Halloween is just around the corner, and Biker’s Warehouse has an exciting event planned for all the road bikers out there.
Photo credit: ZA Bikers
On the 31st of October, they invite you to join them for an epic Halloween ride. Whether you’re rocking a beefy machine over 250cc or riding a sleek scooter under 250cc, we’ve got you covered with two thrilling ride options.
Photo credit: ZA Bikers
The scenic road ride will cater to the bigger bikes, while the urban commuter run is perfect for those zipping around on smaller bikes and scooters. But that’s not all! After the exhilarating rides, They’ll be heading to the Sundowner Pub for a ghoulish meal.
If you come dressed to impress for the Halloween theme, then you’ll receive a complimentary meal voucher. Plus, the best-dressed attendee will even snag a frightful prize!
Photo credit: ZA Bikers
So dust off your Halloween costume, register, mark your calendar and get ready for a spooktacular ride and feast. We can’t wait to see you there!
Date: 31 October 2023 Time: 17:00 – On the Tar at 18:00
For years motorsport has been used as a means of rapid development in technology, aerodynamics and safety for the motorcycles we ride on the roads. What usually gets forgotten about is what riders wear when riding flat-out around the fastest and most demanding race circuits in the world. Yes, race suits, gloves, boots and helmets are what keep these top athletes safe at ten-tenths where the rubber meets the tar. Whether it’s low siding at 300 km/h, landing badly after a high side or just being extremely aerodynamic, companies invest millions into motorsport and work continuously around the clock for a safer, higher quality and less drag coefficient product. A year-old product competing in the most elite form of motor racing could mean sacrificing a couple of tenths per lap or even keeping a championship contender out of action for a longer period of time.
Image source: HRC
There is no denying how crucial product development is for the end user, and one company who have been taking this into account since 1959, is the Tokyo-based company known as Shoei. Even if you don’t ride a motorcycle, you will know that Shoei is one of the Holy Grail helmet brands out there and that’s not just because of “Mr.93”. Shoei takes pride in testing their helmets out in the field, as they believe this gives them the best real-world results. One thing about this Japanese helmet brand that impresses me the most, is that every Shoei helmet is meticulously handmade and goes through a sophisticated process that involves over 50 people. You won’t get a dud from Shoei, only a helmet that’s almost too good to wear.
Photo credit: Bjorn Moreira / ZA Bikers
Motorcycle racing means a lot to its fans, the bike that wins on Sunday is the bike people buy on Monday, the next packet of cigarettes or in today’s world, a pledge of faithfulness to a helmet brand. Just like how the three words Rossi, Yellow and AGV all belong, so too do Shoei, Marc Marquez and MotoGP. Shoei’s original X-Spirit led the pack by being the most advanced helmet in the world back in 2003, and twenty years later they have done it again, with a leap from the X-Spirit III to the all-new X-SPR Pro.
Photo credit: Bjorn Moreira / ZA Bikers
To the untrained eye, the X-SPR Pro may look very similar, but trust me, all of it is new. So, how do you better an X-Spirit III? Well, Shoei took the X-SPR Pro to the wind tunnel and 150 iterations later, they created a new design that is fully focused on high-performance riding with the aeroform shape providing aerodynamic performance at speeds in excess of 350 km/h. I know, who is going to do 350 km/h on the road, but again, it’s pretty cool bragging rights. One thing is for sure, the innovation behind the X-SPR Pro is not limited to its exceptional aerodynamic performance.
Photo credit: Bjorn Moreira / ZA Bikers
Ok, the aerodynamics may just be a little overkill for the road rider, but there are two things racers and street riders need and that’s good visibility and ventilation. The X-SPR Pro comes with revised dimensions around the eye port providing a wider field of vision and Shoei has also positioned the ventilation holes in optimised locations. The multiple inlet and outlet vents (7 closable air inlets & 6 air outlets) have been developed to deliver a higher ventilation efficiency when riding in the tucked position. The cheek ventilation system has also been improved and now features double the number of ventilation holes.
Photo credit: Bjorn Moreira / ZA Bikers
Thanks to FIM’s strict rules the Shoei X-SPR Pro’s shell and visor mechanism now comes with the latest ECE 22.06 certification. This means the X-SPR Pro has a new visor system which features a central locking mechanism—designed to reduce the risk of accidental visor release. Shell-wise, because the ECE 22.06 tests a penetration done on 12 places rather than the 22.05 testing only 4 places, the X-SPR Pro gets Shoei’s AIM+ shock-absorbent shell making the X-SPR Pro safer but heavier than before at 1442 gram in a size M. Marc Marquez has certainly put the ECE 22.06 certified X-SPR Pro to the test this season with 22 crashes out of the 14 rounds—now that’s what you call R&D.
Photo credit: Bjorn Moreira / ZA Bikers
We also see the fancy carbon fibre shield base plate section now equipped with a newly designed trigger lock mechanism. The trigger lock mechanism activates another lock on the base plate, again preventing the visor from opening in the event of an unlikely accident. I also found that when the locks are open, the visor is extremely easy to replace, which will come in handy to endurance racers. Lastly, another nice touch is that the X-SPR Pro comes prepared for easy installation of a hydration system.
Photo credit: Bjorn Moreira / ZA Bikers
Will it fit my head? In addition to the X-SPR Pro coming in four different outer shell sizes (XS-S/ M/ L/ XL-XXL) with cheek pads available in different thicknesses (31, 35, 39, 43 mm), it is also equipped with a new independently adjustable modular interior system. The pads are shaped like pockets, allowing you to tailor the fit to your own head shape right around the helmet. The cheek padding uses the same two different angle adjustment systems, as seen on the X-Spirit III, and the area in contact with the cheek is 16.5% larger—providing a more secure fit at high speeds.
Photo credit: Bjorn Moreira / ZA Bikers
The Shoei X-SPR Pro comes in a multitude of graphics and solid colours, for those who aren’t too big into the racing look. But for me, it has to be the Marquez7 TC-1 with its subtle ghosted blue 93 and the 3D ant on the top. I’ve never been Marc fan up until now and with his move to Ducati next year, who doesn’t want to support an underdog story that is finally making a turn for the better?
Photo credit: Bjorn Moreira / ZA Bikers
In summary, the “PRO” in X-SPR Pro is really meant. Shoei has somehow bettered the X-Spirit III with the ‘PRO’, with some features suiting the road riders and a lot suiting those on track. What I liked the most was the better fit and how all the vents and locking systems were easy to operate, even with thick leather gloves. At the end of the day, the Shoei X-SPR Pro is a high-end track-focused helmet and that’s going to cost you a pretty penny. But, just like a medical aid, a good helmet shouldn’t be a budget purchase.
Shoei X-SPR Pro
For more information on the product featured in this article, click on the link below…
The summer months are finally here, so therefore, it’s time to reach for that trusty airflow jacket again. My good old faithful Triumph airflow jacket was getting long-in-the-tooth and starting to look a bit tatty so it was time for a replacement.
Enter the Acerbis Ramsey Vented Jacket…
Photo credit: Bjorn Moreira / ZA Bikers
First of all, the Ramsey jacket fits really well in all areas, it doesn’t pinch under the armpits or feel tight around my waist at all, and the elbow/shoulder pads line up as they should, which at this price point, isn’t always a given (I have an Oxford airflow jacket which I bought last year which is the exact opposite). The styling of the Ramsey jacket has a sporty fit to it which I really like, as it compliments the overall look of my bike.
Photo credit: Bjorn Moreira / ZA Bikers
There are two smallish pockets on the outside of the jacket and one internal pocket which is big enough to hold a medium-sized phone or wallet.
Photo credit: Bjorn Moreira / ZA Bikers
The cuffs have a zip which enables you to slide the sleeves on over your gloves, and there’s also a velcro cuff adjustment so that you can fine-tune the fitment. Also on the bicep is another adjustment mechanism for fine-tuning the fit accordingly.
Photo credit: Bjorn Moreira / ZA Bikers
Safety-wise, the Ramsey jacket comes standard with CE-certified elbow and shoulder protectors, there’s a pocket for a back protector, however, this is sold separately.
Located on the front, sleeves and back of the jacket are reflective Acerbis logos and inserts which give the rider some added visibility when riding at night.
Photo credit: Bjorn Moreira / ZA Bikers
The outer is made from 100% water-repellent polyester (which is resistant to tearing and abrasion), there is a waterproof and breathable membrane available for the jacket, which zips together on the inside, however, this is sold separately. Personally, I just carry a rain suit with me on those rainy forecasted days.
Now let’s talk airflow, situated on the front, rear and sleeves of the jacket are huge vented mesh areas, which gives you plenty of ventilation on those hot days during the summer months—I can attest that the airflow of the Ramsey is superb!
Photo credit: Bjorn Moreira / ZA Bikers
The inner lining is a mesh fabric, adding to that all-important ventilation. What I particularly like about the Ramsay is the microfleece collar, it gives the jacket a premium feel around the neck area, which I thought was a really nice touch.
Photo credit: Bjorn Moreira / ZA Bikers
Overall, I am very happy with the Acerbis Ramsey Vented Jacket, it is a very lightweight jacket, fits me really well, is stylish and at a price point of R2200, I can understand why they are selling so well in South Africa.
Photo credit: Bjorn Moreira / ZA Bikers
For more information on the product featured in this article, click on the link below…
Competition Time!
Bikewise is giving our readers the chance to win this very cool Acerbis 711 bike stand to the value of R1500. Simply fill in the form below and tell us what you ride and why you ride…
The competition ends on 31st Oct 2023 – the winner will be contacted directly.
Bikewise is giving our readers the chance to win this very cool Acerbis 711 bike stand to the value of R1500.
If you own a dirt bike, you own a bike stand, it doesn’t get much simpler than that. Instead of being a heavy steel or aluminium maintenance stand, the ‘711’ is a lightweight fold-up techno polymer bike stand for race day. Although the Acerbis 711 bike stand offers the practicality of folding up and chucking into the boot or cab, it does still offer a few handy features.
Photo credit: Bjorn Moreira / ZA Bikers
Once folded out onto its wide feet supported by inner steel tubes, you’ll see the upper mat with its anti-slip design which is made from a soft material that won’t get your frame rails scuffed. Weight-wise, we are looking at a max load of 160 kg so even your bigger tank rally and cross-country bikes will feel at home.
When you are out on track, the pit crew can add your number to the integrated customisable number plate boards and can also slide in an Acerbis 10l quick fuel container for refuelling.
Photo credit: Bjorn Moreira / ZA Bikers
So, there you have it, simply fill in the form below and tell us what you ride and why you ride…
The competition ends on 31st Oct 2023 – the winner will be contacted directly.
One advantage of living in the times that we do is being able to get bespoke products that address very specific needs. Liqui Moly’s Pro-Line PTFE Powder Spray is just such a product. I own a Suzuki Grand Vitara 2.4 4×4. The car has independent suspension with coil springs at the rear. Now here is the thing. It provides a very comfortable ride both on-road and off, however, if I load the car for an extended road trip, or use my X-Ramp bike carry system, it tends to be too soft in the rear and sags the back of the car like a smacked puppy. This compromises ride quality and safety. I had a similar issue with my Jimny, so I knew how to fix it, but this is where I encountered another irritating problem. Let me explain…
Firestone manufactures what they call Coil-Rite Air Helper Spring Kits. It comprises two bespoke cylindrical airbags made from a very tough rubber that fit inside the rear coil springs. They have valves akin to a car tyre which allows you to pump them up to restore your vehicle’s ride height when loaded. They work brilliantly. Air is perfectly progressive, so as the bags compress, they get stiffer, resisting sag.
Photo credit: Bjorn Moreira / ZA Bikers
So, what is the problem you may ask? The squeak, that’s what!! To prevent the bags from pinching it is recommended that you always run some pressure in the bags which is cool as the ride quality and control is superb. The negative is that the rubber bags rub against the inside of the encasing spring. As the springs compress and extend it gets a real squeak going which between here and Botswana would have me off my rocker. Typical lubes work for a while but are magnets for dust. In no time the dust removes the lube, and you are back to square one.
Luckily, we are connected with people in the general lube business, so I asked Liqui Moly’s Boss lady Melicia what I could use to keep my sanity and solve my squeak issue. PTFE she responded. Tell me more…Liqui Moly Pro-Line PTFE Powder Spray is made for exactly this kind of application. With elements based on Teflon or polytetrafluoroethylene (try saying that after a few), it is a dry lube that does not attract dust or dirt and provides long-lasting squeak, creak, and stiffness protection whilst minimising wear. It operates through a very wide temperature spectrum, so it is as effective in Antarctica as in the Sahara. Well, that’s the theory anyway, but how well does it work in practice?
Photo credit: Bjorn Moreira / ZA Bikers
We went off to Botswana for a few days of R&R with some mates. The trusty Suzy was the obvious car of choice, but we would be traversing the pans and dirt roads which would put any lube to the test. I sprayed the coils and bags with PTFE Powder Spray before we left, a task made easy by the clever nozzle system which easily allows you to access areas needing attention. Peace!! Gone was the dreaded squeak. I was now intrigued to see how well the application would last given the rigorous conditions that it would be exposed to. I packed the powder spray in the boot just in case I would need to re-apply the spray during the trip.
Photo credit: Bjorn Moreira / ZA Bikers
I need not have bothered. We drove to and from Botswana, dirt to our first-night stopover at Woodlands Campsite, traversed the pans twice and did our customary visit to Elephant Sands without a single squeak. What a pleasure! As with every single product by Liqui Moly that I have tried, it more than delivered on my expectations. You can’t ask for more than that. Available online from Liqui Moly the PTFE Spray will set you back around R192,88 for a 400ml can. Sanity never came this cheap!!
Having learnt how effective the PTFE Powder Spray is, I used it on various areas on my bikes. I applied a coating on all the surfaces where rubbing typically takes place. For example, where the seat rubs against the tank, as well as the seat rubbers on the frame. Although these are places that you don’t see, I like the peace of mind of knowing that those areas are protected. Happy bike happy life. Another top-class product from Liqui Moly.
Photo credit: Bjorn Moreira / ZA Bikers
Liqui Moly Pro-Line PTFE Spray
For more information on the product featured in this article, click on the link below…
A review of a motorcycle does not always convey the full story of what that bike is about. The importer will try and give the journalists an impression based on how they perceive the bike to be used. They will choose a route which showcases the abilities of the bike. Honda SA’s introduction of the CB500X was no different. They took us through a mud wallow and up hills and down dales on a predominantly offroad route. This did have the effect of impressing us with how well the bike performed offroad, but it didn’t really showcase the total array of talents that the CB500X possesses. What was obvious was that it was a typical Honda in that it was well screwed together, decently equipped, and likely to be ultra-reliable. Add to that a purchase price of R122,399 and we knew that Honda had a winner on its hands.
Photo credit: Bjorn Moreira / ZA Bikers
But here is the thing. None of us buy a bike because we want something in our garage with two wheels. We have an idea in mind of what we want to do and then buy a bike that we can afford which will fulfil that dream. It comes back to our lifestyle. So, what is the CB500X’s ideal role? Let’s look at the package and then try and draw some conclusions.
The CB500X puts out 46.9 hp @ 8,600 rpm from its 471 cc parallel twin, twin-cam 4-valve motor and 43 Nm of torque @ 6,500 rpm. This gives perky performance to drive its 199 kg wet weight. The bike is handsome with its typical Honda Adventure bike looks. A decent screen shields the rider in a roomy cockpit. In fact, one of this bike’s strengths is the fact that whilst compact, it is not small. This is particularly beneficial when you carry a passenger for any distance. Instrumentation is by an LCD screen which tells you all you need to know.
Photo credit: Bjorn Moreira / ZA Bikers
Suspension is by Showa with a 150 mm travel Big Piston SFF-BP front fork and Honda’s familiar Pro-link back shock setup with 9 preload adjustments and 135 mm of travel. Seat height is an accessible 833 mm, making the bike suitable for most riders. A huge score is a decent 17.5l fuel tank which, when combined with the superb fuel economy, gives a significant range easily in excess of 425 km. In fact, my mate Duncan who has lengthened his gearing and loves 110 km/h cruising on his CB, gets over 500 km per tank. Traversing the vast tracts of Africa that this bike is capable of; a decent fuel range gives huge peace of mind. Wheels are cast aluminium, with a 110/80×19 up front and a 160/60×17 rear.
Photo credit: Bjorn Moreira / ZA Bikers
Whenever bikes with adventure pretensions are spec’d with cast wheels, we get howls of protest from all and sundry. “Give us spokes” they cry in unison. Motorcycles for me are about form and function. Big and heavy Adventure bikes are notoriously hard on rims when ridden offroad with gusto, and more flexible spoked wheels have a better chance of survival. On a lighter bike, this does not hold true. I have never heard of a 390 KTM Adventure or a BMW G 310 GS that trashed their rims. KTM fitted spoked wheels to their latest 390 Adventure by popular demand, not because it needed them. I love the plug-and-play simplicity of cast wheels or tubeless spoked rims. A US-based Adventure company that runs offroad tours in North and South America operate a fleet of CB500Xs and in years of operating has never dinged a rim. So there, case closed!
Photo credit: Bjorn Moreira / ZA Bikers
I asked Honda’s Riaan Fourie if I could spend an extended time with the CB500X to properly understand the bike in all its guises. As most of you should know by now, I use bikes as my primary form of transport. This reveals way more about a bike than what is revealed to a “weekend warrior”. The Honda, to my mind, offers a spectacular value proposition to more and more cash-strapped riders out there. Many of us simply don’t have the loot for a R300k Adventure motorcycle. Visually it is a substantial and handsome package, so parking it at your local coffee haunt draws admiring rather than derisive glances. The riding experience also does not disappoint.
Photo credit: Bjorn Moreira / ZA Bikers
The bike feels taught and goes exactly where it is aimed. You do get the feeling that while adequate, the back shock lives in the shadow of the performance of the big piston fork. It is probably the one upgrade that I would consider on my X. You can then run the tyres that are best suited to your kind of riding environment and always come away satisfied. The CB500X punches way above its weight. Unless you are seriously masochistic, reliability is non-negotiable for a motorcycle that you ride far and wide. The CB500X has evolved over its 10-year lifespan into as bullet-proof a bike as money can buy, giving satisfying levels of performance both on tar and dirt.
Photo credit: Bjorn Moreira / ZA Bikers
The riding position, screen protection, seat comfort and smooth operation of the X, make it an ideal companion whether commuting, breakfast running with your missus, or touring Namibia or wherever tickles your fancy. Having been around for a long while internationally, there is no problem accessorising your X for your intended use. Having spent extended time on the Honda CB500X and considering our road conditions and traffic volumes, I found myself asking if we need more bike than the X offers, especially considering its superb pricing. Is it only half the bike of the expensive big guns? Not on your Nelly! We may want more, but we don’t need more!
Photo credit: Honda SA
The Honda will take you wherever you choose to go and bring you back again. In these times of punitive fuel prices, its general economy alone makes it worth buying. The trips and lifestyle options that it opens for you just become a huge cherry on top. The CB500X is one of those rare bikes that adds up to more than the sum of its parts. If you are looking to downgrade in size, weight, and power, to something a bit more manageable, or you are looking to get a bike that will save you both time and money, as well as open a whole new world of adventure, then this might be just the ticket.
We live in weird times. Fuel prices are astronomically high and traffic conditions are next level. I live in Pretoria but need to travel often to Johannesburg in the course of my business. Intercity travel is both time-consuming and frustrating. It is not uncommon to find yourself at a complete standstill on the four-lane highway linking the two cities. If you commute by car, that is. The beauty of a motorcycle is that you can trickle through the traffic and are seldom if ever brought to a stop. This saves a huge amount of time and frustration.
Numerous motorcyclists commute by bike. This has resulted in large-capacity motorcycles being termed commuters. Now don’t get me wrong, you can commute on a Goldwing, but why would you? It is false economy to utilise your BMW R 1250 GS Adventure for commuting. Whilst big bikes are economical when compared to cars, it is not just an issue of fuel consumption.
Photo credit: Bjorn Moreira / ZA Bikers
Big bikes are expensive to buy and service, heavy on tyres, bulky, and hopelessly overpowered for a commute in heavy traffic that seldom sees you averaging more than 90 km/h. If you can buy a bike that performs perfectly in this environment, is light, agile and super economical to buy and run, surely this makes more sense? You can literally pay for it out of your savings, keeping your behemoth fresh for what you really bought it for. The SYM NHT 300 is a powerful case in point.
SYM products are now well known in SA, enjoying the backing of KMSA, importers of the Taiwanese brand. Over time they have built up an enviable reputation for reliability. At R59,950, the NHT 300 costs much less than a good quality mountain bike. It goes through traffic faster than the best of them and provides a whole lot of fun to boot.
Photo credit: Bjorn Moreira / ZA Bikers
The SYM sports a 278 cc liquid-cooled single which puts out a healthy 17.7 Kw and 22.5 Nm of torque. Fed through a six-speed box, and weighing in at 166 kg, the NHT 300 performs really well. It effortlessly drops traffic from a stoplight and has plenty of oomph to scoot up hills and cruise in excess of the legal limit. In fact, I was truly impressed with the overall performance. To not feel vulnerable on the highway, you need to be able to run with and overtake slower traffic easily.
The SYM does this easily, never feeling stressed or strained and not needing to be flogged unmercifully. The SYM has Adventure bike styling which makes for an upright riding position which gives you a commanding view in the traffic. At 6’3”, I found that the bars are brought too close to the rider courtesy of rearward slanting handlebar risers and the bend of the wide bars. Saying this, it may well be perfect for shorter riders.
Photo credit: Bjorn Moreira / ZA Bikers
The NHT 300 has around 140 mm of travel at both ends. I found the rear shock to be a trifle over-sprung, which made the ride a bit harsh over rough patches of tar. Disc brakes back and front provide adequate stopping power. Having said that, the brakes seemed to be improving as the k’s mounted up and the brake pads bedded in. Handling is stable and predictable, allowing the little SYM to engage in the cut and thrust of urban commuting with aplomb.
Photo credit: Bjorn Moreira / ZA Bikers
The seat height is 860 mm, due to the taller stance of the Adventure styling. The lightness of the bike makes this a minor issue, even for shorter riders. The NHT would definitely be up for some Tiddler Touring, both on tar and decent dirt roads. It sports some decent engine protection bars in case the bike tips over. The flyscreen could have been a bit taller to offer some wind-cheating benefits.
Photo credit: Bjorn Moreira / ZA Bikers
Whenever bikes with adventure pretensions are spec’d with cast wheels, we get howls of protest from all and sundry. “Give us spokes” they cry in unison. The SYM NHT range are all impressively equipped with spoked wheels, for those who like the more adventure-like look and carrying tubes. I would have personally preferred tubeless rims, as tubed spoke wheels do not give you the benefit of plug-and-play puncture repairs, but that’s just me.
Photo credit: Bjorn Moreira / ZA Bikers
With fuel consumption that settles at around 3.3l/100 km, it has a decent range on its 11-litre tank (over 300 km). I am confident that the consumption figures could be improved on with some restrained riding.
Photo credit: Bjorn Moreira / ZA Bikers
Reflecting on my time spent with the SYM NHT 300, I can attest that the engine is the jewel in the package. It is a beauty. Willing and gutsy, it punts the little SYM around with vigour. It was never found wanting. The gearing is spot on too. It allows brisk acceleration, yet cruises at the legal limit with plenty of revs to spare. This is often the Achilles heel of small displacement bikes which may run at freeway speeds but work very hard to do so. The SYM NHT 300 takes it in its stride. Running at 120 km/h it still has power and revs in hand should you need it. At no point does excessive vibration feel intrusive. Lovely motor, take a bow SYM!
Come on guys, do the math. Put an NHT 300 or something similar in your garage and give the oil tycoons a thumb in the eye! We have been fed such a diet of oversized and overweight bikes that we have forgotten the joy of nippy, light and agile bikes which ask so little and give so much. Join the SYM revolution.
Photo credit: Bjorn Moreira / ZA Bikers
SYM NHT 300
For more information on the bike featured in this article, click on the link below…
Looking back five years ago, KTM caught everyone napping and reinvented the middleweight adventure segment with their 790 adventure range. Back in 2019, every manufacturer dreamt of building a dirt-focused, high-tech, intoxicating, Swiss Army knife-like motorcycle like the 790—most would only come to market much later. Why are we going back in time? Well, that same formula that embodied the 790 adventure still lives on, in the bodies of KTM’s 890 range of adventures.
2021 saw KTM up the ante by using the 889 cc parallel twin motor to build two new adventure bikes: the KTM 890 Adventure and 890 Adventure R. The Adventure R offered unmatchable off-road performance within its class, while the Adventure added everyday usability and relaxed open road manors. Moving to the 890 platforms saw a 10 hp and 12 Nm increase in performance, 20 per cent more rotating mass on the crank, new traction control algorithms, reinforced clutch and cruise control.
Photo credit: Bjorn Moreira / ZA Bikers
Now, 2023 sees a legend make its return with some upgrades handed down from the 890 platform, along with some new Dakar-inspired fairing design. We are talking about the all-new KTM 790 Adventure. Yes, the original middle-weight champion of the world has returned, but in the meantime, the game has changed quite a bit, so where does the 790 stand and why has the 790 made its return?
The middle-weight adventure class has recently split up into two groups, adventure tourers and off-road rally raid capable machines. With the extremely off-road capable rally-inspired machines you’ve got a few downsides, that’s low fuel range, a tall seat height, ok road manors and they’re pretty pricey. This is where a few manufacturers have spotted the gap and have come up with a few sensible and price-sensitive options: the Honda Transalp and the Suzuki V-Strom 800DE. Both these bikes have great road manors, are capable of comfortable two-up travel and are both around the 200k mark. This is where KTM are aiming their scope towards by bringing the 790 Adventure back.
ZA Bikers Buyers Guide
Out of the box for 2023 the 790 Adventure is not only the most tech-heavy in its class with a full arsenal of rider aids, ride modes, ABS, traction control features and smartphone connectivity, but thanks to KTM South Africa, the 790 comes standard with KTM’s tech pack. The tech pack unlocks the quick-shifter, cruise control and Rally mode. This means your standard 790 is not only more technological than the competitors, but also more than its bigger brother the KTM 890 Adventure in its stock form (you need to unlock these features for an additional cost of R16,235).
Photo credit: Bjorn Moreira / ZA Bikers
Tech aside, the 790 also has tubeless wheels with grippy Pirelli Scorpion Rally STRs, an aluminium bash plate between the low-slung fuel tanks, a new and wider touring screen and a height-adjustable two-piece seat. On paper, the 790 has lost nothing but gained it all.
Photo credit: Bjorn Moreira / ZA Bikers
So, what’s the caveat you ask? Well, it may or may not be a caveat to some, but the new 790 Adventure is built in its entirety by CFMOTO in China, to keep pricing competitive with the Japanese adventure-built bikes. CFMOTO has been around since the late 80s as a premium yacht-building company and later expanded into manufacturing engines, motorcycles, all-terrain vehicles, quadricycles and quads. Since CFMOTO was acquired by KTM they have gone to the next level and now compete in the Moto3 world championship and Isle of Man. Backing CFMOTO’s production is their 280 thousand square meters headquarters with two campuses, employing more than 4800 people as of 2023.
Image source: CFMOTO
We are starting to see more and more manufacturers spreading the load of production, just like they’ve done in the car industry for years. We take a look at companies like BMW which have their F 750 GS and F 850 GS motors produced by a world-renowned Chinese manufacturer Loncin and even Triumph has factories located in Thailand and Brazil. My point is, if it has KTM’s stamp of approval then it should have ours.
Photo credit: Bjorn Moreira / ZA Bikers
Having spent a lot of seat time on the first-gen 790 Adventure and the new 890 Adventure, the reincarnation of the 790 feels like all the good parts of both these machines. The seat height is relatively low at 840 mm (can be adjusted to 860 mm) on its lower setting allowing me to almost flat foot at my 175 cm height, but at the same time, KTM haven’t sacrificed their 233 mm ground clearance.
Photo credit: Bjorn Moreira / ZA Bikers
The WP APEX 43 forks are non-adjustable but are set on the stiffer side, with the WP APEX monoshock only offering preload adjustment. This is another obvious area where KTM has made some savings, but in all honesty for those riders who are commuting and have adventure touring in mind, this suspension setup gets the job done with a simple preload adjustment for when carrying extra weight on the rear. I fully expected to be bottoming and bouncing once I hit the high-speed off-road sections, but even though the Apex is KTM’s more budget-friendly suspension, it still works better than a lot of other companies’ higher-end stuff.
Photo credit: Bjorn Moreira / ZA Bikers
KTM’s middle-weights have been dubbed with a reputation for having almost zero compromises when steering between the dirt and tar. With the 790’s mid-set trail, long wheelbase and low-slung tanks it feels at home on the twisty tared roads and even more so on those winding dirt roads, allowing you to rear wheel steer almost like Chris Birch.
Adding to the mix of rear-wheel steering on the throttle is the Rally mode. Rally mode allows you to dial in your slip control (fancy traction control) with 9 different lean-sensitive traction control settings. I also appreciated that all your settings are remembered once the bike is switched off. If you are never going to dive into these settings and turn things off for some fun, then the standard programmed modes Street, Rain and Off-Road will do you just fine with their pre-programmed ABS and traction control settings taking care of it all for you.
Photo credit: Bjorn Moreira / ZA Bikers
Riding the 790 Adventure in solitude, you wouldn’t even think it was down on power compared to the 890 Adventure. The engine spins up quickly and holds its own compared to its competition at 94 hp (70 kW) and 87 Nm, I honestly barely felt the difference in power compared to the 890 in the low and mid-range. The 790 sits comfortably at highway speeds, with a good economy to match at 4.2 l/100 km, leaving you with a high 400-plus kilometre range thanks to the 20l fuel capacity—that’s if the little orange man inside doesn’t get the best of you.
Photo credit: Bjorn Moreira / ZA Bikers
Do I have any pet peeves about the 790? If anything, because of the low-slung tanks the motor does throw up a lot of heat, which only really becomes annoying in town. The motor can sound a bit rough under a cold start, sounding almost like a Greek restaurant on a Wednesday until reaching operating temp. Although the new and taller screen worked well for my 175 cm height, our fellow tester Dave Cilliers did happen to experience some buffeting with his taller 185 cm frame.
Photo credit: Bjorn Moreira / ZA Bikers
In this case both sayings, “more is more” and “less is more”, with the subject being the 790 Adventure stand. KTM is offering adventure tourers a strong contender in the middle-weight adventure segment, with all the amenities of the 890 Adventure, minus the adjustable suspension. In my opinion, the 790 is all the bike the 890 is and if not a little more thanks to the included Tech pack as standard. If you are looking for a light, quick and fully loaded adventure tourer, the 790 Adventure should be high on your shopping list.
Photo credit: Bjorn Moreira / ZA Bikers
KTM 790 Adventure
For more information on the bike featured in this article, click on the link below…
My first reaction upon hearing the news that, surprise, Marc Marquez and Honda would indeed be parting ways at the end of the 2023 MotoGP season, was one of relief: now we can put that limping dog of a story to bed and get on with enjoying the last six races of 2023 which, if the last four races are anything to go by, should be fantastic.
At one point it would have been inconceivable to suggest that HRC and Marquez would part ways, so much success have they enjoyed together: six world championship titles, 59 race victories, 101 podiums and 64 pole positions. But, if Marquez’ bone-breaking crash in 2020 wasn’t the RC213V’s fault, his dire 2023 season has certainly been the fault of a motorcycle and a company that has unfathomably lost its way.
Many will attribute that disastrous slump in form to Marquez’ absence, which suggests that the bike was built and developed around his talents and that, without him and his all-pervading influence, the project lost its way. Maybe that is so but his teammates in the past three years have been nothing but top drawer talent and to suggest that they were and are at fault or, at least, not up to the task of developing a bike, is to do a disservice to their particular talents.
Image source: HRC
Of course, MotoGP racing is sprinkled with examples of riders failing to get to grips with a previously dominant bike: Rossi at Ducati: Lorenzo at Ducati (for a while, at least) and also at Honda: as well as Rossi jumping on a previously rubbish Yamaha and turning it into a winner almost overnight when the likes of Biaggi and Gibernau struggled with it. Will Marquez become yet another statistic on board a 2023 Ducati in 2024?
I’d like to think not, as the prospect of Marquez fighting consistently at the front again is tantalising, as it would be to have Quartararo, Mir and Rins up there as well. Only time will tell if Yamaha and Honda can turn up the wick again. What direction will Honda take without Marquez to concentrate all their efforts on?
Image source: HRC
It’s always dangerous to think that jumping on a currently-dominant bike will work for every rider. Who’s to say that Ducati will continue its run of form? Again, motorsport history is littered with examples of a sudden downturn in form of a previously dominant car or bike. How would Marquez feel if the 2024 Honda gets the recipe right and starts winning again, while Ducati gets their sums wrong? Of course, the plus point for Marquez is that he will be riding this year’s dominant GP23 and the factory team will be riding the unknown quantity that is the 2024 GP24. So many variables…
At the moment, there has been no announcement as to where Marquez will be next year but, as Gresini Ducati is the only team with a spare seat, it is likely to be there, riding alongside his brother. But it will be for only one year at the present time and, in 2025, there will be a whole bunch of free factory seats, with many contracts up for renewal. Could there be a seat for Marquez back at Honda in 2025, if the 2024 RC213V (or possibly a completely new RC 214V bike) proves to be a winner? Would a Honda not built around Marquez’ particular riding style work with him on board? After all, the 2022 and 2023 Honda’s haven’t suited him after testing input from HRC’s other riders.
Image source: HRC
Of course, the Ducati has had no input from him, so the real test will be whether he can adapt to a motorcycle that hasn’t been built around him. If he can, then we all might need to start reassessing our definition of the Greatest Of All Time. That should keep the Rossi fans happy…!
Martin the Merciless has taken twice the points of title rival – and championship leader – Pecco Bagnaia in the last four rounds of the 2023 MotoGP championship, reducing Bagnaia’s lead to three points from 62. Five Sprint/Main race victories out of six starts is how you win titles and there can be few who will bet against Martin pipping Bagnaia to the post at season’s end.
Of course, nothing is written in stone yet and Bagnaia knows how to win races and a championship but Martin is showing no deference to the factory Ducati rider and on both the slowing down lap and the podium, the coolness between the two was plain to see. They are good friends off the track but the pressure must be intense in both garages and that can’t help but spill over into private life as well.
Image source: MotoGP
Motegi served up a proper mixed bag of conditions on Sunday for the Main race. Raindrops were already falling when the riders set off for the warm-up lap and there can be few situations that will increase the stress of the riders as conditions such as that.
Almost immediately, the race was declared wet and riders were free to come into the pits to change bikes. Most of them did and those who rolled the dice and stayed out on slick tyres in the hope that the rain would stop and put them in the pound seat as their rivals peeled in a second time to swap bikes again had their hopes dashed.
Image source: MotoGP
Bagnaia’s and Martin’s races weren’t perfect: Martin locked a front tyre and dropped from third to eighth before calmly picking off those who had passed him in short order. Then Bagnaia had an issue with his pit lane speed limiter when changing bikes which dropped him to sixth as he rejoined the race but also soon was past everyone except Martin.
Image source: MotoGP
Then the red flags came out and the race was stopped. It re-started a while later but, again, it was simply too wet and dangerous to continue and that was it: a bit of an anti-climax for us, the viewers, but Martin had no cause for complaint as full points were awarded as the race had run for more than 50% of the full distance.
Image source: MotoGP
Brad Binder failed to build on his excellent second place in the Sprint race and had a nasty crash in the Main race when he was slammed to the floor as he lost the front under braking. There was absolutely no opportunity to react and he has to feel lucky that he could walk away with nothing worse than a bruised ego.
Image source: MotoGP
Marc Marquez took his first podium of the season in fine style. Rain is a great leveller and, once Marquez had the sniff of a podium, he transformed from a rider unwilling to push too hard just to finish in the points to the Marquez of old, willing to push the bike and the tyres to gain just one spot, especially when that spot is on the podium! It’s unlikely we’ll see that again this season unless there is another rain-soaked race but, while it might have been fleeting, it was good to see.
Image source: MotoGP
Yet again, the talk in the paddock was around where Marquez will be next season. Gigi Dall’Igna, Ducati Corse General Manager, took the unprecedented step of commenting on the situation with Marquez and Ducati, saying, “Marquez has decided to leave Honda for an unofficial Ducati.” He acknowledged that getting out of his Honda contract would be a complicated process, but that the decision had been made.
In the post-race press conference, Marquez commented that the podium result was “a very romantic podium,” which could be interpreted that it would be his final podium for him at Motegi on a Honda, for whom Motegi is their home track. Cheekily, Bagnaia interrupted and said, “Bye Bye, Honda.”
Image source: MotoGP
Is there smoke leading to fire? No one but Marquez and a few of his trusted companions know for sure but you have to believe that an announcement one way or the other will be made soon.
In other news, it has been suggested that Augusto Fernandez will be moved into a testing and reserve rider role to make way for Pedro Acosta to move to MotoGP with the GasGas team which, of course, is a KTM in different colours. That must be a relief to Jack Miller on the factory KTM as his performances in 2023 haven’t been great and he naturally felt vulnerable.
Image source: KTM
Then there was the announcement that the 2024 season will comprise 22 rounds, which met with a far from enthusiastic response from many of the riders. It means a total of 44 races, with the attendant increased risk of injury, not to mention overwork for an already hectic paddock and team personnel. It’s unlikely that Dorna and the FIM will change their minds but it will add another layer of uncertainty to the season.
The latest Ducati online launch has taken place and the new model that has been revealed is the long-anticipated and more extreme DesertX Rally, which takes the DesertX from being a retro adventure bike to a full-on serious off-road rally raid model.
Image source: Ducati
The new model remains unchanged mechanically, being powered by the 937cc Testastretta engine mounted in a tubular steel chassis, but the new model has longer travel suspension, a high-mount front mudguard and a unique paint job.
Image source: Ducati
The red, grey and white paint with the oversized Ducati script looks the business and is a taste of what is to come with the rest of the bike. The front mudguard shrouds less of the front wheel so it won’t get clogged up with mud, while the wheels are 21 inches front and 18 inches rear, both being Excel rim-equipped, running Pirelli Scorpion Rally STR tubed tyres.
Image source: Ducati
The suspension is still supplied by KYB but is now a set of 48mm closed cartridge front forks, adjustable for compression and rebound. They offer 250mm of travel – an increase of 20mm over the base DesertX. At the rear, the travel is upped by 20mm – jumping to 240mm thanks to a fully adjustable shock with a larger 46mm piston, designed to improve off-road behaviour. Overall the new suspension gives 280mm of ground clearance, or 30mm more than the standard bike.
Image source: Ducati
The aluminium swing arm has a new attachment point, with an adjustable Öhlins steering damper up front, fixed directly to the handlebars, to improve stability off-road.
Image source: Ducati
As you would expect, the electronics are extensive, with anti-wheelie, traction control and cornering ABS and six riding modes – Sport, Touring, Urban, Wet, Enduro and Rally, all being controlled via the 5-inch full-colour TFT dash. If 108 horsepower isn’t enough, an optional Termignoni race exhaust boosts power and torque by a claimed 7%.
Image source: Ducati
There is no South African arrival date so far but talk to Ducati South Africa for more information, including the all-important price.
It seems that we’ve been waiting for the official launch of the next-generation BMW GS model for ages and speculation was rife as to what exactly it would be: a warmed-over R 1250 GS or a completely new model.
Well, now the speculation can be put to rest as BMW Motorrad has finally unveiled the R 1300 GS and it is indeed a completely new model, with very little carried over from the R 1250 GS.
Image source: BMW Motorrad
The chassis, engine and suspension are all brand new and not merely an evolution of the outgoing model and a chunk of weight – 12kg – has been lopped off.
Yet again, BMW defies the passage of time and has developed the venerable boxer-twin engine design to even greater heights of power, torque, smoothness, flexibility and rideability. Its new design is more compact than ever before thanks to a gearbox located under the engine and a new camshaft drive arrangement. From exactly 1,300 cc it produces an output of 107 kW (145 hp) at 7,750 rpm, developing a maximum torque of 149 Nm at 6,500 rpm. This makes it by far the most powerful BMW boxer engine ever to be produced in the series and, if the horsepower figure is still shy of that achieved by rivals KTM, Triumph and Harley-Davidson, it is certain to be more than enough.
Image source: BMW Motorrad
The chassis is another huge step forward: a sheet metal shell main frame made of steel, which in addition to being significantly optimised in terms of installation space, also offers higher levels of stiffness than the previous model. For the rear frame, the previous tubular steel structure has now been replaced with a die-cast aluminium construction.
The suspension follows previous concepts but the new EVO Telelever front wheel guide with flex element and the revised EVO Paralever rear wheel guide provides even greater steering precision and ride stability, according to BMW.
Image source: BMW Motorrad
Naturally, the electronics have been uprated significantly and the new electronic Dynamic Suspension Adjustment (DSA) now goes one step further over the old system, combining the dynamic adjustment of the front and rear damping with a corresponding adjustment of the spring rate (“spring stiffness”) – depending on the selected riding mode, riding condition and manoeuvres. The automatic adjustment of the spring rest ensures load compensation. DSA ensures an even higher level of ride safety, performance and comfort.
Exclusively in conjunction with DSA as optional equipment ex works, two further items of optional equipment are available for the suspension of the new R 1300 GS: the new adaptive vehicle height control and the sports suspension.
Image source: BMW Motorrad
With adaptive vehicle height control, the new R 1300 GS offers fully automatic adjustment of the vehicle height depending on the operating condition, thereby ensuring the greatest possible comfort without having to compromise on riding dynamics and banking freedom.
With 20 mm more spring travel at the front and rear and an optional athletically firm sports suspension specially developed for the GS, off-road riders are well catered for here.
Image source: BMW Motorrad
Even in standard trim, the new R 1300 GS now has four rather than three riding modes for adaptation to individual rider preferences. The “Rain” and “Road” riding modes allow riding characteristics to be adapted to most road conditions. With the “Eco” riding mode it is possible to achieve the maximum range on a single tank of fuel, while the additional riding mode “Enduro” enables an enhanced riding experience off the beaten track with a specific set-up for off-road use.
The new BMW R 1300 GS features the new Riding Assistant option, comprising Active Cruise Control (ACC), Front Collision Warning (FCW) and Lane Change Warning (SWW). Active Cruise Control (ACC) with integrated distance control can be used to set the desired riding speed as well as the distance to the vehicle in front. Front Collision Warning (FCW) with brake intervention is designed to prevent collisions and help reduce the severity of accidents, while a Lane Change Warning, monitors the lanes to the left and right and can help ensure a safe lane change while supporting the use of the rear mirror.
Image source: BMW Motorrad
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.
For more information on pricing and arrival dates of the R1300 GS in South Africa, contact your nearest BMW Motorrad dealer.
The South African Traditional Enduro Championship drew to a close at the weekend as riders took part in the double-header round in the hot, dusty, and extremely challenging conditions in Heidelberg Gauteng. Back-to-back days of racing ensured riders and their machines were pushed to the limits.
Image source: ZCMC Media
William Slater put his body on the line the entire weekend falling just 9 seconds shy of the overall Enduro championship. His hard work did not go unnoticed as his 2nd and 1st place class scores proved he is a force to be reckoned with moving forward to the remaining 2023 racing season. “It was a bittersweet weekend for me coming so close to overall glory but I am determined to keep fighting in 2023 with lots still up for grabs.” Said Slater after Sunday’s race day.
Image source: ZCMC Media
Dylan Jones came into the weekend as the championship leader in the E1 class but a costly error on Saturday left him with an injured hand forcing him to DNF round 3 taking him out of the championship chase. Jones fought through the pain and discomfort on Sunday to salvage what was left of the E1 championship. Unfortunately, second on the day was not enough to make up the deficit after scoring 0 points the previous day.
“I am upset with the situation but need to be able to move on to the last round of the Hard Enduro Championship as well as the Roof of Africa” said Jones once the dust had settled on Sunday evening.
Image source: ZCMC Media
Young gun, Matthew Stevens grabbed the double-header format by the horns and put his KTM 150 XC-W onto the podium in second place in the high school class on both days. Stevens has been fighting for a podium finish all year and looks to continue with the moment as we go forward into the last round of the Hard Enduro Championship as well as the Roof Of Africa at the end of the year.
Image source: ZCMC Media
KTM group motorsport manager, Grant Frerichs added, “We did not win a championship in the Traditional Enduro series this year but all of our riders were in contention at the final round and we need to take the positives out of the challenging weekend and move forward as there is still lots to play for in 2023.”
The past weekend marked the penultimate and final round of the Traditional National Enduro Championship and Heinrich Aust had his body and bike firing on all cylinders!
After an unfortunate crash in round 2 of the championship, the young Husqvarna rider was left playing catch up in his pursuit of the E1 National Championship title. Aust started in P10 on Saturday morning and fought through the hot and dry conditions to lead the pack across the line after 5 brutal laps of racing giving him first place overall for the day as well as class honours on board his FE250.
“Saturday was a demanding day on my body with the heat and relentless rocks at the Heidelberg event but I was really happy to get the job done and go into the final round with a fighting chance at the championship”, commented Aust after Saturday’s round 3.
Image source: ZCMC Media
Travis Teasdale had been nursing a nagging shoulder injury which caused a DNF at round 2 and came into the final round of racing on the back foot. Teasdale also started towards the middle of the starting order and had to make moves on the first lap in order to get into a comfortable position to be able to race forward. The lack of riding of the past few weeks took its toll on his hands toward the end of day 1 but a 3rd place in the E2 class was nothing to shy away from.
“My hands were completely destroyed after Saturday, there was no rest on the route and it was relentless out there in the hot conditions. I wasn’t sure how I was going to recover overnight but I did everything I could” Teasdale said after the penultimate round.
Image source: ZCMC Media
Day 2 brought the final of the championship and everything to play for with 4 riders having the opportunity to win the overall championship. Heinrich Aust started out front and showed a clean pair of heels the whole day taking top step in the E1 class, crowning him the 2023 National E1 Enduro Champion. A series of events unfolded during the day, Aust causing chaos amongst the pits and service crew but when all was said and done, Aust had done enough to be crowned the Overall champion by the narrowest of margins.
An ecstatic Aust commented, “I’ve been hunting for this championship for a few years and it’s a big relief to have it now and I can look ahead to the rest of my career and what’s to come”
Image source: ZCMC Media
Travis Teasdale knew he had his back up against the wall but was determined to prove his worth and came out swinging making up tremendous time during the course of laps 1 and 2 but disaster struck right at the beginning of lap 3 with a broken chain which resulted in a massive loss in time and left Teasdale fighting from behind once again. In the end, Teasdale brought his TE300 across the line in second place in the E1 class giving him a solid 3rd overall for the year.
Teasdale commented, “It was a tough two days for me and I struggled with my hands but I pushed through I had such a good time out on my bike and on the track. Stoked with my result even though there were a couple of bumps in the road, we can just work on getting better from here”
Image source: ZCMC Media
Team manager, Grant Frerichs showed visual excitement saying, “Heinrich really deserved everything he has accomplished this year…He is a hard worker and never gives up and it showed this year when he fought through all his injuries at round 2 which ultimately kept his championship alive and we are really lucky to have an athlete like him on our brand.”
A new horizon settles in. Just when the day has run its course and ease flows in. It’s bold and fearless, and did I mention it is coloured an unmistakable red? A colour that denotes passion and energy. All terms are synonymous with the GASGAS brand.
For the upcoming year, GASGAS kicks things up a notch with more. More red, more fun and more bikes on offer. GASGAS finally unveils their new gen models across the Motocross, Enduro, and Cross Country range of bikes for the 2024 year.
Photo credit: ZCMC Media
The brand, from its inception, has roots embedded within the Spanish offroad culture since the early 1980s. The name originates from a simple saying “Vamos! Gas a fondo… gas gas.” which loosely translates to “Go!, faster faster! Push harder!”.
That’s exactly where the tide has turned up to date. Ever since joining the Pierer Mobility Group in 2019, it has reaped the success of launching its first bike range in South Africa in December of 2021.
On the 22nd of September, we all gathered at the Big Red Barn in Olifantsfontein to attend the first marketing event for GASGAS in South Africa. A launch evening that would have our eyes set on some of the brand-new models. These models, like the brand, are designed and set apart for fun, liveliness, vitality and vigour. They really are all about putting back the fun of getting down and dirty whilst making big leaps and advancements on mechanical designs and components that enhance that entire enjoyment factor by 10 fold.
Photo credit: ZCMC Media
We had Megan Prinsloo and Grant Frerichs take us through a presentation on the history of the GASGAS brand and bikes. Most importantly, they iterated what new features and updates we can look forward to across the models and across the off-road categories of Enduro, Motocross and Cross Country.
Ultimately, we see an introduction of the following new components: frames, aluminium subframes, redesigned bodywork, fork triple clamps, lighter motors and a few more that we’ll get into and the benefits thereof.
Photo credit: ZCMC Media
One of the highlight events of the year is the United In Dirt Festival. A festival that’s all about ripping it in the dirt with like-minded individuals whether you’re attending for rips and giggles or in a racing capacity. South Africa is one of four countries that host the festival, the others being Czech Republic, Belgium and Spain. At its core, it is all about going out and having fun with your offroad motorcycle. As Grant says, “In dirt, we are all the same.” These motorbikes fall right in line with the
As an exceptional milestone for GASGAS, Jorge Prado, a 22 years young Spanish rider secured GASGAS’ first-ever MXGP title. The replica of the renowned bike was amongst the line-up for the following day for test riding.
The launch evening drew to a wholesome close, with food and drinks being on offer whilst all those in attendance enjoyed the live music performance.
Photo credit: ZCMC Media
Day 2 of the GASGAS launch had us arrive at Legends Adventure Park for a Demo Day. This was the main day we awaited in anxious anticipation as we had the opportunity to get up close and personal with the EC, EX and MC bikes. (Enduro, Cross Country and Motocross respectively.) One of the exciting elements on the day’s agenda was not only the media and dealers getting their first runs out with the bikes but the public took part in the experience too.
Photo credit: ZCMC Media
The new generation of dirtbikes has been developed with the intention of being the best in performance on dirt. There’s a model for everyone. From the novice kicking things off with a 2-stroke MC 125 to the MXGP race machine, the MC 450F 4-stroke. It has been a game of tweaks and fine-tuned improvements throughout the entire bike and not just select minor changes. All the 2024 models are built with new lighter motors, which in turn translates to more torque and more high rev power. As mentioned above, GASGAS is in the business of more, like a gift that keeps on giving.
Photo credit: ZCMC Media
Motocross
The entire range is new from the MC 125 2-stroke, right up to the MC 450F 4-stroke. Straight away, you take note of the new bodywork but moreover, the addition of a new steel frame, new aluminium subframe and swingarm takes cornering and fast straights to the next level. As a neat update, the MC 125 and MC 250 are fitted with a convenient electric start button. With the new and lighter motors now being fitted in a more central position within the bike’s frame, you can expect much better handling from the bike.
Image source: ZCMC Media
Thanks to this unified motor position, the frames become easily and conveniently interchangeable, which in turn assists dealers with efficient stock control. The 125 comes standard with the map switch feature while the rest of the models have it as an add-on option purchasable as a technical accessory as well as quick-shifter and launch control for the 4 strokes.
GASGAS Motorcross Range
For more information on the bike featured in this article, click on the link below…
It’s important to note that the entire 4-stroke range can be registered for road use. Additionally, GASGAS goes on to welcome the EC 450F which is a completely new offering. These bikes are not only fun but are designed with ease of ride. Admittedly, I have never ventured onto the Enduro or off-road scene, for that matter. This GASGAS 2024 range launch and demo day stirred up much personal excitement. A rare opportunity to be immersed in the offroad culture and truly dive into what it is all about.
Photo credit: ZCMC Media
Naturally, that wouldn’t come full circle without actually swinging a leg over one of these bold red machines. By honest suggestion, I was advised to hop onto the EC 250F and my word, what an experience that was. Everything felt counterintuitive, considering I come from an on-road riding background but soon I adapted and learnt to trust the bike under me. As part of the updates to the bodywork, it is larger with smoother contact areas that assist the rider in gripping the bike much tighter. Across all 3 categories, they feature new footpegs and new Nekken handlebars.
Photo credit: ZCMC Media
We see TPI being done away with, across the categories and the introduction of TBI, a new Throttle Body Injection system which ensures the motor is clean-run and produces power throughout the entire rev range. In contrast to the Motocross models, the Enduro bikes have a separate tank for the 2-strokes as compared to the premix in the Motocross range.
I made it around the designated route, with a few bails here and there, thanks to the assistance and coaching of professional dirtbike rider Zandre de Klerk who holds over 10 years of experience and has completed the Roof of Africa back in 2016.
Image source: ZCMC Media
GASGAS Enduro Range
For more information on the bike featured in this article, click on the link below…
It contains the smallest range out of the 3 categories. These bikes are capable of comfortably riding on and over rocks, Motocross style or the milder ride out with a few mates. The cross-country bikes are brand new from the front-to-back and top-to-bottom. They are specially adapted for tight spaces whilst also ideal for the wide and open. The cross-country range is the perfect mix of Enduro and Motocross.
On a personal note, having taken a go with the EX 350F, I struggled a lot more around the track. It was a lot more powerful and really demanded a higher than entry-level experience and skill. I had a sit down with Zandre to get some overall feedback and takeaway on the bikes he took out.
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“Having ridden the EC 250F-500 and an EX 350F, the real sweet spot for me was the EC 500F. It was the perfect all-rounder. It was ideal and more than capable of flat as well as technical riding. The bike itself doubles up well as both hero and villain. You can ride it like a more tame 250 or when you so desire, kick things up into the beastly 500. The WP XACT rear shock with rear linkage was definitely a well-experienced practical element of the bike. The new suspension felt a lot more forgiving, taking in bumps and dips with ease. The larger footpegs undoubtedly added to the element of control. As a whole, each bike I rode held the GASGAS values firmly which for me dubbed my afternoon into more fun, thanks to more features and functions.
GASGAS Cross Country Range
For more information on the bike featured in this article, click on the link below…
The demo day went on, with plenty of experienced and intermediate riders taking turns on the various models of the bikes. All those present were further captivated by an outstanding trial biking showcase.
Photo credit: ZCMC Media
All in all, both the GASGAS launch evening and demo day were a big success. Be sure to tap into the full specs of each of the bikes in their respective categories. GASGAS really did not hold back nor leave any stone unturned with their 2024 model range. A brand focused on fun with function and a motto to “Get On The Gas” and go out there to enjoy your motorbike.
For more information on the bikes featured in this article, visit: www.gasgas.com
A new circuit on the MotoGP calendar is always a great leveller and India proved to be no different. Everyone started from the same baseline and there were no guarantees that a bike that works well at one track would work well here. As it was, the Ducatis were once again dominant but it was what was happening behind them that was interesting.
With a new track to learn, the cream would rise to the top as those riders who were quick to get to grips with the Buddh International Circuit would have an advantage and so it proved. If any proof were needed that Marc Marquez, Joan Mir and Fabio Quartararo have lost none of their talent, then it came in both races, Sprint and Main. A podium for Marquez in the Sprint race and one for Quartararo (not to mention a fifth place for Mir) in the Main race was the tonic they all needed, even if it will, in all likelihood, prove to be a flash in the pan and the rest of the season will return to normal service.
Image source: MotoGP
As was to be expected, however, the Ducatis were unbeatable. It was unfortunate that Bezzecchi was involved in his teammate Marini’s first corner cock-up in the Sprint because his pace saw him rise from dead last to fifth and he would have surely done what he managed to do in the Main race: disappear into the distance, leaving everyone else wondering which way he went.
Image source: MotoGP
As it was, Martin took the Sprint race victory, with Bagnaia second and Marquez third, Binder was an excellent fourth, being handed the position when Mir sadly crashed out of that position. In the Main race, Bezzecchi managed to stay out of trouble and that was it as far as the win was concerned.
Image source: MotoGP
Behind him, Bagnaia and Martin were keeping each other honest and Bagnaia re-took second before throwing it down the road, with disastrous consequences for his championship hopes. Martin had an eventful race, being harried by Quartararo and losing time when he naturally slowed to do up the zip on his leathers, which had inexplicably come undone. Quartararo then briefly held second before Martin made the pass of the season to secure second. But it was only afterwards that the full extent of his achievement became apparent as he all-but collapsed in pit lane after dismounting, being completely spent and suffering from heat exhaustion, not surprising when you consider the ambient temperature was in the high 30s, while the humidity was in the 70% range. Add the enormous heat coming off the bike and things were getting pretty uncomfortable for the riders.
Image source: MotoGP
The question was, why was Martin so bad when Bezzecchi and Quartararo looked relatively fresh? There could be no doubt that Martin is just as fit as any other rider on the grid, so why was he so done in? The answer lay in his choice of rear tyre: he chose the medium rear, when everyone else was on the soft, because the medium gave him better stability when accelerating but it also gave him less grip so he was fighting the bike the whole race, which simply meant he used everything and more. Given that, his second place was remarkable, all the more so considering Bagnaia’s non-finish.
In the space of three weeks, Bagnaia’s championship lead has gone from 62 points to 13 over Martin, with Bezzecchi only a further 31 points behind that. Shades of 2022, when Bagnaia overcame a near-100 point deficit to Quartararo to snatch the title. At times, Bagnaia is imperious and looks as if he could win the race with one arm tied behind his back. But he continues to make crucial mistakes when he can least afford them, while Martin is getting stronger and stronger.
Image source: MotoGP
Bagnaia’s Ducati looked evil under braking all weekend, hopping and jumping all over the place which is a problem, as Bagnaia’s talent lies in his braking. The fact that it was like that in Misano as well has to be playing on Bagnaia’s mind: lose your main weapon – other than the straight-line speed of the Ducati – when Martin and Bezzecchi are snapping at your heels and it would be easy to get rattled and make mistakes. With eight races in the next ten weeks and 266 points up for grabs, the championship is wide open which is great for us watching but expect the heat in Bagnaia’s pit to be as hot as India.
Image source: MotoGP
Quartararo’s performance showed the impetus the sniff of a podium can do to a rider. For the first time since America, he was prepared to ride out of his skin, which any rider worth his salt will do when a good result beckons. James Hunt, the 1976 Formula One world champion, said that he was only interested in putting everything on the line if he had a chance of winning: otherwise, he just wasn’t interested in risking his neck for a single point or no points at all. That must be the same for the Yamaha and Honda riders. It’s a pity that Marquez crashed out of fifth place in the Main race because, if there is one thing the world championship needs, it is Marquez – and Mir, and Quartararo – fighting at the front, adding spice to the Italian dishes being served up at present.
Image source: MotoGP
Of course, the only thing that anyone seemed to be able to talk about was where Marquez will be riding next year: stay with Honda or jump ship a year early and join his brother Alex at Gresini Ducati, riding a 2023-spec bike in 2024. It seems that every day, a new rumour goes into circulation. The latest is that Marquez will be loaned to Gresini Ducati for a year, before returning to Honda once they have sorted their s**t out. Can’t really see that happening but, then again, this is MotoGP and it is best to expect the unexpected.
The only thing we can do now is to book our time in front of the TV on a Saturday and Sunday afternoon over the next ten weeks and get ready for what promises to be a fantastic showdown, hopefully running right up to the last corner of the last lap of the last race.
The first time you visit Grotto to Gravel, your first reaction is, “Why have I not been here before?” Then you start to look at the details and you realise that here is a space that has been created with so much passion and a genuine love of motorcycling, not to mention an incredible bond between Marietta and Gus, the owners.
Photo Credit: ZA Bikers
There are photographs everywhere: not arty shots of magnificent landscapes, but simple snaps of people having fun on their motorcycles, all with wide grins and it’s clear there’s a lot of laughter going on both in front of and behind the camera.
There is a lot more to Grotto to Gravel but today wasn’t the day to explore it because we were gathered here for one simple reason: this year marks the 100th anniversary of the first BMW motorcycle and the formation of BMW Motorrad and BMW Motorrad South Africa had planned a big jolly to celebrate the fact.
Image source: Brand Boom Media
As always with BMW, things were not done by halves and, in addition to the live music on stage, food stalls, fully stocked bars, a large braai area and plenty of faces, both familiar and new, there was the impressive sight of two skydivers jumping out of a helicopter at 7,000 feet and parachuting smoothly down to the arena area to officially open proceedings.
Image source: Brand Boom Media
Confident riders could tackle the off-road course on their GS models, Motul was there to offer support, tents were arranged in neat rows for overnight accommodation, the sun shone and a good time was had by all.
Image source: Brand Boom Media
But the real stars of the day were Grotto to Gravel, Gus and Mariette. If you haven’t visited yet, then do yourselves a favour and make a day (and night) of it: you won’t be disappointed. You’ll find it on Rustenburg Road, just around the corner from the Black Horse Brewery. Call 076 085 2050 or find them on Facebook.
We attended the inaugural Suzuki Jimny Gathering event in Clarens on the weekend of the 22-25th of September 2023, watch our highlights video to see how it all went down..
Following months of meticulous planning, Linex Yamaha Randburg is pleased to announce its relocation to Linex Sandton, a move that signifies a strategic step forward in their business’s ongoing commitment to providing an improved experience for their valued customers.
Image source: Yamaha
Their new home serves as a testament to their proven dedication to enhancing their existing offerings. As they finalize the relocation processes, they promise to deliver quality products, services, and an all-encompassing experience that will surpass expectations. They can assure their customers that this relocation has been orchestrated with utmost care, ensuring that every detail aligns seamlessly to provide them with only the best service.
The origin of the Linex Yamaha story dates all the way back to 1977 when Linex Yamaha Randburg opened its doors for the first time, marking the beginning of what has now been a 44-year legacy of customer satisfaction which will continue in the new premises.
Robin van Rensburg, the Managing Director of Tuning Fork (PTY) Ltd, expressed his pride and vision for the brand in the following words; “I am extremely proud to build on the Linex legacy. After years of planning and experimenting, the Linex brand is ready to give customers a world-class experience at its new location.” This sentiment captures the essence of the business’s exciting journey.
They invite their customers to come and experience their expanded offering at their new address which includes an extensive range of brand-new and used Motor and Marine products and accessories as well as financing agreements.
Image source: Yamaha
In addition, they are excited to announce that Linex Sandton will also house their Centre of Excellence, a full-service workshop staffed by fully trained experienced technicians who will provide exceptional care and maintenance for your bikes and boats.
As an added bonus, you can enjoy a complimentary cup of coffee while you browse through their selection!
Their new address is located at 19 Eastern Service Rd, Kelvin, Sandton, 2054.
More details about their grand opening will be shared soon. For more information, please contact us at +27 72 600 7731 or 011 251 4000.
Adventure is a motorcyclist’s “soul food,” the kind of food that can benefit your mental, physical and emotional state. When living on a continent like Africa, it just makes logical sense that adventure motorcycling, without any question, should be the best way to spend your time on two wheels. For some, it’s an escape, or to rephrase, therapy, but there are a select few people that use the time they have on two wheels to support others in need.
Dr. Jean Cooper, an industrial psychologist and De Witt Oosthuizen, a dedicated medical doctor are both these kinds of people, the kind we all like to call heroes behind visors. The two old varsity students have recently embarked on their own 17 000-kilometre journey, planning to ride through 20 African countries to reach Madrid in Spain and spanning over three months, all in benefit of the Direct Transact Foundation’s water relief initiatives for disadvantaged communities in the rural Free State.
Photo credit: Bjorn Moreira / ZA Bikers
Meeting and hearing Jean and De Witt’s story at this past weekend’s send-off party, at KTM TRAX Moto in Silver Lakes, helped everyone see what amazing and daring gentlemen they truly are. The support from their friends, families, media and ‘TRAX’ was just phenomenal. Oh yes, and how can we forget? Their lovely Husqvarna 901 Norden Expeditions prepped, setup and backed by TRAX for their journey through Africa were gleaning in all their glory too—two suitable steeds for the trot ahead.
“We are attempting this without any ground support staff to make it a journey of epic proportions over a planned period of three months. It is a great dream come true for us, as two middle-aged men, to attempt something like this. Many of the consulates where we applied for visas were surprised, reacting with a mixture of awe and suspicion that we were even attempting this, but we are inspired to do this. We do this for a great cause, and we do this to prove to ourselves, our children and our communities that anything is possible if you set your mind to it,” says Cooper.
Photo credit: Bjorn Moreira / ZA Bikers
The goal behind the Expedition H2O is to raise funds for water tank installations in under-resourced communities in the Warden area, creating awareness about water conservation and leadership—created through the photos, stories, interviews, blogs and social media posts they will share all along their journey.
“Our goal is to raise R3.2m – R200 for each kilometre that we will be riding. This will cover our costs and install a further 100 tanks – enough to supply water to 4800 people! Every 3.5km (R700) gives access to water to one person. Every 14km (R2 800) to one family. And every 160km (R32 000) will sponsor one tank – enough for 12 families.”
Photo credit: Sean Fryer / ZA Bikers
To make their mission a success, Expedition H2O needs our help…
“We call on our community in Pretoria, and all people in South Africa who believe that everyone in this country should have access to safe drinking water, to support our project. We hope to exemplify the type of leadership needed to transform our continent’s water crisis – leadership that takes action and puts one foot in front of the other. We all need leadership that takes it back to basics, pragmatic and collaborative, that does not give up when things get tough or when government support is lacking – leadership that takes things forward in the spirit of ubuntu.”
Before the Direct Transact Foundation got involved two years ago, the Ezenzeleni community outside Warden had no reliable access to running water. Today, 45 rainwater tanks supply the community of Ezenzeleni, and 20 tanks supply water in neighbouring Tweeling, all together providing water to 3120 people, thanks to the community leaders who joined hands with the Direct Transact Foundation. To go one further, fruit trees have also been planted beside every tank to nourish the people of these communities. “We want to extend this campaign to more communities in the Warden area that are equally in need of help and who also have the will and drive to use this gift to help themselves,” says Cooper.
After enlightening us with their vision, both riders suited up for the ride ahead, followed by a group of fellow riders, joining the boys for their first few kilometres towards the Fountains Circle. With no words, just the sound of the wind and rumbling twins, we wished both heroes a warm farewell with a typical biker nod of appreciation.
Photo credit: Bjorn Moreira / ZA Bikers
With a border crossing in Botswana on day 2, the duo will then ride through Okahandja in Namibia on Day 4, followed by Angola, DRC, Congo, Gabon, Cameroon, Nigeria, Benin, Togo, Ghana, Ivory Coast, Guinea, Senegal, Mauritania, Western Sahara, Morocco and Spain. Yes, a mouth full, I know, so just imagine the hardship and challenges both De Witt and Jean will face and need to endure throughout their lengthy journey. Thankfully, they do have contingency plans to reroute along the way if any issues arise. As far as maintenance goes on the bikes, TRAX has given both riders the necessary training and will be able to send parts up into Africa when needed.
Expedition H2O
This story, journey and adventure is truly an inspiration to us all. It is not only about the numbers that come before the ‘km’ symbol, it’s about the difference two human beings can make in thousands of underprivileged lives. We can all think about this next time we go for a weekend ride or throw a leg over our machines.
How to get involved? Well, you can start off by donating via Back-a-buddy, or make an EFT directly to The Direct Transact Foundation Trust, Standard Bank Account Nr 013358197, Branch Code 051001, using the reference “H2O”. Article 18A certificates will be issued to all donors upon request.
Heine Engelbrecht and sons (and team), from the world-class ADA training and events facility, hosted Mike Glover and son Shaun’s Red Cherry Events to present an epic adventure riding weekend for the adventure-riding faithful, the Rallye Raid Harties Powered by Tyre Mart Menlyn.
Despite only advertising the event on social media, the response from local riders showed that adventure biking is alive and well in this part of the country. Heine gave me a heads up on the Friday morning of the event, so staying true to the father/son nature of what was going down, I jumped on my DesertX and my son Dave on his Tiger Rally Pro and rode out in the late afternoon to see what was going down. I unfortunately had weekend family commitments that prevented me from participating.
Photo credit: Shaun Glover
Riding into ADA was like arriving at a race village come bivouac at Dakar. Apart from all the cold bevvies that is. Tents were arranged in gun barrel straight lines for the participants. The grounds were littered with adventure bikes of all shapes and sizes. The Katoom boys were there in force, as one would expect, with both Raceworx and FAST KTM Dealerships providing logistical support to their customers and friends. Not to be outdone, the bLU cRU boys were also in attendance.
Photo credit: Shaun Glover
Leading from the front were Peter Wilkens, Adrian Bac and Marc Roach. T7s were thick upon the ground, testimony to how these bulletproof Yammies have made their mark on the adventure bike scene. Honda, ever supportive of ADA events, provided bikes for the logistical crew to get around.
Photo credit: Shaun Glover
Of particular interest to me was a Transalp Wild. Prepared by Conrad at Offroad Cycles. The bike features full Hyperpro suspension, Cycra handguards, Stealth pipe, comprehensive crash bar protection, a bash plate and a quick-shifter. A raised front mudguard and knobblies completed a pretty picture. I’d love to ride that beastie in anger! ADA’s Nissan Pro4X 4X4, resplendent in its industrial grey livery, completed the 4-wheeled logistical support.
Photo credit: Shaun Glover
Strolling around the campsite it was cool to catch up with the guys. An old mate, Lucky Thomaides, introduced me to a friend as ’Dave’ whereupon said friend retorted “Oh, are you Dave Griffin?” “No, I said, he’s the one who can really ride, I’m the one who just rides a lot and writes a bit.” A good chuckle was had by all. I also got to chat with Gerry vd Byl, there with his awesome KTM 450 Rally bike with which he completed the Dakar in 2018. As always, he was chomping at the bit to get out and ride.
Photo credit: Dave Cilliers
We grabbed a cold one at the Bedouin tent set up on the lush green lawn and chatted to Heine about the anti-snare patrols which he has instituted on the ADA property. Roping in school kids, they are doing a sterling job to save the local wildlife from a torturous death. What is really cool is that the snares are then turned into amazing rustic jewellery by a group called Down to the Wire who, as they put it, “turn destruction into hope” by fighting snares with snares.
Photo credit: Dave Cilliers
By using members of the local community to make the pieces, they show how a cottage industry can create resources greater than the gain from the destruction and eventual elimination of our precious wildlife. Good job guys, I salute you! Let us support their endeavours wholeheartedly and do our bit to protect our wildlife. Visit Down To The Wire for details. Using school kids, with their sharp eyesight is a bit of a coup by Heine, who not only finds the snares but also gets a vital point across to the next generation.
We enjoyed the golden late afternoon light watching the good-natured revelry going down amongst like-minded individuals. The weekend delivered stunning spring weather with perfect, albeit gnarly in places, riding conditions. The many photos posted on Facebook and the accompanying comments bear testimony to what turned out to be a spectacular event. We may be living in SA in trying times, but we do get to balance that with some amazing adventures, riding our bikes across an unparalleled African landscape.
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Thanks to Heine from ADA and Mike from Red Cherry Events for making these epic events such a huge pleasure and success.
The weekend of the 22nd to the 24th of September will see the biggest gathering of Suzuki Jimny’s that the southern hemisphere, and possibly the world has ever witnessed.
We at ZA Bikers are super excited to be taking our Jimny along. Make sure that you look for the ZA Bikers Jimny and pull in for a chat. We are super excited to see you all.
Ducati has taken the wraps off its latest Multistrada model, the V4 S Grand Tour, creating the most accomplished long-distance touring models in the company’s history.
The Multistrada V4 S Grand Tour is based on the S model with Travel & Radar setup. It is equipped as standard with a radar system, with Adaptive Cruise Control (ACC) and Blind Spot Detection (BSD) to improve safety and riding comfort. Still regarding safety, the TPMS system, which shows the tyre pressure on the dashboard, and additional LED lights to improve visibility at night and in fog, are fitted as standard on the Grand Tour.
Image source: Ducati
The side panniers, standard on the Multistrada V4 S Grand Tour, are integrated with the livery of the motorbike. Thanks to the overall volume of 60 litres, they allow you to take everything you need with you even on longer journeys. The centre stand is included in the standard equipment.
Image source: Ducati
Comfort on the Multistrada V4 S Grand Tour is also increased by the standard equipment of heated grips and rider and passenger seats. Furthermore, the presence of the hands-free fuel cap simplifies refuelling, allowing you to always keep the motorbike key in your pocket.
Image source: Ducati
Finally, the Multistrada V4 S Grand Tour incorporates several updates adopted on the V4 Rally. The handlebar is mounted rigidly on the steering head, without silent blocks, providing a more direct riding feeling without compromising comfort. The passenger seat is the model introduced on the V4 Rally, for optimal support on long journeys, and like that of the rider, it is embellished with an external covering with dedicated graphics.
Image source: Ducati
To improve thermal comfort, the Multistrada V4 S Grand Tour adopts heat shields on the swing arm and on the left side of the rear subframe, and closable ducts in the leg area. The compartment dedicated to the smartphone is now ventilated.
As with all the motorbikes of the Multistrada V4 family, the Grand Tour is also equipped with a navigation system based on the Phone Mirroring solution which allows you to transform the 6.5″ TFT dashboard into a colour map navigator with all the necessary information for riding the motorcycle.
Image source: Ducati
On the Multistrada V4 S Grand Tour there is the Minimum Preload function, which allows the rider to lower the motorbike when stopping and when travelling at low speed, reducing shock absorber preload to a minimum. The Easy Lift function, on the other hand, reduces the effort required to lift the motorbike from the side stand by opening the suspension hydraulics when the key is ON.
Image source: Ducati
For more information on the Multistrada V4 S Grand Tour visit – www.ducati.co.za
It is hard to believe that almost ten years ago we attended the launch of Kawasaki’s spectacular supercharged Ninja H2.
Photo credit: Julio Moreira
This launched ZA Bikers as the only online motorcycle entity in the country, which, judging by the reaction we got from the dominant motorcycle publications at the time, was a very foreign concept. Fast forward almost ten years and we regularly enjoy a monthly readership of over 50,000, and a Facebook following of around 75,000. The magazines that lifted their brows at the upstart ZA Bikers are, for all intents and purposes no more, replaced in some cases by digital versions of themselves.
Photo credit: Bjorn Moreira / ZA Bikers
Being the first to break ground in a new direction is never easy, but by trial and error and plain hard work, we have grown from strength to strength, forever grateful to those industry players who had the vision and still have now, to support our venture. Covid was probably the death knell of the printed motorcycle media both locally and internationally.
Established online entities like ZA Bikers enjoyed a massive influx of followers who have, I am happy to say, continued to follow us. We have always endeavoured to produce accurate and enjoyable content and do our very best for our Media partners, knowing that their success is our success.
Photo credit: TVS Global
One of our innovations was to produce a weekly newsletter, free to subscribers, which kept them up to date with what was happening in the wonderful world of motorcycling. In the fast-paced world in which we live, it is the easiest way to be broadly informed on the South African biking scene. You can then, at your leisure, dive deeper into those snippets of news that really interest you by visiting the ZA Bikers platform.
So, there you have it folks. Subscribe HERE and join the ranks of the informed!
In case the ‘standard’ KTM 890 Adventure R is not quite hardcore enough for you, KTM South Africa has announced the Rally-spec version of the model. It will be available in limited numbers worldwide but KTM SA has secured an undisclosed but even more limited number for the home market.
Featuring comparable components to 2023 Dakar Rally winner Kevin Benavides’ Red Bull KTM Factory Racing KTM 450 RALLY bike, the new 890 Adventure R Rally will be the most off-road capable adventure bike on the market.
Image source: KTM
While style, functionality and technology are important, so are feeling and rideability, especially when faced with long days in the desert and the trickiest of stony ravines. The main improvement is the suspension; the 890 Adventure R Rally gets lightweight WP XPLOR PRO 7548 forks and a WP XPLOR PRO 6746 rear shock absorber, both from the WP Pro Components programme.
Image source: KTM
This premium suspension offers the highest level of damping performance in the toughest of conditions, giving excellent feel, comfort and control, not to mention a superior ride when the bike is fully loaded with either passenger or luggage.
The engine remains in the same tune, which means 105 horsepower and 100Nm of torque and comes complete with an Akrapovič Slip-On Line exhaust.
Image source: KTM
Electronics include off-road ABS, traction control, turn-by-turn navigation and multiple ride modes, all configurable via the 5-inch TFT display which also offers full Bluetooth connectivity.
Image source: KTM
Other goodies are a race-specific Rally seat, heavy-duty wheels with Excel rims, a quick shifter, Rally footpegs, tank guards, engine guards and suspension guards.
Image source: KTM
The bike is available directly from your local dealer, which means that customers won’t have to take part in the pre-order process. For more information, contact your local KTM dealer.
It’s one thing when you head to Red Star Raceway to ride a new bike – in this case, the new Suzuki GSX-8S – but quite another to keep one’s eye on the ball when the complete range of Suzuki motorcycles is sitting there in the pits, waiting to be ridden, from the mighty Hayabusa to the smallest scooter and everything in between. I mean, how are we supposed to keep our minds on the job at hand?
Photo credit: Bjorn Moreira / ZA Bikers
Anticipating the wave of non-sympathy from our readers, I’ll desist from complaining too loudly and get on with the job at hand. For now, this is simply a launch report of the new GSX-8S: We’ll give you a more in-depth review when the bike comes to us for an extended test in a month or so.
The new GSX-8S is Suzuki’s first all-new platform since the SV650 in 1999 and, in a sense, the SV650 is the bike the GSX-8S is replacing. The segment into which the GSX-8S is entering is chock-full of very good rivals, from the Honda CB750 Hornet, KTM 790 Duke, Yamaha MT-07, Triumph Trident 660, BMW F750 R and Aprilia Tuono 660 and I’m sure I’ve forgotten a few.
Photo credit: Bjorn Moreira / ZA Bikers
The good news is that the Suzuki can hold its head up high in that exalted company. It might be configured to be smooth and super easy to ride in day-to-day conditions but it has a bit of a dual personality: when you want to turn up the wick, such as we did at Red Star, it proves itself to be a fantastically entertaining sports bike, with plenty of mid-range torque and a chassis that makes the most of the light weight and agility. You don’t have to stir the quick-shifter-equipped gearbox excessively to have plenty of fun, while still feeling in control and you can fling it around with abandon.
Photo credit: Bjorn Moreira / ZA Bikers
The all-new steel-tube chassis gives all the confidence you will ever need and the non-adjustable suspension is more than good enough for the available performance. The suspension is firm but not jarringly so, although we’ll only be able to comment on that once we’ve lived with it for a while on what passes for roads in Johannesburg: on the super smooth Red Star surface, the suspension never felt out of its depth or gave cause to wish for anything more.
Overall balance feels just right, the riding position is comfortable and roomy enough for tall riders but compact enough (and the seat low enough) for shorter riders. 202kg is on the money for the class and 82 horsepower matches the weight perfectly. The Suzuki shares the same Nissin brakes with the Honda Hornet and you’ll have nothing to complain about them, either: smooth initial bite – essential for wet and slippery surfaces – but increasing controlled power the more you pull the lever.
Photo credit: Bjorn Moreira / ZA Bikers
The engine is a brand new parallel twin, which you’ll also find in the new DL800 V-Strom adventure bike and features the now-normal 270° firing interval that makes it feel and sound more like a V-Twin, while the torque curve starts at a lowly 2,000rpm and gives great urge from about 3,500rpm up to around 7,000rpm. This engine isn’t all about top-end power but that lovely, creamy surge of torque. It revs so freely that I often found myself running into the rev limiter when accelerating onto Red Star’s long main straight but that’s something you’ll get used to and avoid with more familiarity. Twin counter-rotating balancer shafts keep things remarkably smooth.
Photo credit: Bjorn Moreira / ZA Bikers
The GSX-8S has a mixed character: it can be mild-mannered and benign and therefore perfect for inexperienced riders but has fire in its belly for when you want to turn up the wick. I suspect that a well-ridden GSX-8S would be hard to beat on a point-to-point ride.
We also had the opportunity to ride the new and similarly-engined, and chassi’d DL800 V-Strom, another important model for Suzuki given the increasing popularity of the middleweight adventure segment. For myself, I found it difficult to turn off track mode and engage dirt mode in my own head and didn’t ride it long enough to form any sort of impression.
Photo credit: Bjorn Moreira / ZA Bikers
However, it’s a Suzuki and that pretty much guarantees that it’s going to be more than a match for anything else in the same class. Again, we’ll be able to bring you a more in-depth review in the weeks to come.
Both new models look great, are well-equipped, and comfortable, have a great chassis and good suspension, excellent performance and well-rounded characters. There’s no reason to expect anything other than the now-traditional Suzuki engineering and build quality and they are both very competitively priced: the GSX-8S comes in at R165,950 and the DL800 at R195,000 which is right on the money for their respective classes.
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Suzuki GSX-8S & DL800 V-Strom
For more information on the bike featured in this article, click on the link below…
Last week, TVS held the world reveal of the new Apache RTR 310 motorcycle in Bangkok, Thailand. The event was streamed all over the world, but we got to experience it first-hand. I flew into Bangkok and was whisked to my hotel in the heart of the bustling city. A lot of scooters were weaving their way through the crazy city traffic and once you witness this, you will understand why small-capacity bikes are so popular in these markets. This is also why the TVS RTR 310 is such an important model for the company. Here, motorcycles are not just a leisure item, but sometimes people’s only mode of transport.
Photo credit: Brian Cheyne / ZA Bikers
This was the first time that TVS did a launch event outside of India, and it was quite a spectacular affair. The launch venue was converted into something resembling a skate park. There were skateboarders and BMX riders showing off their skills, and it was starting to become clear that the new RTR was aimed squarely at the younger market.
In a presentation done by Vimal Sumbly, Head Business – Premium, he stressed that TVS Motorcycles did not waste any time in establishing the TVS racing division. The company was formed in 1978 and it produced its first 50cc moped in 1980. Two years later the TVS racing division was formed. By 2015, TVS was the first Indian manufacturer to enter the Dakar and the next year, they established the first all-woman racing championship in India. All this meant that TVS’s focus was ‘performance first’.
Photo credit: Brian Cheyne / ZA Bikers
The Apache name has been around since 2005, and by 2017 TVS launched the Apache 310 RR which was based on the same technology as the BMW G 310 range. This year, TVS sold their 5 millionth Apache motorcycle, so the Apache name has become a formidable brand name in India. The 310 RR has since become the market leader in the 241-450cc supersport segment. Globally, 47% of all motorcycles in this segment are sold in India, so it is no surprise that TVS is pouring a lot of effort into this segment and is eager to expand it further with the RTR 310.
Photo credit: Brian Cheyne / ZA Bikers
Before we got to see the bike, we got a quick glimpse into the segment-firsts that the 310 RTR will bring. These include things like five rider modes, cruise control and a climatic control seat. Not only will you have a heated seat, but also one that cools! The RTR is equipped with a dynamic headlamp that increases in intensity as the bike’s speed increases. The dynamic lighting also extends to the tail lamp that will flash under hard braking.
The 5” TFT has multiway connectivity and can even connect to a GoPro. On top of all that, TVS already has a full catalogue of accessories and merchandise available for the new bike.
Photo credit: Brian Cheyne / ZA Bikers
I personally think that TVS did a fantastic job of bringing a complete lifestyle package to market right from the start. I was very excited to see that they already have a touring kit available. This includes a fly screen, handguards and a complete luggage solution that consists of a GIVI top box, and TVS-branded soft side cases.
Photo credit: TVS
However, it is the electronics that set the bar in this segment. TVS installed a six-axis IMU in the RTR, and added numerous features to get the maximum benefit from the unit. TVS added things like cornering ABS, cornering traction control and even cornering cruise control. Once cruise control is engaged and the bike senses that you are leaning into a corner, it reduces throttle input to give you a more stable ride through the corner. Once you start to pick the bike up again, it brings you back to the set speed. The RTR is also equipped with tyre pressure sensors, and you can add the optional quick-shifter too. TVS also added Glide Through Technology, which basically means an anti-stall mechanism for riding slower speeds. You can even pull away from a stop without touching the accelerator.
All sounds good on paper, but what is it like to ride? For that, we were taken to the Thailand Circuit Motorsport complex outside of Bangkok. Surprisingly, the circuit rules were very strict. You had to wear leathers, a back protector and chest protectors, yet you can arrive at the circuit on a motorcycle wearing shorts and flip-flops and no helmet!
Photo credit: TVS
The RTR 310 is a looker! It has very aggressive lines to give it a street-fighter look. Although it has compact dimensions, the seating position is comfortable, even for someone as tall as I am. We were divided into two groups and each group got two sighting laps behind a TVS rider, just to point out where the track was a bit bumpy, after that we were let loose on the tack.
Photo credit: Brian Cheyne / ZA Bikers
The RTR is equipped with fully adjustable KYB front forks, but sadly no one had time to fiddle with these. The RTR was delightfully nimble on this small track, and the quick-shifter selected each gear with precision. Not once did I get a false neutral. TVS has made slight enhancements to the engine with a small bump in horsepower over the RR and the engine is very responsive. This is further aided by a larger rear sprocket which makes the RTR nippier than the RR. TVS also reworked the exhaust to give it more of a growl, rather than the tinny sound found on similar-capacity bikes.
Image source: TVS
The bike is equipped with Michelin Road 5 tyres, and they are a perfect match for the little 310. The last corner that leads onto the main straight is a tricky little corner, and if the RTR was on lesser rubber, I am sure my day would have ended prematurely. Fortunately, the electronics acted as it was supposed to and saved me some embarrassment. Having said that, the traction control did intervene on some of the tighter corners, but that can all be turned off if you so desire.
Being a single cylinder, it does get a bit buzzy at around 6000 rpm, but that is to be expected. By the third lap, I was really starting to enjoy the RTR and the chequered flag was waved way too soon.
Photo credit: TVS
After our track experience, we got to ride back to the hotel with a combination of highway, rural and city roads. Here, the RTR really came into its own. This is where it was designed to be. We snaked through the traffic with hundreds of other motorcycles, and the ease with which you could ride this bike made for a pleasant ride. All in all, this is a spectacular-looking bike with lots of electronic aids to make it beginner-friendly, yet perfectly usable by an experienced rider.
Photo credit: TVS
As I said, this is a huge model for TVS, but there is still more to come. When I asked about an adventure model, I got a corporate, non-committal answer, but I could see that they were not going to stop with the RTR. This segment is just too big to ignore. The TVS RTR 310 will be a welcome alternative to bikes like the G 310 R, KTM 390 Duke and the upcoming Triumph 400. Pricing should be very competitive if the 310 RR is anything to go by.
The TVS Apache RTR 310 should be available locally by the end of the year.
Catalunya: Disaster Strikes for Bagnaia and an Aprilia 1-2
I don’t care how hard-hearted you are or if you’re not an Aprilia or Aleix Espargaro fan, but to achieve the double in Catalunya along with two further podiums for Maverick Viñales and then to see the joy on the faces of everyone at Aprilia, not to mention seeing Espargaro’s two children handing him the winner’s trophy, was one of the highlights of the whole season.
Of course, the joy was tempered with concern for Francesco Bagnaia after a horrendous accident right at the beginning of the Main race, when he high-sided himself out of the race right in front of the chasing pack, whereupon he was hit in the legs by Brad Binder, who himself then crashed: all this after a turn one fracas that skittled no fewer than five Ducati riders out of the race: Bastianini, Bezzecchi, Zarco and both Gresini riders – Marquez and DiGiannantonio. Everyone except for the two factory Ducati riders were able to take the restart but the fate of Bagnaia and Bastianini was largely unknown, which can’t have made things easy for Binder.
Image source: MotoGP
It wasn’t all that long ago that Aprilia couldn’t buy a podium, let alone a race win and yet, here we are, with two full race wins and a sprint win for Espargaro this season, to add to the single win last season. If it was unfortunate for Viñales to have the victory taken away from him late in the race and thus denying him the opportunity of becoming the first rider to win for three different manufacturers, then surely no one would begrudge Espargaro his success after so many years of remaining loyal to Aprilia and reaping no reward.
Image source: MotoGP
Of course, the other lingering story is the abject failure of the Japanese manufacturers to do nothing but prop up the back of the grid and achieve virtually nothing in the race. Reading between the lines, Marc Marquez will stay put at Honda in 2024 but, unless Honda can give him a winning bike, it will be his last with the team, as long as there is a seat available somewhere else. That might mean, of course, taking a spot in a satellite team but, given how the likes of Pramac, Gresini and VR46 are performing, that might not be as bad a move as it would have been a few years ago.
Image source: HRC Honda
The same goes for Quartararo at Yamaha: another season like this and he’ll be looking at options if he isn’t already. Zarco going the other way, from Ducati to Honda, is more a case of money and perhaps the prospect of a challenge, although Alex Rins must be wondering if he has made the right decision in signing for Yamaha in place of Franco Morbidelli, who himself can only be hoping that a Ducati seat comes his way at either Pramac or Gresini, both of whom have a seat available in 2024. In the end, it doesn’t really matter who rides where, as long as we have five manufacturers all being able to challenge at the front: how good would that be?
KTM has the unique problem of five riders vying for four seats: four of their riders are already in MotoGP and have contracts for 2024 and one, Moto2’s Pedro Acosta, is demanding a seat: KTM is desperate not to lose to another team, such a talent is he and a sure-fire threat if he was to ride for anyone else. Quite where he is going to fit in is anyone’s guess, Dorna having firmly shut the door to KTM fielding a third team, preferring to keep the vacancy open to a new manufacturer. As this doesn’t look likely at the present moment – who else is prepared to invest: BMW? Kawasaki? Neither is going to happen – why would Dorna not allow KTM to do what Ducati has done? After all, even though the GasGas is really a KTM under the skin, it’s still another name on the entry lists and, if KTM could badge its third team MV Agusta, then it’s still better than all eight Ducatis being Ducatis.
Image source: KTM
One thing that made me laugh was the commentator’s line during the Moto3 race which was another of those crazy races. “We’ve got a leading group of, well, everybody,” was a classic line that sums up Moto3 perfectly.
Image source: MotoGP
Misano: Pedrosa Rolls Back The Years
We’re getting into a really busy last three months of the 2023 season and Misano followed a week after Catalunya, although the media frenzy around what Marc Marquez will be riding in 2024 drowned out any talk of the championship or even Bagnaia’s fitness to race. Most conspiracy theories have Marquez Senior joining Marquez Junior at Gresini Ducati, where there is a seat available. Certain Spanish newspapers claim to have concrete evidence that the deal is done but, if it is, then Marquez is staying silent or, at least, refusing to confirm or deny rumours.
Image source: HRC Honda
Even the post-Misano test only added fuel to the fire, the 2024 Honda suffering the same problems as the 2023 Honda, namely no grip at the rear under acceleration out of corners, which is bruising the riders as they crash trying to make up for the deficiencies of the chassis. That Marquez is fed up to the back teeth is obvious and, if he has said that a decision and an announcement will be made between the Indian and Japanese rounds – the next two races on the calendar – is there any doubt that he will be giving Honda the heave-ho? Loyalty can only survive so many broken bones and failed promises.
Whatever the situation, there was still a weekend of racing to get through and if that belonged to a dominant Jorge Martin, taking victory in both Sprint and Main race, then there was plenty going on behind him, not least of which was KTM wild card entry Dani Pedrosa taking a brace of fourth places and being first of the KTMs home in both. In both races, it wasn’t out of the question for him to snatch a podium position but perhaps discretion was the better part of valour and he chose to not make a do-or-die lunge on Bagnaia, with potentially disastrous results that could impact the championship drastically. Pedrosa is too old and wise a campaigner to do something like that and certainly has nothing to prove, but it was still brilliant to see him fighting at the front.
Image source: MotoGP
If Pecco Bagnaia taking a third place in the Sprint race was a feat of mind over broken matter, then his repeat of the same result in the twice-as-long Main race was an incredible feat of endurance and we can only guess how much it took out of him. Certainly, there was little jubilation when he pulled into parc fermé: it was all he could do to stop himself from collapsing. If there was ever any doubt about Bagnaia’s resilience or strength of character, then the brace of results in Misano dispelled that once and for all.
Image source: MotoGP
But surely Bagnaia must be feeling the same pressure he inflicted on Quartararo in 2022, as he turned around a huge points deficit to snatch the title away from the Yamaha rider. Martin is only 36 points behind Bagnaia at the moment: with eight rounds still to go, taking place over a ten-week period, one slip from Bagnaia that results in injury and that lead could easily disappear, especially with Martin in the form he is in right now. Of course, the same applies to Martin but he’s got nothing to lose, while Bagnaia has the weight of Ducati’s expectations on his shoulders.
For a while this season, Martin was faffing around alternating between different fairings and getting himself into a muddle, not to mention giving himself mental anguish by being inconsistent when Bagnaia was being so consistent on what is essentially the same bike. Now he’s settled on a configuration bike, we’re starting to see the consistency and that is a danger for Bagnaia. Martin was quoted as saying that, because he was not a factory rider, the responsibility was not on his shoulders to win the title for Ducati but there can be no doubt that, given half a sniff of the title, he’d go for it whole-heartedly. Bagnaia has to watch his back.
Image source: MotoGP
If Pedrosa did the business for KTM, for Binder and Miller it was mixed fortunes. Binder was able to fight for fourth in the Sprint race, finishing fifth, but fell off in the Main race and, although he re-mounted, could only salvage fourteenth place. But that was a hell of a lot better than Jack Miller who is having a really hard time of it at KTM, with only a single podium to show for his efforts this year. Fifteenth in the Sprint race and being taken out by Pirro in the Main race couldn’t have helped his confidence which is a pity as having Miller fighting at the front is great for the sport.
Actually, let’s finish this report by saying that having all teams able to fight at the front every race will be great for the sport. Honda and Yamaha: over to you.
It might sound like an outrageous number, but since load shedding resumed this year, we have had approximately 235 days of load shedding (as of 01 September 2023). Currently, South Africans are experiencing Stage 6 of load shedding, but as the stages fluctuate, we have done calculations with an average of 5 hours per day. That comes to around 1 175 hours without mains power, and these numbers don’t include hours lost due to faults, unplanned outages, and cable theft.
Image source: Motul
If you are using a backup generator every time the power goes out, 1 175 hours over the last 9 months means your genie is working really hard! And in this case, regular maintenance and oil changes become even more important. Most manufacturers recommend a minor service every 50 running hours, although it’s important to note that this is a guideline only and may vary depending on your specific generator model and how it’s used. However, based on this guideline, you would ideally have serviced your generator some 23 times already this year.
While it’s unlikely you have found the time to perform so many services, you probably know that generator maintenance and oil changes are essential to the proper functioning of the system, and will minimise the risk of accidents, damage, and the need for costly repairs.
Choosing an oil that’s been specifically developed to cope with the harsh demands placed on gensets can mitigate a lack of maintenance while offering protection for your genset engine and saving you money on fuel and future maintenance costs.
Motul’s TEKMA POWER X is a new high-quality, 4-stroke engine oil that has been specially formulated for use in petrol and diesel generators. As a global lubrication expert with over 170 years of experience, Motul is perfectly positioned to offer the ideal generator oil.
Image source: Motul
“We know that people are really busy and that many generators are not being serviced as often as they should be,” commented “Hippocrates ‘Taki’ Bogiages, Motul Technical Manager. “The best way to protect your genset, maintain its performance and save fuel is to use our TEKMA POWER X, a specifically formulated generator oil for petrol gensets and low sulfur diesel gensets. This lubricant offers a quick and easy way to gain greater peace of mind as a genset owner,” he added.
Reinforced with Motul’s Technosynthese® technology – an ingenious combination of synthetic and high-quality mineral base stocks for optimal performance and with a lower viscosity than standard 15W-40 lubricants, Motul TEKMA POWER X 10W-30 flows more easily at cold temperatures (think chilly mornings, or when a generator has been off for a while). Reduced oxidation and easier cold starts mean less wear and tear, optimised drain intervals and a longer generator lifespan – all of which add up to a reduction in the total cost of ownership. The end result is a cleaner, more efficient generator that will give you hours of hassle-free service.
“Continuing Motul’s proud history of innovation, we’re delighted to introduce a product that is especially suited to the needs of South Africans during these dark days (and nights) of prolonged load shedding,” added Mercia Jansen, Motul Area Manager for Southern and Eastern Africa.
Image source: Motul
Motul TEKMA POWER X 10W-30 is widely available, including from Takealot and selected parts stores nationwide.
BMW has significantly updated its middleweight adventure bike lineup and has introduced the new F 800 GS, F 900 GS and F 900 GS Adventure models. The biggest change is an increase to 895cc from the previous 853cc for the offset crankpin parallel twin engine, producing 105bhp (F900) and 87bhp (F800) and featuring a much broader torque curve. The smoothness of the engine is assured by twin counter-rotating balancer shafts.
Image source: BMW
The electronics have also received an upgrade, with Dynamic Traction Control and Cornering-optimised ABS Pro being added as an optional ‘riding modes Pro’ package to add to the standard Rain and Road riding modes.
The new F 900 GS, F 900 GS Adventure and F 800 GS feature a bridge-type frame made of deep-drawn sheet steel parts welded together, using the engine as a structural element. The 14.5-litre plastic fuel tank of the new F 900 GS saves 4.5 kg of weight compared to the steel tank of the previous model. The F 900 GS features a completely redesigned rear section which saves around 2.4 kg of weight. A further 1.7 kg are saved thanks to the rear silencer by Akrapovič.
Image source: BMW
The new F 900 GS gains even more off-road prowess with the optional equipment Enduro Pro package featuring fully adjustable titanium nitride-coated upside-down Showa telescopic forks, fully adjustable central spring strut as well as handlebar risers. The Dynamic ESA (Electronic Suspension Adjustment) electronic suspension is available as optional equipment for the new F 900 GS Adventure and the F 800 GS.
Image source: BMW
Ergonomics have been tweaked, with lower foot pegs and a slightly higher handlebar position, together with a re-designed fuel tank, optimising the riding position whether sitting or standing, while the gear lever and foot brake lever are adjustable.
LED lighting is employed all around, all models now feature a 6.5-inch TFT dashboard and, naturally, there is full Bluetooth connectivity. The models have a totally new look, thanks to an extensive redesign and are much slimmer where the tank meets the seat.
Image source: BMW
For more information on the new F800 GS, F900 GS and F900 GS Adventure models, contact your nearest BMW Motorrad dealer.
There is nothing like getting on a bike and going for a ride, to some it’s more than just a sport, it’s throttle therapy. With endless off-road riding at our doorstep and spring encouraging us to roll our mountain goats out, we then take a closer look at our seasoned and pretty tatty riding gear. There’s nothing worse than having your bike dressed to kill in its latest plastics, having the bike perfectly prepped for that ride, but then you stand out like a red-nosed deer with a dated kit.
Husqvarna and their new range of dirt bikes have pushed the envelope in technological advancements, ergonomics and styling for this year’s line-up. With these bikes looking so good and being just as intelligent, you don’t want to be “the partner” that stands out. Luckily Husqvarna makes it seriously easy for you to pair up with your significant other with a range of 2023 male, female and junior functional wear.
Photo credit: Meredith Potgieter / ZA Bikers
Husqvarna, KTM and GASGAS are the only real plastic-orientated motorcycle brands in SA that bring in the same stylish kits we see in their awesomely shot promo videos on social. Unlike the logo-heavy racing team kits, these fresh skins are slick, high-quality and make you feel like a true winter test rider.
Just like Huskies enduro motorcycles have to withstand and overcome all the challenges that mother nature can throw at them, so do you, so to help you do exactly that we welcome Husqvarna’s Functional off-road range. From lightweight race gear to the waterproof Gotland range, the line-up caters for all conditions and also includes helmets, goggles, gloves and other protective items to keep you safe.
Photo credit: Meredith Potgieter / ZA Bikers
In the photos you’ll see me wearing a combination of items from the range; Gotland Bell Moto-9 helmet, Railed pants, Authentic gloves, 100% goggles and Gotland shirt. A stand out for me is, that you can mix and match between the range, whether it’s Railed, Gotland or Authentic, they all match and complement one another—allowing riders to pick whatever combo suits their preference.
Husqvarna realise they can’t do it all and want their riders to wear the best on the best and for this, they have gone with the stunning Bell Moto-9 and 100% for goggles (new for this year is the Leatt Velocity 5.5 goggles). I have personally ridden with Bell for the last few years and can’t say enough good about them. The Moto-9 is no exception, it feels light at 1400 g, has good ventilation, comes with handy quick flip peak screws and has a magnetic D-ring for easy location. Design-wise these graphics have made their way down from the Norden 901-inspired Bell MX-9, integrating well with the kit and giving it a unique look.
Photo credit: Meredith Potgieter / ZA Bikers
Just like the premium lid and goggles, Husqvarna themselves have gone to town on designing a range of kits that follow suit. The shirt, pants and gloves are made of a combination of nylon, polyester and leather, making for an ultra-lightweight, breathable and robust kit.
A nice touch from Huskie on the Authentic gloves is the Nanofront material on the palms which not only look and feel good but enhance the grip on the bars. To reinforce the gloves there is a stitched leather insert between the thumb and pointing finger to help increase longevity for those more throttle-heavy and aggressive rides. With 70% polyester being used in the making of these hand warmers, the gloves breathe well—on top of that, they have mesh lining between the fingers.
Photo credit: Meredith Potgieter / ZA Bikers
The shirt has to be my favourite, not only because of the retro look but because Husqvarna has thrown in a chest pocket with a goggle-cleaning microfiber cloth. How cool is that! Stop, give your goggles a spray with some lens cleaner and wipe them off before hitting the next trail—a usable feature I see myself using.
Photo credit: Meredith Potgieter / ZA Bikers
Complementing the shirt and gloves we get the Railed riding pants. The elastic waist, nylon upper and mesh lower make for a good-fitting, protective and well-ventilated setup. The leather inners help with grip on the plastic and keep the heat from the motor relatively low. Again, Husqvarna’s distinctive styling has to be admired with a subtle Husqvarna crest on the one side and the ‘Husqvarna motorcycles’ logo on the other—because symmetry is everything.
So, there you have it, Husqvarna is ready and waiting for their next set of weekend test riders to come and pick up their official riding kit. As far as pricing goes, the kit is on the more premium side of the spectrum, but in our opinion, is worth every cent.
Photo credit: Meredith Potgieter / ZA Bikers
For more information on the Husqvarna functional wear featured in this article, click on the links below…
Sometimes you catch yourself being a proper doos in this job and need to have a word with yourself. There I was riding the Vespa GTS 300S away from Vespa South Africa, on the highway, and I was doing the usual thing, beginning to accumulate impressions so that I could write this. And one of the thoughts among the many was how rubbish it was on the highway. It was a windy day and, at 120-130km/h it just felt really unstable, with a tendency to weave and I started thinking all sorts of uncharitable thoughts and wondering just how far I could go with them in my review.
This was when the moment of clarity came and I had to have that word with myself. I thought about where the Vespa was designed and built and what was its main purpose and I realised that highway work was about as far from the brief for the Vespa as it is possible to get. Think of Italian towns and cities: not large and sprawling, but tightly packed, with narrow streets: precious little room to swing a cat, let alone ride fast. You need a bike that is light, narrow, nimble and manoeuvrable, nippy enough to be practical but not fast enough to be dangerous. In other words, the Vespa.
Photo credit: Bjorn Moreira / ZA Bikers
Having got that out of my system and desisted from travelling on the highways, all of a sudden the Vespa made perfect transport sense. Well, almost.
The GTS Super Sport HPE, to give the model on test its full name, sits near the top of the Vespa range, which starts with the VXL 150 and tops out with the 300 GTV. The whole range shares the modern interpretation of the classic Vespa styling which is familiar enough to feel like it has been around for a long time. The riding position is also instantly familiar: upright, with knees strangely close together and nothing to squeeze against and an easy reach to the narrow bars.
Photo credit: Bjorn Moreira / ZA Bikers
There’s no clutch any more, so the left-hand lever operates the rear disc brake and the right side the front brake and together they are fairly powerful, if a bit wooden in feel. It takes a while to gain confidence that the small wheels aren’t going to lock unnecessarily under heavy braking: braking which is all the more likely as this version of the Vespa is a nippy little thing: it picks up its skirts and accelerates sharply from a standstill and gathers speed at a surprising rate – surprising because it does it with so little fuss, engine noise or vibration: it really is uncannily smooth and silent. All of a sudden, you are leaving traffic far behind and bowling down the road at a merry rate.
Photo credit: Bjorn Moreira / ZA Bikers
The build quality really, really impressed me. There’s a lot of bodywork on a Vespa so you would think that there would be all sorts of squeaks and rattles on bad road surfaces. But it’s the exact opposite. I don’t think I’ve ever been on a more rattle-free motorbike: it was uncanny. You know the feeling when you get into a new and expensive car after something cheap, tinny and old and you feel so insulated from the road, with everything feeling all of a piece and only the thump of distant tyres reaching you in the cabin? Well, the Vespa felt a lot like that and it’s very impressive.
Photo credit: Bjorn Moreira / ZA Bikers
It just makes so much sense to have something like the Vespa in the garage: so simple to jump on and dash to wherever you are going, with the minimum of fuss and maximum convenience. The cubby hole in front of the rider has shrunk drastically thanks to the need for a cooling radiator, which has been cleverly integrated into the design so you actually don’t realise it’s there, but the under-seat storage is useful, even if it won’t fit a full-face helmet.
Photo credit: Bjorn Moreira / ZA Bikers
So, no complaints about anything so far, especially not the comfort or performance or equipment: Bluetooth connectivity, keyless ignition and locking, traction control and ABS. Hang on: traction control?
Photo credit: Bjorn Moreira / ZA Bikers
Initially, I scoffed at the idea of traction control on a scooter but, again, I thought of Italian towns and cities and all the cobbled and stone-paved streets and how slippery they get in the wet: the last thing you need is a load of torque being sent through the rear wheel on such a surface. So it makes sense. Unfortunately, it is rather sensitive traction control which means it chimes in when the rear wheel is being bounced around by our bad roads. It’s a bit disconcerting at first but you soon get used to it and it can be turned off each time you turn on the ignition.
Photo credit: Bjorn Moreira / ZA Bikers
So, it rides well, is well-equipped, beautifully put together, practical, fun and looks great, especially in the orange of the test bike. Too good to be true? No, it’s all those things. What it also is, is expensive and I can’t in all conscience not tell you and leave you to find out for yourself so as not to put a dampener on a positive review.
The GTS Super Sport HPE will set you back R199,000, which is partly justifiable thanks to the quality, performance and likely longevity, but is still a lot of money. When the bottom of the range VXL 150 is R59,000, I’m not sure if the GTS 300 is almost four times better. However, I think that many of the bikes on the market at the moment are too expensive and yet they sell and the Vespa is no different: there will be those who will pay for the pleasure of owning one and they are not only buying a piece of Italian cultural history and a design icon but one of the best scooters on the planet. It’s really as simple as that.
Mike Puzey (Owner and founder of Biker’s Warehouse) has plotted a new route that will not disappoint. Midway through the trail, we have set up a demo pit-stop, where you can test all the adventure bikes we offer below.
The Brother Leader Tread KTM racing team achieved remarkable success at the battle royale round of the National Cross Country Championships held in Bloemfontein, braving scorching temperatures and challenging dusty conditions to clinch three red plate championships! This triumphant performance showcased the team’s tireless dedication to excellence in off-road racing.
Image source: ZCMC Media
In a gruelling race that tested the mettle of every rider, the team demonstrated their prowess and never-ending dedication to emerge victorious. Bradley Cox, a formidable force in the OR1 class, not only secured the OR1 championship and overall championship but also celebrated his remarkable 10th championship, cementing his legacy as one of South Africa’s finest riders.
Image source: ZCMC Media
“I am super happy to wrap up the title. What a crazy day today. First off with me just being pretty useless in the time trial and having to come from behind in the field and the tyre issue we faced for more than half of the time, really had my nerves on an all-time high,” Cox commented.
He went on to say, “To cross the finish line and find out I also won the overall title was just the cherry on top of my year. It has been a big goal to get this 10th title, especially after my crash at Dakar and the injury that followed. Big thank you to Brother Leader KTM team for a great year and helping me achieve this amazing goal.”
Image source: ZCMC Media
Kerim Fitz-Gerald, no stranger in the racing industry snatched up his very first cross-country championship in the Seniors class. This milestone victory serves as a significant stepping-stone for Fitz-Gerald as he prepares to embark on the prestigious Dakar Rally next year.
Fitz-Gerald said, “The day was quite tough, and I had an unexpected race day which is also good so we know how we can be better and prevent it from happening again. Saturday wasn’t an easy race day for me, we all had a couple of setbacks out of our control but all in all I’m so happy to have won. So stoked to say that I have a cross-country championship under my belt now. We will give it another go next year and return swinging in 2024.”
Image source: ZCMC Media
Flying the orange flag high in the OR3 class, Matthew Wilson, displayed exceptional skill and consistency to claim his second championship, further establishing himself as a rising star in the sport and someone to keep an eye on. Wilson stated “The final round of the national cross-country championship was an all-or-nothing day for me. The time trial went great for me, I qualified 1st in class and 5th overall, and the main race was one of my most enjoyable races ever! Peter Karam and I were dicing for first place all day long and I knew I had to win to have any chance at the championship, so I put my head down and came away with the win by 10 seconds and the OR3 national title.”
Image source: ZCMC Media
He further went on to say, “My Brother Leader Tread KTM ran like a dream all day long and we were able to put it on the top step once again. It was a rollercoaster of a season for me with bad results at the beginning of the year but after the doubleheader in Ganyesa, I was back in championship contention. Thank you to my amazing team for another great year and clinching that championship.”
Image source: ZCMC Media
Rounding off the array of achievements, Scott Heygate delivered exceptional skill and stability to claim a step on the podium and secure that well-deserved third-place finish in the OR1 class. Heygate’s tenacity and skill contributed significantly to the team’s overall success and putting KTM on top step.
“What an end to an up and down season for myself. Really happy to end on a high note and run up front again for a while. Moving up to the OR1 class came with a few extra challenges but I adapted well and looking forward to hopefully riding the 450 more and getting more comfortable. Just want to say a big thank you to the whole Brother Leader Tread KTM team for everything this season” Heygate commented.
Image source: ZCMC Media
Megan Prinsloo, Group Marketing Coordinator closed off the weekend saying, “It was a long day of racing in very challenging and hot conditions. I am very proud of the hard work and dedication that the team and riders put in to wrap up all three championships. We will be back to defend our titles next year!”
It was a rollercoaster of emotion for the Husqvarna Racing team this past weekend at the fifth and final round of the National Cross Country Championship conquering the relentless heat and challenges. In a race marked by adversity, Davin Cocker’s remarkable performance in the OR2 class and the team’s determination stood as a testament to their unwavering commitment to excellence and the sport.
Despite facing a couple of difficulties, Davin Cocker showcased his exceptional riding capabilities and commitment by piloting his Husqvarna FX350 to the top spot in the OR2 class after dealing with setbacks and unfortunately losing the formidable Overall Championship. Clawing his way back from 16th to 12th overall and first in OR2 class in just two laps. Cocker’s tenacity and talent ensured that he maintained his remarkable form and secured another victory for round 5, further solidifying his status as a force to be reckoned with in off-road racing.
Image source: ZCMC Media
He commented, “2023 ended with a twist, not necessarily what we wanted but still happy with my end result. I’m super stoked to come away with the victory in OR2 and 2nd in the overall championship. I can’t wait to get back into the racing next year with new changes and improvements, thanks to the Husqvarna Racing team, everyone behind me, and for all the support they give. I couldn’t do it without you all.”
Group Marketing Coordinator, Megan Prinsloo, commended Davin Cocker’s remarkable achievement, saying, “Davin’s performance in Bloemfontein was nothing short of remarkable. He faced a challenging race with the odds stacked against him, but his determination and skill prevailed. Winning the OR2 class is a testament to his talent and the exceptional capabilities of the Husqvarna FX350.”
Image source: ZCMC Media
Ryan Pelser, competing in the OR3 class, having a solid day in the saddle, secured a seventh-place finish. Despite the challenges encountered, Pelser stayed committed to the race and the team to persevere in challenging conditions.
Pelser said, “It was my first time racing in Bloemfontein and it was the fastest race of the season. I enjoyed the Time Trial and finished 3rd in OR3. The main race was fast and challenging. I will work hard to come back stronger!”
Image source: ZCMC Media
Closing off the season Megan Prinsloo commented, “It was a long and hard year of racing, and we are very proud of our riders. We will come back strong and fight for the Overall Championship win next year!”
Pepson Plastics Kawasaki Factory Racing with Scottish Cables and Motul came home from Bloemfontein with a fourth Trademore South African Cross Country Motorcycle title in three years since Kawasaki returned to dirtbike racing in 2021. 2023 Masters champion Pieter Holl joins Pepson Plastics 2022 Masters champion Kenny Gilbert and Kawasaki’s double 2021 and ’22 OR1 champion Mike Pentecost on Team Green’s roll of honour.
“2023 was another vintage year for Pepson Plastics Kawasaki Factory Racing with Scottish Cables and Motul,” team principal Iain Pepper confirmed. “Not only did our Master Peter Holl ensure that Kawasaki has taken a title in every season since returning to National Cross Country Motorcycle racing, but the rest of the team enjoyed a great weekend too.
Photo credit: Motorsport Media
“Pieter came home second in Masters and both Jaycee Nienaber and Wian Wentzel rode into the top ten en route to sixth in OR1 and third on OR3, respectively. In the junior classes, Jake Pretorius was fifth in the National 65cc race and Jayden Boyce took the IPC High School win.”
Masters champion Pieter Holl was proud to fix the red number one plate to his Kawasaki on Saturday afternoon. “I was delighted to come home second in Bloemfontein to wrap up the 2023 South African Masters Cross Country Championship,” Pieter confirmed. “That was another great weekend of racing on a hard and fast track. “I must thank my incredible Pepson Plastics Kawasaki team for a brilliant machine at every race, and Iain for everything that has made this incredible result possible. Thank you all so much for a great season!”
Wian Wentzel was similarly delighted to return to National action in a fine third on OR3. “I really enjoyed another awesome weekend ripping my Kawasaki KX 250 X in Bloem,” Wian admitted. “The bike ran smoothly all day on a fast and flowing track, but the heat made racing conditions very challenging. Still, I pushed through to finish a strong third in class and tenth overall. “I’m stoked to end my national season on a high and big thanks to the whole team, my family and supporters for always backing me to enjoy doing what I love!”
Photo credit: Motorsport Media
Jaycee Nienaber was also happy with his top-ten finish. “That was a hot, dusty, and challenging day in the saddle, with a combination of fast racing and some twisty challenges in between. My Pepson Plastics Kawasaki KX 450 X ran strong as always, getting me to the finish line ninth overall and sixth on OR1. Huge thanks to the team as always for a fantastic bike and the opportunity to race it flat out!”
Photo credit: Motorsport Media
Pepson Plastics Kawasaki High School lad Jayden Boyce also enjoyed a positive outing as he picked up the IPC 125 cc win in the Free State finale. “It was hot and dusty, but I had a blast at Bloemfontein,” Jayden admitted. “Congratulations to oom Peter and all my teammates on a great weekend, and a huge thank you to my Pepson Plastics team!”
“That successfully wraps up another great Trademore South African National Cross Country Championship season for Pepson Plastics Kawasaki Factory Racing with Scottish Cables and Motul,” team boss Iain Pepper concluded. “There’s still the matter of the Gauteng GXCC championship to wrap up, but we must congratulate all our riders, and our whole team on another great national effort. Thank you, guys!”
This September will usher in the 30th anniversary of Bikewise, the motorcycle accessories entity that forms part of the KMSA stable. To fully understand the magnitude of starting a business like Bikewise back in ’93 you need to consider the volatile times we lived in. South Africa was still 2 years off our “new democracy” with all the uncertainty and fears that held. Chris Speight, the KMSA Bossman, was a relatively new import to Jo’Burg from the Last Outpost, (Durban, to the less informed) and had taken on the responsibility of running Kawasaki. Chris had cut his teeth in the motorcycle industry with involvement in accessories, so it was not breaking entirely new ground when the opportunity to take over as the sole importer of Arai arose. Pitching against several other interested parties, Chris pulled it off.
Photo credit: ZA Bikers
Arai then became the nucleus of a new accessories entity called, by Chris’s wife Kim, Bikewise. Chris says, “We did not want to be all things to all people, but rather a business that imported niche quality products serving the motorcycling community”. I believe that the success of Bikewise can be ascribed to the fact that they have, over the years, managed to negotiate some real household motorcycle industry brands into their stable. Let’s look at what, on reflection, amounts to a who’s who of accessory brands.
ARAI (Since 1993) – The Japanese helmet maker has, over the years, established itself right at the pinnacle of helmet design. The fact that the bulk of the MotoGP grid chose Arai bears testimony to how they are rated by the World’s best riders. A truly superb product, this was one of Bikewise’s coups when they secured the sole distributorship right for Arai in SA.
Image source: Arai
SBS (Since 1995) – Danish-made brake pads and components that have built a solid reputation for quality and performance over many years. Struggling to stop? Fit some SBS pads ASAP!
Renthal (Since 2012) – Is to handlebars what Kirby is to vacuum cleaners. Simply the best. Original equipment on most adventure and dirt bikes, and they offer a wide variety of bends and widths. Whatever bar you choose, rest assured that they are as good as you can get.
DID (Since 2014) – Original equipment on many motorcycle brands, DID chains are another industry standard brought to you by Bikewise.
Image source: DID
Optimate (Since 2014) – I am speaking from personal experience when I vouch for the user-friendliness and effectiveness of these battery care systems. Do you need to keep your bike or car battery in tip-top shape? Get yourself an Optimate smart charger. In my opinion, there is none better—available courtesy of Bikewise.
Pirelli (Since 2014) – This Italian tyre brand have been making performance rubber for cars and bikes for yonks. I have raced on them, toured on them and just plain trusted them to keep the shiny side up in all weather conditions—another superb product in the Bikewise stable.
Image source: Pirelli
Motul (Since 2019) – The premier French oil giant has a wide range of lubricants and motorcycle care products that compete with the best in the industry. Developed in the crucible of fire that is motorcycle endurance racing, Motul gives you peace of mind when it lubes and cares for your ride. Want some? Contact Bikewise.
Photo credit: Bjorn Moreira / ZA Bikers
Acerbis (Since 2020) – Staying in Italy, Acerbis are legends, particularly in the offroad scene. Protective gear for both bike and rider, apparel, long-range fuel tanks and even helmets. Acerbis does it all. My Acerbis header tank used on my Honda XR500 in the ’70s still serves me faultlessly today. They are becoming major players in the mountain bike scene too, with all sorts of protective kits. A brand I personally kitted myself out with.
Photo credit: Dave Cilliers / ZA Bikers
NGK (Since 2020) – Only in SA could it be confused by some with a church, in the rest of the world NGK is recognised as being at the top of the Spark Plug manufacturing tree. Another brand that is original equipment on many manufacturers’ bikes. Another Bikewise distributorship coup.
When you reflect on Bikewise and you see what products they have secured you start to understand their success. Harvard Business School asked a final-year MBA class to define what they considered a good business. Many stated the obvious such as “it must be profitable etc”. The Professor answered the question that those were the results of a good business, not the definition. The definition that was accepted by all was this. “If you have a product or a service that is so good, that if people could, they would pay money for it”. From the get-go, Bikewise identified a range of products that we are happy to pay money for. It takes a special business to stand the test of time, especially when it is a 30-year test! Kudos to a man who had the vision and foresight to establish such a business. Chris, take a bow!
Bikewise will be running some cool promotions over the next couple of months to celebrate their 30-year success story. For info on these promotions, keep an eye on their Facebook and Instagram pages.
As I write, our lucky colleague Brian Cheyne is in Thailand, attending the launch of the new TVS Apache RTR 310 motorcycle. Now, the name TVS will be familiar to any motorcycling enthusiast, even if they have never even seen one.
TVS is the third-largest motorcycle manufacturer in India, with annual sales of three million units, which it exports to over 60 countries. TVS also has manufacturing tie-ins with BMW, for whom it builds the G310 series of motorcycles and recently invested 100 million pounds sterling in Norton in the UK. In short, TVS knows what it’s talking about when it comes to motorcycles.
Image source: TVS
Not wanting to steal my colleague’s thunder – he will, of course, write a full appraisal of the Apache RTR 310 when he returns – this new model is well worth talking about extensively because it is quite incredibly well-equipped for what it is and what it is likely to cost.
Just look at this list of features: fully adjustable suspension, five riding modes, including a Supermoto mode which will disable ABS at the rear, a six-axis IMU giving access to cornering ABS, lean-sensitive traction control, cornering cruise control, wheelie control slope dependant control, rear lift control; bi-directional quick-shifter, tyre pressure monitoring, TFT dashboard, with GoPro control and Bluetooth connectivity and heated/cooled seat.
Image source: TVS
There is even something called Glide Through Technology (GTT), a first-in-segment feature that aids ease of riding during slow movements while in traffic or otherwise (my colleague will be able to expand on this further).
I mean, come on, there are many much larger and more expensive motorcycles on the market that can’t boast that amount of technology. And this is on a 312cc naked bike, a bike that is really going to shake up the sub-500cc segment enormously when it arrives here in SA.
Image source: TVS
All the above is available via two customisation kits, available on the TVS Built-To-Order platform – the Dynamic kit and the Dynamic Pro kit.
The engine, one suspects, will be as found in the BMW G310 range but it will be interesting to see how it feels in the TVS Apache.
The X.VILIJORD ZERO PRO is Portuguese helmet maker NEXX’s premier modular helmet designed to bridge the on-road/off-road gap. The ‘PRO’ part of its name refers to the shell (available in three sizes) which is manufactured from carbon fibre, a material renowned for its strength and lightweight. Dare I say it looks super trick too.
Photo credit: Bjorn Moreira / ZA Bikers
Modular helmets have grown massively in popularity in recent years due to their tremendous versatility. Having said that, one must bear in mind that no matter how well-designed a modular helmet is, it will never have quite the structural integrity of a one-piece helmet, however, recent tests have shown that the safety rating of high-end modular helmets are getting closer to full-face helmets (the X.VILIJORD ZERO PRO is double homologated for Full Face and Jet (P/J) – which means it meets CE Standards).
Touring and Adventure riders spend more time at a relaxed pace and are prepared to sacrifice a smidge of protection for the wide range of talents offered by modular lids.
Photo credit: Bjorn Moreira / ZA Bikers
NEXX’s premier offering has a lot going for it, jam-packed with features to make it appealing to riders shopping for a modular helmet. The materials and construction are hard to fault. Hinges and catches are a combination of stainless steel and aluminium.
Photo credit: Bjorn Moreira / ZA Bikers
Padding and lining have been thoughtfully designed and fitted, with additional custom pads (that come standard with the helmet), allowing owners to custom-fit the helmet to conform to their head shape.
Photo credit: Bjorn Moreira / ZA Bikers
Lining and padding are removable for washing and are made of a soft and comfortable material that dries quicker than cotton. The beauty of a carbon helmet is not only its lightweight but the finish which does not easily show finger marks and scratches. At 1650 grams the X.VILIJORD ZERO PRO is lighter than most of its peers.
Photo credit: Bjorn Moreira / ZA Bikers
With the ability to open the front of the helmet, it makes for easy fitment. A central release button on the leading edge of the face section allows easy single-handed raising of the front section. The strap opens the helmet and widens the neck roll padding so that when the helmet is secured it causes the neck roll to sit snugly against your neck. The front section has a padded chin curtain which completes the process of keeping the helmet quiet as well as eliminating drafts.
Photo credit: Bjorn Moreira / ZA Bikers
The visor is pin-lock compatible and has four settings which stay put once selected, allowing you to regulate airflow as you please. In the fully closed position, the screen has a nubbin on the front which subtly locks the visor snugly against its double-edged seal. Nexx have really gone all out to keep you snug and reduce wind noise. The visor is robust and does not distort at all. There is a flip-down dark visor which is operated by a sliding tab on the left-hand side of the helmet, which I found easy to locate and operate even with a gloved hand. As with the main visor, there is no distortion at all.
Photo credit: Bjorn Moreira / ZA Bikers
The neck strap secures by way of a sliding latch as opposed to the familiar double D-ring system. It engages and disengages seamlessly. The X.VILIJORD ZERO PRO has built-in recesses covered by removable plates to accommodate their NEXX X COM 2 Bluetooth system and batteries. Other systems can work with a little modification.
Photo credit: Bjorn Moreira / ZA Bikers
There is also a place for an action camera to be mounted on top of the helmet, as well as on the right side. Vloggers will love this versatility.
Image source: NEXX
The adventure peak works really well and comes with an easy-to-fit extender. I found the extender dropped into my line of vision and moved slightly at speed. This was distracting so I whipped it off and found the normal visor excellent. The helmet is extremely stable in the airstream, making for easy high-speed riding.
Photo credit: Bjorn Moreira / ZA Bikers
The helmet has a chin vent as well as a forehead vent, both of which flow through to two outlets towards the back of the helmet. Ventilation vents operate smoothly and feel robust and solid.
Photo credit: Bjorn Moreira / ZA Bikers
I found that the helmet seals so well that despite the vents it can feel a little stifling when you are at a standstill. This is easily remedied by opening the visor a tad or if it is really hot just flip up the front section. The helmet is reasonably quiet thanks to the snug fit.
Photo credit: Bjorn Moreira / ZA Bikers
To sum up. The NEXX X.VILIJORD ZERO PRO helmet is a quality modular helmet with all the bells and whistles that you can think of. It is lighter than its peers and the overall fit and finish are excellent. It is obvious that a lot of thought went into its design. At a recommended retail price of R11,895, it compares very favourably with its premier quality peers. If you are in the market for a new modular helmet then it should be on your shopping list.
Photo credit: Bjorn Moreira / ZA Bikers
NEXX X.VILIJORD ZERO PRO
For more information on the product featured in this article, click on the link below…
I have always had a passion for footwear. Back in the late ’90s, I ran a small ‘specialised’ sneaker store in the heart of Sheffield, UK, called SNEAX, where we sourced rare and collectable sneakers from Europe, the USA and Japan.
Even though I am no longer involved in the sneaker business, decades on, I still have an appreciation for fine footwear, and I am certain that my closet will testify to this fact.
Photo credit: Bjorn Moreira / ZA Bikers
Over the past several years, I have owned several pairs of riding sneakers from brands such as Forma and TCX. To be honest, I haven’t gelled with either as daily wearing boots, due to them not being that comfortable and with the Forma’s, they take ages to put on due to their lengthy impractical lace-up system (you literally have to loosen all the laces to get the boot on).
So, what I have found myself doing more often than not, is reach for my ‘good old faithful’ Salomon Hiking Boots, the reason being, is that they are super comfy, easy to put on, waterproof, breathable and when out on an adventure, they are excellent for walking in any type of terrain—perfect for the South African adventurer.
Photo credit: Bjorn Moreira / ZA Bikers
Admittedly, when it comes to a safety perspective, I do understand that I have been taking serious safety risks by wearing my Salomons as riding boots. I’ll go one further and state that as a biker who attends a lot of biking events, I do see many other bikers out there, who wear similar ‘hiking-style’ boots as riding footwear, and I am guessing that they do this based on similar reasons to me.
I was chatting with Steve Theron from Sparx Distributors recently on this exact topic, who had noticed my non-safety hiking boots at a meeting. After a quick reality check, Steve suggested that I try a pair of Stylmartin’s latest crossover riding boots.
Enter Stylmartin’s Vertigo WP Black…
Inspired by the Outdoor world, the new and innovative Vertigo WP boot represents the new concept by Stylmartin: Ride n’ Hike. These look very similar to traditional hiking boots, but, with the protection needed to protect your feet and ankles when riding your motorcycle.
Photo credit: Bjorn Moreira / ZA Bikers
Specs-wise, you’re talking full-grain leather which is both waterproof and breathable, designed in Italy and made in Europe—these are seriously high-quality boots.
The fastening system is very sleek and works extremely well, making them very easy to put on and off, which for me is an important factor when purchasing any boot.
Photo credit: Bjorn Moreira / ZA Bikers
Laces are reflective and there’s even a slow-away compartment at the front of the tongue to store those unwanted laces (when tied), which from a safety perspective is very clever.
Photo credit: Bjorn Moreira / ZA Bikers
Talking safety, the Vertigos comes standard with D30® Technology, which is a high-performance impact protection technology that is fitted around the ankles.
Photo credit: Bjorn Moreira / ZA Bikers
The toe has a very strong feel to it, it’s rock-solid actually, and your feet certainly feel protected when wearing these Stylmartin boots. Also on the toe, is an additional leather fitted piece, designed to protect the boot when changing gears.
Photo credit: Bjorn Moreira / ZA Bikers
Comfort-wise, the insoles have a perforated anti-shock cushioning technology, making the Vertigos seriously comfortable boots. The outsole has an anti-slip grip pattern with drainage channels to shed mud and water, I’ve done some mild hiking in them and can report that they are as practical and comfortable as my good old faithful “Salomons”.
Photo credit: Bjorn Moreira / ZA Bikers
Now, the price of a high-end hiking boot from Salomon you’d be looking to spend around R4000 (these are typically manufactured in the Eastern part of the world). For that, you get a comfortable practical hiking boot, but, with no motorcycle safety features whatsoever.
In comparison, a pair of Stymartin Vertigo WPs will set you back R4895. For that, you get a Premium Italian Designed manufactured in Europe boot, that has all the same functions as the Salomons, but with the added safety features of a CE Certified motorcycle riding boot. To me, this is an absolute no-brainer when comparing the two options, when you consider all the extras that you get for not that much extra spend, it really is a good value proposition indeed.
Photo credit: Bjorn Moreira / ZA Bikers
Overall, I am stoked that I have discovered these Crossover riding boots from Stylmartin, It has only been a few months now since ownership, but it seems that these Stylmartin Vertigos are becoming my new “good old faithful” boots. I now have all the comfort and practicality as before, but now with the added protection needed for riding my motorcycle. Which in return, gives me peace of mind.
I look forward to many adventures ahead with my new Stylmartin boots…
Photo credit: Bjorn Moreira / ZA Bikers
Stylmartin Vertigo WP
For more information on the product featured in this article, click on the link below…
Get ready for an exhilarating journey through a century of innovation, speed, and style as we celebrate 100 years of BMW Motorrad under the banner of the iconic slogan “Make Life A Ride!”
Join us for an unforgettable event that combines live music, delectable food, a stunning venue, the exclusive launch of the limited edition R nineT and BMW R 18 motorcycles, and comfortable accommodation options, all in one dynamic experience.
EVENT HIGHLIGHTS
Live Music
Prepare to be swept away by a lineup of exceptional artists who will ignite the stage with their electrifying performances. As part of the BMW Motorrad 100 Years’ Celebration, we are thrilled to present a handpicked selection of musical talents who will elevate the event to new heights.
Each artist brings a unique musical flavour to the celebration, embodying the spirit of BMW Motorrad’s century-long journey. From soul-stirring ballads to energetic beats, their performances are a tribute to the passion, innovation, and excellence that define BMW Motorrad.
Image source: SA Music News Magazine
Food Vendors
Indulge your palate in a gastronomic adventure like no other. Savour a diverse range of culinary delights from carefully selected food vendors, offering everything from gourmet dishes to global street food.
Fuel your senses and fuel your passion for life’s finest pleasures.
Photo credit: ZA Bikers
BMW R nineT & BMW R 18
Witness history in the making as we unveil the much-anticipated 100-Year Limited Edition BMW R nineT and BMW R 18 motorcycles. Experience firsthand the fusion of cutting-edge design and unmatched performance, as we introduce these masterpieces that encapsulate a century of BMW Motorrad’s engineering prowess.
Image source: BMW
The Venue
Step into the luxurious and immersive world of Grotto to Gravel – a unique venue that seamlessly blends sophistication and adventure. This picturesque setting provides the perfect backdrop for celebrating a century of BMW Motorrad excellence, offering an experience that’s as elegant as it is thrilling.
Photo credit: ZA Bikers
Accommodation
Extend your experience beyond the event with our comfortable accommodation options. Relax and recharge in style, ensuring you’re well-rested to continue the celebration. Whether you’re seeking luxury or convenience, we have a range of accommodations to suit your preferences.
Photo credit: ZA Bikers
Tickets
Secure your spot at this monumental celebration by grabbing your tickets early. Choose from a variety of ticket packages that cater to your preferences, including VIP access, exclusive merchandise, and more.
There have been many products over the years that claim to boost the octane rating of petrol, thereby unlocking more power from your engine. While it is easy to be slightly cynical about the efficacy of such products, independent testing does seem to corroborate the claims made by the manufacturers.
Carburettors used to have their problems but they were far less finicky and infinitely easier (or more accessible) to work on than modern fuel injection systems. However, fuel injection is far more reliable and economical, surely important in this day and age.
Which makes it all the more important to look after your fuel injection systems. While it might seem there is little you can do, a new product from Motul promises to not only enhance performance by boosting the octane rating but also, adds an important cleaning function.
Photo credit: Bjorn Moreira / ZA Bikers
Motul Boost and Clean can be used in any type of engine – two-stroke and four-stroke – and irrespective of whether it runs on carburettors or fuel injection. Besides boosting the octane rating of petrol, it also helps clean carburettors, injectors, valves, transfer ports and combustion chambers. The cleaning property is especially important in fuel injection pipes and nozzles as they tend to be very fine and easily clogged.
It also works very well for motorcycles that are likely to be laid up or simply not used for a while, Boost and Clean prevents fuel residue build-up, which can lead to all sorts of problems when you come to start it after a few months (if it will start, that is!).
Photo credit: Bjorn Moreira / ZA Bikers
Bjorn Moreira (ZA Bikers) who owns a collectable 1994 Aprilia RS 250, had this to say:
“Heading into Spring has got many lucky petrol-heads uncovering and rolling out their vintage or classic bikes for a ride. Most of us have a whole set routine, almost like a pilot has; fuel tap on, choke back, a few blips from the throttle and a kick or two. That first puff of blue 2-stroke coming out of the expansion pipes always gets me smiling and the next few minutes of warming the motor before the ride, lets that 2-stroke cologne set in.
“There are ups and downs to owning an almost 30-year-old motorcycle, one being parts are scarce and the latter being that today’s pumped fuel is of a lower grade.
Photo credit: Meredith Potgieter / ZA Bikers
“Most high-performance vintage two-strokes were built to run on the premium octane fuel of that period. However, those octane numbers are long gone. In addition, today’s fuel is also loaded with varying percentages of ethanol and oxygenates that did not exist back in the day. The result is that any vintage two-stroke (being ridden aggressively) needs to be modified to live happily with the increased detonation risks of today’s pump fuel, or even be mechanically prepared to operate reliably on a well-thought-out mix of “higher octane” options.
“With silly money already being spent on rebuilding my Aprilia’s motor, these are risks I’m not willing to take, welcome Motul’s Boost and Clean. I’ve used Boost and Clean for the last 2 months with two full tanks of fuel and I’ve noticed a significant difference. Where I’ve noticed the main difference is under start up, the ‘RS’ starts up way easier (we talking 2 kicks instead of 12), which makes me believe that the 2 octane bump up and the special additives in Boost and Clean are in fact keeping the fuel system clean and away from harmful buildup.
Photo credit: Bjorn Moreira / ZA Bikers
“My reason for using Motul’s Boost and Clean has nothing to do with enhancing performance, but rather to keep and maintain my RS’s original performance going into the future. It is definitely a product that I will be using almost religiously going forward and it’s a product that I can highly recommend to anyone who has an older motorcycle or one that stays in storage for months on end” said Bjorn Moreira.
Obviously, the benefits of this cleaning action on both running and resting engines will only be seen over a long period and therefore, impossible to assess over a short period of time, but anything that might prevent problems further down the line is to be welcomed.
Photo credit: Bjorn Moreira / ZA Bikers
One aspect of the product we could test immediately was the ‘Boost’ element. I tried a bottle of Motul Boost and Clean in a Hero XPulse 200, adding a bottle to a full tank of petrol (13 litres). We thought this was the best way of testing the product, as the Hero’s 18bhp and 17Nm could really do with a bit of a boost. Motul claims an increase of 2-2.5 octane ratings, so your 95 should be increased to 97 octane or thereabouts.
Boost and Clean didn’t turn those 18 horses into 36 thoroughbred stallions, but the engine did feel as if it had a little more pep to it. Okay, so we ran a test over a couple of weeks, whereby we tried a tank without the Boost and Clean and then another tank with the Boost and Clean, to make sure that we didn’t imagine things. We can report that we were not imagining things. There was definitely more pep-in-its-step with the Boost and Clean added than without, albeit very slight improvements.
Photo credit: Bjorn Moreira / ZA Bikers
Motul recommends you put in a bottle every two full tanks of fuel. It doesn’t matter how many litres your tank holds: Motul states that a 200ml bottle is good for 20 litres but no harm will come to your engine if you put a whole bottle into a 12-litre tank. Of course, you have to work out for yourself if it is worth adding to the cost of filling up by adding a bottle every second time but apart from the short-term benefits of enhanced performance, what has to be remembered is the long-term benefits of keeping your fuel system in good order.
Don’t just take our word for it, here is what Hippocrates Bogiages (Business Technical Manager at Motul South Africa) had to say:
“I highly recommend including Motul Boost and Clean in your regular motorcycle maintenance routine, this additive is designed to both enhance the performance and longevity of your engine. This additive increases the octane number of your fuel, promoting better combustion, which will ensure the preservation of combustion chamber cleanliness while cleaning carburettors and injectors and preventing the formation of any deposits. To add to this, Boost and Clean will also disperse condensed water that may be in the system, it really is an all-round win that not only improves engine performance but your riding pleasure too” said Hippocrates Bogiages.
Photo credit: Bjorn Moreira / ZA Bikers
Wow, that’s very interesting information from Motul’s technical manager. Tell you what… we pay a fortune for our beloved motorcycles, therefore, if an oil company as advanced as Motul has developed a product to enhance and maintain the reliability of our engines, then, I don’t know about you but from our perspective, putting a few tins a month into our motorcycles is a small price to pay knowing that we have done all we can, to keep the heart of our beloved motorcycles in tip-top condition.
You can find Motul Boost and Clean at any dealer who stocks Motul products.
Photo credit: Bjorn Moreira / ZA Bikers
MOTUL Boost and Clean
For more information on the product featured in this article, click on the link below…
Shaun Willis, currently the Head of MINI South Africa, has held several key roles with BMW Group over the last 27 years. His previous roles include BMW Group Aftersales Area Manager: Sub Saharan Africa; BMW Group South Africa Aftersales Manager: Gauteng South; BMW Group South Africa Area Sales Manager: Gauteng; and MINI South Africa Head of Sales.
Image source: BMW
As the Head of MINI South Africa for the past three and a half years, Shaun built on his extensive experience in Wholesale and Retail, and Sales and Aftersales to consolidate MINI South Africa’s strong position in the country.
Now looking to lead BMW Motorrad South Africa to greater heights, Shaun commented: “It’s been a real privilege to work and grow with the MINI South Africa team. I am looking forward to leading the BMW Motorrad South Africa team which has done an excellent job growing the motorcycle division. I know that we will display great performance in the time ahead.”
Peter van Binsbergen, CEO of BMW Group South Africa added: “Shaun’s new appointment is of great value to the BMW Group South Africa business. Given his commendable expertise, rich experience and great success with MINI South Africa, I’m certain this transition will be seamless. With BMW Motorrad South Africa’s strong product range and the imminent launch of a new product, the BMW Motorrad South Africa team will counter the current economic headwinds our industry faces. I am confident that Shaun and the BMW Motorrad team will continue to grow from strength to strength in the upcoming years.”
Motorcycle boots have come a long way since the early 1900s, when leather harness boots were the go-to for all, typically worn by soldiers and steam locomotive workers at the time. It was only really in the late 1960s and early 70s when a plethora of Italian motorcycle boot companies jumped onto the scene, making the first of the plastic, hinged, motocross boots. Yes, the likes of Gaerne, Sidi, Alpinestars and UFO Plast have been there since the inception of the focused motocross and trail riding boots.
UFO Plast’s story started back in 1977 with deep roots in the off-road world and since then the brand has grown a reputation across the waters for its unmistakable design and quality, serving everyone from weekend riders to professional athletes. What ‘UFO’ does well is bring high quality and design from their performance-level products down to their entry-level products.
Photo credit: Meredith Potgieter | ZA Bikers
We all started our dirt bike riding journeys somewhere, some on the cream of the crop almost factory-ready bikes, others on pre-owned race warriors and some on entry-level dirt bikes. Do any of those options stop you from having an awesome time in the dirt? Not at all, but the latter can make it more of a challenge. When it comes to MX and Enduro kits, thankfully this is no longer the case, with many companies, UFO Plast being one, now offering affordable riding kits and in this case boots thanks to technology handed down from their time spent on tracks and trails. You no longer need to sacrifice anything at the top of the mountain to slide on a new pair of dirt boots.
So, what does UFO have in their entry-level boot bag? Out the bag and onto the pegs we’ve got the Elektron and Obsidian, both non-hinge mx/enduro boots. For entry-level riders or riders who aren’t riding at 10/10ths, non-hinge boots are the bomb and gee do they look good and save you some fuel money. The Elektron and Obsidian are no exception when it comes down to good looks, they come in a hand full of colours to suit any m&m you pull out of the bag and are damn comfy too. The UFO has landed and you’ll see many Aliens, either ghosted out or in plain sight on both of these cool-looking kicks.
Photo credit: Meredith Potgieter | ZA Bikers
The Obsidian is your more traditional-looking mx boot with its iron toe, reinforced sole and 4 micrometric adjustment buckles giving off that rugged look, which could also be perceived as safer. Yes, there are no fancy aluminium buckles to withstand Thor’s wrath when buckling up, but that’s no real issue on either of these boots. It does have a very neat lower coupling with large protective spoilers to keep the lower buckles out of harm’s way when hitting rocks or getting into dogfights with your mates on track.
Photo credit: Meredith Potgieter | ZA Bikers
Material-wise, the Obsidian and Elektron are both constructed out of leather and TPU (elastic thermoplastic materials), which offer high resistance to abrasion and a considerable amount of flexibility. The abrasion and heat-resistant leather upper comes to the party hand in hand with an abrasion-resistant suede heat shield—adding to that extra level of safety. Talking about safety, the Obsidian also has Achilles protection running down the back of the boot.
Photo credit: Meredith Potgieter | ZA Bikers
Unlike the Obsidian, the Elektron looks and feels like your more slick Italian modern mx/enduro boot. Once slid on they feel like a “soft boot” meaning you can position your feet easier and feel a lot more feedback through the boots. The Obsidians were also pretty soft but not as soft as the Elektron. The soles on the Elekron come in cool colours like these red chaps. As for both boots, they’ve got a tight fit around the mid part of the foot, so I would imagine them fitting riders with skinnier feet. However, with more riding, they should break in nicely.
Photo credit: Meredith Potgieter | ZA Bikers
When it comes to safety like on any entry-level boot, you don’t get much, but what you do get is a cleaner design and a much lighter boot. Compared to its brother, the Elektron exposes riders more to the elements on the tip of the boot and at the rear. However, it was my preferred boot and again they felt great on the pegs. For buyers looking for a stiffer and possibly safer boot for harder rides, the Obsidian is the better choice, but for those who are looking for a lighter and more flexible boot, I’d go with the Elektron.
As for pricing, both of these boots sell for just over 4k and for what they offer in quality and fit, I’d say they are worth every cent. If not my word, take AMP’s word, a company that brings nothing but the best into South Africa and with UFO Plast and their massive range of MX and Enduro plastics, suit kits, boots, helmets and racing accessories, I can’t wait to see how they elevate this great brand in South Africa.
Photo credit: Meredith Potgieter | ZA Bikers
UFO Plast – Elektron & Obsidian MX Boots
For more information on the products featured in this article, click on the links below…
As a freelance motorcycle journalist, I get to ride a great deal of motorcycles. Some impress you before you even reach second gear. Others take a while longer to appreciate fully, almost like a fine wine. The Ducati DesertX, for me, falls into the latter category.
When the Ducati DesertX was launched, I knew I wanted to ride it, but due to shipping delays, I had to wait quite a while to finally swing a leg over. Now, if I am honest (as I should be) the bike underwhelmed me at first. Power and handling were not a problem, but minor things like the exposed wiring loom in the fairing looked out of place on a Ducati. On a bike in this price range, I don’t want to see the wires going to the indicators or read the part number of the headlight cluster from where I am sitting. Another thing was that the bike looked way too aggressive for my style of riding. Don’t get me wrong though, the DesertX is a gorgeous bike, but I am more of a Multistrada-type rider. I love the tarmac with the occasional gravel road thrown in. The DesertX looked every bit like the hardcore Enduro bike that it is, and I will probably never venture to the places this bike can take you.
Photo credit: Brian Cheyne
However, having had the bike in my garage for four months, I have really started to appreciate it, it has become my go-to bike, to the point that I am honestly thinking that this might be the only bike I would ever need. Has Ducati pulled off the perfect dual-sport bike?
With Ducati’s success in the MotoGP and WorldSBK Championships, we got accustomed to the fact that this is where Ducati excels: very fast road bikes. So, when they first revealed the DesertX concept way back in 2019, we all expected another Scrambler model, similar to the Desert Sled. In fact, the concept bike was based on a Scrambler platform. Nice red herring there, Ducati! What we got though, was a proper off-road machine, designed from the ground up, to compete against bikes like the Triumph Tiger 900 and the very popular Honda Africa Twin.
Image source: Ducati
Ducati did their homework on the DesertX. Fortunately for them, they already had a peach of a motor in the 937cc Testastretta power plant. After doing duty in plenty of Ducati models to date, it finally found a home in a bike that compliments the engine perfectly. To round off the package, Ducati gave it a fly-by-wire throttle and all the electronics that make this bike so good. It has various rider modes for both road and off-road riding. They mated it to a six-speed gearbox with a quick-shifter, but they shortened the first 5 ratios to give you a proper shove off the line.
Image source: Ducati
In Sport mode, it is pure Ducati magic, but I found the Touring mode the easiest to live with. The fuelling is spot-on and it makes the bike feel almost civil. In Urban and Rain modes, the engine power is dialled down to around the 95 hp mark, and the electronics kick in way earlier. Each of these modes can be individually tweaked to suit your particular riding style.
Image source: Ducati
One thing I am grateful for is the fact that Ducati did not take shortcuts with this bike. They did not base it on the Scrambler, like the concept, nor did they just take a Multistrada and turn it into an enduro bike. They stuck to their guns to create a brand new bike and to make it a class leader, rather than an also-ran. They fitted a 21” front wheel to make its intentions clear. They fitted fully adjustable KYB suspension to satisfy even the pickiest of riders. The suspension offers generous travel – 230 mm in the front and 220 mm in the rear. To wrestle the DesertX to a stop, it is fitted with Brembo brakes front and back.
Image source: Ducati
I love the twin headlights and the rugged look of the DesertX. The side profile does not do the bike any favours though. The massive 21-litre fuel tank is only accented with a sticker and leaves the rest of the tank like a big, white, canvas. Ducati has since released a black version of the DesertX too, and that does make the tank look less pronounced. The rear subframe is minimal at best, with a two-piece seat. The pillion seat can be removed altogether, and even here Ducati has added some detail. Under the pillion seat, Ducati has added ribs to the top of the fender and finished it off with a small logo of the Italian colours. This will make the ideal spot to strap down a few things if you travel solo, but, to be honest, it does make the bike look very awkward.
Photo credit: Brian Cheyne
The seat of the DesertX is a very nice place to be. It tapers forward to allow you to get your feet flat on the ground. The handlebar is nice and wide and is even fitted with a steering damper. On the right handlebar, you have the usual start button and a button for the heated grips. Sadly, these don’t come as standard. On the left, I was happy to see the inclusion of cruise control. This is a welcome addition, especially for longer trips. This is also where you can set your rider modes.
Image source: Ducati
For the tarmac, I prefer the Touring mode, but when you do hit the gravel, the Enduro mode transforms the bike. This mode limits the power to around the 75 hp mark, and the rest of the electronics match the output perfectly. On gravel, the bike offers you just enough wheel spin, kept in check by just the right amount of interference. I am not fond of gravel roads, because I feel sorry for the bike, but the DesertX in Enduro mode just devours a gravel road.
On the last Mystery ride, we hit a fairly long gravel section and one of my fellow riders commented that they could see I was having a lot of fun. I don’t know if it was just the combination of the long wheelbase and the Pirelli Scorpion tyres, but I stood up and just opened up. The DesertX floated over the gravel. If you are experienced, or brave, you can switch to Rally mode, which gives you the full 110 hp, and pretty much all the other electronics switched off. You can also switch ABS off completely at the press of a button.
Image source: Ducati
As with any bike that has to fulfil two roles, you would assume the DesertX would be lousy on the tarmac when it is that good on gravel. Well, you would assume incorrectly. Somehow, Ducati managed to apply their road bike know-how to the DesertX and delivered a bike that can keep up if the pace gets frantic. When pushing on, it turns in a bit slower than a road bike would, but not nearly as bad as you would expect from a 21” front wheel. The Pirelli Scorpion tyres are also surprisingly good on the grey stuff. Let’s just say that on dirt, or tar, I will run out of talent way before the bike does.
The nonadjustable screen does create a bit of buffeting, but that can be addressed by fitting a taller screen. As with any bike, the accessory catalogue is quite extensive. My first modification would be to fit crash protection. If you are going to ride this bike anywhere near what it is capable of, you are going to drop it, so crashbars are a must. If long distances are your thing, then Ducati can fit an auxiliary tank under the pillion seat that adds another 8 litres to the fuel capacity.
Photo credit: Brian Cheyne
As much as I had my initial reservations about the DesertX, spending time with it has made me grow attached to it. I want to keep it, as it is a bike that does it all. Ducati has designed the DesertX with intent and it is really a well-thought-out bike. It is truly a do-it-all bike, but it does come with a small caveat. If you like to travel at high speeds for hours on end to get to your destination, this is probably not the bike for you. The DesertX is more about the journey than the destination. It can do the high speeds, but the DesertX is happiest just above the speed limit. And there you can sit all day, irrespective of the road surface. I took it out to Tonteldoos one Saturday, taking highways, dodging potholes on secondary roads and riding a rutted, technical gravel section. The bike took it all in its stride.
One of my friends rides a GS, and he summed it up nicely when he took the Ducati for an extended run one afternoon. When he came back, he stopped in my garage and lingered for a while. After a minute or so, he said: “This is a bike I cannot describe without swearing. It is that good.”
Photo credit: Brian Cheyne
Ducati Desert X
For more information on the bike featured in this article, click on the link below…
Recently I rode and wrote about the Yamaha XSR900, a bike that completely won me over. The beginning of that article saw me banging on about how every bike in any class is as good as the next one from a different manufacturer, just with different approaches to similar challenges.
If I thought that motorcycles were becoming a bit homogenised, all feeling the same and doing things in similar ways, then that notion was dispelled with the very next test bike, the Indian FTR 1200 R Carbon. Here is a bike that plays in the same space as the Yamaha and yet goes about its business in a completely different way.
Photo credit: Bjorn Moreira / ZA Bikers
The Yamaha is a benign motorcycle: anyone can ride it and it will make them feel confident and skilful, from the moment you set off. That is the way of the Japanese motorcycle. It has become so easy to ride and all the idiosyncrasies have been ironed out. You don’t need to learn how to ride your Yamaha XSR900: you just do.
The Indian is old-school. You need to know it before you can ride it well. At first, it feels agricultural and just plain difficult to ride, especially after jumping off the Yamaha. But spend a bit of time with it and understand how it needs to be ridden and it all starts to make sense and I really appreciate that.
Photo credit: Bjorn Moreira / ZA Bikers
Motorcycle engineering has become so advanced that, apart from going as fast as you want, there is no challenge to riding a bike any more, especially if it’s from Japan or Europe. They are supremely efficient and capable.
The skill of riding – or, at least, one aspect of skill – has been diluted over the years. I had great fun riding a 1942 Harley-Davidson, with its foot clutch, hand gear change, advance/retard twistgrip on the left and throttle on the right and no brakes whatsoever – let alone suspension – and mastering the whole process of riding it well. Even a 1976 Triumph Bonneville needed more than its fair share of mechanical sympathy to ride and much of that has been lost. Of course, not everyone wants that but I do feel that we have all become a little soft and unwilling to make any effort to ride a bike. That is what the Indian gives: you have to work at it.
Photo credit: Bjorn Moreira / ZA Bikers
American motorcycles, without inferring that they are inferior, are just different; they need a certain level of confidence, partly because of their bulk and weight, but also because they are slightly under-engineered. I don’t mean that in a bad way, but your average Harley-Davidson or Indian cruiser is not engineered with ultimate riding dynamics in mind, just as the typical American car, at least from the 1940s onwards, up to the 1990s, was a softly-sprung barge of a vehicle in which comfort was deemed more important than chassis dynamics.
American motorcycles were built for the open road, with few bends – not the twisty European roads – and that is the way they have evolved, painstakingly slowly, to the point that only in the last twenty years have their road manners gotten better and better. But they are still behind the rest of the world and that is actually a benefit: they’re not homogenised and all have a distinct character that you need to understand before you can ride them well.
Photo credit: Bjorn Moreira / ZA Bikers
I’m not alone: writing in Motorcycle News, Michael Neeves had the following to say about the previous FTR 1200 S: “Indian have created a beautiful, but gnarly flat track-inspired street hooligan that’s not for the faint-hearted or inexperienced. It’s a character trait deliberately built in to make the Indian FTR 1200 S stand out from the crowd and few modern machines offer the same drama or challenge to the rider.” He goes on to say that it makes other retro bikes “seem soft and fluffy by comparison.”
It’s a viewpoint borne out by the statistics. Where the Yamaha weighs in at 193kg, the Indian tips the scales at 236kg. Make no mistake, this is a heavy bike but it suits the character and doesn’t blunt the performance too much or the riding experience.
Photo credit: Bjorn Moreira / ZA Bikers
Of course, the FTR 1200 isn’t a new model, but a 2021 update gave it a bit more power and, more importantly, changed the wheel sizes on some models to much more road tyre-friendly 17-inch front and rear.
Photo credit: Bjorn Moreira / ZA Bikers
What this means is saying goodbye to the flat-track-style Dunlop tyres with their limited grip for Metzeler Sportec hoops which have an abundance of grip and, with adjustments to steering geometry and suspension settings, the handling has come into line with all the Indian’s naked sports bike rivals, even if the long wheelbase means it turns a bit slower and requires more effort to turn it. Once it’s leaned into a bend, however, it is rock solid and stable.
Photo credit: Bjorn Moreira / ZA Bikers
The smaller wheels also mean a 6cm-lower seat height which, with 40mm narrower handlebars, give an overall effect of increased confidence and comfort.
Photo credit: Bjorn Moreira / ZA Bikers
There has always been some confusion about the engine, many people believing it is the 1133cc V-Twin found in the Scout: It’s not, although the engine in the FTR 1200 is based heavily on it, having been developed in conjunction with race engine specialists Swissauto. Now at 1203cc and with high compression heads, 121bhp is available, compared to the 100bhp of the Scout. The engine is equipped with rear-cylinder deactivation software, which shuts off the rear cylinder when idling, so prevent heat build-up and save a bit of fuel which is important as this is a thirsty engine: with a thirteen-litre tank you’ll be lucky to get 200km range. As this isn’t a bike on which to travel long distances, that’s not a problem, although any Sunday morning blast will need a bit of forethought if you’re to get home at full speed and not suffer from range anxiety.
Photo credit: Bjorn Moreira / ZA Bikers
We tested the FTR 1200 R Carbon version, which means you get a full Akrapovic exhaust system and top-spec Ohlins and Brembo equipment, along with lashings of carbon fibre.
The full-house version retails for R405,000 (or R395,000 for the FTR 1200 Championship Edition and R355,000 for the FTR 1200 – the base model): so there’s 3 different flavours to suit your unique taste.
Photo credit: Bjorn Moreira / ZA Bikers
That, in a nutshell, is the Indian FTR 1200 R Carbon. Something really different and challenging. If you’re up to the challenge, then it really makes sense.
I’ll tell you what, I challenge you to go and ride one for yourself, and discover its personality and foibles – and plus points! I’d wager that you’d enjoy the ‘raw’ nature of the FTR 1200 R as much as I did…
Maybe it is just an ageing thing, but the more I look at the weirdness of the world we are currently living in I find myself reminiscing more about days of yore when so much simply made more sense. Bikes were simple and riders had a “run what you brung” approach. In today’s age of specialisation, where you get a bike for absolutely every application, it is refreshing to see how we rode 60 years ago. This specialisation has been driven to some extent by burgeoning consumerism and the availability of credit, which has steered individuals and countries down a rabbit hole of almost incomprehensible debt.
In the America of the early 1960s, things were somewhat different. It was a decade of change. Civil Rights movements began making their voices known. The post-WW2 Baby Boomers made their presence felt with a message of peace, love, and rock ‘n roll. It was the age of the Beatles, Janis Joplin, and Jimi Hendrix. Timothy Leary, an American Psychologist, was advocating the use of LSD and other mind-bending drugs to a young and impressionable audience who were becoming increasingly anti-establishment. It was also essentially the first operational year for a motorcycle force that would change the bike landscape in the US, forever. American Honda.
Image source: American Honda Motor
With hindsight, it was probably the right time to come to market with a motorcycle offering from Japan. The anti-Japanese sentiment post-WW2 had calmed, and American society was willing to experiment with new offerings. The question plaguing potential buyers was how reliable and durable these Hondas, termed “Jap Scrap” by some, were. American Honda came up with a plan that was so audacious and even far-fetched that it was amazing that it ever happened. Let’s take two Honda CL72 Scramblers and see if they can survive 1000 miles of abuse, riding them down the Baja Peninsular from Tijuana to La Paz.
Now back in ‘62, this was serious stuff. There were virtually no main roads but predominantly jeep and single tracks riddled with gnarly sand washes. In places, you would do some cross-country across the desert terrain to link up tracks. A significant problem was zero infrastructure for the better part of the ride. No fuel stations presented a huge logistical nightmare. Perhaps the biggest issue was finding two riders with the skill and mental toughness to take on a challenge of this magnitude. Enter the Ekins brothers.
Image source: Cycle World
Bud and Dave Ekins have written their names in motorcycling folklore, but this was still when their careers were in their infancy. The boys had already made their mark as top contenders in off-road racing in California, but they hit an immediate snag. Bud was a Triumph dealer and factory racer, so obviously the idea of him doing anything to promote an upstart brand was frowned upon by Triumph. Dave had no issues, so they approached another desert racer, Bill Robinson Jr. (the son of the owner of Hollywood Honda), who jumped at the opportunity.
Image source: Cycle World
A fellow named Jim McLaughlin would fly his Cessna along the planned route as both a route spotter, and more importantly, keep the bikes fuelled and the riders fed. The route was planned by using 30-year-old Auto Club maps. The goal was to try and ride the 1000 miles in under 30 hours, a huge ask given the torturous route and logistical challenges. This was not a case of punching some destinations into your Garmin and off you go. This was still, dare I say it? A wonderfully analogue world.
Image source: Cycle World
Let’s talk about the bikes. The Honda CL72 Scrambler was, by today’s standards, essentially a road bike with high-mounted twin exhausts exiting on the left-hand side of the bike. We are talking straight pipes with what they called “snufflers”. These were butterfly valves near the end of the pipes that could be opened for full power or closed to dull the throaty burble from the twin cylinder, twin carb, 180-degree crank, 247cc engine that delivered a full 24 hp at 9,000 rpm. Interestingly, a modern Honda CRF250 L makes 23 hp and is only 8 kilograms lighter than its 1962 ‘Grandpappy’. The bike had 19-inch wheels back and front and weighed a light 155 kg with its 10,75-litre tank filled to the brim. The other off-road concession was a high and wide cross-brace equipped set of handlebars. This qualified it as a ‘scrambler’, ’60s style.
Documenting the trip was the Editor of the fledgeling Cycle World magazine, Joe Parkhurst. The mag was literally three months old yet would go on to become one of the truly great American motorcycling publications. Joe went along in the Cessna as well as Bill’s dad, Bill Snr. The ride commenced at midnight on March 17th, 1962, leaving Tijuana, and soon riding through the desert by the light of a 1962 Honda headlight. The bikes had an extra gallon of fuel in a tank bag strapped on top of the tank. Things did not go smoothly from the outset. Both riders suffered multiple crashes and both bikes and riders emerged battered and bruised at dawn of the new day. Bill’s bike ruptured a carb rubber after a spill which eventually caused his little CL72 to hole a piston. Bill soldiered on with the plucky Honda running on one cylinder.
Image source: Cycle World
It was soon apparent that their 30-hour goal was rather optimistic, especially after a bank of fog rolled across the desert on night two, making celestial navigation impossible. The goal was revised to 40 hours. At one point they were alarmed to find that they were following a set of tracks that they soon realised were their own! They had ridden in a huge circle back to the same point. Dave’s bike was still running like a….well, a Honda, and after 39 hours and 52 minutes he rolled into La Paz. Bill limped in on his one-cylinder CL72 a few hours later. One of the first, and most amazing chapters in the history of adventure motorcycling had been written.
Did the advertising spin-off work for Honda? You betcha!! The CL72 morphed into the CL77 with a 305cc displacement. Between 1962 and 1968 Honda sold almost 90,000 of these brilliant and tough little bikes. They competed against, and often beat 650cc Triumphs amongst others, in hare scrambles, enduros, and flat-track events across America.
Image source: Cycle World
The Honda sun was firmly on the rise, and with a swathe of technologically superior bikes, culminating with the magnificent CB750 Four in 1969, it can truly be said that the 1960s saw a fundamental change in the world motorcycling landscape. Honda convinced Americans that “You meet the nicest people on a Honda”.
So, modern-day adventure riders, when you plan your next hardcore ride, spare a thought for two pioneers of your sport, racing two diminutive Hondas across possibly the most inhospitable desert landscapes in the Americas in the dead of night and beyond. Oh yes, lest I forget to mention. Many subsequent attempts to better Dave Ekin’s record led to the running of one of the most iconic desert races in the world. The Baja 1000.
Image source: American Honda
If you ever find yourself in downtown Los Angeles, pop into the Petersen Automotive Museum. In an exhibition entitled “Braving Baja – 1000 Miles to Glory”, you can read the story and see one of Dave Ekins’ racing CL72 Hondas on display. In South Africa, we got the later Honda SL 350, which was ridden to victory in the Roof of Africa by Barry Broady. Let us never forget that no matter what form our motorcycling takes, invariably we stand on the shoulders of giants that defined our lifestyle by doing remarkable things on remarkable bikes.
Eswatini speed cops. There are cattle everywhere so watch out!
One of biking’s greatest pleasures is riding an unfamiliar road for the first time. There’s a unique thrill in setting off on a journey of exploration. The anticipation of what lies around the next corner or over the next hill fuels our wanderlust. Every ride is a blank canvas which we paint with the vivid colours of challenging roads, breathtaking panoramas, quaint places, unexpected adventures and friendly people.
I’ve ridden to Eswatini, Quondam Swaziland, dozens of times, almost always to jol at the outrageously excellent Swazi Rally. But I’ve never spent quality time discovering the country. I called my mate Carlos Paiva who hosts the Swazi Rally and asked him to be my guide for a few days. Carlos was keen and we arranged to meet in Piggs Peak at 11:00 on Tuesday morning.
My ride for the trip was a sparkling new BMW R1250GS Trophy with 1700km on the odometer. I left home in Nelspruit at 09:00 on a glorious sunny day meant for riding. I rode at speed to Barberton revelling in the Trophy’s agility over Hilltop Pass and through the flatstick sweepers in the valley of the Kaap River. From Barberton, it was 40km of exhilarating riding along the Eco Trail that leads into the mighty Makhonjwa Mountains. On this day thick mist hung wraithlike in the deep valleys lending an ethereal aspect to an already otherworldly vista.
Early morning mist in the deep valleys of the Makhonjwa Mountains.
I was the only traveller at the Josefsdal and Bulembu border posts and within ten minutes I was loose on the land in the Kingdom of Eswatini, the only absolute monarchy on the African continent. The other absolute monarchies on the planet are The Emirates, The Kingdom of Saudi Arabia, The Sultanate of Brunei and The Vatican. This means that King Mswati III is a member of the world’s most exclusive club. The King holds unlimited power and all citizens owe their loyalty to the monarch.
Between 1939 and 2001 the Havelock Asbestos Mine operated in Bulembu. In the 1960s and 1970s, the mine was one the biggest producers of asbestos in the world and at its peak in 1976, the mine produced 42,000 tonnes of asbestos. But globally there was mounting evidence that asbestos was the cause of deadly lung diseases. Asbestos was declared the pariah of minerals and its use was outlawed by 66 countries including South Africa. When the mine closed in 2001 the employees abandoned the doomed town and overnight Bulembu became a ghost town. Five years later in 2006 the town and 1700 hectares of surrounding land were bought by Bulembu Ministries and the miners’ houses are now home to hundreds of AIDS orphans. On weekdays the children walk to school past the stark, grey 150-metre-high asbestos dumps that loom over Bulembu.
Asbestos dumps loom menacingly over Bulembu.
From Bulembu to Piggs Peak it’s 20km of dirt. The road is as rough as a bear’s arse but, paradoxically, not difficult to ride though there are some badly rutted uphill corners where you need to maintain revs and momentum. The big Beemer handled it with ease. It’s a scenic ride over mountainous terrain through plantations of eucalyptus and shortly before long I was tooling down the main drag of Piggs Peak for the rendezvous at KFC. These days my fodder of choice on the road is a KFC Bucket For One, an elegant sufficiency for about 40 Emalangeni. I had just finished eating when Carlos and Nhlanhla Maphanga pulled in, Carlos on his R1200RT and Nhlanhla on his R1200GS. While they scoffed their buckets we discussed the itinerary for the rest of the day.
Bulembu to Piggs Peak is 20km of rough but easy dirt.
Nhlanhla was very knowledgeable about the area and suggested a first stop at Maguga Dam on the Nkomati River. We rode south on the MR1 with Nhlanhla setting a cracking pace. A few kilometres from Piggs Peak we hooked left onto a secondary road that brought us to the dam wall. It was a short walk to the viewing platform for photos of the massive 115-metre-high embankment which was completed in 2001. The dam was full to capacity thanks to bountiful summer rains; good news for the sugar cane plantations and small farms that rely on irrigation from Maguga. Nhlanhla explained that the road we were on was a loop around the dam so instead of riding back to the MR1 we continued south on a brilliant road that wound its way into the mountains past villages defended by speed humps. There are speed humps everywhere in Swaziland and you better have your eyes open because the humps are typically unpainted and steep-sided. Hit one at speed and you’ll regret it.
115-metre-high Maguga Dam on the Nkomati River.
Back on the MR1 we crossed the bridge where the Nkomati enters the dam, returned to Piggs Peak and continued north for 10 kilometres until we came to the turnoff to Phophonyane Falls. We rode a few kilometres of easy dirt and cruised into the Phophonyane nature reserve which covers 600 hectares. At reception, we were informed that the “conservation fee” to enter was E70 each. It was good to be in the company of siSwati speakers who informed the receptionist that I was a very important and influential (Ahem) motorcycling journalist and that we would not be paying any irksome fees. We walked through a lush, cool subtropical forest to reach the river and then followed a hellish steep pathway down a mountainside to the base of the falls. As I stumbled down the path I said to Nhlanhla “These falls better be incredible because I’m probably gonna have a heart attack clambering back to the top.” The 80-metre high falls were spectacular and worth the effort. The climb back up was a baastid but I’m here to tell the tale so it couldn’t have been all that bad.
Phophonyane Falls. Well worth a visit.
The Phophonyane Lodge is a swanky joint that caters to European tourists. Sitting on the shady veranda sipping our hard-earned Sibebe Lagers we were in the company of visitors from France, The Netherlands and Italy. I’m sure they were happy to pay the equivalent of €2 for a beer but I nearly had a second heart attack when I offered to pay and was presented with a bill for E135, a stinging E45 for a 330ml beer. I was very glad we hadn’t paid the euphemistically named “conservation fee”.
Delicious Sibebe Lager at Phophonyane Falls. Stinging price, R45 each!
Nhlanhla suggested our last destination for the day should be Sibebe Rock on the outskirts of Mbabane. All good! Yet another place I had not visited before and even more new roads to ride. In warm late afternoon sunshine, we followed Nhlanhla, who clearly had a wild hair up his arse, and blitzed south on the MR1 across wild rocky hillsides. At the junction with the MR3 we turned southeast, howled down the freeway for a few clicks and then rode sedately into the busy suburbs of Mbabane. We turned north onto the Pine Valley Road and in less than 10 kilometres stopped for photos at the base of Sibebe Rock. After Uluru in Australia, this granite mountain is the second-largest monolith in the world and the largest exposed granite pluton, rising 350 metres above the valley of the Mbuluzi River.
Sibebe Rock. The second largest monolith in the world rises 350 metres above the valley of the Mbuluzi River.
A few kilometres further on Nhlanhla led us onto a steep track that wound towards the summit of Sibebe. The surface of the track varied from dirt to tar to concrete to rocky middelmannetjies to horrible potholes but it was easy enough to ride and soon we arrived at the entrance to the Sibebe Resort. While Carlos and Nhlanhla were haggling about the entrance fee of E50 each I was observing an adult emu which seemed to be lurking with intent a couple of metres from the entrance. I made eye contact with the bird and it fixed me with a baleful glare and the next thing I knew I was in a staring competition with a bloody bird. We rode into the resort without paying and the emu charged at me flapping its wings, grunting and hissing and doing its best to kill me. I nearly soiled myself. Carlos and Nhlanhla were cackling like demented apes and I suppose, with hindsight, it was vaguely amusing. The views from the summit were stunning and the obvious thing to do was to drink a Sibebe on top of Sibebe and watch the setting sun. It was the perfect end to a great day in the saddle.
Enjoy a Sibebe on top of Sibebe. Nhlanhla, Carlos, Howie.
We rode back down the mountain and returned to Mbabane where Nhlanhla left us. Carlos and I rode through teeming rush-hour traffic and eventually rejoined the MR3. The freeway down the mountain from Mbabane is characterised by fast-flowing bends and a good grippy surface. We rode fast and soon we were on the plains heading for Manzini. Just before Manzini we turned south onto the MR9 and took it very easy as twilight fell. It was 15 kilometres to Sidvokodvo, 15 kilometres of cattle, pedestrians, speed humps and, taxis squeezing in the last trips of the day. Carlos owns Riders’ Ranch estate on the banks of the Great Usutu River and I was a guest in his home while I was in Eswatini. I spent a very happy evening in the company of Carlos and Sonia and the extended Paiva family. It was early to bed and I slept well dreaming of another day of adventures.
On Wednesday morning we rode south on the MR9. The plan for the day was to ride about 350km so time was on our side. The first stop was at Nkonyeni Golf Estate just a few kilometres from Riders’ Ranch. Carlos wanted to show me the quality of the accommodation available in Eswatini in case this article inspires you to visit the country. The rooms in the Bushbaby Lodge were brand new, bright, airy and reasonably priced at R1600 per couple, bed and breakfast. There’s plenty of good quality accommodation available countrywide and Google is your friend.
There’s plenty of excellent accommodation in Eswatini. This is the Nkonyeni golf estate south of Manzini on the MR9.
We continued south through the Grand Valley of the Mkhondvo River. I’ve ridden this road many times but always from south to north because it’s the route from Mahamba border post to Riders’ Ranch. The Grand Valley is a busy route so we rode at the speed limit enjoying the scenery, glimpses of the river and misty mountains on the western horizon. Brightly painted general dealers are a feature of the Eswatini roadsides and I stopped a few times for photos of the emporia. 40 kilometres south of Sidvokodvo there’s a low-level bridge over the river and I always stop there for photos. It’s an idyllic arcadian spot on the planet; the broad slow river flowing between grassy banks dotted with acacia trees and cattle grazing contentedly. We rode past Hlatikulu and ascended from the valley onto the southern highveld heading for Nhlangano.
Dozens of brightly painted stores decorate the roadsides.
Nhlangano is a busy sprawling town which caters to the needs of the farmers and foresters in the surrounding area. We wanted to ride the MR11 east but the road was being rebuilt and we were obliged to ride through the chaotic CBD. On the far side of town, we eventually picked up the MR11, a road I had never ridden before. This magnificent winding road traverses hilly bushveld landscapes and undulating savannahs with distant views to the south of the Pongola River valley. The area is sparsely populated but still, there were cattle grazing the roadsides and vicious speed humps guarding the few habitations. Near Mhlosheni we stopped to speak to two woodcutters, their wagon drawn by six donkeys. Carlos engaged them in lively conversation. They were salt of the earth, hardscrabble men and yet there was a gentle aspect to their natures as they spoke affectionately about their donkeys each of which had a pet name.
Slow moving vehicle on the road to Lavumisa.
A few kilometres further we stopped for photos at the Bethel Evangelical Church. A local guy told us the church was built in the 1930s. Carlos must have remembered that I like taking photos of churches because apropos nothing he said to me “Would you like to visit the Catholic mission where I went to school in the 1960s? It’s called Our Lady of Sorrows. It’s a few clicks further along and not far off the road.” Of course, I said yes. Fifteen minutes later we rode into the grounds of the mission and parked the bikes beneath the benevolent gaze of a marble statue of the Virgin Mary.
Bethel Evangelical Church has not changed since it was built in the 1930s.
Carlos has maintained contact with the mission over the years and went into the office to see who was there. He came back accompanied by Sister Terezita who, as a young woman, left her home in Italy and has been at the mission for 44 years. We walked to the cemetery and I was surprised to see fresh flowers on many graves. There was a row of eleven identical graves, each one the final resting place of an Italian sister who had dedicated her life to the children of Eswatini. The first of these lovingly tended graves contains the mortal remains of Mother Claudia Gonfiantini who was laid to rest aged 98. The visit to the mission was a fascinating detour, an unexpected glimpse into an aspect of the country I had never encountered before.
The cemetery where eleven Italian Sisters rest is far from their country of birth.
We continued eastwards at a relaxed pace. As we approached Lavumisa I spotted a yellow and pink general dealer with a bottle store next door. It was 13:30 and warm. The name of the shop was Walala Wasala which, in siSwati, means “You snooze, you lose” which just so happens to be the slogan on Swazi Rally T-shirts. It was written in the stars that we should stop there for a Sibebe Lager. Carlos and I were standing in the sunshine sipping our beers when I realised we were the foci of attention for the half dozen locals lolling on the veranda. It seemed rather boorish to be drinking in the presence of thirsty people so I bought six beers and dished them out. Instantly the vibe at Walala Wasala changed from ennui to animation and we spent the next half hour hanging with our new best friends taking photos and saying “Cheers!”
Hanging with the locals at Walala Wasala which means “You snooze, you lose” in siSwati.
In Lavumisa we turned north on the MR8. To the east, there were views of Jozini Dam and for the rest of the ride north, the bulwarks of the Lebombo Mountains dominated the eastern horizon. We were in bushveld country with game fences on both sides of the road. For once we didn’t have to worry about cattle. As we approached Kamsholo Safaris Carlos indicated right. “What’s the fastest lunch?” “Chicken wrap.” Service was swift, the wrap was good and half an hour later we were back on the road. Big Bend, so named because the town is situated on a 180-degree bend in the Great Usutu River, is the hub of the vast sugar cane fields that stretch for tens of kilometres in every direction. We stopped at the Ubombo sugar mill for photos of the constant stream of cane transporters that feed the mill’s hungry maw. The mill produces 300,000 tonnes of sugar per annum and produces all its own electricity requirements from renewable sources.
Humungous sugar cane processing plant in Big Bend.
From Big Bend, we followed the MR16 due north to Siteki and then hooked east to King Mswati III International Airport. When the airport opened in 2014 it was viewed as a white elephant but traffic has increased and these days Airlink and Eswatini Air connect the kingdom to Southern African destinations. There wasn’t much to see at the airport so I took a photo of the statue of the lion at the entrance before we headed for home. What’s truly remarkable about the airport is the 40-kilometre four-lane freeway from the airport to Manzini. It’s a beautiful road and almost deserted; there’s not a lot of traffic to the airport. We raced to Manzini at 180 and by 17:30 we were back at Riders’ Ranch. Over dinner that evening I asked “I’ve been here for two days and there hasn’t been any load shedding. How come?” “Oh we don’t get load shedding in Eswatini.“ “But doesn’t your electricity come from South Africa?” “80% of our electricity comes from South Africa.” And yet there’s no load shedding in Eswatini! Go figure!
Statue at the entrance to King Mswati III International Airport.
My Thursday itinerary included a visit to the Samora Machel Monument which is in South Africa, very close to the point where the borders of Mozambique, Eswatini and South Africa meet. I thought I would be riding alone but Carlos said a visit to the monument was on his bucket list and he would join me. East of Manzini we left the airport freeway and headed north to Luve and Bhalekane. Time was on our side and we rode at a leisurely pace enjoying the contrast between bush-covered mountains and emerald fields of sugar cane in the valleys. We turned right at the T junction in Bhalekane, and rode across the sugar cane plains surrounding the Sand River Dam. The Mananga border post was as quick and easy as expected and within ten minutes we were riding the R571 to Komatipoort. 20 kilometres from the border we found the sign pointing to the Samora Machel Memorial. The distance from the turn-off to the monument is 30 kilometres. It’s an amazing ride from the lowlands up into the Lebombo Mountains with remarkable views to the west. The road to the memorial is well-signposted.
Derelict sugar silo near Luve on the MR5.
In the early afternoon, we stopped the bikes on a lonely mountainside near the village of Mbuzini where a tragic accident occurred on 19 October 1986. Samora Machel, President of Mozambique, and his entourage were returning to Maputo from Zambia aboard a Tupolev Tu-134. There were 35 passengers aboard the aircraft and nine crew of whom five were the highly experienced Russian cockpit crew. To this day the cause of the crash is a contentious subject but what is not disputed is that there was nothing mechanically wrong with the aircraft. It was a dark night and the crew were, in fact, lost. At 21:21 the pilot flew the plane into the ground, an aeronautical incident known as CFIT – Controlled Flight Into Terrain. Of the 44 souls on board 35 were killed. President Machel was one of the fatalities.
Some of the wreckage of the ill-fated Tupolev Tu-134, registration C9-CAA, in which President Samora Machel and 34 others died.
The monument at the crash site is a spiritual place and well worth a visit. The exhibits include the engines and pieces of fuselage from the doomed Tupolev. The photographic exhibits tell the story of the crash and accompanying texts give details of the conspiracy theories about the crash. Perhaps the most poignant feature of the monument is the concrete plinth where 35 wind flutes reach to the sky. Each tube represents one of the lives lost in the crash. Vertical slots in the tubes are designed to emit sounds of various tones when the wind blows across the tubes. On this day there was a strong wind blowing up from the valley and the wind flutes sang a mournful dirge, an eerie lament for the Mbuzini dead.
Reymond Magagula our guide explained the crash to Carlos. When the wind blows the 35 vertical pipes emit an eerie lament.
We rode away from the monument and stopped at the MSU Sports Bar for one last golden throat charmer to celebrate an excellent three-day adventure. Back on the flatlands at the foot of the Lebombos, we said our farewells. Carlos rode south to Eswatini and I rode north to Komatipoort where I turned west on the N4 and rode 100 kilometres home to Nelspruit.
One last golden throat charmer before Carlos rode south and I rode north.
Go and ride Eswatini while you’re still young. It’s a wonderful friendly destination and you’re guaranteed to ride roads you’ve never ridden before. Adventure awaits!
Harley-Davidson really put the cat among the pigeons when its Pan America adventure bike arrived and featured self-lowering rear suspension in order to address the high seat heights of adventure bikes when coming to a stop or at a standstill.
Now Triumph has come up with its own version of the technology, the first of the major manufacturers to respond to Harley’s innovation.
The Triumph Tiger 1200 models feature Showa semi-active suspension and the new Active Preload Reduction feature has been developed to reduce the rear suspension preload as the bike slows, allowing the seat heights to be reduced.
For the GT, GT Pro and GT Explorer there are currently two seat height settings – 850mm and 870mm, while for the Rally Pro and Rally Explorer these are 875mm and 895mm. Through the accessory-fit low seat option, customers are already able to lower the seat position by an additional 20mm, giving a lowest seat height of 830mm on the GT family and 855mm on the Rally family.
Image source: Triumph
The new Active Preload Reduction feature allows these seat heights to be reduced further. Depending on the combined weight of the rider, pillion and luggage this could lower the riding height by up to 20mm when the motorcycle comes to a standstill, offering the rider greater ease and confidence. New customers will be able to access this new minimum preload feature by simply pressing the ‘Home’ button on the switch cube for one second.
Chief Product Officer Steve Sargent said: “The new Tiger 1200 range is already a global success, attracting new fans and increasing Triumph’s share of this highly competitive market. This new feature can be enabled on the fly, lowering the centre of gravity at slower speeds, making it even more accessible, offering riders more confidence at slow speeds and better contact with the ground as they come to stop.”
Image source: Triumph
For more information on the system, contact your nearest Triumph dealer.
With a lot of excitement, KTM South Africa is set to unveil a captivating docuseries, “Beyond the Red Plate,” that delves deep into the exhilarating world of motorcycle racing. Get ready to witness the drama, adrenaline and fierce competition of the 2023 South African racing season as KTM’s athletes go head-to-head with the best in the business. The series will follow KTM’s South African athletes throughout the 2023 racing season, offering an intimate and unfiltered perspective on their trials, triumphs, and relentless dedication.
Image source: KTM
“Beyond the Red Plate”, a series that hasn’t been done in the South African racing market before, will allow fans and enthusiasts to witness the heartbeat of racing, both on and off the track. It provides a unique opportunity to connect with the athletes, their stories, and the relentless pursuit of victory that drives them. This exciting venture promises to redefine how fans experience the world of the adrenaline-fuelled racing scene while showcasing the extraordinary journeys of KTM’s South African athletes.
Viewers will be granted unprecedented access to the inner workings of KTM’s South African racing team, including behind-the-scenes moments, action-packed race days, and personal insights from the athletes themselves. Beyond the helmets and high-speed thrills, this docuseries will shed light on unique journeys, challenges, and sacrifices that KTM’s athletes undergo to reach the pinnacle of their sport.
Grant Frerich, Group marketing manager said, “With ‘Beyond the Red Plate’ we are excited to share the passion, determination, and human stories behind our racing team. It’s an opportunity to bring fans closer to the heart of the action and celebrate the relentless spirit of our athletes.”
The series will consist of 5 episodes with the first one to be aired on the 25th of September followed by fortnightly episodes. Jot it down and make sure that you don’t miss this exciting venture!
