transverse beam, left and right damping members, left and right control arms, and
Max Neukirchner had two good runs
Bayliss crashed out 4 turns from the end with the title in hand
at least one lean actuator. The transverse beam is coupled to the frame and pivotable about the vehicle axis. ” Early drawings look as though Harley used the aircooled engine for illustrative purposes, but the V-Rod engine appears as though it would fit nicely. Such stories have appeared before, but this is the first time Harley-Davidson has given any sort of confirmation that it will happen and when it will happen. Word on the street is that this model is due to be launched at the Intermot show in Cologne, Germany where they may show an initial prototype.
The Citizen Tuesday 23 September 2008
3
CitiBike 3 FORSTER’S 2ND AT THE ROMANIACS BITS & BOBS
A
fter five gruelling days, the 2008 Red Bull Romaniacs is over and it was a fantastic second place achieved by BMW Motorrad Motorsport’s Gerhard Forster on the G 450 X. British rider Graham Jarvis finished this toughest of enduro rallies on the top step of the podium. After having navigated his followers securely through the Ro-
manian wilderness, Gerhard Forster was delighted to finish second overall, while third place went to Chris Birch from New Zealand. Veteran Dutch rider Frans Verhoeven won the final stage. Compared to the previous stages, this day was certainly easier, with a considerably shorter 117kilometre stage for the remaining riders to attempt. With an 0715 start for the Pro riders and
outside temperatures of around five degrees Celsius, Gerhard Forster knew he had a ‘mountain to climb’ to beat Graham Jarvis. Just a couple of days ago, there were only about 40 seconds separating the two riders, but due to his crash yesterday, Gerhard started the day with a nine minutes and twenty seconds disadvantage over the Sherco rider. This time would be hard to make up in a fast and
not so technical section. The leading trio of Jarvis, Gerhard and Chris Birch became a quartet when Dutch factory rider Frans Verhoeven joined the group that was flying through the forests and heading for a showdown in an old factory building in the city centre. In this ruined building the riders would have to climb up the ramshackle stairs to the fifth floor before mounting a ramp up to the rooftop overlooking the whole city. True to form, heavy rain was lashing down when Frans was first to wheelie up the wooden ramp past the Red Bull arch. The Dutchman had been on a mission all day as he has been dogged by bad luck on the previous stages. For the major part of the last stage he stayed with the leading trio but then was fast enough to get ahead and enter the ‘Crazy Bikers’ House’ – a ruined remain dating from the Ceausescu years – with the finish line on the very rooftop of the building. Graham Jarvis came home in second, with Gerhard just 57 seconds later. “I had no choice because I needed to attack,” said Gerhard. “Graham rode a very tactical race and was always right behind me,
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ever since the very first day. In the trial sections the BMW G 450 X seemed to climb much better than his bike did, as I always gained some metres or even minutes. However he is a pretty fast guy, and spurned on by Chris Birch, they were able to catch me again. “I wanted to finish the race, so I didn’t take any big risks. The final section in this old ruin in the middle of the city was really tricky. Imagine rain pouring down and you have to climb slippery wooden ramps from the fifth floor onto the rooftop. It must have been spectacular for the crowd, but was lethal for the riders! When all is said and done, it was an extremely hard and tiring race for five long days, the bike worked well and I’m really happy to have finished second.” A special mention should also go out to the privateers in the Expert class who started the Red Bull Romaniacs on BMW G 450 X bikes and managed to cross the finish line five days later on top of the ruined building in Sibiu. Worn out but extremely happy were Munich-based BMW engineers Robert Wagner and Florian Dietrich, who were both delighted to have finished their first RED
Bull Romaniacs. “It was a lot of fun to ride the BMW G 450 X in the Romaniacs,” said Florian. “The bike works fine, however I did not expect the terrain to be so tough. I am really tired and yesterday I wanted to give up after I injured my ankle, but after coming all the way to Romania to race in this Hard Enduro, you have to be really determined to finish!” Final Result 4 Pro Class 1. Graham Jarvis UK Sherco 19:27:27 2. Gerhard Forster GER BMW 19:36:51 3. Chris Birch NZL KTM 19:50:21
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The Citizen Tuesday 23 September 2008
4 CitiBike
BITZ & BOBS
Yamaha’s favourite oddball
VERY VERY-MAX T
he original Yamaha VMax arrived in 1985. At that time, everything about the V-Max was original and every element of the bike from the first sketches through to the finished product was 100% Japanese - although it was conceived and drawn in America. The V-Max project was born when Yamaha’s Project Leader, Mr. Araki, saw American teenagers drag racing over a quarter-mile bridge over the Mississippi River. He was immediately taken with the concept of developing a motorcycling version of an American V8 hot-rod. The team locked themselves away in a Yamaha satellite office in Santa Monica and a month later the V-Max appeared as a collection of detailed sketches and a full size paper rendering of the bike. The core of the V-Max was the liquid cooled V-4 engine from Yamaha’s Venture touring bike but it had been conceived as a big, woolly cruiser motor and gave only 90bhp. The Yamaha team, led by Mr. Ashihara, turned the cruiser mill into a snarling monster of an engine with a genuine 145 bhp on tap - much of the power increase being down to the clever VBoost system which allows both carburettors to feed each individual cylinder above 6,000 rpm. The styling was pure VMax - low, aggressive and beautifully finished. Love it or hate it, the V-Max was, and is, one of a kind. The handling is also uniquely V-Max. The truth is that the V-Max gets round
corners surprisingly well for such an odd design and there was not many bikes around that could stay with a V-Max in a straight line for many years after its launch. But the great joy of the VMax was that incredible engine. Roll along gently and it burbled just like the big ‘ole Chevy big block V-8 it was intended to emulate but wind it on and you entered the drag racers domain and things happened quickly. Nothing on two wheels was quite like the V-Max and it is well on the way to becoming a motorcycling icon. For 2009 there is an all new VMAX....
Then.......
Power and responsiveness has a new calling card. Introducing the all new 106 CI Freedom V-Twin engine from Victory. Available on the Vegas Jackpot, Ness Jackpot, Hammer and Hammer S. Wtih 97 horsepower and 113 ft lbs of torque. It’s 106 cubic inches of American muscle. Features & Benefits • Freedom 106 Cubic Inch (1731cc) V-Twin Engine • 97 horsepower @ 5000 rpm • 153.2Nm of torque @ 4000 rpm • 6 Speed overdrive transmission • 4-Valve overhead cam • Stage-2 cam shafts • From Osceola, Wisconsin
KEY FEATURES OF THE 2009 VMAX • All-new 65-degree, fourvalves-per-cylinder, 1679cc V4 • 11.3:1 compression ratio • Forged aluminium pistons • Chain and gear driven camshafts • Downdraft four-bore fuel injection with YCC-I intake technology and YCC-T fly-by-wire throttle • Lightweight aluminium chassis puts the engine low and forward for mass cen tralization. • Slipper clutch. • Wave-style brake discs with ABS and Brembo® master cylinders. • Complete suspension ad justability front and rear. Will the legend continue. We’re testing one soon. Keep watching and we’ll let you know.
2009 Victory 106 CI Freedom V-Twin
The Past Engines 1999 V92/5 Fuel injected four valve OHC 67 HP and 115.2Nm of Torque 2002 Freedom 92/5 Speed Refined looks and performance 76 HP and 127.5Nm of Torque 2005 Freedom 100/6 Speed First with 6 Speed Overdrive 83 HP and 139.7Nm of Torque 2008 Freedom 106/6 Speed 92 HP & 109 Ft Lbs of Torque 100/6 Speed 85 HP & 143.7Nm of Torque New Freedom 106/6 97 Horsepower & 153.2Nm Torque Stage 2 Cams .......and now
Kyalami 2009 World SBK changes. In our announcement of the 2009 round at Kyalami for the World Superbike championships, we were so struck by the enormity of the occasion (well George was anyway) that we got a few facts messed up. Normally we don’t let facts get in the way of a good story, but this one’s deserving of the full facts. Yes, it’s still on the 15th-17th May 2009 at Kyalami and yes all the teams are scheduled to come. What we got wrong was that we said only SBK is coming. Well, that’s not true, in fact World SuperSport (600’s) are also coming. Our testing dates were also wrong although it’s still in December. Wild card rides will be available in both SBK and WSS. Email msabike@ananzi.co.za for info.
The Citizen Tuesday 23 September 2008
CitiBike 5
LONGTERMER
Strange Speed Machines?
Honda’s King Quad? Err, no. The
RINCON
By George Portman
T
he Quad Utility Challenge has become a ‘must do’ for me and seeing that it is sponsored by the importers of Linhai, Polaris and now Hyosung, I felt it was only right that I use one of their products. Trouble was, I left it too late. So, with a brand new Honda Rincon (TRX680) in the CitiBike garage, it was off to do battle with the terrain. If you have a utility (read 4x4) quad and haven’t done a Quad Utility Challenge, then you haven’t even started to test the extremes of both yourself and your machine. It’s open to all makes of quads and even ‘sports’ quads entered. They soon found out that 2 wheel drive, solid axle quads are not in their element on this Challenge. The Honda, however, was. I’ve been using a Suzuki King Quad recently and, although I’ll not sell it, the Honda was a welcome addition. The styling is so cool and added to a ‘tectronic’ type gear shift (you can use fully auto if you want) it just brought out the techno geek in me.
I soon found that the button gear shift was the way to go on this particular day. When I say the total mileage of the event was under 10kms of obstacles, and we were there for over six hours, you must understand the difficulty. At the last one, I went down (literally) front over back on the King Quad so imagine my concern when this event started with an even steeper decline! No option but to gas it and off we went. At the bottom was a massive water obstacle so you had to scrub off speed. The button shift had enabled me to keep the Honda in first (and use the engine braking) and coupled with the Honda’s disk brakes did the job. This is where the ‘sports’ quads started to have difficulty. The water belied the fact that it was very, very muddy and slippy underfoot and combined with the depth of the water, a few quads had their engines swamped. Not so the 4x4 utilities (hence the Challenge’s name) and the Honda. Only once did the Honda almost bog down and that was in ex-
tremely deep water/mud and was primarily caused by my incorrect choice of line. You need a well balanced quad (as you can see from the pics) and again the Honda excelled. I only came close to tipping sideways once and easily controlled it. On a more practical point, the storage is more than adequate withe two up front compartments (although not really waterproof in the deep stuff) with ample room for a tow rope, puncture repair kit and a religious relic should you wish divine protection on these Challenges! If marks had to be awarded for looks and standard of finish, then this Honda would score close to, if not at, the top. From any angle, it is beauty personified (for a utility quad that is) and all of us at CitiBike had no negatives in this area. Where we did score the Honda slightly down on where we would like it to be was on ground clearance. Now, before you start with taller quads being more unstable through obstacles etc, the Honda only showed this as a negative in deep mud (where the underside could ground) and over massive tree trunks.
The Bonneville Salt Flats have become synonomous with speed and all kinds of machines have attempted this forbidding area over the years. This was taken from the ‘net and is just highlights the type of motorcycles and their diversities. “Imagine a place so vast and void of population where people could go and do the unthinkable. Where there are no speed limits and for one week out of the year there are no cars allowed, only motorcycles. A place where you can let it all hang out and the only ticket you might get is for bragging rights. That place is the world famous Bonneville Salt Flats. The event is the Bub Motorcycle Speed Trials. Now in its fifth season, the event has grown from a small group of go-fast junkies to an international event. Guys like Richard Assen from New Zealand, giving our own John Noonan a run for his money with a respectable 250 mph pass. Ruedi Steck of Swiss Performance ran just over 170 mph on his modified Feuling W3, while Greg Watters from Australia rode his turbocharged 750 two consecutive passes over 220 mph!” Here’s some pics courtesy of Bub Motorcycles, the first one is a 50cc machine!
So, on everyday rides or even 99% of obstacles, this would not be a problem. On the counterside, higher speed cornering on dirt roads it made the Honda more stable than if it was higher. So, am I happy with the Rincon? Answer, yes. Will I be keeping it (as I did with the King Quad)? Only time will tell, but I’m seriously thinking about it.
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The Citizen Tuesday 23 September 2008
6
6 CitiBike
NEW MODELS
On Saturday Aprilia launched the road version of it’s World SBK Contender
A
t a glitzy launch on Saturday, Aprilia announced the RSV4 road bike. Said to be close to 200hp, here’s an abridged version of what Aprilia said. “The road-going version of the RSV4 benefits from the extraordinary technical know-how that Aprilia Racing has accumulated over two decades of success in MotoGP, and is packed with advanced solutions from GP racing. In short, the RSV4 stands alone as a exclusive, genuine, and in many ways unique racing replica. The Aprilia RSV4 is powered by the most revolutionary and most powerful engine ever developed by Aprilia. This 65° V four unit is based on an architecture that is unique in the world of supersport motorcycles, and features refined engineering combined with prestigious materials and advanced electronic management solutions. The new engine uses multi-mapping ride-by-wire technology, a solution that opens up new horizons in engine control, and offers virtually infinite opportunities for power delivery and traction control (present as standard on the racing version). The choice of a narrow V layout has led to the development of an incredibly narrow engine. This in turn has permitted weight to be centralised and chassis performance dramatically improved (thanks to a short wheelbase and long
swingarm). The narrow V-four configuration permits a longer stroke to be used, with clear benefits in terms of improved engine breathing. High engine speeds can therefore be reached without having to extend the width of the crankcase. This is fundamentally important to aerodynamics and manoeuvrability (two characteristics for which Aprilia motorcycles have always been universally acclaimed). The Aprilia RSV4 has been designed and developed with competition in mind, and naturally offers all the adjustments normally found on racing machines. In particular, this most powerful Aprilia ever made stands out for its complete range of chassis adjustments. The variable geometry frame not only allows you to change parameters like headstock angle (thanks to interchangeable steering bushings), but even lets you adjust swingarm and engine position. Racing technology has been used for all aspects of construction. The RSV4’s aluminium frame and swingarm are constructed from a clever mix of thick-walled parts and variable section sheet. All components are naturally of the highest calibre. They include an Öhlins fork, rear monoshock and steering damper, Brembo monobloc brake calipers and forged aluminium wheels. The styling of the Aprilia RSV4 has followed the same approach as the rest of the design. The RSV4’s racing character is clear from every component, and from
RSV 4
the absence of solutions chosen only for appearances. As a result the overall design of the RSV4 and the advanced technology of its component parts merge into a uniquely harmonious whole that is superbly functional on the racetrack – the natural habitat of this latest Aprilia. The fairing has been developed in the wind tunnel. Minimal in size, it in no way detracts from the stunning technology of the engine. The frame/engine system is fully visible and bulges like muscles beyond the fairing. The triple headlight clust e r makes the RSV4 i n stantly recognisable and unique from the very first glance. The superbly lightweight tail slopes upwards to emphasise the dynamic nature of the Aprilia RSV4. Even when stationary, the bike simply exudes a desire for speed and competition.” Price and availability is still to be announced but we’ll keep you informed.
Max Biaggi will ride the Aprilia RSV4 Superbike Noale, 19th September Massimiliano Biaggi is to be Aprilia’s top rider in the Suberbike World Championship. The rider from Rome won three of his four MotoGP world championship titles with Aprilia. Now he has signed a contract that will see him back with Aprilia and riding the RSV4 for the next two seasons. Max Biaggi rode for Aprilia from 1991 to 1996. His spectacular adventure began with a first place in the European Championship and went on to record three world championship titles in the 250 class, with 23 GP wins and a total of 37 podiums. “Biaggi was our number one choice and I’m delighted to have him back with us”, explains Leo
Francesco Mercanti, the Piaggio Group’s Director of Product Development and Sports Activities. “Biaggi has written some of the most important chapters in the history of Aprilia’s racing career. He gave us our first really important victories, and rode for us in seasons that saw us dominating the championship. In short, Max Biaggi put Aprilia firmly in the history books of motorcycle racing. To have Biaggi with us to ride the Aprilia RSV4 means the beginning of a whole new challenge. We are convinced that he will give expression to our passion, technical skill, and desire for victory.” Aprilia has more titles than any other Italian motorcycle constructor currently competing in MotoGP. Between 1992 and the present day, Aprilia has won 31 GP world titles, 4 Supermotard world titles and 2 Trials world titles, and has also won 8 Superbike World Championship races.
The Citizen Tuesday 23 September 2008
7
CitiBike 7
RIDES
TRIUMPH SCRAMBLER 900
2009 ZX-6
When a scrambler isn’t.........
T
Courtesy of Dirt&Quad Magazine
taxis, scaring the daylights out of little old ladies and generally having an irreverent good time on two wheels.
By Patrick Moore
160 kph is attainable in a racing crouch, whilst its upright seating position renders touring up to 130kph quite enjoyable, after which wind pressure becomes a problem. But why waste a purpose built traffic vanquisher like this on the open road, when its combination of eye catching retro styling, excellent build quality, really effective brakes and punchy midrange power make it the sort of commuter guaranteed to bring you smiling into the workplace daily?
Don’t get confused: Triumph builds a scrambler – but it is not designed for offroad. However, in the old days, ‘ol Steve McQueen used to blast around on a similar machine and the things that they did were impressive to say the least. We had to take it for a spin just for the sake of edification and education. Oh yes – and also to pull the chicks… A Bit of history: Pay attention: Fifty two years ago Triumph launched their 650cc TR6 Trophy, in response to American demand for an offroad version of their popular “speed twin” engined roadsters. Expert riders such Bud Ekins, Eddie Mulder and Gene Romero scored numerous desert racing and dirt track wins aboard these bikes, while showman Evel Kneivel and actor/racer Steve McQueen’s TR6 mounted exploits added a glamorous mystique to the bike’s reputation. Come the 1970s Evel Kneivel had defected to Harley Davidson and two strokes ruled offroad, but the Trophy’s good looks and fame captured it a new role on road as a stylish, powerful street scrambler. Gradually trail bikes, street motards and adventure bikes took over this on / off road niche, while the original Triumph factory’s demise consigned street scramblers to apparent extinction by 1980. Fortunately some bright marketing lad at the new Triumph factory felt that there’s still a place for a bike that’s all about looking “offroad cool”, impressing the ladies and accelerating loudly
through traffic as if you’re competing in the Baja 1000, so the new Triumph Scrambler was unveiled in 2006. Whilst it certainly looked the part, early tests revealed a decidedly tame performance profile and embarrassingly civilized exhaust note, hence it only sold well in sunny Italy where looking good counts for more than going or sounding fast, in Latin café society. How disappointing…. were it not for two rather interestingly transformational items on the Scrambler’s extensive accessory list. I am referring of course to the “competition only” (almost) straight-through exhaust pipes, from which only a few gloriously explosive notes are sufficient to crack the most hard bitten biker’s weathered visage into the broadest of grins, while politically correct types recoil in horror, aghast at such naked sonic iconoclasm. Fortunately for them, their suffering is likely to be brief, as the uncorked and re-empowered Scrambler rockets off into the distance seeking fresh prey for its aural onslaught. To my delight the demo bike supplied for this test was equipped with these very pipes plus fly screen and sump guard, affording me the pleasure of waking up scores of somnabulent car drivers on my way to southern Gauteng’s dirt roads. Of its lack of real offroad abilities the less said the better, but smooth dirt roads and paths were traversed without undue difficulty up to 100 kph, provided sand, rocks and mud were avoided. It is after all, sprung as a street scrambler which is exactly where it shines, as a tool for blasting rapidly past cars, trucks and
As a purpose built classic hooligan bike, there’s nothing else like it, yet it’s not so overpowered as to be outright dangerous, or even remotely uncomfortable. Versatile Bridgestone Trail Wing tires adorn its deeply chromed 17 inch rear and 19 inch front rims, with sufficient grip to see me safely up and down Slippery Sylvia’s Pass without skin loss. And on the subject of safety, I’ve never had so much respect from taxi drivers, traffic vendors and other road hazards as I enjoyed astride this rorty little beast. What with its mellifluous thunder appraising them of my imminent arrival, they moved rapidly aside. So much for noise abatement aiding road safety! The hooter works well too, but you’ll pay extra for a rev counter. However, before I am accused of wearing pro-British, rose coloured spectacles during this entire test, mention must be made of some serious shortcomings for a bike of this quality and price. Whilst I am well aware that the days of consistently unreliable British bikes are thankfully over, I cannot accept that the
substitution of two years of A.A. roadside assistance for a set of onboard tools make any more sense than the absence of a fuel level gauge or warning light. There are parts of South Africa where I would rather abandon any motorcycle for my own safety than stick around awaiting the arrival of a fuel or tool bearing saviour, hence these omissions are decidedly unacceptable in our crime ridden local circumstances. Please rectify A.S.A.P. Messrs. Triumph and company… not all of your customers live safely in dear old Blighty and a smart set of British tools would be an excellent finishing touch for your otherwise lovely product. George Bernard Shaw once said that we actually grow old because we stop playing, not vice-versa. Given the Triumph Scrambler’s ability to bring out one’s inner child’s appetite for recreation, I reckon that its purchasers should all live to a very ripe old age, before expiring from an overdose of enjoyment. There aren’t many bikes that I would want to own for the sheer kick ass pleasure of doing so, but this Scrambler is definitely one of them. Dirt bike it isn’t but whole lotta FUN it surely is and I can’t think of any better reason to buy a motorcycle, right now. Everyone else who rode it loved it and my guess is that you would too, so if you have R84751 to invest in reliving your wild and misspent youth, visit your nearest Triumph dealer, but be sure to specify the hooligan pipes for your own Scrambler. Ride Safely and Enjoy Yourself R75995.00 This one from Kawasaki Fourways (011) 465-1540
he 2009 Kawasaki Ninja ZX-6R was unveiled at the Kawasaki Dealer Show in Texas. Team Green’s supersport contender comes with a long list of improvements including a 10kg weight reduction, improved bottom-end to midrange power and racy ZX-10R-inspired bodywork. The use of lighter materials like magnesium case covers, lighter camshafts, lighter starter and a few minor weight saving treatments all add up to this saving of weight. On the engine side, Kawasaki claims they have made significant improvements to both bottom end and midrange power while smoothing out the delivery by implementing a couple tuner tricks to improve ‘combustion efficiency’. The application of the ‘double bore velocity stacks’ is supposed to specifically help with midrange power as well. By incorporating a stack within a stack it should provide the benefits of multiple length stacks without employing variable length technology. It will still utilize a slipper clutch and cassette-style 6-speed transmission. If these changes provide the significant boost that Kawasaki claims then it will address one of the issues we had with the 2007-2008 Ninja ZX-6R. The previous ZX-6 was the heaviest of the current crop of Japanese super sports so it is expected to tip the scales at around 155kgs, without fuel if the claims are as advertised. A low-slung exhaust system, which locates the pre-chamber underneath the bike, will keep weight low and centralized. Changes to the chassis include a 2-piece aluminium subframe that is narrow and light, a revised ram air intake casting that doubles as the support for gauges and mirrors in an effort to further reduce weight. Showa’s new Big Piston Front (BPF) 41mm fork features a largediameter internal piston, which is supposed to reducing the effects of damping pressure and eliminating the heavier internals found in cartridge-style forks. Kawasaki says this will improve front end feel and decreasing turn-in effort. In addition to the new fork, steering geometry is altered significantly. This year the ZX features 24-degree rake and 10.16mm of trail compared to 25-degree and 10.9mm on the 07-08 model. Quicker steering, lighter weight and more power could put the 6R back in the hunt in the middleweight class comparisons. The same Öhlins steering stabilizer from the ZX-10 has found a home on the ZX-6R. Kawasaki made it very important that the company’s commitment to racing is an important part of the plan so expectations are high for the 2009 Ninja ZX-6R.
The Citizen Tuesday 23 September 2008
8
8 CitiBike
BIKE LISTINGS
While we try to ensure that the information on these pages is correct, CitiBike cannot guarantee it’s accuracy. Should there be any problems the importers can supply us the latest pricing by e-mailing it to bike@citizen.co.za. 0-150CM3 APRILIA RS 125 CAGIVA MITO 125 HERO PUCH AG SMART HONDA CBR125R NXR125 XLR125LA 1 HUSQVARNA SM125 HYOSUNG GT125 RT125 RX125 KAWASAKI KR150K(ZX1) KYMCO HIPSTER 125 STRYKER125 LINHAI LH125-8 LONCIN LX125-6V LX125GY SUZUKI TF125 YAMAHA DT125 T105E CRYPTON XTZ125E XTZ125K YBR125SD YT115 ZONGSHEN ZS125 GY-A ZS125-32 ZS125-4 ROAD 151-800CM3 APRILIA PEGASO 650 Strada SHIVER 750 BMW F800S F800ST CAGIVA RAPTOR 650 DUCATI M 695 HONDA CBR600RR7 CBX750P VFR800 GT250 GT250R GT650R HUSQVARNA SM450R SM510R SM610 HYOSUNG GT650R TTC GT650S KAWASAKI ER500 ER650A7F EX650A7F
EX650B7F GPX250 ZR750K ZR750L7F ZX600P7F KYMCO VENOX 250 LONCIN LX200-2 SUZUKI DRZ400SM GSF650 GSF650S GSR600 GSXR600 K7 GSXR600 K8 GSXR750 SV650S TRIUMPH BONNEVILLE DAYTONA 675 TRIPLE YAMAHA FZ6SHCG7 XT660X YZFR6BG7 ZONGSHEN ZS200 GS ZS250GS ROAD 800CM3+ APRILIA TUONO 1000 R TUONO 1000 R Factory RSV1000 R RSV1000 R Factory BMW K 1200 LT-FL K1200GT K44 K1200R K1200RS-FL ABS K1200S R1200R R1200RT R1200S R1200ST BUELL CITYX XB9SX FIREBOLT XB12R LIGHTNING XB12S XB12SCG XB12SCG LIGHTNING LOW XB12SS MV AGUSTA F4 1000R312 DUCATI S2R 1000 S2R S4R S4RS ST3 ST3S ABS Hypermotard 1100 Hypermotard 1100 S Sport 1000 Sport 1000 Bip Sport 1000 S 1000 GT 1098 1098 S 1098 S Tric HONDA
R 57995 R 45990 R 4999 R 6500 R 22500 R 17500 R 25717 R39990 R 20500 R 16495 R 19495 R 25995 R 21499 R 18995 R 8500 R 9750 R 12250 R 19200 R 20995 R 10501 R 19994 R 17500 R 13500 R 12540 R 11500 R 10900 R 10900
R 72995 R 89995. R 81850 R 87050 R 59990 R78900 R 86999 R 96000 R 93000 R 26995 R 32995 R 46995 R76500 R78500 R70000 R 55995 R 39995 R 41900 R 62500 R 64500
The Citizen Tuesday
CBR1000RR ST1300 KTM 990 SUPER DUKE BLACK 06 KAWASAKI Z1000 ZR1000B7F ZR1200A ZX1000D7F ZX10-R ZX1400A7F ZZR1200 ZZR1400 ABS SUZUKI GSF1250S GSX1300R GSX1300BK GSXR1000 SV1000S TRIUMPH BONNEVILLE 865 BONNEVILLE T100 865 DAYTONA 955I SCRAMBLER SPEED TRIPLE 1050 SPRINT ST 1050 SPRINT ST 1050 PANNIERS SPRINT ST1050 ABS SPRINT ST1050 PANNIERS THRUXTON YAMAHA FJR13EG7 FZ1SBG7 FZ1SBG7 FAZER MT01AG5 TDM900DG7 XJ900P XJR1300 YZFR1CG7 TRAIL 151+ APRILIA PEGASO 650 Trail CAPONORD 1000 ABS BMW F 650 GS (FL) F 650 GS DAKAR (FL) G 650 X CHALLENGE G 650 X COUNTRY G 650 X MOTO R 1200 GS R1200GS ADVENTURE R1200GS HP BUELL XB12X ULYSSES DUCATI Multistrada 1100 Multistrada 1100 S Multistrada 620 Dark Multistrada 620 HONDA XL1000V XL650V KTM 625 SXC 05 640 DUKE II 640 LC4 ADVENTURE 05 640 LC4 ADVENTURE 06 640LC4 SUPERMOTO 690 RALLY FACTORY REP 690 SUPERMOTO
R 67800 R 34750 R 68995 R 69995 R 79995 R 34500 R 16200 R 58800 R 56500 R 71200 R 69900 R 85200 R 96500 R 108000 R 66700 R 64995 R 89995 R 69995 R 67995 R 87500 R 15995 R 21995
R 122995 R 139995 R 125995 R 159995 R 180150 R 148350 R 121550 R 129600 R 135950 R 105050 R 128750 R 115850 R 111250 R 85000 R 105000 R 100000 R 103000 R 103000 R 105000 R 230000 R 107000 R 94900 R 126900 R 151500 R 116500 R 130000 R117500 R137500 R 114900 R 114900 R 123700 R 106500 R 166500 R 207900 R 241500
950 ADVENTURE SILVER R 84999 950 SUPERMOTO BLACK 06 R 99999 990 ADVENTURE BLACK 06 R 116000 990 ADVENTURE ORANGE R 116000 990 ADVENTURE S (BLUE) R 116000 KAWASAKI KLE500B7F R 48500 KLE650A7F VERSYS R 64500 KLR650 R 43995 KLR650A7F R 42995 LONCIN LX200GY-4A R 13599 LX250PY R 24590 SUZUKI DL1000 R 93800 DL650 R 71500 DR200 R 29800 DR650SE R 51000 TRIUMPH TIGER 1050 R 103995 TIGER 1050 ABS R 108950 YAMAHA DT175 R 24500 XT660R R 65500 ZONGSHEN LZX200 GY-2 R 14900 ZS200 GY-A R 12495 OFFROAD COMPETITION APRILIA ENDURO 450 2007 R 80995 ENDURO 450 2008 R 88995 ENDURO 550 2007 R 80995 ENDURO 550 2008 R 90995 MOTARD 450 2008 R 89995 MOTARD 550 2008 R 91995 HONDA CR85RB R 33586 CRF150RB R 32500 HCRF250R7 R 52999 CRF450R7 R 59999 KTM 125 SX 06 R 54999 250 SX 06 R 61999 250 SX-F 06 R 62500 450 SX-F 07 R 67999 505 SX-F R 67999 525SX 4T 05 R 68999 560 SMR 06 R 71999 65 SX 06 R 28999 65SX 07 R 29999 85SX SW 06 R 32999 85SXBW 06 R 32999 KAWASAKI KX125M7F R 39995 KX250R7F R 47995 KX250T7F R 49995 KX450D7F R 53995 KX65A7F R 20995 KX85A7F R 25500 KX85B7F R 26500 SUZUKI RM125 R 43800 RM250 R 56500 RM85 R 28950 RM85L R 29950 RMZ250 K7 R 49920 RMZ250 K8 R 57200 RMZ450 R 72000 YAMAHA YZ125/2007 R 48995
R 115000 R 125000 R 99999 R 79995 R 89995 R 76995 R 104995 R 94995 R 109900 R 94500 R 114995 R 86000 R 129500 R 128500 R 118000 R 79500 R 69995 R 76250 R 87500 R 64995 R 98500 R 94995 R 104495 R 99500 R 109450 R 69995 R 129999 R 89995 R 89995 R 98927 R 79995 R 69540 R 86640 R 121995
R 74995 R 109995 R 67800 R 72700 R 73150 R 70600 R 75500 R 114200 R 125900 R 139000 R 110000 R 116900 R 134800 R 82800 R 89500 R 97800 R 63700 R 64999 R 61999 R 67999 R 79999 R 64999 R 285000 R 84999
NUMBERS TO REMEMBER
Suzuki SA Honda SA BMW SA Yamaha SA Full Throttle Motana SA (AGV, Pirelli) YZ250/2005 2 STROKE YZ250/2007 YZ250F YZ450FE07 YZ85AS7 YZ85EGS5 L/W YZ85ES5 S/W YZ85FGS7 OFF ROAD HONDA CRF230F CRF250X7 CRF450X7 HUSQVARNA CR125 WR125 WRE125 WR250 TC250 TE250 TC450 TE450 TC510 TE510 TE610 KTM 125EXC 06 200 EXC 05 200 XC-W 07 250 XCF-W 07 250 XC-W 07 300 EXC-E 300 XC-W 07 450 EXC-R 06 450 XC-W 07 525 EXC-R 06 525XC DESERT RACING 525XC-W 07 950 SUPER ENDURO R 07 KAWASAKI KDX200H6F KLX450A8F SUZUKI DRZ125L DRZ400E YAMAHA TT250BOR7 TTR125BS4 TTR125BSS4 TTR125LWE TTR230 WR250FG07 WR450FEO7 CRUISER ZONGSHEN ZS250-5 HARLEY-DAVIDSON FLHRCI R/KING CLASSIC FLHRI R/KING FLHRSE ROAD KING
011 974 1200 011 847 9400 011 690 2600 031 710 6400 011 452 2397 011 974 1200
R 56420 R 52995 R 54995 R 61995 R 29995 R 29995 R 27995 R 30995
R 29500 R 53999 R 62000 R 52000 R54000 R39000 R65000 R68000 R70000 R73000 R74000 R75000 R77000 R69000 R 55999 R 57995 R 61999 R 69999 R 65999 R 72999 R 67999 R 64999 R 73999 R 66999 R 75999 R 71999 R 115000 R 37995 R 59995 R 19500 R 52500 R 47500 R 22230 R 21389 R 26415 R 29730 R 58995 R 63995
R 22500 R 209000 R 199000 R 305000
Honda Edenvale Honda Wing East Honda Wing West Powerhouse (DynoJet) AMP ( Shoei Metzeler) WesBank Finance
FLHRSI R/KING CUSTOM FLHTCSE E/GLIDE CLASS SE FLHTCUI E/GLIDE ULT CLAS FLHTI E/GLIDE STANDARD FLHXI STREET GLIDE FLSTFI SOFTAIL FATBOY FLSTFSE SOFTAIL FATB SE FLSTI HERITAGE SOFTAIL FLSTNI SOFTAIL DE LUXE FLSTSCI S/TAIL SPRING CL FLTCI HERIT SOFTA CLASS FXDBI DYNA S/GL STR BOB FXDCI DYNA S/GLIDE CUST FXDLI DYNA LOW RIDER FXDWGI DYNA WIDE GLIDE FXDXI DYNA S/GL SPORT FXSTB FXSTBI SOFT NIGHT TRAIN FXSTCI SOFTAIL CUSTOM FXSTDI SOFTAIL DEUCE FXSTI SOFTAIL STANDARD FXSTSSE SOFTAIL SPRINGER VRSCA V-ROD VRSCAW V ROD VRSCB V-ROD/VRSCR VRSCD NIGHT ROD VRSCDX NIGHT ROD SPEC VRSCSE V-ROD VRSCX XL 1200L XL1200 XL1200C SPORTSTER CUST XL1200R SPORTSTER ROAD XL883 SPORTSTER STAND XL883C SPORTSTER CUST XL883L SPORTSTER LOW XL883R HONDA VT750C HYOSUNG GV650 AQUILA GV650 TTC KAWASAKI VN1600 CLASSIC VN1600 MEAN STREAK VN1600D TOURER VN2000 VN800B VN900B6 VN900B7 CLASSIC VN900C7 CUSTOM LONCIN LX250-8 LX300-8 SUZUKI VZ800 VZ800Z VZR1800 VZR1800N VZR1800Z
R 209000 R 339000 R 245000 R 185000 R 219000 R 199000 R 269000 R 159000 R 205000 R 195000 R 209000 R 139000 R 149000 R 169000 R 175000 R 149000 R 215000 R 179000 R 185000 R 199000 R 154000 R 290000 R 170000 R 179000 R 185000 R 175000 R 185000 R 249000 R 150000 R 99000 R 70000 R 109000 R 99000 R 65000 R 85000 R 75000 R 79000 R 72200 R 56900 R 59995 R 104695 R 108995 R 119995 R 135000 R 58995 R 59995 R 65995 R 65995 R 24500 R 24500 R 68500 R 69500 R 128900 R 129500 R 129900
011 663 0800 011 826 4645 011 675 3222 011 618 4646 011 392 0770 0861 137 137
TRIUMPH BONNEVILLE AMERICA BONNEVILLE AMERICA 865 ROCKET III ROCKET III CLASSIC ROCKET III TRIBAL ROCKET SPORT/TOURING SPEEDMASTER 865CC VICTORY V08HB26DA V08HB26DAP V08HB26DCP V08HB26DD V08HB26DE V08HS26DB V08XB26DA V08XB26DAP V08XB26DC V08XB26DCP V08XB26DE V08XB26DEP V08XB26DJP V08XB26DKP V08BC26DM V08BC26DN V08CB26DA V08CB26DAP V08CB26DC V08CB26DD V08CB26DHP V08CB26DIP V08CD26DC V08CD26DD V08CD26DH V08CD26DI V08PB26DA V08GB26DA V08GB26DAP V08GB26DCP V08GB26DD V08GB26DFP V08GB26DGP V08AB26DA V08LB26DA V08LB26DAP V08LB26DC V08LB26DCP V08LB26DE V08LB26DEP V08SB36LAP V08SD36LCP YAMAHA V-MAX XV17BUTX7 XV19CUC7 XVS11AGB5 XVS13AG7 XVS650
R 74995 R 75995 R 169500 R 176000 R 164000 R 165500 R 77995 R 177 000 R 197 000 R 201 000 R 177 000 R 181 000 R 207 000 R 182 000 R 191 000 R 186 000 R 195 000 R 186 000 R 195 000 R 206 000 R 206 000 R 244 000 R 244 000 R 172 000 R 192 000 R 176 000 R 172 000 R 201 000 R 214 000 R 195 000 R 191 000 R 198 000 R 202 000 R 165 000 R 174 000 R 192 000 R 195 000 R 174 000 R 199 000 R 224 000 R 160 000 R 165 000 R 185 000 R 168 000 R 189 000 R 168 000 R 189 000 R 248 000 R 255 000 R 83220 R 120000 R 135000 R 84500 R 94493 R 63954
1
16 September 2008
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Magazine
B
seal the Mbhazima Shilowa
n By George Portma
deal.
even cracking a all the bikers and is positive it’s back, with jokes! His rhetoric e’ve been telling you CitiBike few ‘size’ so we are all behind this iniand now it’s official. ity and sincere had the exclusive opportun by tiative. only SBK are announcement Interestingly enough, Rumours are to help arrange this rt. helmet above plus coming, no SuperSpo arranging the Shoei of our CitiSuperbike ride rounds have National will SA that we the CitiBike and the all the bikers present Bike SA Nationals at this round past. In addition, ons just for the race competiti the support won, a possibility of had entered, and the past few weeks youngsters. run in CitiBike over 15th-17th 2009 sorry for you who Make a note of May (note bikers only, their pillions (again, and the 11th-13th December 2008(SBK came in a car!) and get down to Kyalami test session) and no pillions in a car!). by MEC Mr We’ll be having some Grand Prix circuit. Speeches were made Gaureading. and keep Ciabatti available so Paul Mashatile, Paolo a Shilowa. Music VIP packages SBK and another With A1GP, World teng Premier Mbhazim Co., and prizes year end, 2009 will Clint & interesting race at was provided by screens can you motorsport in South be a good year for were dished out (plasma BMW and Aprilia Africa especially with believe!). Decema depth of motorSBK ranks next year. the joining South Africa has world nurturing and this first time in the cycle talent that need towards achiev- ber will be the will practice. way that all the makes will go a long, long Shilowa made his See you there! ing this aim. Premier coronaries by mingling bodyguards have
W
www.aprilia.co.za
cial Tel: 031 Aprilia Durban7117, Unit 2, Commer Henry Rd, Bloemfontein rg - Tel: 011 791 C/o Hanger & Aprilia Randbu -Tel: 051 448 3797, Rd, Woodstock, Cape Town g Rand Road, Boksbur Bloem Power Sport Victoria K90 Centre, North 021 448 1293, 310 5830, Shop N5, Eurobike - Tel: Roodt St, Namibia cles - Tel: 011 823 8073, 18 Kallie Holeshot Motorcy - Tel: 00264 6121 s St, Hateld, Pretoria h Power Bikes Namibia 012 342 6994, 1212 Pretoriu Elizabet -Tel: North End, Port tions Ave, Centurion, Pretoria Prepara Mbeki Race Govan da & Edward St, 041 586 0503, 361 Unit 5, C/o Jacaran Remitech -Tel: Tel: 012 653 0844, Commissioner St, Krugersdorp ance 1777, 20 Ultimate Perform cles - Tel: 011 953 X Rated Motorcy
1
K0808/11225/198
n By George Portma
board with a stunning le ping the leader only m ten rounds, lap (the first and 43.906sec 43.9 ine wins from your own lap 1min into 43’s) followed by Sheridan knock 1.5secs off rider hen to top it all, i), Arushen Moodley (K record, and then Morais (Kawasak (Suzuki). ge well mannered a Robert Portman just be a normal averageSheridan Morais (Suzuki) and the existing lap what All four were under fastest lap times youngster. That’s second is thee type of young- record. With the this If W is. and did heat grid, the only m circuit racing from determini determin ng the 2nd ster that’s coming pipped Seller were that Morais changes w then all bodes well. n exciting affair an p for the pole. Qualifying was inton Seller topClinton with Yamaha rider,
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dual purpose Unlike your typical for road use than bike that is built more General: the TTR is proban air-cooled, 4 te real off road terrain, The TTR250 has on the single with eleci the bush than ably more fun in stroke, 4 valve, DOHC close ratio) speed tric start, six (fairly rear. road. donga’s and riverbrakes front and ro A trip to rocks, gearbox and disc tic us that bigbe very enthusias Lesotho convinced in Lesoth Owners tend to better. They fiably so. beds justifi and justifiably finitely not always defi about the model had ger is definitely the power to weight all new TTRs have seem to have got Since about 2000 It is plastic tanks. The 250 just spot on. and TTR T the plastics on ratio the blue “YZ” valves for adjusting very light and easy to manouver on front forks have air quite a damping adjusting trails – but in saying that it is also the spring rate and need to look the damping force. tall, so shorte shorter riders will screw for adjusting Speaking now that’s a Premier! has the usual spring for footing w when they stop. Mbhazima Shilowa, The rear shock are going to spend rebound damping of footing – if you reload adjustment, look ion might you compress a and crosing rivers, Pics courtesy of any time cros offorce adjusting dial knob. a set of serated steel damping force adjusting have electric at matching up rubstock here for the TTR. The pegs fo The models sold in making them froad slippery. ber units get very and kick start as standard is a tip. that are supplied delivery is solid. Here a rePower de “dual start”. The TTRs electric start – systems have ONLY standard exhaust to the USA are as The standar start kit available with a GYTR kick 2/ include convenpage To features Other an extra. disc brakes, adjustable ient electric start, arrestor, plus full suspension, a spark
Durban Dealers Umhlanga Rocks, Randburg Authorised Aprilia566 5464, Shop 156, 6 Aurora Drive, Drive, Strijdom Park, City, Malibongwe
1
cs cs.co.za iics. pics.co.za Pics: www.tracksidepi
SURPRIISIN
bike me
s) and Gauteng Premier Paolo Ciabatti (FGSport
on test
8 July 2008
0RR
HANNSPREE CBR60
2008 CBR1000RR
Mall East Rand Honda Wing Loizides Street Jan Smuts and .co.za Corner
Tel: (011) 826 4645
imperialhonda.ih
• E-mail: simon@
Hornet 600cc
2008 Transalp
321 9565 MOHAMED: 083 487 9283 KIETHEN: 084 0830 NICK: 072 374
750cc
TO ADVERTISE IN
vale EdenAitken Honda St, Riebeeck Ave &
ls - Kyalami als na nal n iona tiona ati Nat SA Nat CitiBike SA
hand guards pla plastic enduro lighting and protection to the better. And we extra comfort and igger is not always g Yamaha’s add proved it by borrowin into the rider. off go long spin: We took it for a good TTR250 and taking at about 130 cru trail ride... The TTR 250 cruises bush for a good long a top on the road – with on We quote from Yamaha: up its sleeve. kays an hour ride smooth a – “It´s got a few surprises on it and a speed of about140 – and untoward rattles dirt tyres no unto Throw a set of pure and be the road with po to overtake poke throttle, and you´ll more than enough be wily hand on the of bike and rider ea It seems to with ease. surprised at the calibre way this dodge taxi’s al – if we had our in tight scrub on you can terrorise ship really economic sell their cars and use enduro champion would everyone former national is fully at home wor and back. to work it is winner. The TT-R250 aggression. But bikes like this of this bike is that n of beauty the expressio But some with ou in the bush. very character traits just such a peach out oddly enough, the bunch of aira formidable sinwh whole a are TT-R250 a There that make s on the market for advanced riders cooled street scrambler scram gle track warrior well dly for riders right at the moment - but few are as make it user-frien Japanese ranking. With smooth known and of the quality that down to novice provide. The TTR plush long-travel manufacturers can four-stroke power, and yet nimble hanof street smarts suspension and stable, bike with proven is a perfect blend F this ride, Yamaha trail nesse. For finesse. dling, you´ve got a de- bushveld fi so that we could engine and chassis knob a set of knobblies tted fi reliability of both way and things. to grow a long play on the rocks sign, and the ability skills.” with your riding
AC
C miitiBike
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Suzuka 8hr
Quad Courtesy of Dirt&
The Citizen Tuesday
Cnr. Van Riebeeck 011 663 0800 Edenvale. Tel:
Pg2
IT ’
1
y 29 July 2008 The Citizen Tuesda
663 0800 Edenvale. Tel: 011 Ave & Aitken St, Cnr. Van Riebeeck
R SERIES Simply Super
de Lange and the son, Crookes (Suzuki) the top 10. up chicane (turn 10) Odendaal rounding a move at the CitiBike t race was clipped the unwary lead disputed on The CitiBike Superspor Race one saw the on Portman and ship off Seller, Morias, r with champion rider. Whyte came also a humdinge the first lap between Shaun Whyte Sinotec Suzuki the exit so Portman leader Hellyer leading the qualifying and worse crashing on Moodley, Portman held on 1min 47.646 coming out on fourth whilst Moodley man- tables with an incredible lap record. (Yamaha) with Seller fifth be- earned old d and to the back remounte under i), for third. Whyte top. Morais dropped Julian lap. Again, Hellyer (Kawasak lap record by a mas- aged to finish 11th just behind The front row was and fore smashing the Rheedrace. (Suzuki) lap ten Isaacs Heinrich of the 6 of and ahead van Breda (Suzuki), 1 saw sive 1.5secs on lap and Odendaal Emtek Full Throttle Graeme Green (Yamaha). Race most of the race er. Morais’s fellow and Seller had led for Hellyer couldn’t over. all was Leeson, scrap between him, it Kawasaki rider, Chris after Morias passed the first and almighty race one was between stay with the bunch and ended The real dice of was Portman and place. So, race one To page 2/ race down in 7th current champ Moodley, GildWhyte. The old Seller, Moodley, Portman, , LeeMorais, former champ Shaun the Stark (Yamaha) paint came to enhuys (Honda), cliché of swapping when Whyte made fore on the last lap
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