In April 2022 my wife and I bid farewell to the Johannesburg home we loved for 34 years. We raised a family, planted trees and flowers and grapevines, kept chickens and dogs and cats, spent summers in the backyard oasis, braaied and partied in the thatched lapa, drank cocktails in the pool and welcomed myriad visitors. We wept unashamedly as we locked the empty, echoing house, handed the keys to the estate agent and drove away down Fairfield Road for the last time. It was a bittersweet moment. In 34 years the character of The Hill had changed for the worse. A once pristine middle-class suburb was almost unrecognisable. Unkempt pavements, decaying overcrowded houses, potholed roads, heaps of garbage on every street corner and litter everywhere. We could not endure the filth and neglect of Joburg anymore.

We bought a beautiful home in Nelspruit and traded squalor for paradise. One year later I consider myself to be a native of the magical land we used to call ET, the Eastern Transvaal, back in the days when there were only four provinces instead of nine. The best biking roads in the country are on my doorstep and it’s been a thrill to get reacquainted with these ribbons of serpentine tarmac that traverse landscapes of astonishing loveliness.

There’s a very active Lowveld biking community and I’ve been fortunate to make many new biking friends. The local guys know every inch of the road and are keen to share their knowledge. The two big motorcycle dealers are Freedom Motorcycles which sells Harleys and Eastview Motorrad the BMW dealer. The BMW guys have an extensive demo fleet. Shaun Brown, Motorrad Dealer Principal, and Allan Brown, Ace Salesman, extended a standing invitation to ride any of the bikes in the fleet. On a Friday afternoon, I pitched up at Eastview and collected an R18 Transcontinental resplendent in Galaxy Dust paint and acres of chrome. Time to ride!

On the way home from Eastview Motorrad I got to grips with the dimensions and weight of the biggest R18. Full of fuel the Transcontinental weighs 427 kg! I know of only one heavier motorcycle, the Harley Road Glide LTD which weighs 437 kg. Add my 90 kg to the equation and that’s a rolling mass of more than half a ton. The Transcontinental is a big boy, the mammoth of the motorways, the behemoth of the boulevards, the humungous of the highways, and the colossus of the country roads.

At slow speeds, threading my way through traffic, it took a few kilometres to become accustomed to the bulk of the bike and thereafter it was plain sailing. Let’s be clear, the Transcontinental is a bike destined for the open road. Sure you can ride it around town and cruise to your local watering hole to impress your maats but that’s not what the bike was designed to do. Over a 600 km weekend of riding, I discovered the strength and beauty of the Transcontinental as it shrugged off its mass and lived up to its name. This is a bike intended for one purpose, to demolish long distances as you traverse vast landscapes in style, safety and comfort. The intent of this story is not to present an in-depth review of the Transcontinental’s features and capabilities. Other ZA Bikers journalists have already written their impressions of the bike. You’ll find their articles here, Dave Cilliers and Harry Fisher.

I rode at 08:00 on a glorious warm Lowveld morning, the air crystalline after the storms in the night. I followed the R40 south from Nelspruit to Barberton, 50 km of exquisite blacktop characterised by full-tilt sweeping corners and punctuated by the tricky Hilltop Pass. Hilltop has been the ruin of many a poor boy because of its off-camber hairpins and diminishing radius corners. I know the pass well and stuffed the R18 into the corners enjoying the auditory and tactile sensations as I ground the hero blobs off the hinged footboards. On the straights I experimented with cruise control and for much of the day, where conditions allowed, I relaxed in the saddle as the R18 cruised at 160 km/h with the 1802 cm3 air-cooled boxer twin ticking over at a leisurely 3600 rpm.

On the outskirts of Barberton, there was a kilometre-long avenue of Kapok trees in riotous cerise full bloom, an amazing neon swatch of colour in an otherwise green landscape. I continued on the R40, the Bulembu Pass, heading for Josefsdal, the border post between South Africa and Eswatini. This 40 km long road is the world-famous Geotrail. The oldest exposed rocks on planet Earth, rocks formed 3.5 to 3.2 billion years ago are found along the road as it winds steeply into the Makhonjwa mountain fastnesses.

The road is generally in excellent condition because it carries so little traffic, though there are a few wash-aways caused by the summer storms. It’s well worth stopping at the viewpoints. The panoramas to the east are breathtaking. Serried ranks of mountains fade to the distant horizons in shades of lilac and grey.

Another unique feature of the road is that it parallels the remains of the Bulembu to Barberton cableway. When the 20.36-kilometre cableway was constructed in 1938 it was the longest in the world. It was supported by 52 pylons, with the longest unsupported span of 1207 metres and the highest point above the ground 189 metres. The cableway was built to bring asbestos from the Havelock mine to the Barberton railway station and to transport coal on the returning cocopans to the Bulembu power station. Many of the cableway pylons are still standing, wonderful examples of steampunk engineering from a bygone era.

The upper reaches of the road are hemmed in by Sappi plantations of pine and eucalyptus. When I stopped to take photos of one of the abandoned pylons the hills echoed with the two-stroke howl of chainsaws as lumberjacks clearcut entire hillsides. Dozens of cattle were grazing the roadsides on the last few kilometres before the border and the road was splattered with hundreds of fresh cow pats, slippery and aromatic and to be avoided no matter what. I did a U-turn at the border post and headed back down the mountain. Add the Geotrail to your bucket list. It’s an undiscovered gem.

At the foot of the mountain, I hooked east on the R38 to Kaapmuiden. The R38 runs for 60 km through the valley of the Kaap River. The terrain is a tapestry of bushveld interspersed with swathes of irrigated fields of sugarcane and subtropical orchards. There wasn’t much traffic and short before long I stopped in Kaapmuiden at The National Park Butchery, established in 1983, to buy biltong and droëwors. Best meat in the Lowveld? Head for Kaapmuiden.

I rode back towards Nelspruit on the N4 through the Crocodile River gorge. It’s a spectacular ride between towering mountains that loom above the river and the road. The downside is the N4 is infested by 26 and 34-wheel interlink juggernauts carrying loads of coal and ore to Maputo. Of course, these loads should all be on freight trains but, no thanks to the so-called minister of transport, the railways have ceased to function in any meaningful way. To avoid central Nelspruit I took a backroad past the University of Mpumalanga and joined the R40 at Rocky’s Drift. Traffic was backed up for kilometres in both directions because the Lowveld intelligentsia, aka the Mbombela Traffic Department, had put up roadblocks at midday on Saturday to promote irritation and enmity among motorists through sheer stupidity and kragdadigheid. Of course, I filtered to the front of the queue and sped away pretending not to notice the twerp who attempted to flag me down.

I refuelled at the Sasol garage just before White River and turned left onto one of my favourite roads in all the land. The R537 to Sabie is in good condition, 45 km of fast-flowing sweepers through wonderful Lowveld scenery, plantations and orchards and bushveld dotted with lakes that reflect the indigo sky bowl. The R18 was in its element hauling along effortlessly at between 160 and 180 km/h. Twenty minutes after leaving White River I stopped at the T junction with the R536, the start of the legendary ET racer road, the 22.

The R536 used to connect Sabie and Hazyview but months previously a section of the road was washed away in a storm and I had been warned the road to Hazyview was impassable. Naturally, I was keen to have a look for myself. Once again I had the opportunity to abuse the R18’s hero blobs as I bombed along the 22. I’d be lying if I said the Transcontinental was in its natural habitat. It wasn’t but it was still fun to ride.

After 20 km I arrived at the point where the road had collapsed. Ninety per cent of the road was in the valley below and I reckon that road is going to be impassable for years. There’s still a narrow strip, less than a metre wide, where a bike can cross but I had no desire to pull Murphy’s beard. Go check it out for yourself and ride the 22 as fast as you can, safe in the knowledge that there’s zero traffic on the road. I took photos, turned around and rode back to Sabie. I would have stopped at The Woodsman for a drink but there were no other bikes parked outside so I continued straight on through Sabie and picked up the R532 to Graskop.

Sabie to Graskop is yet another splendid ET road, 30 km of high-speed bad craziness spiced with acute angle corners in the vicinity of Mac Mac Falls. Those corners have given many unwary fellows very big eyes and I left my mark on them as the uneven road surface battered the footboards under my feet. In Graskop I stopped in the main drag at Riders’ Rest, the best bikers’ boozer in ET. My mate Shannon has owned the pub for many years. We had a swift drink together and then I was on my way. I still had a long circuitous route to ride to get back to Nelspruit.

I love the narrow tortuous road over the mountains to Pilgrim’s Rest. It’s bumpy and gnarly but it’s a road that takes you back in time. I always try to picture the first prospectors who clambered over those mountains in a quest for elusive gold and who finally found their dreams in the streams around the town. After years of neglect and mismanagement by the Mpumalanga provincial government, there is life in this quaint historic hamlet with its corrugated iron shops and houses and the beautifully preserved Royal Hotel. But I doubt it will ever recover to its glory days when tour buses packed with overseas visitors used to arrive in droves.

I have many happy memories of Pilgrim’s Rest. The caravan park was the venue for the Staffie Rally for many years. I rode to the caravan park on the banks of the Blyde River and stopped in disbelief at the gate. Every building was a ruin, the corrugated iron roofs stolen, plumbing and electricity ripped from the walls, rank forests of khakibos growing in the wreckage and on the once immaculate lawns. It was horrible, a poignant symbol of the devastation that has been wrought on this beloved country.

At its highest point, the altitude of Robbers Pass is 1789 metres, more than 500 metres higher than Pilgrim’s Rest. The ascent from the Lowveld to the Highveld is marked by a distinct change in vegetation. The slopes of Robbers Pass are golden grasslands that stretch to the far horizons where the line between earth and sky becomes blurred and indistinct. Robbers is a 21 km long pass with 68 corners many of which take unwary riders by surprise. There’s an old saying; “Robbers never sleeps. It waits!”

From the western end of the pass, the road runs across the sun-kissed savannah until it intersects the R36. I rode southwest to Lydenburg and after 30 km arrived in one of the more godforsaken towns in this benighted country. The main road through Lydenburg is a shambles that almost beggars belief. It’s a dirt track that has allegedly been under construction for the last four years. It’s a free for all out there as vehicles compete to occupy the least rutted paths.

There is no evidence of any work taking place and it wouldn’t surprise me to learn that the contractor who was paid for the work just buggered off with the money. It’s pathetic. It’s the predictable result of handing the “management” of multimillion-Rand municipal budgets to idiots. Once beautiful Lydenburg is a filthy squalid dump. There are many people who welcomed the name change from Lydenburg to Mashishing. The people who built Lydenburg would be ashamed to have their names associated with the slum this town has become.

I ascended the western slopes of Long Tom Pass in the warm late afternoon sunshine. Long Tom is probably the most iconic pass in Mpumalanga and never fails to delight. It’s a beautiful high altitude road with the highest point of 2150 metres, a road of many moods and many aspects. It traverses wild rugged terrain, rolling grasslands, wooded hillsides and the great Drakensberg escarpment. On the precipitous slopes of the escarpment between Hops Hollow Brewery and Misty Mountain Lodge the road winds through multiple steep hairpin bends before sloping more gently down to the Lowveld. It doesn’t matter how many times you’ve ridden Long Tom. It’s always a thrill and a challenge.

Before the descent into Sabie, I hooked south onto the R37 for the final sprint of the day into Nelspruit. This is yet another lovely road that beckons faster, faster. I rode at speed through a bucolic agrarian landscape of macadamia, citrus and mango groves. At dusk, I pulled into my driveway. It had been a perfect day in the saddle. 530 km of some of the finest biking roads in the country. The Transcontinental performed flawlessly and I arrived home feeling strong and fresh.

When my wife June first laid eyes on the Transcontinental she immediately said “Oooh, I’m going to enjoy a ride on that pillion seat.” I knew exactly where we would ride on Sunday morning, my favourite route, the road to Kaapschehoop and back. It’s 30 km from Nelspruit to Kaapschehoop, a village that time forgot on the edge of the Drakensberg escarpment. It’s a brilliant ride across the flatlands that fringe Nelspruit before the heady climb up the slopes of the Berg. Prominent signs warn motorists and riders to look out for the herds of wild horses that roam the mountains and occasionally venture into the village.

Nelspruit is 770 m above sea level. Kaapschehoop is 1640 m above sea level. It’s always about 5°C cooler at the top of the mountain, a completely different climatic zone. The village is home to excellent bars and restaurants including Bohemian Groove Café, Salvador, and my favourite Die Nagkantoor owned by De Wet Potgieter. De Wet was a journalist at the Sunday Times and Rapport and editor of The Lowvelder before he opened his boozer in Kaapschehoop. The walls of Die Nagkantoor are covered with newspaper clippings from the ‘70s and ‘80s, stark reminders of the troubled history of this fair land. Behind the bar, there’s a larger-than-life photo of PW Botha, Die Groot Krokodil, an irresistible backdrop for a photo. June and I each had a drink, spoke a lot of twak with De Wet and hauled back down the mountain for our lunchtime braai.

The Transcontinental was an excellent steed on which to explore Mpumalanga. You need to come and ride here too. The weather is warm, the people are friendly, the bars and restaurants are outstanding and, most importantly, you’ll enjoy hundreds of kilometres of the best riding in the country. See you on the road.

The Gauteng edition of the International Mass Ride in honour of International Female Ride Day (IFRD) took place in May and was universally acclaimed as a success. Participants reported that the excitement levels were already rising in the run-up to the event and that the combination of the rides (both on-road and offroad) to the venue and the Alice in Wonderland-themed picnic at the Avianto Clubhouse in Muldersdrift certainly did not disappoint.

Riders fully embraced the theme, with some spectacular fancy dress costumes on display. While the day was undoubtedly a lot of fun for all involved, it also made a positive and vital contribution to the development of the motorcycle industry in South Africa, and to encouraging more women to ride.

This of course is the ultimate aim of each year’s IFRD – to make riding a more inclusive lifestyle, and to show women from all walks of life that they too can ride – it’s more than possible and is something they should feel comfortable exploring.

For Motul’s Mercia Jansen, highlights of the event included the themed picnic itself and the offroad ride – one of several groups that converged on Avianto from different starting points across Gauteng. The offroad groups embarked on an adventurous yet very accessible ride, carefully planned by Morag Campbell from Open Rider, that took them through the iconic Lion & Safari Park, giving riders the opportunity to spot wildlife (including lions and cheetahs) en route.

A giraffe stole the show at the morning drinks break and proved to be very adept at photobombing during selfies. They also showed a great liking for the themed cupcakes.

“This event will be hard to top – it was far and away the best Gauteng IFRD to date,” commented co-organiser Kerry Puzey of Puzey Biker’s Warehouse. “We would especially like to thank all the sponsors of the event and the many prizes that were on offer. With feedback including “absolutely stunning”, “awesome”, “wonderful day” and “lekker and lovely”, it’s clear that the participants who took part – a total of 361 ladies with an estimated 150 men also present – very much enjoyed the ride and the day as a whole,” she added.

“Having the opportunity to ride in the Lion & Safari Park is not something that happens every day, and we’re especially grateful to Jason, Zweli and Marius for making this possible,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa. “The route was spectacular but also very inclusive, and suitable for ladies at all levels of riding experience, on every kind of bike,” she added.

The goal of the IFRD is to encourage more women to ‘JUST RIDE’, and to unite women from different cultures and countries through their shared passion for motorcycle riding. By providing welcoming rather than intimidating on-road and off-road routes (suitable even for new riders) and wonderful camaraderie, the event showed that motorcycle riding is an inclusive lifestyle and one that is achievable for everyone.

Sponsors included Avianto Estate, Puzey Biker’s Warehouse and the OEM motorcycle brands who ensured the picnic could be free of charge for participants: BMW Motorrad, Big Boy Scooters, Honda, Husqvarna, Triumph, Kawasaki, KTM, Suzuki, Sym, Yamaha, Indian Motorcycles, TVS Motor SA and Harley Davidson.

Some of Gauteng’s premier motorcycle dealerships sponsored the hosting and catering of the starting points or pitstops for the various rides, including ROC Harley, Fast KTM, BMW Motorrad Boksburg, BMW Motorrad Fourways, Raceworx KTM, World of Yamaha, and Triumph Hatfield.

For more information about the IFRD, visit International Female Ride Day – Women’s Motorcycle Ride Day.

To learn more about Motul’s product range and its commitment to encouraging more women to ride motorbikes, visit Motul.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The Brother Leader Tread KTM Enduro team displayed an impressive performance at the inaugural round of the South African National Traditional Enduro Championship, leaving a mark with their true grit.

The team, comprised of William Slater, Dylan Jones, and Matthew Stevens competing in the E2, E1, and high school classes respectively, delivered outstanding performances on the tricky track, showcasing their prowess and tenacity.

William Slater encountered a minor setback on the start line, resulting in a seven-minute delayed start and starting in 27th position. Undeterred by the situation, Slater exhibited his speed on his KTM 300 EXC through the challenging terrain. Overcoming the initial setback, he embarked on a remarkable journey, progressively advancing through the ranks. Slater’s unwavering perseverance paid off, culminating in an impressive fourth-place finish in his class and an admirable eighth-place overall. “Considering how the day went, I’m frustrated, but happy to get valuable points on the board. We can only take it from here and work towards the next one.” Slater said.

Jones, on his KTM 250 EXC-F, riding with outstanding prowess and battling against tough competitors secured an impressive second-place finish in his class and a fourth place overall. Jones commented, “At the start of the last lap I was lying sixth overall, so I put a hard charge in and managed to bring it down to 4th overall and 2nd in class. So I’m super stoked with that”

Meanwhile, Stevens displayed commendable maturity and riding technique on his KTM 150 EXC, ultimately achieving a notable third-place finish in his class and an impressive ninth place overall. “I’m not far off anymore, I’ve been working hard and the bike was amazing. Really a pleasure to ride”, Stevens said.

The Brother Leader Tread KTM Enduro team’s performance in the first round of the South African National Traditional Enduro Championship highlighted just how capable the team and the bikes are. Despite the challenges faced, the team showcased resilience and skill, delivering strong finishes in their respective classes and contributing significantly to the team’s overall success.

KTM Group manager Grant Frerichs commented on the team’s performance stating, ”The team had a tough day out at Rover but I am proud of all 3 riders for their tenacity and “never give up” attitude doing what they needed to do to keep their respective championships alive.”

Husqvarna South Africa’s Enduro team achieved outstanding success in the first round of the National Enduro Traditional Championship, held at Rover Motorcycle Club in Gqeberha, renowned for its sandy terrain and gruelling endurance tests. Travis Teasdale, competing in the E2 class, and Heinrich Aust, riding in the E1 class, showcased their exceptional skills and fitness, securing remarkable victories for the team.

In the fiercely competitive E2 class, Teasdale emerged as a force to be reckoned with, showcasing his outstanding skill and determination throughout the day. Fearlessly conquering the challenging sand tracks that Rover is known for, Teasdale demonstrated unwavering focus and great fitness. “Today was all about endurance, so I picked up the endurance training during the week” Teasdale commented. “They put a sneaky sixth lap in that really tested our fitness, but really happy with the bike and my performance on today’s race.” Teasdale’s performance culminated in a well-deserved first-place finish in both the E1 class and overall, solidifying his position as a formidable contender in the national enduro championship.

Heinrich Aust, competing in the equally competitive E1 class, exhibited his exceptional talent and resilience as he tackled the rigorous tracks in Rover. Aust’s commitment to excellence was evident as he skilfully navigated the bumpy sand terrain and pushed his Husqvarna machine to its limits. His tenacity paid off, as he secured an impressive third overall finish and clinched the top position in the E1 class. “The track was awesome. I loved the breaking bumps, whoops and sandy corners. I don’t think they could have put a better track together.”

A surprise from Cross Countryman Ryan Pelser came in the form of third place in the E1 class and rounding off the top 10 overall.

Teasdale and Aust, along with the entire Husqvarna South Africa Enduro team, are thrilled with their accomplishments at the National Enduro Championship. The victories in their respective classes and outstanding overall performances serve as a testament to their hard work and commitment.

Commenting on this weekend’s race group manager Grant Frerichs said,” What a fantastic day of racing for the Husqvarna squad. Travis Teasdale put on a riding clinic and showed he is the man to beat onboard his te300 while Heinrich Aust showed his ability to make the fe250 work in all conditions finishing on the overall podium. We also had Ryan Pelser cross-riding into the enduro championship who managed a fantastic 3rd in class.”

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

I was privileged to be asked to host a weekend away for Triumph Pretoria over the Freedom Day long weekend. Given that riding a motorcycle is about as free as you can get in the crazy world in which we currently find ourselves, it was rather appropriate that this was our weekend of choice.

We met up on the Saturday at 8:30 AM at Triumph Pretoria for a bit of a meet and greet and riders briefing (Not to forget one of Damian’s excellent coffees). These events are not restricted to Triumph riders only, so we had Len and his daughter Angelique, on a BMW 1200 GS LC, and Brian, ace up on his 1260 Ducati Multistrada bringing some variation to an otherwise Triumph party. Don and Marietjie were on a magnificent new Triumph 1200 Explorer, Fritz and Lindie were Triumph 800 XCX mounted as was our group TikTok star, Eddie. Flying the Tiger 900 Rally Pro flag were Chris and Karen, and Irene and me.

Meeting the group it again occurred to me what an amazing common denominator motorcycles are. Here we had a diverse group from various walks of life, glued together by a passion for two-wheelers. Trips like this can be hard going, with riders of different skill levels and riding preferences who can sometimes make travelling as a group challenging.

We rode out onto the N4 with me leading the group, keeping a staggered formation astern. I put my speed control on 130 and it was soon apparent that the group was gelling nicely. Driven by a grumbling tummy I pulled into the Sergeant Pepper AngloBoer restaurant off the Balmoral turnoff. Being out in the country it was not inundated with people and the tranquil surroundings made for pleasant chit-chat. We strolled through the adjacent Boer War Concentration Camp Cemetery, appalled at the cost of innocent lives, or the so-called “collateral damage” of war. Then it was breakfast time, sitting outside and enjoying the splendid weather, a bit like Goldilocks’ porridge, not too hot or cold but just right! The food was excellent and well-priced. Please do yourself a favour, and give them a try, you will not be disappointed. With hunger banished we were back on the bikes, soon despatching Witbank and Belfast.

Having sampled the Boer War flavour of AngloBoer, we stopped for a leg stretch and chat at the Bergendal monument on the edge of the escarpment after Belfast. I shared some Boer War yarns while we strolled around the monument commemorating the brave young men of the Staatsartillerie who chose to fight to the death in what was always going to be a one-sided affair. Outnumbered by more than three to one, the Boers escaped to fight another day, but for the small group of gunners who were done with running and chose to pay the ultimate price. The British too suffered badly from the extremely accurate Boer rifle fire which forced them to withdraw and finish off the Boer resistance from a distance with their artillery pieces. A lone Boer sniper held up the British advance for the whole following day, shooting across the valley with extreme accuracy before slipping away.

We hopped back on the bikes and cruised to Milly’s for a quick loo break before remounting and riding down the stunning Elands River Valley past Waterval Boven and Waterval Onder and on to Ngondwana sawmills where we refuelled for the next day’s riding. It was by now a hot and humid 32 degrees, so it was very pleasant to ascend the mountain to our overnight stop in a cool Kaapsehoop. The road was damp in patches from rain that had swirled past literally minutes before our passing. We kept an eye out for the feral horse herds that frequent these mountains but without luck.

We got settled into our comfortable accommodation at Angel’s Mist Guesthouse, where we were welcomed by our host Abrie. We had the afternoon at leisure, giving newcomers to Kaapsehoop an opportunity to explore the quaint little village. Changing out of our riding gear we had a cold one on the deck at Angel’s Mist then strolled up to Nagkantoor, the ever-so-funky pub at the top of town run by the renowned investigative journalist, De Wet Potgieter. We chilled there for a while before dining at the restaurant adjacent to Angel’s Mist, with some folks opting for Pizza. It was then early to bed as we had a good ride planned for the following day.

True to form we woke up to a mist-bedecked Kaapsehoop. The forecast was uncertain with rain almost a certainty according to the weather apps, however by the time we had done breakfast the mist had lifted and we rode out on slightly damp roads. The route I chose was meant to be engaging and enjoyable, not ruined by potholes.

We turned towards Sudwala caves, then took a right up the mountain towards Rosehaugh and then left towards the junction with Long Tom pass. The weather was smiling at us. We traversed dry roads sweeping and undulating through spectacular mountain scenery. After stopping at the replica Long Tom cannon sight for pics, we strafed the Pass to the lookout at the top then retraced our steps and continued to Sabi and then Pilgrims Rest, where we stopped for a drink and some sightseeing.

I rode along revelling in the riding and thinking how well the bikes that we were riding coped with the conditions. The longer travel suspension and decent damping allowed us to enjoy the ride despite the fact that the roads are quite rough in places. We loved the ride and the stunning scenery. A brisk pace allowed for huge enjoyment yet with a low risk of any mishaps. The original plan to stop at Harry’s Pancakes was shelved when we saw the queues, opting instead to return to Kaapsehoop for the MotoGP.

The bikes all had similar-sized tanks so we could make one, rather than multiple stops for fuel. A couple of KTM 1290 Adv R pilots who had pulled into the guesthouse chirped that our bikes were “clean”, intimating that we should have ridden dirt as we were, by and large, on adventure bikes. “Each to their own” as the saying goes.

The same attributes that make Adventure bikes work in the dirt make them very relevant tar road bikes. Especially when that tar is bumpy or potholed. Rapid tar travel requires a different skill set which should also be appreciated. The wind protection, suspension travel and comfort of the current generation of adventure bikes make them especially relevant. Perhaps we will do a dirt trip down the road. Chris and Eddie, amongst others, will definitely be up for that.

We enjoyed the MotoGP, toasting Brad’s success and also being treated to some yummy cake, courtesy of Lindi, who was celebrating her birthday. We freshened up before enjoying a slap-up dinner at the Hotel Cum Guest House opposite Nagkantoor. Oxtail and Lamb curry were popular choices and went down singing hymns!! It was a pleasure dining with like-minded people, sharing anecdotes from their biking experiences. We walked back to our digs in a soft misty rain, making it all the more pleasant to climb under the duvet for some well-earned rest.

The next day dawned typically misty but by the time we had breakfasted and packed the bikes it had lifted and we left for home under leaden skies. I chose to ride the Schoemanskloof road to Machadodorp. This road has been recently rehabilitated and makes for spectacular riding. Unfortunately, the traffic on the last day of a long weekend was a bit heavy but it made the riding more engaging.

I was leading, with Chris and Karen in close attendance. Don and Marietjie were following the two 900 Rally Pros on the big 1200 Explorer Rally Pro with the rest of the crew running line astern. I would run up behind slower traffic, prod down twice on the quick-shifter and gas it past, with Chris following suit. Don would simply pull the pin on the giant Tiger and, staying in top gear, let the ample power of the big triple launch him past the traffic.

The weather was cool and overcast, perfect for riding briskly, with the moist dense air making the bikes feel particularly perky. I had Irene’s heated seat on low so she was snug as a bug. These Tigers are open-road weapons of note! Slick, smooth and refined, with supple suspension that keeps them planted but also smooths out road irregularities. We ran in a speedy train to the Ultra City, where we stopped to down a welcome coffee and say our goodbyes.

Eddie, our resident bearded expressive, as was now customary, took the final group pics. Judging by the animated banter, it seemed as if a really good time had been had by all. It was almost a bittersweet moment to say goodbye to new friends and go our separate ways. God willing we will get to do it again.

Riding home I was already thinking of possible future routes. Brian made a point that he enjoyed the fact that, for him, it was a carefree weekend, not having to worry about a thing, knowing that it was all planned and taken care of, right down to fuel stops. Everyone rode with savvy, enjoying riding at a brisk pace but not allowing the “red mist” to descend. We all returned home having made new friends, ridden spectacular roads, been blessed by enduring no rain, had no mechanicals and best of all got home safe and sound.

Thanks to everyone who came along. You guys (and guyesses) absolutely rock! Until next time…

Riding a bike is, if nothing else, involves being part of a brotherhood: we care for each other, we look out for each other and we rally around when one of our own hits trouble.

Riding a bike also comes with risks but we accept those as being a small price to pay for the amount of enjoyment riding gives us. Some of us make a living out of riding bikes and, when the risks catch up with us and prevent us from working, it can be tough.

Many of our readers will be familiar with Andy Biram of The Adventure Academy, who has done so much to promote both riding bikes and exploring this fantastic country we call home. Andy was recently in a bad motorcycle accident and was airlifted to Milpark Hospital with broken bones and massive bruising that will keep him off a bike for some time, putting a huge financial strain on his family.

Joe Fleming of Bonafide Moto Co. is no stranger to hospitals, having himself, recently got back on a bike after an accident left him with a broken neck. Joe organises frequent rides and a portion of the proceeds from the next Sunrise Scramble will be donated to Andy’s family to help them through this difficult time.

The ride takes place on Sunday 4th June 2023. Meet at Triumph Johannesburg at 08h00 and ride through to Grotto to Gravel in Magaliesburg. Entry, including lunch, is R150 and R50 of that will go to the Biram family.

If you are unable to attend the ride but would still like to help out, you can donate directly to Andy’s family using the following bank details:

PK Biram
Absa (Rivonia branch)
9103437810
Cheque account

For more information on the upcoming Sunrise Scramble (for Andy Biram) visit: www.bonafidemotoco.com

Did Harold Daniell, when he won the inaugural round of the Motorcycle Grand Prix World Championship, the Senior TT on the Isle of Man in 1949, have any idea how the bikes, the riders, the tracks and even the World Championship as a whole would develop in the next 74 years? Did he even give it a thought?

1000 races later at the Le Mans circuit, we were treated to a brilliant race that was both a million miles from that first race and, at the same time, not all that different: Le Mans 2023 was still a test of man and machine against his fellow competitors and the race track itself, only the details had changed.

Yet again, it is a case of where to begin. Martin’s debut victory in the Sprint race? Bezzecchi’s imperious victory in the main race? Viñales’ and Bagnaia’s contretemps in the gravel? Alex Marquez scuttling out of the way on all fours after his crash with Marini? Binder getting pushed wide on the first lap and recovering from 18th to sixth, despite a long lap penalty? Marquez riding about fifteen levels above the Honda to fight at the front? Fernandez finishing fourth on the GasGas? Jack Miller throwing it up the road in both Sprint and Main race while fighting at the front (“I was a f***ing idiot”)? More anger directed at the stewards? Oh, the glory that is MotoGP in its 74th season.

In 1949, Harold Daniell was a tubby, bespectacled racer riding a Manx Norton around what is today the most dangerous racing circuit in the world (although ironically, it was certainly not the most dangerous in 1949) for little more than the glory. His Norton’s 500 cc single-cylinder engine produced perhaps 50 horsepower and after the TT race week had finished, he probably went back to his day job until the next race came around (only six races in the championship that year).

How do you compare that with today’s multi-millionaire riders piloting insanely technologically complex, 300bhp+ missiles at speeds of up to 350 km/h, I do not know. But the premise is exactly the same: be the first rider home. It’s just that nowadays, we have incredible access to every millimetre of the race from the rider’s perspective. How I would love to watch onboard footage from that first GP.

The other hugely significant advance has been in both rider and, more importantly, circuit safety. Over 100 crashes during a race weekend are not unusual and, yet, the vast majority of them involve nothing more than a headache for the overworked mechanics. At worse, death is never far away in motorsport, although thankfully it is now the exception rather than the rule but, more often than not, the worst a rider will suffer is acute embarrassment at binning it yet again in front of his adoring home crowd.

I don’t think we can fully appreciate, from the comfort and safety of modern circuit design, the dangers of road racing circuits of the 1920s to the 1970s. Well, maybe we can: the Isle of Man TT is about to take place (last week of May, first week of June) and if ever there was an illustration of what riders faced week-in, week-out, throughout a racing season (which included many non-championship races as well as Grand Prix), then it is there. If today’s racing motorcycle covering a lap in less than 17 minutes at an average speed of 135mph+ in 2023 is legalised insanity, at least the bikes, the suspension, the electronics and the tyres are up to the task. Harold Daniell’s first sub-25 minute lap (average speed 91mph) in 1938 on a rigid-framed Norton, with treaded tyres and no “handling” to speak of, let alone brakes, on sketchy road surfaces, wearing the most rudimentary protection and a piss-pot helmet with goggles, is surely a more heroic feat?

The death rate in Grand Prix racing in those days was appalling. It wasn’t unusual for several riders to be killed every season and not all of those were back-markers: no one was immune. And yet, today, a rider will crash at 300 km/h and simply walk away, more often than not straight back to the pits to continue the day’s work. If that isn’t progress, then I don’t know what is.

Detractors of modern racing circuits, citing their cut-and-paste layouts and huge run-off areas are simply not living in the real world. You could argue that Grand Prix racing – on two wheels and four – only survived the deadly years because of the lack of coverage of the races – there was certainly no television. Also, remember that the world had recently come out of six years of bloody war, with millions of deaths on either side so people simply were not squeamish. Imagine today’s audience witnessing five fatal accidents on the race track every season. The sport would be banned forthwith and I doubt there would be many dissenting voices.

But this opens up a different can of worms, one that is regularly aired at the Isle of Man TT races. It is not unusual for two, three, or four riders to lose their lives every year and yet the TT remains, a last bastion of free will. And that’s the point: no one is forcing them to race: if someone chooses to risk their lives without endangering others, who are we to say otherwise?

But that is an argument for another day. For now, let’s just rejoice in the MotoGP racing we are privileged to witness today while respecting the past and celebrating our heroes. Here’s to the next 1000 races: what will MotoGP look like in 2097?

As you may or may not know, the annual Distinguished Gentleman’s Ride (DGR) will be taking place on Sunday the 21st of May.

This world-renowned fundraising event aims to bring light and mass awareness to men’s mental health as well as prostate cancer.

As a reigning Mr South Africa Top 3 Finalist, I firmly stand with the DGR’s cause and mission. I commit to not only taking on this conversation but leading it as well. When it comes to men’s mental health and prostate cancer, they can be topics that are sensitive and challenging to tackle.

I will be a part of the team covering this amazing event on behalf of ZA Bikers which is the leading online bike magazine in South Africa. Above and beyond that, the article will have a personal touch to it as I will be revealing my own bout with mental health in particular. As I write this, I have and still am preparing for myself to dive back into really deep emotions and memories to genuinely compose this article in as raw and real form as possible.

Historically, as men and what pertains to us has always been approached with a laissez-faire attitude. We bravely take on various pressures like a flurry of arrows flung towards charging soldiers on the battlefield. Fight on we fight, charge forward we charge, what else is there to do and what else do we know?

Right now, as you read this, I ask… Are you okay? More often than not, in the attempt to answer such a simple well-intent question, you will have a number of current life problems fogging the clarity that forms your answer. If I am correct, you would probably much rather supply a brief and simple answer with a hesitant half-smile attached to it just to avoid the mass offloading to be done should the alternative be followed.

The time has come, a time to usher in a new normal of engaging and speaking out. A new normal that sees male vulnerability as strength.

I couldn’t be more excited as the days count down and I hope you will stay in tune with this unfolding story up until the article is published via the ZA Bikers platform.

Please get behind me and DONATE towards this great cause via the DGR website.

For more information on this year’s DGR (how you can get involved/register/rides near you, etc…) visit: www.gentlemansride.com

See you guys there!

The electric revolution in personal transport continues apace and the latest milestone has come courtesy of Hero MotoCorp. A Hero Vida EV scooter has entered the Guinness Book of Records by covering 1,780 km in 24 hours in a test organised by Autocar India magazine. Of more relevance to South Africa, the new Vida will be arriving here in the very near future.

The Hero Vida EV scooter has a regulated battery management system and meets the Euro5 sustainability standards, making it one of only a few Euro5-compliant electric models in South Africa suitable for commercial and personal use.

Hero has been producing sustainable EVs for many years and they provide their technology and battery management system to major EV brands in Europe, which has some of the strictest regulations around battery life, fire prevention and resistance, charging and recycling.

Of course, it’s all very well having an electric vehicle but it’s not much use if the charging infrastructure is not in place. Hero will be partnering with corporates to build Solar Charging systems throughout South Africa at many and varied locations. The batteries on the Vida are swappable and can be charged in the home or office although the irony is not lost on Hero, given the state of electricity supply to private and corporate users at the present time. Hence the push for solar charging capability.

The Vida will be available in a number of configurations for both personal and commercial use and will boast features not normally found on an EV scooter.

These include:

• Multiple charging solutions
• Reverse gear
• Guaranteed buyback
• Anti-theft alarm
• Remote immobilisation
• Vehicle diagnostics
• SOS alert button
• Five-year vehicle warranty
• Three-year battery warranty
• Turn-by-turn navigation
• Keyless entry
• Cruise control
• Smartphone pairing via 7-inch TFT dash, iOS and Android compatible

Customers will be able to configure their Vida scooter according to their needs and budget and there will be multiple purchase options, from rental to fully financed.

For more information, contact Hero Motorcycles SA.

Leatt welcomes professional rider Kirsten Landman to the family. Landman’s experience, talent, and wealth of technical knowledge make her a leading figure in the world of enduro and rally racing.

Leatt is proud to welcome South Africa’s own Kirsten Landman to the team. Kirsten has a history of success, including being the first female African rider to complete both the Dakar Rally and the Red Bull Romaniacs – two of the toughest enduro races on the planet. Her passion, determination, and extraordinary talent make her an exceptional addition to the Leatt family.

As part of the partnership, Kirsten will ride in Leatt’s innovative gear. From high-performance helmets to protective neck braces, body armour and boots, the gear offers both unparalleled safety and style as she competes in some of the most challenging races around.

Kirsten will not only benefit from Leatt’s industry-leading gear but will also provide invaluable insight. With her knowledge and real-world experience, she will work together with the product development team to expand Leatt’s female range of products.

With an already impressive reputation and results that speak for themselves, Kirsten is an inspiration for young, aspiring riders. Her association with Leatt reinforces the fact that even at the highest level of competition, rider safety is paramount and trust in protective gear, like Leatt’s, is a crucial element of success.

With Kirsten joining the family, Leatt shows their commitment to supporting riders who push boundaries, defy odds, and set new standards in the world of racing.

Can you believe that the R nineT has been around for 10 years already? Launched to celebrate the 90th anniversary of BMW’s first motorcycle, the R32 in 1923, few believed that it would be as popular as it has been, nor that the venerable air-cooled boxer twin would still be with us even after BMW has moved to liquid-cooling for the other models in the range that use it. Not only that, but no one foresaw the monstrous 1,800 cc version that would appear in the R 18 cruiser.

For the 100th anniversary, BMW has announced two new versions of both the R nineT and the R 18, the former called, confusingly, the R 12 nineT, and the latter in R 18 Roctane form.

The knowledgeable among you will realise that the ’12’ in the R 12 nineT’s name refers to the engine displacement – 1200 cc – even if it does scan awkwardly. In terms of form, little has changed: this is still recognisably a R nineT. Under the skin, there is a revised airbox and a new exhaust system is the main visual change but the overall concept of the R nineT remains: that of a blank canvas, with BMW offering, in their own words, “a wealth of conceptual options for almost unlimited customising personal individualization.”

Dr Markus Schramm, Head of BMW Motorrad, said: “The R nineT and its customising concept established the new Heritage experience for BMW Motorrad’s 90th birthday and has become an indispensable cornerstone of our model range. The new R 12 nineT consistently continues the successful heritage story surrounding the legendary BMW boxer engines with an even more classic, reduced design language, even greater degrees of freedom when it comes to customising and, last but not least, new and innovative technology.”

The press release states that further information on the new model will appear in the second half of 2023, so don’t expect to see it in showrooms before then.

The R 18 Roctane is the fifth variant of the R 18 to appear, after the R 18, R 18 Classic, R 18 B and R 18 Transcontinental. As with all those models, the R 18 Roctane’s differences from the base model are all styling-related. In essence, it is an R 18 B but without the batwing fairing, retaining the panniers. The style is very ‘American Cruiser’, with low ape-hanger bars and the finish of frame, engine and wheels (21” front wheel, 18” rear) is black, with the bodywork in either black, grey metallic or what BMW calls Manhattan metallic.

The engine remains the same: 1,802 cc, 91bhp and 150Nm (110 foot-pounds) of torque and visually dominating the overall appearance, never more so than when riding the bike: look down and the two cylinders sticking out at either side are simply enormous. But the weight is all worn down so low that, even if it takes a hefty heave to lift it off the side stand, the weight melts away when riding.

Of course, those very same cylinders prevent forward-mounted foot controls so you’re stuck with mid-mounted footpegs whether you like it or not. The Roctane comes with a stepped dual seat as standard.

As with the R 12 nineT, the list of BMW accessories and options for the R 18 Roctane is significant but it has to be said that the attention to detail as well as the overall fit and finish is of an extremely high standard, as you would expect from BMW.

Red Bull KTM Factory Racing injected some orange colour into the first day of the SHARK Grand Prix de France as Brad Binder rode from 10th on the grid to 2nd at a packed Le Mans for his third Sprint podium result from five rounds this season.

Onto Le Mans, and the short Bugatti layout of the famous 24hr course for round five of 2023 MotoGP. Le Mans celebrates its centenary this year and the MotoGP series also reached a historic 1000th Grand Prix at a venue fit for the occasion. The 4.2km layout favours acceleration and hard braking and the KTM RC16s were in contention for the top of the time sheets from the first laps in northern France.

During sunny but cool and windy conditions on Friday, Jack Miller was the fastest rider at a circuit where he had taken Moto3 victory in the past and had also stood on a MotoGP podium. The Aussie maintained P1 through both Practice 1 and Practice 2 putting him into Q2. He was just two-tenths of a second off Pole Position on a sunny Saturday and began the 13-lap Sprint from 4th; the same position he’ll line up for the Grand Prix distance on the Sunday. Jack was running 3rd in front of a packed attendance and the best Saturday crowd for MotoGP this term but slipped out at the Le Musée curve on lap two.

Brad Binder was also directly into Q2. The South African was seven-tenths from Pole and accepted 10th place on the grid but with full knowledge that his starting expertise would help move him into contention. In the Sprint he took advantage of the dispute between Marc Marquez and Francesco Bagnaia to brilliantly pass both rivals out of Turn 4 and occupy 2nd place. Brad tried to catch leader Jorge Martin but made sure of his third Sprint medal (from five Grands Prix in 2023) and the points haul brings him up to P2 in the championship table.

The red light disappears at 14.00 CEST to open 27-laps of racing action on Sunday.

Brad Binder, 10th in qualification, 2nd in the Sprint: “I knew the start was everything for the Sprint. If I could just cut through and hang with the boys at the beginning then I knew I could run at the front. I gave my best out there today and I have to thank my awesome team because we did an incredible job again. It is clear what we can improve for Sunday so I’m really looking forward to it: I think we can do a much better job in the long race.”

Jack Miller, 4th in qualification, DNF in the Sprint: “Unfortunate crash because we’d been having a strong weekend so far. I put the Medium front on and it came up a bit. I should have listened more to my own feeling about the bike because, from the get-go, I was struggling a bit, and on the second lap I wasn’t able to stay up. It was a shame but we learnt from it. We’ll see what we can do in the full race tomorrow because we had a great qualifying and the bike is really good here. I feel really strong.”

Francesco Guidotti, Red Bull KTM Factory Racing Team Manager: “Bittersweet emotions today. Jack was 3rd and suddenly crashed. We still need to check the data but maybe it was too early to push the Medium tire that much. Brad was on fire, as usual, he attacked at the beginning to be in the leading group and then made that fantastic double overtake. Martin had a gap but it was a clever race to stay in 2nd. Another small brick in our decent wall so far! It looks like the weather will be stable for tomorrow and the Sprint today helped us to be ready for Sunday.”

In today’s world of digital and online retailing, consumers and customers possess more purchasing power than just a few years prior. Bearing in mind the digital shift many brands and businesses have had to make, online success boils down to convenience and ease of use.

The more simplified and convenient the online shopping experience is, the more favourable it is for businesses. That is exactly what Triumph South Africa has achieved with the launch of their all-encompassing website.

They have developed and launched their new site, which of course comes with a slight change in the domain name, but most importantly, it was developed with a focus on a seamless end-user navigation experience.

This translates to the end-user now being able to find all things Triumph SA via a quick mouse click or tap on their mobile. Irrespective of the device chosen, the site is professionally optimised to assist you with all your needs. Whether it is booking your next service, keeping track of the event calendar across the main cities or scheduling a test ride at your nearest dealership, you’re but a click away. Hold on, there’s more…

A new addition and feature to the site is the access to new or demo motorbike listings that showcase pricing as well as the options to enquire or explore finance options for your motorbike selection.

The Triumph Tiger 1200 is the latest financial deal offered throughout the month of May. You could find yourself owning one of the Tiger 1200 GT Pro adventure bikes for as little as R4,099.00 p/m at an 8.39% interest rate with no deposit. This is available for all new-to-stock Triumph Tiger 1200 models.

To bring it all full circle, the site has a fully integrated e-commerce feature for all your clothing and accessory requirements. Be sure as to not miss out on the current end-of-range CLEARANCE sale.

As a whole, all current and prospective Triumph clients are well catered to with this one go-to-for-all website.

Visit www.triumphmotorcycles.co.za today.

You’ve heard of dancing in the moonlight. Sadac Adventure Travel – the southern African adventure bike travel specialists – have partnered with Muddy Face Tours to give you a unique opportunity to ride your adventure bike under the moonlight.

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

“We’re excited to have this opportunity to show riders the beauty of Botswana and combine one of our signature adventure rides with a festival that we know people will absolutely love,” commented Treffon Smith of Sadac Travel. “Muddy Face on the Pans is an unmissable event, and I’m looking forward to sharing it with my fellow riders,” he added.

After departing Motul SA’s Kyalami headquarters on Wednesday 28 June 2023, riders will cover approximately 1,980 km of tar and dirt roads, with all the dirt road stages on either orange or red-graded tracks. The journey to the Pans is not a guided ride, but an organised and facilitated/supported ride. Participants can choose to break up into smaller groups and navigate their way to the rendezvous point indicated on each day’s track.

The supplied GPS tracks will lead riders to a yet-to-be-revealed location in the Pans for the 3-night Muddy Face on the Pans Festival – the ultimate music and riding lifestyle event. With a night at a safari lodge to break the journey in each direction, the Motul Moonlight on the Move Adventure promises 6 days and 5 nights of awesome riding action and entertainment.

The route to the Pans will consist of a combination of tar, gravel, twin tracks and cattle paths, with adventure bikes of all brands (as well as 4×4 support vehicles for partners) welcome. Routes will be available as GPS downloads to all confirmed participants.

On arrival at the Pans, the true adventure begins. Riders will be sleeping under canvas – if they sleep at all. The clue is in the name – this is a moonlight adventure. Timed to coincide with the full moon, Muddy Face on the Pans will see the Makgadikgadi Pans (which were once the bed of a vast inland sea) transformed into a silvery-blue wonderland.

Riding at night across an endless landscape, with your lunar shadow in hot pursuit, is an experience not to be missed. There is something magical and mysterious about the Pans at night making this a ride to remember.

“No other riding experience compares to stirring up dust on the Makgadikgadi Pans by moonlight,” commented Ross Branch, organiser of Muddy Face on the Pans. “As a Dakar Rally competitor, I know the sense of freedom that riding in the desert can bring. This festival will let adventure riders and spectators feel that same thrill,” he added.

Of course, riding isn’t the only nocturnal activity on offer. With local bands including Sunset Sweatshop and Flying Bantu, plus tunes from DJ Bad Brad, festivalgoers can dance until dawn. The entertainment will also feature interactive drumming sessions, fire dancing and multiple competitions for spectators.

The freestyle motocross display riders will provide plenty of thrilling action, with optional extra quad bike hire and scenic helicopter flips, completing the line-up of awesome opportunities.

“As Motul’s distributor in Botswana, the Pans are our backyard and we can’t wait to welcome riders from South Africa to this stunning landscape and to the Muddy Face event,” commented Anthony Lambrechts, GM of Team Agencies. “The Pans are beautiful, but also harsh – fortunately, Motul products have got what it takes to help riders conquer the terrain and temperatures,” he added.

“Motul is proud to sponsor the Moonlight on the Move Adventure – it’s an experience that’s completely in tune with our commitment to helping people to get the most out of owning offroad vehicles,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa.

To secure your place on the Motul Moonlight on the Move Adventure, email [email protected]

To connect with Team Agencies, official Motul Distributors in Botswana, visit https://www.facebook.com/MotulBotswana

To learn more about Motul’s product range and how they can help you get optimum performance from your vehicle in even the most challenging conditions, visit https://www.motul.com/za/en

International Female Ride Day (IFRD) has its origin back in 2007. An initiative started by Motoress in the USA to honour females in motorsport. It has grown to a Global initiative supported by motorcyclists in more than 120 countries. The South African edition called on women riders to hop on their scoots, bring along their buddies or club members, and ride from one of the supporting dealerships to the Avianto Estate Clubhouse.

Enter Kerry Puzey and her team from Bikers Warehouse. What they did to make this day special and memorable was simply spectacular. Bjorn, Simon, and I went along to witness the festivities.

Kerry chose Lewis Carol’s Alice in Wonderland as a theme, inviting participants to “A Picnic with Alice in Wonderland”. One of the adventures Alice finds herself in is a Tea Party hosted by the Mad Hatter, one of the incredible figments of the fertile imagination of Lewis Carol. Kerry and the team took this theme and ran with it. The venue, with its enchanting garden, certainly lent itself to the story. Alice-themed elements were everywhere.

The Bikers Warehouse crew really bought into the theme and the costumes were superb. The Queen of Hearts and her Knave were in attendance, together with many other personalities from the wonderful children’s favourite. Beautifully painted playing cards and other Alice memorabilia festooned trees and nooks and crannies, all contributing to the festive atmosphere. To say that the event was well attended would be a gross understatement. There were hundreds of bikes all over the Avianto landscape.

There was even an off-road route organised for those intrepid riders needing a dirt fix to the venue. The South African biking industry bought into the event and put their collective weight behind a wide variety of stalls with bikes and related goods on display. On arrival, ladies who had registered were treated to a picnic box and a “goody bag”.

Pizzas were available for the peckish and a cash bar for those who wanted a “cup of tea”. The end result was a truly magical motorcycle-themed journey into a Wonderland of fun in an enchanted garden. I really enjoyed the quote from Alice, as it strikes a chord with us as bikers for being “crazy”. Alice, upon arriving in Wonderland asks, ” Have I gone mad?”, to which she gets the reply, “I’m afraid so. You’re entirely bonkers. But I will tell you a secret, all the best people are.”

Fact is, our bikes keep us a little sane in the bonkers world that we currently find ourselves in. What Kerry and her team achieved was to honour a worthy cause in a way that allowed us all to escape down the rabbit hole for a while and just chill. Good job!

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If, like me, you’ve been dismayed at the increasing reliance of MotoGP engineers on aerodynamics to improve performance, only for it to come at the expense of actually being able to follow another bike close enough to perform an out-braking manoeuvre at the end of a straight or to maintain a usable front tyre pressure, then this latest piece of information from Aprilia might have you tearing your hair out.

As reported in motorcyclenews.com, Aprilia has turned its attention to that large piece of real estate called the rider as a blank canvas for further aerodynamic experimentation.

It’s now not enough for the bike to be sprouting ever more outrageous aerodynamic add-ons: the rider himself is to become an aerodynamic tool in the quest for more stability and wind-cheating properties. Aprilia has filed patent applications for wind-cheating race leathers, which comprise ten detachable panels, attached to the leathers by velcro, designed to smooth the airflow over the rider and direct that airflow more efficiently onto the rear “wing” that is this year’s latest must-have item.

It always confused me how a small wing directly behind the large and distinctly un-aerodynamic rider was ever going to get enough clean airflow to be in any way effective. Think of riding a bike with a large screen – adventure or touring bikes, for example. It doesn’t matter how quiet your helmet has been designed to be, the wash of disturbed air hits the helmet and makes a mockery of any noise-suppressing properties the helmet ever had. Now, ride a naked bike with the same helmet and notice how quiet the helmet is with only a direct but clean stream of air hitting it. That’s the same principle as placing a tiny “wing” directly behind a rider, even if he is crouching down as low as he can behind his own fairing and screen.

Of course, there are advantages to making the airflow as clean as possible: less turbulence behind the rider and the bike cuts drag and increases speed. That is what that rear “wing” has been designed to do but it can’t do its job properly because of the rider disturbing the airflow.

The soft and flexible race suit panels Aprilia has designed are intended to eliminate wrinkles on the race suit while still allowing the rider to move freely. Every surface of the race suit has been considered, with panels attaching to forearms, upper arms, the sides of the torso and the thighs, while the knee sliders are incorporated into the suit to remove that unsightly and draggy piece of equipment.

The aim is not only improved air penetration and flow but also less buffeting for the rider which cuts fatigue. A final benefit is increased rider protection in the event of a crash.

With this latest development, we are entering the realms of fantasy and, as Formula One has demonstrated, ever more sophisticated aerodynamics is not exactly a source of close, exciting racing. You get the feeling that the engineers would be happier without the need for that annoyingly large lump of living matter carelessly plopped on top of their million-dollar projectiles and there is the possibility that both rider and motorcycle will become an amorphous entity in the near future as the engineers continue to make motorcycle and rider one single structure.

Penalty Shootout:

It wasn’t only tyre pressures that were causing the riders’ own blood pressure to rise in Jerez (see story here): the thorny and ongoing question of consistency of penalties being handed out was also cause for heated discussion.

In both the Sprint and Main race, there was a race-stopping accident at the second corner, both involving Yamaha riders. In the Sprint race, Morbidelli went for a gap left by Alex Marquez, only for the two to touch and crash, taking Bezzecchi with them. In the main race, Quartararo found himself squeezed between Bezzecchi on the inside and Oliveira on the outside, with the result that there was another crash. Quartararo subsequently received a long lap penalty – the same as Morbidelli – which was only communicated to him after the restart of the main race.

The troubling thing is that neither accident was the result of malicious or care-less riding and yet resulted in penalties for those deemed to be at fault. Surely, at the start of a race, where things are unbelievably hectic, especially in the first few corners, a bit of slack has to be cut – and often is when the shoving and barging results in pieces of carbon fibre flying everywhere – while everyone sorts themselves out. Of course, no rider wants to be responsible for taking another rider out but that’s the name of the game when everyone is bunched up tightly in the first few corners as advantages are chased after remorselessly.

A little later, Bagnaia was deemed to have been too rough on Jack Miller when a gap opened up on the inside when exiting a corner. The contact was brief and innocuous but Bagnaia was told to give the place back. Seriously? Since when has swapping a bit of paint been penalised, especially when a mistake by one rider opens up a gap for another which, being a racer, he is bound to go for?

What is especially troubling is the wording of the FIM’s response to Yamaha’s appeal against Morbidelli’s penalty (which was unsuccessful): in the response, the FIM decided that Morbidelli had been “ambitious in his attempt to overtake.”

So, racers are not allowed to be ambitious any more? Is the FIM actually serious? Isn’t that the point of going racing? Take that away and the very soul of racing disappears. Tell any team manager that his rider is not going to be ambitious and go for the gap and the rider might as well pack up and go home.

Then there is the fear factor. Brad Binder has stated that he would probably have had a lunge at Bagnaia at the last corner of the last lap but was afraid to in case he got it wrong and incurred a penalty:

“Nowadays racing isn’t how it used to be and the reality is you get penalties if you make mistakes and hit people, so takes a bit of the fun out of it, but I suppose it makes it safer,” said Binder.

When asked if the possibility of a penalty was on his mind heading into the last corner, he could only reply, “Definitely. I mean, I’m not a guy that likes to leave anything on the table. I felt like I was almost close enough, but I wasn’t. So it would have been one of those “roll the dice and see what happens” moments. But the thing is, with the way things are nowadays, it wouldn’t be to your benefit to… It might work out fine, but there’s a very good chance you might have a bit of contact, and that position that you might gain would probably just get taken away anyway.”

The stewards’ position is not an enviable one: making a decision in the heat of a race with a rule book that is as thick as your thumb cannot be easy. Given hours to review incidents, the penalty decision might well be completely different but often there are only minutes. In the case of Morbidelli’s accident in the Sprint race, the stewards had until the next day and still penalised the Yamaha rider, which takes us right back to the beginning: what type of riding is acceptable in MotoGP right now and is it detracting from the sport?

It has to be said, however, that this level of nanny-state interference is getting out of hand. Next thing we know, a rider will be penalised for diving for a gap and forcing the rider he is passing to sit up, avoiding contact and resulting in him losing a place. It’s pathetic and needs to be nipped in the bud before this sport we love is emasculated beyond recognition.

However – and this is a big however – harsher penalties are exactly what the riders were demanding after the first race of the season at Portimao where there were so many crashes! Sometimes you have to be careful what you are wishing for.

274 people from all over the country descended to Ingwenyama Sports Resort in White River, Mpumalanga for the 5th annual KTM South Africa Adventure Rally. An event which has become synonymous with challenging and rewarding routes for all skill levels of adventure riding to explore some of the most spectacular landscapes South Africa has to offer paired together with like-minded KTM owners…a proven recipe for success.

This year the breathtaking Lowveld area hosted the orange participants and supplied nothing short of riding heaven including massive vistas and phenomenal views for all involved. The Adventure Rally consists of 3 action-packed days where bike enthusiasts come together for 2 days of thrilling outdoor riding on their KTM Adventure bikes on specifically mapped-out GPS routes.

Participants had the choice of three different routes on each day of the event with individual distances including all-tar, gravel, and a technical route. Each route offered its own unique perks, with the all-tar covering up to 360 km of smoother riding, the gravel route offering more challenging terrain, and the technical route covering up to 180 km for the more experienced rider looking for an adrenaline-fueled adventure.

Riders who opted to keep their bikes clean on the tar were greeted with some of the best tar switch-back riding available all the way from White River, through Graskop and up through Blyde River Canyon. Gravel routes consisted of dirt roads and jeep tracks through the magnificent forestry areas over mountain passes with spectacular views of waterfalls and rivers. The technical routes were put together to challenge all who dared and to put their skills to the test.

The common bike of choice was the KTM 890R which, under the right rider, breezed through river crossings, single tracks, and rutted uphills. Those who were brave enough to take on the task on their 1190s and 1290s were in for 2 days of challenging but rewarding riding.

The camaraderie was at an all-time high throughout the event as riders and pillions alike helped each other out of sticky situations generally leading to enthusiastic high fives and laughs all around. The event was a perfect blend of riding and socializing, with participants making new friends, and memories and sharing their passions for adventure riding.

The last day riders were greeted at the resort with a delicious lunch and with one of the highlights of the event, the Ron Bailey skills challenge with a variety of obstacles that had to be overcome all while under the stopwatch. With some prizes on hand, the riders left nothing on the line ending in some unforgettable moments and crashes. The remarkable riding paired with great food, entertainment, and luxury accommodation made the 2023 KTM Adventure Rally one that many won’t forget.

KTM South Africa would like to thank all the participants, sponsors, and partners who made the event possible. We are already looking forward to welcoming our KTM customers back to the Adventure Rally in 2024!

So, there you have it, if you find yourself twiddling your fingertips and don’t know where to ride or what to do, keep an eye on our Biking Events calendar as we try to update you on all the local rides and events that are taking place throughout the year.

The orange team from KTM Centurion invited us to their unboxing of the “ultimate beast RR”, a bike that is not just a dressed-up Super Duke R but rather a cleverly crafted tool fit for purpose. Yes, I’m talking about Frankenstein’s monster, the 2023 KTM 1290 Super Duke RR. For 2023 KTM only felt it fitting to bring back the RR, the same mythical creature that got the Hyper-Nake fans dropping jaws in 2021.

This reincarnation of the RR sports a more gothic look, a host of cream-of-the-crop features and hardware—placing the RR at the top of the list for die-hard petrolheads. With only a limited number of 500 units having gone into production the RR is a motorcycle that everyone can apricate, whether you’re a super hoon, collector, enthusiast or just someone who loves to peacock.

So, what makes the RR the “ultimate” Duke, as they say? Well, we’ll let the numbers tell the first part of the story; 1,301 cc, 180 hp, 180 kg, and 140 Nm, with an arm-stretching 1:1 power-to-weight ratio. Adding to the performance numbers is an impressive 11 kg weight drop over the Super Duke R EVO—thanks to the extensive use of carbon fibre and ultra-lightweight forged wheels.

Numbers aside, this Duke boasts the most complete track-orientated electronics pack ever seen on a KTM motorcycle (as standard, adding advanced ‘Track’ and ‘Performance Mode’). KTM has equipped the RR with top-shelf WP Apex Pro suspension and a WP Apex Pro steering damper to complement both power and electronics, allowing the Super Duke to reach factory-level performance on the track.

Visually, the RR looks like a factory machine with the overall finish shouting out premium. From the carbon mudguards, brake calliper scoops, inner fairings, tank cover, and unique single-seat subframe, you can just tell that this Duke has GP DNA. I also think that opting for the black-on-orange livery with the white and grey capital RR on the tank gives the Duke a more special “winter test” look—screaming out exotic.

That exotic look and feel continues throughout the bike thanks to machined triple clams, machined rearsets, forged wheels and a suede seat. KTM has also fitted an Akrapovič slip-on as standard. KTM do, however, offer a full system as an optional extra. I think it’s kind of cheeky of KTM not to throw it in, especially because the RR is a track-biased Duke (but I’m sure this would make the RR illegal for road and track use in most European countries).

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With the 2023 KTM 1290 Super Duke RR being as rare as they come, we were and still do feel privileged to see such petrol-powered exotica being made in our “EV” era and the icing on the cake, was seeing the only RR triplets in Africa at KTM Centurion.

For more information on KTM products visit – KTM Centurion

My good old faithful Shoei X-Sprit II helmet was getting old in the tooth, and therefore, a new helmet (and all the research that goes along with it) was on the horizon.

This was my first Shoei, before this, I had tried several other brands and had struggled with the fitting. Either they would push too much on my forehead or have a gap above my head which meant, if I pressed the helmet from above, the top of the eye-opening would cover my eyes. I tried all sorts of adjustment techniques, but just could never quite get it right. The other gripe I had was being an XL head size, most lids tended to look big—one particular helmet looked like I was off to the moon.

I’d bonded very well with my X-Sprit II, it fitted my pip straight out of the box and the shell even though XL didn’t look massive. Hence why it’s been my “good old faithful” for about 6 years now.

A few years ago, when in the market for a more long-distance touring helmet, as a result of being so happy with my X-Sprit II that I opted for another Shoei, their GT-Air II. Again, it fitted me straight out of the box and I have been happy with it ever since, although I don’t use it often as a daily, it only really gets used on trips.

So when looking for a replacement daily-urban-usage helmet, I didn’t have to look that far as I knew, another Shoei is what I wanted.

My colleague Dave Cilliers owns an original NXR which has been on my radar for quite a while. So, when looking at Shoei’s current range, their updated NXR2 was right at the top of my list of lids.

The original NXR has been the benchmark in road/sports helmets for many years and after watching a few ‘old vs new’ comparison videos, where they explained that the updated NXR2 keeps the DNA of the original loved-by-many NXR with ‘only’ some subtle focussed improvements. It didn’t take much to convince me that the updated NXR2 was the right helmet for me.

I am not a fan of graphic helmets, therefore, I bought an NXR2 in Matt Black with a Dark Smoked visor.

Ok, so I have owned this helmet now for about a month or so, let’s dive into some of its stand-out features…

Aerodynamics:

The NXR2 has been developed and refined in Shoei’s state-of-the-art, in-house wind tunnel facility from the very beginning stages of life, it boasts impressive improvements in aerodynamic performance, including a 6% reduction in lift and a 4% reduction in drag (as compared to the NXR).

I am currently riding in and around JHB on a small sports-naked motorcycle as a means of navigating the hustle and bustle of city life. I am finding the aerodynamics of the NXR2 to be excellent and I am very impressed with its ability to cut through air – almost no buffeting (which on a naked is very important). There is also very little wind noise.

Ventilation Performance:

One word to describe the ventilation performance on Shoei’s NXR2 would be impressive!

Utilizing Shoei’s in-house wind tunnel to help reveal the optimal balance between airflow and silence, Shoei designers relocated the centre/forehead vent, and also equipped it with an additional air intake hole, to help increase the volume of cooling air entering the helmet (six air intake vents up front).

I found the vent mechanisms to be extremely intuitive to operate. To open, you pull back and to close pull forward. They are nice and big so doing this whilst riding and wearing gloves is very straightforward.

Other helmets that I have owned in the past don’t come close to the ease of operating the vents on the NXR2, even with the X-Spirit II you would need to stop at the side of the road to perform the task, as the vents were tiny and would work in a left-to-right motion (whilst riding it’s easy to forget which way is open/closed).

Normally when I ride, I always slightly have my visor open for ventilation, as I don’t like the feeling of not being able to breathe, it makes me feel claustrophobic. This is the first helmet that I have owned where the ventilation is so good, that I feel comfortable closing the visor fully. It’s hands down the best-ventilated helmet that I have ever had. Diving deeper into the specs to find out why it’s so good, I discovered that the design uses a DUAL-LAYER MULTI-DENSITY EPS LINER. This allows the cooling air to travel unrestricted through tunnels created in the EPS giving the rider maximum airflow when riding with the visor closed—I am really impressed by this technology, very clever.

Additionally, a new, enlarged exhaust outlet vent helps take better advantage of negative pressure suction at the rear of the helmet, yielding improved hot-air expulsion (four exhaust outlets).

Shield System:

The all-new CWR-F2 shield system features improved visibility, functionality, and performance over its predecessor. The 2D “flat” outside surface combined with 3D technology inside offers an aggressive look with optimized visibility for a more natural view, Vortex Generators on the sides of the shield improve aerodynamics and reduce wind noise.

The new and improved Pinlock system is 10% larger than on previous models, which gives great lateral vision.

There is an all-new conveniently located centre-locking mechanism, which I found tricky to operate with gloves on. You need to push in and pull up the visor, this is probably my only gripe on the NXR2. I understand the location aspect, however, the feel just isn’t good.

Safety:

For me personally, the safety aspect is right at the top of my criteria list when considering a new helmet, as you can’t put a price on your head. Shoei’s NXR2 comes fully loaded with cutting-edge technology. It features a Shoei-exclusive Multi-Ply Matrix AIM+ shell (proprietary technology integrates a multi-ply matrix specifically designed to meet both SNELL M2020 and DOT standards), Dual-Layer/Multi-Density EPS liner (provides enhanced impact absorption by utilizing varying densities of foam), and the Emergency Quick Release System (in case of an accident, the helmet can be gently removed from an injured rider’s head with minimal load placed on his/her neck).

Comfort:

The quality and feel of a Shoei interior is top-notch, something that I have gotten accustomed to over the years.

The NXR2 is equipped with a fully removable, washable, adjustable, and replaceable 3D Max-Dry Interior System II that is capable of dissipating sweat 2x faster than traditional nylon interiors. Newly designed cheek pads feature more volume on the bottom for greater comfort and reduced wind noise, and the soft yet durable lower cheek pad fabric provides an extremely plush fit and feel.

There are optional interior components available in different sizes for a customizable fit, which is nice, as I said earlier, I have struggled in the past to fine-tune the fit of a helmet. Saying that, the NXR2 fits me perfectly straight out of the box, however, it’s still reassuring knowing that Shoei has these components available if I ever needed them. For example, as the helmet gets worn in, a new or thicker cheek pad might be something I would opt for down the line.

There is also a cheek pad channel for eyeglasses, which works well for me – my glasses are easy to take on/off and I don’t have any pressure at all on the stems. Which isn’t always guaranteed as a function on modern-day helmets.

Conclusion:

The Evolution of Perfection is a fitting tagline for the longest-standing, most decorated full-face helmet model in the Shoei lineup.

Having sampled several of Shoei’s helmets for different purposes, if I was to only own one, then hands down it would be the NXR2 as it is very versatile. Initially, I bought it as a day-to-day helmet for in and around town, but what I have come to realise, is that it would work great on the track (being sporty and having a D-Ring buckle) and would also work well for long-distance touring (being super light/comfortable with by far the best ventilation of any helmet I have ever owned).

The NXR2 is a great choice as an all-rounder helmet from Shoei.

Shoei NXR2

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

The Husqvarna Racing team put in a strong display of talent at the fourth round of the Motocross Nationals in Pietermaritzburg this weekend, with Joshua Mlimi and Barend du Toit securing podium finishes in their respective classes. Davin Cocker also put in a consistent performance in the MX2 class finishing in seventh overall.

After some ups and downs this year, Josh Mlimi racing the MX1 class, showed his skill and determination on the challenging Pietermaritzburg track, finishing in second place overall.

Commenting on his performance, Mlimi said, “Overall I had a great day on the track, made more steps in the right direction and I’m really happy with how I rode. I didn’t get the best start in the first heat but came back strong in the second heat to get the holeshot and led the race for a few laps.”
He went on to say, “It was so good to get the flow again and remind myself what it feels like to be a podium contender. I’m ready to come back stronger for Round 5.”

Barend du Toit also delivered a strong showing in the Highschool class at the race this weekend after some intense racing and claiming the second overall.

du Toit commented, “I struggled a bit with arm pump in the first heat and not feeling the best due to the demanding track conditions. In the second heat, I had a terrible start but I managed to claw my way back to battle it out and claim the second overall spot for the day.”

In the MX2 class, Davin Cocker, despite some crashes, put in a solid performance, finishing seventh overall for the team. “Today started off good in practice, the track was pretty rough and gnarly but we got through it. I didn’t get the best start for heat one and crashed twice. I felt much better in heat two and got some solid points on the board,” said Cocker. “I’m looking forward to putting in the work over the next few weeks and coming back stronger in the next round.”

“Today was a good day for the team all together. 2-second place finishes is something we can hang our hat on and move forward towards round 5”, commented team manager, Grant Frerichs.

The Red Bull KTM team showcased their dominance at the fourth round of the Motocross National Championships in Pietermaritzburg this past weekend, with star rider Cameron Durow winning all four heats in both the MX1 and MX2 classes. Jonathan Mlimi put in a strong performance, finishing second overall in the MX2 class, while young gun Luke Grundy snatched up the top spot on the podium for the Highschool class as well.

Despite Trey Cox being out due to injury, the Red Bull KTM team proved to be a force to be reckoned with on the challenging Pietermaritzburg track.

Cameron Durow, in particular, was in a league of his own, delivering outstanding performances in both his respective classes. Commenting on his impressive performance, Durow said, “I’m really happy with such a solid day in the bag, and beyond stoked to get 4 – 4 at a home national as well.”

He went on to say, ”The track couldn’t have been better, and we couldn’t have asked for more perfect riding conditions for the day. Thanks to the whole Pietermaritzburg Motocross club for getting the track ready for an awesome day out!”

Jonathan Mlimi also put in an excellent showing in the MX2 class, demonstrating his skill and determination after a trying start to the year. His impressive performance resulted in a well-deserved second-place finish overall after finding his feet in the MX2 class only being outdone by teammate Durow. Mlimi commented, “Such a good day out for me, managed to get second overall. It feels really good to be back on the podium and I’m thrilled about my results. Now to put in some work for round five and go into the next round swinging.”

Another force to be reckoned with, Luke Grundy, displayed exceptional talent after a bar-to-bar battle laying everything down on the track and claiming first overall. A visibly stoked Grundy commented, “Despite being sick I really gave it my best shot for the day. I got great results at the end of both heats going 1-1 and I couldn’t be happier. Im excited to come back for round five stronger and better.”

Grant Frerichs, the KTM group marketing manager rounded up the day by commenting, “The Red Bull KTM team showed pure dominance at round 4 with wins in every class. It was great to see 3 KTM’s on the podium in the MX2 class showing, without a doubt, that KTM is the bike to own. We go into round 5 leading all of our racing classes and look forward to defending those red championship plates once again.”

Ducatis from all over the world got together on the 6th of May for the second edition of “We Ride As One”. This global event united all 159 international Ducati Official Clubs, and 334 Ducati dealerships (from more than 50 countries), which totalled 15,000 Ducatisti on the same day to share their passion for the Ducati brand.

Every year, Ducati hosts the World Ducati Week in Italy. After the lockdowns and travel restrictions were lifted, Ducati wanted to do something special before the 2022 World Ducati Week. That year saw the first running of the “We Ride As One” event. Following the success of that gathering, Ducati has decided to make this a fixed appointment on the calendar for the first Saturday in May.

This year, Ducati enthusiasts gathered at Ducati dealers around the world and it was up to each dealer and local Ducati Owners Clubs to decide on the format of the event. For example, in Rome, the plan was to ride through the historic centre of the city, and the parade was led by the Gresini Racing Team MotoGP rider, Fabio Di Giannantonio. In Kawasaki in Japan, the ride was to the Hakone Venetian Glass Museum, where they enjoyed lunch and a view of Mount Fuji.

Here in South Africa, Ducatis congregated at the Ducati store in Pretoria, and another group in Cape Town. The Pretoria group was represented by 68 Ducatis and the line-up included a wide variety of models. From a 1978 900 Supersport to the latest DesertX.

As the bikes started rolling in, I had a chat with a young gentleman who does not own a Ducati yet, but his knowledge of the brand was phenomenal. He knew the models off by heart, and when asked which one was his favourite, it was a split between the Panigale V2 and the V4. Suffice it to say, there will be a Ducati in his garage one day, and it will probably be a Panigale.

After the rider briefing, we set off to Fort Klapperkop to get the city as a backdrop for our group photo. We had to go through the suburbs to get there, and the sound of 68 Ducatis was quite something. After our photo opportunity, a smaller group rode to Harties for a late lunch. The Cape Town contingent also managed almost 60 bikes.

As with all these events, they grow year by year, and next year Ducati South Africa is aiming to make it even bigger. So keep an eye on the social media side of Ducati.

As a passionate motorcyclist and someone who’s always encouraging other women to take up riding, I’m excited for International Female Ride Day (IFRD) on Saturday, 06 May. I’ll be leading one of the offroad riding groups as we head for the Avianto Clubhouse in Muldersdrift for an Alice in Wonderland-themed picnic.

IFRD is all about having fun, making friends and connecting women through the universal language of motorcycling. I love how it also offers the ideal opportunity for women who are new to riding to join our global community on two wheels.

Safety first

Whether IFRD will be one of your first-ever rides, or you’re a veteran, there’s one thing that we all need to keep front of mind, and that’s safety. Many people see motorbikes as dangerous, and that can deter them from taking up riding. Whilst it’s true that there are risks involved, the good news is that by following a few simple rules, you can ride with more confidence and be safer (of course we can’t control other people’s actions on the roads, but we can be aware and proactive to help us avoid incidents).

These are my top safety tips for IFRD and everyday riding, based on my years of experience. While these tips apply to all riders, some are specifically for women. Keep this in mind, have fun and stay safe out there!

1. Always wear a helmet

No ifs, no buts. This is non-negotiable. Appropriate riding clothing is also a must. That includes a riding jacket and gloves – in other words, all of the kit, all of the time. If the worst should happen, you’ll want as much protection between you and the tar as possible. My advice would always be to invest in the best gear you can afford, and never leave home without it.

2. Improve your skills

Take a riding course, safety course or advanced course to learn how to ride defensively, anticipate and deal with situations. Improve your bike control, braking and manoeuvring so you can feel more confident and get more out of each ride.

3. Learn basic bike mechanics

Knowing how to deal with common issues could save you spending hours waiting for roadside assistance to arrive. It’s also a great idea to carry a small toolkit with all the essentials. Personally, I never leave home without Motul MC Care Tyre repair for an unexpected puncture. Another handy product to keep at hand is Motul MC Care Helmet and Visor Clean for those dirty lenses to ensure you can continue to see properly. And of course, Motul Waterless Hands clean!

4. Plan each trip

Fire up your navigation app ahead of the ride and look for pit stops and garages on your route, as well as viewpoints where you might want to stop. Keeping an eye on the weather is also really important – wet and rainy conditions can be tricky to ride in if you’re not used to them.

5. Know before you go

Check all the most important features of your bike, including tyre pressure, lights, oil and fluid levels, brakes and the horn.

6. Ride responsibly

Obey speed limits and the rules of the road and make sure that other road users always know what you’re going to do next. Indicate clearly and where possible be aware of other people’s blind spots and ensure they can see you.

7. Stand out

Many drivers are unfamiliar with motorcycles and they may not see you, as you’re much smaller than a car. This means it’s up to you to be visible – I’d advise always keeping your headlight on, even during the day. Avoid all-black outfits, especially at night, and maybe consider a brightly coloured helmet (mine’s yellow) to make you more visible. Riding with a buddy means that you’re more likely to be noticed by other road users – and makes every ride more enjoyable, as you’ll have someone to share the experience with.

8. Stay focused and alert

Watch out for potential hazards like potholes and slippery surfaces, and avoid distractions like your bike’s infotainment systems. Always keep a safe following distance from the vehicle in front of you.

9. Tell a friend

If you’ll be riding alone, always let someone know where you’ll be going and when to expect you back. If you’re riding far, or through unfamiliar areas, you should ideally ride with at least one other person.

10. Make it easier to get help

Programme an ICE number into your phone, and keep a copy of your ID, medical aid details and information about your medical conditions on you.

Following these tips can help you enjoy each ride even more, and will make sure you stay safe at all times.

Above all else, my advice to ladies especially is to “JUST RIDE”!

To register for the IFRD Mass Ride and picnic or to learn more, visit www.ifrd-sa.co.za

Jerez was about one team and one team only: KTM. For the first time this year, there were three factory KTM RC16s in the field for regular team riders Brad Binder and Jack Miller and a wild card entry for KTM test and development rider Dani Pedrosa. It is Pedrosa we have to thank for KTM’s progress over the past several years and on Friday he underlined what an asset he is to the team when he topped the time sheets in the first practice session. This is no out-of-date has-been rider!

Even if Pedrosa wasn’t able to scale those lofty heights again in practice, he was always there or thereabouts, while Binder and Miller were also playing at the sharp end. While Binder narrowly missed out on heading straight to Q2, he more than made up for it by being a close second to Bagnaia’s factory Ducati in Q1 and then winding up fourth fastest in a crazy Q2 that started wet and dried out in time for one last banzai lap as the time ran down, with Miller second behind Aleix Espargaro and Pedrosa an amazing sixth.

Then, in the Sprint Race, Miller and Binder made blinding getaways in both starts (after a red flag on the first lap) to lead before Binder once again showed he is a master of that format by winning brilliantly, with Miller coming home in third, Bagnaia splitting them. The way Binder and Miller were sliding both wheels on corner entry was something to behold: quite how they maintained control and didn’t crash just shows the other-worldly talent of these boys.

The main race also saw two starts and, again, the KTM boys rocketed to the front in both, Binder taking up station at the front and only being overhauled by Bagnaia in the closing laps as his tyres wilted. That didn’t stop him from harrying Bagnaia closely right up to the final corner. Given Bagnaia’s ability to crash, it wasn’t out of the question that Binder could still have won but a second place was reward enough for a brilliant weekend. Miller again came home third, giving KTM a second double-podium of the weekend. Pedrosa added to the KTMs cup of happiness by finishing sixth in the Sprint and seventh in the Main Race.

Off the track, there was a lot of discontent from the riders regarding the minimum tyre pressure rule, due to come into force from this race. Riders often start with their tyre pressures – especially the front tyre – below the mandated (but never previously officially monitored) minimum pressure, knowing that, during the race, the tyre would quickly get up to temperature and, therefore, pressure. With the temperature and pressure problems caused by following a rider too closely for too long, the introduction of unified tyre pressure monitoring hardware was of huge concern for riders from a safety point of view: starting a race with the pressure right at the minimum could mean a huge spike in pressure in the race, leading to riders losing the front and crashing.

There is a bit of leeway: failing to reach the minimum pressure for 50% of a fast lap in practice or qualifying or 50% of a race would be overlooked, although further infringement could lead to cancellation of a lap time or disqualification from the race results.

To avoid this, riders need to leave the pits or start a race with a front tyre a lot harder than they would like. If they can ride on their own, with no heat from the bike directly in front, then it’s not too much of a problem as the temperature and pressure will remain constant and right at the minimum. But follow another rider and the pressure will soar to the point where the grip drops off a cliff and a crash is all but inevitable.

Conversely, if they start with a much lower pressure and find themselves running in clean air, the pressure won’t rise sufficiently and they could be disqualified for running under the minimum for too long.

In pre-race interviews, many riders expressed concern about the new rule.

“I would like that the rule does not come into the championship,” said Marco Bezzecchi. “Sometimes it is too dangerous. We can have some problems with the pressure at this temperature.”

Pecco Bagnaia agreed: “We speak a lot about tyre pressure. In conditions like this track, where the braking is a lot, where you force the front end and the temperature is like today? It’s impossible to ride starting at the limit that they’ve [set].

“Because the bike starts moving a lot. You risk a lot more than having the normal pressure. It becomes more risky and more boring.

“If you see my race in Argentina, my front pressure was so high. Aleix Espargaro too – he crashed, I was there and it was impossible to overtake someone.

“For sure, this rule is not a correct thing for safety or for the people watching.”

“I agree with what Pecco and Bezzecchi say,” said COTA winner Alex Rins. “It’s difficult to find a balance. If you saw the last race, in Texas, everybody was out of the race because every rider was on red, on the tyre pressure.”

Vińales put it succinctly when he said: “It is difficult to control. If you start in front, which pressure do you use? If you start at the back, which pressure do you use? It’s so hard. It’s hard for the teams to control.

Luca Marini was another who offered his opinion: “We are not talking about performance, this is a matter of safety. When the pressure is too high, it’s too easy to crash. It is dangerous.

“You cannot start too low because you can’t control it. It’s difficult now, [even] without the rule. With the rule, it will be more difficult. I don’t know why the rule makes you go so high.

“Lower is no problem – the bike works well, just more safety. Past 2.0 or 2.1 it’s too easy to crash. You are not faster, if you go lower with the pressure.”

Right now, with all the problems with aerodynamics making it hard to overtake, the last thing MotoGP needs is another pointless rule that will hinder close racing even further, never mind the risk of more crashes. The grid is already decimated this season thanks to crashes, with Oliveira being the latest rider to be injured and possibly out for a race or two. Carry on like this, and Dorna will struggle to put ten bikes on a grid. True, teams will be able to draft in reserve riders but, Dani Pedrosa aside, which reserve rider has ever done anything other than tootle round at the back of the pack?

In Jerez, it was announced that the introduction of the tyre pressure rule will be delayed until Mugello, round six, following further information gathering in Spain and France. We can only hope that the riders are listened to and the whole stupid thing is scrapped. The FIM will argue that riding with a front tyre under minimum pressure is dangerous, hence the new rule and monitoring equipment but, if a rider chooses to risk his own neck by racing like that, then surely that is his prerogative? By forcing him to ride a bike that is guaranteed to be dangerous, then how is that more acceptable?

Now that the dust has settled on the weekend, we can mercifully forget all the tyre pressure hoo-ha and remember yet another brilliant weekend that gave us all the edge-of-the-seat racing we could possibly wish for. That Brad Binder had yet another excellent race weekend was the cherry on top for us here in SA but, once again, MotoGP showed that, in terms of pure racing action and excitement, it is very hard to beat. If proof is needed, all you need to do is watch a re-run of the Formula One race from Baku that took place immediately before the MotoGP race: boring doesn’t begin to describe it. Let’s hope the rule-makers and do-gooders don’t allow MotoGP to go down the same route of over-legislation leading to processional races.

Round four of 2023 MotoGP saw the Red Bull KTM Factory Racing team shift their Grand Prix project into another gear. Brad Binder and Jack Miller finished 2nd and 3rd on Sunday for another podium ‘brace’ and after claiming a second Sprint victory of the season on Saturday.

Cooler temperatures and cloudier skies greeted the hoards of fans that poured into the Circuit de Jerez – Angel Nieto for the Gran Premio MotoGP™ Guru by Gryfyn de España. After a stellar Saturday, the Red Bull KTM trio lined-up for the full 25-lap Grand Prix race distance hopeful of more high competitiveness and podium contention. Starting from the same qualifying positions of 2nd (Miller), 4th (Binder) and 6th (Pedrosa) the KTM RC16s were prominently placed into the first corner. The race was forced into a restart after a collision in Turn 2 but the RC16s were again 1-2 from the ‘off’ and for the 24-lap chase.

Both riders swapped positions and track space but Binder was the main pace setter as Miller had his hands full with Francesco Bagnaia and Jorge Martin. Bagnaia was in strong form and took the lead with four laps to go. Binder attacked hard and set his fastest lap on the final circulation. The margin was a narrow 0.2 of a second at the flag. Miller fended off Martin to come home in 3rd.

Binder has surged up to 3rd in the world championship standings, with his 12-point haul from Saturday – the second of the year so far – helping towards the total. Miller is 4th and just 13 points behind. KTM are 2nd in the Constructors table and Red Bull KTM Factory Racing hold the same slot in the Teams’ competition.

The Gran Premio MotoGP™ Guru by Gryfyn de España will be bookended by the first one-day official test of the season. The team will be busy again on Monday at Jerez with a view towards potential upgrades and more homologation ahead of the SHARK Grand Prix de France at Le Mans on May 13th-14th.

Brad Binder, 2nd: “Today was fantastic. So happy to get a solid podium and to be out front leading the race. I kept seeing that I had a little gap, so I thought I had done the job and had to look after my rear tire…but I think I cooked it a bit with three-four laps to go. It is what it is, but I managed my best lap of the race right at the end trying to get Pecco: hats off to him. Thanks to my team and to everyone for their support. We’ll try again next week.”

Jack Miller, 3rd: “I had to work for that one today! I had a great start and, like most of the boys, I was struggling with the right side of the tire by mid-race. I don’t quite know how but we started putting in some really fast laps at the end and I just couldn’t quite close up to two in front. Brad rode awesome, so did Pecco, there was some fun racing going on and I’m stoked to be a part of it and put Red Bull KTM up here again. It’s an amazing feeling and I hope we are here to stay.”

Dani Pedrosa, 7th: “I can keep two things from this weekend. One is the technical side and all the things I can tell the test team and we can keep in mind for the next stage our of work. There are also amazing results from the guys! The second thing is how the people were with me: it was unbelievable, and I was overwhelmed! I just tried to give my best and I hope the fans liked it. I think we are getting stronger as a project and the bike is improving step-by-step.”

Francesco Guidotti, Red Bull KTM Team Manager: “What a weekend. We started the Grand Prix in the good way with Dani and then the Quali went perfect, we won the Sprint race and today was amazing. We did something special: both riders fighting for victory, leading most of the way and taking two spots on the podium. Personally, I want to thank every single person involved in this project. We are all super-committed but we are also under pressure because there is such a short time to show our potential each GP. Time goes so fast so I’m glad we are starting to show something important. We had red flags and even rain at one stage so it was an intense weekend here. The technicians, designers, mechanics, riders, the test team; thanks everyone for these incredible results. We are looking forward and we are confident.”

Results MotoGP Gran Premio MotoGP™ Guru by Gryfyn de España

1. Francesco Bagnaia (ITA) Ducati 39:29.085
2. Brad Binder (RSA) Red Bull KTM Factory Racing +0.221
3. Jack Miller (AUS) Red Bull KTM Factory Racing +1.119

World Championship standings MotoGP

1. Francesco Bagnaia (ITA) Ducati, 87 points
2. Marco Bezzecchi (ITA) Ducati, 65
3. Brad Binder (RSA) Red Bull KTM Factory Racing, 62
4. Jack Miller (AUS) Red Bull KTM Factory Racing, 49

Export Trading Group Logistics (ETGL), distributors of the TGB range of quad bikes in Southern Africa, has expanded their model range and a 1,000 cc model is now also available to the buying public. The feature-packed Taiwan Golden Bee (TGB) Blade range of all-terrain vehicles (ATVs – or quad bikes) was introduced to the Southern African market in November 2021, offering models for work and recreational applications at very competitive prices. Initially, two models were available, namely the TGB Blade 600 SE.X EPS 4×4 aimed primarily at recreational users and the TGB Blade 600 AR EPS 4×4 which found appeal with agricultural and other commercial users like the mining industry.

Pavan Nair, Business Head of ETGL, says: “We believe that the newly added TGB Blade 1000 LTX EPS 4×4 quad bike will find quick market acceptance given the very competitive price positioning. And, considering the generous standard specification level, we are confident that buyers will appreciate the outstanding value for money proposition.”

The TGB Blade 1000 LTX EPS 4×4 ATV is a sports-style ATV that offers many uses as a day-to-day work tool or purely for leisure and recreational use. The sports styling results in a streamlined body design with a narrow rider seating position.

The sporty styling is evident in the high-brightness LED front lights, seated in an aggressive front body panel and LED strip indicators, giving this nimble all-rounder a contemporary and edgy look. A clear giveaway as to the recreational suitability of the TGB Blade 1000 LTX EPS 4×4 can be found in the comfortable rider and pillion seat, complete with backrest. Standard rear-view mirrors to assist with difficult reversing tasks and keep an eye on the rear passenger further reinforces this quad bike’s recreational credentials.

The TGB 1000 LTX EPS 4×4 is powered by a V-Twin, 997cc, 4-stroke engine with electronic fuel injection (EFI) that produces 62kW of power at 7,000 r/min and 90Nm of usable torque at 5,500 r/min. The modern EFI system ensures instant throttle response in the most demanding riding conditions and the engine’s durability is protected through liquid cooling, two separate radiators and an auxiliary fan. The radiator cover is easily accessible and can be removed for easy cleaning of mud and grasses. The durability of the engine is further enhanced using high-quality Japanese bearings on the conrod.

Drive to the wheels comes through a drive shaft connected to a Continuously Variable Transmission (CVT) allowing for full rider control and safe handling in all conditions. The TGB Blade 1000 LTX EPS 4×4 offers selectable 2wd and 4wd traction while an electrically activated front differential lock provides additional surefootedness in tough conditions. Fitted with chunky Kenda all-terrain 6-ply tyres on sporty, 14-inch polished aluminium rims, this ATV not only looks the part but also makes light work of severe off-road conditions, given its 300mm of ground clearance.

Ample suspension travel of 220 mm in the front and 240 mm in the rear ensures easy travelling off the beaten track. This is achieved through the adoption of a double A-arm fully independent suspension on all four corners and an anti-roll bar in the rear. Hydraulic shock absorbers with adjustable dual-rated coil springs with a relatively low initial spring rate are designed to absorb undulations and increase grip with a precise transition point and transition range, and progress to a secondary higher spring rate to improve roll control during cornering. The suspension can be fine-tuned for individual riding styles and/or load carrying.

Rider fatigue is minimised through the adoption of innovative adjustable Electric Power Steering (EPS). The Tri-Mode Speed Sensitive Electric Power Steering senses the ATV’s speed to provide varying levels of assistance for the most comfortable ride. Riders can conveniently select their required level – from no assist to minimum assist for trail riding and a maximum assist for low-speed riding in rough or muddy terrain. The end result is precise steering, easy handling, and a high degree of stability.

Front and rear hydraulic disc brakes with ventilated discs provide confidence to traverse steep downhill slopes or work with a trailer. The front and rear brakes can be independently applied for varying conditions while armoured brake hoses ensure protection in difficult off-road conditions. The TGB Blade 1000 LTX EPS 4×4 also features smooth-action engine braking for even more positive rider control.

Whether working the farm or enjoying a Sunday afternoon ride out in the wild, the TGB Blade 1000 LTX EPS 4×4 has several utility features to ensure the job gets done safely. A 1,360 kg capacity winch mounted to the front of the ATV provides added peace of mind when in the most strenuous of conditions. The TGB Blade 1000 LTX EPS 4×4 also comes with a towing hitch as standard equipment and boasts a class-leading 830 kg towing capacity with a braked trailer. The TGB Blade 1000 LTX EPS 4×4 is equipped with composite load-carrying racks with capacities of 30 kg front and 50 kg rear ensuring that you can travel to remote spots with camping equipment and/or tools.

High-brightness full-LED headlights with matrix technology give this ATV an unmistakably attractive look. Featuring integrated LED daytime running lights, the headlights also provide a turn signal and side light function. Also, all other lighting, including brake lights and rear turn signals is equipped with innovative LED technology that provides high brightness.

The TGB Blade 1000’s information display provides accurate information whenever you need it: the modern multi-function LCD screen is not only easy to read but is also attractive, and offers numerous functions such as digital tachometer, digital speedometer, maximum engine speed, maximum speed, average speed, total odometer distance, daily odometer, fuel gauge, clock and EPS setting. Surrounding the display are easy-to-identify indicators for transmission position, high temp, low battery, high beam, low oil pressure, check engine, 2wd/4wd and differential lock indicator.

The TGB Blade 1000 LTX EPS 4×4 offers a high level of standard equipment that includes sporty 14-inch, 6-spoke polished aluminium rims, all-terrain 6-ply tyres, hand guards, rearview mirrors, robust front protective frame/bumper and engine protector plate, modern composite luggage racks, comfortable rider and pillion seat with backrest, modern full-LED lighting, a 12-volt auxiliary power socket, towing hitch and a 1360 kg capacity winch.

Says Pavan Nair, Business Head of ETGL: “The TGB Blade series heads up the next generation of ATV technology with unrivalled levels of specification and delivers outstanding value for money. It is for this reason, that TGB has won the coveted title of European ATV of the Year on numerous occasions. We are looking forward to buyers who will appreciate both the workability and fun elements of these vehicles.”

The TGB Blade series is covered by a 24-month warranty.

Pricing (inclusive of Value Added Tax – VAT) is as follows:

• TGB Blade 1000 LTX EPS 4×4: R 240,350
• TGB Blade 600 SE.X EPS 4×4: R 194,350
• TGB Blade 600 AR EPS 4×4: R 200,100

For further information, please contact:

Name: Francois van Eeden
Title: Marketing Lead
ETGL South Africa
Tel: +27 76 367 1136
Email: [email protected]

Through the efforts of the Fire It Up Group, the Hero motorcycle brand has enjoyed huge success in South Africa, so much so that Hero MotoCorp of India, impressed with the progress and growth of the brand here, has committed to investing in South Africa.

Fire It Up will be establishing Hero’s flagship store in Cape Town, where customers can both experience the Hero brand and learn about its history, as well as its commitment to the environment by becoming carbon neutral by 2027. The project will happen under the guidance of Hero MotoCorp India.

At the new store, customers will be able to investigate the full range of current Hero motorcycles and scooters, both petrol and electric, as well as new and upcoming models that have all contributed to making Hero MotoCorp the world’s largest motorcycle manufacturer.

Hero MotoCorp also manufacture and market a range of smaller-engined Harley Davidson motorcycles which are making good inroads into the Indian and Asian markets, as well as owning a share of Zero Electric Motorcycles, Ather Electric Scooters and Hero’s own electric manufacturing arm, Hero Gogoro. Not only that, but Hero Germany is where engine design and motorcycle development takes place, as well as being the home of Hero Motorsports, which has developed the impressive Dakar Rally bikes.

Outside of motorcycling, Hero MotoCorp sponsors cricket’s IPL series, the International Women’s Hockey League, the AMA in America and also, in golf, supporting the Tiger Woods Foundation and the PGA.

Perhaps the most important development is a new commercial motorcycle fleet support programme, aimed at creating more profitable fleet management, focusing on maintenance costs, cost of ownership, rider safety and rider earning potential.

Hero South Africa already has an excellent working relationship with South African fleet operating companies and this latest development will undoubtedly enhance this.

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

King Price Xtreme rider Clint Seller has been riding on 2 wheels since he was 3 years old. Of course, today his superbike is vastly more powerful (and dangerous) than the scooter of the way back when. This makes Seller acutely aware of the risks involved in racing and riding a motorbike on the highways and byways of South African roads.

The stats certainly make for grim reading. On the Eastern Cape roads alone, the death toll more than doubled from last year’s figures during the Easter long weekend. Reasons for this ranged from bad driver behaviour, drunken driving, speeding, and fatigue.

There’s no easy way to put it… Our roads have turned into war zones. And it’s especially motorcyclists who are at risk, as many motorists simply aren’t aware of them.

So, what can be done to change this? We sat down with Clint to pick his brain and get his expert advice when it comes to safety tips for both motorists and motorcyclists.

Tips for motorists:

• Double-check your blind spots: Motorbikes can easily disappear in a vehicle’s blind spot. Make a habit of checking your blind spots twice before changing lanes or merging to avoid hitting a motorcyclist. Adjust your mirrors correctly and consider installing blind spot mirrors to provide an even better view.
• Keep a safe distance: Maintain a safe following distance behind motorbikes, as they can stop more abruptly than cars. This will give you enough time to react if the motorcyclist needs to stop suddenly. In my experience, you should try to keep a distance of approximately 4 seconds before coming to a complete stop.
• Be vigilant at intersections: Intersections are dangerous for cars and bikes alike. Always check twice before crossing an intersection. Take an extra look just to quickly scan the road for smaller vehicles like motorbikes and cyclists.
• Use your indicators: Communicate your intentions by using your turn signals, allowing motorcyclists to anticipate your actions and adjust their riding accordingly. Be consistent and give ample notice before making a turn or changing lanes, so others on the road have time to react.
• Be aware of weather conditions: Rain, fog, and other adverse weather conditions can make it harder to see motorbikes. Adjust your driving by slowing down, turning on your headlights, and giving riders extra space. Remember that wet roads can be slippery for both cars and motorbikes.

Tips for motorcyclists:

• Be visible: Wear brightly coloured clothing and use reflective materials to increase your visibility. Make sure your headlights are functioning correctly and always use them, even during the day. Position yourself in the lane where you’re most visible to other drivers, avoiding blind spots and staying out of their direct path.
• Ride defensively: Anticipate potential hazards and be prepared to react. Assume other drivers may not see you and position yourself in the safest place on the road. Stay alert to your surroundings, scanning the road for potential obstacles like potholes, and be ready to take evasive action if necessary.
• Signal your intentions: Use your turn signals and hand signals to communicate your intentions to other drivers. Clearly indicate your intentions well in advance, giving other drivers time to react to your actions.
• Wear protective gear: Invest in a high-quality helmet, gloves, boots, and other protective clothing to minimise the risk of injury in case of an accident. Always wear your helmet. Where possible, choose gear with built-in armour or padding for added protection and ensure it fits properly for maximum effectiveness.
• Take a safety course: Participate in a motorbike safety course to improve your riding skills and learn advanced techniques for handling hazardous situations. Regularly refresh your knowledge and skills, as this will help you stay sharp on the road and equip you to handle challenging situations.

For more information on King Price Motorbike Insurance visit: www.kingprice.co.za

Mathew Scholtz, rider of the #11 Westby Racing Yamaha YZF-R1 Superbike, wrapped up the opening round of the MotoAmerica Superbike Championship at Michelin Raceway Road Atlanta with a third-place result in Sunday’s race two, which was an improvement over his fifth-place result in Saturday’s race one. The podium result gave him and the team encouragement for round two of the Championship at Barber Motorsports Park in Birmingham, Alabama, on May 19 through 21.

In Sunday’s race, Mathew was part of a group of four riders at the front who battled each other all the way to the checkered flag. On the final lap, Josh Herrin, who was one of the other three riders, got pushed wide, which allowed Mathew to overtake him and finish third behind Cameron Beaubier in second and Jake Gagne, who ultimately won the race.

“We made quite a few changes after the first race,” Mathew said. “So, in race two, I was still feeling out what the bike was doing. I felt like, in certain sections of the track, I was really, really quick, but in other sections, I was losing a lot of time. So, I was just literally going backwards and forwards. I really didn’t have a spot where I could pass, unless something happened, which it did, and I managed to capitalize on that. But, otherwise, starting from where we were on Friday to where we ended up now, I think we made huge strides forward on the motorcycle. I have to give a big shout-out to the Westby Racing team. After the pre-season testing, we thought we were dialled in. Then we came here, and we were struggling. There were a few bits that we tried to change, and we didn’t manage to figure that out until the restart of today’s race. So, at least now, we’re confident heading into the rest of the season. I’m just happy to be up here on the podium now. I know it was pretty awesome watching these guys battle it out. Hopefully from the next race on, I’ll be part of that.”

As mentioned above, the Westby Racing team will be back in action on May 19 through 21 at Barber Motorsports Park in Birmingham, Alabama, for round two of the 2023 MotoAmerica Superbike Championship.

It doesn’t matter who you support, the American MotoGP race at the Circuit of the Americas was really about one rider: Alex Rins. Second in the sprint race and winning the main race, both times battling with Bagnaia are measures not only of the rider but also the bike.

The thing I loved about Sunday’s race was not that it was non-stop action all the way, but that it was a different kind of tension: a tension where you see leading riders make mistakes and wonder if the man who inherits the lead can hold it together under the pressure he is putting on himself to win, not to mention pressure from behind.

I desperately wanted Rins to win, not because I am a particularly big fan, but for the overall health of the sport: the more winners we have in a season that is supposed to be a Ducati whitewash/walkover, the better.

Right from the start of both races, Rins was staying with Bagnaia: satellite Honda versus factory Ducati at a time when the factory Repsol Hondas are nowhere. COTA is, of course, Marquez territory but would he have been able to take the fight to Bagnaia as well as Rins did? Of course, there’s no telling what might have happened, although we have to remember that Rins is a four-time winner here as well, including twice now in MotoGP, so what happened shouldn’t have come as a surprise.

For too long we’ve been listening to Marquez bemoaning the state of the Honda but Rins showed that age-old truth that what is bad for one rider can be good for another: it is the slim chance of putting the right rider on the right bike at the right time and it’s happened throughout the history of the sport, more noticeably in the last twenty years: Rossi on the Yamaha, Stoner on the Ducati, Rins and Mir on the Suzuki: all taking an in-the-doldrums manufacturer and propelling it to the top. If further evidence is needed, you only have to look at the failure of Rossi on the Ducati or Lorenzo on the Honda. Bikes that, put into other hands, were almost unbeatable but that even those two greats couldn’t master.

In America, all the Ducatis were strong – when they stayed on the track, that is – but the other manufacturers also had strong races. Jack Miller ran as high as second on the KTM in the main race, only to crash out. Quartararo’s Yamaha at least allowed him to fight hard to maintain his podium position, despite the attention of Marini on the VR46 Ducati. In the Sprint race, Aleix Espargaro crashed out early on but in the main race, he was up to second before finishing fourth, despite throwing everything at a desperate last-lap attempt to wrestle third from Jorge Martin. Brad Binder finished fifth in the sprint race but crashed out of the main race, re-mounting to finish 13th and at least gain some points. Binder was the last finisher, COTA being a bruising race for nine riders.

Bagnaia showed in the sprint race that, when he manages to not crash, he will be hard to beat in a straight fight, especially at a circuit where there are straights worth their name: Ducati power is still dominant. But he’s continuing his 2022 habit of crashing too much and he can’t count on being able to stage a comeback yet again later in the season. His fall in the main race handed the race on a plate to Rins who, if we are realistic, was never going to beat Bagnaia in a straight fight, despite being able to keep the Ducati close company throughout the lap but, as the saying goes, to finish first, first you must finish. Rins finished, but Bagnaia didn’t. It’s as simple as that.

The problem for Bagnaia is that he doesn’t understand why he crashed: “I don’t know what happened,” said Bagnaia. “Sincerely, I don’t know how many laps I did this weekend. Maybe 80, maybe 100. Pushing, controlling, understanding… And then in the race when I was in total control, I crashed.

“So I’m very angry, not with myself, because I’m 100% sure that wasn’t my fault today. In Argentina, I recognise that I was a bit on the limit. But today, no. Today something happened, but not in terms of a cold tyre or the wind. Something we have to understand from the bike.”

Bagnaia went on to say that perhaps his Ducati is too good, too stable and that he is unable to feel when the tyres are at their limit because of this stability. I don’t know about you but that’s the first time I’ve heard a rider saying that his bike is too good!

“Maybe it has too much (feedback) filter because it’s so stable,” he added. “Maybe we have to lose a bit of this stability, to lose a bit of filter, just to be more (feeling) on the tyres.”

You can take nothing away from Alex Rins, though. He applied pressure to Bagnaia right from the start and you have to think that this was a factor in Bagnaia’s downfall, even though the Ducati man had resisted that same pressure in the sprint race. Rins was simply perfect the whole weekend and a win and a second place just reward for both him and the LCR Honda team, scoring their first win since Crutchlow in Argentina at the beginning of the 2018 season.

Mainly, however, Rins’ victory was so satisfying because it continues a tradition that has long been a part of MotoGP: that of satellite teams often being in with a shout at victory. Bezzecchi in the last race and now Rins in this, are just the latest in a long line of Davids slaying the Goliaths that are the factory teams and adding a lot of spice and colour to the results sheets. You’d have to say that it is more likely than ever for this to happen often this year, with the number of Ducatis on the grid, all of them fast and all of them with very hungry riders on board. A world championship might not be on the cards but, as this weekend showed, anything is possible in MotoGP.

The really big question, however, is this: if the races are this good without the likes of Marquez and Bastianini, what will they be like when they are back in the saddle?

The Brother Leader Tread KTM team proved their mettle in the second round of the National Cross Country championship held in KZN. Battling the unforgiving terrain of Jolivet and overcoming various adversities to secure impressive finishes in their respective classes.

Kerim Fitz-Gerald, racing in the Senior class, blazed through the course with his signature style and speed, taking the top spot in his class with ease. “KZN racing is always a struggle for me with the forests and especially the sugar cane,” said Fitzgerald. He mused saying “I think I spent more time doing u-turns today than going forward, but we are leaving safely, still fighting for the overall championship and looking forward to round 3.”

OR1 class rider Bradley Cox pushed himself to the limit and crossed the finish line in second place as well as claiming second overall. “My body felt strong all day, having to push at the end but I’m really happy with my result,” Cox said.

Despite his setbacks, Scott Heygate managed to put in an incredible effort and finished in second place in the OR2 class, contributing valuable points to the team’s overall score. Heygate commented, “Coming into the race, I was still recovering from being sick. I crashed twice with the second one leaving a few bumps and bruises. After the second crash, I went into survival mode and didn’t take too many chances in this one to score as many valuable points as I can.”

Young gun, Matthew Wilson, racing in the OR3 class, showed great drive and speed to come back from a challenging time trial that saw him crash into a fence, putting him a few minutes behind. “I felt good in the time trial, but unfortunately ended up in a fence putting me 5 minutes behind,” Wilson said. “As a result, I started the race 55th overall and was able to come back to 18th. Even though the overall result might not be what I was hoping for, I am happy with the drive and speed I showed to come back” he added.

The team’s success was a true team effort, with each member supporting and pushing each other to deliver their best performances. Their unwavering dedication and commitment to the sport were on full display, impressing both fans and competitors alike.

In addition, the Brother Leader Tread KTM Enduro team also made their mark at the race. William Slater competed in the OR1 class and delivered a strong performance, finishing in fifth place. Meanwhile, Dylan Jones showcased his skills in the OR3 class, securing an impressive second-place finish.

Team manager Grant Frerichs commented: “I am proud of the team as a whole. Each rider had his challenges but we came together and got the job done. Championships are never won at one round but they can be lost, so to be in the championship fight in all of our classes with healthy riders is important. We look forward to taking the fight to the other riders at the upcoming double-header round.”

I missed out on the Husqvarna Norden Expedition launch, so I was super keen to ride Husky’s new bike. You only learn so much about a bike on a launch anyway as you don’t ride it as you typically would, but rather conform to what the bunch is doing. The Expedition intrigues me for a number of reasons. I have always had an issue with how bikes are touted as “Adventure bikes” by manufacturers, yet are not specced to be off-road capable. For example, bikes come without bash plates (or token plastic jobs), no crash bars, main stands, pannier brackets or luggage. Seats are sometimes as unyielding as that on a plastic. You typically pay a hell of a premium to fit these items as accessories. It adds insult to injury that all of these items are available ex-factory. In other words, they acknowledge that you need them if you are going to exploit all the bike’s advertised talents, but they make you pay an additional premium for them. The Norden Expedition changes all that!

Husqvarna has taken their excellent Norden and really gone to town on it. First up is a 48 mm WP Explor-USD fork valved and sprung for the Expedition, with 240 mm of travel, complimented by a WP Explor shock also with 240 mm of travel. The suspension is fully adjustable both back and front. This also lengthens the wheelbase slightly over the Norden 901. Then we have a bash plate that is PROPER! This is no token, it is comprehensive, protecting the sides of the tank and extending all the way under the motor.

Heated handgrips, heated rider seat, main stand, pannier brackets and soft luggage all come standard. Get on the bike, fill the tank and go! The seat is not only heated, but it is also plusher than its standard sibling too. A taller windscreen takes care of the windblast completely. It is the first fully specced adventure bike on the market. The only other bike that comes close is Triumph’s Tiger Rally Pro.

There is nothing that can hold a candle to the spec of the Expedition. Period. Then, when you look at the price you do another double take. At R279699, a mere R17 000 more than the standard 901, it is in a class of one. Add the price of all the essential extras to other bikes and see what a bargain the Expedition is.

Anyone who has ridden the standard 901 will acknowledge that it is a very capable adventure bike. Fast, stable, comfy and good on the dirt and road. Cruise control munches the miles and the economy is excellent. So how about the Expedition? Easy answer. It is better in absolutely every way. The suspension is plusher, with the extra travel, and comfort is enhanced with the softer seat. Wind protection is excellent too with the taller shield which unfortunately is still not adjustable. I found it perfect for my 6’3” but some guys complain of wind noise. We rode north out of Brits (it is a Norden, Scandinavian for “the North”, after all) then on to Thabazimbi, Ellisras and onto the dirt road running along the SA side of the Tuli Block.

The dirt roads have taken strain during a rainy summer with exposed rock, corrugations and some deep sand washes. I was on the Expedition and my son, also Dave was on the standard Norden. He was absolutely loving the Norden. Revelling in its punchy linear motor and great handling. I felt the same way about the Expedition. The extra travel just smooths out the road imperfections that much better.

It is incredibly reminiscent of my KTM 990 R. The same plush, big dirtbike feel. I had the soft luggage packed with the typical adventure weekend gear and, after seeing on YouTube how the launch bike luggage flapped around, I put a bungee around each bag. Sorted. It worked superbly, being easily detachable and completely dust free after more than 100 k’s of dirt. It clips on and off in seconds too. I suppose that can be negative in SA given our current level of lawlessness. That is always an issue with soft luggage though.

We parked the bikes to compare notes, have a breather and take some pics. What looks better than a big Adventure bike, covered in dust, out in the wild blue yonder? Talking looks, the Expedition is spectacular! The blue and white graphics, tall stance and serious hardware come together with incredible visual appeal. Form and function in perfect harmony. If I owned the standard Norden I would have it wrapped just like the Expedition.

We cruised the dirt until just outside Alldays where we climbed back onto the tar. By now the sun was sinking into a typical bushveld sunset. We took the obligatory pics, then pulled into a lodge just out of town to slake our thirst and fill our bellies. We chatted about the roads we had ridden, the sights we had witnessed and the bikes that carried us and our kit. Having swapped bikes on occasion, we were in agreement that the standard Norden 901 is an excellent bike. It is only when compared to the Expedition that it is found wanting. The incredible value proposition of the Expedition is impossible to ignore. And the looks. Oh my soul, what a beauty!

Typically weary after a great day’s riding we had no problem drifting off to sleep, excited by the prospect of more of the same the next day. We woke up to a picture-perfect bushveld day. Packing the bikes we got on the road to make the most of the deliciously fresh early morning air. As always, a bike feels just a tad perkier in the cool.

We had to get home to other commitments, so we turned up the wick and sped south, dodging potholes as we went. On occasion, we ran over potholes, which simply got negated by the excellent suspension of the Nordens. These bikes smash distance so effortlessly. They are geared for a top end of around 215 km/h, which is way more than you need, but that means that at 140/150 they are running in the sweet spot, with huge reserves of go.

The 19-litre tanks give a decent range, allowing us 350+ k’s before fill-ups, despite enjoying the bike’s ample power on many an occasion. The Nordens dispatch slower traffic with absolute disdain. The 890 KTM-derived motor is an absolute peach. Powerful and torquey, it is perfectly harnessed by the seamless quick shifter. On the subject of the gearbox, the only minor issue on both bikes was not being able to find neutral easily.
Reflecting on our ride, which covered typical terrain that the Adventure traveller will encounter, I cannot think of another bike which, as standard, is as perfectly suited, specced and competent as the Norden Expedition. It is the consummate adventure package as it rolls off the showroom floor. Hats off to Husqvarna.

You have smacked it right out of the park!

Husqvarna Norden 901 Expedition

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

2023

Husqvarna Norden 901 Expeditio...

Pricing From R279,699 (RRP)

Brand: Husqvarna

My father was a land surveyor. Had he still been with us, he would have turned 95 this year. With his birthday falling on a Saturday this year, I thought about doing something special to remember him by. After all, he was the one that bought me my first motorcycle. He did not rant about the dangers of motorcycling, he just asked if I wanted a green or a white one. Even though he never rode himself, he did not deny me the opportunity to own one. I think his choice had more to do with the fact that he did not have to drop me off at school anymore. He did, however, insist that I get my license first.

His job meant hours of toiling in the sun, only to come back with a field book full of numbers that had to be crunched after dinner. He did not have it easy, though. There were no fancy computers around, and he used arithmetic tables and a Facit TK Mechanical calculator. This ancient device used a crank to do multiplication and division. The decimal point was a rudimentary metal slide that you positioned where you want the decimal to be.

Any piece of land that has a title deed, was marked and laid out by a land surveyor. In simple terms, your property has four corner pins with exact coordinates that show you where the borders of your stand are. For my father to place those pins, he first had to find out exactly where he was in relation to your pins. From there he would use a lot of intricate mathematics to place the pins in exactly the right spot. Tolerances were down to millimetres, so accuracy was key.

To have the best possible chance of finding your initial location, South Africa has around 30 000 trigonometrical beacons scattered around the country. You might have seen some of them while riding. They comprise a white, cylindrical, concrete structure with a black, metal signal stuck on top. All of them are mapped with their exact location. With their locations known, you can measure the angles from your location to the various beacons. The more of them you could see at any given spot, the better your accuracy would be when determining your initial location.

The surveying of these beacons started in Cape Town in 1834, and the first two points were placed using the stars as a reference. From there the next point was placed, forming the first triangle. This third point’s exact location was then determined using the angle and distance from the first two points. From there a grid of triangles was laid out across the whole of South Africa. The initial countrywide grid was completed in 1936 and named the “Cape Datum”. Using this as a base, a second and third round of triangulations were done, adding more beacons to the network. This improved the accuracy of triangulating your exact position.

While rummaging through some old photos, I realised that my father was responsible for erecting a number of these secondary beacons, and I had the photographic proof. Some of these photos had the name assigned to the beacon included in the photo. I only had three photos to work with and I put together a 380-odd km route to see if I could visit these beacons. It would be like spending time with my father again. I knew there were going to be some gravel roads to ride, so I contacted Jaco van der Merwe from Zontes and asked if I could use their little adventure bike for the trip, the Zontes ZT 310-T2.

I left around 6:30 on Saturday the 18th of March and headed out on the Moloto road, towards Hammanskraal. This road is known for being very dangerous, but it got me thinking: the road is completely harmless. It is the people that ride on it that cause the carnage. I was happy to turn away from it eventually and headed in the direction of Bela-Bela. The first beacon was situated on a flat outcrop, not visible from the road. I flagged down a local and showed him the photo I had. His face lit up. “Yes! That is it!” However, getting to the beacon was not going to be easy, so I decided instead to fly my drone up to the site. As soon as I cleared the treeline, I could see the beacon! It was still in good condition, and just flying there made me wonder what my dad would have said of my flying contraption. With the photo in the bag, I mounted the Zontes and headed west in the direction of the N1.

My next stop was a very tall structure but, as I approached, I realised that it was on a working farm. I took my chances and explained to the guard, Samuel, at the gate what I was after. I showed him the photo of the beacon and after a brief radio conversation with his superior, he unlocked the gate and explained where I needed to go. The farm road quickly turned into my nemesis: soft, powdery sand. The Zontes T2 has spoked wheels and a larger, 19” front wheel. It coped remarkably well and I reached my destination without incident. Here I spent some time and poured myself some coffee from my Stanley flask. My dad only used Stanley flasks, and even under the hot sun, he would always have coffee. He knew how much I loved coffee, so he always left a little bit of coffee in the flask for me when he got home. I said goodbye, and waded through the sand back to the gate. I thanked Samuel and rode further north to Bela Bela.

I stopped for a late breakfast at “Toeka se dae”, just off the N1 on the way to Bela Bela. There was one other motorcycle there, and after identifying the rider, I asked if I could join him. His name was Hannes, and we chatted about bikes and trig beacons. He was also doing a solo ride up north. After breakfast, I headed towards Leeupoort Holiday town. I stopped there for ice cream and reminisced some more, as my father was responsible for surveying the whole of Leeupoort and our family spent many a weekend there.

My next stop would be Beestekraal Station restaurant. There were quite a number of motorcycles, mostly members of the Honda Gold Wing club. I had a quick milkshake as I had one more beacon to visit. According to the map, I had to do a 6 km gravel road to get to it, but after my sand excursion, I knew the Zontes would be up to a little gravel road. It did not disappoint. The first part of the road was heavily rutted, but with the larger front tyre and a slight increase in speed, the bike simply floated over it.

As I reached the final beacon, I stopped at the local fruit store and asked who owns the land the beacon was on. One of the patrons was relieved to finally find out the purpose of the beacons. After clearing it with the owner, I opted for a drone shot, rather than scampering up a rocky outcrop in my riding boots. It was remarkable to see the beacon still in such good shape.

And then it dawned on me that the cement, water and all the moulds had to be carried up there. All by my dad and his helpers. And all this, so he could provide for us in the best way possible. And so he could afford to buy me my dream machine.

Thanks, Dadda, you are my hero!

Zontes ZT310-T2

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

As the dust settled at Legends Adventure Farm, the country’s top offroad riders gathered for the second round of the National Cross Country championship in KZN, Jolivet. The tension was high, the adrenaline was pumping, and the competition was fierce. The riders from the Husqvarna South Africa Racing team faced the tough and technical terrain with bravery and determination, leaving everything on the track.

Leading the pack for the team was Davin Cocker, who overcame his nerves and injury to take on the challenge. Cocker faced a tough time in the OR2 class, but he dug deep and displayed the fighting spirit that defines him as a racer. He commented, “I was a bit nervous coming into the race because of the crash on Thursday, but I managed to keep my head in the right place and compete for the win.” And he did just that, finishing first in class and proving that he has what it takes to be a champion.

Ryan Pelser, racing in the OR3 class, had a challenging race and was visibly disappointed with his results. He stated, “I didn’t plan to ride like this, and I need to work on myself to get comfortable on the bike.” Despite his disappointment, Pelser remained positive, grateful to finish the race safely, and focused on the next round of the competition.

The Enduro Riders for the team, Travis Teasdale and Heinrich Aust proved their versatility by competing in the race over the weekend. Travis, in OR1, and Heinrich, in OR3, showed their grit and determination, with both riders finishing in 4th place in their respective classes.

Team manager, Grant Frerichs commented: “Challenging conditions faced us in Jolivet and Davin put on a superb performance clinching his class win and extending his championship points lead. Ryan struggled with the route conditions but fought on to gain valuable championship points in his quest for damage control.”

It was a case of veni, vidi, vici as South African international hard enduro legend Wade Young and his factory Sherco came, saw, and conquered a fast and dusty second round of the Trademore South African Cross Country Championship at Jolivet in KwaZulu Natal on Saturday. Not even a runaway bush fire halting the race, could prevent Young from taking a minute and 36-second victory over the best of the Cross Country regulars Bradley Cox on a KTM, and Honda rider Michael Pentecost.

Another enduro wildcard Travis Teasdale was fourth for Husqvarna ahead of 350 cc OR2 winning teammate Davin Cocker, and perhaps the story of the day, OR3 winner, local lad Haydn Cole on a Honda. Seniors’ winner Kerim Fitz-Gerald was sixth for KTM, from another enduro interloper, William Slater, teammate and second OR2 man home Scott Heygate, and High School winner Luke Walker in a fine tenth on his KTM.

There was drama when a bushfire en route caused the race to be stopped at the end of the first of five planned laps. The fire was brought under control and albeit reduced to four laps, the re-started. Darkness was approaching as the race finished. Its revised format led to a sensational finish in the Master’s class. When the two halves of the race were merged, Pieter Holl and his Kawasaki emerge victorious by half a second over Greg Nairn’s KTM.

Enduro wildcard Wade Young ultimately dominated overall and OR1 on his factory Sherco. He left second-placed Bradley Cox to take the spiritual Cross Country OR1 class win aboard his Brother Leader Tread KTM, ahead of Michael Pentecost’s third-placed Franchise Co Tork Craft Honda. Three more wildcards, Travis Teasdale’s Husqvarna, William Slater on a KTM and Brett Swanepoel on his Sherco, who was slowed on the final lap after fighting up front, followed in OR1, ahead of Cross Country regular Gareth Cole on his Franchise Co Tork Craft Honda, and Ian Rall’s similar machine.

Davin Cocker took a second comfortable 350 cc OR2 win in two races on his factory Husqvarna, over seven minutes clear of Scott Heygate’s Brother Leader Tread KTM. Kyle Eggar and Charl van Eeden’s similar bikes followed, with Teak Harrower fifth in OR2 on his GasGas, ahead of KTM trio, Juan Niebuhr, lady rider Leah Heygate and Luke McClelland.

A delighted Jolivet home hero Haydn Cole took advantage of his local knowledge to ride his Franchise Co Tork Craft Honda to a dominant maiden National 250 cc OR3 victory. Dylan Jones was over five minutes adrift on his KTM at the head of a fraught five-bike struggle for second. He beat Husqvarna pair Cobus Bester and enduro wildcard Heinrich Aust, Erik Merry and Ryan Pelser’s Husqvarna. KTM trio Matthew Wilson, Myles Crookes and Ross Ramseyer, and Callan Broskie on a Husqvarna closed off the quarter-litre top ten.

Kerim Fitz-Gerald made no mistakes on his way to another top ten as he took a second dominant Seniors win on the trot on his Red Bull KTM. 2022 champion Kenny Gilbert was second for Pepson Plastics Scottish Cables Motul Kawasaki, ahead of the returning Louwrens Mahoney’s Franchise Co Tork Craft Honda. Marco Cocci’s Yamaha and Wynand Delport riding another Honda were next home.

It was far closer in Masters. Pieter Holl’s Kawasaki beat Greg Nairn’s KTM by three-hundredths of a second after three and a half hours of hard riding! KTM duo Stuart Gregory and Suter Eskil Brad Clarke on a Husqvarna, Brian Bontekoning’s Pepson Plastics Kawasaki and Mielies Le Roux followed.

Tenth overall, Luke Walker rode his KTM to an emphatic 15-minute High School 125 cc win over Thomas Scales’ similar machine. Blake Young was third on a Sherco, from KTM rider Brandon Clarke, Daniel Peckham’s Sherco and Nathan Westerdale’s KTM in sixth. Derek Karam’s Yamaha, Michael Struik and Rory Donaldson’s KTMs, and Husqvarna lad Johandre Vermaak closed off the class top ten.

Junior action saw Murray Smith take National 85 cc honours on his Husqvarna from KTM lad Bruno Niebuhr, Jean-Baird Maritz’ Kawasaki, Franco Fourie’s KTM and Nicol Smit on a Husqvarna. GJ Coetzee on a Husqvarna took 65 cc victory from Zach Wichmann’s KTM, Matthew Meyer on a GasGas, Wilco du Polly’s Yamaha and KTM kids Cambeul du Preez and Joshua Fotheringham.

The Trademore South African Cross Country Motorcycle Championship now takes a break until a completely different challenge at the midwinter semidesert Vryburg double header on 16 and 17 June.

He may have done it by three-hundredths of a second, but Pepson Plastics Scottish Cables Motul Kawasaki Master, Pieter Holl, pulled off an incredible double at the second round Trademore South African Cross Country Championship race at Jolivet in KwaZulu Natal on Saturday. Kenny Gilbert meanwhile bounced back with a fine second in Seniors, backed up by Brian Bontekoning in sixth.

“Today was one of those days I will never forget,” Pieter Holl admitted. “The race was stopped because of a bush fire on the route and then restarted, so when we finished, we knew it would be a very close result when they added the two halves of the race together. And man, was it close! “I won by three-hundredths of a second after three and a half hours of racing! So huge thanks once again to Iain and the Pepson Plastics Scottish Cables Motul Kawasaki crew for a great bike and what is becoming a fairy tale season for me!”

2022 champion Kenny Gilbert was second in Seniors for Pepson Plastics Scottish Cables Motul Kawasaki, ahead of teammate Brian Bontekoning in sixth. “I have come back to a far more competitive Seniors class,” Gilbert smiled. “Jolivet was fast, dusty, and tricky, so I rode well within my limits and had a really good day out there to end up second. Well done to the organisers, my winning teammate, and to everyone who finished the race. “And thanks to my Pepson Plastics Scottish Cables Motul Kawasaki team for a great effort as always!”

It was a tougher day at the office for OR3 sensation Wian Wentzel following his debut victory last time out. “I got lost and did the entire time trail loop,” Wian rued. “That cost 30 minutes and then when I was eventually back on the main route and trying to catch up, bad luck struck again when my front brakes disappeared. “It was just one of those days, but I am strong, motivated, and ready to go at it at the next National.”

“We had a good day at Jolivet, Pepson Plastics Scottish Cables Motul Kawasaki team boss Iain Pepper summed it up. “Pieter came out hot and won Masters to retain his red plate, Kenny rode brilliantly to hold Louwrens Mahoney off to take second, and Brian was a solid sixth. “Unfortunately Wian took the wrong turn on lap 1 and did an extra 20 km, but that’s just racing and he will be back, that’s for sure.”

The Trademore South African Cross Country Motorcycle Championship now takes a break until the Vryburg double header on 16 and 17 June, but it’s already back to action for Pepson Plastics Scottish Cables Motul Kawasaki Racing at the second round Gauteng GXCC race at Rysmierbult already this coming weekend.

Franchise Co Tork Craft Honda Wing Racing came home smiling from a dusty, fast and fire-interrupted Jolivet second-round Trademore South African Cross Country Championship in KwaZulu Natal on Saturday. On a good day at the office, the headline news was Haydn Cole scoring a fine home victory for the red team in OR3, while Michael Pentecost ended third in OR1 and young Murray Smith took the 65 cc Junior win.

A delighted Jolivet Farm home hero Haydn Cole took full advantage of his local knowledge to ride his Franchise Co Tork Craft Honda XRF 250 RX to a dominant maiden National OR3 victory. “I had an awesome day to grab my first national class win at my home race at Jolivet,” Haydn admitted. “I cannot thank my awesome team Honda and sponsors enough for everything they do and for such an awesome machine. My Red Rocket never missed a beat all day and I had an absolute blast on the bike.”

There was more of a curve ball for Franchise Co Tork Craft Honda’s XRF 450 RX OR1 duo Mike Pentecost and Gareth Cole, who found an army of wildcard top South African enduro champions to contend with in the open class at Jolivet. Undeterred, Pentecost soldiered home third behind hard enduro international Wade Young and his regular Cross Country rival Brad Cox as he held the rest of the one-race wonders at bay.

“Round two was fast and dusty at Jolivet and we had a gang of enduro guys to contend with,” Mike Pentecost reflected. I had a big crash in the dust in the time trial so I started the main race well back. My team put my head in the right place and I came out swinging and managed to enjoy a great fight back up to third overall, which was effectively second versus my regular Cross Country rivals. Well done to my teammates, especially Haydn for a brilliant maiden OR3 win and a huge thanks to my team for all the effort and positivity!”

Gareth Cole was mixing it with the front runners early in the race, but his race somewhat changed character on the second lap. “I was going well early on but I had two big crashes and ended up concussing myself and getting a bit of whiplash,” Gareth confessed. “I could not focus properly and had a bit of double vision after that, so I just backed it off to bring it home safely to pick up some valuable points in what was effectively third among the regular Cross Country riders.

Other Franchise Co Tork Craft Honda riders to impress included Senior rider Murray Smith with the 85 cc Junior win, Louwrens Mahoney, who ended a close third on his debut in the class. “What an incredible day on my first time out with my new team in a National Cross Country after three years off a bike,” Louwrens admitted. “Now I know what to work on going forward, so thanks to all my sponsors and everyone in the team who made the day so special.” The ever-dependable Wynand Delport ended fifth in Seniors, while John Botha endured a tough weekend, but he brought his CRF 250 RX home to score some valuable OR3 class points.

“Well done to the team on another great performance and especially to Haydn on a splendid maiden OR3 victory and to Murray on his 85 cc victory,” Franchise Co Tork Craft Honda team principal Harry Grobler concluded. “We are making positive steps across the board, one step at a time as today’s results so well prove, so onward and upward to the GXCC regional this weekend, and then the double header National at Vryburg in June. We can’t wait!”