The Dakar is known for dishing up huge excitement and drama as the race gets into its final stages and 2024 looks like it will be no exception. What has been noteworthy this year is how the dominant KTM/Husqvarna/GasGas have not been able to mount their customary challenge. While it is not over till it’s over, as the saying goes, it seems unlikely after the completion of 9 Stages, and with 3 Stages still to go, that one of these bikes can podium. The top KTM, ridden by Kevin Benavides, the 2023 winner [on a Honda], is in 5th place, 28 minutes off the leader. He is 13 minutes astern of ‘Nacho’ Cornejo’s Honda.

The top three riders are where the drama is unfolding. We have our Botswana boytie, and local hero Ross Branch, in second place. Hero ham in a Honda sandwich. Let’s just pause a moment and reflect on the incredible performance of Branch in this year’s Dakar. Ross finished third in the Prologue to the Dakar, and then, with a display of hugely consistent and fast riding, won stage 1 and held the overall lead for the next two stages. Nacho Cornejo on his Honda wrested the lead from Ross on stage 4, only for the Hero rider to take it right back by the end of stage 5.

Hounded by a trio of Honda’s, Ross lay second to Ricky Brabec after stage 6, and then stage 7, by a mere 1 sec! The final few stages of the Dakar become extremely strategic. If you win a stage, you lead the field out the next day, having to try and go fast and navigate accurately. The following riders follow your dust just keeping an eye on the navigation to make sure that the leader has not gone wrong. It is much easier for these riders to go fast. Ross’s problem is that he has three Honda’s to contend with. Ricky Brabec can get one of his teammates to lead out and even win the stage while he shadows him. His teammates are hugely experienced boys in Adrien Van Beveren and Nacho Cornejo.

As things stand, At the end of today’s 9TH stage, Ross Branch and his Hero are lying in second. Adrien Van Beveren led Brabec home in second, on the stage, managing to open a 7’ 09” advantage over Ross, who holds onto second place by just over 4 minutes from Van Beveren. There are three more stages to go. In total there is still 1524 k’s to cover of which 1026 k’s comprise specials. 13 minutes separate the top 4 riders with the KTM family 15 minutes adrift of them.

To say that Ross is racing the race of his life is an understatement. He has competed with the might of Honda’s HRC and traded blow for blow on his Hero. He has shown that they give away nothing! Hero and Branch are totally capable of winning this Dakar against the best competition in the world. How it all plays out in the final three chapters of this drama remains to be seen.

What is abundantly clear is that both Hero and Ross Branch are making an undeniable statement of excellence. You simply can’t ask more of anyone. Is there maybe a fairytale ending to this story for our hero on his Hero? The next three days will reveal all.

For more information on Hero Motorcycles visit: www.heromotorcycles.co.za

If it seems like the days of the all-encompassing AMID Motorcycle Show, which annually showcased everything great about South African motorcycling, were long gone, then the following will come as welcome news.

AMID (the Association of Motorcycle Importers and Distributors) is organising a brand new motorcycle show, the Motorcycle Expo, which is to be held at Red Star Raceway, on the 27th and 28th of January 2024. All the major motorcycle brands will be in attendance, alongside some of South Africa’s biggest apparel and accessory distributors.

The idea once again is to showcase the motorcycle industry in South Africa and, if it is successful, then it will once again become an annual event, something that the industry sorely needs if it is to encourage new blood into motorcycling as well as give back to loyal customers.

Unlike previous AMID shows held at Kyalami, there will sadly be no access to the track for demo rides but we suspect that, if there is demand for it, it might well become a feature of the event in years to come. For the time being, you’ll have to content yourself with drooling over the static displays.

Having said that, there will be the Suzuki motorcycle road safety school taking place on both days, although numbers are limited to 60 participants per day. Interested parties should contact Red Star Raceway directly to book a space.

Also, the CMA (Christian Motorcyclists Association) will be hosting its riding academy on both days, just not on the track, with the aim of introducing people to motorcycling by giving them seat time on scooters to get a feel for the rush that experienced motorcyclists enjoy every day.

Confirmed motorcycle brands that will be in attendance are as follows: BMW, Ducati, Can-Am, CFMoto, Harley-Davidson, Honda, KTM, Husqvarna, GasGas, Suzuki, Triumph, Yamaha, Kymco and Indian.

Apparel/Accessory company DMD will be there, while AMID is working to confirm the attendance of Langston Motorsports and AutoCycle Centre. Between them, virtually every major apparel/accessory brand will be represented.

The best news is that entrance to the event will be completely free. The Red Star canteen will be open for refreshments on both days, although that, you will have to pay for!

The event is open from 9 am to 5 pm, both days, and we really hope that as many motorcyclists as possible – new and old alike – will make an effort to attend in order to convince the organisers that it will be worth the effort on an annual basis.

My love affair with Honda’s V4 Sports Tourer started way back in 1999. I bought a new R6 Yamaha from Linex. The R6 was instantly dominant in the 600cc class and punched way above its weight and I loved it. I took it in for a service and that is when I saw it. Standing on the showroom floor, in all its red magnificence was a Generation 5 Honda VFR800, with a mere 800 k’s on the clock. I was instantly smitten. The bike was literally brand new and flawless. A deal was done and my life with the first of a few VFRs began. When people hear that I have owned over 350 bikes spanning my almost 55 years of riding, the inevitable question is “So Dave, what is the best bike you have ever owned”. I have owned many superb motorcycles, but the answer is easy, ‘Big Red’ my first VFR800 Honda. Let’s delve a little deeper into what makes the VFR800 so special.

The VFR800 FI first saw the light of day in 1998. The prestigious and highly regarded American publication MOTORCYCLIST had this to say about the VFR 800 winning their 750 GT category in their ‘best of motorcycling’ feature in August 1998. I quote – “Ha! Surprise! The VFR750 didn’t win this category again. The VFR800 did. Compared with the new 800 (781cc actually), those previous VFRs are buckets of phlegm”. They go on to say that it retains the comfort of the 750, but stiffer suspension and superb brakes elevate it to a whole new level. “So it’s still a GT bike, we think, but on the road, it works like a genuine sportbike that loves you and wants to help you be a better person. Really. Is that so wrong? Is it the best street bike that Honda’s ever built? Might be.” Wow, rare praise indeed. Riding the bike myself, I have to say I am in total agreement.

This generation of VFR is special in that it has a motor derived from the legendary RC45 racebikes. The engine number on gen5 hints at that, with RC46E – preceding the number. The magic is the fact that the motor has no internal chains. The camshafts are gear-driven, eliminating the Achilles heel of performance Honda’s – camchains. The straight-cut gears have a characteristic whine which is music to the ears of Gen 5 VFR owners, especially when combined with the NASCAR-like exhaust note from an aftermarket slip-on. Big Red got fitted with an RS3 Yoshimura pipe which sounded and looked, spectacular.

The VFR 800 is a fast bike, but the power is so linear the speed is deceptive. MOTORCYCLIST recorded a ¼ mile time of 11.14sec @122.2 mph. It makes only 2hp less power than an RC45 and 2Nm less torque, however, the 800 makes its power 1,300 rpm lower and torque 1,500 rpm earlier. This means it is a more ‘street-able’ motor. Where the RC45 gains is by being 18kg lighter. The RC45 is a scant, 14-tenths of a second faster through the quarter-mile at 11 sec dead, but runs a 260km/h top end versus the 800’s top whack of 234km/h (actual, not indicated). To put this into perspective, my 2023 Ducati 950 S has a top end of 240 and a ¼ mile of 10,99 secs. There is nothing between them performance-wise. The Duc weighs only 210kg wet, so the Honda’s V4 manages some magic to emulate the Ducati’s performance.

In comparisons done by MOTORCYCLIST as well as Cycle World of sports tourers, the VFR800 came out tops against bikes like the BMW R1100 S and Ducati’s 916cc ST4. 50 to 80mph low-speed roll-ons showed up the relative lack of bottom-end torque of the much smaller engined Honda, but 80 to 100mph was another story. The BM took 5.48 secs, the Duc 5,77 secs and the Honda, now spinning in its happy zone, 4,98 secs. 130km/h plus is really where we ride. That is really the strength of the V4 VFR800. It’s brilliant real-world competence. It is refined. It was in 1998 and it still is today. Both brake and clutch levers are hydraulic and adjustable. The gearbox is superb, with a light smooth and slick action. The Linked Brake System also works well. Test riders who felt they wanted full control of the braking were humbled by the VFR out-braking bikes like the much lighter Suzuki GSXR 600 in back-to-back comparisons.

Perhaps one of the best illustrations of the VFR’s versatility was with my own bike. We went to ‘ET’ as we called Mpumalanga back in the day, for a weekend, staying in White River. I rode down on the Friday, got up early on the Saturday, rode the 300 k’s back to Kyalami, did a track day, and then hauled back to ET in the afternoon. No sweat on the comfy VFR. The whole of Sunday was spent strafing corners in ET with Irene on the back, then we rode home to Pretoria in the late afternoon. The VFR acquitted itself incredibly well in every role, be it cutting hot laps around Kyalami or touring.

After putting 35,000 k’s on Big Red I foolishly sold it to a friend who had been on at me for ages. I flirted with a Blackbird, a BMW R1150 GS and a few other bikes before buying another VFR, this time an early V-Tec version. Whilst I enjoyed it, I felt that it couldn’t live up to the Gen 5 Big Red. The motor felt soft, and only really performed when the V-Tec kicked in. It felt like a huge flat spot before the transition from 2 to 4 valves per cylinder activated by the V-Tec. Over the years I bought two of the latest version of the VFR. Honda has done much to smooth the V-Tec transition, but it is still not the wonderfully linear motor of the Gen 5 bike.

Another feature of these bikes is their legendary reliability. Valves only require checking every 26,000 k’s and experience has shown that they seldom need adjustment. Another innovation of the VFR is side-mounted radiators. Benefits were more centrally located weight and protection from road detritus. The wheelbase could also be shorter for greater agility. The bike feels compact, with a touring riding triangle leaning slightly to the sports side of things. Passengers are comfy on the pillion without the jockey-like position of your typical sports bike. The back wheel is mounted to an Elf endurance racing-inspired single-sided swingarm. The general fit, finish and build quality are beyond reproach. After much searching, I recently located a low-kilometre black Gen 5 in the Cape and snapped it up. Cleaning the bike I was gobsmacked at how well it has aged. There is virtually no corrosion or indication that it is actually 26 years old.

I have ridden the bike a lot over the past few weeks and this is what motivated this blog. You simply cannot believe that this bike is not a current model. The suspension is plush but planted, the motor feels fresh and strong and the riding experience is brilliant. I would not swap it for the latest VFR even if I was offered an even swap on a new one. My bike has the RC45 motor after all. I am convinced that it gives away nothing in terms of performance to the V-Tec model. Interestingly, although they make similar power, the gear-driven cam motor produces its maximum power at lower revs almost throughout the rev range, giving it a real-world advantage. ¼ mile times are identical, as is the quoted top speed.

The long and the short is to realise that if bikes tickle your fancy, but your budget is limited, there is much fun to be had doing your research, and then looking for ‘that’ bike. If you do a good job you can end up with a brilliant motorcycle that ticks all your boxes for little money when compared to what you have to pay for a new or recent bike. Insurance cost is also negligible as you are not looking at an astronomical replacement value. It is super satisfying doing a deep clean on your ‘new’ bike. A good clean alone can build equity into your bike so that when you part ways you do not take a financial bath. Watch Adam Riemann on his ‘Motology’ YouTube channel buy, ride, and restore an Africa Twin which he fondly names “the Warhorse” and you’ll get my drift. Let the search begin!

If I’m honest, 2023 wasn’t the easiest year. Mind you, it seems we’ve all been saying that for the past two or three years but here we still are, waking up every day, trying to make the best of the hand we’ve been dealt. Yes, a lot of the movement we need is within ourselves and it’s up to us to make the difference, but you can’t always control outside influences, even if you can occasionally use them to your advantage.

Christmas and New Year are always good times to reset, reboot, reconfigure and remind yourself that no one is going to do it for you, so you’d better pull your finger out and do it yourself. Personally, a good way to trigger that is to climb on a bike and get the hell out of dodge–clear the head and fill it with new goals and inspiration after getting rid of all the old s**t that was clogging up the pathways.

Regular readers of ZA Bikers might remember an article I wrote this time last year about my trip on a Hero XPulse 200 (Going Nowhere Slowly, But Reliably, On A Hero). The idea then was to literally go nowhere slowly, wherever the road took me. In the end, it took me to Plettenberg Bay via the scenic route, where the family were holidaying before heading back to Johannesburg and arriving 3,000km later in a perfect frame of mind.

This year, a similar plan was brewing but, while riding the Hero slowly (but reliably) had been an experience, it wasn’t necessarily one I was desperate to repeat. As much as I didn’t want to race by the scenery without taking any of it in, I did want the opportunity to be able to get certain bits of the journey out of the way quickly if they were particularly boring or the weather inclement. There’s a lot of difference between cruising at 100km/h and being able to cruise at 150km/h or more, fuel consumption permitting.

The new Suzuki GSX-8S had been offered by Suzuki SA and it was an interesting proposition. It’s not a touring bike by any means but a lot more competent in that role than you would think – as I was to discover – with plenty of usable power, comfort a lot better than I dared to hope and a level of practicality not normally associated with a naked sports bike. It’s also new to the market and it would be interesting to live with it over an extended mileage, albeit well out of its comfort zone.

The GSX-8S is light – 202kg – compact and nimble, at its best on twisty roads but surprisingly adept at long highway runs if you are misguided enough to try. On the demo bike, there is a teeny, tiny little wind deflector fitted ahead of the TFT dash: having not tried the bike without it, I can’t attest to its ultimate efficacy but there was a notable lack of wind buffeting to the head when blasting down the road and enough wind to the torso when the temperature got up into the 30s to stay tolerably ventilated.

The brand new parallel-twin engine delivers 83 horsepower and 78Nm of torque, smoothly and characterfully at any speed, in any gear which, of course, is perfect for overtaking manoeuvres, while the up-and-down quick-shifter is as good as any I’ve tried and takes a lot of mental effort out of long trips. The suspension is non-adjustable (apart from pre-load adjustment at the rear) which is fine by me: any knowledge I possess of fine-tuning suspension could be written on the back of a postage stamp, leaving room for a Tom Clancy novel, so I always leave it well alone and unfailingly trust the engineers at the factory whose job it is to dial in such things for me. I’ve never come short yet!

In a nutshell, the GSX-8S is capable, well-built, sharp and nimble, good-looking, with all the performance you need, wrapped up in Suzuki engineering integrity and longevity. In general, road tests from around the world have liked it so I will not go into detail here as you can read about it by writers with far more authority than I possess. Will it achieve the affection afforded to the outgoing SV650, which it directly replaces? Only time will tell but, on this lengthy acquaintance, I can think of no good reason why it shouldn’t. It’s a very honest bike and is not pretending to be any better than the competition but, taken on its own merits, it’s more than a match for its rivals and it is very, very good.

One option that is available for the GSX-8S is possibly one of the most intelligent and cleverly configured practical attachments on any bike. The 8S is a naked sports bike and, as such, has no pretensions of being anything other than what it is or will likely be used for. However, not many of us are able to afford a selection of bikes to cover every possible use, so one bike has to do a whole range of jobs, which invariably means it is worse at some jobs than others, largely because it is not configured for them.

Now, a naked sports bike should be useless for touring mainly because there is little or no provision for carrying luggage. Soft panniers are available after-market but can be a pain to fit and the act of keeping them out of the wheels or away from a hot exhaust can be insurmountable or, at the least, require the fitting of frames that can be a fiddle to fit and take off, meaning they more often than not stay there, spoiling the lines of the styling.

Suzuki’s solution is as ingenious as it is useful. Two rear-facing ‘prongs’ click into attachments on the rear foot peg mounts. The soft panniers have sleeves that fit over these prongs, keeping them away from the wheel, and wide velcro-equipped flaps that affix over the pillion seat. The panniers aren’t huge, but they are expandable and they fit enough clothes for me for a week away (OK, I do pack light…!) the best thing is, when you’re at your destination, or riding every day without the need for them, everything can be removed – prongs included – in seconds, leaving the bike as naked as the day it was born. It’s a neat touch.

There’s something about the moment when the bike is packed, you’ve checked and re-checked everything, locked the door and left the house behind: the prospect of a long journey ahead, the sun shining (hopefully!) and the open road beckoning, the thrill of adventure on the horizon.

The first 400km out of Johannesburg are a combination of anticipation and relative boredom – the highway to Bloemfontein isn’t blessed with the greatest scenery bordering the route but the thrill of being on the road puts this to one side. Once pass Bloem, however, the countryside opens up to the vast landscapes that really make you feel you are away from the rat race and that the ride – and your own journey of rejuvenation – has properly started.

An overnight stop in Colesburg gave me exactly the sort of interaction I always look for on these trips: chatting with the locals, in this case, a young couple called Elf and Izaan. The venue was the tiny Horse and Mill pub, with walls covered in visitor graffiti, the beer cold, the food great and the company friendly. We often rush through or past such small towns but to stop and talk to the residents who have, more likely than not, spent their entire lives there and have a different outlook on life, is one of the great pleasures of a trip such as this and adds yet more perspective to your own life.

The next day dawned bright and sunny, although there was one slight cloud on the horizon and that was a rapidly disintegrating rear tyre. As this was a Sunday – and New Year’s Eve to boot – the chances of replacing it were less than nil so the only option was to push on. Around Willowmore, the rain started and didn’t let up until I reached George, which was just as well as, had I been able to ride any faster, the rear tyre might not have made it. As it was, it was down to the steel wire by the time I pulled into a filling station in George, after crawling over the Outeniqua pass in thick mist, reducing visibility to a few yards.

Now, we’re all aware of the unwritten rule of biking: see a fellow motorcyclist in trouble by the side of the road and you stop to offer help. In my case, it was a little more privileged: a quick call to Stuart Baker of Suzuki SA and a new tyre would be waiting for me at Thunder Cycles in George but only on the 2nd of January. Before that, I had to get to Plettenberg Bay – about 100km – and then back again on the 2nd and these 200km were clearly more than the rear tyre could manage. Stuart was staying in Sedgefield, about 40km from George and, in one of the most generous gestures I’ve encountered, he told me to ride slowly to Sedgies, whereupon he would lend me his car to complete the journey to Plett, returning on the 2nd to pick up the bike and get it back to George. He didn’t have to do any of that – he could have told me to sod off and get a taxi – but Stu is one of the really good guys in SA motorcycling, with oil and petrol running through his veins and Suzuki writ large through his middle. The gesture was typical of him.

Also, a big shout out to Thunder Cycles in George. The new tyre was fitted in no time, and one small detail impressed me. We all know the perils of a brand-new tyre in the first few kilometres before the releasing agent has burned off the surface and it occurred to me to dial up the traction control when I got back on the bike. When I turned the bike on, however, the mechanic had already done that: it’s a small detail but speaks volumes for the workshop.

The week in Plett can be glossed over but the ride home is not so casually discarded. As is the case with holidays, the coffers had been depleted significantly and getting home in one day seemed the best way of preserving what little cash was left. Completing the journey in one hit would mean saving on an overnight stop but I would be lying if there wasn’t a sense of attempting something that would test endurance: the bike I had no worries about on this score but I was another matter.

So it was that wheels started rolling at 6:30 am on Sunday morning and finally stopped at 8:00 pm that evening, after 1,400km. It was a fantastic ride. I opted for the Plett-Port Elizabeth-Cradock-Middleburg-Colesburg-Bloem route and it was the right choice. Plett to PE is a great road and the sun came out halfway, warming everything up nicely, making even PE look attractive! Then, PE to Cradock is a fantastic road, incorporating the Olifantskop Pass and a continuation of stunning scenery. After that, it was largely a case of covering the kilometres to get home.

All the way, the valiant Suzuki never missed a beat and proved to be far more comfortable than a naked sports bike has any right to be, never mind entertaining. The only reservation would be the 14-litre tank which would be on reserve approaching 200km but this also had a positive effect on the ride.

If I chose to blast along at 160km/h, the range was severely affected. So, the ride became one of balancing speed with range: I found the sweet spot was cruising at 135-140km/h which, being a naked bike, was also the sweet spot for wind blast on the rider. Being forced to stop every 170 – 200km for fuel also made the ride more bearable and very likely safer as I could stretch my legs, arms, neck and so on before they became too painful and distracting.

The ideal ride would, of course, have been to take a couple of days and explore new roads but once the decision to get home has been made, the need to get it over with seems to override any other consideration, even if it is only work that waits at the other end. As it was, home was reached with only the briefest storm to tide through near the Grasmere toll plaza, whiskey was poured and reflection on a day properly spent commenced in an exhausted haze. Bliss.

More importantly, the batteries were recharged and I look forward to 2024 with renewed enthusiasm. Just shy of 3,000km in total was another memorable way to start a year and my thanks go to Suzuki SA, Kyle Lawrenson, Stuart Baker and Thunder Cycles for making it all possible.

Suzuki GSX-8S

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

2024

Suzuki GSX-8S

Pricing From R173,800 (RRP)

Brand: Suzuki

The local Ducati faithful were summoned to be addressed by Ducati SA bossman, Jos Matthysen, at World of Motorcycles on Saturday 13th of January, for what Jos termed “an important and positive announcement”. In an emotionally charged address, Jos shared that Ducati has terminated his importer status with effect from 1/1/2025. From that date, the new importers of Ducati motorcycles into SA will be Volkswagen SA. The fundamental reason is that Ducati wants exposure across a wider range of dealerships, presumably countrywide.

Up until then, it will be business as usual, with Ducati owners being catered for at the Centurion World of Motorcycles facility “as per usual”. Jos stressed that as someone who is passionate about the brand, as well as the ‘family’ of dedicated Ducati folk that has grown out his endeavours, there will be no discounting of any Ducati model on his watch. He would love to see a bumper year for the brand in 2024. You may well be able to benefit from some good deals on Ducati merchandise though.

Jos shared that it was simply not possible for him, as a single financier in the current economy, to viably operate multiple Ducati outlets. It requires the financial muscle of a massive business to make that happen. Hence Ducati’s move to Volkswagen SA. With the Audi/Volkswagen link, it is keeping it in the family to an extent, making CI (Corporate Image) a little easier. The benefits for Ducati owners present and future, of a wider footprint for Ducati countrywide, are obvious, so that is certainly good news. I asked Jos if he would be willing to operate as a Ducati dealer, and the answer was an emphatic yes. This will obviously be subject to negotiations with the new importers.

As someone who has been closely involved in the Ducati Family for almost 5 years, I can say that Jos has done something special with Ducati. It is a brand that has always enjoyed an almost fanatical following amongst Italian motorcycle enthusiasts, however it was largely done as individuals. What Jos has achieved is to bring those enthusiasts together in a unique way, creating a true South African Ducati family. His Mystery Tours have all been oversubscribed from the first through to the fifth. Experiences have been shared and friendships formed around these magnificent Italian motorcycles. This is the relationship baton that Jos will hand over to Volkswagen SA at the beginning of 2025.

May Ducati continue to grow from strength to strength!

KTM South Africa is thrilled to announce the much-anticipated 2024 KTM Adventure Rally, set to take place at the prestigious Sun City Resort in Pilanesberg from the 25th to the 27th of April.

Building on the success of previous editions, the 2024 Adventure Rally promises to be an unforgettable three-day event for adventure enthusiasts and KTM aficionados alike. Participants will have the unique opportunity to explore South Africa’s awe-inspiring landscapes, embracing the spirit of adventure on their trusted KTM Adventure motorcycles.

The 2024 Adventure Rally will retain its proven format, offering participants a variety of routes to choose from each day. With three distinct routes available, spanning two days of thrilling riding, attendees can tailor their experience to their skill level and preferences.

These carefully curated routes will guide riders through South Africa’s diverse and breathtaking landscapes, showcasing panoramic views and picturesque countryside that define the essence of adventure riding. From winding trails to challenging terrains, participants will encounter a perfect blend of excitement and scenic beauty throughout the Rally.

Adding an extra layer of excitement to this year’s event, the technical route will feature never-before-ridden trails. This promises an adrenaline-pumping experience for riders seeking a new challenge and elevates the overall adventure quotient of the Rally.

Day 1 of riding will boast an outside lunch stop for all the routes whereas day 2 will see the participants returning to the Sun City resort for lunch and the always entertaining spectacle of the skills challenge.

As the sun sets on each day, participants will have the pleasure of indulging in a delectable dinner at the Sun City resort. The evening buffet will tantalize taste buds with an array of delicious culinary offerings, providing the perfect backdrop for riders to relax, share stories, and forge lasting connections with fellow enthusiasts. Adding to the ambience, entertainment will be provided on all three evenings, ensuring that the festivities continue well into the night.

KTM South Africa is committed to delivering an exceptional and safe event, ensuring that participants can focus on the thrill of the ride and the camaraderie that comes with sharing this adventure with fellow riders.

Registration for the 2024 KTM Adventure Rally is now open, with limited spaces. Don’t miss your chance to be part of this extraordinary event. For more information and to secure your spot, visit Event Press.

Join us in creating memories, forging friendships, and embracing the spirit of adventure at the 2024 KTM South Africa Adventure Rally!

Andy suffered a massive motorcycle accident on 21 May 2023 which forced him to take an eight-month break from working to fully recover.

“It has been the longest I’ve been off a bike in 24 years, but it has been a really good time for reflection, to work on new routes for 2024, and to plot a slightly new direction for the business with a goal to take The Adventure Academy to a larger chunk of the riding community,” says Andy.

With this objective in mind, he recently purchased an R 1200 GS Rallye which he plans to use on tours better suited to newer riders who still want to enjoy the gravel, but not be intimidated by the terrain. “I want these riders to sign up and feel confident that they will have the ride of their lives, experiencing parts of the country they have never visited before, and make some good new friends and memories along the way.

The biking community, the very friends I too made while riding, banded together to raise funds for my post-operative rehab, something which I will be eternally grateful for. It’s now my turn to give back in the form of tours which will bring joy to these riders and create some lekker stories for the braai!”

The Adventure Academy has had a website overhaul with a fully populated calendar of events for 2024 and ‘soon to be added’ event galleries and some exciting new additions which will involve four wheels and the opportunity for families to join in the fun as well as an interactive rewards programme.

“Keep an eye on the website and my social media pages for further updates!” concludes Andy.

Another motorcycling year is almost done and yet, the industry itself doesn’t really see one year being any different to the previous year, even if models are delineated by their arrival date to market. It’s more a case of constant evolution of models, with a few brand-new models appearing year by year. Having said all that, 2024 promises to be an interesting year with some significant models as well as some revised models. Here, in no particular order, are the models we’re really looking forward to.

KTM 990 Duke

Of all the motorcycle manufacturers, KTM concentrates primarily on naked road-going bikes, the 390 Duke at one end of the scale and the 1390 Super Duke R at the other (we’ll conveniently ignore the range of small-displacement faired RC models for now!)

In the middle have been 790 and 890 Duke models but, for 2024, there is the new 990 Duke. It uses a development of the LC8c parallel twin as used in the 790 and 890 models, enlarged to 947cc and pushing out 123 horsepower and 103Nm of torque, housed in a new chassis, suspended by WP Apex suspension, stopped by KTM-branded brakes and weighing a class-lightest 394 pounds. KTM claims the ergonomics have been updated but expects the 990 Duke to be as uncompromising as all its predecessors and just as razor-sharp.

Triumph Scrambler 400 X

Massive news from Triumph, even if it is not unexpected as spy shots have been circulating for at least a year. This will be Triumph’s first single-cylinder engine in over 50 years and is a fuel-injected DOHC unit, developing 40 horsepower and 28 foot-pounds of torque, with the bulk of the latter available from 2500rpm up to 9500rpm.

Slightly longer-travel suspension than the Speed 400 but, in reality, this is more of a ‘street scrambler’ with style more important than real-world off-road ability. However, Metzeler Karoo Street tires will work well off-road, while the 19-inch front/17-inch rear tire sizes mean that there will be plenty of street rubber that can be fitted if there is no intention to head off-road. 395 pounds is the all-in weight and, if Triumph has maintained the build quality of its larger models, it’s hard to see this not being a huge success.

Triumph Speed 400

The Speed 400 is the ‘sporting roadster’ model of the new 400cc line-up and is mechanically identical to the Scrambler 400 X. The engine was designed by Triumph in the UK and the bike will be built in India thanks to Triumph’s Bajaj tie-in.

The throttle is ride-by-wire, giving access to traction control, the gearbox has six speeds, mated to a slip and assist clutch. Suspension is by Showa, seat height a low 31 inches, disc brakes are clamped by Bybre callipers, and there’s an analogue speedometer with a digital display, not dissimilar to Triumph dashboards of years gone by.

LED lighting is used all around and there is no reason to expect anything other than Triumph build-quality, which is among the best from any manufacturer. From a distance, you’ll have to look carefully to realise it’s not a Speed Twin 1200 and that’s only going to add to the appeal.

BMW R 1300 GS

By BMW’s own admission, the boxer-twin engine was reaching the limits of development with the R 1250 GS but, contrary to that expectation, BMW has completely re-engineered the engine and, if displacement has risen only a small amount – 46cc – to make it a true 1,300cc, it’s still an enlargement, although how much bigger it can get is open to conjecture.

It still has the Shiftcam variable valve timing and power is up to 145 horsepower. Perhaps more importantly, the overall weight of BMW’s big adventure bike has been reduced by 26 pounds and BMW says the ethos behind the new model was to reverse the trend of adventure motorcycles getting ever bigger and more bulky.

Huge electronics package and Harley-copying self-lowering suspension when at rest. The new R 1300 GS might be light years away from the very first R80 G/S of the early 1980s, but the goal remains the same: peerless performance, practicality and durability on any road surface the world can throw at it.

Aprilia RS 457

A lot of manufacturers are looking to the smaller classes in the pursuit of sales success and Aprilia has joined the fray with the new RS 457. It is powered by a liquid-cooled DOHC twin-cylinder engine, pushing out 47 horsepower and looks to all the world like a miniature RSV4, which will do it no harm whatsoever.

The aluminium frame uses the engine as a stressed member and weight is kept down to an excellent 385 pounds. Technology that was once the preserve of flagship models has trickled down and you’ll get ride-by-wire throttle, with three riding modes, dual channel ABS, a full-colour TFT dash and a not-too-extreme riding position.

If it has all the Aprilia DNA, it is sure to be great fun on the road or track. Whether we’ll see it in South Africa after the collapse of the local Aprilia importer is another matter but it doesn’t stop us wanting desperately to ride one.

BMW R 12 nineT

It’s hard to believe that the R nineT has been around for ten years already and it was ready for an update. The name of the new model is confusing and, as there are no specifications available as yet, there’s no way of telling what the displacement will be, although the pictures tell us it is still air/oil-cooled.

The overall design is the same but it has been tweaked and has a more aggressive look to it and BMW tells us that the frame is new, the forks inverted and the Brembo calipers radially mounted. The original RnineT was launched to celebrate 90 years of BMW Motorrad so it’s only fitting that the model receives an update for the 100th anniversary.

BMW M 1000 XR

We all know that the average age of motorcyclists is rising and the sports bike riders of yesteryear can no longer fold themselves onto an extreme superbike any more. But does that mean that their hunger for extreme performance is dimmed?

Apparently not, according to BMW and the evidence comes in the form of the M 1000 XR. The S 1000 XR had a de-tuned version of the inline four-cylinder engine from the S 1000 RR in a sports touring chassis and riding position and the M 1000 XR is no different in this respect, although 200 horsepower on tap and a top speed of 174mph isn’t much of a de-tune! The M brakes are fitted, as are the M winglets.

BMW F 900 GS/Adventure

BMW has been busy! The fourth bike on this list from Germany is BMW’s latest entry into the increasingly important middleweight adventure bike category, which is dominated by Triumph and KTM at the moment, with the Tiger 900 and 890 Adventure respectively.

The F 900 GS replaces the F 850 GS, and the 895cc, eight-valve parallel twin engine pushes out 103 horsepower with impressive smoothness thanks to the twin balancer shafts. 30 pounds has been shaved off the overall weight and the overall stance is slightly more off-road-inspired. The Adventure model replaces the 14.5-litre tank with a 23-litre item. Electronics have all been upgraded and Dynamic electronic suspension is an option, as is much else but you will pay heavily for all of it.

KTM 1390 Super Duke R

Just when you thought the top-of-the-range Super Duke couldn’t get more powerful, faster or more technological, KTM raises its game and announces the 1390 Super Duke R to replace the 1290 Super Duke R.

Since 2005, the Super Duke family has dominated the naked sports bike class and the company’s involvement in MotoGP since 2017 has enabled the company to develop both chassis, engine and electronic technology that has only benefitted its road bikes. The new 1390 Super Duke gets all-new bodywork, a lower profile, more compact packaging, downforce-inducing winglets, the latest WP semi-active suspension and a further dose of raw power in what is an evolution of the model, rather than a revolution.

It might have been developed to offset the increasingly stringent emissions rules in force in Europe which sap power, but KTM is also naturally keen to remain relevant in the face of super-powerful naked sports bikes from BMW, Ducati and Kawasaki, all with over 200 horsepower. 188 horsepower is nothing to be sniffed at, however, and we’d like to bet that you’ll be seeing plenty of them on the roads throughout 2024.

Yamaha XSR900 GP

Not a new model per se, but an interesting direction for Yamaha, that follows the philosophy of merely dipping toes into the retro or ‘modern classic’ pool without going the whole hog and re-introducing a new version of an older model.

The XSR900 is familiar enough and it was one of the author’s favourite bikes from 2023. The new GP model adds to the retro vibe not only with the addition of a fairing but also one of the best paint jobs in modern motorcycling. It harks back, of course, to the 1980s and the likes of Wayne Rainey and Eddie Lawson on their Marlboro Yamahas, on which they won the 1990, 1991 and 1992 500cc Grand Prix titles. Under the skin, the XSR900 is brilliant and the new fairing and colour scheme brings the package as a whole as near to perfection as you might care to get.

Kawasaki Ninja ZX-4R/ZX-4RR

Another model that we’re not sure whether it will make it to these shores but we have to remain hopeful. Those of a certain age will recall the heady days of ‘grey import’ Japanese four-cylinder, 400cc sports bikes, with screaming redlines and miniature superbike looks and ability.

Asian markets get the jewel-like ZX-25, with a 250cc inline four-cylinder engine but we’ll not be short-changed with the 399cc ZX-4R and RR models, with a frankly incredible 80 horsepower on tap. The suspension is adjustable and the electronics include riding modes, traction control, ABS and a bi-directional quick-shifter. In the right hands, it sure to be a giant-killer on the road or track and it’s going to sound incredible. Start hassling Kawasaki SA today!

Ducati Superquadro Mono

It’s easy to forget that Ducati not only started its long history with single-cylinder engines but also produced the Supermono 550 in the 1990s as a race homologation model, which is now rare and very expensive.

Since then, every Ducati has been either V-Twin or V4 but all that will change in 2024 with the arrival of the single-cylinder, 659cc Superquadro engine, claimed to be the highest-revving and most powerful road-going single-cylinder engine ever produced, developing 76.4 horsepower in road trim and 83.4 horsepower in track-ready form, with a rev limit of 10,250rpm courtesy of a desmodromic valve cylinder head. Now we know its first installation will be in the Hypermotard 698 Mono model and that is something that has to get the pulse racing of any motorcycle petrolhead, no matter their brand loyalty.

So that’s all the new bikes that we are looking forward to riding in 2024, hopefully, most of them will reach our shores here in South Africa.

Until then, we wish you a Merry Christmas, and we hope you all ride safely into the New Year.

All the best, from the ZA Bikers Team.

The KTM Group proudly celebrates an extraordinary achievement in the 2023 National Championship, clinching a remarkable 21 National titles out of 26, cementing its dominance in various offroad motorcycling disciplines.

Among the standout victories, Kerim Fitz-Gerald, an iconic figure in motorsport, secured his eleventh National Championship title by triumphing in the National Cross Country Championship. Fitz-Gerald’s unparalleled talent and dedication have now earned him an outstanding 11 National titles, a testament to his enduring excellence in the sport.

Not to be outdone, Bradley Cox demonstrated exceptional prowess by claiming victory in the National OR1 Championship and clinching the overall title in the National Cross Country Championship. Cox’s exceptional form throughout the season underlines his remarkable skill and determination. After the 2023 season, Cox has secured his impressive 10th National Title.

Recognizing Fitz-Gerald’s unwavering commitment to motorsport, Motorsport South Africa awarded him a special award for his outstanding dedication. As he sets his sights on the 2024 Dakar Rally, KTM extends its best wishes to Fitz-Gerald, anticipating yet another remarkable performance on the global stage.

Additionally, William Slater and Heinrich Aust exhibited remarkable dedication and form, each seizing their inaugural National titles in the National Hard Enduro and National Enduro categories, respectively. Their achievements mark a significant milestone in their careers and exemplify The KTM Group’s commitment to nurturing talent across various disciplines.

The Red Bull KTM team had an outstanding year with Cameron Durow winning both the MX1 and MX2 National championships. Luke Grundy also had a great season, winning the MX High School National title for the second year in a row.

In an impressive sweep, KTM secured the manufacturer’s award across Motocross, Enduro, Hard Enduro, and Junior and Senior Cross Country categories, further validating its dominance and excellence in the industry.

Expressing pride in the achievements of all riders and teams, remarked, “We are immensely proud of the incredible performances showcased by our riders and teams in the 2023 National Championship. Their dedication, skill, and determination have been instrumental in this historic achievement.”

Looking ahead, KTM eagerly anticipates the 2024 National Championship, fueled by the commitment to continue pushing boundaries and achieving further milestones in the motorsports realm.

Luke Walker’s success in winning the 2023 Cross Country High School title demonstrates his skill and potential as a rising star in the racing world. His addition to the Husqvarna Racing team for the 2024 season is sure to bring an exciting dynamic to the team. Competing in both the National Cross Country and National Enduro championships showcases his versatility and determination in different racing terrains.

Husqvarna Racing is undoubtedly looking forward to a promising and successful season ahead with Luke onboard. Luke will tackle the OR3 Cross Country class onboard an FC250 as well as the extremely competitive E1 National Enduro class onboard an FE250.

“We are extremely happy to have signed Luke into the Husqvarna racing team for the 2024 season. He has shown some real strokes of brilliance in the past few years and proved he is undoubtedly a young talent to look out for in the years to come”, comments Grant Frerichs, the Husqvarna marketing manager.

The huge proliferation of delivery riders in the past three years has prompted a backlash from other road users, who are quick to criticise the state of the bikes they ride and the skills (or lack thereof) of the riders themselves.

Some of the criticism is justified but what gets lost amongst it all is a recognition of the service these riders provide for those of us too lazy to get off our arses to pick up our groceries or take away food, especially when we look out of the window and see the rain tipping down.

When that happens, those riders whom we are all too quick to criticise step up to the plate and deliver our food, sometimes in the most appalling weather conditions, often without the benefit of the right riding gear to at least keep them warm or dry.

There is one bike shop in Johannesburg that has consistently championed the delivery rider through various initiatives aimed at keeping the riders and their machines as safe as possible on the road and, if the attendance at the latest event was anything to go by, it is greatly appreciated.

Biker’s Warehouse in North Riding, run by a fantastic team headed by Mike and Kerry Puzey, opened its doors to the delivery rider community on Monday 11th December as a way of continuing that support.

Over 360 registered delivery riders arrived under a decidedly inclement sky to tuck into refreshments and be entertained by SA’s leading stunt rider, Brian Capper. Motul South Africa, which has been a long-time supporter of the BW initiative, gifted each rider a litre of Motul oil – a not inconsiderable and generous offer.

All riders were encouraged to put their names into a hat for a prize draw. There were so many prizes that virtually none of the attendees went away empty-handed: there were 50 brand new helmets, tyres, cleaning products and all manner of other prizes, not least of which was the main prize: a brand new Honda Ace 125 scooter, jointly donated by Honda South Africa and Biker’s Warehouse.

Between Biker’s Warehouse, Motul South Africa, Honda South Africa, and Bikewise, the delivery riders of Gauteng have an important support mechanism, helping them keep their machines and themselves safe and ensuring that the service they offer – that has quickly become an integral part of the retail landscape of South Africa – continues to make our lives that little bit easier.

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In addition to this awesome initiative, walking into the Biker’s Warehouse showroom will now present itself with some new niceties thanks to a micro revamp. The atmosphere of the store has stepped up once again and presents itself, not only as a one-stop shop but as a premium brand holding. Good lighting, spaced-out products, and in typical Biker’s Warehouse fashion, ample products and motorcycles to wet the tastebuds of a multitude of clientele.

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So, if you are ever in the area visit Biker’s Warehouse for all your biking needs…

With 2023 drawing to a close, we’re all spending our last few weeks finishing work, rushing to the stores for Christmas shopping, and preparing our motorcycles for a well-deserved trip. Just like we need our holidays to reboot after a hard year’s work, so too do our 2-wheeled machines need that long open road. Life and its stresses are one thing, but hectic weather conditions, rough roads, and daily commuting are many of the stresses we put our machines through.

So, unless you run a belt drive or shaft drive, the chain is one of the hardest working components on your motorcycle and therefore we think you need to give your motorcycle chain some TLC this December period.

Even though motorcycle chain technology has come a long way since needing to be lubricated after each ride, the motorcycle chain still needs regular lubrication—given that it works tirelessly to keep your rear wheel rotating smoothly in all conditions. Whether you’re a hard charger or just a daily commuter, a huge amount of metal-on-metal contact is continuously created by the interaction between the chain and the rest of the drivetrain.

A good chain lube can smooth the chain’s engagement with the sprockets and chainrings, and maintain proper shifting performance. It also helps prevent corrosion and reduces friction and drivetrain wear. Stating the obvious, I know! The thing is, we are spoilt for choice when it comes to chain lubes, with countless brands offering a range of different types of lubes and formulas. I mean, you’ve got wet lubes, dry lubes, ceramic lubes and wax lubes. My point is, that finding the best chain oil isn’t always as easy as you think. Unless you think a sandwich is a sandwich.

In my garage, I bring to you the new and now my favourite chain lube, Liqui Moly Chain Spray Race. This is Liqui Moly’s latest high-performance chain spray and yes it is a fully synthetic micro-ceramic chain spray. While ceramic lubes aren’t the new kid on the block, they are not as popular as wax lubes and thin fully synthetic road lubes, however, they promise to be the best of both parts. Liqui Moly’s combination of ceramic solid lubricants and chemical wear protection ensures minimum friction and maximum chain life.

The elephant in the room for most road riders and adventure riders will be the word “Race” printed on the can. In my experience, anything that has race associated in its name means it has been extremely well tested and engineered to handle the most difficult conditions both on and off-road, in Liqui Moly’s case. For example, Chain Spray Race provides optimum creep properties, excellent corrosion protection, and due to good adhesion, this means it results in low spin-off—the chain surroundings remain clean. With these tests being conducted in high-performance scenarios, this means it will work even better for lower-performance riding, just like daily commuting or weekend adventure riding.

Liqui Moly’s Chain Spray Race comes in a 400ml can and has the new red permanently attached long tube nozzle which can bend at 90 degrees, allowing it to fold up for storage. The spray can be used with the long nozzle folded in, mimicking a short nozzle—no more caps or nozzles to lose. This chain spray is red in colour, helping you visually cover as much of the chain as possible.

Your typical advice before lubing your chain is to shake the can and clean the chain before applying the lube. One extra thing I like to do is go for a fast ride to warm up the chain before cleaning it with Motorbike Chain and Brake Cleaner and then spraying the chain lube onto the warm chain. This is just something I’ve always done as it makes cleaning the chain so much easier and I tend to ride my bike after doing morning maintenance, therefore I want to speed up the lube’s settling process as this usually takes 20 min when cold. Some people even leave it overnight to settle completely, which isn’t wrong, but I like to spend more time on my bike as opposed to next to it.

High-revving four cylinders, grunty triples, torque-rich twins, and even your hardcore thumpers will love this stuff! Chain Spray Race applies smoothly onto all types of chains (O-/X-/Z-rings), it attains its final red consistency and adherence once the solvent has evaporated. I’ve used the lube on my classic 2-stroke race rep, my daily commuter, and my adventure bike. Across all disciplines, the micro-ceramic chain spray from Liqui Moly in my opinion is an all-rounder and slides nicely between a hardcore wax and the normal fully synthetic chain spray. What this means is, that you get to benefit from a good covering when applying, longer chain life, better dust resistance, and an excellent anti-fling.

So there you have it, Liqui Moly’s new Chain Spray Race is a sublime must-have for the garage, not only does it work well for many applications, but it will save you the need to buy different chain lubes for multiple riding disciplines and conditions. Chain Spray Race has now become my do-it-all road-riding chain lube of choice.

Liqui Moly Chain Spray Race

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

LIQUI MOLY Chain Spray Race

R305.00 (RRP)

Brand: LIQUI MOLY

Visit the Liqui Moly online shop HERE.

If you’re an avid Hard Enduro fan and you didn’t know the names James Moore or Thomas Scales before Roof 2023, you more than likely do now. This year’s Roof proved to be the ultimate endurance test, characterised by scorching temperatures across all 3 days and an exceptionally long race route that set the stage for one of the most challenging editions in recent history.

In the Gold class, the gruelling conditions led to a mere 12 finishers out of 38 starters, with numerous top riders forced to bow out due to the extreme conditions. However, stealing the spotlight in Gold were two young emerging stars in Hard Enduro, James Moore and Thomas Scales, both only 17 years old and both members of the RIDE KTM Durban team. Moore and Scales are based in Hilton, KZN where they live, train and practice together and it’s also where they study at Grace College, on the outskirts of the small town.

With Scales making his Gold Roof debut and Moore attempting his second Gold Roof at this year’s race, all eyes were on the duo to see how they would stack up against some of the best and toughest Hard Enduro riders in the world, and they did not disappoint. Both riders ended up within the top 10, with Scales securing 9th and Moore landing an impressive 4th place finish. Former World Super Enduro Champion Cody Webb summed it up perfectly after duelling with Scales for most of Day 1, “The next level of young SA Enduro talent is incredible, I spent the whole day trying to shake them!” Webb finished 6th overall

Moore’s top 5 finish was further elevated by clinching the fastest race time on Day 2, he was quicker than all three eventual podium finishers, including the reigning eight-time Roof of Africa champion, Wade Young.

This success story isn’t a coincidence; it stems from the legacy of RIDE KTM Durban, a KTM dealership in Kwa-Zulu Natal that’s renowned for fostering and nurturing talent like Dylan Jones, Will Slater, Gareth Cole and Alastair Fayrod, all of whom have won National titles in their careers. The team’s ethos extends beyond victory; it revolves around the development and support of young riders, while fostering an inclusive and enjoyable racing environment for enthusiasts across all ages and racing disciplines. A good example of this is Dakar legend, Stuart Gregory, who has called the team his home for many years and who will be returning to Saudi Arabia in 2024 for his 5th Dakar Rally.

The RIDE KTM Durban team also has no less than 4 staff members who compete in Local, Regional and National events and who help the team at the races where their commitment to supporting customers shines through. With a strong family focus, the team encourages the whole family to experience the thrill of racing while fostering a sense of camaraderie and fun.

RIDE KTM has two owners who have racing in their blood, Wayne O’Niel who is a veteran in the industry who has attended 30 Roof of Africa events over the years supporting some of the country’s top Enduro stars and Steve Eayrs, an entrepreneur who lives in Ballito and who has been riding off-road motorcycles for over 30 years. According to Eayrs “This kind of success doesn’t come easy and is influenced by several elements. If I add up the racing years that the staff and management team that RIDE KTM have under their belts, and I mean holding onto handlebars, not racing on the couch, we have more than a hundred years of racing between us.” This deep-rooted knowledge plays a crucial role in the team’s continued success, proving that a passion for racing and a wealth of experience are the foundations for producing champions.

With the recent announcement that James Moore will be joining the official GasGas team for the 2024 season, everyone at RIDE KTM Durban would like to wish him the very best for his future endeavours. Eayrs extends his congratulations, “It’s been an honour to have you on our team James! We wish you every success and remember, keep doing what you do and don’t forget to keep it real!”

To find out more about Ride KTM Durban and the support they offer the riding community in KZN, find them on: RIDE KTM Durban

I am reflecting on this journey as a ‘lifer’, someone who the motorcycle bug bit early in life and who has carried the infection ever since. In fact, the degree of ‘infection’ has got even worse over the years as my affordability improved. For those who indulge in motorcycling as a sport, I totally get it. Like any sport that gets under your skin and that you develop a passion for, it is, at times, all-pervasive. You eat, sleep and breathe your passion. It is the same for a ‘lifer’, only worse because this is not something that is only pursued on a weekend, but rather a total lifestyle. The passion for motorcycles of a ‘lifer’ remains an enigma.

I can only try to explain it by recounting my own journey. I have a brother who is a couple of years older than me. As boys, we played soccer, cricket, and rugby with the enthusiasm of your typical sports-mad South African kid. Somehow, during this sporting frenzy, I started to take note of motorcycles. I was 14 years old when I eventually coerced my dad into parting with some of his hard-earned loot for a second-hand Honda S50, a bit of a hybrid in that it was a C110 frame with a 4-speed Honda Fury OHC engine. It was slower than a slow thing, but it was instrumental in cementing a relationship with bikes that has lasted a lifetime. Now here is the thing, my brother totally dodged the bug. My dad had ridden bikes in his youth and during the war but had seen bikes more as sensible transport than anything else. For me, bikes were a blank tapestry which I could embroider in the most amazing way.

This period in motorcycle history saw the advent of bikes which forever changed the motorcycling landscape. The iconic Honda CB750 K0 Four and Kawasaki’s all-conquering Z1 are two of the most noteworthy. As a 50cc riding schoolboy in the late ‘60s and into the early ‘70s, my dream was to own a Honda CB750 Four and a genuine Bell Star helmet. Looking back on the ownership of around 350 bikes and 55 years of riding as daily transportation by preference, my motorcycling flame burns brighter than ever. I spent around 10 years in the motorcycle industry with Club Motors, the then importers of both BMW and Kawasaki motorcycles. I worked at their Honda dealership as my blood was totally Honda red. Those were heady days in the motorcycle industry. SA endured an ‘energy crisis’ with fuel being scarce, so people bought economical bikes by the score. At Club Motors we sold an average of 50 bikes a month from one dealership.

In the early ‘80s, I started racing Super Singles on the short circuits as well as competing in the 6-hour endurance races with reasonable success. Trying to juggle racing, a career, and raising two youngsters meant something had to give, so the flirtation with racing ended. Soon after this, I built a career outside of the motorcycle industry which had become too much of a barometer of the economy. But the passion for bikes burned ever brighter. They provided me with an escape from the predictability and grind of everyday life. Every single time I threw a leg over the saddle I was totally engrossed in the ride. I have some mechanical awareness and the desire to understand what makes bikes work and why. This opens a whole other aspect of biking. Learning how to tweak your bike to improve handling and performance became part of the journey, a colourful thread on my motorcycling tapestry.

The freedom that bikes have introduced into my life is next level. When life presses in on you, as it does at some time, getting on your bike and riding has an uncanny way of elevating your mood. Total concentration on the job of riding and applying situational awareness to stay safe on the road subtly replaces worries and woes and you start to live in the moment. Your helmet cuts you off from the outside world with its constant intrusions and gives you time in your own head. The Bible says “Be still and know that I am God”, but the world we live in is everything but still. There is more ‘noise’ than ever out there.

We have experienced a serious heat wave of late. I was up early on Sunday, so I got my kit on and rode out my gate just after 6 AM. The cool of the morning washed over me like a salve as the Ducati DesertX, thoroughbred that it is, responded to my every input. Cruising out to the Cradle and sharing the road with the cyclists, who habitually enjoy riding there on the weekends, was a truly sublime experience. It totally set up my mood for the day. What do people do who don’t own bikes?

And then there are the trips. 2023 has been a stressful year on many fronts. The world is in turmoil. A war in Europe that just doesn’t seem like ending any time soon. Terrorism in Israel on a magnitude and level of brutality that was last probably seen hundreds of years ago, before ‘civilisation’ as we know it. South Africans have been exposed to crime, load-shedding, corruption, and government bungling that has us with our heads in our hands.

How do you call time out, and pull the plug on all the madness? Ride your bike, that’s how! When we close for the year, my son and I are getting on our bikes and heading north to the vast plains of Botswana. Tents will be pitched, campfires lit, and steak will be braai’d, as bug bespattered bikes look silently on. We will ride in the early morning cool, transitioning into the inescapable African heat. We will perspire bullets, but when the day’s riding is done, showered and pleasantly weary, we will sip on a bitterly cold beer or two. Life will be back in perspective, and all will once again be well with the world.

Bikes are hot. Bikes are cold. Bikes can be uncomfortable. Bikes are tiring. Bikes are real! Somehow every trip brings a sense of occasion. The hotter, colder, wetter, whatever, it just heightens the sense of achievement and occasion. You may arrive home exhausted, yet give it a day or two and the lure of the open road looms large again. Nothing else gives me quite the same feeling. 4×4 trips through remote areas are cool, yet an indefinable something is missing when compared to bike trips. Perhaps it’s the vulnerability of a bike?

It is no longer about the out-and-out performance either. Early in my motorcycling days, it was all about speed and ego. Thank God that is no longer the case. Now it is the harmony of man and machine. It no longer needs to be at hyperspeed. I can enjoy a ‘Tiddler Tour’ on a 180cc bike as much as a blast over a mountain pass on a crotch rocket. Maybe I’ve just got over myself…

The fact is, for me, motorcycles have added incredible spice to my life. My life’s tapestry would have looked sparse and threadbare were it not for bikes. So, whilst I can still not put my finger on what it is in our make-up that predisposes us to bikes, I am just very grateful that ‘the bug’ bit me. I cannot imagine a world without the intrigue of motorcycles in it. Add to that the myriads of friends that I have made over the ages through our mutual involvement in motorcycles. The brotherhood that exists between riders. A gloved hand raised in salute to one another in passing. That gesture that, irrespective of the bike you ride, recognises a kindred spirit.

Pitch your tent in some remote location and you can be sure that someone will come and strike up a conversation with you. It is that mystique, that element of daredevil, that just strikes a chord with people. I sometimes recognise a fleeting, almost primaeval glimpse of longing in the eyes of such people. An unspoken “if only”…Deep in the recesses of the heart of man lurks a spirit of adventure that is not often satisfied in the modern world in which we live. Motorcycles have satisfied that longing in my soul. Long may that continue.

Red Bull, the global energy drink brand synonymous with breaking barriers and redefining the norm, has done it again in ‘2 Wheels versus 4 Wheels’—a race against the clock up the iconic Sani Pass. As the name suggests, this exciting showdown features two motorsports athletes from two wildly different disciplines – Giniel De Villiers, renowned for his four-wheeled Dakar Rally prowess, and Wade Young, the elite Hard Enduro racer who recently claimed his eighth Roof Of Africa title.

“It’s two very different mindsets,” explained De Villiers, talking about what it’s like switching gears from Rally Raid to the precision demanded by the short, intense ascent of the Sani Pass. De Villiers is currently preparing for the 2024 Dakar Classic. “In Dakar, you race for 14 days and about 500-600 km per day. The Sani Pass was a short blast up the hill, but you could not make any mistakes!”

Simultaneously, Young, who once again stamped his authority on the ‘Mother of Hard Enduro’ in the Mountain Kingdom this year, approached the Sani Pass challenge with enthusiasm. Acknowledging the challenges posed by the pass, including high altitude and loose rocks. He shared, “I planned to analyse the track as much as possible and pick the best lines to carry as much corner speed as possible.”

De Villiers considered the project a rewarding experience in a stunning setting, and couldn’t help but tip his hat to Young’s skills. “Wade is a super guy and very talented and good at what he does,” he said. “It was nice to have a race with him up the pass.”

Young, pumped about the collaboration with De Villiers, gave props to the rally legend. Young shared: “Before I got to Sani, I thought I would have been faster than Giniel, but after I watched him do a practice run, I knew I didn’t have the upper hand as I thought. I pushed as hard as I could and couldn’t have ridden much faster than I did.” According to Young, the challenges of the Sani Pass, including a fast section on the side of the mountain and tight corners, added an extra layer of intensity to the race.

Catch all the action here on Red Bull TV and see how Giniel De Villiers and Wade Young’s collaborative venture transcended traditional racing boundaries, showcasing the diversity and skill required in both rally and enduro disciplines.

KTM South Africa is proud to announce the triumphant completion of the Roof of Africa by none other than MotoGP sensation Brad Binder. The formidable enduro event, held in the rugged terrain of the Lesotho mountains, witnessed Brad Binder’s extraordinary foray into the world of enduro racing, and the KTM South Africa team is thrilled to have been a part of this historic moment.

Brad Binder, known for his exceptional skills on the MotoGP circuit, harboured a long-standing dream of participating in the Roof of Africa. In a serendipitous turn of events, 2023 proved to be the year when his MotoGP schedule aligned seamlessly with the iconic enduro race. Seizing the opportunity, KTM South Africa joined forces with Brad Binder to transform his dream into reality.

Despite having only a mere two hours of Enduro riding experience under his belt before the event, Binder exhibited unmatched determination and adaptability throughout the Roof of Africa. His riding technique underwent a remarkable transformation, showcasing the true mark of a champion. Facing the challenges posed by the treacherous Lesotho mountains, Brad demonstrated not only his prowess as a MotoGP rider but also his resilience as an athlete.

After a gruelling 17 hours on the bike, Brad Binder crossed the finish line in the Bronze class, marking a historic achievement in one of the toughest editions of the Roof of Africa. The KTM South Africa team is immensely proud to have played a role in Brad’s success and looks forward to witnessing more such milestones in the future.

Commenting on his unforgettable experience, Brad Binder stated, “The Roof of Africa has always been a dream for me, and to have the chance to tackle it this year with the support of KTM South Africa is beyond words. The race was tough and the heat didn’t help, but every twist and turn of the route made the victory even sweeter. I’m grateful for the opportunity, and this experience will remain etched in my memory forever.”

Brad Binder’s remarkable journey at the Roof of Africa adds another chapter to his illustrious career, showcasing not only his adaptability as a rider but also the collaborative spirit between him and the KTM team. As the MotoGP season drew to a close for 2023 Binder found himself in fourth place in the championship, fans and enthusiasts eagerly anticipate witnessing Brad Binder’s future endeavours, both on the track and off-road in 2024.

The 55th edition of the Roof Of Africa, The Mother of Hard Enduro, witnessed KTM’s unparalleled dominance as the brand clinched an astonishing 64% market share with a staggering total of 359 KTMs participating in the gruelling event.

KTM’s stronghold on this year’s Roof Of Africa was nothing short of remarkable, with more competitors choosing the Austrian brand over all others combined. The sheer number of KTM motorcycles in the race not only demonstrated the trust riders place in the brand but also showcased the exceptional performance and reliability of KTM off-road machines.

The Brother Leader Tread KTM factory team, a powerhouse team in the world of off-road racing, brought their A-game to the event. However, extreme heat conditions posed a significant challenge, leading to the unfortunate withdrawal of top rider William Slater at the end of day 1. Despite this setback, the resilience of the team was evident as the two junior riders stepped up to fly the orange flag high throughout the demanding race.

Dylan Jones, facing some of the toughest riding challenges of his young career, showcased remarkable skill and determination to secure an impressive 10th-place finish. His performance underscored the commitment and talent embedded within the Brother Leader Tread KTM factory team.

Adding to the triumph, Matthew Stevens, a 16-year-old prodigy, joined an exclusive list of young riders who have conquered the Roof Of Africa in the gold class. Stevens’ accomplishment onboard his 150 XC-W not only highlighted his individual skill but also spoke volumes about the prowess of KTM motorcycles in the hands of emerging talents.

The dominance of KTM at the 55th Roof Of Africa reinforces the brand’s legacy as a leader in off-road racing, setting new benchmarks and showcasing the unparalleled performance of KTM motorcycles in the most challenging terrains.

KTM enthusiasts, sponsors, and the entire off-road community celebrate this outstanding achievement, recognizing KTM’s commitment to excellence and the indomitable spirit of the riders who conquered the Roof Of Africa aboard the Austrian brand.

Husqvarna Racing, a leading force in off-road motorcycle racing, took part in the 55th edition of the Roof of Africa, an iconic event known for its challenging terrain and demanding conditions. The Mother of Hard Enduro did not disappoint this year and faced the riders with extreme temperatures exceeding 35 degrees in the heat of the day.

Travis Teasdale, astride his powerful TE300, had high hopes after an outstanding racing season. Having secured a podium finish at the Roof of Africa in the previous year, Teasdale was poised to cap off his year with another stellar performance. However, the unpredictable nature of extreme sports unfolded, as the scorching conditions took a toll on his physical well-being. Teasdale was forced to make the tough decision to withdraw from the event on the final day, riding alongside the lead group of competitors after collapsing on two separate occasions.

Teasdale, reflecting on the challenges faced, stated, “Competing at the Roof of Africa is always a test of both skill and endurance. Unfortunately, the extreme heat pushed me to my limits, and the safety of my health had to take precedence. I’ll be back stronger, and I’m grateful for the support from Husqvarna Racing and our sponsors.”

In the Bronze class, Darryn Binder, joining his brother Brad, showcased his versatility and determination. Riding the TE300 for the first time in an enduro event, Binder faced a steep learning curve. Undeterred, he embraced the challenge, completing a gruelling 17 hours on the bike over the course of two days. Binder’s impressive performance underscored his athleticism and adaptability, earning respect within the racing community.

Team manager Grant Frerichs commented, “The Roof of Africa is a true test of character, and our riders faced adversity head-on. Travis made a tough but commendable decision prioritizing his health, and although we are upset that we weren’t able to challenge for a podium spot we will do everything in our power to get ready for 2024 and come back to Lesotho fitter and stronger.

Husqvarna Racing looks ahead to future challenges, building on the experiences gained at the 55th Roof of Africa. The team remains committed to pushing the boundaries of off-road racing while promoting its partners and sponsors.

The 2023 Roof of Africa, set against the stunning backdrop of the Mountain Kingdom of Lesotho from 27th November to 2nd December, provided one of the most challenging races in recent memory due to the scorching heat and dry conditions experienced across all three days. Unlike the torrential rain of last year’s event, this edition presented a new test for riders, with dehydration and heat exhaustion taking their toll across the entire field.

It seems Wade Young (Sherco – Powered by Motul) is unfazed by the weather. He reaffirmed his mastery over the event this weekend by starting with a win on Thursday in the Round the Houses race and a sensible 5th place position in the tricky Time Trial. The first full day of racing (Day 1) saw him steadily work his way to the front, establishing a commanding 25-minute lead over Matt Green (KTM) and Brett Swanepoel on his Motul-backed Trademore Sherco. Swanepoel’s performance on the day was particularly impressive because it included losing over 20 minutes at the start due to a mechanical glitch, a big crash which resulted in broken toes and later, a head-on collision with an adventure bike to round out an eventful day.

Day 2 evolved into a tactical back-and-forth amongst a small group of riders, with lead positions changing multiple times. While 17-year-old sensation James Moore (RIDE KTM Durban) ended up setting the fastest time of Day 2, Young remained in firm contention throughout the day on his Sherco 300 SEF Factory Edition, eventually securing a hard-earned victory with a margin of just under 20 minutes from Green, followed by Swanepoel who trailed Green by a mere 3 minutes in the overall standings.

“The last climb on Day 1 broke most of the riders and that helped me build the lead that I worked hard to maintain to the end. I didn’t have the best day today, but I still pushed as hard as possible and I’m happy it was enough to win. I have to say I have never been this tired at the end of a race in my entire career, the days were just so long and the heat only made it worse,” said a relieved Young at the finish.

The extremity of the conditions led to multiple retirements across all classes, with incidents like Will Slater (Brother Leadertread KTM) needing to be airlifted out of contention due to heat exhaustion on Day 1. Travis Teasdale (Husqvarna), another pre-race favourite, also battled with the heat on Day 1 and despite starting on Day 2, did not make it to the finish.

Sherco celebrated several exceptional performances in the challenging conditions over the weekend with podium finishes in Gold with Young (1st) and Swanepoel (3rd) and a commendable 6th position for American star Cody Webb, who was participating in his first Roof and was astounded by just how tough the conditions were. In the Bronze class, Louis-Bresler Knipe delivered a dominant performance on board his Sherco 500 SEF 4-stroke, securing overall victory with an 18-minute lead over the biggest field in the race.

Sherco also won the manufacturers title this year and very nearly achieved a triumphant hat-trick across the top 3 classes, but after a fierce battle with Tate Stroh (Yamaha), Daniel Peckham (Trademore Sherco), had to settle for 2nd place in the Silver class, followed by Grant Burton-Durham (Vamos Racing Gas Gas). The top finishing Lady at this year’s event was Terri-Lynn Hodge (Trademore Sherco) after Kirsten Landman (ASP Rope Access KTM) retired with mechanical problems early on Day 1.

Mercia Jansen, General Manager of South and East Africa for Motul shared her experience of the event this year, “The Kingdom of Lesotho once again delivered some extreme weather conditions, this was the first completely dry and hot Roof since 2016 and it pushed the riders and their machines to the absolute limit! The Roof really is the ultimate test for our products and that’s why we love it. We also love seeing the industry gather at the event, it’s like a big reunion and we all love being here to give back to the racing community.”

For the final results visit Race Control.

To learn more about Motul’s product range and commitment to motorsports, visit –www.motul.com

Whether you are an experienced rider looking to replace or upgrade an existing helmet or you’re just starting out, the majority of your brain power should be invested in asking yourself very important questions like: What kind of riding will the helmet be used for? What features do you want? Does the helmet have a good safety rating? Will the helmet fit the size or shape of your head and what makes the particular brand of helmet the right one for you to invest your hard-earned money with?

These are the important questions people should think about when looking at a new helmet or new brand, as the flavour of the month is ever-changing. These questions were asked and answered when reviewing our latest test helmet from Autocycle Centre, the NEXX X.VILIJORD Zero Pro. The ‘X.VILIJORD’ is a high-quality do-it-all adventure helmet, it’s loaded with features and does everything that the print says it does on the box.

With the ECIMA 2023 motorcycle trade show in Milan just passing us by, NEXX helmets were there and had revealed their new and exciting 2024 helmet collection—like their epic X.WED3 adventure range. These new helmets are next level in design and have consistently evolved thanks to vigorous testing and feedback from their ambassadors. One particular ambassador by the name of Charley Boorman from Long Way Round was given the opportunity to build his very own NEXX helmet and in the process, he gave the public a behind-the-scenes step-by-step tour of the process that is the NEXX formula.

Let’s just be honest, the majority of us buy a helmet based on three things: looks, pricing and brand states. Most of us do this with the clothing we wear, the food we eat and the vehicles we own. But, sometimes it’s a brand’s story or heritage that makes you feel connected and to a degree, a loyal customer no matter what. After getting to know NEXX and how they do things, I can’t but help feel connected to this tightly knitted Portuguese helmet manufacturer.

If you haven’t already listened to Charley’s breakdown of this exciting helmet brand, NEXX helmets are fully European-made with every fibre, plastic, clip, mould, stitch and rissole made in-house. The designer can literally open a window and scream in a high-pitched Portuguese manner to anyone downstairs and an adjustment can be made on the fly—it’s that hands-on. With over 20 years of experience, the formula has truly been dialled into the “NEXX” level. Interestingly, NEXX’s employees are 80 per cent female as they pay better attention to detail and have more patience.

Where many helmet brands have found any number of reasons to get certain generic parts, painting or even interior work outsourced to save money and time, NEXX do it all in-house to uphold their philosophy—all knowledge concentrated. NEXX believe in knowing their products inside and out, which allows them to consistently improve while allowing them to have more room to provide a higher-level quality and more personalised helmet.

Walking through the doors at the NEXX factory you will see state-of-the-art machinery, so although NEXX preaches “handmade” this still applies as the machinery is manually operated to deliver high-tech components. This philosophy that we are talking about has been called “smart factory” by NEXX. In summary, this means a significant reduction of time to market, improved flexibility, increased quality, and all with reduced energy and resource consumption.

Having lived with the NEXX X.VILIJORD ZERO PRO Carbon for the last few months, all of the above starts to make sense. One would think, with all the crappy weather conditions, open road bugs and off-roading dirt, that servicing the NEXX would be a tedious experience. For the mechanically inclined you’ll make your way around the X.VILIJORD relatively, but for the monkey brains, NEXX has thought about us too. At the bottom of the NEXX helmet website, you will see a Video Tutorials section for every single helmet they make. Cleaning, removing parts or servicing your own NEXX can be learnt how to be done off of these well-documented videos—this is something, I have never seen before.

NEXX has thought of it all, from designing, building, fitting, riding and servicing. Next time you find yourself needing a new adventure helmet or wanting to get something special or unique, think NEXX.

NEXX X.VILIJORD ZERO PRO CARBON

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

After meeting the team from Suzuki on the Cancervive Flagship Ride earlier in October, and having some chats about bikes and riding, they invited me to their rider safety track day which would happen on the 19th of November. Of course, being passionate about bikes and riding, I wasn’t planning on passing up the invitation!

With much anticipation, the 19th of November rolled in and I was fully kitted by MotoGirl and ready to experience riding at Red Star Raceway. This would be my first time riding on a track, apart from my 2-lap cruise around Kyalami Grand Prix Circuit at the 2016 Festival of Motoring Show.

To say that I was nervous was a bit of an understatement. Rolling into Red Star I could feel my heart quicken as I saw all the superbikes parked in the pits, and naturally, I had no idea what to expect from the day.

As I arrived registration was underway and Corrie from Suzuki gave me some pointers on which group to enter. Cancervive was also present on the day, and the ladies were equally excited to hop on their own bikes this time around. After a quick hello here and there, with a coffee in hand, we made our way to the rider briefing and safety presentation.

Stuart led the theory section of the training day where he walked us through the basics of rider gear–how to choose your helmet, jacket, pants, gloves and boots as well as the importance of wearing the correct rider gear when riding. Something that I’ve never thought of was the fact that not every helmet brand will suit your head shape, hence the fact that some helmets that I have worn in the past have not been as comfortable as others. I found this to be a great insight especially since I am in the market to upgrade my own helmet.

A big part of the theory was being aware of your own safety on the road. Drivers around us are unpredictable but it is your own responsibility to anticipate every situation. Along with much helpful advice, he gave us guidelines on how to ensure that there is always an escape route when travelling amongst other vehicles. The biggest tip is “If you can’t see yourself in their mirror, they can’t see you”.

We moved on to the ideal riding position and how it can affect the way the bike relates to the tar. Yes, Marquez was used as an example of a lean angle, but that was not the goal for the day, it was rather an exaggeration. Either way, it was used to demonstrate how, with the right body position the bike can still have enough contact with the tar to corner safely. Of course, we were not going to try a ‘Marquez’ on ourselves, so Stuart showed us photographs of a rider taking the same corner at the same speed, but with a different body position. He explained how by moving your body off the bike you are able to take the same corner at a safer lean angle, the more you move off the bike the less it leans which results in more tyre surface.

Along with body position, it’s also incredibly important to look through a corner. As Stuart was saying “You are going to go where you look, if you look at that tree on the edge of the cliff, you’re going to head straight for it, but then again one would rather hit the tree than go wheeee down the cliff”… However on a serious note, when on the road with unpredictable corners and obstacles, looking through the corner or at least as far ahead as you can see, will give you more time to react to whatever it is that’s in your line of travel.

After an overload of important information, it was time to take everything we had learned and apply it to the real world. Since we were heading out on the track it provided us with a safe environment to exercise the theory.

All around me, riders were kitting up and revving engines–intimidating it sure was. I was grateful to start in the lower class as those superbikes I saw when I first arrived were hot and ready to shred some tyres. My class was third to go which gave the nerves some time to settle as I watched the more advanced riders fly past on the straight.

In no time at all class C was announced and it was time to kit up and ride out. I started on the entry-level Gixxer 250, a bike that was small and light enough to boost my confidence. Doug took us around the track, all the while showing us the lines to take and the braking points—this was certainly a big plus for me as it diminished the unknown.

Two laps in and I was already feeling as though I could ride all day. I have never felt so confident on a bike as I did around the track; with all the information I received and the feedback on body position, braking points and rev count going into a corner I was feeling more confident with every turn. Little by little I could take corners quicker, picking up the pace and making fewer mistakes with every lap that passed.

Shortly after our lunch break, Suzuki did a demonstration of how differently a bike brakes vs a car, this all comes down to double the number of tyres, double the braking components, and obviously the comparison of tyre surface—a car has a full hand vs a bike only having a few cm. The goal of this demonstration was to make bikers aware of the time difference in braking, a bike would require a lot more space to stop when travelling at the same speed. So next time you’re riding on a car’s tail light, remember you’re going to need that extra 2 meters to avoid parking in its boot.

As the day progressed, I was bumped up to the next class which provided its own challenges where better riders on bigger cc bikes were now passing me. Doug was certainly an amazing help as he would follow closely behind me and give the necessary feedback on how to improve. As someone who has never ridden a bike bigger than 400cc, due to my lack of height, I am proud to say that I not only levelled up to riding the GSX-8S but by the end of the 8th session, I was confidently perched on the GSX-S1000! Never in my entire life did I ever imagine that I would ride a 1000cc bike, however there I was and I rode it without any trouble.

I know for a fact that without the help and guidance of the Suzuki team, I would never have been able to safely ride a 1000cc bike. Their safety training day empowered me with the ability to ride with confidence as I now know how to handle a bike in a way that puts me in total control. I can rest assured knowing that I have the skills to better avoid dangerous situations that I might face riding on our public roads.

This has not only been an amazing experience, but I now feel confident enough to embark on our relatively challenging roads knowing that I am one step ahead of the rest. I highly recommend every rider who sees the importance of their safety on the road to join this event. I’m also not only talking to the newbies as there is always something to learn; even if that “something” is a day out to get even more comfortable on your bike in a safe environment, however, for those riders who don’t own their own bike just yet, Suzuki has bikes available on the day.

So with that, I hope to see you at the next Suzuki Rider Safety Day. You can keep an eye out on the Suzuki South Africa socials for their next event, but in the meantime keep it on two wheels.

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If we were denied a last-lap showdown between Francesco Bagnaia and Jorge Martin (that would have still handed the title to Bagnaia, who needed to finish lower than fifth if Martin won for the latter to take the title), then no one can complain that the season finale at Valencia wasn’t exciting, just as no one can complain that the season as a whole hasn’t been one of the best in recent memory.

What didn’t happen in Valencia? Bagnaia led at the start; Martin narrowly avoided hitting him, then crashed out a couple of laps later in a scary incident with Marc Marquez; Binder led then messed up under braking, dropping him to sixth; Miller led then crashed out; Bagnaia re-taking the lead; Zarco and DiGiannantonio pushing him all the way to the flag; Binder getting a post-race promotion to third after DiGiannantonio was demoted for a tyre pressure infringement….! You couldn’t have scripted it, which is something we’ve had occasion to say more than once this year.

In the Sprint race, Martin did what he needed to do and won – his ninth Sprint win of the season – while Bagnaia could do no better than fifth, narrowing the points gap to 14. It still left Martin with a mountain to climb in the Main race but, as this season has shown, anything can – and probably will – happen so he wasn’t out of the fight just yet.

But those hopes were dashed with his early crash in the Main race, while Bagnaia played with fire by having a too-low front tyre pressure. He had banked on being behind other riders, which would have raised the tyre temperature, so he played it cleverly by letting Binder and Miller through and following closely in their hot wake, knowing by this time that even if he didn’t finish, he would still be champion. But that’s not how he wanted to win the title; he wanted to win it from the top step of the podium and this he duly did, albeit still with the danger of a penalty for a low front tyre pressure as the ambient and track temperature were dropping because of the later-than-normal start time.

He got away with it, but DiGiannantonio didn’t, losing his podium (but at least gaining a seat with the VR46 team for 2024, the last seat to be confirmed) and this is a dire warning for 2024, when an infringement will result in immediate disqualification: no first warning – one strike and you’re out. Imagine how that could affect the championship! Quite how the powers-that-be at Dorna have allowed such a situation to come to pass is beyond everyone’s comprehension and it’s doing the sport no good, let alone the health of the riders: even this season we saw a ridiculous number of crashes and injuries, the vast majority down to having to run a too-hard front tyre: three times more Sunday races missed through injury than in 2022! Yes, there were double the number of races if you take into account both the Sprint and Main races but that brings its own issues that affected the whole team, not just the riders, and which are only going to get worse next year as the calendar expands again.

And still, the aero arguments rage. It is ironic that, in the last two races, Ducati riders have narrowly avoided accidents by being sucked into the dirty air of the bike in front and having to take huge avoiding action – Bagnaia against DiGiannantonio in Qatar and Martin against Bagnaia in Valencia. After all, let’s not forget that it was Ducati that started all this aero nonsense in the first place!

But let’s not get carried away with the negative after a season of so many positives. If Ducati dominated through having eight near-perfect bikes on the grid, then it certainly didn’t harm the quality of the racing, nor the unpredictability of the results: eight different winners is a healthy tally, especially when it included first-time Main race victories for DiGiannantonio and Zarco and Sprint race victories for Alex Marquez.

As usual, we look forward to 2024 with the hope that all the teams will be able to fight for victories. The Japanese manufacturers had it all their own way for a long time and no one begrudges the European teams’ rise to the top, but how much more exciting will it be if Honda and Yamaha can pull their collective fingers out and challenge at the front? There is always the danger, however unlikely, that Honda or Yamaha could do a Suzuki and pull out if the results continue to evade them, and that would do the sport no good at all. MotoGP is heading down a difficult hole at the moment, what with tyre pressures and aero and it will be interesting to see if Dorna can assert some authority and do what is best for the sport, even if it is bad for some of the teams.

As this is being written, the post-race Valencia test is taking place and it would be fair to say that all eyes are on Marc Marquez, on board the Gresini Ducati. He’s not disappointing, either, with lap times putting him at the sharp end of the timing sheets. Of course, this is testing so there is no clear indication of what any team or manufacturer is evaluating so you have to take the results with a pinch of salt but it was obvious that Marquez was determined to make a statement during his opening innings. Maybe the Ducati really is the bike that anyone can ride quickly?

Now we face that seemingly interminable wait until the 2024 season commences again in March. Not that the teams will think it is long enough: 2024 is going to be hard enough as it is, without a shortened off-season. For us sitting at home waiting, however, we’ll have to find other ways of passing the time. How about trawling the archives of www.zabikers.co.za for all our race reports and reliving the season? I can think of worse ways of killing time!

As an extension of being the official lubricant partner of the Roof of Africa, Motul will once again offer every competitor (in Iron, Bronze, Silver and Gold classes) the opportunity to keep their machines clean and race-ready for the start of each new gruelling race day. With this year’s edition of “The Mother of Hard Enduro” coming up fast (30 Nov – 2 Dec), here’s the low-down on what to expect at the Bike Wash this year.

1. Environmental Emphasis

Motul’s commitment to environmental sustainability shines through at the Roof of Africa Bike Wash, where the team will be utilising the Biodegradable Motul Moto Wash from their MC Care range. This powerful cleaner and degreaser is suitable for all types of motorcycles, while being gentle on the beautiful environment where the riders will find themselves in the Maloti Mountains. Motul’s commitment to environmental sustainability also extends to their product packaging with the majority of their range now being supplied in 50% PCR (Post Consumer Recycled) packaging.

2. Strategically located for Convenience

The Bike Wash setup is designed for the riders’ convenience. On Day 1, the facility will be stationed at the Maseru Mall, following the Round the Houses and Time Trial sections. On Day 2, the team will be setup at Bushman’s Pass, which is also the location for the DSP for the duration of the event.

3. Enduring Partnerships

At the core of this operation lies a partnership with Craig Kruger and his team from Extreme Clean that goes back to 2014. Craig will be managing the facility with his team of local legends, some of whom have been working at the Motul Bike Wash since 2016. Goscor Cleaning Equipment will once again be providing and supporting the pressure washers. This year the generators used at the Bike Wash will be running Motul Tekma Power X, their recently launched generator-specific oil that will keep these vital power units up and running at optimal capacity.

4. Chain Maintenance

An addition to this year’s offering at the Bike Wash facility, is a dedicated Chain Lube service. Riders can opt for their chains to be lubed with Motul’s renowned MC Care Chain Lube after each wash, ensuring peak performance in the rugged terrains of the Kingdom of Lesotho.

5. Camaraderie & Patience are key

The Bike Wash team are committed to assisting as many riders as possible, however, there are limitations when it comes to available space and staff. With a substantial field this year, it’s important that all riders show camaraderie and patience to ensure a smooth operation so that everyone will have an equal opportunity to make use of this free service.

“The Roof is always one of the highlights of the year for Motul because it allows us the opportunity to engage with our customers and showcase our products in some of the harshest off-road conditions that you will find. We have a long history with the Roof for this reason, and we’re proud to provide the Bike Wash to all competitors as a sign of our appreciation for the support we get from the racing community,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa and the Indian Ocean.

For all the latest Roof news and views in the run-up to the event, visit: www.theroofofafrica.com

To learn more about Motul’s product range and commitment to motorsports, visit www.motul.com

The 2023 Edition of the King of the Whip – Best Whip Contest, presented by LW Mag in association with Ford, Monster Energy, Yamaha, Garmin, Motul, GoPro and Estrella Cerveza wowed a sold-out crowd at Montecasino, with Julien Vanstippen securing his second title.

26 Freestyle Motocross and Motocross athletes from all over the country, including three international riders – Julien Vanstippen (Belgium), Edgar Torronteras (Spain) and Marc Pinyol (Spain) – competed in the Best Whip and Best Trick competitions. 6,000 spectators were treated to a day of non-stop action and a showcase of the biggest whips ever seen on African soil.

Event organizer Ryan van der Spuy said, “I am incredibly proud of King of the Whip. The event gets bigger and better every year, and this wouldn’t be possible without the fans and the riders, which I have a huge appreciation for. KOTW has solidified itself as the biggest locally produced Action Sports event in the country and I cannot wait to see what 2024 holds.”

It was all about progression through the Jam Session-style qualifying rounds as the riders went bigger and more extreme with each attempt. Judges took amplitude, style and variation into account when making their decision of which 14 riders would qualify through to the semi-finals, which would see them battle it out for a Top 7 spot to advance to the final.

As the sun started to set on Montecasino the Freestyle Motocross riders geared up for the Best Trick contest. Marc Pinyol put it all on the line landing the California Roll, his first time to dirt since 2017, to take the win. South Africa’s Dallan Goldman slotted himself into 2nd place with a huge Airplane Indian Air, and Edgar Torronteras rounded off the podium in 3rd with a Saran Wrap to 1 Hand Superman Indian Air to No Hander lander.

Speaking to Marc Pinyol about his win, “I really enjoyed South Africa, Montecasino and the King of the Whip. I’m leaving the country with a great experience, I loved the crowd, they were killing it too, so they deserved me going big. What I really enjoyed too was seeing a lot of riders pushing each other to go big, helping between them and showing a lot of respect and passion. It’s a place I’d love to come back to. The organisation, public, riders and now I can say some friends, I have to give them all a 10.”

Then it was time for the highlight of the show, the Best Whip final, which saw Jesse Wright, Dalton Venter, Dallan Goldman, Stav Orland, Matt van Galen, Edgar Torronteras and Julien Vanstippen take to the air. Due to increasing wind levels, the riders and judges opted for a 3-jump per rider final. Insane whips paired with the roars of the crowd made for a hotly contested final as riders went bigger and more inverted with each jump.

“At 43 years old I have been able to fulfil a dream, travelling to South Africa thanks to Ryan, the promoter of this magnificent King of the Whip event,” said Edgar Torronteras. “The experience has been incredible, never before have I thought that South Africa was so beautiful and that there was so much love for motorcycles. The people are friendly and smile, and that is what gives me life.

“As for the competition, it has been insane, and incredible, an organisation of 10, a format that is a pleasure to follow, great riders that I didn’t even know existed, and that has left me with my mouth open when I saw them ride. For my part, I have been myself and I have ridden as always, fluidly and concisely with my technique and I have enjoyed it. I assure you more than anything else, finishing in 2nd place keeps my sports career alive and I will give a good place by placing this trophy in my museum. I only think about returning next year to live this beautiful experience again and feel the love of South Africa.”

The premier division of the evening saw a close battle between Julien Vanstippen and Edgar Torronteras for the top spot of the podium, both throwing their biggest whips of the day on their final jumps. Vanstippen, back to defend his 2022 title, was successful and crowned the 2023 King of the Whip. Torronteras followed close behind in 2nd. Dallan Goldman retained his record of podiuming at every King of the Whip event by finishing in 3rd place. Jesse Wright finished in 4th place followed by Dalton Venter in 5th.

An elated Julien Vanstippen said, “I love this country, I have so much good experience from last year and this year again so it’s a pleasure to be here. The crowd was insane and all the riders are so good with me so I’m just enjoying my time here. I was ready for it, I’ve been working on my whips during the year. I just enjoyed it and when I enjoy riding I throw down some good whips.”

King of the Whip 2023 results:

Best Whip
1st – Julien Vanstippen R60,000
2nd – Edgar Torronteras R40,000
3rd – Dallan Goldman R20,000
4th – Jesse Wright R10,000
5th – Dalton Venter R5,000
6th – Stav Orland
7th – Matt van Galan

Best Trick
1st – Marc Pinyol R15,000
2nd – Dallan Goldman R7,000
3rd – Edgar Torronteras R3,000

#KingoftheWhip

The story of Hero Motorcycles in South Africa, since the brand’s introduction halfway through 2021, has been one of steadily growing success and influence. Only a short while ago, South Africans had never heard of Hero Motorcycles. Today, the brand has grown its market share and sits proudly amongst the top competing brands in the country.

This not only demonstrates the amount of hard work done by Hero South Africa but also Hero MotoCorp India’s commitment to the African continent, which is no small thing if you consider that Hero has its hands full simply satisfying its home market.

October/November in India is a very significant period of the year, with many religious holidays and celebrations over a 32-day period. Hero MotoCorp recorded its highest-ever festive sales, with more than 1.4 million retail sales during the period which was, incidentally, a 19% growth over the same period last year (2022).

Obviously, the South African market isn’t quite as large as that but it continues on a steady growth trajectory. In 2024, Hero South Africa will have a range of up to 12 models in the leisure and EV segment, all complying with Euro5 emissions specifications.

ZA Bikers has had extensive experience with the range of Hero models available in South Africa and has been nothing but impressed with the quality, performance and reliability of all of them. 2024 will be an interesting year in the story of Hero in this country and we look forward to sharing our impressions of the new models with you.

For more information visit: Hero South Africa

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.

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.

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.

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.

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.

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.

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!”

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.

“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!”

“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.

“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.

“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…

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.

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?

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…

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.

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.

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.

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.

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.

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.

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.

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?

Husqvarna Norden 901 Expedition

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

2023

Husqvarna Norden 901 Expeditio...

Pricing From R279,699 (RRP)

Brand: Husqvarna

Husqvarna Functional Wear

For more information on the Husqvarna functional wear featured in this article, click on the links 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.

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.”

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.”

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.

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.”

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.

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.

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.

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!

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!

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.

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.

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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.

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.

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.

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.

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.

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.

“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.

“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.

“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.

“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.

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.

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.

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.

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.

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).

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.

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…

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.

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.

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.

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.

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.

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?

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.

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.

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.

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.

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…

2024

HONDA XL750 TRANSALP

Pricing From R220,849 (RRP)

Brand: Honda

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.

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.

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.

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!

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…

“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.

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.

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.”

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.

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.

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.

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.

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.

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.

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.

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.

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!

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.

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.

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.

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.

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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!

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

“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.

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).

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.

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.

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.

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.

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.

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.

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.

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.

LIQUI MOLY Cleaner

R224.00 (RRP)

Brand: LIQUI MOLY

LIQUI MOLY Detailer

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.

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.

LIQUI MOLY Detailer

R240.00 (RRP)

Brand: LIQUI MOLY

LIQUI MOLY Multi-Spray

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.

LIQUI MOLY Multi-Spray

R138.00 (RRP)

Brand: LIQUI MOLY

LIQUI MOLY Rat-Ban

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?

LIQUI MOLY Rat-Ban Spray

R130.00 (RRP)

Brand: LIQUI MOLY

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.

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.

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.

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.

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).

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.

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.

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.

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.”

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.”

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.”

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.

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.

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.

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.

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.

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.

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.

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.

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.

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

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.

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.

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

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.

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.

‘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

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.

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.

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

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.

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.

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

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).

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.

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.

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

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.

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.

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.

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

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.

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.

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.