We recently got to attend Motul’s On the Move Moonlight Adventure to Botswana. Bjorn and Meredith accompanied the Motul and SADAC crew to capture the moments in images as only they can, whilst Irene and I went along just to support Muddy Face and spend time in our favourite neighbouring country. Here is our story…

Adventure is something our inner souls long for in this busy world, a respite from our everyday cares and commitments. Whether it’s cruising your way to a new destination on a map or trekking to a faraway spot, we adventurers love chasing the sun towards new horizons—sometimes the chase is just as fulfilling as the end destination. Mmmm, this sounds just like the Motul On The Move Moonlight Adventure.

The Motul on the Move Moonlight Adventure is one of those trips that gets tattooed into that deep part of the brain where bucket list memories live. This year, Southern Africa Dual-Sport Adventure Challenge (SADAC) supported Botswana-based Muddy Face Adventures to give riders a unique opportunity to experience riding their adventure bikes under the light of a full moon over the Pans. Yes, you heard correctly, the Motul On The Move Moonlight Tour (proudly sponsored by Motul) saw riders head from Motul’s Johannesburg HQ, on tar and dirt roads, to Botswana’s iconic Makgadikgadi Salt Pans.

The trip would see us ride just under 2000 km of tar and dirt. The first two days would be spent enjoying typical adventure riding to the Pans, and the next 3 days would be spent enjoying the Muddy Face event.

Day one started off with an early bird coffee and snack, kindly laid out by Motul SA. Treffon Smith from SADAC then led the riders through a briefing, set up the GPS devices on each rider’s motorcycle and got the baggage fastened on the recovery vehicle, before hitting the road at 8:00 AM. Joining the group on his first-ever adventure ride was Motul’s oil maestro, Taki Bogiages, on a Rally-kitted Husqvarna 701 Enduro.

We rolled out of busy Kyalami towards Hartbeespoort, taking dirt roads past Brits towards Thabazimbi. Riders soon shook off their adventure cobwebs and began to smile their way into the sunny and warm weather. Thanks to Carl (support vehicle), Anke and Tracey, the riders were kept well hydrated and fed, whilst Treffon kept the smiles going with his humour.

On reaching Thabazimbi after a couple of hours of riding, the tummies were grumbling for some refuelling. A quick lunch and rest set us up for a ride in the afternoon cool to our night’s stay over at the Buffalo Thorne Safari Lodge. We arrived as the late afternoon sun heralded in a typical awesome African sunset which we enjoyed with a sundowner underneath a magnificent baobab tree. Another perfect day in Africa…

There’s just something about waking up in the bush, its freshness and tranquillity soothe the soul and recharge the mental batteries. A hearty breakfast drew our stay to a memorable close and then it was back on the bikes for day two of our adventure. A short 100 km ride found us at the Grobler’s Bridge border post into Botswana. A few stamps later we hit the road towards our lunch stop at Khama Rhino Sanctuary. Our final stop before heading to the Makgadikgadi Pans was in Letlhakane, for a few supplies.

Turning off the tar road between Letlhakane and Francistown, at the sizeable village of Tlalamabele, we had 20 k’s of dirt road and 30 k’s of ‘twee spoor’ to negotiate before arriving at the Muddy Face Adventures campsite on the southern fringe of Sowa Pan.

Seeing Ellie poo on the roads reminds you that you are back in Botswana and just adds to the sense of wildness and adventure. Some had opted for a touch of glamping in Safari tents, whilst others pitched their own tents before settling in for a relaxed evening, chilling around a campfire under the moonlight on the Pans.

We experienced our first unique sunset on the pans. We watched the sunset in a huge red orb below a dusty horizon. Just when you imagine the spectacle is over, the last rays of the day paint the few scattered clouds blood red, which then soften to pink before fading into purple and finally bidding the day goodbye. The skies do indeed “declare the Glory of the Lord!” Turning around, we were greeted by the huge pale rising moon, soon to cast its light in an eerie glow over the white of the pans.

Muddy Face Adventures is the brainchild of Botswana’s Dakar star, and factory Hero rider, Ross Branch, the “Kalahari Ferrari”. Ably assisted by Lola Berry, they organise a few unique adventures in Botswana. It is a logistical exercise of note to set up a ‘village’, given that everything must be trucked onto the pans. The Botswana dirt bike fraternity pitched up in force, as well as a few ‘imports’ such as us, soon dotting the fringes of the pans with all manners of camps. Muddy Face set up a stage, drumming circle and chill zone, with a bar and food vendors and sponsors like Motul and Hero arranged in a large semi-circle around a freestyle motocross ramp, flat track and enduro course.

Ross was the MC for the weekend. His racing buddies, both past and present, showed up to support his event. It became a bit of a who’s who of dirtbike racing, with the likes of Darryl Curtiss, Gray Dick, Taki Bogiages and Charan Moore all strutting their stuff. You realise what a close-knit bunch these boys are. They race with no quarter given or asked, but when racing is done, they play equally hard.

Over the course of the weekend, we were treated to Freestyle Motocross, with guys sailing many metres into the Makgadigadi air before landing on a Muddy Face emblazoned inflatable ramp. Flat track catered to littlies, intermediates and the aforementioned pros. Racing was all about fun, but racers will be racers and when the flag dropped the action was electric! Watching the quad boys strut their stuff was also hugely entertaining.

It was the pros who provided the biggest spectacle. Lining up against some Botswana hotshots, it was game on. Elbows, knees, and lots of sideways roosting action. The boom and braap of 450cc dirt race bikes echoed across the pans as the boys went at it. Gray Dick showed the talent that won him many a title, as he smoked the field in the ‘final’.

There was live music, drumming and DJ-induced music late into the night. A glowstick ride on the pans was well-supported as well. It is not a weekend to experience the quiet and solitude of the pans, that’s a fact! A dude camping near us decided to take a blast on the pans at around 3:30 AM. He fired his 450 up and blasted past our camp on the rev limiter. C’EST LA VIE! You wake up to glorious red sunrises as the sun greets a new day. It really is a unique place that should be on every nature lover’s bucket list to visit.

Early mornings were fresh but not highveld cold. By mid-morning, we were sporting T-shirts and basking in the Botswana sunshine. It is brilliant waking up with nothing that needs your attention. Camping is cool because there are always little things to do, so you never get bored. The ritual of boiling water for coffee, or putting a simple meal together is almost therapeutic.

Taking a stroll and taking in the sights around the ‘village’ was fascinating. A large refrigeration truck which had brought supplies to the pans was stuck in the mud, serving as a warning to all of the fickle nature of the pans. Late summer rains have resulted in the pans being a bit wetter than is typical for this time of year. A heavy vehicle can roll along merrily yet as soon as it stops for a while the weight breaks through the firm crust of the pans into a glutinous mud which sinks it onto its chassis. Getting it free is a mammoth task requiring hours of digging and placing objects under the wheels to give it traction. A rescue tow truck eventually got the truck free. Bikes are light so they don’t generally have a hassle, but cars should take extreme care. Turning sharply on the pans can break through the crust, pull a tyre from the rim, and roll the vehicle.

It was impressive to see how this little ‘village’ sprang up from nothing. Motul had a cool chill zone under a Bedouin tent with inflatable bean bag recliners. In fact, the Motul branding made the village look like a Dakar bivouac. Very cool.

A row of his and her showers made up with shade netting worked well, with guys keeping a ‘donkey’ going for plenty of hot water. Toilets were rows of typical portable loos with a trailer born ‘glamping’ flushing chap for the really fastidious. All in all, it was pretty comfortable. It was lovely to see kids playing on the pans and having a ball without a smartphone in sight. Our children don’t even know how compromised their city life has become.

Although the majority of folk were obviously involved in offroad motorcycling there were a number of outdoor enthusiasts just making a family outing of the weekend. The cost of attending the Moonlight Adventure was dirt cheap, with the whole weekend fee at around R1000 per adult. Granted you set up your own camp, but to enjoy the infrastructure provided, as well as the entertainment, was a bargain of note!

The bulk of attendees were Botswana residents with a few SA ‘imports’. We really need to change that next year. If you are into adventure or dirt bikes, or just enjoy the wide outdoors, you need to make the effort. Botswana is one of the few unspoilt places where you can still roam far and wide under awesome African skies. Take yourself out of your comfort zone for a few days and have a truly memorable experience. Look at the brilliant images captured by our ZA Bikers team, and you will get a good sense of what an amazing and memorable event it was.

Huge thanks to Motul, SADAC and Muddy Face Adventures for putting together a great event. God willing, we will see you on the pans next year.

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I have owned north of 350 bikes over my 55 years of riding. The truth is I have enjoyed every single one of them, albeit often for very different reasons. It got me thinking about our motivation for buying certain bikes. For some, motorcycles are simple efficient transport tools, negating traffic and saving on fuel. For others, it is weekend recreation, whether touring, track days, or riding offroad with your mates. And then there are the ‘lifers’ like me.

For some inexplicable reason, motorcycles just got under our skin and became an intrinsic part of us. We engage with motorcycles with the fervour of Muslim fundamentalists. We are all in. I have huge admiration for folks who buy their bikes and keep them for years. I have the intention of making each new bike a ‘keeper’ but then another facet of biking looms and I am convinced (or convince myself) that motorcycling Nirvana looms. And so it goes on and on. Irene is no doubt right. For me, bikes are an obsession.

Thinking back on some of the bikes that I have owned and about bikes in general, there are some bikes that are really characterful and just have ‘soul’. Exactly what constitutes soul in a motorcycle is open to debate. Looking at definitions of soul or soulful, there is a reference to having appeal, evoking emotion, and deep and sincere feeling. OK, but lifers will know it’s more than that. It is that indefinable something that just does it for you.

Let me give you an illustration from my own personal experience. Back in 1999, Yamaha brought their first R6 to market. It was designed with World Supersport racing in mind, a class dominated at that time by Honda CBR 600s. Yamaha planned to change all that with a little 600cc weapon. It had all the attributes. Needless to say, I bought one and really enjoyed it. The time came for the 8k service. I took the bike to Linex Yamaha where I had bought it, and booked it in for service, then took a stroll through the showroom, which is typical of us lifers, “just to see what’s new” you know…

And there it was, in all its beautiful red glory—an ‘as new’ Honda VFR800, with a mere 800 K’s on the clock. I had previously owned a VFR750 F and loved the V-Four motor. With the VFR800, Honda had outdone themselves. The attention to detail and level of finish was typically Honda. The engine had gear-driven overhead cams, just like the legendary RC30 and RC45. I was smitten! To cut a long story short, a deal was done, and the VFR moved into my home and into my heart. ‘Big Red’, as it became known, stayed in my garage for years. The look, the motor sound and feel, and the small block Chevy exhaust note were totally intoxicating. Soulful! This was the start of a love for V-4 Honda 800s that endures to this day. They are, for me, bikes with soul.

Bikes with soul take on many forms. You may think that it would be reserved for big and bold bikes only, but that is definitely not so. Ask any ‘Vespisti’, they will get misty-eyed when they extoll the virtues of their Vespas. They go on runs, gather for meals, and even do Vespa Culinary Tours to Italy. Their enthusiasm knows no bounds. It is not even that Vespas are the best scooters out there. Some would argue that there are better options at more affordable and better value for money. But that matters not at all to the Vespisti. Their Vespas have soul!

Similar story to the Harley Sportster boys. I owned a 1200 Sporty Custom for a while. I did a trip to Cape Town via Route 62, and then down the Garden Route, up to Port Alfred, before heading back home. The Harley loped along with a V-Twin rumble that was both endearing and intoxicating. I was Easy Rider and Harley-Davidson and the Marlborough Man rolled into one. Exploiting the Harley’s torquey and smooth rumble under a big blue sky through a vast land on a bike that was basic and uncomplicated was indeed soulful. I totally get the allure of this classic American Iron.

Then we have bikes like the Triumph Bobber. For me, the whole Bonneville range reeks with soul, but none more so than the Bobber. What it lacks in practicality it makes up in soul. I recall having the Bobber Black on review and taking it out on a chilly winter’s day for some late-afternoon photos. The sun was low in the sky as I snapped the Bobber. Shots done, I rode home at a leisurely 110km/h, revelling in the sublime torquey smoothness of the magnificent motor. The crisp air, dry winter landscape, perfect light and throb of the Bobber combined to create a timeless moment that remains forever etched in my memory. Soulful.

Modern Classics tend to lean toward the soulful side of things. Think of bikes like the Bonnies, BMW’s RnineT and Ducati’s Scrambler range. Definitely some soul in all of those. Talking Ducati and soul, maybe the most soulful sport bike of all time has to be the original 750 and 900 SS with its bevel-driven overhead cam desmodromic motor.

The sculpted tank and half fairing, Conti exhausts and big Dellorto pumper carbs. Paul Smart won at Imola on one of the race-prepped 750s. To my eye, these bikes are so iconic you could park one in your lounge just to ogle it. Other bikes vying for soulful status from the Ducati stable would doubtless be the 998 and perhaps the Panigale for its sheer beauty and supreme ability. The perfect blend of form and function. So too the DesertX, with its Dakar heritage looks and modern-day functionality brings soul to the adventure bike space probably last seen with the original Honda Africa Twin.

The Japanese struggle in the soulful stakes, tending to build bikes that are functionally superb but a bit lacking in soul. Notable exceptions would be the original Honda CB750, CB1100RB and RC, and the legendary RC30 and RC45. Perhaps the CBX Six should be in there too. Of late, the little Honda Grom has achieved cult status. Yamaha’s XT500 definitely has soul despite being functionally inferior to the Honda XR of the day.

Having said that, the multiple Baja-winning XR600 would probably pull on the heartstrings of many a desert racer. Yamaha’s XSR900, with its modern retro styling and soulful CP3 triple, especially in the heritage yellow ‘Roberts colours’, is a soul contender too.

Kawasaki’s Z900 RS also harks back to the days when Z1 ruled. Yamaha’s giant-killing RD350 2- stroke definitely has soul, especially in the hearts of those that owned them. Suzuki has built many functionally excellent bikes over the years, but not many with that indefinable soul ingredient. Perhaps the K5 GSXR 1000 would be a contender?

BMW fans would no doubt nominate the original GSs like the R80 and R100 as soulful in the sense that they opened the way for countless world travellers who crossed continents on their GSs as trusty mechanical companions. As previously mentioned, the RnineTs are full of Teutonic soul. Funkiness sometimes translates into soul, as is the example of the Honda Grom. So too the C50 and C90 Honda ‘postie’ bikes. Bikes like Moto Guzzi, with their transversely mounted V-Twins, also score high on the soul scale.

What I’m trying to do with this is to get you guys and gals thinking about bikes that have touched your lives in a special way. I would love to hear you make your case for that special bike in your life. I’m all ears…

South Africa’s next great Motocross star, Tristan Purdon, is poised to embark on a new chapter in his racing career. Following an impressive tenure as a KTM Red Bull team rider in Mzansi, Purdon faces his biggest challenge yet: competing in the prestigious MXGP series in Europe. The talented rider’s exceptional skills and determination have earned him this remarkable opportunity to compete against the world’s best in one of the most fiercely contested championships in the sport.

Purdon’s motocross journey began in East London. Nestled atop the Nico Malan Pass, a farm in the picturesque Cathcart district became his playground from the age of three. It was there, amidst the rolling hills and endless possibilities, that his passion for riding was ignited. At age five, Purdon’s father took Tristan to a local Motocross track, an experience that, in time-honoured tradition, sparked a passion for the sport.

The years that followed were marked by steady progression for the young rider, with unwavering support from parents Lynne and Roger: from his inaugural race in 2003 and securing second place at the regional Border Championship in 2004, all the way to 2018, where he clinched two coveted National Pro Mini championship titles. Then, during his rookie year in the arduous MX1 National championship, he clinched yet another title, solidifying his place among the elite in this cutthroat category.

Now, Purdon is moving confidently into the big leagues, competing in select rounds of the MXGP series, the premier championship of motocross racing, as well as the British Motocross Championship. “It’s a huge and scary step, but it’s that next step that every rider wants to make,” said Purdon. “Going from being the big fish in the small pond, I quickly became the tiniest fish in a huge ocean, but it’s all about learning to swim! It’s exciting seeing all the room for progress too!”

To prepare for the increased level of racing in the MXGP, Purdon is shifting his training into high gear. “I’ve been focusing a lot on my fitness and nutrition, as well as my headspace, which is something I didn’t really focus on back in SA,” he explains. “What I was doing was working back in SA, but again, big fish – small pond. The intensity of the training and racing is just next level here, so you need to be in tip-top shape, mentally and physically! I’m working closely with my trainer to make sure I’m 100% fit and ready.”

Aside from his parents, Purdon attributes much of his support to his sponsor: “Being a part of the Red Bull Family is every athlete’s dream, and it was always a driving force for me,” he explains. “I knew that if I made it into the family, then my hard work would have paid off and I would have the support I needed to chase even bigger dreams! Red Bull’s involvement has taken a lot of the stress away, the support is unlike any other. I know that if I’m lacking anywhere, physically or mentally, the guys over at Red Bull know just the combo to help sort it out.”

Carrying the weight of representing your country on the global stage is not easy for any athlete, but the young star is taking it in his stride: “I’ve got to be honest, it’s a bit intimidating,” admits Purdon, “especially coming from one of the smallest towns in South Africa. Sometimes, I feel like it’s all eyes on me. It’s a big deal and a lifelong dream, and all I want to do is make everyone proud! I hope to encourage all the other kids like me, who didn’t come from much and show that your wildest dreams are possible if you just have the passion and dedication to achieve them!”

The name Van Breda is famous in South African motorcycle racing circles. Les Van Breda not only had a stellar career in South Africa, but he was also one of the talented few who was able to make the transition from national racing to international racing – which was no mean feat in the late 1970s.

Having started racing – and winning races and championships – in the 1960s, it was the following decade that brought the most success for Les, including 500cc SA National Champion in 1971, ’73 and ’76. This gave him the confidence to travel with compatriots Kork Ballington and Jon Ekerold to Europe to race on the international Grand Prix circuit. While Ballington and Ekerold competed in the 250cc and 350cc classes, Les Van Breda raced in the 350cc and 500cc classes. As a privateer, he found himself up against the likes of Barry Sheene, Kenny Roberts and Mick Grant, the top racers of their day, all racing factory bikes.

The late 1970s were the highlight for the privateer racer who was eligible to race at Grand Prix level. Les acquitted himself brilliantly, often finishing as top privateer in Grands Prix and podiuming at non-Grand Prix international races. Les raced on both closed circuits and also in Irish and Dutch road racing, at events such as the North West 200 – to survive that, was an achievement in itself. Les managed all this while travelling with his wife and two young children. It couldn’t have been easy for the family, but their presence went a long way to enabling Les to compete at the top level.

Les retired from competition and returned to South Africa to concentrate on his Suzuki dealership in Springs and raising his family. He helped to manage and nurture the next generation of South African racing teams and riders, and also found great success in preparing racing motorcycles for customers. In this role, he was a Motul pioneer, being one of the first people to use the company’s products once they became available in South Africa in the early 1990s.

Sadly, Les passed away in 2022, but his son Graeme has taken over the reins of the business. He is also an experienced racer and, to prove that racing runs in the family, his son Jason is already on the first rungs of the ladder to his own successful racing career.

Graeme is currently racing in the Kawasaki Masters ZX10 Cup as the reigning champion and 2023 championship leader. His father would undoubtedly be proud, and it’s clear that Graeme holds dear the memories he has of the time spent alongside his father:

“Times with my dad are some of my fondest memories,” said Graeme. “He taught me everything I know. I almost stopped riding when he passed away last year as I was totally lost without him, but decided that that’s not what he would have wanted, so I went out and won the championship in his honour.”

Looking at Graeme with his son Jason, who is 11 years old and reigning 85cc champion and was runner up in the 150cc championship last year, it is clear, that the apple has not fallen far from the tree and that, in the years to come, Jason will have his own fond memories of racing with his father. Indeed, before his passing, Les acted as a mentor to Jason so the youngster will have had the benefit of two generations of Van Breda to guide him. It was his Grandpa who taught him maybe the most valuable lesson of all:

“One of my favourite pieces of advice I got from my Grandpa was: ‘If someone passes you, you must pass them straight back.’” Sound advice and it’s clear that Jason has taken it to heart.

For the Van Bredas, racing always has been, and remains, a family affair. “Racing is very much the whole family being there and involved but practice and testing is very much dad and son time,” says Graeme. “My dad is a very special person who always tries his best in everything he does. He is my best friend,” replies Jason. It is reassuring to know that the Van Breda legacy is in good hands.

Both Graeme and Jason are Motul athletes, believing fully in the quality of Motul products, be they essential lubricants for the hard-working engines and gearboxes or the extensive range of cleaning and maintenance products. Oil technology has come a long way since Les’ time racing in the ‘60s and ‘70s and Graeme knows as well as any other racer that anything that can give you the slightest advantage, is a weapon to be used in a racer’s armoury. Motul gives him that advantage.

“Well, I use all of the Motul products, and it would be difficult to choose a favourite or, rather, a most important one but, if I had to choose, then it would have to be the Motul 300v engine oil as I have never had a blown engine while using it.” He makes it sound so casual but, to finish first, first, you must finish and blowing an engine isn’t part of that equation. Also, anything Graeme can do to reduce the maintenance between races leaves more time for preparation of both the bikes and the riders which, in the Van Bredas’ case, means squash, tennis and many hours on the MX track.

For Motul South Africa, supporting local racing is an important element of their commitment to excellence. The global lubricant manufacturer understands that involvement in racing is an important factor in the development of new and relevant products.

“We are delighted to have been a partner to three generations of the Van Breda family – just one of our enduring relationships and further proof of Motul’s commitment to motorcycle racing in general,” said Mercia Jansen (Motul Area Manager for Southern and Eastern Africa).

“We relish the chance to engage with riders and motorsports enthusiasts from across South Africa as we’ve always believed in growing motorsports from the ground up and encouraging more people to get involved through our support of the industry. In particular, we focus on youth – the next generation of motorsport competitors and fans,” she added.

As long as there are the Van Bredas of this world supporting and taking part in motorcycle racing in South Africa, not to mention the support and expertise provided by Motul, we can be assured of its continuing health and growth.

Aaannnnnd, breathe! I can never totally relax through TT week – two weeks, actually – because, even though all the riders know what they are doing, the nature of the course is such that you have to expect the unexpected and experience counts for nothing when the track or the machinery is against you.

It’s difficult to know how to look at TT 2023: are we fortunate that ‘only’ one rider was killed – infinitely better than last year’s tally of six – or is that still too many? Do we concentrate solely on the top ten riders – after all, it is they on whom the media concentrates – or do we remember that there are many riders for whom simply competing is enough and for whom exposure in the media is unlikely? Do we celebrate loudly those victories or do we dial down the euphoria and doff our caps in memoriam of he who won’t be going home?

It’s a conundrum many people struggle with year after year and yet, the riders will still go back and we will still watch, listen or read about it. Perhaps that is the right way: acknowledge the skill and dedication while being realistic about the risks that are inherent in any form of motorsport and at the Isle of Man especially and understand the reasons why the riders do it.

For the record, the rider killed was Raul Torres Martinez who was not, as you might assume, a newcomer: the race in which he was killed was his 21st TT race. When asked what his ambitions in road racing were, he has said “to have fun with the bike, and to be able to fight for a top-20 finish at the TT in a 1000cc class”. You see: doing it not for the glory but for personal satisfaction. That sums up the TT.

TT 2023 was about two men: Michael Dunlop and Peter Hickman: race wins, lap records and speed records fell to these two elite athletes throughout the two weeks. Peter Hickman won four races and set both the fastest recorded speed on the Sulby Straight of just over 200mph and the fastest outright lap record, at 136.5mph, or around 16 minutes and thirty seconds. If you can make any comparison between the past and the present, it is interesting to note that Stanley Woods’ fastest lap in 1922 was 40 minutes and 50 seconds.

Actually, that first race for Woods – who would go on to win ten TTs in the 1920s and ‘30s – was not unusual for the time. Just think about his race: stopped to pick up spark plugs that had fallen out of his pocket: fell off at Sulby and re-mounted: hit a curb and lost part of his exhaust: fire in the pits while re-fuelling, which he helped put out: hit the curb again: stopped on the course to replace an inlet valve with only the tools he carried with him (!): lost all brakes: fell off again: finished fifth. Makes today’s sub-17-minute laps look easy by comparison!

But I digress. Michael Dunlop had every chance of not only matching his uncle Joey’s tally of 26 wins, but surpassing it. He came within a whisker of achieving that, taking his 25th win and retiring while leading the next race, putting him second on the all-time victories list and there is nothing to suggest that next year he won’t be able to finish what he started this year. For the record to fall to another Dunlop will be fitting, for the family has given everything and their lives to the sport. Watching Michael race the TT course is to watch a man visibly wrestle and fight his bike every inch of the way, while others, such as John McGuinness, make it look so smooth and effortless. Well, as effortless as racing at the Isle of Man can ever be. They might not look like the fittest blokes on the planet but make no mistake, you can be nothing but super fit to endure one lap at racing speed, let alone three, four or six, sometimes twice in one day.

If the TT riders lack the svelte PR-friendly build and attitude of their MotoGP or World Superbike counterparts, they more than make up for it in other-worldly skill and a no-nonsense, no bullshit approach to what they are doing.

Asked in an interview what suspension adjustments he had made to his Superbike which prevented him from challenging for the win in the week-ending Senior TT race, he refused, replying: ‘Would I ask you what kind of knickers your wife is wearing?’ We need more like him.

Dunlop started the week off well, winning the first Supersport race and the Superbike race. He’s not always as comfortable on the big 1000cc bikes as he is on the 600cc Supersport bikes (he set a new lap record for the Supersport class of just over 130mph) but he proved that, with the right set-up, he is capable of winning on anything. He was robbed of a fourth-of-the-week and record-equalling win in the Supertwins race by mechanical failure.

That in itself is amazing. The punishment meted out to the race bikes over the course of a race is incredible – quite how many more engines don’t simply give up the ghost is incomprehensible and is testament to the quality of not only the base product as it left the factory, but also the skill of the engine builders and mechanics. To finish a race is incredible: to run at the front and possibly win is something else again.

What a week for Peter Hickman. Four race wins, taking his tally to thirteen, top speed record and an outright lap record. As with Michael Dunlop, this is but a temporary step on the road to more wins, which will surely come. Of course, the barriers to achieving that are many, including injury and mechanical failure but, as was demonstrated this year, once you are on a winning roll around here, it’s difficult to stop the momentum. Remember Ian Hutchinson? Won all five races in one week, back in 2010 (as documented in that excellent documentary TT: Closer to the Edge), only to break his leg badly shortly afterwards in a circuit race in England, suffer two or three years and thirty operations of recovery. But he came back and continued winning: he now has 16 wins to his name and sadly missed this year’s event through yet more injury. But he’ll be back and most likely he’ll win again.

One notable absence this year was the TT Zero for electric bikes. Sadly it has died through lack of interest, which is surprising given the noise everyone is making about electric power for cars and bikes. I would have thought that, with the increasing urgency to develop viable electric solutions, the cauldron of racing would be the perfect place to try out and showcase new technology.

The general lack of interest in electric motorcycle racing – when did you last see a MotoE race on TV? – gives some indication of the public’s antipathy towards the electrification movement. If it is inevitable, then the manufacturers and lawmakers need to come up with some way of making it more attractive to those of us who will inevitably be supporting their efforts by buying them.

Back to the present day, if you are not moved by the sensations the Isle of Man TT week imparts, then I suggest a visit to your doctor, because you are clearly not firing on all cylinders. I’ve said it before, but MotoGP racing looks like a children’s playground compared to the TT so watch MotoGP by all means but take the time to really understand the TT and you will find your eyes opened wide.

It’s almost time to hit the road! The Motul on the Move Moonlight Adventure is just around the corner and we at ZA Bikers simply can’t wait.

You’ve heard of dancing in the moonlight. Southern Africa Dual-sport Adventure Challenge (SADAC) has partnered with Muddy Face Tours to give you a unique opportunity to ride your adventure bike under the moonlight.

Yes, you heard correctly, the Moonlight on the Move Adventure (proudly sponsored by Motul) will see riders head from Johannesburg to Botswana’s iconic Makgadikgadi Salt Pans, a lunar landscape in northern Botswana that’s so flat and so empty, you can see the curvature of the Earth.

Treffon Smith (SADAC Adventures) shares some of the highlights to look forward to en route to the Makgadikgadi Salt Pans:

“The lunch spot en route to the pans is enjoyable and has some animals to view, the giraffes are super tame. The route to the border is along several game reserve fences, so game spotting is a given. At the first night’s stopover, we are welcomed by the most spectacular baobab tree on arrival and our welcome drinks under its branches as we watch the sunset is truly magical”, said Treffon.

The planning stage starts to build anticipation. Work out a route. Check the distances. Invariably we feel the pull of Botswana, like that of a moth to a flame. The vastness, the emptiness, the friendly people, the wildlife. We always say that for us, Botswana starts when we see the first Ilala palms.

We yearn for wide-open vistas. The sun shimmering off the Makgadikgadi Salt Pans. The silhouette of a Baobab, painted pink by the setting sun. The intoxicating, unforgettable smell of a “hardekool” fire.

The ritual of erecting our tents, sorting out our bedding and getting coffee water on the boil. Ladling ground coffee into our Coleman plunger and savouring the rich coffee aroma. The glug from our hipflasks, to put that “renoster” into our coffees. Sitting back, sipping slowly as harsh daylight softens to a pastel glow. Listening as the jackal announces his presence to the creatures of the night. The guinea fowl and pheasants, clucking and screeching their way to their roosts. The onset of another African evening, seemingly unchanged since time began.

Now, is the time to start getting our motorcycles prepped and our packing checklist ready…

As motorcyclists, we love riding our bikes and when a bucket list trip comes about, it’s so easy for us to get excited and sometimes overlook things when checking over our vehicles or when packing our travel bags. We would argue that making sure that your motorcycle is in tip-top shape is just as important as packing and the trip itself.

Treffon Smith (SADAC) shares with us tips for first-time visitors to the pans:

“The weather is extreme, from beautiful warm sunny days when you’ll need a hat, to chilly nights when a beanie is definitely needed, especially whilst sleeping. A power bank to charge your phone is important as you’ll want to take pictures on the pans to remember your experience for many moons to come. Having the correct ‘adventure’ tyres on your bike is crucial as you will encounter sections of sand riding to-and-from the pans”, said Treffon.

The Makgadikgadi Salt Pans are beautiful, however, they are a harsh environment. So, to make sure that our rides and kit stay in tip-top condition, regular maintenance is necessary, therefore, we suggest packing the following Motul products that we have tried and tested…

Recommended Motul MC Care products to pack in your backpack:

Helmet & Visor Clean
Tyre Repair
Hands Clean

Nothing ruins a perfect horizon like a dirty visor or pair of goggles, so to the rescue comes Motul’s compact 250 ml Helmet & Visor Clean—a must-pack item for the open and dusty road. This bottle of magic is environmentally friendly and is a simple spray-on/wipe-off task—a no-water-needed job. The best part is, it’s a two-in-one non-aggressive cleaner for the visor and helmet, which works really well and leaves no streaks behind. Another backpack buddy is Motul’s Tyre Repair, it works on all motorcycle tyres with or without inner tubes and the best part is, it can repair and re-inflate your tyre instantly without disassembly or tools. Quick and easy!

The last item to have in your backpack is Motul’s Hands Clean. Whether you’re adjusting a chain or working on something that takes a lot of dirty fiddling on a trail, “Hands Clean” works like a bomb, with a cream paste that turns into a rubber substance that is biodegradable, leaving you with clean and dry hands when out on an adventure.

Recommended Motul MC Care products to pack in your luggage:

Helmet Interior Clean
Moto Wash
E.Z. Lube
Chain Clean
Chain Lube Off Road
Brake Clean
Air Filter Clean
Air Filter Oil Spray

As mentioned above, the Makgadikgadi Salt Pans are a harsh environment to be in, and even if your motorcycle is in good condition on day one, these listed lubricants & dry cleaners will keep your motorcycles working at their optimal before and after each ride—allowing you to focus on the adventure with peace of mind.

For a bucket list motorcycle trip like this, it’s better to be over-prepared rather than underprepared. Although this may be overkill for the hardcore adventurers out there, whether you are planning to ride solo or drive with a few mates and family members, below is a downloadable “What to Pack” checklist with a few suggestions to help you plan your adventure…

Download Here: What to Pack Checklist

It is, in our opinion, so important to do these big adventures as often as time, and circumstances, allow. Nothing quite recharges the world-weary batteries like an adventure trip.

If you are reading this, and you are interested in going on the Motul on the Move Moonlight Adventure then not to worry, as there are a few spaces left, but hurry, as they are likely to sell out quickly…

How do I book my spot?

Simple, all you need to do is contact SADAC and book your spot today – www.sadac-travel.co.za

You might know Clinton Pienaar as an accomplished motorcycle racer, and track instructor, or as an ex-motorcycle mag editor. But these days, he’s been holding down a different nine-to-five—as the dealer principal of FAST. KTM Cape Town.

You’ll find FAST. KTM Cape Town at 46 Marine Drive in Paarden Eiland, right next to the gear and apparel store, Bike Kings, and a stone’s throw from Metalheads, Trac Mac and Flying Brick. A mere 15-minute drive from the CBD, and less than half an hour from the Northern suburbs (traffic-depending), the area is fast becoming something of a motorcycling ‘golden mile.’ And FAST. KTM Cape Town is all too happy to be at the centre of it.

The dealership has been under the ownership of FAST. KTM—the same crew that runs Alberton’s KTM dealership—since September 2021. Nathaniel Do Amaral and Dave Griffen (the guys behind FAST. KTM) brought Clinton on a while later as he had already relocated to the Cape Town area, therefore, making him a prime candidate for the job.

Leonie Naude, who has been with the company for seven years, sits at the centre of the business as its accountant, HR department, company nurse and all-around mother hen. Luca and CJ head up the sales department, while Armand and Jamie take care of service bookings and follow-ups.

“We pride ourselves on having one of the best-equipped workshops in the Western Cape, with arguably the most qualified team of technicians,” says Clinton. “We’re striving to get all of our technicians up to Gold Level qualifications, and it’s our goal to work towards zero comebacks. It’s either 100% or nothing at all.”

Clinton’s wealth of motorcycle industry experience makes him well-suited to running a motorcycle shop. He not only thinks like a manager, but like a customer too. Or, more aptly, like a motorcycle enthusiast.

We’ve known Clinton a long time, and he’s never been one to mask his passion for two wheels. Touring the shop with him, he gushes over the various KTM, Husqvarna and Gas Gas bikes that fill the showroom like a kid in a candy store, rather than like a salesman trying to make targets.

And yes, you read that right—FAST. KTM Cape Town sells and services all the brands that fall under KTM’s umbrella. So if you want to get up close and personal with the new Husqvarna Norden Expedition, you know where to find them.

It’s also not lost on Clinton that KTM is pushing the GasGas brand hard in Rally and MotoGP racing, but he’s ready for it.

“The E-bikes are destined to arrive here in November already,” he tells us, “and I can’t wait to get into this new direction for this company, on top of all our biking activities. Our technicians are being trained up to work on E-bikes, as well as all the GasGas and Husqvarna bikes, so we are already servicing them with factory guarantees in place.”

As for the building itself, FAST. KTM Cape Town’s showroom is a warm and inviting space. The brand’s usual orange branding pops, juxtaposed against the rustic, stony walls of the building that houses it. The ground floor of the double-storey building is dominated by bikes and gear (including a smorgasbord of Brad Binder fan merch), while a staircase leads to the parts department.

The place feels cosy rather than crammed, but Clinton is quick to add that FAST. KTM has some serious expansion plans on the cards. By the time summer hits, they would have incorporated the building next door, effectively doubling both their showroom and workshop spaces.

They’re also putting the finishing touches on an upstairs lounge, with a stunning view of the bay, and a big screen to catch MotoGP racing on.

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“We look forward to creating such an awesome customer experience that clients just want to come back over and over again,” Clinton adds. “We’re placing emphasis on building long-term relationships with our client base, sharing our passion by spending time with our clients on bikes, and focusing on the details.”

For more information visit: www.ktmcapetown.co.za

The last week of May and the first week of June are both anticipated and dreaded by fans of road racing in equal measure as the annual Isle of Man TT races commence, first with a week of practice and qualifying followed by a week of racing. Anticipated because this is the purest form of racing – man and motorcycle against the track and the clock, around 37.75 miles of public roads: dreaded because it is man and motorcycle against the clock around the deadliest race track in the world.

It is impossible to ignore the fact that, since 1907, 266 riders have lost their lives at the TT, six in 2022 alone. In only two runnings of the event have there been no fatalities. It is an appalling statistic and yet the event survived some very lean years in the late 1970s and ‘80s, immediately after its world championship status had been revoked, to become an icon of motorsport. Even if you can’t attend, it is now televised more widely than at any time in its history.

The arguments against are as old as the event itself. ‘How can you condone such wholesale slaughter of men?’ is the common refrain. ‘How can this be allowed to continue?’ ‘It must be stopped.’ They’ve all been heard a million times and yet the TT continues and, to repeat a hackneyed phrase in this context, thank goodness it does.

It is impossible to talk about the TT without mentioning the death rate. But it is much more instructive to talk about the survival rate for, if there are deaths every year, then also there are those who live to ride another day, one of those days being next year at the same track and, with at least 60 riders competing each year, the survivors far outnumber the casualties. There might be only one winner of each race, but to simply finish, is a victory for most riders.

So this article is to celebrate the few (among all motorcycle racers) who choose to live their lives to their own rules and dictates. Because that is exactly what they are doing by agreeing year after year to return to the Isle of Man and facing down their demons.

For us watching, there is the uncomfortable knowledge that even the greatest among them – the McGuinesses, the Dunlops, the Hickmans, the Harrisons – could succumb: not through their own mistake but from something completely beyond their control. The fact that they were putting themselves in the way of that danger should not be seen as frivolous: it’s a challenge, one that the rest of us cannot fathom but which is irresistible, as much as climbing Everest or performing some other extreme sport.

To a man, all of them will defend their decision to race. Most recently, Peter Hickman, who holds the lap record at over 135mph average for a lap – under 16 minutes – spoke up about it:

“I’m not forced to be here. I want to be here,” Hickman told broadcaster Sky; “It’s an obvious risk.

“A lot of people think we’re just crazy or idiots. You take your brain out and put your helmet on.

“It’s very, very much the opposite effect. So you’ve really got to use your brain.

“And you’ve got to take the risk when you want to take the risk – or if it’s necessary.

“So, for example, I hold the outright lap record here and I’m constantly getting asked, ‘Are you going to break that record?’ And my answer always is ‘only if I have to’.

“And by that I mean, I win the race at the slowest possible pace. Because the slower I win the race, the less risk to me.

“Life is short as it is. I would rather go away doing something like this.”

And that’s the crux of the matter. Who is to say how we should live our lives and what risks we should take, especially if it is hurting no one else? And who lives more than a TT rider during even one lap of the course, let alone the four or six laps that make up the majority of the races?

It sounds corny – and it probably is – but surely to die trying to do something well is a better use of life than avoiding all risk and dying in your bed? Bruce McLaren thought so: “To do something well is so worthwhile that to die trying to do it better cannot be foolhardy.” McLaren died testing a McLaren Can-Am car at Goodwood in 1970.

Yes, that quote romanticises the danger of the sport but it has more than a grain of truth. Calls to ban the Isle of Man TT races have rung out throughout history but never more so than today, when people feel it is their right to comment on how others live their lives and even to stop them from doing so if it offends them. Thank goodness the TT riders themselves are prepared to stick two fingers up at the critics and stick to their guns.

Then, of course, there is the economic effect of the TT on the island. Of course, without the TT, the Isle of Man wouldn’t suddenly cease to exist, but an awful lot of people’s livelihoods would be taken away: that doesn’t seem to bother those who would have it banned. Rather salve their own moral rectitude and self-importance than worry about the effect on people they have never met.

No, the Isle of Man TT races are absolutely fantastic, not because it is the last outpost of individuality and freedom of choice, but because what these men and women do seemingly defies all laws of physics or belief in what is possible. Sit and watch any on-board lap on YouTube (such as the one below) and not only are the speeds utterly mind-bending and incomprehensible, but the act of memorising a lap that comprises an estimated 200 corners of every conceivable type and speeds of up to 200mph is beyond most of us.

It takes years for a rider to properly learn the course, a feat made infinitely easier these days by the aforementioned YouTube clips. What you have to remember is that you can only follow advice from fellow riders regarding a particular corner when you yourself are travelling as fast as they are; if they say that your turn-in point for a corner is when you can see X in the distance, you have to remember that they are doing it when travelling at 175mph on the approach. If you try it at 145mph, for example, you will turn in far too early and the results could be much worse than a slow lap time.

But watching the speed that these riders approach and ride through corners is awe-inspiring and I’m using the word ‘awe’ in its correct definition: ‘a feeling of reverential respect mixed with fear or wonder.’ If you are anything but a world-class racer, it is hard to comprehend exactly what they are doing. Watch the video below of bikes passing through St Ninian’s Crossing, perhaps a mile from the start line and at full speed it’s frightening enough: slowed down and you see the riders way out of their seat and both wheels off the ground and it’s terrifying. And this happens a dozen times per lap, all in the blink of an eye.

Watching a TT is an exercise in suppressing fear. It’s completely mesmerising but you know that any single moment can bring disaster and, even if the top riders know every inch of the course, you can no more remove the thought of impending disaster than you can guarantee that everyone will get through the whole race without some manner of incident! The riders trust their skill: and so should we.

But there I go again: concentrating on the ‘negative.’ Watch a full on-board lap and it’s like ballet: perfectly choreographed, flowing and magical. There are no sudden movements, no frantic grabbing of the brake or the accelerator: it’s pure speed and talent. The riders know what is coming next: they are thinking seven corners ahead as the exit from one corner has speed consequences onto a straight seven corners ahead. Many riders will say that everything slows down, their brains are working so fast and ahead of themselves. It is almost superhuman. It’s also poetically beautiful.

The riders should be considered elite athletes, even if they are more down-to-earth than any manual labourer and don’t shy away from calling a spade a spade (in rather more earthy tones than that…) when the occasion calls for it.

The punishment the body takes is indescribable, the effort enormous and relentless: it makes MotoGP riders and their 40-minute sprint races (by comparison) on sanitary permanent circuits with no hazards whatsoever look like overpaid prima donnas. Various MotoGP riders have visited the TT and all of them have come away shaking their heads at the madness of it all. None of them have dared race there.

As I write this, the week’s racing is about to commence, the first race being the Supersport TT, for 600cc bikes. Practice week has been mesmerising, culminating with a new unofficial lap record for Michael Dunlop at 135.5mph, beating Hickman’s record by a couple of tenths. During the Thursday evening practice, Peter Hickman did a standing start lap at 133.797mph. That’s a standing start, not a flying lap where the line is crossed at both the beginning and the end of the lap at full chat.

TT veteran John McGuinness (he wouldn’t thank me for saying that, but it’s undeniable) has done a lap at 128.724mph in practice: this is a man, don’t forget, who is over 50 years of age, who is by his own admission slightly overweight and, even if he is no longer the man to beat, is still a formidable competitor and not a rider that anyone ignores. With 23 victories and over 100 starts, his experience is his most valuable weapon and it is experience that wins TTs as much as outright speed.

I was listening to McGuinness in one interview this week and I really think this TT will be his last one. He’s put a lot of effort into getting ready for this one and I think he’s said to himself, or had said to him, that if he’s going to call time, then go out properly and not do it half-arsed. He’s still enjoying it and that’s the best time to retire, but even he must realise that risking everything for a place off the podium isn’t worth it, especially after all he has achieved. He’s a realist and I think he’ll be comfortable with the decision when it’s made. I don’t think he can win, despite what I said above – the ‘youngsters’ are way beyond snapping at his heels. A podium would be a great way to bow out: a win unlikely but who doesn’t want to see him win one more, just for the hell of it?

To finish, an observation about outright speeds. The strange thing is, that, once a speed barrier is breached, then everyone does it. As soon as the magical 100mph barrier was broken, by Bob McIntyre in 1957, a second rider matched it on the very next lap and it has been the same ever since. The first 110mph lap was posted in 1976 – nineteen years later – the first 120mph lap in 1989 – only 13 years later – and the first 130mph lap in 2007 (18 years for those too lazy to work it out) and in each case, once the barrier was broken, everyone started doing laps at that speed. Funny, isn’t it?

It took a further 11 years to raise the record to 135mph. Now, a 130mph lap is seen as being commonplace and anything under means you’re not on the podium, let alone in contention for a win. Whether we will ever see a 140mph lap is in the lap of the gods. A lap under 17 minutes was hailed as amazing but is a sub-16-minute lap possible? If that is the case, where will it stop? Will the powers-that-be be forced to start implementing speed-reducing measures? On a 37-mile lap, is it even feasible? A chicane might slow the riders for a few hundred metres but it would have little effect over a full lap and the speeds would still be largely the same.

Would artificial restrictions be against the ethos of the event or will it become a necessity to ensure survival? Quite how the TT has escaped censure thus far is unfathomable and you can only imagine that there are those who would ban it forthwith given half the chance. An artificial restriction would go some way to fend off such an outcome, as unworkable as it would be in reality.

It’s one of my favourite soapboxes on which I like to climb whenever anyone bangs on about how electricity is the best alternative solution to our use of fossil fuels to power cars and motorbikes. Sitting in that soapbox are many arguments against electricity that seem so obvious that I can only wonder what agenda manufacturers are pushing with the rush to adopt electric technology, that they ignore all the seemingly logical arguments against it. The arguments against this move are well known and I don’t propose to go over them again so my soap box will stay in the cupboard for today (you can read my thoughts on this topic in a previous article that I wrote, here).

What is clear, however, is that even the car and motorcycle manufacturers are thinking along the same lines, with many of them working on solutions to retain the accumulated knowledge of the internal combustion engine and finding ways of adapting them to run off alternative fuels rather than abandoning them altogether.

BMW is the latest manufacturer to reveal details of experiments with alternative fuels, which have been ongoing for a year and a half. A small fleet of trucks has been working in the logistics chain between one plant in Landau, Germany, and the main plant in Munich. These trucks are powered by standard diesel engines but run on HVO100 diesel. HVO refers to Hydrotreated Vegetable Oil, made from various waste products, residues and renewable raw materials, including used cooking oil. “100” refers to the fact that an engine can run on 100% HVO, as well as being able to be mixed with regular diesel or petrol with no ill effects to the engine.

Compared with fossil diesel, HVO produces up to 90% less carbon dioxide, if the production cycle of conventional oil-based diesel is followed from “well to wheel”. The ten trucks that BMW is now running using the new fuel are expected to release up to 800 tonnes less carbon dioxide per year compared to conventional diesel.

Vehicles and engines require no modifications to run on eco-friendly fuel, and HVO can be used pure or mixed with fossil fuel in any ratio. It can also be supplied via the existing fuel station infrastructure. Surely this is a much more viable alternative to implementing a huge electric infrastructure, comprising generation and distribution to the end user?

The BMW Group’s partner on the current HVO100 pilot project is the Finnish company Neste. Their hydrotreated vegetable oil is produced purely from renewable raw materials, with plant oils being converted to hydrocarbons through a catalytic reaction with hydrogen. HVO diesel is not the same as bio-diesel, however, which is chemically different and produced by a different process.

The BMW Group already uses electric and gas-powered trucks at various sites, and at the Hydrogen Competence Centre in Leipzig, floor conveyors are fuelled with hydrogen for everyday operations.

By using the new fuel in transport logistics, the BMW Group intends to find out how renewable diesel works in everyday operations and how cost-efficient it is. To do this, a team of BMW Group experts is evaluating aspects such as fuel consumption with different loads, at different speeds, in a variety of weather conditions, and over shorter and longer distances.

This is especially interesting news for motorcyclists as the new fuel, which is only about 3 per cent less efficient than petrol or diesel, would not require new tankage solutions, which would take money to develop, as would be the case with adopting hydrogen fuel solutions: a normal-size fuel tank would work perfectly well.

The only worry is that the electric lobby will prevail and put us on a route to a completely unsustainable future before alternative internal combustion engine (ICE) solutions have been developed and proven to be much better, using, as they will, existing ICE technology and know-how. Quite how abandoning over 120 years of accumulated ICE knowledge will benefit anyone in the short- and long-term has not, to my knowledge, been addressed by the electric lobby. Having said that, none of the arguments against electric power seems to have gained any traction, leading to the suspicion that it will be pushed through no matter what and imposed upon us without choice.

Of course, the real polluters – shipping and air travel – will continue on their merry fossil fuel-burning way, untroubled by the electric movement. I’m not suggesting that we all eat more chips in order for there to be enough used vegetable oil to power a supertanker or a 747 Jumbo but BMW’s research and experimentation prove there are alternatives to the blind rush to electrification and we’d do well to remember that before it’s too late.

One question I often find myself asking is, “Why do I ride?”. What is the legitimate reasoning behind this motorcycle obsession? It even gets to the point where my attention would be easily and instantly swayed mid-conversation as my eyes and mind wander, ears tuning in to best guess the motorbike that just sped past. Often I’d be met with a gentle shake of the head and a giggle from the individual observing me from across the room.

I can only imagine that to a large extent, it never really quite makes sense to them. Why we would subject ourselves to the two-wheel life? There is a quote that says, “Four wheels move the body, but two wheels move the soul.” The truth is, for each of us, motorbikes have had an immeasurable impact on our lives in one way or another irrespective of where you may place yourself on the spectrum of the motorcycle world.

There’s a purpose to why we ride. Each with its unique reasons. However many and unique, on one particular day, on a global scale, our reasons meet under the single umbrella of the Distinguished Gentleman’s Ride (DGR).

This year’s Distinguished Gentleman’s Ride took place on the 21st of May. Bearing in mind that over 100 countries participated in this ride. Riders far and wide came together to support the massive fundraising effort towards prostate cancer and men’s mental health through the Movember charity partner. Since 2012, over $44 million has been raised with $7 million stemming from this year’s contributions thus far. Donations are still active and can still be made even after the DGR ride itself via the website.

The DGR is celebrated in a unique fashion, literally and figuratively. The brief was clear, dress dapper and ride classic. Thousands of fine gentlemen and ladies proceeded to bring out their finest outfits. I’ve heard some take over 6 months to prepare for this world-renowned ride. The old-school classics and vintage-styled motorcycles got their opportunity to shine once again. All the above mentioned can be quite the spectacle but it should never outweigh the purpose for the ride.

Prostate cancer and men’s mental health can be sensitive topics to tackle and navigate around. The mission of the DGR is to bring as much light and awareness to both of these. Its intent is to encourage men to embrace and take control of their health, and all that pertains to it across all spheres.

Since 2016, through the leading Movember charity, the DGR has invested north of $35 million towards programs and initiatives that greatly support and contribute to innovative prostate cancer research and men’s mental health. Some of these programs actively involve a means for suicide prevention, through Veteran’s & First Responders Programs and Distinguished Gentleman’s Ride social connections challenge, just to name a few that feature on the DGR website.

To be brutally honest, as men, we often face a legion of demons. Most of these battles are fought in the depths of the dark and only for us to return to the world with a brave smile. Statistically, South Africa is ranked amongst the top 10 list of countries with the highest suicide rate. The bulk of those being accounted to men, as men are 5x more likely to commit suicide than women but it is interesting to note that it is mostly women that are professionally diagnosed. This means, as men, we have a tendency of waiting until it is too late to speak out.

The unspoken magical effect of the DGR is to bring together men from all over the world, to collectively say in one accord “Gents, it is okay not to be okay. We are all strong in our own right but we are stronger in numbers. When you are unable to stand, here’s my hand. When your back is exposed to the cruelties of the world, I’ve got your back covered.”

And so the day proceeded, we arrived in the hundreds at Mall of Africa. With it having been my first DGR, I wish I could accurately put together for you how much of a spectacle it all was to take in. Thank goodness for the clear skies and only a chilly morning to deal with, compared to the emotional mid-week heavy rain.

Visually, on one end you have immaculately dressed gentlefolk and on the other, bikes that existed decades before I even took my first breath. The majority held true to the call of riding classic or vintage-styled motorbikes. It is worth giving the ladies a mention for not only showing face and fit but also for actively supporting us and the cause.

After a safety briefing, we swung our legs over and filed into a staggered formation to take on the 30 km route through and around Sandton City. We were led by the DGR marshalls with the assistance of the JMPD. Over 1000 riders as well as pillons embraced the streets, insighting peak curiosity and igniting joy all around amongst those on the roadside and those looking out from within their cars.

I was in the blissful company of the Indian Scout. For me, she is a gentle cruiser thanks to a more relaxed throttle response which was perfect for the cruising speeds we maintained throughout the route. Make no mistake though, the Scout most certainly has enough ‘go’ when and as you desire it. As a collective, we cruised on through to Prison Break Market for the end-of-day festivities and to capture this year’s group photo.

With the Prison Break Market serving as our end location, it led to further moments to engage and network with not just the DGR riders but now, the general public who were in joyful awe of our presence. To our pleasure, we were blessed with delicious food stalls and the perfect hall venue to wind down and enjoy the live entertainment on stage.

From start to finish, it was a successfully organised and executed 2023 DGR Johannesburg ride. Not enough thanks can be extended towards the organisers of the JHB DGR, Triumph Motorcycles as global sponsors, Elf lubricants and all active participants in the form of donors and riders.

As one of the reigning Mr South Africa Top 3 Finalists for this year running, I take it upon myself to continue this conversation and spread it as far and wide as I possibly can through every platform my feet may land on. I encourage you to do the same. Be it amongst friends, family and of course fellow riders. Even I, when I was at my absolute lowest in the closing months of last year, found myself being carried on the backs of my trusted few.

Depression and all associated mental health challenges do not discriminate, they prefer no particular name or race. We can all fall short and into its grip. Allow me to leave you with a quote I live by, “In life, you don’t need a certain number of friends, only a number of friends that you are certain of.”

So, my dear friend reading this article… Take care of yourself. Take care of those around you and never let go of hope. Donations can still be made via the DGR website, I entice you to make your mark today.

Last but not least, I would like to thank Indian Motorcycles SA for entrusting me with their Scout for the day—it was a privilege and an honour to ride such a prestigious motorcycle, and also a huge thank you to London Royal for sponsoring my dapper look for this event.

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To forge a good blade, you have to put steel through some hardships: heating and hammering repeatedly. Even though the process is arduous, the result is always worth the effort. Ducati’s fifth instalment of the Mystery Ride reminded me of that process: a little hardship to forge our friendships. The story of the Mystery Ride goes back to 2020, when Jos Matthysen, head of Ducati SA, took us on an extensive journey across South Africa. The distances were long, and the destinations were superb. Since then, three more tours were held, the last one being through the spectacular roads of the Western Cape. Every iteration, however, forged a closer bond between the Ducati riders that took part in these tours. Some days were hard, but you always remember the good times.

With the date for the fifth Mystery Ride set, something really special happened. Jos always posted the song Road to Nowhere by the Talking Heads on our WhatsApp group to get us in the mood for riding. The word “nowhere”, did not sit well with Benito, one of the riders. He decided to rework the original song and called it Road to Somewhere. He got André Hartman from Infinity Recording Studio involved, got the rights to the original backing track and recorded a Ducati-themed version of it. All the vocals of the song were done by Ducati riders. Everyone who has ever been on a Mystery tour will be able to relate to the song. It is our song, our Ducati family’s song.

At the last Mystery Ride, I became the proud owner of a Ducati Supersport 950. After a year of ownership, and with the fifth Mystery Ride fast approaching, Jos convinced me that I needed a DesertX for the journey. Those were prophetic words, as the Mystery Ride turned into quite an adventure ride. One that was going to forge us and test us. Not because of bad planning, but purely because of the utter decay of our road network.

The rider briefing was held the evening before the trip and was quite a social affair. We got our traditional goodie bag which had a distinct army theme to it, and Jos had something special planned for our departure the next morning. We also got the opportunity to buy raffle tickets to win a Ducati DesertX. The winner had a choice between three custom-painted DesertXs, but first, the finalists were narrowed down to eight individuals. Each finalist was given a key, and whoever’s key started the DesertX, walked away with it. There were cheers of joy as Wimpie Jonck cranked the DesertX into life. Wimpie made his choice of bike, and the other two were quickly bought on the spot!

Day 1 started with Jos asking us to surrender our phones and our instrumentation was blacked out. We were divided into five groups and we were going to be doing a time trail to our first stop! The times were carefully noted and riddles were supplied. The riddles involved naval and aviation terms, and sticking to the speed limits was crucial. It was a time trial after all! Try sticking to a speed limit if you have no idea how fast you are going. The destination turned out to be Aviators in Hartbeespoort and our team was the first to arrive. We had a late brunch and from here we followed Jos again to lead us to our final destination for the day. This year the distances were much shorter to make it more relaxing and to give us more time to socialize. We were 37 motorcycles in total. There was also a kombi to transport parents and family and a few people who do not own a Ducati yet. 61 souls departed Aviators as we headed north. As has become a tradition on these rides, we were only supplied with distances for each day, and the rider who could guess where we would end up would win a prize.

We rode past Sun City and Pilanesberg and ended up near Thabazimbi. Here we split into groups as the lodges in the area simply could not accommodate such a large group. Our group headed to Lethabong Lodge. As it turned out, there was a 7 km gravel road to the lodge and I revelled in my newly acquired DesertX. It simply devoured the gravel road, and even a little bit of soft sand did not unsettle the bike. That evening we had our traditional first-night braai, after which we retreated to our beautiful tented accommodation.

On Day 2 we headed ever further north and at some point even crossed the Tropic of Capricorn. We passed towns with new names and we were now headed for the Botswana border. This has been the furthest north I have ever been in South Africa. We ended up close to the Botswana border in a town called Tom Burke.

Our groups split up again, as in Tom Burke you cannot expect to have an establishment big enough to accommodate all of us. We stayed in a hunting lodge called Tshukudiba Game Lodge and the smaller group meant that we got to know each other a lot better. But to me, the highlight of the day was load-shedding! Here, in the middle of the bush, the complete darkness meant that the milky way was on display in all its splendour.

Day 3 was a Sunday, Mother’s Day, and we gathered at the only petrol station that was open. At the small kiosk, I had coffee so sweet, I get a cavity just thinking about it now. These small towns still make a living somehow. Children still go to school here, grow up here and grow old here. It always fascinates me to talk to the locals about their hopes and dreams. As we chatted and laughed, we had no idea that the most challenging part of the journey was just a few kilometres away. This was forging time.

We headed to Alldays, and the first stretch of road was quite pleasant with lots of game sightings on the way. Then, all of a sudden, the road just went to pot. Potholes were the least of our troubles. What was a decent tar road only a few years ago is now simply not there. Small patches of tar stubbornly remain and they are even worse than potholes. Our group consisted mainly of Multistradas and two DesertXs, but there were four Monsters and an XDiavel in the mix too, and I pitied these riders as this road was not made for these types of bikes. After about 90 km of this, we all made it to the town of Alldays with only one bike suffering a puncture. This did put us slightly behind schedule, but from here on, the roads did improve and we headed to Louis Trichardt. Just past the Hendrik Verwoerd tunnels the road descends into town with some wide sweeping corners. Now at pace, the riders all but forgot about the horrible gravel roads. From there it got even better through the Modjadjiskloof on our way to Hoedspruit, our overnight destination. We all had dinner at Sleeper’s restaurant in Hoedspruit, and their malva pudding is highly recommended!

As the last day arrived, all of us were craving good tar roads with generous twisties. Fortunately, we were heading in the right direction. Just out of Hazyview, on the R40, we could really let the Italians loose. The DesertX was an absolute joy through here. I cannot believe that Ducati can get such a competent off-road bike to handle so well on tar. The pace was indeed veloce! We rode through Nelspruit and on to the R38 or Nelshoogte pass. What a glorious stretch of road. Yesterday’s road was a distant memory and we just revelled in the twisty road over the pass.

A good blade needs to be hammered and heated multiple times, but the final stage lies in the quenching. And this is what we got before Machadadorp. The heavens opened up and quenched us properly. The final stretch of road was the N4, and as we came closer and closer to home, I felt the pressure and angst of the rat race creeping up on me again. I missed the bush already.

This ride will probably be remembered for the road between Tom Burke and Alldays, but most of all for our togetherness. To be forged together, closer than ever. This is what the Ducati family is all about.

Then I need to mention a special rider who did this trip in honour of her father. She used to be his pillion, and they went everywhere. He sadly passed away in 2020, so she bought herself a Monster and painted it the same colour as her dad’s bike. Every day you could visibly see her riding improve. Well done, Marieta!

A trip like this does not happen one afternoon over a beer. No, it takes hours and days to plan. And to make it so that no one knows where we are going makes it even harder. For Jos and his team, this is no walk in the park, but they still do it. You will be hard-pressed to find such a deep-rooted passion for a brand and for people anywhere else. I would like to single out our two mechanics Justin and Ross who looked after all the bikes, lubricating chains and even acted as our braai-masters!

Thanks, guys. There are so many people behind the scenes to thank that I run the risk of letting someone out, so to the whole Ducati team and all the marshals a huge thanks. Thanks to every rider that took the time to join and welcomed the new Mystery riders. This was a tough one, but remember that metal is worthless until it is shaped and tempered!