If there isn’t long to go until the start of the 2023 MotoGP season, we might be wishing it was longer by the time the first race has been and gone, if the fears of a Ducati walkover are to be realised. The grid will look largely the same as 2022, with no fewer than eight Ducati GP22/23 bikes on the grid and, if pre-season testing is to be believed, the Hondas Yamahas, KTMs and Aprilias will be trailing in their wake.
We’ve said it before: that little can be accurately deduced from testing, with all the teams trying out this and that before settling on a final specification, so that no team is really showing their full pace, either over one lap or full race distance. But the problem is that Ducati has eight bikes’ worth of data to draw on and as many different riders’ feedback and that is something that everyone else can only dream about.
Image source: MotoGP
It’s not even as if Ducati has six average riders to back up the factory pairing of Francesco Bagnaia and Enea Bastianini. Out of the eight, all of them are capable of winning or being able to challenge for the win and it would be a fool who would think otherwise, especially with the machinery they all have at their disposal. The only hope is that all the Ducati riders will take points off each other and, perhaps, allow another rider to sneak through and snatch the title.
Image source: MotoGP
Is this an untenable situation? Will it be the death of MotoGP? Will other manufacturers ‘do a Suzuki’ and leave in the face of such odds? That, of course, is impossible to say. It is also impossible to imagine Dorna, the rights holder of MotoGP, saying to Ducati, “four bikes only in 2024: no more”. The grid, without Suzuki, is already looking depleted and it doesn’t look likely that any of the other manufacturers will step up to the plate and replace the four lost Ducatis. So, it’s up to the others to take the fight to Ducati as best they can, despite the lack of data and feedback.
The other problem is that the Ducati is just getting better and better. Its traditional strengths of braking stability and corner exit speed have always been good and now it is adding corner entry and mid-corner performance to the mix and all that taken together is pretty much how you win races. Oh, and let’s not forget the Ducati’s devastating top speed, which it can reach easier because of its corner exit speed, which will be higher because of its speed through the corner… Oh, dear!
Image source: MotoGP
The factory is not infallible and its rivals have not given up and stopped working as hard as they know how but they do need to stop making mistakes, otherwise, Ducati will be far ahead after race one, let alone the last race. Honda seems to be in a bit of a pickle but that could also be them sorting out their armoury and discarding what they thought won’t work before we get to the business of actually racing. They have to make sure they have got all their work done if they are not to hand Ducati more of an advantage by being uncompetitive for the first few races.
Image source: MotoGP
Even more ominous for Ducati’s rivals is that they – Ducati – claim to be 100% ready this year. This time last year, they weren’t fully ready but Bagnaia still overhauled a 91-point deficit to Quartararo when the GP22 came on song. It’s already on song in 2023 and the season hasn’t started yet!
Elsewhere art Portimao, Yamaha won the prize for the most ridiculous and ugly rear wing yet seen on a racing motorcycle. Even the mechanics were heard to express the hope that it didn’t work so they wouldn’t have to despoil the YZR-M1 for too long. Luckily it didn’t work and Yamaha had to look backwards to 2022 settings to get Quartararo close to Ducati in overall lap times. Increasingly, however, the Yamaha is looking very lonely with the last remaining inline four-cylinder engine on the grid, fighting a rearguard action against the V4s.
Image source: MotoGP
It’s not like it’s much more hopeful for the other non-Ducati teams. Brad Binder dragged a good lap time out of the KTM, while Miller is feeling ever more comfortable on the second factory KTM. The Aprilias seem to be fast and everyone is heading down the rabbit hole that is aerodynamics, likely to the detriment of close racing. That the same thing happened in Formula 1 many years ago and still hasn’t been addressed properly isn’t good news for MotoGP and it is likely things are going to get worse before they get better.
Image source: MotoGP
Dorna needs to grow a set of balls and start telling the teams what they can and can’t do. As much as it would be against the ethos of prototype racing, things need to be reined in before they get much worse.
And on that rather depressing note, let’s look forward to a good season of racing, as unlikely as that might sound possible right now.
Mike Ward, riding a 1936 Velocette 500, scored his second win in the iTOO-sponsored Durban-Johannesburg (DJ) rally for classic motorcycles, which started in Durban on 10 March and finished the next day in Benoni. He was not only presented with the magnificent, silver Schlesinger Vase floating trophy but, for the first time in many years, he received a miniature of the trophy as a valuable keepsake.
This was the 51st running of this famous regularity trial which commemorates the annual race between the two cities which was held from 1913 to 1936 before the authorities withdrew permission due to safety concerns. It is for this reason that participating motorcycles must have been made prior to 1937.
Photo credit: DJ Rally / Nigel Cosway Photography
Ward had a winning score of only 663 seconds error at the various timed control points on the 700 km route which was similar to that used in the road races. There was a total of 76 controls – 38 each day – so these low scores are amazing. Ward, who is always a strong contender for victory on these regularity trials, scored his first DJ Rally win as far back as 2004. He had the lowest score on Day 1 this year and was fourth on Day 2. This was Ward’s 24th DJ and the 15th time he had ridden his Velocette at this famous event.
Martin Kaiser, at 31 the youngest rider on this year’s rally, took second place overall with 672 seconds of error and had the lowest score on Day 2. He rode a 1934 Sunbeam Model A 500. Third overall was five-times winner Gavin Walton (1936 AJS 500) with a score of 844, which was 20 seconds better than his brother, Kevin, who placed fourth on a 1931 BSA S31 Sloper 500.
There were 67 starters out of an original entry of 90 riders and 57 qualified as finishers. The weather varied from overcast, misty and damp to very hot. There were, unfortunately, two riders who crashed and had to be taken to hospital for treatment.
Photo credit: DJ Rally / Nigel Cosway Photography
Other previous winners who completed the route were Kevin Robertson, a seven-time winner, who placed eighth and three-time winner Martin Davis who took 13th place.
Eighty-seven-year-old Neville Smith was the oldest rider to complete the 2023 DJ, finishing 55th on his 1935 Rudge Rapid Touring 250, carrying the number 35 that refers to 1935, which is the year Neville was born and the year his Rudge was made! The oldest motorcycle to be classified as a finisher was a 1920 ABC, ridden by Peter Gillespie, which took 18th place.
Photo credit: DJ Rally / Nigel Cosway Photography
Gavin Walton, who rode his trusty AJS for the 17th time on a DJ Rally, said it was a tough event for both motorcycles and riders this year due to deteriorating road surfaces very few competitors had the benefit of rear suspension on their old motorcycles.
The heat was on this weekend as the season Hard Enduro National Championship had its opening leg take place in Heidelberg. Not only was the podium hotly contested by the heat combined with an intensely challenging route made for tough going, but it was Travis Teasdale from Husqvarna Racing that nearly triumphed but eventually had to succumb and settle for second to the sheer class of Wade Young.
Teasdale mentioned he had to settle a few niggles in the early stages of the event but settled and began to push from the second lap. The heat was a major factor and tested even the toughest and fittest riders to the maximum. “I’m content with second but would obviously have liked to be able to fight harder in that first lap that set me back quite a bit but it is a good start to the season and I’m happy with my fitness and the new bike” Teasdale commented after his debut race for Husqvarna Racing.
Image source: ZCMC Media
Teasdale’s teammate Heinrich Aust had a mare of a day not being able to come to grips with the terrain. “This track had a bit of everything ranging from hardcore uphill, riverbeds, gullies and gut-wrenching downhill which made for an extreme day out as it says on the label” Aust commented. He mentioned he took a lot of learnings out of the event and had to settle for P7, but already has his eyes set on the next event now the season is open.
Hard Enduro National Championship season is officially underway and the Brother Leader Tread KTM team got their first taste of the podium when Will Slater managed to push through what was widely described as a hectically hot and harsh route. Slater’s P3 is a strong position for the team who are always on the hunt for glory.
Image source: ZCMC Media
When asked about his day Slater did not mince his words: “Rocks, heat and some hell, this was my first National with the KTM family and the fact I managed to put the KTM on the podium makes me happy.” He went on to say: “Wade and Travis were here today so we had our work cut out for us and we knew that from the start on top of that, the track was super demanding as always.” “It was generally a good tough day and I was in the lead initially but I just faded off towards the end of the race which isn’t like me,” he said and continued “we will work on that during the weeks to come but all in all happy with my performance.”
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His teammates Dylan Jonker and Matthew Stevens had their challenges and respectively finished P9 and P12. Jonker indicated his main goal for the day was to put some points on the board which he succeeded in. Both riders learnt a lot from their mistakes and will take the learnings into the next round and continue improving as the season progresses.
For those who bleed blue, this latest YZ450F has been a highly anticipated motorcycle, a motorcycle that the Yamaha boys and girls have been begging Yamaha to build. So, what has Yamaha brought to the table for 2023? In short, their new model brings riders a lighter, slimmer, sharper and faster ride. Yamaha has stepped out of their comfort zone in order to get this right for ‘23’, and that’s by building a brand new YZ450F from the ground up.
With a globally high demand for the latest YZF, we were surprised to find out that Yamaha South Africa had managed to sneak in a few bikes for 25 lucky clients—who made sure they camped in line to get their YZ450F before anyone else. So, with one on the floor at Linex Yamaha Lynnwood, we made a turn to take a closer look.
Photo credit: Bjorn Moreira / ZA Bikers
Walking through the doors at Linex Lynnwood confirmed all the American and European hype over Yamaha’s new blue pill. It’s almost too good to be true, for the first time in something like five years, the Yamaha YZ450F has been given a complete revamp. What immediately strikes the eye is the more exotic plastic design—slimmer and cleaner lines. We then see ergonomic changes with a taller and flatter seat, wider footpegs, a narrower fuel tank, increased legroom between the seat and footpegs and revised handlebar positioning.
Photo credit: Bjorn Moreira / ZA Bikers
You could literally stare at the YZ450F for hours and find something new every time, just ask Justin Boniface (CRM manager at Linex Yamaha Lynnwood and national MX racer). From the design of the engine covers, aluminium bilateral beam frame, slimmer intake, updated power tuner app, hand-adjustable KYB suspension and new motor, you can just tell that Yamaha is ready to take on all championships this year. But, what is most clear is that Yamaha is listening to their rider’s feedback and in turn have taken this latest YZF to the next level.
Photo credit: Bjorn Moreira / ZA Bikers
Engine-wise, we are looking at major changes! The redesign sees a 500 rpm higher rev limit, new exhaust and intake port shapes, larger diameter titanium intake valves, new piston, cylinder, crankshaft and balancer assembly, and a switch from the wet sump to dry sump lubrication. In summary, this means the YZ450F offers more power across the entire rev range in a lighter and more compact engine.
Photo credit: Bjorn Moreira / ZA Bikers
Another new and interesting thing I heard Justin explain to a client, is how the rider can now adjust the new traction control and the updated launch control setting through the Yamaha Power Tuner App. Yes, riders can now select between three levels of TC, high, low or off and launch control now features an rpm limiting setting, which can be adjusted in 500 rpm increments between 6,000 rpm and 11,000 rpm. If you don’t get the holeshot after all this, then you’re doing something wrong.
Photo credit: Bjorn Moreira / ZA Bikers
There are a host of other smaller changes to run through, but without making it too long-winded here are a few standouts:
• Advanced fuel injection through a 44 mm Mikuni throttle body
• New Compact Lightweight Clutch
• Strong, Lightweight Wheels
• New Five-Speed Transmission
• New Air Intake
• Updated Rear Brake
• All-New Aluminium Bilateral Beam Frame
After a long hard look at the latest YZ450F, it is clear that Yamaha is looking to cater to a wider riding audience. Before the YZF used to be a required taste due to its riding ergonomics, which was either loved or hated, but for 23, I think we’ll start to see a migration from riders across the board because of these changes.
Photo credit: Bjorn Moreira / ZA Bikers
Previous YZF riders will enjoy these changes too, who wouldn’t prefer a light, slimmer and faster bike at the end of the day? One of these lucky riders was Riccardo Hill, rolling his YZ450F predecessor into Linex Lynnwood for his all-new 2023 Yamaha YZ450F.
Photo credit: Bjorn Moreira / ZA Bikers
We think Yamaha has a very competitive alternative to what rolls out of the European factory line. We hope to find out more about this latest blue beast throughout the year as more local riders get to rip them around our local tracks. The latest YZ450F will set riders and parents back a compelling R159,950 (R15,000 more than last year’s model), that’s if you get in line before the next shipment is all sold out.
Yamaha YZ450F
For more information on the bike featured in this article, click on the link below…
The Native Americans refer to “spirit animals” or “totems”, which are indicative of what kinship group you are part of or best suited to. There is no doubt in my mind that the Bison or American Buffalo is the spirit animal of the Indian Challenger Limited. This is a bike for wide-open spaces. I must admit to being just a tad intimidated at the prospect of trying to negotiate Friday lunchtime Jo’ Burg traffic on a behemoth Indian touring bike, complete with substantial fairing and panniers. Especially when that bike comes with a R650,000 price tag!
You certainly get a lot of bike for that amount of loot. The test bike was finished in a deep and lustrous black metallic paint job, set off with chrome pipes and subtle adornments. It has a huge visual presence which is a comfort when you are in traffic. I got a number of approving thumbs up from motorists while waiting at traffic lights. And wait you will, as there is no way you would or could even consider filtering on the big Challenger.
Photo credit: Dave Cilliers
The Power Plus 1768cc V-Twin motor is an absolute peach. Indian have gone for over square bores on the Challenger which makes it surprisingly revvy for a big bore twin. Methinks the “Battle of the Baggers” race class that has been so popular in the States may just have had something to do with this engine design. Endowed with typical big bore twin torque, albeit at higher rpm (3,800), the motor pumps out a healthy 128 ft-lbs of twisting force. It feels strong right off idle.
Photo credit: Dave Cilliers
The bike revs out to 7,500 rpm with remarkable smoothness. Not that you ever need to rev the bike hard. Satisfying go is available at all times. The 6-speed gearbox is clunky but positive. You are just aware that there are big cogs being swapped in there! Once out on the highway, you discover the big Indian’s reason for being. It lopes along with a muted V-Twin rumble with absolutely no fuss whatsoever.
The aerodynamics of the fairing is perhaps the best I have experienced on a full-dress cruiser. It is almost eerie how quietly the Challenger cuts serenely through the air. The analogue speedo is calibrated with 0 to 120 being marked by numbers which then get progressively smaller as the speed rises to 160 and beyond. Almost as if Indian expect their riders to spend most of their time below 120.
Photo credit: Dave Cilliers
That would negate a whole lot of fun though. When you crack the whip the big Indian responds wonderfully. The motor revs up smoothly and punts the 381 kg bike down the road with vigour. Peel into the first sweep and you are impressed by the perfectly neutral and stable steering. This is helped by the fact that the fairing is frame-mounted, contributing to the light steering. The bike remains a handful in the traffic, but as I started telling you, this is a “plains” animal.
Get out of town and let the 122 bhp Indian off the leash and revel in the smooth and fast progress. The seat is nicely shaped and comfy for the rider and reasonably sumptuous for the passenger, although a sort of grab loop projects from the front of the passenger seat which may restrict passenger movement somewhat.
Photo credit: Dave Cilliers
ABS Brakes are by Brembo and are predictably superb. Twin 320 mm rotors up front, with 4 pot callipers are complemented by a 298 mm rear disc and 2 pot callipers. Powerful with a good feel, as we have come to expect from premium Brembos. The tyres are Metzeler Crusetec, with a 130/60×19 up front and a 180/60×16 rear. They give good feedback and all round grip, complimenting the 130 mm of front-end travel on the USD Forks. The rear wheel travel is controlled by an excellent Fox shock which does the job superbly. Ride quality is excellent over all surfaces. It is uncanny how good a job the suspension does to keep things tidy but not at the cost of comfort.
Photo credit: Dave Cilliers
As you would expect at this price point the instrumentation is comprehensive. A 7” touchscreen TFT display rides below a set of analogue gauges which look just right, mounted as they are in the fairing. A trigger on the left switchgear as well as dash-mounted switches allows you to scroll through the screens, giving a GPS function or information screen with all the typical info regarding fuel levels, odo, tacho, battery health, oil pressure, clock, ambient temperature, weather and the like. It is Apple Carplay enabled.
Photo credit: Dave Cilliers
Speaking of temperature, it was around 32 degrees C when I rode the Indian. It gets properly hot behind the fairing in town and at low speeds, however, as speeds rise on the freeway, things cool down to satisfactory levels. The screen adjusts up and down via a switch on the right handset. I did not spend enough time with the bike to suss out the radio, way preferring listening to the rumble from the pipes anyway. There is a neat 12V charging point conveniently located in the fairing.
Photo credit: Dave Cilliers
Riding back to Indian, I got to thinking how typically American the Indian Challenger Limited is. It has a real hewn-from-billet feel. It is fast, comfortable and sweet handling, but all in an American way. It will get you cross country with style and a minimum of fatigue.
It will also make a bold statement about the rider. Someone who likes his bikes big, bold and a little brash. Someone who wants a two-wheeler to keep his Rauch Mustang company. A bike where he can pack the spacious saddlebags and just disappear into the wild blue yonder, just chilling out as he chases distant horizons. Grooving to the rumble of that big soulful V-Twin. It is a unique ride for the type of well-heeled rider who wants to stand out from the crowd.
Photo credit: Dave Cilliers
Indian Challenger Limited
For more information on the bike featured in this article, click on the link below…
The offroad racing season is officially open and the boys in orange made sure they came home with plenty of points for the Brother Leader Tread KTM team following round 1 of the National Cross Country Series. The event was held at the all too familiar Legends Adventure Farm just outside of Pretoria.
It was a big test for the team with three riders coming back from injury and they did not disappoint. Brad Cox who crashed out of the infamous Dakar Rally early this year made amends and walked off with a classy win in the OR1 class as well as securing 3rd overall. “I’m really happy to be back racing considering my start to the season and looking forward to building on this” Cox commented still caked in dust and sweat.
Image source: ZCMC Media
Teammate Scott Heygate also on the mend after a significant knee op said it was a demanding route “I took it one lap at a time and enjoyed being back on the bike” he added. Heygate has his sights set firmly on the rest of the season and expressed his gratitude to the team for supporting him throughout and is looking forward to raking in some solid results. Heygate eventually finished 2nd in the OR2 class bringing more points into the fold for the team.
Image source: ZCMC Media
Matthew Wilson, who had surgery on his shoulder in December, knew he was in for a long day. “I knew my fitness was going to be under fire here but I felt pretty happy with my pace, the third lap the fatigue was starting to become a factor so I pushed up until the fourth lap before calling it,” he said knowing the season is still long and won’t be won or lost in a single race.
Image source: ZCMC Media
Stalwart Kerim Fitz-Gerald has his sights set on the overall victory once more even though he is riding in a new class this season tackling the competitive senior class. “Overall has always been my goal” Fitz-Gerald exclaimed. Fitz-Gerald had a roller coaster of a day suffering a small crash but thankfully he didn’t damage anything on the bike or himself. “There were some moments out on the route, I love the twisty stuff so pushed hard there,” he said and added that all in all he had a good day on the bike. “Taking the win in seniors is a good start but I look forward to the rest of the season to try to bring home the overall win,” he said.
Image source: ZCMC Media
Megan Prinsloo from KTM South Africa said the team is content with two 1st places and a 2nd for a flying start to the season laying an excellent foundation to only improve on as the season progresses.
The Husqvarna Racing team lined up two riders strong for the National Cross Country Championship season opener just outside Pretoria on the weekend. Megan Prinsloo from Husqvarna South Africa reflected on the race saying it was a strong start to the season for the team. Taking the overall in OR2 and securing P3 in OR3 is promising looking ahead at the rest of the season and secured some much-needed points early on for us as a team.
Image source: ZCMC Media
Davin Cocker was racing like a bat out of hell and tore up the route on his way to not only securing the overall win but also P1 in OR2. “This was my first overall win at a National Championship and I cannot wait for the next event” a visibly enthused Cocker commented. Cocker went on to say the track was a good challenge dishing up some diverse terrain that kept him engaged and focused throughout and it showed in his result.
Image source: ZCMC Media
New signing, Ryan Pelser, had as he put it “a proper” day out on his debut race for the Husqvarna Racing team. “This route was super demanding but I loved it, it was tight and loads of fun,” he said having finished P3 in OR3 and still in the top 10 overall which is commendable.
Pepson Plastics Scottish Cables Motul Factory Kawasaki Racing enjoyed a winning start to its 2023 Trademore South African Cross Country Racing campaign. Wian Wentzel took the 250cc OR3 victory on his class debut, while teammate Pieter Holl won the Master’s class.
The team also starred across the board, as Cross Country debutant Ryan Angilley was an impressive fourth in OR3, Jaycee Nienaber a strong fifth in OR1 and Brian Bontekoning seventh in Masters after a promising start. In the Junior classes, Nathan Sinclair was seventh in 85 IPC, while Jake Pretorius had few issues but still almost cracked a National 85 top ten.
2022 SA 125 High School champion Wian Wentzel took a four-minute debut 250cc OR3 victory in a splendid sixth overall aboard his little Pepson Plastics Scottish Cables Motul Factory Kawasaki KX 250 X. “What a day!” Wian beamed. “It started with a good qualifying result and I felt comfortable from the get-go.
“The track was very demanding and consisted of various terrains, but I kept it smooth and consistent throughout the day. “My Pepson Plastics Kawasaki handled perfectly and I am very happy to walk away with the win and sixth overall! “Huge thanks to the whole team for the slick pitstops and all the support. “Now let’s keep the momentum rolling!”
“My nerves at the start of a National are difficult to describe, but it was especially exciting to be starting my first National in almost 2 years,” Pieter reflected. “That’s what makes the Nationals different! “So great thanks to Iain and the Pepson Plastics Kawasaki crew for all his experience, and a team that keeps calm and collected, no matter the outcome.
Image source: Motorsport Media
“All in all, it was a great day out racing. “Riding a Japanese bike is always exciting and I also truly appreciate all my rivals, Wian and the GXCC team who made sure everything ran smoothly, and tough, just the way we like It. “It’s also great to see our sport growing in numbers, so let’s hope that we see even more sponsors and teams join in on the fun.”
Former five-time SA motocross champion Ryan Angilley made an impressive Cross Country debut on his Pepson Plastics Kawasaki in fourth in OR3. “This was my first cross-country race, so I was still unprepared. “It took a little time to understand how to read the track markings in the time trial, which led to mistakes and overshooting turns, so I ended up 26th!
“I started to get the hang of it by lap 3 and felt strong in the rocks. “That was strange, as I’d never ridden rocks before! “So I pushed there but had a crash which gashed my elbow. “It was sore, so I just rode for the finish and ended fourth in class and 11th overall.” I am really enjoying Cross Country racing and I will definitely be back for more and fighting for wins!”
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“The opening Legends Cross Country round was a bit of a mixed bag for us,” Pepson Plastics Kawasaki team principal Iain Pepper concluded. “The guys showed incredible speed and determination, Wian won OR3 and Pieter took the Masters’ victory. “Ryan ended a brilliant fourth in OR3 on his Cross Country debut and Jaycee delivered a strong top-five in OR1.
“Brian was seventh in Masters’, Nathan seventh in the 85cc IPC class after running in second and Jake Pretorius had few issues but still almost cracked a top ten finish. “It’s a pity our High School rider Jayden Boyce retired and we wish our OR1 man Taki Bogiages a quick recovery after his tumble after a great fifth in the time trial.
“We are more than proud of our strong start and Pepson Plastics Scottish Cables Motul Factory Kawasaki Racing is already looking forward to the next race at Jolivet in KZN on 15 April. “Bring it on!”
Image source: Motorsport Media
*Pepson Plastics Scottish Cables Motul Kawasaki Factory Racing salutes Gilberts Mining & Engineering, the Reinhardt Transport Group, Michelin, Arai, Bikewise, Acerbis and Renthal handlebars for their support.
Franchise Co Sleepover Tork Craft Honda Racing came home from the season-opening Trademore South African National Cross Country season opener at Legends Park with a bag full of trophies and top results on Saturday.
Michael Pentecost led the charge in fifth overall and second in open class OR1, with teammates Gareth Cole and Hayden Louw third and fourth in class, both also in the overall top ten. Wynand Delport and Warrick van Schalkwyk added two more silver medals in the Seniors and Masters classes, all of the team’s four OR3 riders were in the 250cc top ten, and its junior riders starred too.
“Wow, that was a tough, hard race so I’m happy to have opened the season with a strong result and a good points haul,” Mike Pentecost explained. “My bike was not set up for this extremely tight and rough terrain, so I kept my cool and rode as fast as I could in the conditions. “My Franchise Co Sleepover Tork Craft Honda was still tip top throughout, the pitstops were seamless and my team was on point all the way. “Now for Jolivet – bring it on!”
“The track was really rough and demanding and it never quite suited my style, so it was a long day in the saddle and I had to stay focused,” Gareth Cole reflected. “I had a slow start with two silly falls early on, so I had to play catch up. “Still, all things considered, I’m happy to salvage third in class and seventh overall. A good result for the team and for the championship. “I’m also happy to come away ready to race the next one! “
Image source: Motorsport Media
“That was a decent start!” Hayden Louw admitted. “My great team put a huge effort into this first race as always, but my time trial never went as planned. “I started 24th, so I had a lot of work to do. “I pushed where I could and paced myself on the harder bits and in the dust and got into a good rhythm. “I’m chuffed with ninth overall and fourth in class with a long year of racing still ahead of us.”
Franchise Co Sleepover Tork Craft Honda racing also had a great day with two seconds in the elder classes “It was very rough and the Legends track was demanding,” Wynand Delport reported after a fine second in the Senior category. “My team did great and my equipment was better than par on a tough day. “I need to work on a few little things before we head out to Jolivet in KwaZulu Natal for the next national Cross Country race. “I love racing in KZN!”
Image source: Motorsport Media
Warrick van Schalkwyk doubled up with an epic and close second in Masters. “My shoulder spasmed last week and my chiropractor did what she could,” Warrick explained. “My bike was great, and I led early on, but I had to pick it out of a rut and manage the pain after that. “Then I felt better on the last lap and passed Pieter Holl but I collided with my teammate John Botha in the dust near the end. “I got up and rode home a surprised and sore second.”
Image source: Motorsport Media
Four Franchise Co Sleepover Tork Craft Honda CRF 250 RF finished in the OR3 class top ten. Haydn Cole came home fifth, Tyron Beverley eighth, Noah Maartens ninth, and John Botha in tenth.
Haydn Cole was happy with a positive start to his season and some decent points in the bag. “That’s a top-five finish in the very competitive OR3 class, so all good!” Haydn confirmed. “I struggled a bit early on but got to grips with a very demanding and rough track as the race progressed. “I’m also happy to come away in one piece after a few crashes on the day.”
Image source: Motorsport Media
Tyron Beverley fought back to eighth in OR3 after hitting a rock and breaking a few spokes on his machine’s front wheel early in the race. He was forced to return to the pits to change wheels. “My Franchise Co Sleepover Tork Craft Honda had amazing pace and felt good, but a bit of bad luck cost me some positions,” Tyron explained. “No matter, there’s plenty of racing left in this championship and I’m ready for the next one!”
“Legends went well despite me making a bit of a dodgy start,” Noah Maartens pointed out. “It went better as the race progressed and I was happy with my fitness, while my bike ran like a beast from start to finish. “I’m really keen for the rest of the season, so huge thanks to Uncle Harry Grobler and the Franchise Co Sleepover Tork Craft Honda team for making it all possible”.
Image source: Motorsport Media
“My first National of the year turned out to be a super rough day,” John Botha admitted. “I struggled with my setup and I really can’t say much about it, but that’s racing, so onwards and upwards! “Big thanks to my Franchise Co Sleepover Tork Craft Honda team, Uncle Harry, and my family for all the support. “I will be back and ready at the next one!”
It was also a good day for Franchise Co Sleepover Tork Craft Racing in the junior classes as Murray Smith took National 85 cc honours with Jaden Els sixth and Liam Scheepers seventh, while Johandre Vermaak came home 13th in the hugely competitive 125cc high school class.
“All in all, that was a rough, tough and difficult season opener,” Franchise Co Sleepover Tork Craft Honda Racing team boss Harry Grobler wrapped it up. “We scored three-second places, a pile more podium positions and top ten finishes and our juniors also scored well. “That’s a great start to our national racing year and well done one and all, it’s just going to get better and better from here!”
Image source: Motorsport Media
*Honda Racing salutes its partners, Tork Craft Tools, The Franchise Co, Sleepover Motels, CIT Accessories, Motul Oils, Mitas, Leatt Protectives, Pollisport, TNT Nutrition, Galfermoto brakes & Nitro Mousse
Husqvarna is tweaking the Norden 901 to increase its touring potential and broaden the appeal of the model. The new Norden 901 Expedition has upgrades to the suspension, rider comfort and storage over the standard model.
The Expedition gets long-travel WP XPLOR suspension, fully adjustable for compression, rebound, and preload settings to create a personalised set-up based on individual preferences.
Photo source: Husqvarna
Heated grips and rider seat, and a larger Touring Windshield increases the comfort on cold mornings and long trips and the package is completed by the fitment of soft panniers, offering 36 litres of capacity.
The mechanical architecture remains the same, with an 889 cc parallel-twin engine producing 105 hp and 100 Nm of torque. It is housed inside a steel trellis frame, which provides exceptional agility, rider feedback, and comfort throughout the longest of riding days.
Photo source: Husqvarna
Completing the build and improving ease-of-maintenance and protection, a new centre stand, engine guard, and Connectivity Unit are fitted as standard. With the Ride Husqvarna Motorcycles app installed onto a smartphone, and with the device paired to the motorcycle’s Connectivity Unit via Bluetooth, riders will benefit from downloadable maps, Turn-by-Turn+ navigation, Call-In, Call-Out, and view real-time traffic information, music selection and volume using the handlebar-mounted buttons.
Photo source: Husqvarna
The media launch for the new Norden 901 Expedition is later this month so we’ll bring you our impressions as soon as we’re back. In the meantime, contact your nearest Husqvarna dealer for more information.
For those of you who aren’t familiar with the importer AMP (After Market Products), they are the company behind some of the brands that we all drawl over at our local motorcycle accessory shops and Linex Yamaha dealers. AMP strives to bring in motorcycle apparel that holds a certain reputation across the waters for unmistakable design and quality—brands that serve everyone from weekend riders to professional athletes. We are talking about brands like Shoei, UFO Plast, RK Chains, Progrip and a list of other fantastic motorcycle accessories and marine products.
With a host of products at hand, we turned a fine eye to AMP’s Shoei VFX-WR and Progrip goggle range.
Photo credit: Bjorn Moreira / ZA Bikers
The name Shoei needs no special introduction, they are a cherry on the cake helmet manufacturer who is known for their feature-packed, supremely safe, comfortable and stylish helmets. Yes, Shoei is known for well-built helmets that sit at the top end of the market and we think the all-new Shoei VFX-WR is no exception.
Just when the dirt lovers thought they had it all, Shoei takes the VFX-WR to a whole new level. This new lid is fully loaded with next-level performance, safety, style and progression. Shoei has been able to do all of this without sacrificing any of the qualities that have made their motocross and off-road helmets the top pick for many championship-winning riders in the last decade.
Photo credit: Bjorn Moreira / ZA Bikers
What Shoei prides itself on, is safety, and for 2023 the VFX-WR gets their latest safety technology called M.E.D.S (Motion Energy Distribution System). In short, this is a very advanced system with a double inner shell. How it works is, the primary layer of the EPS shell is optimal impact absorbing, while an extra middle layer of the EPS liner reduces rotational acceleration energy to the head—offering riders that extra bit of security.
Photo credit: Bjorn Moreira / ZA Bikers
The front of the helmet has also been updated with a more aggressive look, fitting perfectly within the segment of high-end dirt helmet designs. Working with the aero of the helmet, Shoei has placed a plethora of ventilation points to make sure their riders are kept cool on the trail and track. I’m really not lying, you can find vents and extraction points on the brow, upper head, chin, rear and neck—plenty to keep the rider cool.
Photo credit: Bjorn Moreira / ZA Bikers
When it comes to comfort and general fit, the VFX-WR comes in four outer shell sizes (XS-S/ M/ L/ XL-XXL), a super soft 3D Max-Dry centre pad and cheek pads. The helmet fits snugly and if it is a tiny bit loose, you’ve got a selection of cheek pad thicknesses (31, 35, 39, and 43 mm) to help create that perfect fit. We think the Shoei VFX-WR is probably, if not the best Dirt bike helmet you can buy, but when buying the best it comes at a price and this price is R10,500.
Photo credit: Bjorn Moreira / ZA Bikers
What a top-tier helmet deserves is a good set of goggles and in this case, we’re looking at Progrip. Progrip products have been around for over 45 years, with their racing DNA continuously striving to produce high-quality products used and tested by world champions. Progrip’s product range is as diverse as you can imagine, but in our case finding a set of goggles for the Shoei VFX-WR was the challenge. We opted for the Progrip 3205 and 3300 goggles.
Photo credit: Bjorn Moreira / ZA Bikers
Many people think choosing the right goggles is left to personal preference, but actually, it is firstly dependent on your helmet’s shell shape. With Progrip we know it fits the Shoei just right, but which one should you go for? Budget wise and if you like the more traditional look, you should slide on the 3300.
Photo credit: Bjorn Moreira / ZA Bikers
Although more traditional the 3300 goggles lose nothing in quality. Right out the bat, you’ve got two choices when it comes to these goggles, you could go for the clear or the fluorescent lens—both are equally spec’d. The goggles are spec’d with a 1 mm thick lens that is both anti-UV and scratchproof. Additionally, you’ve got pins incorporated into the lens for tear-offs.
Photo credit: Bjorn Moreira / ZA Bikers
The goggles are soft to the skin with a dual-density sponge and on this pair, you’ve got an awesome red-coloured water-repellent velvet material on the rim. On the bands, you’ve got a triple silicone strip which helps secure the goggles onto the helmet in dusty and wet conditions. The 3300 offers great value for money at R575 for the transparent and R675 for the fluorescent.
Photo credit: Bjorn Moreira / ZA Bikers
Then we get the stylish Progrip 3205 magnet lens goggles, which are hands down the best-looking of the bunch. For many, these will remind you of slopestyle skiing goggles and yes, you either love them or you don’t. Fortunately, I think they are the dog’s bollocks of goggles (super cool).
Photo credit: Bjorn Moreira / ZA Bikers
So, what sets these goggles aside from the rest? For me at least it’s the wider field of vision, allowing you to worry less about turning your head and using your eyes instead. The wider field of vision is thanks to the magnetic lenses and on top of this Progrip has thrown in some new technology in the form of fog proof lenses—this lens technology patented “NO FOG” holds the best performance on the market. Additionally, they come equipped with anti-UV and are scratchproof.
Photo credit: Bjorn Moreira / ZA Bikers
Interior wise they are similar to their more affordable siblings with the same dual-density sponge with water-repellent velvet and triple silicone strips on the elastic band. Overall, the fitment is tighter, they fill more surface area on the face of the helmet, which in turn allows less dust to enter. We see the 3205 competing with the best in the market for a very competitive price of R1,175.
Photo credit: Bjorn Moreira / ZA Bikers
Shoei VFX-WR & Progrip Riding Goggles
For more information on the products featured in this article, click on the links below…
Image source: DJ Rally Facebook / Nigel Cosway Photography
Can you just imagine a bunch of bikers sitting in a pub in 1913 and someone coming up with the idea of a race? Now with bikers, there is nothing strange about that. Rumour has it that motorcycle racing was birthed when the second bike was built! This was not just going to be a quick squirt down a local road. This would be a PROPER race! Like from Durban to Johannesburg!
To understand the enormity of it all, just consider the roads back in 1913. There were no highways, just dirt roads and virtual goat tracks between the towns en route. Add to that the fact that bikes were still in their infancy and required serious attention to keep them running with any semblance of reliability. The ‘DJ’ proved so popular that it became an annual event. It was a race up until 1937 after which the authorities decided that it was too dangerous. It then became a regularity Rally.
Image source: DJ Rally Facebook
2023 is the 51st running of the DJ. It was almost a non-event as funding is tight in our current economy. That is until SA Motorsport stalwart Paolo Cavalieri came to the rescue. Best known for piloting fast racing BMWs and supporting various race endeavours, Paolo, the boss man at Hollard, stepped up with a sponsorship for the DJ by iTOO, a special risks Insurer in the Hollard stable. There are 90 entrants for this year’s DJ which starts from the Hillcrest shopping centre on the 10th of March, overnights in Newcastle and finishes at the Benoni Northerns Sports Club on Saturday the 11th.
The route tries to stick as close to the original 700-odd km route as possible. Needless to say, the roads are radically different today! Who knows, if our roads keep deteriorating contestants may be back on gravel in years to come. Entrants compete for the Schlesinger Vase, made in London in 2014 and awarded to the winner by the then Chairman of the Johannesburg motorcycle club, Issy Schlesinger.
Image source: DJ Rally Facebook / Nigel Cosway Photography
A number of previous winners will participate in this year’s event. Gavin Walton will be chasing his 6th victory, Kevin Robertson his 8th, Martin Davis his 4th and Mike Ward his 2nd. Ralph Pitchford, also a previous winner and top contender is taking a breather this year. Trevor Binder, father of MotoGP stars Brad and Darryn, will again turn out on his 1934 Indian Scout.
Image source: DJ Rally Facebook
The oldest rider who entered is Neville Smith at 87 years young, on his 1935 Rudge Rapid Tourist. The bike carries the number 35, which is the year that both rider and bike were birthed. How cool is that?
At the other end of the scale, the youngest rider is Martin Kaiser 31 years old on a ’34 Sunbeam 9A 500. The oldest bike in the field is a belt-driven German-built Durkopp 500, dating back to 1910. Not many of us, if any, will still be ‘running’ in 113 years! The fairer sex is represented by Benita Palmer riding a 1934 Coventry Eagle 250 and Bev Jacobs on a 1935 Triumph 250. Benita is one of nine first-time DJ entrants. There are 3 sidecar rigs entered as well.
Image source: DJ Rally Facebook
Wayne Harley, who is the curator of the magnificent Franschhoek Motor Museum, will again ride the DJ on a 1923 AJS Model D 750 from the museum. Bears asking why he is not on a Harley, doesn’t it? Leo Middelberg, a past winner and vastly experienced rally organiser, is the Clerk of the Course. Several local motorcycle clubs assist with the organising under the auspices of the Vintage and Veteran Club of South Africa.
Image source: DJ Rally
Kudos to iTOO for standing in the gap and ensuring that this event, with such a rich history in South African Motorsport, takes place and prospers. To all the bikers out there who are looking for a cool event to support, pop into the Benoni Northern Sports Club and welcome these intrepid bikers home. Riding these old bikes is not for the faint-hearted, requiring considerable mechanical finesse to keep these old bangers running. The fact is, we owe it to these pioneers of motorcycling for establishing an industry that gives us so much joy.
Image source: DJ Rally Facebook / Nigel Cosway Photography
FOOTNOTE ON iTOO:iTOO operates as Hollard’s preferred underwriter of speciality products, which cater to the unique needs of the modern world, ie, art and collectables, cyber, digital products, entertainment, sports & events, financial lines & crime, liability & special risks, professions, schemes & binders, trade credit & bonds. iTOO partners with 650 brokers in South Africa and other African countries in taking their speciality products to market.
Indian Motorcycle knocked it out of the park two years ago with the new Indian Chief. Powered by the company’s 1,890 cc Thunderstroke 116 V-twin motor, the updated Chief combined minimalistic styling with modern tech and even threw in twin rear shocks to entice the Dyna crowd.
Now the American marque has expanded the Chief line further, with the addition of the 2023 Indian Sport Chief. The Sport Chief takes the base model Chief, and upgrades it with some key performance tweaks and a hefty dose of West Coast ‘club’ style. In short, it’s an out-the-box performance cruiser that gets its inspiration directly from the custom cruiser scene.
Image source: Indian Motorcycle
“In 2021, we celebrated the 100-year anniversary of Indian Chief with a lineup that pays homage to the glory days of American motorcycling,” says Indian Motorcycle’s design chief, Ola Stenegärd. “With Sport Chief, we wanted to maintain the same care-free attitude and American muscle, but elevate it even further with componentry that not only delivers a style and attitude that exudes performance, but raises the bar entirely for performance cruisers.”
Image source: Indian Motorcycle
To better match the Thunderstroke engine’s 162 Nm of torque, Indian started with the Sport Chief’s suspension and brake package. The front end wears the upside-down KYB forks from the Indian Challenger, with a pair of piggyback Fox shocks which raise the rear by 25 mm over the base model Chief. Extra travel equals extra lean; the Sport Chief’s good for 29.5 degrees on each side.
Image source: Indian Motorcycle
A pair of four-piston Brembo brake callipers do duty up front, gripping 320 mm discs. The Sport Chief sticks with the Chief’s 19F/16R wheel size combo but features more aggressive-looking alloy hoops. They’re wrapped in Pirelli Night Dragon rubber.
The biggest visual hit comes from the Sport Chief’s new quarter fairing. It’s a dead ringer for the many aftermarket options you’ll typically find on ‘club-style’ bikes, with air scoops on the side adding to the bike’s performance vibe. Taller and short windscreens are on offer too.
Image source: Indian Motorcycle
Just behind the fairing sits a set of moto-style handlebars, mounted on extended 6” risers—another common mod. Combined with the deeply-scooped ‘gunfighter’ seat, the whole setup creates a purposeful riding position for more spirited riding.
Image source: Indian Motorcycle
Modern amenities include the Chief’s fully-connected 4” touchscreen dash, a keyless ignition, ABS, three rider modes, a USB charge port and full LED lighting. The Sport Chief comes in matte black, matte red and gloss grey.
Image source: Indian Motorcycle
It’s hands-down the best-looking Chief in the range, and should be a total hoot to ride, too. If you feel like it needs more tweaking, aftermarket accessories include even swisher Fox shocks (that are also adjustable), longer 10” handlebar risers, and various seat, luggage rack and luggage options. But the only thing we’d really want to change is the exhaust.
There isn’t a motorcycle importer in South Africa who isn’t always trying to think up new ways of promoting their products in a new and interesting way. Giving new models to journalists is one thing (and not completely ineffective) but that’s the easy way out; trying to come up with something that’s not been done before is slightly more difficult.
Suzuki South Africa put their collective heads together recently to come up with a way of reinforcing the news that the new GSX-S1000 is here and available in Suzuki showrooms countrywide. It’s not a new model but it is one that deserves a bit of trumpeting about, being a valuable entry into the naked sports bike class.
Photo credit: Bjorn Moreira / ZA Bikers
So, what was this novel idea? Basically, it was the decidedly worrying idea of letting journalists loose on two brand new GSX-1000s, still in their shipping crates, and instructing them to get them ready for delivery. Two two-man teams were formed, being from Dirt & Trail/Ridefast magazines and ZA Bikers and we both had a bike to prepare before we would ride them off into the sunset on an extended test.
Photo credit: Bjorn Moreira / ZA Bikers
The bikes were in an as-delivered from-the-factory state, which means they were crated virtually complete and needed only the final assembly of handlebars and switchgear as well as various adjustments and checks, such as ensuring the correct torque had been applied to wheel spindle nuts, brake calliper bolts and so on. The battery had to have a quick charge, number plates and licence disc attached, the engines run and then stopped to check the oil level and topped up if necessary. Basically, the process comprised lots of small steps in order to ready the bike for delivery and, according to Doug Lang of Suzuki, should take us no longer than 45 minutes. Easy for him to say!
Photo credit: Bjorn Moreira / ZA Bikers
As delivered, the bikes are encased in a framework of steel strips bolted together and a large cardboard ‘lid’. A box nestles within containing assorted nuts, bolts and other small components.
With the clock running, the first task was to remove the cardboard ‘lid’ and disassemble the steel structure encasing the bike. The battery was removed to put on quick charge and then assembly could begin. There was nothing particularly challenging but common sense had to be used and teammates had to coordinate with each other in order to stay out of the other’s way as much as possible.
Photo credit: Bjorn Moreira / ZA Bikers
All the handlebar switchgear was hanging loose and had to be assembled on the handlebars before the latter could be bolted to the top triple clamp. The clutch lever was already attached to the ‘bars, but the front brake/master cylinder assembly had to be attached. Affixing the two switchgear pods to either end of the bars proved to be tricky, with two lengths of screws and no indication of which hole took which screw. Trial and error followed: more error than trial, it has to be admitted!
The key thing was to not rush: more haste, less speed, I think the saying goes. Also, as each team was to keep ‘their’ bike for a couple of months, we needed to get it right if we weren’t to inadvertently kill one of our colleagues. Even though it was a race, care had to be taken to get everything right.
Photo credit: Bjorn Moreira / ZA Bikers
The rear number plate carrier had to be fitted and even the licence disc had to be cut out and clear-taped to the top of the fork stanchion. Handlebar mounting bracket bolts had to be torqued down to the right setting and the torque wrench was also applied to the front brake calliper bolts and the wheel spindle bolts. The brake discs had to be wiped clean with petrol.
Photo credit: Bjorn Moreira / ZA Bikers
With the bikes together, we could now fit the batteries and fire the bikes up to check the oil levels, as well as the function of lights, indicators, etc. Setting the time and date on the dash was a bit of an issue as we tried to suss out how the mode and adjustment toggle switch worked. Both bikes needed a slight oil top-up.
We got hung up with our dash setup – will any owner ever have to endure the pain of trying to adjust the time and date? Both teams were virtually neck and neck but a tactical move on ZA Bikers’ part pulled back our slim advantage over our rivals. Realising that we could do final adjustments while our bike ran through its start-up sequence, we hit the starter and our bike idled as we finished our final adjustments. The bike needs to idle till the fan comes on at 105 Degrees C, then runs till the engine cools and the fan switches off. If the rest of the assembly is complete and in ship shape, the team that has the fan turned off first wins the shootout. And so it was.
Photo credit: Bjorn Moreira / ZA Bikers
Dirt & Trail/Ridefast were in our slipstream, but with wild jubilation and fist pumps (well, a dignified ‘well done, old chap’) ZA Bikers’ fan cut off literally seconds before theirs! ZA Bikers had prevailed! From start to finish, it had taken an hour and fifteen minutes to assemble and PDI (Pre-Delivery Inspection) the bikes. Doug burst our bubble by telling us that the factory allocates 45 minutes for this task and he did not consider us worthy of employment. 45 minutes sounds reasonable once you know what you have to do before you have to do it.
Photo credit: Bjorn Moreira / ZA Bikers
Personally, I would have loved to have been given a deconstructed engine and told to get on with putting it together but presumably, Suzuki wants to sell the bike without a small bag of left-over nuts and bolts that were ‘obviously’ superfluous… As it was, the minimal ‘assembly’ required to prepare the bike for delivery to a lucky customer was a fascinating insight into the logistics facing motorcycle importers, not to mention getting us closely acquainted with what was due to be ‘our’ bike for the next three months.
During this time we will use them as daily rides and give you all the feedback on living with these beauties on a day-to-day basis.
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Our thanks to Suzuki SA for a fun and novel introduction to the GSX-S1000. Visit your local Suzuki dealer for more information.
Suzuki GSX-S1000
For more information on the bike featured in this article, click on the link below…
Lesotho Off-Road Association (LORA) would like to address the understandable concern and speculation around the future of the Roof of Africa event. As the long-term custodians of the ‘Mother of Hard Enduro’, LORA is conscious of its obligations to the local and global Hard Enduro communities, the people and government of Lesotho, Lesotho Tourism, local businesses, and of course the sponsors, and would like to assure all stakeholders that the event will indeed continue.
The riding community at large will be aware that Live Lesotho has taken the decision to terminate their involvement as organisers of the event, with immediate effect. This follows the breakdown in renewal negotiations between LORA and Live Lesotho at the end of their 4-year contract period. LORA is dismayed that this is the ultimate decision made by Live Lesotho, but we want to assure all interested parties that we will now begin the process of vetting a suitable management partner, in order to ensure that the bar that has been set for The Roof is upheld and taken to new heights.
“On behalf of everyone at LORA, I’d like to express my thanks to Charan Moore and his team at Live Lesotho for their hard work over the 4-year duration of our contract with them,” commented Koo Lemeke, Chairman of LORA. “We regret that a mutually agreeable resolution to our negotiations was not arrived at, but would like to assure everyone who loves the Roof that the Roof will continue, starting with the 2023 event,” he added.
LORA recognises that planning and organising an annual event of this scale and calibre is no small undertaking. This awareness will guide the selection process and ensure that future partners are able to build on the awesome legacy of the Roof, and continue to elevate the status of the race through innovation and a determination to give back to the riding community and people of Lesotho.
“The Roof is bigger than any one organisation, including ourselves, and we are determined to see it continue for the benefit of everyone who loves Lesotho, and loves Hard Enduro,” he added.
Since its inception, the Roof of Africa has helped to raise Lesotho’s international profile and attracted a great many visitors to the country and the Maluti Mountains. LORA remains 100% committed to the future of the Roof, and to ensuring that this race remains a fixture on the Hard Enduro calendar for many years to come.
“We have already contacted the organisers of the World Enduro Super Series (WESS) regarding their criteria for both promoters and events, and will issue regular updates on any developments,” concluded Lemeke.
More details about the new Roof management partners and any changes/updates to the event itself, will be released in due course.
The much awaited third episode of Red Bull’s Giving It Gears features professional off-road and hard enduro rider, Kirsten Landman. The comedic motorsport series, hosted by Jason and Nick Goliath, continues to document their journey as they travel the country in a minibus taxi in search of elite athletes and adrenaline-pumping challenges. This time, the duo’s adventure will launch them full-throttle into the sun-scorched Atlantis dunes as they attempt to recruit the best of the best to join their Red Bull Box Cart race team.
Hailing from Cape Town, South Africa, Landman grew up on dirt bikes starting at the age of eight and launched her professional career at the age of 22. Just last month, Landman took on the toughest challenge of her life, as she competed in the most difficult class of the Dakar rally, the original category known as Malle Moto. The race required riders to repair and maintain their own bikes after hours of racing each day, battling against the elements of intense cold and heat. Through grit, skill, and sheer determination, she finished the gruelling race in 67 hours, 37 minutes, and eight seconds.
In Jason’s search for the perfect partner for the Box Race, he knew he needed someone who’s had their mettle repeatedly tried and tested and came out on top. “Working with Kirsten Landman is like working with Clark Kent and you had no idea he has superpowers,” he jokes. “She is humble, unassuming, and when you see her do what she does, she can only be described as a superhero.” But, to earn the respect of the dune-crusher, he’ll first need to prove himself in a 1-on-1 race across the cape sands.
“Jason trying to beat Kirsten in the dunes was wonderful, because he believed in himself, but everyone knew it was never going to happen…SHAME,” says Nick Goliath. Landman took the opportunity to make the most of her off-road-to-box-cart switcheroo, recalling the experience as filled with “lots of laughs and memories banked for a lifetime! It was something I always wanted to do, and I loved every second of it.” The Goliath brothers highlighted how Landman was living proof that it’s not about how you fall, but how you get up that matters – an invaluable quality for a hard enduro racer.
Photo credit: Red Bull Content Pool
The only thing longer than Landman’s track record is perhaps her endurance races themselves. The rally-racer has already made history as the first female to finish races such as Red Bull Romantics, Red Bull Sea to Sky, Red Bull Megawatt 111, Red Bull Braveman, the Roof of Africa, and in 2020, she was the first African woman to finish the Dakar Rally in Saudi Arabia.
To catch Landman in her element and Goliath out of his, as they hurtle through Cape Town in a hilarious Red Bull box cart race, stream the latest episode of Giving It Gears on Red Bull TV on 24 February 2023 here: www.redbull.com
The motorcycle manufacturer Big Boy holds a significant place in the South African commercial segment. Yes, Big Boy has created a massive stir in the market—they’ve built a good reputation and have been labelled “the brand that offers more ride for your rand.” What this means, is that in the current rand rolling downhill times, start-up companies, major players and independents can all keep the ball rolling with affordable, reliable, and well-backed motorcycles from Big Boy.
Big Boy has made many business decisions easier, but also run a whole lot smoother. One of the freshest hotcakes Big Boy sell, is their Velocity 150. Now, the Velocity does so well because it looks good, it rides well, it comes with a three-year/20 000 km warranty, it’s backed by SAM’s (South Africa Motorcycles) great after-sales support and it’s priced to go from R16,799.
Photo credit: Bjorn Moreira / ZA Bikers
So, with arguably the best-selling commercial bike in the country and a host of Big Boy models following suit, what is there left to offer? That’s where the updated Velocity 150 Cargo and Legend 125X come into the picture.
2023 brings a new Velocity into town, the Velocity Cargo—engineered to carry even more than before. Although the Cargo rolls on the same chassis and motor, we see a softer and thicker seat, an 11.5 L tank, a wider box bracket, and stiffer rear shocks. In all honesty, the standard Velocity never lacked the essentials and if it did to some, it was always justified by how affordable it was compared to the rest. But, what the Cargo does is uplift Big Boy into a new playing field where riders don’t need to justify the price, because the Cargo isn’t just good for its price but just good, period.
Photo credit: Bjorn Moreira / ZA Bikers
On the rear of the Cargo, we see four mounting points for the luggage rack, two on either shock and two on the elongated mudguard bracket. It’s such a simple thing, yet with the design of most motorcycles the majority of brackets cover the rear seat relieving all functions of the rear seat and in turn putting a lot of weight over the rear axle. On the Cargo, you see almost an equal weight distribution with the weight being moved more mid rather than to the rear.
Photo credit: Bjorn Moreira / ZA Bikers
On the road the Cargo handles the urban commute as it did before, but with a stiffer double spring setup on the rear, which allows more weight and also better handling. The 2.4 l/100 km (41 km/L) fuel economy is greeted with an 11.5 L tank which is 3 L more than the base Velocity—allowing riders to go further with peace of mind.
In summary, the Cargo offers more bang for your buck than before with a longer range, more cargo space, stiffer suspension and a comfier ride. This sounds like a big price increase is about to get mentioned. That’s what I thought too! However, in typical Big Boy fashion the Cargo will cost you R17,299, that’s just R500 rand more and a no-brainer at that.
Photo credit: Bjorn Moreira / ZA Bikers
With the Cargo stealing the spotlight in the first half of the piece, we take a closer look at Big Boy’s Legend 125X. So, what, where and who is the Legend 125X built for? Well, we think the Legend cruises on the hybrid line of commercial and agricultural—a bike that can do them both.
Photo credit: Bjorn Moreira / ZA Bikers
When paying attention to the looks of the Legend we start to see a more off-road bias design. We see spoked wheels, a dirt bike mudguard, straight bars, a flat seat, handguards, a centre stand and dual-purpose tyres. Along with the hardware, Big Boy has gone with the smaller air-cooled, single-cylinder 125 cc motor and has coupled it to a 4-speed box. To further enhance its agricultural and commercial potential Big Boy has fitted a USB charge port, engine protection and a luggage rack.
Photo credit: Bjorn Moreira / ZA Bikers
On the road, the Legend feels agile and stable, even with its dual-purpose tyres. One thing you do need to get used to, however, is the ‘one up’ and the ‘rest down’ shifting order on the Legends gearbox. Once that has been embedded into the back of your mind, the little legend really is an easy and comfortable lane splitter. The 4-speed box is more suited for low-speed applications in the thick of town, but in the same sentence, you can sit at a comfortable cruising speed of 75 km/h, with a top speed of just over 90 km/h.
Photo credit: Bjorn Moreira / ZA Bikers
The Legend really comes into its own once it is pointed out of urban sprawl and into the more rural areas. The suspension soaks up all the acne scars our b-roads have to offer and its low gearing allows you to manoeuvre around obstacles at lower rpms. Tipping the scales at just over 100 kg the Legends 9.5 Nm and 6.2 Kw are more than sufficient to help you get from point A to B.
Photo credit: Bjorn Moreira / ZA Bikers
With its good power-to-weight ratio, you can expect to see an economy of 1.7 l/100 km. This economy figure is manageable at lower speeds of 60 km/h and with a medium to light load. So, with some decent road manners, you should be able to get just over 500 km out of the 10L tank, that’s 500 km for R216! If there were any reserves about the Legend because of its 4-speed gearbox, I think the good fuel and cruising speed figures might change your mind.
Photo credit: Bjorn Moreira / ZA Bikers
All in all, the Big Boy Legend 125X is a bike you could comfortably use as a delivery or farm bike, where the terrain is less suited for road-going machinery. The Legend will set you back R21,999 and comes with a 3-year/20 000 km factory SAM warranty. With all that said, we think SAM have got two winners in hand, whether you’re looking for a commercial workhorse in the Velocity Cargo or a go-anywhere do-anything workhorse in the Legend 125X, you can’t go wrong.
Photo credit: Bjorn Moreira / ZA Bikers
Big Boy Velocity 150 Cargo & Legend 125X
For more information on the bikes featured in this article, click on the links below…
Live Lesotho would like to announce that we will no longer be involved with the organisation and management of the Roof of Africa and the Retro Roof, with immediate effect. After successfully completing a 4-year contract with LORA (Lesotho Off Road Association) to organise the Roof of Africa, our contract was up for renewal at the end of Jan 2023. Despite the best efforts of all parties, over an extended period of time, the negotiations concluded on the 26th of Feb, and have unfortunately not been successful. As a result, Live Lesotho will no longer be involved with the Roof.
We are aware of premature statements and opinions that are circulating around our negotiations with LORA and our involvement with the Roof of Africa. However, these are not our official statements, nor our position on this matter.
“This event has always had the competitors and the riding community at its heart, and we’d like to thank each and every one of them for their determination, courage and spirit to take on the Roof!” says Charan Moore, Founder of Live Lesotho.
“We’d also like to thank everyone that has supported and contributed to making the Roof of Africa the success that it is today including the sponsors, the Basotho people, the government of Lesotho, the media, LORA and our team at Live Lesotho, your commitment is appreciated,” Charan concludes.
Damian and Elle at Triumph in Hatfield Pretoria have come up with a cool initiative to build lasting relationships with their customers. They have been hosting a series of rides for riders who feel like and are able to go for a mid-week spin. Elle puts out the venue and date for the next event on their social media and chat groups. Damian asked if I would like to host a couple of “Wheels up Wednesday” rides. Absolutely! What is better than riding and shooting the breeze with like-minded souls?
Photo credit: Bjorn Moreira / ZA Bikers
We met up at the dealership at 9:30 AM for a coffee and meet and greet. The prospect of midday rain was pretty real keeping some prospective riders away so it was just four of us that rode out. I took a chilled route out of town on the old Bronkhorstspruit road.
Photo credit: Bjorn Moreira / ZA Bikers
Turning right on the Rayton road we cruised past Diamond Hill and Rhino Park before turning onto the Boschkop road. The countryside looked magnificent after the good rains. Green, lush and verdant. We turned left onto Lynnwood road extension, riding east to the T-Junction where we hung a right before turning back towards Pretoria east.
Photo credit: Bjorn Moreira / ZA Bikers
The beauty of a small group is that it was easy to keep tabs on one another as we rode. A midweek ride is like playing hookey at school, all the sweeter, like biting into forbidden fruit! We pulled into Urban Fields, a rustic little eatery out in the country. I always enjoy meeting fellow riders and hearing how their biking journey has unfolded. Manie, riding a new 1200 Tiger, is a retired SAAF pilot. Trained as a ‘vlamgat’, or jet jockey, he spent most of his career flying choppers. With a bike as his sole transport during his time at flight school, he ended up selling it when he married and ‘life’ happened. After retiring he bought a Triumph Bobber to fill the bike void in his life. Planning to do some touring prompted the move to the Tiger, which he is really enjoying.
Photo credit: Bjorn Moreira / ZA Bikers
Cecil found himself semi-retired after Covid, filling his time with writing technical manuals. Like Manie, he is a long-term biker and also needed to scratch the biking itch. This happened in the most wonderful way. His son, who understands his passion for bikes, gifted him a Triumph Speed Twin. Cecil for obvious reasons loves the bike, riding it at every opportunity.
Photo credit: Bjorn Moreira / ZA Bikers
We dined on Ostrich burgers, one of Urban Fields’ specialities, with Cecil smashing an omelette before hopping on the bikes for what looked increasingly like a blustery wet ride back to Triumph PTA. And so it turned out to be. We took a roundabout route, trying to navigate between the darkest clouds, but to no avail. Riding back into town on the N4 the heavens opened up and dumped on us properly! A damp but upbeat bunch arrived back at Triumph PTA before going our separate ways. Despite the inclement weather at the end of the ride a good time was had by all.
If you are a motorcycle manufacturer, an obvious direction is to create a range of apparel bearing not only the company logo but also the corporate colours. If such a direction limits the sales of said apparel to owners of the brand, it also creates a company identity that many owners are all-too-ready to invest in.
With the launch of the Norden 901, Husqvarna has entered into a new phase of motorcycle production – the adventure market – and this is a market that, while being similar to off-road and enduro riding, demands its own style of apparel.
Photo credit: Bjorn Moreira / ZA Bikers
Adventure apparel has to perform several different roles: it has to be tough and hard-wearing, have built-in armour, good ventilation, sufficient (waterproof) pockets, be either waterproof or have zip-out waterproof – and thermal – linings and be attractive and comfortable. Not easy, then, and certainly requiring a level of expertise that many motorcycle manufacturers simply do not possess.
For the recently introduced Scalar jacket and trousers, therefore, Husqvarna turned to Rev’It, the renowned Dutch apparel manufacturer. What Rev’It doesn’t know about riding gear isn’t worth knowing and it has put all its expertise in the Scalar range.
Photo credit: Bjorn Moreira / ZA Bikers
Mirroring the Husqvarna corporate colours, the textile jacket and trousers are finished in two shades of practical grey with fluoro yellow highlights on the zips. The outer shells of both garments are waterproof so there is no need for a zip-out waterproof lining and there is a thermal zip-out liner which, in truth, might be a little too effective for South African riding conditions, except for the depths of winter.
The jacket as tested was slightly large for me and, while that is no reflection on the quality of the garment, I find it preferable as it permits several layers to be worn underneath, with the attendant fine-tuning of the temperature inside the jacket.
Ventilation is excellent, the two chest panels fold back to be held in place by a magnetic button which is a neat touch and extremely easy to use.
Photo credit: Bjorn Moreira / ZA Bikers
The sleeves feature full-length zips with a mesh pleat behind and the back of the garment has further zips to create through-flow.
Photo credit: Bjorn Moreira / ZA Bikers
The collar proved to be comfortable and has a handy popper fixing, one piece of which is housed in a sliding mount, enabling it to be adjusted to fit any neck snugly or loosely, according to preference: a nice touch.
Photo credit: Bjorn Moreira / ZA Bikers
Of course, motorcycle apparel’s main function is to protect – against weather, impact and abrasion. The weather test was no problem as I wore it through the wettest week so far this year: it performed perfectly with no unpleasant leaks, while the pockets remained watertight except in the heaviest of downpours I happened to get caught in. Even then, they were damp, not swimming in water.
Photo credit: Bjorn Moreira / ZA Bikers
The impact and abrasion tests are slightly more difficult to perform with conviction as they usually involve actually falling off a moving motorcycle, not something to be undertaken lightly. Not only is there the risk of personal injury but also the prospect of returning a once-pristine set of apparel in noticeably second-hand condition is to be avoided, in the interests of continued cooperation between manufacturer and media outlet.
Photo credit: Bjorn Moreira / ZA Bikers
However, putting all personal considerations aside, I contrived to fall off the Husqvarna Norden 901 that had been kindly lent to ZA Bikers along with the apparel. As the bike skated merrily up the road on its side (suffering remarkably little damage, I might add), I did the same, making sure I tested each and every panel of the jacket as I did so: I’m nothing if not thorough…!
That I am sitting here at my desk writing this is entirely down to the protection offered by the Husqvarna Scalar riding pants and jacket. I suffered nothing more than a few bruises, while the apparel bore the full brunt of the abrasion, without wearing through to my skin. Of course, it didn’t look quite so smart once I had finished my exhaustive test but it had done the precise job it was designed to do and, if a couple of ventilation zips on the back were damaged, the main front zip retained its integrity and didn’t pull apart.
Photo credit: Bjorn Moreira / ZA Bikers
So, full marks to the Scalar range, for appearance, fit, comfort, ventilation, practicality, waterproofing and impact and abrasion resistance. The jacket retails for R8,482 and the trousers for R5,937. Contact your nearest Husqvarna dealer for more details.
My profound thanks to Husqvarna South Africa for the opportunity to properly test the Scalar apparel and emerge in one piece. Also, my profound apologies for returning it in less-than-pristine condition.
SCALAR WP PANTS & JACKET
For more information on the products featured in this article, click on the link below…
The familiar blue and white of Husqvarna Racing showed some promise at the soaking-wet season opener in Welkom this weekend. The trio of Josh Mlimi, Davin Cocker and, a newcomer to the squad, Barend du Toit had a wet welcome to the 2023 Motocross National Championship season.
Image source: ZCMC Media
Mlimi who was quite happy to have the first race of the season out the way after wading his way back into competitive racing last season is slowly coming to grips with his FC450 Husqvarna machine. “I’m super happy to be back racing again and especially walking away from a brutal race, both healthy and safe is awesome,” a relieved Mlimi said. The track was described as brutal by Mlimi who made a few mistakes seeing him hit the deck in each of the races. “I know I could have done better but the season is still long and full of promise” he continued.
Image source: ZCMC Media
Cocker found it hard to pass in the single rutted track as a result of the muddy conditions but enjoyed the battle out there. “I really didn’t expect the mud to be that bad, I felt comfortable and ran some decent times but made too many mistakes in the end,” he said.
Image source: ZCMC Media
The new addition to the team du Toit realised a dream of his by starting for the Husqvarna Racing team. “I had a blast and really just tried to soak it in that I was actually racing for the team, I learnt a lot and cannot wait for the next round in Cape Town,” the youngster said.
Image source: ZCMC Media
Husqvarna South Africa’s Grant Frerichs said the team showed promise speed-wise and said that the team was held back by some small errors. “I am happy with the riding of the 3 athletes under the Husqvarna pit. All three riders still showed some promising speed but were hampered by mistakes. We will go back to the drawing board and eliminate the mistakes to ensure we come out swinging at round 2” Frerichs said in closing.
The first race of the season saw the fresh Red Bull KTM team kick off the season with some inspired championship wins. The first round of the National Motocross Championship took place at the familiar Phakisa MX track just outside the capital Welkom. KTM South Africa’s Grant Frerichs summed it up by saying “The Red Bull KTM boys really kicked off the new season with a bang and put on a superb show picking right up where we left off in 2022.” “We are already looking forward to rounds 2 and 3 with the doubleheader taking place in Cape Town with some red plates on the start in all our classes” he mused.
Image source: ZCMC Media
Young Trey Cox had a round he’d rather forget even though he came off what felt like a really good off-season he said. “I got so excited when I heard it was going to be muddy,” he said. “I qualified P5 and was off to a very average start in the first moto but on the very first jump I collided with another rider and went down hard on my shoulder” Cox lamented. The result was a dislocated shoulder and the end of his outing and shifts the focus a couple of rounds ahead to his hometown race in Pietermaritzburg where he is sure to bounce back.
Image source: ZCMC Media
Jono Mlimi had some fun in the testing conditions and it showed in his results picking up 3rd overall. “Welkom has always been good to me and I enjoy the track, it was way different in the wet though with some deep lines and bumps throughout,” he said. “You can’t help but have some fun in these conditions and really had to show some bike skills, that said I had two silly falls that cost me the chance at the top step but we fight on” he added.
Image source: ZCMC Media
“The off-season was spent in the trenches”, said a visibly enthused Cameron Durow after really putting in the hard yards work. Durrow who has also been prepping for an international stint set the soaked stage alight with a flawless performance in both classes. “I really enjoyed the track even though it was drenched, qualifying was solid, I managed holeshots in both MX2 motos and managed the race from there by staying cool and calm to take wins in both and the overall” he recalled. He went on to say “MX1 I really made life harder with two bad starts fighting back from 8th at one point in Moto1, but I managed to claw it back each time and take the win in both motos to take the overall in MX1 as well,” he said smilingly.
Image source: ZCMC Media
In the High School class, it was Luke Grundy who sone for the orange outfit. “I learnt a lot out there and I’m happy with how I rode,” Grundy said. “I loved the mud and getting a 1-1 in Welkom on my 2023 KTM 125 made it a real special weekend” he added.
Where does one even begin…? To articulate into mere mortal words, what it is like to have under you, a modern reimagined legend of the old days past. The strikingly edgy Suzuki Katana. An unapologetic legend in its own right.
I was privileged enough to have the Suzuki Katana in my care for a week. Sufficient time to experience true riding bliss and pleasure, and yet too much time for any rider not to fall head over heels in love with this sports naked phenomenon. From the onset, it was an ideal bike to have used throughout the 7th Annual Africa Ubuntu 2023 Run.
Photo credit: Bjorn Moreira / ZA Bikers
One thing I certainly observed from the Run, was the constant turning of heads in my direction as we eased on into the Biker’s Warehouse parking lot. I knew beforehand that the Katana carried more than just its 1000cc 110kW engine and a plethora of exceptional modern features, it housed something more, something grander, a history to it that I was hellbent to uncover.
Photo credit: Bjorn Moreira / ZA Bikers
A name functions not only to identify, but to go as far as to signify character and individuality. Suzuki assigning the “Katana” name was no mistake. The Katana is a Japanese sword that is characterized by a single-edge curved blade with a long grip, ideal for a firmer double-handed hold.
Photo credit: Bjorn Moreira / ZA Bikers
The Japanese warrior class evolved from just having swords as class symbols, and with the birth of the Katana, the sword doubled up as a weapon too. How fitting…how we, as modern-day riders have evolved to be graciously equipped with mighty weapons of finely engineered motorbike masterpieces. The Katana is no exception, rather, it is the benchmark.
Photo credit: Bjorn Moreira / ZA Bikers
I was fortunate enough to bear witness to the sheer nostalgic effect the Katana had on a particular passing gentleman. Whilst waiting out the rain, out the corner of my eye, I watched as a 68-year-old man’s eyes lit up like a child being handed over their favourite lollipop as he came within close proximity of the sleek matte midnight blue Katana. Having owned the initial Katana himself, it’s as if every glance across its sharp Japanese aesthetic design, struck forth memory after memory of each ride taken. This was the most memorable, unscripted and candid rider-to-rider moment I have ever experienced. A moment reminiscent of a grandfather revealing the endless tales of past escapades.
Photo credit: Thabang Khatide / ZA Bikers
I heard straight from the horse’s mouth, what a true soul catcher the 1981 Katana was. And now, in a design that pays homage to the GSX1100S Katana and featuring one of the most praised engines from Suzuki, the K5 GSX-R 1000cc motor, Suzuki has introduced their latest iteration of the well-acclaimed Katana.
The new Katana is fitted with a neat digital dash with figures pertaining to gear selection, trip meter, fuel indicator and consumption as well as range. It has 3 levels of traction control, allowing you to adjust the throttle response to your riding palette. Additionally, the ECU works seamlessly with Suzuki’s Low RPM Assist and Easy Start features.
Photo credit: Bjorn Moreira / ZA Bikers
Whether it was in town or on highway trips, riding comfort scored high in my books. When it comes to its conservative 12L fuel tank, “legend” has it that one should be able to get a 230+km range out. Fortunately or unfortunately, I am one-of-a-kind. I mean, put yourself in my leather boots for a second. Under you, the iconic Katana with the esteemed inline-four engine that dominated the 05-08 GSX-R1000 era, producing 150hp released smoothly through Suzuki’s advanced throttle control system. Add on the comfortable and optimised riding position, and it becomes the making of a fast and fun riding pleasure experience.
Photo credit: Bjorn Moreira / ZA Bikers
Agility and manoeuvrability are meals all served with absolute splendour at no further expense thanks to a compact lightweight chassis. Whether it be a quick short or windier ride, the Suzuki Katana is equipped with a convenient Clutch Assist System (SCAS) which essentially acts as a slipper clutch on the downshifts.
Photo credit: Bjorn Moreira / ZA Bikers
The 2023 Suzuki Katana not only stays true and consistent to the original bike, with top-quality perfectionist-like Japanese design and refined craftsmanship but has also been able to successfully usher in a new era of exciting modern-day technology, incorporated ever so innovatively and conveniently into their bikes. All mentioned elements come together harmoniously to serve the masses with absolute pleasure riding experiences through and through.
As the “bonfire’’ dissipates and the last tale slips through the aged lips of my long lost rider grandfather, he summed it all into one simple phrase, “I have lived a good and exciting life”. At this point, time had stood still, I even forgot about the rain. At this moment right here, I knew to be fully present and take it all in. As we bid farewell in a cheerful embrace, he walked away with that exact same twinkle in his lived eyes, I knew then, what riding truly does for the spirit as one ages. The Suzuki Katana was undoubtedly a catalyst for such fulfilment.
Photo credit: Bjorn Moreira / ZA Bikers
Suzuki KATANA
For more information on the bike featured in this article, click on the link below…
When BMW launched the R 18 cruiser, the German company continued further down the path it started with the R nineT, which was to provide a blank canvas for customizers to create their own motorcycling visions. With the R 18, Californian Roland Sands showed the world what was possible and many other custom builders showed off their creativity using the low-slung model as a base.
Now it is the turn of BMW partner VTR Motorrad AG & VTR Customs in Schmerikon, Switzerland, to create a very special customised version of the BMW R 18 – the R 18 IRON ANNIE.
Image source: BMW
The build takes its inspiration from the Junkers Ju 52, the legendary three-engine commercial and transport aircraft from the 1930s. One particular Ju 52, with the aircraft registration D-AQUI in the Lufthansa colour scheme grey-black from 1936 became particularly well-known worldwide. During its time in the USA from 1970 to 1984 under the American aircraft registration N52JU, it was christened “IRON ANNIE” for short by its then owner Martin Caidin.
Image source: BMW
As you would expect, there are a lot of aviation-style elements incorporated into the design, for example, the dial of the speedometer integrated into the tank, which is intended to be reminiscent of old cockpit instruments, and access panels with quick-release fasteners, as found on many aircraft. And of course, the builders had to borrow from the Ju 52 the characteristic corrugated aluminium planking. At the same time, the seat was to be reminiscent of a riding saddle and, of course, only the “IRON ANNIE” colour scheme in grey and black was to be used for the paintwork.
Image source: BMW
The cockpit trim was pulled back as narrow and flat as possible to emphasise the streamlined shape. The 7 cm shorter fork and a height-adjustable Wilbers shock absorber emphasise the crouched stance of the motorcycle. “To make the bike look smaller and give it a more filigree appearance between the wheels, we had large 18 and 21-inch wheels made by Kineo,” adds Daniel Weidmann, Owner & Managing Director of VTR Motorrad & VTR Customs.
As a further technical feature, racing-style HC3 pumps from Magura were fitted in place of the standard R 18 brake and clutch fittings. The dial of the customised speedometer also received a hand specially made by watchmaker Zeitzone Zurich.
Image source: BMW
“One of the big challenges with the R 18 IRON ANNIE was the replica cooling fins in the area of the rear silencers. Shaping these parts into parallel and beautiful radii and at the same time still fastening them harmoniously took a number of attempts,” says Daniel Weidmann about the aluminium sheet metal work.
Image source: BMW
This consumed countless hours of work, as the fuel tank, the tail with the suggested tail fin of an aeroplane, the side panels and the cockpit were artfully hand-formed from aluminium sheet. Reminiscences of traditional metal aircraft construction are also provided by the numerous lens-head rivets.
Image source: BMW
“What almost pained us a little when we saw all the handmade, bright aluminium sheets shimmering and shining was that they would have to be painted. However, we are extremely satisfied with the result because the R 18 IRON ANNIE differs even more clearly from our well-known SPITFIRE, which is also designed in aviation style,” Daniel Weidmann continued.
Image source: BMW
Any custom build is a very personal vision and, as the old saying goes, “beauty is in the eye of the beholder.” With so many custom creations based around the R 18 having been built, only you can decide if the R 18 IRON ANNIE is to your own personal taste. One thing is certain, however: it certainly is striking and is a brilliant example of the custom builder’s art.
Over the years the ever-so-popular adventure bike market has grown in all directions, in technology, safety, engine capacity and most noticeably, weight. What most riders forget or do not know, is that the origins of the adventure motorcycles were based on dirt bikes—mud slingers that just met the minimum requirements by law to pass roadworthy. So, what happened? Well, to put it in layman’s terms, the word “adventure” took up a whole new meaning, drifting away from the hard-core skilled riding to gravel travel. This meant bikes like your Honda XR 500 and Yamaha XT 500 would later be replaced by BMW’s R 80 G/S, weighing 186kg compared to the Honda’s 123 kg and carrying 19.5 litres of fuel versus your 12 litres in the Honda and 8.8 in your Yamaha.
Image source: Honda
Fast forward to today and many manufacturers, if not almost all of the top dogs, have got a heavyweight and middleweight adventure motorcycle in their line-up. What most manufacturers have come to realise, is that the original adventure bike formula needed to change, thus the middleweight and lightweight adventures were introduced. With middleweights being introduced into the market, we started to see a shift. Riders began to understand how much more they could see on the gravel path, how much easier it was to get there and how much more fun there was to be had on a lighter bike.
Photo credit: Bjorn Moreira / ZA Bikers
With a teaspoon of light-ish adventure travel down the throat, we are starting to see a shift once again. Your heavyweight adventure bikes have started taking up the touring bike role and light off-road travel. For those who have tasted true adventure, they are either downscaling to the middle class or keeping the big bike and buying a lightweight adventure. You can’t be serious? Indeed, we are seeing older and young generations moving towards the lightweight adventure bike, either for a more dirt-worthy ride or a more manageable means to get to the end destination.
Photo credit: Bjorn Moreira / ZA Bikers
So, what is a lightweight adventure bike in this modern world, is it your bare-bone XR, XT kind of bike or is it the road bike chassis adapted motorcycle, like your KTM 390 Adventure, Honda CB500X and BMW 310 GS? Miguel Lage (Dealer Principal at RAD_KTM) along with a whole plethora of adventure riders seem to think it’s a KTM 500 EXC-F. With two work colleagues already having been convinced by RAD_KTM’s creations, I thought I’d take a ride to find out for myself…
Photo credit: Bjorn Moreira / ZA Bikers
The 500 EXC-F has been the go-to for rally riders, world travellers, desert racers and now the adventurer. This special EXC has been around since 2012 and just like a fine wine it has gotten better over time, and for 2023 we see major updates making their way from the latest MX models. Yet, the 500 stays true to its simple nature and does away with any rider modes or gizmos, aside from an optional TC and map switch. This is the blank canvas that RAD_KTM start their work on and just like the 500, for the last few years, RAD has been developing and testing all of the upgrades to make the 500 EXC-F that much more capable of adventure.
Photo credit: Bjorn Moreira / ZA Bikers
With my adventure kit on and a host of local d-roads at my disposal, I set off to find out what makes the RAD_KTM adapted 500 EXC-F the adventurers’ dream. My first proper day on the 500 saw me travel 150 km of 90 per cent dirt, starting from home, down the tarry stuff towards Graham Road past Silverlakes and right onto my favourite d-road that winds its way over the mountain towards Rosemary Hill, just before you turn onto Boschkop road. This route allowed me to ride up some rocky technical single trail before connecting to the dirt highway that passes Hazeldean Trails and Rosemary Hill. It’s also worth mentioning that we had torrential rain that whole week, so we were dust-free but given slushy mud in return.
Photo credit: Meredith Potgieter / ZA Bikers
With a short water break, I sat on a rock and took in all of what the RAD team had done. What first appears to the eye is how the EXC still looks like an EXC, meaning no rally-styled tower and no rear fuel tanks to mess with the weight or look of the machine. Instead, RAD has focused on the finer details of this particular build that keeps the bike light but enhances the already factory-ready package.
Photo credit: Bjorn Moreira / ZA Bikers
The eye then wanders towards all the Acerbis aftermarket parts, starting at the top with the 15 L tank which replaces the standard 9.2 L engine covers and skid plate. The Acerbis parts further enhance the look, adding to the factory-fitted protection, and the fuel tank takes the 500 into a new world of range—especially if you can get 20 km/L on a good day.
Photo credit: Bjorn Moreira / ZA Bikers
We see some local accessories also being selected by RAD, like the Adventure Addicts soft luggage frame assembly and a Seat Concepts comfort seat. As far as functional accessories go we also have a 7-way steering stabilizer, fly screen, front disc protector, both a USB charge port and a 12V power outlet. These are just a few key upgrades that stand out from the flood of extras put onto this RAD_KTM machine. What must be said, is that a customer can sit down with the team and make a selection from the RAD menu, which we will touch on shortly.
Photo credit: Bjorn Moreira / ZA Bikers
With my water break over, I blasted through some muddy trails, connected with Mooiplaas road and opened up the 500 on a well know train line route called Spoorweg. It was here where I got to see how comfortable the 500 sits at speed, seeing the adjusted 14-48 sprocket allowing the bike to hum at 120 km/h and comfortably accelerate up to 160 km/h. I have to say, the Bridgestone Battlax Adventurecross AX41 tyres were the perfect combo in my opinion, along with the steering stabilizer for this type of terrain. Along with this came a well-damped WP suspension, providing enough grip and travel on the trails and on the rain-drenched tar.
Photo credit: Bjorn Moreira / ZA Bikers
For the rider who needs to spend a little more time on the black stuff, RAD do recommend their 14-45 sprocket conversion which allows the bike to cruise comfortably at 140 km/h and almost reach the 200 km/h mark for you crazy desert riders. Another thing that becomes apparent is how the 500 still feels like a fire-breathing EXC-F! The bike is still light enough to ride like a plastic, and comfortable enough for the long haul thanks to the well-damped suspension and seat. It really does feel like the jack of all trades and the master of fun—a bike you could still take part in an enduro or cross-country race and ride back home on.
Photo credit: Meredith Potgieter / ZA Bikers
Here’s the biggie! A lot of you share concerns about the service intervals which are essentially on a race-built motor. My answer to this is to just read or see what Aaron Steinmaan has done on his personal KTM 500 EXC-F. This legend spent three years and 140,000 km riding around the world. He started off babying the bike as he says, with 1500 km oil services and progressed to 3000 km intervals before only opening the motor at 870hrs/67,000 km. What Miguel recommends is sticking to a 30hr service interval, but at the same time, it all depends on how hard and where you ride.
So, what is one of these creations going to set you back? There are a host of factors, but let’s start with the first obstacle. You could opt for a standard 500 EXC-F which will cost you R161,999 or you could opt for the SIX DAYS version for an extra 10k which gets you a few bling orange bits up front. The kit that makes the EXC-F truly adventure worth comprises a: 15 L tank, engine covers, skid plate, seat, steering damper and soft luggage frame assembly. This will set you back 42K in addition to the price of the motorcycle. RAD also offers a 20k trade assistance on the current 2023 models for all these upgrades for added value.
Photo credit: Bjorn Moreira / ZA Bikers
At the end of the day, the 500 EXC-F which pays tribute to the adventure bikes of old, has been taken to new heights thanks to RAD_KTM. The phenomenal off-road capability of this bike will broaden the landscapes of all adventure motorcyclists, leaving you with zero excuses not to ride. So, pay RAD a visit, speak to Miguel or the RAD team and they will take you through the steps of building your dream adventure bike, built to your particular specifications. A converted 500 EXC-F lover… that’s me!
It seems that reports of the death of the superbike have been greatly exaggerated! While the class is suffering a rapid and seemingly inevitable decline in South Africa, that has not stopped BMW Motorrad from making a big splash about the arrival of the 2023 S 1000 RR.
And what a glimpse! The new model is simply stunning and somehow manages to make last year’s model look completely out of date.
The news that the engine remains largely unchanged should not deter anyone, although to satisfy the bar braggers, there is a little more power, even though, when you have 205 horsepower (151 kW) and 83 foot-pounds of torque (113 Nm), there aren’t too many arguments in favour of needing more! But more there is: three more horsepower!
What BMW has also done is make enhancements to the chassis, suspension, aerodynamics and electronics. These are the salient points of the upgrades:
Photo credit: Bjorn Moreira / ZA Bikers
Dynamic Traction Control DTC with new Slide Control function using a steering angle sensor.
The new feature of Dynamic Traction Control DTC is the Slide Control function. It allows the rider to select two preset drift angles for the traction control system when accelerating out of bends. Technically, this is achieved using a steering angle sensor. Up to the respective leaning angle, the traction control system allows slippage at the rear wheel when accelerating out of a bend, thus enabling rear wheel drift. When the preset steering angle value is reached, traction control intervenes, reduces slip and stabilises the motorcycle.
Photo credit: BMW Motorrad
Advanced “Flex Frame” and newly defined chassis and suspension geometry.
The heart of the chassis of the new RR is still the aluminium bridge frame, which is a welded construction of four gravity die-cast elements and integrates the engine, which is inclined forward by 32 degrees as before, as a supporting element. With the aim of optimising flexibility laterally, the main frame of the new RR was given several openings in the side areas. The focus was also on further increasing riding precision when developing the new chassis of the RR. The steering head angle has been flattened out by 0.5° and the offset of the triple clamps reduced by 3 mm. The new chassis geometry is accompanied not only by even better riding precision, but also by increased accuracy and clearer feedback from the front wheel.
Photo credit: BMW Motorrad
ABS Pro with new Brake Slide Assist and ABS Pro “Slick” setting functions.
The new Brake Slide Assist function is an important and very helpful innovation for race track riders. As in the new DTC Slide Control function, this new system is also based on steering angle sensors and allows the rider to set a specific drift angle for so-called braking drifts while sliding into corners at a maintained speed.
Photo credit: Bjorn Moreira / ZA Bikers
Winglets – redesigned front and rear sections
As with the M RR, winglets on the new RR now ensure the best possible contact of the front wheel with the road – especially when accelerating. They generate aerodynamic downforce and thus additional load on the wheels. The advantages are that the bike’s tendency to do a wheelie is reduced, you can brake later and cornering stability is increased.
Photo credit: Bjorn Moreira / ZA Bikers
There are three new colour schemes Black Storm (metallic), Passion in Racing Red (non-metallic) and the racing-oriented Light White/M Motorsport (non-metallic).
Talking to the staff at BMW Sandton, it seems the price range for the BMW S 1000 RR will be from R360,000 up to about R460,000. For more details, contact your local BMW Motorrad dealer here.
Photo credit: Bjorn Moreira / ZA Bikers
2023 BMW S 1000 RR
For more information on the bike featured in this article, click on the link below…
When my mate Corrie Moolman phoned me and told me he had some kit that he wanted me to test, I was quite intrigued. When we met over a coffee and he handed me a small box containing the Beeline Moto Navigation Device I chuckled inwardly. Let me explain. I am the world’s original BC fellow! (Before Computers). I endeavour to stay pretty much in an analogue world. I have generally found that what computer geeks and I find as ‘intuitive’ are very different things. My previous experience with GPS devices has not really altered my view. Both the Garmin and TomTom devices that I have used have left me unconvinced.
Photo credit: ZA Bikers
In fairness, I must say that “intuitive” to me means being able to suss it out with minimal study. I accept that complex route planning will require some training and I’m cool with that. What gets my goat, is when I want to simply type in an address and hit GO, the device cannot find the particular place I want to go. Over and above that, the typing process on my Garmin required moving between screens to get to all the letters of the alphabet. Google Maps was a revelation to me. It seldom fails to find the address that you type in and mapping the route is super cool. The little blue line gives a clear indication of the route. It relegated my two GPS devices to my bottom drawer.
Enter the Beeline Moto Navigation Device.
Photo credit: ZA Bikers
At first glance, it is almost so insignificant that you tend to be almost dismissive. It is small (5 cm in diameter) and round. It is very neat though. I read through the start-up instructions and just did as it told me. In no time I had loaded the Beeline App on my Android smartphone and charged up the device itself, which was fully charged in about an hour. The Beeline comes with two mounting options. There is a 3M stick-on mount that can permanently attach to a flat part of your bike where it will be clearly visible when you ride.
Alternatively, if you have more than one bike, you can use the mount that fits effortlessly to either handlebars or slimmer bars like a GPS mount or mirror stem. It uses silicon rubber bands of various lengths to attach to your preferred mounting spot. The beauty of this method is that it seems impervious to vibration, bumps or whatever. The mount is essentially a docking station to which the SatNav attaches or detaches with a mere twist. The charger works the same way. It is thus easy, once reaching your destination, to just twist it from the mount and stick it in your pocket.
Photo credit: ZA Bikers
So how does it work? You download the Beeline App and pair it to your phone using Bluetooth. Guys, I did it! It’s that easy. The App utilises Google Maps accessed via your phone. You open the Beeline App, hit the Plan Ride icon, enter the address, which it always seems to find and with your device itself switched on just press the GO icon.
Photo credit: ZA Bikers
The screen on the device shows an arrowhead with a dot on its perimeter. The arrow indicates the direction you should ride and the dot moves to the side of the arrow that you will turn to next.
Photo credit: ZA Bikers
The distance to the change of direction appears in K’s or Metres at the bottom of the screen and in the middle of the screen, it shows the type of intersection. Circle, onramp or whatever. As you get to the change in direction the arrowhead swings in that direction. It sometimes waits till the last moment to indicate with the arrow but if you pay attention to the distance it is soon intuitive to follow the arrow seamlessly.
The white-on-black display, which is lit at night is legible in all light conditions. I find that because it is ‘turn by turn’, you spend less time trying to suss out the route as with Google Maps and learn to trust and obey the arrow. Dare I say it… I am hooked! It just goes to show that if properly harnessed technology can make our lives less complicated and not the converse. Because I move the unit between bikes I use the mirror stalk as the mounting point making it very easy to follow without distracting my attention from the road for more than a millisecond.
Photo credit: ZA Bikers
Your smartphone remains safe and secure in your pocket. When you get to your destination you just terminate the ride on the app and stick the unit in your pocket when you park the bike. Done! easy peasy! On the top of the display is a journey progress indicator, showing how far you are relative to when you set out.
You can also put in waypoints as you plan your ride and import or export from or to other Beeline devices. Brilliant for group rides or sharing routes. This is done by downloading and sending a GPX file. Battery life is excellent, lasting for around 30 riding hours. Standby time does not erode much battery life either. So essentially what you get with the Beeline Moto is a neat little device that is shockproof, waterproof, small and lightweight, easy to mount and has great battery life. Believe me, if I say it is easy to use, then ANYONE can use it!
Photo credit: ZA Bikers
It is available in three finishes. Basic Black @ R4 350 Incl, Moto Metal Edition in Gunmetal Grey @ R5 125 Incl and Moto Metal Edition Silver @ R5 125 Incl. The metal finishes will look super cool on a modern classic. So, does it get a thumbs up from me? Absobloodylutely!, I want one…the plain Jane basic chap will do me just fine thanks. For its ease of use and functionality, it is an absolute bargain when you look at the crazy prices of bike GPS these days.
It seems that, for 2023, things are staying pretty much the same at KTM, with no major updates of existing models which is no surprise as how do you improve on the already near-perfect?
Having said that, there are one or two pieces of news that have come through that will be of interest to South African motorcyclists.
Image source: KTM
The first concerns the fantastic little 390 Adventure, a bike that punches way above its weight and further strengthens the argument against large and heavy adventure bikes. When launched, it was equipped with cast alloy rims which many adventure riders will happily tell you, are inferior to spoked rims for serious off-road work.
Image source: KTM
KTM has obviously been listening as the 2023 390 Adventure is now available with spoked rims, making it just that little bit more practical off-road. Alloy rims are great but, hit a rock and there is the chance that the rim can crack or chip, making further progress difficult, to say the least. A steel rim will bend and can be bent back with little risk of cracking, while with spokes there is just a lot more give in the wheel as a whole.
Image source: KTM
The KTM 390 Adventure with spoked rims will cost R123,99 and the alloy wheel version is still available for R114,999.
A surprising – and welcome – piece of news is the return of the 790 Adventure. Quite where this fits into the range with the presence of the 890 Adventure is not clear but KTM has obviously been listening once again and has determined that a gap in the range had appeared when the 790 was quietly dropped. Perhaps customer demand was high enough to justify bringing it back?
Image source: KTM
The bike differs very little from the 890 Adventure, which will make it a formidable off-road tool in any hands. Where there is a big change – a most welcome change for many customers – is in the asking price for the 790 Adventure. Would you believe that KTM is pitching it at a frankly unbelievable R53,000 less than the base 890 Adventure? As far as we can make out, there is little or no difference in the electronics package and the engine loses a marginal amount of peak horsepower – 70 kW down from 78 kW.
Image source: KTM
This is a huge move for KTM and an acknowledgement that they recognise that people just don’t have as much money swilling around as before.
The Husqvarna Racing teams are looking to make waves in 2023 across the 3 disciplines of racing.
Barend Du Toit joins the team to compete in the volatile MX125 class onboard the brand-new TC125. Joining him on the Motocross front is Davin Cocker who will once again compete in the MX2 class and looks to add to his podium finish from 2022 before he sustained a season-ending injury. Last but certainly not least is Josh Mlimi who will take on the MX1 class onboard his FC450.
Image source: Husqvarna
The Cross Country team also sees Ryan Pelser joining the stables who will take part in the OR3 class, after finishing in the runner-up spot last year. Ryan looks to improve his position and compete for Championship Honours. Team veteran, Davin Cocker has moved up to the OR2 class to put him into a position to fight for overall wins as well as class glory.
Image source: Husqvarna
Travis Teasdale, a well-known name in racing, has joined the Husqvarna Enduro team onboard his TE300 and will take up the challenge in the E2 National Enduro and Extreme Enduro championship. Joining him on the Enduro scene is young gun Heinrich Aust. The likeable youngster has returned from injury and is hungry to get back to his winning ways of the past and prove himself in the ever-competitive Enduro championship.
Image source: Husqvarna
Team manager, Grant Frerichs, was struggling to keep his smile back when commenting on the team for the year’s challenge ahead. “We have made some vital changes in the team for this year and the excitement from the new athletes has added to the enthusiasm of the other riders. We are going racing with championship competitors across the board and I look forward to lots of success in 2023 with the Husqvarna racing squad.”
Big Boy Fourways started their journey during the tail end of 2011, with what started off as a steady canter then turned into a gallop. Those days saw Big Boy enter the pit bike craze, bringing forth a whole new era of young riders into the dirt scene and likewise with their urban scoot, the Big Boy Revival. What became apparent to Conrad (owner of Big Boy Fourways) was that he didn’t struggle to get wheels off his floor and this is what led him to focus heavily on servicing his client’s needs and machinery.
Photo credit: Bjorn Moreira / ZA Bikers
After sticking to their working formula of getting bikes on the road and keeping them on the road, 2016 crawled in. 2016 was perhaps the most significant turning point for BB Fourways with the likes of Uber Eats and Mr Delivery popping onto the scene. With the anchor out of the water and a winning formula in hand, BB Fourways raised their sails and have never turned back.
Photo credit: Bjorn Moreira / ZA Bikers
With numerous awards spread out across its walls, that same humble dealership from back in the day takes pride in what they do and it’s because of this passion that they are so well recognised, not only in Johannesburg but in the whole Gauteng region. If you are ever in JHB and you spot a delivery rider, nine times out of ten there will be a Big Boy Fourways sticker on the back of their top box. I’m not joking, they average 120 motorcycles a month, not a year, a month.
Photo credit: Bjorn Moreira / ZA Bikers
So, what has become of Big Boy Fourways in 2023? Twelve years down the line sees the dealership relocate into a new stunning premise in the same business park as before, but with a more visible presence from the main road and a bigger showroom. One always needs to adapt to the constantly changing markets and BB Fourways has done so by adding additional brands to its megastore.
Photo credit: Bjorn Moreira / ZA Bikers
Yes, they have their foot in the agricultural market with both Linhai and the American juggernaut, Polaris—BB Fourways has a bronze dealer award for Polaris. The commercial and alternative transport segment is covered by Atul (Tuk-Tuk), Jonway and Gomoto. And lastly, when it comes to road-going leisure rides, they’ve got Voge motorcycles.
So, there you have it, an impressive mega store run the right way. If you don’t want to take my word for it, have a read of their four-star google reviews.
The KTM racing teams are set to continue their winning ways from 2022 with many familiar faces returning to the Ready To Race stables again in 2023!
The Red Bull KTM team consists of 4 familiar faces and will field two number 1 machines in the form of Luke Grundy in the MX125 class and Cameron Durow in the MX2 class. Durow is the stand-alone MX1 rider and after his runner-up finish last year in the championship he is definitely the person to beat in both these classes. Joining Grundy in the MX125 class will be last year’s MX 85 National Champion, Trey Cox who looks to wet his feet and prove his worth in the highly competitive 2-stroke 125cc class. Jonothan Mlimi rounds off the team in the MX2 class, returning to the class after his maiden outing last year. Mlimi is hungry to get back to his winning ways of the past and add to his, already impressive, championship tally on his 250 SX-F.
Image source: KTM
The Brother Leader Tread KTM Cross Country team remains unchanged in the rider line-up but will field Kerim Fitz-Gerald in the seniors class for the first time. Matthew Wilson will return to defend his 2022 Championship in the OR3 class while Scott Heygate fights for his first championship in the OR2 class. Bradley Cox heads up the OR1 class and looks to regain his number 1 plate again in 2023.
Image source: KTM
The Brother Leader Tread KTM Enduro team has had an injection of new blood in the form of Dylan Jones in the E1 class. William Slater will return to the team, after a successful first outing for the team at the 2022 Roof of Africa. Although the youngest on the team, Matthew Stevens is the longest-standing member and steps up onto the 150 EXC this year to compete in the high school class.
Image source: KTM
Grant Frerichs, the team manager, commented, “We are looking forward to another great year of racing with the team. We have competitive riders across all the racing facets and the vibe across the entire team is unrivalled. We kick off the season next weekend with the first round of Motocross and we are definitely ‘Ready to Race’!
Every five years, Harley-Davidson celebrates another half-decade in business with a slew of special anniversary models. For their 120th birthday, they’re painting the town red with a series of commemorative paint jobs—and adding a few new models to the mix.
Leading the charge for the anniversary editions is the ultra-exclusive Harley-Davidson CVO Road Glide Limited Anniversary model. If you don’t speak Harley, CVO stands for ‘Custom Vehicle Operations.’ CVO models are based on existing models—but with every last bell and whistle imaginable fitted as standard.
Image source: Harley-Davidson
The CVO Road Glide Limited Anniversary gets The Motor Co.’s punchy, 166 Nm Milwaukee-Eight 117 power plant, along with a full suite of electronic rider aids like cornering ABS and traction control, hill hold control and tyre pressure monitoring.
Image source: Harley-Davidson
It’s also packing Harley’s proprietary Boom Box GTS infotainment system, with a full-colour TFT display and Rockford Fosgate speakers. A rider backrest, fully kitted top box, crash bars and auxiliary speakers; if Harley offers it, the CVO Road Glide has it.
Image source: Harley-Davidson
Limited to 1,500 numbered units, the CVO Road Glide Limited Anniversary is wrapped in Harley’s 2023 120th anniversary livery. It’s an intoxicating mix of various shades of red and black, punctuated by bright red pinstripes and hand-applied gold details. Look closely, and you’ll see a ghosted eagle motif spread across the fairing and tank; a design that’s echoed in the gold eagle wing-style tank badges.
Image source: Harley-Davidson
Harley-Davidson have six other limited edition 120th anniversary models lined up, all wearing a slightly altered version of the CVO Road Glide Limited Anniversary livery. The emphasis shifts from gold to red here, with red inserts on the bikes’ air filters and engine covers, and red panels on their seats.
The commemorative model list includes the Ultra Limited Anniversary (1,300 units), Tri Glide Ultra Anniversary (1,100 units) Street Glide Special Anniversary (1,600 units), Road Glide Special Anniversary (1,600 units), Fat Boy 114 Anniversary (3,000 units) and Heritage Classic 114 Anniversary (1,700 units).
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In addition to their 120th-anniversary quiver, Harley-Davidson has announced three more model updates. The first is good news for fans of the marque’s defunct muscle cruiser, the Breakout; it’s back, and a lot more badass.
The 2023 Breakout features the same long and lean, chopper-esque styling that its fans love, but it’s now a whole lot meatier, thanks to its new Milwaukee-Eight 117 drivetrain. It also sports new wheels, a bigger fuel tank, higher handlebars and a smorgasbord of chrome accents.
Image source: Harley-Davidson
It’s flashy—but also sort of to the point—which has always been the Breakout’s charm.
Next up, H-D adds another model to their next-generation Sportster range with the Nightster Special. It’s effectively a dressed-up version of the existing Nightster, which uses Harley’s new Revolution Max 975T liquid-cooled V-Twin engine.
Image source: Harley-Davidson
The Nightster Special adds a passenger seat and pegs to the base model’s solo setup, along with revised risers and bars for a less aggressive riding position. A round 4” TFT display sits up front, complete with Bluetooth functionality and selectable rider modes.
The Nightster Special also gets its own cast aluminium wheel design, with a tyre pressure monitoring system. Brembo brakes, ABS and traction control, cruise control, LED lighting and a USB charge port are all standard equipment.
Image source: Harley-Davidson
Moving to trikes, H-D have restyled their Freewheeler model for 2023. Powered by a Milwaukee-Eight 114 engine, it’s had all its chromed bits swapped out for blacked-out bits. It’s also traded its 18” rear wheels for a pair of 15” hoops, which are tucked under a pair of bobtailed mudguards. Matched up to mini-ape bars up front, the overall aesthetic is something between a bobber and a hot rod—and somehow, it works.
Image source: Harley-Davidson
The Freewheeler also features a weather-proof ‘boot’ at the back, dual mufflers with slash-down tips, an electric reverse gear, and a full set of trike-specific electronic rider aids. Harley are also rolling out a bunch of electronic aids to existing models this year. The Fat Boy, Fat Bob, Breakout and Low Rider S will all get cruise control as standard, while an optional (and switchable) traction control system will be available for the Breakout, Low Rider S and Low Rider ST.
Image source: Harley-Davidson
And if you’re not in the market for a new motorcycle, fret not. Harley will naturally be rolling out some anniversary-specific apparel too… so you can at least look the part.
By now, Honda hopes that you have all heard of the Quest True Adventure event. While the event has been a dark horse in terms of exposure in previous years, Honda is determined to rectify that in 2023. To that end, over the past few months, the Quest road show has been making its way around South Africa, visiting Honda dealers with a fleet of Africa Twin adventure bikes, inviting anyone to come along and try out the bike and find out more about the event, entries to which are open to anyone, irrespective of their adventure riding experience.
Further to this initiative, Biker’s Warehouse, itself a Honda dealer, organised a Mini Quest event at the A.D.A. training facility near Hartebeespoort recently. To understand what this entailed, an understanding of the Quest event itself is required.
Photo credit: Bjorn Moreira / ZA Bikers
The Honda Quest is not a race, even though teams of two riders compete together against other teams. It is more of a challenge, not only for the bike but of the participants. It’s not how many times you fall, but how many times you pick yourself up again: how you handle the pressure: how many times you will put others before yourself: how much empathy you have for your surroundings, of the culture of this amazing country, its people and nature. Of course, it is also a test of skill, endurance, mechanical sympathy and knowledge and riding ability but, over everything else, it is a test of teamwork.
With this in mind, various challenges had been set up at A.D.A. and a fleet of Africa Twins was supplied on which to complete them. Paired off into teams, the participants had to complete the following tasks: pushing the bike around a pre-determined course (not as easy as it sounds): riding along a tight trail through woodland, counting hidden cones along the way: picking up cones with your feet and placing them in a receptacle: towing your teammate around a coned course: removing and replacing a front wheel: picking up two bikes (two picking up one bike and then one picking up the other bike) and removing a screw from a tyre and plugging the hole successfully.
Photo credit: Bjorn Moreira / ZA Bikers
All sounds simple, doesn’t it? Yes, some of the tasks were easier than others but all required a level of skill that you either possessed or had to learn quickly. Most of all, however, it was fun with a capital F. We all got to know new people, laughing with them and cheering them on. And that is the key to the Quest: as much as it showcases the abilities of the Honda Africa Twin, the Quest is about people. We’re all from different walks of life, have different issues to deal with but, at the end of the day, we all share a love of motorcycling and there is a strong sense of community. The perfect Honda Quest participant is someone who is confident in him- or herself but just as ready to recognise faults and work on them, open to new experiences and influences, ready to push the boundaries, ready to help others and be grateful for everything we have in this incredible country we call home.
Photo credit: Bjorn Moreira / ZA Bikers
In the half-day the Mini Quest took up, we experienced but a fraction of what the full Quest entails but there was not one of us who left there without hoping that we might be one of the lucky few who get through to the final selection of participants.
The Honda Quest is open to anyone to enter. You don’t need your own bike – Honda supplies Africa Twins for every participant – just your own protective riding kit. All you have to do is look out for the notification on the Honda SA Facebook page that entries are open. You’ll have to write a short justification as to why you should be considered and answer a few questions. 200 entrants will be selected and will attend regional qualifying events. From there, 28 entrants will be selected to attend a three-day boot camp which will whittle the number down to fourteen finalists who will go on to take part in the ten-day Quest event in October.
Photo credit: Bjorn Moreira / ZA Bikers
To give you further insight into the qualities required, I can do no better than to quote from the Quest website – regarding the 2021 Boot Camp qualifier:
“The selection panel had the arduous task of eliminating 14 of the 28 hopeful semi-finalists by conducting theoretical and practical tests that varied from adventure-related general knowledge questionnaires to African geography quizzes. The semi-finalists were also asked to perform various practical and mechanical tasks with the added pressure of time limits per task.
Photo credit: Bjorn Moreira / ZA Bikers
“The individual tasks also included the assembly of adventure essential accessories to the CRF1100 Africa Twins, one of the finest adventure motorcycles, and the bike they will be using to compete in the Honda Quest 2021 competition. Additional tasks over the 3 days included the assembly of a camp, motorcycle maintenance, tyre and tube repairs among others.
“The selection panel were constantly on the lookout for individuals who demonstrated the competitive spirit and determination to complete the necessary tasks that would stand them in contention to compete in the final of Honda Quest 2021. Individual interviews were also conducted with each of the 28 semi-finalists which gave the panel insight into the behavioural responses of each semi-finalist.”
Photo credit: Bjorn Moreira / ZA Bikers
As you see, riding is almost the least of the challenge and it is this that makes the Quest unique. It is the most comprehensive test of adventure riders yet devised and, should you be one of the lucky ones, you will experience an adventure beyond your wildest dreams and which will only serve to increase your hunger for adventure.
I don’t know if any of you, like me, felt just a little short-changed after the December break. It came at the end of, to quote the dear departed Queen, an ‘Annus Horribilis’. A crappy year where the only positive thing we saw was the end of Covid and its madness. Travelling at this time of year is a toss-up at best. The weather is almost guaranteed to be lousy. Too hot, too wet and too humid.
As if that wasn’t enough to contend with, the KZN sea and beaches, in the main, were infested with turds. The fairest Cape is an option, but the current fuel prices punish you and then you still have to contend with the rest of SA who also thought the Cape was a good call for their holiday. I am probably just grumpy because I just didn’t get adequate saddle time over the break. I needed to correct that desperately.
Photo credit: Dave Cilliers
We recently had a spell of magnificent weather. Those big blue sky days with hot, but not humid, weather. This came after weeks of unpredictable, stormy, humid and in many cases gloomy days. On these bright sunny days, with no chance of rain, the Gypsy in my soul becomes impossible to resist. With no fixed plan, other than to ride and then ride some more, I packed my tent (to keep my options as wide open as possible) and essential kit for an overnighter on my Scrambler Ducati Icon. A quick shout out here to Givi for their Canyon soft luggage as well as Go Gravel for their utterly brilliant waterproof stuff bag. The two systems work brilliantly together, especially if your plan is to traverse some dirt roads.
I rode out of Pretoria at around 7:00 AM on a bright and sunny day with not a cloud in the sky. I knew it would get hot later on, but we would deal with that when it happened. In true desert sled tradition I wore riding jeans, a T-Shirt and my 40-year-old IXS leather jacket which is lined but not padded. What an amazing piece of kit that has been. It is the top half of a two-piece set of leathers which have served me flawlessly over literally millions of kilometres.
Photo credit: ZA Bikers
My feet were shod with Icon ankle boots which fit the Scrambler mould perfectly with their old-school rugged construction. Feeling as minimalist as my bike, I breathed in the still-cool morning air and felt the everyday stress and strain of modern living start to ebb away. This was going to be a good day!
Riding out through the plots towards the road east that runs past Bronkhorstspruit dam, I took in the magnificent green and verdant countryside and felt compelled to capture the image of the Scrambler parked in a huge recently mowed field. That done, I cruised east. I say “cruise” because that is literally how I was riding. On a naked bike, you do not have to blast down the road to feel that you are in motion. Anything over 115 km/h is satisfying if you are riding for the sheer joy of being one with your motorcycle on a beautiful day. The Icon is such a joy to ride in this fashion. The easygoing nature of the 800cc 90-degree L-Twin is engaging as it emits a throaty burble from the liberated pipe. Turning a relaxed 4,500 rpm I scooted blissfully along.
Photo credit: Dave Cilliers
It was one of those rides where time almost stood still while the k’s sped by. Before I knew it I was rolling into Milly’s for a Steers burger brekkie and fuel top-up. There were 5 busloads of ANC members in all their party regalia en route to somewhere. Watching these guys’ antics as I scoffed my burger, I wondered how, with the ANC’s shocking track record after almost 30 years at the helm, any thinking man or woman could possibly vote for them with any hope of a better future.
Photo credit: ZA Bikers
I soon dismissed such wonderings given that I was so enjoying wandering of a different kind. Fuelled and fed, I hung a right through Machadodorp and exited on the road to Barberton. About 10 odd k’s down this road a tar road turns off to the left. I followed this road until I saw a dirt track running off of it to the left with a “Tranquilitas Guest Farm” sign. Hooking a left, I got to experience the Icon on the dirt.
I had ridden this road in the past when it was in vastly better nick. It seems that traffic volumes are very low, so with high rain volumes, it has deteriorated into a bit of a goat track. Great for Scrambling though. With some deep erosion ruts, you need to pay attention as the road meanders through grassland and a bit of acacia forest. I stopped for a couple of photos and just revelled in the solitude and splendour of the countryside. I was also pleased to see that my luggage was staying put and needed no repositioning or fastening (always a good idea to check your luggage after your first few k’s of gnarly dirt).
Photo credit: Dave Cilliers
I was reminded of a trip many years ago with a buddy to Botswana, where he was slack with checking his luggage and ended up trailing a plume of smoke as his exhaust came into contact with his luggage and set fire to his blow-up mattress. It was very funny watching him abandon ship and then try to separate his burning luggage from his bike. All ended well apart from the fact that his sleeping comfort was history. The smoke smell on his clothing was also rather offensive!
I really enjoyed riding the Scrambler on the gnarly track and all too soon I was ambling into Waterval Boven at the end of the dirt. Back on tar, I proceeded east and through the tunnel then down the magnificent Eland’s River valley. The tar is super smooth and snakes through long sweeps that are brilliant to ride. Once again the inherent handling qualities that seem to be built into every bike that exits the Bologna factory came to the fore. I smelt Ngodwana sawmills before I saw them. This is the thing with bike travel. You are so part of the countryside that you are traversing. By now it was getting properly hot, but the joy of a naked bike is that you get the full benefit of the breeze that you are creating. Dropping the zip slightly and loosening the cuffs on my jacket had the desired cooling effect.
Photo credit: ZA Bikers
Idling into Ngodwana I turned right towards Kaapschehoop. The road up the hill is somewhat bumpy in contrast to the awesomely smooth Elands Valley road but it becomes really pleasant as the temperature drops faster than a bride’s nighty. You go from Lowveld heat to Kaapschehoop at an 8-degree cooler environment.
My dirt rambling had generated a proper thirst so I proceeded directly to ‘the office’. The epic little pub called “Nagkantoor” that is, which is located in the “bo-dorp”. An ice-cold beverage went down like a homesick mole. My buddy Brian and his chum Martin arrived after breakfast in Sabie and joined me at the office. They confirmed that the Lowveld was indeed cooking and that Kaapschehoop was the place to be.
Photo credit: Dave Cilliers
Nagkantoor is run by De Wet Potgieter, a freelance journalist and author, who has published a number of books on controversial subjects encompassing SA’s recent past. An extremely likeable fellow and a great host he is too. The photos that adorn the walls of the pub tell many a story and are a pictorial history of some memorable SA events. Whiling away time in this environment on a sunny day after an epic ride is indeed pleasant, to say the least. A trio of the wild horses that are one of these villages’ claims to fame ambled past in search of anyone willing to give them a treat. A caramel pancake and another cold one (a man can’t stand on one leg you know) made for a great time shooting the breeze with mates.
Brian and Martin retired for a quick 40 winks after which I joined them for a coffee. Although geared to sleep over somewhere, I came to the realization that what I was really craving was more of a riding fix. I duly bade them farewell, mounted the Scrambler and at 3:30 in the afternoon, I headed for home.
Photo credit: ZA Bikers
On the ride down the sun had risen to meet me and now was hauling off, following its inexorable path to the west. I sped up the valley and then spilt onto the plateau, chasing the sun. I have noticed that riding east you invariably have a headwind, which, even if it nor really huffing, becomes evident in your fuel consumption. Now I had the converse. I could rumble along at 125 with absolutely no strain on the body and the Icon sipping 95 octane at 24 k’s to a litre.
Photo credit: Dave Cilliers
At 6:30 PM on the dot, I rolled up to my gate. What a privilege it is to own a bike with which you can ride far and wide across our beautiful land. A day in the saddle completely reset my mood meter. It is days like this that stick in the memory and completes the incredible tapestry of life. I did nothing extraordinary. I did not race across the dirt or try and tear up the twisty tarmac. I simply got out there in perfect weather and rode my bike with a spring in my step and perfect peace in my soul. I would duplicate that on any day in the right set of circumstances. So, just get out there and ride your bikes with no agenda other than for the sheer joy of it all, letting your worries and woes fade, for that day at least, into obscurity.
Ducati Scrambler Icon
For more information on the bike featured in this article, click on the link below…
A friend of mine and I decided to get away for a weekend, as December was so busy for him that he hardly rode his motorcycle. I heard via Dave Cilliers about self-catering accommodation in Kaapsehoop which sounded perfect. The owner of the house passed away a few months ago, and while the family is deciding what to do with the property, it was made available for visitors.
I was planning to go with my Ducati Supersport 950, but then Honda delivered the new CB500X the day before we left and that got me thinking: why are we so obsessed with buying the top-of-the-range, most expensive machines, when all we actually need is something like this little Honda? And moreover, how many people are not riding motorcycles, purely because they cannot justify the massive outlay for a big adventure bike? So let me try and make a case for the CB500X.
Photo credit: Brian Cheyne
Affordability
At R120 000, the CB500X is priced very aggressively to take on other smaller capacity bikes like the BMW G 310 GS and KTM 390 Adventure. Now, this might not be a hotly contested sector just yet, but as top-end motorcycles are getting more and more expensive, more people might see this as an affordable entry into the adventure market.
Practicality
Honda only recently released this particular model in South Africa, but it has been available in Europe for a long time. This means that they have ample OEM accessories already developed for the CB500X. From crash bars to full luggage systems, you can specify your CB500X to your heart’s content.
Photo credit: Brian Cheyne
Off-road manners
On the launch of the CB500X last year, Honda took us on a really gnarly, muddy route. Even with the road-biased tyres, all the bikes came through the route unscathed. And I, for one, can testify that negotiating that route without a tip over was largely down to the bike being low and light and not my superior off-road skills. What this proved is that the bike can take you literally anywhere, although I doubt buyers of this category of bike will be hard enduro riders. This bike can tackle the odd gravel road, even if it has a few ruts in it. I have heard people mumbling that it should have had spoked wheels, but if I’m honest, if you require spoked wheels for where you are going, this is probably not the bike for you.
Photo credit: Beam Productions
On-road manners
As we have already experienced its off-road capabilities, the trip to Kaapsehoop was an ideal opportunity to find out what it will be like on a long journey. The bike lacks a luggage rack at the back and you have to make do with the passenger grab handles to tie things down. I am sure there is a luggage rack in the parts catalogue, but the test bike was not fitted with it. I strapped a bag on with clothes for two nights and set off in the searing heat that Pretoria dished up. The Honda is supremely comfortable, even with a rider of my height. We hit the N4 at a very gentle pace as there were quite a few speed traps lurking.
Photo credit: Beam Productions
At Waterval-Boven we visited the old NZASM-tunnel and by the time we got to Milly’s, I decided to fill up. With our gentle riding, the bike returned a respectable 33 km to the litre. From there we wound our way up to Kaapsehoop. The CB500X is such a rewarding bike to ride fast. And by fast, I don’t mean superbike fast. Just fast enough to be a lot of fun. The suspension is sorted and it smoothed out any minor imperfections in the road.
Photo credit: Brian Cheyne
As we pulled into Kaapsehoop, we recced a place to have dinner, consulted the load-shedding schedule, and checked into our overnight accommodation. Being free of the bulky bag, we headed back out and rode around to get some photos and see if we could spot the horses that this town is famous for.
The next morning, we set off very early and headed back to the N4 to get to the R539 that leads to Sabie. This short little pass was a delight on the CB. The bike just felt confident in any corner at any speed. We had a quick breakfast in Sabie and headed to Pilgrim’s Rest. Although the town is neat and well-kept, it seems to lack the atmosphere that it had. The Joubert bridge at the edge of town is a national monument, but nowadays it only serves as a bridge over a river, rather than being appreciated for what it is.
Photo credit: Brian Cheyne
We rode back the way we came and as I filled up at Ngodwana, the fuel consumption dropped to 28.6 km/L. Not bad considering that our trip involved some enthusiastic riding. For lunch, we met up with Dave Cilliers at Die Nagkantoor in Kaapsehoop for a quick catch-up. The town itself is well worth a visit if you have not been yet. But make a weekend of it, as there is just so much to explore. For the more adventurous there are a few nice hiking trails.
Photo credit: Brian Cheyne
As we packed up the bikes on Sunday, I realised that the Honda CB500X is really all you will ever need for a gentle adventure ride. Also, it is the ideal companion if you are new to adventure riding and you are not quite comfortable with the larger adventure bikes. With that said, I urge you to go and take the Honda for a test-ride. It really is a fantastic bike that ticks all the right boxes.
Photo credit: Brian Cheyne
Honda CB500X
For more information on the bike featured in this article, click on the link below…
I’ve written about Stylmartin motorcycle boots before in these pages – you can find the story here – but, having just worn a new pair over the course of my 3,000 km summer holiday ride, it is appropriate to write another review. In this case, it is an easy task as the Double WP boots I was wearing are some of the most comfortable boots I have ever worn.
The Double WP (strange name!) boot is a full-grain leather ankle boot, which is both waterproof and fully breathable, has hard inserts at the ankle bones and a flat rubber sole. It is a particularly attractive boot and it even comes with two sets of laces – one red and one black, depending on whether you feel like being flashy or understated. There are red accents on the sole and at the back of the boot which help to break up the expanse of black.
Image source: Stylmartin
I find them particularly stylish which is all well and good but that doesn’t matter if they are uncomfortable. Well, having worn them for three ten-hour-plus days in the saddle on my recent trip from Johannesburg to the Western Cape coast and back, I can honestly say that the last thing I thought about was my feet. My back, arse, shoulders, hands, knees, neck: yes. But my feet: not once.
Yes, if you stop to walk around in 30° heat, then they can get very hot inside but, thanks to the breathability, not particularly sweaty. In colder conditions, walking around in them is no problem as they feel very much like a normal hightop sneaker. The important thing is that, in terms of passive safety, the Double WP boot is perfect as you simply don’t think about your feet once when you are riding.
Image source: Stylmartin
I found the fit perfect for my feet: not too tight in terms of width and roomy around the toes. Of course, choosing the right size is essential (duh!) but I have often found that some boot styles, despite being the right size, just don’t ‘fit’ my feet. No such problems here.
Given the design, these are urban riding boots, although they coped on the off-road sections of the ride. That isn’t their natural habitat and, certainly, they lack the ankle protection that dedicated off-road boots give but for occasional off-road rides, they are fine, the waterproof capability working extremely well. Being leather, they clean off easily.
Image source: Stylmartin
The Double WP boot retails for R3,695.
Stylmartin Double WP
For more information on the product featured in this article, click on the link below…
KTM is arguably one of the top lifestyle motorcycle brands in SA, offering riders all things fun and pleasurable in almost every motorcycling category. What this means, is that riders are spoiled for choice when faced with the decision of where and what they are riding that particular weekend or weekday—most will have more than one orange steed in their garage to choose from. With an array of KTM dealers spread across the country, sharing their passion and driving their own events, it’s so easy to find an orange group to ride with.
Photo credit: Bjorn Moreira / ZA Bikers
With orange blood flowing through their veins and with the craving to ride already set within their DNA, KTM South Africa organised an event for their loyal customers and supporters called “Orange Day”. This particular orange day was catered for their street riders, no not just for the ‘Dukester’, but for all who love the grippy stuff called tar.
Photo credit: Bjorn Moreira / ZA Bikers
Customers, dealers and families started arriving at Ridgeway bar, the meetup point at 7:00 this past Sunday morning, and we were met with a typically warm V-twin, Parallel-twin and big bore thumper welcome. Everyone soon loosened up, thanks to some warm cups of coffee, good old bike talk and a family type of bond for all things orange. KTM also dangled the carrot when they said, “the first 100 riders to arrive at the starting point get a free drink and meal pass.”
Photo credit: Bjorn Moreira / ZA Bikers
With 100 odd KTMs parked outside, our mugs drained of their caffeinated substance and a quick look at the route map that KTM plotted for us, we were on our way to Barbados bar in Hartebeesport. Before you ask, no there was no mass ride at 80 km/h on the highway to the end location. KTM don’t believe in cues, hence the map.
Photo credit: Bjorn Moreira / ZA Bikers
The riders had free will to decide on how they’d end up at the final destination, most headed out with their close riding mates and others rode with their local KTM dealer group. Some fun and games were also had on the way there, in typical KTM fashion and some riders may have even added a few km to the map—this is all part of riding bikes.
Photo credit: Meredith Potgieter / ZA Bikers
We slotted in behind Thomas Tonking from KTM Centurion, who led our 20-odd rider group through urban sprawl and open B-roads before crossing the iconic Hartbeespoort Dam Wall. With torque-rich motors almost naturally lofting the front wheels past 10:30 and angry exhausts bouncing their soundtrack off the valley’s walls; this was the signal for the chief at Barbados to flip our burger patties onto the grill.
Photo credit: Meredith Potgieter / ZA Bikers
It’s days like these when you’re surrounded by beautiful views, good food and like-minded motorcyclists that you really appreciate riding and life as a whole. We at ZA Bikers are really impressed to see brands like KTM that focus on bringing customers into the brand and building long-lasting relationships. With one successful “Orange Day” completed we would love to see more of these events in the future and possibly an “Orange Weekend”.
Photo credit: Bjorn Moreira / ZA Bikers
So, if you find yourself twiddling your fingertips and don’t know where to ride, 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 7th Annual Africa Ubuntu Run took place this past weekend. This prestigious event takes place every year on the last Sunday of January.
The term “Ubuntu” is formally defined as: a quality that includes essential human virtues of compassion and humanity. In layman’s terms, from isiXhosa it is translated as “I am because we are”. It is a term that embraces humanity towards others, encompassing solidarity and unity amongst all peoples irrespective of race, gender, age or religion.
Photo credit: Thabang Khatide
This is brought full circle by the Africa Ubuntu Run. It is a mass multinational celebration of brotherhood, respect, honour, and racial and cultural diversity amongst the many biking communities. Over the years this grand event has garnered support and popularity from not only the bikers, but also with motorcycling agencies, associations, brands, clubs, non-organized biking affiliates and governmental agencies coming on board and contributing to the success of this annual event.
With this event taking place not only across the 9 South African provinces, but the Ubuntu run has also attracted participating countries (over 10 and counting) from as near as Swaziland, Mozambique, Lesotho and as far as Nigeria, Morocco and Egypt.
Having woken up Sunday morning with clear blue skies above, I headed off to Bikers Warehouse in Randburg which served as a meet-up point for the Gauteng riders. I was accompanied by the sleek 2022 Suzuki Katana in the new darker-toned metallic matte stellar blue. A fitting riding companion, swift and easily manoeuvrable through the City of Tshwane and maintaining a comfortable highway cruising speed with minimal wind drag.
Photo credit: Bjorn Moreira / ZA Bikers
The call-out was 08:00 for 09:00, supplying enough time for the arrival of bikers from all over the province. The bikers most certainly did not disappoint, arriving in numbers. Out came the sports bikes, superbikes, cruisers, adventure bikes and the odd scooter here and there, not forgetting the plethora of riding clubs making their grand entrances, most notably the M109R club.
In the true “spirit of Ubuntu”, it was beautiful witnessing first-hand the unity and sheer cultural diversity present. The young and the mature. The vastly experienced and the new riders. Everyone present personified the “spirit of Ubuntu”. Smiles and laughter, cheers and greetings, revs and nods, waves and winks made up the gloves we all wore.
Photo credit: Thabang Khatide
After an important safety briefing, the marshals and the Traffic Police Department departed ahead of those gathered, to ensure safe passage from Biker’s Warehouse right up to Slotjhile Pub and Shisanyama in Tembisa.
With the necessary addresses having been made, in minutes, legs were swung over and engines ignited. The Katana came to life at a touch, thanks to Suzuki’s Easy Start System. It was time to hit the open road. There’s nothing like a highway “shutdown” with various bikes to your left and right, this was certainly a spectacle for the patient on-lookers waving from the seats of their cars and those capturing the occasion on their smartphones. How ironic, even the non-riding spectators ended up uniting, in celebration of the Africa Ubuntu Run.
Photo credit: Bjorn Moreira / ZA Bikers
Upon arrival at Slotjhile Pub and Shisanyama, there could not have been a better location to house an occasion of this magnitude. A beautiful venue, with ample parking space and a calming dam situated just a few metres away.
Photo credit: Thabang Khatide
As we embraced some downtime after an exceptionally well-guided ride from the meet-up point. We tuned in, to the present speakers. I had a quick word with two members of the National Gauteng organising committee.
“As this was the 7th Annual Africa Ubuntu Run, we have had an amazingly positive response from not only the bikers, but mainly the sponsors, stakeholders, biking councils, and other partnering entities. A special thanks to Bikers Warehouse and Honda for their crucial organisational involvement in this year’s event. Additionally, an extended word of thanks to the Gauteng Department of Community Safety and the National Traffic Police. It has been a successful event and turnout, we hope to continue to grow and not only maintain current relationships with stakeholders but to build further connections to scale this event even further, with a vision to have even more bikers come together.” – Mathule Motswiane (Thules)
Photo credit: Thabang Khatide
“The main agenda and objective of this event was not only observed but also realised. Next year, we certainly aim to go bigger and better than before. With earlier marketing strategies implemented, we will reach our desired goal of increased social cohesion amongst even more bikers than we have had in the past. We graciously thank our organisers, riding and Traffic Department marshals, the Gauteng Department of Community Safety and all our stakeholders for consistently playing their part in the successful annual run of this event. Last but not least, a big thank you to Slotjhile Pub and Shisanyama for hosting us.” – Thato Makgari (Voodoo)
All in all, from start to finish, it was a well-run, well-organised and successful 7th Annual Africa Ubuntu Run. They say, “Four wheels move the body, Two wheels move the soul.” I guess, it’s not a coincidence that it is termed the “spirit of Ubuntu”. As bikers, we are connected and unified deeper than what the average person will ever understand or comprehend. Let the “spirit of Ubuntu” not only stem from us, but continue to reside in us.
The day you first saw a motorcycle is the day you probably pictured yourself riding one. After this, a whole load of infatuation and research goes into becoming a motorcyclist. What probably skips the minds of most who are set on the finish line rather than the race is getting the correct motorcycle training.
This is where Suzuki’s rider safety day comes into the picture…
Photo credit: Bjorn Moreira / ZA Bikers
Suzuki is pretty clear that this is not a track day, but rather a day aimed towards learning to ride your motorcycle safely and effectively, with Red Star Raceway providing a safe environment for you to do so. It is so crucial that you learn the correct way from the beginning, as the wrong experience can have a lasting and negative effect on you as a rider—that’s not good for those who are riding or driving around you either.
Registration kicked off at 7:30 and butts were in the classroom chairs by 9:00. With the classroom session covering safety aspects such as line choice, cornering techniques, braking and general road safety awareness, riders then move onto the track. Once in the pits, the Suzuki instructors will place you in your respective classes running from B-D.
Photo credit: Bjorn Moreira / ZA Bikers
Once on track, the Suzuki riding instructors lead the riders around the circuit, whereby they get shown the correct lines and braking points. After a few laps, the instructors then slide behind the riders to evaluate their progression, after which they are able to show the riders how to better their techniques. If you do not have a motorcycle, you can also learn as a pillion or on one of Suzuki’s demo units.
At the end of the day, you will thank yourself for the experience and even if you have been riding and feel like a refresher course, Suzuki’s Rider Safety Day will be the perfect stepping stone or step back into motorcycling. The course costs R300, includes lunch and a portion of the funds gets donated to the SA guide dogs association.
For more events like these, keep an eye on our Biking Events calendar. Or check Suzuki SA’s Facebook page.
Since time began mankind has had a need to stash stuff. Everything had to be carried on the body. Belts and over-shoulder slings over time gave rise to haversacks and such. Being what we are, we never stopped there. The nature of man is never to quite get when enough is enough, but rather to end up wallowing in his excess. Witness the top of the range camping caravans and trailers that people haul behind their huge (they have to be to pull those rigs) 4x4s. Us bikers are a different bunch, however. We just don’t have the luxury of a lot of space. Forget for a moment those dudes in the States who haul campers behind their behemoth Harleys and Goldwings and think more about Adventure bikers. Guys and girls who venture off the beaten track, and intend to rough it, but do need some essential kit to make the journey less rigorous, as well as to haul some essential tools and spares.
Photo source: Turkana Gear
Such a guy and girl are Michnus and Elsebie Olivier who got ‘gatvol’ of the corporate grind, sold a lot of their ‘stuff’, bought a couple of Suzuki DR650s and set off travelling far and wide. Follow PikiPiki Overland on Facebook and prepare to be enthralled by their experiences travelling remote parts of South America. Why am I telling you this? Because like anyone preparing to do this kind of travelling, they did a bucket load of research. What bike, what kit, what luggage system, what, what, what. They had more questions than answers. Names like GIVI, Oxford, Kriega, Tusk, Enduristan….the list goes on and on. They dipped their toes in that bottomless pool and started travelling. They say that necessity is the mother of invention, and for Michnus and Elsebie it really was.
Photo credit: PikkiPikki Overland
To keep the bikes as light and uncomplicated as possible they went with rackless systems. Over time, everything they tried came up a bit short. Often outrageously expensive, it could not always fit just right and didn’t always survive the rigours of serious offroad adventuring. I haven’t asked them exactly, but I suspect that while gazing into a campfire after a hard day made harder by struggling with a failing luggage system, they had an epiphany. Stuff this, we going to consider all we’ve learned and make our own sh*t! Enter Turkana Adventure kit. Possibly the roughest, toughest and most badass rackless soft luggage on the market.
Photo credit: Dave Cilliers / ZA Bikers
I contacted Michnus after shooting the breeze with him and Elsebie at Triumph where we were loitering with intent. I recently acquired a Scrambler Ducati. I plan on doing some silly trips with it, which the manufacturers of this fine steed didn’t necessarily have in mind when they designed it. As a minimalistic beast, I don’t see my way clear to putting luggage ‘scaffolding’ on it. When I laid my eyes on the Turkana MadMule Rackless Luggage I knew it was just the ticket. Michnus had a set delivered to me and I set about fitting it after reading the instructions.
Let me say at this point that the instructions, both written and available on Turkana Gear’s YouTube, made understanding how to proceed loads easier. Just handling the luggage makes you realize that this is next level.
The fabrics used, the double stitching and reinforcement, everything about them is super strong and durable. I used to think that only cockroaches and Kawasaki KLRs would survive the Apocalypse, but now I know that the KLR will be sporting Turkana luggage! Every aspect of the luggage screams ROBUST. Load is spread over wide reinforced areas, thereby reducing the chance of tears and failure to an absolute minimum (I wanted to say ‘to zero’, but life has taught me that some people will break their own fingers in their bums, given half a chance).
Be patient and fit the luggage properly. It is adjustable to achieve the exact angle suitable for your particular bike. Then there is a real ‘belts and braces’ approach. You can boppa this stuff on your bike properly! Once done, you have great peace of mind, it won’t shift, burn through on your exhaust, or whatever. The bags I have are the 15L chaps which sit astride the back seat, complimented by a 40L duffel bag that mounts onto the seat proper. Straps and “D” loops abound, as well as strips attached to the bags which allow loose ends to be properly secured. Nothing flaps around once properly installed.
Photo credit: Dave Cilliers / ZA Bikers
The strips also allow smaller, modular bags, to be attached to the large bags for oddments requiring easy access. By ‘STRIPS’ I mean strapping sown at regular intervals to virtually integrate into the side of the bags. Think for a moment of the integrated ‘bones’ that ladies had in their corsets back in the distant past. These integrated strips would give shape to the garment. The fiendishly clever Turkana design utilises these to mount the bags to the adjustable base which fits over the seat. It means that the bags attach via a myriad of points, virtually making them one with the base.
Photo source: Turkana Gear
Spread the load and negate tears. The bags sport roll tops and come with water and dustproof inners. This is cool because not only do they keep your kit clean and dry but you don’t have to take all the kit off when overnighting.
If you are in the market for arguably the best, most adjustable, toughest rackless soft luggage on the Globe, then I think you need to get yourself some of this kit. It is designed for SERIOUS use. Round The World trip in the offing, or just a weekend trip to Tankwa? Your Turkana MadMules will serve you well. Use them on all your bikes too. My mate, Brian Cheyne, popped them on his Ducati 950SS for a Lowveld ride recently.
Photo credit: Dave Cilliers / ZA Bikers
Just decide who you are going to leave them to when you depart the planet, because I am convinced they will outlast you! For prices and options (and sage advice), I would suggest that you contact Turkana directly.
MadMules Rackless Luggage
For more information on the product featured in this article, click on the link below…
While the move to replace internal combustion engines (ICE) with electricity is a topic that’s not going to go away, it is guaranteed to promote argument whenever the point is raised. Frankly, the numbers just don’t add up and, while I know that the development of battery and charging technology will increase exponentially as deadlines for phasing out of ICE-powered vehicles gets nearer, it’s hard to see how it will ever be practicable.
Putting in place charging points for every electric vehicle will be such a massive undertaking, not only in cities but also in outlying areas. Also, it’s all very well talking about electrification in first world countries but how on earth is it going to be affected in third world countries? We can’t even keep lights on at home so what chance is there of making sure there is enough electricity for charging our cars and motorcycles, let alone all the trucks that keep the economy afloat? The level of investment will be difficult enough for the likes of America and Europe: what chance does Africa have?
Image source: MotoGP
It’s not even as if Europe has excess electricity-generating capacity. I have it on good authority that France will be subjected to electricity outages in the coming years as planned maintenance of power stations comes into force. With a large amount of its electricity coming from nuclear power stations, maintenance isn’t a couple of weeks, it’s years: how does that tie in with an increasing number of electric vehicles?
Of course, one of the big questions for motorsport fans is how electrification will affect the sports we love, be it on two wheels or four. Formula E and MotoE have been running for a few years and are mildly interesting, although it is noticeable that very little TV coverage is given to MotoE, at least here in SA. Watching electric bikes on TV is less painful than watching trackside as the lack of noise will be drowned out by garrulous commentators, much as the noise of deafening ICE MotoGP bikes is. But will tens – or hundreds – of thousands of race-goers be able to maintain their interest as a field of race bikes whispers past them in the main feature races?
Image source: MotoGP
It is hard to find any dissenting voices about electrification from the industry itself but one leader who has jumped onto the soap box is Pit Beirer, director of motorsports at KTM. He has gone public with his views that electrification is certainly not the ‘near future’ of any motorcycle over 125 cc and neither is hybrid technology, either.
One of the barriers to adopting electrifying motorcycles is the weight and range of current battery technology and, while KTM has experience with it in its range of Freeride off-road bikes, that is more of a novelty rather than a viable alternative to the ICE.
Image source: KTM
“We don’t see that the technology is on the table at the moment to transfer mass production bikes into something like battery (powered) motorcycles,” Beirer said.
“We have a clear commitment to replace smaller engines, like 65 cc kids bikes or less than 100 cc for urban mobility or around cities with scooters – we see all of this segment as making sense to do it with a battery.
Image source: MotoGP
“Everything else, and for what we call a full-size motorcycle from 125 cc upwards, we see still the combustion engine as the solution in the near future.”
The move – or should we say, the rush – to electrification seems to be sure to wipe out 140 years of development of the ICE, with surely much more left in the development pot, especially if we consider the use of non-fossil synthetic fuels, which MotoGP will fully adopt by 2027, with a target of 40% by 2024. Beirer sees battery power as a stop-gap measure while synthetic fuels are developed.
Image source: MotoGP
“You all know we are pushing like crazy – together with the fuel industry – to get as quickly as possible this sustainable fuel into the (MotoGP) bikes,” he explained.
“Then if you look at a modern motorcycle that is produced with a lot of high-value raw materials… our MotoGP bike is made with 91% recyclable material. You have steel, aluminium and titanium. All raw materials that can and will be reused at the end of the life cycle.
“And if you then fire up the whole project in a short period from now with 20-21 litres of (100%) sustainable fuel, we see the package of the (MotoGP) bike together with the fuel as ready for the future and that’s what we want to stick to.”
Image source: MotoGP
Nor is Beirer a fan of hybrid technology, which has had a huge impact on four-wheeled Grand Prix racing, stating it has no place in MotoGP.
“With any hybrid then you start to produce batteries, which you have to dig from the ground and take out (elements) that are not available in high quantity and not good for the environment.
“So I feel battery is maybe a transition period (until) there is some future technology that is not ready at the moment for the mass market.”
Image source: MotoGP
What he doesn’t talk about is the added weight and packaging problems of these batteries and attendant technology: difficult enough in a car, so what would it be like on a bike?
KTM has never been a manufacturer to follow the herd and abandon engine technology without due process. Look at the way it has persisted with two-stroke technology after the Japanese abandoned it, countering the emissions problem by developing fuel injection technology.
Image source: MotoGP
It just feels as if there has not been enough time and thought given to electrification: it seems to be a knee-jerk reaction to environmental problems: a reaction that creates more problems – or, at least, alternative problems – than it is solving.
Of course, adapting the ICEs in racing motorcycles to run on synthetic fuel is only a minute element of the carbon footprint of the MotoGP championship – of any racing championship, for that matter. Consider the environmental impact of transporting hundreds of tons of equipment and hundreds of team personnel around the world. Using 21 litres of fuel per bike, per race, isn’t the big issue here: developing new technology that will enable the ICE to continue on its hard-won development curve and not throw away all that expertise and knowledge, is.
The Triumph Speed Triple’s most distinguishing feature is its twin bug-eyed headlights; its second is its twin-spar aluminium frame. Ironically, neither of these were a thing on this iconic streetfighter’s initial release.
When the Speed Triple hit the scene way back in 1994, it had a single headlight and blocky bodywork that hid that now-unmissable frame. Triumph soon redesigned it with sculpted bodywork that exposed more of the frame—and a dual headlight design that would go on to polarise opinion for decades to come.
Photo source: Triumph UK
Some pundits hated the two chromed headlights poking out the front of the Speed Triple, others loved the bike’s unapologetic aesthetic. When Triumph finally ditched the twin round headlight design for a twin angled headlight design, opinionists were split into three camps. You either loved the sharper look, hated it because the round lights were some sort of sacred signature, or wished that Triumph would finally just put a regular headlight on there.
The Speed Triple has evolved over the years, but traces of its early DNA remain. And it doesn’t give a continental whether you like it or not either. That’s because it’s a thoroughbred hooligan; punk rock on two wheels. And nowhere is this more evident, than in the smorgasbord of colours it’s come in over the years.
Photo credit: Wesley Reyneke / ZA Bikers
Right now, you can get the 2023 Triumph Speed Triple RS in black, silver, or the colour pictured here: Baja Orange. It’s a matt paint job that pops like heck in the sun, and it demands attention. Which means some people probably won’t like it.
Layered onto the orange base is a graphics kit that’s sharp and minimal. Most prominent is the ‘RS’ motif on either side of the tank—executed in a light grey, it can go from bold to almost ghosted, depending on how the light hits it. This particular demo model gets an extra little lick of orange, courtesy of a neat, colour-matched fly screen.
Photo credit: Wesley Reyneke / ZA Bikers
It’s not the first time the Speed Triple’s been wrapped in orange. It was a colour option on the very first model and has popped up from time to time in Triumph’s catalogues. They’ve also drenched the rowdy streetfighter in red, yellow, blue, purple and bright green over the years. Scour the archives, and you might even find Triumph’s rare Nuclear Red hue—which is pretty much pink.
Sure, you can snag a Speed Triple, old or new, in black, white, grey and silver… but why? The bike’s aggressive stance, svelte layout and bug-eyed lights beg for something that’ll sear retinas. Nay, they deserve it.
Photo credit: Wesley Reyneke / ZA Bikers
Of course, there’s also the fact that the current-generation Speed Triple 1200 RS is absolutely bonkers to ride. The 1,160 cc inline triple punches out 177.5 hp and 125 Nm, with a power band that’s broad and usable. With a six-speed box, a quick-shifter, multiple rider modes and a somewhat sanitised exhaust system (thanks, Europe), there’s an unavoidable air of refinement—but it’s done little to quell the Speed Triple’s hooligan nature.
Photo credit: Wesley Reyneke / ZA Bikers
There’s a reason that that Triumph triple-cylinder mill has legions of fans. It loves to be spooled up, rewarding a heavy hand with arm-stretching torque and an antagonistic howl.
It offers up more riding comfort than its younger sibling, the Street Triple 765, but with a smaller weight penalty than it used to have. At 198 kilos wet, and equipped with fully adjustable Öhlins suspension and responsive Brembo brakes, it’s hella nimble.
Photo credit: Wesley Reyneke / ZA Bikers
It corners intuitively, holds its line like it’s on rails, and has enough modulation in the brakes and throttle that, once you find your groove, you can go really fast on it. The more you manhandle it, the more fun it gets.
I had only two gripes when I first rode this iteration of the Speed Triple 18 months ago—the gear shifter was a little sticky getting into neutral, and upshifts on the quick-shifter had to be precisely timed. Triumph has clearly done some homework because the shifter is now far more forgiving in both scenarios.
Photo credit: Wesley Reyneke / ZA Bikers
All this to say; the Triumph Speed Triple 1200 RS is one of my favourite new motorcycles. And if I had to park one in my garage, it’d likely be orange. Because if you’re going to buy a bike that’s about as subtle as an Elon Musk tweet, you might as well pick a livery to match.
All Triumph has to do now, is bring green back to the catalogue. Or, better yet, Nuclear Red.
Pepson Plastics Factory Kawasaki Racing with Motul, Gilbert Mining, Scottish Cables, Michelin, Acerbis, Renthal, DID and Arai, got its 2023 Cross Country Racing season off to a golden start at the GXCC Gauteng championship opener at Lekoa Lodge Saturday. The team delivered two wins and two-second places in an impressive outing in the Villiers, Free State race.
South African Seniors’ champion Kenny Gilbert remains unbeaten for over a year now since he first swung a leg over his Pepson Plastics Factory KX 450 X. Kenny dominated the Senior race with a handy ninth overall among the best of the young guns after another faultless ride in the sandy, rocky Free State terrain.
Image source: Motorsport Media
Former motocrosser and Kawasaki ZX9 Masters circuit series regular, Brian Bontekoning made a fine GXCC Cross Country debut with a maiden Veterans class victory aboard his Pepson Plastics Factory Kawasaki. He was backed up by team boss Iain Pepper, who rode home fifth in the class for the oldest riders in Cross Country racing.
Image source: Motorsport Media
Pepson Plastics Factory Kawasaki Racing also had a very good day at the other end of the age spectrum. Young Jake Pretorius rode home second in the under-13 85cc Juniors. He was not the only team rider to strike silver, as Jaycee Nienaber rode his KX 450 X home a fine fifth overall and second in open class OR1 Pro. OR1 teammate Taki Bogiages was tenth.
Another young gun, Wian Wentzel stepped up to OR3 with a fine debut fourth in the ultra-competitive 250cc class. Two of Pepson Plastics Factory Kawasaki Racing’s amateur riders, Kevin Sanders came home seventh, and circuit car racer Keegan Campos was 10th in OR3 Pro-Am.
Image source: Motorsport Media
“That was a positive start to the new season,” Pepson Plastics Factory Kawasaki Racing team principal Iain Pepper confirmed. “Kenny continued his winning streak, Brian arrived with a bang, and Jake, Jaycee and Wian delivered great results. “The rest of us enjoyed a mixed day everyone got home safe and we all had a ball.
“Now the preparations start for the first National at Rhino Park on the 4th of March – bring it on!”
Franchise Co Sleepover Tork Craft Honda Racing enjoyed a spectacular start to its 2023 Cross Country Motorcycle season at the opening round of the GXCC Gauteng Championship at Lekoa Lodge on Saturday.
Not only did double champion Mike Pentecost celebrate his first race on a Red Rocket Honda with a dominant overall win, but the team delivered no less than six podium finishes in the Villiers, Free State race. Pentecost’s victory was also Honda’s first overall Cross Country Motorcycle victory in South Africa in the modern era.
Image source: Motorsport Media
Mike Pentecost quite literally obliterated the opposition, with an eight-minute overall victory aboard his open class 450cc OR1 Pro Franchise Co Sleepover Tork Craft Honda CRF 450 RX. Teammate Hayden Louw added to the big class jubilation with sixth in OR1 Pro on his similar machine.
Franchise Co Sleepover Tork Craft Honda also had a splendid outing in the Junior classes. where Murray Smith led Jaden Els home to a fine Honda Racing 1-2 in 85cc Senior. 85cc Junior teammate Liam Scheepers meanwhile kept the baby class podium red with a fine third in 85 cc Juniors.
Image source: Motorsport Media
It was a good day for Franchise Co Sleepover Tork Craft Honda Racing on the other side of the age divide too. Wynand Delport ended second in the Senior class, while the ever-spectacular Warrick van Schalkwyk came home fourth in Masters.
The team also had a positive outing in OR3 Pro. Tyron Beverley steamed home seventh overall and third in the 250cc class aboard his Franchise Co Sleepover Tork Craft Honda CRF 250 RX. Teammate Haydn Cole backed Beverly up with a solid sixth in OR3 Pro riding a similar machine.
Image source: Motorsport Media
“That was a splendid way to start the new racing season,” Franchise Co Sleepover Tork Craft Honda team boss Harry Grobler concluded. “Mike was unstoppable today and quite appropriately brought us Honda’s first overall Cross Country Motorcycle race win in South Africa, in as long as most of us can remember!
“The rest of the team shone too, not least our stars of tomorrow, Murray, Jaden, and Liam, as well as Wynand and Tyron. “We have now won the big class in Nationals, and overall in the GXCC. “Join the dots and you will see what we are after next. “Our first opportunity of that comes at the opening National at Rhino Park in Pretoria on 4 March. “Let’s do this!”
The bi-annual BMW Motorrad GS Trophy, which has rather become South African property in recent years, with four consecutive overall victories in the men’s class and an overall victory in the women’s class in 2022, will return to Africa in 2024, Namibia having been announced as the venue for the eighth running of the event.
Leading up to 2024 will be 15 national qualifying rounds and one international qualifying round, to choose the 22 teams that will compete. Of the 22 teams, six will be all-female teams.
Image source: BMW Motorrad
By choosing Namibia, the event organisers have sought to offer conditions as different to those encountered in Albania in 2022 as possible. Dr Ralf Rodepeter, Head of Brand Management BMW Motorrad, explained: “After Tunisia, South Africa, Patagonia, Canada, Thailand, Mongolia, New Zealand and most recently Albania, BMW Motorrad was again on the look-out for perfect GS terrain – and found it in the beautiful country of Namibia. Countless off-road kilometres with challenging route profiles passing through marvellous landscapes with fascinating flora and fauna once again ensure an exciting GS Trophy.”
Image source: BMW Motorrad
The BMW Motorrad International GS Trophy is an event that celebrates the spirit of the BMW Motorrad GS models. Namibia 2024 will be the ninth edition of the event. Previous editions were held in South Eastern Europe (Albania) in 2022, Oceania (New Zealand) in 2020, Central Asia (Mongolia) in 2018, Southeast Asia (Thailand) in 2016, North America (Canada) in 2014, South America (Chile, Argentina) in 2012, South Africa (South Africa, Swaziland, Mozambique) in 2010 and North Africa (Tunisia) in 2008.
Image source: BMW Motorrad
The BMW Motorrad International GS Trophy is not a race: it is a team competition in which an international contingent of off-road enthusiasts compete against each other in various special tests. Not all of these involve just motorcycling: skills and teamwork are essential, too. Since competitors are together for a lot of the time, also spending the night in bivouacs, this is an adventure that promotes a sense of togetherness, too. People, cultures and motorcyclists from all over the world come together, and it is not uncommon for friendships to be made for life.
Image source: BMW Motorrad
Based on the experience of past GS Trophy events, the most successful teams are ultimately those that demonstrate solid preparation, excellent teamwork and riding ability, while at the same time having a lot of fun and experiencing wonderful international camaraderie.
Some of the Pepson Plastics Factory Kawasaki Racing team members at the launch at Legends MX in Joburg, by Kevin Sanders Disruptive Intent
We cruised to Rhino Park recently to touch base with the members of the Pepson Plastics Factory Kawasaki Racing team line-up for 2023. Chatting with team boss and rider Iain Pepper, himself a stalwart and stellar performer in SA car motorsport. Iain understands that a happy team on the right machinery will often translate to Championship Trophies. Having said that, he is building a racing family where winning is the goal, but it is not the Be-all and End-all. The change, a couple of years ago from Husqvarna to Kawasaki, has turned out well, with four Championships on the shelf.
Photo credit: Bjorn Moreira / ZA Bikers
New for 2023 is the move from the 2022 SA National High School Champion, Wian Wentzel, to the 250cc OR3 Class. That should put a talented cat amongst them pigeons! He will be campaigning a lone KX250X. His initial impressions of the Green Machine are pretty positive, so watch that space. Kenny Gilbert, the vastly experienced speedster and National Seniors Champion will campaign a KX450X. Joining him, on a KX250X, is a fellow perhaps better known for his car circuit racing exploits and tuning skills, Lee Thompson.
Photo credit: Bjorn Moreira / ZA Bikers
Also on a KX450X for another season is Jaycee Nienaber, again with Wade Den as teammate. Motul Tech Maestro, Taki Bogiages, is stepping up a class to also wrestle the potent KX450X, which I have on good authority he has been spending some quality time on.
Photo credit: Bjorn Moreira / ZA Bikers
Looking to the future, Iain and his team continue to invest in the Junior Class. Nathan Sinclair, Jake Pretorius and brothers Clayton and Dylan Human will be contesting 85cc Juniors. Jayden Boyce will compete in GXCC races. The team ethos is “race to win, but make sure you have fun doing it”.
Photo credit: Bjorn Moreira / ZA Bikers
If anyone understands the importance of sponsors it is a seasoned motorsports campaigner like Iain. The Pepson Plastics Factory Kawasaki Racing team is no different. Backing the team are obviously title sponsors Pepson Plastics and Kawasaki SA, but also making significant contributions to the team effort are Gilbert Mining & Engineering, Reinhardt Transport (Pty) Ltd, Acerbis (whose products were evident on many of the bikes), Motul South Africa, with their spectacular lubricants and bike care products, DID, Arai, Renthal, Michelin, TBR Suspension and Scottish Cables. All quality contributors to a quality team.
Photo credit: Bjorn Moreira / ZA Bikers
Racing is a cruel mistress. As we look to the year ahead, last year’s results are now history and it all needs to happen all over again. But then again, that is what keeps bringing us back, both as racers and spectators. Who will triumph in 2023? Only time will tell, but the Pepson Plastics Kawasaki Factory Racing team are certainly not going to rest on their Laurels. Let the games begin!
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Pepson Plastics Factory Kawasaki Racing – 2023 Team:
I’m sure there is more than one, but a Facebook group I follow performs a countdown to the new MotoGP racing season every year, using riders’ race numbers to illustrate the countdown. As I write this, I see we are on 60 days to the start of the season, marked by images of Julian Simon and Michael van der Mark, who both run as number 60.
The post New Year off-season is always marked by a distinct lack of news around either MotoGP or World Superbikes and it is interesting to see what the racing websites find to keep their pages full. Sadly most of it is completely banal and you just know that they are really scratching to think of anything to write about. A bit like this particular column, actually…
Image source: MotoGP
I mean, you know things are slow when the best they can come up with is who will be wearing what helmet in 2023! Yes, I know that for the helmet manufacturers, who are investing an awful lot of money to attract the big hitters in racing to the fold, this is big news but, really, does anyone else actually care? Modern helmets are a nightmare of gaudy designs and you are lucky if you can actually discern the manufacturer’s name. It’s difficult to tell one helmet from another, actually.
Whatever happened to a bit of class and style in helmet design? Simple, classy and instantly recognisable. Why does no one do that any more? Leathers are plastered with sponsor logos, but helmets are generally sparsely populated with sponsor logos so there is a blank canvas to be filled. What do we get instead? Bottom-of-the-design-class graphics that are just hideous. Go back through racing history – on two wheels and four – and it is littered with basic, stylish and, most importantly, memorable helmet designs. Why haven’t the marketers thought of that one?
Image source: MotoGP
Show me any modern riders’ helmet and, ten times out of ten, I’ll fail to recognise it. Show me Hailwood’s, Bill Ivy’s, Phil Read’s, Jackie Stewart’s, and Senna’s, and I know immediately who you’re talking about. It’s not rocket science. Or maybe it is…
The other ‘big’ story is “will Bagnaia wear the Number 1 plate or his regular race number” (can’t even remember that, actually. Is it age?). This, of course, has given the press huge pleasure as now they can trot out the statistics: who last won the title and took the Number 1 plate and what are the statistics regarding who went on to win the title again wearing it. (In case you don’t know, Casey Stoner was the last rider who chose the Number 1 plate for the 2008 season. He didn’t win the title that season…)
Image source: MotoGP
The point of all this preamble is that news is slow at this time of year. Don’t worry: I feel your pain as well. The period between the last race of the season and the first race of the next is like being cast adrift in a small boat, bobbing aimlessly along, with nowhere to go and no idea how you’re going to get through it. It will only be in March that we will finally get a glimpse of land again.
Not all the coverage of the off-season has been trite, however. There is a lot of speculation around the coming season but even that tends to be of the negative type: how slow will Yamaha be? How dire is Honda’s position? Should MotoGP be renamed MotoDucati or MotoV4? You know: really important stuff.
Image source: MotoGP
Actually, that last topic is rather relevant. In 2023, there will be merely two bikes with an inline four-cylinder engine and they are, of course, the Yamahas of Quartararo and Morbidelli. How long until they bow to the inevitable and also turn to a V4 configuration? There has been an inline-four on the grid (but not continuously) since 1950 (Gilera) but, if Yamaha’s 2023 version of the M1 isn’t a success then Yamaha will surely give in and build a V4.
But why? What is wrong with an inline-four? Well, nothing actually. If anything an inline four with its long crankshaft creates a more stable motorcycle due to the crank’s rotation but a V4’s shorter and stiffer crankshaft allows more RPM and, therefore, more power. More power equals more speed: more power equals better cornering because the bikes can run more downforce giving better braking, more cornering grip and fewer wheelies on the exit. More power overcomes the drag penalty on the straights from running more downforce.
Image source: MotoGP
Two Yamahas against 20 Ducatis? It would be a brave person who put money on Quartararo or Morbidelli winning the championship this year. In the same vein, who will be betting on Honda? Without talisman Marquez, HRC has got things terribly wrong since 2020.
2022 might not have been the first time that Honda finished last in the constructors’ world championship – that happened also in 1979, ’80 and ’81 as the company struggled with the oval-pistoned NR500 – but it will still have hurt like hell. The root of Honda’s problem, other than losing Marquez, has been the super grippy Michelin rear slick which has highlighted the imbalance in grip between the front and rear of the bike, which has made it incredibly difficult to find any balance at all.
Image source: MotoGP
“The bike doesn’t turn, there’s no grip, so no acceleration…” said Marquez. Not the best of situations, for sure. The riders are having to fight the bike every inch of the way to drag the performance out of it so, naturally, mistakes are more frequent and mistakes lead to crashes.
Of course, all this has started rumours that Marquez would be looking at a Ducati ride in the future, in order to continue his winning ways. However, Ducati is saying that that is unlikely, preferring to bring up the younger riders it already has on the books. With Jorge Martin, Marco Bezzecchi and Luca Marini, Ducati has plenty of talent waiting in the wings – very fast talent: they are Ducati’s future, not Marquez. Of course, never say never and all that, but it is unlikely. That means Marquez has to remain fit enough to help develop the next HRC motorcycles and that is being put in jeopardy by the latest HRC bike being so difficult to ride and easier to crash.
Image source: MotoGP
Elsewhere, what do we have to look forward to? Jack Miller on a KTM, alongside Brad Binder: Miguel Oliveira on an Aprilia: Joan Mir on a Honda: Enea Bastianini alongside Bagnaia on the factory Ducati (now, that could produce fireworks: if they take points off each other consistently, expect another rider and team to sneak through and snatch the title away from them). All of those changes will be fascinating to watch.
And then there are the questions: can Aprilia continue its upward trajectory? Will Ducati swallow the championship through the sheer weight of numbers? Will Honda pull it together in time and give Marquez and Mir a bike they can win with? Will the Yamaha remain recalcitrant? Can KTM put together a consistent attack on the title?
Image source: MotoGP
The only thing we have to worry about is the increasing reliance on aerodynamic add-ons. Some riders like them – Cal Crutchlow, in particular, has been vocal about his appreciation of them – but there is no doubt that it is harming close racing and will only get worse.
And then, there are the sprint races on Saturday, replacing FP4. There will be a 30-minute FP3 session, qualifying and a half-distance sprint race, all on the Saturday at every venue. The sprint race will have nothing to do with setting the grid for Sunday, that being set by qualifying. Half points will be awarded for the sprint race.
Image source: MotoGP
It’s rather difficult to see the point behind the sprint races and even the riders are questioning the wisdom of more track time racing, which obviously increases the chance of a crash and injury, putting the championship in doubt. Dorna is resolute that the Sprint Races will happen, however, so that is that. From a fan point of view, it means more on-track action, which we’ll all love but not if our personal favourite bites the dust and is out for the main race.
So, sixty days to go: a long time but also just around the corner.
If you were planning a long trip on a motorcycle, which motorcycle would you choose, if you were in the enviable position of being able to choose any motorcycle you would like? Naturally, thoughts would turn to a dedicated touring bike if you were certain that every road you rode was going to be tarred. South Africa presents a different scenario, however, where many really interesting roads are dirt. In this case, an adventure bike is called for: a bike that can handle any surface thrown under its wheels and handle them all with equal ability.
So, adventure bike it is. The choice has been narrowed but, with the proliferation of adventure bikes on the market, there is still a decision to be made, not only in what brand to choose but what size. Every manufacturer worth its salt offers an adventure bike: most offer more with different engine displacements and physical sizes.
So, if we assume the ability to choose the bike on which you would undertake an adventure into the heart of South Africa, which would it be? BMW? Triumph? Ducati? KTM? Husqvarna? Yamaha? Honda? You can pretty much pick your favourite brand and go from there.
Image Source: Google
But, where is the challenge in that? Where is the adventure? OK, so not everyone wants their ride to be a challenge and, as for ‘adventure’, I know that not every rider wants too much of that, either: plump for the soft life, full of comfort and excess power; rest securely in the knowledge that you will get there and back with the minimum of fuss or concern for the machine.
If you’re travelling a long way, you want something with a larger engine, to cover distances at speed and with ease. But, what if you don’t want to whistle past all the amazing scenery, and rush through all the small towns leaving nothing but a dust cloud in your wake and maybe an empty bottle at the local pub? What if you want the journey to be the experience, not the destination? What’s the point of all that vastness of landscape if you’re going too fast to appreciate it?
Photo credit: ZA Bikers
Such thoughts dictated the choice of mount for my own particular odyssey: that and a bloody-mindedness that told me to shy away from the easy route. There are quite a few small adventure bikes on the market, from the likes of BMW, KTM, Kawasaki and so on. Somehow, however, you just expect them to go the distance, because of their parentage: they really shouldn’t break.
There is another, not-so-obvious choice, however. What if I told you there was a motorcycle manufacturer that sells more motorcycles than the second, third and fourth-placed two-wheeler companies put together but does that in one country?
Hero MotoCorp is one of the largest two-wheeler manufacturers in the world. Since the company’s inception – in partnership with Honda – in 1984, nearly 100 million Hero motorcycles and scooters have been produced and annual sales in the past ten years have been anywhere between six and eight million motorcycles. And this is almost solely in India, don’t forget!
Photo credit: Hero Motorcorp
The Hero brand has recently been introduced into South Africa by the Fire it Up! group. While it is tempting to look at it as just another ‘cheap’ brand on the market, it has to be clearly understood that the Xpulse 200 that I rode is in no way a ‘cheap’ motorcycle. Inexpensive to buy and run, certainly, but not ‘cheap’ in the way we understand the term, as in ‘cheap and nasty’. Once you’ve read this account of my time with the bike, I hope you’ll come to understand what I am talking about.
So, there you have it: the cat’s out of the bag. Spurning all the easy options, I chose, for my mount on this epic voyage of discovery, not a thundering litre-plus behemoth but a diminutive Hero XPulse 200: 18 horsepower and 17 Nm of torque wrapped up in an off-road capable motorcycle, weighing in at 153 kg with a full tank of fuel. Hardly the stuff that epic adventures are made of. Or are they?
Photo credit: ZA Bikers
Given that my initial intentions were to ride towards the middle of nowhere and see if I could find it, my decision might seem a little odd but, as I have said, the journey was the adventure, not the destination: I couldn’t rush to get there, because where was I going? With no destination, I could concentrate on where I was. And that was the whole point behind choosing the Hero: I simply couldn’t decide to pile on the kilometres. Going nowhere slowly was the only option.
Also, there was a desire inside to see if a bike such as the Hero could complete such a journey. Many were the doubters, the cynics and the downright rude but the fact that I am here to tell the tale tells its own tale.
There is something liberating about setting off with no particular destination in mind. On the first day, I had only one goal: to get out of Gauteng and head for Bloemfontein, that city being chosen as the jumping-off point for the adventure, The route of Jo’burg, Vereeniging, Koppies, Kroonstad, Welkom, Virginia, Theunissen (where I paused to take a photo alongside the steam locomotive that serves as sentry to the small town.
Photo credit: Harry Fisher
What tales of travel and mighty effort would it be able to tell, was it able to, and what a sad end for a once magnificent, living, breathing piece of machinery), Brandfort and Bloem were as uninspiring as the names suggest, the countryside I passed through was exactly the same.
The roads were generally in good condition, apart from the stretch between Koppies and Kroonstad, on the R82, which was more pothole than road. It may have been straight as a die, but my course was anything but as I slalomed along its length. It runs for many kilometres alongside a double railway line and, if ever there was an indictment of the state of this nation, it was the broken road and the rusted, unused railway tracks that stretched into the distance, no train had passed over these metals for a very long time and, in all likelihood, never would again.
Photo credit: Harry Fisher
The Hero took this leg of the journey, the long, boring stretches of road through unspectacular scenery, in its stride. Cruising speed was around 100-110 km/h, not nearly enough to dispatch the distance without getting mightily bored but this was the first day and anticipation of what was to come made it bearable.
The city of Bloemfontein was utterly forgettable, seemingly not yet woken up from the Christmas period. Aloe Guest Rooms proved to be a smart and comfortable (and inexpensive) place to spend the night, with hosts Michael and Debs welcoming and hospitable. I spent part of the evening with their son’s boa constrictor draped around my neck as we chatted over a beer or two, which was disconcerting but ultimately uneventful.
Dawn on the second day brought the anticipation for the day ahead. I headed out of Bloem towards De Aar and then speared off towards Bethulie and Gariep Dam. Turning south towards Venterstad, I then speared off onto dirt roads to wind my way down to Middelburg by a very indirect route but wasn’t this exactly what I had set out to do? Go wherever the road took me?
Photo credit: Harry Fisher
By now I was fully appraised of the strengths of the Hero. This was very easy: it simply wasn’t going to let me down. Highway, minor road, tar or dirt, it was an amazing companion. Nothing rattled, nothing came loose, no matter the punishment the road meted out. The suspension might be basic, as you would expect, but it never felt out of its depth no matter the surface. Once I had gotten used to the fact that 100 km/h was my speed, it would hold that for kilometre after kilometre, sipping at fuel as it went. The seat was remarkably comfortable – dare I say more comfortable than many larger and vastly more expensive adventure bikes. Putting in a ten-hour day on a bike will bring out any shortcomings in the comfort of any bike and the Hero just didn’t have any – for me, at least.
Photo credit: ZA Bikers
By this point in the journey, I had a strange desire to see the sea and to meet up with the family, who were already swimming in it. Fair enough, I thought, but I wasn’t going to head there directly. Looking at the map, I saw that the Swartberg region wasn’t too far away and previous experience had told me that there was some amazing riding to be had.
Thus, from Middelburg, wheels were turned towards Graaff Reinet along the drudgery that is the N9 highway. I had promised myself that highways would form little or no part of my journey, that they were contrary to the premise of the journey, but I also accepted that, if they had to happen, I wouldn’t beat myself up. In actual fact, this particular stretch of highway is endlessly scenic, taking in the Lootsberg and Naudeberg passes and crossing vast tracts of the fringes of the Karoo Desert.
Photo credit: Harry Fisher
It was on this leg of the journey that I experienced the first twinges of range anxiety. The 13-litre tank on the Hero is normally good for about 300 km and I made a point of always filling the tank whenever I stopped if only to avoid such situations of anxiety in the middle of nowhere. Normally that worked but for some reason I forgot to do so in Middelburg after riding from Bloem, being lulled into a false sense of security by the fuel gauge that still read three-quarters full. Of course, twenty kilometres outside Middelburg, the digital fuel gauge read half-full but, with around 100 km to go to Graaff Reinet, I figured I would be OK.
However, cruising at full throttle at 110 km/h on the Hero uses more fuel than traversing the country on dirt roads with the result that the last 40 km into GR were taken at ever-lower speeds, eking out the remaining fuel with no desire to be stranded by the roadside. The last segment of the fuel gauge was flashing as, with relief, the indomitable Hero rolled into GR where we both slaked our thirsts.
The plan from here was to ride to Aberdeen and then cut across the country toward Beaufort West, which would be the overnight stop and a useful jumping-off point towards Prince Albert and the Swartberg Pass. From Aberdeen, the R61 forms a gentle curve across the Karoo to Beaufort West. It had been a glorious day, weather-wise, and as the clock ticked over 4 pm and I left Aberdeen, the sun was beginning to lower itself, casting ever longer shadows across the vast landscape.
Photo source: ZA Bikers
Nearing the end of a long day in the saddle, the prospect of another 140 km and nearly two hours of riding before engine stop didn’t exactly fill me with joy but the scenery was so beautiful, the wind so warm (and at my back, making things more bearable) and the horizon so vast, I really couldn’t find any complaints that would last more than a few minutes. Wasn’t the whole point of this trip to go nowhere slowly? To take notice of what I was passing through? To stop as often as possible to take it all in?
Ah, but there is something special about pulling over and shutting off the engine in the middle of nowhere. After the constant rush of air and the sound of the engine in your ears for hour after hour, stopping is an amazing sensation. The silence is completely enveloping: a silence as vast as the landscape. The peacefulness stops you in your tracks. So what if stopping delayed my arrival in Beaufort West? I had a tent with me. And a sleeping bag. If need be I could sleep under the stars.
Photo credit: Harry Fisher
But every time I would give in and get on my way again, only to stop as the next rise was breasted and the landscape once again opened up before me in all its glorious emptiness. Part of me didn’t want this moment to pass but another part of me wanted to reach civilisation. And so, at 6:30 pm, I rolled into the X-Adventure campsite just outside Beaufort West and switched off the engine after a twelve-hour day in the saddle. Another favourite moment on any journey, the moment you know you’ve done it, the satisfaction, the relief and the sense of achievement. Put up the tent, light a fire, cook a lamb chop, have a smoke, drink a beer, watch the stars come out, and sleep like a log. Job done.
Photo source: ZA Bikers
Up and away early, continuing south on the N1 to Kruidfontein, where I turned off onto dirt to get to Prince Albert, a very pretty town and the gateway to the Swartberg. The start of the Swartberg Pass lies just outside the town and, as my wheels turned onto it, the premonition of a great day’s riding ahead came to me.
Initially, the pass winds its way through a narrow gorge, hemmed in by towering walls of layered rock formations created over millions of years. The sun is shining but often you find yourself in deep shadow, the sun kissing only the upper reaches of the walls. Narrow and winding, the road climbs steeply and is mildly challenging but the Hero showed no signs of being out of its depth. If anything, riding a bike with a minimum of power prevents anything ever coming at you too quickly so there are never any moments of mild panic and plenty of time to take in the views.
Photo credit: Harry Fisher
I meet no one on the way up but, at the top, meet a couple of cars and three fellow motorcyclists on large KTMs. We chat and at no point do I wish I was on one of their machines. The Hero matches my own skill level and plugs on without complaint. Over the top and the Swartberge valley reveals itself far below, bathed in sunshine and a patchwork of different shades of green. By now I am fully in the groove and fall down into the valley in a series of breathtaking sweeps, shedding height with every metre of forward travel.
At the bottom, I turned left towards Cango Caves, the tarred road meandering its way through lush fields, warming in the sunshine. Past the entrance to the Cango Caves, I turn off-road once again to make my way to De Rust. I really don’t want this to come to an end. The warm sunshine, blue skies and easy pace that the Hero dictates suits my mood. From De Rust, I take the direct route to Uniondale along the R341 which like all the roads in this region, twists and turns through some incredible scenery. It’s still early and I am in no rush, by now having come to love the enforced limit to top speed. How much more I am seeing! How I enjoy stopping often to take it all in, deeply conscious that I am due nowhere at any time so, where is the hurry?
Uniondale arrives at last and, with it, the prospect of the Prince Alfred pass to Plettenberg Bay. Top up with fuel – both myself and the Hero – and we’re off, heading first to Aventuur, the road is yet another highlight in a trip full of them before the surface turns to dirt and we’re back into serious riding.
Photo credit: Harry Fisher
What an experience the Prince Alfred Pass is. Up and down, tight and twisty and then open and flowing: sandy, rocky, muddy in places, heart-stopping in others, never anything less than beautiful, often imposing and intimidating but never dull. The little Hero takes it all in its stride, confidence-inspiring and always willing. We stop for a beer at Angie’s G-Spot, a lovely bar and restaurant nestling in a little valley about halfway between Uniondale and Plett. There are dozens of bikes parked up – this is obviously a popular destination for a weekend ride – and the Hero and I immediately make friends as is only possible when two wheels are the mode of transport.
Photo credit: Harry Fisher
The Prince Alfred Pass will take you to either Knysna or Plettenberg Bay, the road splitting about 15 kilometres after Angie’s place. The road opens up here but it’s still dirt and it dips and dives through the wide valley before climbing up once again for one last breathtaking vista before dropping steadily down to the N2 just outside Plett. Any sadness that the day’s ride is coming to an end tempered by the fact that I am about to reunite with the family.
Photo credit: Harry Fisher
This wasn’t how I saw the journey unfolding and the whole point of the trip has altered since I left Johannesburg. But isn’t that the whole point of freedom, to choose how you shape your journey? I set out to find solitude but realised that what I really wanted was to spend time with loved ones: I had a dose of solitude and now I was ready for company.
The next few days passed in a haze of sun, sea, sand, food, good company and a sense of deep gratitude: gratitude for a life that has enabled me to experience and appreciate so much and bathe in the love of a family. But the memories of what I had ridden through were still very clear in my mind and I was eager to continue the journey, even if my wheels would be pointing towards home and the commencement of another year of, well, who knows what?
Photo source: ZA Bikers
It was easy to delay departure for a day as the weather was foul: raining buckets and cold. The next day was dry but cloudy and the Hero and I could once again hit the road. Now, the journey towards home is much different to the journey away from home. Very quickly, a sense of ‘let’s just get there’ takes over, especially if there is a deadline to meet. It’s almost as if there is a sense of ‘the fun is over, time to get back to reality.’ But there was still the Prince Alfred Pass to do in the opposite direction and, despite the rain having made things, er… interesting, should we say? it was just as good the second time around.
Uniondale appeared and, despite the urge to simply meander my way back, I was in a different frame of mind this time. I knew it was going to be a two-day trip but I just wanted to get it over with and it was at this point that, for the one and only time, I wished I had something a little faster to ride, for sitting on the highway for hours on end is not what the Hero was built for. Don’t get me wrong, this amazing bike sat for hours on end at full throttle and very near the red line without complaint, sipping at fuel and remaining comfortable. It simply would not break or give up. But I couldn’t help reflecting that another ten or fifteen horsepower and another ten clicks of torque would turn the Hero into a bike eminently suitable for South African riding conditions.
And so the kilometres passed under our wheels. Willowmore for a delicious breakfast, Graaff Reinet for fuel, Colesburg for lunch and towards Bloemfontein as the shadows lengthened. Hours and hours of deathly dull highway leavened only by the humbling vastness of the landscape, beautiful under the flawless blue of the sky.
Photo credit: Harry Fisher
I considered pushing on into the night and reaching Johannesburg but wiser counsel prevailed and, with Bloem apparently completely full in terms of accommodation, I finally turned the bike off forty kilometres shy of that city and took a chalet at Tom’s Place Resort. Simple and inexpensive, it had a bath and a bed, cold beer and food: all the ingredients for contentment.
The last 400 kilometres to home were almost a stretch too far but, as with the outward journey, there was the satisfaction of the destination – in this case, home – to look forward to. Also, there was a sense of achievement and confounding the naysayers by undertaking a 3,000 km trip on a 200cc Hero, costing R49,000 brand new, and coming out on top. Had I proven anything other than my own possibly misguided desire to not take the conventional path? I’ll freely admit there were times when I wished I was riding something larger but these were far outweighed by the times when I realised I had made the right decision and I was on exactly the right bike for what I wanted and needed to achieve.
The last 100 kilometres via Vereeniging were covered with some trepidation. There was no reason to believe the Hero would let me down but the mind plays tricks when the finishing line is in sight and the seemingly impossible (or, rather, improbable) has very nearly been proven to be possible. I had no need to worry, the last few kilometres past Jo’burg CBD on the double-decker highway and winding down through Houghton were accompanied by waves of relief and a perhaps misguided sense of achievement. Would anyone else have been mad enough to do this? Does it really matter?
Photo source: ZA Bikers
The stamina of the Hero constantly amazed me. It used no oil whatsoever, nothing came loose, it proved to be comfortable, reliable – bulletproof, even – frugal (for the record, I spent R1,700 on petrol) and never not surprising in its willingness to simply carry on long after the rider considered giving up.
As an adventure bike, it was excellent and, if the suspension is relatively unsophisticated, it was more than good enough for the available performance. The crash bars, sump and hand guards and oil cooler were all reassuring presences but the most comforting thing was the fact that, had I dropped it, the relative lack of speed would likely limit damage and it would be easy to pick up without doing myself an injury.
The big question, of course, is whether I would do it all again, knowing what I now know. That’s difficult, with the memories still fresh in my mind. On the whole, I rather think I would, but I would like a few more horses and torques to make 120-130 km/h cruising possible. I spoke to Hero South Africa about this and, strictly off the record, it appears that they have been talking to Hero India about just this, pointing out the relative differences in riding conditions between here and India. Perhaps this might prompt a slightly larger engine? If that happens and the price and reliability remain unaffected, then any arguments against considering a Hero as your next adventure bike simply melt away.
Photo credit: Harry Fisher
As always, I sit here writing this wishing I was back out there on the road, with nowhere in particular to go and no rush to get there. But I get the feeling that the memories of this particular trip will take a long time to fade, lasting long enough to make me hungry for the next time I turn whatever wheels I may have in the garage towards the horizon in search of adventure, companionship, solitude or simply some wide open space in which to pull over and enjoy the silence.
My thanks to Hero South Africa for entrusting me with the XPulse 200 despite having no idea what it was to be subjected to. To be fair, even I had no idea but it survived and I can’t be anything but impressed.
Hero XPulse 200
For more information on the bike featured in this article, click on the link below…
Shooting the breeze with Ducati’s Jos Matthysen and chatting bikes in general, he made the comment that all the mainline manufacturers “build good bikes”. And it is indeed so. Having ridden the latest and greatest since 2014 and owned a fair number of them, I totally concur. The Ducati DesertX is also a good bike, perhaps a truly excellent bike, but it is a ‘special’ bike too. Let me elaborate. Ducati is arguably building bikes with cutting-edge technology which is the equal of any other and perhaps better than most. They lead the charge in the ultimate expression of bike tech, MotoGP. It stands to reason then, that if they set their minds to building any genre of bike, they have the savvy to make it class-leading.
Photo credit: Bjorn Moreira / ZA Bikers
Now if you take that ability and infuse it with a huge dollop of Italian passion, then whip in some legendary Italian flair and styling and you have the recipe for something ‘special’. And so it is with their new DesertX. If any of you remember the Cagiva Dakar racer campaigned by Edi Oriole back in 1990 then you will totally get the DesertX’s styling cues. The 1990 Dakar-winning Cagiva Elefant, is the total inspiration for the Desert X. Remember that in 1990 Ducati was owned by Cagiva! The motor was the familiar Ducati 900 V-Twin that powered the first-generation M900 Monster. White with red Lucky Strike livery, the bike was an incredible, purpose-built machine.
Paris Le Cap 1992, controversial edition, Edi Orioli on Cagiva Elefant ranks in 7th position overall / Image source Dakar
The Ducati DesertX is a modern take on that iconic Dakar-winning bike. The looks and styling pay homage to all that wonderful motorcycling history. Its talents are forged in the same crucible of fierce competition that still enthrals us to this day. So it should come as no surprise that this bike works as well as it does. It has a super talented Grand Pappy. I was gobsmacked when Jos handed me the keys to a brand-spanking new DesertX and said, “Dave, bring it back tomorrow and tell me what you think”. Struggling to get my helmet on over the smile that was trying to circumvent my face, I uttered a profuse “thank you” and was off like the proverbial sweaty sock. What a privilege to be the first person in SA, other than those blessed individuals who have bought the first batch, to sling a leg over a DesertX!
Photo credit: Bjorn Moreira / ZA Bikers
I am familiar with the tried and tested liquid-cooled 937cc Testastretta L-Twin desmo motor that powers a number of Ducati models. I enjoyed its power and torque immensely in my 950 Super Sport. With the lower gearing in this application, it has big shove right off the bottom. With literally 0 K’s on the clock when I rode away from World of Motorcycles, I short-shifted through the 6-speed gearbox.
Photo credit: Bjorn Moreira / ZA Bikers
Turning onto the highway I familiarised myself with the X. At 6’3” I felt instantly at home with what are for me, perfect ergonomics. The handlebar bend and width are perfect and the stretch to the bars in relation to the pegs and seat is spot on. Seated or standing is for me, perfect. The seat is firm, initially feeling too firm, but riding for a couple of hours the next day I found it to have a firm memory foam which was quite cosseting to the old butt.
Photo credit: Bjorn Moreira / ZA Bikers
The motor has perhaps found, in the DesertX, its best application. Old Edi would have really smoked them with this beast! At 5,000 rpm the X is running at 112 km/h, which translates to a top whack of 224 km/h on the redline. The Dakar-winning Cagiva was good for 180, so there you go Dakar wannabees, how do you like them apples? 135 km/h would be my open road distance destroying speed, as this has you running at a punchy and super smooth 6,000 rpm. You are still a full 4,000 rpm from the redline. The pickup, opening the throttle further at this speed, is potent.
The screen is not adjustable but worked very well, taking all the windblast from my body without excessive wind noise in my helmet. I would rather do push-ups on a penknife than mess with those iconic Dakar looks by fitting another screen. Buy earplugs and suck it up cupcake.
Photo credit: Bjorn Moreira / ZA Bikers
Chassis wise the X has it all. Steel trellis frame, fully adjustable Kayaba suspension with 46 mm front forks with 230 mm of firmly damped travel. The alloy swingarm gives 220 mm of travel. A 90/90×21 front wheel is perfectly suited to the 150/70×18 rear. Pirelli Scorpion Rally STRs are standard fitment. The bike feels immensely stable, which in turn translates to rider confidence. Bumpy tar, or the little bit of gravel that I subjected the bike to, could do nothing to ruffle its poise. Surely it was not all down to the standard steering damper?
Photo credit: Bjorn Moreira / ZA Bikers
Further investigation revealed a 27.6-degree rake allied to a 1607 mm wheelbase. By way of comparison, the KTM 890 R, has a rake of 26.3 degrees and a wheelbase of 1529 mm. The more relaxed numbers on the Ducati translate to incredible stability, yet do not make it ponderous or slow steering. Flip, those Ities can build stuff right! This bike should punish deep sand like few others. The DesertX name is clearly meant to mean something!
Photo credit: Bjorn Moreira / ZA Bikers
Brakes are Brembo monoblocks with 4 pistons mounted radially, chomping on 2×320 mm discs. The back wheel has a 265 mm disc with a 2-piston Brembo calliper. Braking is faultless. Fully fuelled, the Desert X weighs 223 kg. Pretty much in line with its middleweight competition. The tank contributes 21 kg of that weight given its 21L capacity. There are optional factory auxiliary fuel cells which fit on the back of the frame as with Edi’s Dakar Cagiva, which carry an extra 8 litres. Probably not necessary, but cool to have. Instrumentation is a 5,5” TFT display mounted vertically, like a Rally roadbook, which gives you absolutely all the info you require in a clear and legible fashion. Form and function in perfect harmony.
Photo credit: Bjorn Moreira / ZA Bikers
Ducati endow the X with all the tech mod cons and then some. Cruise control is standard. Ride modes, power modes, wheelie control, engine brake control, quick shifter, USB socket as well as a 12 v socket, the lot! And self-cancelling indicators. When you harness all this tech in a package that is all so very intuitive, it just has to translate into a good riding experience, and it does! Easing the DesertX away from the line on the smooth slipper clutch and then accelerating through the gears hooking the quick-shifter, with the chassis taught and controlled, will never become tiresome. Doing some tight, foot-up turns, in search of my next photo on narrow dirt roads, the DesertX displayed no top-heaviness and boasts a reasonably tight turning circle.
Photo credit: Bjorn Moreira / ZA Bikers
I made the comment on a post concerning my 950 SS that every time I rode the bike there was a sense of occasion. The X gives me the same feeling. Having spent a mere 250 k’s with the Ducati DesertX I can in no way comment with authority on its all-round prowess, but respected journalists worldwide who have thoroughly put it through its paces, have raved about it. I personally know of a prominent ex-national level enduro rider who bought one for dirt hooning and subsequently sold his KTM 890 R, as he felt that the X was all the adventure bike that he needs. Fair praise from one who knows!
Photo credit: Bjorn Moreira / ZA Bikers
If the rumours about no more petrol-powered bikes after 2030 have even a modicum of truth, the Ducati DesertX may just be the one bike to buy. It is a superb performer on the street, and possibly even better offroad. It will stand as a reminder of the iconic ’90s when men were men and bikes were proper! When the world was happy to advertise cigarette brands on racing machines, confident that people were savvy enough to decide for themselves as to whether they would indulge or not. Today we have spawned a highly confused generation, God help us!
When my riding days are over, thanks to brain-dead bureaucrats, I will be happy to park my DesertX in my lounge and just savour its beauty and all-round awesomeness and reminisce about those wonderful days that were. To be able to buy this much heritage in an exotic bike that is so functionally superb, for a mere R271,000, [while stocks last] is an absolute steal! The Ducati DesertX is a truly special bike indeed!
Photo credit: Bjorn Moreira / ZA Bikers
Ducati DesertX
For more information on the bike that we tested in this article, click on the link below…
