Hero is very much in the news now following Ross Branch’s magnificent showing in Dakar, where he fought single-handedly against a Honda HRC team effort to finish a superb second overall, having led for a major part of the race. On the local front Hero continues to make serious inroads into the commercial and city commuter market. Their X-Pulse dual-purpose model has become popular with those who use it to commute during the week and then de-stress by playing in the dirt on weekends. You come across X-Pulses in the strangest places.
Returning from my December road trip to Cape Town, which I had to do by car as I was picking up a tent I had bought, we stopped over in Clarens. Sipping an ice-cold Clarens Blonde at the brewery I noticed two travel-stained, luggage-bedecked bikes parked on the street. A big BMW GS and a Hero X-Pulse. I soon located the riders and had a bit of a chat. Turns out it was a father/son trip around and through Lesotho. They were full of praise for the performance of the little Hero. The dad mentioned that he had taken it easy on the tar sections of their route for the Hero to hold station. The son retorted that it was the other way around in the dirt, where he had to stop and allow his dad to catch up, especially when the road got gnarly. And that, my friends, is the allure of the dirt-worthy X-Pulse.
Photo credit: Bjorn Moreira / ZA Bikers
I recently spent some time on the latest 4-Valve version of the X-Pulse and came away rather impressed. I rode the Stealth Limited Edition in a Matte Axis Grey colour scheme which looks good. The X-Pulse has undergone some tweaks that have enhanced the riding experience. The rally-style windshield is now 60 mm longer, which significantly reduces the windblast to your torso. The footpegs have also been subtly relocated, 35 mm lower and 8 mm further back. The rider triangle is now quite relaxed, and standing is more comfortable. I would like them even further back, but then again I am on the tall side. Shorter riders will probably find them great where they are. The bars now sport sturdy knuckle guards which will also keep windblast from your hands in winter. Overall, it is a comfy place to spend time.
Photo credit: Bjorn Moreira / ZA Bikers
The LCD display gives all the typical info that you need and is complimented by a perfectly placed USB port. Ideal for a GPS or to charge your phone in a tank bag or on a handlebar mount. On that note, the 13 L tank is metal, so a variety of magnetic tank bags can work on the Hero. The headlight is now a projector LED and is excellent.
Photo credit: Bjorn Moreira / ZA Bikers
Now let us talk about the 199,6 cc oil-cooled OHC 4-Valve motor with its huge externally mounted oil cooler. To the best of my knowledge, it is the first 4-valve motor that Hero has built. It is a peach. It is punchy and smooth all the way to redline, with decent midrange torque. It makes the little Hero a commuting weapon. It wins the stoplight drag races easily, and slices and dices traffic effortlessly. For traversing urban sprawl, it is a great choice. Fuel consumption between 30 to 40 km/L saves you a fortune at the pumps, not to mention the time and frustration saved on your commute. It just makes so much sense! And then we have the weekends.
Photo credit: Bjorn Moreira / ZA Bikers
The X-Pulse is genuinely dirt-worthy. A 21” front wheel and an 18” rear, allow fitment of a wide range of suitable offroad rubber. Discs back and front take care of braking the 161 kg curb weight of the Hero without fuss. The motor produces around 19 horses @ 8,500 rpm and 17,35 Nm of torque @ 6,500. The motor is genuinely willing, even when out of its comfort zone on the highway. It is not that it cannot run at highway speeds, but rather that its 5-speed gearbox really misses the 6th gear. You start feeling sorry for the high revs that the motor is subjected to at highway speeds. Short stints are no issue, but inter-city commutes are not ideal. Realistically you should limit your touring speeds to around 100 km/h.
Photo credit: Bjorn Moreira / ZA Bikers
Offroad is where the little Hero shines. The dirt-friendly wheel sizes, allied to decently damped and sprung suspension with reasonable travel (190 mm front and 170 mm rear) make traversing dirt a lot of fun. The perky motor adds to the enjoyment. There is 220 mm of ground clearance. I rode some gnarly bits of trail, fully expecting to put the decent bash plate to some use but no worries. The bike tracks straight and true, responding to handlebar input to stay on course, the suspension soaking up the bumps with aplomb.
Photo credit: Bjorn Moreira / ZA Bikers
It is this dirt-worthy versatility that makes the X-Pulse such a versatile offering. Turn your commute into a fun exercise then take chilled rides in the dirt on the weekends. And all that for only R56,999. You can’t even buy an e-bicycle for that sort of loot! A 5-year/100,000 km warranty adds to your peace of mind. Take a ride on the wild side. You owe it to yourself!
It’s far too easy to bemoan the state of the motorcycle market in South Africa and we’re as guilty as anyone else, so we’re very happy to be kicking off 2024 with a second good news story, following on from the trial of a new kind of AMID (Association of Motorcycle Importers and Distributors) motorcycle expo that took place at Red Star Raceway in late January.
That event signalled a welcome effort by virtually all the major importers to get out and in front of their audience rather than waiting for that same audience to walk into one of their dealerships. For a first tentative toe-dipping into the water, it was a great success and will surely lead to it becoming an annual fixture.
Photo credit: Bjorn Moreira / ZA Bikers
More recently, on the 3rd of March, adventure riders were encouraged to head to the brilliant Grotto to Gravel venue on the Rustenburg road in Magaliesburg, where there was a mouth-watering selection of adventure bikes, waiting patiently in the sunshine to be put through their paces by anyone who made the effort to attend.
The effort for attendees was well worth it and the manufacturers and dealers are again congratulated for putting in a lot of effort to ensure an excellent representation of adventure models.
Photo credit: Bjorn Moreira / ZA Bikers
Bikers’ Warehouse, being a Honda, SYM/Kawasaki, Suzuki and Husqvarna dealer, was there with the Honda CB500X, Honda Transalp, Honda Africa Twin, the SYM NHT 300 and Kawasaki Versys-X 300, the Suzuki V-Strom family – 250, 800 and 1050 – and the Husqvarna Norden 901 and 701 Enduro.
Photo credit: Bjorn Moreira / ZA Bikers
Hero South Africa, which is making good gains in the SA market, had its surprisingly good XPulse 200 there. BMW Motorrad Montana had the impressive-looking new R 1300 GS, the 850 GS, the 310 GS and a 1250 GS. Raceworx KTM was KTM South Africa’s representative, with the 1290 Adventure S and R, 890 Adventure and 390 Adventure.
Photo credit: Bjorn Moreira / ZA Bikers
So, as you can see, almost every significant adventure bike on the market was present and they added up to an unparalleled experience for what is arguably the most important class of motorcycling in SA.
Riaan Fourie and Stuart Baker, of Honda SA and Suzuki SA respectively, who are both staunch supporters of any initiative that involves getting potential customers onto their products in the environment for which they were designed, expressed great enthusiasm for the day and, with around 350 people registering beforehand and turning up on the day itself, it can only be deduced that this is the type of event that the market really needs right now; getting bums on seats and trying the bikes out in person, rather than simply reading about them in the media or looking at them in showrooms and taking them for a ten-minute test ride on the road.
Photo credit: Bjorn Moreira / ZA Bikers
If we have been critical of the SA motorcycle industry in the past, then we’re going to have to seriously assess that viewpoint, if not ditch it altogether, in the light of both the Red Star Expo and now the Grotto to Gravel Adventure Demo Day. These are important initiatives that show that the industry is realising that there is far more strength in working together than always pulling in their own directions: it’s good for the industry and it’s great for us, the customer.
As MotoGP fans worldwide turn their eyes to Qatar for the curtain-raiser of the 2024 season – the Qatar Airways Grand Prix of Qatar – one rider, in particular, will be attracting a great deal of attention as the race weekend gets underway at the Losail International Circuit on Friday 8 March.
19-year-old MotoGP rookie Pedro Acosta’s meteoric rise through the ranks of MotoGP has been nothing short of sensational. In 2023, he triumphed in the Moto2 World Championship, just two years after becoming the youngest-ever winner of the Moto3 World Championship in his debut season in the class.
Image source: MotoGP
His teammate this year in the Red Bull GasGas Tech3 Team, Augusto Fernandez, is also a previous winner of the Moto2 World Championship and will begin his second season in MotoGP. Together, Acosta and Fernandez, with the support of Motul, are generating a great deal of buzz ahead of Qatar.
Acosta has already notched up some significant results in 2024, with consistently impressive times during pre-season testing in Malaysia, that would have put him on the podium in the 2023 round at the Sepang circuit. His work ethic is also noteworthy – in the recent Qatar tests, he completed more testing laps than any other rider, thereby demonstrating his hunger for success at this weekend’s race.
Image source: MotoGP
Motul’s return as a lead sponsor of Tech3 (along with Red Bull) for 2024 sees the rekindling of a successful partnership that previously spanned a decade (2008 – 2018). In addition to MotoGP, Motul will also be supporting the Tech3 teams in the Moto3 World Championship (Red Bull GasGas Tech3 Team) and the MotoE World Cup (Tech3 E-Racing).
Motul has a common vision of mobility with Pierer Mobility AG, owners of the GasGas brand, and together with a shared commitment to performance and innovation with Tech3, these synergies can be expected to translate into great results on the track.
Image source: MotoGP
Hervé Poncharal, Team Principal of the Red Bull GasGas Tech3 Team, outlined his excitement about the revived partnership with Motul: “Our deep connection with Motul is more than a friendship; it’s a family affair. 98% of Tech3’s history is intertwined with Motul, and now we are returning to our roots with the premium lubricant manufacturer. Beyond the technological aspects, this partnership is a heartfelt connection,” he commented.
“At Motul, we’re privileged to live in a world where high performance is the rule rather than the exception. That said, we’re excited to see just how far the Red Bull GasGas Tech3 Team can push the envelope in the 2024 season,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa. “Our shared passion, human focus, and dedication to performance mean that our brands are very closely aligned, and we can look forward to great things this year – especially from the exciting young rider Pedro Acosta,” she added.
Image source: MotoGP
To follow Pedro Acosta and the Red Bull GasGas Tech3 Team, visit the Tech3 website. For more information about Motul’s full product range, visit the Motul ZA website.
It’s easy to be negative about the future of motorcycling in SA at the moment, with sales figures falling steadily, it’s good to be able to report some positive news.
Linex Lynnwood has been a feature of the Pretoria bike scene for many years and is proudly announcing that the dealership is expanding. The Linex Lynnwood team has been working hard, preparing for a move to a more spacious location to improve customer satisfaction.
Photo credit: Bjorn Moreira / ZA Bikers
The new premises will be located at 224 Simon Vermooten Road, Silverton, Pretoria, 0184. However, before that move happens, Linex Lynnwood will be hosting a relocation clearance sale at their existing premises, both as a way to thank customers for their support over the years as well as clearing the decks ahead of the move—the new premises will be a completely new start.
The sale is on lifestyle products – sadly, not motorbikes – and more details will be released in due course. Linex Lynnwood will also share information about the grand opening of the new premises nearer the time. Alternatively, you can contact Linex Lynnwood directly for more details.
The Dakar Rally is surely the toughest challenge of man and motorcycle ever conceived; two weeks of unending effort requiring not only a motorcycle that will stand up to intense punishment but also a fit body and mind that can withstand the same.
However, many riders will tell you that the event itself is only half the battle; simply getting there can pose just as many seemingly unassailable problems and takes just as much effort over weeks and months, if not years.
Photo credit: Bjorn Moreira / ZA Bikers
A recent event organised by Rally Rampage at ADA, near Hartbeespoort, one of South Africa’s premier off-road training facilities, brought together Dakar participants Charan Moore, Bradley Cox and Stuart Gregory, to talk about the challenges faced prior to competing in a Dakar Rally event.
The talk was preceded by a four-hour adventure ride, open to all comers, both in and around the ADA grounds and out on the open road. More than 50 bikes and riders turned up to do battle not only against the terrain but also the 31-degree heat. After that, Moore, Cox and Gregory took to the stage, while the adventure riders listened as their stories unfolded. Nothing, it seems, is easy on the road to the Dakar!
Photo credit: Bjorn Moreira / ZA Bikers
Stuart Gregory kicked things off. 2024 was his fifth Dakar and, as has to be the case for so many entrants, the challenge to begin with was to qualify for inclusion. That, it seems, was the easy part: raising R500,000 was a lot more daunting. That, and making sure his bike, which has already done two Dakars, would be strong enough to complete a third.
But, within Stuart’s story was a familiar theme of private entrants into the rally. It seems Stuart has a love/hate relationship with the event, one which has him questioning why he is doing it again when the last one brought him to his knees. You could see the pain written on his face as he talked about it. But still, he goes back, regardless of the huge effort and logistical nightmares.
Image source: Motul
Not for him a factory-backed service area, with all the spares necessary and a team of mechanics to carry out any work. Stuart had an allowance of two, 23kg bags on his flight to Saudi Arabia and that had to hold all his personal gear as well as any spares he thought he might need. Any work that needed doing to the bike, he had to do himself, among other important things at the end of a day’s riding.
In the event that he needed a spare part that wasn’t in his baggage, there was a parts truck that followed the route and was there at each night’s stop, full of everything an entrant might need in order to continue. The thing is, none of it was free, so that had to be factored into the financial calculations. When you’ve got that far, it must be galling to have to stop through no fault of your own.
Image source: BAS world KTM racing team
Next up was Bradley Cox. The name of Cox is well known in motorcycle sport, not only in South Africa, but at the Dakar. Bradley’s father Alfie Cox needs no introduction, although Bradley sometimes wishes he didn’t have the pressure of living up to his father’s achievements, no matter how much of a help the name might be at times.
Even though Bradley grew up in a Dakar household, his goal was never to take part in the desert race. His focus was to compete in local and overseas enduro, off-road and MX championships. Unfortunately, lockdown hit, and his dreams were put on hold. This started him on the road to building an interest in the Dakar, which needed a whole new set of skills: learning how to read a road-book being a top priority. Before he knew it, Bradley competed in the 2021 Rallye du Maroc, finishing 3rd in the Rally2 class. He then went on to win a few rallies in Asia. The Dakar was on his horizon.
Image source: BAS world KTM racing team
Although racing for the BAS World KTM Racing team, Bradley had a tough time raising funds to take part in his second Dakar in 2023. This is where Dakar spirit comes into play. Nasser Al-Attiyah, five-time winner of the Dakar (on four wheels) and a friend to the Cox family donated his race suit so that Bradley could auction it off to help get closer to his R2 million budget. Toyota saw this and questioned why he was auctioning the suit; after Bradley explained, Gazoo Racing jumped on as a sponsor and this year was his main sponsor heading into the Dakar (even after a disastrous DNF in last year’s Dakar Rally in stage 1).
Bradley was literally just a few months away from the Dakar and a few hundred thousand Rand down; without the Toyota Gazoo Racing lifeline, all the hard work would have been for nothing. The Dakar is a demanding race, and if just being accepted into the Dakar is hard enough; raising the funds is just as demanding, if not more so. You’d think that once the race starts, you can leave all that behind, but you can’t; the financial worry never stops, even when you’re wrestling your 450cc bike at 160km/h through the desert: all the way you have to be thinking, ‘I’ve got to go fast, but too fast and I’ll break the bike or myself and then it’s all for nothing!’
Image source: BAS world KTM racing team
Charan Moore’s story is a little different to Gregory’s or Cox’s. Just like them, on his first Dakar, he had a mountain of funds to raise, but only 6 months to get it all done. Charan signed up for the Rally, not really knowing if he would qualify to race. Twenty minutes later he gets a call from Darryl Curtis who coordinates the singing-up procedure saying, “You don’t need to take part in any qualifying events as your racing background already qualifies you.” Before Charan knew it he was just a month or so away from the Dakar on his machine, with precious little seat time under his belt and a lot of organisation to take care of.
Image source: USN SA
Charan took part in his second Dakar Original by Motul class in 2023 (formerly the Malle Moto Class) and represented SA with flying colours as he crossed the line in first place. Riding a bike is tough; raising funds on your own is hectic; servicing your own bike on your own after each stage (including an engine change), planning your road book and then still riding at a pace sufficient to take the lead and win the Original by Motul class is an amazing achievement.
Image source: USN SA
Three different approaches to the Dakar but three similar stories of hard work, perseverance, stamina, skill and, let’s face it, a fair dose of luck. If you ever thought the Dakar was easy, maybe have a chat with any one of these three guys and let them put you straight!
For over 170 years, owners of powered vehicles have enjoyed the benefits of using Motul’s innovative range of premium automotive and motorcycle fluids and lubricants. With the introduction of the new Motul Bike Care range, cyclists can now enjoy the same performance advantages.
Well-known South African distributor of high-quality bicycle brands, Rush Sports, has signed an exclusive distribution deal with Motul which means the full Motul Bike Care range will be available in leading bicycle stores across South Africa, from the end of March 2024.
Image source: Motul
The comprehensive eight-product range has been formulated to meet the needs of road and MTB cyclists, electric bicycles as well as professional bicycle workshops. The full Motul Bike Care range covers every major component in all riding conditions, and comprises of:
Motul Frame Clean
Motul Dry Clean
Motul Chain Clean
Motul Brake Clean
Motul Chain Lube Dry
Motul Chain Lube Wet
Motul EZ Lube
Motul Tubeless Tire Sealant
The launch of Motul Bike Care is entirely aligned with Motul’s commitment to sustainability, as encapsulated in their new tagline: PRESERVING OUR PLAYGROUND. Motul is delivering on this promise by making sustainable cycling products more widely available.
Image source: Motul
Each product in the Motul Bike Care range has been engineered to be safe to use, and kinder to our planet. The biodegradable formulas achieve exceptional results without the use of potentially harmful chemicals such as aerosols, solvents, silicones and volatile organic compounds (VOCs).
In addition, the packaging for each Motul Bike Care product is made from 100% recycled (and recyclable) materials, further reducing the impact on the environment. These sustainable packaging materials have also been rolled out across the rest of the Motul product offering.
Image source: Motul
In short, Motul is as serious about improving every ride (whether competitive or just for fun) as they are about enhancing every drive!
“Motul and Rush Sports are perfectly matched in terms of their culture and values, with a shared focus on delivering real performance through technical expertise and exceptional products, whilst protecting the environment,” commented Andre van Aarde, Founder and COO of Rush Sports. “I’m excited to introduce South African cyclists to Motul Bike Care products and to help them find solutions to the challenges they face,” he added.
“We’re delighted to welcome cyclists into the Motul family by launching Motul Bike Care,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa. “Together with our friends at Rush Sports, we look forward to sharing our expertise and outstanding products with riders in South Africa – a country that was made for cycling,” she added.
Image source: Motul
To find your nearest Motul Bike Care stockist, visit the Rush Sports website. For more information about Motul’s full product range, visit the Motul ZA website.
Everyone’s introduction into the motorcycle world is slightly different, mine was inspired by my dad riding motorcycles. So before I knew it 16 years of age rolled in and naturally getting my license was on the charts. In South Africa, at 16 you’re limited to 125cc only. At the time I was stupidly in love with supersport-styled bikes and a huge Honda CBR 1000RR Fireblade fan, so the obvious choice was the baby version; the CBR 125R in the Ross White livery.
Image source: Honda
I gained a lot of experience on my Honda, including my first big crash which included unsympathetically scrubbing tar out of my hands and knees; yes, I learned the hard way that all the gear all the time is important… When I turned 18, I upgraded to the Kawasaki Ninja 300 which at the time was one of the best motorcycles in its class, and let’s just add that it was the 30th Anniversary Edition. That livery is probably my favourite design to date! I owned that bike until 2020 when I was forced to sell it due to financial reasons.
Photo credit: Meredith Potgieter / ZA Bikers
Fast forward to 2024, and I want a bike again! For years I have pushed aside the desire to own one, but after doing so much riding in the past year it has become very difficult to keep the urge at bay—being a pillion just doesn’t cut it anymore. My main reason for wanting a bike is to enjoy weekend rides and short trips to escape from office life, the occasional commuting is inevitable, but the main purpose is to experience the freedom that comes along with the open road.
So, my journey in hunting for the perfect bike begins. For those of you who are not aware, I am only 5” (154cm) and only individuals my height will understand the struggle that is seat height. This disadvantage poses a great challenge when looking for my next bike, for example, I will never dream of riding the KTM 690 SMC R with its ridiculous seat height of 892mm, unless there’s a curb at every stop or I invest in some 1970s ABBA platform boots.
Photo credit: Bjorn Moreira / ZA Bikers
Sadly, this is something that will limit me, but I will not give up! Most people will do their research based on the amount of torque, power and tech, but not me. I’m looking for a bike with a low seat height, that is lightweight and agile. Many shorter riders as well as women have had to settle for bike brands like Harley-Davidson or cruiser-styled motorcycles with their low seat height and ground clearance. So this is why I am grateful that the middleweight category throughout most brands is considering shorter riders by making the necessary changes—no longer are we limited to cruisers.
This brings us to the Triumph Trident 660. This bike, to me at least, reflects typical Triumph build quality at an affordable price—it simply screams premium. One thing with naked bikes as we all know is that everything is exposed; there is no hiding of cables or poor design behind fairings. Triumph has always had a knack for designing minimalistic and smooth, rounded-off finishes, putting their brand in a different league.
Photo credit: Bjorn Moreira / ZA Bikers
I recently did a piece on a rider jacket from MotoGirl and I needed a bike to take some photos with. Since the Trident was on my list of bikes to test ride, we contacted Triumph JHB and they agreed that I could have the Trident for the weekend. Three full days with probably the best bike I’ve ridden this year. So far…
While researching bikes that would suit my needs as a rider the Trident ticked quite a few boxes. It’s affordable, the engine size seems like the perfect sweet spot and let’s face it—it’s good-looking. Yes boys, we ladies do care a lot about whether the bike is “pretty”.
Photo credit: Bjorn Moreira / ZA Bikers
Jokes aside, it goes without saying that the Trident falls into my category of “good-looking.” These days I find myself being more so drawn to the modern classic look, and this bike certainly has those features with the round headlight and simple TFT/LCD combo display. My personal favourite colour options are the Matte Jet Black and the Silver Ice Diablo Red. I originally fell in love with the Crystal White, but it was unfortunately discontinued.
Image source: Triumph
With looks aside, I wasn’t sure what engine size to consider when upgrading from a 300cc, but I had a better understanding of what would suit my riding skills after riding a variety of bikes at the Suzuki Safety Day at RedStar Raceway—the middleweight category being the perfect fit.
The heart of the Trident is Triumph’s trialled and tested 660cc inline triple, derived from their last generation 675 Street triple. In the body of the Trident, this legendary motor has been retuned for low-down torque with 64Nm as low down as 6,200 RPM and a nice punchy hit of 81hp at 10,000 RPM. A typical inline triple characteristic that I’ve grown to love is the smooth spread of power. Owners will also appreciate the low maintenance of this triple, with service intervals every 16,000km or once a year.
Photo credit: Bjorn Moreira / ZA Bikers
Working alongside the linear spread of power is the pre-programmed riding modes (Road and Rain) with built-in traction control making it a perfect option for beginner riders as there’s less thinking to do and more riding (especially when transitioning from a smaller cc bike like I’m doing).
Photo credit: Bjorn Moreira / ZA Bikers
The Trident is equipped with the ideal combination of brakes, suspension and tyres. The Showa upside-down forks and rear shock work efficiently for what they are designed for, even with my weight (54kg) it didn’t feel too harsh on our bumpier roads. The suspension was well-damped making it stable around corners and the ABS-equipped brakes were adequate for the speeds that I was doing, and again ABS as standard is great for novice riders. I am told that the Michelin Road 5 tyres are incredibly good and the perfect rubber to give this bike both the stability and the mileage it needs in any weather condition.
Photo credit: Bjorn Moreira / ZA Bikers
Riding through JHB traffic I struggled a bit with the clutch as it felt super stiff and with my XS size hands the reach was quite far, thankfully, this was a quick fix. A little adjustment at our lunch stop and it was perfect for the remainder of the weekend. Rider ergonomics are such an important factor when choosing a bike, as the same bike will be different for everyone. What I would’ve liked to see on the Trident is an adjustable clutch lever as it’s already equipped with an adjustable brake lever.
I definitely felt comfortable on the Trident, especially the reach to the handlebars. I read a few reviews where people complained that the Trident is too compact, but then again one man’s problem is another man’s solution—or woman in this case. I think many will agree that I don’t look out of proportion, but it is rather fitting. Most of the bigger bikes do weigh a hefty amount which isn’t always comfortable for a woman with my stature, it simply creates room for dropping the bike which is never a confidence boost. The bike is perfectly balanced with a weight of 189kg making it incredibly easy for me to manoeuvre, even with a full tank.
Photo credit: Bjorn Moreira / ZA Bikers
As mentioned earlier, seat height is a crucial factor for me. The Trident is set to 805mm with the option to adjust the pre-load on the rear shock. After a while, I quickly adjusted to the Trident’s seat height and by the end of the first day, I could confidently set my foot down. I would however customise the kickstand in a way that I can reach it more easily as it does pose a challenge.
After a few kilometres on the twisty roads in the cradle, I was really starting to gel with the Trident, with every corner my confidence grew and by the end of the day, the triple’s distinctive sound was ringing in my ears. Triumph did an amazing job at designing a confidence-inspiring bike which provides the fun factor that one would expect from a naked bike. The only thing that would elevate this bike is adding the shift assist, and perhaps considering an aftermarket exhaust.
Photo credit: Bjorn Moreira / ZA Bikers
Even though we spent the majority of the weekend riding, I can honestly say that I never once felt the need to adjust my seating position. Every inch of the Trident’s seat provides the ultimate comfort, not to mention its flattering one-piece design. I was also pleasantly surprised by the lack of vibration on this bike and although naked bikes aren’t designed for long open roads, I feel like I could do shorter trips to Dullstroom or Sabie—it’s that comfortable.
Photo credit: Bjorn Moreira / ZA Bikers
I was incredibly reluctant to return the Trident the Monday, but I can say with certainty that it is high on the list of bikes that I am considering. When I started this journey of looking for a bike I thought it would be quite daunting, but after riding the Trident I think this is going to be an exciting challenge to see how the next few weigh up to this beasty. Let the hunt begin!
Everyone obsesses about pre-season testing simply because it is the first time we have been treated to MotoGP bikes in action since the November season finale. As good as it is to see bikes, riders and teams back in action, the actual significance of testing is minimal and has very little to do with confirming or denying our predictions regarding the coming season.
Image source: KTM
All of the teams have incredibly complex testing schedules, with dozens of set-ups to compare, probably hundreds of new parts to properly assess and perhaps two or more chassis and engine configurations to try. No two teams are doing the same thing at the same time and that includes trying for a lap time or evaluating long-distance runs, let alone agreeing on a final specification, one that will be used for the bulk of the season, which is the only time where we will get the opportunity to compare one team’s efforts with another on a level playing field.
Image source: MotoGP
Nevertheless, we will make predictions and all those predictions centre around Ducati again being the team to beat, with Francesco Bagnaia leading the charge, while it is looking likely that Jorge Martin will not be far behind. In fact, there are no Ducati riders whom we should be prepared to ignore, even if there is one who will garner the lion’s share of the headlines, no matter how – or perhaps because of how – he will perform.
Image source: MotoGP
That rider, of course, is Marc Marquez, making his debut on a 2023 Ducati GP23. You have to feel a little sorry for his brother, Alex, who has been with Gresini for a while and who has immediately been relegated to number two in the team, not only in terms of (potential) performance but also in terms of the outside world’s perception and that includes the media in particular.
Image source: MotoGP
Should Alex manage to beat his brother and teammate, then it will be “because Marc is still learning the bike.” If Marc beats Alex, then it is because Marc is a multiple world champion and should be winning, thereby rubbing Alex’s lack of achievement in his face. No one has said that Alex will be fighting for the win from the season’s first race, but they have said that about Marc. Whether that is accurate or not, it doesn’t matter the fact that someone has said it, does!
Image source: MotoGP
It has to be a destabilising effect. No professional rider lacks the belief that they are the best in the world, conveniently ignoring the statistics, but when a rider who is arguably the best in the world joins your team, you have to feel the pressure, brother or not.
So, testing merely confirmed what we already know, which isn’t surprising: Ducati has been the team to beat for two seasons and it is hard to see any other manufacturer getting a consistent look-in in 2024, especially when you look at the depth of talent Ducati enjoys with its riders – Bagnaia, Martin, Bastianini, Marquez One and Two, Bezzecchi, Morbidelli and di Giannantonio – not to mention the machinery superiority. Yamaha and Honda still look all at sea, while KTM, despite its own depth in talent, is inconsistent. Aprilia could spring a surprise, but it too is inconsistent.
Image source: MotoGP
What is more fascinating is the contract situation heading into 2025. As it stands, only three riders have contracts for 2025; Brad Binder (to the end of 2026), Marini and Zarco (both to the end of 2025). Acosta has signed a one-year deal, but that is understood to be only because KTM has two factory riders signed for 2024 on water-tight contracts (although that didn’t seem to matter in the case of Pol Espargaro…) and he will be on a factory KTM in 2025, likely at the expense of Jack Miller.
Image source: KTM
That leaves virtually the whole grid looking for a ride in 2025 and what a fascinating prospect that is. Of course, no one would dare to presume that Bagnaia will be tempted away from Ducati but stranger things have happened. If Honda and Yamaha – and, to a lesser extent, KTM and Aprilia – don’t get their act together this year, then expect the Ducati seats to be the most hotly contested.
Of equal importance is the fact that three satellite teams are without signed contracts with manufacturers for 2025: VR46, Pramac and LCR. VR46 has been strongly linked with Yamaha, finally giving that team more than two riders on the grid, although why any team would willingly ditch the manufacturer and bikes of the moment is hard to fathom. However, Rossi remains a Yamaha ambassador, so the commercial prospects of a tie-in between the VR46 team and Yamaha are hard to ignore.
Image source: MotoGP
Given Pramac’s performance last year, it is hard to believe Ducati will allow the team to slip through its fingers, although KTM is keen to increase its presence on the grid and Pramac would be an obvious target. But, were Pramac to defect to KTM, would Jorge Martin relish a change of manufacturer (should he again miss out on a promotion to the factory team, in which case, he might tire of Ducati’s procrastination over employing his services and be open to a new challenge), KTM’s progress notwithstanding?
Image source: MotoGP
Similarly, LCR has long pinned its fortunes on Honda and faces the uncomfortable prospect of having to make a decision sooner rather than later to secure a Ducati or KTM contract, before anyone really knows how well Honda has progressed. Honda has floundered recently but who’s to say the company won’t get its act together, if not completely in 2024, but in 2025? Who is to say Honda won’t hit a sweet spot just as Ducati begins a decline? The history of the sport is riddled with examples of both riders and satellite teams making the wrong move at the wrong time.
Image source: MotoGP
It’s all part of the fascinating world of MotoGP, where the on-track action is merely a small part of the overall picture. As this is being written, there are less than two weeks to go before the first race of the season; a race that will no doubt throw up more questions than answers. We can’t wait!
Regular readers of ZA Bikers, accustomed to reviews of more, shall we say, ‘interesting’ motorcycles, might be wondering what we are doing reviewing what is called a delivery bike, a name frequently used in a derogative manner.
Delivery bikes or, rather, the riders of delivery bikes, are not other road users’ favourite things to encounter. It is true that many of the riders are poorly trained (if they have a licence at all) and the state of their bikes and their riding kit leaves a lot to be desired. In short, they are seen as a menace.
Photo credit: ZA Bikers
However, there are different ways of looking at the issue. Firstly, these same delivery riders whom we are so quick to condemn are right there working to deliver your takeaway or groceries when you are not able or simply can’t be bothered to do it yourself. Come rain or shine, while you stay dry or cool, they are out there working to make a living and make your life a little easier.
Photo credit: ZA Bikers
Secondly, and this might be a little hard to palate, but delivery bikes are the most relevant two-wheel vehicles on the road in SA right now, simply because they are selling in huge numbers, while sales of motorcycles from the mainstream manufacturers are stagnating (unless they have ‘delivery’ models in their range). Whole businesses have sprung up renting, servicing and maintaining delivery bikes, creating further jobs. So should we be so quick to be dismissive?
Photo credit: ZA Bikers
The subject of this review is a familiar sight in towns and cities across the country. Big Boy has built an enviable presence in the delivery bike market and, while a few days riding the latest Velocity Cargo 175 has not convinced me to give up the day job and join the Uber Eats or Checkers Sixty60 army, it has given me a little more insight into the qualities required from a delivery bike and, to a lesser extent, the stamina required by their riders.
Big Boy
The Velocity Cargo 175 is a new addition to the Big Boy range and has clearly been designed to withstand the rigours of rough treatment and near-24-hour operation. Big Boy has clearly taken heed of what has failed in previous generations of the model and re-designed accordingly. On the 175 we see a bunch of upgrades: an improved standard box bracket, new clocks, a wider softer seat, bigger forks and shocks, more power, a stronger swingarm and new handlebars for an improved rider position. On top of all these new updates, Big Boy also offer a few optional extras: an LED light bar and a thick crash bar.
Photo credit: ZA Bikers
Chief among the improvements is the enlarged 169cc, single-cylinder engine which, it has to be admitted, gives the bike a surprisingly decent turn of speed and acceleration, more than enough to keep up, or ahead of, traffic. Even on the highway, it is not a dangerous embarrassment. It is not a refined engine and, if the gearbox was a little recalcitrant at times, it has to be borne in mind that the bike was brand new, with a tiny mileage showing, so any baulking could be put down to that, not to mention that the performance should improve as the engine loosens up.
Photo credit: ZA Bikers
Elsewhere, the chassis and suspension have been beefed up which, in the case of the rear suspension, has rendered it much stiffer than the 150 Velocity. These bikes carry shopping and other very heavy loads, and for this, I think the new Velocity is well equipped. The beefier front suspension, by comparison, is less noticeable than the rear shocks but works as intended.
Photo credit: ZA Bikers
The brakes are drums at both ends and work acceptably well. The riding position is comfortable, the lighting bright and comprehensive and there is a special fuel gauge that never seems to move: frugality is assured, no matter how hard or fast it is ridden.
Photo credit: ZA Bikers
Of course, the big question marks are quality and reliability and, in this, it would be unfair to point to any of the thousands of examples plying their trade on the streets of Johannesburg, many of which are in the hands of uncaring and plain bad riders and have lead a hard life.
Photo credit: ZA Bikers
It would be interesting to see how well one would stand up to a year of use in the hands of a good rider, who was using it for the daily commute or just general running around while being properly maintained. I suspect that it would be possible to keep it looking smart and with both wheels pointing in the same direction.
Photo credit: ZA Bikers
In a way, it is rather unfair for the Big Boy Velocity 175 to be branded a ‘delivery bike’, with all the connotations involved because it is, in all honesty, not a bad piece of kit, especially when you factor in the purchase price of R18,499. The Big Boy commercial range is surprisingly large, evidence of the popularity of the brand in the SA commercial market.
Whether many are sold to private owners is largely irrelevant: Big Boy can obviously sell all it can import to businesses, but I would argue that anyone looking for a cheap means of transport – surely becoming more relevant day by day as fuel prices continue to rise – could do a lot worse for the money.
Photo credit: ZA Bikers
Big Boy Velocity 175 Cargo
For more information on the bike featured in this article, click on the link below…
The season kicked off with a bang for the Red Bull KTM team, delivering an exciting performance at the inaugural round of the Motocross Nationals held at Legends MX Track this past weekend. Cameron Durow, Luke Grundy, and Trey Cox were firing on all cylinders to make sure they bank some valuable points and get ahead of the game early in the season.
Cameron Durow emerged as the undeniable star of the weekend, securing victory in all four of his heats. His impeccable execution and unshakable focus propelled him to the pinnacle of success, setting a high standard for the rest of the season.
Durow commented on the weekend saying, “I really put in a lot of work in the off-season which gave me a lot of confidence going into the first round. I am so stoked to have started the 2024 season off on such a high note walking away with both red plates for the MX1 and MX2 classes.” He went on to say, “I am going overseas soon to race in the Netherlands, so my main focus is to stay healthy, strong and fit for the year ahead.”
Image source: ZCMC Media
While Cameron’s remarkable achievements stole the spotlight, Luke Grundy new to the MX2 class had an admirable day in the saddle finishing in 5th overall after having an off-track excursion and getting a banner stuck in his wheel in the first heat.
Grundy commented “I am happy with how I rode; I am still finding my feet but I’m excited for what the year has in store for the new class”
Image source: ZCMC Media
Youngster Trey Cox, who got back behind the gate after almost 9 months off also had a commendable weekend behind the handlebars. Claiming 3-1 in the first and the second heat and snatching up the second spot on the podium overall.
“I made a small mistake in Moto 1 making me come from quite far back, but I managed to turn it around in Moto 2 with a holeshot and managed to lead from start to finish”, commented Cox. He continued to say, “Happy with where I’m at and really excited for the next round,”
Image source: ZCMC Media
Group marketing coordinator Megan Prinsloo commented, “The Red Bull KTM team’s outstanding performance at the first round of the Motocross Nationals positions them as strong contenders for the remainder of the season and we are excited to see what the rest of the year will have in store for this powerhouse team.”
The first race of the season officially kicked off the past weekend at Legends Adventure Farm in Cullinan, where the Husqvarna Racing team had a great weekend behind bars and bagged valuable points for the season ahead.
Davin Cocker and Barend du Toit charged ahead, proving their strength as contenders for the upcoming season.
Taking the front line in MX1 class is Davin Cocker, having a bit of a difficult weekend coming in fourth in the first moto and sixth in the second moto putting him in P5 overall. Cocker commented, “The weekend was good with some ups and downs. I felt like I had the pace and fitness in both heats, but some unfortunate mistakes cost me some positions.”
Image source: ZCMC Media
He continued to say, “I’m happy with my performance overall and will come to the next one fighting and hungry for that podium spot.”
Rounding off the team is young gun, Barend du Toit, new to the MX2 class and who’s been off for a few weeks due to a minor injury had a surprising weekend and gained some valuable points for the team.
Image source: ZCMC Media
He commented, “Really happy that I got the holeshot in Moto 1 and came in for P5 and taking P7 in the second Moto.” He went on to say, “I had a lot of fun on the track Saturday and I’m keen to get out there and show what I’m made of.”
“I’m incredibly proud of the way both Davin and Barend rode over the weekend,” said Group marketing coordinator, Megan Prinsloo. “They’re off to a strong start and we are looking forward to building on this momentum as the season progresses.”
Friday the 16th saw the BMW faithful flock to Bavarian’s superb facility in Centurion for the launch of the long-awaited, and much anticipated, R 1300 GS. BMW’s GS range has been a motorcycle success story unparalleled in the annals of adventure motorcycling. With their latest offering, BMW has pulled out all the stops. I wonder if Max Friz had any inkling of what a revolution he was starting when he came up with the ‘boxer’ engine design for the R32 released in September of 1923? The horizontally opposed twin made huge sense then, and in many ways makes even more sense now.
Photo credit: Bjorn Moreira / ZA Bikers
The original air-cooled, pushrod, 2-valve per cylinder of the R32 is a far cry from the engineering masterpiece that is the R 1300 engine, but its advantages remain relevant. It carries its weight low, makes gobs of low-down torque, places the crankshaft longitudinally in the bike making shaft drive a doddle, and allows easy access to the valve gear for servicing. Let’s chat about the engine powering BMW’s latest GS, shall we?
Photo credit: Bjorn Moreira / ZA Bikers
Firstly, you must understand that it is a totally new design, unlike any boxer motor that has come before. The design brief for the R 1300 was ‘lighter and tighter’. BMW has succeeded in meeting those requirements admirably. To make the motor more compact they moved the gearbox under the motor. Obviously, this also centralises and lowers significant mass. Whilst horizontally opposed motors are inherently well balanced, with the movement of the one piston being negated by the movement of the opposite piston, there are still “rocking couples”, secondary vibes which need calming. Typically, this is where balance shafts come into play. BMW have been fiendishly clever. Using a bobweight on their left cylinder cam drive gear, and a combination of a weight and balance shaft on the right-side cylinder, they have kept it relatively simple and achieved a beautifully balanced motor.
Photo credit: Bjorn Moreira / ZA Bikers
The R 1300 GS also utilises the now familiar “shift-cam” technology, albeit modified for application to the fresh motor. So, there you have it. A totally new motor to power a totally new GS. Visually the bike looks smaller, and as is so often the case, just looks stunning in the flesh. Or should that be metal? I do not doubt for a second that the 1300 will be a huge sales success. It may well be the pinnacle of GS design before European bureaucrats stuff it up for all of us. Now comes the hard part, trying to figure out what the 1300 that you want is going to cost you. I spent some time on the online ‘configurator’ trying to spec my GS and eventually gave up.
Photo credit: Bjorn Moreira / ZA Bikers
Do yourself a favour, go into your local BMW Motorrad dealer and chat with them. The chaps at Bavarian managed to bring clarity to my confusion in no time, making it all seem so easy. The price of your GS will vary, based on how you want it specced, and it will not be cheap. But then again, this is a state-of-the-art motorcycle that we are talking about. The pleasure and pride of ownership of a premium GS makes it feel worth every cent. Thank you, BMW, it was well worth the wait! I cannot wait to sling a leg over the 1300 and tell you all about the riding experience. Watch this space.
Photo credit: Bjorn Moreira / ZA Bikers
BMW R 1300 GS
For more information on the bike featured in this article, click on the link below…
When we rewind back to 1994 most of you will remember Ace of Base (The Sign) blasting out of your Sony Walkman Radio, Carl Fogarty winning the WorldSBK championship, junk food not doing much to your figure, and Nelson Mandela casting his ballot. While there was much happening in the foreground of the 90s, the dirt-biased Austrian motorcycle company called KTM was beginning to make its inroads into the road bike market. Just like Ducati and their iconic Monster, KTM’s own Wolfgang Felber (an Austrian engineer) helped KTM launch their now iconic Duke range with the introduction of the 620 Duke.
Photo credit: Bjorn Moreira / ZA Bikers
The origin of the name Duke is very important in KTM’s heritage and in my opinion, it holds much meaning to their “Ready to Race” philosophy 30 years later. The name Duke originates from a true MotoGP legend by the name of Geoffrey Ernest Duke, a British multiple motorcycle Grand Prix road racing world champion with six world MotoGP championships and six Isle of Man TT wins under his belt. Decades later we are seated here in Almeria Spain witnessing KTM honouring their Duke legacy by hosting a press launch for three new Duke models: the 390 Duke, 990 Duke, 1390 Super Duke R, and 1390 Super Duke R Evo.
Photo credit: Bjorn Moreira / ZA Bikers
KTM is a brand that is focused on innovation, so much so that they don’t have time to be nostalgic—unless it’s to show how far they have come along. This year with three models lined up side by side, we see a synergy like never before where build quality, technology, design language and even ergos to a certain point are all cohesive. What is also special for this year is that the first batch of Dukes will come with an orange seat to celebrate KTM’s 30th Duke anniversary.
Photo credit: KTM
Starting the proceedings in lovely Spain was one of the Orange brands’ best sellers, the 390 Duke. The “lil” Duke has come a long way since its first baby steps in 2013 and like the rest of the range it has matured even more so with this latest refresh. These high sales figures are drawn mainly from Eastern, Asian, and African countries where lower-capacity motorcycles rule the street.
Photo credit: KTM
KTM’s mentality behind the new generation 390 Duke (knowing that some countries may never experience a true high-performance Duke) was to bring their top-of-the-range technology, features, high-quality finish, and WP components to the entry-level naked range. Although “entry-level” in KTM’s stable, the 390 Duke will be top of its class for 2024 and offer riders a “mini” Super Duke experience. KTM also like to give us numbers as to how much component-wise is new for this year, and the 390 Duke is 90% new.
Photo credit: Bjorn Moreira / ZA Bikers
The design and finish for this year just scream premium, from the mirrors, paint, switchgear, headlight, TFT, engine casings, adjustable WP suspension and now lower seat (due to a new airbox), just yes KTM! We also see more power this year from the motor with a bump up from 373 cc to 399 cc and some airbox mods along with some headwork helping the 390 deliver a 2 Nm climb to 39 Nm and a 2 hp increase to 44 hp—not game-changing by any means but enough to make a difference on a sub 150 kg motorcycle.
Photo credit: Bjorn Moreira / ZA Bikers
Having spent much seat time in December on the 390 Duke and now around the twisty landscape of Almeria, I can honestly say that this year’s model is a true Mini-Me to its bigger 1390 Duke sibling. As I covered in the road test (Hoon School), the 390 Duke will blow a youngster’s mind while still keeping many experienced riders entertained on a Monday-to-Friday commute or even on a weekend gymkhana.
Photo credit: KTM
Now, for the bike, the bike I’ve been waiting for, no not ‘The Scalpel’, ‘The Sniper’. I have always been a massive fan of the original parallel twin 790 Duke and 890 Duke R, so when the teaser campaign for the 990 was underway my sleepless nights began. The guys in marketing were blurting out green flag after green flag at the launch. The two big green flags for me were; the bike being 96% new and being built in Mattighofen Austria. In typical KTM fashion, the launch bike in the presentation had a lot of sexy power parts like the upswept Akrapovič, rear seat cowl, and some carbon treatment to name a few.
Photo credit: Bjorn Moreira / ZA Bikers
So, what makes the 990 Duke a Sniper? For starters the bike has grown in all meanings of the word, it’s more aggressive looking with wider tank fairings, it has more accommodating ergos thanks to a new subframe design, more power, and more sophisticated electronics—as on the 1390 Super Duke.
I’m just going to say it and I’m sorry KTM. When the bike was teased at the EICMA motor show I sort of couldn’t get past the headlight, almost like Austin Powers couldn’t get past “The Mole”. Mole! But in person and after looking at how it flows into the rest of the design of the bike, it starts to grow on you. Like with most things in life we tend to dislike things quickly because we’ve gotten so used to the predecessor, but once you take a step back and look at each bike side by side, the new 990 Duke flows better and has proportions that are suited to its new and more aggressive personality.
Photo credit: Bjorn Moreira / ZA Bikers
With the 990 Duke KTM’s vision was to close the gap to the Super Duke both in power and in design. The 990 Duke does knock on the door of its bigger brother and shares a lot of inspired design and a few parts, like the front rim, headlight, mirrors, and TFT to name a few. It’s a common misconception to simply think that the 990 is an 890 Duke jacked up on steroids, but in reality, it’s a completely new bike with new intentions.
Performance wise we see the Sniper packing 123 hp and 103 Nm which is a 4 hp and 4 Nm increase compared to the 890 Duke R. This isn’t a massive increase, but KTM has lowered the peak torque curve to make the 990 more fun off the line. As well as building a new motor and new gearbox, KTM has focused on making the 990 Duke as light as possible by shedding unsprung mass with 1.5 kg lighter five-spoke wheels and by shaving 700 g off of the new headlight.
Photo credit: KTM
Like most base models from KTM or non ‘R’ models shall I say, we usually see a simple or non-adjustable WP suspension, but just like on the new 390 Duke, the 990 has 5 clicks for compression and 5 clicks for rebound damping, with a rebound and preload adjustable rear shock. For someone like me who hates the idea of having 20 clicks this way and 12 clicks that way, remembering 5 clicks is so much easier and you also feel more of a difference in that one or two clicks of change vs 5 or 6 on a conventional fork leg. Changing the setting back to back to whatever other preference you’ve got is also easier to do and remember.
Sitting on the bike you immediately feel more connected with the new tank design which helps hook your knees in for some sporty riding and the extended 14.8 litre range compared to the 890’s 13 odd litre tank is welcomed. Riding bikes and changing modes on the fly can be tedious, especially if you are trying to keep up with the buds, so KTM has cleverly designed pictograms into the riding modes like on their adventure bikes for rain, street, sport, and track mode. You have also got 9 slip modes with a plus and minus button on the left-hand switchgear to help dial up or down as the conditions change.
Image source: KTM
Cornering ABS comes with your usual full ABS and Supermoto mode, which works well with KTM’s OEM spec brake callipers. What drew my interest was KTM’s new anti-wheelie mode. KTM actually “encourage” you to wheelie with 3 modes; low, medium, and high. These modes help you gain traction on track as they say or they could become a beginner guide to pulling wheelies with a safety stop built into the angle of the wheelie.
Photo credit: KTM
We took the 990 Duke out for a loop around the twisty mountain passes of Almeria just like on the 390, but with much faster sweepers. Unfortunately, after a short 30 km ride we hit rain and icy road conditions. But, as far as first impressions go, the 990 feels more stable on the gas when rolling out of bends with pace and into bends under hard braking. To me, it felt less on its toes but more stable than before, which for me is more confidence-inspiring for road riding and I think a lot of this is thanks to the new gravity diecast swingarm and 15% stiffer frame. Getting on the gas also felt more linear than what I remember the 890 R feeling like and again for fast road riding and daily commuting this is another benefit. Open highway stints feel way more stable than before, especially once you get on the main jet, and cruise control is also a welcomed feature for the long haul.
Image source: KTM
All in all, the 990 Duke is a great package, one that I would personally like to spend a lot more time on in SA. I think more South African riders will gravitate to the 990 over the 890 Duke and maybe even the 1390 Super Duke, purely due to the ergos being more accommodating, and pricing vs performance may just hit the mark for many riders too.
Image source: KTM
Now for the heavyweight champion of hooliganism, the Beast, the KTM 1390 Super Duke. KTM’s Super Duke has always reminded me of a proper American muscle car mindset—engine first chassis later. While that may be true about the original 2014 model, KTM has since slowly adapted the Beast with the help of Jeremy McWilliams to not only tame the Beast, but to get it to handle through corners. The biggest step yet was the 1290 Super Duke R 3.0, where for the first time riders were considering Big Daddy Duke as a track weapon.
Photo credit: Bjorn Moreira / ZA Bikers
Sorry to burst your bubble guys, but the 1390 Super Duke is a polished do-it-all and then head-to-the-second after-party kind of animal. This year we see a 60% new bike with an extensive technical face-lift, increased performance, and an all-new more menacing look. Just like the major updates done on the 390 and 990 Duke, the Super Duke has seen some work done to its engine, suspension, electronics and has also gone through a refresh in design.
Photo credit: Bjorn Moreira / ZA Bikers
So, what are we looking at motor-wise? KTM loves using 90 for their cc naming convention for some OCD reason, but the actual number for this year’s LC8 is 1350 cc. With the bore increased to 110 mm from 108 mm, we also see an all-new cam shift integrated into the cylinder heads. What is cam shift? Cam shift allows for two separate valve lifts depending on the rpm range thus giving Thor’s hammer added power and torque throughout the full rpm range whereas before it would just run out of steam. Why though? More power! We are now looking at 190 hp @ 10,000 rpm and 145 Nm of torque @ 8,000 rpm—all of this while still meeting EURO 5+ homologation. The simplest way to explain it is that, the 1390 with shift cam now pulls like a four-cylinder up top, but without losing its low down and midrange hit.
Image source: KTM
The gearbox has also been revised with 5th and 6th gear working hand in hand with the Super Duke’s new peak rpm range. With the new headlight, KTM has redesigned the airbox, reduced stack height through shorter throttle bodies, and has redesigned the ram air system which now allows for more direct airflow. The new 60 mm throttle bodies and a re-positioned top-feed injector have also been thrown onto this year’s Beast, which in turn makes for smoother acceleration and more torque as a result of better air-fuel mixture through the entire rev range. A mouth full, I know, but in summary the 1390 Super Duke delivers more power more smoothly.
Photo credit: KTM
As much as the new Super Duke R and R EVO felt like a step up in handling around Almeria’s tight course, this year’s Super Duke is still running on a modified version of last year’s frame. KTM says they couldn’t find any faults with the frame, so they have decided to strengthen it for this year’s power and new grip levels for track riding. Sounds like an old Ducati trick, wink-wink-nudge-nudge.
Photo credit: Bjorn Moreira / ZA Bikers
On track I swung a leg over the R and the R EVO model—both machines have their own unique personalities. The manually set up ‘R’ receives an updated 48 mm WP APEX Open Cartridge fork with split functionality and an updated fully adjustable WP APEX shock absorber with separate gas and oil reservoirs fitting in a piggyback style. With the bike’s at-launch setup for an 85 kg rider on test day, I was more than happy with KTM’s setup and I felt at home on the Duke.
Photo credit: Bjorn Moreira / ZA Bikers
However, I think the R EVO has to be the one for me with the whole anti-spanner setup and all the extra electronic goodies for simple road and track ease of use. The R EVO is fitted with the latest generation and most advanced version of WP’s Semi-Active Technology, which means you either choose a pre-programmed suspension setup on the base package or dive into a custom setup with Track and Pro modes. With so much tech already in hand for engine slip, engine braking, MTC, ABS and the new wheelie control, you just have to go full monty and get the ‘EVO’. The EVO just makes life so much easier, it gets you 5% incremental adjustable preload settings in Suspension Pro and also gets you “Factory Start”, which is a MotoGP-inspired launch control.
Photo credit: KTM
The rest of my sessions out on track, I just chased the EVO as I slowly started to understand and fall in love with the semi-active technology. It’s pretty fascinating to understand the inner workings! The suspension has what you call electronically controlled magnetic valves and what these do in summary is control the damping for you on the fly as the information gets fed into the stroke sensors and IMU. For instance, as the track session goes by and the tyres start to wear, you can decrease damping on the fly and change riding style along with your slip settings to make it to the end of the session. You can also toggle between more agility or stability depending on the surface or track layout you have to negotiate.
Photo credit: KTM
Should you trade your current model Super Duke for a new one? The answer is a difficult one, it really depends on the kind of riding you enjoy doing. If you love track riding where cornering and top-end acceleration are key, then the answer is yes, but if you enjoy one wheel up hooning then the oldie is still a goldie.
Photo credit: KTM
At the end of the day, we think KTM and their Duke range are smarter, stronger, more powerful, and more of a family than ever before. We look forward to doing more in-depth articles on all these Dukes as they arrive in SA around March. Until then, get your chequebooks out if you want the 30th-anniversary models with the orange seats, otherwise keep your eyes on KTM socials for more information.
Husqvarna Motorcycles proudly announces their powerhouse racing team line-up for the 2024 season, featuring talented riders Davin Cocker, Barend du Toit, Travis Teasdale and the newest addition to the team none other than young gun Luke Walker. Four skilled South African riders, confident to challenge for National Championship glory across multiple disciplines and primed for an exhilarating year.
Leading the charge in the MX1 class is Davin Cocker (#87) armed with his potent Husqvarna FC450, along with Barend du Toit (#101) taking the reigns in the MX2 class on his weapon of choice, the Husqvarna FC250. Du Toit, a rising star overflowing with electrifying raw talent, has his sights set firmly on leaving his mark on the MX2 class.
Photo credit: ZCMC Media
Cocker, a seasoned competitor known for his aggressive riding style and fresh off the bat after taking the top step in the OR2 class in the 2023 season is showcasing his adaptability in the Open Class in Cross Country on board the powerful Husqvarna FX350.
Photo credit: ZCMC Media
Luke Walker (#312) the latest talent to join the team, is a multi-discipline dynamo. He’ll take on the Enduro E1 class with his Husqvarna FE250, push his limits in Hard Enduro on his Husqvarna TE250, and even dive into Cross Country OR3 class with his Husqvarna FC250. Walker’s versatility and endurance make him a true standout and a force of nature.
Photo credit: ZCMC Media
Travis Teasdale (#69) tackles the Enduro E2 class with his Husqvarna TE300. His technical finesse and his iron-clad focus make for a stand-out season of conquering challenging terrains and hungry for the championship title.
Photo credit: ZCMC Media
“We are so thrilled to welcome Luke Walker to the team this year. He has shown real talent over the past 2 years, and we look forward to giving him the best tools to elevate his career and make a name for himself in the industry. It goes without saying that we are going racing in the 2024 season with clear intentions to win and challenge for championships once again with Davin, Barend, and Travis who have all had race-winning success in recent years”, commented Grant Frerichs, Husqvarna racing team manager.
Meet the team! Dive into the full team announcement video below:
The highly anticipated 2024 racing season is about to kick off, and the Brother Leader Tread Enduro and Cross Country KTM Team, along with the Red Bull KTM Motocross Team, is geared up for an exhilarating year of intense competition and championship pursuits.
The Brother Leader Tread Cross Country team is poised for success with a line-up of skilled riders ready to tackle the season head-on. Matthew Wilson, a two-time OR3 champion, is set to defend his title once again on the 250 XC-F. Scott Heygate will be on board his 450 XCF, while Brad Cox will pilot the 350 XCF in the Open class, both aiming for championship honours. Kerim Fitz-Gerald, defending Seniors champion on a 350 XCF, will continue to fight for his first overall win, adding another layer of excitement to the team’s prospects.
Image source: KTM
The Brother Leader Tread Enduro Team consists of William Slater, who is set to conquer the E2 class with his 300 XCW, Dylan Jones, in the E1 class on his 250 EXC-F, brings his skills to the forefront, and young talent Matthew Stevens rounds out the team on his 150 XCW 2-stroke machine in the Highschool Class. This dynamic team is ready to showcase their endurance and skill across diverse terrains, aiming for podium finishes and championship titles.
Image source: KTM
The Red Bull KTM Motocross Team with Cameron Durow, the reigning double champion of 2023, is set to dominate the Motocross scene donning number one plates in both the MX1 and MX2 classes on his 450 SX-F and 250 SX-F. Luke Grundy, making the step up to the MX2 class also on a 250 SX-F, is prepared to go head-to-head with Durow for the championship. Meanwhile, Trey Cox, on board his 125 SX, is eager to secure his second South African championship in the competitive 125 High School class, promising intense battles and thrilling races throughout the season.
Image source: KTM
The Motocross season kicks off this weekend at Legends Adventure Park in Cullinan followed by the Cross Country opening round in March.
Unleash the excitement! The full team video announcement awaits below:
The Out of Africa Monster Energy Yamaha team is entering its 9th year of partnership with Yamaha SA and is bracing itself for the 2024 SA Motocross season, as hungry as ever and with the goal of continuing its run of success.
Photo credit: Wouter Vermaak
Established on a foundation of passion and expertise, Out of Africa Monster Energy Yamaha has solidified its reputation as a force to be reckoned with in the SA Motocross Championship. Led by Guy Henley, the team boasts a roster of talented riders; Jesse Wright MX1, Jayden Proctor MX1 & MX2, Garrick Henley MX2, Thor Johnson 125H/S and Aiden Henley Supermini & 125H/s. The team strives to have the perfect combination of skill, strategy and innovation, and there are few informed spectators who would disagree with the depth of talent.
Photo credit: Wouter Vermaak
In the lead-up to the 2024 season, Out of Africa Monster Energy Yamaha has endured long days of preparation and testing sessions, fine-tuning both the machinery and the riding talent.
Photo credit: Wouter Vermaak
With an impressive track record behind them, Out of Africa Monster Energy Yamaha enters the 2024 season with a string of notable achievements to their name. From podium finishes to championship titles, the team’s legacy of success serves as a testament to their commitment to raising the bar and pushing the boundaries in South African Motocross.
Photo credit: Wouter Vermaak
As the team prepares to take on the challenges that lie ahead, one thing is certain – the 2024 season promises to be a spectacle like no other, and Out of Africa Monster Energy Yamaha is ready to lead the charge.
Who doesn’t know the name of Clint Seller in motorcycle racing circles? To put it simply, he is the rider who has dominated the National Superbike Series for the past decade, with an unprecedented ten titles under his belt.
Photo credit: King Price Xtreme
Heading into the 2024 season, Clint will again be in action on the race tracks of South Africa but, this time, in the unfamiliar (for him) SunBet Kawasaki ZX10 Masters Cup. As with so many riders who have won multiple titles, adding yet another in the same series would do little to inspire the sporting competition appetite that obviously still burns brightly inside him so a move to the impressively supported ZX10 series makes a lot of sense: he will get to prove that the talent lies within him and not only in the bike he is riding (not that anyone ever thought that, of course, but, well, you understand…!)
Even for such an experienced rider, a new series will throw up plenty of challenges, not least of which is building an unfamiliar bike that still conforms to the stringent regulations, while also making it competitive. Due to the relatively late decision to enter the SunBet ZX10 Masters Cup, Clint has had little opportunity to ride his new mount in anger, as all the available time has been taken up building the bike. However, it would be a brave man who would bet against Clint and his very experienced and skilled team fighting at the front from the very first round.
As before, one of Clint’s main sponsors will be lubricant and associated product manufacturer Liqui Moly. This is a partnership that has been in place since Clint started his own team;
“I started my team in 2019 and I knew that I needed a fast bike cause I wanted to show I could win the championship as a rider and team owner,” said Clint. “In years past with previous teams I rode for, we did back-to-back horsepower tests and with Liqui Moly oil the bikes made the most power. Therefore I was either going to buy the Liqui Moly products or bring Liqui Moly in as a sponsor to make sure I won, but I was extremely fortunate that Melicia Labuschagne (head of Liqui Moly SA), believed in my team’s dream and has backed me from day one.
Photo credit: Liqui Moly South Africa
“Continuing the partnership into the 2024 season, Liqui Moly is a financial partner of the team as well as a product sponsor. They will also be invited to all our races to give technical advice where we need it. We give them feedback after every race and ask for advice as much as possible, which they are always willing to give. It’s a partnership that benefits both parties.”
If it seems strange that Clint is turning his back on the National Superbike Series, the answer, sadly, comes as no surprise.
“The National Class unfortunately has lost all TV coverage and spectator support. Our team was spending huge money and massive budgets to race at what felt like a track day, with little publicity return for the sponsors and partners. The SunBet ZX10 Masters Cup class races as part of the Extreme tour alongside the National car racing class. This helps to bring in large crowds and excellent TV coverage. This is not only important to me as a rider but important to our partners and sponsors.
Photo credit: Bjorn Moreira / ZA Bikers
“Another thing to take into account is the fact that there are 45 riders in the ZX10 cup series, which is by far the most riders in a single class in SA racing. I can’t wait to pit myself and my team, sponsors and partners against riders who have been in the series for years: it’s going to be a great show and a big challenge for me and the team but one we are confident of meeting.”
Clint’s King Price Xtreme racing team also hopes to continue its association with promising up-and-coming riders Blake and Cayden Robert. At the time of writing, however, these plans are yet to be finalised but we’ll be sure to bring you any news or developments as they happen.
Photo credit: King Price Xtreme
In the meantime, do yourselves a favour and attend a round or two of the SunBet ZX10 Masters Cup rounds, which will be taking place at race tracks all around South Africa (more info here).
Stop Press
The first round of the championship has just taken place at Red Star Raceway and Clint showed the field just what class is by taking pole position and the win in both races. What’s more, he really stamped his authority on proceedings by setting a new lap record for the ZX10 class at the circuit in the low 1:53 bracket, while his rivals were mostly lapping in the 1:57+ bracket, only AJ Venter and Damion Purificati below that time. If he can maintain that level of superiority throughout the rest of the season, the rest of the field is going to have a thin time of it although now they know what they are up against, they are sure to up their game, which we hope they can do so that we can enjoy some close racing with the result in doubt to the last corner of the last lap of each race.
Pepson Plastics Kawasaki Factory Racing with Michelin, Motul. Bikewise and Scottish Cables got its 2024 Cross Country Motorcycle season off to a flying start at the GXCC Gauteng championship opener at Lekoa Lodge in the Free State on Sunday. The team picked up where it left off with one of its champion riders straight back to his winning ways, while another team rider made a triumphant return.
“Out Masters champion Pieter Holl smoked them again on Saturday, while D’artagnan Lobjoit made a stunning return with third overall while filling in for Taki Bogiages on his first time back in the saddle in anger in over two years,” Pepson Plastics Kawasaki team boss Ian Pepper confirmed. Others to impress were Wade Den in fourth OR1, Ryan Angilley had a good ride to fourth in OR3, and Geoff Den won Vets.
“Jake Pretorius was third on his first time out aboard a 250 in OR4, stepping up from an 85 last year, while Jayden Boyce had a good ride in OR3 Pro-Am and Dylan Human had a positive day in 85cc Juniors.
Image source: Motorsport Media
“Jaycee Nienaber’s bike unfortunately had a harness wire break on the fuel pump relay, which caused him to retire while out front on lap 1. Cameron Becker stood in for Wian Wentzel and was leading OR3 after 3 laps when he knocked his chin on bars and I would not let him go out again “Wian is not yet fully recovered, so he only started to allow this to count as a drop race.”
D’artagnan Lobjoit’s stunning comeback was however among the highlights of the Villiers race. “Iain Pepper rang me up a month ago to ask if I wanted to fill in for Taki Bogiages on a few GXCC races this year,” Lobjoit explained. “Then Taki called a week ago to let me know he was injured and I grabbed the opportunity to ride with both hands.
“So, with no training and less than ten hours riding in two years, I arrived with no expectations and just went out to have a blast on the Pepson Plastics Kawasaki KX450X. My start was mediocre, but I charged hard and surprised myself with an overall podium third. I was blown away by the bike’s speed and handling and happy to say that I’ll be back racing the full season ahead! I can’t thank Pepson Plastics Kawasaki Factory Racing and all our sponsors enough for making this comeback dream come true!”
Image source: Motorsport Media
“It was great to re-join my Pepson Plastics Kawasaki Factory Racing team for the season-opening GXCC today,” Pieter Holl admitted. “The guys were once again just awesome, my Kawasaki and its suspension worked wonders, the pit crew and the guys who service the bike and set up pits were on point throughout and it all came together for another win at Lekoa Lodge today. Huge thanks to Iain Pepper for keeping this special wheel turning!
“It was great to be back at the races with the team after over 18 months of injuries,” Wade Den explained. “So a big thank you to Pepson Plastics Kawasaki Factory Racing and First Capital Bank Botswana for all their help in getting the season rolling. Looking forward to building on this as the season goes on.”
“I have been working hard since I came back to race Cross Country with Pepson Plastics Kawasaki Factory Racing last year, and it is starting to pay off with today’s fourth in OR3,” Ryan Angilley admitted. “I’m now really starting to get into the swing of the cross-country style of racing and thoroughly enjoyed this weekend, so I can’t wait I be back and fighting for podiums and wins.”
“The season got off to a good start at the Lekoa Lodge GXCC regional opener,” Iain Pepper concluded. “Now we look forward to keeping the momentum going into the second round on 16 March.”
For years women have been forced to settle for less flattering gear, that is if protection was a priority for them. It was a consent struggle to find rider gear that was not only comfortable but could be worn in a non-riding environment. That was until 2015 of course, when a woman saw this struggle and made the choice to change all of that, and so MotoGirl was born–a company that is dedicated to bringing women-specific protective rider gear to the market.
As mentioned in my previous article, Inspiring Confidence On The Road, I was in desperate need of protective gear as I was not planning on attending a track day without the proper protection. All of this research led me to MotoGirl and I finally settled on a kit–the Jodie Summer Jacket and the Lara Cargo Trousers. I am equally excited about both of these amazing products, however, I’ll discuss the trousers in my next piece. For now, let’s focus on this lightweight airflow jacket.
Photo credit: Bjorn Moreira / ZA Bikers
It goes without saying, that the Jodie ticked the box of flattering, with its fitted shape design it hugs your body in all the right places eliminating that “box” like figure. Let’s be honest ladies, hiding our curves has never been an option!
Photo credit: Bjorn Moreira / ZA Bikers
What I absolutely love about this jacket is the adjustable buckles that are situated on the arms, waist and hips. This gives ladies of all body types the option to tailor their jackets to their specific needs. I have a slightly pear-shaped body, so being able to loosen the hip buckles to provide a little more room was super helpful, of course with my small waist and arms I was able to pull them in to sit snugly which eliminated the flapping of fabric at higher speeds.
Photo credit: Bjorn Moreira / ZA Bikers
This past weekend I had the opportunity to loan a Trident from Triumph JHB as I am on a journey to finding my next motorbike, and with the weather being the perfect kind for a ride, we headed out to the cradle to put the jacket and the bike to the test on the open road. (More on the bike later.)
Photo credit: Bjorn Moreira / ZA Bikers
The Jodie is made of a combination of highly abrasion-resistant cotton fabric with mesh panels which provide sufficient airflow on our hot summer days. I opted for the khaki green colour, and I haven’t regretted it one day. Why go for your average black colour scheme when you have different colour options available, after all, it’s not every day that we ladies get any form of variety when choosing rider gear, let alone several different colours.
Photo credit: Bjorn Moreira / ZA Bikers
You might wonder how safe this “stylish” rider jacket is, but let me assure you that all MotoGirl products are CE & UKCA certified and have achieved AA class, and you can also trust the mesh panels as they offer AAA safety. Naturally protective gear wouldn’t be sufficient enough if there weren’t protectors present, with that said the Jodie has Level 1 elbow and shoulder protectors included. The jacket is back protector ready, an optional extra for individuals who would like that additional protection. I currently don’t have it as of yet, but it is on my list to add to my already protective kit.
Photo credit: Bjorn Moreira / ZA Bikers
As every rider will tell you, pockets are a necessity when riding motorbikes. The Jodie has two front pockets with high-quality zips ensuring that your belongings are safely tucked away, and if you want that extra reassurance, it also has two inner pockets that close with a strong velcro. I personally prefer to keep my phone tucked in the inner pocket as it feels safer and with it being against my body I can easily feel when I receive calls.
Photo credit: Bjorn Moreira / ZA Bikers
Talking about high quality, this summer jacket has a padded neck and cuff that provide the rider with extra comfort. The cuff zips have a cool design feature where once you flip the zip tag up it prevents the zip from sliding. At first, I thought it would be a problem because as I rode the zip would slide up, but I quickly realized I simply had to flip it over and the problem was solved. This is a handy design when it involves gloves with big cuffs. I was unfortunately not blessed with the longest arms which resulted in the sleeves being slightly too long for me. Because of this, I can’t pull the zip closed completely as the sleeve comes down lower over my gloves. Usually, this would be a problem, but because of the snazzy zip design I can leave the zip slightly open, flip the tag over and it’s secured in that position.
Photo credit: Bjorn Moreira / ZA Bikers
Of course, this wouldn’t be a women-specific design if it didn’t have specific features just for us. I’m not the only woman rider who felt the need to buy a jacket that is longer in the back or high-waist pants to prevent the wind from blowing my shirt up and possibly exposing my undergarments… If this was the case then MotoGirl wouldn’t have thought of designing their jackets with an additional zip on the lower back section that attaches to their belt accessory which keeps your jacket and pants secured together–we can now say goodbye to tucking our shirts into our pants and praying the wind isn’t exposing us! This is more proof that MotoGirl is a company that focuses on the needs of women riders, but on top of that, this feature adds to the protection aspect which prevents your jacket from riding up in the case of a fall.
Photo credit: Bjorn Moreira / ZA Bikers
In summary, MotoGirl is here to give us ladies the protection we need as well as the style we desire. For me, after spending a few months with this jacket I would never go back to the bland mainstream designs that we have been presented with for all these years. Every woman deserves to feel and look her best; this brand understands that and brings us the quality and protection required to give us peace of mind on every ride.
Photo credit: Bjorn Moreira / ZA Bikers
For more information visit MotoGirl and be sure to look out for my next piece on their highly sought-after Lara Cargo Trousers.
Without innovation we cannot advance, the helmet is the perfect example of consistent innovation especially so in the last decade; making helmets lighter, safer, and more feature-heavy than ever before. I think that helmet weight and safety standards are at their all-time peak this year, a peak that makes you wonder how much more innovation can be done. Well, helmet shell aside, visibility is the next and possibly the only missing piece to the puzzle. Fancy graphics and reflective paint are always welcome, but what we are starting to slowly see internationally are helmet manufacturers and aftermarket accessory companies now offering safety features like LED lighting, brake lights, and even flickers for helmets.
Although the universal clip-on units like the “STEELMATE” helmet light system and the “Brake Free” helmet light are convenient, they are still going to set you back a few grand (if you can get them into the country) and secondly, they just look like an afterthought stuck onto the back of your helmet. Yes, it’s convenient to take off one helmet and put onto the next, but that takes time, and again it’s going to make your premium helmet look “el cheapo.”
Photo credit: Meredith Potgieter / ZA Bikers
So, if it’s a “no” to the nasty stick-on units, what should you rather be looking at? Well, a smart helmet should be on your list. A smart helmet could be a helmet with a built-in com system to you guessed it, LED and brake light systems. Right now, the only premium company in the country that can offer the latter is Shark. Welcome to the Shark Skwal i3…
The Skwal i3 is Shark’s new chip off the old block and is one of their best lookers for 2024. Just like the OG 2015 Skwal, the ‘i3’ builds onto the lineage not just with its forward-facing LEDs, but with the additional feature of intelligent active brake lights behind the rear spoilers as standard. This feature has been cleverly designed to function without the need for a Bluetooth connection or wires, the industry-leading tech uses an in-built triaxial accelerometer to activate red LEDs on the rear of the helmet during braking.
Photo credit: Meredith Potgieter / ZA Bikers
This is a feature that I think for the South African motorcycle commuter makes total sense, especially with our load-shedding schedules being increasingly unpredictable and with a lot of SA folk driving bakkies, SUVs, and lifted vehicles. For myself, I ride two older motorcycles that don’t have the best lights for evening or daytime visibility and when you ride a classic that needs consistent tweaking, any additional lighting for a quick fix or adjustment can save you hours on the road. A nice safety feature on the i3 is its second button press which activates a ‘Hazzard’ light setting, allowing you to tweak your motorcycle whilst your helmet is sitting on the road behind your bike, keeping you visible to oncoming traffic.
Photo credit: Bjorn Moreira / ZA Bikers
At the end of the day, as the sun is slowly making its way down, this is where the button located on the left side of the helmet comes in handy. The button activates the front lights and rear brake lights that flash three times a second during normal braking, and five times per second when braking hard. I’ve tested them out on the road with friends driving behind me, and even with a Tough Dog 125 mm lift kit on their Landcruiser, they could easily see me in the distance. Without the rear helmet LED brake light, they would have to keep a distance of at least 6 meters to see my motorcycle brake lights which would make it impossible for them to see me when parked at a traffic light.
Photo credit: Meredith Potgieter / ZA Bikers
After the i3’s 12 hours of internal battery life is over, a USB charge port behind the neck pad for charging is easily accessible. My commute from Pretoria to Sandton usually takes me around 35 minutes and the LED function only gets used late in the afternoon on my way back, so that’s more than two weeks’ worth of battery life and commuting before it needs a full charge.
Photo credit: Bjorn Moreira / ZA Bikers
I have been riding with the Skwal i3 RHAD edition since last year November and I can honestly say that it has easily become one of my favourite daily riding helmets to date. The i3 is simple to navigate as far as LED lighting and features go, the build quality is fantastic, the interior feels premium, visibility out of the wide cut-out visor is what you expect out of a road helmet and for those who wear glasses, there are additional sliders for comfortable positioning. The i3 has fixtures for the Sharktooth® Prime intercom, but I’ve snuck on an Interphone U-COM 6R from Langston’s, which works like a treat (more on that soon) as the helmet seals off a lot of road noise compared to what I’ve ridden with in the past.
Photo credit: Meredith Potgieter / ZA Bikers
Riding aside, I tend to gym later in the day and I also enjoy the nightlife so I tend to get back home when the lights are out. The front-facing LEDs help me navigate parking my bike in the garage and help make my way into the house without waking anyone up super easy—just like walking around with a head torch.
All those extra lighting features must make the helmet unbearingly heavy, right? What intrigued me about the i3 is that it only weighs 30 grams more than the D-Skwal 3 (the same Shark helmet without the LED lighting) with all the added LED lighting at 1570g in a medium. In summary, the Skwal i3 is an extremely attractive helmet and offers the daily rider everything they could want and more in a street helmet.
Photo credit: Meredith Potgieter / ZA Bikers
So, there you have it, if you are craving a new lid or want something that stands out, give Shark Helmets a closer look because it’s not a gimmick, it’s brilliant. Warning: Switching on the LEDs can be addictive, even if it’s just for peacocking.
Photo credit: Bjorn Moreira / ZA Bikers
Shark SKWAL i3
For more information on the product featured in this article, click on the link below…
Pepson Plastics Kawasaki Factory Racing with Michelin, Motul and Scottish Cables heads into the 2024 Cross Country Motorcycle season looking for even more titles since the green machines returned to the sport in 2021. It’s all systems go as the team prepares to get its fourth racing season off in style at the opening GXCC Gauteng championship at Lekoa Lodge in the Free State, Saturday 10 February.
“We have a crack Pepson Plastics Kawasaki Factory Racing with Michelin, Motul and Scottish Cables team ready to race at the opening round GXCC race at Lekoa Lodge on Sunday,” team boss Iain Pepper confirmed. “Our two 2023 champions, Jaycee Nienaber and Pieter Holl are out for more of the same and the rest of the lads are just as ready to go for gold in the various classes.”
Jaycee Nienaber will be out to defend the open class 450 cc OR1 class and he aims to do so with more overall wins aboard his Pepson Plastics Kawasaki KX 450 X. “I am very excited for the season to start with the Pepson Plastics Kawasaki team,” Jaycee admitted. “I am fit, my Kawasaki KX 450 X is prepared and ready to take on this weekend’s GXCC at Lekoa Lodge!” Nienaber will be supported by Taki Bogiages, Wade Den and when he is available, Dart Lobjoit who returns to the saddle to do some guest rides in the top class.
Image source: Motorsport Media
Wian Wentzel will be going for gold in 250cc OR3 aboard his Pepson Plastics Kawasaki KX 250 X. “I’m super excited for the upcoming season of racing!” Wian owned up. “I had a shoulder operation during the off-season and have worked hard to be back at full fitness and race pace and so grateful for another season with Pepson plastics. So a big thanks to oom Iain Pepper for believing in me! Let’s get this thing going.” Wentzel will be supported by former motocross star Ryan Angilie in OR3, while Cameron Becker will also ride some guest races in that class aboard a Pepson Plastics Kawasaki.
Image source: Motorsport Media
Pieter Holl will be out to defend his Masters title for Pepson Plastics Kawasaki. “It’d be great to be starting a new season, so I’m really looking forward to the first GXCC race at Villiers this weekend,” Pieter confirmed. “I may be the reigning champion, but it all starts all over again, I am ready and looking forward to racing all my old rivals again this year.” Holl will be backed up by fellow Masters rider Geoff Den and team boss Iain Pepper once he has returned to race fitness.
Image source: Motorsport Media
Pepson Plastics Kawasaki’s Senior cross-country team comprises Lee Thompson and 2022 champion Kenny Gilbert when his Ford Dakar car commitments allow him to ride. Jayden Boyce will race in OR3 Pro-Am, while young Jake Pretorius steps up to OR4. He rides a Pepson Plastics Kawasaki KX 250 X as part of the team’s two-year plan to prepare him for OR3, while Clayton and Dylan Human will race in green in Junior 85cc.
“Pepson Plastics Factory Kawasaki Racing salutes our loyal sponsors Michelin, Motul, Scottish Cables, Bikewise, and Arai, who continue with us for another year,” Iain Pepper concluded. “Our program will concentrate on the GXCC championship for now. Our plans to race in the MSA National Cross Country Motorcycle Championship will remain on hold until we are confident that the championship can run to the same white book rules for all competitors.”
Motorcyclists have had a lean time of it since the pandemic, in terms of shows to attend involving the whole motorcycling industry, like the much-missed AMID Motorcycle Expo, which is why AMID’s latest initiative, in close cooperation with Red Star Raceway, was so welcome.
Photo credit: Bjorn Moreira / ZA Bikers
Taking place over the weekend of the 27/28 January, attendees who enjoyed the free entry to the show at Red Star were treated to new model displays by the likes of BMW, Ducati, Harley-Davidson, Honda, KTM, Husqvarna, GasGas, Suzuki, and Yamaha to name a few, plus there were some motorcycle accessories/gear on display from DMD and Autocycles.
Riders who booked with Suzuki also got to attend the Suzuki South Africa “Rider Safety Day“—a classroom and practical training program to uplift road riding skills and safety. Cancervive was also in attendance, flying the flag for cancer awareness, whereby early detection can save lives.
Photo credit: Bjorn Moreira / ZA Bikers
Given the fact that it was all arranged very last minute, ‘Red Star’ and AMID were very happy with a two-day attendance figure in the region of 1,600 people. The organisers were keen to stress that this first edition of what many hope will be an annual event was very much a fact-finding exercise to gauge the appetite for such a show. From the feedback received, it appears that all parties are hungry for such a show and lessons learned this year will be incorporated into future shows.
Photo credit: Bjorn Moreira / ZA Bikers
One consistent request was for demo rides to be made available on the track and, as Red Star has extensive land around the circuit, an adventure/off-road course could be laid out as well. This was a distinguishing feature of the AMID shows held at Kyalami and proved to be very popular, the importers were quick to appreciate the fact that a brief ride on a model was far more persuasive than merely looking at a static display.
Photo credit: Bjorn Moreira / ZA Bikers
On the whole, the response from attendees was positive; free entry was a good idea and offset the distance that some would have had to travel and it appeared that people were simply grateful to have the opportunity to see the majority of new models available in one place. For those who attended and left slightly disappointed, please remember that this is just the beginning of what all interested parties in the motorcycle industry in SA, including the customers, hope will become as much a fixture of the motorcycling calendar as any other well-established two-wheel event.
Photo credit: Bjorn Moreira / ZA Bikers
Thanks must be given to Quinton and all the staff at Red Star for generously donating their time, energy and, of course, the Red Star facility, to the cause. Thank you also to Arnold Olivier of AMID and, naturally, all the importers and accessory suppliers who committed similar time and energy.
The 2024 edition of the Dakar – regarded by many veterans as the toughest staging of the ultimate Rally-Raid event since the 2020 move to Saudi Arabia – saw Motul-backed participants achieve notable successes and occupy several of the category podiums.
For Motul, the Dakar is not just a legendary challenge for athletes and vehicles. It also provides the ultimate real-time testbed for their products, and in keeping with their commitment to continuous improvement, the company sponsors and works with teams and athletes across all the Dakar Rally categories.
Image source: Motul
The Bike GP Category podium belonged entirely to riders using Motul’s innovative 300V lubricant, with new chapters being added to one of the most compelling stories in motorsport. After duelling for almost 8,000km, overall motorcycle winner Ricky Brabec (Monster Energy Honda) won by less than 11 minutes from fellow Motul-sponsored rider, Botswana’s Ross Branch (Hero MotoSports Team Rally), who secured his first Dakar podium on what was his third attempt, with Brabec’s teammate Adrien Van Beveren taking third place.
Image source: Motul
It was also an extremely close race to the finish in the highly competitive Rally 2 bike category, with India’s Harith Noah (Sherco TVS Rally Factory) finishing less than 5 minutes ahead of the reigning Rally 2 champion. In the process, he became the first rider from India to win a Bike category overall and also gave Sherco their first overall Rally 2 win. This measure of success is a natural extension of Sherco and Motul’s first-fill partnership, with Sherco having chosen Motul as their official lubricant partner for all 39 models in their current range.
Image source: Motul
The Motul Lab is a world-class oil and lubricant analysis facility that’s available to all Dakar competitors and moves from bivouac to bivouac for each stage, constantly providing insights that can make all the difference in an event where the margin between success and failure can be razor thin.
Image source: Motul
One of the prime examples of this was eventual Dakar Quad category winner Manuel Andujar (7240 Team / Drag’On Rally Service), who took full advantage of the technical services provided by the Motul Lab on his way to winning his category for the second time. Of the almost 400 analyses conducted during this year’s event, perhaps the most significant was the sample that enabled the Motul technicians to predict what would otherwise have been an unforeseen, catastrophic and potentially race-ending engine failure for Andujar’s Yamaha Raptor 700. Following a late-night meeting between the Motul onsite team, Manuel, and his mechanics, the decision was taken to change the engine – and the rest is now part of Dakar history.
Image source: Motul
Cristina Gutiérrez became only the second woman ever to win a Dakar title, and the first since 2001. She pulled off a remarkable comeback victory in the Challenger category after the initial category leader, Mitchell Guthrie, was forced to drop out due to mechanical issues on the second to last stage. A Motul-supported athlete, Gutiérrez then sealed her victory over Guthrie on the final day.
Image source: Motul
Motul’s impact was however most keenly felt in the Original by Motul Class, where competitors relied on their own mechanical skills plus a trunk containing all the Motul products they needed to stay in the race, stage after stage. The riders in this category showed the exceptional determination and resilience that are hallmarks of the Motul brand. Active participation in events like the Dakar generates real-world data and insights that can be used to improve Motul products for all customers.
Image source: Motul
“Our commitment to the Dakar is matched only by our focus on innovation – and indeed the two go hand-in-hand,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa. “By constantly testing and enhancing our products, we empower everyone from Dakar competitors to everyday drivers,” she added.
It is no secret that I am a fan of small-capacity bikes. Congested roads, potholes and urban sprawl cured me of my constant need for speed. I also got over the old ego thing years ago when it comes to the bikes that I ride. Don’t get me wrong, I still get my jollies wringing the neck of a big horsepower bike, but I have always appreciated the virtues of small-capacity bikes for urban mobility, functionality, and even a bit of Tiddler Touring. It doesn’t make too much sense to use your 300K bike in a typical commuting environment. Service costs, tyres and depreciation don’t make it particularly viable. If you can buy a small-capacity bike that ticks all the urban mobility boxes and then some, for not too much money, then it makes total sense. Enter Suzuki’s new 250 SX V-Strom.
Photo credit: Dave Cilliers / ZA Bikers
Suzuki’s 250 V-Strom underwent a total remake in 2023. The parallel-twin became a single, it lost 249 cc air/oil cooled single. There are no fins on the head and barrel because there is a huge oil cooler which adorns the left side of the bike in the same place as a radiator. Even at a standstill, the oil leaves the motor to make the journey through the oil cooler which lowers engine temperature significantly. I love the simplicity of it all.
Photo credit: Dave Cilliers / ZA Bikers
You also save on the complexity of a water-cooled bike with the weight penalty which comes with it. The motor is up on power over the old twin, and only slightly down on torque. The fuel-injected single makes the torque at lower rpm so it feels much more grunty. It produces 26.1 hp @ 9,300 rpm and 22.2 Nm of torque @ 7300 rpm. It feeds this power through a 6-speed box. The little Strom weighs in at 167 kg wet.
Photo credit: Dave Cilliers / ZA Bikers
The suspension is supple, with preload adjustment through seven settings on the rear shock. Travel is a modest 120 mm, but well controlled. The front wheel is a 110/90×19 and the rear a 140/70×17. The original equipment tyres are MRF 70/30’s which work really well for the intended purpose of the bike which is, as the SX in the name indicates, as a Sports Crossover. There is 205 mm of ground clearance which allows you to traverse some gnarly ground if done with some care and restraint.
Photo credit: Dave Cilliers / ZA Bikers
Fact is, the Strom will take you wherever you want to go if you apply some common sense, which I do concede is no longer common! The tyres are fitted to sturdy mags which give the benefit of tubeless tyres for quick puncture fixes. Mags on these small and light Adventure bikes make total sense. The seat height is 835 mm which sounds high, however, the slim girth of the bike makes it accessible to most riders.
Photo credit: Dave Cilliers / ZA Bikers
The 250 is built in Suzuki’s Indian factory and the fit and finish is good. The rear brake, gear lever and footpegs are metal, which is great because they can be bent straight without breaking in the event of a mishap. The bike feels like a quality piece of kit to ride. Everything is taught and controlled, with impeccable road handling. Light, nimble bikes are a joy to ride, requiring no effort at all. Only when you ride a good responsive bike like this do you realise how unwieldy big bikes are by comparison.
Despite its tidy dimensions the little Strom looks and feels bigger than it is. It is really comfortable, with a good seat and a comfy rider’s triangle. The bars are perfect when seated but are a bit low for taller riders when standing. Bar risers would fix this easily. The windscreen is quite upright, almost in a rally bike position, and is very effective. It takes all the windblast from the rider’s chest, leaving your helmet in clean air. There are wind-deflecting handguards on the bars.
Photo credit: Dave Cilliers / ZA Bikers
A perfectly located USB socket just left of the instruments is really handy for phone charging or powering a GPS. A USB socket is much preferable to a traditional ‘cigarette lighter socket’ in that it does not rattle the USB connection out over rough roads as the traditional chargers tend to do. Instrumentation is by LCD which can be a bit dull in poor light. All the vital info is displayed or accessible. Speedo, odo, two trips, instant and average fuel consumption, fuel gauge, clock, voltmeter and idiot lights for indicators, high beam and ABS. OK, that’s cool, but how does it ride you may ask?
Photo credit: Dave Cilliers / ZA Bikers
Frikken’ great, that’s how! The motor is smooth right throughout the rev range. It is punchy enough to drop all but the most persistent traffic in the stoplight GP’s without wringing its neck. Redline is at 10,000 and I have never found it necessary to rev it much over 7000. I fitted a one-tooth larger front sprocket for more relaxed cruising ability as I intend to do some long trips. It can now do 120 kph at 7,500 rpm, still 2,500 revs from the redline. With the torque peak at 7,300 rpm, it pulls decently up hills, with downshifts only required on really long and steep ascents. The fuel economy is next level.
My last tank was used around Pretoria with two Jo’burg trips thrown in. I rode with some restraint, not trying to overtake everything in sight but not hanging around either. I did 519,2 km on a paltry 11.34 litres. That equates to a staggering 45,78 km on a litre. 550 km on a 12-litre tank! Go figure! This halves your current fuel bill on your big bike. The V-Strom literally pays for itself!
Photo credit: Dave Cilliers / ZA Bikers
Riding the 250 is just so effortless and fun. It chills me out and relaxes me in a way I just never believed possible. I must confess, it becomes a bit of a game seeing how high I can get the k’s per litre average readout. It thrills in a way that is hard to explain. I love giving those oil barons a thumb in the eye! In the urban environment, it is damn near as quick as your crotch rocket or big adventure bike point-to-point. You filter through traffic with much more ease and your lower speed builds in a far greater safety factor. Offroad you are piloting 100 kgs less bike, so it is way less intimidating, and as a result just plain fun. This is the bike I would choose for an around-the-world trip. Simple in every way and incredibly frugal to run.
The relatively low weight and power means that chains, tyres and the like last much longer, and are much less expensive to replace. Watching Norally, the Dutch girl of the popular YouTube channel ‘Itchy Boots’ fame, makes you realise that speed is the last attribute you look for in a travel bike. Reliability, lightweight, comfort, fuel range and simplicity are far more essential attributes. The Suzuki ticks all these boxes superbly.
Photo credit: Dave Cilliers / ZA Bikers
The brakes are Bybre units and totally up to the task, with a 310 mm disc with a twin piston calliper up front, and a 240 mm disc and single pot calliper at the back. The lights are LED with a decent headlight providing spread and penetration. A rack allows easy top box fitment. There is even a steel engine guard protecting the front of the motor from road detritus. The Suzuki 250 SX V-Strom is available in three colours, Pearl Blaze Orange, Suzuki Champion Yellow and Black. To my eye, it is a handsome little beastie and looks good in all those colours. Mine is black.
There is no easier way of sneaking around the city and surrounds. It is also just so cool to plan an epic trip that some would think impossible on a small displacement bike. Just watch this space, my little Strom and I are going to write some sweet stories. At a purchase price of under R60,000, it offers incredible value and represents the most affordable entry point into a world of adventure. It has the power to cruise at speeds which smaller cc rivals cannot match. Fun never cost so little! I am sure Suzuki will sell every one of these little beauties that they can bring in.
Photo credit: Dave Cilliers / ZA Bikers
Suzuki V-Strom 250SX
For more information on the bike featured in this article, click on the link below…
I typically plan a bike trip to kick off my December break. December is not great motorcycling weather, either too hot, humid, or wet, depending on where you are planning to ride. Botswana is my go-to place, despite being afflicted by all the above weather conditions, because it frees me from an even greater evil…people! I don’t put roaming on my phone, so I am free from this curse of our modern age too. Blissful solitude!
My son Dave is a chip off the old block, so when he heard my plan for Bots, he was all in. It was at this point in the conversation that the planning took another twist. Instead of heading north on the Tiger Rally Pros, we decided to go slow and simple. I would ride my Suzuki 250 V-Strom SX, and Dave would ride his BMW 310 GS. The so-called ‘commuters’ would carry us and all our kit far and wide. You all know how anticipation grows as the date of departure draws near. We just wanted to ride and forget all our daily strife for a while.
Photo credit: Dave Cilliers / ZA Bikers
The bikes carried all our gear to camp, cook our food on occasion, and the few items of clothing we would need when not riding. What to take and how to pack it is just part of the fun. At last the 14th of December dawned and we rolled out of Pretoria, both maybe just a little apprehensive as to how we would adjust to the more sedate pace of ‘Tiddler touring’.
Photo credit: Dave Cilliers / ZA Bikers
We stopped for lunch at the Vaalwater Hotel. As expected, it was hot and humid so the ice-cold draught that washed down our burgers went down singing hymns. We planned to sleep over near the border to cross over into Bots early on day two. The bikes had allayed all our fears. They were revelling in their open road duty. Both bikes were running a tooth bigger countershaft sprocket to allow for higher speed cruising at lower revs. The little Beemer is transformed. It has sufficient torque to run up all but the steepest hills in top gear and cruise way more smoothly. The tiny ‘Strom does need the gear lever stirred on occasion but now has a usable fourth and fifth, providing good overtaking or hill climbing drive.
Photo credit: Dave Cilliers / ZA Bikers
Cruising at a relaxed 100 to 105 km/h true speed, we averaged 30 km/L for the trip. Headwinds and hilly terrain hurt consumption, but conversely flat roads and tailwinds are your friend. This is motorcycling in its purest form. You engage with the bike constantly, eking out the best from the diminutive engine. As the kilometres rolled by, our admiration for these superb little bikes grew.
Long rides develop a rhythm of their own. You find yourself getting settled and comfy on the bike and you are acutely aware of the engine’s sweet spot. Both bikes could easily run 300 k’s before fill-ups. This is on a 12l and 13,5l (BMW) tank. We rode the quieter road from the border up to Selebe Pikwe, then joined up with the A1 for the last 80 km run into Francistown.
Photo credit: Dave Cilliers / ZA Bikers
Splash’n dash and we soon despatched the 180 k’s to Nata, stopping at Nata Lodge, that oasis for thirsty travellers. Checking the weather app, we were chuffed to see that the chance of rain at our planned stop at Elephant Sands was a mere 3%. Camping at one of our favourite spots in Bots was a go, or so we thought…
Photo credit: Dave Cilliers / ZA Bikers
It is only a 56 km hop to Elephant Sands, north of Nata. We rode out of Nata anticipating putting up our tents, then chilling in the pool with a cold St Louis, toasting a superb day of tiddler touring. Those weather app guys would not know their arses from their elbows! Literally 3k’s from Elephant Sands we stopped and pulled on our rainsuit jackets. The sky had turned as black as night and the 3% looked more like 103%.
Photo credit: Dave Cilliers / ZA Bikers
With big fat raindrops starting to hit us as we climbed back on the bikes, we rode into an apocalyptic storm. The road was instantly awash, with the bow waves from oncoming trucks almost engulfing us. We were almost blown off the bikes by the gusty wind-driven rain. The visibility was so limited that I overshot the entrance to the lodge and had to turn back as I saw it out of the corner of my eye.
The blessing was that the deep sand was now packed hard by the rain, and we easily rode the 2 odd k’s of dirt to the lodge. In the immortal words of Kenny Rodger’s song, The Gambler, “You got to know when to hold it and know when to fold it.” After a couple of “vuil cokes” to settle our nerves, we booked a safari tent for the night. Any thought of camping faded away as we watched a camper chasing after his dome tent as it was blown across the campsite.
Photo credit: Dave Cilliers / ZA Bikers
In typical wild African weather fashion, the storm abated, and we watched as elephants revelled in the abundant water and the cooling downpour. Showered and in dry clothing, we cooked dinner on the veranda of our tent, then we strolled across to the lodge, sat by the fire and sipped on a bottle of red, toasting our first night in Botswana. All was truly well with the world. The rain, unexpected and ferocious as it was, had brought an indefinable bonus to our first day. It was almost as if Mama Africa was saying, “I’m wild and free and unpredictable as ever, take me for granted at your peril.” She rolled back the storm clouds and the stars, like pearls around her neck, shone brightly in the Botswana sky. Watered and fed and pleasantly weary from an eventful day, we climbed under the duvets on our comfy beds and slept the sleep of the truly blessed.
Photo credit: Dave Cilliers / ZA Bikers
The life of a triathlete never lets you off the training hook, so at first light, Dave was off on a run with me riding along on the ‘Strom, giving him a flight option if part of the Botswana wildlife put in a sudden appearance. The air was still cool, and puddles of water reflected the early morning clouds in spectacular fashion. It was one of those moments which you wish you could just capture and hold for posterity.
Photo credit: Dave Cilliers / ZA Bikers
I rode ahead down the main road, stopping every so often. The remains of a young elephant a few metres off the road told the story of Africa from the beginning of time. Life and death are constant companions. Embrace life in its entirety as you never can tell when it is your time to cross the rainbow bridge. The Bible tells believers that we are “sojourners in this land. It is not our home; we are just passing through.” We do not get to decide the length of our individual journeys. We just need to fill our journey with as many moments as this, as possible. That, my friends, is why we ride motorcycles.
Photo credit: Dave Cilliers / ZA Bikers
After a hearty breakfast, we were back on the bikes and riding ever north. The landscape in Botswana is predominantly flat, with endless open vistas. Perfect for small bikes as you don’t have much in the way of hills to contend with. The mechanical cruise control on my Suzuki worked a treat. Resting on the brake lever, it holds the throttle open allowing you to rest your throttle hand.
Photo credit: Dave Cilliers / ZA Bikers
Pandamatenga is the breadbasket of Botswana. As far as the eye can see the bush has been cleared to make way for crops. There are several SA farmers managing farming operations at Panda, so it is common to hear Afrikaans spoken by women doing their shopping. It was then on to Kasane, stopping only for the odd Eli to cross the road. We surveyed the damage to a truck that overturned just before Kasane. It’s load of steel girders strewn across the veld like a giant game of pickup sticks. ‘How’ is the question that comes to mind when you see this carnage? Open road with long benign bends. Most likely falling asleep at the wheel, lulled into sleep by the monotony of endless k’s at the wheel, ferrying the goods that feed the infrastructure of our complex world.
Photo credit: Dave Cilliers / ZA Bikers
A cold beer at a lodge overlooking the magnificent Chobe River and then it was the ride through the Chobe Game Reserve. Because this is the road that takes travellers to Namibia and the Caprivi Strip, the authorities allow motorcycles to traverse the park. You sign a register when entering as the only formality. We cruised the park at the speed limit of 80 km/h, game-spotting as we went. It was already hot so there was not much to see.
Photo credit: Dave Cilliers / ZA Bikers
Some magnificent kudu and the ever-present elephant were about it. Our destination was Mwandi View, a lodge overlooking the Chobe River floodplain. We had enjoyed sundowners and experienced a magnificent sunset at Mwandi during a 4×4 trip through Savute and Moremi earlier in the year. This was when the plan to return on bikes was hatched. We enjoyed two relaxing days at Mwandi, with Dave doing his obligatory training runs, after which we chilled around the camp, letting the tension from a busy year ebb away. We watched zebra on the floodplain, feeding on the nutrient-rich grass. It is hard to imagine this savannah submerged annually by the water that flows down from Angola. A good reason for another bike trip perhaps?
Photo credit: Dave Cilliers / ZA Bikers
Our two days at Mwandi flew by and it was back on the bikes for the long haul home. We left in the cool of the early morning, entering Chobe just after 6 AM. What a different game-viewing experience that turned out to be. Barely into the park, we stopped to watch Wild Dog right next to the road. I love these painted dogs! Elusive and scarce, they make for amazing viewing. A bare 10 k’s further on a journey of four huge giraffes ambled across our path. Then it was a breeding herd of elephants, with the matriarch leading the tiniest mini-me newborn calf across the road, surrounded and protected by the herd.
The final wildlife act came in the form of a herd of buffalo grazing next to and crossing the road. Almost a ton of African bovine mean. When you pass these guys bare metres away on a bike, and they fix you in their bright-eyed beady gaze, it makes for some arse-puckering moments! That is literally the only moment on the trip when I would have liked big bore accelerating ability! Luckily, they let us pass through their turf and we continued on our way, super chuffed with our Chobe wildlife experiences.
Photo credit: Dave Cilliers / ZA Bikers
We decided to put in a big day to shorten our last two days, so we smashed over 600 k’s and after traversing 8 k’s of dirt from the main road, pulled into Woodlands Campsite, 16 k’s before Francistown. Spoiling ourselves after the long haul we decided to forego camping and booked into a well-appointed and superbly comfortable chalet overlooking a verdant lawn down to a dry riverbed. Each chalet has a dedicated braai area on the river’s edge. Woodlands is a must for your first or last night in Bots. It offers excellent value and is in the bush away from hustle and bustle. The shop at reception does pre-cooked meals, braai packs, wood, beer and wine, so your every need is catered to. The campsites are shady and tidy, with a pool for hot travellers.
Photo credit: Dave Cilliers / ZA Bikers
Sitting at our campfire we gazed fondly at our two plucky little bikes that had carried us in absolute comfort across Botswana. Big bikes are obviously cool but there is something to be said for the simplicity and engaging demeanour of light and agile small bikes. You don’t mess with settings and modes; you just hop on and ride. They traverse dirt effortlessly; you don’t find yourself fighting excess power and weight.
Whilst both bikes performed faultlessly, perhaps the Suzuki deserves an honourable mention. It is comfy and well-appointed. The USB charging port was a boon for charging cell phones while riding. It would be perfect for powering your GPS too if that is how you roll. The riding position on both bikes is comfortable, I never felt cramped or fatigued despite my 6’3” frame. We swapped bikes on occasion. The extra grunt of the BeeEmm was welcome, but it was not as refined as the little Suz. The kicker for me is that the Suzuki will set you back under R60k. You could do your RTW trip on this little beast, and it will not let you down. Dave too bonded with his little GS all over again. We agreed that tiddler touring is a blast, and we are already planning the next trip.
Photo credit: Dave Cilliers / ZA Bikers
We got back on the road early the next morning and after breakfast at the Francistown Wimpy, it was to the border and back into SA. Let me just say that the border crossing at Grobler’s Brug/Marti’s Drift is an absolute shamble. The border is swamped by hundreds of trucks that carry goods up and down through this border. The management on both sides is non-existent. Trucks clog the bridge, not allowing tourist vehicles to cross. We crossed on the pedestrian walkway adjacent to the road across the bridge, thanks to the tidy dimensions of our bikes.
Photo credit: Dave Cilliers / ZA Bikers
It is obvious that a commercial port of entry should be created to alleviate the present mess, but that would be expecting too much, I suppose. I am certain that tourism is being negatively affected, but I don’t think that either country gives a fig! Officials look like they are on a go-slow. The sad story of Africa. It is paradise ruined by arrogance, greed, bribery, corruption, and the lack of vision which, if addressed, could transform it into a powerhouse. These are the things which you reflect on when you have significant helmet time.
We pulled into a spot called De Kuile, 10 k’s before Lephalale (Ellisras). It is an old-school campsite with air-conditioned chalets on the river, we stocked up on grub and drinks in town, then settled down to the final night of our tiddler tour. We braaied, drank and chatted into the night. We reflected on another epic motorcycle-fueled adventure. The bikes performed flawlessly. Lubing the chains was the sum total of the maintenance required. Nothing broke or fell off. They consumed no oil and very little fuel. They ran for hours on end still 3,000 rpm from the redline, courtesy of the altered gearing, so we never felt that we were even stressing them. They are epic bikes!
Photo credit: Dave Cilliers / ZA Bikers
The next morning, we got back on the road so early that we were too early for breakfast in Vaalwater, so we lashed a coffee and rode on. Back on the highway, we dialled the little bikes to 120 km/h and in no time we rolled into Pretoria. As is my habit, I unpacked the bike, allowing it to cool completely, then washed and polished the wee ‘Strom. What a beastie! The gateway to real adventure may not be as inaccessible as you think. Why not make 2024 the year that you embrace life again? Do it your way and for you. As flawed as it is, it remains a truly wonderful world out there.
Photo credit: Dave Cilliers / ZA Bikers
Suzuki V-Strom 250SX
For more information on the bike featured in this article, click on the link below…
It’s not been an easy period for Italian motorcycle manufacturers in South Africa; Aprilia and Moto Guzzi importer IMI sadly closed their doors in 2023, with no obvious party coming forward to take over the two brands. Happily, however, that other iconic Italian manufacturer has a much brighter future in SA.
Photo credit: Bjorn Moreira / ZA Bikers
It was announced last year that the Pierer Mobility Group, which owns KTM, Husqvarna and GasGas, had also taken a controlling interest in MV Agusta, signalling a new era of hope for the manufacturer, as it will be able to piggy-back on the global dealership network of the Austrian brands.
Photo credit: Bjorn Moreira / ZA Bikers
In South Africa, it is FAST KTM, based in Alberton, south of Johannesburg, and Cape Town that will become the new home of MV Agusta, which can only be good news for MV owners present and future, for what FAST doesn’t know about excellence in customer service isn’t worth knowing.
Photo credit: Bjorn Moreira / ZA Bikers
The Alberton FAST KTM branch is home to the first of the new MV Agusta showrooms, with Cape Town FAST KTM becoming the second dealership, hopefully sometime this year. Within a few months, the full range of MV Agusta models will be present and limited edition models will be available on a special order basis.
Photo credit: Bjorn Moreira / ZA Bikers
FAST MV Agusta in Alberton has factory-trained technicians able to tackle any servicing or maintenance tasks on your pride and joy, and any spare part not kept in stock can be delivered from Austria, where MV Agusta spares manufacturing has been moved, within two weeks.
Photo credit: Bjorn Moreira / ZA Bikers
For the time being, there are two demo models available for test rides. An F3 800 and a Brutale 1000 RS. Naturally, FAST MV Agusta will also consider your used MV for part-exchange and will undoubtedly carry some used models for sale as well.
Photo credit: Bjorn Moreira / ZA Bikers
All this is great news for MV Agusta in South Africa: FAST KTM is celebrating 20 years of bringing the best in sales and service, with an always-present commitment to put the customer first which makes FAST the ideal home for MV Agusta.
We might be about to have the longest season ever, with 22 rounds and 44 races, including the Sprint races, but that doesn’t change the fact that the wait between the end of last season and the start of this year is interminable; March still seems like a long way away.
It promises to be a fascinating season, which only adds to the impatience. The prospect of seeing Marc Marquez on a Ducati is something to savour: we all know the troubles of previously dominant riders jumping onto a machine from Bologna – Rossi and Lorenzo spring to mind – but the modern Ducati is a completely different beast to five or ten years ago and there is no doubt that Marquez is an other-worldly talent, but how he will fare on a bike that has not been tailored around his riding style is another matter. There will be many fans who will rejoice if he doesn’t make the grade and walks away with his tail between his legs but I won’t be one of them: MotoGP needs Marquez to be fighting at the front.
Image source: MotoGP
Actually, MotoGP needs all teams and riders to be fighting at the front, even though it has rarely happened throughout the history of the sport. But there’s the possibility that 2024 could see another season with multiple winners – we had eight different winners in 2023, nine in 2020 and 2016 – and another title fight that goes down to the wire.
Image source: MotoGP
It’s fairly safe to assume Ducati will be dominant again, with KTM hopefully keeping Ducati honest. KTM has mercurial talent Pedro Acosta on its strength, riding for GasGas, which is, of course, a KTM in different colours, and it will be interesting to see how he adapts once again in the short period that has been his career in top-flight racing. The KTM/GasGas has been getting better and better every year but lacking that final leap required to challenge Ducati at every circuit, which is doubly difficult to achieve given Ducati’s rate of development. Could Acosta come in and embarrass the factory KTMs? Now, that would be worth seeing and would really shake up the riders’ market in 2025, with a lot of contracts up at the end of 2024 (only Binder, Marini and Zarco are guaranteed a seat in 2025, Binder for 2026 also).
Image source: MotoGP
But there is also strength in depth in the factory KTM team. Brad Binder remains with KTM, as does Jack Miller. Binder had a solid season in 2023 and it would be easy to point to Miller’s lack of success on a bike that is a proven winner in the hands of his teammate (and Miguel Oliveira) and express disappointment. The suspicion was forming that he might not be as good as we all like – and want – to think but listen to the insiders at KTM and they have nothing but praise for his talent and work ethic and he is universally loved at the Austrian manufacturer. As his team boss pointed out, he was faster at every circuit in 2023 than he was in 2022. It’s just that other riders had also improved, thus putting Miller’s achievements slightly in the shade.
Image source: MotoGP
Sometimes he ran at the front but other times he languished down the order, unable to display his talent, but to take his 2023 performance without understanding what was going on in the background at KTM would be to do the man a disservice.
Image source: MotoGP
Elsewhere, we have Alex Rins jumping onto the Yamaha from LCR Honda, riding alongside Fabio Quartararo. Talk about jumping out of the frying pan into the fire, given Yamaha’s dire 2023 but, as Cal Crutchlow, Yamaha’s test rider, said, neither Yamaha nor Honda have forgotten how to build a good motorcycle and they will do so again. If you listen to those who can be reliably said to be in the know, it is the Japanese way of working that is to blame, with decisions about radical changes taking too long and the factories not being flexible enough in terms of the speed of design thought necessary. If that is true, then both Yamaha and Honda are aware of this and it is hard to believe they won’t be making changes in order to catch up.
Image source: MotoGP
There is no doubt Honda paid the price for concentrating too much on Marquez’ input into the RC213V’s development which bit them in the arse when he was sidelined by injury in 2020. In the three years that followed, Honda looked completely at sea, failing its riders hugely. Have they done enough for 2024 to address the problems around the bike? Joan Mir is joined by ex-VR46 rider Luca Marini and, whilst it has to be tempting to accept a factory seat, you have to wonder how many questions are running around Marini’s head.
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It’s the same for Johann Zarco, who leaves Ducati, after scoring his maiden victory in Australia, to jump onto the LCR Honda seat vacated by Alex Rins. There’s no doubt it was a big money move and perhaps it was that that swayed the Frenchman’s mind, given his age and the fact that he doesn’t have all that many years left in MotoGP. It seems ridiculous to talk of a sportsman’s career being almost over at the age of 34 or 35 but that’s just the way of it. Rossi competing into his 40s was the exception rather than the rule but even the most ardent Rossi fan would admit that he was past his best when he finally retired and was no longer the force he once was.
Image source: MotoGP
Rossi being Rossi, however, he still had a reputation as a rider who wasn’t very far off the top of his game when he retired, a stark contrast to some sportsmen throughout history who have carried on long after they should have hung up whatever sports kit they wore. The other factor, of course, is – and always has been – just how much punishment the body can take in a sport that is relentlessly hard on it as bike racing is. There must come a point where you’re simply not prepared to risk your life or, at least your mobility, if all you can expect is to be finishing way down the result sheet. James Hunt was the perfect example of this: he was only excited and enthused about racing if he knew he had a chance of winning, otherwise, he wasn’t interested, for exactly that very reason.
Anyway, I digress. Zarco is at LCR, while Fabio DiGianantonio was thrown a last-minute lifeline (it was all rather distasteful how he was made to feel very much like a second choice after Acosta was signed to KTM and Marini went to Honda) to take Marini’s seat at VR46. If Ducati has a lot of bikes on the grid, they’ve also made sure they have some brilliant talent riding them: mixing the experience and race-craft of Marquez and Bagnaia, into the same performance pot as Alex Marquez, Bastianini, Bezzecchi, Martin, Morbidelli (from Yamaha) and DiGianantonio can only mean fireworks.
Image source: MotoGP
Let’s not forget Aprilia, either. If they can continue the upward trend in the efficiency of their design and engineering, then I would love to see them mount a proper, consistent challenge for the title: don’t mind which rider is leading the challenge – I just want to see that team winning more races.
Image source: MotoGP
On that basis, it’s going to be a great season of racing. I can’t see Honda or Yamaha getting it right just yet so it’s up to KTM and Aprilia to challenge Ducati. It could be that there is so much infighting in the Ducati camp in the races, with all of their eight riders snatching points away from their stablemates, that consistent podiums could see a non-Ducati rider right up there in the championship table. You’ve got to admit it’s unlikely and that, really, wins are the only way to guarantee being in the top three or four but it’s happened before.
As usual, the only thing we do know for certain is that, despite the predictions, we don’t know anything: we actually have no idea until the lights go out for the first Sprint race in March. And that’s still a bloody long way off!
Biker’s Warehouse Race Team, a force to be reckoned with, has stamped its mark in the racing world over the past 7 remarkable years. The team has flourished and now comprises of 16 exceptionally talented riders for 2024, all united under the exceptional leadership of Wayne Farmer, an icon in the riding community. Farmer’s impressive track record boasts multiple championship titles across various disciplines, solidifying his prestigious status.
Photo credit: ZA Bikers
When you support the Biker’s Warehouse Race Team, you embark on an exhilarating journey of competitive racing. Witness their riders’ unparalleled skills as they face the challenges in GXCC, National Cross Country races, EWXC, FarmJam, the Impi, and the Roof of Africa.
Photo credit: ZA Bikers
For their team, the bond they share goes beyond a mere sport—they consider themselves a closely-knit family. Biker’s Warehouse Race Team fosters a strong sense of camaraderie, dedication, and passion within their riders.
Photo credit: ZA Bikers
The Biker’s Warehouse Race Team owes its existence to the invaluable support and participation of its sponsors and riders.
GXCC/ National Cross Country/ Northern Regions Cross Country
29 Wayne Farmer – Masters – TX300
Gavin Young – OR2 Pro – FX350
John Botha – OR1 Pro – TX300
J458 Hanju de Kock – Senior 85cc – TC85
358 Hanju de Kock – High School – TC125
713 Juan Wilken – OR1 Pro – CRF450RX
130 Ruan Merry – S1 Pro – TE250
FarmJam
29 Wayne Farmer – Masters – TX300
Gavin Young – S2 Pro – TE250
John Botha – S1 Pro – TX300
713 Juan Wilken – OR1 Pro – CRF450RX
698 Ruben Pieters – S1 Pro – TE300
507 Matt Battersby – S1 Pro – TE300
506 Mike Battersby – Masters – TE300
504 Luke Battersby – Silver B – TE150
306 Chris Swart – Masters – TE300
307 Buzz Swart – S1 Pro – TE300
940 Liam Lea – Pro B – TE300
225 Fergal Mc Adam – Seniors – TE300
130 Ruan Merry – S1 Pro – TE250
47 Chris Kruger – S1 Pro – TE300
11 Blake Kruger – 50cc – TC50 Mini
EWXC
698 Ruben Pieters – S1 Pro – TE300
507 Matt Battersby – S1 Pro – TE300
506 Mike Battersby – Masters – TE300
504 Luke Battersby – Silver B – TE150
306 Chris Swart – Masters – TE300
307 Buzz Swart – S1 Pro – TE300
940 Liam Lea – Pro B – TE300
225 Fergal Mc Adam – Seniors – TE300
47 Chris Kruger – S1 Pro – TE300
11 Blake Kruger – 50cc – TC50 Mini
Sponsors
Biker’s Warehouse, Fly Racing, Michelin, Husqvarna South Africa, Vantage Power & Energy Partners, R&M Battersby Developments, Pharon7, BuddyCool, Northern Offroad Equipment
100% Goggles, Gaerne, Motorex, Tork Craft, Enduren, Enduro Engineering, ODI, Bikewise
Renthal, SBS Brakes, D.I.D, Acerbis and Leatt.
After my brief encounter with BMW’s CE O4, and having ridden the Energica electric superbikes, I was eager to try out another electric scooter, but this time, something more sedate. Something that does not cost north of R300,000 and that you can use as your daily commute. Of course, there is always the question of range, but the company Silence has come up with a novel solution that might just work for longer commutes.
Silence is a Spanish company that was founded in 2012 in Barcelona. They designed a battery first and it needed to be easily interchangeable. From there they made the S02 scooter for the Spanish police and for various motorcycle-sharing platforms. After this, they developed a tricycle called the S03. This was developed for delivery companies. Once these models were firmly entrenched in these markets, they gave us the S01, the motorcycle for everyday use.
The S01 is a very elegant scooter with clean, minimalistic lines. When you look at it from the side, it looks like any regular scooter, until you notice that there is no exhaust. What is more, there is also no belt drive to the rear wheel. Instead, the Silence has a hub motor attached to the beefy swingarm. The suspension on the S01 is a pretty standard affair, with two 33 mm shocks up front and a single shock keeping the rear in contact with the road. The S01 runs on 15-inch wheels.
Photo credit: Brian Cheyne / ZA Bikers
The LED headlight is flanked by two daytime running lights which turn orange when you switch the indicators on. And here the silence is shattered by the most annoying beep to let you know the indicators are on. It makes such a racket, that I hardly use the indicators. I just assume that people will guess my every move.
Photo credit: Brian Cheyne / ZA Bikers
To get the motorcycle going, you switch the motorcycle on, pull the rear brake, and hold down the Mode button. The Silence then gives you an audible beep to tell you that you are primed to go. The motorcycle has three rider modes: Eco, City and Sport. When you switch the motorcycle on, it defaults to City mode. This is more than enough for most applications, although your top speed is limited to around the 85 km/h mark. In Eco mode, that number drops to 70 km/h but you will see a substantial increase in the estimated range. I always flicked it to Sport mode which is the most fun to ride. In this mode, the S01 is limited to 100 km/h, and you will be surprised how quickly that number comes up.
Photo credit: Brian Cheyne / ZA Bikers
The Silence S01 is incredibly easy to ride, although seasoned bikers will find braking with the left hand a bit awkward at first. The S01 sadly has no ABS, so you really have to be gentle on the brakes and pulling the rear brake is advisable. The motorcycle has combined braking, which means that when you pull the rear brake, it also engages one of three pistons in the front calliper. In Eco and Sport modes, the brakes also get some help from the engine’s regenerative capabilities. Strangely, City mode has no regenerative braking. Also missing is some form of parking brake. If you park the motorcycle on an incline, it wants to roll away. Fortunately, it has a centre stand and lifting the S01 up on it is easy.
Another major plus of the S01 is the massive storage capacity under the seat. Scooters that can swallow two full-face helmets are few and far between. I rode with an XL lid, and it presented no problem for the S01. The build quality of the S01 is very good and the boot is also lined with a soft material which will not show scuff marks as easily as hard plastic. In there is also the lever to release the battery, the S01’s party trick.
Photo credit: Brian Cheyne / ZA Bikers
Once you have released the battery, you extend the telescopic carry handle and pull the battery out the side. In that motion, two wheels and a steady pops out and then you can wheel the battery wherever you want. This will be wonderful for people who live in a complex and don’t have access to a power socket anywhere near the motorcycle. You can wheel the 5.6 kW battery pack to wherever you can charge it. It weighs around 40 kg, so the wheels and handle make manoeuvring the battery a breeze. It uses a standard kettle plug to charge, and it charges at roughly 10% per hour.
Photo credit: Brian Cheyne / ZA Bikers
You can also get an inverter for the battery, so you can run a few household appliances during load shedding. What is more, you can purchase another battery, which you can keep charged at the office. Like I said in the beginning, if range is an issue, swapping batteries might just be a viable solution. In Europe, Silence have already started rolling out battery stations where you can swap your battery for a fully charged one. This is what makes the Silence so versatile.
Over the course of the few weeks, I had the Silence, it became my everyday run-around motorcycle. As I got to know the motorcycle’s capabilities, I ventured further and further from home. As you ride, you can easily switch between City and Sport modes to conserve some energy when the traffic is congested. When parked at a red light, however, putting it in Sport mode is recommended. You will leave most cars behind and once you are in the flow of traffic, you can switch to City mode again. Riding like this, you will easily get 100 km from a single charge, more if you don’t ride like a hooligan.
Photo credit: Brian Cheyne / ZA Bikers
The S01 has an app with a few basic features. Once connected to the motorcycle, you can open the seat, and even start the motorcycle with the app. It also allows you to share the motorcycle with someone else, even if they don’t have the keys.
The Silence is certainly not cheap, but at R114,885 it comes in way below the BMW CE 04. Also, unlike the Bavarian, there are no belts to service, and your only expense will be for brake pads and tyres. I have found the S01 extremely handy for my daily needs to pop down to the mall, or to meet someone for a quick coffee. The more you ride them, the more you manage the range anxiety and the more you will marvel at the practicality of it.
When you’re shopping for new tyres, you really need to think about what kind of riding you do, and where your rubber spends most of its time rolling. Even with all the latest information at keyboard reach, most of us still over overcompensate and end up buying tyres that are overkill for our skill level, not suited to the kind of riding we do or just wrong for the season. It took me a good few years to realise this, and just one set of sports touring tyres to change my point of view. A point of view that has since seen me convert to sports touring rubber almost indefinitely for the daily and the weekend open road shenanigans.
Sports touring rubber has come a long way, especially with tyre companies spending millions on tyre development over the years. Michelin and their “Road” range is a good example of years of development starting back in 2002 with their Pilot Sport range—now the Road 6 and Road 6 GT. Sports rubber is awesome, but only when conditions, road surface and heat all play ball. Even when they do play ball, the game isn’t very long—6000 to 8000 km on a Sport or Super Naked, that’s if you’re lucky. With sports touring rubber, at least in the last 8 years, both grip and mileage have come to the game.
Photo credit: Bjorn Moreira / ZA Bikers
With my daily ride, I have turned away from sporty rubber-like Pirelli Diablo Rosso Corsa, Dunlop Q3+ and instead, I have moved to sport touring biased tyres like the Pirelli Angle GT II, Dunlop Road Smart III and Metzeler Roadtec to name a few. Has my riding become more boring or slower on the road? No, what has happened is I’ve ended up riding more often, quicker out of the blocks (because less heat is needed for them to grip optimally) and without worrying about what the weather conditions might be.
With that said, the last year has seen Michelin’s Road 6 and Road 6 GT make headlines all over the internet and this got my attention. With my Yamaha XSR 900 needing some rubbery love, the guys from Auto Cycles delivered the notorious rubber that I’ve been keen on getting my hands on for months. Welcome home ‘Mich’!
Photo credit: Bjorn Moreira / ZA Bikers
On paper and in design the 6th generation of Michelin’s “Road” family promises to improve on its well-known all-rounder capabilities in being a good corner rocket and mile muncher come rain or shine. The Road 6 is now fitted with Michelin’s 2CT+ Tech, meaning not only are they dual compound but they also come with reinforced sidewalls—providing better rigidity at lean and resulting in more stability through the corners. The ‘GT’ is pretty much the same tyre as the Road 6, but with an extra ply in the rear tyre to handle the extra weight of heavyweight sport-touring motorcycles or adventure motorcycles with a 19-inch front now available.
My very first day with the Road 6 saw me ride out of the tyre bay and into the pouring rain. Last year November and December had no mercy for us riders, which meant Mich and I would start our friendship together in what should have been pretty dodgy riding conditions. Ironically, the Road 6 was made for these exact conditions and I can vouch that they are hands down the grippiest and safest tyres I have ever experienced riding in the rain with, even with TC completely turned off and ABS in full effect. I was surprised because there is a lot of slick edge for sporty riding, but Michelin has done their research and has placed the sipes just before the soft slick edge, giving you plenty of grip and confidence with enough lean angle.
Photo credit: Simon Morton / ZA Bikers
Michelin’s special formula is all in the blend of their Silica technology tread compound and their “water evergrip tech” tread pattern. The 6th generation now offers 15% more wet grip than the Road 5, while also having a 10% increase in tread life than the predecessor.
This is thanks to less of a “V” shape and more of a “U” shape, allowing more of the hard compound centre of the tyre to be in contact with the tar and also longer siping which helps with increasing traction and water evacuation. A simple change with big results and I personally enjoy riding with the U-shaped Road 6 on the road, as they feel very progressive when changing lean and when having to trail brake on constantly changing road surfaces.
Photo credit: Bjorn Moreira / ZA Bikers
With the need to get out of rainy Gauteng, Simon and I planned a two-day trip in and around Nelspruit where we would ride the twisties past Kaapschehoop down to Sabie, cutting through Pilgrim’s rest before making our final stop in Dullstroom. It was here where we got to experience 4 seasons spread across two days and thus I got to know the Road 6 in all road riding conditions. It goes without saying, that we didn’t escape the rain entirely, but for the most part, the ride to Kaapschehoop was dry and fast sweepers were plenty.
The D799 is a fun and fast mountain pass with a smooth as-butter road surface, and runs down to Sappi’s massive paper mill and connects with another tighter more technical twisty heading up to Kaapschehoop. This is an area I’ve ridden on my MT-09, Tracer 9 and XSR 900 all set up similarly in suspension and geometry with all the above-mentioned tyre combos. I must say the Michies felt super planted on their edge and even though typically harder than a sports tyre, they inspired confidence and at no point did I wish they were anything stickier.
Photo credit: Simon Morton / ZA Bikers
After lunch in Kaapschehoop, the next challenge for myself and the Road 6 was half stormed out Robbers pass, which by the way was more like a gymkhana with merely wet tar to actively rained on patched potholes to pavement with varying levels of standing water. This is where a rider needs to be smooth on their inputs, look far ahead and as we riders usually do, ride the road once or twice to spot all the imperfections first. Even with the XSR having a softer fork setup and springy rear shock, the front-end grip from the Road 6 under hard braking and hard fork compression was plenty. Rear grip was ample and TC never had much to argue about.
Photo credit: Simon Morton / ZA Bikers
Taking the Road 6s out on a rainy and badly maintained road revealed excellent traction, allowing leans as far as I was personally willing to test. As for mileage testing on these tyres, Michelin has had their test riders reach upwards of 18,000 miles (28,000 km) and one of those test riders was on a light 1050 Speed Triple. With our hotter climate and washed-away roads, I would say anywhere between 16,000 to 18,000 kilometres would be very respectable. You could probably cheat the system and put the Road 6 GT on your lighter naked bike like mine and ride smoothly to reach 20 odd thousand km with ease, but it might become a very hard ride forcing you to ride with a lower tyre pressure to compensate for the harder centre compound of the GT. So, just stick to the Road 6 on your light Naked and your GT on your Adventure and Sports-Tourer.
Photo credit: Bjorn Moreira / ZA Bikers
At the end of the day after riding just over 2500 km in crappy conditions I am happy with the Road 6 and hope to report more good news as the riding season becomes hotter and clear-skied. I can’t say it enough, sports touring rubber is the road rider’s dream for all things tared. The Michelin Road 6 comes in a variety of sizes and will set you back around R6611 (120/70-17 front and 180/55-17 rear), but if they last the mileage, offer all the sporty fun and great wet weather grip, they are worth every cent. As for me, I look forward to bringing you guys more feedback as I rack up the mileage.
Michelin Road 6 (Combo: 180/55-17 – 120/70-17)
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The 46th edition of the Dakar Rally has ended after a thrilling duel between Ricky Brabec (Monster Energy Honda powered by Motul) and Botswana Off-Road legend Ross Branch (Hero MotoSports Team Rally powered by Motul) in the Motorcycle category that saw the pair chase each other all the way to the finish in Yanbu, Saudi Arabia, where Brabec emerged victorious. Brabec and Branch stayed in close contention throughout the event by getting onto the overall podium from Stage 1, with Branch leading the rankings until the 48-hour Chrono on Stage 5. Brabec took the lead on Stage 6, and that’s the way it stayed until the 12th and final Stage, with Branch ending a mere 10:53 behind the American for his first-ever Dakar podium.
Image source: Motul
It was an incredibly close race for the entire 2-week duration; at the end of Stage 7, the overall gap between the two riders was 1 second after more than 32 hours of racing. They didn’t have it all their own way though, Brabec’s Honda teammate Adrien Van Beveren also joined the fray from Stage 9 and put pressure on the pair all the way to the end, eventually ending up just over a minute behind Branch in third, resulting in a podium lock-out for Motul and their 300V backed riders.
Image source: Motul
Brabec’s performance was a showcase for consistency, though: he only won one stage of the entire event, but he made sure he stayed in the running on every stage and was never off the podium. It was a very successful event for the entire Monster Energy Honda team who won 9 out of the 12 stages, with each member of the 5-person team winning a stage at some point, proving just how capable the Honda effort was this year.
Image source: Motul
The race for the Rally 2 podium was no less exciting, and while all bets were on the reigning Rally 2 champion Romain Dumontier taking the victory after dominating the first part of the race, it was an incredible charge to the front from Sherco powered by Motul star, Harith Noah, that got everyone talking and made him one of the revelations of this year’s event. The off-road star from India is the first competitor from his home country to win a bike category overall and he can add another astounding achievement to this year’s event because he did not look at the standings or social media once throughout the entire event. He preferred to go out and do his best every day, and this approach paid off with a highly coveted victory in the Rally 2 class.
Image source: Motul
South Africa’s Bradley Cox (BAS World KTM) suffered from early navigational challenges which held him back. Still, he put in an incredible effort towards the end of the Rally, almost pipping Dumontier (Dumontier Racing) to the post in the process. Still, the Frenchman managed to secure 2nd place overall by a mere 2.8 seconds over Cox who finished in third.
Image source: Motul
The Original by Motul Class was a masterclass by Austrian Dakar Rookie Tobias Ebster (Kini Rally Racing) who led from the start and ended up almost 2 hours ahead of Frenchman Jerome Martiny (Anquety Motorsport), followed by Spaniard Albert Garcia (Pedrega Team). The top 3 in the toughest class of the Rally had race times of over 60 hours for this year’s event and considering that they race with no assistance, to be on the podium is a remarkable achievement.
Image source: Motul
With Motul-backed performances from Honda and Hero on the overall podium and a remarkable ride from the Sherco-Motul Harith at this year’s Dakar, Mercia Jansen, Motul Area Manager for Southern and Eastern Africa, shared her excitement as the final results came through, “Motul is incredibly proud of all our partners in this year’s Dakar. In the bike category alone these three teams have put our products to the ultimate test and when they perform as well as they have in the toughest Motorsport race in the world, we are grateful to have played a part in their success.”
As the 46th edition of the Dakar Rally enters the home stretch to the finish in Yanbu, Saudi Arabia, the world’s toughest Motorsport race has lived up to its billing and once again delivered a nail-biting adventure and almost unbearable heartache.
The Dakar Rally is an event for adventurers first and foremost, and while many of these intrepid riders are signed up to well-funded Manufacturer and Factory teams, there is one group of riders who truly embody the spirit of the pioneers as they take on Saudi Arabia’s rugged and varied terrain, unassisted.
Image source: Motul
These determined competitors are riding in the Original by Motul Class (previously the Malle Moto Class). They face the ultimate test of endurance and resourcefulness as they must brave the conditions solo, without team support, technical assistance, motorhomes, or extensive sponsorships. They must pack everything they need for the entire event into a single trunk (Malle Moto literally translates to Trunk Motorcycle) and maintain their bike, body and mind throughout the two-week-long event. This category is sponsored by major event partner Motul, who provide each rider in the category with their superior oils and lubricants designed to ensure optimum performance in even the most challenging conditions.
Image source: Motul
As a testament to the character and determination of the Original by Motul Class competitors, just 5 of the 26 starters in this category have dropped out so far in this year’s event, with only two days remaining. This compares to an overall attrition rate of over 50% across all other categories including top names like Sam Sunderland, Skyler Howes and Joan Barreda in the bike category. All 3 of these riders were in with a chance for a podium this year and instead are now watching from the sidelines.
Image source: Motul
The Original by Motul Class riders come from all corners of the world and all walks of life; from fearless firemen to ambitious businessmen, intrepid mountaineers and those carrying on family legacies. This eclectic mix spans all ages while being united by a common desire for adventure and a determination to live life to the fullest.
Image source: Motul
Rookie entrant Tobias Ebster currently holds a lead of just over one hour at the front of the Original by Motul Class pack. He is the nephew of Dakar and Motocross legend Heinz Kinigadner, who won several stages across seven Dakar Rallies in the 1980s and 1990s but was denied a finish on each occasion by a series of mechanical breakdowns and injuries. Ebster is determined to break the family jinx and emerge victorious, an achievement which would undoubtedly make his uncle proud.
Image source: Motul
Gioele Meoni is also making his first attempt at the Dakar Rally. He is on a quest to honour the legacy of his late father, two-time Dakar Rally winner Fabrizio Meoni, who tragically lost his life during the 2005 event. Gioele’s main aim is to complete the Rally, after which he will auction his bike to raise funds for the Fabrizio Meoni Foundation’s school-building programme in Senegal. He is currently in 6th position with 2 stages to go.
Image source: Motul
US soldier Kyle McCoy, who completed 5 tours of duty in Afghanistan, returns to Dakar with a sense of unfinished business. McCoy brought a team of 5 US riders, including himself, to the event in 2022 in an attempt to get more US riders to finish the toughest class in the Rally; ultimately, only one did – and it wasn’t McCoy! He is back to get that finisher’s medal for himself, with his determination echoing the resilience found in the heart of a warrior. McCoy is currently sitting 11th in the Original by Motul class.
Image source: Motul
South African Charan Moore, the 2023 winner of the Original by Motul Class, shares his thoughts on what’s needed to go the distance in this most demanding of categories: “Firstly, what’s really important is that you need to have a very good mechanical understanding of how your bike works because you’re the one who has to fix it if it breaks. Your knowledge needs to extend across electronics, hydraulics, engines, suspension… the whole lot! In 2023 I had all the difficulties; my bike had a slow leak from Day 1, and I also had fuel pump issues in that first week. Then the motor went, and I had to change it by myself, which was a major challenge and led to a time penalty for the engine change that nearly cost me my win. And just for good measure I also had radiator issues the very next day that needed fixing. Fortunately, I was able to overcome these challenges, push hard and still take the win!”
Image source: Motul
Moore continues: “Which brings me to the next critical element: if you want to finish, you need to be able to manage yourself and your immediate environment. Time management, body management, bike management and nutrition are all crucial to success because fatigue is the enemy of planning. When you’re typically up at 4 am every day after sleeping in a tent on the ground, and you’re on the bike in the toughest conditions for at least another 8 hours, your mental stamina comes into play because it takes a minimum of 3 hours to prep the bike in the evening for the next stage. You then still need to set up a tent, have dinner and catch a shower, if you’re lucky, and all of this makes for a very long day, for 2 solid weeks.
Image source: Motul
Moore is competing in Rally 2 of the 2024 Dakar Rally, as the updated rules stipulate that winners of the Original by Motul category cannot compete in this class again. Charan is currently sitting in 9th in this class.
Image source: Motul
“At Motul, we have always embodied the same pioneering spirit that the riders in the Original by Motul Class must demonstrate if they are to succeed,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa. “Throughout our history, we’ve consistently pushed boundaries in our quest for ultimate performance, which is why we’re delighted to sponsor the toughest category in the most demanding Rally-Raid race in the world,” she added.
Image source: Motul
Addendum
As this press release was being prepared for publication, we received the very sad news that Dakar Rally competitor Carles Falcon, who was injured in a heavy fall on Stage 2, has succumbed to his injuries at a hospital in his native Spain. Our thoughts are with his friends and family at this very difficult time.
The 400cc segment hasn’t always been as bland as it is today. The 1990s were the richer years, the years when the Supersport 400 race reps ruled on local race tracks and winding mountain roads. The Japanese had made the newbie riders’ racing wet dreams come true. Honda CBR400R, Suzuki GSX-R400, Honda VFR400R, Kawasaki ZXR-400R, Honda CBR400RR, and Yamaha FZR400RR SP, the choices for the Hashiriya (street racer in Japanese) were endless, and if you had the skill to stay on the pipe, plenty of 250cc 2-stroke Supersports.
Watching the Hashiriya or “Winding Riders” in 140p on YouTube today still gets the hairs on my arms raised, it was a motorcycle knee-scratching lifestyle of note. As the year 2000 approached many manufacturers fazed out the lightweight and high horsepower Supersports and turned their focus to the bigger cc motorcycle market—leaving the 400cc market abandoned for the next decade.
Photo credit: Thabang Khatide / ZA Bikers
In the last decade, the 400cc segment has made its return, but with a commuter-biased blueprint. Whilst offering commuters lightweight and economical machines, many just lack the fun factor and sex appeal to turn a youngster on. One brand that has always put the fun factor at the top of the brief is KTM and for 2024 their 390 Duke is even more “Ready to Race”. After owning my own MK2 390 Duke and having spent over 30,000 km on the whole 390 range, I was very keen to see what this year’s model was all about.
I don’t know about you, but I am tired of boring motorcycles and with KTM’s new “no bullshit campaign”, I think they are on the same page. This year’s 390 Duke is a stunner, the signature Electronic Orange colour gives off the typical KTM visual impact, it has longer tank spoilers featuring prominent air intakes, larger radiator covers, and in my opinion a much more attractive LED headlight with external covers.
Photo credit: Bjorn Moreira / ZA Bikers
The bike just looks premium in design and finish, but to top that all off KTM has thrown in top-of-the-range electronics, a 43 mm WP APEX Open Cartridge front fork with rebound and compression adjustment, and a split piston rear shock absorber with adjustable rebound and preload. Just like the massive jump from the second-generation Super Duke to the third, the 390 is almost completely new and follows the same methodology for 2024.
Photo credit: Bjorn Moreira / ZA Bikers
The smaller details stand out too! The Dukesters amongst you will notice more premium switchgear, slicker adjustable brake and clutch levers, handsome new mirrors, a new banana-styled swingarm, ribbed seats, a larger centreless Bybre front disc, a new 5-inch TFT, an optional quick-shifter+ and even the engine casings have received a visit to the design studio. Tasty upgrades indeed!
Photo credit: Bjorn Moreira / ZA Bikers
This year’s power plant has been bumped up from 373 cc to 399 cc and some airbox mods along with some headwork help the 390 deliver a 2 Nm climb to 39 Nm and a 2 hp increase to 44 hp—not game-changing by any means but enough to make a difference on a sub 150 kg motorcycle. What you do notice is that the 390’s peak torque kicks in earlier and the top speed has been increased by 8 km/h. For the commuter, this lowers the rpm almost by 1000 rpm for highway commuting, which means you can cruise at a comfortable 130 km/h with 3000 rpm to spare. You also hear an almost mini Super Duke-esque intake growl at 7000 rpm as the motor enters its peak power band.
Photo credit: Bjorn Moreira / ZA Bikers
Visually the 390 Duke scores a full five stars, but how does its performance and practicality stack up in the real world? To find out I spent this past December and the early part of Jan getting to know the new Duke around our local B-roads and city streets. To no surprise, the little Duke makes the Hashiriya proud.
Sitting on the Duke the riding cockpit for this year is aggressive, but the ergos are more accommodating to shorter riders by bringing the seat height down by 10 mm, and by narrowing the profile of the seat you can move around more freely. On the model we tested the Duke had a two-tone seat with grippy ribbing on the edges to round off the look and to add function. Personally, the seat compared to the previous model is a day and night difference, you can now spend more time having fun or commuting in comfort with the new foam padded seat.
Photo credit: Bjorn Moreira / ZA Bikers
Before you twist a throttle on most high-end motorcycles today, you need to decide what kind of riding you’ll be doing, so that your mode, wrist and bike can all agree with one another when the throttle gets twisted. On the 390’s TFT KTM has kept a very technical electronics package simple, with an easy layout and pre-programmed modes like Rain, Street and Track. For the rider who wants to have a bit more fun, KTM allows you to adjust the ABS and traction control settings. With each Riding Mode comes a unique interface that shows you all you need to ‘know’ about the intended riding you’ll be doing.
Photo credit: Bjorn Moreira / ZA Bikers
Track mode gets unlocked with the tech pack and quickshifter+, this opens up launch control, pit limiter and a lap timer screen display. Even with our test bike being equipped with Track mode, Street offers 90% of the functionality and tuneability to play with MTC and ABS, but with the extra perk of looking at all your trip, fuel and music settings—your typical riding info. The one must-have is the quickshifter+, it is smooth up and down and just works like magic on the LC4C—low or high rpms KTM have dialled it in. The perk to having all these modes as a rider is that you can progress your riding skills in a smart and safely setup package—”hoonschool”.
Photo credit: Thabang Khatide / ZA Bikers
The 390 Duke loves the twisties from a handling point of view and a point and squirt point of view too. Your surroundings quickly become a Gymkhana on the 390 and it’s happy to crest hills, carve corners and back itself into tight twisties on the brakes. It’s a bike a newbie can progress on, a good rider can have serious fun on and a bike the daily commuter can enjoy an Orange day instead of a beige day on.
Photo credit: Thabang Khatide / ZA Bikers
There’s not much to hate about the 390 Duke, it has minimal vibes from the motor as any single would and a hideous exhaust due to Euro 5 emissions but otherwise, this year’s entry into the Duke family is pretty flawless. For those looking for a subtler look, the 390 also comes in a dark blue with silver details.
Image source: KTM
If you are looking for a fun street bike with more tech and better quality suspension than most middle-weight Japanese nakeds, then the 390 Duke should be on your shortlist.
After 1000 km on the 2024 KTM Duke 390, I can say that it is at least 30% more bike than its predecessor and it now doesn’t only offer more bang for your buck, but more fun for your buck than ever before.
Photo credit: Bjorn Moreira / ZA Bikers
It’s no hardcore ’90s Supersport, but it’s no bland commuter, I’d say it’s a Super commuter for those who want a piece of orange cake in their lives. For the youngsters, the 390 Duke will blow your mind and for the guy who wants to park his big beast for the weekend rides, the little Duke will make mince meat out of the Monday to Friday commute for an indicated price of R110,000.
KTM 390 Duke
For more information on the bike featured in this article, click on the link below…
The Dakar is known for dishing up huge excitement and drama as the race gets into its final stages and 2024 looks like it will be no exception. What has been noteworthy this year is how the dominant KTM/Husqvarna/GasGas have not been able to mount their customary challenge. While it is not over till it’s over, as the saying goes, it seems unlikely after the completion of 9 Stages, and with 3 Stages still to go, that one of these bikes can podium. The top KTM, ridden by Kevin Benavides, the 2023 winner [on a Honda], is in 5th place, 28 minutes off the leader. He is 13 minutes astern of ‘Nacho’ Cornejo’s Honda.
The top three riders are where the drama is unfolding. We have our Botswana boytie, and local hero Ross Branch, in second place. Hero ham in a Honda sandwich. Let’s just pause a moment and reflect on the incredible performance of Branch in this year’s Dakar. Ross finished third in the Prologue to the Dakar, and then, with a display of hugely consistent and fast riding, won stage 1 and held the overall lead for the next two stages. Nacho Cornejo on his Honda wrested the lead from Ross on stage 4, only for the Hero rider to take it right back by the end of stage 5.
Image source: Hero MotoSports
Hounded by a trio of Honda’s, Ross lay second to Ricky Brabec after stage 6, and then stage 7, by a mere 1 sec! The final few stages of the Dakar become extremely strategic. If you win a stage, you lead the field out the next day, having to try and go fast and navigate accurately. The following riders follow your dust just keeping an eye on the navigation to make sure that the leader has not gone wrong. It is much easier for these riders to go fast. Ross’s problem is that he has three Honda’s to contend with. Ricky Brabec can get one of his teammates to lead out and even win the stage while he shadows him. His teammates are hugely experienced boys in Adrien Van Beveren and Nacho Cornejo.
As things stand, At the end of today’s 9TH stage, Ross Branch and his Hero are lying in second. Adrien Van Beveren led Brabec home in second, on the stage, managing to open a 7’ 09” advantage over Ross, who holds onto second place by just over 4 minutes from Van Beveren. There are three more stages to go. In total there is still 1524 k’s to cover of which 1026 k’s comprise specials. 13 minutes separate the top 4 riders with the KTM family 15 minutes adrift of them.
Image source: Hero MotoSports
To say that Ross is racing the race of his life is an understatement. He has competed with the might of Honda’s HRC and traded blow for blow on his Hero. He has shown that they give away nothing! Hero and Branch are totally capable of winning this Dakar against the best competition in the world. How it all plays out in the final three chapters of this drama remains to be seen.
What is abundantly clear is that both Hero and Ross Branch are making an undeniable statement of excellence. You simply can’t ask more of anyone. Is there maybe a fairytale ending to this story for our hero on his Hero? The next three days will reveal all.
If it seems like the days of the all-encompassing AMID Motorcycle Show, which annually showcased everything great about South African motorcycling, were long gone, then the following will come as welcome news.
AMID (the Association of Motorcycle Importers and Distributors) is organising a brand new motorcycle show, the Motorcycle Expo, which is to be held at Red Star Raceway, on the 27th and 28th of January 2024. All the major motorcycle brands will be in attendance, alongside some of South Africa’s biggest apparel and accessory distributors.
Photo credit: ZA Bikers
The idea once again is to showcase the motorcycle industry in South Africa and, if it is successful, then it will once again become an annual event, something that the industry sorely needs if it is to encourage new blood into motorcycling as well as give back to loyal customers.
Unlike previous AMID shows held at Kyalami, there will sadly be no access to the track for demo rides but we suspect that, if there is demand for it, it might well become a feature of the event in years to come. For the time being, you’ll have to content yourself with drooling over the static displays.
Photo credit: ZA Bikers
Having said that, there will be the Suzuki motorcycle road safety school taking place on both days, although numbers are limited to 60 participants per day. Interested parties should contact Red Star Raceway directly to book a space.
Photo credit: ZA Bikers
Also, the CMA (Christian Motorcyclists Association) will be hosting its riding academy on both days, just not on the track, with the aim of introducing people to motorcycling by giving them seat time on scooters to get a feel for the rush that experienced motorcyclists enjoy every day.
Apparel/Accessory company DMD will be there, while AMID is working to confirm the attendance of Langston Motorsports and AutoCycle Centre. Between them, virtually every major apparel/accessory brand will be represented.
Photo credit: ZA Bikers
The best news is that entrance to the event will be completely free. The Red Star canteen will be open for refreshments on both days, although that, you will have to pay for!
The event is open from 9 am to 5 pm, both days, and we really hope that as many motorcyclists as possible – new and old alike – will make an effort to attend in order to convince the organisers that it will be worth the effort on an annual basis.
My love affair with Honda’s V4 Sports Tourer started way back in 1999. I bought a new R6 Yamaha from Linex. The R6 was instantly dominant in the 600cc class and punched way above its weight and I loved it. I took it in for a service and that is when I saw it. Standing on the showroom floor, in all its red magnificence was a Generation 5 Honda VFR800, with a mere 800 k’s on the clock. I was instantly smitten. The bike was literally brand new and flawless. A deal was done and my life with the first of a few VFRs began. When people hear that I have owned over 350 bikes spanning my almost 55 years of riding, the inevitable question is “So Dave, what is the best bike you have ever owned”. I have owned many superb motorcycles, but the answer is easy, ‘Big Red’ my first VFR800 Honda. Let’s delve a little deeper into what makes the VFR800 so special.
Photo credit: Bjorn Moreira / ZA Bikers
The VFR800 FI first saw the light of day in 1998. The prestigious and highly regarded American publication MOTORCYCLIST had this to say about the VFR 800 winning their 750 GT category in their ‘best of motorcycling’ feature in August 1998. I quote – “Ha! Surprise! The VFR750 didn’t win this category again. The VFR800 did. Compared with the new 800 (781cc actually), those previous VFRs are buckets of phlegm”. They go on to say that it retains the comfort of the 750, but stiffer suspension and superb brakes elevate it to a whole new level. “So it’s still a GT bike, we think, but on the road, it works like a genuine sportbike that loves you and wants to help you be a better person. Really. Is that so wrong? Is it the best street bike that Honda’s ever built? Might be.” Wow, rare praise indeed. Riding the bike myself, I have to say I am in total agreement.
Photo credit: Bjorn Moreira / ZA Bikers
This generation of VFR is special in that it has a motor derived from the legendary RC45 racebikes. The engine number on gen5 hints at that, with RC46E – preceding the number. The magic is the fact that the motor has no internal chains. The camshafts are gear-driven, eliminating the Achilles heel of performance Honda’s – camchains. The straight-cut gears have a characteristic whine which is music to the ears of Gen 5 VFR owners, especially when combined with the NASCAR-like exhaust note from an aftermarket slip-on. Big Red got fitted with an RS3 Yoshimura pipe which sounded and looked, spectacular.
The VFR 800 is a fast bike, but the power is so linear the speed is deceptive. MOTORCYCLIST recorded a ¼ mile time of 11.14sec @122.2 mph. It makes only 2hp less power than an RC45 and 2Nm less torque, however, the 800 makes its power 1,300 rpm lower and torque 1,500 rpm earlier. This means it is a more ‘street-able’ motor. Where the RC45 gains is by being 18kg lighter. The RC45 is a scant, 14-tenths of a second faster through the quarter-mile at 11 sec dead, but runs a 260km/h top end versus the 800’s top whack of 234km/h (actual, not indicated). To put this into perspective, my 2023 Ducati 950 S has a top end of 240 and a ¼ mile of 10,99 secs. There is nothing between them performance-wise. The Duc weighs only 210kg wet, so the Honda’s V4 manages some magic to emulate the Ducati’s performance.
Photo credit: Bjorn Moreira / ZA Bikers
In comparisons done by MOTORCYCLIST as well as Cycle World of sports tourers, the VFR800 came out tops against bikes like the BMW R1100 S and Ducati’s 916cc ST4. 50 to 80mph low-speed roll-ons showed up the relative lack of bottom-end torque of the much smaller engined Honda, but 80 to 100mph was another story. The BM took 5.48 secs, the Duc 5,77 secs and the Honda, now spinning in its happy zone, 4,98 secs. 130km/h plus is really where we ride. That is really the strength of the V4 VFR800. It’s brilliant real-world competence. It is refined. It was in 1998 and it still is today. Both brake and clutch levers are hydraulic and adjustable. The gearbox is superb, with a light smooth and slick action. The Linked Brake System also works well. Test riders who felt they wanted full control of the braking were humbled by the VFR out-braking bikes like the much lighter Suzuki GSXR 600 in back-to-back comparisons.
Photo credit: Bjorn Moreira / ZA Bikers
Perhaps one of the best illustrations of the VFR’s versatility was with my own bike. We went to ‘ET’ as we called Mpumalanga back in the day, for a weekend, staying in White River. I rode down on the Friday, got up early on the Saturday, rode the 300 k’s back to Kyalami, did a track day, and then hauled back to ET in the afternoon. No sweat on the comfy VFR. The whole of Sunday was spent strafing corners in ET with Irene on the back, then we rode home to Pretoria in the late afternoon. The VFR acquitted itself incredibly well in every role, be it cutting hot laps around Kyalami or touring.
Photo credit: Bjorn Moreira / ZA Bikers
After putting 35,000 k’s on Big Red I foolishly sold it to a friend who had been on at me for ages. I flirted with a Blackbird, a BMW R1150 GS and a few other bikes before buying another VFR, this time an early V-Tec version. Whilst I enjoyed it, I felt that it couldn’t live up to the Gen 5 Big Red. The motor felt soft, and only really performed when the V-Tec kicked in. It felt like a huge flat spot before the transition from 2 to 4 valves per cylinder activated by the V-Tec. Over the years I bought two of the latest version of the VFR. Honda has done much to smooth the V-Tec transition, but it is still not the wonderfully linear motor of the Gen 5 bike.
Photo credit: Bjorn Moreira / ZA Bikers
Another feature of these bikes is their legendary reliability. Valves only require checking every 26,000 k’s and experience has shown that they seldom need adjustment. Another innovation of the VFR is side-mounted radiators. Benefits were more centrally located weight and protection from road detritus. The wheelbase could also be shorter for greater agility. The bike feels compact, with a touring riding triangle leaning slightly to the sports side of things. Passengers are comfy on the pillion without the jockey-like position of your typical sports bike. The back wheel is mounted to an Elf endurance racing-inspired single-sided swingarm. The general fit, finish and build quality are beyond reproach. After much searching, I recently located a low-kilometre black Gen 5 in the Cape and snapped it up. Cleaning the bike I was gobsmacked at how well it has aged. There is virtually no corrosion or indication that it is actually 26 years old.
Photo credit: Bjorn Moreira / ZA Bikers
I have ridden the bike a lot over the past few weeks and this is what motivated this blog. You simply cannot believe that this bike is not a current model. The suspension is plush but planted, the motor feels fresh and strong and the riding experience is brilliant. I would not swap it for the latest VFR even if I was offered an even swap on a new one. My bike has the RC45 motor after all. I am convinced that it gives away nothing in terms of performance to the V-Tec model. Interestingly, although they make similar power, the gear-driven cam motor produces its maximum power at lower revs almost throughout the rev range, giving it a real-world advantage. ¼ mile times are identical, as is the quoted top speed.
Photo credit: Bjorn Moreira / ZA Bikers
The long and the short is to realise that if bikes tickle your fancy, but your budget is limited, there is much fun to be had doing your research, and then looking for ‘that’ bike. If you do a good job you can end up with a brilliant motorcycle that ticks all your boxes for little money when compared to what you have to pay for a new or recent bike. Insurance cost is also negligible as you are not looking at an astronomical replacement value. It is super satisfying doing a deep clean on your ‘new’ bike. A good clean alone can build equity into your bike so that when you part ways you do not take a financial bath. Watch Adam Riemann on his ‘Motology’ YouTube channel buy, ride, and restore an Africa Twin which he fondly names “the Warhorse” and you’ll get my drift. Let the search begin!
If I’m honest, 2023 wasn’t the easiest year. Mind you, it seems we’ve all been saying that for the past two or three years but here we still are, waking up every day, trying to make the best of the hand we’ve been dealt. Yes, a lot of the movement we need is within ourselves and it’s up to us to make the difference, but you can’t always control outside influences, even if you can occasionally use them to your advantage.
Christmas and New Year are always good times to reset, reboot, reconfigure and remind yourself that no one is going to do it for you, so you’d better pull your finger out and do it yourself. Personally, a good way to trigger that is to climb on a bike and get the hell out of dodge–clear the head and fill it with new goals and inspiration after getting rid of all the old s**t that was clogging up the pathways.
Regular readers of ZA Bikers might remember an article I wrote this time last year about my trip on a Hero XPulse 200 (Going Nowhere Slowly, But Reliably, On A Hero). The idea then was to literally go nowhere slowly, wherever the road took me. In the end, it took me to Plettenberg Bay via the scenic route, where the family were holidaying before heading back to Johannesburg and arriving 3,000km later in a perfect frame of mind.
Photo Credit: Harry Fisher
This year, a similar plan was brewing but, while riding the Hero slowly (but reliably) had been an experience, it wasn’t necessarily one I was desperate to repeat. As much as I didn’t want to race by the scenery without taking any of it in, I did want the opportunity to be able to get certain bits of the journey out of the way quickly if they were particularly boring or the weather inclement. There’s a lot of difference between cruising at 100km/h and being able to cruise at 150km/h or more, fuel consumption permitting.
The new Suzuki GSX-8S had been offered by Suzuki SA and it was an interesting proposition. It’s not a touring bike by any means but a lot more competent in that role than you would think – as I was to discover – with plenty of usable power, comfort a lot better than I dared to hope and a level of practicality not normally associated with a naked sports bike. It’s also new to the market and it would be interesting to live with it over an extended mileage, albeit well out of its comfort zone.
Photo credit: ZA Bikers
The GSX-8S is light – 202kg – compact and nimble, at its best on twisty roads but surprisingly adept at long highway runs if you are misguided enough to try. On the demo bike, there is a teeny, tiny little wind deflector fitted ahead of the TFT dash: having not tried the bike without it, I can’t attest to its ultimate efficacy but there was a notable lack of wind buffeting to the head when blasting down the road and enough wind to the torso when the temperature got up into the 30s to stay tolerably ventilated.
The brand new parallel-twin engine delivers 83 horsepower and 78Nm of torque, smoothly and characterfully at any speed, in any gear which, of course, is perfect for overtaking manoeuvres, while the up-and-down quick-shifter is as good as any I’ve tried and takes a lot of mental effort out of long trips. The suspension is non-adjustable (apart from pre-load adjustment at the rear) which is fine by me: any knowledge I possess of fine-tuning suspension could be written on the back of a postage stamp, leaving room for a Tom Clancy novel, so I always leave it well alone and unfailingly trust the engineers at the factory whose job it is to dial in such things for me. I’ve never come short yet!
Photo credit: ZA Bikers
In a nutshell, the GSX-8S is capable, well-built, sharp and nimble, good-looking, with all the performance you need, wrapped up in Suzuki engineering integrity and longevity. In general, road tests from around the world have liked it so I will not go into detail here as you can read about it by writers with far more authority than I possess. Will it achieve the affection afforded to the outgoing SV650, which it directly replaces? Only time will tell but, on this lengthy acquaintance, I can think of no good reason why it shouldn’t. It’s a very honest bike and is not pretending to be any better than the competition but, taken on its own merits, it’s more than a match for its rivals and it is very, very good.
One option that is available for the GSX-8S is possibly one of the most intelligent and cleverly configured practical attachments on any bike. The 8S is a naked sports bike and, as such, has no pretensions of being anything other than what it is or will likely be used for. However, not many of us are able to afford a selection of bikes to cover every possible use, so one bike has to do a whole range of jobs, which invariably means it is worse at some jobs than others, largely because it is not configured for them.
Now, a naked sports bike should be useless for touring mainly because there is little or no provision for carrying luggage. Soft panniers are available after-market but can be a pain to fit and the act of keeping them out of the wheels or away from a hot exhaust can be insurmountable or, at the least, require the fitting of frames that can be a fiddle to fit and take off, meaning they more often than not stay there, spoiling the lines of the styling.
The route from Plett to P.E. takes you across some jaw-dropping gorges, a good 100 metres deep. Those who suffer from vertigo need not stop to have a look.
Suzuki’s solution is as ingenious as it is useful. Two rear-facing ‘prongs’ click into attachments on the rear foot peg mounts. The soft panniers have sleeves that fit over these prongs, keeping them away from the wheel, and wide velcro-equipped flaps that affix over the pillion seat. The panniers aren’t huge, but they are expandable and they fit enough clothes for me for a week away (OK, I do pack light…!) the best thing is, when you’re at your destination, or riding every day without the need for them, everything can be removed – prongs included – in seconds, leaving the bike as naked as the day it was born. It’s a neat touch.
Photo credit: ZA Bikers
There’s something about the moment when the bike is packed, you’ve checked and re-checked everything, locked the door and left the house behind: the prospect of a long journey ahead, the sun shining (hopefully!) and the open road beckoning, the thrill of adventure on the horizon.
The first 400km out of Johannesburg are a combination of anticipation and relative boredom – the highway to Bloemfontein isn’t blessed with the greatest scenery bordering the route but the thrill of being on the road puts this to one side. Once pass Bloem, however, the countryside opens up to the vast landscapes that really make you feel you are away from the rat race and that the ride – and your own journey of rejuvenation – has properly started.
An overnight stop in Colesburg gave me exactly the sort of interaction I always look for on these trips: chatting with the locals, in this case, a young couple called Elf and Izaan. The venue was the tiny Horse and Mill pub, with walls covered in visitor graffiti, the beer cold, the food great and the company friendly. We often rush through or past such small towns but to stop and talk to the residents who have, more likely than not, spent their entire lives there and have a different outlook on life, is one of the great pleasures of a trip such as this and adds yet more perspective to your own life.
The Horse and Mill in Colesburg, the only pub in town but the warmest of welcomes.
The next day dawned bright and sunny, although there was one slight cloud on the horizon and that was a rapidly disintegrating rear tyre. As this was a Sunday – and New Year’s Eve to boot – the chances of replacing it were less than nil so the only option was to push on. Around Willowmore, the rain started and didn’t let up until I reached George, which was just as well as, had I been able to ride any faster, the rear tyre might not have made it. As it was, it was down to the steel wire by the time I pulled into a filling station in George, after crawling over the Outeniqua pass in thick mist, reducing visibility to a few yards.
By the time I reached George, the rear tyre looked like this!
Now, we’re all aware of the unwritten rule of biking: see a fellow motorcyclist in trouble by the side of the road and you stop to offer help. In my case, it was a little more privileged: a quick call to Stuart Baker of Suzuki SA and a new tyre would be waiting for me at Thunder Cycles in George but only on the 2nd of January. Before that, I had to get to Plettenberg Bay – about 100km – and then back again on the 2nd and these 200km were clearly more than the rear tyre could manage. Stuart was staying in Sedgefield, about 40km from George and, in one of the most generous gestures I’ve encountered, he told me to ride slowly to Sedgies, whereupon he would lend me his car to complete the journey to Plett, returning on the 2nd to pick up the bike and get it back to George. He didn’t have to do any of that – he could have told me to sod off and get a taxi – but Stu is one of the really good guys in SA motorcycling, with oil and petrol running through his veins and Suzuki writ large through his middle. The gesture was typical of him.
Photo credit: ZA Bikers
Also, a big shout out to Thunder Cycles in George. The new tyre was fitted in no time, and one small detail impressed me. We all know the perils of a brand-new tyre in the first few kilometres before the releasing agent has burned off the surface and it occurred to me to dial up the traction control when I got back on the bike. When I turned the bike on, however, the mechanic had already done that: it’s a small detail but speaks volumes for the workshop.
Image source: Thunder Cycles
The week in Plett can be glossed over but the ride home is not so casually discarded. As is the case with holidays, the coffers had been depleted significantly and getting home in one day seemed the best way of preserving what little cash was left. Completing the journey in one hit would mean saving on an overnight stop but I would be lying if there wasn’t a sense of attempting something that would test endurance: the bike I had no worries about on this score but I was another matter.
So it was that wheels started rolling at 6:30 am on Sunday morning and finally stopped at 8:00 pm that evening, after 1,400km. It was a fantastic ride. I opted for the Plett-Port Elizabeth-Cradock-Middleburg-Colesburg-Bloem route and it was the right choice. Plett to PE is a great road and the sun came out halfway, warming everything up nicely, making even PE look attractive! Then, PE to Cradock is a fantastic road, incorporating the Olifantskop Pass and a continuation of stunning scenery. After that, it was largely a case of covering the kilometres to get home.
The Suzuki GSX-8S was a surprisingly effective touring partner, despite having no pretensions to be a touring bike.
All the way, the valiant Suzuki never missed a beat and proved to be far more comfortable than a naked sports bike has any right to be, never mind entertaining. The only reservation would be the 14-litre tank which would be on reserve approaching 200km but this also had a positive effect on the ride.
If I chose to blast along at 160km/h, the range was severely affected. So, the ride became one of balancing speed with range: I found the sweet spot was cruising at 135-140km/h which, being a naked bike, was also the sweet spot for wind blast on the rider. Being forced to stop every 170 – 200km for fuel also made the ride more bearable and very likely safer as I could stretch my legs, arms, neck and so on before they became too painful and distracting.
Image source: Suzuki
The ideal ride would, of course, have been to take a couple of days and explore new roads but once the decision to get home has been made, the need to get it over with seems to override any other consideration, even if it is only work that waits at the other end. As it was, home was reached with only the briefest storm to tide through near the Grasmere toll plaza, whiskey was poured and reflection on a day properly spent commenced in an exhausted haze. Bliss.
More importantly, the batteries were recharged and I look forward to 2024 with renewed enthusiasm. Just shy of 3,000km in total was another memorable way to start a year and my thanks go to Suzuki SA, Kyle Lawrenson, Stuart Baker and Thunder Cycles for making it all possible.
How can you not find this utterly beautiful? Even the absence of corners doesn’t matter.
Suzuki GSX-8S
For more information on the bike featured in this article, click on the link below…
The local Ducati faithful were summoned to be addressed by Ducati SA bossman, Jos Matthysen, at World of Motorcycles on Saturday 13th of January, for what Jos termed “an important and positive announcement”. In an emotionally charged address, Jos shared that Ducati has terminated his importer status with effect from 1/1/2025. From that date, the new importers of Ducati motorcycles into SA will be Volkswagen SA. The fundamental reason is that Ducati wants exposure across a wider range of dealerships, presumably countrywide.
Up until then, it will be business as usual, with Ducati owners being catered for at the Centurion World of Motorcycles facility “as per usual”. Jos stressed that as someone who is passionate about the brand, as well as the ‘family’ of dedicated Ducati folk that has grown out his endeavours, there will be no discounting of any Ducati model on his watch. He would love to see a bumper year for the brand in 2024. You may well be able to benefit from some good deals on Ducati merchandise though.
Photo credit: ZA Bikers
Jos shared that it was simply not possible for him, as a single financier in the current economy, to viably operate multiple Ducati outlets. It requires the financial muscle of a massive business to make that happen. Hence Ducati’s move to Volkswagen SA. With the Audi/Volkswagen link, it is keeping it in the family to an extent, making CI (Corporate Image) a little easier. The benefits for Ducati owners present and future, of a wider footprint for Ducati countrywide, are obvious, so that is certainly good news. I asked Jos if he would be willing to operate as a Ducati dealer, and the answer was an emphatic yes. This will obviously be subject to negotiations with the new importers.
As someone who has been closely involved in the Ducati Family for almost 5 years, I can say that Jos has done something special with Ducati. It is a brand that has always enjoyed an almost fanatical following amongst Italian motorcycle enthusiasts, however it was largely done as individuals. What Jos has achieved is to bring those enthusiasts together in a unique way, creating a true South African Ducati family. His Mystery Tours have all been oversubscribed from the first through to the fifth. Experiences have been shared and friendships formed around these magnificent Italian motorcycles. This is the relationship baton that Jos will hand over to Volkswagen SA at the beginning of 2025.
Photo source: Ducati SA
May Ducati continue to grow from strength to strength!
KTM South Africa is thrilled to announce the much-anticipated 2024 KTM Adventure Rally, set to take place at the prestigious Sun City Resort in Pilanesberg from the 25th to the 27th of April.
Building on the success of previous editions, the 2024 Adventure Rally promises to be an unforgettable three-day event for adventure enthusiasts and KTM aficionados alike. Participants will have the unique opportunity to explore South Africa’s awe-inspiring landscapes, embracing the spirit of adventure on their trusted KTM Adventure motorcycles.
Image source: KTM
The 2024 Adventure Rally will retain its proven format, offering participants a variety of routes to choose from each day. With three distinct routes available, spanning two days of thrilling riding, attendees can tailor their experience to their skill level and preferences.
These carefully curated routes will guide riders through South Africa’s diverse and breathtaking landscapes, showcasing panoramic views and picturesque countryside that define the essence of adventure riding. From winding trails to challenging terrains, participants will encounter a perfect blend of excitement and scenic beauty throughout the Rally.
Image source: KTM
Adding an extra layer of excitement to this year’s event, the technical route will feature never-before-ridden trails. This promises an adrenaline-pumping experience for riders seeking a new challenge and elevates the overall adventure quotient of the Rally.
Image source: KTM
Day 1 of riding will boast an outside lunch stop for all the routes whereas day 2 will see the participants returning to the Sun City resort for lunch and the always entertaining spectacle of the skills challenge.
As the sun sets on each day, participants will have the pleasure of indulging in a delectable dinner at the Sun City resort. The evening buffet will tantalize taste buds with an array of delicious culinary offerings, providing the perfect backdrop for riders to relax, share stories, and forge lasting connections with fellow enthusiasts. Adding to the ambience, entertainment will be provided on all three evenings, ensuring that the festivities continue well into the night.
Image source: KTM
KTM South Africa is committed to delivering an exceptional and safe event, ensuring that participants can focus on the thrill of the ride and the camaraderie that comes with sharing this adventure with fellow riders.
Image source: KTM
Registration for the 2024 KTM Adventure Rally is now open, with limited spaces. Don’t miss your chance to be part of this extraordinary event. For more information and to secure your spot, visit Event Press.
Join us in creating memories, forging friendships, and embracing the spirit of adventure at the 2024 KTM South Africa Adventure Rally!
Andy suffered a massive motorcycle accident on 21 May 2023 which forced him to take an eight-month break from working to fully recover.
Photo credit: Bjorn Moreira / ZA Bikers
“It has been the longest I’ve been off a bike in 24 years, but it has been a really good time for reflection, to work on new routes for 2024, and to plot a slightly new direction for the business with a goal to take The Adventure Academy to a larger chunk of the riding community,” says Andy.
With this objective in mind, he recently purchased an R 1200 GS Rallye which he plans to use on tours better suited to newer riders who still want to enjoy the gravel, but not be intimidated by the terrain. “I want these riders to sign up and feel confident that they will have the ride of their lives, experiencing parts of the country they have never visited before, and make some good new friends and memories along the way.
Image source: Andy Biram
The biking community, the very friends I too made while riding, banded together to raise funds for my post-operative rehab, something which I will be eternally grateful for. It’s now my turn to give back in the form of tours which will bring joy to these riders and create some lekker stories for the braai!”
The Adventure Academy has had a website overhaul with a fully populated calendar of events for 2024 and ‘soon to be added’ event galleries and some exciting new additions which will involve four wheels and the opportunity for families to join in the fun as well as an interactive rewards programme.
Photo credit: Joe Fleming / Bonafide Moto Co.
“Keep an eye on the website and my social media pages for further updates!” concludes Andy.
Over the years we have all familiarised ourselves with the motorcycle manufacturer called Zontes. Zontes has been in the South African market now for several years and have built a good reputation for their unique design and reliability—they are also extremely good value-for-money propositions. Why are we bringing up Zontes? Well, this motorcycle manufacturer has a sister company, a company that caters to entry-level riders and the commercial space, we are talking about Kiden.
Just like Zontes, Kiden has been cutting its teeth in South Africa for the past 7 years now, starting with the popular KD125-K and now the KD125-J. Where the ‘K’ model takes care of all things commercial, the ‘J’ rides the fine line of doing both commercial and entry-level dual-purpose commuting. Just like Honda’s XR125, BigBoy’s TSR125 and Yamaha’s YBR125 G, the Kiden KD125-J offers riders an attractive scrambler look, with competitive specs and a compelling price to match.
Photo credit: Bjorn Moreira / ZA Bikers
Whatever you want to classify these dual/commercial bikes as, one thing is for sure, they get handed a beating on a daily basis. Imagine hammering your bike around the streets as if it was Red Star Raceway from Monday to Sunday and like most, you also don’t service your motorcycle. I can promise you now, your Italian exotica that costs close to a mil and even your king of reliability from Japan will not be too happy at the end of the racing season without a service. But for some reason, even out of warranty and going on 200,000 km, these little beasts just keep going like old-school Land Cruisers.
Knowing that you’ve got a reliable means of transport is everything, whether it’s to keep km off your big bike during the week, getting your kid from college and back or relying on a few dozen in your commercial fleet. When it comes to the J model, Pretoria, Bloem and the Cape are littered with them, with many several years later still puttering around with a healthy 100,000 km under their belt.
Photo credit: Bjorn Moreira / ZA Bikers
These days it’s almost impossible to find a good-looking 125 cc commuter and when you’re a youngster, looking cool and not embarrassing is very important. I’m sure we all went through the stage where we wouldn’t wear a bicycle helmet because they looked so silly. The J tries its best to look like a scrambler with its enduro headlight, high mudguard and knobbly tyres. Kiden has also made it look a bit sporty with the colourful livery and the faux carbon treatment on the mudguard and tank side fairings.
Photo credit: Bjorn Moreira / ZA Bikers
Just like its Zontes siblings the Kiden adopts the advanced foaming technology which becomes apparent as you see the lack of bolts and screws attached to the fairings. This gives the bike a very clean look and Kiden has gone a step further to integrate the front and rear flickers into the plastics—no more floppy flickers.
Photo credit: Bjorn Moreira / ZA Bikers
Although the KD125-J is a simple bike with its 125 cc single cylinder carburated motor and zero rider aids, the little Kiden has great features; tubeless wheels thanks to light alloy rims, centre stand, preload adjustable rear shocks, front disc brake and a full instruments panel indicating speed, revs, trip, gear indicator and a fuel gauge. Another perk when considering the Kiden is that it has a 14,5 L fuel tank, as opposed to the competition’s 12 litres—you can comfortably travel over 400 km on a tank of fuel at full send.
Photo credit: Bjorn Moreira / ZA Bikers
Comfort-wise the Kiden has low footpegs, a soft one-piece seat and wide bars with a decent amount of rise, making for a comfortable ride on the road. The J is extremely light at just 115 kg so the 125 cc motor never feels stressed and likes to cruise at around 80 km/h with a kamikaze top end leaning just over 110 km/h. On paper, the J should return you 2.2 l/100 km, but the reality is that these tests were done between speeds of 60 and 80 km/h with very few stop-and-goes. I would say in typical flat-out riding with our load-shedding traffic, you should get close to 3 l/100 km.
Photo credit: Bjorn Moreira / ZA Bikers
At the end of the day, Kiden gives the “lighties” an affordable and not-so-delivery bike-looking means of transport. Right now, Kiden has close to a dozen dealers nationally and has just received new stock for 2024. Selling at R21 900 we think the Kiden KD125-J is a good option worth swinging a leg over—that’s just R700 on finance per month! A top box can also be thrown in for an additional R3000.
Photo credit: Bjorn Moreira / ZA Bikers
KIDEN KD125-J
For more information on the bike featured in this article, click on the link below…
Another motorcycling year is almost done and yet, the industry itself doesn’t really see one year being any different to the previous year, even if models are delineated by their arrival date to market. It’s more a case of constant evolution of models, with a few brand-new models appearing year by year. Having said all that, 2024 promises to be an interesting year with some significant models as well as some revised models. Here, in no particular order, are the models we’re really looking forward to.
KTM 990 Duke
Of all the motorcycle manufacturers, KTM concentrates primarily on naked road-going bikes, the 390 Duke at one end of the scale and the 1390 Super Duke R at the other (we’ll conveniently ignore the range of small-displacement faired RC models for now!)
Image source: KTM
In the middle have been 790 and 890 Duke models but, for 2024, there is the new 990 Duke. It uses a development of the LC8c parallel twin as used in the 790 and 890 models, enlarged to 947cc and pushing out 123 horsepower and 103Nm of torque, housed in a new chassis, suspended by WP Apex suspension, stopped by KTM-branded brakes and weighing a class-lightest 394 pounds. KTM claims the ergonomics have been updated but expects the 990 Duke to be as uncompromising as all its predecessors and just as razor-sharp.
Triumph Scrambler 400 X
Massive news from Triumph, even if it is not unexpected as spy shots have been circulating for at least a year. This will be Triumph’s first single-cylinder engine in over 50 years and is a fuel-injected DOHC unit, developing 40 horsepower and 28 foot-pounds of torque, with the bulk of the latter available from 2500rpm up to 9500rpm.
Image source: Triumph
Slightly longer-travel suspension than the Speed 400 but, in reality, this is more of a ‘street scrambler’ with style more important than real-world off-road ability. However, Metzeler Karoo Street tires will work well off-road, while the 19-inch front/17-inch rear tire sizes mean that there will be plenty of street rubber that can be fitted if there is no intention to head off-road. 395 pounds is the all-in weight and, if Triumph has maintained the build quality of its larger models, it’s hard to see this not being a huge success.
Triumph Speed 400
The Speed 400 is the ‘sporting roadster’ model of the new 400cc line-up and is mechanically identical to the Scrambler 400 X. The engine was designed by Triumph in the UK and the bike will be built in India thanks to Triumph’s Bajaj tie-in.
Image source: Triumph
The throttle is ride-by-wire, giving access to traction control, the gearbox has six speeds, mated to a slip and assist clutch. Suspension is by Showa, seat height a low 31 inches, disc brakes are clamped by Bybre callipers, and there’s an analogue speedometer with a digital display, not dissimilar to Triumph dashboards of years gone by.
Image source: Triumph
LED lighting is used all around and there is no reason to expect anything other than Triumph build-quality, which is among the best from any manufacturer. From a distance, you’ll have to look carefully to realise it’s not a Speed Twin 1200 and that’s only going to add to the appeal.
BMW R 1300 GS
By BMW’s own admission, the boxer-twin engine was reaching the limits of development with the R 1250 GS but, contrary to that expectation, BMW has completely re-engineered the engine and, if displacement has risen only a small amount – 46cc – to make it a true 1,300cc, it’s still an enlargement, although how much bigger it can get is open to conjecture.
Image source: BMW
It still has the Shiftcam variable valve timing and power is up to 145 horsepower. Perhaps more importantly, the overall weight of BMW’s big adventure bike has been reduced by 26 pounds and BMW says the ethos behind the new model was to reverse the trend of adventure motorcycles getting ever bigger and more bulky.
Image source: BMW
Huge electronics package and Harley-copying self-lowering suspension when at rest. The new R 1300 GS might be light years away from the very first R80 G/S of the early 1980s, but the goal remains the same: peerless performance, practicality and durability on any road surface the world can throw at it.
Aprilia RS 457
A lot of manufacturers are looking to the smaller classes in the pursuit of sales success and Aprilia has joined the fray with the new RS 457. It is powered by a liquid-cooled DOHC twin-cylinder engine, pushing out 47 horsepower and looks to all the world like a miniature RSV4, which will do it no harm whatsoever.
Image source: Aprilia
The aluminium frame uses the engine as a stressed member and weight is kept down to an excellent 385 pounds. Technology that was once the preserve of flagship models has trickled down and you’ll get ride-by-wire throttle, with three riding modes, dual channel ABS, a full-colour TFT dash and a not-too-extreme riding position.
Image source: Aprilia
If it has all the Aprilia DNA, it is sure to be great fun on the road or track. Whether we’ll see it in South Africa after the collapse of the local Aprilia importer is another matter but it doesn’t stop us wanting desperately to ride one.
BMW R 12 nineT
It’s hard to believe that the R nineT has been around for ten years already and it was ready for an update. The name of the new model is confusing and, as there are no specifications available as yet, there’s no way of telling what the displacement will be, although the pictures tell us it is still air/oil-cooled.
Image source: BMW
The overall design is the same but it has been tweaked and has a more aggressive look to it and BMW tells us that the frame is new, the forks inverted and the Brembo calipers radially mounted. The original RnineT was launched to celebrate 90 years of BMW Motorrad so it’s only fitting that the model receives an update for the 100th anniversary.
BMW M 1000 XR
We all know that the average age of motorcyclists is rising and the sports bike riders of yesteryear can no longer fold themselves onto an extreme superbike any more. But does that mean that their hunger for extreme performance is dimmed?
Image source: BMW
Apparently not, according to BMW and the evidence comes in the form of the M 1000 XR. The S 1000 XR had a de-tuned version of the inline four-cylinder engine from the S 1000 RR in a sports touring chassis and riding position and the M 1000 XR is no different in this respect, although 200 horsepower on tap and a top speed of 174mph isn’t much of a de-tune! The M brakes are fitted, as are the M winglets.
BMW F 900 GS/Adventure
BMW has been busy! The fourth bike on this list from Germany is BMW’s latest entry into the increasingly important middleweight adventure bike category, which is dominated by Triumph and KTM at the moment, with the Tiger 900 and 890 Adventure respectively.
Image source: BMW
The F 900 GS replaces the F 850 GS, and the 895cc, eight-valve parallel twin engine pushes out 103 horsepower with impressive smoothness thanks to the twin balancer shafts. 30 pounds has been shaved off the overall weight and the overall stance is slightly more off-road-inspired. The Adventure model replaces the 14.5-litre tank with a 23-litre item. Electronics have all been upgraded and Dynamic electronic suspension is an option, as is much else but you will pay heavily for all of it.
KTM 1390 Super Duke R
Just when you thought the top-of-the-range Super Duke couldn’t get more powerful, faster or more technological, KTM raises its game and announces the 1390 Super Duke R to replace the 1290 Super Duke R.
Image source: KTM
Since 2005, the Super Duke family has dominated the naked sports bike class and the company’s involvement in MotoGP since 2017 has enabled the company to develop both chassis, engine and electronic technology that has only benefitted its road bikes. The new 1390 Super Duke gets all-new bodywork, a lower profile, more compact packaging, downforce-inducing winglets, the latest WP semi-active suspension and a further dose of raw power in what is an evolution of the model, rather than a revolution.
Image source: KTM
It might have been developed to offset the increasingly stringent emissions rules in force in Europe which sap power, but KTM is also naturally keen to remain relevant in the face of super-powerful naked sports bikes from BMW, Ducati and Kawasaki, all with over 200 horsepower. 188 horsepower is nothing to be sniffed at, however, and we’d like to bet that you’ll be seeing plenty of them on the roads throughout 2024.
Yamaha XSR900 GP
Not a new model per se, but an interesting direction for Yamaha, that follows the philosophy of merely dipping toes into the retro or ‘modern classic’ pool without going the whole hog and re-introducing a new version of an older model.
Image source: Yamaha
The XSR900 is familiar enough and it was one of the author’s favourite bikes from 2023. The new GP model adds to the retro vibe not only with the addition of a fairing but also one of the best paint jobs in modern motorcycling. It harks back, of course, to the 1980s and the likes of Wayne Rainey and Eddie Lawson on their Marlboro Yamahas, on which they won the 1990, 1991 and 1992 500cc Grand Prix titles. Under the skin, the XSR900 is brilliant and the new fairing and colour scheme brings the package as a whole as near to perfection as you might care to get.
Kawasaki Ninja ZX-4R/ZX-4RR
Another model that we’re not sure whether it will make it to these shores but we have to remain hopeful. Those of a certain age will recall the heady days of ‘grey import’ Japanese four-cylinder, 400cc sports bikes, with screaming redlines and miniature superbike looks and ability.
Image source: Kawasaki
Asian markets get the jewel-like ZX-25, with a 250cc inline four-cylinder engine but we’ll not be short-changed with the 399cc ZX-4R and RR models, with a frankly incredible 80 horsepower on tap. The suspension is adjustable and the electronics include riding modes, traction control, ABS and a bi-directional quick-shifter. In the right hands, it sure to be a giant-killer on the road or track and it’s going to sound incredible. Start hassling Kawasaki SA today!
Ducati Superquadro Mono
It’s easy to forget that Ducati not only started its long history with single-cylinder engines but also produced the Supermono 550 in the 1990s as a race homologation model, which is now rare and very expensive.
Image source: Ducati
Since then, every Ducati has been either V-Twin or V4 but all that will change in 2024 with the arrival of the single-cylinder, 659cc Superquadro engine, claimed to be the highest-revving and most powerful road-going single-cylinder engine ever produced, developing 76.4 horsepower in road trim and 83.4 horsepower in track-ready form, with a rev limit of 10,250rpm courtesy of a desmodromic valve cylinder head. Now we know its first installation will be in the Hypermotard 698 Mono model and that is something that has to get the pulse racing of any motorcycle petrolhead, no matter their brand loyalty.
Image source: Ducati
So that’s all the new bikes that we are looking forward to riding in 2024, hopefully, most of them will reach our shores here in South Africa.
Until then, we wish you a Merry Christmas, and we hope you all ride safely into the New Year.
The KTM Group proudly celebrates an extraordinary achievement in the 2023 National Championship, clinching a remarkable 21 National titles out of 26, cementing its dominance in various offroad motorcycling disciplines.
Image source: KTM
Among the standout victories, Kerim Fitz-Gerald, an iconic figure in motorsport, secured his eleventh National Championship title by triumphing in the National Cross Country Championship. Fitz-Gerald’s unparalleled talent and dedication have now earned him an outstanding 11 National titles, a testament to his enduring excellence in the sport.
Image source: ZCMC Media
Not to be outdone, Bradley Cox demonstrated exceptional prowess by claiming victory in the National OR1 Championship and clinching the overall title in the National Cross Country Championship. Cox’s exceptional form throughout the season underlines his remarkable skill and determination. After the 2023 season, Cox has secured his impressive 10th National Title.
Image source: KTM
Recognizing Fitz-Gerald’s unwavering commitment to motorsport, Motorsport South Africa awarded him a special award for his outstanding dedication. As he sets his sights on the 2024 Dakar Rally, KTM extends its best wishes to Fitz-Gerald, anticipating yet another remarkable performance on the global stage.
Image source: KTM
Additionally, William Slater and Heinrich Aust exhibited remarkable dedication and form, each seizing their inaugural National titles in the National Hard Enduro and National Enduro categories, respectively. Their achievements mark a significant milestone in their careers and exemplify The KTM Group’s commitment to nurturing talent across various disciplines.
Image source: KTM
The Red Bull KTM team had an outstanding year with Cameron Durow winning both the MX1 and MX2 National championships. Luke Grundy also had a great season, winning the MX High School National title for the second year in a row.
Image source: ZCMC Media
In an impressive sweep, KTM secured the manufacturer’s award across Motocross, Enduro, Hard Enduro, and Junior and Senior Cross Country categories, further validating its dominance and excellence in the industry.
Image source: KTM
Expressing pride in the achievements of all riders and teams, remarked, “We are immensely proud of the incredible performances showcased by our riders and teams in the 2023 National Championship. Their dedication, skill, and determination have been instrumental in this historic achievement.”
Image source: ZCMC Media
Looking ahead, KTM eagerly anticipates the 2024 National Championship, fueled by the commitment to continue pushing boundaries and achieving further milestones in the motorsports realm.
Luke Walker’s success in winning the 2023 Cross Country High School title demonstrates his skill and potential as a rising star in the racing world. His addition to the Husqvarna Racing team for the 2024 season is sure to bring an exciting dynamic to the team. Competing in both the National Cross Country and National Enduro championships showcases his versatility and determination in different racing terrains.
Image source: Husqvarna
Husqvarna Racing is undoubtedly looking forward to a promising and successful season ahead with Luke onboard. Luke will tackle the OR3 Cross Country class onboard an FC250 as well as the extremely competitive E1 National Enduro class onboard an FE250.
“We are extremely happy to have signed Luke into the Husqvarna racing team for the 2024 season. He has shown some real strokes of brilliance in the past few years and proved he is undoubtedly a young talent to look out for in the years to come”, comments Grant Frerichs, the Husqvarna marketing manager.
Over the years I have owned a number of trailers with which to haul bikes. Sometimes it was taking dirt bikes to the trailhead, or maybe taking a bike with me on holiday. At this stage of my life, I found that the benefits of having a trailer were being outweighed by the hassle of a trailer.
The last trailer I owned was a one-bike trailer which could be stored on its end. It ‘broke’ at the neck and could then be stood up. This was a nice feature, as it partly solved one of the main hassles that I refer to, and that is where do you store the trailer that you only use a few times a year? Even when folded, this trailer took up significant room in my already crowded garage. It also necessitated moving my garage around when I did want to put it to use, as it was logically put at the back of the garage where it would not impede access to other things (usually bikes) in my garage. So, by and large, it stood outside my townhouse, a constant source of irritation to my wife.
Photo credit: Bjorn Moreira / ZA Bikers
Then I learned of XRAMP. To understand how an XRAMP works, it is easiest to just look at the pictures. In essence, it is a ramp which slides into two bespoke mounting brackets bolted to the chassis of your vehicle, not the towbar as some people tend to think. The XRAMP has a mounting ramp as part which allows you to roll the bike onto the carrying ramp which then positions your bike parallel to the back and in the slipstream of your vehicle. Four anchor points as well as recesses for the wheels in the carrying ramp keep the bike securely in position. The bike rides far enough behind the vehicle for there not to be issues with handlebars or other bike hardware clearing the back of the vehicle.
Photo credit: Bjorn Moreira / ZA Bikers
The XRAMP probably works best on load-bearing vehicles like single and double-cab bakkies or vans. I drive a Suzuki Grand Vitara 4×4 2.4, the last of the Vitara’s to be equipped with a low-range transfer case. It is a medium-sized vehicle with permanent 4-wheel drive. It is ideal for what I want from a 4×4.
The problem from an XRAMP perspective is that the car has coil spring-independent suspension all around. After fitting the XRAMP I found that the weight of my bike behind the Vitara caused too much sag in the rear ride height of my vehicle. In truth, it has been an issue when loading my car with all my camping gear as well.
Photo credit: Bjorn Moreira / ZA Bikers
My problem was solved by fitting Firestone air assist ‘springs’ at the back. These are heavy-duty airbags which fit inside the rear coil springs. There are valves which allow you to pump them up to maintain rear-ride height when carrying a load. Perfect for my XRAMP too. Bakkies, obviously don’t have any issues and ride better with a bit of a load to temper what can be overly hard rear suspension.
Photo credit: Bjorn Moreira / ZA Bikers
I have now used my XRAMP several times and find it a pleasure. I load my bikes single-handedly without hassle and find it makes life much simpler than a trailer. I now also only have 4 wheels to worry about as opposed to those on a trailer as well. I am an XRAMP convert.
Photo credit: Bjorn Moreira / ZA Bikers
Your XRAMP also comes with a wall mount which allows you to store it in your garage without taking up useable space. So, if you need to solve your bike-hauling issues, take a serious look at XRAMP. There are some interesting developments in the pipeline at XRAMP allowing you to adapt your XRAMP for hauling bicycles as well.
If you think that an XRAMP could just be the answer to your problems, give Marthin MacKillican at XRAMP a ring at 0794496002. He is more than qualified to help. An XRAMP like mine will set you back R6950 (excluding delivery & fitment).
Let’s start by addressing the elephant in the room right off the bat. Most of us who have ridden bicycles, and particularly mountain bikes over the years, are kind of dyed-in-the-wool types. Somehow the idea of an E-bike is like cheating. South Africans have this hardcore “no pain no gain” mindset. We believe that our sport has got to beat the hell out of us, otherwise, it kinda doesn’t count.
The truth is it is sometimes difficult to put in the amount of consistent training effort to maintain a level of fitness to enjoy our cycling. Juggling family, career and other commitments often leaves us struggling to find time for our leisure activities. The activities that are supposed to chill us out end up becoming an additional source of stress. This has been my own experience. Could E-bikes provide a solution to this dilemma? We collected a couple of Husqvarna E-bikes from Sven Voigt at PIERER New Mobility SA to try and come up with some answers.
Photo credit: Bjorn Moreira / ZA Bikers
Bjorn was going to ride a medium framed Husqvarna Hard Cross HC4, an enduro spec E-bike weapon that is built and specced to conquer serious mountains and technical terrain. It sports a ‘mullet’ design, the phrase coined for a 29” front wheel and a 27,5” rear wheel. The 29” front rolls over obstacles whilst the 27,5” is more responsive to pedal input, giving a more agile and dynamic ride. The Hard Cross is a beast, sporting 180mm of front wheel travel and 170mm on the rear. The ride is so supple and plush that it absolutely annihilates trail irregularities uncannily.
Photo credit: Bjorn Moreira / ZA Bikers
E-bikes carry their weight low and have a longer wheelbase than conventional mountain bikes. As a result, they are incredibly stable, even when descending the gnarliest slopes. Both bikes have dropper posts as standard.
Photo credit: Bjorn Moreira / ZA Bikers
Top-level mountain bikers become mobile chicanes for the hard-charging Hard Cross. The first thing that blows your mind is this amazing suspension action. And then of course there is the electric motor. The Shimano EP801 motor churns out 250W of power and 85Nm of hill-flattening torque.
Photo credit: Bjorn Moreira / ZA Bikers
The bike offers three power modes. Eco gives a constant pedal assist, making pedalling just that bit easier everywhere, also negating the 25kg weight of the bike. Hit a hill and a touch on the mode up button on the left handlebar pops you into Trail (medium) mode. It feels like you just got a shove from behind. The torque overcomes the slope with ease. Here is the thing though. E-bikes thrive on maintaining a good pedalling cadence, so you need to ride it like you would your conventional bike.
Photo credit: Bjorn Moreira / ZA Bikers
If you have never ridden an e-bike, the electric motor assist brings a level of fun to your mountain biking that you cannot imagine—giving you an extra boost each time you pedal/shift through the gears.
Even if you are properly fit with your best race face on, you cannot match the shove of 85Nm of Shimano motor power. Bjorn is a real free-ride purist, so he was revelling in the adrenalin-inducing performance of the Hard Cross. When he wasn’t on the back wheel he was descending at fiendish speed or attacking every ascent with gusto. The third mode is ‘Boost’ which gives full power. Engaging boost had Bjorn cackling like a banshee.
Photo credit: Dave Cilliers / ZA Bikers
I was on the large framed Light Cross LC2, which shares the Hard Cross’s mullet wheel sizes but has a way more conservative 120mm of wheel travel at both ends. Having said that, I never felt I needed more. Designed for less gnarly terrain, the Light Cross made mincemeat of everything I threw at it. Loose, rocky inclines that would have had me spitting blood on my carbon-framed Giant Anthem full susser, were smashed at warp speed on the Light Cross. Don’t for a moment think that you don’t get a workout though. I found myself maintaining a healthy cadence but never having to stomp the pedals with knee-shredding effort. It essentially ups the fun and reduces the pain whilst giving you a fantastic cardiovascular workout.
Photo credit: Bjorn Moreira / ZA Bikers
Bjorn and I rode for 40km on an outride through the plots in a very hilly area east of Pretoria. We probably had another 40km of power left ‘in the tank’. We had an absolute blast. I am not bike-fit at the moment, yet the electric motor assistance allowed me to enjoy the ride without compromise. This means I could ride with my tri-athlete son on his mountain bike training rides and stay in touch. Similarly, wives can ride with husbands and pace them up the hills and have them time trialling in their wake on the flats.
Photo credit: Bjorn Moreira / ZA Bikers
The thought of what I must go through to get to a level of fitness to enjoy my mountain biking has had me hesitating to get back on my bike. An E-bike would completely negate that issue. I would be on it at every opportunity, getting fit while I have fun. Bjorn on the other hand is reasonably fit, yet he too conceded that he had enjoyed the Hard Cross in a way that is just not possible on a conventional bicycle. We stopped for a coffee at a roadside spot and found ourselves talking about where we could ride these bikes with fresh levels of enjoyment. They really are that addictive.
Photo credit: Dave Cilliers / ZA Bikers
To enjoy motorcycling to the full you need to maintain a degree of physical fitness. These E-bikes are just the ticket to attain that fitness. The hardcore and supremely capable Hard Cross will set you back R129,999, which gets you a bike with an extremely high level of specification. The Light Cross is maybe the better choice for people like me who cannot even come close to exploiting what the Hard Cross offers.
Photo credit: Bjorn Moreira / ZA Bikers
The Light Cross costs R89,999, which gives you an extremely capable bike, albeit at a lower spec level. Both bikes performed flawlessly throughout our ride. Shifts were precise and accurate; handling was brilliant and suspension action was better than you could ever expect. I am sold! The first prize is when your fitness regime is no effort at all, and you can’t wait to do it. That sums up what these bikes are about.
Photo credit: Bjorn Moreira / ZA Bikers
If you peruse the spec sheets you will see that the Hard Cross has top-quality components that contribute to and justify the significantly higher price. The Shimano motor and battery also give an enhanced range over the Light Cross. You must decide if your riding ability and preferences can justify the higher spec.
Photo credit: Bjorn Moreira / ZA Bikers
The Light Cross is all the bike that I need, but watching Bjorn on the Hard Cross made me realise why some would consider the higher-spec essential. Both these bikes are European spec which legislatively governs their maximum assisted speed to 25km/h, however future US spec bikes will set the speed at around 32km/h. For us it was a case of “no sweat, we’ll catch you on the uphills”.
The huge proliferation of delivery riders in the past three years has prompted a backlash from other road users, who are quick to criticise the state of the bikes they ride and the skills (or lack thereof) of the riders themselves.
Some of the criticism is justified but what gets lost amongst it all is a recognition of the service these riders provide for those of us too lazy to get off our arses to pick up our groceries or take away food, especially when we look out of the window and see the rain tipping down.
Photo credit: Bjorn Moreira / ZA Bikers
When that happens, those riders whom we are all too quick to criticise step up to the plate and deliver our food, sometimes in the most appalling weather conditions, often without the benefit of the right riding gear to at least keep them warm or dry.
There is one bike shop in Johannesburg that has consistently championed the delivery rider through various initiatives aimed at keeping the riders and their machines as safe as possible on the road and, if the attendance at the latest event was anything to go by, it is greatly appreciated.
Photo credit: Bjorn Moreira / ZA Bikers
Biker’s Warehouse in North Riding, run by a fantastic team headed by Mike and Kerry Puzey, opened its doors to the delivery rider community on Monday 11th December as a way of continuing that support.
Over 360 registered delivery riders arrived under a decidedly inclement sky to tuck into refreshments and be entertained by SA’s leading stunt rider, Brian Capper. Motul South Africa, which has been a long-time supporter of the BW initiative, gifted each rider a litre of Motul oil – a not inconsiderable and generous offer.
Photo credit: Bjorn Moreira / ZA Bikers
All riders were encouraged to put their names into a hat for a prize draw. There were so many prizes that virtually none of the attendees went away empty-handed: there were 50 brand new helmets, tyres, cleaning products and all manner of other prizes, not least of which was the main prize: a brand new Honda Ace 125 scooter, jointly donated by Honda South Africa and Biker’s Warehouse.
Photo credit: Bjorn Moreira / ZA Bikers
Between Biker’s Warehouse, Motul South Africa, Honda South Africa, and Bikewise, the delivery riders of Gauteng have an important support mechanism, helping them keep their machines and themselves safe and ensuring that the service they offer – that has quickly become an integral part of the retail landscape of South Africa – continues to make our lives that little bit easier.
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In addition to this awesome initiative, walking into the Biker’s Warehouse showroom will now present itself with some new niceties thanks to a micro revamp. The atmosphere of the store has stepped up once again and presents itself, not only as a one-stop shop but as a premium brand holding. Good lighting, spaced-out products, and in typical Biker’s Warehouse fashion, ample products and motorcycles to wet the tastebuds of a multitude of clientele.
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So, if you are ever in the area visit Biker’s Warehouse for all your biking needs…
With 2023 drawing to a close, we’re all spending our last few weeks finishing work, rushing to the stores for Christmas shopping, and preparing our motorcycles for a well-deserved trip. Just like we need our holidays to reboot after a hard year’s work, so too do our 2-wheeled machines need that long open road. Life and its stresses are one thing, but hectic weather conditions, rough roads, and daily commuting are many of the stresses we put our machines through.
So, unless you run a belt drive or shaft drive, the chain is one of the hardest working components on your motorcycle and therefore we think you need to give your motorcycle chain some TLC this December period.
Photo credit: Bjorn Moreira / ZA Bikers
Even though motorcycle chain technology has come a long way since needing to be lubricated after each ride, the motorcycle chain still needs regular lubrication—given that it works tirelessly to keep your rear wheel rotating smoothly in all conditions. Whether you’re a hard charger or just a daily commuter, a huge amount of metal-on-metal contact is continuously created by the interaction between the chain and the rest of the drivetrain.
A good chain lube can smooth the chain’s engagement with the sprockets and chainrings, and maintain proper shifting performance. It also helps prevent corrosion and reduces friction and drivetrain wear. Stating the obvious, I know! The thing is, we are spoilt for choice when it comes to chain lubes, with countless brands offering a range of different types of lubes and formulas. I mean, you’ve got wet lubes, dry lubes, ceramic lubes and wax lubes. My point is, that finding the best chain oil isn’t always as easy as you think. Unless you think a sandwich is a sandwich.
Photo credit: Bjorn Moreira / ZA Bikers
In my garage, I bring to you the new and now my favourite chain lube, Liqui Moly Chain Spray Race. This is Liqui Moly’s latest high-performance chain spray and yes it is a fully synthetic micro-ceramic chain spray. While ceramic lubes aren’t the new kid on the block, they are not as popular as wax lubes and thin fully synthetic road lubes, however, they promise to be the best of both parts. Liqui Moly’s combination of ceramic solid lubricants and chemical wear protection ensures minimum friction and maximum chain life.
The elephant in the room for most road riders and adventure riders will be the word “Race” printed on the can. In my experience, anything that has race associated in its name means it has been extremely well tested and engineered to handle the most difficult conditions both on and off-road, in Liqui Moly’s case. For example, Chain Spray Race provides optimum creep properties, excellent corrosion protection, and due to good adhesion, this means it results in low spin-off—the chain surroundings remain clean. With these tests being conducted in high-performance scenarios, this means it will work even better for lower-performance riding, just like daily commuting or weekend adventure riding.
Photo credit: Bjorn Moreira / ZA Bikers
Liqui Moly’s Chain Spray Race comes in a 400ml can and has the new red permanently attached long tube nozzle which can bend at 90 degrees, allowing it to fold up for storage. The spray can be used with the long nozzle folded in, mimicking a short nozzle—no more caps or nozzles to lose. This chain spray is red in colour, helping you visually cover as much of the chain as possible.
Your typical advice before lubing your chain is to shake the can and clean the chain before applying the lube. One extra thing I like to do is go for a fast ride to warm up the chain before cleaning it with Motorbike Chain and Brake Cleaner and then spraying the chain lube onto the warm chain. This is just something I’ve always done as it makes cleaning the chain so much easier and I tend to ride my bike after doing morning maintenance, therefore I want to speed up the lube’s settling process as this usually takes 20 min when cold. Some people even leave it overnight to settle completely, which isn’t wrong, but I like to spend more time on my bike as opposed to next to it.
Photo credit: Bjorn Moreira / ZA Bikers
High-revving four cylinders, grunty triples, torque-rich twins, and even your hardcore thumpers will love this stuff! Chain Spray Race applies smoothly onto all types of chains (O-/X-/Z-rings), it attains its final red consistency and adherence once the solvent has evaporated. I’ve used the lube on my classic 2-stroke race rep, my daily commuter, and my adventure bike. Across all disciplines, the micro-ceramic chain spray from Liqui Moly in my opinion is an all-rounder and slides nicely between a hardcore wax and the normal fully synthetic chain spray. What this means is, that you get to benefit from a good covering when applying, longer chain life, better dust resistance, and an excellent anti-fling.
So there you have it, Liqui Moly’s new Chain Spray Race is a sublime must-have for the garage, not only does it work well for many applications, but it will save you the need to buy different chain lubes for multiple riding disciplines and conditions. Chain Spray Race has now become my do-it-all road-riding chain lube of choice.
Photo credit: Bjorn Moreira / ZA Bikers
Liqui Moly Chain Spray Race
For more information on the product featured in this article, click on the link below…
If you’re an avid Hard Enduro fan and you didn’t know the names James Moore or Thomas Scales before Roof 2023, you more than likely do now. This year’s Roof proved to be the ultimate endurance test, characterised by scorching temperatures across all 3 days and an exceptionally long race route that set the stage for one of the most challenging editions in recent history.
In the Gold class, the gruelling conditions led to a mere 12 finishers out of 38 starters, with numerous top riders forced to bow out due to the extreme conditions. However, stealing the spotlight in Gold were two young emerging stars in Hard Enduro, James Moore and Thomas Scales, both only 17 years old and both members of the RIDE KTM Durban team. Moore and Scales are based in Hilton, KZN where they live, train and practice together and it’s also where they study at Grace College, on the outskirts of the small town.
Image source: Ride KTM Durban
With Scales making his Gold Roof debut and Moore attempting his second Gold Roof at this year’s race, all eyes were on the duo to see how they would stack up against some of the best and toughest Hard Enduro riders in the world, and they did not disappoint. Both riders ended up within the top 10, with Scales securing 9th and Moore landing an impressive 4th place finish. Former World Super Enduro Champion Cody Webb summed it up perfectly after duelling with Scales for most of Day 1, “The next level of young SA Enduro talent is incredible, I spent the whole day trying to shake them!” Webb finished 6th overall
Moore’s top 5 finish was further elevated by clinching the fastest race time on Day 2, he was quicker than all three eventual podium finishers, including the reigning eight-time Roof of Africa champion, Wade Young.
Image source: Ride KTM Durban
This success story isn’t a coincidence; it stems from the legacy of RIDE KTM Durban, a KTM dealership in Kwa-Zulu Natal that’s renowned for fostering and nurturing talent like Dylan Jones, Will Slater, Gareth Cole and Alastair Fayrod, all of whom have won National titles in their careers. The team’s ethos extends beyond victory; it revolves around the development and support of young riders, while fostering an inclusive and enjoyable racing environment for enthusiasts across all ages and racing disciplines. A good example of this is Dakar legend, Stuart Gregory, who has called the team his home for many years and who will be returning to Saudi Arabia in 2024 for his 5th Dakar Rally.
The RIDE KTM Durban team also has no less than 4 staff members who compete in Local, Regional and National events and who help the team at the races where their commitment to supporting customers shines through. With a strong family focus, the team encourages the whole family to experience the thrill of racing while fostering a sense of camaraderie and fun.
Image source: Ride KTM Durban
RIDE KTM has two owners who have racing in their blood, Wayne O’Niel who is a veteran in the industry who has attended 30 Roof of Africa events over the years supporting some of the country’s top Enduro stars and Steve Eayrs, an entrepreneur who lives in Ballito and who has been riding off-road motorcycles for over 30 years. According to Eayrs “This kind of success doesn’t come easy and is influenced by several elements. If I add up the racing years that the staff and management team that RIDE KTM have under their belts, and I mean holding onto handlebars, not racing on the couch, we have more than a hundred years of racing between us.” This deep-rooted knowledge plays a crucial role in the team’s continued success, proving that a passion for racing and a wealth of experience are the foundations for producing champions.
With the recent announcement that James Moore will be joining the official GasGas team for the 2024 season, everyone at RIDE KTM Durban would like to wish him the very best for his future endeavours. Eayrs extends his congratulations, “It’s been an honour to have you on our team James! We wish you every success and remember, keep doing what you do and don’t forget to keep it real!”
Image source: Ride KTM Durban
To find out more about Ride KTM Durban and the support they offer the riding community in KZN, find them on: RIDE KTM Durban
I am reflecting on this journey as a ‘lifer’, someone who the motorcycle bug bit early in life and who has carried the infection ever since. In fact, the degree of ‘infection’ has got even worse over the years as my affordability improved. For those who indulge in motorcycling as a sport, I totally get it. Like any sport that gets under your skin and that you develop a passion for, it is, at times, all-pervasive. You eat, sleep and breathe your passion. It is the same for a ‘lifer’, only worse because this is not something that is only pursued on a weekend, but rather a total lifestyle. The passion for motorcycles of a ‘lifer’ remains an enigma.
I can only try to explain it by recounting my own journey. I have a brother who is a couple of years older than me. As boys, we played soccer, cricket, and rugby with the enthusiasm of your typical sports-mad South African kid. Somehow, during this sporting frenzy, I started to take note of motorcycles. I was 14 years old when I eventually coerced my dad into parting with some of his hard-earned loot for a second-hand Honda S50, a bit of a hybrid in that it was a C110 frame with a 4-speed Honda Fury OHC engine. It was slower than a slow thing, but it was instrumental in cementing a relationship with bikes that has lasted a lifetime. Now here is the thing, my brother totally dodged the bug. My dad had ridden bikes in his youth and during the war but had seen bikes more as sensible transport than anything else. For me, bikes were a blank tapestry which I could embroider in the most amazing way.
Image source: Pinterest
This period in motorcycle history saw the advent of bikes which forever changed the motorcycling landscape. The iconic Honda CB750 K0 Four and Kawasaki’s all-conquering Z1 are two of the most noteworthy. As a 50cc riding schoolboy in the late ‘60s and into the early ‘70s, my dream was to own a Honda CB750 Four and a genuine Bell Star helmet. Looking back on the ownership of around 350 bikes and 55 years of riding as daily transportation by preference, my motorcycling flame burns brighter than ever. I spent around 10 years in the motorcycle industry with Club Motors, the then importers of both BMW and Kawasaki motorcycles. I worked at their Honda dealership as my blood was totally Honda red. Those were heady days in the motorcycle industry. SA endured an ‘energy crisis’ with fuel being scarce, so people bought economical bikes by the score. At Club Motors we sold an average of 50 bikes a month from one dealership.
Image source: Honda Motorcycles
In the early ‘80s, I started racing Super Singles on the short circuits as well as competing in the 6-hour endurance races with reasonable success. Trying to juggle racing, a career, and raising two youngsters meant something had to give, so the flirtation with racing ended. Soon after this, I built a career outside of the motorcycle industry which had become too much of a barometer of the economy. But the passion for bikes burned ever brighter. They provided me with an escape from the predictability and grind of everyday life. Every single time I threw a leg over the saddle I was totally engrossed in the ride. I have some mechanical awareness and the desire to understand what makes bikes work and why. This opens a whole other aspect of biking. Learning how to tweak your bike to improve handling and performance became part of the journey, a colourful thread on my motorcycling tapestry.
Photo credit: ZA Bikers
The freedom that bikes have introduced into my life is next level. When life presses in on you, as it does at some time, getting on your bike and riding has an uncanny way of elevating your mood. Total concentration on the job of riding and applying situational awareness to stay safe on the road subtly replaces worries and woes and you start to live in the moment. Your helmet cuts you off from the outside world with its constant intrusions and gives you time in your own head. The Bible says “Be still and know that I am God”, but the world we live in is everything but still. There is more ‘noise’ than ever out there.
We have experienced a serious heat wave of late. I was up early on Sunday, so I got my kit on and rode out my gate just after 6 AM. The cool of the morning washed over me like a salve as the Ducati DesertX, thoroughbred that it is, responded to my every input. Cruising out to the Cradle and sharing the road with the cyclists, who habitually enjoy riding there on the weekends, was a truly sublime experience. It totally set up my mood for the day. What do people do who don’t own bikes?
Photo credit: ZA Bikers
And then there are the trips. 2023 has been a stressful year on many fronts. The world is in turmoil. A war in Europe that just doesn’t seem like ending any time soon. Terrorism in Israel on a magnitude and level of brutality that was last probably seen hundreds of years ago, before ‘civilisation’ as we know it. South Africans have been exposed to crime, load-shedding, corruption, and government bungling that has us with our heads in our hands.
How do you call time out, and pull the plug on all the madness? Ride your bike, that’s how! When we close for the year, my son and I are getting on our bikes and heading north to the vast plains of Botswana. Tents will be pitched, campfires lit, and steak will be braai’d, as bug bespattered bikes look silently on. We will ride in the early morning cool, transitioning into the inescapable African heat. We will perspire bullets, but when the day’s riding is done, showered and pleasantly weary, we will sip on a bitterly cold beer or two. Life will be back in perspective, and all will once again be well with the world.
Photo credit: ZA Bikers
Bikes are hot. Bikes are cold. Bikes can be uncomfortable. Bikes are tiring. Bikes are real! Somehow every trip brings a sense of occasion. The hotter, colder, wetter, whatever, it just heightens the sense of achievement and occasion. You may arrive home exhausted, yet give it a day or two and the lure of the open road looms large again. Nothing else gives me quite the same feeling. 4×4 trips through remote areas are cool, yet an indefinable something is missing when compared to bike trips. Perhaps it’s the vulnerability of a bike?
It is no longer about the out-and-out performance either. Early in my motorcycling days, it was all about speed and ego. Thank God that is no longer the case. Now it is the harmony of man and machine. It no longer needs to be at hyperspeed. I can enjoy a ‘Tiddler Tour’ on a 180cc bike as much as a blast over a mountain pass on a crotch rocket. Maybe I’ve just got over myself…
Photo credit: ZA Bikers
The fact is, for me, motorcycles have added incredible spice to my life. My life’s tapestry would have looked sparse and threadbare were it not for bikes. So, whilst I can still not put my finger on what it is in our make-up that predisposes us to bikes, I am just very grateful that ‘the bug’ bit me. I cannot imagine a world without the intrigue of motorcycles in it. Add to that the myriads of friends that I have made over the ages through our mutual involvement in motorcycles. The brotherhood that exists between riders. A gloved hand raised in salute to one another in passing. That gesture that, irrespective of the bike you ride, recognises a kindred spirit.
Pitch your tent in some remote location and you can be sure that someone will come and strike up a conversation with you. It is that mystique, that element of daredevil, that just strikes a chord with people. I sometimes recognise a fleeting, almost primaeval glimpse of longing in the eyes of such people. An unspoken “if only”…Deep in the recesses of the heart of man lurks a spirit of adventure that is not often satisfied in the modern world in which we live. Motorcycles have satisfied that longing in my soul. Long may that continue.
