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.

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.

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.

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.

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.

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.

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.

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. 

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. 

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.

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.

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.

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.

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.

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?

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.

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.

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.

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.

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.

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.

1 of 19

Suzuki GSX-8S & DL800 V-Strom

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

2026

Suzuki V-Strom 800 DE

Pricing From R203,520 (RRP)

Brand: Suzuki

2024

Suzuki GSX-8S

Pricing From R173,800 (RRP)

Brand: Suzuki

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

“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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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

On the 16th of September, Biker’s Warehouse is doing one of their famous Ice Cream Rides in the Northern suburbs.

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.

For more information visit – www.bikerswarehouse.co.za

Demo Bikes Available On Day

2025

Kawasaki Versys-X 300

Pricing From R89,995 (RRP)

Brand: Kawasaki

2024

HONDA XL750 TRANSALP

Pricing From R220,849 (RRP)

Brand: Honda

2026

Suzuki V-Strom 800 DE

Pricing From R203,520 (RRP)

Brand: Suzuki

2026

Suzuki V-Strom 250SX

Pricing From R63,050 (RRP)

Brand: Suzuki

2023

Husqvarna Norden 901 Expeditio...

Pricing From R279,699 (RRP)

Brand: Husqvarna

2025

HONDA NX500

Pricing From R131,399 (RRP)

Brand: Honda

2026

Suzuki V-Strom 1050DE

Pricing From R261,250 (RRP)

Brand: Suzuki

2024

Husqvarna 701 Enduro

Pricing From R211,699 (RRP)

Brand: Husqvarna

2025

Suzuki V-Strom DL650XA

Pricing From R166,650 (RRP)

Brand: Suzuki

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.

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.

“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.”

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.”

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.”

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.”

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.

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.

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.”

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!”

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.

“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!”

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!”

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

Keep an eye on www.zabikers.co.za for the full launch report.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

Talking safety, the Vertigos comes standard with D30® Technology, which is a high-performance impact protection technology that is fitted around the ankles.

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.

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”.

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.

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…

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.

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.

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.

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.

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.

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.

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!).

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.

“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.

“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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

UFO Plast – Elektron & Obsidian MX Boots

For more information on the products featured in this article, click on the links below…

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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”.

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.

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.

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.

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.

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.

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.

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.

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!”

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.

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!

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.

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.

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.

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.

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.

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.”

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.

“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!

Husqvarna South Africa is beyond thrilled to announce our electrifying new docuseries, “Shifting Boundaries”. This ground-breaking series is set to captivate audiences as it promotes both the sport and the brand, offering an exclusive look at Husqvarna South Africa’s racing team journey through the trials and triumphs of the 2023 racing season.

“Shifting Boundaries” is not just another docuseries; it’s an exhilarating ride into the heart of motorsport. This gripping series showcases the relentless spirit of the Husqvarna racing team as they push their limits in the 2023 racing season. From the track to the team’s inner sanctum, viewers will experience every twist and turn, every victory and setback in vigorous detail.

Husqvarna has a rich heritage in motorsport, and ‘Shifting Boundaries’ is a testament to the brand’s commitment to pushing the boundaries of possibility. This docuseries not only celebrates the sport of racing but also provides an intimate glimpse into the resilience, dedication, and camaraderie that define our racing team.

Beyond the engine roar and checkered flags, this docuseries delves into the personal stories, challenges, and sacrifices of the Husqvarna athletes as they chase victory.

“At Husqvarna, we’ve always been pioneers, and ‘Shifting Boundaries’ is a reflection of our passion for motorsport and our relentless pursuit of excellence,” said Grant Frerichs, Group Manager. “This docuseries embodies the spirit of Husqvarna and the dedication of our athletes as they push the boundaries of what’s possible.”

Prepare to be captivated by the world of motorcycle racing like never before. Stay tuned for the release of the first episode which will air on the 27th of September, followed with biweekly episodes thereafter. We invite you to be immersed in our all-new ‘Shifting Boundaries’ trailer which is now live on YouTube.

Ten years after it first appeared, the KTM 390 Duke is getting the biggest makeover and upgrade of its life for 2024. KTM has gone over the model with a fine-toothed comb and made revisions to virtually every component.

The engine has been enlarged slightly to 399cc, from 373cc, which gives one horse and two Newton metres more, for a total of 44.3bhp and 39Nm. It is now Euro5.2 compliant and sits in a new, two-piece frame, with the traditional steel trellis element bolted to a die-cast aluminium subframe and together they are a lot stiffer than the outgoing model.

The swing arm is all-new and the shock is mounted differently and lower which in turn enables a slightly lower seat. Suspension, naturally, is by WP and is their Apex system, with full adjustment.

On the electronics front, there are now three ride modes – Street, Rain and Track – and, wait for it, launch control, a first in this class. There is even cruise control and a 5-inch TFT dash, with Bluetooth connectivity. ABS and Traction Control are both lean-sensitive and the ABS has a Supermoto setting, which will allow you to go through a rear tyre as fast as possible…! A bi-directional quick-shifter is optional.

Styling is pure KTM with aggressive and angular lines throughout.

“The bike is completely new. Almost none of the parts that we used to use in the previous generation are in the new generation of bike,” Product Manager Agustin Augustinoy said. “The Duke engine is completely different and more compact, lighter weight, has a different thermal management – it’s a completely new platform.

“The new shock position allows for a redesigned exhaust and airbox, with the standard slip-on now exiting below the right side of the swingarm rather than as a side-mounted end can as before.

“Shorter riders will be thankful for the lower 820mm seat height (down from 830mm), which can be dropped further to 800mm and should make the bike less intimidating for a wider range of pilots.

“Of course, we keep an eye out (on the competition), and we compare our bikes during development, and we try to always be better than the competition,” the 390 Duke boss added. “That’s one of the reasons that we wanted a lower seat height, and make it more accessible for riders that are not so tall. This is a bike that you can use every day, so the easier it is to ride the better, but also keeping our ‘ready to race’ (ethos).”

Contact your nearest KTM dealer for information on when the 2024 KTM 390 Duke will be appearing on their showroom floors.

It’s sometimes hard to acknowledge excellence when it leads to an uneventful race. Pecco Bagnaia led both Sprint and Main races from the flag, completing the Main race over 5 seconds ahead of Brad Binder, for a crushing demonstration of superiority. If Binder also finished the Sprint race second to Bagnaia and looked at the start of both races as if he would be able to challenge for the victory, the inexorable way in which Bagnaia calmly eased away, to which Binder had no response, gave rise to a slightly boring weekend of racing but one which should in no way detract from Bagnaia’s and Ducati’s performance. A second consecutive championship title for Bagnaia looks like a formality, even though last season proved that it is not over until it’s over.

Post-race, it was actually easy to see the positives, especially if you are a KTM and Binder fan. Yes, Binder had no response to Bagnaia but, for a few laps in both races, he was able to keep the Italian honest when they were both on fresh rubber. The fact that Binder’s tyres turned to jelly following closely behind the Ducati is more an indictment of an increasing reliance on aero than any performance deficit the KTM has to the Ducati. Even after Binder dropped far enough behind Bagnaia to allow his tyre to cool down, the rear tyre had given off its best and Binder played the percentage game and opted to bring it home safely rather than crash trying to keep up.

“Four or five laps in, the front started locking,’ explained Binder. “You get the first warning, a floating feeling from the front tyre, but I kept pushing and lost the front a few times. Then you think, ‘We know how this ends..’, so you have to be clever.

“As soon as Pecco had a gap, my front tyre cooled down a bit, but by then the rear tyre was in trouble. We are missing grip on the straights….when we lift up the bike and start shifting gears we spin a lot.” Michelin had brought a hard-cased rear tyre to Austria and it caught a lot of riders out.

My friend Gustav pointed out something interesting that hadn’t occurred to me. Binder might have been five seconds behind Bagnaia at the end of the main race but, by the same token, he was also many seconds ahead of the other Ducatis, which shows that KTM is on the right track and that it is the magical marriage of Bagnaia and the Ducati that is making the difference, at least in Austria. You can’t deny the domination of the Ducati – 42 podiums out of a total of 60 in 2023 – just as you can’t deny that the Japanese manufacturers are in trouble. In Austria, the first Yamaha on the grid was Quartararo in 9th, with Morbidelli in 15th and the Hondas languishing behind. Something has to give and we can only hope that it is neither team taking a sabbatical from the sport.

If the race at the front was largely over after a few laps, then that’s not to say that there wasn’t action further down the field. Jorge Martin made a mess of the start of the Sprint race and, as a result, running hot into turn one, pushed Quartararo into other riders and caused Oliveira, Zarco and Bezzecchi to fall off and out of the race, while a slow-starting Viñales was also compromised, as well as Bastianini. Quite why Martin wasn’t given an immediate long-lap penalty is beyond me, especially as Quartararo, who tangled with Savadori later on, got an immediate penalty. The ramifications for not giving Martin a similar instant penalty were seen when Marini fell off trying to defend his position into the chicane against Martin. Had Martin not been there, that wouldn’t have happened.

In the end, Martin got a long-lap penalty for the Main race but, it was just another example of a baffling decision by the race stewards, which is making a mockery of their presence. At least there have been no altered results due to the tyre-pressure monitors’ information showing teams are running under pressure, which was being enforced for the first time in Austria. Don’t worry, however: that thorny issue is still to rear its ugly head.

If the on-track action wasn’t as scintillating as at Silverstone, then behind the scenes was a different matter. The rider silly season is in full swing and this weekend it was the turn of Johann Zarco to be the centre of attention. Staying at Pramac Ducati or going to LCR Honda was the dilemma, or maybe it wasn’t too much of a dilemma for Zarco as the move to Honda reportedly came with double the salary.

Given Honda’s troubles this year, it seems like a strange decision on the surface but maybe it could be a master-stroke. We all know the risks involved in going to a team that is dominating: it can all too quickly turn the other way around. Honda isn’t in MotoGP to come second – or much worse, as has been seen this season – and so will be pulling out all the stops to rectify the situation for 2024. With that in mind, Zarco’s move could possibly be strategic genius, as long as he can ride a bike that will undoubtedly be built around Marc Marquez.

Of course, the other big news was Binder extending his contract to the end of 2026 which is great news for everyone. You get the feeling that KTM is on the verge of something big and, with Miller on the strength as well, at least for another year, if development can continue on the upward trajectory, there can be no doubt that both he and Binder will be in the best position to challenge more consistently for podiums and wins and, perhaps, championships.

Elsewhere, Bezzecchi is still trying to make up his mind between the VR46 team and a 2023 Ducati or Pramac and a factory 2024 machine. It’s hard to see him leaving Rossi’s team but, then the lure of a factory-spec bike might be too hard to resist. I have a feeling he will stick with VR46, in which case could the second Pramac seat go to Morbidelli? Now that would be something to watch.

Meanwhile, Marc Marquez is being seen talking to almost every team in the pit lane and, even if he is stating firmly that he will honour his contract for 2024, that doesn’t answer the question of what he will do after that. There were even rumours that KTM might enter a team under the MV Agusta name for him in 2025. Maybe BSA will also build a MotoGP bike as well and offer that to him….

For the moment, however, there is a championship to win and Bagnaia is doing everything right: speed, consistency and, crucially, not making mistakes, when his closest challengers – Martin and Bezzecchi – are making too many mistakes. Binder is also up there with a chance but for any of them to deprive Bagnaia will rely on the latter making a mess of things and, on current evidence, that is just not going to happen.

With just two weeks to go before the start of South Africa’s biggest Dirt Bike Festival (DBF), taking place at Legends Adventure Farm between the 1 – 3 September 2023, excitement is mounting and all arrangements are right on track.

Supported by Motorsport South Africa and FIM, this is one of the most exciting events on the racing calendar, spanning three days and featuring a multitude of racing categories including motocross, free style, enduro and cross-country events.

DBF organiser, Guy Henley of Out of Africa Group, says he is very happy with the response to this year’s event and is looking forward to some great racing across the various disciplines as well as a much bigger spectator crowd this year. “This is the ideal opportunity for families who are involved in the sport or who simply have a passion and interest in the sport to really experience the thrills and spills of dirt bike racing.

The event is attracting some of the sports best riders who are also brand ambassadors for the event. “Big names like Jesse Wright, and Cameron Durow for MX and Lourens Mahoney, Kerim Fitzgerald and Charan Moore for Cross Country to name just a few. These dirt bike heroes will be participating on the day and available for autographs from the fans,” says Henley.

Commenting on his love for the sport, Kerim says for him motocross has been very family orientated even though it’s an individual sport. “It has taken my family, friends, teams and support to help me accomplish what I have. I know it’s not the case for everyone but for me it’s been where my family and friends have been able to get together since I can remember.” His best advice for anyone wanting to get on in the sport is really just to ‘believe in yourself’ and says the upcoming DBF is a wonderful way to experience many of the facets in the motorsport industry in one weekend. “Guy and his team have put together an event that brings everyone in the off road motorcycle sector together where we as riders get to enjoy doing what we love and spectators get a first class seat to entertainment for the whole family. “

His sentiments are shared by another great, Jesse Wright, who says he loves the Xfactor. “It’s not like anything else – you get a different type of thrill from it. It brings out a completely different side of me and it helps me escape the everyday life and stresses,” says Jesse. Success of course does not come easily and he says for those that love the sport it takes a lot of hard work, patience and consistency to get good and the MX game is very hard. “You need to always stay consistent.”

He too encourages anyone who is keen to pop over to Legends. “The racing will be great, from the kids to the seniors. I think the main attraction for me would be seeing the exciting racing. It’s been really good this year in all the classes,” he enthuses.

So for those that haven’t booked their tickets yet, do you need any more encouragement than that? Apart from the racing there will be a number of brand partners and vendors involved in the sport who will be showcasing their wares as well as some of the newest and most exciting racing merchandise on view.

Spectator tickets are available and can be purchased through Ticketpro. “We’ve kept the entry fees affordable for spectators at just R85 for a day pass and R140 for a weekend pass (Friday – Sunday). Children under 10 can enter free of charge.” And for families that really want to make a whole weekend of racing there is an upmarket glamping option which can be booked through Galagos – contact details on the DBF website. You can experience the action virtually 600 metres from the track!!

And the last word is from Adrian Scholtz, Chief Executive Officer of MSA who says, “Racing dirt bikes is one of the most challenging, exhilarating and rewarding things you can do on two wheels, but it is easy to get overwhelmed on where to get started. To an untrained eye, dirt bikes all look the same but that couldn’t be further from the truth. If you already have a specific type of dirt bike, that might determine which type of racing you want to try. If you haven’t bought one yet, then the Dirt Bike Festival could be the ideal place to make that choice,” he says.

A record crowd enjoyed the spectacle that was Stofskop Powered by Motul at the Randfontein Raceway on Saturday, 12 August 2023, with participants and fans leaving with big smiles and great memories of another dusty but spectacular day out.

After most events, the discussion focuses on the winners – but then Stofskop isn’t ‘most’ events. Simply by taking part, you’re a winner at Stofskop – and this event attracted just about every imaginable rider and motorcycle, from Plastic Pigs and Side Cars to Mopeds and Inappropriate Road Bikes. Capes were donned, corners were cut, some heroes took a tumble – and it all added up to a perfect day in the dust…

An undoubted crowd-pleaser was the Delivery Bike Dash in the Dust, with a stellar line-up of legends. Between them, Clinton Seller, Ross Branch, Brian Capper, Hippocrates ‘Taki’ Bogiages, Louwrens Mahoney and Darryl Curtis have won 37 National Motorcycle Racing Titles across many disciplines – but they were about to face their toughest (and undoubtedly silliest) challenge yet.

They took to the track on the kind of bikes that you’d more usually see at your front door bringing you your groceries or a takeaway, with Honda Ace 125 motorcycles sponsored by Honda SA for all the riders except for Ross Branch, who, being a Factory Hero Dakar rider, took a Hero Eco 150 for a ‘slide’.

Of course, with this much talent on show, everybody wanted a ‘pizza’ the action, but (this being Stofskop), things didn’t quite go according to plan. Seller enjoyed falling off his bike so much that he did it a few times, while ‘somebody’ turned off Branch’s fuel in an attempt to sabotage his bid for glory! Capper, Mahoney and Curtis all pushed hard, while Bogiages was the first to zigzag across the middle of the track, in an effort to cross the line first. The rest of the pack all followed suit, so working out who might have won after four chaotic heats became rather difficult – but also irrelevant, as the Delivery Bike Dash in the Dust was all about the entertainment value.

The final heat of the day saw Taki and Ross in a head-to-head that was enlivened by Skinny van Schalkwyk emerging from the delivery box on Ross’ Hero to scatter gold confetti on the track as the afternoon sun began to set…a glittering end to the perfect day.

“The events on the track were far from the only highlight at this year’s Stofskop Powered by Motul,” commented a delighted Chief Organiser, Chris Shelvey. “We’d like to thank the sponsors, fans and riders for making this our best event yet! ” he added.

“Stofskop was everything we had hoped it would be,” commented Mercia Jansen of Motul. “An inclusive, fun, and slightly crazy day out for families and riders alike, and the perfect way to encourage more people to get into – or get back into – the riding lifestyle, with or without the fancy dress,” she added.

Check out MotulZA on FB or Motul_South_Africa on Insta for highlights from this year’s event and head to StofSkop to get all the info and consider entering for next year’s event.

1 of 40

Red Bull KTM Factory Racing gave their home fans a memorable day at a sun-splashed CryptoDATA Motorrad Grand Prix von Österreich as Brad Binder took his KTM RC16 to runner-up status at a stacked Red Bull Ring. Jack Miller classified 15th as 2023 MotoGP arrived at the halfway point of the season and KTM toasted their 100th win in Moto3™.

• Almost 94,000 fans crowded the stands on raceday in Austria as round ten of MotoGP took place around the tight and demanding Red Bull Ring.
• Brad Binder follows up his 2nd place in the Saturday Sprint with a repeat in the Grand Prix ranking and his third podium appearance this season. The South African is 4th in the championship.
• Miller, again, shows he is a start ‘king’ of MotoGP and challenges for the top three with improved competitiveness but encounters traction issues and takes the final GP point.
• Deniz Öncü steals a thrilling show in Moto3 as KTM go 1-2 to reach a milestone while Pedro Acosta runs to 2nd place in Moto2 after launching from his third Pole Position of the year.

Q2 entry, the first two rows of the start grid, a Sprint podium and faster lap-times compared to 2022: the hype and hopes built up around Red Bull KTM Factory Racing ahead of the 28-lap MotoGP race on Sunday afternoon, and with a bumper attendance basking in summery conditions for the latest episode of the championship.

As is now the custom, both Brad Binder and Jack Miller surged into the leading positions from the start. Miller fought for a top-five slot but started to suffer with rear traction and drifted back into the clutches of his pursuers. Binder rallied hard behind leader Francesco Bagnaia and kept close to the Italian for almost half the race. When the South African also started to lose rear grip he had to concede seconds but rode securely to bank his second Prosecco spray of the weekend, third of the season, equal his PB of 2023 to-date and pulled to within 23 points of the top three in the championship standings. Jack made the line in 15th. Red Bull KTM are ranked 4th in the Teams table and the company is the 2nd best manufacturer.

MotoGP’s next appointment will swing the series around the popular Circuit de Barcelona-Catalunya for the second visit to the Spanish mainland this year. The race will be followed hard the following week by the San Marino Grand Prix.

Brad Binder, 2nd: “I knew from yesterday that we were looking for drive grip but I did everything I could; protect where I could and push where I could on the brakes. I tried to keep him [Francesco Bagnaia] honest in the first half of the race but there was a moment where the rear grip just said ‘goodbye…’ and I knew I had to be clever and just bring the bike home. The team made another huge step from yesterday to today and I could brake so much later and so much harder. We still have a bit of work to do but I cannot thank them enough. It is awesome to be on the podium twice here in Austria and at their home Grand Prix.”

Jack Miller, 15th: “I started the race well and tried not to kill the tire in the first laps. I wanted to build up the temperature as smoothly as possible. It wasn’t to be. I noticed that I didn’t have the drive grip that I needed, so then I was just trying to manage the best I could with riding style and everything like that. I think the biggest thing for us is taking a step back, going back to our old setting and maybe finding a little bit of a different direction to work for myself.”

Francesco Guidotti, Red Bull KTM Team Manager: “Another good result for Brad and a second podium here. At the moment we are not able to catch the world champion who is in his best form but Brad fought like a lion, as usual. Second place was hard-won because the conditions were tough but he managed the race so well. Another brick in building our future. We are very confident after the last few grands prix. With Jack we suffered again in the second half of the race and we need to understand what is happening and how we can help him because he cannot ride like he wants. He can be better and we have to give him the support for that potential. We’ll enjoy our podium today but we’ll look towards round eleven and the next GPs for more.”

Results MotoGP CryptoDATA Motorrad Grand Prix von Österreich

1. Francesco Bagnaia (ITA) Ducati 42:23.315
2. Brad Binder (RSA) Red Bull KTM Factory Racing +5.191
3. Marco Bezzecchi (ITA) Ducati +7.708
15. Jack Miller (AUS) Red Bull KTM Factory Racing +25.475

World Championship standings MotoGP

1. Francesco Bagnaia (ITA) Ducati, 251 points
2. Jorge Martin (ESP) Ducati 189
3. Marco Bezzecchi (ITA) Ducati, 183
4. Brad Binder (RSA) Red Bull KTM Factory Racing, 160
8. Jack Miller (AUS) Red Bull KTM Factory Racing, 96

Red Bull KTM Factory Racing will again count on the skills and tenacity of Brad Binder for their MotoGP project until the end of 2026. An early contract extension was agreed and signed with the South African star at the team’s home Grand Prix at the Red Bull Ring in Austria.

Binder, who recently turned 28, will remain in Red Bull KTM colours and onboard the KTM RC16; continuing a prosperous alliance that began in 2020. Brad will stretch his relationship with the factory well beyond a decade after entering the Red Bull KTM structure in 2015: the first of a five-year stint with the Red Bull KTM Ajo crew. Binder won the 2016 Moto3™ crown and then took 8 wins and 15 podiums during a three-term development phase in Moto2.

#33 made the jump to the MotoGP Red Bull KTM Factory Racing team in 2020 and became the first athlete to scale all the way through the KTM GP Academy scheme from his formative days as a teenager in the Red Bull MotoGP Rookies Cup. He clinched KTM’s maiden premier class victory that same year in the Czech Republic and logged another seven podium appearances to date with a best championship finish of 6th.

His second MotoGP success, at the Red Bull Ring for the 2021 Austrian Grand Prix, was another KTM MotoGP milestone. Brad also grasped KTM’s first MotoGP ‘Sprint’ win with his performance in Argentina earlier this season.

Binder already had a contract in place for the 2024 MotoGP campaign but will now enter his thirties as a key rider and figure for the firm’s Grand Prix effort.

Brad Binder: “A massive thank you to KTM and the management for trusting in me and for letting me be involved in this incredible program for a few more years. We are coming very close to what we want to achieve on the track but I cannot say enough good things about the team and my crew. 2015 and those first KTM races feel like a long time ago! But also time passes quickly and we’ve made some special memories. I know there is a lot more to come and cannot wait to build those stories. Thanks again.”

Francesco Guidotti, Red Bull KTM Factory Racing Team Manager: “Brad is a rock of our team and it is great news that he will stay even longer with us. We’ve been building a relationship and a project for a long time now. He brings a winning spirit to our box, but, also stability and an important understanding of KTM. He is always an exciting rider to watch and a fantastic guy to work with. I want to thank him for his belief in us and for how we’ve pushed together to this point so far. There is still so much potential to come.”

Pit Beirer, KTM Motorsports Director: “Keeping Brad at the sharp point of our MotoGP program was a big priority for us. We love everything about this guy: he is an all-out racer and leaves everything on the track. Brad is a valued part of the family and his character and the way he is around the box, the fans and the company makes him the ideal ambassador for us. We’ve already achieved and experienced so much together, and it makes us very proud that he wants to continue on our RC16 and stay in orange. We couldn’t be happier to put that #33 bike in the box for a few more years to come.”

I rolled onto the freeway in Pretoria at 5.30 AM with the mercury at 4 Degrees C. Gqeberha a distant 1140 k’s away, seemed awfully far given that I was on TVS’s flagship, the Apache 310RR. Don’t get me wrong, this little motorcycle has some serious credentials, including a 24-hour Indian endurance record. I told you about that in my lead-up to this story, but I have been reflecting on that record.

The 24-hour Motorcycle record for individuals was set recently by Ivan Cervantes, riding a Triumph Tiger 1200 GT Explorer with 4012 k’s covered in 24 hours. Granted, that was by one rider however it was on a 1200cc motorcycle with a 30-litre tank. TVS set their 24-hr record with 3x 310 RRs running simultaneously for an incredible 3657,92 k’s, only 354 k’s less than the mighty Triumph. The 310 RR has an 11-litre tank which required topping up every hour. The Triumph could make way fewer stops for fuel which helped the average speed hugely. Averaging 153 k’s an hour meant that the little RRs were literally flat out for 24 hours, testimony to their design, overall quality, and astounding reliability.

I was riding on the road, and although not planning to thrash the RR mercilessly, I also did not want to take forever to get to Gqeberha. I decided to hold the bike to 8,000 rpm, just above the peak torque developed at 7,700 rpm. This would hopefully translate into decent hill-climbing ability and decent fuel economy. 8,000 rpm translates to an indicated 130 km/h which should keep me safe from the law. Just.

The 11-litre tank would mean filling up every 200 k’s or thereabouts. Five fuel stops in all. My plan was to splash ‘n dash, literally stand for some respite from the riding position then get going as quickly as possible. I ate a decent cereal and banana breakfast which had to see me through to PE.

Only past Jo’burg’s early traffic could I settle to a steady pace. It was getting progressively colder. The TVS’s motor was running at 69,5 degrees C, almost 20 degrees below normal operating temperature. I pulled into the One Stop beyond Parys to fill up and check my consumption and decided to have a coffee to try and warm up and allow the sun to start warming the planet somewhat. For some inexplicable reason, the first light is always the most frigid. The TVS sports fantastic lights which had cut a swathe through the darkness.

The hot coffee did the trick, and I was a happier chap running past Kroonstad. Fuel consumption seemed consistent at 24 km/L, so 200 k’s per tank was achievable with some reserve. I was using a mechanical cruise control which holds the throttle open at a constant setting. I would set it to 125 km/h on the flats, assist it on the uphill and allow it to run away on the downhills. This gave my right-hand plenty of opportunity to rest.

The kilometres melted away as the little TVS strutted its stuff. I was amazed by the seat comfort. What looks like a race bike pad is a sort of memory foam which proved to be incredibly comfortable and supportive. Despite my 6’3” frame I never felt any leg discomfort for the duration of the ride. The RR is amazingly roomy for a smallish motorcycle. The clip-on bars are high enough and close enough to keep your torso in a gentle crouch. The screen deflects wind from your body to about mid-chest height, allowing your helmet to be in clean air. As fatigue set in towards the end of the ride, my neck could feel the effect of holding my head up for hours on end. For the rest, I was surprisingly fresh.

Topping up in a now much warmer Colesburg, I was getting my long-distance Mojo back. There were a bunch of guys on big BMWs with a backup vehicle carrying their kit. I chuckled as I swung my leg over my minimalistic RR with a tiny tail pack with all my gear and headed south. Soft boys!!

Filling up in Cradock I was looking forward to the best part of the ride. Bring on the mountains! With its superb chassis and suspension and Michelin tyres, the RR is as good a handling bike as you could wish to ride. For those who have travelled this route will know, it is littered with countless trucks carrying cargo to and from the port of Gqeberha. Cars can get stuck for tens of k’s behind a convoy of trucks. Not so my plucky Apache. Tucked in and now enjoying the mountain roads, the 310 blitzed slower traffic. Cars that had passed me at speed were re-passed and never seen again as the RR strafed the bends. 60 km/h posted suggested limits were a doddle at 120+.

Eleven and a half hours after leaving Pretoria I rolled into PE having averaged a very respectable 108 km/h and better than 24 km/L. A great evening relaxing with family over a great dinner and a few glasses of decent red soon got rid of any residual aches and pains, and a good night’s rest had me fresh and ready to spectate the incredible event that had precipitated my trip.

Row for rhinos. A lady by the name of Sharon Jessup has taken the plight of the rhino to heart and made it her life’s work to make a difference. She is an endurance athlete of note, completing a Guinness Book Record for the most consecutive half marathons by a female, running 102 consecutive half marathons. She has run through every rhino-bearing game reserve in the country to draw attention to the threat to these iconic animals.

The ‘Rowathon’ was another Guinness record attempt. Teams would attempt to row for 24 hours and set a new record. The attempt was staged at the recently revamped Boardwalk Shopping Mall, starting at 3 PM on Friday and rowing until 3 PM on Saturday. My daughter Jenny was partnering with a Grey College rowing club member.

The format was to row for 30 minutes then rest for 30, for 24 hours non-stop. Sleep deprivation took a huge toll on the athletes, especially the Grey boys who, despite their athletic prowess were not used to the long-sustained effort. The ladies seemed to fare better. The sessions seemed to blur into a never-ending flurry of row, eat, drink, and try and rest aching bodies for mere minutes before doing it all over again.

I had a chat with a ranger, Eric Singqoto, who was collecting donations from passers-by and spectators. He is a seven times Comrades finisher and accompanied Sharon on her game park runs, carrying his rifle for ‘just in case’. “So, what motivated you to become a game ranger, Eric”, I asked. “Dave, I was in the SAPS, and having grown up in a village in the countryside I love the outdoors. As a Christian, God laid on my heart that we were given dominion over the animals, and I asked myself what were we doing with what God has entrusted us. I resigned and joined Wildlife Conservation because I thought I could make a difference”.

Wow! I found myself almost choking up at the heart of this humble and committed man who sacrifices so much for the animals that he loves. We need more Erics, that’s for sure! He tells me that so much poaching is still ‘inside jobs’. Poor people are swayed by the lure of money. Money is certainly the root of all evil! So much crime is a direct result of the dire economic state in SA exacerbated by rampant ruling party corruption.

At 10 PM I left the Mall to catch some shut-eye. My heart went out to the athletes labouring on for hour after hour. I was back at sunrise to try and encourage where I could. Despite aching bodies, spirits were high. By 19 hours into the attempt the previous record was already broken, now they just had to endure until 24 hours for the job to be done.

And so, it was! It was a bunch of exhausted but elated rowers that gave high-fives all around. Teams had rowed the equivalent of around 250 k’s in their 24-hr effort. Donations in favour of rhino conservation can still be made in the wake of this event up until the 11th of August [Donate Here]. Thinking of Eric’s commitment, and the efforts of these athletes, it seems just too easy to throw a few rands for the cause. What we desperately need is big corporate funding and feet on the ground. People like Sharon Jessup and Eric Singqoto, will not only give money but give of their time to make a difference. Rhinos are part of our national heritage and treasures that we cannot allow to be lost. If rhinos go extinct, what will be next? Lion parts for muti? God alone knows…

After a chilled evening, especially for Jen who was really walking wounded after her heroic ordeal, it was early to bed. Jen’s endurance event was over, but the second half of mine was still to come. I was up early and after a quick coffee I was packed and on the road by 6.45 AM. I rode out into a beautiful sunrise with red-tinged clouds scattered over a calm sea. It was a balmy 13 degrees C, a huge difference from the 4 degrees out of Pretoria a few days earlier.

I was able to dispense with a lot of layers so I was way more comfortable on the bike. I knew it would get colder towards Cradock but first I had the Olifantshoek Pass to enjoy. The TVS, gulping the dense coastal air and now properly loose from the open road miles, was running like a long dog. The 18% power gain at sea level for normally aspirated motors is really evident on a small-capacity motor. The pass was infested with trucks returning from having disgorged their loads at the port. No sweat for the RR. It goes through corners faster than the ANC through taxpayers’ money. Trucks were mere mobile chicanes for the flying Apache. On and up we went, revelling in perfect riding conditions.

Riding a smaller-capacity bike fast is incredibly rewarding. You cannot be sloppy. You stay in tune with the motor all the time. The light and responsive handling helps you make the most of every bit of power. Running at and around the torque peak meant that only on the odd occasion was it necessary to drop to 5th gear to accelerate or maintain decent momentum. It is almost like riding two strokes back in the day. You need to be focused on where the motor is in its happy zone and then engage with the bike to keep it there. The RR has enough midrange to stay in top gear when accelerating from 80 km/h up to cruising speed. Once in top gear, it runs uphill and down dale with gusto. I was amazed by the overall comfort given the tidy dimensions of the bike. It was literally only my neck that got fatigued over time.

Ten hours later I rolled up to my front gate. The average speed for the up trip was 113 km/h and fuel consumption was still an excellent 23 km/L. I was blown away by the TVS Apache 310RR. Checking the oil level showed that despite running hard for 2,300 kilometres the RR used no oil whatsoever. Even the chain lube lasted for the duration. For giggles, I popped into Wayne Pheiffer Cycles in PE. A BMC Roadmachine racing bicycle will set you back the princely sum of R134,599. The TVS Apache 310 RR can be had for a mere R79,999. I certainly know which one I would rather ride. Gives one some perspective of relative value, doesn’t it? Huge thanks to TVS for entrusting me with your spectacular Apache 310 RR. It can wear its 24-hr record with pride!

TVS Apache 310RR

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

If that’s the kind of racing that a five-week layoff provokes, then I’m all for giving the riders and teams more time off! Also, if anyone wants to complain about the lack of overtaking in racing, then they need to watch a re-run of the Moto3 and the MotoGP race: I’m sure someone somewhere with too much time on their hands has calculated exactly how many overtakes there were over the course of the races but I’d like to bet there were more in one weekend than in an entire Formula One season.

The Moto3 race was a humdinger, with a train of 15 or 16 bikes fighting for the win throughout the entire race. The winner of that epic tussle, David Alonso, started 28th on the grid and was up at the sharp end in no time at all. In the previous six races, he has made 64 overtakes so, with the 28 at Silverstone (more, actually, as once he reached the front, he did not stay there but had to fight tooth and nail, dropping places and making them up again), that makes at least 100 overtakes…by one rider! Who knows how many in total there were in the whole race at Silverstone?

In the end, Alonso took a historic victory – the first Columbian rider to achieve the feat – and the top fifteen were separated by a mere 1.572-second gap, making this race the second closest Moto3 finish in history, the closest being Mugello, 2017, when 1.553 seconds covered the top 15. If ever you were looking for an argument against the proliferation of aero in MotoGP, then you need to look no further than Moto3.

Now, we expect that sort of close racing in Moto3, even if it doesn’t always deliver, but there was little prospect of a similar feat in the MotoGP race. On previous form, it was likely that, once Bagnaia reached the front, which he duly did, he would take off into the distance, leaving the rest to squabble over the final podium places. That seemed a certainty when Marco Bezzecchi duly binned it out of a close second place, but Aleix Espargaro, Brad Binder, Maverick Viñales and Miguel Oliveira had other ideas and, no matter what Bagnaia tried, he just couldn’t shake Espargaro off and the other three riders weren’t being left behind either. Indeed, Oliveira on his Aprilia had easily caught up to the leading quartet to join in the fun.

Espargaro had given notice of his intentions with a blistering practice lap on Friday, nearly a second faster than anyone else. But, even though the Aprilia in the last two years is better than it ever has been and Silverstone has been a happy hunting ground in previous years, few would have predicted anything but a Ducati walkover, especially a Ducati that can now turn as well as it can devour the straights. But the spots of rain in the last few laps played to the strengths and weaknesses of each rider.

Bagnaia had it hardest, playing the role of leader into the unknown, corner by corner. Binder was expected to shine in these conditions but Espargaro was an unknown force. His move on the last lap, into the Becketts sequence of corners, was sublime and Bagnaia had nothing for him down the long Hangar Straight, through Stowe, Vale and the final Club corner. What a glorious victory: I don’t think I’ll ever tire of watching Espargaro winning a race, he’s just so happy. And to see the Aprilia team celebrating is also to witness pure Italian emotion. Binder’s third place was also a stunning ride and gave us three different manufacturers on the podium. The race of the year so far. Brilliant.

Oh, and more overtaking than you could shake a stick at, Espargaro 12th to first, Binder 10th to third, Oliveira 16th to fourth and who knows how many more further down the field, of which we saw little as the action at the front was so mesmerising.

The Aprilias always seem to go well at Silverstone: two years ago, Espargaro scored Aprilia’s first ever four-stroke MotoGP podium and, in 2022, he was favourite, only to injure himself in a practice crash, but Viñales came to the party and finished a very close second to Bagnaia. The Aprilia loves fast, flowing circuits, such as Silverstone and Termas Do Rio Honda in Argentina, where Espargaro won last year. Mechanical tweaks in the five-week holiday this year fixed some of Aprilia’s gremlins, including aero and launch software, the aero, in particular, helping acceleration out of corners, giving Espargaro an advantage out of Silverstone’s fast corners.

Bezzecchi fell foul of the effects of following the bike in front too closely, losing braking grip as his bike lost downforce into the corner, actually accelerating in the aero hole left by Bagnaia’s Ducati and then losing the front as he reapplied the front brake in order to slow down enough to make the corner. It’s interesting that this didn’t seem to affect Espargaro, Binder, Viñales and Oliveira too much, but it is an issue that needs to be addressed sooner rather than later.

And then, of course, there was the controversy of Bagnaia running onto the green no-go zone exiting Stowe, the fourth-last corner on the last lap. When Binder did that in Holland, he lost a place in the post-race standings, so why didn’t Bagnaia? Because, say the stewards, Binder was too far behind at Silverstone, so Bagnaia didn’t gain an advantage. But, of course, Binder would be too far behind exiting the corner because Bagnaia was able to go faster through the corner because he ran wide. Ah, but the sensors weren’t triggered, say the stewards, so he didn’t run wide, even though the TV pictures suggested otherwise. It does leave rather a bad taste in the mouth and feels a bit like one rule for one manufacturer and another rule for everyone else.

Before all that, of course, we had the Sprint race on Saturday, which gave us a completely topsy-turvy result. Yes, it was a Ducati that won, but not Bagnaia who languished down the order and out of the points, with seemingly nothing to offer, which is unusual. Alex Marquez taking an imperious victory – his first in MotoGP – was also lovely to see. Bezzecchi took important points in second and Viñales was third. Bezzecchi is rapidly becoming the order to watch and it was a shame that we were denied his presence in that battle for the lead in the main race, for he would surely have stirred things up and he can ill-afford to lose points unnecessarily to Bagnaia.

A look at the results sheet for both the Sprint and Main races reveals something that would have been completely unthinkable just a year ago: the top Japanese bike finishing 15th in the Sprint race and 14th in the Main race, Morbidelli besting his teammate and the Hondas both times. This is an incredible and ridiculous situation and will certainly have the rumour mill stepping up a gear with speculation that either Yamaha or Honda – or both – will leave the sport. It’s not likely that they will leave, but you have to wonder just how both manufacturers have contrived to get it so spectacularly wrong in such a short space of time.

We have two weeks in which to catch our breath before the circus moves to Austria and the Red Bull Ring and I’m not so foolish as to make any predictions. As long as we have a close – and safe race.

It’s no secret that there isn’t a lot of spare cash floating around at the moment so any efforts by motorcycle importers to make buying a motorcycle a little easier is to be welcomed with open arms.

The adventure bike has been the king of the sales charts for many years now and Triumph offers two of the very best in the form of the Tiger 1200 and Tiger 900. Now, Triumph South Africa is making it even easier to swing your leg over your own brand-new Tiger model with two extremely tempting offers.

See offers below…

Triumph Tiger 1200 Promotion:

Buy a new Triumph Tiger 1200 model before September 30th, 2023, and you will receive a R45,000 trade support package, that you can use either for a deposit, trade-in-assistance, accessories or apparel.

Triumph Tiger 900 Promotion:

Buy a new Triumph Tiger 900 model, also before September 30th, 2023, and you will receive R20,000 trade support to use in exactly the same way: the choice is yours. The only models that are exempt from the offer are the Aragón Editions.

For more information about the offers, please contact Triumph at either the Johannesburg, Pretoria or Cape Town dealerships.

We South Africans love our adventure riding which is hardly surprising given the vast swathes of the country that are perfect for doing just that. However, it also means that we can be a long way from civilisation and, if something happens to us, we can be completely isolated with little chance of help arriving.

That is why BMW Motorrad Centurion, formerly known as Bavarian Motorcycles, has collaborated with Galaxy Nova to develop an Emergency Response App service, which will be available to everyone – riders and non-riders alike.

For a R75 per month subscription (R50 discounted rates), the app turns your smartphone into a distress signal generator in the event of an accident or breakdown. The app will be able to detect when you have had a crash and uses GPS tracking to direct Emergency Response teams to your location. So far, the app is linked to 15 emergency response centres around South Africa, as well as sending a notification to selected ICE numbers.

You can download the app from HERE. Once the app is downloaded, it is important to use the reference code BMW5CD and then select BMW Motorrad Centurion in order for it to access crash detection.

This is a great initiative by the good people at BMW Motorrad Centurion and we encourage you to sign up before your next ride anywhere, let alone your next big adventure ride.

With the return of Stofskop, Powered by Motul, to the Randfontein Raceway on Saturday 12 August 2023, fans can now look forward to a new class featuring some of SA’s top motorcycle competitors, all on the track at the same time… but on delivery bikes!

The Delivery Bike Dash in the Dust will finally answer the question that motorsports fans across South Africa have debated for years: who is the fastest of them all? Well, it might – but even if the results aren’t decisive, the Delivery Bike Dash in the Dust is bound to serve up the kind of thrills and spills that can only be found at Stofskop.

The line-up of legends – who have 37 national titles between them – will be unmatched in SA motorcycle event history. Get ready to witness these superstars in action:

• Clinton Seller (9-time SA Road Racing Champion);
• Ross Branch (FIM Cross Country Championship contender, Dakar Rally legend and 3-time National Title Holder);
• Brian Capper (11-time National Title Holder and Trials, Stunt, Supermotard and Enduro legend);
• Darryl Curtis (Dakar legend, 7 National Championships and triple Roof of Africa winner);
• Hippocrates ‘Taki’ Bogiages (Enduro and Off-Road Champion and Motul’s Technical Manager);
• Louwrens Mahoney (triple Roof of Africa winner and 7-time National Off-Road Title Winner).

1 of 6

In Stofskop where the only rule is there are no rules, it’s bound to be more than a little competitive. With the legends involved all hailing from different disciplines, Stofskop Chief Organiser, Chris Shelvey, wanted to come up with a way of levelling the playing fields.

“To make things even more interesting, these champions won’t be riding their usual mounts. Instead, they’ll each be on a delivery bike, box and all!” explained Shelvey. “Instead of turning up with pizza, they’ll be delivering more of the noise, dust and humour that we know the Stofskop family enjoys,” he added.

The format of the Delivery Bike Dash in the Dust will be a standalone class with four laps per ride, and four or five rides during the day (time allowing). The delivery bikes will be provided by Honda SA with all these riding legends taking part on the Honda Ace 125. The only exception will be Ross Branch, who will be riding a Hero Eco, supplied by his Dakar Rally partner.

“At Motul, we always strive to do the extraordinary and push the boundaries. We are excited to partner with Honda South Africa to put these delivery bikes to the test and see how these legends perform on unfamiliar equipment,” commented Mercia Jansen of Motul.

Registration starts at 9 AM and the first heats will start at 12 pm. Spectator tickets are just R50 per person at the gate and under 12s can enter for free. Spectators will also automatically be entered into the Grand Prize Draw, with some awesome prizes up for grabs thanks to sponsors and partners of the event.

Check out the official Stofskop Facebook page for more info about the event and to see some of the fantastic motorcycles that have been entered.

The Ducati Monster is the motorcycle that set the fabled Italian manufacturer on the road to financial success and enabled it to become what it is today. Just as few could have realised back in 1993 how vital the Monster would be to Ducati, neither could they have foreseen that in 2023 we would be celebrating 30 years of the Monster, with more than 350,000 having been sold.

To mark this important milestone, Ducati has announced a limited edition Monster, called the Monster 30° Anniversario.

The Monster 30° Anniversario is equipped with components which, in addition to enhancing its appearance, also improve its dynamic qualities. Four kilograms have been shaved off the overall weight, giving an overall weight of 184kg, which enhances the Ducati Monster’s reputation for being one of the lightest naked sports bikes available.

Visually, the latest Monster has all the distinctive styles of its predecessors, with the Tricolor 30th Anniversary livery celebrating everything Italian, along with gold wheels, forks and rear shock, an embroidered seat and dedicated dashboard animation on startup.

Anyone who is familiar with the Monster will immediately feel right at home on the latest model: fast, light and easy to handle and powered by the Testastretta 11° engine, complete with desmodromic valve gear and pushing out a healthy 111 horsepower. Suspension duties are courtesy of Ohlins, braking is by Brembo and Italian passion is by Ducati.

Only 500 of the Ducati Monster 30° Anniversario will be built so, to reserve yours and avoid disappointment, contact Ducati South Africa for more details.

Most people visit their motorcycle dealership only when their motorcycle needs attention, or when they need to buy some new kit. There is, however, one dealership that has become my home away from home. A place where I can stop at any time, walk in and just have a friendly banter. If I am really in the mood, I can even sit down for a hearty – and may I add affordable – meal in their restaurant. This is what you will always experience at the World of Motorcycles’ showroom in Centurion.

Most people know it as the home of Ducati, and although the building proudly displays the scarlet letters of the Italian brand, the store is much more than that. As multi-franchise stores are becoming more and more prominent, World of Motorcycles is following this trend. As you move through the sea of Ducatis on the ground floor and go up the stairs, you will find two more levels full of brand-new motorcycles. The first mezzanine level is the home of Suzuki motorcycles, and if you head further up, you will arrive at the latest addition to the World of Motorcycles catalogue: Kawasaki and SYM.

We were invited to the official announcement of the partnership, where we were welcomed by Ian van der Merwe and Kyle Keating. Ian is the dealer principal at World of Motorcycles and Kyle is the regional sales coordinator of KMSA, the official distributors of Kawasaki and SYM here in South Africa.

Nestled in a Kawasaki-branded corner stood a selection of Kawasaki and SYM motorcycles. This includes everything from the affordable SYM Blaze 200, all the way to the incredible Kawasaki ZX10-R. There is even a Kawasaki Mule Utility vehicle on the floor if you need a tough workhorse on your farm.

If you are looking for a reliable runabout, then the Taiwanese SYMs have you covered. They have a selection of scooters and a few small-capacity motorcycles. These include the thoroughly enjoyable NHT range of adventure bikes and the NHX naked. Now that I saw them all on one floor, I realise just how extensive the SYM range actually is.

If you are ever in the area, pop in and come and see the bikes for yourself. I, for one, am very happy to see Kawasaki and SYM back in Centurion.

World of Motorcycles also stocks a comprehensive range of helmets and motorcycle gear, so this can truly become your one-stop shop for all things motorcycles.

The Husqvarna Racing Enduro team took part in Round 2 of the Traditional National Enduro championship this weekend where disaster struck Travis Teasdale, resulting in an uncharacteristic highspeed crash forcing him to withdraw from the event with a torn pectoral muscle.

Heinrich Aust found himself in a similar situation with a massive crash where he lost several minutes but he was able to soldier on and salvage extremely valuable championship points keeping himself in the running for the 2024 E1 title onboard his FE250.

A shaken Aust commented, “I felt really good in the morning leading my class but unfortunately a lurker got the best of me and before I knew it I was tumbling along the track. It took me a good few minutes to gather myself and get back on the bike. Thank you to the riders that stopped to check on me and make sure I was okay to continue. I managed to make it back to the pits where the medical staff checked me out and gave me the green light to continue. At that point, I was in survival mode and managed to string a few solid laps together bringing my FE250 home in third place.”

Another great showing was Ryan Pelser, who is a Cross Country racer on the team. Ryan decided to enter the Enduro again as cross-training and managed a solid 4th place performance on the day in the E1 class behind Aust.

With the traditional Enduro series only being 4 rounds in 2023, it is next to impossible for Travis Teasdale to mount a comeback after this devastating blow but he is sure to return at round 3 in an attempt to stamp his authority on the series.

Husqvarna team manager Grant Frerichs closed with, “Another race day filled with a rollercoaster of emotions in the team. At one point we had 2 championship leaders “out” of the race but luckily Heinrich was able to dig deep and decided to keep going to ensure he was able to stay in this championship going into round 3.”

The British Grand Prix was dry, cold and action-packed to revive 2023 MotoGP after the summer break. Red Bull KTM Factory Racing left the wide expanses of the Silverstone circuit with a podium vibe thanks to Brad Binder’s 3rd position at round nine of twenty.

Brad Binder was one of the few riders to select a medium tire choice for the long 20-lap Grand Prix that took place under cloudy and threatening skies. The South African, who started from 10th on the grid, used the potential of the KTM RC16 race package to work up from the reaches of the top ten (caused by contact with another rider into the first corner) to be part of the quartet striving for P1. Proceedings were complicated by light showers that dowsed the first and last sectors of the hefty 5.9km layout in Silverstone but Binder – with famous previous form when it comes to exploring the limits of slick tires in rainy conditions – kept in the dispute for trophies.

Brad made his move past Maverick Viñales for P3 and defended the position and the 16 points until the flag. He was just half a second from winner Aleix Espargaro. The result delivers Binder’s second podium of 2023 and means he is 36 points from the top three of the championship standings.

Brad Binder, 3rd: “Really tricky, and very sketchy at the end! This track is so big and covers so much space that it was wet in some sectors and dry in others: it was hard to understand how much I could push! Hats off to the team; they did an amazing job and the bike was fantastic, I wanted the win for them today but 3rd will have to do. Days like this are awesome for a podium finish just because of how difficult it was.”

Home turf next! The CryptoDATA Motorrad Grand Prix von Österreich will see the Spielberg hills echo to MotoGP in two weeks.

The second round of the National Traditional Enduro Championship took riders to the hot and dusty trails of Nyala Pans in Richmond, where no stone was left unturned by the Brother Leader Tread KTM team. The team put on an exhilarating display of skill and determination and came back with great results.

In the fiercely contested E2 class, Will Slater exhibited his exceptional riding capabilities and steered his KTM 300 XC-W to an impressive second-place finish, even after having a crash and helping out a fellow rider who also had a very serious crash. Slater commented, “I had a bit of a crash today that caused me to lose a bit of time, luckily the guys in the pits were quick to help me fix up my bike and get back on track.”

He went on to say, “It was a very cool and high-speed track. Quite dusty but nothing we can do about that. The organizer put on a really good event and all in all, I just had a good day.”

The E1 class bore witness to a sensational class victory by Dylan Jones, whose relentless pursuit of victory led him to the top step of the E1 class. Jones’ outstanding riding skills and strategic approach solidified his position as a formidable competitor in the National Enduro Championship.

Jones commented on the day saying, “I had a great day out on the bike, it was very dusty conditions, and the track wasn’t too technical but was nice and flowy. The river was just a bit rough, and the rocks were extremely slippery, it was difficult staying on track but that’s all part of it and I enjoyed every minute of it.”

He continued, “I had a bit of a dice with William throughout the day and on the last lap we finished together which was really fun. It was cool to ride with my teammate and see what the level is. Now we’re off to round 3 first in the E1 class and I’m super excited.”

Rounding off the team is young gun, Matthew Stevens in the high school class, securing a commendable fourth-place finish. “Overall, a tough, but good day for me. The conditions were very fast and by the end of the day, there were a few breaking bumps by the river. I was struggling a bit through the river, it was really tough, especially with harder compound tires it was quite slick and getting through there with shorter legs but I managed”. He finished off by saying, “I really enjoyed the day, and I am definitely going to come back stronger.”

Grant Frerichs, group marketing manager and team manager commented, “I am proud of the team’s efforts and dedication to the sport. Both Dylan and William sacrificed some of their race to help a fellow rider who crashed which shows great sportsmanship. All of our riders are comfortable in the championship fight and we are already looking ahead to the next round to see what small changes we can make to take that next step towards championship glory.”