Well, it may just be. K&N certainly is to performance air filters what Hoover is to vacuum cleaners. Way back in 1969, K&N was founded by Ken Johnson and Norm McDonald (hence the K&N from Ken and Norm) who initially sold motorcycles and motorcycle performance parts. It was not long before air filters became their focus and the rest, as they say in the classics, is history.
Image source: K&N
What sets K&N filters apart from regular original equipment air filters is their serviceability. The filters can be cleaned and re-oiled and used for the lifetime of the vehicle. Countless independent tests have been conducted which have proved conclusively that you will increase the engine performance of your vehicle by fitting a K&N. K&N uses oiled cotton gauze in their filters as opposed to the common use of paper filters as original equipment by most manufacturers.
Photo credit: ZA Bikers
There is a school of thought that to allow better airflow the filter must be less restrictive, which will also make it less efficient at trapping dirt. There is a degree of logic to this, however surfing the web I came across a number of K&N users who do a lot of off-roading, who swear that they have experienced superior performance from their K&N’s versus paper filters. This is on their 4x4s which, unlike most bikes, have their air intakes positioned behind their grills, and as such are more exposed to dust ingress than bikes, which more often than not have air intakes under their seats. Studying the airbox upstream of the filter will show you how effective your filter is. You want it to be pristinely clean.
Image source: K&N
Your bike’s engine creates a vacuum in the inlet tract, sucking air through the filter. The better the flow, the less the drag on the piston, which results in a more efficient motor and more power. The better the flow, the better the combustion, the greater the power produced. This efficiency also translates to better fuel consumption. Back in the day on our carburettor-equipped bikes, you would sometimes forget to totally release your choke after starting the motor. The result was reduced air intake, and unburnt petrol coming from the exhaust in the form of black smoke. The motor would also not rev out cleanly. This was a graphic illustration of how important good airflow into your bike’s intake is.
Photo credit: ZA Bikers
The engine will try and suck in air, even if your air filter is not efficient. It is a good idea to use rubber grease around the part of your filter which mates with the airbox. This prevents air from being sucked past the filter. This seems to be the main culprit for some dust in the airbox. So, the fact is, K&N filters are categorically going to flow better than your original paper filter. Understand that whilst you will have a measurable increase in power and torque, it is not going to be of a magnitude that you will feel it via the old ‘seat of the pants’ dyno. I slipped a K&N into my Triumph Tiger Rally Pro and cannot honestly say that I could feel a performance increase from the 2,24% more power that the Tiger is producing. But here is the thing.
Image source: K&N
I have bought my last air filter for the Tiger. From now on it is simply clean, re-oil and refit at each service or after any long dusty ride. The higher initial cost of the K&N (the one I’ve fitted to my bike ranges between R1400-R1900) is offset by the knowledge that whether I feel it or not, my bike’s motor is happier and more efficient. In time I will also save a lot of hard-earned loot. Why do I use fully synthetic oil in my Tiger? For exactly the same reason. I won’t feel the difference in what is already a superbly engineered piece of kit, but the peace of mind of knowing that I am maxing out all that technology just gives me a warm and fuzzy feeling. When it comes time to write the next chapter in my motorcycling story, and the Tiger moves on to its next owner, the fact that I have invested into my bike to keep it in pristine condition both inside and out, will give the new owner a lot of peace of mind. The lifetime benefit of the K&N will favourably impact their ownership cost too.
Photo credit: ZA Bikers
If you plan to keep your current ride for the foreseeable future, see if there is a K&N for your bike. You will have a happier bike and save loot while you are at it. A no-brainer, I think…
For more information on K&N Air Filters contact Graeme Pienaar (GP Bike Accessories) at 0861 001 043 or [email protected]
Pepson Plastics Kawasaki Factory Racing with Scottish Cables and Motul closed its 2023 cross country season in winning style as the team clinched another two championships at the Carletonville GXCC Gauteng series finals on Saturday.
Jaycee Nienaber gave notice of his 2024 intentions when he stormed to a flag-to-flag overall and open class OR1 victory to snatch that class title. South African Masters champion Pieter Holl meanwhile added the regional title to his National title with another win on Saturday.
It was a case of what could have been for Wian Wentzel, who led until a last lap issue dropped him to fourth in 250cc OR3, but that was good enough for third in that chase. Young Jaden Boyce enjoyed a positive outing as he came to grips with his 250cc machine, while 65cc Junior lad Jake Pretorius stopped after taking a tumble.
It was a matter of do or die for Jaycee Nienaber, who had no option but to win to be sure to take the title. “I knew today that I needed to give it my all,” a delighted Jaycee explained. “Second just would not be good enough, I needed to get the top step on the podium. And yes, my Pepson Plastics Kawasaki didn’t miss a beat and we brought it home for the win!”
Image source: Motorsport Media
Jaycee indeed ended up tied on points with rival Ian Rall in the GXCC OR1 title chase, which meant that it was Saturday’s race win he had over Rall’s best of a second place, that tipped the scales Nienaber’s way to bring the championship in an epic end. “Today man and machine were a formidable team and nothing was going to stop us. Huge thanks to Iain and our incredible Pepson Plastics team for making it happen. Northern Regions and GXCC OR1 champion, what a win!”
Masters champion Pieter Holl was proud to fix his second red number one plate to his Kawasaki on Saturday as he added the regional and GXCC titles to his 2023 national championship on Saturday. “Today was another special day in a wonderful year as I added the GXCC Masters title to my national championship,” Pieter admitted.
“I rode my brand new bike with my old suspension and it worked well today. I was second earlier on before I made my move on Wayne Farmer for the lead in the dust. I then stopped to help a guy who fell hard and had to pass Wayne a second time, so I am more than happy with this win, even though Carletonville is not my favourite race because it’s dangerous in the dust.
Image source: Motorsport Media
“Iain kept me up to speed throughout from the pits, so I could plan to race as always and that’s just one small reason why I have him and my Pepson Plastics Kawasaki team to thank for these double championships. It’s been an incredible year and I am so grateful for what everyone has done to make this happen!
Wian Wentzel was disappointed to end fourth in OR3 as he clinched third in that title chase. “What a day!” Wian smiled’ “I finally figured out my start which put me in a good position and I made a pass for the lead on lap 2. “I however had to nurse a small hole in my radiator and then I made a small mistake, which cost me the win.
“So it goes with racing, the tough days make you stronger. All in all, I had a good season and a lot of positives to look back on.” Wian goes straight in for surgery on the shoulder injury that blighted him all season on Monday. “I’m looking forward to a good break as I recuperate and can’t wait to come back swinging next year!”
Image source: Motorsport Media
“We certainly ended the 2023 season in style at the Carletonville GXCC,” Pepson Plastics Kawasaki Factory Racing with Scottish Cables and Motul team boss Iain Pepper concluded. “Congratulations to Pieter and Jaycee on their splendid winning performances today and through your championship-winning GXCC season. You have done us proud.”
“Wian was a little unlucky today with his mistake on the last lap, but we look forward to seeing him back fitter and faster next year. Pity, because that win would have given us a full house of championships we entered on Saturday. Well done Jaden on your ride today, and Jake, you rode like a star until your big crash. Jake has big things coming next year.”
Also a word of thanks to all our other riders and every team member for another great effort throughout 2023. Now it’s time to take stock, rest, and regenerate for the season ahead. Pepson Plastics Kawasaki Factory Racing will be back and fighting for more wins and more titles in 2024!”
Franchise Co Tork Craft Honda Wing Racing closed its Cross Country racing season in style. The team delivered another win and another title to its splendid 2023 racing tally at the GXCC Gauteng championship finals in Carletonville on Saturday.
Senior rider Wynand Delport continued Team Red’s domination of the GXCC over-30 class with the final win. At the other end of the scale, Liam Scheepers took a fine second to close his 85cc Junior season on a high, while Tyron Beverly also ended second in 250cc OR3. Franchise Co Tork Craft Honda Wing Racing open class OR1 riders Hayden Louw and John Botha meanwhile stormed home third and fourth overall, and in class.
Image source: Motorsport Media
“That’s a marvellous end to Franchise Co Tork Craft Honda Wing Racing’s 2023 season and we have so many reasons to celebrate,” team boss Harry Grobler wrapped it up. “Congratulations one and all to every member of our brilliant team on a great year of racing. Today we celebrate a double championship as Murray Smith dominated the 85cc Junior season to take both those national and Gauteng class titles.
Image source: Motorsport Media
“Also, huge congratulations to Wynand Delport on a fine first win on Saturday, not to mention an exceptional effort by each of Liam, Tyron, Hayden, and John over the past weekend. You all made us proud. As did the rest of the team, notably Mike Pentecost second on the national OR1 chase, Louwrens Mahoney the runner-up in National Seniors, and every other rider who played a part in a great season. Well done all of you!
“Now we can relax, unwind and come back fresh and ready for a whole new season with new challenges, new races to win and new champions to crown. See you early 2024!”
I grew up in a home where WSBK, MotoGP, WRC, Dakar, S1GP and just about every other form of racing was consistently being watched or playing away in the background as grey noise during our Monday-to-Sunday family dinners. Frankly, I’m not sure where I would be today, had there not been petrol-powered excitement in my life. Having a love for all things adrenaline-filled in my teens, my taste buds made me yearn for motards, race replica sportbikes, vintage racers and my all-time favourite, middle-weight nakeds.
My obsession with these motorcycles and sports happened to leave me asking myself questions, questions like: why is adventure motorcycling so popular? I couldn’t wrap my head around it until much later…
Photo credit: Bjorn Moreira / ZA Bikers
Just like adrenaline feeds the hooligan, so too does adventure feed the adventurer. Adventure motorcycling is completely different to what I grew up loving, it’s not about banking a bike onto the edge of its sidewall into a corner or clearing a massive jump, you don’t chase those kinds of thrills on an adventure. Adventuring is about welcoming new and beautiful sceneries, chatting to like-minded travellers, finding wide open spaces and more technical rocky terrain which leads you to places most will never see in their “tarred road only” lifetime. It has without a doubt enhanced my reason for riding motorcycles and has left me with a completely different perspective to what I now think is truly the best way to spend time on a motorcycle—it’s a feeling that is tough to explain.
Growing up I thought the natural progression as a motorcyclist was to buy an adventure bike when you finally decided it was time to start winding down from the crazy things one used to do. But, as the saying goes, how are you going to climb into your Lamborghini and drive it like it should be driven when your best years have passed and that eyesight and now bad back no longer communicate because of the inevitable ageing process? There’s no age restriction or limit behind the box that is motorcycling, enjoy it all and don’t let anything or anyone stop you from living your dreams.
Photo credit: Meredith Potgieter / ZA Bikers
It is now in my later twenties that I find myself opening my eyes to adventure and there are a couple of people that have inspired me; Charley Boorman and Ewan McGregor from “Long Way Round”, Adam Riemann with his War and Darkhorse stories amongst many others, Chris Birch showing the potential of the latest adventure bikes, Jamie from MotoGeo and his wild adventure ideas, our good friend Dave Cilliers preaching how any bike can be an adventure bike and lastly the originals, Mondo Enduro.
We all have a bit of mondo inside of us, I mean the riders who make up the Mondo Enduro team had no sponsors, no backup vehicles, no modern equipment and most of the time they had no idea where the heck they were going. Sound familiar? This didn’t stop them from riding 71,000 km together, so why should anything stop you from getting an adventure bike and going on a small breakaway adventure trip?
Photo credit: Mondo Enduro
This is the mentality I’ve inherited, one of seeking new adventures, which means I make just about any excuse to ride and luckily we as ZA Bikers have good relationships with local motorcycle importers that feel the same way. With another itch to explore, Husqvarna SA rolled out a Norden Expedition 901 out of their stable for some weekend shenanigans.
Why choose the “Expedition” for the adventure? Well, if the name doesn’t already suggest it, I’ll try to explain…
Photo credit: Bjorn Moreira / ZA Bikers
For the short weekend away the hunt was on for a simple loop or zigzag around the stunning Magaliesburg before setting up camp and then doing it all over again the next day. We all know that Husqvarna is the sister company to KTM and therefore the birth of the Norden is thanks to the 790 and now 890 Adventure project. The best way to describe the Norden 901 Expedition is to just imagine KTM’s 890 Adventure and Adventure R having a blue-eyed baby. The Expedition version of the Norden 901 is made up of the best parts of both these bikes, with the gem being the awesome LC8 889 cc parallel twin making an exciting 105 hp and 100 Nm.
Photo credit: Bjorn Moreira / ZA Bikers
The Expedition gets its dad’s fully adjustable WP Xplor suspension with 240 mm travel at both ends and a decent 270 mm of ground clearance. What in my mind takes the Expedition to almost KTM 1290 Adventure R levels of comfort and features is that this 901 is loaded with everything one could want; a full aluminium bash plate, cruise control, quick shifter up and down, heated seats and grips, touring screen, tubeless wheels, centre stand, Pirelli Scorpion Rally STR tyres and built-in spotlights. If you’ve got a roll bag or soft luggage bags the Expedition is ready to go anywhere without complications stock standard.
Photo credit: Bjorn Moreira / ZA Bikers
On the road just like any adventure motorcycle the Norden stands tall, and if you are short or even average-sized like me at 175 cm, you will tippy toe. Luckily the seat on the Norden is adjustable from 895 mm to 875 mm which makes it a shorter ride than the 1290 R, even though it still has way more ground clearance. One of my favourite features on both the orange and blue middle-weight adventures is the low-slung fuel tanks. For shorter riders, this will balance the bike at a stop and for the faster or more technical riders, directional changes are smoother and easier to manage because of the lower centre of gravity.
Photo credit: Simon Morton / ZA Bikers
Just like the “GS” riders have been preaching for years about a low centre of gravity from their boxer motors, you can experience almost the same effect without having the mishap of knocking a cylinder head on a rock or tip over. Facts aside, once you’ve ridden off-road at a hard charge it’s difficult to imagine going back to a top-heavy adventure bike. Enhancing the lower centre of gravity around Magalies awesome dirt roads was the Explore mode, which allows you to dial in your slip control (fancy traction control) with 9 different lean-sensitive traction control settings.
Photo credit: Bjorn Moreira / ZA Bikers
If you are never going to dive into these settings and turn things off for some fun, then the standard programmed modes Street, Rain and Off-Road will do you just fine with their pre-programmed ABS and traction control settings taking care of it all for you.
Photo credit: Bjorn Moreira / ZA Bikers
Fancy gizmos aside, the Norden feels slim and easy going which is exactly what you want when standing on those footpegs taking in the beautiful continent of Africa. It’s a bike that stops you from thinking about the mechanicals of riding and it just allows you to connect with the world around you—the Norden just makes easy labour of all-terrain it’s handed. Don’t get me wrong, the 901 can be a serious off-road weapon in the right mode and at the twist of the throttle, but when you want to ride at “stop and smell the roses” pace, it’s happy to pluck a bouquet for you.
Photo credit: Simon Morton / ZA Bikers
Comfort-wise the Norden has one of the most comfortable seats I have ever experienced with its wide covering and its jell-like plushness. At 175 cm the touring screen throws the air right over my helmet, for summer I might even consider the better-looking and shorter base model Norden screen. The motor is so smooth, which makes me think most riders will end up popping the rubber centres of the adventure footpegs out and never feel the need to put them back again. For long open roads, fast twisties and off-road adventures the Expedition scores an A. The A+ is sacrificed by the vortex of engine heat that radiates behind the fuel tanks, which isn’t a deal breaker as many bikes in the class suffer from the same directional engine heat issues.
Photo credit: Bjorn Moreira / ZA Bikers
At the end of a good day’s ride the Norden and I watched the flames and listened to the crackle of a well-earned campfire. Sometimes adventures are overthought and calculations get in the way of experiencing something that’s supposed to come naturally. That’s why having an adventure bike in the garage and just popping out onto a trail after work or leaving on a Friday for the long weekend can just reboot the mind, body and soul. So, don’t wait until you think you are old enough, fragile or financially stable enough to start adventuring—there’s no better time than the present. When are you setting out on your next Expedition?
Photo credit: Bjorn Moreira / ZA Bikers
Husqvarna Norden 901 Expedition
For more information on the bike featured in this article, click on the link below…
Conspiracy theories in MotoGP? Surely not! But listening to Jorge Martin after the race in which he finished tenth, severely denting his championship hopes, it was clear he was letting his emotions get the better of him and he was pointedly questioning why his rear tyre was so bad when no one else seemed to be struggling.
However, watching Martin perform his practice starts throughout the weekend, the rear end was all over the place from a standstill and it was the same in the Main race, although his Sprint race – which he won – was unaffected.
Image source: Pramac Racing
Talking to TNT Sports’ Neil Hodgson, MotoGP Riders’ Association chairman Sylvain Guintoli said: “The rear grip wasn’t right. It looked like he was struggling, he couldn’t extract his bike on the turns. Looking at his sprint race there was a massive contrast. Something went wrong.”
When asked to reply to any “conspiracy theory” that Martin was allocated a faulty tyre by explaining the process, Guintoli claimed: “The reality – and I’m not saying yes or no – is that it’s highly unlikely that a bad tyre was given to Martin. As soon as something goes wrong, the riders blame the tyres. The way that the tyres are selected for the race, every tyre is accounted for. They know exactly where that tyre has been.”
Image source: MotoGP
Ex-racer Hodgson had his own views, not dissimilar to Guintoli’s: “I’ve got to say, I definitely think it’s a faulty tyre. It’s a graphic example. It spins up – he’s the only one. The bike doesn’t turn – watch him throughout the race, it doesn’t turn at all. That’s the rear grip. It plays a huge part. Zero acceleration, bizarre, like he got the wrong mapping. That’s the tyre. Occasionally it can happen, you get a tyre that’s not quite the same as the other one. It happens – it’s just a shame it happened at this stage of the season.”
Image source: MotoGP
All that aside, we were promised a fantastic Main race after the outcome of the Sprint race, which Martin won in fine style, first by getting his elbows out against Bagnaia – on two occasions! – and then resisting pressure from DiGiannantonio to win, while Bagnaia could only finish fifth.
Image source: Ducati
After the Sprint race, Bagnaia’s comments made for interesting reading, especially in light of what happened in the Main race. Asked why he had been unable to fight for Sprint victory after a strong pace in practice, Bagnaia suggested some kind of tyre issue.
“Working in a way all the weekend, having the same feeling all the weekend and then when it was very important to do a good result, my feeling was totally changed,” he said. “The only thing changed was the tyre and it’s quite strange having this feeling. But it’s something that can happen. We are just a bit unlucky to have found this situation in the race.”
Image source: MotoGP
Is it possible that there was a bad batch of tyres, that only affected Bagnaia and Martin, the two championship contenders? Let the conspiracy theories begin.
The Main race saw Bagnaia make the perfect start while Martin floundered around, dropping to eighth. He recovered to sixth fairly quickly but couldn’t escape the attentions of Marc Marquez and making no inroads on Marini: in fact, he was dropping further and further behind, being passed by Viñales, Marquez, Quartararo and Miller.
Image source: MotoGP
Meanwhile, DiGiannantonio was harrying Bagnaia and making a mockery of the fact that he doesn’t have a ride for 2024. He finally got past the reigning champion but Bagnaia wasn’t giving up, only to narrowly avoid taking the both of them out at the end of the pit straight as he got his braking wrong. Taking himself out would have been bad for him (but very good for us wanting a close fight to the title chase right to the final round!) but to take out DiGiannantonio on the cusp of his first MotoGP victory would have been hard to swallow.
Image source: Ducati
As it was, the move left DiGiannantonio with a healthy lead, giving us the eighth winner this year and the biggest two-finger salute to everyone who was writing him off thanks to no ride in 2024. He has finished fourth in Indonesia, third in Philip Island, second in the Qatar Sprint race and now first in the Main race and he clearly believes it will be harsh on him if he loses out on a seat next season:
“I am speechless about this argument about whether he deserves a seat next year,” began Di Giannantonio. “I think I am doing everything on time. It’s just my second year in MotoGP. If you look at the other riders, we are in the best championship in the world, the highest level of motorbikes in the world. The level is super high! It takes time to make things work out, finally, we made it, but I think we’re completely on time.” It does seem harsh but, then, that is MotoGP. There is a possible lifeline for DiGiannantonio with VR46 but that team has suggested it is more interested in bringing a rider up from Moto2. However, such a decision would be hard to justify if a proven GP winner is available.
Image source: VR46
And so to Valencia for the final round and, potentially, one (or two?) last twists. Even if Martin wins both Sprint and Main races, all Bagnaia has to do is finish fifth in both to take the title and it’s hard to see him failing to do that. Hard: but not impossible.
Remember Valencia 2006? Rossi led Nicky Hayden by eight points heading to the last round and then crashed out of the race, handing Hayden the title. Sunday’s Qatar race showed that Bagnaia is not infallible and, for the luck of the gods, could have skittled himself and DiGiannantonio out, meaning that even tenth place for Martin would have closed the points gap to nothing. Level-pegging going into the final round! Just imagine!
Image source: MotoGP
If Martin crashes out of either Valencia race, the title goes to Bagnaia, in all probability. If Bagnaia crashes out, then Martin can lift the crown. The permutations are almost endless but you’d have to say that the odds are in favour of Bagnaia.
Oh, and let’s not forget that either could lift the title, only to have the cup dashed from their lips if they were found to have breached the tyre-pressure rule and get a three-second penalty added to their race time!
Image source: MotoGP
Maybe Valencia will be exciting after all!
Competition Time:
Our good friends at Liqui Moly are giving away a hamper of Liqui Moly products to any ZA Bikers reader who correctly predicts the outcome of the championship fight at this weekend’s Valencia MotoGP.
Photo credit: ZA Bikers
To enter, simply fill in the form below and answer the question. After Sunday’s Valencia race has concluded, we will pick a correct entry at random and inform the winner via email.
To give you some feedback on this epic event I need to lean heavily on information given to me by our friends Gus and Mariëtte Maartens from Grotto to Gravel, simply because they attended the event, and I did not. If the full truth be known, it is not just that. Mariette has a gift for describing things in a way that is so special that to try and re-write them would be pointless.
The event was staged from the 8th to the 12th of November in that rugged, somewhat untamed, and spectacular part of South Africa, the Karoo. The precise location was at Derick’s Farm, a unique Country Trax Training Facility, just outside the village of Aberdeen. To fully understand what went down, here’s how it works.
Images source: BMW Motorrad SA
Pre-qualifiers are held countrywide whereafter the finalists gather for the Aberdeen shootout to see who will represent Team SA at the GS Trophy 2024 to be held in Namibia. What makes the final qualifier so special is that spectators get to get up close and personal with the competitors in that they get to ride the same route as the qualifiers. This allows GS riders a unique and challenging experience, testing their skills, and pushing the limits of man and machine. Fuelled by excitement and determination, riders prepare meticulously for the challenge that lies ahead.
Images source: BMW Motorrad SA
The Karoo is in some ways not dissimilar to Namibia. The route included long and very dusty gravel roads, sandy and rocky river crossings, and typical rugged Karoo terrain with the stunning Sneeuberge and Camdeboo Plains as a backdrop. As always the event embodied the spirit of GS, exploring diverse and remote environments, enhancing your spirit of adventure with like-minded souls. Competitors and spectators alike were treated to superb amenities and accommodation, meals, drinks, branded merch and gift cards.
Images source: BMW Motorrad SA
What followed was three days of spectacular, albeit challenging riding. As is often the case, riders learn much about the capabilities of their GS’s and perhaps even more about themselves. When the dust eventually settled it was Ruhan De Villiers, JP Boer and Morne Van Rooyen who qualified from a pack of supremely skilled GS riders, to represent SA at GS Trophy 2024 in Namibia.
Images source: BMW Motorrad SA
As the sun set on yet another GS Trophy final qualifier, riders rode off homeward, leaving tyre tracks in the Karoo sand that whispered tales of courage, friendship, and the sheer joy of conquering the unknown. Team SA…..Go get ‘em.
Images source: BMW Motorrad SA
Here is what Mariëtte Maartens had to say:
“In a world of rugged and untamed terrains, the BMW GS Trophy emerged as the ultimate test of endurance and skill for adventure motorcyclists.
“Riders from all corners of the globe would gather to participate in this exhilarating competition.
Images source: BMW Motorrad SA
“The event offered adventure motorcycle riders a unique and challenging experience, testing their skills and pushing the limits of the best adventure motorcycle ever built, the BMW GS.
“Over the past 5 years, my husband Gus and I have formed an unbreakable bond with a group of adventure rider friends. Through all the ups and downs, we have always supported and inspired each other.
Images source: Grotto to Gravel
“Though he couldn’t participate in any riding, due to his ill health, Gus was determined to see me through the challenging gravel routes and finish like a champion. It was his love and encouragement that pushed me to achieve more than I thought possible. I am forever grateful for his unwavering support.
“Unexpected alliances were formed with fellow riders from different regions, bonding over their shared love for adventure and motorcycles.
Images source: BMW Motorrad SA
“The competitors were divided into different groups and pushed each other to their limits. Through teamwork, they discovered that true victory was not just winning the competition but forging lifelong friendships.
“THANK YOU, BMW Motorrad South Africa for hosting such a special event and providing us with an unforgettable, once-in-a-lifetime experience.
Images source: BMW Motorrad SA
“And so, as the sun set on the BMW GS Trophy Qualifier, riders rode off into the horizon, leaving behind tire tracks that whispered tales of courage, friendship, and the sheer joy of conquering the unknown.”
With the recent announcement that former FIM World Super Enduro Champion, Cody Webb, will be participating in the Roof of Africa this year, Sherco powered by Motul, has confirmed the rest of the riders who will be competing in the Gold Class and who all have one goal in mind: to ensure that Sherco riders dominate the podium at this iconic event.
“Sherco has an impeccable record at the Roof of Africa, but we thought we’d spice it up a bit more by bringing out some International Sherco athletes to mix it up with the local boys. We’re looking forward to having them here and they’re excited to ride in the beautiful mountain Kingdom of Lesotho” said Ben du Toit, Sherco South Africa.
Image source: Motul SA
Leading the charge is the reigning Roof of Africa champion, Wade Young. With an impressive record of seven Roof of Africa wins under his belt, Young is aiming to continue his dominance in the Maluti mountains this year aboard his Sherco SE 300 Factory. Having secured victory in last year’s event over Mani Lettenbichler the 2022 World Hard Enduro Champion, Young is once again the odds-on favourite to win this year’s Mother of Hard Enduro. “I’m coming into this year’s Roof fit and healthy! Last year I fractured 3 ribs leading up to the event and couldn’t train properly, so I’m really looking forward to my home race. I can’t wait to see what the new organisers have in store for us, I think it’s going to be exciting.”
Brett Swanepoel, the 2023 National Enduro Champion on his Trademore Sherco SE 300 Factory, also has his eye firmly on the top Gold spot, as he embarks on his ninth Roof of Africa. A seasoned campaigner, Swanepoel possesses the outright pace and experience of Lesotho’s challenging conditions that could see him clinch his first Roof of Africa win.
Image source: Motul SA
The international contingent includes Webb and Anthony Solar. Cody Webb’s illustrious career boasts a podium at Erzberg, three AMA Endurocross Championships, and that prestigious FIM World Super Enduro title. Webb’s versatility across various Off-Road motorcycling disciplines, coupled with his US National Trials titles and distinctive riding style, positions him as a formidable contender in the challenging terrain of the Maluti mountains.
Anthony Solar, the 2022 Australian Hard Enduro Champion, brings a wealth of Hard Enduro experience having already competed at Red Bull Romaniacs and he is now eager to conquer the Roof of Africa as well. This 28-year-old adds an additional layer of competition to the Gold Class.
Image source: Motul SA
Making his Gold Class debut at Roof is Daniel Peckham, Swanepoel’s Motul-backed Trademore Sherco teammate. Fresh off his victory in the 2023 National Silver Hard Enduro Championship, Peckham combines youth, speed, and determination making him a promising addition to the Sherco lineup.
“Motul is proud to stand together with the perfect mix of local and international Sherco riders at this year’s Roof of Africa. They all bring their own unique talents and incredible experience which should make for an exciting 3-day event in the Kingdom of Lesotho. This is also a wonderful opportunity for Motul to showcase our global partnership with Sherco, whose values of family-led management, innovation and performance are very much in common with our own values at Motul. And of course, we also share a real passion for racing,” said Mercia Jansen Head of Motul Southern Africa.
Image source: Motul SA
With a line-up boasting a blend of experience, youth, and international prowess, Sherco powered by Motul, is poised for an electrifying performance at the 2023 Roof of Africa. The anticipation is high as this powerhouse team sets its sights on victory in one of the most demanding and prestigious hard enduro events on the calendar.
Let’s be honest, shopping for rider safety gear as a woman has left many of us walking away feeling as though there just isn’t anything quite made for us. It’s either too bulky, not flattering at all, a horrible black leather or pink… Yes, I know some ladies actually like pink, but some of us would prefer anything but that.
Most women walk around looking as though they are either ready to scrape knee on the track or go on an intense adventure ride; not because they prefer that, but because it’s pretty much the most common type of gear on the market. Finding something that is comfortable as well as flattering enough to hop off the bike and pop into the mall is not an easy task. Some women even take the route of sacrificing safety due to this exact reason. This is something that I struggled with in the past and again recently when I needed to update my own gear.
Photo credit: Bjorn Moreira / ZA Bikers
Little did I know that MotoGirl existed! Ladies, why is no one talking about this brand, why am I only hearing about them now? Well, let me be the one to shed some light on this amazing find.
Who is MotoGirl you may ask–this my fellow lady riders, is a brand that specialises in female rider safety gear. You heard me right, each product is thought out and designed by a South African woman who saw the gap in the market; she understood the female body and all its unique curves, not to mention our particular sense of style. It’s this gap that inspired her to create rider gear that is woman-specific, each jacket and trouser has unique details that any woman who tries it on will instantly notice. It was such a pleasant experience to try on a pair of trousers that not only fit like a glove but also looked sexy (sorry boys).
Photo credit: Meredith Potgieter / ZA Bikers
MotoGirl is a UK-founded company, and Pieter Smith has made it his mission to keep the brand alive and thriving in our beloved South Africa. Although it mostly operates online, Pieter has opened a little store based in Centurion for those of you who prefer to fit your gear rather than buy online. Even though the option to physically try on your gear before buying is available, each product has a sizing chart on their website which you can use to measure different areas of your body to get your exact size.
Image source: MotoGirl
Ladies, I’m not just talking about a pair of gloves or rain jackets, MotoGirl has a wide variety of products ranging from rider cargo pants, and airflow jackets, as well as unique leather jackets, dungarees and casual wear. All the rider safety gear is tested in the UK and is UKCA & CE Certified. If you are looking to ride in style, as well as stay safe then this is a brand worth looking at. I for one couldn’t decide on what colour I wanted, and that is not an option I’ve been presented with before. Let’s just say, if I had some extra cash lying around I would have a jacket in each of the colours they offer…
Photo credit: Meredith Potgieter / ZA Bikers
Of course, I discovered them at such a convenient time, because not only was I able to find gear that I absolutely love, I get to tell you about them as we are heading into Black Friday! The timing was perfect, and MotoGirl is joining in on the craze. They will be offering up to 30% off on their products between the 20th – 30th of November. They are also offering free shipping all over South Africa for orders above R2500. This is a great opportunity to visit them and who knows, you might just find your ultimate female rider gear supplier–I know I certainly have.
Photo credit: Meredith Potgieter / ZA Bikers
Go check out their range at MotoGirl or feel free to pop by the store, you won’t regret it.
I took a cruise out to the recent Rally Raid event held at ADA, Heine Engelbrecht’s superb training facility out near Harties. While there, I saw a pimped-out Transalp 750 referred to as “Transalp Wild”. It looked spectacular. Full knobblies, Cycra handguards, Hyperpro suspension, fat bars, bash plate, crash bars, wide offroad pegs, quick shifter, Stealth slip-on, tiny indicators, and the back mudguard removed. It looked like a real offroad weapon. It turned out to be a Honda SA bike that they were experimenting with. Emblazoned with stickers and with the screen shortened and blacked out, it looked purposeful and aggressive. The front sprocket has also lost a tooth to shorten what is excessively long standard gearing.
Photo credit: Bjorn Moreira / ZA Bikers
Fast forward a month or two and I got a call from Pierre Terblanche from Footpeg Diaries, asking whether I would like to spend some time on the bike. Absobloodylutely! I picked up the bike and rode it over the next couple of weeks, riding town and around, with a bit of off-road thrown in. I found myself in a bit of a quandary. Motorcycles are literally where form and function meet. Take a Honda Fireblade for example. Its sole reason for being is to go fast on a racetrack and on immaculate roads. It is the part and completely looks the part, except for what it needs to make it roadworthy and street legal, everything else serves at the Altar of Speed. Similarly, a CRF 450 X is built to function superbly offroad and pays little attention to comfort or touring ability.
Photo credit: Bjorn Moreira / ZA Bikers
Adventure bikes are a different kettle of fish. These are the Swiss army knives of the motorcycle world. They need, foremost buyers, to cater to a broad set of needs. They need to smash huge distances in comfort, rail through mountain passes, cater for pillion comfort and be happy commuting to work. Having said that, there are some for whom adventure biking is their weekend sport. They get their jollies riding their adventure bikes over terrain which baboons struggle to traverse on all fours. For these guys (and guyesses) riding those routes on a plastic offroad weapon would not provide sufficient challenge and bragging rights.
Photo credit: Meredith Potgieter / ZA Bikers
I fall more into the first category. I use my bike day in and day out. I use it in my city travels, do extended tours, and less frequently traverse dirt roads and very occasional shorter gnarly tracks. These normally present themselves during the course of my travels, like when riding onto the pans in Botswana to view the pelicans and flamingos, crossing the pans from Kubu Island to Gweta, or tackling the deep sand tracks to a campsite in Khama Rhino Sanctuary or Elephant Sands. The fact is, most of my riding is on tar roads but I need the ability that the bike gives to access the places I want to go.
Your bike setup will depend on how you intend to use the bike. For example, full knobblies would make no sense on my bike. All the good road handling attributes of the bike are negated by the choice of tyre. I would have to endure the bulk of my ride so as to only enjoy a bit of dirt. A 50/50 tyre would be a better bet for me than an aggressive knobbly. Scorpion Rally STR’s rock both on road and off. Why you would put more aggressive tyres on your adventure bike and compromise so many of its strengths is beyond me. My suspension is adjusted to damp effectively through its stroke and perhaps bottom out gently on the biggest of hits. This way it gives the best ride, allows maximum traction and hooks up best on loose surfaces.
Photo credit: Bjorn Moreira / ZA Bikers
Honda’s design brief was to build a middleweight adventure bike that would cater to the broadest spectrum of needs and riders. It would work superbly on road, where it was likely to spend most of its time, and still perform adequately to enjoy a blast down a dirt road. As I stated in my assessment of the Transalp after the launch, I believe that Honda succeeded admirably in their task. Unless you are the closet dirtbike weekend warrior type that is. Then you would feel that it was not hardcore enough for your liking. The Transalp Wild is an attempt to present you with a Trannie with stubble on its face and fire in its belly. So, have they succeeded?
Photo credit: Bjorn Moreira / ZA Bikers
Well, they may have, but in my opinion, they have compromised the strengths of the standard Trannie too much in their quest for offroad performance. Starting with the tyres. The aggressive knobblies ruin the excellent road performance of the Transalp. Gone is the high-speed stability and front-end feel. Braking is similarly compromised. Now let’s talk suspension. There are two elements here. Preload, being how firm the spring in or on the shocks are, and secondly, the damping. This is vital as it controls the rate at which the spring compresses and rebounds over imperfections, bumps, and jumps.
Photo credit: Bjorn Moreira / ZA Bikers
It appears that a Hyperpro spring kit has been fitted to the bike. This entails progressive front fork springs and a firmer rear shock spring. Well, the standard suspension can do with a bit of stiffening up for offroad hard-charging, but the harder springs reveal and exacerbate a problem. The purpose of damping on shocks is to do what it says on the tin, literally ‘damp’, or slow down the bi-directional movement of the shock. Without damping the shock would bounce up and down uncontrollably as the shocks contract and then expand back to fully extended.
Photo credit: Bjorn Moreira / ZA Bikers
The standard springs are only just contained by the available damping. There is also no damping adjustment, as on the Africa Twin. A general rule of thumb is to dial up your rebound damping when you increase preload, to compensate for the more violent extension of the now greater spring tension. The firmer Hyperpro springs kick back harder but cannot be controlled by damping. The feel is now of a bike with a lot of ‘stiction’ in the shocks, with a harder, more compromising ride and poor shock travel control. I learnt this with my own Africa Twin. When I suggested to suspension guru, Hylton Hayward, that the rear shock was hopelessly soft and I thought it needed a stiffer spring, he found that it was just critically underdamped, even when adjusted to the max. Once revalved, at a fraction of the cost of new springs, it was superb. In fact, I was even able to back off from full preload on the standard spring.
The end result of the Transalp Wild is to have a bike that has none of the positive traits of the standard bike and a whole lot of new quirks built in. The ride now borders on harsh, yet when encountering even a small obstacle drives right through the stroke and virtually drags the belly pan on the ground. So, while the form of the bike is great, the function, in my opinion, has been compromised. This is a great pity because the engine is magnificent, made even more so by the shorter gearing.
Photo credit: Meredith Potgieter / ZA Bikers
I think that with a slightly different approach, the Transalp could be hugely enhanced and not at all compromised. If it was my call, I would have upgraded the protective gear, because that is what all adventure bike buyers need to do if the bike doesn’t come standard with those bits. That is common spending, so the initial cost of the bike, if lower, leaves you better off. Then buy a quality rear replacement shock. That will set you back around R10,000. You can spec it sprung to suit the type of riding that you favour. The front forks just need some enhanced damping which you can achieve by tweaking the fork oil. If the standard oil is 5 weight, go to 7,5 and voila, better damping. Pirelli Rally STR’s and you are sorted! Now you would have a bike that would work better everywhere.
The strengths of the Transalp are that it has a superb motor, is comfortable, and is relatively light. It is not a Yamaha T7 or KTM 890 offroad, but then again it is a more pleasant road experience than both those bikes. With the tweaks mentioned above it would be very competitive on total cost and be a truly great all-rounder. For those wanting a lighter Africa Twin experience, it would be a very viable option with its tidier dimensions and generally better manoeuvrability.
Photo credit: Bjorn Moreira / ZA Bikers
Consider for a moment that the best-selling adventure bike of all time remains one which on paper does not have the credentials to cut it, yet it continues to attract the bulk of buyers to this day. BMW’s venerable GS. The Transalp is just such a bike for the middleweight masses. Its broad spread of talents is undeniable and with a little tweaking, it can damn near be all things to all people. If you are that hardcore weekend warrior wanting to leave bits of yourself and your bike on gnarly trails ever so often, there are better bikes for your purpose, but for the everyday Joe, or should that be Jannie, the Transalp is just great!
Honda XL750 Transalp
For more information on the bike featured in this article, click on the link below…
In the middle of October our friends at Grotto to Gravel, Gus and Mariette Maartens, hosted an absolutely epic adventure to Mozambique. Their friend, Kenhardt Mallandain, came up with the idea, and another old buddy, Paul Grebe from the BMW Club in Centurion also got involved with the planning. In fact, Gus and Mariette were so swamped with arranging the BMW 100-year of Motorrad celebration that they handed over the Subaru Rum Run event planning to Kenhardt, the Grebe’s and Jean-Roux Alberts, who collectively did a magnificent job! Subaru Centurion and Nelspruit invited Subaru owners to come along and Grotto to Gravel had no problem getting a bunch of bikes together for the trip. The plan was to spend 4 nights at the spectacular and idyllic Lugar Do Mar resort in Macaneta, about 40 km north of Maputo.
Image source: Grotto to Gravel
The plan was to just have plain good old-fashioned fun. Various activities were part of the plan. A Tuk Tuk tour of Maputo, a cruise on a ‘party boat’ to Ilah Xefina and a Seafood evening on a veranda with typical island paradise sea views. Lugar Do Mar is a magnificent place. The perfect spot to chill and recharge your city-jaded soul. The planning and execution were next-level! Jean-Roux Alberts organised with TRAC 4 to allow the participants to drive straight through the 5 tolls on the N4. What a pleasure! Saving on toll fees is epic but not having to struggle with a bunch of bikes trying to ‘de-glove’ to pay is even better, saving a lot of time. Similarly, Paul and Annelize Grebe facilitated the border crossing, so it too was relatively painless.
Image source: Grotto to Gravel
The whole party left from Centurion Subaru early on the 4th and headed east with a song in their hearts. An amazing weekend was in the offing. As if the tolls and border crossing freebies weren’t enough, the whole party of 86 were treated to a brekkie at the Alzu Spur. A police escort was arranged to Lugo Do Mar itself. The route was tar all the way to Lugo Do Mar where a couple of km of sand had to be dealt with. The dreaded ‘sand monster’ did catch a couple of the bikes with low-speed capsizes where the only thing damaged is your ego. No worries, everyone settled into their superb accommodation and the festivities began. There were 13 Subaru’s, a microbus and 29 bikes in total.
Image source: Grotto to Gravel
For me, there are a few honourable mentions. Kenhardt’s 78-year-old mom chose to pillion on the back of Kenhardt’s 1250 GS, with her husband travelling by car. Hardcore Tannie, well done! Then we have Gus…the legend has been struggling with a lung ailment which requires him to have an oxygen cylinder on hand to assist with his breathing. No problem for our Gus. He modded his 1250 GS to accommodate his oxygen machine and it was game on in typical Gus fashion! To quote you, my friend, “jy het balsak!”. And then we have Belinda Esterhuyzen. Two weeks after having screws removed from her back after a back op, she could only leave a day late. Not to miss out on the fun, she left a day late and arrived at Lugo Do Mar at 3 am the next morning. Balsak!
Image source: Grotto to Gravel
Typical of these sorts of trips, they often dish up a few surprises. Frelimo were having a rally which some guys decided to attend on the spur of the moment. They came away with Frelimo T-shirts and another page in their book of crazy experiences. The weather played ball and was perfect for the duration. It was a weekend of fun, friendship, and comradery. You always know that it has been a good experience when someone waxes lyrical and writes a poem, recording the trip for posterity. The last two verses sum it up to perfection…
Image source: Grotto to Gravel
“With great friends by our side, we embraced the day, In Mozambique’s beauty we’d happily stay, Moments to cherish, stories to create, In this haven we found our fate.”
“In Lugar Do Mar, where memories unfurl, Our hearts and our spirits, in this Mozambican pearl, As the waves kissed the shore and the sky met the sea, We had the time of our lives, forever carefree.”
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Grotto to Gravel would like to extend their thanks to everyone for being so accommodating and making the trip so special. God willing, we can do it again next year.
South African racing royalty, Brad Binder, known for his exceptional skills on the track, is set to face a new and formidable challenge as he prepares to tackle the Roof of Africa Hard Enduro event in Lesotho. This marks Binder’s inaugural participation in the demanding event, showcasing his versatility as a rider and athlete.
With only two hours of prior enduro riding experience under his belt, Binder enters the Roof of Africa with a humble approach, emphasizing his determination to take on this challenging discipline of racing. Despite having no set expectations, Binder is eager to fulfil a long-standing dream of conquering the Roof of Africa, an event renowned for its unforgiving terrain and gruelling conditions.
Image source: Roof Of Africa
Binder’s busy racing calendar has finally aligned to allow him to pursue this dream, and he eagerly anticipates the unique experience that the Roof of Africa promises. The event, set against the breathtaking backdrop of Lesotho’s Maluti mountains will test Binder’s skills, endurance, and adaptability as he navigates through some of the toughest terrains and harshest riding conditions in the world of Hard Enduro.
“I’ve always had this dream of challenging myself at the Roof of Africa, and now the timing feels right. It’s a completely different world compared to MotoGP, and I have a lot to learn, but I’m excited to take on the challenge and tick the event off my bucket list,” said Binder.
Image source: KTM
The decision to participate in the Roof of Africa reflects Binder’s adventurous spirit and his commitment to pushing boundaries in the world of motorcycling. Despite being a top MotoGP contender, Binder is no stranger to embracing new challenges, and this venture into Hard Enduro demonstrates his passion for the sport in all its forms.
KTM South Africa is excited to field Binder on a 2024 KTM 300 XC-W in the 2024 Bronze class alongside brother, Darryn Binder as they throw themselves into the deep end of Hard Enduro riding. KTM group Marketing manager Grant Frerichs commented, “We have been speaking about Brad participating in the Roof for a few years now and this year his racing calendar ends the week before. Brad unfortunately has some testing commitments early in the week of the Roof but we will do everything in our power to have him on the start line of Around the Houses. Darryn will join Brad and they will tackle The Mother Of Hard Enduro together.”
Image source: Roof Of Africa
Follow Brad Binder’s journey at the Roof of Africa Hard Enduro through KTM South Africa’s social media channels and stay tuned for updates on this thrilling chapter in his racing career.
Even if Sunday’s race was a snore-fest, it was still hugely significant. Bastianini did his chances of staying with the factory Ducati squad no harm whatsoever with his dominant victory, helping his teammate’s championship hopes along the way, in the face of rumours that Jorge Martín could potentially be promoted to the factory seat alongside Pecco Bagnaia at Bastianini’s expense in 2024. It would be grossly unfair for Bastianini to lose his seat based on his performances this year as he has been massively compromised by injury and Sunday’s victory showed that he is a talent worth holding onto: let’s not forget his four victories in 2022 on a satellite Ducati, so easily forgotten in the face of a bad following season.
Image source: Ducati
Bagnaia then helped his championship aspirations by beating Martín into fourth place, clawing back some of the points lost to Martín in the Sprint race (Martín 3rd, Bagnaia 4th). Leaving the Far East for the last time this season, a lead of 14 points with two races and 74 points still up for grabs is nothing to be sniffed at. Those are the bare bones but, as usual, if you took the time to delve a bit deeper, there were many stories behind the on-track action.
Not least of the most significant was the post-race low-tyre pressure penalties handed out to several riders, the most important being Bagnaia, putting himself in the same position as Martín, in that one more transgression would result in a three-second penalty, which could have a drastic effect on the championship outcome. It will be disgusting if the championship is decided because of a rule that no one wants, which has only been implemented because of Michelin’s inability to produce a tyre that can withstand the forces being applied to it thanks to the proliferation of aerodynamic downforce aids. Or maybe the aerodynamic aids are to blame for putting too much pressure on the tyre? It is not for me to decide which view has more accuracy.
Image source: Ducati
There are some worrying trends in MotoGP at the moment, where it appears that decisions are being made without due consultation with the riders who are, after all, the ones putting their lives on the line every race weekend – now more than ever with the Sprint races effectively doubling the risk. The pressure on team personnel is also huge and the steadily increasing calendar will only exacerbate that. It’s a consequence of commercialisation, of course, but would we rather have a season of full grids every race or, as we have had this season, barely one race that has had a full grid of full-time riders? We got along very well without Sprint races for a long time and we all love them as it doubles our enjoyment every race weekend but is it worth it, if the championship is affected?
In effect, you are asking riders to compete in and complete two full seasons’ worth of racing in one season. Forget that the Sprint races are half-distance: the riders try no less hard because of it and the risks are exactly the same, but injury in a Sprint race has a bigger impact on the season as a whole because you have compromised your season for a smaller number of (potential) points.
Image source: MotoGP
Now you are telling riders that they have to run with a front tyre far too hard for effective grip when riding on the limit, which all these riders do every single lap. When a championship starts to encourage teams to have permanent reserve riders to take up the slack if the full-time riders are injured, then you know that things have gone too far.
The teams aren’t entirely blameless: the aerodynamic path down which they have all been forced to tread in order to keep up with each other could have been nipped in the bud early on but such were the performance gains, for which every team fights so hard, that they were extremely attractive. The same goes for the ride height mechanisms.
Image source: MotoGP
Now, I’m all for progress and I understand that MotoGP, like Formula 1, is the pinnacle of motorsport and should be a no-holds-barred contest, with the best engineering minds pitting their wits against the laws of physics and the rule book. To artificially rein in the technical progress of MotoGP would be to make it no better than production-based World Superbike racing but there comes a point where the so-called progress actually does more harm than good and we are at that point now, especially with regard to aerodynamic efficiency which have been proven to ruin racing in almost any category you’d care to mention where it has proliferated.
Should we really be cautious about giving too free a rein to the manufacturers or teams, as happened in the 1960s, ‘70s and ‘80s, or would it promote fascinating and possibly beneficial technical progress? Imagine if standard bodywork was mandated but the concession would be greater mechanical engineering freedom: would that work? Of course, the wealthier teams would always have an advantage and you’ll always run the risk of one team running away with every race and the championship but then perhaps a young and gifted designer could come to the fore with new ideas: remember Gordon Murray in Formula 1 with Brabham? All sorts of fascinating technical ideas that stretched the rule book wafer thin and were just on the right side of legality. The same with Colin Chapman of Lotus and their modern (and for the last 35 years…!) equal: Adrian Newey? Wasn’t racing all the more interesting for their input?
In the 1960s, technical progress in motorcycle Grand Prix racing was incredible, as was the engineering, and the Japanese factories pulled no punches and had seemingly bottomless cash pits. While Yamaha and Suzuki concentrated on two-stroke technology, Honda was determined to stick to four-strokes, which company founder Soichiro Honda felt had more relevance to road-going motorcycles.
Image source: Honda
However, for a four-stroke engine to match a two-stroke in terms of power for a given engine displacement, it has to have roughly twice the number of cylinders. This gave rise to the unprecedented sights – and sounds! – of Honda twin-cylinder 50 cc, four- and five-cylinder 125 cc and four- and six-cylinder 250 cc and 350 cc engines from the early to mid-1960s, all with stratospheric rpm limits and anything up to a dozen gears to compensate for the relative lack of torque: just astonishing, and it couldn’t last because the development costs were just too high. The F.I.M eventually stepped in and mandated the number of cylinders permitted for each class: the technical war had prevented anyone else from getting a look-in and it was killing the sport. Restrictions at that time helped save the sport, even if the four-stroke MV Agusta was dominant in the 350 cc and 500 cc classes for so long before the two-stroke Yamahas and Suzukis took over.
Image source: HRC
Honda left racing at the end of the 1967 season, with nothing left to prove having won everything, and revolutionised road motorcycling with the 1969 CB750. When Honda returned to racing in the early 1980s, the philosophy went against contemporary Grand Prix motorcycle design, which was completely dominated by two-stroke engines. The result was the frankly preposterous four-stroke NR, with its V8-turned-into-a-V4 engine, through the use of oval pistons that adhered to the letter of the law in that a 500 cc engine could only have four combustion chambers. Thus, each pair of combustion chambers of the Honda V8 comprised two cylinders with no cylinder wall between them, hence the oval piston. It had 32 valves and two conrods per piston. And was still only 500 cc, remember!
As a racing motorcycle, it was an abject failure but it was an incredible technical achievement and it says so much for Honda that the company would relent, re-group and re-energise itself and its two-stroke engines would dominate the sport for the next 12 or so years.
Image source: Honda
The rule book is there to not only inspire new engineering solutions (at the commencement of a new set of rules) and to preserve safety limits but also to shake up the engineering and design challenge every now and then. No one will ever say that safety isn’t the most important element of any racing series, but the minimum tyre-pressure rule is misguided and is going to kill the sport dead. This year there is a penalty system: first offence; a warning. Second offence a three-second penalty applied retrospectively, then a six-second penalty for a third transgression. Next year, it will be disqualification from the results for any transgression, with no questions and no leeway. It’s madness and, far from promoting safety, it actually makes things more dangerous as an over-pressure front tyre is an accident waiting for somewhere to happen.
Image source: MotoGP
For many years, riders ran under the recommended front tyre pressure with no danger of sanction and the irony is that the minimum pressure rule was introduced because the riders who stuck to the (unenforced) letter of the law were fed up with those who didn’t. Talk about your own goal! That the minimum pressure is now as high as when riders won races with the tyre at full temperature (and, therefore, pressure), is a miscalculation of epic proportions and smacks of Michelin’s legal department getting the jitters about an accident caused by a collapsing tyre due to being run under-pressure (which has never been a concern.) It’s normally called fear of litigation in the event of an accident, but the responsibility for that has now shifted from the tyre manufacturer to the rider, who has no input into the design and construction of the tyre, but who has to try and compete with the product and be blamed if it fails!
Image source: MotoGP
It is possible for a rider to start the race under pressure but then he is banking on the pressure rising with the temperature if he is in a pack of riders, and the temperature and pressure will rise and he can’t fight. But, if he is out in front, in clear air, then the gamble will backfire and he’ll be penalised for being under pressure. It’s a no-win situation: damned if you do – damned if you don’t.
It gives me no pleasure to concentrate on the negative sides of a sport that gives us so much pleasure. MotoGP is incredible at the moment and we have to take the rough with the smooth because there is so much more smooth than rough. I’ll take a boring race every now and then if the pay-off is what we’ve got more often than not. But those in charge need to listen to the riders a lot more.
We’ve got two races to savour before the season concludes and they’re going to be nail-biting affairs. Let’s hope that it’s a straight fight on the track and not in the stewards’ room afterwards.
It’s always sad when a long-standing and trusted dealership closes its doors and the loss of Linex Yamaha in Randburg was a particularly hard pill to swallow.
However, the good news is that they have merely relocated to the flagship World Of Yamaha premises alongside the M1 highway, in Marlboro, which makes a lot of sense as that stunning building is the perfect space for a dealership.
Photo credit: Bjorn Moreira / ZA Bikers
In addition to the full range of Yamaha road and off-road models, motorcycle accessories cover the floors of the showroom with premium brands taken on by AMP such as; Shoei Helmets, RK Chains, Progrip, UFO Plast and VR46 to name a few… In addition, there is also the full range of Yamaha marine products and an incredible selection of boats, not to mention the mouth-watering range of Yamaha musical instruments and hi-fi products. Do not expect to visit and not be seriously tempted.
Photo credit: Bjorn Moreira / ZA Bikers
With their extensive range of apparel and accessories aside, Linex Yamaha is also the home to Indian Motorcycles—a truly one-stop shop for all motorcycling, music and marine needs.
Photo credit: Bjorn Moreira / ZA Bikers
For more information, visit: www.linexyamaha.co.za or call 011 259 7600 or do yourself a favour and pay them a visit. Take either the Woodmead or Marlboro turn-offs on the M1 and use the Eastern Service Road.
I needed to do a quick trip down to Jeffreys Bay via Port Alfred and PE for some business. I was planning to go on my own all-road touring weapon, the Triumph Tiger 900 Rally Pro. Then I got to thinking… I phoned Triumph boss Bruce Allen and asked if he perchance had a demo 1200 Tiger GT for me to use on the trip. I was so impressed by the 1200 Tiger Rally Pro, that I was dead keen to test the bespoke 1200 tourer in the 1200 range. Bruce’s immediate retort was “Dave, I’ll go one better, we’ve just put a GT Explorer into demo, we’ll get some k’s on it, do the first service and you can pick it up on Wednesday afternoon”. Oh wow, the big Tiger with its 30-litre tank was just the ticket for the trip.
I picked the bike up from Triumph’s Sandton dealership. Bruce ran through all the functions of the bike with me before waving me on my way. Having bought bikes from Triumph, I can tell you that Bruce has brought a level of professionalism to Triumph that is not altogether common in motorcycle dealerships. Sometimes high on enthusiasm but lacking in professionalism, some dealerships fall a bit short with the details. Not so Triumph. Everything is slick, sorted and professional. Bikes are thoroughly prepared, full of fuel and presented to you with all the T’s crossed and the I’s dotted. Good job guys!
Photo credit: ZA Bikers
I negotiated the traffic back to my home in Pretoria, quickly familiarising myself with the big Tiger. Man, this was going to be a good trip, I mused. I got away by 8:30 on Thursday morning, somewhat apprehensive about what the weather would have in store for me. Mid-October and the temperature plummeted the further south I rode. So much for this Global warming BS! Just past the Grasmere toll plaza, I stopped to don my rain suit, which I wore all the way to Bloemfontein. A big tank is such a boon on a touring bike. The Triumph is extremely comfortable. The rider ergo’s are perfect, the seat is all day comfortable, and the screen works a treat. The motor is a peach. Smooth and powerful with perfectly linear fuelling, it punts you along effortlessly. The cruise control allows you to chill on the open road as the k’s fly by.
I filled up with fuel and grabbed a late brekkie burger then got back on the road. The Tiger was cruising at 135 km\h and delivering just short of 20 km/L. This gave an effective range of well over 500 k’s on a tank. I also made a huge judgment blunder. With the weather appearing to clear slightly I stashed my rain suit and rode towards Colesburg. Almost without warning rain swept in and I found it too dangerous, with the spray thrown up by the passing trucks which infest our national roads, to stop and get my rain suit on. I got properly drenched. And cold.
Photo credit: Dave Cilliers
The Tiger was reading an ambient temperature of a mere 10 Degrees. Only the heated seat and grips warded off hypothermia. I pulled into Colesburg where I put on all the warm clothes that I had and headed to my overnight stop in Cradock. Luckily the rain had abated, and I kept my rain suit off in the hope of blow drying. Safe in Cradock, I got my damp clothes off and dived into a warm bed after making some lifesaving coffee.
Doing a multi-day bike trip is such a proxy for life. Thursday was just a day to be endured. It was one of those “Are you having fun yet?” questions to which the answer was a resounding “No!”. Passing a line of trucks with a stiff breeze from the left meant that the copious spray coming off the wheels blew across the oncoming lane. To overtake, you need to drop back out of the spray, go as wide as you can to try and see if there is oncoming traffic, and if clear, nail it. To get past as quickly and safely as possible I would prod down twice on the seamless quick-shifter, and then let the big Tiger off the leash. Oh Lordy, the 1200 motor has serious mumbo! Re-engage the cruise control then repeat the process for the next traffic obstruction. The wide tank and decent screen offer decent weather protection if you can stay at speed. Unfortunately, you must back off for pedestrian traffic and that is when the rain and spray nail you.
As in life, crappy days are often followed by good ones. I rode out of Cradock early the next morning in sunshine. The early morning air was crisp after the rain and white clouds scudded across an azure sky. The GT Explorer revelled in the cool air, sucking in the oxygen-rich air and flew across the pristine landscape. I turned left to Bedford and then right onto the Grahamstown Road. The road was pockmarked with potholes, so I proceeded with caution. The potholes receded but the road remained bumpy as it undulated and swept through the Eastern Cape countryside.
Photo credit: Dave Cilliers
The electronic suspension was set on ‘Normal’ and did a magnificent job of keeping the Tiger stable and tracked through the less-than-perfect curves with precision. The 19” front wheel is just that bit more precise than a 21″. Many riders buy the 21” version Adventure bike for its superior offroad ability despite only seldom venturing off the tar. The GT is a case in point. It has perfect offroad credentials for the occasional foray on dirt, but with its more taught suspension and more tar-friendly wheel sizes is for many a better option. The big Tiger is a damn near flawless sports tourer.
Riding through Grahamstown is a stark reality check on the state of our nation. The university and cathedral city are a shadow of its former charming self. I left town and turned onto the Bathurst Road. The road meanders down the mountain towards the sea. The Tiger was feeling more and more potent as the dense coastal air bumped up the horsepower. I pulled off the road to take some pics of an immaculate little church built over 100 years ago. There is so much settler history in this part of the country.
Photo credit: Dave Cilliers
The weather was still good but there were mounting signs of rain towards PE. After winding up my business in Port Alfred I set off for PE down the road that hugs the coast and makes for great riding. Not about to make another rookie error, I suited up before the rain started again in earnest and persisted all the way to PE. The Tiger, with its sorted chassis and suspension, generates huge rider confidence regardless of how lousy the conditions are. I enjoyed the ride despite the rain.
After a weekend with family, I rode to Jeffreys for another business meeting. The rain had abated and despite some damp roads, made for good riding. I left Jeffreys just after lunch and sped past PE and into the mountains towards Cradock, where I was booked into a B&B for the night. Man, oh man, I loved attacking the Olifantshoek pass on the Triumph. The road can be treacherous with tight bends and damp patches in shady areas, not to mention the odd truck crawling up the steep inclines.
No sweat for the Tiger. The torquey motor and brilliant Brembos, backed up by cornering ABS inspired huge confidence. In no time I was over the mountain and running hard to Cradock. I filled up on arrival as I planned an early start the next morning for my run back to Pretoria. Such a pleasure having a good tank range. Leaving with a full tank it only requires two top-ups, at Cradock and Bloem to get home. Riding at a fair clip I saw a consistent 5,5l/100.
Photo credit: Dave Cilliers
Global warming? I don’t buy it. Riding out of Cradock at sunrise the Tiger was showing a mere 8 degrees! In October… The heated seat and grips kept me cosy as I sped across the vast Karoo landscape. The Tiger motor never feels stressed. It is velvet smooth at all speeds and absolutely devours distance. Colesburg came and went and before I knew it, I was rolling into Bloemfontein. Splash ‘n Dash and the Tiger and I were boogieing through the States.
Photo credit: Dave Cilliers
I rolled up to my gate before lunch, still feeling amazingly fresh. So much so that once the bike had cooled down, I gave it a good bath. And that is all I can criticise about the Triumph. It has more nooks and crannies than a Moroccan drug den! A good bike wash and a power washer will sort that out.
Fact is that this story will not be complete without talking a bit about the Tiger. Let me start by saying that it is a night-and-day improvement over the old Tiger. The first, and huge improvement that is immediately noticeable to anyone who has spent time on the older version is the heat management. The old bike was almost painful to ride on a really hot day. It washed hot air over your legs to the point that you would stand up on the bike for some relief. The new Tiger is sorted! Hot air is ducted away from the rider totally. My 900 could learn a lot from the 1200 in this regard.
The new 1160cc, DOHC, 4-valve per cylinder, T-Plane crank triple is so characterful. It brings a bit of braap braap to the whoop whoop. 148hp@9,000rpm and 130Nm@7000rpm provide all the shove that you will ever need, fed through a seamless 6-speed quick-shifter equipped gearbox, and tempered by your choice of 6 riding modes. Cornering traction control, blind spot radar and heated grips and seats round out a comprehensive package.
Photo credit: Dave Cilliers
Suspension is by Showa with 200mm of travel at both ends and semi-active electronic damping adjustable for the type of riding that you intend to do. I left it in Normal and found it coped perfectly with every road condition which I encountered. Wheels are cast aluminium with a 120/70/19 up front and 150/70/18 at the back.
An honourable mention must go to the shaft drive. Not only does it give you peace of mind irrespective of road conditions, but it is also truly unobtrusive. With no lash to speak of, it does little to remind you that it is shaft drive. Brakes are state of the art with brilliant Brembo Stylema callipers biting on 320mm discs up front and a single 282mm disc with a single pot Brembo calliper at the back. Powerful with a great feel.
Photo credit: Dave Cilliers
A 7” TFT display and My Triumph Connectivity allow the PlayStation generation to do their thing. Personally, I just want to get the vital info in the easiest way possible with the least amount of bother. The highly electronic nature of modern top-of-the-range bikes demands this kind of interface though. Once familiar with the workings it is not too difficult to navigate through all the functions.
With the 30-litre tank topped up, the big Tiger weighs in at a reasonable 255kg, a good 20kg lighter than the previous generation Tiger 1200. Luggage is built in conjunction with GIVI and works superbly. I just had a top box fitted as I had no need for panniers, with my brilliant Turkana Duffalo stash bag bungied to the back seat.
Photo credit: Dave Cilliers
Triumph has deals going on the new Tiger 1200s which effectively gets you on the road from around R295,000. It is an incredible deal for that sort of money, offering a bike that is close to flawless for its intended purpose. You need to ride one and see for yourself what I am on about.
Once again Triumph have paid attention to what riders in this class need and want and hit the bull’s eye. Good job guys, good job!
We all learned to crawl before we could run and cycle before we could ride motorcycles. The natural progression from pedal bike to petrol-powered bike has been the proven formula for centuries. However, the E-bicycle is slowly becoming the new natural progression into petrol-powered motorcycles for many youngsters. The fact is, most of us who ride motorcycles still ride bicycles to stay fit and to spend time with our mates.
Image source: Husqvarna
With there being an obvious connection between pedals and footpegs, we couldn’t be happier to see a motorcycle-focused brand like Husqvarna joining our other love, the love of cycling. So, just like the title of this article states, the wait is over and Mzansi will soon welcome the new kid on the block as Husqvarna E-Bicycles hit the South African shores. What we are promised to see is an exciting e-mountain bike range: a fleet of offroad machines that were designed with one thing in mind—pushing you to beat the unbeaten path, and not pull back the thrill.
Image source: Husqvarna
Being a direct lineage of one of the world’s oldest motorcycle manufacturers has its perks; for one, Husqvarna is far from being a fresh face in the world of two-wheel mobility but more importantly, Husqvarna bicycles are an evolution of a vision that has been refining itself for the last 127 years. Early beginnings saw Husqvarna produce its first bicycle in 1896 in the small town of Huskvarna, Sweden. Bicycle production quickly became the backbone of Husqvarna’s business, alongside the sewing machine.
Image source: Husqvarna
Fast forward to 2019, Husqvarna bicycles have been integrated into PIERER Mobility AG, the well-known Austrian group of companies that successfully houses brands such as KTM, Husqvarna and GASGAS motorcycles. Under its PIERER New Mobility wing, the group has given Husqvarna bicycles a new home and has created the newest and most sophisticated manifestation of the Husqvarna ingenuity. If the Husqvarna legacy is anything to go by, they are here for the long game and mediocrity just won’t do.
“Our intention is to bring innovative products to the market and to introduce new possibilities and experiences within e-mobility – by offering a portfolio that improves your riding and caters from beginners to pros. A product range that spans from electric balance bikes for youngsters to urban e-mobility for inner-city fun and to what we specifically focus on in South Africa, being an exciting range of e-mountain bikes, is about to empower our clients to conquer the most exciting trails this beautiful country has to offer.”, says Franziska Brandl, Managing Director at PIERER New Mobility SA.
Image source: Husqvarna
At the core of the product portfolio offered in South Africa lies the ‘MC’ or Mountain Cross – range: with the Mountain Cross 6, Husqvarna E-Bicycles has set itself the goal of implementing the brand’s attributes down to the smallest detail in an eMTB – making it the blueprint for all future developments. As an all-mountain all-rounder, the MC6 is engineered to excel on challenging and technical trails. Its versatility makes it the perfect partner, regardless of the biker’s riding ability: good riders get better on the eMTB, very good ones become excellent, and beginners find their way into the sport. Everyone expands their limits through intuitive handling with the promise of thrill in every ride.
Image source: Husqvarna
“This captures the essence of our Husqvarna range of e-mountain bikes”, says Sven Voigt, Brand Manager at PIERER New Mobility SA. “We offer bicycles that make you a better rider and products that take your riding further, with attention to detail, high-end components and a minimalistic yet functional Swedish design.”, he concludes.
Image source: Husqvarna
For the model year 2024, PIERER New Mobility SA focuses on a selection of full suspension eMTBs, starting with the Light Cross (LC) 2 and three models out of the popular Mountain Cross range (the MC2 as well as MC4 and MC6 which both come with carbon frames and 150 mm of suspension travel).
Image source: Husqvarna
The range is rounded off with the downhill charging Hard Cross (HC) 4 model, featuring Shimano’s EP8 motor with 85 Nm of pedal-assist power to flatten out leg-burning climbs and allow riders to put all their energy into the descents. This Enduro-minded model comes with 180 mm suspension travel up front and 170 mm at the rear and a strong alloy frame with mullet wheel configuration.
Image source: Husqvarna
Understanding the importance of protection, Husqvarna E-Bicycles offers an attractive range of riding gear, speaking the same Swedish design language that the brand has become known for over the years. From protective gear to casual wear, Husqvarna E-Bicycles is ticking all the boxes.
Image source: Husqvarna
For more information and an authorised Husqvarna E-Bicycles dealer in your area go to: www.husqvarna-bicycles.com
The Vespa is an Italian icon of style and panache but what is often not appreciated is the overall quality, which might be reflected in the price but which puts them head and shoulders above any other scooter on the market.
Photo credit: ZA Bikers
Pulling through to the stunning Vespa haven in Rivonia, better known as Vespa Johannesburg we got to chat with Jason Liebenberg (general manager), who had some exciting news about their collaboration with Liqui Moly SA.
Photo credit: ZA Bikers
Any good piece of engineering needs the best liquid products, from lubricating oils, coolants, brake fluids and even cleaning and maintenance products and some of the best on the market are those from Liqui Moly, a company that has a large footprint in the South African market.
Photo credit: ZA Bikers
Vespa South Africa has recently secured a partnership with Liqui Moly SA and all Vespas will now be serviced using Liqui Moly products at all stages of the servicing and maintenance process, while Liqui Moly products will be on sale at the Paulshof showroom.
Photo credit: ZA Bikers
I don’t know about you, but whenever I’ve seen a Vespa it is usually gleaning in the sun and begging me to open my wallet, just like any Italian automotive exotica. Liqui Moly offer a line of cleaners that get the rest dropping jaw and wanting to join the Vesparados.
LIQUI MOLY Cleaner
Keeping your Vespa clean is relatively easy as they don’t have massive brake discs or chains, which means they don’t get as dirty as a normal motorcycle would.
Photo credit: ZA Bikers
To start the cleaning process off, grab a bottle of Liqui Moly’s Motorbike Cleaner. It comes in a 750ml bottle and has a nozzle that can be adjusted to spray wide and at a thick consistency. Spray it on, leave it on for a few minutes, then wash it off and all the dust and gunge comes off effectively.
Vespas are known for their finer details, so to enhance those features that may have dulled up over time, we would advise using Liqui Moly’s Detailer.
Photo credit: ZA Bikers
Designed for a quick touch-up, it is perfect for removing light dust and grime, leaving the surface with a protective coating. Spray your Vespa with Detailer then rub it up with a clean microfibre cloth. The Detailer leaves no ‘bloom’ on the surface and rubs to a glossy lustre. In no time your Vespa will look better than new again. An excellent product which is an absolute doddle to apply.
Just because your Vespa has a classic design, this doesn’t mean it has to function or sound like it’s from the 1960s. To keep those electricals, pivoting bolts, and rubbers from squeaking we would suggest using Liqui Moly’s Multi-Spray. As well as preventing squeaks and moisture, Multi-Spray also helps prevent corrosion.
As you can see, Liqui Moly has some very specialised motorcycle maintenance products to keep your Vespa in immaculate condition, they even include a spray called Rat-Ban that deters rodents from making a tasty meal of wiring and other rubber fittings on bikes that might be laid up for long periods (like your Vintage Vespas for example), which is when they like them the most. Who would have thought?
For more information, contact Vespa South Africa on 011 440 7649, or visit the showroom at 5 Achter Road, Paulshof. It’s the same centre where you’ll find MotoMate and Bike Shop Rivonia.
When riding a motorcycle a helmet is bar none the most important piece of the puzzle, but for those who ride dirt bikes, goggles are just as important. You literally won’t last a race start or even the first few meters riding behind a mate in the sticks and that’s because our eyes are extremely vulnerable. I mean, pilots back in the day used to fly with sunglasses, hence the most famous of them all, the “Aviator” sunglasses. Eventually, goggles were the way to go for all things petrol-powered from the late 1930s onwards.
With a heritage going as far back as 1925 with the manufacturing of motorcycle handlebar handles starting it all, we welcome the well-known Italian brand Progrip. Since Progrip’s inception, they have been heavily involved in racing and with this DNA they continuously strive to produce high-quality products used and tested by world champions. Progrip’s product range is as diverse as you can imagine, but in our case finding a set of goggles whilst heading into the new season was the challenge.
Photo credit: Bjorn Moreira / ZA Bikers
The local importer’s AMP put three striking options on the table, we are talking about the Progrip 3205, 3300 Fluorescent and 3300 Transparent goggles.
Many people think choosing the right goggles is left to personal preference, but actually, it is firstly dependent on your helmet’s shell shape. With the two Progrip goggles I know they fit my new Bell Moto-9 just right, but which one should you go for? Budget wise and if you like the more traditional look, you should slide on the 3300.
Photo credit: Meredith Potgieter / ZA Bikers
This is a pair I’ve bought with my loot in the past and I currently ride with them now. Although more traditional the 3300 goggles lose nothing in quality. Right out the bat, you’ve got two choices when it comes to these goggles, you could go for the clear or the fluorescent lens—both are equally spec’d. I went for the fluorescent as they dell down our bright skies and look pretty sweet too. Although visually different in looks, both goggles are spec’d with a 1 mm thick lens that is both anti-UV and scratchproof. Additionally, you’ve got pins incorporated into the lens for tear-offs.
Photo credit: Bjorn Moreira / ZA Bikers
The goggles are soft to the skin with a dual-density sponge and on this pair, you’ve got an awesome ‘flow yellow’ -coloured water-repellent velvet material on the rim. On the bands, you’ve got a triple silicone strip which helps secure the goggles onto the helmet in dusty and wet conditions. The 3300 offers great value for money at R575 for the transparent and R675 for the fluorescent. As mentioned, I ride with these personally and for the price you could buy a couple for different colour kits or for those rainy days.
Photo credit: Meredith Potgieter / ZA Bikers
Then we get the stylish Progrip 3205 magnet lens goggles, which are hands down the best-looking of the bunch. For many, these will remind you of slopestyle skiing goggles and yes, you either love them or you don’t. Fortunately, I think they are the dog’s bollocks of goggles (super cool).
Photo credit: Bjorn Moreira / ZA Bikers
So, what sets these goggles apart from the rest? For me at least it’s the wider field of vision, allowing you to worry less about turning your head and using your eyes instead. The wider field of vision is thanks to the magnetic lenses and on top of this Progrip has thrown in some new technology in the form of fogproof lenses—this lens technology patented “NO FOG” holds the best performance on the market. Additionally, they come equipped with anti-UV and are scratchproof.
Photo credit: Bjorn Moreira / ZA Bikers
Interior-wise they are similar to their more affordable siblings with the same dual-density sponge with water-repellent velvet and triple silicone strips on the elastic band. Overall, the fitment is tighter, they fill more surface area on the face of the helmet, which in turn allows less dust to enter. We see the 3205 competing with the best in the market for a very competitive price of R1,175.
Photo credit: Bjorn Moreira / ZA Bikers
So, there you have it, with December around the corner we think one of these goggles from Progrip will slide comfortably under the Christmas tree.
In November 2012, a young motorbike racer from KwaZulu-Natal rocked the world of endurance motorbike racing with his epic debut, becoming the youngest-ever Roof of Africa champion in Lesotho. Now at 27, Wade Young, known for his exceptional talent, joins forces with the Goliaths in their latest ‘Giving It Gears with Jason Goliath’ episode. Together, they blend the riveting nature of endurance motorbike racing with South African humour, delivering an exciting experience for audiences worldwide.
When discussing his time shooting the episode, Young described his time on the show as “an unreal experience,” highlighting how naturally funny and easy-going the Goliaths are, making him feel right at home in front of the camera. “It was a lot different to what I am used to being at the race,” acknowledges Young.
Image source: RedBull
When sharing how he balanced the intense world of hard enduro racing with humour, Young noted that “…it plays well with each other. Everyone can relate to humour.” He believes the episode can introduce new viewers to the world of hard enduro through laughter.
In the episode, Wade Young pushes his limits in hard-enduro racing, a discipline that requires rigorous mental preparation. Wade explains, “In my day-to-day training, I am analysing my skills and improving my fitness. On race weekends or any challenges in life, I try to gather as much data and info around what I am doing to put my skills to use in the best way possible.”
Image source: RedBull
As the motorbike racer reflected on his time working on the show and with the Goliaths, he fondly recalled “…chatting to them when the cameras weren’t rolling, genuinely good guys with big ambitions and goals in life. As funny as they are, they have a great understanding of people and how life works.”
Image source: RedBull
Naturally, there were plenty of funny and unexpected moments during the filming, and Wade mentioned that the camaraderie with the Goliaths was a constant source of laughter. Young laughs as he shares an unforgettable moment, saying, “Nicholas Goliath sucked the petrol out of my tank and he got a bit in his mouth, I know exactly how it tastes and he played it off well.”
Image source: RedBull
When stating what he hopes viewers gain from the show, Young says it would be to “…encourage people to get out and go on adventures, see Sani Pass and what our country has to offer.”
Experience all the excitement and action by tuning in to the “Giving it Gears with Jason Goliath” episode on November 8, 2023. Watch it here: Giving It Gears – Wade Young.
The French helmet brand Shark has been making waves in the helmet industry for almost 40 years. Whether it be the first helmet with visible carbon in the 90s, the first helmet in the world to be ECE certified in a full and open face, the first 4-mm visor with an optical 1 class rating or leading the charge in industry safety with the 2015 Skwal being the world’s first helmet to incorporate LED lighting—Shark is always seeking new heights.
Shark is no small-time player in the industry, they manufacture over 300,000 helmets per year, create new concept helmets annually and with the two founders Robert and Andre Teston, Shark guarantee high levels of performance and safety that exceed all standards. The same can be said about the South African Importers of Shark helmets, Langston Motorsports. What started as a father and son taking on the world of Grand Prix racing and importing premium products for themselves and close friends, soon turned into a business that has been successfully run and known for only premium products for the last 24 years.
Image source: Shark Helmets
What sets Shark apart from the competition? Firstly, all Shark helmets are designed in France and are manufactured using what Shark calls ‘Reverse Engineering.’ Reverse engineering is when a helmet is designed from the inside out, which ties in with Sharks ‘Best Fit’ development. They do this by using the rider’s head shape as the starting point and then perform 3D head shape scans for the best fit. As a result, every line, curve and feature of a Shark helmet must have a function and purpose which positively benefits the rider.
So, with Christmas around the corner, Langston Motorsports want to tease you with three new and improved daily commuter Shark helmets. We are talking about the exciting and techie Skwal i3, the practical D-Skwal 3 and Shark’s favourite entry-level Ridill 2.
Image source: Shark Helmets
SKWAL i3
The Skwal i3 is the most exciting and attractive as far as looks and safety go out of the three Sharks we’ve got here today. 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 for 2023. 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.
Image source: Shark Helmets
This is a feature that I think for the South African 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, this makes it even more difficult for them to see our low headlights and taillights on the roads. This is where the button located on the left side of the helmet comes in handy. This activates the front lights and rear brake lights that flash three times a second during normal braking, and five times per second when braking harder. The i3 has a USB charge port behind the neck pad for charging the internal battery, which lasts riders 12 hours of use.
Image source: Shark Helmets
Tech aside, the Skwal i3 is an UNECE 22-06-compliant full-face helmet and comes in a selection of graphics, solid colours and is made from a high-impact Lexan injected polycarbonate structure combined with multi-density EPS shells. On the head, this year’s i3 fits snug, has a higher quality interior than the D-Skwal, has fixtures for the Sharktooth® Prime intercom and for those who wear glasses, there are additional sliders for comfortable positioning.
Image source: Shark Helmets
As far as airflow goes, you’ve got four inlets, two on the chin and two right at the top of the helmet. Without having spent any time riding with the helmet as of yet we can’t say whether the airflow is sufficient or if having no exhaust vents will be affected by our hot climate. Airflow aside, the i3 has an anti-scratch and anti-fog sun visor, tool-free removable high-resistance optical class 1 anti-scratch screen and is equipped with a PINLOCK® 70 and tension adjustment levers.
Image source: Shark Helmets
What really intrigued me about the i3 is that it only weighs 30 grams more than the D-Skwal 3 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 in a street helmet.
D-SKWAL 3
The D-Skwal is all the helmet the i3 is, minus the LED lights and higher-quality interior. Frankly, LEDs aside the D-Skwal is still extremely comfortable and looks killer compared to the outgoing Skwal 2 lid. The third generation of the D-Skwal really does leave its mark with an even more aggressive look and exceptional new standard features mentioned above.
Image source: Shark Helmets
The elongated look and rear spoilers make this year’s Skwal for me, look like Shark’s sporty Spartan RS. Until pricing is announced and you’ve slid on both Skwals onto your head, the only determining factor will be personal preference.
RIDILL 2
For the newbies and budget buyers the Ridill 2 is an awesome option from Shark. As far as looks go the Ridill has a more rounded look compared to the Skwals, loses the rear spoilers and has a more budget interior. However, this is nothing to be concerned about, in fact, the Ridill has exhaust vents for expelling air out of the helmet, unlike the two Skwals.
Image source: Shark Helmets
As far as the shell, visor and sun visor go the Ridill is on the same page as the Skwals, this means the Ridill offers the same safety standards and an exceptional level of equipment for what we think is going to be a no-brainer of a price come December. The Ridill is also lighter than both Skwals at 1470g. When it comes to sizing you can expect to find a helmet from Shark in a XS up to XXL.
So, there you have it, if you are craving a new lid or want something that stands out going into 2024, give Shark Helmets a closer look.
Creating decent content for our clients requires transporting camera equipment and the like to some weird and wonderful places, as some of you may already know, we bought a Suzuki Jimny late last year as a backup vehicle for doing such a job.
Photo credit: Bjorn Moreira / ZA Bikers
We’ve told you about several upgrades that we’ve done to our Jimny to fine-tune the vehicle to suit our requirements in our ongoing blog.
Next up in our build project was turning our Jimny into the Ultimate Micro Overlander.
We’ve been researching for a while now several roof-top tent options that are available for the Jimny, personally, I like the clamshell roof-top tent design as they are so simple and easy to use. Unfortunately, at the time of purchasing our Jimny, these types of tents were all generally too heavy for a Jimny as they had been designed for much bigger 4×4 vehicles.
Photo credit: Bjorn Moreira / ZA Bikers
So we were stoked to hear that the Cape Town-based and internationally renowned 4×4 accessory company Alu-Cab had launched a ‘light-weight’ version of their clamshell design roof-top tent which they specifically developed around the Suzuki Jinmy.
Okay, so before we dive into the features/specifications of the roof-top tent, I first want to discuss the fitment and storage aspect of owning an LT-50.
Photo credit: Bjorn Moreira / ZA Bikers
First up, we’ve fitted Alu-Cab’s LT-50 Wall Mount in the garage at our offices. This is a very cleverly designed mounting system made up of 3 main parts; there’s a set of hinged brackets mounted at ground level that keeps the LT-50 off the floor, what I like about the design of this bracket system is that you can kick the brackets out (one side at a time) which enables a single person to lower the LT-50 onto the floor without needing any assistance from a second person.
Photo credit: Bjorn Moreira / ZA Bikers
There’s a padded base plate mounted higher up on the wall with a strap running through the back which holds the LT-50 snuggly in place—it takes minimal space in the garage when stored.
Photo credit: Bjorn Moreira / ZA Bikers
Talking more about single-person fitment, for me ‘personally’ I wanted to be able to fit the LT-50 on/off my Jimny without needing any help. So I made a simple pulley system so that I could lift the LT-50 into the air, drive my Jimny underneath and then lower it down into position (please note: that a pulley system is not totally necessary; if you have an extra set of hands then lifting the tent onto your load bars or roof rack would be straightforward).
Photo credit: Bjorn Moreira / ZA Bikers
Finally, we opted to mount our LT-50 onto a set of Alu-Cab’s Load Bars using their Load Bar Mounting Kit, the kit is made up of 8 brackets (4 that mount underneath the LT-50 onto the side channel of the bars, and 4 that mount from the sides of the LT-50 onto the top of the bars), the load bars have gutter mount feet which then fit onto the Jimny’s roof gutter system. What we do is keep the load bars mounted to the tent all of the time (because we have a secondary roof rack system), so that when we remove the tent from our Jimny we just loosen the gutter feet mounts, lift the LT-50 in the air, and then drive our car out from underneath.
Photo credit: Bjorn Moreira / ZA Bikers
Alu-Cab tells us that they are developing a quick-release system which will work with various roof rack systems, as soon as these are available, we will test them out on both our rack systems and give you our feedback…
Out in the Field:
We headed out recently to the Magaliesburg region on a mini-weekend adventure to test ride Husqvarna’s Norden 901 Expedition. This was a perfect opportunity for me to properly test out our new LT-50 Roof-Top Tent from Alu-Cab.
So let’s now dive into the specs…
The LT-50 weighs in at only 50kg (including the mattress) which is ideal for small vehicles such as the Jimny—where weight really matters.
Photo credit: Bjorn Moreira / ZA Bikers
It is made from a lightweight hard-shell aluminium construction, which can carry additional gear of up to 30kgs. There are mounting channels on the sides of the LT-50 where you can fix an 8mm eyebolt so that you can strap down your gear; we’ve opted for the additional Roof Molle Plate which increases the loading capacity to 50kgs, you can then mount and fix your gear directly onto the Molle Plate.
The LT-50 has a streamlined aerodynamic profile, which is wind-resistant thanks to its single-sided opening. I’ve tested this driving to and from the Jimny Gathering in Clarens and I can tell you that there is minimal wind noise and drag.
Photo credit: Meredith Potgieter / ZA Bikers
Opening/closing the tent is the real party trick of the LT-50, it is so simple to do; I’ve even demonstrated this act with intrigued fuel attendants when filling up at a gas station, to which their eyes lit up in amazement. You simply open the latches and push upwards, and then the stainless steel 316 marine-grade gas struts take care of the rest.
Photo credit: Bjorn Moreira / ZA Bikers
Voila! your tent is erected; your mattress is a permanent fixture, so all you really need to do to finish the set-up is to attach the Telescopic Ladder (optional extra) take in your pillow and blanket and you’re set up for the night—it’s that simple.
Photo credit: Bjorn Moreira / ZA Bikers
Closing down the LT-50 is a doddle, all you need to do is pull on the extended rope handle and then close it and lock it—it doesn’t get much easier than that.
Photo credit: Bjorn Moreira / ZA Bikers
Once opened, there are 3 points of access, at the front and on both sides. There’s a double zip mechanism so if everything is zipped up then it’s pitch black inside, if you zip down the inner zip then there’s a midge-proof mesh screen which gives plenty of ventilation for those hot South African summer nights. On the nights that I’ve slept in the tent, I’ve zipped the top down on both sides ever so slightly, revealing a bit of the mesh, which gave me enough ventilation and also it wasn’t too dark.
Photo credit: Bjorn Moreira / ZA Bikers
The fabric is a dual-layer 280gsm UV-resistant ripstop canvas. We’ve fitted the Rain Cover (optional extra) to our LT-50 which fastens with velcro at the top and then extends out with provided poles, giving you extra protection in the event of rainy weather. On the nights that I’ve slept in the tent it has been dry so I am not able to comment on this aspect.
Photo credit: Bjorn Moreira / ZA Bikers
Comfort-wise, the top and bottom of the cabin are insulated, then there’s a 60mm high-density foam mattress with a zip-off cover. I do not come from a hard-core camping background (I like my comforts in life), so for me personally, sleeping in the LT-50 was more of a glamping experience, I found it to be very cosy and I slept well in the tent.
Photo credit: Bjorn Moreira / ZA Bikers
I liked the fact that whilst out during the day on an adventure, I wasn’t stressing about where I was going to sleep that night, as I knew I had a home-away-from-home sitting on top of my Jimny. So I could enjoy the adventure with the peace of mind of having one less thing to worry about—that’s flipping cool if you ask me.
Photo credit: Bjorn Moreira / ZA Bikers
Other things to mention, we have also fitted to our Jimny a few other accessories from Alu-Cab. First up is the Exterior Molle Plate that we’ve mounted a set of 5L Jerry Cans onto (Alu-Cab has a Jerry Can Mounting Kit available for this).
Photo credit: Bjorn Moreira / ZA Bikers
This was particularly useful for topping up the Husqvarna with fuel when out in the field. Obviously with the Jimny not having a big fuel range, when on an extended trip, carrying an extra 10L of fuel along gives you peace of mind, especially when out in some remote areas (like Botswana for example).
Photo credit: Bjorn Moreira / ZA Bikers
We’ve also fitted to the inside rear door of our Jimny, Alu-Cab’s Rear Door Dropdown Table, this is so useful when camping, it even has a pull-out wooden chopping table that I’ve been using mainly for boiling a kettle in the mornings to make a cup of coffee. A very practical addition for Jimny camping enthusiasts. 10 out of 10 from me.
Photo credit: Bjorn Moreira / ZA Bikers
Last up is Alu-Cab’s Spotlight Bracket, we’ve fitted these along with a set of spotlights that turn on/off using a button located underneath the steering column. It is one of those items that you didn’t realise you needed until you had them fitted. I tested them when leaving the Suzuki Jimny Gathering at 05:00 in the morning, the camp we were staying at was just outside of Clarens, and was several kays from the main road, so it was very dark. Once the lights were switched on they lit up my pathway giving me excellent visibility, so much more so than the standard lights on the Jimny. Very impressive indeed!
Photo credit: Bjorn Moreira / ZA Bikers
Overall we are very happy with our Alu-Cab additions that we have fitted to our Jimny and we look forward to many adventures ahead with our new Micro Overlanding Machine.
See below for further information…
Dimensions & Weight:
Overall Dimensions: (L x W): 2258 x 1261mm
Height Roof Closed: 172mm
Roof Open: 1155mm
Tent Weight: 46kg
Mattress: 4.55kg
Mattress Dimensions: (L x W): 2070 x 1085mm Depth: 60mm
The annual two-wheel festival of everything that is new and good in motorcycling that is the EICMA show is taking place in Milan, Italy this weekend. The first two days are for the press, who get to see the reveals of new models from the world’s motorcycle manufacturers, some of which have been seen already in online launches but others which are being seen for the first time.
It would be impossible – and wrong – to say that some new models are more important than others as, to their respective manufacturers, they are all important. So we’ve decided to present them to you in alphabetical order, to save insulting any fragile egos!
Ducati Hypermotard 698 Mono
Image source: Ducati
First up is the new model that will be powered by Ducati’s first single-cylinder engine in their decades, the Hypermotard 698 Mono. In effect, the engine is one cylinder of the Superquadro engine as used in the 1299 Panigale but updated with MotoGP-derived technology as found in the Panigale V4R engine. 77.5 horsepower is developed, which can be boosted to 85 horsepower with the fitting of a Termignoni racing exhaust system.
Image source: Ducati
The frame is the traditional steel tube trellis affair, the wheels are cast alloy and the swing arm is double-sided. Overall weight is a respectable 151kg. Fully adjustable Marzocchi suspension and Pirelli Diablo Rosso IV tyres are fitted, as is a Brembo M4.32 brake calliper acting on the single front disc.
Image source: Ducati
Huge electronics package, including traction control, wheelie control, engine brake control, launch control, quick shifter, cornering ABS and a ‘Slide by Brake’ function for that proper supermotard riding style.
Kawasaki Ninja 500/Z 500
Image source: Kawasaki
Kawasaki continues the upward trend of its parallel twin-engined models, which started at 300cc, went to 400cc and are now sitting at 500cc. Actually, the actual displacement hasn’t been given and neither has the horsepower figure but we do know that there will be a faired Ninja and naked ‘Z’ models.
Image source: Kawasaki
The trellis frame remains the same and there will be SE versions of both: the Special Edition variants, in both cases, also come with different paint options compared to the standard. The standard option for the Z 500 is ‘Metallic Spark Black/Metallic Matte Graphene Steel Gray’, and ‘Metallic Spark Black/Metallic Flat Raw Graystone’ for the Ninja 500.
Image source: Kawasaki
‘Candy Persimmon Red/Metallic Flat Spark Black/Metallic Matte Graphene Steel Gray’ and Candy Lime Green/Metallic Spark Black/Metallic Matte Graphene Steel Gray’ are the Z 500 SE’s choices, while the Ninja 500 SE is available in either ‘Lime Green/Ebony’ or ‘Metallic Matte Dark Gray/Metallic Flat Spark Black/Metallic Moondust Gray’.
Kawasaki Z 7 Hybrid
Image source: Kawasaki
More from Kawasaki, which appears to be ignoring the electric drive path of rival manufacturers in favour of a hybrid system. Following on from the faired Ninja 7 Hybrid that was launched earlier in 2023, there is now a naked Z 7 Hybrid.
Image source: Kawasaki
Making use of the same 451cc twin-cylinder combustion engine and 9kW traction motor combination as the Ninja 7 Hybrid, the Z 7 Hybrid makes the same 58bhp as its faired sibling, and offers up to 12km of electric-only drive before the internal combustion engine (ICE) kicks in to charge the battery.
Image source: Kawasaki
An ‘Eco-Hybrid’ mode provides a combination of electric and ICE power, and for the rider to select either manual or automatic gearshifts. Manual shifting is operated via a switch on the left bar, which has no clutch lever. As with the Ninja 7, the Z 7 also features a ‘walk mode’.
KTM 990 Duke
Image source: KTM
Filling out the KTM Duke range is a new 990 model, with an enlarged LC8c parallel twin as found in the 790 and 890 Duke models, this time being of 947cc and developing 123 horsepower and 103Nm of torque.
Image source: KTM
The recipe for the rest of the bike is pure Duke but something which has not been mentioned by KTM much since last year has been the ‘Demo Mode’, present on the 990 Duke. It means that all of the electronic options are available for the first 1,500km, and then the owner of the bike has to take it to a KTM dealer and tell them which electronic options they want to keep, and which ones they can do without, and pay an according fee to keep the options they want.
Image source: KTM
All the usual electronic rider aids – ABS, traction control, wheelie control, launch control and even cruise control, while there are three preset riding modes and two optional modes, Track and Performance, which are user-configurable. It will be available in two colours – ‘Electronic Orange’ and ‘Black Metallic.’
MV Agusta LXP Orioli
Image source: MV Agusta
MV Agusta has been threatening to enter the adventure segment for a couple of years and now it has become reality with a three-cylinder-engined model, called the LXP Orioli, a tribute to Italian Edi Orioli, whose four Dakar Rally wins include two aboard Cagiva’s Elefant (1990 & 1994).
Image source: MV Agusta
The new model takes off from where the projected Lucky Explorer models left off, being powered by a re-engineered version of MV’s existing 800cc triple. Capacity has grown to 931cc thanks to a bigger bore and a longer stroke, with peak power up to 122bhp. Maximum torque is 75 lb-ft, with a curve so fat and flat that 85 per cent of it (64 lb-ft by our sums) is available from just 3000rpm.
Image source: MV Agusta
As with MV’s current triples, the crank spins backwards to improve agility. The LXP Orioli’s motor serves as a stressed member of the chassis. It’s held in place by a new steel beam frame, with a bolt-on double cradle and detachable rear trellis subframe. The swingarm is cast aluminium and is twin-sided.
The suspension is by Sachs, has 210mm of travel at both ends and is fully adjustable. There are 21-inch/18-inch spoked wheels and Brembo Stylema calipers. There is a 20-litre tank and an overall weight of 240kg.
Image source: MV Agusta
Electronics include a seven-inch TFT dash with Bluetooth and WiFi connectivity, keyless ignition, cruise control, a two-way quick-shifter, four riding modes, lean-sensitive ABS and traction control, adjustable engine braking, front lift control, and even launch control. The LXP Orioli also comes with a pair of aluminium panniers, LED fog lights, an engine skid plate and crash bars, plus a Termignoni titanium silencer in a Dakar-style kit box. Only 500 are slated to be built and don’t expect it to be cheap!
Suzuki GSX-8R
Image source: Suzuki
When the brilliant new GSX-8S arrived earlier this year, it was fairly obvious that Suzuki would be developing the platform into alternative models and this was confirmed by the arrival of the faired GSX-8R, which will go head-to-head with the likes of the Yamaha R7, Aprilia RS660 and Yamaha’s XSR900 GP.
Image source: Suzuki
It shares much in common with the GSX-8S, using Suzuki’s first all-new frame and engine in more years than we can remember. There’s a tubular steel frame with a separate aluminium subframe, within which lives a 776cc parallel twin featuring a 270-degree crankshaft, giving a V-twin-like offset firing order. Suzuki’s Cross Balancer keeps everything nice and smooth.
Image source: Suzuki
There’s now a full fairing and screen, integrating the double-stacked headlight arrangement of the 8S. There are now separate forged aluminium handlebars bolted to the top of the triple clamp giving a sportier, forward riding position. It’s a cross between an out-and-out sports bike, such as the GSX-R750 and a sports tourer.
Image source: Suzuki
Showa suspension is fitted in place of the KYB units of the 8S, Nissin brake calipers are present and a bi-directional quick shifter is fitted as standard.
Suzuki GSX-S1000GX
Image source: Suzuki
Suzuki’s second big reveal is a BMW S1000XR-baiting adventure-sports-tourer model, using the GSX-S1000 and GSX-S1000GT platform with taller adventure styling, while having no off-road pretensions whatsoever.
The K5, 1000cc, 150 horsepower engine is the same and suspension travel is 150mm front and back, against the 130mm front/120mm rear of the GT. The suspension of the GX uses Suzuki’s first-ever electronically controlled system. Thanks to the use of a solenoid valve, both the rebound and compression can be adjusted automatically thousands of times a second.
Image source: Suzuki
There are three main settings – hard, medium and soft – tied to the A, B and C modes of the SDMS-α (Suzuki Drive Mode Selector Alpha) plus a customisable mode and four remotely adjustable preload settings for the rear. The suspension hardware comes from Showa, comprising an inverted separate function fork and link-type monoshock from Showa. 17-inch wheels front and back are shod in Dunlop Sportmax Roadsport 2 tyres and Brembo Monobloc callipers clamp onto twin 310mm front discs. The screen is adjustable by up to 50mm. There’s cornering ABS and traction control, cruise control and a bi-directional quick shifter.
Image source: Suzuki
With today being the second of the Press days, it’s likely there might be more important news to come out of Milan. If there is, we’ll be sure to bring you all the relevant information on the bikes that have been revealed.
Having invested months in meticulous planning, Linex Sandton is thrilled to announce the grand opening of its new flagship store which is set to take place on, November 11, 2023, at the store’s new address located at 19 Eastern Service Road, Kelvin, Sandton.
This event marks a significant milestone in our journey to provide an even more exceptional experience for our valued customers whom we invite to come and witness a new era of the Linex legacy come to life!
Image source: Yamaha
This relocation has been carefully orchestrated to ensure a seamless transition, so customers can still expect to get the best in brand-new and pre-owned Motor and Marine lifestyle products and an enhanced overall customer experience at their new home.
To add to the excitement, the grand opening will also introduce customers to the store’s exciting addition – the Linex Yamaha Centre of Excellence. This state-of-the-art full-service workshop will be staffed by experienced technicians who are fully trained to provide exceptional care and maintenance for bikes and boats.
Yamaha has lined up a celebration befitting of a business of their stature and is ready to offer you the best entertainment, refreshments, and MORE. Join in to be a part of their history!
Image source: Yamaha
For more information on the grand opening event, please contact:
+27 72 600 7731 or 011 251 4000.
Following a successful and sold-out event at Montecasino last year, King of the Whip (KOTW) – brought to you by LW Mag, returns this November and with it, an exciting list of partners that include: Ford, Monster Energy, Yamaha, Garmin, GoPro, Motul and Estrella Cerveza.
The adrenaline-fuelled Action Sports event is set to take place at Montecasino on Saturday, 25 November, where top Motocross and Freestyle Motocross athletes will battle head-to-head for a share of the prize purse and to see who will be crowned King of the Whip 2023.
Doors open at 2 pm with proceedings kicking off at 4 pm, continuing into the evening with the final showdown taking place under the night skies and flashes of pyrotechnics. Riders scoring enough points through the Best Whip qualifying rounds will advance to the semi-finals and finals. Judges will be taking style, amplitude and variation into account when allocating scores. The FMX Best Trick contest will feature both right-side-up and up-side-down trick categories.
Photo credit: Eric Palmer
The cash prize purse will be split between 1st, 2nd and 3rd in the Best Whip contest, as well as the 1st place riders in the FMX Best Trick contests.
Three times X-Games medallist, Julien Vanstippen (Belgium) claimed the crown in 2022 ahead of South African riders – Freestyle Motocross star Dallan Goldman and National Motocross contender Jesse Wright. Julien Vanstippen has confirmed his attendance and will be back in 2023 to defend his crown. Added to the international rider roster is Spanish FMX sensation, Marc Pinyol, who will be travelling to South Africa for the first time and is ready to mix it up in both the Best Whip and Best Trick contests.
Photo credit: Eric Palmer
King of the Whip organiser, Ryan van der Spuy says, “Last year’s event exceeded all expectations, and we’re ready to bring the excitement back to Montecasino this November. Fans can expect an experience like none other as we bring this production to new heights. Our event partners play a huge role in making this possible and we’d like to extend the biggest thank you to them. The countdown has officially begun, bring on King of the Whip 2023.”
Whip (Noun):
A manoeuvre performed on a motorcycle, usually during a motocross or freestyle motocross contest, in which the rider brings the rear of the motorcycle abruptly around to either side. Performed while the machine is airborne off a jump. In very extreme whips, the rear of the motorcycle will end up perpendicular to the direction of travel, in addition to the motorcycle being laid flat. The purpose of the whip is to show off, to alter the trajectory of the bike in flight, and to scrub speed over jumps.
Photo credit: Eric Palmer
Inviting everyone – families, and friends, to join in witnessing this highly anticipated, action-packed event. Tickets are available for R150 (standing) and R250 (grandstand seating). Food and beverages will be on sale at the event.
King of the Whip event details:
Date: 25 November 2023 Time: 2 pm onwards Venue:Montecasino – Montecasino Boulevard (Cnr William Nicol and Witkoppen), Fourways, Johannesburg
The Anassis name has been synonymous with producing high-performance motorcycle exhaust systems from as far back as the 1970s. Those of us fortunate to have known Gerry Anassis, who sadly passed away in 2019, can testify to his legendary engineering prowess. Gerry built some incredible two-stroke drag bikes which he campaigned with considerable success back in the ’70s and ’80s. Perhaps his most remarkable engineering achievement was grafting another cylinder onto a Suzuki GT 550 2-stroke triple, turning it into a ‘big bang’ four-cylinder drag bike which he campaigned with great success. Let me just remind you that this was still back in the analogue age. Today, computer simulations will explore the viability of building such a bike and getting a positive outcome. Back in the ’70s, it was all in the heads of truly clever people who understood the intricacies of motorcycle engines and, by trial and effort pulled off major engineering feats that make the mind boggle.
Image source: Vykon
When the four-stroke era put big two strokes out to pasture, Gerry started racing a Suzuki GS1000. He needed an exhaust to make proper power, so needless to say he built one. Air Age pipes became very popular, with great performance gain and build quality. Gerry was also known for expansion box pipes for the two-stroke Suzuki’s which gave serious power gains. Predictably this prowess was going to rub off on one of Gerry’s kids. It was Brad who followed in his dad’s footsteps. This first took the form of motorcycle racing. ¼ mile oval track racing on a RM80 Suzuki, at the aptly named Mayhem circuit west of Pretoria, it was a steep learning curve for young Brad. Next up was inevitably drag racing, which brought almost instant success to the youngster riding well-prepared Air Age machines.
Image source: Anassis Racing
Roadracing a RGV250 Suzuki was followed by 600s and then Superbikes with a fair degree of success. In 2007 Suzuki asked Brad to manage their official road racing team which saw the birth of Anassis Racing and the creation of a world-class race workshop at the Air Age facility. Brad won over 13 SA National Championships in Drag and Road Racing over the next 10 years. His own racing credentials include SA National Colours for Drag Racing and numerous records, some of which stand to this day. Brad spent many hours during his racing career in the Air Age workshop, literally learning at the hand of the Master. He gained a first-hand understanding of airflow principles and exhaust manufacture.
Photo credit: Bjorn Moreira / ZA Bikers
With the wisdom of hindsight, it was probably inevitable that Brad would gravitate towards exhaust manufacture. I believe the catalyst was Gerry’s passing and the Covid pandemic which caused some serious introspection. The result was Vykon Exhausts. The Anassis Air Age legacy birthed what Brad calls “old-school technology with a modern new-age look” all captured by the Vykon brand. ‘Vykon’ is the Slovenian word for Performance. The Vykon enjoys a contemporary look.
Photo credit: Bjorn Moreira / ZA Bikers
It is unique in its tapered 5-angle design and what Brad calls the “Step Back” carbon endpiece design. He uses aerospace prepreg carbon, mated to a body manufactured from premium quality 304 thin wall stainless steel. The finished product is elegant yet aggressive with a thoroughly modern look. The exhausts have a Db noise reduction unit available as an optional extra. Vykon recommends the use of this unit, which secures with a single bolt, should you use your bike on the street.
Photo credit: Bjorn Moreira / ZA Bikers
The overall design is practical and clever. A variety of mounting brackets can attach to the end canisters in a variety of places, making them highly adaptable.
Photo credit: Bjorn Moreira / ZA Bikers
The DB killer is a cone with holes that collectively have the same volume as the pipe outlet, meaning that they don’t compromise the gas flow, yet tone down the sound. Vykon builds both end canisters and full systems for a wide variety of bikes. I found their full system absolute motorcycle porn. Totally drool worthy! When the fuelling on your bike is mapped for the pipe, you will feel the most gain. The obvious and significant benefit is a big weight saving over the standard system, as well as an aural symphony from the liberated exhaust gas.
Photo credit: Bjorn Moreira / ZA Bikers
Vykon have exhausts to suit your ride, be it an Adventure bike or a Superbike. Slip-ons that are compatible with your standard headers, or perhaps a full system if you are striving for maximum power gain. Manufactured in SA and developed in conjunction with Anassis Racing, you have a superb option that can increase power, reduce weight, provide a signature exhaust note and give your bike a bespoke look and sound typical of a truly premium product. The local manufacture without any compromise on quality when compared to the best systems out there, provides value for money that is unrivalled.
Photo credit: Bjorn Moreira / ZA Bikers
I have experienced Vykon slip-ons on both my Ducati Desert X, as well as on my Triumph Tiger 900 Rally Pro, and both were a doddle to fit. The slip-ons, with their sleek and modern look, complement the look and feel of the bikes significantly. They really enhance the riding experience.
Photo Credit: Dave Cilliers / ZA Bikers
Vykon tells us that they have now developed a smaller end canister for smaller-capacity motorcycles called the Vykon Lite. We plan to fit one onto our BMW G 310 R in the coming weeks, so watch this space for a follow-up article…
Vykon Performance Exhausts
For more information on the products featured in this article, click on the links below…
It was another bullish weekend for Red Bull KTM’s, Cameron Durow, at the final round of the National Motocross Championship held at Chestnut Hill. Undoubtedly, it’s no secret that Durow is the standout figure to watch in the Motocross world after wrapping up two championship titles in the previous round.
Grant Frerichs, Group Marketing Manager commented, “It was strange to go to a race day without any championship pressure after wrapping up all 3 of our respective championships a round early. Cameron Durow still showed up on the day with the only intention of winning and he proved moving into 2024 that he is once again the one to beat. We are extremely happy to have 2 number 1 bikes under our Red Bull KTM Gazebos next year in the premier classes.”
Image source: ZCMC Media
Competing in the MX1 and MX2 classes and with an absolutely perfect season for Durow claiming overall wins for both classes, he commented, “A bit disappointed that it’s over now, but it’s been an amazing year for me and I ended off really strong with both overall wins and winning every overall this year has really been a big achievement for me.” He continued, “I am super excited to start 2024 off with two red plates and excited to see what the year has in store.”
Image source: ZCMC Media
Luke Grundy, the reigning High School class champion, concluded his final race in this category, gearing up to transition to the elite MX2 division next year among the seasoned pros. Regarding this shift, he remarked, “It was a good weekend in the books as it was my last race in the 125cc High School class and my first race in the MX2 class. The track got really technical but I had loads of fun racing at such a high-intensity level. Checked off a lot of boxes this past weekend and looking forward to what next year has in store.”
Image source: ZCMC Media
Jonothan Mlimi, representing the MX2 class, put up an impressive performance coming in 5-3 and third overall. He commented, “It’s been a tough season but I am stoked to walk away with a third overall for the final round. I am excited for the 2024 season and to battle it out for the top step.”
As the National Motocross Championship season drew to a close at Chestnut Hill this weekend, Husqvarna Racings, Barend du Toit, had all eyes on him stealing the show! Du Toit undoubtedly raced his heart out, leaving everything out on the track, and took a 1-1 win in the high school class.
In a whirlwind year filled with twists and turns, the young dynamo, Du Toit, set the track alight in the final round, proving the true extent of his incredible capabilities. With visible excitement Du Toit commented, “I’m thrilled to end the year off with a double victory in the high school class, setting the stage for an incredible year ahead!”. He continued to say, “I am extremely excited and confident for 2024 and what lies ahead.”
Image source: ZCMC Media
Adding to the excitement of the day teammates, Davin Cocker and Josh Mlimi, showcased an electrifying spectacle in the MX1 class, going in for a bar-to-bar battle in the final round. The two gave it their absolute all showing that they are forces to be reckoned with in the Motocross world.
They pushed each other to their limits, proving that their competitive spirit is matched only by their mutual respect and determination to be excellent.
Image source: ZCMC Media
With Cocker competing both in the MX1 and MX2 classes he had quite the day behind him. Commenting on the day he said. “The last round of the National MX was a blast, I had some great battles and managed to get 4th in both heats for the MX2 class. I’m happy with my riding and can’t wait to get back out on the track next year for some more epic battles.”
Image source: ZCMC Media
Mlimi commented, “Final round done and dusted, got 4-4 for the day was all I had. Didn’t quite ride like myself all day but had a great showdown with Davin. Nonetheless happy to wrap the season up healthy and safe. A lot learnt in my first full season on the FC450. Looking forward to building and getting better for 2024”
Image source: ZCMC Media
“It’s been a roller-coaster ride this whole year for the Husqvarna Racing Motocross team and the last round was no different. Our stand-out performance was Barend in the 125 class with his dominant 1-1 performance but I am proud of all the riders and the determination they showed fighting right up until the final chequered flag.” Commented Grant Frerichs, Group Marketing Manager.
GASGAS South Africa is roaring into the limelight with a monumental announcement set to redefine the pulse-pounding world of Enduro racing. You guessed it… GASGAS South Africa will be lining up for the 2024 Enduro racing season for the very first time with the ‘not-so-new kid on the block.’ Spearheading this exhilarating journey is the talented Heinrich Aust, who will lead the charge as the first member of the GASGAS South Africa Enduro factory team.
No stranger to the sport and its supporters, Aust will be firing on all cylinders in red for the 2024 racing season in the E2 class on the GASGAS EC300. Aust is an exceptionally seasoned Enduro athlete who will bring a wealth of experience and skill to the team. He embodies the spirit of the sport, making him an ideal choice to trailblaze this new chapter for the brand. We caught up with the rider to discuss being part of the new team and his thoughts on the 2024 season.
Image source: GASGAS
How does it feel to be one of the first athletes on the all-new GASGAS Enduro team?
“I am incredibly honoured to be a part of the GASGAS South Africa family and to lead their first-ever factory team in the Enduro-discipline. I’m very excited and chuffed for this new chapter that lies ahead.”
How does this change align with your career goals and aspirations?
“Embracing this opportunity to join such a supportive team perfectly aligns with my overarching career goals, offering the ideal platform to propel me toward fulfilling my professional aspirations. ”
Starting this new team as the first guy on the official GASGAS team, what do you hope to bring to this new team?
“As the first rider on the GASGAS team, my aim is to make every moment count, staying determined throughout the season to remember what my goals are. I aspire to set an excellent standard and contribute positively to the team’s dynamics.”
What are your bigger, long-term goals as an Enduro rider?
“My biggest goal is to one day compete in the prestigious (WES) World Enduro Series.”
Coming from your first E1 win this year, what are the greatest lessons from the 2023 season that could help you secure the Enduro Championship title again in 2024?
“The greatest lesson I’ve learned in the run for the championship glory in 2023 is that there will always be ups and downs during the racing season. It’s crucial to keep your head held high, keep going, and always remember that consistency is key.”
Photo credit: Justin-Reinecke / www.zcmc.co.za
Group Marketing Manager, Grant Frerich, commented on this announcement for GASGAS stating, “We are so thrilled to get the ball rolling on the GASGAS factory racing effort with Heinrich onboard the EC300. Heinrich has proven himself as both an Enduro and Hard Enduro rider and we believe he will be a competitor once again for overall glory next year. We look to grow the team from strength to strength as we show our commitment to the GASGAS brand moving through 2024 and beyond.”
Just last week Ducati pulled the covers off of the most powerful big-bore single-cylinder engine in the world, the 698 cc Superquadro Mono. We are talking about 80 hp from its 116 mm bore piston sliding up and down the barrel at 10,250 rpm—a new benchmark for the category. While the rest of the world or at least the car market are beginning to go EV and Hybrid, Ducati has just sliced the twin-cylinder of the 1299 Panigale in half and then let the rest of the world sit in wonder for the next week. This is typical Italian drama, played out to a T.
We exited the Oprea that was the Superquadro Mono, with tickets in hand for the following week’s engine transplant. Would it be a track-ready Supermono Panigale or could it be a light dual-sport Supermono Enduro? Yeah no… The Supermoto boys are going to love this!
Image source: Ducati
Yesterday the smart TV was on, chips and beer in hand and Ducati’s YouTube channel was blasting tyre screeching and clutch popping sounds out of the TV speakers while Ducati’s Hypermotard 698 Mono made its first appearance. With the squint of an eye, you could see Aprilia’s legendary SVX 550, but after a blink and a shake of the head, a definite sibling to the Ducati Hypermotard 950 RVE. I am a Motard fan at heart and grew up appreciating the talent that racers had in FIM’s Supermoto S1GP series. All I wanted growing up at the end of high school was a road legal motard, a Suzuki DR-Z 400SM, KTM 690 SMC-R (eventually owned one), Aprilia SVX 550 and Ducati’s Hypermotard range was always at the top of the bucket list.
To this very day, we still praise Ducati for building their 1100 Hypermotard. Yes, a 1078 cc beast of a machine, we can all remember Rubén Xaus backing it in with a thumbs up or for the movie fans Jim Carrey popping a wheelie with his ass crack sticking out of his hospital gown. What I’m getting at is, the 1100 made 90 hp and weighed 191 kg, the ‘Mono’ is 400 cc down but makes 10 hp less and weighs almost 40 kg less. In my eyes, I think Ducati might have got a legend on their hands.
Image source: Ducati
The Mono will be available in two versions, the base model and the RVE which gets the black and red plastics and wheels, comes standard with a quick shifter and a list of extra electronic witchcraft. When it comes to details the Italians are the best in the business!
Image source: Ducati
From the motor casings having typical Ducati styling, Mono 698 stitched red onto the seat, sharp and well-tucked plastics, shortened 950 lookalike twin tailpipes and then the small details like the micro LCD dash and the premium brake/clutch reservoirs. Ducati has pulled out all the stops.
Image source: Ducati
The hardware is just as impressive with fully adjustable Marzocchi forks and Öhlins rear shock, Pirelli Diablo Rosso IV tyres and a single Brembo M4.32 radial calliper to stop the super light Hypermotard 698 Mono. I know the Mono comes with rims instead of your traditional Motard spoked wheels, but in all honesty, I think for a road-going Motard, rims are fit for purpose.
Image source: Ducati
Side note for the motard hooligans: We are about to go through the boring stuff that you do not care about, electronics. The Mono is packed to the brim in tech, it’s the most tech-heavy in its class and has a lot of electronics derived from the Panigale V4 platform. On the base Mono you’ve got riding modes (Sport, Road, Urban and Wet) to which the Engine Mode (available on 3 levels), DTC, EBC and ABS levels are assigned by default, which can be modified by the rider on the 3.8″ LCD.
Image source: Ducati
The Mono is also the first Ducati to offer four levels of ABS. Two of these integrate the Slide-by-Brake functionality, which through the use of the rear brake allows safe and repeatable cornering when “backing it in”. We also see 4 levels of wheelie control with 4 being the most intrusive and 1 being the least— Wheelie Control is available as an accessory and is activated only in association with the Termignoni Ducati Performance exhaust.
Image source: Ducati
For those that want all the goodies just buy the RVE version as it comes standard with ABS Cornering, Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control, Ducati Power Launch and Ducati Quick Shift (DQS) Up/Down. If for some reason you buy the standard Mono and your riding starts to progress you can purchase all of these unlockable modes for your standard version.
Image source: Ducati
In summary, I think the Ducati Hypermotard 698 Mono is going to sell like hotcakes in Europe where the roads are tight and twisty. As for us South Africans, there will be the hooligans that will place their orders after reading this, but if not for the hooligans will the Mono be popular in SA? Only time will tell. Maybe what the South African market really needs is a Ducati HyperEnduro 698 Mono…
Triumph has given the popular and excellent Tiger 900 range a mid-life make-over for 2024. Triumph promises more power, more torque, more capability and more comfort in a bid to raise the bar for middleweight adventure bikes and the previous six-model line-up has been trimmed to three models: Tiger 900 GT, GT Pro and Rally Pro.
The three-cylinder engine has received a major update, including revised engine components, which provide 13% more power than the previous generation, giving 106 horsepower of peak power and a higher peak torque of 90Nm.
Image source: Triumph
The new engine also offers greater tractability lower in the rev range. With its T-plane crank and offset firing intervals, the Tiger 900 maintains its characterful and distinctive performance and sound, as well as achieving enhanced performance throughout the whole rev range and up to 9% better fuel economy.
All-new active safety features provide more capability across the range, including enhanced braking for better control and reduced stopping distances, and a new emergency deceleration warning system, which activates the hazard lights when braking rapidly. They automatically deactivate when you pull away.
Image source: Triumph
The new range also features new 7” TFT instruments, with new graphics and menu system and a new USB-C cockpit charger, as well as My Triumph Bluetooth connectivity as standard on all models.
The new rider seat is flatter and roomier, with heated seats on both Pro models, designed specifically to provide more long-distance comfort.
Image source: Triumph
With 20mm adjustability on the seat height for all models and an accessory heated low rider seat is available which reduces the seat height by a further 20mm. This offers GT models with a potential seat height as low as 800mm, which combined with the narrow stand-over width, improves accessibility.
A new damped handlebar mounting system creates a more comfortable ride, plus the enhanced handlebar position on the Rally Pro, with the bars 15mm closer, facilitates a more agile ride while sitting or standing.
Image source: Triumph
The 2024 range has new bodywork across the beak, cockpit and side panels in an integrated design. In case you thought the current Tiger 900 wasn’t flashy enough in terms of colour schemes, the 2024 Tiger 900 features new contemporary and dynamic paint schemes and graphics.
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The GT and GT Pro models have Marzocchi suspension with 180mm of fork travel and 170mm of rear wheel travel, fully adjustable on both, while the GT Pro gets electronically adjustable rear suspension for easy preload adjustment. The Rally Pro model uses Showa suspension with 240mm front and 230mm rear travel. The GT and GT Pro come with cast allow wheels, while the Rally Pro has tubeless spoked wheels, the front being 21 inches in diameter. Brembo Stylema callipers are used on all models.
Image source: Triumph
The electronics package remains largely unchanged, which means cornering ABS and traction control and four riding modes, a fifth rider-programmable mode on the GT Pro and a sixth Off-Road Pro mode on the Rally Pro model, with the ability to disengage the ABS and traction control completely.
The seat has been redesigned for enhanced long-distance comfort whilst retaining the ease of movement for the rider to find their perfect ergonomic position. All models feature 20mm of adjustability, as well as heated seats for both Pro models.
A new damped handlebar mounting system creates a more comfortable ride, while the handlebar position on the Rally Pro has been moved back by 15mm.
Image source: Triumph
Prices have yet to be announced but the new models will be available for delivery from early 2024. Contact your nearest Triumph dealer for more information.
Twist of the Wrist Motorcycle has officially moved into their new premises and invites all local riders and enthusiasts to join them for their official opening on the 4th of November at 42 Marine Drive Paarden Eiland.
Clinton Ruhrmund and his team bring over 20 years of experience in sales and service, and thanks to their passion for motorcycles and customer service they have been recognised for going the extra mile for all on 2-wheels.
Photo credit: Bjorn Moreira / ZA Bikers
The teaser pictures posted by ‘Twist’ has given us a glimpse of the big screeded showroom, motorcycle art, a few wall-mounted accessory features, a new and improved reception area and a coffee station for the caffeine junkies. Without arm wrestling too much info out of the awesome team from Twist of the Wrist, you can expect the new store to offer motorcyclists a new home where they can feel comfortable to visit, test ride, and enjoy some coffee and friendly bike banter.
Photo credit: Twist of the Wrist Motorcycle
So, pull in on the 4th and come enjoy some bikes, food, drinks and some live music. It will be a day not to be missed and whether you are a cruiser, superbike, naked or adventure bike lover, Twist of the Wrist has got all the flavours to quench your taste buds.
Photo credit: Twist of the Wrist Motorcycle
Twist Of The Wrist: “To our loyal customers, thank you for choosing Twist of the Wrist over and over again, and to our new customers we welcome you with open arms.
Because of you, we can do so much more! With the move to the bigger and better location, we can now offer an even better motorcycle lineup with the exceptional quality you have all come to know and love. This is a special moment in our journey and we would love you all to be there with us”.
AMP (After Market Products) has just started a new chapter, with the introduction of X-Grip to their portfolio of brands that they import and distribute. X-Grip is an Austrian company (manufacturing takes place in Germany) with deep roots in the off-road world, backed by a young and enthusiastic team who ride and test their products. What started as a few guys developing a really good range of Mousses in 2016, soon saw them jump into the world of tyres and accessories.
What put X-Grip on the map in 2017 is arguably the most famous off-road motorcycle race in the world, the Red Bull Erzbergrodeo. The route planners and racers ride 35 km of treacherous terrain in the Austrian hills of Tyrol, with a selection of tyre choices. The last tyre to be tested was the X-Grip Super Enduro—at this point, no one had heard of X-Grip. To the route planners and pro riders like Lars Enockl’s surprise, the X-Grip worked better than the competing brands in the terrain that is Erzberg. An Austrian tyre taking part in the toughest hard enduro in the world—it just makes sense.
Image source: X-GRIP
With one of the most talked about hard enduro brands making its way to SA, we take a closer look at their tyre and mousse range. The X-Grip range is comprised of five different tyre options, with unique sidewall graphics and a few are available in different compounds. As far as mousses go, X-Grip has two front and two rear options. We see the X-Grip range of enduro rubber, as far as pricing goes, taking on Michelin and Mitas.
SuperEnduro
Image source: X-GRIP
We start the proceedings with the original tyre that started it all for X-Grip back in 2017 at Erzberg, the Super Enduro. This tyre is available in three different rear compounds (hard, medium and soft), two front compounds (hard and soft), comes designed with a wide contact surface and offers extreme grip in all conditions. For the nerds and serious racers, you’ll be intrigued to know that the Super Enduro complies with the F.I.M. regulations (an E-number), this means nothing will stop you from slipping on a set at the top of the game or for 90% of us, just bragging rights at the track and trail. The Super Enduro will be available in an 80/100-21 front and a 140/80-18 rear.
Jack The Ripper
Image source: X-GRIP
You’ve got to love the naming conventions from X-Grip, the next tyre says it all. We are talking about Jack the Gripper. ‘Jack’ is one of X-Grip’s top sellers overseas, not just because of the name but because of its 140/80-18 rubber soul offering a stable sidewall and “no-bounce-back” rubber compound technology, which allows maximum grip in water crossings and on wet stones—they are also DOT and E-number approved. As far as compounds go, Jack is available in hard, medium, medium + and soft for those slippery days.
The Escalator Sticky
For riders that are pushing their boundaries in the hard enduro space, X-Grip has got the Escalator Sticky. The ‘Escalator’ is no ordinary extreme enduro tyre, it is designed and developed specifically for 1-day events in the toughest conditions to deliver maximum performance. The “sticky” nature of the Escalator is thanks to its high silica content, which provides riders with a gluey rubber compound feel. Just like Jack the Gripper the Escalator has a no-bounce-back property, is E-numbered/DOT and therefore road legal.
Image source: X-GRIP
We see an extremely wide and aggressive tread on the 140/80-18, which has been developed to help give riders maximum traction on steep inclines. X-Grip has increased the number of knobs on the sidewall to improve lateral grip and traction when riding at an angle. To get the most out of the black rubber, the carcass has been developed with maximum flexibility while maintaining its stiffness in critical areas.
Hulkyboy
Image source: X-GRIP
Funny enough X-Grip says that their HULKYBOY is the softy amongst its hard enduro tyre siblings. ‘Hulk’s’ soft nature offers riders massive grip even on the most technical terrain. Yes, with its softer nature, the Hulkyboy is even more desirable for those who enjoy the technical stuff where low RPMs and grip are key.
Super X-Gear
Image source: X-GRIP
Before you ask, no, X-Grip has not forgotten about the MX riders, welcome the SUPER X-Gear. The ‘X-Gear’ comes with a specifically designed tread pattern and special carcass for motocross. The SUPER X-Gear is available in 110/90-19 & 120/80-19 and comes in a single compound.
South Africa is a dirt bike country and with that in mind AMP has an old face we all remember too well from his factory Husqvarna team rider days, Mauritz Meiring. Mauritz has spent some time riding with Jack the Ripper, Super Enduro Soft and the Escalator Sticky in typical South African conditions and had some feedback to give us.
Mauritz Meiring: “The tyres are amazing, a set lasted a full day of hard riding in dry and rocky terrain and then one more day’s training ride. As far as grip goes, ‘Jack’ offers excellent grip and is a tyre that I would be interested in using for Gold Roof of Africa this year. I would say that they offer the same if not better grip than a Mitas Double Green.”
Image source: X-GRIP
“Obviously, pricing will be a key factor for X-Grip, but in my opinion as far as quality and grip goes, these tyres are for sure worth it. Running the Super Enduro Soft upfront and Jack the Ripper on the rear is a combo that I can use for any Enduro Event, I think the Escalator Sticky tyre will only be necessary for “Gold Class” level riders in an extreme event and or very wet conditions.”
X-Grip Mousses
Image source: X-GRIP
Contributing to the handling of the X-Grip tyres are the X-Grip mousses. For the front end, we see the EV0 – 80/100-21 and EV2 – 90/100-21 which are available in soft, normal and hard compounds. This describes, among other things, the field of application and the hardness of the X-Grip’s mousse range. “Extreme” is used for hard enduro like the Erzbergrodeo, whereas “Hard” is more suitable for rallies and fast missions.
On the rear, we see a Super Soft EXTREME-2 (SSE2) mousse for extreme conditions. This mousse is designed for racing—it has a special soft compound. Ready to race from the first minute, but with a limited lifespan (two rim locks required).
The Super Soft is a rear mousse also used for extreme conditions (two rim locks required). With 34 holes, the Super Soft is very soft and offers ideal grip in rough conditions. However, the service life is not as long as with a conventional mousse.
After having the chance to touch and feel AMP’s first X-Grip shipment, all we can say is what a promising brand for the South African dirt bike market!
Even though Indian isn’t specifically marketing the Scout Bobber as an entry into the retro or modern classic scene, there’s no denying that, in essence, if not engineering, it is a throwback to the bobber scene that sprouted immediately after the end of the Second World War, much as the Triumph Thruxton harks back to the café racer scene in 1960s Britain.
That the Indian cuts it in the modern motorcycling world is proof enough of that; yes, the styling is an old-school cruiser in conception, but it possesses modern-day performance and not a little refinement, while being thoroughly in the American idiom.
Photo credit: ZA Bikers
Its heart might be an air-cooled V-Twin, but there’s nothing vintage about its performance which, with 100 horsepower on tap, is no surprise. What is a surprise, though, is the handling this low-slung machine possesses, not something you normally associate with bikes of this genre, with their limited suspension travel. That same lack of suspension travel does mean that the Scout Bobber is rather tiring over bad roads, the springs being firm to prevent bottoming and you’re not going to be leaning too far in corners, thanks to limited ground clearance but find a smooth road with flowing corners and there’s more fun to be had than you’d expect.
Photo credit: ZA Bikers
The low-slung stance is, of course, great for shorter riders and those who might lack confidence if they can’t get their feet onto the ground. At 255kg, it’s not light but the weight is carried low so there’s a lot of stability when riding slowly through traffic. Taller riders won’t feel cramped, however, and the seat is comfortable, although the riding position, with legs and arms out in front does put a lot of pressure on the lower back, so perhaps a five-day, 500km per day trip wouldn’t be all that pleasant, never mind the lack of any wind protection. Not that anyone is likely to undertake such a trip on this bike but, given its performance, you would expect owners to want to ride the thing for more than an hour every Sunday (if you are planning to travel longer distances then perhaps the base model Indian Scout would be more appropriate as the ergonomics are more suited for longer rides).
Photo credit: ZA Bikers
Those are the negatives, however, and luckily there are plenty of positives. The brakes are powerful, the handling is safe and predictable and the steering is light. Overall, the chassis feels taut and well-balanced, encouraging you to ride it much harder than you would think possible…as long as the road is smooth!
Photo credit: ZA Bikers
The engine is the 1,133cc, air-cooled unit that is by now familiar in American cruiser circles. Lots of power and torque are developed smoothly and without fuss and those enormous silencers cut the noise significantly, even if they do nothing for the looks. There are, of course, much smaller and very much louder silencers available as an option but then the exhaust note simply becomes unpleasant in any riding situation. Rather stick to the originals and enjoy the muted but still flavoursome V-Twin noises.
Photo credit: ZA Bikers
The clutch and gearbox are surprisingly light and switch-like for an American V-Twin: maybe we’ve just become so used to agricultural changes on Harleys for too long that we expect that from every big V-Twin-powered bike. Coupled with the engine, the power train gives strong but never neck-snapping/arm-stretching acceleration which can be mistaken for sluggishness but, in fact, it’s just beautifully linear acceleration where walking pace becomes highway pace very quickly. There are no hiccups or snatches, nor flat spots in the fuelling: it’s just a lovely engine to have underneath you.
Photo credit: ZA Bikers
The overall quality is something that Indian should be proud of. There is no evidence of corner cutting anywhere and the attention to detail, fit, finish and paint are all superb. Instrumentation is minimal, but that only serves to remind you of how excessive the displays of so many modern bikes are these days, with no real benefit to anyone or any type of riding. True, the Scout Bobber doesn’t have any electronics to configure so a TFT dash would be a bit excessive and the single, round instrument is nicely retro and easy to read. There is a digital display set into the face, showing revs or mileage but the fuel level is limited to a warning light set into the face of the speedo.
Photo credit: ZA Bikers
Until Harley unveiled the new, Revolution Max-engined Sportster S, the Indian Scout Bobber had no real American opposition, the old Sportster being just that – far too old – to be competition for anything. Even now, the Scout Bobber costs a handy R40,000 less than the Sportster S. But there are other rivals, such as the Triumph Bonneville Bobber which is a seriously good piece of kit and then there are other Harley models, such as the Fat Bob, which out-guns the Scout Bobber in terms of power and torque but, also, out-prices it significantly.
There’s a lot to like about the Indian Scout Bobber and very little to dislike, as long as you’re not intending to spend the December/January holidays touring the country. There’s a huge amount of style but it’s definitely not style over substance. It’s extravagant as a means of getting around the city, but you’ll never look cooler.
Not only are we getting a fantastic battle for the title heading into the final three rounds of the MotoGP World Championship, but we are also being treated to some of the best races of the season: far from playing the percentage game, Jorge Martin and Francesco Bagnaia are going for broke, as they know they must. What they didn’t need – but we certainly did – was that pesky Brad Binder getting in the way and threatening to spoil their day…!
Image source: KTM
After the nightmares of Indonesia – sprint win then crash out of the main race – and Australia – no sprint race but where at least he finished the main race, albeit in fifth after leading the whole race apart from the last eight corners – Martin knew he couldn’t afford any more mistakes and he didn’t put a foot wrong the whole weekend in Thailand. Pole position and two victories were as much as he could do: it was up to Bagnaia to mess up and, in the sprint race, it looked like he was going to do just that: the seventh place was all he could manage after a poor start and seemingly unwilling to take too many risks to make up for it.
Image source: MotoGP
Thailand isn’t the most inspiring track but we were treated to some epic racing in the Sprint – between Binder and Marini, who completed the podium in that order, and Espargaro and Marc Marquez, the latter snatching fourth at the last corner. Bagnaia could only manage seventh. But the sprint races are breathless and over far too quickly for any rhythm to establish itself, even if the action is great: could the main race be anything other than Martin streaking off into the distance?
Image source: MotoGP
Oh, yes, it could! Again, Martin took the lead at the first corner but, this time, he didn’t streak off into the distance, tyre life was obviously on all the riders’ minds and it seemed as if no one was willing to pull the pin. The danger of this, of course, is that Martin was at risk, first from Espargaro, then Marini and then Binder and Bagnaia, who had had another bad start and had to fight past Marc Marquez, but was gifted more places when Espargaro faded and Alex Marquez fell off.
Soon, it was a straight fight between Martin, Binder and Bagnaia and it was intense. Binder tried a couple of times to pass for the lead but always ran it in too hot, letting Martin back through but managing to keep Bagnaia behind. With four laps to go, Binder passed and held the lead, only for Martin to pull a stunning pass out of the bag at turn three and re-take the lead. Again, Binder managed to lose just one place and we all held our breath as the last corners were negotiated. Over the line for the last time, it was Martin, Binder and Bagnaia, quicker than you can say it, the fourth closest podium finish ever!
Image source: KTM
Of course, it was all a little too good to be true and Binder was demoted one place for running wide on the last lap. This time there was no doubt – unlike Assen – but still a podium. That makes nine for Binder, making him the most successful in premier class history for a South African. No victories this weekend, but a double podium will have been welcomed with open arms.
Image source: KTM
Those are the bare bones but, as usual, there were many moments and subtexts that made up the story as a whole.
The Buriram circuit is extremely hard on tyres so not only did Martin have to ride as fast as he could to keep Binder and Bagnaia behind him, but he also had to manage tyre wear, all the time making sure no one passed him, which would mean having to follow and overheat his front tyre. So Martin had to know when to push and when to hold back. Also, he had to know when to brake super late and hard and when to brake a bit early and not punish the front tyre too much.
Image source: Pramac Racing
Martin’s expertise is in corner exit speed, not braking, but it shows how much you have to learn to improvise and push your own personal limits in MotoGP, that he was able to out-brake two of the best late-brakers in the business, all the time looking after the front tyre. Think about it; you’re riding as fast as you know how, being pushed relentlessly, making the bike do what it doesn’t want to do, all the time trying to do it as smoothly as possible while working out where you have to do it harder and where you can take it (relatively) easy. This has become the thinking man’s game, not merely the bravest.
Binder managed to get past and led for three laps but he was suffering with a worn rear tyre, which was harming his acceleration out of corners. Martin re-passed Binder but the fight was by no means over and, on the penultimate lap, heading into the penultimate corner, Binder’s bike was trying to shake itself off the track and he had to back off the throttle. Bagnaia jinked to the left to pass Binder, putting him right on the curb. With Martin just in front of Binder, Bagnaia then proceeded to put his nose in front of Martin, who was taking a defensive line against Binder. It was an incredible piece of riding but, ultimately, it stuffed up his corner entry and he was back in third as they streamed onto the pit straight to start the final lap, which they finished in line astern – Martin, Binder, Bagnaia. It was breathless and brilliant.
Image source: KTM
After the race, there was a heart-stopping moment for Pramac Ducati when Martin was told his front tyre had been under pressure for more than half the race and therefore liable for a time penalty. As this was his first transgression, he merely received a warning: next time it would be a time penalty. It doesn’t bear thinking about the consequences of that on the championship and only serves to show how fatuous the rule is, just because Michelin can’t make a tyre that can handle the aerodynamic loads that are being transferred through to the tyre or, if they have, they’re not prepared to stick their necks out and say that the tyre will stand being run under pressure, which may increase grip but also increases temperature in the carcass, potentially leading to tyre failure. If the championship is lost through such a penalty, then everyone will lose: the riders, the teams and the fans. Dorna needs to sort this out as soon as possible.
The upshot of all that is that Bagnaia’s lead is down to 13 points over Martin with 201 points still up for grabs, always supposing we manage to start all the races. Martin is on a roll but no one is foolish enough to count out Bagnaia just yet. Last corner of the last lap of the last race to decide the championship, anyone?
If the truth be told, South Africa, in an African context, has always had delusions of grandeur. There was a time when that way of thinking was perhaps justified, albeit not in respect of all its citizens. We did, 30 odd years ago, enjoy world-class infrastructure, an immaculately maintained road system, clean and tidy towns and cities, borders that were controlled and a vibrant economy. Well, the fact is, that ship has sadly sailed. We have had an influx of migrants into SA, coming to seek their fortune, which has swelled our naturally growing population to the point that urban congestion is the new norm. This has brought new challenges for those who, for work or play, need to move around the cities and bigger towns.
Companies like ‘Uber’ and similar entities have increased in popularity as urban commuters have opted to be driven rather than drive themselves. Finding parking, or the pain of traffic fines if you overstay your welcome and so on, just make hitching a ride really viable. Countries in the Far East have had this crowded city dilemma for decades already, and have been forced to address this issue. Both the transport of goods, as well as people around their cities, has been made much easier by the adoption of what has become known as the ‘Tuk Tuk’. The name no doubt arises from the exhaust note of their single-cylinder motors. Kind of an Asian version of ‘putt putt’, if you get my drift.
Photo credit: Dave Cilliers / ZA Bikers
The Tuk Tuk owes its origins to the Piaggio Ape, the venerable little three-wheeler developed post World War 2 in Italy to meet the need for a small, affordable, practical, and economical commercial vehicle. Ape is Italian for Bee. The original 50cc 2-stroke Ape buzzed like a Bee and had a 200 kg payload. Performance was sedate, to put it kindly, and the Ape topped out at 43 kph. Not that this was an issue in its field of operation. In time a diesel engine was developed for the Ape and the rest, as we say, is history. Italian cities are still infested with these plucky little workhorses.
Image source: Piaggio
The 1980s saw the Ape take off in India, where Tuk Tuk’s are known colloquially as “loading Gadi’s”. Indian motorcycle manufacturers like Bajaj, Mahindra and TVS all make versions of the Tuk Tuk. Bajaj, the subject of this story, specialises in the people carrying variety and has built an enviable reputation over time. Bajaj were the first Indian company to develop and build what was termed an “Auto Rickshaw” in 1971, after which they started building Apes under licence to Piaggio in the ’80s. Bajaj are currently the largest manufacturer of Tuk Tuk’s in the world.
Photo credit: Bjorn Moreira / ZA Bikers
Simon and I visited India around 2010 when we visited TVS in Bengaluru and Hero in New Delhi. We had our first experience of Tuk Tuks right off the plane in Mumbai, when we hitched a ride to our hotel in a Tuk Tuk. Welcome to India. I had ridden on a Tuk Tuk when I visited Singapore and Thailand in the ‘90s so I was already familiar with this unique and funky form of transport. Si and I spent hours in the company of a Sikh fellow who took us on an extended tour of Delhi. His Tuk Tuk was a Bajaj that ran on Liquid Petroleum Gas [LPG].
Photo credit: Dave Cilliers / ZA Bikers
Bajaj have brought their latest version of the Auto Rickshaw, called the Bajaj RE 4S, to SA. We got the opportunity to give it a spin through the streets of Parkhurst and surrounds. For the most part, Bjorn was the designated driver, ferrying Simon and his children Adam and Abigail around the ‘burbs. The RE is driven by a 198.8cc 4-stroke fuel-injected motor developing 7,3 kW@5000 rpm and 17.1 Nm of torque @ a lowly 3,500 rpm. It has a turning circle of 2,88 m which makes it easy to manoeuvre through congested city traffic. With a payload of just over 300 kg, it could easily cope with the Morton family. Not so sure that it would work with the Springbok front row. We may just need a couple of REs for that job!
Photo credit: Bjorn Moreira / ZA Bikers
It is high time that SA has a reality check. Let’s shake off our misplaced First World pretensions and embrace what is practical and works in our beleaguered economy. I would love to see the streets of our cities reverberating to the ‘Tuk Tuk’ of Tuk Tuks. Imagine for a moment having a little operation called Tuk TuK Tours taking you around Jo’Burg’s sights, or around the Cape Peninsula, let alone visiting Wine farms around Franschhoek. You want something open, airy, and slow enough to connect you with your surroundings. Obviously urban taxis, the original ‘Auto Rickshaws’, as a budget Uber alternative make much sense. Getting kids to and from school is a real pain. Why not entrust that task to the TukTuk team?
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Come on South Africa, it’s not just what you do, but HOW you do it that counts. Cruising around on a Tuk Tuk is just a special kind of cool. Seeing the Morton kid’s reaction to the fun factor of the RE, was a reminder that we could all do well to let the kid in all of us hold sway at times. Loosen up and live a little! A Tuk Tuk ride could be just the ticket. At around R65,000 a pop, it wouldn’t take much to own your own urban mobility business. Sounds fun, doesn’t it?
Bajaj RE 4S
For more information on the vehicle featured in this article, click on the link below…
Since 1971, with one notable exception, Ducati has concentrated solely on V-configuration engines to power its road bikes, firstly the iconic V-Twin and, more recently, the impressive V-Four. The one exception was the Supermono of 1993, a lightweight, single-cylinder racing model specifically for the Supermono racing series. Only 65 were built and had technical innovations that influenced the legendary 916.
Image source: Ducati
Now, in a shock announcement, Ducati has revealed the Superquadro Mono, a brand new single-cylinder road model that promises to be something spectacular.
The engine is of 659cc, with an output of 77.5 horsepower, or 85 horsepower with the optional Termigioni racing exhaust, and 63Nm (43 foot pounds) of torque. What is even more incredible is a rev limit of 10,250rpm, which Ducati claims is the highest of any single cylinder engine ever produced. Despite all this, Ducati claims 30,000km intervals for valve clearance adjustment and oil change intervals of 15,000km.
Image source: Ducati
The engine is based on the Panigale 1299 V-Twin unit, the Superquadro engine inheriting the 116mm bore from the 1299, along with the combustion chamber shape, the same diameter intake and exhaust valves and the desmodromic valve actuation system, which does away with valve springs, making over-revving, with the attendant internal damage, impossible. There are two counter-rotating balance shafts to damp out unwanted vibrations and the engine is fully Euro5 compliant. The Superquadro Mono will be a fully road-legal model, unlike its Supermono ancestor.
Image source: Ducati
So far, Ducati has only released images of the engine so we have no idea what the whole bike will look like but that will be revealed in the latest of Ducati’s online launches, due to take place on Thursday, 2nd November at 4pm European time. Anyone can watch the reveal either on www.ducati.com or on Ducati’s Youtube channel.
The Husqvarna Racing team demonstrated outstanding skill in very tough weather conditions at the final round of the National Hard Enduro Championship held in Hilton, Kwa-Zulu Natal. Despite facing the tough conditions, the team showcased remarkable strength, with Travis Teasdale clinching a stellar second place in the Gold Class after losing a significant amount of time having to change his radiator. Additionally, Heinrich Aust secured an impressive 6th place, further highlighting the team’s ability to overcome challenges and perform at a high level.
Travis Teasdale exhibited sheer determination and unwavering ability, securing a remarkable second place in the fiercely competitive Gold Class, even after a radiator change. His outstanding performance underscores the Husqvarna Racing team’s commitment to excellence and their unyielding pursuit of success in the demanding world of Hard Enduro racing.
Image source: ZCMC Media
Teasdale commented, “It was a challenging weekend, having to change my radiator mid-race but it only fuelled my determination to push harder and overcome. I’m so grateful for the team to help me out so quickly in getting my bike back up and running to put my Husqvarna on the podium and excited to keep pushing the limits in the upcoming races.”
Heinrich Aust’s formidable 6th place finish in the Gold Class further reinforces the team’s collective strength and capability in facing the challenges presented at the pinnacle of Hard Enduro competition.
Image source: Husqvarna
“The final round of the National Hard Enduro Championship went down very challenging because of the weather conditions, I didn’t have the best day out but I still managed to keep myself together to bag some good points for the championship on the day. Every race pushes us to our limits, and it’s overcoming these challenges that fuels our passion for the sport.” Aust said.
Megan Prinsloo, KTM Group Marketing Coordinator commented on the season saying. “We are incredibly proud of our rider’s performances during this season and we will be back next year, fighting for the Championship win!”.
The Brother Leader Tread KTM team has triumphed in spectacular fashion as the National Hard Enduro Championship season drew to a close at the final round held in Hilton, KZN. The relentless efforts of the team members propelled KTM to the pinnacle of success, with William Slater emerging as the newly crowned National Hard Enduro Champion!
The thrilling conclusion to the championship in Hilton witnessed an exceptional display of skill and determination, with tough weather conditions, from the Brother Leader Tread KTM team. William Slater’s outstanding performance not only elevated him to the top step but also earned him the esteemed title of National Hard Enduro Champion, marking a significant milestone in his career.
Image source: ZCMC Media
An elated Slater commented, “Winning the National Hard Enduro Championship for KTM really is a dream come true for me. The journey has been a test of true guts and determination but couldn’t be happier with the outcome!” He continued to say, “Started out front and extended my lead as the day went on. It was a tricky balance between pushing my body and bike so hard in those conditions but still trying to look after my bike, all I tried to do was look after my bike and bring it home safely as I knew what was at stake. I gave it everything and left nothing out on track. My 2024 KTM 300 was unreal under those conditions. I want to express my deepest gratitude to my Brother Leader Tread KTM family and everyone else who has helped me along on this adventure. The championship win is not just a personal achievement but a testament to the collectable effort of an incredible team.”
Image source: ZCMC Media
Notably, alongside Slater’s incredible feat, Dylan Jones showcased an impressive performance, clinching a formidable 7th position.
Jones commented, “The weekend was a thrilling ride, and I’m proud to have secured a formidable 7th position. It was a test of not just skill but also mental grit. Racing alongside such talented competitors is a humbling experience, and I’m grateful for the incredible support from the amazing Brother Leader Tread KTM team.”
Image source: ZCMC Media
Rounding off the team’s stellar performance was the promising young talent, Matthew Stevens, who delivered a solid result, contributing to the team’s overall success.
“The final round of the National Hard Enduro Championship was one of the best Extreme Enduro loops this year and rain added to the toughness, loved the conditions and my fitness training for Roof is paying off. Happy with my 11th overall and learnt a couple of valuable lessons along the way.“ said Stevens. He continued to say, ” The new 2024 KTM 150XCW was amazing all around, and a huge thanks to the team, family and friends for the support!
Image source: ZCMC Media
“We are incredibly proud of the outstanding performance of the Brother Leader Tread KTM team at the final round of the National Hard Enduro Championship. The riders faced very tough conditions and showed their true skills in the sport,” said Megan Prinsloo, Marketing Coordinator for the KTM Group. “William Slater’s crowning as the National Hard Enduro Champion is a testament to the dedication and skill of our entire team. We extend our heartfelt congratulations to William, Dylan, and Matthew for their exceptional performances and unwavering determination.”
The Brother Leader Tread KTM team’s success reflects their relentless pursuit of excellence and their unwavering commitment to pushing the boundaries of Hard Enduro racing.
It is openly acknowledged by all interested parties that South African roads are not safe roads. The general standards of driving are bad enough but the death toll is appalling: any death statistic is bad but a figure of over 12,000 deaths per year is simply unacceptable.
It is clearly too much for our government to do anything about it, so it falls upon us, the general public, to do what we can. Luckily, we are not on our own as it is a problem that is being increasingly acknowledged by the car manufacturers themselves and, recently, we were invited to the VW SA Driving Academy at Zwartkops for the launch of a new initiative based around road safety.
Photo credit: Bjorn Moreira / ZA Bikers
Where VW’s approach is different is that they are concentrating on night driving, which is when 55% of fatalities occur on SA roads. VW is calling the initiative Night School.
Volkswagen’s Night School curriculum covers a range of night-driving topics from understanding your vehicle, visibility and poor vision, driver fatigue, recklessness, personal safety, weather conditions and a host of factors that compromise a driver’s ability when on the roads after dark.
Photo credit: Bjorn Moreira / ZA Bikers
Volkswagen has also partnered with other corporates who will support the initiative of steering South Africa towards safer roads. Vision experts, Spec-Savers, as well as Vida e Caffe, will be providing all curriculum graduates with additional rewards for completing the course.
Photo credit: Bjorn Moreira / ZA Bikers
“As a leading passenger car manufacturer, at Volkswagen, we are acutely focused on our ambition of creating safer roads, not only for our drivers but for all road users including passengers, pedestrians, cyclists and animals,” said Bridget Harpur, Head of Marketing for Volkswagen South Africa. “With over half of our country’s fatal accidents occurring at night, we asked ourselves, then why do we all only learn to drive during the day? Through our Night School curriculum, we are hoping to provide a tangible and effective solution that will help play a part in reducing the country’s night-time road accident statistics and as a result, help save lives.
“To us at Volkswagen, while current road safety statistics are grim, we believe they provide the impetus for action. Statistics are not forecasts. It is imperative to reduce our country’s road fatalities and we believe, through collaborative and transformative efforts, that together we can make a difference.”
Photo credit: Bjorn Moreira / ZA Bikers
Volkswagen’s road safety initiative encompasses three main aspects: the ongoing innovation of its vehicle safety technologies, driver education and up-skilling, and fostering large-scale public awareness.
Volkswagen vehicles are already engineered with a number of advanced safety systems and features such as their IQ.DRIVE with blind spot assist, lane assist, multi-collision brakes and adaptive cruise control. However, Volkswagen believes that driving road safety goes beyond what is under the hood of its vehicles. As such, Volkswagen is taking it a step further to increase driver education and driving skills, especially for night-time driving, when it matters most.
Photo credit: Bjorn Moreira / ZA Bikers
Through Night School, Volkswagen has developed a comprehensive open-source online curriculum that is fully dedicated to night-time driving education and includes learner tests at the end of each chapter. The curriculum is free and accessible to all road users wishing to join their journey towards making South African roads safer. In addition to the online curriculum, Volkswagen’s Advanced Driving Academy will also be offering a real-world theoretical and practical course hosted by their experienced defensive driving instructors based at Zwartkops Raceway.
Photo credit: Bjorn Moreira / ZA Bikers
Interested people can enrol on Volkswagen’s Night School Curriculum from the 1st of November 2023, by visiting VW Nightschool
Handguards are a must when riding dirt, trail and adventure bikes, but in saying that many motorcycles don’t come equipped with them from standard and some are just an afterthought. As simple as the subject is, there’s a lot to know about handguards like what kind of handguards there are and what type suits your riding discipline. To further understand, the local importers of Circuit Equipment, Autocycle Centre, invited us to take a closer look at their new range of ‘Circuit’ Handguards.
The Brazilian-founded company Circuit Equipment have been roosting around the block since 1984 and has a passion for all things dirt-related. Circuit is globally renowned and has bitten into a big piece of the pie in both Europe and America with a selection of products and accessories in Motocross, Enduro, Rally and Supermoto. With a massive importer like “Autocycle” standing behind the brand in South Africa, bringing in Michelin, Elf Moto, Castrol and HJC to name a few, you can be sure that Circuit Equipment will have proper backing and spares.
Image source: Circuit Equipment
So, let’s talk Handguards…
When it comes to protecting our hands and motorcycle controls there are two types of handguards: the shield type and the wrap-around. The plastic shield handguards are traditionally known as Motocross handguards, made to be lightweight and protect your hands from a rocky roost. Without facing any slow obstacles or technical terrain, MX handguards are there to act as a shield, rather than offering protection to the motorcycle.
Image source: Circuit Equipment
While the “MX” style handguards are merely roost-guards, the wrap-around handguards or “Barkbusters” as they’re known in the Enduro world, offer greater protection for riding through the bush, where you might come into contact with trees, shrubs and other bits of nature. Barkbusters also prevent your front brake lever from engaging if you do brush past a branch or tree, plus you won’t be able to break any levers if you suffer a fall kilometres away from your van or bakkie.
What does Circuit have to offer the dirt riders of South Africa?
For the MX riders, we see two stylish offerings from Circuit, the Dakar and the Vector Carbon. Both handguards are designed in Italy and feature a carbon fibre lookalike material that runs between the five available colours, rounding off the design. The Dakar is slightly longer than the Vector and comes with a nylon adapter.
The Vector Carbon in my opinion is the better looking of the two and is made of a highly resistant material called polypropylene. Because they are so compact, it might even be a handguard that Enduro or Downhill mountain bikers might want to fit on their bicycles. On the Vector we also see the adaptor being available in high-strength nylon, aluminium or anodized aluminium. Both the Dakar and Vector are easy to install as they come with universal mounting points.
For the Enduro and Cross Country riders, Circuit has got you sorted with the P4 and the Alloy C Slider. The P4 is your entry-level Barkbuster as it is made completely out of nylon. For most riders that aren’t doing serious Hard Enduro where aluminium comes into play, the P4 is light, has been tested for high impact resistance and looks great with its two-tone design—a Barkbuster I have spotted on a few Rally, cross-country and even supermotards.
The Alloy C Slider Barkbusters are going to be the Hard Enduro and newbie rider’s best friend. They come out of the box in a solid in-your-face colour and are made of polypropylene. Unlike the P4s, the Alloy C Slider comes with polished aluminium or black adaptors, making them less prone to cracking or snapping during impact.
The newest and probably the most exciting Barkbuster in Circuit’s lineup this year is the Adventure-styled Ventura. The Ventura looks like a premium product with its carbon fibre finish, high-quality aluminium Circuit logo and additional spoiler which increases hand protection. The Ventura is universal but at this point has only been tested on all the Honda Africa Twins, KTM 1290 Adventure, BMW R 1200 GS and R 1250 GS models.
So there you have it, five new handguards from Circuit Equipment—bringing good quality and competitive pricing to our local market. For more information on Circuit products visit – www.poweredbyautocycle.co.za
Yamaha’s MT-09 platform has proved to be incredibly versatile and the XSR900 version added a dash of retro appeal to the mixture. Now, Yamaha has gone full-rose-tinted-spectacles on us with the reveal of the stunning new XSR900 GP.
Image source: Yamaha
As you can see, inspiration has been taken from the factory 500cc Yamaha Grand Prix bikes as ridden by Eddie Lawson and Wayne Rainey, so the red and white colour scheme that resembles a certain cigarette packet is entirely deliberate and, to our eyes, utterly spectacular.
Image source: Yamaha
Mechanically, the XSR900 GP is identical to the ‘standard’ XSR900, with a 115bhp, three cylinder engine, Deltabox aluminium frame, radial brake calipers and forged alloy wheels, alongside fully adjustable KYB suspension.
Image source: Yamaha
So far, so good, but the real show-stealer is the half-fairing, with lower fairing panels available as an optional extra. Thanks to the tiny but obviously super-bright headlight, the front of the fairing looks just like a race bike, with a yellow race number panel, matching those on the seat hump. The side panels are also new.
Image source: Yamaha
There’s a new 5-inch TFT dash, clip-on handlebars and new switchgear. Electronics include a quick shifter/auto blipper, a full suite of rider aids including three pre-set engine power modes, Bluetooth connectivity and cruise control.
Image source: Yamaha
But, to be honest, we don’t care what’s under the skin because the skin itself is utterly gorgeous: never have we been so happy to see a naked bike covered up.
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There’s no indication of price or even if any will come to South Africa but, perhaps, if we make enough noise, Yamaha SA will be forced to bring them in.
We were invited to KMSA recently for the introduction of a new brand debuting in SA under the KMSA banner. The introduction started with Chris Speight, KMSA supremo, giving us an overview of the current sales statistics for motorcycles in SA. To be frank, they don’t look too encouraging. Statistically, the relevance of traditional strong performers has reduced drastically. SA was always Sportbike country.
Photo credit: Bjorn Moreira / ZA Bikers
This market has certainly shrunk drastically worldwide and particularly in SA. Even KMSA’s SYM sales are down compared to last year. Whilst still robust, they are under pressure in our ailing economy. The only sector which is healthy is the small bike sector, what with Uber eats and grocery deliveries. This is a high-volume low-profit part of the market. The historic big bike (over 500cc) market is taking strain.
Image source: SYM Scooters SA
Many potential buyers in this market now live in London, Toronto and Down Under. Having been around the block a few times in this fickle industry where motorcycle sales have always been a barometer of the economy, Chris and his team have looked, learnt and taken action. After 48 years of distributing Kawasaki in SA with a parts first and bikes second approach, KMSA have done a sterling job with all the brands that they have represented. Their Dirtbike sales have been reasonably consistent, what with their backing of the Championship Pepson Plastics race team.
Photo credit: Bjorn Moreira / ZA Bikers
Dirtbike prices have not been spared, unfortunately, and the traditional brand offerings are getting increasingly dear. How do we keep getting new riders into this potentially lucrative recreational space? Why not search the globe for a proven brand with good build quality and decent performance, that still offers really good value for money? Enter KAYO.
Photo credit: Bjorn Moreira / ZA Bikers
Launched in the USA in 2002, KAYO have built a solid reputation for building quality dirt bikes and quads at affordable prices. They now build over 50,000 recreational vehicles per year which they distribute globally. Consider the number of CRF230 Honda’s that were sold in SA. A bulletproof bike that is still snapped up in the second-hand market for almost double what they cost 10 years ago. KAYO offer a modern take on the CRF with USD forks etc for similar money than you would pay for a well-used CRF, how cool is that?
Photo credit: Bjorn Moreira / ZA Bikers
This is just one example. If you look at the range of bikes & quads that KMSA are bringing in this theme pervades across them all. Well-built products with decent performance at prices that currently offer unparalleled value.
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We got to touch, feel and ride the new bikes and quads in the KMSA stable and came away suitably impressed. This is just what we need right now. Forget your worries and woes, buy an affordable dirt bike and go and enjoy the wild blue yonder. Good on you KMSA!
Just when you thought you’d seen it all this year, the weather steps in and throws a spanner into the works and, perhaps inconsequentially, gives us one of the best races of the year and, more importantly, a brilliant result.
If there have been rumblings of discontent about the Saturday Sprint races, then maybe they have been partially put to rest as the race mechanisms were in place to enable a change of the Main race to Saturday when Sunday’s weather threatened – accurately as it turned out – to be just too dangerous, with high winds forecast. To have missed out on a Philip Island race would have been a travesty as it is always the scene of brilliant racing and a favourite track of all the riders.
Image source: MotoGP
It’s not hard to see why: fast and flowing, it is spectacular and requires balls the size of melons. Some circuits we armchair jockeys look at and go, ‘I might be able to do that,’ even if it is patently a load of rubbish, but Philip Island makes you draw a sharp intake of breath even from the comfort of your soap box.
Normally, one rider making off into the distance at the beginning of the race is cause to concentrate on what’s happening behind and such was Martin’s dominance that is exactly what we were doing, but at the back of our minds was the fact that he had started on the soft rear tyre and his pace was such that it was almost inevitable that his pace would drop off a cliff before too long.
Image source: Pramac Racing
That he remained in front until the last lap was incredible and even though we knew it was a gamble, for him to drop from first to fifth in a few corners was heart-breaking. But, if we can be selfish, what a race it gave us as Binder, Bagnaia, DiGiannantonio and Zarco fought tooth and nail for lap after lap, never more than a few metres between them. That is the definition of trust in your fellow competitor, to know that they are going to do the same thing as you at the same speed and at the same time, corner after corner, lap after lap and that you have to do something out of that window and on the edge in order to pass. Mind-blowing.
Image source: KTM
To see Zarco finally win a MotoGP race was fantastic; he must be one of those riders whom everyone wanted to see win and to get that monkey off his back has to be a relief, as long as it opens the door to more. His move to LCR Honda in 2024 might seem like a big-money ‘last-move-of-a-career’ but we have to hope that it coincides with an upturn in fortunes for Honda to at least give him the machinery with which to challenge again.
But what an insidious position to be in during the race: your teammate, who is fighting for the championship is leading but slowing rapidly. Do you protect his lead as much as you can, which will be virtually impossible as he is going so slowly, or do you overtake and take the win – your first, don’t forget – and prevent your teammate’s nearest challenger from winning and stealing even more points? Of course, it was a no-brainer for Zarco: he had no choice and seized the opportunity with both hands and I couldn’t be happier for him. As I suspect, will the vast majority of the paddock.
Image source: Pramac Racing
And let’s not forget DiGianantonio: he’s been getting better and better in the past few races, culminating in his best-ever result with third place in Australia. And he doesn’t have a contract for next year! If he’s not snapped up soon, it will be one of the grossest injustices but he’s young: he can afford to take a test rôle for 2024 in lieu of a place on the grid in 2025, when most seats will be up for grabs.
But what a see-saw period in the championship: Bagnaia initially leading the championship comfortably; Martin clawing back and taking the top spot for all of 24 hours; Bagnaia winning the next day as Martin crashes out; Martin leading by a country mile in Australia but Bagnaia leaving with a 27-point lead. I’ve always said I don’t care who wins, as long as we have good races and a close season, and that still stands true, but I’m also a fan of the underdog and I’d love to see Martin take the title at season’s end, but I also can’t deny that Bagnaia deserves it as well. Such conflict!
Image source: Ducati
Back to Zarco. It was heartening to see all the riders on the slow-down lap coming alongside Zarco and warmly congratulating him – one of the best things about MotoGP. If Zarco was a championship threat, maybe there would have been one or two riders who wouldn’t be that pleased with his success but I would like to think that that wouldn’t be the case. In parc fermé, Zarco’s celebrations were slightly disappointingly low-key, when you would expect them to be infectious and over-the-top.
His comments afterwards were revealing; “You try to keep the hope (of a win) always there, but then you’re wondering, why don’t I have these moments the other riders have? At the last corner, I had this feeling, okay, I know I’ll have good drive but then you open the throttle and you feel you don’t have any power and you’re scared you’ll get passed on the line. Over the finish line, there was no explosion of emotion. It was more of a calm feeling, ahh, it’s done. Winning in Philip Island gives you a really nice feeling, because everyone loves the track, so you feel you are part of the big guys if you win here…”
Image source: Pramac Racing
It’s interesting to look at the different approaches of Bagnaia and Martin throughout the weekend. Bagnaia spent a lot of time on Friday on the medium rear tyre and so knew what it could do and wasn’t fazed when he failed to make it through to Q2 automatically because he knew that on the medium tyre, he had the pace to run at the front, not to mention the longevity of the tyre. Of course, that could have all meant nothing if he got caught up in a start accident by not being at the front but it was a gamble worth taking.
Image source: Ducati
Martin gambled on using the grip from the soft rear to build a gap at the start and manage tyre wear after that to maintain the gap, something he is good at thanks to his smooth style. He so very nearly pulled it off, leading for all but eight corners of the whole race. Unfortunately, they were the wrong eight corners!
Many critics called his gamble stupid but there is such a fine line between hero and twit. One race lap less – and the win – and Martin would have been hailed a hero. Remember Brad Binder in Austria in 2021, gambling on staying out on a wet race track on slick tyres while everyone else changed bikes? Another half a lap and Bagnaia would have sliced past Binder as if he was standing still: as it was, Binder was hailed a hero for winning against the odds. It could so easily have been different, as Martin knows all too well.
Image source: KTM
“I was really convinced the soft tyre was the one,” he said. “I took the risk and it didn’t work by half a lap… I rode really smooth, trying to be super-clean on the tyres, but finally, it didn’t work.”
It was a brave attempt, a gamble such as Martin is likely to take, being the hunter and not the hunted in the championship. Will it be enough to deliver the title? Only time will tell and, luckily, we don’t have long to wait for the final acts.
The Bologna-based manufacturer has been working for two years on a prototype that will make its debut next season in the Italian Motocross Championship, with the aim of validating the technical solutions made on the bike on the track. This strategy confirms the approach that distinguishes Ducati in the development of its sportiest and most high-performance models, i.e. starting from racing competition and then creating series products capable of exceptional performance for the delight of its enthusiasts.
This is a multi-year project that will see the creation of a complete range of off-road engines and motorcycles. The models will gradually become part of a family of knobby motorcycles branded Ducati, starting with motocross.
The Bologna-based company has signed an agreement with nine-time Motocross World Champion Antonio Cairoli as a high-performance test rider for the new project and, thanks to his talent, speed and experience, he will give important input for the development of the new motorcycle.
Image source: Ducati
Claudio Domenicali, CEO of Ducati Motor Holding, commented: ”I am proud to announce Ducati’s entry into Motocross. A totally new world for Ducati in which we want to bring our talent in designing lightweight motorcycles, with excellent components and high performance and – above all – which can excite more and more motorcyclists. Just as we believe that the track is the best laboratory to develop and test the bikes that will then be available to customers and enthusiasts. This is why we have decided to cooperate with an undisputed champion like Tony Cairoli who, together with the passion and dedication of many of us here in Borgo Panigale, will contribute to making Ducati in off-road as capable in offering very high-performance products to its passionate customers as we have proven on the asphalt. The project is possible thanks to the company’s excellent results in recent years and confirms our desire to extend our presence into new worlds, speak to new motorcyclists and therefore grow the Ducati Community.”
Image source: Ducati
Antonio Cairoli added: “I am extremely happy to become part of the universe of Ducati, which has always been a symbol of the Italian spirit throughout the world, and to begin this exciting new adventure, in an all-Italian project. Being able to make my contribution to the development of the Borgo Panigale motocross bike is a dream come true and a source of great pride for me.”
Ducati has also signed a multi-year agreement with Maddii Racing, one of the most experienced teams in the motocross paddock, which will be the reference structure for the MX racing activities and will take part in the 2024 Italian Motocross Championship with Alessandro Lupino, eight-time Italian Champion and 2021 MXoN winner, also contracted to Ducati as racing and test rider.
The focus of the Ducati off-road project is a combination of the search for lightness pushed to the extreme, top-of-the-line components and engines characterized by a very broad power delivery curve. The latter is obtained thanks to the use of the Desmodromic system, used on all the sports bikes of the Bologna-based company starting from MotoGP. Ducati is in fact the only company in the world that uses the same valve return system on its highest performing production motorcycles as it does on racing prototypes.
Entering the specialist off-road sector represents a very important and challenging strategic choice for Ducati, made possible thanks to the excellent results achieved in recent years. A decision that confirms the desire to expand the brand’s presence into unexplored terrain today. New young motorcyclists will be able to get close to the Borgo Panigale brand and thus enter the large community of Ducatisti.
Performance is one of the three core values of the brand, together with Style and Sophistication. In Borgo Panigale, there are many off-road lovers and we can’t wait to see the Desmo in all its potential at work off the asphalt!
Who the hell, you may ask, is Team Matjien? This is where it gets scary! Harley Davidson, back in the day, called their engineers involved with their race effort ‘The Wrecking Crew’. Similarly, Lockheed Martin called their Advanced Development Engineers responsible for designing and building special projects like the SR 71 Blackbird, the world’s fastest aircraft, ‘The Skunkworks’. Well, if you come to South Africa, we have such engineering fellows who have had some incredible achievements over the years. When it comes to motorcycles, enter Team Matjien!
Image source: Team Matjien
The chap that heads up this motley crew is none other than my old buddy and Super Singles adversary from the early ’80s, Koos Zietsman. Koos grew up fascinated by mechanical things. This resulted in his buying a basket case bike and with a little help from his dad, getting it assembled and running. Such is the nature of the man; he didn’t end there. He went on to race this bike, which in turn resulted in him being properly bitten by the racing bug. He studied Mechanical Engineering and in the late ’70s and into the ’80s, it is fair to say, that he became by far the dominant force in short-circuit racing. This was prominently at Swartkops and Lichtenburg, where he ruled in sprint and 6-hour endurance racing. In 1982 I kept him honest by beating him on a few (very few) occasions, finishing second to Koos in the then Transvaal Championships.
Image source: Superfiets Magazine
Koos rode a YZ250 Yamaha engined Super Single housed in a frame which he designed and built. In truth, I think he viewed my twin shock XR500 Honda with a 750 Honda front end bolted on, with some disdain. His bike was quick and worked well. It was also very reliable, something that I, as a four-stroke fan, didn’t think possible. He campaigned this bike with his two-stroke wizard buddy Neels Van Niekerk in the six-hour endurance series as well, which he won in 1982. I too contested some races in ‘82 with an immensely talented partner, Jean D’ Assonville. In fact, we managed to beat Koos and Neels at Lichtenburg by a mere 13 seconds after 6 hours of intense racing. In truth, Jean was the hare, and I was the tortoise in our team. Jean broke the lap record in the 550 class on our Mean Machine-sponsored GPZ 550 during that race, but it was Koos who was crowned the Endurance Series Champion for ’82. Koos raced motorcycles competitively till 1990, after which he transitioned to racing and doing other crazy stuff in 4x4s.
I got a call way back in March from Koos, inviting me to pop around to his spot as he had some news that he suspected would get my attention. Flip, what an understatement! He introduced me to two other members of Team Matjien. Both with the surname Pretorius. The older of the two, Riaan, or “Riempies” to his friends and “Jock”, both do their motorcycle racing in the dirt. Riempies background is not dissimilar to Koos’. Growing up on a smallholding outside Pietersburg his dad bought him a Yamaha YB100 which was desperately in need of some TLC. The bike got fixed and raced. He too studied engineering and, as fate would have it, he and Koos ended up working together. Riempies has had a long fascination with the Roof of Africa extreme Enduro. After buying a 450 4-stroke, and campaigning it for a while, he realized that he was a 2-stroke man at heart. The strokers are so much easier in the technical stuff that he encountered in Lesotho. He has 7 Roofs and the 2011 Erzesbergrodeo under his belt. He currently rides a KTM 300 in these events.
Image source: Team Matjien
“Jock” Pretorius is a youngster by comparison and worked as an engineer alongside Koos and Riempies. Their constant racing banter got to him and in a moment of weakness (I suspect there may have been some alcohol involved) agreed to ride the Roof. I don’t think he had even ridden a bike in anger at this point. This is where Team Matjien enters the story again. Prior to the Roof in 2010, Koos had an idea to raise some sponsorship for his buddies for their racing endeavours. Erzberg in 2011 was also just around the corner. Team Matjien was the name chosen for the team of aspiring youngsters who wanted to ride the Roof. Koos made himself Team Boss and lent on various acquaintances and friends to throw bucks at Team Matjien’s efforts. Jock was one of the beneficiaries and entered and finished his first Roof under the banner of Team Matjien. The nickname “Jock” does not refer to any kind of Scottish ancestry, but rather to the “Jock of the Bushveld” Staffie-like grit and determination that he displays in the line of duty, whether working or riding.
Image source: Team Matjien
When I learned the reason for Koos’ call, I realised that Team Matjien was going next level. Koos is the lead engineer on their current crazy but audacious project. Get this… Koos and Riempies remember the days of 2-stroke glory when bikes like Honda CR500s, Kawasaki KX 500 and Yamaha 490s scared their riders out of their wits at every opportunity. Pumping out huge horsepower, but not of the linear kind, these bikes were only for men with gonads of steel. They constantly did their damndest to spin up the rear tyre, in any gear and dump the rider on his head. What followed was a general toning down of 2-strokes. Power valves and water cooling and mapping gradually tamed the beasts into the superbly competent and rideable bikes that they are today.
Image source: Honda
Now here is the thing with engineers. Get them talking on mechanical things that float their boat, like the 500cc 2-strokes of the days of yore, bemoaning the fact that you can no longer get bikes of this ilk in the current politically correct, sanitised world, then toss a little alcohol into the mix (again I suspect this is what happened) and creative juices really start to flow. It was Riempies’ idea. “Let’s build our own 500 then,” he said. Some primaeval light shone in Koos’ eyes, “design it and let’s talk”, he retorted. Most times nothing comes of these chats, but not this time. Riempies got busy and came back to Koos with some solid design plans. In essence, what Riempies planned was using a set of crankcases modelled on a KTM 300, incorporating the gearbox and electric start, as well as the mounting points, to shoehorn the 498cc motor into a 300 KTM frame.
Image source: Team Matjien
My mind was in a flat spin as they unfolded this fiendish plan back in March, with more questions than answers. “Who else is involved, guys? This is crazy!”. Enter Koos’ old race partner, Neels Van Niekerk. This guy is a legend to anyone who has ever toyed with a performance 2-stroke. His ‘Vannik Racing’ tuning work is world-renowned. I bought a NSR250 Honda for my son to race in Powersport, years ago. Neels had done development work on the NSR which turned it into an absolute weapon. His motors were not only powerful but eminently rideable. Neels is the Simulation Engineer on the ‘TM498’ project. (The project name changed to PZ490 after learning that a European bunch marketed TM motorcycles at some point).
He has written a programme to map the power and way that is produced by the 498cc 2-stroke engine that they are building. In his typical quiet and laconic way, Neels has indicated that his biggest challenge is to ‘de-tune’ the bike to make it vaguely rideable. Without even trying, indications are that it will pump out over 30% more power than a fit KTM300! Piet Van Zyl, an old engineering mate of theirs who has done work for McLaren and currently plies his trade in the UK, will design bespoke internal engine gears like the crank to clutch and so forth.
Image source: Team Matjien
The Team Matjien crew have been, and some currently are, still engaged in building specialist armoured vehicles, during which they have access to some of the most competent engineering concerns in the country. They have called in all their favours and then some, to make this project a success. The one unanswered question remained… “Why guys, do you want to market these motors?” “Hell no!” was the instant mass retort, “it’s just something that we want to do”. Let’s face it, that takes ‘Boer maak ‘n plan’ (farmer makes a plan) to the next level! Fast forward 7 months and 21 days. Unbelievable as it may seem, the idea shared back in March is a rip-snorting, tyre-shredding, rock-chucking reality! We got invited to the unveiling of the Team Matjien PZ490 on a plot just outside Pretoria. It is only a week since the beast got fired up for the first time (watch here). Apart from minor issues around the power valve software which need some fettling, the PZ490 is all it promised to be.
Image source: Team Matjien
One could write a book about the engine build alone. Crankcases as well as all the major components were 3D printed then assembled and mounted in the frame. From this plastic motor, an exhaust was fabricated and checked to see that it would fit. Engine building in the digital age that we live in is an amazing process to get your head around, especially if you don’t have an in-depth knowledge of engineering. The software driving the processes is mind-blowing. Even engine component stress can be assessed before the build to ensure that engine bits are robust enough.
Image source: Team Matjien
Talking software, the engine management software makes this monster rideable. With power and torque to burn, it needs huge toning down to work in a real-world application. Riempies concedes that his 300cc KTM is as perfect a Roof bike as you could wish for and anything more potent is total overkill. But that is not why this bike exists. The other motorcycle that was built primarily to prove that it was possible, and could be done, was Honda’s incredible oval piston’ed NR750. The difference here is the resources available. This motor was designed, fabricated, and built in after-hours spare time by a tiny group of passionate engineers, funded by businesses that have come a long way with Team Matjien. He shudders at what the fat exhaust pipe will look like after dealing with Lesotho’s rocks. Koos is more pragmatic. “If you’re lucky it will lose a few ponies” he says, laughing.
Image source: Team Matjien
For those interested in what’s under the bonnet, here is the power comparison between PZ490 and the donor KTM XCW300.
Image source: Team Matjien
The motor is bolted into a KTM 300 frame. Parts were manufactured all over the world, wherever it could be done cost-effectively and timeously. To hear the bike fire up with that deep-throated big-bore 2-stroke blatt is spine-tingling. It revs up crisply and watching Riempies accelerate, spins up the front wheel and lofts the front wheel just off idle. The guys had the bike displayed on a platform covered with a bespoke PZ490 cover emblazoned with some of the major sponsors’ names. Parked to each side were two bikes to which this monster pays homage, in the form of a Honda CR480 and a Maico 490, both sporting huge finned barrels and heads, in stark contrast to the PZ490’s liquid-cooled motor. The bike looks sweet with a bespoke PZ490 sticker kit also showing dominant sponsors who participate in this amazing project.
Image source: Team Matjien
Riempies has spent so much time on the PZ490 project that his preparation time for the Roof has been rather limited. But then again, he is there to experience riding a bike with a motor that literally was only a dream less than 8 months ago. A bike that embodies the incredible spirit of a handful of supremely talented and driven South African engineers, who dared to do what most would consider impossible. Team Matjien, take a bow! A second motor will be built for another audacious Team Matjien project that may just end up in a particularly prestigious record book, but for now, that will be a story for another day. Riempies, enjoy your Roof, brother! May the force be with you!
See the original plan as it was hatched back in March, in this casual and candid video shot on Koos’ lawn.
Ducati has emphasised its commitment to the Multistrada platform with the launch of the sixth variant in the current range of V4 Multistrada in the form of the Multistrada V4 RS.
Image source: Ducati
One aspect of the new V4 engine was its impressive service and valve train adjustment intervals, which was made possible by dropping the desmodromic valve actuation in favour of valve springs to close the valves. This enabled valve adjustment intervals to be extended to an impressive 60,000km, while an oil change is needed at 15,000km and an air filter change at 30,000km.
However, for the Multistrada V4 RS, Ducati has reverted to desmodromic valve actuation which, for those who might not know, both opens and closes the valve with cam lobes and does away with the need for valve springs, which are a limiting factor to how well an engine breathes at high revs and also how high the engine can rev. The engine of the V4 RS will rev to 13,500rpm, with peak power at 12,250rpm, while the valve-spring Multistrada engine tops out at 10,000rpm.
Image source: Ducati
Engine displacement is 1,103cc and the power output is 180 horsepower or 192 with the optional Akrapovič race exhaust system. The new RS runs super light 17-inch Marchesini wheels (in place of the 19-inch wheels on the rest of the range) and the chassis geometry has been altered that puts more weight on the front wheel so the V4 RS will turn like a sports bike. By doing this, Ducati has blurred the lines between a sports-touring bike and a full-fat sports bike. It is, in effect, a tall and much more comfortable Panigale V4S.
Image source: Ducati
Suspension is Ohlins Smart EC semi-active suspension and, naturally, the best Brembo calipers – Stylema Monoblocs – money can buy.
Image source: Ducati
On the electronics front, the ‘Enduro’ riding mode has been replaced by a ‘Race’ mode and the V4 RS retains the rest of the comprehensive electronics package, with four power modes which significantly alter the power and torque characteristics in the intermediate gears as well as sixth gear. You can adjust engine brake control, wheelie control, traction control and ABS, while the radar detection front and rear is another refinement.
Image source: Ducati
Weight reduction has been taken seriously, with 2.7kg off the wheels, 2.4kg off the subframe and 1.4kg off the battery. With the Akrapovič exhaust fitted, the all-in weight of the V4 RS will be 205kg, which isn’t much heavier than the Streetfighter V4S!
Image source: Ducati
Whether the world needs a track-blitzing, upright riding position, comfortable Multistrada is not for us to question: it’s enough for us that Ducati feels it’s what we need and we’re happy to listen to them.
After the reveal of the BMW R 1300 GS a couple of weeks ago, a model that will only arrive on these shores in 2024, it seemed appropriate to revisit the current R 1250 GS for one final assessment. It’s been around long enough to not need yet another road test but my own personal enjoyment of the GS in its many different incarnations has been such that I welcome any opportunity to ride one again, even if my wheels generally venture no further off-road than into the car park of a restaurant or shops, at least in a normal week.
Being provided with a demo bike goes beyond an excuse to have a bike to run around on for a week, as enjoyable as that always is, especially if it coincides with a longer trip having to be undertaken, although time precludes heading off for several days to explore another corner of this fantastic country on a suitable bike. By ‘longer trip’, I mean getting out of the confines of the city into the open country that surrounds it and, hopefully, discovering a new corner right on my doorstep that is new to me.
Photo credit: Bjorn Moreira / ZA Bikers
There is a welcome impression of familiarity that accompanies swinging a leg over a GS. It might only be a motorcycle with handlebars, a seat, an engine and a dashboard but, as you will all fully understand, the number of variations on that theme might as well be infinite for all that one bike feels like another. Having been lucky enough to ride a huge variety of bikes, including every adventure bike for the past fifteen years, there are some that stick in the memory and some that are forgotten almost as soon as you walk away but, in my own experience, a new GS has always been an occasion and I’ve been lucky enough to cover significant mileages on each one since the last of the air-cooled models back in 2012.
Photo credit: Bjorn Moreira / ZA Bikers
What that does is further deepen the mystery of how a manufacturer manages to improve a given model generation after generation. If I ride an air-cooled R 1200 GS today, it still feels like a hugely competent motorcycle, with no discernible flaws and certainly no lack of ability or character. So how did BMW improve on it? Yes, the next model had partial liquid cooling but at its core, it remained the same: maybe a few more electronic gadgets but the basics remained the same. And again with the R 1250 model. So why spend untold millions on this constant cycle of development for only incremental improvements?
Of course, it happens because none of the other manufacturers stop either: it’s a vicious circle of their own making that they can’t stand still for fear of being left behind, even if some of the advances – mechanical, aesthetic or electronic – are not much more than window dressing and, although we are told that they add to the experience, it’s sometimes hard to understand how or why. Naturally, some advances do add significantly to the experience and, of course, the safety although are the electronics only necessary because of the size of such bikes?
Photo credit: Bjorn Moreira / ZA Bikers
At least with the new R 1300 GS, BMW is addressing this ever-increasing size and weight issue that plaques the modern adventure bike. However, upon reacquainting myself with the R 1250 GS, it really doesn’t seem excessively large: certainly no bulkier than the KTM 1290 Super Adventure models, both of which I was fortunate to assess briefly while I had the BMW in my possession.
Photo credit: Bjorn Moreira / ZA Bikers
The simple fact is, the R 1250 GS is everything I want and need from a motorcycle: plenty of power and torque in an entertaining and confidence-inspiring chassis; good suspension; comfort and wind protection, enabling fatigue-free long journeys; enough room for my gangly frame; easy to figure-out – and largely useful – electronics and, last but not least, excellent build quality. Naturally, that description matches a lot of bikes on the market but it doesn’t take into account personal preference and the experiential factor: the simple fact is I have had more memorable experiences on a GS than on any other bike, for whatever reason.
Photo credit: Bjorn Moreira / ZA Bikers
Having access to press bikes also enables you to interact with the brand, the dealers and the owners and, at this, BMW works hard. Recently, the R 1250 GS has taken me to the BMW Motorrad 100 Years celebration at Grotto to Gravel in the Magaliesburg and to BMW Motorrad Centurion (formerly Bavarian BMW) for their annual October Fair, which is always a good morning out.
Encouragingly, there were a large number of people at Bavarian BMW once we arrived at around 10:00 AM. Music, German engineering, food and motorcycle accessory stalls kept all walks of life entertained throughout the day. The fact that so many people chose to spend some of their Saturday at Bavarian gives some indication of the loyalty of the customers and the reputation of the Bavarian brand—If the motorcycle industry is suffering in the current economic climate, then there was little evidence of it at both events.
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So, the R 1250 GS is about to be consigned to history and the GS story will start a new chapter in 2024. No doubt the new model will be a huge advance in virtually every way possible – new engine, more power, lighter weight, different ergonomics, more comprehensive electronics, new styling – but whether it will necessarily be fundamentally any better than the current R 1250 GS is another matter entirely. The big question is: does it need to be so much better when the existing model is already so good? For that, we’ll have to wait until next year and our first taste of it.
Photo credit: Bjorn Moreira / ZA Bikers
BMW R 1250 GS / R 1250 GS Adv
For more information on the bike that we tested in this article, click on the links below…
Cancervive has been creating awareness around cancer and providing people with hope for over a decade, and we here at ZA Bikers have had the privilege of being involved and joining their annual flagship ride in 2017, 2018 and 2019, but due to Covid, they were unable to continue their awareness rides in the years to follow up until 2022. With great anticipation – 2023 would be their second flagship ride since the pandemic hit our shores.
Once again when the opportunity presented itself for us to join them and show our support, we jumped right at it! This was my first time joining them on their flagship ride and boy was it a life-changing experience. Never have I met a group of people so supportive of not only the survivors amongst them but every individual they came into contact with. Losing my grandad to cancer a few weeks prior to the ride, I was feeling a bit hesitant to go, but this trip provided me with the healing that I didn’t know I needed and for that, I am forever grateful.
Photo credit: Meredith Potgieter / ZA Bikers
This year they chose to visit the stunning province of the Western Cape. To say that we rode through some of the most beautiful destinations would be an understatement. We travelled from the famous city of Cape Town to various small towns like Grabouw, Slanghoek, Montagu, Ashton and Ceres just to name a few, visiting the communities in each area.
As some of you may know, motorcycles are a big part of what makes Cancervive so unique as they bring a sense of ‘sisterhood’ to the group; they are at the centre of what moulds Cancervive together, and they ignite an exhilarating energy amongst the crowds within the communities that they visit.
Photo credit: Meredith Potgieter / ZA Bikers
For 2023 Suzuki South Africa was the sponsor for all the bikes used (and even the vehicles). They honestly couldn’t have partnered with a better brand for the ride. The people from Suzuki were so involved and supportive helping out wherever they were needed. Not only did they sponsor the bikes and cars for the trip, but they also offered a rider safety course at Red Star Raceway for every person that would be joining where they guided them through the safety and riding techniques to stay safe on the road.
Photo credit: Meredith Potgieter / ZA Bikers
A few of the riders were people who would be joining the ride for the first time and the feedback that we received regarding the assistance and valuable information that they were given was off the charts. They continuously said, “If it wasn’t for the training we did, we wouldn’t have had the confidence to do this ride”. A reflection of this resulted in the riders barely having any incidents; other than the one or two tip-overs due to uneven ground, which was a huge confidence boost for the riders.
Suzuki’s main focus for the ride was “Rider Safety” and they certainly did an amazing job at keeping everyone upright. No matter the situation, if someone needed them – they were right there to offer their assistance, from moving bikes to more stable ground to making sure the bikes were spick-and-span. So, with that said, a huge shout out to the guys at Suzuki, you certainly outdid yourselves, and on behalf of the entire group, we appreciate it. I know from the feedback I heard from the Cancervivers; that they are looking forward to strengthening their partnership with Suzuki in the future.
Photo credit: Meredith Potgieter / ZA Bikers
As mentioned, we started the ride in the beautiful city of Cape Town with their first appearance being at the Spar Ladies Day – The Spar Group being one of the longest and biggest sponsors for Cancervive. We spent the morning at Grand West where they had amazing motivational speakers, live music and many prizes to win. In my opinion, it was really lovely to have attended this event before starting the flagship ride, it created a sense of appreciation and it set an exciting atmosphere amongst the group. At the end of the event, Cancervive was presented with a cheque and we received a wonderful send-off as we departed on the 10-day journey.
Photo credit: Meredith Potgieter / ZA Bikers
A big part of Cancervive is creating hope and offering support to cancer patients and their families. This is where the survivors and supporters soften their hearts and connect with people who are struggling with their own battles. Experiencing this was something that weighed heavily on my heart, and this is where you realise the importance of their presence within the communities. Every ward we entered the little faces of the children would light up and they would spend some time just existing with them. Sometimes simply sitting with a person who is fighting their battle and telling them that there is hope and they shouldn’t give up was the only message that person needed to get them through their journey.
Photo credit: Meredith Potgieter / ZA Bikers
There was a little boy at the one hospital we visited who was so brave and continued to tell us his story. He truly crawled into every one of our hearts and they had the opportunity to make his dream of riding a bike come true. The joy on his face is a sight one can never unsee, and it’s moments like those that make you appreciate life.
Photo credit: Meredith Potgieter / ZA Bikers
Over the next few days, they would travel to various towns performing educational shows at schools and farms. The main goal is to create awareness amongst communities that are unaware of the facts and precautions that can be taken against cancer. The overall message that Cancervive leaves with people is that “early detection can save lives”. I was very surprised to learn how few people are aware of what cancer is, and how many people are unwilling to speak up if they are suffering from it. The saddest part was how people would rather suffer in silence than make others aware of their battle simply because of the stigmas and myths linked to the word “cancer”.
Photo credit: Meredith Potgieter / ZA Bikers
One of the biggest events they joined was at the Gerald Wright Thusong Centre where over 1000 people attended the Edu-show. This was probably the most emotionally challenging event we did as the community that joined was in a great deal of poverty. Along with the Edu-show, they were also sponsored by County Fair with chicken donations which was used to cook a meal for the members of the community. It was tough to see the children who have been orphaned and were left to fend for themselves, but bless the woman’s heart from the Soulfood Community Organization who has taken it upon herself to care for them.
Photo credit: Meredith Potgieter / ZA Bikers
Supporting each other and creating an environment where one can hold space for one another is vital on a ride like this. The things the group witnesses and has to remain strong through can easily take a toll on an individual, especially the survivors who share their stories. This is why they created sharing circles at the end of each day where the group could reflect on the day and their experiences, and process the difficult emotions that were stirred up throughout the events that they held.
Some evenings also involved some activities where the Cancervivers would create projects for the ride going forward. One of the projects was a representation of them ‘planting seeds of awareness’ where each person would plant a few seeds of wild olive trees with a note attached. These bags of seeds would be handed over to each place they visited as a symbol of planting awareness within the community and keeping it alive.
Photo credit: Meredith Potgieter / ZA Bikers
Another beautiful project was a set of paintings which would be handed over to one of the hospitals to hang in their recreational centre where patients can go to unwind. They were given a canvas with a bare tree on it and they had to use their fingers to create the colourful leaves, and each Cancerviver and sponsor that joined could write their own message of hope.
Photo credit: Meredith Potgieter / ZA Bikers
As we travelled from one town to the next my outlook on life started to change, instead of living a life for yourself I started to realise the importance of opening yourself up to being selfless and caring towards complete strangers. It’s so easy to walk through life without noticing the struggles that other people go through and to focus on your own struggles with the mentality that no one will understand how overwhelming your situation is. Observing the people in the crowd, and noticing how many people are going through struggles that are equal and sometimes worse than your own is an eye-opener. You walk away feeling like “If these people that have so much less than myself, or live in so much worse conditions can stay strong, then who am I to complain”, it certainly stirs up a new sense of strength within you.
Photo credit: Meredith Potgieter / ZA Bikers
Even though everyone in the group remains strong for the people they meet and support, they are each fighting their own battle as well. With that being said, the organisers of Cancervive hosted a beautiful ceremony for the group to release and reflect on their own journey and their experiences on the trip. This year it was held on a farm with a tranquil dam underneath the stunning African sunset sky.
Photo credit: Meredith Potgieter / ZA Bikers
Before heading to this location, we had to write a letter, either a letter to our future selves or a letter of gratitude or reflection; either way, you could simply write your heart down in private. We rode in a convoy to the farm and once we arrived, we were each given a boat with a candle. They played music to set the tone and Jessica (the lead singer) sang a song while we placed our boats on the water and watched them drift away. Everyone was given their own amount of time to release their emotions and to touch base with themselves, allowing whatever healing needed to take place. We sometimes forget to allow ourselves the time to look inward and create space to connect with our emotions, and this was a beautiful reminder that it is necessary.
Photo credit: Meredith Potgieter / ZA Bikers
The Edu-shows would start off with people being very involved and excited to learn about what cancer is, to enjoying the drummers, and then there would be a sudden shift in the atmosphere as soon as Itumeleng would share the poem she wrote of her battle with cancer. Everything would become quiet and you could instantly tell which individuals have been touched by cancer in one way or another. It would not be long before the Cancervivers would gradually make their way to these individuals to offer them their support and mutual understanding of the pain that they were going through. It was such a beautiful moment of caring, something that is quite difficult to put into words, however, it was undeniably visible.
Photo credit: Meredith Potgieter / ZA Bikers
Talking about caring and making a difference in people’s lives – I have to mention the school we attended in Rawsonville with the name of Goudini Hoërskool. This is a school that doesn’t stick to your average curriculum. They teach the children life skills such as agriculture and craftsmanship where they can make projects that can either be used at home where electricity is not an option or sell it to have an income. The one project that they had to make was a stove, the smallest, most well-thought-out design that I have ever seen. All they require is wood and a pot and they can make a meal indoors.
Photo credit: Meredith Potgieter / ZA Bikers
The community and farmers have also sponsored the school with funds to set up greenhouse tunnels where the children can learn how to grow their own food. The produce will then be sold to put money back into the program and the rest of the food will go into the school’s feeding scheme as they house up to 90-odd children on the premises. These children are being cared for as their home environments are not safe and are unhealthy.
Photo credit: Meredith Potgieter / ZA Bikers
Seeing this truly puts hope into your own life, and it certainly feeds the Cancervivers with the same. Giving so much of yourself to others can easily drain you as an individual, however, witnessing that there are people out there with the same goal of creating hope and futures for the next generation is truly astonishing.
The ride was slowly reaching the finish line, one could tell that the group was feeling a bit sad that it was coming to an end. We finished our final day with a caring session at the Groote Schuur Hospital. They visited many patients, handing them gift bags and offering them emotional support. After a good chat with one of the young patients, he handed the Cancervivers a well-drawn artwork that he had done to thank them for spending some time with him. Everyone said their goodbyes and thank yous to the nurses who kindly assisted them throughout the hospital, and we hopped on the bikes for the final stretch to the hotel where they would have their awards evening.
Photo credit: Meredith Potgieter / ZA Bikers
Arriving at the hotel was like the floodgates of emotion were opened. There was this sense of relief and gratefulness that it was over, but simultaneously there was also the sad feeling of it being over and having to wait another year to make this kind of difference in people’s lives. Over the course of the flagship ride, Cancervive has reached over 8,000 people face-to-face in 10 days. Each year they hope to grow that number and spread the seeds of awareness far and wide, saving people’s lives with early detection.
Photo credit: Meredith Potgieter / ZA Bikers
I look forward to next year’s ride and I am very proud to have been a part of an organization that truly lives to make a difference. This has been an experience that has been imprinted in my heart forever, and I wish every individual at Cancervive the very best. May you continue to plant your seeds of awareness wherever your journey may take you.
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For more information or if you would like to make a difference, please visit Cancervive.
Last year we got to attend a mass gathering of all things orange, an event we all knew would become an annual thing. Yes, with orange blood flowing through their veins and with the craving to ride already set within their DNA, KTM South Africa organised an event for their loyal customers and supporters called “Orange Day”. Last year’s event was a tar and ride-along-based event, not just for the ‘Dukesters’, but for all who love the grippy stuff. Over 100 KTM riders showed up, enjoyed the scenic ride and joined in for an awesome social at Barbados in Hartebeesport—it’s fair to say it was a successful event, enjoyed by all.
This year saw Orange Day make its return with a new location catering not only to the riders but families and the public. All the Gauteng-based KTM dealers organised their own unique routes to the Legends Adventure Farm near the mining town of Rayton. With a smidge of orange in my DNA, I was not going to miss out on this year’s ride, so I organised a 1290 Super Adventure R from KTM SA and joined RAD KTM in Rivonia for their group ride.
Photo credit: Bjorn Moreira / ZA Bikers
When planning a ride the weather isn’t always going to step in line and it’s this that is usually the culprit of many riders staying home in their warm beds. Thankfully, the weather didn’t stop most of the orange boys and girls from showing up. My girlfriend Meredith and I showed up semi-prepared for a pour-down as we rolled into RAD at 7:30 AM. After a warm cup of coffee and some chit-chat, we headed out with the RAD group on B-roads connecting up with Bapsfontein.
Photo credit: Meredith / ZA Bikers
With almost everyone in the group riding on Super Adventures and knowing that the first 300 KTM to arrive at Legends would receive free entrance, we picked up the pace. The weather held back and we met up with a few fellow KTM riders along the way, it was truly a relaxed and like last year, a scenic ride with smiles all around. The 1290 R also provided plenty of shove and comfort for the both of us en route to the meetup.
Photo credit: Bjorn Moreira / ZA Bikers
Entering Legends saw riders pass through a massive KTM arch, with all things orange standing behind it. Dealers had their stands filled with merch, and motorcycles for demoing and KTM SA laid out Adventure, MX and Enduro routes for riders to ‘braap’ away on. The families got to enjoy the picnic areas and live MotoGP coverage and the little ones were also spoiled with a mini track lined up with demo KTM E-bikes.
Photo credit: Bjorn Moreira / ZA Bikers
Orange Day is just KTM’s way of saying family day. Seeing the smiles, and the people huddling around the bikes and braai areas reminded me of why I bought my first KTM. There’s just something about the Austrian brand and the people that buy into it, we all become one giant unorthodox kind of family. With KTM there are no office doors, you get to ride and chat with the dealer principal, CEO, marketing manager, workshop manager and just about everyone else in the team. The KTM group are an awesome bunch of people we as media, customers and dealers love spending time with.
Photo credit: Bjorn Moreira / ZA Bikers
As for the turnout, one could only guess that there were over 300 KTMs on the property of the Legends Adventure Farm throughout the day. We at ZA Bikers are really impressed to see brands like KTM focusing on bringing customers into the brand and building long-lasting relationships. With a second successful Orange Day completed we would love to see more of these events in the future and possibly an Orange Weekend.
If Bagnaia ever showed that he was a worthy champion, then it was demonstrated in Indonesia. In the space of a weekend, he went from championship leader to losing the lead, to getting it back again, while his main protagonist, Jorge Martin, snatched the lead and then snatched defeat from the jaws of victory, heading the championship for all of a day.
Talk about a weekend of ups and downs. Bagnaia failing to make it directly into Q2 and then failing to get out of Q1 and thus starting thirteenth on the grid. Martin taking the Sprint victory to take the lead in the championship, then crashing out of a commanding lead in the Main race. Bagnaia coming through in the Main race to take victory and, with it, an 18-point gap to Martin. Viñales within a whisker of making history by winning for a third different manufacturer. Binder making a real hash of it on Sunday and clattering into two different riders, ruining their races, after having his own race ruined by Espargaro on Saturday, while Espargaro messed up properly on Sunday with the wrong tyre choice. Quartararo taking a well-deserved third place on Sunday. You couldn’t make this stuff up. Hollywood, take note.
Image source: Yamaha
If Bagnaia has been looking like a man under threat recently, he showed that he has lost none of his motivation. When a rival who has been punishing you in recent races fails to finish a race, a rider needs to capitalise on that to inflict the most damage in return. Starting thirteenth on the grid, no one gave Bagnaia too much of a chance to claw back ground to Martin, should anything befall the latter, and it looked like Martin was going to continue to put the pressure on Bagnaia by leaving everyone in his wake right from the get-go. But this is where the class of Bagnaia showed: a good result after Martin crashed out would have seen him re-take the championship lead but not only did he finish the race, he won, turning around Martin’s eight-point advantage to an 18-point deficit and rescuing what was looking like a near-disaster.
Image source: Ducati
Bagnaia had been having a torrid time from the start at Mandalika. His Ducati GP23 just didn’t like the soft rear Michelin, which he needed to use to set a fast time. Interestingly, the problem was too much grip which made the bike too aggressive on the throttle. That translated into failing to get into Q2 on Saturday and being pipped at the post by his teammate Bastianini. No dream orders there, then, which became clear in the Sprint race, where Bastianini led his teammate over the line, despite having Bagnaia snapping at his heels in the second half of the race.
That also highlighted a characteristic of Mandalika: the grip is high but the racing line is narrow, so to go off line is to court disaster, as demonstrated by Aleix Espargaro, who skittled out Binder by going up the inside at the entry to the penultimate corner and losing it. That should mean that overtaking is difficult but try telling that to Martin and Bagnaia, both of whom made plenty of overtakes in the course of both the Sprint and Main races.
Image source: KTM
Martin made sure he didn’t have to overtake anyone in the Main race by rocketing off the line thanks to Ducati’s improved launch control software and taking the lead into turn one and he simply rode away from everyone. He then went one metre off line into turn ten on lap 13, dirtying his tyres which caused him to fall in the next corner and that was it: down and out and a severe talking to himself, while Bagnaia inflicted maximum damage. Martin was pragmatic about his mistake after the race: “I’d done 14 races without a mistake, so it was coming sooner or later, and it came today.”
Image source: MotoGP
What that does, of course, is really light up the championship tussle heading into the last five rounds. It’s often easier being the hunter and not the hunted and it seems to be a situation that Martin revels in but, sooner or later, he’s going to have to believe in himself to lead from the front.
Ominously for Martin, this race was the first time Bagnaia has been fully fit since damaging his leg at Le Mans when Brad Binder ran over him at the beginning of the race after the Ducati rider crashed in front of everyone. If the resulting injury has been bothering Bagnaia, then it isn’t any more, which means he’s back to full strength and a full-strength Bagnaia, in his current form, is going to be hard to beat. On the other hand, Martin has nothing to lose – although, maybe, everything to prove – and while there will be pressure on him, the pressure is definitely heavier on Bagnaia.
Image source: MotoGP
Yet again, Aprilia showed huge promise, easily the best bike for the fast, sweeping corners of the circuit. Espargaro really cocked it up by crashing out of the Sprint race before it was a lap old and then, for some strange reason, chose the soft rear tyre for the Main race which predictably wilted before half distance and left him 30 seconds behind his teammate Viñales at the end: a race, don’t forget, that Viñales had led after Martin crashed. If Viñales could do nothing to resist the attentions of Bagnaia, a second place was a good reward, especially in light of Quartararo’s attentions in the latter stages of the race.
Image source: MotoGP
But that was as far as the Yamaha rider got: it’s one thing catching, but another thing entirely passing. It’s a Yamaha trait of old: perfect when on its own and able to do what it needs to do but all at sea when following another rider closely, with neither the power nor the traction to effect an overtake. Remember Lorenzo? If he got to the front, he was all but unbeatable but mire him in the midfield and he was nowhere. Frustrating for Quartararo, but a podium must feel like a victory at the moment. Yet again, how good was it to have him challenging at the front? All we need is Marc Marquez to be up there as well, along with Binder, Miller, Rins and all the rest and then we’ll have a season.
Images source: Yamaha
Next up is Australia: Philip Island is a track everyone loves; riders and fans alike. But it’s forecast to be cold and wet – on Sunday, at least – so all bets are off and, while it seems inevitable that Bagnaia and Martin will be making the running, we can rightly expect the unexpected.
My alarm is set for 4:45 a.m. on Saturday, just in case I oversleep. I need not have bothered. The anticipation of a day trip with my mate, and fellow journo Brian Cheyne, on our Desert Xs got some gnawing excitement going that was enough to have me bright-eyed and bushy-tailed at 4:30. A quick coffee out of my Ducati mug (just to set the tone you know…) and dive through a shower, dress in my kit laid out the previous night, and I was good to go. Dressing in motocross pants and enduro boots always adds to my anticipation. It holds the promise of smashing some decent dirt. It was still dark as I wheeled my spotlessly clean Desert X out of the garage. We are a weird lot. We clean our bikes to go and ride in the dirt…go figure!
Photo credit: Brian Cheyne
I revelled in the crisp early morning air. The promise was for a sweltering day, so we planned to ride as much as possible in the cool part of the day. I rolled into the Rosehaven Fuel stop on the N4 just after 6:00, having stopped to snap the obligatory sunrise pic featuring the achingly beautiful Desert X, to find the ever-punctual Brian sipping on a coffee. We had a brief chat with Mike, the driver of a black Porsche Speedster, also enjoying his classic ride in the early morning cool before riding east. A couple of pics along the way and a ‘special stage’, where I ran the X onto the redline in top gear, helped to ward off any highway boredom. It also got us to our brekkie stop at Milly’s in no time. These Desert Xs have no shortage of shove!
Photo credit: Brian Cheyne
We rode through Machadodorp, which I was pleasantly surprised to see was reasonably clean and tidy, then onto Barberton Road, before taking the left turn to the Nkomati mine and onto the scenic dirt road to Waterval Boven. We explored some peripheral tracks down to a little cabin by a lake in a most beautiful setting. It had me reflecting on the great philosopher Henry David Thoreau’s quote in his book ‘On Walden Pond’. “I went to the woods because I wished to live deliberately, to front only the essential facts of life, and see what it had to teach, and not, when I came to die, discover that I had not lived”. Motorcycles have played that role in my life. The simple pleasure of riding a bike satisfies the soul in a manner that few other activities can. Motorcyclists do, by and large, really live!
Photo credit: Brian Cheyne
We rode on, revelling in the effortless ability of these spectacular bikes. The motor, in Enduro mode, produces seamless torquey shove. The long wheelbase, relaxed rake, and supple suspension backed up by the factory steering damper inspire huge confidence and uncanny stability. You find yourself relaxing and enjoying the whole riding experience. The X seems to dance in the dirt in a way that belies its size and weight. What an absolute thoroughbred!
Photo credit: Brian Cheyne
We popped into Tranquilitas Campsite situated on the edge of a gorge with spectacular views, walks, mountain bike trails and a climbing wall. Great place for a weekend away enjoying nature. Then it was back onto the tar. Brian showed me a second tunnel that runs adjacent to the tunnel on the N4 between Waterval Boven and Onder. It is the original train tunnel built by the Zuid-Afrikaansche Spoorweg Maatschappij way back in 1892. Completed in 1893, it was lined with superb stone masonry which harks back to a time when things were made to endure for ages. You enter the old tunnel from the eastern side, and you exit to the most beautiful panorama of the Elands River valley, with a great view of the waterfall cascading down from the plateau into the valley below. How could I have traversed this road countless times and never seen this? Probably because I was too intent on getting back on the main jet as I exited the tunnel!
Photo credit: Brian Cheyne
The sun was now making its presence felt, so we swept through the long sweeps down the valley to Ngodwana, where we turned right up the mountain to Kaapschehoop. If the truth is told, a slight red mist descended, and the Desert Xs flew up the mountain running line astern. The road has great long sweeps, but the surface is bumpy enough to unsettle the firm suspension on a sports bike. No problem for the Desert X though. The Pirelli Rally STRs stick like the proverbial poo to a blanket, and you can let the suspension deal with the bumps as you strut your stuff. These bikes make so much sense. You get to have an amazing riding experience irrespective of the road surface. You can hang the back wheel out on the dirt and then strafe bends on the tar with equal vigour.
Photo credit: Dave Cilliers
The riding position is also such that you don’t have to have your chiropractor on speed dial. You just get so much motorcycling enjoyment in one package. The 937cc L-Twin Testastretta Desmo motor is perfectly suited to this bike. The electronics allow you to make the most of what the motor offers. You can tailor-make the power delivery, traction control, engine braking and wheelie control to suit your preferences. The Brembos are powerful with excellent feel, ensuring superb braking ability on all surfaces. Using all this ability to the max, we blasted up the mountain to Kaapschehoop, and a welcome pitstop at Nagkantoor, our watering hole of preference. We were fortunate to be greeted by one of the small herds of feral horses which frequent the town and surrounding forests.
Thirsts slaked, and feeling chilled despite the mounting heat, we reflected on the joys of being loose on the land on two such spectacular Italian thoroughbreds. We rolled back down the mountain to fill up at Ngodwana. Feeling the heat build up as you descend to the Elands Valley floor is uncanny. Top-up completed, we rode down the valley to turn left up Schoemanskloof. Recently refurbished, it makes for superb riding. Trucks and slower traffic are despatched with disdain by the Ducs. Prod down on the quick-shifter, get on the gas, then snick it back into the top as you get back up to speed. Sublime!
Photo credit: Brian Cheyne
Just before the ridiculously expensive tollgate before Machadodorp, we hooked a right onto a dirt track which undulated through the countryside offering stunning views and a variety of surfaces. Rocky loose climbs, sections with rain furrows, and smooth jeep tracks transitioning to smooth dirt, all handled without fuss by the Ducatis. The road eventually joins the N4 between Milly’s and Belfast. We ran at a decent clip to Alzu, where we stopped for a bite before the quick squirt home.
Photo credit: Brian Cheyne
Fed and watered, we said our goodbyes as I was going off left at Bronkhorstspruit, and Brian went right. Half an hour later we were home, pleasantly weary from an awesome day’s riding. Henry David Thoreau, if you could just have hooked yourself up with a bike, you would not have had to park off at a pond in the woods for a year to make sure that you truly lived! Unfortunately, the world had to wait another generation for that pleasure. We are literally living at the end of an era. Bureaucratic pressure may just scupper this pleasure for us in years to come. Thoreau was a true visionary when he also famously said “That government is best which governs least”. Preach it, brother! Stock your garage with your dream machine while you still can and TRULY LIVE.
Ducati Desert X
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