The SRT 900 SX is the big dog in QJ’s Adventure bike lineup. Looking at the listed price and the bike’s specs before picking it up, I questioned whether to phone KMSA to confirm that the price was not a typo! HOLY COW! R169,995, which, given that this is a 900 cc adventure bike, is mind-boggling. Then, to really put the boot in, I noted the specs. Get this: the bike comes standard with aluminium panniers and top box, crash bars, cruise control, heated grips and seat, quick shifter and blind spot warning.

It is a parallel twin with a 270-degree crank, 90 hp, 90 Nm of torque, Marzocchi suspension (fully adjustable), tubeless spoked wheels, Brembo brakes, 24-litre fuel capacity. All that for what is a pittance! Ok, so it must be butt ugly and finished like a “hoenderhok” (chicken coop for our foreign readers). Wrong on both counts! It has typical adventure-type styling, a sweet paint job and is decently finished.

In addition, as if that does not already qualify the SRT 900 SX as the buy of the decade, it sports a large TFT display which gives you all the vital information, allows you to change engine modes and do more via a downloadable app—a typical feature to be found on bikes costing twice the price. Now all of this is all good and exceedingly well, but how does it perform as an adventure bike? To adequately answer that, we need to consider what constitutes an adventure bike, and the riders who ride these bikes.

What is an Adventure bike?

Honda recently launched a pannier-bedecked CB1000 GT Sports Tourer and has topped the sales for “adventure bikes” in the last quarter of the year, according to industry sources in the UK. So, what is considered a Sports Tourer by South Africans is considered an adventure bike in Europe. To understand this, we need to consider who rides adventure bikes in South Africa. Essentially, we come from two different backgrounds. Firstly, guys who grew up riding dirt bikes and want adventure bikes that look and ride like what you would see entered in the adventure bike category at Redbull Romaniacs. KTMs, Husqvarnas, Yamaha T7s and the odd Africa Twin, Ducati Desert X, BMW F900 GS, Triumph Tiger Rally Pro and the hardcore Chinese contingent from CFMOTO and Kove. KTM’s mantra, “Ready to Race”, says it all. Machines built to serve at the altar of speed, with scant, or only secondary, regard for creature comforts.

Then we have the second category, ex-roadies. Guys who generally rode sport bikes and have got to a point where they are tired of visits to the chiropractor, and who want to take in the scenery on their rides, rather than fly past in a blur. Maybe even plan a multi-day tour with their significant other on the pillion. They want decent performance and riding dynamics, but with the ability to trickle down a dirt road to an overnight stop if necessary. Dirt roads are not embraced but rather endured and avoided if possible. Included in this group are the Super Tourers. Bikes like Honda’s Goldwing, big touring Harleys, Triumphs and BMWs, whose riders now want the comfort, but at a more manageable weight.

The Swiss Army Knife of bikes 

These second-category adventure bikes are the genre that has developed as the “Swiss Army Knife of bikes”, competent at most things without shooting the lights out at any one discipline. The established leader in this category is the BMW R 1300 GS, the top dog, jack-of-all-trades bike. Worldwide, the average age of motorcycle owners, applicable to road-legal bikes, is around 50. There are fewer buyers, but bike sales are still growing globally, with the 50-year-olds often owning more than one bike. Put it down to Empty Nest Syndrome, impulse buying, revenge spending or just the need to break out of their mundane life, but this is the genre enjoying significant action amongst these buyers.

The QJMOTOR SRT 900 SX is a godsend in this class. It offers incredible value even without any of the extras which come standard. If you buy anything else and simply add on the top box and panniers with their brackets, you need to add at least R20,000 to the overall cost. Any of the mainstream rivals will set you back R100,000 more, and then you will still have to add on the extras.

The ride

I spent a morning on the QJ, riding out to Cullinan and around, as I typically would, to see if there was anything in the riding experience that could explain the huge discrepancy in value. The bike was in “sports” mode when I picked it up from KMSA. The power comes and goes with a bang, as can be expected in a mode that requires the engine to access all of the performance all the time. That is cool, but just not the way this type of adventure bike is typically ridden. I switched to “normal” mode. What a pleasure. Goodbye “Raped Ape”, and hello to Mellow Monkey. The bike makes exactly the same power in “normal” mode, but the power delivery is way more linear and pleasant.

The top gear roll-on, such an important part of big-bore adventure bike riding, is so strong that I found myself glancing to confirm that I was in top gear. The eagerness of the motor, especially in the mid-range, had me thinking that you could easily pull a tooth bigger on the front sprocket. This would benefit with lower revs at speed, probably better fuel consumption, and also reduce vibes felt through the bars at higher engine speeds. To clarify, the vibrations are almost more visceral in feeling than intrusive, but cruising at 5,000 rpm would be even more pleasant. I always seem to get QJ’s on review in cold weather, and this time was no different. I switched on the heated grips and seat via the left switchgear buttons (good job, QJ), engaged the cruise control, and reflected on what was a very pleasant place to be. The seat is all-day comfortable—so important on an adventure bike.

The suspension has 150 mm of travel, making for suspension which is both supple yet controlled. Certainly, up to the soft adventure design of the bike. As with every QJ that I have ridden, the handling is excellent. The bike is stable at all speeds; it sticks to the chosen line and lets you enjoy the experience. The Brembo callipers are both powerful and have good feel. The more normally I rode the bike, the more I enjoyed it. There is a tendency, when testing a bike, to see how fast it will go, how well it handles on the limit, and how quickly it pulls up on the brakes. You howl down the road, tapping the quick shifter like a dervish and hit the brakes as though your life depends on it. The reality is that almost no one rides like that. I say “almost” because the ego is a terrible thing and some dudes are on a different mission. I meandered out of Cullinan heading west before turning down a brand-new tar road to Rayton. Smooth and wide, I swept along until, with scant warning, the tar ended and I encountered a rutted and corrugated dirt road.

I stood up as I typically do when riding unfamiliar dirt and adjusted my speed accordingly. I could immediately feel the road-biased tyres scrabbling for traction on the poor surface, especially at the hard tar pressures. The suspension did a reasonable job of soaking up the corrugations and ruts. I decided to sit down and slow down to a point that I could take in the scenery without being fixated on the road surface. The QJ managed the dirt just fine. Dirt roads, taken at moderate speeds, can be negotiated with confidence. For me, that is what this bike is about. An all-road travel tourer that will get you there and back in comfort.

So, guys, if the dastardly mid-life crisis is upon you, don’t despair. You do not have to sell a kidney or take out a second bond on the house to scratch that itch. Buy a QJMOTOR SRT 900 SX and start planning the adventure of a lifetime.

QJMOTOR SRT 900 SX

For more information on the bike featured in this article, click on the link below…

2026

QJMOTOR SRT 900 SX

Pricing From R169,995 (RRP)

Brand: QJMOTOR

Does the 2024 R 1300 GS Do Anything the 2008 R 1200 GS Can’t Do?

Ahh, the BMW GS; most likely the model that single-handedly caused the adventure bike phenomenon to explode as it did. You could argue that it was a pair of TV and film ‘celebs’ riding round the world on them that really put the bike on the map, but you would have to counter that by saying the bike was already there; otherwise, why would they have chosen it in the first place? They merely gave it that last push into the stratosphere.

The story of the GS is well known; conceived as the two-wheeled equivalent to the Range Rover, it has grown from the R80 G/S into today’s R 1300 GS, via the R100 G/S, R 1100 GS, R 1150 GS, R 1200 GS and R 1250 GS, gaining more power, more electronics, more capability, more comfort, more wind protection and, yes, more weight and bulk along the way.

When Is Enough, Enough?

But is the pinnacle of the GS represented by today’s R 1300 GS, or have models in the past 15 years, since the last of the air-cooled R 1200 GSs, merely become more complex without an equivalent seismic shift in on- and off-road ability? Is it possible to justify spending close to half a million Rand on a new one when you can have a very good used one that does exactly the same things for a third or a quarter of that price? It’s an argument that has raged endlessly among motorcyclists around the world and, naturally, it can have no absolute conclusion.

But it is interesting. I’ve had experience of the big GS in all its forms for the past 17 years, and they’ve all had way more ability than my personal talent warrants or deserves. They’ve all cossetted and flattered, been forgiving of ham-fisted operation, both amazed and been taken for granted, enabled some life-changing experiences and helped cement friendships. Most of all, they’ve entertained and enticed me back time after time, and not once have I wished for more, even though BMW has delivered ‘more’ with every new generation.

Looking back, I’ve never felt short-changed by the GS I have been riding at any particular moment, be it an air- or liquid-cooled 1200, a 1250 or a 1300, and I can’t think that I would be particularly upset if I were offered any one of them to ride through Africa.

Which raises the question: when is enough, enough? Or when is too much, too much? Of course, that’s all subjective and there’s no way I would castigate anyone for spending the money on a new 1300, just as I wouldn’t find fault with someone buying a 15-year-old 1200 for a fraction of the price. Both buyers are getting what they want; whether they need it is another matter altogether, and not for this article.

The Two GSs

What is relevant to this article are the two bikes presented here, both of which are currently in stock at Bikeshop Rivonia. In the not-far-off-classic-status corner is a 2008 R 1200 GS, with 98,000 km on the clock, selling for a frankly ridiculous R59,990. In the ‘new’ corner, is a 2024 R 1300 GS, with 32,340 km showing and priced at R279,990.

As far as I can make out, the only thing the ‘new’ model has over the ‘old’, in terms of usability, is the question of reliability (although, naturally, that can never be guaranteed; I’ve known brand new GSs break down, just as I’ve known 150,000 km GSs still going strong, having never broken down. I’ve also heard of 50,000 km GSs with a string of problems behind them. That’s the luck of the draw and why a good independent assessment of any used bike is always worth the expense.)

Yes, the 1300 cc boxer twin has more power and, thanks to the Shiftcam technology, a broad spread of torque throughout the rev range, but the 1200 cc version of the engine wasn’t particularly breathless, was it?

The electronic suspension of the 1300 gives the uncanniest magic carpet ride over rough surfaces, which is a joy to experience, but I don’t remember being shaken to bits on my 1200 over similar terrain.

Comfort and wind-protection is brilliant on both, as is the ability to eat up the miles with as little rider fatigue as possible. Extensive after-market options are available for both, particularly in the fields of bike protection and luggage solutions. Perhaps the only thing the ‘old’ model has over the ‘new’ is the number from which to choose; there really is something for every budget, often with a choice within a particular price point.

So, Why Buy New?

So, it all begs the question, why would you ever need to go new? Even if you don’t want a not-far-off-classic-status bike, you can opt for a five- to ten-year old bike and save a ton of money over a new GS with no appreciable loss of desirability.

But, of course, it is only because people do choose to go new that there are so many used examples on the market for those of us who are less well-heeled. Some riders like the idea of riding the latest and greatest and there’s nothing wrong with that; it’s their money and, as this test is showing, you can have the latest and greatest at a discount if you are prepared to wait a year or two.

A brand-new bike comes with the added reassurance of a full warranty and there is something about being the first owner of a bike with that magical 00000 on the odometer, but both of those fade very quickly.

In light of that, the two-year-old R 1300 GS for sale at Bikeshop Rivonia makes a lot more sense. Initial depreciation has been taken care of, any recalls likewise, mechanics have had time to become more familiar with weak points, and you’re saving yourself a lot of money over new list price for a bike that’s barely run in.

On the road, the 1300 feels livelier than the 1200 and certainly smoother, but it is also a noisier engine, especially from the cylinder heads, which clatter alarmingly. The gearbox is still very ‘mechanical’ and clunky, but I’ve always liked that characteristic. The riding position remains commanding and comfortable, although I will always prefer physical buttons to turn electronics on and off, as opposed to fiddling through a menu.

But the best thing is that there is the choice of BMW GS models out there; if anything, I’d have a problem trying to choose from the extensive stock at Bikeshop Rivonia as all of them look perfect. Of course, that is a good thing as you can be as pedantic as you like and come away with exactly what you want, having made no compromises.

If neither of the bikes in this test (both of which are available at the time of writing) is whetting your appetite, Bikeshop Rivonia has a huge selection of adventure bikes; you’d be wise to make the journey to see for yourself.

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Browse Bikeshop Rivonia’s latest stock in the ZA Bikers Bikes For Sale section, or visit their showroom—you never know which two-wheeled gem might be waiting for you.

The lot of the modern forward engineer for motorcycles cannot be an easy one, for what remains to be developed? Engines have progressed from carburettors to fuel injection, and that’s where they’ve stayed (although the internal combustion engine itself is being challenged by electric motors, so there’s work for them to do there, I suppose); frames have progressed from tubular steel to extruded aluminium and stayed there; brakes have gone from drums to discs and – you guessed it – stayed there. Wheels remain round, front forks slide up and down, lights still illuminate, handlebars are still gripped by hands, mirrors still reflect.

Even the field of electronics, while still being a relatively recent development, has reached somewhat of an impasse, systems now being tweaked and refined rather than being revolutionary and game-changing.

The result is that there are a lot of brilliant engineering minds with little outlet for their creativity, at least on projects that are going to change the face of motorcycling, so they have to come up with something to justify their existence.

The Evolution of the Motorcycle Gearbox

In the case of Honda, perhaps the most respected motorcycle manufacturer in terms of innovative engineering, much of its recent thinking has been in the field of transmissions; gearboxes and clutches.

First came the impressive breakthrough of making the dual-clutch transmission (DCT) hardware sufficiently compact to work in a motorcycle. This, in essence, was an automatic transmission, with the option for a modicum of manual intervention if desired by the rider. Different to a continuously variable transmission (CVT) but performing largely the same function, with a commensurate reduction in rider effort.

It was technically interesting and beautifully engineered by Honda’s technicians, even if the absolute need for it was never quite fully explained. Small-displacement scooters have relied on “twist-and-go” CVT transmissions for decades, but such engineering never translated to larger-capacity bikes, possibly because it was never needed.

A motorcycle’s gearchange is nothing like a car’s, being sequential, meaning that each gear is selected in a linear pattern, one after the other, whereas a car’s is in an ‘H’ pattern (at the gear lever end, at least). This not only vastly reduces the movement required to switch between ratios, but also eliminates the need for synchromesh gears to smooth out the transition, while simultaneously allowing clutchless gearchanges with a partial momentary dipping of the throttle.

What that all adds up to is the fact that it takes skill and practice to change gear smoothly, and it is exactly that which makes riding a motorcycle so rewarding; the more effort you put in, the better it gets. Therefore, an automatic transmission for a motorcycle has often been seen as against the spirit of riding; a sort of cheat code, if you like.

Clearly, Honda’s engineers don’t think like this and have been looking at the DCT gearbox, wondering how they can “improve” it in order to appeal to a wider audience. The result can be seen on the two models that are the subject of this test: the Honda e-Clutch. This is a combination of the best bits of both manual and automatic gearboxes, with a bit of quick-shifter thrown in for good measure.

Essentially, the e-Clutch enables the rider to come to a standstill and set off again without troubling the clutch lever. However, once on the move, the gearbox works exactly as a normal motorcycle gearbox fitted with a quick shifter, requiring the rider to effect the up and down gearchanges with the foot.

Does Honda e-Clutch Make Sense?

Is there a point to this tech? In the official blurb, Honda claims the technology reduces rider fatigue and aids riding in congested conditions. Well, I have two arguments against that; firstly, I have never been tired through changing gear. Long days in the saddle, yes, but changing gear? No. Secondly, if the majority of your riding is done in congested city conditions, it is more likely that you will be riding a twist-and-go scooter, not a much larger bike. Yes, the e-Clutch does make it possible to have a bike that fills more than one role – commuter and weekend outride bike – but will anyone buy one for those reasons?

There is another potential “problem” with the e-Clutch; will it breed a new, less skilful type of rider, akin to someone who has only ever driven an automatic-equipped car? Give them a fully-manual motorcycle, and they’d be lost at sea; they’d be unable to progress from a Honda e-Clutch to another brand, or even another Honda, with no such technology.

OK, I might be sounding a bit negative here, and I don’t mean to be, for the very simple reason that it all works so well, once you have acclimatised to leaving the clutch lever well alone. Inevitably, at first, there are moments when you instinctively grab the clutch lever, before remembering that you don’t need to. By that time, however, the e-clutch system has temporarily deactivated itself while you, realising that you didn’t need to pull the clutch lever in, let it out again, only for the bike to lurch forward and stall, rather embarrassingly. You soon train yourself to leave the lever well alone, however.

In use, it all works perfectly; from start-up, you stamp the gear lever into first without using the clutch, and twist the throttle to get moving, flicking up through the gears with your foot as normal. To stop, you simply brake, change down and roll to a stop in any gear, without recourse to the clutch. You can, should you wish, set off in any gear, although the higher the gear, the more you have to feather the throttle to get moving, although it will never stall.

The downshifts from speed were particularly impressive; rather than an instantaneous change to a lower gear, as would happen with a traditional quick-shifter, you can actually feel the e-Clutch feeding the clutch back in, giving a progressive feel to the gearchange. The system adds around 2 kg to the overall weight, which is no penalty at all, although the location of the mechanism seems a little exposed in the event of the bike sliding down the road. But, as a piece of engineering, it is very impressive.

Honda XL750 Transalp

The two bikes we were loaned to test this new tech were the NX500 and the Transalp XL750, coming in at R141,399 and R230,849 respectively, the e-Clutch adding R10,000 to each over their normally-geared stablemates.

Despite it having been around since 2023, this was the first time I had swung a leg over the Transalp XL750. In a previous life, I had ridden the original Transalp XL600V and liked it, and the “new” model was exactly the same; beautifully conceived and built and very effective at doing what it was designed to do; the perfect Honda, in fact.

With 90 horsepower and 75 Nm of torque from the new 755 cc parallel twin engine, you are left wanting for nothing in terms of usable performance, in both city and open road riding, while the comfort is good and the reach to the floor never excessive, despite the 21-inch front wheel and off-road stance. Quite how effective the Transalp is off-road, I can’t say, not having the opportunity to try it out on dirt, but if what we read on the internet is to be believed, Honda has come up with an easy-to-handle model that possesses a good blend of road and off-road ability.

In general use, the Transalp was actually really good fun, but then again, I have always liked the adventure bike stance, riding position and handling dynamics. A 750 cc parallel twin is also just about the perfect displacement to give good power and torque characteristics for a broad spectrum of riding conditions; making town riding easy while also allowing for grin-inducing performance on the open road, without ever feeling intimidating. Honda has not always been known for building an excess of character into its bikes, seemingly preferring efficiency, but perhaps they forgot this mantra when designing the Transalp.

Honda NX500

I’ll freely admit that the NX500 didn’t overly fill me with a sense of anticipation, which makes it all the more pleasing to put on record that it defied all my preconceptions and proved itself to have a lot more to it than the specification might suggest.

(It’s a funny coincidence but both the Transalp and the NX500, in their late ‘80s/early ‘90s first incarnations, were both bikes I lusted after, the NX500 in “Dominator” form.)

The NX500 in 2026 form has a 471cc parallel twin engine pushing out 47 horsepower and 43 Nm of torque. These aren’t figures to set the pulse racing on paper, but in the real world, this is a really lovely engine which has a willingness to rev freely with an unexpectedly fruity sound from the exhaust. Performance is exactly what you expect and what a lot of riders actually want. Honda has its flagship models that garner all the headlines for their performance and technology, but it is motorcycles such as the NX500 that lay the foundation for these two-wheel divas, by providing sensible, cost-effective and exceptionally well-made transport that is as versatile as it is value for money.

It is common for models in this price range to have the feeling that they have been built down to a standard. Not so the Honda, at least in the area of build quality. In terms of equipment and technology – the e-Clutch aside – the NX500 could be described as stark, but there can be no complaints at all about the quality of both the engineering and the way it’s been put together. This is something that Honda has always done, putting quality before the addition of shiny toys and, far from being something to criticise, it is so refreshing in this day and age of being dazzled by ever more meaningless technical add-ons.

In conclusion, here are two Honda models that are perfect for the roles for which they were conceived; beautifully made, comfortable, dynamically interesting, possessing good performance characteristics, not at all bad looking and technically interesting in e-Clutch form.

Honda XL750 Transalp E-Clutch & NX500 E-Clutch

For more information on the bikes that we tested in this article, click on the links below…

2027

Honda XL750 TRANSALP E-Clutch

Pricing From R230,849 (RRP)

Brand: Honda

2026

Honda NX500 E-Clutch

Pricing From R141,399 (RRP)

Brand: Honda

The KTM 390 Adventure has been many riders’ favourite gateway into adventure riding for some time now. What began life in late 2019 as a cleverly packaged lightweight adventure bike based on the spirited 390 Duke has now grown into something far more purpose-built, barely sharing any DNA with its road-going sibling.

The original bike set a benchmark in the small-capacity adventure segment. At the South African launch back in 2020 at Sun City, it impressed Dave and me with its adjustable WP suspension, rider modes, switchable ABS and the optional PowerParts quickshifter—hardware that very few competitors could match at the time. Oh, and it wasn’t a bad looker either, distinctly KTM.

More importantly, it worked. It felt just as happy weaving through city traffic as it did exploring gravel roads. I even took a trip on one through Botswana’s sandy Tuli Block before riding it all the way back to Pretoria, proving that KTM’s smallest adventure bike was capable of far more than its modest engine size suggested.

The evolution of the 390 Adventure

Fast forward to today, and KTM’s 390 family has exploded in popularity. Alongside the Duke, RC, Enduro R, and SMC R sit two completely reimagined adventure bikes: the Adventure X and Adventure R.

These aren’t simply different trim levels. KTM has gone back to the drawing board with a redesigned chassis, longer-travel suspension and a completely new philosophy. Power now comes from the latest 399 cc LC4c single-cylinder engine, replacing the old 373 cc motor. The extra capacity does not transform the bike into a rocket ship, but it does give it noticeably more punch throughout the rev range, making overtakes easier and adding a stronger, more relaxed character on both tar and dirt.

During a recent visit to KTM South Africa, Harry grabbed the keys to the dirt-focused Adventure R, while I spent my time aboard the handsome Adventure X. Harry has already sung the R’s praises, and rightly so. It sits amongst the most capable lightweight adventure bikes currently on sale, built for riders who prioritise technical trails over everything else.

X or R?

But not every adventure rider spends their weekends chasing rocky climbs and river crossings. Most of us still have to deal with Monday morning traffic before we can disappear down a gravel road on Saturday. That’s exactly where the Adventure X makes its strongest argument.

Currently on offer at under R100,000, it undercuts the Adventure R by around R40,000, making it a far more attainable option for first-time adventure riders, commuters and anyone looking for one motorcycle to do everything. It’s a fun yet practical package that every demographic can enjoy.

Compared with the R, the X swaps the TFT display for a simpler LCD dash and does without cruise control, cornering ABS and motorcycle traction control. It rolls on a 19-inch front and 17-inch rear cast wheel combination with non-adjustable WP suspension, yet it still comes well equipped with handguards, tubeless wheels, an aluminium sump guard and a tall touring screen. It’s also equipped with more road-focused Apollo tyres as opposed to the Mitas on the Adventure R. On paper, it might look like a compromise, but in reality, it certainly doesn’t feel like it.

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In fact, I’d go as far as saying the Adventure X is the better all-rounder ADV bike. The 19/17-inch wheel combination, gravel-biased WP suspension and slightly lower stance make it feel planted through corners, comfortable over badly tarred roads, and remarkably confidence-inspiring during the daily commute.

What surprised me most, though, was how little it gave away once the tar ended. Riding alongside the Adventure R at De Wildt Adventure Trails, the X followed almost everywhere the R went. It simply asked for a little more finesse and slightly lower speeds through the rougher sections. In return, it rewarded me with a smoother power delivery and a plusher ride over gravel, making it more forgiving and inspiring confidence rather than demanding commitment.

Unless you’re regularly tackling technical terrain, I’d argue the Adventure X actually strikes the better balance. For the kind of gravel touring, commuting and weekend exploring that most adventure riders actually do, it leaves very little wanting.

Can an adventure bike replace your daily commute?

As someone who commutes between Hatfield and Sandton, I wanted to know whether buying a motorcycle like the Adventure X actually made financial sense, or whether it was simply another toy disguised as practical transport. The numbers were eye-opening to say the least.

Covering around 104 km a day from Hatfield to Sandton and back, the KTM’s claimed fuel consumption of 3.4 l/100 km works out to roughly R462 a week in fuel (R1,848 a month). Finance over five years at 12% interest with a R10,000 deposit comes to around R2,084 per month, while insurance for a 28-year-old rider sits at roughly R419 per month (using my current insurer).

Considering that the 390 Adventure has a 10,000 km service interval, I would roughly be doing a normal oil service every 5 months, which costs around R3,400 (with air filter included), depending on the dealer, which, when spread over five months, adds roughly R680 to your monthly costs. That brings the monthly total to around R5,000. Obviously, you’ve still got to budget for chains, sprockets, tyres and brake pads, but these 390s are known for being light-wearing on those parts.

Motorcycle vs Gautrain

The weekly Hatfield-to-Sandton package on the Gautrain costs R855, or roughly R3,420 per month, before adding parking or transport like Uber between Sandton station and the office, which works out to roughly R100 per day or R500 per week to Uber from the train to the office. The Gautrain has a few other payment methods like pay-as-you-go, weekly and monthly packages, costing you anywhere from R196 a day all the way up to around R4,000 for a monthly package. By my rough calculations, we are looking at R5,420, and that’s also without a tempting breakfast bun or coffee. I don’t know about you, but suddenly, the KTM doesn’t just sound like a motorcycle anymore; it’s starting to become a compelling financial argument.

Instead of spending thousands every month on public transport with nothing to show for it at the end, those same monthly costs could be going towards owning a motorcycle that would still be sitting in my garage five years later. But, of course, there’s more to it than the numbers. Public transport works brilliantly for many people, but for me, flexibility has value too. Leaving when I want, avoiding waiting times and being able to take the scenic route home are benefits that no spreadsheet can properly measure.

Of course, there are cheaper ways to commute. An older second-hand hatchback, a CVT scooter or a small-capacity commuter motorcycle will almost always cost less to buy and, in some cases, even less to run. But they each ask you to compromise somewhere. Older cars can bring reliability concerns and rising maintenance bills; scooters quickly run out of comfort on the highway, and many entry-level commuter bikes feel exactly like that—built to get you from A to B rather than somewhere you’d actually choose to ride.

The Adventure X occupies a sweet spot. It’s affordable enough to justify as everyday transport, yet capable enough to disappear on a gravel-road adventure with your mates the moment Friday afternoon rolls around. That’s a value proposition that’s far harder to put a price on.

Final thoughts

And perhaps that’s why the Adventure X impressed me as much as it did. It’s easy to focus on what it doesn’t have compared to the Adventure R. The electronics are simpler, the suspension isn’t adjustable, and it gives up some outright off-road capability. Yet after spending time commuting, touring and riding dirt on it, I never felt like I was riding the budget option. Instead, I found myself riding what I think is one of the most balanced do-it-all motorcycles KTM has built in this class.

The Adventure R remains the bike I’d choose for tackling Lesotho passes or chasing technical trails. But for the other 90% of riding, like the daily commute, weekend breakfast runs, gravel roads, and the occasional adventure, the Adventure X quietly makes the stronger case. There may be cheaper ways to get to work, but very few will leave you looking for excuses to take the long way home or pack your bags for a weekend away.

KTM 390 Adventure R & Adventure X

For more information on the bike featured in this article, click on the link below…

2026

KTM 390 Adventure X

Pricing From R106,999 (RRP)

Brand: KTM

2025

KTM 390 Adventure R

Pricing From R139,999 (RRP)

Brand: KTM

We travelled to Iceland for the global press launch of the all-new Norton Atlas, a premium middleweight adventure motorcycle that blends road comfort, off-road capability, and classic British character. After a full day riding one of the world’s most spectacular routes, here’s our verdict.

A South African Connection

Iceland. Perhaps not the most obvious destination for a bike launch, especially if you grew up in sunny South Africa. Having said that, it is mid-winter in South Africa and mid-summer in Iceland, so maybe not so strange after all. For those of you who slept through geography lessons, Iceland is located northwest of Scandinavia, with its northernmost bit solidly in the Arctic Circle. It is a spectacular place with its scenery influenced primarily by past and present volcanic action, combined with wild and unpredictable North Atlantic weather. Weirdly, in midsummer, the sun only dips below the horizon for about three hours, and even then, it never gets dark as such.

Arriving in Reykjavik at midday on Saturday, I took in the local sights before dinner, after which we attended a presentation by the Norton team on their new Norton Atlas Middleweight Adventure motorcycle. I was intrigued to discover that South Africa has also featured in the Norton story. Christoph Hohmann, the Chief Marketing Officer at Norton, shared that innovation has always been part of the Norton DNA. The Norton Motorcycle Company was founded in 1902 by James ‘Pa’ Lansdowne Norton. In the 1920s, Pa Norton, aged 54, embarked on an adventure of note. He rode 4,800 kilometres around South Africa to visit his brother Harry, who lived in Durban. Pa rode from Cape Town, having arrived with his 633 cc Norton Big Four and sidecar by steamship.

The Big Four is the stuff of legends. Built from 1907 up to 1954, it was powered by a 633 cc side valve single endowed with a ridiculously low compression ratio of only 4,5 to 1. The result was a bike that would run on dodgy fuel, had huge torque and was incredibly reliable. Testimony to the reliability is the fact that after 4,800 k’s of traversing 1950s South Africa, the only ‘mechanical’ was a broken sidecar bolt. Pa Norton made it back to Cape Town on schedule, despite an uncharacteristically wet summer where he struggled through much deep mud in time to catch the steamship back to England. Sadly, he passed away from cancer only two years later. This innovative and adventurous DNA still permeates Norton and is palpable when you chat to their people.

Meet the Norton Atlas

The Atlas name pays homage to the Norton of that name, harking back to the early 1960s. A 750 cc Twin, it was replaced in 1968 by the Commando. Simon Skinner, head of Design at Norton, tried to achieve a modern, “less is more” approach which would come across as rugged, yet modern. Ed Harris, Norton’s Concept and Integration engineer, filled us in on the “heart of the beast”, the 585 cc DOHC Parallel twin with a 270-degree crank, producing just shy of 70 hp and 57,5 Nm of torque, with a nice flat torque curve. Finger followers in the valve train allow higher reliable rpm, less friction and lower cost of adjustment. The cams are driven by a chain to one cam, which then drives the other cam by a gear. This shortens the Cam chain length, further enhancing reliability. Plasma-coated bores reduce weight, friction, and also benefit long-term durability. The gearbox has 6 speeds.

The air intake rides high under the seat, the radiator is curved for a greater surface area, and much effort has been made to centralise mass. With the 15.3 L fuel tank topped up, the Atlas weighs in at only 203 kg. I say only because it pretty much matches the current crop of 400s and 450s, weight-wise, yet pulverises them in real-world ability. Ergonomics were also designed for both long-distance seated comfort and when standing on dirt roads. Airflow was considered for heat management and flow over and around the rider.

Suspension is by KYB, with fully adjustable 43 mm USD forks and a preload- and rebound-adjustable rear shock that mounts directly to the swingarm. A simple and effective design. Much attention was paid to damping, with it firming up at the bottom of the stroke to resist bottoming over rough terrain. Bybre radial callipers and steel braided hoses take care of braking, with twin discs up front and a customary single smaller rear.

The top-of-the-range Apex version is extremely well equipped, with cruise control, keyless entry, an adjustable windshield, bi-directional quick shifter, heated grips, cornering lights and urban, rain, tour, sport and enduro modes. Factory luggage (panniers and top bag) is available, developed in conjunction with Givi. Wheels are 19” front and 17” rear. The bikes we rode were equipped with mag wheels, and tubeless spoked wheels will also be available very shortly. The tyres are TVS’s own design and compound developed in their own tyre factory for the Atlas. The instrument display is lifted straight from the magnificent Manx R and ticks all the boxes in keeping you fully informed and connected.

Norton’s approach to positioning the Atlas in the market finds some parallels with what they did with the Manx R in its segment. They did not try to reinvent the Sports motorcycle but rather reimagined it. They set out to build a bike that was real-world relevant rather than one that was built with the primary intention of being the basis for a race bike. With the Atlas, we see a similar approach. This bike is not built for Rally Raid wannabees. It is aimed at the rider who wants a premium riding experience with a broad range of talents. The fun shouldn’t stop when the tar stops and the dirt road begins. They wanted a dynamic, reliable and comfortable all-road motorcycle that satisfies the wanderlust in its rider. So how did it all play out? We spent a day on the bikes riding Iceland’s Golden Loop to find out.

Into the Icelandic Wilderness

We had a rider briefing; Abishek from TVS ran us through the TFT display and settings, and then we were on our way. Iceland was delivering a challenging riding experience. It was 11 °C cold with intermittent misty rain driven by a wind that seemed to gust in all directions. Riding out of Reykjavik, what was immediately apparent was the light and nimble feel of the Atlas. You sit “in” the bike, and everything falls naturally to hand.

The motor was in Urban mode, which I felt was a bit lazy off the bottom, so I engaged Sport mode. The bike came alive, and the motor seriously impressed me. It loves to rev yet also feels torquey through the midrange. It is smooth all the way to redline and never feels stressed, but is willing and able. As is so often the case with engine modes, I settled on ‘Tour’, which was the “Goldilocks” porridge mode, neither abrupt nor lazy but just right. The Atlas stays in the chosen mode even when switched off and then on again. Well done, Norton!

Comfort & Ergonomics

The poor weather highlighted the good weather protection of the screen. It does require two hands to raise or lower, so it needs to be done when at a standstill, but is accomplished in a jiffy. Airflow is smooth and calm around the helmet with the screen in its highest setting. At 6’3”, I look over the screen and not through it. The riding position is good, feeling neutral and comfortable. Standing also feels comfortable without being too far forward, as is sometimes the case.

The tank and seat junction also allows seamless forward and aft movement when changing position on dirt. The mirrors provide crystal-clear images at all engine speeds. Some journos complained about the gearshift being notchy, but I think that was due to the lever angle not being ideal for Enduro boots. My Gaerne adventure boots are less aggressive, and I found the shift action light and precise. The quick shifter is excellent and doesn’t mess with the shift when changing with the clutch, as is the case with some bikes.

Brakes, Suspension & Handling

At the first coffee break, I overheard a journo suggesting that Norton should rebrand the Bybre brakes (Brembo’s Asian subsidiary) as they suggested a budget brand and were not in keeping with the premier image of the Norton brand. I got thinking about that, and it occurred to me that in so many ways we have become critical without justification, based on ‘spec’ rather than ability. The brakes on the Atlas are superb, offering loads of feel and excellent progression, making them ideal for use on both dirt and tar. They are every bit as good in all respects as the Brembo Stylemas on the Triumph Tiger Rally Pro, which I owned. Let’s give feedback on reality rather than preconceived perception.

The KYB suspension works well. Some of the Icelandic roads are a trifle bumpy, yet the KYBs took it all in their stride, remaining controlled and reasonably plush. I did not feel it necessary to fiddle with settings at all. The bike steers accurately and precisely, carving through sweeps with such aplomb that on a few occasions the little devil on my shoulder was whispering “faster, faster” even when we were progressing at a good clip. Off-road was a pleasant surprise, too. Labelled as a ‘Soft Roader’ by Norton, the bike feels sure-footed and composed on dirt.

Engaging Enduro mode switches off traction control and ABS on the rear, allowing you to slide the rear into and out of corners. The bike feels light and balanced, and it is easy to change direction. The tyres also impressed. I must admit to initially being a tad cynical about a homegrown brand, but after riding slick as well as wet roads and feeling how well the tyres worked, I must concede that I was impressed. Some of the dirt roads are tricky, with volcanic ‘marbles’ strewn across the surface, yet the Atlas coped with it all extremely well.

Final Riding Impressions

Returning to Reykjavik after a fascinating lunch in an igloo, the roads had dried out, and we strafed some tar roads which undulated and swept across the unique Icelandic landscape. We then rode 19-odd k’s of good dirt into the outskirts of the city. I found myself enjoying the bike immensely. Taut and controlled, it really delivers. The motor is an absolute gem. It grunts out of slow corners and then rips to redline with authority, all without fuss or bother.

I found myself dispensing with the brakes as much as possible and rather trying to judge my speed well, prodding down on the quick shifter to retard my corner entry and then accelerate out of the bend, tapping the quick shifter as required. I did notice that downshifts needed the throttle totally closed, and upshifts needed positive throttle for the shifts to be seamless. When you get it right, the riding experience is sublime.

A Worthy Partnership

Back at our hotel, I didn’t want to give the bike back. Despite the grotty, cold weather, I had a ball on the Atlas. Reflecting on the Norton TVS marriage, I think it has contributed a lot to the success of the final product. I have had extensive experience with TVS bikes over the last 12 years and am an unashamed huge fan. I have visited the Hosur factory where the Atlas is built, and ridden my own TVS Apache in the company of other Apacheans over 6,000 km in brutal heat across Botswana and Zimbabwe. Everything I have experienced with the brand has been overwhelmingly positive. The way they have gone about the Norton project speaks volumes for how TVS respects this British icon. British engineering and design prowess, combined with Indian manufacturing expertise and financial muscle, has resulted in another excellent bike in the form of the Atlas.

Verdict

The Atlas has wide appeal. Statistically, motorcycle riders worldwide are older, with many riders revisiting motorcycling or getting a bike for the first time significantly later in life. This phenomenon makes the Atlas and other middleweight offerings all the more significant. It hits the sweet spot where performance, manageability and cost meet. It can tour across continents, save you time, money and frustration on your commute to work, carry you to your favourite coffee shop with your significant other, and escape the daily grind in spectacular fashion. I have ridden bikes daily for the last 55 years and find myself gravitating more and more towards this genre of bikes, where the costs and physical demands are lower, and the fun factor is off the charts.

The Atlas is a bit of a “sleeper”. It looks suave and sophisticated, almost bordering on bland, yet ride it with intent, and its personality shines through. This gentleman can brawl! It deserves serious consideration by anyone in the market for a life-enhancing pastime. Thank you, Norton, for the opportunity to sample the Atlas in such spectacular, albeit challenging surroundings. It took it all in its stride and showed just how good and competent it is. Good job!

For more information, visit: www.nortonmotorcycles.com

Maybe I’m just out of the loop a little right now, but I can’t help feeling that there is more anti-big-adventure-bike sentiment out there right now than there used to be. Perhaps it has always been there, and it is my own preferences, brought on by advancing age and a lessening ability to manage something so bulky and heavy off-road, that is leading me to notice it more and more.

I am inclined to think, however, that there really is something in this apparent turn to smaller-is-better thinking. Look at the evidence; Honda, Suzuki, Triumph, BMW, Royal Enfield, CFMoto, Yamaha, Ducati and KTM – all have lightweight, small-displacement adventure models. OK, the Yamaha and Ducati are 700 and 900 cc respectively, but they are a lot lighter than the likes of the 1300 cc+ BMW GS and KTM Super Adventure models and their like.

One company in particular has off-road DNA running through its veins, and that is, of course, KTM. It is only relatively recently that the company has turned to dedicated road models with no off-road pretence, so when a new or updated series of adventure models comes online, you tend to sit up and take notice.

The 390 range of models has been with us for 14 years, while the 390 Adventure made its first appearance in 2020. Right from the get-go, it redefined what a “junior” adventure bike could be. Here was a physically small bike, with excellent, punchy performance from its 373 cc, Indian-built single-cylinder engine, while the chassis seemingly had all KTM’s off-road experience built in, alongside a healthy dose of good road manners, making the bike a very important development in the adventure bike world.

Fast forward to today, and the 390 Adventure is very much still with us, having been updated and uprated for 2026. There are two models, the more road-focused Adventure X and the full off-road Adventure R. The engine is the new 398.6 cc LC4c single, while further improvements include electronic fuel injection, ride-by-wire throttle, engine balancer shaft, slipper clutch, switchable traction control, and ABS and bi-directional quick-shifter.

The ‘X’ gets an LCD dash and cast-alloy wheels (19-inch front, 17-inch rear), more basic (and shorter) suspension, while the ‘R’ gets a full-colour TFT display, wire-spoked wheels with aluminium rims (21-inch front, 18-inch rear), and longer-travel, adjustable WP suspension. The power of the new, larger engine is similar to the older unit, at around 44 horsepower, but this can be attributed to the engine conforming to the latest Euro5 emissions standards.

Visually, the Adventure R looks by far the more purposeful, akin to a road-legal enduro bike; ‘Ready to Race’ has never seemed more appropriate! The tall stance, allied to the black-rimmed spoked wheels, with adventure tyres, helps this impression. On the road, the tall stance and impressive narrowness further make it feel like you’re on a large enduro bike; you do have to keep reminding yourself that this is a road-legal bike!

The engine feels much revvier than earlier versions of the 390, with perhaps a shade less low-down torque. This is more noticeable when riding on a technical off-road trail; you expect there to be a good level of low-down, stump-pulling torque, while, actually, the engine needs to be revved more than you might expect. It’s not a drawback, merely an observation requiring a slightly different riding technique.

Whether on- or off-road, the handling and manoeuvrability are excellent, helped by wide bars and 165 kg all-in weight. The quick-shifter is a definite bonus, although one annoying feature is the need to be in neutral for the starter to operate; not simply clutch in as on most bikes, but actually in neutral. This isn’t helped by the fact that neutral can be tricky to find in the small gap between first and second. If you’re in a precarious position in a technical section off-road, this makes stalling the bike a real hassle and not at all easy.

Another questionable element is the siting of the exhaust; the low, mass-centralising location, below the line of the wheel centre line, is fine for road use but completely inappropriate for serious trail riding involving water crossings or deep mud.

Despite this surprising design feature, the Adventure R is a brilliant off-road performer, displaying all the usual KTM traits of control and balance. The bars are perfectly mounted and positioned for a tall rider when standing up, and when sitting, the rider triangle is relaxed yet confidence-inspiring, both on- and off-road.

Turning to the Adventure X, it looks a lot less imposing than the Adventure R, but that can only be to its advantage, certainly for shorter riders and those for whom off-road riding isn’t necessarily on their radar.

Interestingly, when I tried the Adventure X on the same trail as the Adventure R, the X felt strangely easier to handle, perhaps underlining its suitability for less-experienced off-road riders, while the R requires a more skilled hand at the helm and would subsequently be more suitable for more extreme riding conditions.

At R139,990, the KTM Adventure R is keenly priced for a model that the expert off-roader would find little fault with. For those who have to have the best, no matter their skill level, it is also a bike that flatters and is not so extreme as to be inaccessible to anyone other than an expert. For everyone else, the R99,990 (was R106,999) Adventure X is more than enough, no matter what riding you are contemplating.

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KTM 390 Adventure R & Adventure X

For more information on the bike featured in this article, click on the link below…

2026

KTM 390 Adventure X

Pricing From R106,999 (RRP)

Brand: KTM

2025

KTM 390 Adventure R

Pricing From R139,999 (RRP)

Brand: KTM