The Brother Leader Tread KTM team stormed the podium at the National Cross Country double-header, Round 4 and 5, this past weekend, held for the first time in Upington. With a brand-new location and track, the team in orange showcased their dominance, securing podium finishes across the board.

Leading the charge was Kerim Fitz-Gerald, who claimed both class wins in the Senior class. After battling a wrist injury that hindered him from firing on all cylinders earlier this season, Fitz-Gerald was thrilled to finally cross the finish line and do so in spectacular fashion, taking top honours in both rounds and finishing his first full races of the season.

“It feels amazing to be back on the bike and to win both rounds this weekend,” said Fitz-Gerald. “Happy to climb the leaderboard and put two days of good racing in. These double headers are quite difficult, not just for the riders but for the team and the crew as well, just a big thank you to the whole team and all the support we receive.”

In the fiercely competitive Open Class, Scott Heygate and Bradley Cox were relentless in their pursuit of victory. Heygate, just shy of class wins, pushed hard against rival Davin Cocker. Round 4 saw him secure second overall and in his class after a close battle following a strong time trial start. Round 5 presented additional challenges, but Heygate’s willpower saw him once again finish second in his class.

“Both days were pretty good overall, a few small mistakes on my side kept me from the top step which I feel was achievable, but regardless of the setbacks we still put in good points for the championship with one round to go, it’s not over yet”, said Heygate. “A massive thank you to the whole Brother Leader Tread KTM Team and Uncle Kevin for all the hours he puts in on the bikes. The competition was fierce, but we’re ready to come back even stronger in Bloem.”

‘Brad’, a fan favourite and seasoned rider, had a strong weekend despite a challenging season. In Round 4, after starting far back in the time trial, Cox fought his way up the ranks to claim a podium spot. Round 5 wasn’t without its own set of difficulties, requiring a filter change and rear brake adjustments. Nevertheless, Cox showed his fighting spirit, rounding off the podium again and finishing with a solid 3-3 for the weekend.

“It was great to come to a new venue and destination. The organizers did a fantastic job and put in a lot of effort, which I really appreciated. Finally, injury-free after a couple of tough months, and it’s allowed me to focus on my racing back in SA again.” Cox said. “It’s been a tough year, but this weekend was a real confidence booster. The team worked hard to get everything sorted, and I’m happy to have put it on the podium. We’re definitely heading into the final round with momentum on our side.”

Youngster Matthew Wilson also made his mark, finishing second in both rounds of the doubleheader. Engaging in a tight battle with Luke Walker in round 4, Wilson’s performance has set the stage for an intense final round in Bloemfontein, where the championship title is still very much up for grabs.

“It was a tough but great weekend all in all. The battles were intense, but that’s what makes racing exciting,” Wilson remarked. “I’m happy to be on the podium and really looking forward to Bloem – it’s going to be a thrilling finish to the season.”

Team Manager Kerim Fitz-Gerald expressed immense pride in the team’s performance, highlighting the collective effort that made the weekend a success. “The team showed incredible strength and persistence this weekend,” Fitz-Gerald said “From my own comeback to Scott and Brad overcoming challenges on the track, every rider pushed themselves to the limit. We’ve set a strong foundation going into the final round, and I’m confident that we’ll continue to see great results.”

With podium finishes across all categories, the Brother Leader Tread KTM team has once again demonstrated their excellence in the national circuit, setting their sights on the final round with the momentum clearly on their side. Last round in Bloem and they are #ReadyToRace!

The fourth and fifth rounds of the National Cross Country Championship took riders to a new venue on the calendar, the small town of Upington in the Northern Cape. The new track provided fresh challenges, but the team rose to the occasion, delivering outstanding results across the board.

The town of Upington was abuzz with excitement as the race brought a vibrant energy to the community, with locals and visitors alike enjoying the thrilling atmosphere.

Davin Cocker stole the spotlight in the Open Class, claiming victory in both rounds 4 and 5, taking the overall win for the weekend. His performance was nothing short of heroic, as he battled through a knee injury at the start of round 4 during the time trial. Despite the injury, Cocker pushed through the pain, securing the win for the day. With the help of physiotherapy and a strapped knee, he returned for round 5 with even greater determination. His resilience was evident as he took the lead in the sandy sections of Upington, demonstrating his steadfast commitment to success.

“It was a tough weekend, especially after injuring my knee, but I wasn’t going to let that stop me. I had to push through the pain but the support from the team and the adrenaline from the race kept me going, and I’m thrilled to have brought home both wins,” said Cocker.

He continued to say, “I started off second in the Time Trial, just behind Scott Heygate. Unfortunately for him, he had a crash early in the race. I managed to pass him, put the hammer down, and tried to build as much of a lead as I could. I was really happy with my riding for the weekend, even though the track got quite rough on the second day. I managed to keep pushing and finish first.”

Not to be outdone, young dynamo Luke Walker delivered an equally impressive performance in the OR3 Class. Walker raced with incredible heart, also taking the class win in both rounds 4 and 5. His drive for championship glory was clear as he tackled the challenging terrain with passion and tenacity, proving himself as a force to be reckoned with in the championship race.

“I had a really great weekend. The track was challenging, but I just focused on doing my best and giving it my all. It’s been an amazing experience, and I’m really proud of how I performed this weekend. Super happy to get two wins in two days and extend my points lead for the final round,” Walker shared.

Team manager Kerim Fitz Gerald expressed his pride in the team’s performance, saying, “Husqvarna Racing had a great weekend! The double-header served them really well. Davin is the double-header master, as he did the same last year at the double-header in Vryburg. Both Davin and Luke faced tough conditions but still put their Husqvarnas on top. The championships are very close, but it was a great end to a tough weekend for the team.”

The Husqvarna Racing Team left everything on the track this weekend, their energy and devotion shining through in every race. With these fantastic results, the team continues to make strides toward championship success, and their performances in Upington will be remembered as a highlight of the season.

In mid-January, I reported that Volkswagen Group Africa was taking over as the importer of Ducati motorcycles into South Africa, effective from 2025. The benefits of multiple dealerships backed by a group with huge financial muscle are obvious. The question on the minds of South African Ducatisti is whether a ‘car brand’ can do justice to a brand infused with Italian passion, currently riding the crest of a world motorcycling wave. Any doubts that I personally had were emphatically put to bed when I was privileged enough to attend World Ducati Week (WDW) from the 26th to the 28th of July, at the iconic Misano World Circuit Marco Simonchelli near Cattolica on the northern Adriatic coastline of Italy.

I got to know Gherardo Morico, Ducati Motor Holdings representative for South Africa, whilst on a Ducati Mystery Tour which traversed the Western Cape. Our route took us through Meiringspoort near the little Karoo town of De Rust. It was early morning, and the road was still very quiet. Jos Matthysen, Gherardo and I got to strafe the sinuous road through the Poort at serious pace. Pulling into a rest spot at the end of the Poort and flushed with adrenaline, it was high fives all round. It came as no surprise that Gherardo can seriously pedal a Ducati.

I was thus super excited to get an invite from Gherardo at Ducati and VW Group Africa, to attend World Ducati Week in Italy. I gathered at OR Tambo with three other journos and two representatives from VW Group Africa. Thomas Milz, Director of Sales and Marketing, and Andile Dlamini, Head of Group Communications at Volkswagen Group Africa, hosted us on the trip. We were due to fly to Frankfurt, get a connecting flight to Bologna and then shuttle to Misano, check into our hotel and attend a welcome dinner at the Misano circuit. Well, some ‘Climate activists’, God bless them, had other plans. They glued themselves to the runway in Frankfort, forcing us to divert to Dusseldorf for a two-and-a-half-hour sojourn before, at last, flying back to Frankfurt. This hiccup saw the emergence of our very own ‘Fixer’.

Thomas, realising that connecting flights were a shambles, and unlikely to happen, rented cars and with Andile hanging in his slipstream for dear life, drove us to Munich 400 k’s away, where we caught a flight to a balmy Bologna in the north of Italy. Whilst we lost our first day at WDW, we gained a stunning drive through Germany with numerous quaint villages and a blast on the Autobahn. I travelled in the car with Thomas and during the drive got some valuable insights into Volkswagen Group Africa’s plans regarding their new Ducati venture. It was 1:30 AM by the time we arrived at our hotel, courtesy of some selfish “gomgatte”. What these protesters don’t seem to realise is that it is not the affluent West that is the problem, but rather the poverty-stricken workers in the East, who find survival more pressing than climate change issues.

Listening to Thomas, who has worked all over the world for the VW Group, it was very apparent that Ducati is poised for something special in SA. Whilst Thomas does not currently own a bike, he has in the past before being sent all over the globe by VW. He totally gets the passion and potential for Ducati in South Africa. The plan is for three initial dealers. World of Motorcycles in Gauteng, the current bespoke dealership, a dealer already identified in Cape Town, and a third in Durban. A National Sales Manager for Ducati will be recruited from within the motorcycle industry. The overall operation will be led from the Volkswagen Group Africa’s Sandton office, overseen by Thomas. To quote a bit of Star Wars, “the Force is strong with this one”. I called Thomas ‘the Fixer’ after watching him operate. This is a man who gets things done and doesn’t, in a just cause, take no for an answer. He plans to leverage all the vast VW Africa Group experience, expertise, structures and resources to support the Ducati effort. Ducati’s future in South Africa is burning brighter than ever. In my opinion, they have the right man at the helm, no question!

We were bubbling over with excitement and anticipation at breakfast. Earlier, at 1:30 AM, traversing a still-warm Cattolica on the way to our hotel, the streets were still alive with Ducatisti frequenting pavement cafés. Bikes lined every street and Ducati Corse banners adorned most of the buildings. A palpable air of excitement was all-pervasive. We were raring to get to Misano and just soak it all in. We got to the circuit, sorted out our Press accreditation and went straight into a press conference featuring all the Ducati MotoGP, WSBK and Motocross team riders. Seeing Pecco Bagnaia and Enea Bastianini, Ducati’s MotoGP stars in the flesh was really special. I mugged poor Pecco when he came out of the toilet post-conference, and he kindly autographed my Ducati Arai, brought all the way just for that purpose.

Misano was awash with Ducati’s of every description. There was a sea of red motorcycles in every direction. The race transporters of all the Ducati riders in MotoGP, WSBK and British Superbikes were lined up in front of the pits. The Media room is located above the pits and thankfully air-conditioned as the temperature was hovering in the mid-30s. On the roof of the pits was a chill zone for Media and guests with refreshments. Brian Cheyne and I grabbed our cameras and went walkabout, just soaking it all in. There was a constant rumble of high-performance V-Twins and V-Fours, as more and more Bologna Bullets arrived for the spectacle unfolding before our eyes. The whole weekend proved to be a sensory overload for anyone who has a pulse and enjoys motorcycles.

Gherardo went out of his way to make our visit special. He arranged for the lead engineer on the new Panigale to brief us on the bike as, thanks to the climate terrorists, we had missed the official briefing. The bike is not a tweaked version of the previous model but rather a totally re-engineered motorcycle. The double-sided swingarm is the obvious feature but every area has received attention. The motor is more powerful and 1,4 kg lighter. The brakes are linked, engaging the back brake for stability under heavy braking. The electronics are upgraded to what is currently probably state-of-the-art. The seat is wider and longer to improve the ergonomics. A larger TFT display gives feedback on all the vital information required to get the most from the bike. It really is a total revamp.

Feedback from the professional riders is that it is amazingly MotoGP-like in the way it works. With slicks and race Akropovics fitted, the bike was lapping, in the hands of the superstars, an incredible 1,5 seconds off WSBK times at Misano, and only 5 seconds off MotoGP times. Mind-boggling! More than ever, it is the rider’s ability that is the limiting factor rather than the bike. This new Panigale is quite simply next level!

We had a tour of a facility paying tribute to the 916, still considered by many as the most beautiful sports motorcycle ever. It was brilliant to see the bikes that WSBK greats like Carl Fogarty, Troy Corser and Troy Bayliss dominated on. From there we met the engineer backing the Motorcross dirt bike project. The bikes look fantastic. Lupini is currently leading the Italian 450 Motocross class on one. Rather than just make crazy power, which Ducati is so capable of, they have focussed on competitive, usable power in a lightweight package. Suspension is Showa. By the middle of next year, we will see the beginning of a range of Ducati dirt bikes on dealers’ floors. It seems to be no-holds-barred with Ducati at the moment! We saw, but could not photograph or touch, some bikes customised by the factory to absolute works of two-wheeled art. Incredible! Needless to say not even selling a kidney would enable me to own such an eye-wateringly expensive beast!

Ducati merch was on sale (if you had the stomach for standing in a lengthy queue) and I am sure that they printed money! In addition, there were theme tents, like Travel and Adventure, Tech Village and so on, all paying homage to aspects of the Ducati brand. It was special just meandering around and ogling the bikes and their owners. Ducatisti come in all shapes and sizes. What impressed me was how many young riders are attracted to what is a premier brand. We need to get our act together and get a life! We live in a country with incredible weather and more than enough roads to really enjoy motorcycling. Bikes are affordable in that you can buy a real soul mover for less than the price of a boring little family car. Rather than being a two-car family, have a car and a bike. You will open a whole new world of pleasure for yourself. Don’t fall for the lie that it is so dangerous. I have ridden daily for over 50 years and have never had an altercation with a car. Do a riding course to acquire riding skills, and ride with good awareness and some restraint and much joy awaits. Italians embrace life in every way, and bikes, with Ducati in particular, are a huge part of that lifestyle.

An optional beach party was planned for the Friday evening. We were having dinner at an outdoor spot when a solid phalanx of Ducatis rolled past us on their way to the beach. The stream of bikes seemed endless. Riding four abreast, they thundered past for nigh on a full seven minutes. The official tally for attendees over the weekend was in the order of 94,000 Ducati fans. After dinner, Brian, Ian and I strolled down to the beachfront to watch the sunset, which in Italy at this time of year is around 8:30 PM. The sunset was spectacular, with the orange orb of the sun reddening the sky over the point where the ocean lapped gently onto the shoreline. There are no waves to speak of on this part of the Adriatic coastline. I was still feeling the effects of our first very long day of travel, so I took my leave, and went back to our hotel and into bed, so as to be bright-eyed and bushy-tailed on the morrow.

We thought that Friday was hectic at Misano until we experienced Saturday. We got stuck in a traffic jam of bikes entering the circuit. It was very entertaining watching enthusiasts of all shapes and sizes ride past on their Ducs. Interestingly, most Italians seem to be in good shape, with only the occasional rotund guy or girl. There were a fair number of ladies on their own bikes, and courtesy of the very warm weather, many were far from overdressed.

Italian ladies are certainly not hard on the eye! The circuit was absolutely jam-packed with bikes. The talk of the day was the Race of Champions, scheduled for the late afternoon. Ducati’s MotoGP, WSBK and British Superbike stars were going to go toe to toe on a ten-lap race around Misano. They would all be riding identical new Panigales with Akro pipes and slicks.

The teams representing the riders all had dedicated pits and from time to time their riders would put in an appearance to sign autographs. It was clear to me why Ducati contracted Marc Marques to their factory MotoGP team for 2025, despite Jorge Martin perhaps being more deserving of the factory ride based on performance. Marques and Bagnaia had by far the most supporters clamouring for their autographs. Fans literally stood for hours outside their race vans in the hope of a signature, or even just a glimpse, of their heroes. It was heart-warming to watch a young fan, sitting on his dad’s shoulders, shouting for Alex Marques’s attention. Alex motioned for the dad to pass the little mite to him, whereupon he plonked him down on his race bike. With the little fellow stretching to reach the handlebars, Alex took photos of him before returning the beaming boy to his dad. Alex comes across as a really nice guy.

Burly team members surround Bagnaia and Marques to stop exuberant fans from flattening them when they traverse any public space. Isn’t the world strange? You dream of their type of success, forgetting that you pay dearly for that fame in so many ways. The stars are, to a degree, owned by their fans. Alex and Marc went trackside to watch the stunt show, only to again be swamped by fans who had trackside access. They posed with fans taking selfies until they gave up spectating and returned to their pits and peace. It makes for a lonely existence amongst all the adulation.

The Race of Champions is a bit of a quandary for the participants. On the one hand, their egos are on display, and they are racers through and through. On the other hand, sensibility must prevail. The cost of suffering an injury in a race that actually counts for nothing in the big scheme of things should make it a bit of a procession, but that is not how these guys are wired. Iannone was on pole, with Bagnaia second, Nicolo Bulega third, and Marc Marques fourth.

Bagnaia assumed the lead off the line and held it to the end. Iannone slotted into second for the duration. The drama came unsurprisingly from Marc. Closing 1,4 seconds on third-placed Bulega on the last two laps saw him go for it on the brakes into the last corner, punting Bulega unceremoniously into the gravel, and sneaking onto the last podium position. It all made for quite a spectacle, with the real winner in my eyes being the superb new Panigale. We made our way, rather hot and bothered, back to our hotel for a welcome shower, before another extremely pleasant dinner at a typical Italian outdoor eatery. For us, World Ducati Week was over as we had to drive back to Bologna the next day for the first of our flights home. There was still a biggie to look forward to, however.

The Ducati factory on Borgo Panigale in Bologna is a facility steeped in the rich history of this magnificent Italian motorcycle. Fittingly, it houses the Ducati motorcycle museum. Ducati was founded on 4th July 1926 by Father Antonio and sons Adriano, Bruno and Marcello Ducati as Societa Scientifica Radiobrevetti Ducati, to produce radio components. Essentially bombed out of production during WWII, it was in 1950 that Ducati started building motorcycles. A 48 cc little chap with a 64 km/h top speed. From these humble beginnings grew the company that we know. Today Ducati is owned by Lamborghini, which in turn is owned by Audi. Follow up that family tree and you get to the Volkswagen Group. So perhaps in South Africa, Ducati has at last come home. Interestingly, all the vehicles produced by a manufacturer are measured for their carbon footprint in the strict EU environmental compliance regime. By pooling Ducati’s low emissions with the higher emissions of Lamborghinis, they lower the overall emissions to the extent that they pass without attracting hefty fines. That is a seriously clever business strategy. When you consider that the Volkswagen group owns Porsche, Bugatti and Bentley too, you start to understand what an absolutely massive motoring conglomerate it is.

Strolling through the Museum was such a pleasure. The museum was a little island of air-conditioned cool on a sweltering 42-degree Celsius Bologna day. The bikes on display plot the history of Ducati over the ages, to the dominant force which it is today. It also emphasises the role that their desmodromic valve system has played in the success of their past, as well as current engines. Bikes like Bruno Spaggiari’s Imola winning 750 Super Sport, Mike Hailwood’s Isle of Man winning Desmo and Pecco Bagnaia’s 2022 Championship-winning bike give you goosebumps. Seeing the clean lines of the Desmosedici to the intricate aero on the latest bikes is food for thought. The tech just marches on inexorably! The cockpit of a modern MotoGP bike is a hive of complexity. Launch control, ride height device actuators, thumb brake lever, mode buttons and more, it is mind-boggling.

And so, our amazing World Ducati Week experience drew to a close. I have given you an account, but I have no words to truly capture the excitement and raw passion that this iconic brand and its riders generate. We received red T-shirts emblazoned with the words – “We are the red family” – “All in One”…never a truer word was spoken! A huge shout out to Ducati and Volkswagen Group Africa, and in particular Gherardo, Thomas and Andile for making this a true trip of a lifetime. It is a memory that I will always truly treasure. I wish you the greatest success in your new South African Ducati venture. May it flourish and grow from strength to strength! As for you, dear reader, why not consider joining the Red Family? The next World Ducati Week is in 2026. Start saving now! Enjoy the photo gallery, it will convey the experience better than any words could ever do!

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I’ve written many times about the Isle of Man TT, enjoying the races without ever having had to risk my life in taking part. But isn’t that the lot of the journalist; those that can’t do it, talk about it? The Isle of Man, at Tourist Trophy time, is a mythical place, where the laws of physics are seemingly suspended in the name of sport. And, like most sports, much of the enjoyment for the spectator comes from a deep understanding of what is actually happening.

It’s tempting to think of any elite athlete as someone unapproachable, someone so beyond the knowledge of the average man in the street as to render them superheroes. They perform feats that the rest of us can only wonder at; what possible connection could the average man have with them? Haven’t they placed themselves on pedestals?

Of course, the truth is more prosaic. These are super-human athletes but, more often than not, they are simply ordinary human beings doing something extraordinary. For some reason, they have been gifted a skill that fate has placed them in a position to exploit but, underneath it all, they’re still ordinary men and women and nowhere does this hold more true than at the Isle of Man.

While there are winners, in the traditional sense, at the TT, there is an argument that says that it is heroic to simply take part, knowing that they will never stand on the top step of the podium or get anywhere close, despite being exposed to the same risks and dangers. They’re doing it because it’s there; because it fulfils a brining need inside them.

For those who might not know, South Africa has its own TT hero. He has been involved in motorcycle sports in his home country for many years, with not a little success but, increasingly, it is his exploits at the TT over the past eight years that have come to define his sporting career. Is he a superhero? On the outside, no.

AJ Venter is your average family man, runs a successful motorcycle workshop (Lekka Racing in Edenvale: 084 080 8237), and looks no different from you or me but, put him on a motorcycle at the TT and those hidden talents come to the fore. No, he’s never tasted the winner’s champagne but, over the course of eight years at the TT, he’s gotten faster and faster, culminating in a top-ten finish this year and a lap time well into the 126mph range. That’s not hanging around.

Not only that, but he’s now running his own bikes at the TT, rather than being content to buy a ride with an existing team. This not only increases the satisfaction and sense of control over your own destiny, but it also adds hugely to the stress; stress that has to be dealt with day-to-day and, often hour-to-hour, with the added stress of having to put it all out of your mind once the visor clicks shut, the flag drops and the road stretches out ahead of you and there are a whole new set of challenges awaiting you.

He’s an eloquent man, which is a euphemism for “he’ll talk the hind leg off a donkey”, especially about the TT. But it is a measure of the way he puts things that an hour in his company, talking about the TT, seems like a few minutes.

If we take the huge amount of work necessary to get the bikes built here in SA and then shipped over to the Isle of Man, complete with all the spares you think you might need, that is but a drop in the ocean compared to the work that lies ahead when practice week starts.

“The rules for the TT are that every bike has to compete three laps and the rider five laps,” he says. “You not only have to make the cut as a rider, which means being within 107% of the fastest times, but you have to complete three laps on each race bike you are entering – Superbike, Supersport and SuperTwin. If the weather or an accident cuts a session short, or you have a problem and you’re stuck out on the course, then you won’t have time to get back to the pits and get on the next bike. So you start running out of time to do three laps on the Superbike, three laps on the Supersport and also on the SuperTwin; that’s nine laps, but you’re only getting time to do two laps on each in the time available.” In short, it’s a constant battle, a chess game.

“What happens is that you have to start prioritising during each practice session; two laps on this bike and two on that, then tomorrow, two laps on the last bike. But then, some nights there are no sessions for a particular class so you have to qualify for that bike earlier in the week. That means, however, that one night’s practice might be cancelled due to weather so you lose a session. “We were struggling with the big bike (the Superbike BMW), but we knew that having run the Supersport and Supertwin at the North West 200 in Ireland (that precedes the TT), they were set up pretty well. We had engine issues but that happens. So I could concentrate on the big BMW.

“I did two untimed laps on the SuperTwin because I’ve never ridden that at the TT and then jumped onto the BMW and it nearly ripped my arms off; you’re going from a 100 horsepower bike to a 200 horsepower bike. I came in and I said to the guys, “I can’t ride this thing. It’s wheelying in fifth gear!”

“It’s not the first time I’ve ridden a Superbike, of course, but it’s that change of speed! I did 304km/h at the end of the straight. I contemplated that I was getting old; I can’t see, because your head is shaking so much you’re getting blurred vision. I’ve never had that, I thought that there was something wrong with me. Meanwhile, I just hadn’t ridden that fast for some time so I had to get my head up to speed because everything is coming past you so fast you have to recalibrate.”

“We did the first and second night’s practice and I came in and said to the guys,”‘this thing (the BMW) isn’t pulling. We have to figure out what it is.” Now, at home, where we built the bike, I can put it on my own Dyno and figure out what the problem is. At the TT, you’re in the paddock where there is a Dyno you can rent time on but it costs forty pounds per time for three runs. This revealed that we were 15 horsepower down and they gave us a list of things to check.”

“So, we did that and headed back to the Dyno. We had to make an appointment, which meant we had to wait three hours. Another forty quid and the problem still isn’t fixed so back to the drawing board we go and back to the Dyno; another forty quid. Now this is getting expensive and I can’t carry on paying that, so I have to go out to at least set a flying lap time, rather than a two-lap run, which is an out lap and an in lap, in order to qualify. I did 123.8 mph which put me 40th on the grid.”

“Now the problem with that is that there are a lot of riders in front of you and I’m catching them all over the lap but the TT isn’t an easy place to overtake and you can lose a lot of time. In the Superbike race, I did a lap at 126.4 mph; my ideal was 127.7 mph but I passed three people on that lap; they’re all in line astern, trying to pass each other as well so you really have to grit your teeth to get past them all in one movement without losing too much time.

“Then, in the Senior TT race, I had a problem with my front brake adjuster on the BMW, which meant I was losing time as I literally had no front brake and this was the first lap. I had to roll off to adjust it which meant I dropped to 43rd and I thought to myself you can either pull in or dig deep. Do you give up? What has it cost you to get here? So, I did two laps and came in for the pit stop and we duct-taped it into position and I put the hammer down and got back to 23rd by the end of the race.”

And that, ladies and gentlemen, is probably a thousandth of what he has to deal with during the two TT weeks!

Mechanical problems are never far away in road racing. “I blew the twin-engine at the North West and then it went again at the TT; there was a crack in the head at the North West. We sent it to Ryan Farquhar’s workshop to be re-built before the TT, did one lap’s practice at the TT, came into the pits and it was leaking oil from a crack in the casing near the oil filter. We had an hour to change the engine for the spare we’d run at the North West, which was still good but we were worried about mileage. It survived the first SuperTwin race and, thankfully, the second race was shortened and it survived that race as well.”

“It’s the nature of the TT; small things will always crop up to derail you. My friend Sam West had a back sprocket hub shear off. Went out the next night, and hit a pheasant which smashed the screen and the clocks. Went out the next night and did his clutch. Everyone hits problems and we all help each other out as much as we can. So, I’d rather my worst part of the TT was a brake adjuster – I aged about six years with fright but it realistically wasn’t that bad compared to other guys.”

One thing that I have always wondered about TT riders is how they manage their own expectations. They are racers and are used to entering races with a realistic expectation of winning. But, at the TT, is taking part and simply finishing enough, with no ambitions of a podium or a win?

“I think that in this day and age, to say you’re going to win the TT…phew! Realistically, it’s not going to happen, especially with the likes of Dunlop, Hickman and Harrison in the same race. For me taking part is one thing, finishing is another. My first TT, I had the opportunity to do it and I did it because I wanted to. I’m competitive and I like to do crazy things, in the sense of a challenge to yourself. The more I’m learning about the TT, the more I’m enjoying it and I set myself new goals each time and those goals revolve around simply going faster each year. “The TT is a challenge to yourself. To crack the top ten, you have to be doing a lap at 131 mph. That’s how competitive it is. For me, do I think I’m going to win a TT? Probably not. But every year you go with a new goal and because you have the little mess-ups, you’re always thinking, if I could only string a perfect lap together, I’ll go quicker. It keeps sucking you in.”

“Last year, I did a 125 mph lap but my ideal was 127 mph. This year I came intending to do a 127 mph lap and did a lap at 126 mph. I never thought I’d do a 125 mph lap but the fact is I’m comfortable and enjoying it, so the lap times are coming to me slowly.”

2013 was AJ’s first year at the TT and, apart from 2017 and the Covid-affected years, he’s been back every year.

“2019 was my turning point: I paid money to a team to ride their bikes and it cost me 4,000 pounds per lap – I did four laps. I broke down so much. That was the turning point when I decided to bring my own bikes and not rely on anyone else other than myself. But it took me so many years to learn that.”

Despite all this, many people think that he has only been going to the TT for two or three years and that is largely because his social media presence has increased in the two years he has been building his own bikes and taking them over. South Africans are waking up to the fact that there is a South African rider not only competing but knocking on the door of the top ten and this, in turn, is boosting the numbers of South Africans visiting the TT simply because they are more aware of it.

“I take guys around the course in a van when they visit and they always ask if they can pay me for the privilege but I say, no, don’t pay me; go back to South Africa and tell people about the TT because the more South Africans come to the TT, the better it is for me for marketing purposes, to get sponsorship; I’ll be marketing SA brands to SA spectators.”

If mechanical gremlins are part and parcel of the TT, then so are financial headaches. Competitors can only get to the TT with a lot of financial backing but, unfortunately, what has been promised doesn’t always come through; not for any underhand reasons, you understand, but business fortunes fluctuate so wildly that you can get caught in the crossfire.

Such was the case with one of AJ’s sponsors. The company lost a big contract which meant that a lot of staff had to be let go. In light of that, spending a large chunk of money on something as frivolous as sending one man halfway around the world to race a motorcycle really wasn’t the right thing to do. And this was at the very last minute before the bikes were due to be shipped from Johannesburg to the Isle of Man.

As is often the case, the shortfall was just about met by other small sponsors but bankruptcy was never far away and AJ was robbing Peter to pay Paul, as well as spending what he didn’t yet have but which had been promised, only for it to never turn up in his bank account.

“When I left to go the North West 200, I had R80,000, and we’re talking a R500,000 exercise. A friend had booked accommodation in Ireland but, a week before the races, he had to start treatment for a medical issue, so he cancelled his trip and the accommodation. So I had nowhere to stay for a week and a half in Ireland; never been there before. So I spent the whole week bouncing between the caravans and tents of friends, trying desperately to save money that I really didn’t have. By the end of the North West 200, my tyre bill was 1,900 pounds. I had 2,000 pounds on me. That’s how tight it was. Then I went to France to work for a week to make a bit of money to get me to the TT.”

It’s these kinds of things that have perhaps prevented AJ from performing better at the TT; “The reason we had a problem with the throttle on the BMW is that we only got the hardware at the last minute because we didn’t have the money to buy it early. If we could build a bike and finish it early and test it, then these problems would be discovered before I’m about to leave the paddock for the first practice, which is often the first time I’ve seen the bike! I’ve been so busy in the months leading up to the TT, that the first time I see the bike that has been built in my own workshop, is when it is uncrated in the TT paddock!”

With that in mind, AJ’s achievements at TT 2024, including a top ten finish, are nothing short of miraculous and such achievements are being repeated up and down the paddock, away from the superstars that will make up the podium finishers, among the journeymen racers who are doing it for the love of the sport.

And 2025? At one point, AJ was doubtful of the wisdom of heading back to the TT, with all the commitment required and financial stresses. But his showing in the North West 200 brought him to the attention of an Irish team, who said that the coverage AJ was getting was making it easier for them to raise sponsorship to make AJ’s road to the TT easier. This is the crunch; it has taken AJ eight years at the TT to get noticed and it’s now starting to pay off, so why throw in the towel just as this year’s results are helping his cause? In short, he’s not going to get away with not going again!

If time allowed, we could chat to AJ for hours and none of it would be wasted time and certainly none of it would be repetitious. If AJ Venter lives and breathes motorcycles and racing, then it is almost certain that, by this time, he has the TT in his blood, and talking to him about it is another fascinating facet of the TT as a whole; an event that involves a million stories of personal achievement to go alongside the stories of glory involving some of the most famous names in the sport across the ages.

AJ will be back at the TT in 2025 and we urge all of you to follow him on his social media pages (Facebook/Instagram) and start making plans to get there in person to support him. You won’t regret it.

For more information visit – www.lekka-racing.co.za

It was great to get back to the action after just shy of a month off, although when most of the talk revolves around the retro liveries worn by the bikes in celebration of 75 years of the Grand Prix World Championship, then perhaps the lustre of the early races has worn off a little.

It’s hard to put a finger on, but it seems as though there is a bit more tension in the MotoGP paddock now than there was a couple of months ago. Maybe it has something to do with the continuing fallout over who will be riding the factory Ducati in 2025, with Enea Bastiannini wondering what Ducati was thinking when it passed over both himself and Jorge Martin – the pair finishing first and second in both Sprint and Main races in Britain – for the second factory seat in favour of Marc Marquez – a DNF and a fourth place. You have to say, he does have a point.

Of course, it could also have something to do with the title battle between Bagnaia and Martin, the lead swinging this way and that, with unforced errors and below-par performances blighting both riders at different times. Martin, far from being at ease now he has 2025 and beyond settled, seems to have a point to prove to Ducati in retribution for passing him over, but that means he might not be riding with the same fluid abandon that marked his early races.

Bagnaia is his usual unflustered self but, then again, he has nothing to prove, apart from maybe retaining the title for the third year in a row. Bastiannini, if he can get a handle on his qualifying performance and put himself in a better position at the beginning of a race, could easily bring himself to the picture over the next few races. It could turn out to be a thrilling run to the championship flag in ten races’ time.

Back to Silverstone and the 75th Anniversary celebrations. All the teams adopted a retro livery for the Main race, the most spectacular being Aprilia’s all-black, Max Biaggi-250cc titles paint and sponsor decal job and the least impressive Ducati’s lacklustre recreation of the 2003 GP3. All the other bikes were painted to greater or lesser effect but it was the sight of the inaugural title-winning 1949 AJS ‘Porcupine’ standing at the head of the grid before the off that was a startling reminder of how far racing machinery has come since those first faltering steps in the immediate post-war years.

Yet again, it was a tyre-driven race. Ducati’s GP24 is so dominant because it makes the most of the Michelin rear tyre, finding the fine balance between being able to use all the available grip during braking, corner entry, mid-corner and exit and overusing the tyre to the point where it degrades too quickly. Then factor in Bastiannini’s ability to manage rear tyre wear in the first half of races by relying heavily on the front tyre when turning, giving him a rear tyre advantage in the second half and you have the recipe for his stunning weekend.

Then there was the issue of front tyre temperature. When following Bagnaia in the early stages, Martin’s front tyre was perfect but when he was running in clean air after overtaking Bagnaia, the temperature dropped and cost him ultimate grip, which is why he eventually ran slightly wide and allowed Bastiannini to overtake. The same happened to Marc Marquez in the Sprint race: fine when following, too cold when in on his own and down he went.

Another controversy that has been brewing for a while is the way that riders leaving the pits for their final time attack in qualifying will dawdle around, waiting for a fast rider – usually Bagnaia or, perhaps, Espargaro – to give them a tow. It’s frankly ridiculous considering the quality of rider we are talking about in MotoGP today but it’s been something that has blighted racing for a while. It might be understandable in Moto3, but MotoGP?

Several riders were vocal about it post-race, Bagnaia and Espargaro unsurprisingly leading the conversation and you have to sympathise. But what is the answer?

There is the Superpole system, used in World Superbikes, whereby each rider goes out on his own to set a time. “Too boring”, says Marquez. You could also go back to a full hour of qualifying but there is no doubt that the 15-minute session format has proved to be extremely exciting so there is little incentive to ditch it.

The only other alternative is to implement minimum sector times to prevent riders from slowing dramatically waiting for a tow, with harsh penalties for anyone who fails to complete any sector in the minimum time.

Something clearly has to be done about it as, besides the fact that it looks bad, it can also be dangerous when a rider on a full-bore fast lap comes round a corner to find a rider going slowly right in front of him, as happened with Marquez and Bradl in Germany. That only led to a grid penalty but it could have been much worse.

You have to feel sorry for Brad Binder; a strong fourth place in the Sprint but, no sooner had the Main race started, than he was frantically waving his arm to tell riders accelerating off the line that he was slowing and would not complete a single lap. A clutch issue was blamed but it was tough luck for the local hero.

Despite Binder’s fourth place in the Sprint, Pedro Acosta, who finished ninth in the Main race as the first KTM home claimed that Silverstone was never going to be one of KTM’s strongest tracks, their bike working better at tracks with hard braking and tight corners, not the wide open sweeping corners of Silverstone.

The problem with that is that Ducati and Aprilia seem to work well everywhere so until KTM can do the same, they won’t be challenging for titles.

Austria is up next, a track that should suit the KTMs. Let’s wait and see…

The Red Bull KTM motocross team had an outstanding performance at the fifth round of the season held at the iconic Thunder Valley motocross track. Cameron Durow, Luke Grundy, and Trey Cox represented the team with great efforts across various classes, making it a memorable event for the team and fans alike.

Cameron Durow has been a force to be reckoned with this season, dominating both the MX1 and MX2 classes all year round. As Thunder Valley is his home National, he once again proved his skills by taking an impressive 4 for 4 in both classes, continuing his unbeaten streak. Competing in the US has evidently paid off for Durow, who expressed his delight after the race.

“It’s been an incredible season so far and the day was real exciting racing on my home turf,” said Durow. “Thunder Valley is a challenging track and the track was a bit different this weekend, but the competition and experience I’ve gained in the US has really helped me step up my game. I’m thrilled with the results and looking forward to keeping this momentum going.”

Luke Grundy, another standout performer in the MX2 class, celebrated a milestone achievement with his first-ever P1 finish in qualifying. Grundy managed to secure second place in both heats on the day, leaving him happy but not yet truly satisfied until he claims the top step.

“Getting my first P1 in the MX2 class is a real big accomplishment for me,” said Grundy. “The competition was fierce, and the track was tough, but I pushed through and stayed focused. This is just the beginning, and I’m excited for what’s to come.”

Trey Cox, who was also racing on his home turf, and recently travelled abroad to Europe to compete there, faced some challenges during the race. Despite a few bad starts and a crash in the first heat, Cox recovered and ultimately secured second overall for the day.

“It wasn’t my best day behind the bars, I’ve been feeling a bit sick after coming back from Europe. I felt fast but not fast enough to push to my maximum for that first place but I’m proud of how I managed to recover and still finish strong,” said Cox. “I qualified P1 at the start of the day and it all just turned around from there crashing in my first heat. Racing at this level is always a learning experience, and I’m taking everything in stride as I continue to improve. Luckily, I didn’t lose any valuable points and I am still in the run and looking forward to Cape Town.”

“We are extremely proud of the entire team’s performance this weekend,” said Kerim Fitz-Gerald, Red Bull KTM Team Manager. “Cameron’s dominance in both classes, Luke’s fighting spirit and achievement, and Trey’s ability to push through despite the challenges all speak to the hard work and commitment of our riders. We’re excited to see what the rest of the season holds and are confident in our continued success.”

The Husqvarna Racing team faced a day of mixed fortunes at the fifth round of the season at Thunder Valley in Pietermaritzburg. Despite various challenges, riders Davin Cocker and Barend du Toit demonstrated fighting spirits in their respective classes.

Davin Cocker, competing in the MX1 class, took second place in the first heat. In the second heat, a crash at the start forced him to fight back from the back of the pack, where he managed to secure fourth place, resulting in an overall third for the day.

“It was a tough race, especially after the crash in the second heat,” said Davin Cocker. “I had to dig deep and push hard fighting my way back. I’m happy with a third overall, but I know there’s room for improvement. I’m looking forward to the next race.”

Barend du Toit, racing in the MX2 class, faced a challenging day despite a promising start with good qualifying. In the first heat, an unfortunate incident saw him go over the handlebars after hitting a kicker, resulting in a minor shoulder injury. Nevertheless, he came back strong and ready for the next race. In the second heat, mechanical issues with his seat hampered his performance, and he ultimately finished with a P7 for the day.

“Today didn’t go as planned,” said Barend du Toit. “The crash in the first heat and the seat issue in the second heat made it tough. However, I’m happy to walk away healthy and will focus on coming back stronger in the next round.”

“It was a challenging day for our team, but both Davin and Barend handled the adversity with professionalism,” said Kerim Fitz-Gerald, Husqvarna Racing Team Manager. “Davin’s recovery in the second heat was impressive, and Barend’s ability to push through despite the setbacks is commendable. We’re proud of their efforts and look forward to the next race. Husqvarna Racing remains committed to excellence and will continue to strive for top results as the season progresses.”

On a glorious 28°C Thursday morning in the Lowveld we saddled up at The Vine in Pilgrim’s Rest. In less than 500 metres we were into the first dirt of the day. I was riding the all-new F 900 GS, a tall rakish beast resplendent in São Paulo Yellow, which looked like 120 km/h standing still. The looks did not deceive. My mojo was strong and short before long I was blasting down dirt highways and middelmannetjie tracks, lighting up the rear wheel just because it was so addictive, leaving billowing vortices of dust in my wake. Full of fuel, the F 900 GS weighs a mere 219 kg, translating into exceptional agility and precise handling even on the roughest tracks. The mountainous landscapes south of Pilgrim’s are dirt bike heaven, crisscrossed by tracks that wind through dense plantations and across open savannahs, exactly the terrain the ‘900 GS’ was designed to conquer.

My partner in crime on this ride was Donovan Fourie, TV presenter from The Bike Show, despite having a face for radio. Donovan was riding the all-new R 1300 GS. Where the tracks were wide enough we howled along side by side revelling in the thrill and the challenge that high-speed offroad riding always delivers. Half an hour into the ride we stopped to gaze in wonder upon a scene of astonishing natural beauty. A sheer cliff pitted with deep caves loomed above the road. We were surrounded by enormous pine trees and indigenous forest giants which created a twilight zone beneath the leafy canopy which towered above us. And that’s the reason why we’re so obsessed with big dual-purpose bikes. They take us to places that mere mortals will never see.

On the previous day, Wednesday morning, eight journalists assembled at Kruger Mpumalanga International Airport for the launch of the 2024 GS models. Our host for the next two days was Shaun Willis, Head of BMW Motorrad, South Africa. In his opening remarks, Shaun was very clear that his primary objective was to grow BMW’s market share. He spoke enthusiastically about the new 900 GS and the ‘1300 GS’ which are viewed by BMW as Conquest Motorcycles, bikes intended to entice riders away from other brands.

The <1000 cc dual-purpose market is hotly contested by all the major brands: KTM 890, Yamaha Ténéré 700, Triumph Tiger 900, Suzuki V-Strom 800, Ducati 950 Desert X, Honda 750 TransAlp, Husqvarna Norden 901. For the first six months of 2024, BMW leads the 500 cc to 900 cc segment with a very respectable market share of 22.5%. KTM is in second place with 20,2% but Motorrad is hungry for more and that’s where the F 900 GS plays a pivotal role. In the >950 cc segment BMW dominates the South African market with an unparalleled share of 56.4% for the first six months of 2024. The new R 1300 GS is key to maintaining BMW’s ascendancy and sets the bar for the domination the F 900 GS is expected to deliver.

The F 900 GS is an all-new motorcycle. The new DOHC, 8-valve, liquid-cooled, parallel twin engine displaces 895 cc and delivers 77 kW of power and 93 Nm of torque. The big difference, which has already been mentioned, is that the 900 weighs just 219 kg fully fuelled. That’s 14 kg less than its predecessor the F 850 GS and makes a huge difference, especially on dirt. The up and down quick shifter is intuitive to use and selecting the correct gear in tricky situations is easy. The 900 has had a complete cosmetic makeover which includes an enduro saddle, new plastics, a 14.5 litre plastic fuel tank, a redesigned headlight, 21” front and 17” rear wheels, and an Akrapovič sport muffler as standard equipment. Front brakes are dual Brembo two-piston calipers, 305 mm discs with BMW ABS Pro.

The dynamics electronics package has four modes; Rain, Road, Dynamic for 10/10ths tar riding and Enduro for full tilt dirt riding. But wait, there’s more! The entire GS range comes with 5-year warranties. This is unheard of for dual-purpose machines and differentiates BMWs from the competition in an unprecedented manner. There are many good reasons why the F 900 GS is flying off showroom floors, not least because 2024 marks the year in which BMW got serious about the midrange dual-purpose market. The standard F 900 GS is competitively priced from R242,900.

After the riders’ briefing, we divided into two groups. I was in the group riding tar and took the F 800 GS for the first section of the ride. The 800 is an entry-level bike intended to provide new riders with a non-intimidating, easily manageable introduction to biking. The F 800 GS achieves this goal in two primary ways. Firstly, the seat height is adjustable between 760 mm and 845 mm. For shorter riders, and especially for female riders, seat height is a major consideration. Feet flat on the ground at a standstill is a major confidence booster and overcomes the anxiety and stress of trying to balance the bike on tiptoes.

Secondly, despite the F 800 GS having the same engine displacement as the F 900 GS, 895 cc, it delivers less power, 64 kW vs 77 kW, and less torque, 91 Nm vs 93 Nm. Less power means that new riders are less likely to give themselves big eyes. But having said that the 800 likes to have its ear tweaked and responds with alacrity to spirited riding. I always thought that the single-cylinder BMW F 650 GS range was a little underpowered and that new riders would soon outgrow the 650s. The opposite is true for the F 800 GS. This is a bike which can be ridden conservatively for a while and as the rider’s skill and assurance increase the 800 is a bike that the rider will grow into while not easily reaching the limits of its performance. Part of the BMW strategy is to grow the market and to attract new riders into the family of bikers. The F 800 GS is a key element of that strategy and, I think, is going to sell like cornflakes.

Aldo van der Walt was our guide and led us from the airport to White River and then towards Hazyview. We turned left to Kiepersol and soon joined the R536, at the start of the legendary “22”. We regrouped and swapped bikes. Donovan took the F 800 GS and I grabbed the F 900 GS Adventure. To prove my point about the 800 liking its ear tweaked Donovan buggered off at speed and I had to ride like a madman with his hair on fire to catch him. In his youth Donovan was a Battle Of The Twins winner and had we been on identical bikes he would have run away from me. With the power advantage of the 900 I hung onto his tail like a flying leech, revelling in the precision and surefootedness of the 900, its excellent brakes and silky gearbox.

When we stopped at The Woodsman in Sabie we looked for chicken strips on the tyres and unsurprisingly there were none. From Sabie, up Long Tom Pass to Misty Mountain Lodge it was more of the same bad craziness. The F 900 GS Adventure is a highly desirable machine which I think has a fairly narrow target market. Serious off-road riders will likely opt for the standard 900. Full of fuel, 23 litres, the Adventure weighs 246 kg which places it squarely in the heavyweight category. The Adventure is in its element on tar. With its broad spread of power, it will cruise all day at >160 km/h with the odd foray up to 200 km/h and beyond but it has the undoubted capability to tackle dirt when opportunity knocks. I’m looking forward to taking the Motorrad demo on a journey of exploration soon. I’ll ride long distance on tar and I’m really looking forward to turning off onto the dirt to find places I’ve never visited before.

After lunch at Misty Mountain, we swapped bikes again. The Light White R 1300 GS was waiting for me and with great anticipation I slung my leg over the 1300 for the very first time. My R 1250 GS Adventure is the seventh GS I have owned but there’s never been as much hype about a new GS as there has been for the 1300. The BMW Motorrad wizards have emptied their bags of mechanical and electronic magic to create a motorcycle that sets a new standard for the dual-purpose category. Power has increased from 100 kW to 107 kW, torque from 143 Nm to 149 Nm and here’s the biggie, fully fuelled the 1300 weighs 237 kg, 12 kg less than the 1250. The differences between the 1250 and the 1300 may seem incremental at first glance but in fact, they are a quantum leap and yield significant performance enhancements on the road and in the dirt.

On Long Tom Pass towards Lydenburg, the R 1300 GS was a revelation. It’s a terrible cliché to talk about the synchronicity of man and machine but the unbridled power and nimble handling of the GS made it so easy to ride that I left the others behind as I blitzed up to the Mauchsberg summit of the pass and spanked down the mountain to Lydenburg. I’ve ridden that road many, many times but never as fast as I did on this golden afternoon. I felt that I couldn’t put a foot wrong and if I overcooked it into a tight downhill corner the GS would see me through. There was an intuitive connection between me and the bike. There just was. Ride the new R 1300 GS yourself and you’ll understand what I’m rabbiting on about.

From Lydenburg, we followed the R36 north towards Ohrigstad. That road is a bloody disgrace, scarred by hundreds of killer potholes. Fortunately, a local farmer did everyone a service by painting broad white lines around every pothole so that at least they are visible and you can dodge them.

28 km from Lydenburg we hooked a right and rode east towards Robber’s Pass. Robber’s never sleeps; it waits. Robber’s has been the ruin of many a poor boy. The gently winding road to the foot of the pass runs across grassy plains and can lull a rider into thinking this is an easy ride. Then reality bites. After dozens of easy sweepers, there’s a ‘baastid’ diminishing radius left-hand corner that has taken many riders by surprise. If you run in too hot you’ll be lucky to emerge with big eyes and a tight sphincter. If you’re not so lucky you’re definitely going to go farming. With these sobering thoughts in mind, we all took it easy over the pass. The tarmac is in good condition but every piece of Armco has been demolished and many corners a strewn with loose gravel. I love riding Robber’s, it’s a vat-nie-kak-nie road. We regrouped at The Vine in Pilgrim’s Rest and as the sun set we raced up and over the mountain to Graskop our bivouac for the night.

We checked into the uber-swanky Angel’s View Hotel perched on the edge of the escarpment. The views over the Lowveld give truth to the hotel’s name. It’s a special place if you can afford the tariffs. That evening we ate in a private dining room at a long linen-covered table set with fine china, silverware and candelabra. I think the Motorrad organisers must have decided that bikers are apex carnivores because the selection of meats was a bit overwhelming. We gorged on fish, chicken, lamb chops, pork fillets, T bone steaks and succulent boerewors. It was a fleisch fiesta.

Overnight the team of Motorrad elves washed and prepared the fleet of motorcycles so that when I strolled to the parking lot on Thursday morning there was an array of sparkling bikes to choose from. I staked my claim to the yellow F 900 GS by hanging my helmet and gloves on the mirrors and pocketing the key. After breakfast, we rode back over the mountain to Pilgrim’s Rest and regrouped at The Vine which is where this story began.

After our first dirt section of the day it was time to swap bikes again. I relinquished the 900 and took the Triple Black R 1300 GS as my ride for the rest of the day. Our guide for the dirt routes was my connecko Johan du Plessis, a Country Trax instructor. He led us for the next few kilometres until we hit the R532 and rode to Sabie on tar. There’s a brilliant track that runs from Sabie up the mountain to Misty Mountain Lodge. In essence, it’s the equivalent of riding Long Tom Pass in the dirt. On the way to the foot of the mountain, we traversed landscapes of haunting, ethereal beauty. We rode through forests and plantations littered with thick layers of fallen leaves, alongside swiftly flowing streams hemmed with banks of emerald riparian grasses. Time was on our side and we stopped often for photos and to imbibe the spirit of the place known only to bikers in the wild. The ride up the mountain to Long Tom Pass was steep and rocky and covered in fesh-fesh. The GS floated up the tricky bits trivialising the rough stuff. I’ve seldom felt so invulnerable and bulletproof on a bike but that was the confidence that the GS instilled in me. What a machine!

Some technical info: The redesigned engine features BMW’s ShiftCam technology, which optimizes valve timing and valve lift for improved performance across the rev range. The chassis of the R 1300 GS has been re-engineered for better handling and agility. The frame is lighter yet stronger, contributing to the bike’s reduced overall weight. This weight reduction, combined with a lower centre of gravity, enhances the bike’s manoeuvrability and stability, especially on challenging terrain. The suspension system is the latest iteration of BMW’s Telelever front and Paralever rear suspension which has been fine-tuned to provide exceptional ride comfort and handling precision.

One of the standout features of the 2024 R 1300 GS is its advanced electronics package. The bike is equipped with a full-colour 18 cm TFT display that provides all essential information at a glance. The display is easily readable in all lighting conditions and is controlled via the multi-controller on the handlebar. Riding modes include Road, Rain, Dynamic, and Enduro. Each mode adjusts the throttle response, ABS, traction control, and suspension settings to optimize performance.

Safety and convenience are enhanced by the inclusion of Adaptive Cruise Control, which maintains a safe distance from the vehicle ahead, and Blind Spot Detection, which alerts the rider to vehicles approaching from behind. Ergonomically, the R 1300 GS offers adjustable seating positions and handlebar settings to accommodate a wide range of riders and the new windscreen design provides better wind protection. The bike features the distinctive LED Matrix headlight and all-around LED lighting which ensures excellent visibility and enhances its modern aesthetic. And there you have it; cutting-edge technology, superior engineering, and superb design combine to create a motorcycle that excels in performance, comfort, and versatility. The R 1300 GS is priced from R355,410.

Johan had planned more dirt routes but we were running out of time and there were flights to catch that afternoon. Donovan and I hooked up again. We were both riding 1300s and it was inevitable that the ride back to the airport would turn into a flatstick dice. We sprinted down the pass to Sabie and then rode the ever-alluring R537 to White River. That road is a 200 km/h playground characterised by fast, flowing, come-to-glory sweepers where you hang off the bike for what seems like ages but is probably only seconds. It’s an incomparable adrenaline rush and it was a fine conclusion to two days of unforgettable riding. And that’s the versatility of the GS. Fesh-fesh for breakfast, balls to the wall tar for afternoon tea. I’m pretty sure I’m about to buy my eighth GS. I’m just waiting for the 2024 BMW R 1300 GS Adventure to arrive.

2024 BMW GS Range

For more information on the bikes featured in this article, click on the links below…

2024

BMW F 900 GS Adventure

Pricing From R250,300 (RRP)

Brand: BMW Motorrad

2024

BMW F 800 GS

Pricing From R231,700 (RRP)

Brand: BMW Motorrad

2024

BMW F 900 GS

Pricing From R253,450 (RRP)

Brand: BMW Motorrad

2024

BMW R 1300 GS

Pricing From R377,750 (RRP)

Brand: BMW Motorrad

Stand a chance of winning an all-expenses-paid trip for you and a mate to the 2024 Motocross of Nations at Matterley Basin in the UK.

LW Mag and Monster Energy are excited to announce Season 3 of the Monster Energy Triple Threat online Dirt Bike video competition, in association with Leatt and Motul.

Calling all Dirt Bike Riders – beginner to pro level. No matter your discipline (Motocross, Enduro, Freestyle, PitBikes and Freeride) if you ride a Dirt Bike, we invite you to enter the Monster Energy Triple Threat online video competition. Entries close on 31 August 2024.

Incredible prizes are up for grabs…

• Every entry stands a chance of winning the GRAND PRIZE of an all-expenses-paid trip for you and a mate to the 2024 Motocross of Nations at Matterley Basin in the UK
• The PRO DIVISION winner will take home R20 000 in cash, and AMATEUR DIVISION winners (1st, 2nd and 3rd places) will be kitted out with Leatt Ride Kit
• There will also be weekly spot prizes from Motul

Entrants have the opportunity to choose from a list of Skill Categories that suit their riding style, head out to their favourite riding spots and get their video footage. Both Smartphone footage and professionally shot footage will be accepted. It’s the riding, attempts and fun times we’re looking for.

Skill Categories Include:

• Wheelie (We want to see that back wheel action)
• Stoppie / Nose Wheelie (We want to see that front wheel action)
• Enduro (Rock climbs, technical lines, you name it – we want to see it)
• Cornering (Bar drag, roost, speed, style, creativity, etc.)
• Jump (Any jump, big or small, send us your airtime)
• Whip (Turn up, turn down, old school or new school – we love us some whips)
• Trick (For the Freestyle / Freeride riders – any trick in the book counts)
• Speed (We’re looking for that raw, flat-out speed)

Each entry must include either – three of the Skill Categories – or three versions of one Skill Category – or two of one Skill Category and one of another (Triple Threat).

For example:

Entry option 1: Video footage of a Wheelie, Trick and Jump (three Skill Categories).
Entry option 2: Video footage of three different Wheelies (one Skill Category – three times).
Entry option 3: Video footage of two different Wheelies and footage of one Technical Line (two of one Skill Category, and one of another).

Visit the official Monster Energy Triple Threat website for full details and updates: www.lwmag.co.za

To enter your video submissions please send the raw footage, preferably in landscape format, to [email protected] via WeTransfer. Include your full name and contact details, and if you are entering the Pro or Amateur division.

With each year that rolls by, it gives us another opportunity to give back to our local communities, and what better way to do so, than by riding our motorcycle to those who are in desperate need of support, sharing a warm embrace and helping make a difference for the next generation. The ride that allows us motorcyclists to give back in such a heart-warming way is the “Mandela Day Charity Run”.

This year the Soweto Motorbike School – in association with Linex Sandton – organised another fantastic charity ride to support the Khayelihle Children’s Home in Pimville, Soweto.

Since its early inception in 2010, this ride has gone from strength to strength and has given many communities hope, whilst inspiring change. The front runners behind this amazing empowerment are the bikers and sponsors—the ones who give their ’67 minutes’—reflecting on Mandela’s own 67 years of activism.

And so it was, on Saturday 20th July, this great cause brought together 100s of caring bikers to Linex Sandton in Woodmead, where we congregated as a band of brothers and sisters, connecting over coffee, as motivational words of wisdom were sent out before the ride.

The organisers, sponsors and riders managed to collectively raise funds and donations for the charity. After loading up the Yamaha van with food, clothing and warm blankets, we headed out as a mass group of bikers to the Khayelihle Children’s Home in Pimville, Soweto.

The ride was well orchestrated by a team of very talented marshals from Soweto Motorbike School who were assisted by the JMPD.

Why are motorcycles and bikers involved in this initiative? Well, motorcycles for bikers and for many people in the communities resemble freedom and as the great man Nelson Mandela once said: “For to be free is not merely to cast off one’s chains, but to live in a way that respects and enhances the freedom of others.” It’s just amazing how the rumbling sounds coming from hundreds of motorcycle motors and loud exhaust pipes can inspire hope in the hearts of the hopeless.

Alfred Matamelo Brand Ambassador of Yamaha South Africa and owner of Soweto Motorbike School had this to say:

“We motorcyclists are a special bunch, regardless of colour or gender, we are so unique and our friendships are so solid that we consider ourselves as family. These days bikers are all united and are focused on charity work and as I always say, we bikers are like angels without wings but with motorcycles instead. It is a biking culture to give and with all that Mandela has done for us South Africans we try to keep his legacy alive by following in his footsteps with this annual Mandela Day Charity Run”, said Alfred Matemelo.

It’s during days like these when giving back, showing face and revving engines can rev those hearts that are in such need. If you missed out on this year’s ride, make sure to schedule the Mandela Day Ride in your calendar for next year.

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Red Bull athlete Wade Young recently triumphed at the Xross Hard Enduro Rally, the third round of the FIM Hard Enduro World Championship. With a relentless drive and unparalleled talents, Young navigated the gruelling terrain to secure a well-deserved victory, showcasing his exceptional athleticism. This win sets a high benchmark for his upcoming participation in the prestigious Red Bull Romaniacs event, where he is expected to deliver another outstanding performance.

Congratulations on your victory at the Xross Hard Enduro Rally! This achievement has propelled you to the top of the overall championship standings. What does it mean to you personally and professionally?

“It feels great being the leader of the World Championship, but I’m not too focused on where I am in the standings. My goals never change. I’m still focused on every race I enter to do my very best, prepare as best as I can, and just keep that mindset in every race.”

The temperatures soared above 30 degrees during the race. How did you prepare for and cope with such extreme conditions?

“Day two, in particular, was super hot and a very tough day. We spent probably an hour in a valley that was super hot in the middle of the day. The track was ‘obviously’ difficult, but the weather made it that much harder. But I think being from South Africa, we adapt a little bit better than the European riders with the heat.”

Entering the final day with a substantial lead, what was your strategy to maintain that advantage despite the fierce competition from Teodor Kabakchiev?

“My plan was just to push a good pace, a pace that I could carry all the way to the end of the day. We had already had two hard days before that, so my body was a bit tired. But I pushed as hard as I could on the last day.”

With the next round of the FIM Hard Enduro World Championship at Red Bull Romaniacs approaching, how are you preparing for this upcoming challenge?

“I am doing as much training as I can but I also don’t want to burn myself out. I have been doing quite a bit of cycling, a bit of gym work, and then just working on small things that I think I can improve and do better. I have added more hours to my training, as Romaniacs is a very long race. It’s a five-day race, and I think this year, from what I’ve heard, is going to be super challenging.”

As Young prepares for the forthcoming Red Bull Romaniacs, his success at the Xross Hard Enduro Rally serves as a testament to his dedication and abilities in the world of hard enduro racing. His ability to consistently perform at the highest level underscores his status as one of the sport’s elite athletes. Fans and competitors alike eagerly anticipate Young’s participation in the next event, confident that he will continue to push the boundaries and inspire with his remarkable achievements.

Ducati and V-Twin engines have, for so many years, been indivisible and even the arrival of the V4 in the Panigale has done little to break that bond.

For many years, the V-Twins were two-valve per cylinder affairs but all that changed over thirty years ago when the factory made a belated change to four-valves in each cylinder head. Then, in 2011, the Superquadro engine appeared, featuring not only four valves per cylinder and desmodromic valve actuation, but also gear and chain-driven double overhead camshafts in place of the belt drive of earlier models.

The first Superquadro engine was created for the 1199 Panigale, the name deriving from the square cylinder dimensions, and has powered other iconic models such as the 898, 955 and 1299 Panigale.

Now, however, it seems as if the days of the Superquadro engine are numbered with the announcement of a collectable Panigale V2 Superquadro Final Edition, of which 555 will be manufactured. The engine will be the 955cc version, producing 155 horsepower and 104Nm.

Features unique to the Final Edition model are as follows:

• Dedicated Superquadro tribute livery
• Billet aluminium triple clamp with production number plate
• Dedicated rider seat
• Lots of carbon fibre
• Sports grips
• Machined from solid billet adjustable footrests
• GPS module
• Race Kit enabling removal of licence plate and mirrors
• Dedicated motorcycle cover
• Certificate of Authenticity

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The expected arrival date in dealerships is October 2024. For more information, contact Ducati South Africa on 012 756 0600

Hero MotoSports Team Rally, the motorsport team of the world’s largest manufacturer of motorcycles and scooters – Hero MotoCorp, completed the 2024 edition of Desafio Ruta 40 with a top-5 result. Hero’s factory rider Ross Branch put up a strong light and finished well in the 5th overall position. Sebastian Buhler finished close behind him in the 7th place, and Nacho Cornejo made it to the 9th position in the Rally GP class standings.

This was the 12th edition of the Desafio Ruta 40, and Team Hero’s second appearance at the race so far. Clocking over 3100 km through some of the most challenging terrains of Central Argentina, the rally also encountered added trials due to the harsh winter in the region. Starting on June 1st in Córdoba – a popular motorsports destination – the rally moved across the different provinces of San Juan and La Rioja, before finally returning to the start city a week later. The race was quite challenging – laid with long liaisons, tough stages through a wide mix of terrains, and puzzling navigation.

At this fourth and penultimate round of the World Rally Raid Championship (W2RC) 2024, the pace among the top competitors was also exceptionally high, as each attempted their best to gather maximum points from this round. Team Hero entered the race with the main goal of defending their World Championship lead titles. With a strong 5th place finish at DR40, Hero pilot Ross Branch has retained his leadership for the 3rd consecutive round this season – now with a 9-point margin over the nearest competitor.

The final stage of the Desafio Ruta 40, 2024 was a 519 km long ride from La Rioja to Córdoba, of which 218 km were timed. Continuing the trend from the week, broken pistes and fast WRC-type tracks also featured on this route. Ross Branch and Sebastian Buhler showed exceptional resilience throughout the week, fighting strongly against the tight competition. On 3 days, the duo were leading the Stages for considerable lengths and finished with solid timings just outside the podium.

Nacho Cornejo, who joined the team in May 2024, struggled to find a good rhythm with his new bike; but with the help of his team, he hopes to reach the next race much stronger. The team also fielded Ramiro Barco as a test rider in the Rally 2 category in this race. Ramiro met with an unfortunate crash in Stage 3 and retired with an injured leg.

Coming up next is the final round of the FIM World Rally Raid Championship 2024 – the Rallye Du Maroc – in October 2024. Hero MotoSports Team Rally will devote the upcoming months to rigorous training and preparations for the final showdown, to reach the last round in the best possible shape.

Ross Branch: “What a great week it has been at Desafio Ruta 40! Excellent route, and a lot of hard work – definitely a tough rally, but I enjoyed it well. Our competition has been really strong here, so we’ve got some work to do before we head to our next race in Morocco. We continue to hold the World Championship lead position, so we’re still in a good place. I look forward to defending it again in the last round. A huge thank you to team Hero MotoSports, for all the hard work put in this week.”

2024 FIM World Rally-Raid Championship Standings (After Round 4)

1. Ross Branch – Hero MotoSports Team Rally 72 points
2. Ricky Brabec – Monster Energy Honda Team 63 points
3. Adrien Van Beveren – Monster Energy Honda Team 56 points
4. Toscha Schareina – Monster Energy Honda Team 45 points
5. Pablo Quintanilla – Monster Energy Honda Team 37 points

Linex Sandton has announced that it will be hosting the annual Soweto Motorbike School Mandela Day Charity Run, set to take place on Saturday, July 20 2024, starting from Linex Sandton. This year, as previously, the event will bring together motorbike enthusiasts and community members to celebrate Nelson Mandela’s legacy by giving back to those in need.

Riders will convene at Linex Sandton at 8:00 AM, with the journey to Khayelihle Children’s Home in Pimville, Soweto, beginning at 9:00 AM sharp.

The event will include:

– A Scenic Ride: Riders will enjoy a scenic journey from Sandton to Soweto, fostering camaraderie and community spirit.

– Charity Donations: Participants and supporters are encouraged to bring donations on the day or, before the day to Linex Sandton or Linex Lynnwood, including clothing, toys, books, and non-perishable food items, which will be delivered to Khayelihle Children’s Home.

– Refreshments and Entertainment: Upon arrival, there will be refreshments and entertainment for all attendees.

This annual event not only celebrates Nelson Mandela’s birthday but also embodies his values of service, compassion, and unity. Linex Sandton and Soweto Motorbike School invites all riders, supporters, and community members to participate and help make this Mandela Day unforgettable for the children at Khayelihle Children’s Home.

For more information, regarding the event and the Charity ride, Soweto Motorbike School: 082 600 7030, alternatively, please visit Linex’s website at www.linexyamaha.co.za.

Here’s a taste of a previous ride from back in the day…

The 2017 Bikers for Mandela Day Charity Ride! from ZA Bikers on Vimeo.

The motorcycle community in South Africa is a close-knit community, where everyone knows everyone else, many good times are had, firm friends are made and memories are created.

Mark Roach, who has sadly passed away, was a much-loved member of that community, doing much to forge those good times and memories. He joined Yamaha South Africa in 2014, although he was a valued member of the motorcycling community for much longer than that.

It is not uncommon for egos to get out of hand in any industry but Mark was one of those people who never let his achievements alter his personality one bit, despite the success he worked hard to achieve, and he remained one of those people with whom it was always good to meet, be it at a launch, at a sporting event or simply in a social environment, where his natural warmth and good humour shone through and made everyone’s day that much brighter.

In his role at Yamaha SA, Mark was always approachable and ready to listen to ideas, doing his best to facilitate where he could. He was completely honest and knew the value – or otherwise! – of any idea and was quick to give credit where it was due, but he also never made those who suggested the idea in the first place feel foolish if it was a bad idea. Instead, he would patiently explain why it wasn’t a good idea, and he was able to do that because he had a deep understanding of the industry and total dedication to it.

Enthusiasm is never in short supply among those who work in the motorcycle industry and Mark embodied that enthusiasm, tempered with a ready smile and much kindness.
To his wife and son, his friends and his colleagues at Yamaha South Africa, all of us here at ZA Bikers offer our sincere condolences.

Mark will be sadly missed.

Hot on the heels of the R 1300 GS comes the expected reveal of the Adventure version and it would be fair to say that it has ruffled a few feathers, largely due to its appearance, even while the ability of the bike is not in question.

However, it seems as if this has been a calculated move by BMW;

“The appearance of the new BMW R 1300 GS Adventure is sure to attract attention. The big GS is not only visually different from its almost dainty sister. Never before have seating comfort, ergonomics and wind and weather protection been so harmoniously combined with precise handling, exceptional suspension comfort and smooth running. The BMW R 1300 GS Adventure has set itself the goal of becoming the benchmark for large adventure motorcycles.” So said Christof Lischka, Head Of BMW Motorrad Development.

The looks will certainly attract attention but it is what has changed under the skin and how these changes have enhanced the already impressive reputation of the GS Adventure that is the real news. BMW has almost completely redesigned the engine, chassis, bodywork and storage concept compared to the previous model.

The engine is as seen in the R 1300 GS, which is a lot more compact than its predecessor, thanks to a transmission located under the engine. 107kW (145bhp) at 7,750rpm and 149Nm of torque at 6,500rpm are the result.

The chassis is a sheet metal main frame which not only helps with installation space but also stiffness. At the rear is a new aluminium lattice tube frame, combined with forged elements. Suspension remains BMW’s EVO Telelever at the front and EVO Paralever at the rear.

Dynamic Suspension Adjustment is carried over from previous models, although it has been completely updated and revised, with electronic adjustment of the spring rate in combination with the damping rate. Following Harley Davidson’s lead, the new R 1300 GS Adventure is available with adaptive vehicle height control for optimum control in any riding conditions and vehicle lowering when stationary as optional extras.

Four riding modes are present: Rain, Road, Eco and, now as standard across the range, Enduro, which gives an off-road specific set-up.

The biggest development is in the gearbox. Automated Shift Assistant is a technical solution to automate the clutch and gear shift. Two electromechanical actuators automate the clutch and gear shift, meaning there is no need for a hand lever to operate the clutch manually, even when coming to a stop or setting off again.

In ‘M’ mode, gear changes can still be made with the foot lever and, in ‘D’ mode, the shift points are completely automatic, with the option of overriding the shift with the foot lever.

Elsewhere in the electronics package is Adaptive Cruise Control and Forward Collision Warning, Lane Change Warning and Rear End Collision Warning, which uses radar sensors to detect other vehicles around the motorcycle. Hill Start Control is also fitted.

Fuel capacity is 30 litres and the tank has three fastening elements for luggage with easy access to the filler cap.

The GS Adventure has always been known for its impressive wind protection, largely thanks to its increased frontal area and the new R 1300 GS Adventure is no different. In its basic form, the GS Adventure comes in solid Racing Red, while there are also Triple Black, GS Trophy and Option 719 Karakorum versions. The options list is, as you would expect, extensive.

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As with any new model, the proof lies in the riding and, with BMW’s reputation, there can be no doubt that the new R 1300 GS Adventure will be just as impressive as its smaller sibling, while offering incredible long-distance ability and a surprising level of off-road ability, despite the size and weight, which is quoted as 269kg, unladen but ready to ride.

For more information, contact your local BMW dealer. Pricing has yet to be announced.

Outwardly, Pecco Bagnaia is the mildest of characters in the MotoGP paddock; he doesn’t look like he’d say boo! to a goose but those in the know, tell us of a rider who is afraid of nothing and who will fight tooth and nail against the best of them. Perhaps he is a little more calculating in his racing approach, so you rarely see fireworks in his riding, but the steel is there nonetheless.

After three victories on the trot, Bagnaia seemingly had Jorge Martin on the ropes, only for Martin to pull a stunning Sprint race victory out of the hat in Germany, soaking up pressure from Bagnaia the whole way.

Then, in the Main race, Martin once again looked as if he had it covered only to throw an almost certain race win away starting the penultimate lap, not only handing Bagnaia the win but also the championship lead. You just can’t give a rider like Bagnaia that kind of get-out-of-jail-free card; two MotoGP titles in two years, both won the hard way, is a testament to that. If Martin loses out yet again to Bagnaia, he has only himself to blame.

That’s not to say that Bagnaia will only win because of Martin’s misfortune; to capitalise on misfortune, you have to be in the right place to benefit from it and Bagnaia always seems to be in the right place.

After three rather processional races, the Sachsenring was a return to some great racing. Marc Marquez is acknowledged as the master of the circuit, with 11 victories over 14 years of racing. However, his hopes of repeating that success and gaining his first victory on a Ducati were dealt two blows during practice and qualifying.

First, there was a huge crash during practice that broke a finger and bruised several ribs; enough to put mere mortals into bed for a few days but MotoGP riders are a different breed. Then Marquez was badly baulked on his last run in Q1, meaning he would start in 13th. Surely a podium let alone a victory would be impossible from there?

The Aprilias were looking very fast, although Aleix Espargaro would take no part in the weekend’s proceedings, being ruled out by injury sustained in Assen. Maverick Viñales was fast but also crashed heavily in Germany, leaving him wheezing on all fours at the side of the track.

While Martin took pole, it was the two Trackhouse Racing Aprilias that really set pulses racing with second and third on the grid. Oliveira was able to convert that into a podium finish which was a joy to see and, not inconsequentially, protected Martin from Bagnaia, who lost points to his championship rival at the head of the table by finishing third and not second. In the circumstances, sixth place for Marquez was impressive, after a long tussle with Viñales.

The Main race started in a similar fashion, with Martin and Bagnaia duking it out at the front but what was even more heartening was the sight of Franco Morbidelli giving it horns at the sharp end, looking like he might overtake teammate Martin for second and then taking that spot from Bagnaia after he in turn had been relegated from the lead by Martin. Morbidelli then looked as if he was going to challenge Martin for the lead. Where did this come from? Not unwelcome, of course, but we haven’t seen this version of Morbidelli for a long time.

Inevitably, perhaps, Morbidelli started fading backwards to fight with Bastiannini, Bagnaia moving into second while Alex Marquez was running a strong third. Incredibly, however, Marc Marquez was up to fifth and harrying Morbidelli. Even a near-highside after contact with the Pramac rider couldn’t dent Marquez’ confidence and his charge continued unabated as he passed his brother for third. This would be crucial as, beginning the penultimate lap, Martin threw it all away with a devastating mistake that looked innocuous – and that, thankfully, he walked away from – but which had huge consequences in terms of the championship as Bagnaia catapulted to the head of the points table. As mentioned at the beginning of this piece, you just can’t give Bagnaia that kind of get-out-of-jail-free card because he’ll punish you for it.

That also meant that Marc Marquez finished an incredible second, while his brother and teammate rounded out the podium. It was a brilliant finish for the Gresini team and the first time since 1997 that brothers have shared the podium.

There is no doubt that the title fight is once again between Martin and Bagnaia, although Marc Marquez or Enea Bastiannini could yet spring a surprise or two; a victory for either while the top two fail to finish would close up the gap nicely but Bagnaia is simply looking too strong at the moment for a third consecutive championship to be ruled out. Martin will have something to say about it, of course, and misfortune for Bagnaia can’t be ruled out, bringing Martin back into it, but only if he stops making mistakes himself.

What of the rest of the grid? KTM’s progress seems to have stalled somewhat, with even Pedro Acosta failing to make any headlines, while Brad Binder and Jack Miller appear to be mired in the midfield.

Fabio Quartararo refuses to give up and makes the Yamaha look better than it is while none of the Honda riders appear to be able to make the RC213V look like anything other than a dog. Put it this way, when Luca Marini celebrates his first point of the season and that only because of tyre pressure penalties for three riders ahead of him, then you know things can’t get much worse. Honda, more than any other team, must be desperate for the new rules to come in, in 2027.

For once, there was absolutely nothing to report on the silly-season shenanigans. The most interesting was a rumour that Lewis Hamilton was about to buy into Gresini racing and that Valentino Rossi and his partner are expecting a second baby! Hardly the stuff of intrigue…

There’s now a month’s break until the British GP at Silverstone, the circuit that also this weekend, saw an emotional victory for Lewis Hamilton in front of his home crowd (for the ninth time!). It was a great race and we can only hope that we get a similar MotoGP race and second half of the season, with Martin and Bagnaia keeping each other on their toes and neither one getting too far ahead – or behind – so we get another nail-biting end to the season.

Do you ever get that feeling that there has to be more to life than doing the regular 9 to 5? The answer is probably a resounding ’Hell yes!!’. The real issue is how many of us ‘actually’ take action? In the case of Tom and Lauren, it was “screw it let’s do it”. They promptly flogged nigh on all their worldly possessions, bought a couple of well-worn Honda CG 125s (Tom had his already) and rode out into the wide blue yonder in search of adventure.

Tom has had a lifelong love affair with all things motorcycle. His Facebook page is simply entitled “I like motorbikes”. He has owned over 40 bikes in his 32 years from a Fireblade and R1 at the one end of the scale to his current battle-weary Honda CG 125. Lauren on the other hand is a bike newby. Not that you can really call someone who has ridden a motorcycle from the UK, across France, Spain and over to Morocco, then down the west side of Africa all the way to South Africa a newby, but you know what I mean. She met Tom online and so liked what she saw and heard that she bought into his plan, sold her camper van, acquired a CG 125, and the rest, as they say, is history.

What followed was the start of a literal adventure of a lifetime. Braving everything that Africa could throw at them, they coped with every road, track and climatic condition that this wild continent had up its sleeve. 26,967 k’s later they rolled up to Grotto to Gravel, Gus and Mariette Maartens’s motorcyclists haven in Magaliesburg. They are enjoying some good old-fashioned South African hospitality while they do all they can to restore their bikes to some semblance of decent nick. Then it is down to Cape Town before making their way up the East coast of Africa, trouble zones permitting.

Mariette gave me a heads-up and I rode out to Grotto to Gravel for a chat with our intrepid travellers. What a lovely couple they are! Despite being a trifle gutshot from the previous night’s festivities, they were so enthusiastic about their journey and life in general. They refer to their little CGs with almost religious fervour. Tom’s bike has endured over 70,000 k’s of torture, with Lauren’s being a wee bit fresher at around 57,000 clicks. They are a truly delightful young couple on a life-changing Odyssey. The photos of the bikes tell the story in graphic detail.

Now here is the thing. Funding this sort of journey is difficult. Let us at least show them some serious South African biker hospitality while they travel through our fair land. Follow their travel plans on Tom’s Facebook page and if you see that they are travelling to your area, reach out and put them up. You will be regaled with amazing war stories that entertain you no end. They are the kind of couple that you want to be mates with and share in their tears and triumphs. When we are more certain of their travel plans and dates we will post an update for bikers along their route to put them up.

The dust had barely settled on the reveal of the KTM 990 RC R development super sport missile and KTM immediately followed it up with something even juicier: a prototype of the 1390 Super Adventure. The dressed-in-camouflage Super Adventure not only put on a show at the Erzbergrodeo but also revealed a host of dirt-worthy upgrades.

I know, as if the 1290 V-twin LC8 motor, pumping out 160 hp and 138 Nm of torque wasn’t already enough, KTM shoved in the 1390 cam-shift motor found in the Super Duke and then introduced a semi-automatic transmission (AMT) with bar-mounted shifting triggers and a conventional foot shifter to the mix. This sounds typical of KTM, and the Austrians have really got our attention this time.

Since the Erzbergrodeo, all we know from the circulating spy shots is that KTM’s Super Adventure range will feature all-new bodywork with the Austrian manufacturer’s signature angular styling, and their new family-styled headlight arrangement—similar to that found on the 990 and 1390 Duke. The usual S and R models are a given, but we think KTM have a potential Rally version brewing with an MX-style mudguard arrangement.

With all the speculation circulating and no launch dates yet, we were almost in shock when we came across and chased down a “FAST” and rather familiarly camouflaged Super Adventure in Alberton. Sorry to be a buzz kill everyone, but the Fast KTM dealership in Alberton literally pulled a fast one on us and on a bunch of KTM faithful too, with their sneakily wrapped 1290 Super Adventure R.

Why go to these great lengths? Well, it’s simple, although there’s so much excitement growing around the new 1390 range, the 1290 adventure range is here right now and is still an amazing package to get excited about—so why not have a little fun taunting your bunch?

We have spent plenty of time riding both the S on the open road and the R on some local trails and have mentioned countless times how these machines are phenomenal options for two-up sports touring and hard-core adventure riding. With Fast KTM’s current promotion, the Super Adventure R can be bought for R339,999 (20k discount) including the Tech Pack (worth 21k), with Bridgestone AX41 tyres fitted and FAST will throw in upper crash bars. With their current promo, the Super Adventure R offers the ultimate bang for your buck in the European adventure bike segment.

For those who enjoy the tared road, promotions are running on the mile-munching 1290 Super Adventure S for R329,999 (30k discount) and with every Super Adventure purchase FAST will throw in an adventure jacket. So make sure you pull into Fast KTM, have a coffee and swing a leg over a new Super Adventure while they are still available.

If you don’t want to miss out and can’t pull through to the showroom you can also contact FAST KTM on their Whatsapp line (0826878663) or you can contact them via email ([email protected]).

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The Ride Train Race Academy (RTR) was established by legendary Springbok Motocross riders Tony Riddell and Ryan Hunt. Their aim was to give young riders the opportunity to experience off-road motorcycling and motocross and benefit from these exciting sports in the same way that they themselves did.

Motocross and off-road motorcycle training and racing allow young riders to grow in confidence, fulfil their potential, and compete in Inland, Regional and National Championships. Beyond this, RTR has ambitious plans to see South African boys and girls represent their country in international competitions.

The founders of RTR, and their sponsors (including Tork Craft and Motul) see this as the ideal way to give back to the sporting community, and to encourage more young people to take up these exciting forms of riding.

The success of this approach can be seen in the fact that four RTR riders have been selected by Motorsport SA to represent South Africa at the prestigious Motocross of African Nations 2024 event. Participating in the MXOAN means even more this year – South Africa is the defending champions after their 2023 success on home soil, in Cape Town.

Trey Dean (aged 9) – 50cc Class; Rayden Woolls (11) – 65cc Class; Zoe Botha (16) and Katelyn Pretorius (14) – both in the Ladies’ Class – are the talented riders who are on course to earn their Springbok colours this October. In addition, Rayden has been selected to represent Mzansi at the 2024 FIM Junior Motocross World Championships, which take place in the Netherlands from 12 July 2024.

“It’s an honour to support these youngsters as they work their way up through the Motocross ranks,” commented Mercia Jansen, Motul General Manager for Southern and Eastern Africa. “Their passion and dedication are truly inspiring, and we’re delighted to see so much talent emerging at a grassroots level,” she added.

These skilled youngsters are no strangers to overcoming obstacles on the way to becoming some of the finest young Motocross riders in the SA. However, despite representing their country, these young athletes receive no government support, so preparations are underway to see if they can self-fund their trips.

“We’re immensely proud of what Trey, Rayden, Zoe and Katelyn have already achieved,” commented RTR Co-Founder Tony Riddell. “We believe they have earned the right to take on the best in Africa and the world this year, and it would be a real shame if a lack of funding prevented them from achieving their dreams,” he added.

“On behalf of our future champions, I would urge anyone with an interest in motocross to consider supporting these young athletes in their quest for glory,” commented Riddell’s Co-Founder and Director of Vermont Sales/Tork Craft, Ryan Hunt. “These riders have a real chance of returning home with medals – but first we have to get them to Morocco and Holland,” he added.

“A big thank you to all our sponsors for supporting the next generation of riders in the RTR academy, they include Tork Craft, Zombie Networx, Pepson Plastics, Motul, Pirelli, Alpinestars, EMD Racing, Prepsol and ETS Race Fuel,” concluded Riddell.

To learn more about the Ride Train Race academy, and how you can sign up or support these young riders, visit the RTR Instagram page: Ride Train Race.

You’d have to say that Pecco Bagnaia is looking in ominously fine form right now, isn’t he? That was a particularly dominant weekend at Assen; never bettered in practice or qualifying, winning the Sprint and Main races as he pleased and setting the fastest lap. Jorge Martin had nothing for him in either race, even though his race time was an incredible 29 seconds faster than in 2023 – Bagnaia’s was over 30 seconds faster. That is a remarkable margin from one year to the next and it makes the decision to move to 850cc engines in 2027 seem like something of a necessity. The speeds can simply not keep rising like this, as exciting as it may be.

The only problem with Assen was that it was a rather processional race and this at a circuit that has given us some cracking races over the course of its history. That makes three consecutive races that haven’t lived up to the promise of the beginning of the season.

The Ducati GP24 has had the chatter gremlins that blighted the early season developed out of it to devastating effect; Bagnaia has won the last three GPs and also the last two Sprint races and that particular double hasn’t been achieved before – Sprint and Main race at consecutive GPs.

What is even more worrying for Bagnaia’s rivals is that he was quick from the get-go on Friday morning whereas, in the past, he has taken time to get up to speed. Martin might still lead the championship but Bagnaia seems to have no chink in his armoury right now.

It really was a weekend of processional racing, with very little of interest going on all the way through, apart from the odd high-speed crash. Should we be worried for the rest of the season? I don’t think so. Martin will bounce back, Marquez will have a day in the sun, as will Acosta, although some of the fire shown at the beginning of the season seems to have gone out of his momentum. You can never discount the VR46 pair, or Bastiannini on the second factory Ducati and the KTMs can spring a surprise when the conditions are right.

Even the silly season has died down a little, although the news that Pramac will be running Yamahas for seven years from 2025 was significant enough, the move seemingly prompted in part by the fact that Ducati chose to pass over Martin for the factory seat in favour of Marc Marquez although, in reality, there was a lot more to the decision than just that. That leaves Ducati with ‘only’ six bikes on the grid but it’s hard to see how that will affect them adversely before the big rule change in 2027; less data and feedback, certainly, but six bikes worth of data is still more than any other manufacturer on the grid.

Alex Marquez has signed to stay with Gresini for the next two years and Aleix Espargaro will become Honda’s official test rider from 2026 onward.

The only consolation from Assen is that we only have to wait a week until the next race, which is at the Sachsenring, in Germany. Traditionally a happy hunting ground for Marc Marquez but it’s hard to see any outcome other than a Bagnaia/Martin head-to-head.

We can always hope!

If you’ve ever dreamed of owning a brand new Honda Africa Twin, but the price has put you off, then Honda South Africa might just have the answer.

Honda dealers around the country have limited stocks of brand new, 2023 model-year Africa Twin Adventure Sport DCTs (the ones with the larger fuel tank) available with a R50,000 discount and free rider training. What that means is getting your leg over a brand new Africa Twin for just R239,799 (Ts&Cs apply).

For more information, please contact your nearest Honda dealer.

There are many innovations and developments that have helped make motorcycles safer over the years, but those same innovations and developments for the riders themselves are rather thinner on the ground.

That’s not to say there haven’t been significant strides in safety for rider apparel – CE armour is one such important development – but there have been relatively few completely new and innovative products that have come to market, let alone ones that have become widely accepted and adopted.

There is one particular product, however, that ticks all the boxes; innovation, practicality and a demonstrably positive effect on injury severity reduction in many branches of extreme sport, not solely motorcycling. It has been saving lives for 20 years and it is, of course, the Leatt neck brace. The Leatt neck brace has its origins in a tragic motocross event, witnessed by South African Dr. Chris Leatt. When his friend Alan Selby was killed, Dr. Leatt devoted his time to developing a solution to reduce neck injuries.

Designed to work only when worn in conjunction with the full-face helmets typically used in activities such as Supercross, motocross, enduro, road racing, downhill-type mountain biking, BMX, ATV, karting and snowmobiling. The brace uses what the inventor calls Alternative Load Path Technology to help absorb and disperse injury-producing forces. The brace is designed to limit hyperflexion, hyperextension, lateral hyperflexion and posterior hypertranslation; in other words, extreme-forward, backward, sideways, and rearward movement of the head on the neck.

The neck brace quickly gained widespread acceptance in the extreme sports industries, with BMW getting involved early on in testing procedures to measure forces on unrestrained necks, while the Leatt neck brace was awarded Product of the Year by Racer X magazine in the U.S. in 2007, just three years after the first neck brace was sold in South Africa.

Since then, not only have Leatt neck braces prevented thousands of unnecessary injuries and, undoubtedly, saved many lives, but the Leatt range has expanded to many other rider-focussed products, such as helmets, knee braces and goggles. By 2025, there will be over 430 different Leatt products across three line categories.

“For the past 20 years, it’s been incredibly rewarding to know our passion and products have revolved around saving lives,” Dr. Leatt said.

It would be fair to say that the Leatt neck brace has revolutionised neck protection. A ten-year independent study by Great Lakes EMS Inc. showed the effectiveness of wearing a neck brace: without one, neck injuries were 89% more likely, death from cervical spinal injury was 69% more likely, non-fatal cervical spinal injuries were 75% more likely and collarbone fractures were 45% more likely.

That’s not just significant, it’s life-changingly important and every rider of motorcycles owes Dr. Leatt and the whole team at Leatt a debt of gratitude.

For more information about all Leatt products, head to www.leatt.com

For the last six months, I’ve had the NEXX X.VILIJORD ZERO PRO as my go-to modular adventure lid for all things adventure, open road and even the daily commute. It goes without saying, that I’ve now welcomed this handmade Portuguese helmet to my helmet lineup and have been impressed with how it stacks up against the elements and the competition.

We’ve made our first impressions of the X.VILIJORD and we’ve dived deep into how NEXX manufacture their helmets, but with a few months quite literally, on my head, what do I think the X.VILIJORD offers riders for the long haul and is it worth its price tag?

It’s 2024 and the market is flooded with helmets and in particular, a lot of affordable ones. Whilst being happy about more affordable helmets entering the market and being put through the same DOT and new ECE 22.06 safety tests, top-of-the-range helmets stay top of the range in my books. You may be asking the question, if all helmets go through the same safety tests, then why should you still consider buying a “premium” helmet?

While the safety of a helmet used to be the beginning and the end of all helmet purchasing conversations and also the main determining factor of whether a helmet was premium or not, today this is no longer the case. Today’s determining factors of whether a helmet is a premium helmet or not have to do with shell weight, material used, ventilation, aerodynamics, noise insulation, fit and finish, and what kind of extra features the helmet has to offer.

We know the X.VILIJORD is packed with features; an internal sun visor, accommodation for intercom fitment and speakers (NEXX X-Com), pin-lock ready, one-piece headliner, action camera mounts and an extended clip-on peak. A mouth full I know, but it just goes to show that NEXX have kept vloggers and adventure riders in mind and again the X.VILIJORD is a modular helmet, so add that to the already long list of features.

On the head, the X.VILIJORD in a size medium weighs a respectable amount considering the fact that modular helmets are a little heavier than normal adventure helmets. With the Zero Pro being part of the X.VILIJORD’s carbon range it brings the weight down to 1650 grams and with its aerodynamic shape and flexible peak this NEXX acts and feels like a much lighter non-modular helmet when the speeds pick up.

With NEXX helmets having a neutral oval internal shape it allows for varying head shapes to suit the shell, even my medium-sized work colleagues Dave and Harry fitted perfectly into the Zero Pro. The X.VILIJORD isn’t the most comfortable helmet I’ve ever worn as the interior isn’t thickly padded like what I’m used to, but it’s not uncomfortable either. Where it scores some points back is on the finishing of the interior and on this test helmet the orange stitching and extremely good insulation from the chin and neck curtain. This winter I could swear this is the best insulated and warm helmet I’ve ever ridden with and it also cuts out plenty of wind and road noise. This is one of my favourite qualities of the X.VILIJORD.

I’ve heard and watched a few overseas journalists complain about the visor and ventilation of the X.VILIJORD and I have to somewhat disagree. Yes, in summer if you don’t open the chin and head vents and also the rear exhaust vents it can get a little toasty so just keep everything wide open in summer. As for winter, however, this has been the best-insulated helmet I’ve ever tested. You close a vent and it shuts, unlike most and if not all other helmets that I’ve tested. Even the visor shuts out all wind from entering the helmet and you do feel an immediate change in ventilation from one duct to the other as you open them.

My most annoying pet peeve about most adventure helmets that I’ve owned especially my Bell MX9, which is still in my opinion the best budget adventure helmet you can buy. The Bell lets in dust for nothing and the vents cannot be closed so goggles are a must for adventure group rides. On the other hand, the X.VILIJORD works like a treat, ok you have to deal with very little ventilation if you want to keep the dust out, but if you take the lead or ride solo you can do so without any issues or any need to carry moto goggles.

Open road riding is also a treat with the flexible peak taking all pressure off the neck and keeping those wind Tourette’s at bay. I did try taking off the peak but this gets rid of the X.VILIJORD’s modular functions and I didn’t find it necessary for the tar road rides between adventure trails.

Just like other premium brands on the market (Arai, Shoei and Schuberth) the NEXX X.VILIJORD is a helmet for those who want to travel with a little less road noise, have all the creature comforts and have a helmet that matches the quality of the latest high-quality motorcycles on the market. NEXX has thought of it all, from designing, building, fitting, riding and servicing.

To sum up. The NEXX X.VILIJORD ZERO PRO helmet is a quality modular helmet with all the bells and whistles that you can think of. It is lighter than its peers and the overall fit and finish are excellent. It is obvious that a lot of thought went into its design.

At a recommended retail price of R11,895, it compares very favourably with its premier quality peers. If you are in the market for a new modular helmet then NEXX and the X.VILIJORD ZERO PRO should be on your shopping list as it gets a big thumbs up from us.

NEXX X.VILIJORD ZERO PRO

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

The chequered flag has come down on the 24th running of the IMPI Hard Enduro, with another successful event behind us. Yet again, Liqui Moly was heavily involved, not simply as a sponsor but with a hands-on team present throughout the whole event, while Liqui Moly products were to be seen everywhere, from re-fuelling stations to end-of-day wash bays and everywhere in between.

As always, Liqui Moly’s Melicia Labuschagne was there and there was no way she couldn’t have been impressed: “This year’s IMPI Hard Enduro was one massive successful riding adventure, with over 600 riders and spectacular hard riding in the Drakensberg, the venue was unbelievable, and it was so nice for us at Liqui Moly to be able to connect with all the participants—we’re already looking forward to next year”.

Mere words can’t do justice to the magnitude of the IMPI, from the organisation to the challenge of the routes, to the outstanding countryside the riders pass through, to the sense of camaraderie between all competitors. The only way to get a sense of what it is like is to watch the three videos posted below, skilfully put together by Craig and Willem (from Impi Hard Enduro) and Sven Musica, who captured the videos from the event.

IMPI Hard Enduro – Time Trial:

IMPI Hard Enduro – Day 1 Highlights:

It’s a wrap – IMPI Hard Enduro:

Gallery IMPI Hard Enduro 2024:

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For more information visit – www.theimpi.co.za – www.liqui-moly.co.za

This past weekend Linex Lynnwood kindly invited us to experience the beginning of their new chapter, introducing their all-new premise located at 224 Simon Vermooten Road, Silverton, Pretoria, 0184. In typical Linex fashion, there was music, great food, motorcycle test rides and a massive spread of vehicles, boats, jet skis and incredible discounted prices on accessories, which many of us took advantage of.

Some of you will have noticed that Yamaha has been missing from the Linex storefront name for a while now and that’s because Linex became a multi-franchise with the introduction of Indian Motorcycle and KYMCO a few years back. With the new premises not only being more spacious and bringing a more American warehouse motorcycle dealership vibe, Linex have also welcomed TVS motorcycles to their floor.

Linex now offers a full range with each brand feeding off one another, from commercial, starter bikes, commuters, street fighters, sports bikes, dirt, adventure, cruisers, quads and a selection of preowned stock too. This floor setup is something the Americans have been doing for years and guess what, it works and we are excited to see Linex expanding their range and cater to a wider motorcycle audience.

The new dealership combines motorcycle and marine ‘megastore’ with an ‘accessory hyper’ with products from AMP, DMD and a few other high-end brand imported goods. The main doors open to a wide reception followed by each brand having their own branded floor space. After plenty of browsing, Linex has a coffee shop area similar to that of Wolrd of Yamaha, where food, drinks and a good time by all can be had. This is usually where the should I or shouldn’t I dragon’s den kind of thinking takes place.

It’s fair to say that the plan for the store, in the long run, is to become a one-stop-shop for everything an avid Motorcycle and Marine enthusiast would need.

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So, if you are in the area or not make a turn, and enjoy the new lifestyle experience and the great vibe that the new Linex Lynnwood has to offer.

The JBay Surf Festival is not ‘just’ about the world-class surfing action and the bigger events such as the padel tournament or Park Off Music and Comedy Festival it is about the overall experience that features a lot of crowd-pleasing activations. One such crowd-pleaser, is Red Bull motorbike trials stunt rider, Brian Capper.

Capper has been wowing crowds in Pepper Street all festival long with his amazing maneuvres and highly engaging show (in which he speaks through a microphone in his helmet and often calls up volunteers from the crowd). Read on to learn more about the man on the bike.

How many years have you been doing this now?

I started doing shows in 1999, and this marks my 25th year in the business. It has evolved a lot over the years. One of my first shows was actually in Gqeberha (then Port Elizabeth) at the Alex Grill World Cup, a skateboard competition. Hyundai sponsored me at the time and brought me down here. It was there that I met Claire Tilson from Red Bull, and that’s where my relationship with the brand began. Over the years, I’ve travelled around the world, performing in America, Europe and now frequently in the UAE.

This is not your first time in Jeffreys Bay, correct?

Correct, I first came here to watch the Billabong Pro way back. Tristan Werner headed up sports marketing at Red Bull at the time and I had the chance to meet big names like Mick Fanning, Kelly Slater, and John John Florence, although I didn’t realize their significance back then. I also participated in a tour called ‘Trial To Be Wild,’ which included a stop in J-Bay. It’s been many years of hoping and planning to get here to be a part of the action, but now it has finally happened.

How have you found the J-Bay crowd so far? And, how important is the crowd and the crowd participation and interaction?

The crowd is everything! And the J-Bay festival-goers have been epic. I always say a bad crowd or a dead crowd is a mediocre show. I get really hyped up and excited by a wild crowd. Every time I start a show I hope that I can get the crowd wound up and normally if it’s in a small town like this where people know each other or are in a holiday vibe, then they’re not scared to put their hands together and are more than willing to shout and scream. That shouting and screaming really motivates me to go bigger, higher, faster, and more extreme.

Tell us a bit about the bike…

So the bike is a very sophisticated machine. It’s a 300cc two-stroke. It’s called a Beta, which is an Italian build. It’s ultra-lightweight (weighing only 65 kilograms) and is made out of titanium, magnesium, and carbon fibre. Other than that, it has many aftermarket parts, but the base bike is completely stock. It came from the factory in this configuration, so it’s a more specialized version compared to the standard model. I don’t touch the suspension, don’t touch anything, really, I just let the pressures down in the tyres and ride them stock as they come out the crate. A lot of the guys do quite a bit of things to them, but I’ve always had this mindset that the more standard I leave it the easier it is to get onto another bike if anything had to happen and you had to jump on someone else’s bike and perform.

You do all your stunts on an impressive mobile rig with ramps, did you have that custom-built?

It’s evolved over the years, but the original one was built on a specification that I got from America. My mate Geoff Aaron does exactly the same shows as mine, so I got the concept and idea from him and had a specially designed trailer built by Argoweld in Johannesburg. I gave them all the concepts and ideas, and then they came up with all the angles and, you know, the heights.

It’s been many years since we started using this setup, and it has travelled extensively around the country and the world. We even put it in a container and shipped it globally. It has been an effective marketing tool and a versatile obstacle course, bringing joy to many people and helping me sustain my livelihood after racing professionally in various motorbike categories.

The setup is also very practical for touring and performances, as it houses the bikes, sound system, and generator inside. All the ramps and equipment are stored in compartments, and some of the ramps are hinged, making setup quick and easy. Within 15 minutes, we can have everything set up and ready to ride. I use this setup to travel extensively nationally and internationally. In other countries, specially built setups are provided for me.

The JBay Surf Festival runs until Sunday 23 July, you can catch Brian Capper on his rig in Pepper Street, daily.

Misophonia is described as a disorder in which a certain sound triggers an emotional or physiological response. Some people might get irritated by the sound of someone chewing. They might go so far as to say the sound drives them crazy. The reactions may vary from panic to annoyance. For me, the sound of the deep bass of a song when my neighbours are having a party is enough to keep me awake. For that, I have a set of Alpine SleepSoft earplugs next to my bed at all times. It blocks out the low-frequency sounds, but I can still hear when my alarm goes off. Even when I travel, the Alpines are always within reach.

Other earplugs are often too hard, and sleeping with them can be painful after a while. The Alpines don’t have that problem and I can comfortably sleep with them all night. They are starting to look decidedly worse for wear but when I started looking around to replace them, I found that they were very hard to find. Luckily, Michnus and Elsebie Olivier, who run Turkana Gear, are now importing them again, so expect to see Alpine earplugs pop up all over the place again.

I also got my hands on a set of Alpine MotoSafePro earplugs to use with my motorcycle and decided to give them a go when I got to ride the new KTM 1390 SuperDuke. Before I write another word, let me say that this is not a debate about whether you should wear earplugs or not. That would be an entirely different article and one which I would rather not venture into. No, this is to tell people who ride with plugs about the Alpine range of earplugs.

Alpine started in the Netherlands in 1994 where they developed ear protection for professional applications. Be it motorcycle riders, DIY enthusiasts or just people who love to go out to clubs, there will be an Alpine set that will suit your particular need. Alpine prides itself that it is creating enough awareness about protecting your hearing that they are selling around 1.3 million pairs of hearing protectors a year. While other protectors are made of silicone, Alpine has developed its own material that is hypoallergenic, silicone and latex-free so as to avoid allergic reactions. The earplug contains an acoustic filter that reduces certain levels of sound to a more acceptable level.

They have an extensive range of hearing protectors for different applications. If you like to go out clubbing, then I suggest their PartyPlug and PartyPlugPro, which acts like a volume control for the music but you will still be able to hear a conversation. For someone like me, they offer SleepDeep and SleepSoft with exceptional noise reduction. (Yes, it also helps if your partner snores.)

For frequent travellers there is the FlyFit that reduces the noise from the plane. For my motorcycle, I opted for the MotoSafePro plugs. The kit includes two sets of plugs, one for normal road riding and one for the racetrack. Fitting them is easy enough, and they are extremely comfortable. It is amazing how much of the wind noise they cancel out and yet I was still able to listen to music through my comms. I have to admit that you have to crank the volume up quite high, so make sure you fit your plugs before you switch on your comms again!

I have been using Alpine earplugs for years now, and I can honestly say that they work as expected. Also, if you are serious about protecting your hearing over the long term, then I suggest you invest in a set of Alpines.

For more information and where you can buy them, you can visit www.alpineearplugs.co.za

With the postponement of the Kazakhstan round of the 2024 MotoGP Championship to September, we’ve had an interminable wait in June until the Dutch TT at the end of the month, with very little to write about in terms of on-track action, although it will come as no surprise that there has been plenty of behind-the-scenes intrigue and announcements.

It came as no surprise that Marc Marquez was announced as Francesco Bagnaia’s teammate at the factory Ducati team, as seismic as that announcement was. With Jorge Martin heading to Aprilia for 2025, that left the door open for Marquez, who was always in the running.

With the ink barely dry on that contract, the next bombshell was the news that Maverick Viñales had signed for the Tech3 GasGas team (rumours have it that it will be branded KTM for 2025, boss Pit Beirer intimating that KTM is the preferred brand name to have on the entry and timing sheets), with Enea Bastiannini taking the seat next to him, leaving Jack Miller out in the cold.

Now we get into the field of rumour and conjecture. Could Jack Miller go to Honda, in place of Joan Mir? If the latest rumour to do the rounds is correct, however, Mir might have agreed to stay at Honda for a further two years, despite the terrible start to the season that both factory Honda riders have experienced, closing that particular door to Miller.

Augusto Fernandez is also out of contract with Tech3 GasGas at the end of 2024, while Alex Rins also has no home to go to in 2025 as yet.

Ducati has to find a place for Fermin Aldeguer, which might be possible at Pramac if that team chooses to stay with Ducati and not move to Yamaha, a deal that is reportedly still on the table. A decision has to be made soon. Also, if Pramac does change to Yamaha, will the team retain Franco Morbidelli?

As much has been decided, there is still a lot to be finalised. One thing is for certain according to Jorge Lorenzo; we are set for a new golden era of MotoGP racing, with Marc Marquez on a championship-winning bike and Pedro Acosta on the factory KTM. All we need now is BMW to commit for 2027-onwards and Suzuki to make a comeback, although that latter idea is probably far-fetched.

In the meantime, there is a championship to be won or lost and it is simply too close to call. Let’s hope we have another last lap of the last race conclusion, no matter which way it goes.

Isle of Man TT 2024

The beginning of June brought us the unbridled joy of the Isle of Man TT races, which went some way to make up for the dearth of MotoGP racing this month. And what a TT it was.

Records in racing are there to be broken and they often are, with very few records standing for longer than two or three years, and often for appreciably less. To find a record that has stood for 24 years is rare and yet, that is how long the record for most TT wins has stood.

As anyone will know, the record had been in the hands of Joey Dunlop since his hat-trick of victories in 2000, bringing his tally to 26, mere months before his untimely death at a race in Estonia.

For a long time, it looked as if John McGuinness was the rider most likely to break or, at least, match the record but, having got to 23 wins, his progress stalled.

For the past several years, the men to beat at the TT have been another Dunlop, Joey’s nephew Michael, the last of the Dunlop racing clan (for now, at least), and Peter Hickman, the latter setting the outright lap record and who was on course to break that record in this year’s Senior TT, only to crash – thankfully without injury – halfway through that race.

If Michael Dunlop also failed to complete the Senior TT, retiring early in the race, that could do nothing to alter the fact that he is now on an incredible 29 wins at the TT, comfortably breaking his uncle’s record and there are few who would bet against that tally being added to in the coming years.

Whilst it is sad to see Joey’s record being broken, there is a lovely symmetry to it being broken by another Dunlop. Michael himself will publicly claim that the record was never on his radar but that assertion has to be taken with a pinch of salt. It obviously was on his mind, even if he never thought he might equal, never mind beat, his uncle’s record. Personally, I’m a huge McGuinness fan, but it feels right that Michael has become the new benchmark.

Thankfully, 2024 will go down in the history books as another TT with no fatalities; as far as I can work out, only the third time in the TT’s history. What this serves to emphasise is the fact that there are always many crashes on the Mountain Course, with only a small percentage that are fatal but, predictably, the media only ever concentrates on the deaths. What will they have written about this year with nothing ghoulish to report?

I have written at length about the TT before in these pages, Isle Of Man TT 2023, so there is no point repeating it again, except to say, Long Live The TT, and all the mad geniuses who choose to race there. They deserve to be regarded as our heroes.

The Husqvarna Racing Team faced a rollercoaster weekend of highs and lows at the fourth round of the South African National Motocross Championship held at the renowned Teza Motocross track. Located near Richards Bay in KwaZulu-Natal, Teza is considered one of the most challenging tracks in the country with both hard-packed and sandy sections as well as big elevation changes. Bike setup is integral to a successful weekend with the variety of terrain the track has. The Husqvarna team entered the weekend ready to test their limits on the demanding course, but unforeseen challenges would test their mettle.

Davin Cocker claims second-place podium finish in MX1. Cocker showed impressive speed throughout the weekend, qualifying well in the MX1 class. However, a run of bad starts made things difficult early on. In the first heat, Cocker fought back from a tough starting position to secure a hard-earned second-place finish. The second heat presented another challenge when his bike cut out just before the gates dropped, forcing him to chase the pack from behind. Despite the setback, Davin battled his way through the field to finish fourth. His combined results landed him a strong second-place podium finish overall in the MX1 class.

Cocker commented, “Practice went well, qualifying in third place. I knew I had the speed to push even harder and identified areas for improvement. I’m very happy to finish second overall. This is my best result so far this season and gives me a confidence boost heading into the next rounds.”

Coming into the Teza round, Barend du Toit aimed to leave behind his earlier season struggles. Motivated to establish himself as a contender in the MX2 class, Barend got off to a great start by grabbing the holeshot in the first heat. Unfortunately, his promising run was cut short when his bike high-sided on the first jump, resulting in a crash. Thankfully, Barend escaped serious injury and continued the race. The second heat demanded a cautious approach as he raced through pain to secure a sixth-place finish overall in the MX2 class.

Du Toit reflected, “The fourth round was definitely eventful. I had a tough crash in the first heat, which was a setback considering I felt good coming into the weekend.”

Team manager, Kerim Fitz-Gerald, added, “Despite the setbacks, both Davin and Barend showed incredible grit and tenacity for the weekend. We’re proud of their performances and are eager to carry this fighting spirit into the upcoming rounds.”

The Husqvarna Racing Team looks to build on the positives from the Teza round and gain momentum as they head into the next races of the South African National Motocross Championship.

The Red Bull KTM Team continued their winning streak at the fourth round of the South African National Motocross Championship held at the challenging Teza Motocross track. Located near Richards Bay, Teza’s demanding layout pushed riders to their limits, but the KTM squad rose to the occasion, showcasing a combination of experience, teamwork, and raw talent.

Cameron Durow shines once again in MX1 and MX2, maintaining his perfect season.
Championship leader Durow defied a gruelling travel schedule to extend his undefeated streak in his respective classes. Having just returned from competing in the USA on Tuesday, Durow displayed remarkable focus to dominate the weekend. Despite the challenging travel, he kept his head down and maintained a consistent pace, strategically avoiding unnecessary risks to secure another flawless victory. Durow commented, “It was a tough but rewarding weekend. I’m thrilled to keep my perfect season going. My main goal was to have fun and ride smart. I didn’t want to take any big chances that could jeopardize the win.”

Luke Grundy made his talents known, securing a well-deserved second-place finish overall in the MX2 class. Grundy’s impressive performance included a highlight-reel holeshot and a thrilling battle with his teammate for the lead in the second heat. Prior to the race, Grundy collaborated with his mechanic, Kevin Tyrer, to fine-tune his transition from practice bike to race bike, a change that clearly paid off on the track.

Grundy reflected, “After a rough start in the first heat, I was determined to grab the holeshot in the second moto. I can’t deny I’m happy with how that turned out! It was fantastic battling Cameron for the lead for a few laps. Once he passed me, I focused on maintaining the gap to the rider in third and bringing home a strong second-place finish.”

Trey Cox entered the Teza round hungry for his first overall victory in the High School class. His quest was briefly challenged by a second-lap crash in the first heat, but he bounced back to secure an impressive second-place finish. The second heat saw him overcome another hurdle – a poor start – before battling through the pack to claim victory. This win secured him the coveted overall win for the class. Despite his success, Cox remains focused on the championship lead. Currently only two points behind the leader, his sights are set on securing the red plate as soon as possible.

Cox commented: “This weekend is a mixed bag for me. While I’m excited to finally get my first overall win in High School, I missed out on gaining crucial championship points. Ultimately, that red plate is my main goal, but I am happy with how the weekend went and I am dead set on trying my best to claim the red plate!”

“What an incredible weekend for the Red Bull KTM Team!” Said Team Manager, Kerim Fitz-Gerald. “Cameron continues to fly the orange flag high and maintain his perfect seasons despite his travel schedule. Really happy for Luke for claiming the second in MX2 and his fantastic holeshot. I am proud of Trey’s fighting spirit in securing his first overall win in the High School class. We are very excited for what the rest of the season holds in store.”

This year marked Suzuki’s 13th Annual Weekend Away, a sunny and action-packed weekend in mountainous and twisty Mpumalanga. This year was no exception with the turnout growing to around 150 attendees which saw just over 40 registered teams filled with a mixture of Suzuki customers, dealers, families and even the local motorcycle media.

For the newcomers, the Suzuki Weekend Away is a well-put-together weekend organised by Suzuki South Africa for their loyal customers and supporters. The weekend away takes place yearly at the Hotel Numbi & Garden Suites in Hazyview, Mpumalanga, and is always hugely popular with the Suzuki riders’ and drivers’ community.

Before we get to talking about the Suzuki weekend away we have to mention a new motorcycle that was revealed to the public eyes and ears at the Simola Hillclimb in Knysna, of course, we are talking about the GSX-1000GX—a 1000 cc two-up sports touring missile on stilts. The GSX-1000GX made a spectacular and tyre-smoking appearance at this event, whilst in the background Suzuki was offloading another impressive machine at the port.

For the Suzuki Weekend Away, Suzuki South Africa decided it was time to yet again treat us all with the reveal of their GSX-8R—a do-it-all middleweight sporty commuter. Yes, Suzuki herded the cats that are us media on the Thursday leading up to the weekend away and allowed us to take part and help showcase the fully faired 776 cc parallel-twin powered GSX-8R on the trip to Numbi.

On the ride down to “MP” Meredith and I took the opportunity to ride the sleeper that is the GX, two up in comfort. Cruise control on, electronic suspension on its medium damping mode and the rear on its two-up preload setting saw us cruise in riding bliss behind the GX’s touring screen. What a joy it was on the wide and open and on the tight and twisty heading towards our lunch stop at Suzuki’s newly appointed dealer Freedom Motorcycles.

We were treated before the weekend had even begun with a Friday morning breakfast at the White River History & Motor Museum. If you like petroholic history, this is a place you must see! We spent the rest of the day putting the GSX-8R through its paces on some of SA’s best roads, minus a few potholes.

Bonding with the machines and riders down to Mpumalanga, we media formed an alliance called the Jizzles (inside joke) for the weekend’s fun and games. We had a full grid of teammates comprising Bill Hunter and Hazel, Donovan Fourie, Shaun Portman, Lawrence Minnie, Stefan van der Riet and Meredith. With a team filled with unhinged delinquents, Bill and Meredith had their hands full trying to lead us from one checkpoint to the next.

The key to this “amazing race-esque” game was to follow the given GPS checkpoints, answer all the questions at the stopovers, take the required photos, take part in the physical activities and follow all the rules to gain as many points and as few penalties as possible. Time wasn’t a major factor so speeding wasn’t necessary, but in saying that we did have a cut-off time to finish the game and score our last bonus points. The team with the most points wins the game and with competitive personalities ingrained in all of us, we decided to take the game, for the most part, seriously.

Saturday morning saw the fun and games kick off and a full team effort was put in by the Jizzles. From taking a half-naked dip in a fish pond, cuddling with the trusty Suzuki bobble-head, pointing out a checkpoint at a fuel stop map, counting letters on a road sign at God’s Window in Graskop and even sitting on a cannon—you get the gist. For the adventure riders and Jimny owners, there was an adventure route with different challenges and questions taking place simultaneously.

Most of the members of our team have known each other for years and working in our industry does get tough at times so enjoying the experience side by side and bonding over the Suzuki Weekend Away was for me at least, a fantastic experience to see others in a different environment which in turn reflects their true self.

After a full and fun Saturday in the saddle, it was time to relax into the evening, sitting around the fire with full stomachs and with the air ringing with laughter. Prizes were handed out to quiz master Donovan for getting all of Suzuki’s historic questions correct and for the teams that finished the weekend in the top three.

On the third step of the podium, we Jizzles collected our prizes for a good effort and with a mere 100 points off of the winners which were Suzuki JMD. And so another brilliant Suzuki Weekend Away came to a close. It is always a huge success not only because of the willing participation of so many loyal Suzuki owners but also due to the unwavering support of Suzuki Richards Bay, Suzuki East and Primrose Motorcycles dealerships, not to mention the huge effort made by Stuart Baker, Kyle Lawrenson, Corrie Meyer and everyone at Suzuki South Africa. As always we appreciate your hospitality—thanks, Team Suzuki.

If you are reading this, and you either own a Suzuki or want to be part of next year’s Suzuki Weekend Away, then visit your nearest Suzuki dealer.

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Stay tuned for our up-and-coming reviews on Suzuki’s latest duo, the GSX-8R and GSX-1000GX.

Honda Motor South Africa, in association with Legend Events, has announced the Honda Adventure & Dirt Bike Festival, taking place over two weekends from the 15th to the 23rd of June.

The event is aimed at bringing Adventure motorcycle enthusiasts from all over the country together for two weekends, filled with fun activities and thrilling adventure and dirt bike riding terrain.

The first weekend will be held at Blanco Guest Farm in Tarkastad, from 15th-17th June, while the second event will be held at Happy Days Adventure Farm in Fouriesburg on 21st-23rd June.

Both events will feature something for everyone, including drag races, adventure and dirt bike outrides, a Hard Enduro and Funduro course, a VMX track and demo rides, not to mention plenty of time to eat and drink while being entertained at the after-parties in the evenings.

You don’t have to own or ride a Honda to attend; everyone is welcome and both weekends promise to be something very special.

For more information, contact your local Honda dealer or you can book directly at www.legendevent.co.za.

Take a look at this video for a taste of what to expect…

Bajaj South Africa is excited to announce several strategic changes to strengthen its market presence in South Africa. These initiatives include the appointment of Mikael Cloete as Business Head. Mikael was previously with Hero South Africa and will be a valuable addition to the Bajaj family.

“Bajaj is delighted to welcome Mikael Cloete as the new Business Head in South Africa,” said Sahil Datta of Bajaj South Africa. “Mikael brings a wealth of experience and strategic insight from the financial and motorcycle industries. His leadership is expected to drive growth and innovation, reinforcing Bajaj’s position as a global market leader.”
Bajaj is set to introduce new models across the 2, 3, and 4-wheeler range, including innovative compressed natural gas (CNG) and electric vehicle (EV) variants, to grow Bajaj’s already impressive footprint in the South African market, both private and commercial.

Bajaj believes that dealers are the backbone of its growing business. “Our new dealer-centric approach focuses on strengthening relationships, providing comprehensive support, and ensuring that our dealers have the resources they need to succeed. By empowering our dealers, we aim to deliver superior service and value to our customers,” said Mikael Cloete.

“After-sales service and support are central to Bajaj’s company values. We are committed to delivering exceptional service at every stage, from initial inquiries to after-sales support. Our aim is to exceed customer expectations and build long-term loyalty through reliability, transparency, and a customer-first approach,” said Mikael. “Our after-sales strategy ensures nationwide parts availability in every accredited workshop, providing customers with convenient access to the necessary parts and services, thereby enhancing their overall ownership experience.”

The Bajaj Boxer continues to dominate the African market as the top-selling bike, renowned for its durability, affordability, and performance. Its success is a testament to Bajaj’s ability to deliver products that meet the needs of customers across the continent.

Bajaj’s recent introductions, including the updated RE4S (TukTuk) and the Qute, showcase their dedication to providing innovative urban mobility solutions. The RE4S offers an affordable and fuel-efficient option for inner-city transport and small businesses, while the Qute, a compact vehicle, blends motorcycle agility with car-like comfort, making it ideal for short urban commutes. Did you know that 78 million people use an RE4S for transport every day worldwide?

Aligned with their global expansion, Bajaj holds a 48% stake in KTM, showcasing its strategic investment in high-performance motorcycles. Additionally, Bajaj now manufactures mid-capacity range motorcycles for Triumph, including the popular 400 Scrambler, catering to the growing demand in the premium markets. Bajaj’s commitment to growth is further reflected in their joint venture with Triumph in India, ensuring the brand’s distribution through premium dealers and effective market reach. This expanding presence highlights Bajaj’s dedication to enlarging its footprint in the premium motorcycle segment.

For more information on Bajaj products visit – www.bajajsouthafrica.co.za