My maat Steve flew in from the USA for three weeks of motorcycle adventuring, an African biking odyssey. One of the items on his agenda was riding in Cape Town. On Wednesday, we flew Safair from Kruger Mpumalanga International Airport to Cape Town. Julian, our Cape Town connecko and host, collected us from the airport and chauffeured us to his palatial home, Poespaskraal, in Tokai. In case you’re offended, I assure you that “poespas” is a perfectly legitimate Afrikaans word meaning “chaotic mess”. That evening, over dinner in a swanky restaurant, we celebrated our happy reunion and went to bed early because we had a busy day on Thursday.

After breakfast, Julian drove us to Fast KTM in Paarden Eiland. In the weeks leading up to the ride, I was in touch with Dave Griffin the dealer principal. Dave kindly agreed to let us ride two of the Fast KTM demo bikes for three days. Dave was out of town, and we were met by Luca, the ace Fast salesman. Luca gave us a KTM 790 and a Husqvarna 401, spunky urban combat vehicles, perfect for the rides we had planned.

I grabbed the 790, and Steve straddled the 401. We rode south on the M5 for a few clicks, then joined the bloody awful N2, destination Gordon’s Bay. Cape Town drivers all appear to suffer from an identical malaise which causes them to head like retarded lemmings for the fast lane and then sit there in their crappy Hyundais and Kias at 90 km/h refusing to budge. But that’s OK. We were on bikes and slalomed through the traffic. Short before, long, we arrived at the turn-off to Gordon’s Bay, rode to the beachfront and parked the bikes at Bikini Beach Books. The bookshop is easy to find because it has a Mercedes-Benz parked on the roof! Anton Grick has owned this amazing emporium for forty years. Over four decades, the shop has expanded like a rabbit warren to fill adjoining buildings. The shop is a treasure trove for bibliophiles. Every horizontal surface is piled high with teetering stacks of books, and lurking in those stacks are rare gems. Make a point of book browsing next time you’re in the area.

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On the way out of town, it was impossible not to stop at the Gordon’s Bay Naval Base for a photo of the slogans on the wall.

• SA NAVY BUSINESS FIGHTING AT SEA
• SA NAVY MISSION TO WIN AT SEA
• SA NAVY VISION TO BE UNCHALLENGED AT SEA

Sheesh! Delusional much!

The R44 from Gordon’s Bay to Botrivier is a legendary biking road flanked by the wild Atlantic Ocean and the formidable Kogelberg fastnesses which tower above the road. Vast kelp beds flourish in the ocean shallows, and the air is thick with the pungent reek of maritime fecundity. The road follows a contour line along the coast, and corner after corner beckons faster, faster. As our confidence in the bikes grew, we spanked that perfect road, revelling in the scenery and the precision of the bikes. The southern Cape coast has always been a magnet for people who love the ocean and the mountains. Decades ago, Rooi-Els, Hangklip, Pringle Bay, Betty’s Bay and Kleinmond were isolated hamlets. Over time, the settlements have expanded and due to recent semigration, the towns sprawl across the increasingly crowded littoral and up the mountainsides, where architectural masterpieces, supported by concrete stilts, cling to the rocky slopes. I fear that the quaint charm of these towns is a thing of the past. The roadsides are littered with estate agents’ signs, and brash shopping centres have changed the character of the communities forever.

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Our time in Cape Town was limited, so our rides were all on tar. The KTM 790 Adventure has the rugged, muscular characteristics of a serious adventure machine and yet on tar it was refined and effortless with performance and handling that encouraged sporty riding. The parallel twin 799 cc DOHC 8-valve engine delivers 70 kW and 87 Nm. With the 20-litre tank full of fuel, the 790 weighs just 220 kg, which feels even lighter because of the low-slung fuel tank. The 790 was an ideal bike for the rides we planned. On the open road, the 790 was all day comfortable thanks to the upright riding position, wide handlebars and decent weather protection. In the urban jungle, we had to deal with the idiotic Cape Town drivers. The 790 was king of the jungle, an aggressive “vat nie kak nie” vehicle that relegated the traffic to diminishing specks in the mirrors.

We crossed the N2 and rode to the Botrivier Hotel for a lunchtime rendezvous with a bunch of biking cronies. The Hotel was built in 1890, and until a few years ago, it was seedy and dilapidated. Recent renovations have restored the old girl to her first blush, and now she’s a museum as well as a warm hostelry. Browse the fascinating website – www.bothot.co.za

Steve and I were the last to arrive. There were already eight scaly old biker buggers sitting at a long table on the cool, shady stoep. The average age at the table was 70 years, and over lunch, the stories just kept on coming. It was a most convivial afternoon, one of those spontaneous gatherings unique to the brotherhood of biking. That was my first time at the welcoming Botrivier Hotel, and I look forward to eating there again on my next visit to Slaapstad.

After lunch, Steve and I swapped bikes. All morning, he had been eyeing the 790, and I was keen to ride the 401. On the way back, Julian, who had ridden the N2 to Botrivier on his R 1250 GS, led the way. We returned along the same coastal road we rode that morning and stopped at the Drummond Arms in Rooi-Els for a “loopdop”. We saw many troops of chacma baboons along the R44, and judging by the number of warning signs, Rooi-Els is a baboon hotspot. From Gordon’s Bay, we rode the N2 for a short distance and then turned onto Baden Powell Drive. This was my first time riding this road, the R310, which parallels the northern shore of False Bay and skirts the fringes of Khayelitsha and Mitchell’s Plain. The road was covered in shifting sands driven inland by winds off the Atlantic. Julian told us that the municipality has to clear the road regularly to prevent it from turning into a dune. We rode past the popular fishing beaches at Strandfontein and Muizenberg, turned north on the M5 and cruised through the suburbs to Poespaskraal. Steve spent the evening raving about the roads, the scenery, new friends and the bikes. He said he fell asleep dreaming of that glorious day and the adventures still to come.

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If you spend a bit of time in Cape Town, someone will inevitably tell you, “You know the weather in Cape Town is very changeable, and it’s not uncommon to experience four seasons in one day and blah blah blah.” You’re lucky if you can escape before they suck your will to live. The weather is the primary topic of conversation, and it’s boring as hell. Unfortunately, we experienced the four seasons curse on Friday. We planned to ride into the hinterland to the Bike Forge in Tulbagh, owned by my maat Freddie van Eyk, and to traverse two of the Cape’s fabled mountain passes, Du Toitskloof and Bainskloof. But, in the immortal words of Rabbie Burns: “The best-laid schemes o’ mice an’ men gang aft agley.” A fine drizzle sifted over the lawns at Poespaskraal, and we were in two minds whether to ride or not. Julian said this was like springtime, so it couldn’t be too bad… or could it? It wasn’t enough to deter us three stout-hearted bliksems. We put on our rain gear and rode northeast on the N1. The further we rode, the more intense the rain became, and by the time we reached the turnoff to Paarl, we were riding in a maelstrom of mist and sluicing rain. We stopped for a powwow. Julian said this was like winter. We were cold and wet and miserable. It was bloody dangerous on the rain-slick roads infested with long haul trucks on the way to Joburg. The Du Toitskloof mountains were shrouded in thick rain clouds. None of us is a fair-weather biker, but sometimes enough is enough. On the naked 401, I was taking the most strain, and ultimately it was my decision to abandon the ride and return to Cape Town.

Julian took the lead as we slogged back along the N1. Table Mountain was a welcome beacon on the western horizon, and with each passing kilometre, the rain lessened. By the time we rode south on the M3, the rain was a grim memory. We rode under overcast skies and parked the bikes at The Reef in Kalk Bay. Julian said, “These cool cloudy conditions are typical autumn weather.” The Reef was a buzzing bistro. Kathy, the owner of the restaurant, came to sit with us and suggested calamari for lunch. The calamari was delicious and especially so when washed down with golden, throat-charming Stella Artois draughts. The restaurant was separated from the ocean by the peninsula commuter railway line. I wasn’t sure what to expect, but the trains that passed regularly were spotless and obviously well maintained. After lunch, we rode to the harbour and took photos of the bikes against the picturesque background of the fishing boats rocking gently at their moorings. Julian led us up Boyes Drive to the Shark Spotters Observation Deck above Muizenberg Beach. From the deck, the shark spotter has a panoramic view of the coastline and can warn bathers if sharks approach the beaches. False Bay is home to 27 different species of shark, ray and chimaera. I would rather ride bikes than enter the domain of apex predators. By now, the clouds were clearing. On the ride back to Tokai, we rode in blazing sunshine, and when we parked the bikes, Julian said: “Now it’s summer.” Having experienced four seasons in one day, I felt like a true Capetonian, but frankly, I prefer Nelspruit, where the weather is completely predictable and nice and warm for my old bones.

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My day on the Husqvarna 401 Svartpilen, the Black Arrow, was a revelation. That’s a groovy name for a groovy little motorcycle. Throw a leg over the little Husky, and the first thing you notice is how light it is. Around town, it darts effortlessly through traffic. The upright riding position, wide bars and compact dimensions keep you way ahead of the rats trapped in their cages. It’s the kind of bike that entices you to take the long way home because it’s more fun than a barrel of monkeys. I was a little sceptical about riding a few hundred kilometres on the 401, but the single-cylinder liquid-cooled mill punches way above its weight. It was easy for me to keep up with Steve and Julian, and from time to time I passed them at 160 km/h with the engine spinning easily at 10,000 rpm. Obviously, the only inhibitor is that the bike is butt nekkid. In windy conditions on the N1, I took a bit of a battering, but in windless conditions, tucked in over the tank, it was a pleasure to be exposed to the elements. And then there is the styling. The Svartpilen looks unlike almost anything else on the road. Minimalist, modern and rebellious, it has an attitude that makes people wander over to ask “What is that?” The 401 reminds you that motorcycles do not need massive horsepower to be exciting. Sometimes a light, stylish, eager little machine is all you need to rediscover why riding is so much fun. But wait! There’s more! The 401 sells for the trivial sum of R79,995. It’s the perfect entry-level bike for boyz and girlz.

We had to return the bikes to Fast KTM before noon on Saturday. It was a glorious cloudless day in the mother city as we headed to the Waterfront for photos. There were crowds of people, congested traffic and chaotic construction sites everywhere we went. We scythed through the mayhem with smiles on our faces and parked on the harbour wall for the money shot. Tugs in the foreground and the Table Mountain massif as a spectacular backdrop. It was a fitting finale to a memorable sojourn. We returned the bikes to the friendly folk at KTM. Thank you very much for lending us the 790 and the 401. We had too much of fun.

Julian fetched us in his car, and on the way home, the conversation was all about the places we visited and the sights we saw. And then Julian began listing places we had missed: vineyards, beaches, harbours, monuments, mountain passes, restaurants, villages, museums, country roads, viewpoints… We only scratched the surface. Steve and I agreed we need to return to the Cape. And we will. Later this year, Julian is going to lead us on a ride called “The 27 Passes”. This time we’re going to get beneath the surface and immerse ourselves in much more of what the Cape has to offer.

There are race weekends that produce champions, and then there are race weekends that become part of a country’s sporting history. The return of MXGP to South African soil after an 18-year absence was one of those moments.

Long before the gate dropped and the world’s fastest motocross riders launched into the first corner, there was already something special in the air. Families filled the spectator banks as lifelong fans proudly wore the colours of their favourite riders and brands, and children stared wide-eyed at factory race bikes they had previously only seen on television or online.

For many, this wasn’t just another event on the motorsport calendar; it was a reunion with a sport they had missed for nearly two decades.

Motocross has always had a passionate following in South Africa. We produce talented riders, our local championships continue to thrive, and weekends are spent at circuits around the country where the smell of race fuel and the sound of revving engines are as familiar as the conversations in the pits. But for many years, the pinnacle of the sport remained something we watched from afar.

This past weekend, that world came back to us

Of course, the racing delivered exactly what fans had hoped for. Belgium’s Lucas Coenen continued his outstanding season with a commanding double victory in the MXGP class, while Spain’s Guillem Farrés claimed overall honours in MX2 after another polished performance. The world’s best riders reminded everyone why MXGP represents the pinnacle of motocross competition.

Behind the racing is a network of technical partners helping keep the world’s best riders and machines performing at their peak. As the Official Lubricant Partner of MXGP, Liqui Moly supports the championship with the high-performance lubricants and technical expertise demanded by elite motocross. It’s a partnership built on shared values of performance, reliability, and engineering excellence—qualities that are tested every time the gate drops.

South African fans also had plenty of reason to cheer. Triumph Racing’s Camden McLellan carried the home hopes in MX2 with a strong ride against one of the strongest fields in world motocross, while South African-born Calvin Vlaanderen, racing under the Dutch flag for Aruba.it Ducati Factory MX Team, once again showed why he remains one of the sport’s most respected riders. For the local wildcard entries, the weekend presented an entirely different challenge. The demanding MXGP race format, with its longer 30-minute-plus-two-lap motos, pushed riders beyond the intensity of a typical national championship race, yet each one earned the opportunity to measure themselves against the very best in the world.

Reflecting on racing at home, McLellan said: “I am disappointed and feel like I let myself down off the gate in both motos, but man, South Africa, you made this one so special. I will never forget the energy and emotions I experienced this weekend on the track. I am so proud to be South African and to be able to call this place home.”

While the results may not have reflected the determination shown by South Africa’s privateers, simply lining up behind the start gate alongside factory stars was a milestone in itself. Riders such as Cameron Anthony Durow, Slade Smith, Matthew Malan, Jayden Proctor, Johan Vogelesang and Matthew Correia all gained invaluable experience on the world stage—experience that could prove just as valuable as any trophy in the years to come.

Yet, strangely enough, the results almost felt secondary. The loudest cheers weren’t always for an overtake or a race victory. They came as fans caught their first glimpse of the factory teams rolling into the paddock. They came when children met riders they had only ever admired from behind a screen. They came every time another rider launched over the jumps, reminding everyone that South Africa was once again hosting one of the biggest motocross events on the planet.

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A VIP Experience to Remember

As the Official Lubricant Partner of MXGP worldwide, Liqui Moly’s involvement extends beyond supporting the championship itself. In the weeks leading up to the South African round, Liqui Moly South Africa invited enthusiasts to enter a competition for the chance to win the ultimate MXGP VIP experience, giving a select group of fans the opportunity to experience the event from a perspective that many enthusiasts only dream about.

Instead of joining the crowds from behind the barriers, the winners found themselves immersed in the heart of the action. They explored the paddock, stood metres away from some of the most advanced motocross machinery in the world, experienced the atmosphere behind the scenes, and watched the racing from premium viewing areas that brought them closer to the sport than ever before. Those are the kinds of experiences people remember long after the trophies have been lifted.

Events like MXGP are about more than lap times and podium celebrations. They inspire the next generation of riders. They remind former racers why they fell in love with the sport. They bring together families, friends and complete strangers who all share the same passion for motorcycles and competition.

They also remind us how important it is for brands to invest in the sport beyond simply placing logos on banners. Whether through long-standing global partnerships with championships like MXGP or local initiatives that bring fans closer to the action, meaningful involvement helps ensure the sport continues to grow while creating experiences that resonate long after the final chequered flag.

As the final chequered flag waved and the crowds slowly made their way home, there was a feeling that this weekend had been about far more than championship points. It was about proving that South Africa still belongs on the world motocross stage. It was about hearing the unmistakable sound of MXGP engines echoing across South African soil once again. It was about watching young fans dream a little bigger after seeing their heroes race in person. And perhaps most importantly, it was a reminder that some things are worth waiting for.

As the Official Lubricant Partner of MXGP, Liqui Moly continues to support the riders, teams and fans who keep world-class motocross moving forward.

For more information on Liqui Moly products, visit: www.shop.liqui-moly.co.za

For more than 40 years, Simon Fourie was the face and the voice of motorcycling in South Africa. In 1975, Simon took over the fledgling Bike SA Magazine, fondly known as ‘Bark Essay’ to English speakers and ‘Die Boek’ to Afrikaans speakers. Bike SA was a hugely influential publication which featured local and overseas articles and established an unassailable position as ‘The Best Selling Motorcycle Magazine in Africa’. Simon seldom wrote an editorial, but what amused readers were the disclaimers and the list of contributors, which changed every month. This from the 500th issue published in March 2017: ‘Bike SA accepts no responsibility for politicians donnering each other in parliament nor for that paedophile getting 170 years in jail and 32 life sentences and he has to go to rehab and will he still benefit from the rehab when he gets out in 650 years.’ The contributors were Helen Zille, Jacob Zuma, Vladimir Putin, and Donald Trump.

Over the years, more than 20 publishers attempted to challenge Bike SA for a slice of the lucrative advertising market, but with few exceptions, they failed. Simon liked to say that anyone thinking of starting a bike magazine needed to have an unencumbered stash of a million bucks in a trunk under the bed. Simon welcomed competition and publicly stated that he would be the first to congratulate anyone who sold more copies than Bike SA. At its peak in the ‘90s, every issue of Bike SA exceeded 300 pages and sold 37,000 copies. Bike SA was an icon and an institution thanks to Simon’s charisma, his reputation for honesty and fairness and the undeniable fact that he was a crazy man.

The success of Bike SA enabled Simon to indulge his passion for speed and adventure. Simon’s extreme rides from Durban to Johannesburg in 1988 are the stuff of legends. Simon’s aim was to complete the ride in under three hours. His great friend Piet Spoed prepared a Suzuki GSX-R1100 for the record attempt. The first two attempts failed when the engines blew up. The third attempt succeeded. Simon maintained speeds of 280 km/h. His crew were stationed along the route to refuel the Suzuki and clean Simon’s visor. There was no GPS, and he had handwritten notes to remind him which way to turn as corners emerged at warp speed. With seconds to spare, he howled along the M2W heading for the Rissik Street offramp. Just a few hundred metres from the end point, the Joburg Central Post Office, the ride nearly ended in disaster. The offramp is a blind rise, and Simon couldn’t remember if the corner at the end of the ramp went left or right. He didn’t back off and, fortunately, guessed right. He arrived at the Post Office and set a record of 2 hours, 59 minutes, 10 seconds. This record will never be beaten. There’s nobody foolish enough to even contemplate it. The story made the newspapers and was immediately followed by dozens of indignant letters which labelled him a criminal, an idiot, a homicidal lunatic and a slew of other judgmental epithets. The Chief of Traffic Police couldn’t just ignore the flagrant traffic violations. He invited Simon for an interview and asked him not to do it again. Naturally, this notorious escapade only served to cement Simon’s reputation and street cred as a badass and the most infamous biker in the country.

Simon was a softly spoken man who didn’t need to raise his voice because he spoke with knowledge and authority. We were friends for more than 30 years, and in that entire time, I never heard him swear even once. He was exceedingly generous and assisted many bikers who were down on their luck without seeking recognition for his kindness.

In 1996, Grant McNicol launched Biker Lifestyle Magazine, a niche publication focused on custom bikes, rallies and day jols. The nude centrespreads tended to discourage mainstream advertisers. Simon assisted Grant with advice on running a publication and, every month, advertised the latest issue of Biker Lifestyle. When Grant started the Ink and Iron shows in 2004, Simon advertised those too. I was chatting to Grant, who told me that Simon considered the advertising to be a gift from one biker to another. Simon was a mensch, an exceptionally good, honourable, and decent human being.

Simon was a speed freak. He owned a BMW M6 and a Nissan GTR. He drove like a maniac with his hair on fire. He owned the first-ever Hayabusa in the world. He raced Boxer Cup and Battle of the Twins (BOTS) and any other race that appeared on the calendar. He passed his love for racing to Donovan, who won BOTS and, had he not been a little chubby, could have raced WSBK.

Simon was an entertainer. The Rhino, Impala, Paradise and Scooter Rallies were annual events not to be missed. These were huge rallies attended by thousands. For the uninitiated… South African bike rallies are wild happenings. A couple of thousand feral rockspiders, soutpiele, porras, charos, bruthas, and lids descend on a venue on Friday afternoon and proceed to party like madmen with a deathwish. The madness lasts for 36 hours straight, into the early hours of Sunday morning. The bands play, rock ‘n roll blasts across the campsite, the booze flows, fights break out, and the strippers strip. In the early hours, Captain Moron and Ricky Leeu replace beer as the drinks of choice, and the insanity spirals out of control. The cacophony of bikes revving to the max continues through the night. The stench of high octane fuel and burnt rubber mingles with fragrant clouds of sweet Mary Jane and the carnivore aroma from dozens of campfires. The rally site is a Hieronymus Bosch hellscape through which fantastical creatures stagger sightlessly in search of ever more dissolution. Simon’s rallies were outrageously excellent!

For many years, Simon led the Africa Friendship Safaris from Joburg to Zanzibar. But what most guys remember are the annual Desert Runs, which started at Hotazel, destination the massive dunes near Swakopmund. The vehicles on the desert runs were an eclectic array of bikes, bakkies, SUVs and trucks that looked like they had escaped from Mad Max movies. On one of the runs, there was a flatbed rig with a band that rocked all the way through the desert. Dune 7 was a scene of mayhem where maniacs on dirt bikes howled up and down the precipitous face of the dune, some reaching the summit and some crashing spectacularly.

Simon was always open to new ideas for adventure travel. I loved planning rides, and Simon was a wonderful companion. We rode to the Giraffe in Zimbabwe, to the Swazi, to Africa Bike Week, to the west coast via Putsonderwater and Verneukpan, to Botswana to ride the deep Tuli Block sand, to the Lowveld for dirt bike adventuring, to the Poison and the Stag on step-through scooters. We rode from Joburg to Durban and Cape Town in the dirt and rode the bridges of the Orange River from Sterkspruit on the Lesotho border to Onseepkans on the Namibian border. We rode Baviaanskloof and the Karoo. And in between these extravaganzas, we rode dirt bikes on Sunday mornings.

Simon was a gregarious fellow and could get along with anyone. He loved the fellowship of the biking brotherhood and considered it a privilege to attend rallies and dayjols organised by bike clubs. The clubs supported Simon’s rallies, and he reciprocated by attending their rallies and giving them free advertising and free articles. Simon heard of the Ulysses Motorcycle Club in Australia, a social club for motorcyclists over the age of 40 years whose motto is ‘Grow Old Disgracefully’. He thought it was a cool idea and brought the concept home. This is from ulyssessa.co.za: ‘In South Africa, one Simon Fourie thought that it was exactly what South Africa needed and in 1998 went to the Australian Ulysses National rally held in a place called Wagga Wagga. He gave a speech to the assembled disgracefuls about his intentions and was well-received and welcomed to the fold.’ 28 years later, Ulysses South Africa is still going strong, a community of mature men who love to ride.

In the 500th issue of Bike SA, March 2017, I wrote a tribute to Simon which ended thus: ‘It has been my privilege and my pleasure to contribute to Bike SA for more than 20 years and, more importantly, to call Simon my friend. Magazines come and go, but The Fourie and Bike SA march on like an unstoppable force of nature. I hope I will continue to write for this mighty organ for many years to come. Simon, every biker in South Africa owes you a debt of respect and gratitude. All the best!’

Rest gently, dear friend. Your legacy and your legend live on.

Suzuki Weekend Away came and went, but not without leaving a lasting impression… Two V-Strom 250 SXs, dirt roads, rain and rocky ascents, we traversed through the mountainscapes of the Mpumalanga region. Add a map with checkpoints and various challenges at each, and you’ve got yourself the perfect adventure weekend.

As with every year, the weekend attracts the faithful crowd as well as newcomers, and everyone is treated to good food, great company and a boatload of fun. This year marked the 15th Anniversary, and in true Suzuki spirit, they created a limited amount of special edition pendants that only a few lucky winners would receive. Talk about motivation.

Battling the Weather

With the weather forecast leaning towards the cooler end of the thermometer, we decided to kick our stands up at 8:00 am in the hope that the cold would’ve subsided a little. Though it was a bit better, the abundant layers of clothes didn’t quite seem enough, at least not on my end. Our first stop was Bronkhorstspruit, where we met up with Shaun Portman (Moto Rider World), who would be tagging along with us for the remainder of our ride. We received a heads-up that Schoemanskloof Road was under construction with plenty of roadworks as well as stop-and-go, so we opted for the longer, road less travelled route. We decided to head through Dullstroom, Lydenburg, up Long Tom Pass, down into Sabie and catch the “22” all the way to Hazyview, where we would spend the weekend at the all-too-familiar Hotel Numbi & Garden Suites.

On our first night, we were treated to a buffet-style dinner out in the boma area surrounded by cosy fires, the perfect end to a day’s riding. Of course, it wouldn’t be the Suzuki Weekend Away without some prizes to be won! So, three teams were selected at random to participate in the ultimate challenge of packing your bike for a weekend trip away. The bike – a Suzuki DL250 SX. The luggage – The Oxford NOMAD Range from DMD (Daniel Mulder Distributors). The goal: who can repack the luggage with precision. The prize: the entire luggage system! The list of items is too long to recite here, but let’s just say that the winner is equipped with enough space for at least a week’s worth of stuff. With full bellies and pumped with excitement for the next day’s events, we made our way to bed.

Adventure Despite the Elements

With morning coffee and a light breakfast, we were set to start the day. After a brief recap on how the game works, I found myself hovering over the “road” and “adventure” route options. They played a short clip of the adventure route to give everyone an idea of what they could expect, and to be honest, my heart was crowding my throat ever so slightly… Even though I trained for this and I altered the baby Strom to make myself as comfortable as possible, I still found myself doubting my ability. Regardless of my beating chest, I ticked “Adventure”. There was no going back now—my main goal was “do not drop this bike”!

We completed the various challenges around the hotel grounds, one of them being “get into the pool”, and the more of your body in the water, the more points you receive. Keep in mind it is 8:00 am, and we were wearing thermals, long sleeves and our rider jackets… Thankfully, our teammate Shaun was brave enough to take a dip, and kudos to him; we received the full 500 points! Challenges completed, we kitted up and were on our way to track down some dirt.

Our first stretch was a steady incline with a few ruts from the recent rains, and honestly, I was sh*tting myself; little did I know that this section was one of the easier stretches… In a way, I kind of threw myself in the deep end because there was only one way, and that was forward, and with a decent number of bikes behind me, there was no stopping. Thank the heavens, because it definitely pushed me to keep going. I’m not lying when I say that I required a decent amount of self “hype-up” to get up the next hill, which was washed away and accompanied by excessive mud; it seemed like the perfect recipe for disaster…

All the glory of making it up unscathed or being sent down a muddy slip ‘n slide was to the baby Strom, not even the slightest wheel spin as we made our way up. Once I reached the top, my heart was racing, and the amount of adrenaline rushing through my veins was intoxicating—by the time we reached the next section, I was obsessed! I finally understand the hype around adventure riding; with every rut and rock I crossed, my confidence grew, and long before short, I was passing other riders and experiencing the pure bliss of flying through nature (at one point hubby told me to slow down while giving me the nod of approval, “well done, my girl”). Suddenly, all my doubts disappeared, and all I could think about was “I hope this road never ends”.

A Weekend to Remember

Sadly, all roads do come to an end, but with food waiting on the other side, I wasn’t too disappointed. Our next stop was Tiesers; no boys, no dances were offered here… We did, however, enjoy a great lunch and a few additional challenges before hitting the road again. I was on a roll of impressing myself as I also received the highest score of the day in the clay shooting challenge (patting myself on the back), with my teammate Shaun finishing second. Suddenly, “dropping the bike” was no longer in my foremind, and I was simply enjoying every aspect of the ride.

We encountered some rain en route back towards the final destination, but we had challenges to complete, and we weren’t going to back out so close to the finish line. The 40 km stretch back to the hotel certainly was a painful one, with mist, rain and wind that felt like it was piercing through your skin. We finally made it back, and in hindsight it certainly was an adventure of note… I wouldn’t change a thing; well, perhaps I’d switch out my gloves for a winter pair.

That evening, as we sat around the table discussing the adventures of the day, I reflected on the riding I did. Not only did I ride my first-ever adventure route, but I actually enjoyed it! Yes, the first part was one of the scariest things I’ve ever done, but looking back, other sections were so much more technical, which I rode without hesitation. They say that fear is a person’s biggest downfall, and I am so proud of myself for pushing through because it turns out I absolutely love adventure riding. I have come to realise that adventure riding is about so much more than just technical riding; in the end, it’s about the journey as a whole. This year’s Suzuki Weekend Away was the beginning of many adventures to come with the V-Strom 250 SX, and what a great introduction it was.

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If you missed this year, be sure to book your spot in 2027, and I challenge you to try the adventure route; you might be pleasantly surprised with your decision, I know I was.

Working at ZA Bikers has its perks. Over the years, I’ve been fortunate enough to ride hundreds of motorcycles, from razor-sharp superbikes to retro classics, adventure bikes and everything in between. Every now and then, though, a motorcycle comes along that leaves more than just a good first impression. It plants a dangerous little seed in the back of your mind, the kind that has you opening your banking app and convincing yourself that buying another bike is somehow a sensible decision.

The problem is, I don’t really have a favourite category of motorcycle. I love naked bikes, race replicas, sports tourers, motards, modern classics and just about anything with two wheels. But as I’ve crept ever closer to the big three-zero, I’ve found myself gravitating towards adventure bikes. Predictable? Maybe. Looking back, perhaps it’s because I spent so much of my childhood on the back of my dad’s Honda XRV 750 Africa Twin. I earned my motorcycle licence on that bike at 18, rode it to school and even commuted to my first job on it for a while. Either way, adventure bikes have always encouraged me to take the long way home, turn onto that dirt road I’ve always ignored and disappear for a few days with little more than a backpack strapped to my back.

Luckily, our garage at home already covered a few of the other bases. Meredith and I have bikes that satisfy the naked bike itch and others that scratch the sports bike nostalgia. What was missing was something capable of genuine travel, a bike that could comfortably carry “Mer” on a weekend away, while still being light and capable enough to disappear into the mountains with my dad and a few mates when the opportunity presented itself.

The Search Begins

So, the shopping list began… The criteria were fairly straightforward. I wanted a middleweight adventure bike with enough performance to keep me entertained, genuine off-road ability, decent two-up comfort, cruise control, tubeless spoked wheels, a 21-inch front wheel, good suspension travel, respectable ground clearance and enough fuel range to make long-distance touring easy. Buying new was also important this time around. Having mostly bought pre-owned motorcycles, I wanted to treat myself to something new.

With a budget hovering around the R200,000 mark, stretching to around R250,000 if necessary, there was no shortage of options in November last year. The shortlist included Suzuki’s V-Strom 800DE, BMW’s F 900 GS Enduro, Honda’s Africa Twin, KTM’s 890 Adventure, Yamaha’s Ténéré 700 and, of course, Husqvarna’s Norden 901. A few others briefly joined the conversation but never really stayed on for long.

2024

BMW F 900 GS

Pricing From R253,450 (RRP)

Brand: BMW Motorrad

2024

Honda CRF1100 Africa Twin

Pricing From R270,999 (RRP)

Brand: Honda

2026

Suzuki V-Strom 800 DE

Pricing From R203,520 (RRP)

Brand: Suzuki

2023

Husqvarna Norden 901

Pricing From R246,699 (RRP)

Brand: Husqvarna

2024

KTM 890 ADVENTURE

Pricing From R255,999 (RRP)

Brand: KTM

2025

Yamaha Ténéré 700

Pricing From R259,950 (RRP)

Brand: Yamaha

Eventually, it came down to just two motorcycles: the Suzuki V-Strom 800DE and the Husqvarna Norden 901.

Both ticked almost every box, but they approached adventure riding from completely different angles. The V-Strom is brilliantly balanced, practical and exceptional value for money. I spent some time riding the V-Strom in Botswana a few years back, and had a very memorable ride to Kubu Island on the Makgadikgadi salt pans, where I rode both muddy pan, hard compact dry river bed and also the sand track going back. It really did impress me, and with a good set of Michelin Anakee Wild tyres, it felt like I could comfortably get everywhere I needed to go without breaking too much of a sweat. If logic alone were making the decision, the Suzuki probably should have won.

Unfortunately for logic, motorcycles rarely work that way, and the Norden had been living rent-free in my head ever since I attended the launch back in 2021 at Monate Lodge in the Waterberg. Since then, I’ve spent a considerable amount of time with both the standard base model Norden and the Expedition model. From the local launch to adventure rides with my dad in Mpumalanga, and even Meredith and I spent time on a Norden during our honeymoon exploring the Cape Winelands, every ride simply reinforced the feeling that this was my kind of motorcycle. Sometimes you don’t choose the bike. The bike chooses you.

Living with the Norden

Eight thousand kilometres later, I can confidently say it was the right decision.
Going back to my original criteria, the Norden delivered on almost everything I wanted. The only real omission was a centre stand, which was quickly added after purchase and the lack of Pirelli Scorpion STRs, which I have really grown fond of as an adventure tyre.

Everything else was already there: fully adjustable WP suspension with 220 mm of travel, an impressive 252 mm of ground clearance, tubeless spoked wheels, integrated crash protection, built-in spot lights, clever tool storage under the two quick-release rear fairings, cruise control, genuinely comfortable seats, excellent fuel range (400 km plus) and one of the most entertaining parallel-twin engines I’ve ever had the pleasure of riding.

Then there’s the styling… Beauty is subjective, but the Norden has always looked like nothing else on the road. From the first concept sketches through to the production bike, I loved its slightly quirky, rally-inspired design and graphics kit. Maybe it’s my appreciation for vehicles that don’t quite follow convention, but the Norden has personality in abundance.

Perhaps the biggest surprise, though, was the value. Let me explain! Late last year, dealers were offering brand-new old-stock Nordens (2023) for under R180,000, around 60k less than the current model Norden at the time. Considering what the bike offers, that was almost impossible to ignore. A quick phone call to Luke at Fast.KTM secured me one before the remaining stock disappeared, and after a bittersweet goodbye to my 60th Anniversary Yamaha XSR900, the Norden moved into the garage.

Naturally, buying into anything under the KTM umbrella raised a few eyebrows. The well-publicised financial uncertainty and camshaft issues were fresh in everyone’s minds, and I’d be lying if I said they didn’t make me think twice.

Fortunately, KTM has worked hard to restore confidence through recalls, warranty support and extending coverage on many of their motorcycles. Combined with my own positive experiences owning KTMs over the years, I felt comfortable making the leap. Besides, the Norden may wear a more sophisticated Scandinavian suit, but underneath it still carries that unmistakable Austrian sense of adventure.

Most of the changes I’ve made have simply been personal touches rather than fixing problems. Husqvarna’s technical accessories catalogue is enormous, making it dangerously easy to spend money. Just do yourself a favour, click the link above and have a look for yourself, it’s impressive. So far, I’ve added the factory centre stand, radiator guard, exhaust protector, GPS bracket and a few other practical additions, while there’s still a Rally seat, luggage system, pre-filter kit and a handful of other accessories quietly sitting on the wish list that I’m hungering for.

Outside of the OEM catalogue, I swapped the standard silencer for a Yoshimura RS-4 slip-on, courtesy of Sparx Distributing ([email protected]), who are now the local importers of Yoshimura. I deliberately kept the catalytic converter intact, avoiding unnecessary ECU tuning and preserving the bike’s warranty.

The result is exactly what I was hoping for. The LC8c now has a deeper, richer soundtrack without becoming obnoxious, while the longer motocross-inspired profile of the RS-4 suits the Norden’s styling perfectly. Yoshimura developed the RS-4 specifically to complement the KTM/Husqvarna 790, 890 Adventure and 901 Norden, claiming gains of 5.5% in peak horsepower and 4.7% in peak torque. While I haven’t had the bike on a dyno to verify those figures, the engine certainly feels as eager and responsive as ever.

Like most premium aftermarket exhausts, quality comes at a price of roughly 23k, but between the beautiful welds, carbon detailing, Yoshimura-branded exhaust spring rubbers and mid-pipe heat shield, the overall finish is one of those upgrades that feels as good every time you look at it, as it does every time you ride. If you are a Yoshimura fan, keep an eye out on our website and social media, as we’re doing a deep dive on the brand and its plans in South Africa in the coming weeks.

1 of 4

The Adventure Is Just Beginning

So, with the honeymoon period well and truly behind me, would I make the same decision again? Without hesitation!

If anything, the last 8,000 kilometres have only confirmed that I bought the right motorcycle for the kind of riding I do. It has already taken me on several trips this year, one up to Drakensberg for the KTM Adventure rally, out to Clarence, Kaapsehoop, and countless solo escapes whenever life has needed a brief pause. More importantly, it feels like the beginning rather than the end.

There are still gravel passes to discover, camping trips to plan, border crossings to tick off and plenty of tasteful modifications I’d like to make along the way. The goal isn’t to transform the Norden into something it isn’t, but rather to personalise it while staying true to the bike’s original ethos.

So, stay tuned. Over the coming months, I’ll be sharing more of the Norden’s adventures, the modifications I make along the way, and, perhaps most importantly, what long-term ownership is really like.

What a difference a week makes! From no one saying much about who’s riding for whom in 2027 over the first nine race weekends, to a bunch of not entirely unexpected rider announcements, along with a significant technical announcement.

Perhaps most importantly, there have been some overall rule changes. Firstly, the front suspension launch device has been banned. This device locked the front suspension in the compressed position for the start of the race in order to reduce acceleration-sapping wheelies off the line, and was unlocked by the heavy braking into the first turn. No more! After the practice starts and both races in Assen, opinion was divided as to whether this was a good thing or made starts more dangerous.

Secondly, spacing between rows of bikes on the grid has been increased in an effort to prevent too much bunching into the first corner. This means that a good qualifying will be more important than ever. The grid remains as a 3×3 layout. This will only come into effect at the next race, in Germany.

Also, it has been mandated that no manufacturer will have more than six bikes on the grid, between factory and satellite teams. As it stands, Ducati is the only manufacturer with six bikes on the grid in 2026, although that is down from the eight bikes it had up to the end of 2024.

Now that all the teams have agreed on a new deal with Dorna and Liberty, which stabilises the grid for the next five years, there have been more announcements regarding who rides where in 2027.

Pecco Bagnaia is definitely leaving Ducati and has signed a four-year deal to join Aprilia, alongside Bezzecchi. In Bagnaia’s place, Ducati has finally announced Pedro Acosta; again, not startling news, but it’s now official. Meanwhile, Marc Marquez has committed to Ducati until the end of 2028.

Coming into the Assen weekend, Marc Marquez stated that this would be a race to endure, rather than expect victory or even podium challenges. Worryingly for his rivals, Marc Marquez has named both the Sachsenring and Silverstone as the two tracks where he will “start to attack!” The Sachsenring race is two weeks after Assen, while Silverstone is the first race back after the summer break, which starts after Sachsenring and lasts for a month.

If that’s the case – that Marquez will “start attacking” – then what has he been doing up to now…? A double victory in Hungary and a podium and a win in Czechia; if that’s taking it easy to favour his injured shoulder, then God help everyone else when he is fully fit. Assen might not be his best track, but he came away with his points deficit to the title leaders unchanged (and also himself uninjured, which is always something to celebrate), and that has to be a big win.

The Sprint race was excellent: a 1-2 for Trackhouse, four Aprilias in the top five, the top eight separated by a hair throughout the race; top-class action from start to finish. To have both Aprilia and Ducati fighting it out at the front is just what the sport needs. KTM, in the hands of Acosta, has made a good, if patchy, effort at joining the Italians at the top table, while Honda is making progress but, surely, Yamaha can’t wait for this year to be over and to start afresh in 2027. Rarely has a rider been so despondent as Fabio Quartararo, claiming that his Yamaha M1 has “zero grip, zero turning and zero power…” He, too, can’t wait for 2027.

The Grand Prix itself gave us much more of the same thrilling action and hectic accidents, alongside machine unreliability for Bagnaia and personal unreliability for Acosta. Bezzecchi’s crash looked terrible – let’s face it, wherever you crash at Assen, it’s going to be very fast – but it seems like he got away without serious injury. But it also means no points on a Sunday yet again – that means just six points from four races – and Jorge Martin taking over at the top of the table. Indeed, the top eight in the championship are now separated by only 63 points, with the halfway point in the season fast approaching. Surprisingly, DiGiannantonio now sits third in the table, a mere 16 points behind Martin. Where did that come from? No one has even mentioned Diggia’s name in terms of the title thus far, and yet here he is.

All those chasing Martin and Bezzecchi for the title are GP winners (apart from Acosta, although he has won a Sprint) and, given the ability of everyone to make both huge gains and huge mistakes, not to mention recent history which has seen large points-deficits overturned, satellite teams taking championships and miraculous comebacks, there’s no way you can pick a winner. At the beginning of the season, it looked like Bezzecchi’s title to lose, and now it seems as if he is doing just that, although things change from race to race, so nothing is certain.

In the GP, the Trackhouse Aprilias were the class of the field, but they didn’t have it all their own way and were made to fight for the victory. After Fernandez’s Sprint victory, it was Ai Ogura’s turn to take his first GP win, with Fernandez second and Martin third. At one point, Ogura was over 1.5 seconds off the lead after a mistake had dropped him to fourth, but he showed that his late-race pace has been no flash in the pan in recent rounds and simply made everyone else look amateurish. Even a malfunctioning rear ride-height device couldn’t stop him.

In both Sprint and GP, he got the hole-shot from second on the grid and finished second and first, respectively, clearly demonstrating the advantage a good qualifying gives; previously, Ogura had to spend too much time recovering from lacklustre qualifying performances, which, despite his late pace, has left him with too much to do to reach and challenge the leader.

For Trackhouse, also, this was a brilliant weekend: pole position, one-two in both races. Taking nothing away from the Trackhouse personnel, but the fact that they find themselves campaigning the best bike on the grid is doing them no harm at all, and in Fernandez and Ogura, they have two very hungry riders; Fernandez in particular has a lot to prove, given that his seat is looking under threat for 2027. Rumours have him sitting on a one-year Trackhouse and two-year Tech3 options. Mind you, Tech3 might be closed, thanks to rumours linking Luca Marini and Moto2 star Senna Agius with the team for 2027. Bastianini is said to have one of the Trackhouse places, while Ai Ogura appears to be off to the factory Yamaha squad alongside Jorge Martin, Quartararo heading off to Honda and Rins’ fate yet to be decided, as is that of Binder, Miller and Viñales.

We don’t often speak about Moto3 in these pages, largely because the races are often so chaotic, with multiple changes of lead over the course of a single lap, let alone the whole race, that to write any meaningful report would take forever.

But one development is worthy of note. Dorna has announced that, from 2028, the Moto3 class will switch to a single-bike class, the bike being provided by Yamaha. Of more importance is the fact that they will be powered by a heavily modified version of the Yamaha R7 engine, housed in a prototype chassis. The engine will have 90 horsepower and the bike an overall weight of 120 kg. They will be faster than the current 250 cc Moto3 bikes and effectively close the gap between Moto3 and Moto2, which uses the Triumph 765 cc engine.

All this is being done to reduce costs – the aim is to be 50% cheaper than the current Moto3 in order to make this first rung on the ladder accessible to as many riders and teams as possible. According to Carlos Ezpeleta of Dorna, the new rules are “an important step for safety, equality of the riders, the racing, and aligning the riders towards MotoGP.”

Well, sorry, but I call bullshit on that statement. Or most of it. Safety you can never argue with, but as for “the racing”, well, look at Moto2. All bikes use the same engine, and the races are largely processional, with very little action. Moto3, as it stands at the moment, is brilliant, and I fear that making everyone use the same engine and chassis will make everything too uniform and the fire will go out of the class; more power doesn’t necessarily mean better racing. I hope I am wrong.

Two weeks’ wait until Marquez’s playground, the Sachsenring. If everything goes to form, Marquez will close the gap to the Aprilias even further, but with the likes of Diggia, Ogura and Fernandez, not to mention both Martin and Bezzecchi, snapping at his heels, there is nothing to be gained in making a prediction.

South African motocross fans have waited almost two decades for this moment. This weekend, the FIM Motocross World Championship finally returns to local soil.

After an 18-year absence, the FIM Motocross World Championship returns to the country on 4 and 5 July 2026 at Terra Topia Track in Johannesburg, marking the championship’s first visit to South Africa since 2008 and a significant milestone for local motocross fans.

The South African round forms part of the global MXGP calendar and brings together international riders, local talent, motorsport brands and families for a full weekend of racing.

The return of MXGP is being delivered locally by Emmanuel Groupe, in collaboration with Mlimi Racing Co., the South African partner in the project, and international MXGP rights and event stakeholders, with the aim of establishing South Africa as a regular host on the MXGP calendar.

“This is bigger than one race weekend. MXGP returning after 18 years is a statement that South Africa can once again host international motorsport at this level. The goal is to deliver a strong first edition and build a sustainable platform for 2027 and 2028,” said a spokesman for the 2026 South Africa MXGP organising team.

The event will take place at Terra Topia, where extensive preparations have been completed ahead of the championship. The build-up includes track preparation, hospitality planning, fan areas, partner activations, media engagement, vendor coordination and local service-provider involvement.

Saturday, 4 July, will feature practice, time practice and qualifying race action, giving fans a full day of live track activity. Sunday, 5 July, will carry the main race programme, including MX2 and MXGP Race 1 and Race 2.

For South Africa, the return of MXGP creates an opportunity to reconnect with a passionate motorsport base while attracting new fans, families and commercial partners. This promises to be an exceptional event, and we encourage you to get your tickets as soon as possible, available from Howler.

EVENT DETAILS

EVENT: MXGP South Africa 2026
CHAMPIONSHIP: FIM Motocross World Championship
VENUE: Terra Topia Track, Johannesburg
DATES: 4–5 July 2026
SATURDAY: Practice, time practice and qualifying races
SUNDAY: MX2 and MXGP main races
TICKETS: mxgp.howler.co.za

When my mate Brian told me that he had organised for us to spend some time on two 650 Enfields and asked where I thought we should go, I thought for a second, then retorted, “The Magaliesberg”. Here is why. Back in the ‘70s, when I first started riding bigger bikes, the Stywe Lyne restaurant at Hartebeespoort Dam was our go-to breakfast run destination. Everyone who was anybody in biking circles would be there, and the roads had enough bends and sweeps to strut your stuff. Hekpoort, the Bekker School road and the Lanseria road would reverberate with the sound of booming bikes being throttled to the max. Invariably, the morning’s ride would end up at “the bridge”. The bridge over the Krugersdorp Highway is the bridge where we would gather to spectate the top-end dices of the day.

The two Royal Enfields we rode were the Interceptor, essentially the roadster model, and the Super Meteor, which is the cruiser-styled 650. The motors are identical, but the frames and suspension are radically different. The Interceptor has conventional ’70s-style 41mm ‘right side up’ forks and twin rear shocks. Travel is modest with 110 mm on the forks and 89 mm on the rear. This had me wondering how well they would cope with our less-than-perfect roads. The conventional riding position, which puts your feet under your seat, does allow you to lift yourself if you see a specific lurker. The Super Meteor, by contrast, has USD Big Piston 43 mm Showa’s with 120 mm of travel and 101 mm at the back. It is also a bit porkier, at 241 kg, than the 212 kg Interceptor. Bear in mind, though, that the Super Meteor has a 15,5L fuel tank versus the Interceptors’ 12,5L.

Life on a Royal Enfield 650

Ride either bike, and a couple of things are immediately apparent. An absolute gem of a motor. Whilst not overendowed with power at around 47 hp, it makes over 52,5 Nm of torque with a large dollop from right out of the basement. It is the way that it produces the power that is so endearing. Sublimely smooth and linear right through the rev range, it is incredibly rewarding to ride. The second standout feature, as is the case with all modern Royal Enfields, is the slick gearbox. The bikes, whilst not fast in the traditional motorcycle sense, gather speed in the most rewarding way. The bikes ride very differently.

The Super Meteor feels solid and composed, albeit with quite a firm ride. I am not a fan of cruiser-style bikes in general, as I find them uncomfortable for my 6’3” frame. The forward control placement of the footpegs naturally rounds the lower back, which can get achy on an extended ride. Due to their lower stance, they also have limited rear suspension travel, which can result in a choppy ride. All things considered, the Super Meteor does remarkably well. I found the seat superbly comfortable. It cups your butt in a way that eliminates pressure points, and a decent perch is the end result. The deeper section tyres also help with bump absorption, and I found the bike significantly more comfortable than most cruisers that I have ridden. The instrumentation is familiar Himalayan fare, which has earned acclaim from almost everyone who has sampled it. A TFT and digital combo with turn-by-turn Navigation via a smartphone link, and all the vital info available at the press of a button. All this is presented in a circular, classic-looking clock.

The Interceptor is bare-bones and basic, old-school cool. This bike is for the guy who digs classic ‘60s and ‘70s motorcycles for their simplicity and function. It is the perfect blank canvas for customisation. By comparison to the Super Meteor, the Interceptor feels light and almost flighty. The difference in front-end feel between the Showa USD forks on the Super Meteor and the older right-side-up units on the Interceptor is marked. The Interceptor feels like a reasonably sorted ‘70s motorcycle and tugs massively on the nostalgia heartstrings of anyone familiar with the bikes of that era. Let me explain.

In the ‘70s, I was riding CB 750 Hondas. I would literally uncrate the bike (I was working at a Honda dealership at the time) and, before even firing it up, I would swap the standard tyres to either Dunlop TT100s or Pirelli Phantoms. The back shocks would come off, and on would go S+W Stroker dual spring rate replacements. The front fork oil would be drained and replaced with my own recipe of STP and automatic transmission fluid, which would significantly improve the damping. A few large washers on top of the fork springs would increase the preload and stiffen up the front end. Now the bike would handle predictably, and the tendency to wallow in high-speed sweeps was eradicated. The difference in handling from the standard bike was marked. We could now drag the stator cover on the motor on the legendary “22” between Sabi and Hazyview. It must also be said that that magical piece of tar was billiard table smooth in those days.

The Interceptor feels almost as good as my CB 750 after the mods. You have to ride it right to get the most out of it. For me, this is incredibly rewarding. Modern bikes have become so good that they work OK even with a ham-fisted approach. They allow riders to get away with poor riding skills by virtue of their good chassis and electronic trickery. Back in the ‘70s, poor riding would reap the whirlwind! Gen Z riders will shake their heads and say, “Why would you even want to ride a bike that wasn’t near perfect?” Well, here is the thing. Let me give you an analogy from the car world.

In the ‘80s, Porsche launched a technologically advanced 911 in the form of the 959. It relied on computer-controlled all-wheel drive, ABS brakes (still in their infancy) and adjustable suspension. Ferrari countered with the F40. A strikingly beautiful masterclass in raw, stripped-down performance. They countered Porsche’s electronic trickery with a lightweight analogue car that had brutal, 959-equalling performance, by virtue of superb chassis design, a 2,9-litre twin turbo V8 motor and driver feel second to none. Driver opinions at the time were that the Porsche was so good that it actually detracted from the driving experience. The F40, by comparison, was a visceral hands-on driving experience that had drivers revelling in the sheer mechanical perfection of it all.

And so it was with sorted bikes from the ‘70s. You had to ride them well to get the most out of them, but therein lay the fun and satisfaction. Royal Enfield has managed to capture that ‘70s soul to perfection, yet with modern touches and reliability as part of the package.

THE Interceptor was a deja vu experience for me. Riding the same roads as I strafed in the ‘70s, the Interceptor brought those memories flooding back. Road conditions have deteriorated massively in recent years, demanding more from suspension than ever before. The blank canvas and bargain price of the Interceptor Blacked-Out Edition that we were riding (a paltry R129,900) begs customisation to make it your own. It comes standard with 18” mag wheels with tubeless tyres, which is a boon. The instrumentation is an analogue-style speedo and a separate rev counter. It has a trip meter, odo and fuel gauge, and that is it. Simplicity personified.

The riding experience is properly old school. The bike feels livelier than the Super Meteor, probably thanks to its lighter weight. It feels livelier suspension-wise, too. The ride is not as harsh as I was expecting, given the limited travel. The front forks do not feel as planted as the big piston Showas on the Super, but it is not unstable, just alive in a ‘70s sense. It is at its best at up to 70%, after which it can be a bit ragged. The motor is so sweet that it encourages you to run it between idle to 70%, so you never feel shortchanged. Cruising at up to 130 km/h is a doddle, after which the wind blast makes things hard going. The extensive Royal Enfield accessories catalogue now comes into play. After-market players like Hitchcocks in the UK also have enough goodies for the Interceptor to keep you engaged and drooling for years.

The Joy of Slowing Down

We rode to the Cradle of Humankind, took some photos, then meandered down Hekpoort and onto the Bekkers School road. We enjoyed a brunch at the Black Horse Brewery, then retraced our route up Hekpoort, turning onto the Satellite tracking road. The skies were blue, the temperature was a winter-defying 25 degrees, and the bikes were oh so sweet to ride. All was truly well with the world. The bikes reminded us, as we have learned in recent times, how rewarding it is to ride easy on the throttle, slow things down, and give yourself time to reflect on the experience.

We stopped for a cup of plunger coffee from my backpack and reflected on the bikes. They are superb machines with which to explore the backroads of our beautiful country. Unlike performance-oriented bikes, there is no ego involved, just pure riding pleasure. They have sufficient performance to entertain, dare I say “Royally”, without any fear or the apprehension factor that seeps in when you are strutting your stuff at the limit. They are lovely to look at, reminding us of an age when the world was, relative to today’s craziness, a simple place with simple pleasures.

Why Days Like This Matter

I filled the Interceptor with fuel with a view to checking the consumption. Topping up after 193 kilometres, I was stunned to see that it had sipped fuel at 26,45 km/L, good for over 300 k’s of riding on the 12.5 L tank. The Super Meteor, with its slightly larger tank, would be similar. As we went our separate ways, I reflected on an entertaining morning’s ride that was made such a pleasure by the wonderful demeanour of the bikes that we were riding. To quantify just how much I enjoyed it, let me put it like this. I am buying a 650 Royal Enfield. I cannot wait to take it to faraway places, with that soulful engine providing salve for my soul. As to which model it will be? Well, you will just have to wait and see, won’t you?

Royal Enfield 650s

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

2026

Royal Enfield Bear 650

Pricing From R141,700 (RRP)

Brand: Royal Enfield

2026

Royal Enfield Interceptor 650

Pricing From R129,200 (RRP)

Brand: Royal Enfield

Love ‘em or hate ‘em, electric vehicles are here to stay, and if you sit on the delivery side of the supply chain, they are a very big deal. There are just so many benefits to fleet owners and operators; running costs, maintenance costs and access to technology updates, to name but three. However, the use of electric motorcycles is gaining traction in the private sector as well, with increasing numbers being sold for commuting or leisure use; the great advantage in the latter, of course, is the lack of neighbour-annoying noise.

So it’s no surprise that much of the news coming from the motorcycle industry today involves yet another previously unknown brand name entering the electric bike market.

South African Motorcycles has built a larger presence in the small-displacement/delivery-bike segment with Big Boy, GoMoto and Jonway. Now, the company has added a new electric motorcycle player, RFN, to its expanding network, and initial signs are impressive. ZA Bikers was invited to attend a special event, unboxing and assembling a brand new machine at S.A.M. to gain first-hand knowledge of the RFN brand.

The idea behind the experience was to see how straightforward the bikes are to put together, while also getting a closer look at the overall quality and finish.

Assembly was relatively simple, taking roughly an hour and consisted of fitting the handlebar risers, handlebars, switchgear, digital display, front wheel, rear shock and linkage (dog bones), before finally plugging the bike in and powering it up for the first time. There’s a tool kit, charger and diagrams with info on how to assemble and how to charge the vehicle.

The bikes come packaged extremely well. Although it was a boring topic, it was still impressive to see how even the packaging and logos were taken care of.

The bike we assembled was RFN’s flagship off-road model, the RFN SX-E15 Plus. More information can be found here: www.samotorcycles.co.za

RFN will be bringing a full range of electric off-road motorcycles to South Africa, covering segments that roughly correspond to PeeWee 50 cc, 65 cc, 85 cc and 125 cc petrol-powered dirt bikes. Pricing is competitive across most of the range, although the flagship model naturally commands a premium. The full range can be viewed here: www.samotorcycles.co.za

First Ride Impressions

We managed to sneak in a few laps around the Big Boy compound and came away impressed. The RFN SX-E15 Plus feels like a proper motorcycle rather than a novelty electric machine. In its most aggressive Level 4 power mode, it goes surprisingly well, while handling much like a lightweight 125 cc motocross bike.

The suspension is adjustable front and rear, which is something I wasn’t expecting at this price point, and the Kenda tyres provide more than enough grip for local track riding and general off-road fun. Claimed figures of around 80 km range and a top speed of approximately 100 km/h seem respectable for the intended market. S.A.M. say that there is a road-legal version available overseas, so we might see this in SA at some point in the future.

The controls are refreshingly simple. On the left switchgear, you’ll find the rider mode selector and a “park” button, which also activates drive mode. Mounted next to the switchgear is a magnetic “peace sign” key. Removing it immediately puts the bike into a “safe park” mode, while also serving as the bike’s key system. Obviously, the bike has a mobile App and modes that can be programmed, but we didn’t have enough time to get into all of that.

With only a brief ride under our belts, it’s difficult to directly compare the SX-E15 Plus to a traditional petrol-powered machine. That said, the immediate low-down torque, strong mid-range punch and smooth throttle response are genuinely addictive, while the silence of operation is uncanny but a pleasant surprise.

The bikes are supplied with a standard three-prong home charger and a comprehensive toolkit for self-assembly.

Interestingly, the smaller models are expected to play in the online retail space and may eventually be sold through platforms such as Amazon, allowing customers to order and assemble them at home.

Dealer interest appears strong. Many of Big Boy’s top-performing dealerships already have RFN models on their showroom floors, so that customers can see and test the bikes in person. Some of the smaller dealers are taking a wait-and-see approach, wanting proof of market demand before committing additional capital, but there is clear interest throughout the network.

Here at ZA Bikers, we’re going to put together a group test at some point in the future, in an attempt to see where the RFN will fit into the traditional petrol-driven bike landscape and whether they can genuinely be a viable replacement for equivalent 85 or 125 cc machines for recreational riders.

In the meantime, if you’re interested in viewing the new RFN and the other bikes in the S.A.M. range, head to your nearest dealer, which you will be able to find here: www.samotorcycles.co.za

Pity the poor historian who, decades into the future, is writing about MotoGP in the first half of the 21st century. In front of him will be a list of winners and podium finishers and, of course, World Champions. Facts and statistics that can’t be disputed.

As we well know, however, the stats are only a part of the story, perhaps the least important part of the story. The story is always what happens second by second, yard by yard on the race track, not who crosses the finish line first; it’s what happens in the pits and behind closed doors both before, during and after the races.

If the first half of the 2026 season has had a story arc, it has to be that of Aprilia first sweeping all before it, closely followed by Aprilia shooting itself in the foot. It started with Bezzecchi leading every lap of the first three Grands Prix, then winning a fourth, but not after Martin had broken his Aprilia duck. A story of sixteen podium places; first and second in the championship, running away with it. Then, it all falls apart; Martin taking three-quarters of the Aprilia squad out – including Bezzecchi – in Hungary’s Grand Prix and gaining a double long-lap penalty for the next race; Bezzecchi losing his rag in the Brno Sprint and being barred from the Grand Prix on Sunday. Records will show another Marquez victory, but they won’t show any of the intrigue and machinations behind the scenes that made the victory possible or, at least, more likely.

And then there is another chink in Aprilia’s armour; Ducati. Far from being down-and-out, as it looked at the beginning of the season, with Aprilia taking four victories out of five races, Ducati has fought back, with three wins out of the last four races and four 2026 wins in total. The only saving grace for Aprilia is that Ducati’s victories have been split between the factory team (two victories), VR46 and Gresini (one each), thus diluting the title challenge, but when one of the riders is Marc Marquez, taking superiority for granted is not something Aprilia can afford to do.

The reason for Bezzecchi’s disqualification from the Grand Prix is simply explained; in frustration, he hit a marshal who was helping clear the crashed Aprilia from the gravel. Forget all that “marshals are volunteers” nonsense, indicating that they should be treated differently because they are giving their time up for free. Marshals are a legal requirement, so whether they are being paid or not makes no difference. But they are there to do a job, without which the races do not happen, so they do deserve respect. Yes, the adrenaline is flowing in the middle of a race and all the more so after you’ve crashed out; the gander is well and truly up and perhaps rationality is not at the front of your mind.

But what Bezzecchi allowed to happen is not acceptable, and the penalty was justified. He is a professional athlete, and that definition goes way beyond simply his ability and performance on the track. Yes, he is only human, with all the frailties and imperfections that implies, but anyone who performs at that level has to have an unusually high intelligence and quickness of thinking, and there can be no excuse for the “red mist” coming down at any moment.

What made it even worse was Jorge Martin’s double long lap penalty for his part in the Hungary first-corner mêlée, effectively taking him out of the victory hunt, although he did salvage a ninth position to move to only eight points behind his team mate. But, as a team and manufacturer, Aprilia doesn’t need the title cup to be dashed from its lips just as everything seems to be going right, the culmination of a long, hard road.

The most stable element of Aprilia right now is Ai Ogura. He’s actually been the revelation of 2026, his late-race pace while all others around him struggle on ageing tyres defies logic. His pole position – and record lap – in Brno was stunning, and, if he was relegated to a pair of second places in both Sprint and GP, then they certainly weren’t the results of a rider in the right place through fortuitous circumstance; he fully deserved them and convincingly outrode Bagnaia in the GP. If the factory Aprilia team is making a hash of things right now, then Ogura on the satellite Trackhouse Aprilia is standing in the wings, ready to pick up the pieces. Come 2027, Yamaha’s gain will be Aprilia’s loss, as Ogura moves to the factory Yamaha team.

If there’s one thing that is certain at most MotoGP weekends, it is that KTM will manage to snatch defeat from the jaws of mediocrity. If Acosta is the only rider out of the four who can do anything meaningful with the RC-16, then the factory is failing to give him a reliable bike with which to do even the basics, such as finish a race. Not content with a lack of pace nor a bike that any of the riders can do anything with, KTM has now dialled in a measure of unreliability rarely seen in MotoGP today; reliability that nearly cost Alex Marquez his life in Catalunya, when Acosta slowed suddenly right in the Ducati rider’s path on a fast part of the track.

Given the Austrian company’s recent financial woes – brought back from the brink only through huge additional investment by Bajaj Auto – continued underwhelming performance in MotoGP does not bode well for KTM maintaining a presence on the grid. Spending $50,000,000 annually on populating the bottom half of the results sheets doesn’t sound like a good investment, and you can be sure that Bajaj is painfully aware of this.

Of more pressing concern to South Africans is that Brad Binder’s talent and best years have been squandered by staying with the manufacturer. His long-term contract was seen as a good thing at the beginning, but it has become a noose around Binder’s neck as the bike has failed to progress to a consistent race-winning prospect, and it’s not looking at all hopeful that he will have a seat next year, unless he can move to the satellite Tech3 KTM team. But even that might be a case of jumping out of the frying pan, into the fire.

If Acosta was the last rookie to burst onto the scene with a huge amount of hype and largely justify that hype, then, in Diogo Moreira, we apparently have the Next Big Thing. Maybe his appearance in the top echelon has coincided with a resurgence of Honda; maybe he has come in with nothing to unlearn about MotoGP bikes, so he is riding around the RC213V’s problems without realising they are problems, but he is certainly punching way above his weight. Fine, he crashed out of third place on lap one of the Sprint race in Brno and could only finish 11th in the GP, but he had qualified sixth, six and nine places respectively ahead of the factory Honda riders Mir and Marini!

Commentators like to talk about a “generational talent”, and in Moreira, here is one. He is certain to stay with Honda in 2027, but whether that is as a factory team rider or remaining with the LCR team is not known as yet, and who is to say that Moreira on a new 850 cc Honda in 2027 won’t be mixing it at the front?

As usual, however, all eyes were on one rider. With his second consecutive Sunday victory, combined with a Sprint win in Hungary and a third place in the Brno Sprint race, Marc Marquez has caught up 62 points on championship leader Bezzecchi in a month; this from a rider who, only a month ago, declared his title hopes “completely over”, thanks to missing races due to injury and being 102 points behind Bezzecchi.

After Brno, he had to concede that “I’m in the game now”. That is the strength of the man, both physically and mentally. Hungary’s Balaton Park was “easy” for a still-recovering Marquez; anti-clockwise, mainly left-hand corners, relatively low speeds, less stress on the injured right shoulder. By comparison, Brno should have been impossible for Marquez, but he only goes and takes two podiums, including a win, crucially when his title rivals are on the ropes. To come back yet again from injury to defy the odds and win is where the mental side comes in; he knows he can win again after injury, and the important thing is, his rivals know that as well, so that’s half the battle won right there. If Aprilia and either Martin or Bezzecchi lose the title, the Hungary and Czechia weekends will be pinpointed as the moment when that happened.

A short week and we’re at Assen, a track where Marc Marquez claims he’s never been at his best. After Brno, I’m unwilling to take much notice of him when he says things like that.

A whole year of planning, expense, logistics, training, testing and developing, reduced to almost nothing by rain showers and gusts of wind; welcome to the lottery that is the Isle of Man TT.

2026 marked the second year of AJ Venter’s sponsorship deal with Zunaid Moti and FuturExotics, and hopes and expectations were running cautiously high. The bike was looking good, as was AJ, while behind the scenes, the not inconsiderable financial element to the sponsorship was making life a lot easier for everyone, not least AJ himself.

Practice week went off well; the weather played the game, giving all riders plenty of opportunity to get to grips with both the course and their machinery. But if practice week went one way, then race week was another thing entirely.

In short, it was all a bit of a washout, with weather adversely affecting seven out of the nine possible race days. Normally, the week is divided up into one day racing, one day off, one on, one off and so on, which allows for not only the riders to rest but also contingency days for rain-affected race days.

Alas, in 2026, this wasn’t enough, leading to many of the races being cancelled outright if they couldn’t be shortened. In the end, only the Superbike, both Supersport, one Sportbike (the old Supertwins) and one lap of the Senior TT races were run.

Despite these setbacks, it could still be classed as a success for AJ and FuturExotics. This was his tenth year of competing at the TT, and he racked up his 50th TT start, which is a significant milestone. In the opening Superbike TT, he finished 22nd out of 41 starters and, in the week-ending Senior TT, he finished the first (and only) racing lap in 26th, out of 46 starters.

In addition, AJ was able to improve his speed to record a personal best lap at 127.4 mph, or around 205 km/h average for the 37.75-mile course. This, of course, continues to make him the fastest South African TT rider in history.

Perhaps there is some consolation in the fact that his pit crew recorded the fastest pit stop in the RST Superbike TT, completing a pit stop in 46 seconds, 12 seconds faster than the next best pit stop.

“This year was incredibly challenging for every rider and team,” said Venter. “The weather meant we had to stay ready, focused and patient. We did not get the full race week we prepared for, but to leave with my 50th TT race start and a new personal best is something I am extremely proud of.”

He added that FuturExotics’ backing had played an important role in strengthening the team’s 2026 TT campaign. “Having FuturExotics behind us as our partner has made a meaningful difference,” said Venter. “At an event like the Isle of Man TT, preparation is everything. You need the right people, the right equipment, the right logistics and the right support structure. FuturExotics has helped give us that platform, and I am incredibly grateful to Zunaid Moti and the team for backing South African motorsport on this stage.”

Zunaid Moti, founder of FuturExotics, said Venter’s 2026 campaign reflected the determination, skill and resilience that South African motorsport has to offer.

“AJ continues to prove that South African riders can compete with courage, professionalism and world-class ability on one of the toughest racing stages in the world,” said Moti. His 50th TT race start, new personal best and fastest pit stop are all achievements that show the strength of his talent and the calibre of the team around him. FuturExotics is proud to back South African excellence on this stage.”

Moti added that FuturExotics was proud to play a role in supporting Venter’s international racing journey.

“FuturExotics is built around a passion for performance, precision and exceptional machines, and the Isle of Man TT represents those values at the highest possible level. Supporting AJ is about more than sponsorship. It is about backing South African excellence, helping create opportunities for our talent to compete internationally, and showing that South Africans belong on the world stage.”

“This race demands complete respect,” said Venter. “You need speed, discipline, preparation and trust in your team. Every year at the TT teaches you something different. This year taught us patience and the importance of taking every opportunity when it comes. We have gained more experience, more data and more motivation.

“Representing South Africa at the Isle of Man TT is something I never take lightly,” said Venter. “There are young riders back home who dream of racing on the world stage, and I want them to see that it is possible. It takes work, sacrifice, support and belief, but South Africans belong here.”

Just under 1,000 km later, and with the Suzuki Weekend Away only days away, it was time to get both V-STROM 250SXs and ourselves ready for the dirt.

As Meredith mentioned in our introductory article, there really isn’t much adventure prep required on the bikes themselves. Suzuki has already done the hard work, equipping the little ‘Strom with tubeless wheels, semi-adventure tyres, handguards, a bash plate, generous ground clearance, decent suspension travel, and a tall screen that offers surprisingly good wind protection. Add fuel consumption figures between 32 and 40 km/L, a 12-litre fuel tank, and a USB charging port for navigation duties, and you’ve got a machine that’s ready to point at the horizon from day one.

The V-STROM 250SX is an awesome travel-sized pocket knife; it might be small, but it folds out with all the tools needed for adventure. No, it doesn’t have built-in navigation or a fancy TFT display, and while a centre stand would make chain maintenance a little easier, the tubeless wheels more than make up for it. At the end of the day, like a pocket knife, you can’t cram every tool imaginable into it without defeating the point of its existence. The V-STROM keeps things simple, practical and affordable, and that’s exactly why it works.

The V-STROM 250SX occupies a unique space in the market. It offers the affordability many riders associate with Indian-built motorcycles, while delivering the engineering, quality control, and dealer support of a Japanese manufacturer. That’s what makes it such an interesting proposition.

Ask yourself this: Who else is building a travel-sized adventure bike under 250 cc that can do what the Suzuki does? The list is surprisingly short. Most alternatives are 300 cc or larger, and even then, the little Suzuki remains incredibly competitive. Once you factor in the asking price, the value proposition becomes even more impressive.

Back to business. We got cracking on setting up the V-STROM for Meredith and her lack of height. At around 154 cm tall, the standard 835 mm seat height was manageable, but we all know that when riding off-road, having easy access to the ground can make all the difference when things get a little sketchy.

So, out came the Vernier calliper, Allen keys and rear shock tool. Within 15 minutes, we had lowered the bike by roughly 20 mm front and rear. It may sound like a small adjustment, but it transformed Meredith’s confidence at a standstill and at low speeds. She could now comfortably get both toes down, and with a generous 205 mm of ground clearance to begin with, sacrificing 20 mm felt like a worthwhile trade-off, especially considering she weighs about as much as two bags of potatoes.

Next up was removing the rubber inserts from the footpegs. It’s not something everyone needs to do, especially in dry conditions, but muddy boots and wet trails can quickly turn rubber-covered pegs into an ice rink. Suzuki deserves some credit here, though, as the standard footpegs are already wide and grippy, making them well-suited to adventure riding.

The added bonus is that the engine is so smooth that neither of us has noticed the missing rubber inserts while riding on the road. Sometimes the simplest modifications make the biggest difference.

Anyone who has spent time riding adventure bikes knows that textile riding gear can be brutal on plastics and painted surfaces. Add a bit of dust or sand between your knees and the tank, and before long, your pride and joy starts looking like it has survived multiple owners, a rebuild and some questionable maintenance practices.

With protection in mind and to satisfy my ongoing battle with OCD, I got in touch with Mark from Empire Graphics to help protect our Suzukis’ body work. The plan was simple: clear protective vinyl where our luggage would rest and gripper panels on the tank to both improve control while standing and protect the glassy black tank. Not only does it help keep the bike looking fresh, but it also allows you to lock your knees into the tank more effectively when riding off-road. For under R800, this was seriously a no-brainer and something we think all adventure bike enthusiasts should invest in.

With Suzuki’s adventure-friendly tyres already fitted from the factory, all that remained was to spend some time riding dirt and helping Meredith rebuild her confidence.

Fortunately, we live out in the sticks of Pretoria North, not far from Cullinan, which means dirt roads are never far away. The plan was simple: expose Meredith to as many different surfaces as possible and throw in a few skills exercises to dust off some of what she learned during her ADA training.

We started on wide, hard-packed gravel roads before moving onto looser surfaces, corrugations and a few sections where the sand became noticeably deeper. The goal wasn’t speed—it was familiarity. The more time Meredith spent standing on the pegs, looking ahead and allowing the bike to move beneath her, the more relaxed she became.

“To be completely honest, when Kyle from Suzuki SA told us we’ll be taking part in the off-road trail this time round, I held my breath for a few seconds, convinced that I’m not experienced enough. That feeling quickly faded after spending some time on the dirt with the baby Strom, especially once we dropped the suspension—having better footing really helped my confidence. Bjorn helped me rehash some of the techniques, and my previous training came flooding back. I’m definitely not a pro, but I feel way more comfortable heading into the weekend’s ride.”

It’s amazing how quickly riding skills can gather a bit of dust when you haven’t used them in a while, but it’s equally impressive how fast they come back with a little practice. It’s important to take things one step at a time, and with every exercise and every kilometre, you could see Meredith becoming more comfortable, more precise and more confident.

Even after years of riding, I can also relate to the above. If I’ve been away from a certain style of riding for a few weeks, I’ll deliberately ease myself back into it. Sometimes all it takes is one corner, one obstacle or one exercise to get your eye back in. Once you nail that, the confidence starts flowing again.

Practice and confidence are two of the biggest ingredients in successful adventure riding, but the motorcycle beneath you plays a role, too. That’s where the V-STROM 250SX continues to impress. Its manageable size, friendly power delivery and confidence-inspiring handling make it an ideal platform for riders taking their first steps into adventure riding—or for older riders looking to sharpen skills that may have gathered a little dust.

With both bikes prepped and serviced by World Of Motorcycle, the graphics finished, and Meredith’s confidence growing with every dirt road we throw at her, there’s only one thing left to do: point the Suzukis toward the Suzuki Weekend Away and find out just how adventure-ready these little V-STROMs really are.

Suzuki V-Strom 250SX

For more information on the bike that we tested in this article, click on the link below…

2026

Suzuki V-Strom 250SX

Pricing From R63,050 (RRP)

Brand: Suzuki

MXGP is finally returning to South Africa after an 18-year absence, and thanks to those lovely people at Liqui Moly, one lucky enthusiast could be heading to Terra Topia MX Track in July as the winner of the Ultimate MXGP VIP Experience for two.

MXGP has proven itself to be one of the most exciting motorcycle sports in the world, and the fact that events regularly sell out months before they take place tells its own story.

South Africa has hosted rounds of the championship before. The first was way back in 1985, but you’ll need a pretty long memory to remember the most recent visit in 2008 at Nelspruit. Prior to that, fans were treated to events at Sun City in 2004, 2005 and 2006.

Now the FIM Motocross World Championship is heading back to South African soil, with the Terra Topia MX Track in Midrand, between Johannesburg and Pretoria, set to host the country’s return to the MXGP calendar on 5 July 2026. South Africa will once again find itself on the MXGP world stage, and let’s hope it’s a long-term return this time around.

Tickets for the event are now available here.

If you’d rather leave it to luck than buy a ticket, Liqui Moly is giving five lucky winners the chance to each win an Ultimate MXGP VIP Experience ticket set for two.

Entering couldn’t be simpler. Purchase selected Liqui Moly motorbike products from approved retailers or through the Liqui Moly Online Store, then upload your invoice via the Liqui Moly Advantage App under a registered enthusiast profile, and you’re in the draw.

The competition closes on 25 June 2026, so there’s not a lot of time left to get your entry in. The winner will be announced on 29 June 2026.

As always, terms and conditions apply, and travel to and from the event is not included.

Good luck, and perhaps we’ll see you trackside at Terra Topia in July.

The motoring landscape is changing rapidly. The rise of electric vehicles (EVs), together with an influx of new manufacturers, particularly from China, is introducing South Africans to brands that would have been virtually unknown just a few years ago.

While this shift may require a change in mindset, it also presents exciting opportunities. New technologies and innovative business models are creating transport and logistics solutions that can have a meaningful impact on both individual mobility and the broader economy.

One of the biggest challenges facing widespread electric motorcycle adoption is charging downtime. Battery-swapping technology is increasingly being seen as a practical solution to this challenge.

In this model, a battery-swapping station located at a petrol station, for example, holds a stock of fully charged batteries that can be exchanged for depleted units, allowing riders to get back on the road in seconds rather than waiting for a battery to recharge. This swappable battery technology also neatly addresses the relatively short-range issues inherent in electric motorcycles, mainly due to weight and available space parameters.

This technology is invaluable for the motorcycle delivery market, saving hours every day on downtime costs. South Africa is increasingly embracing this technology, and two new-to-SA names are entering the field in 2026.

ARC has now officially entered the South African market with its purpose-built electric motorcycle, the ARC Panther, set to launch this month. The Panther has been specifically designed for local conditions and represents the first step in developing a broader battery-swapping ecosystem that will roll out nationally, creating new opportunities for both fleet operators and private users in the growing EV market.

At the heart of ARC’s offering is a reliable, interoperable battery-swapping infrastructure capable of supporting multiple vehicle brands and models. This approach allows riders to exchange depleted batteries for fully charged units in seconds, dramatically reducing downtime and improving operational efficiency.

The flexibility of the platform has already attracted major international manufacturers. Most recently, Yadea, one of the world’s largest electric vehicle manufacturers, launched its Kifa model for the African market using ARC Ride battery technology.

The partnership between ARC Ride and Yadea was announced at EV Expo Kenya 2026, highlighting the increasing importance of Africa as a growth market for electric mobility solutions.

At the helm of this new business venture is Managing Director Mikael Cloete, familiar to many in the industry through his senior positions with Hero and Bajaj Motorcycles in Southern Africa, bringing together local market experience with proven battery-swapping technology and global EV expertise.

For more information, visit: www.arcrideglobal.com

We might as well get this out of the way straight off the bat; Balaton Park in Hungary is just not the best track for MotoGP bikes or necessarily conducive to exciting racing. It’s too tight and twisty, and the bikes seem to be hardly able to get out of their own way. After the speed glories of Mugello, it’s a bit like a glorified go-kart track, but it’s on the calendar and the circus is going there whether we like it or not, and, at least, it’s a different challenge for the teams.

Mind you, the racing this time around wasn’t bereft of excitement and interest, perhaps because of the nature of the track, which brought more teams and riders into the mix than normal. Or that could simply have been through Jorge Martin’s clottish and cack-handed braking manoeuvre at the start of the GP on Sunday; taking out three-quarters of the Aprilia contingency and four of the expected front-runners will have that effect.

One thing that we did find out – as if we needed reminding – is that you write off Marc Marquez at your peril. Since his last surgery, he has been saying that it will take time for him to be fully fit again, that we mustn’t expect too much from him until the Czech GP at the earliest. And then he goes and achieves the treble in Hungary; pole position, Sprint and GP wins. OK, so maybe the slow nature of the track helped, as did the anti-clockwise direction, but championships have been won from as far back as Marquez is from points leader Bezzecchi, and, if the Aprilias can’t learn to play nice, then no one should bet against Marquez being there to pick up the pieces.

As mentioned, the nature of the track layout brought some new players into Q2, including Jack Miller (Yamaha) and Diogo Moreira (Honda). In the latter, there are all the hallmarks of another Pedro Acosta; a young and precocious talent, with no respect for the status quo and who, early indications suggest, will be on every team manager’s shortlist, and on a factory bike sooner rather than later.

Let’s not forget he’s riding a Honda that might be showing signs of improvement, but which is still several steps behind the Ducatis and Aprilias (and Acosta’s KTM!). In the last couple of races, he’s been running easily in the top half of the field, and it was no different in the Hungary Sprint; starting 11th, running sixth by lap two and finishing the race in seventh; the other Hondas finished 12th and 15th. And one of those is a former World Champion! Moreira then went on to finish sixth in the GP.

Acosta could do nothing about Marquez but still ran a solid second throughout and crossed the line in that position. What is he doing on the KTM that the other KTM riders can’t do? Enea Bastiannini seems to be second-best of the KTM runners, but Binder and Viñales are mired in the throes of lacklustre performances.

Is there something going on behind the scenes at KTM? Are Acosta and, to a lesser extent, Bastiannini getting the pick of the latest parts and tech, leaving Binder and Viñales with used or older parts and tech? What is fairly obvious is that Acosta certainly is the focus of the team right now, even if it is assumed he is defecting to Ducati for 2027. On the strength of his performances, you’d have to say that that is the right strategy for KTM, but is he only performing thus because of the best parts and tech?

What would have been even more galling for Binder and Viñales would have been being beaten to the line in the GP by Alex Marquez’s stand-in and current World Superbike rider, Iker Lecuona.

The start of the Grand Prix was a carbon copy of the Sprint, with Marquez taking the hole shot from Acosta, but that’s where the similarities come to a crashing halt, if you’ll pardon the pun. Jorge Martin thoroughly cocking up his braking is one thing, but taking out your team mate, a satellite Aprilia, and two Ducatis is quite another. For Martin, his closest title rival not gaining any points advantage from Martin’s non-finish would be some consolation, but a double long-lap penalty at the next race negates that advantage.

Whilst the dust was settling from that, Acosta was taking advantage of his decision to start on the soft rear tyre – while everyone around him was on the medium – and took the lead from Marquez and quickly stretched out a 1.5-second lead. But somehow, we couldn’t get worried; Michelin had assured the teams that the soft rear would last the race without a drop-off in performance, but there was just something predatory about Marquez’s presence in second place on the medium rear. This was confirmed as Marquez closed right up on Acosta and the pair engaged in a tussle for a couple of laps before Marquez made a pass stick, and that, to all intents and purposes, was that, the Spaniard taking his 100th MotoGP victory, which coincidentally was also Ducati’s 100th MotoGP victory!

Behind those two and Bagnaia running a lonely but secure third, there was a great battle for fourth. Miller had been a beneficiary of the chaos up ahead at the start and was running fourth. Right with him, however, were Marini, Moreira, Mir, Ogura and Lecuona, all of whom got past Miller at one stage or another. As is becoming usual, Mir crashed out, while Ogura used his late-race pace and scythed his way through the lot of them to lie fifth, two seconds behind Marini, a gap that was quickly closed, the Aprilia passing the Honda on the penultimate lap. That made the top ten, at the finish, Ducati, KTM, Ducati, Aprilia, Honda, Honda, Ducati, Yamaha, KTM, KTM, Binder taking that last spot. Unsuitable the Balaton Park track might be, but it does throw up interesting results!

An emphatically successful weekend it might have been for Marquez – his second treble in succession at this circuit – but the man himself was quick to manage expectations;

“The comeback is still not finished because we won, but it’s a left circuit. There were only three right corners with hard braking points, so this helped me to breathe. I feel like I’m still far from my performance, from the way I want to ride. However, I’m still fast. Let’s see if we can continue, but now it’s time to enjoy this victory. The championship is super long, but at the moment, we are not in shape,” he said. “I don’t feel that I’m ready to fight, honestly speaking. This weekend, yes, but at Mugello we were 10 seconds behind the leader. So, let’s see. It depends a lot on Brno and Assen, and then on the summer break. I still have to reach my new 100%. And from that point I will understand.”

As for Martin’s issue that caused the crash, Jack Miller put the blame squarely on the front suspension locking devices used at the start of the races. Approaching the start line after the warm-up lap, you’ll see the riders braking sharply in order to lock the forks into a compressed state. This works with the rear suspension lowering device to prevent wheelies and aid faster acceleration.

When the riders brake for the first corner, weight is transferred to the front of the bike, and the fork lock unclips, so the suspension can work as normal through and out of the corner and for the rest of the race.

Miller’s point is that the need to unlock the forks necessitates unnaturally heavy braking, which is fine at a track such as Mugello, where the speed approaching the first corner is high, and so the braking forces are high. But, at Balaton Park, where speed into the first corner is much lower at the start, normal braking forces might not be sufficient to unlock the device, so the rider is forced to brake harder than necessary, which can upset the bike, as happened with Martin.

It all points to the sense in the 2027-on rule banning start devices and also suspension-lowering devices, as used throughout a race when exiting corners. As Miller said, if no one has them, then everyone is in the same boat.

Two weeks until the next race, in the Czech Republic, then Assen a week after that and Germany two weeks after that, before the month-long summer break. The title race is definitely getting interesting now, but who will head into the break with the advantage? Clever money is on Bezzecchi and Aprilia, but, as Hungary demonstrated, the first person you have to beat – or avoid on track is your team mate!

South Africa might be on a high at present in terms of representation in international motorsport – Brad Binder in MotoGP, Darryn Binder in Moto America, Ruche Moodley in Moto3 and AJ Venter at the Isle of Man TT – but this presence mustn’t be allowed to stagnate; new blood has to be nurtured and fed into the system.

Thankfully, that’s exactly what is happening with South African teenager Oratilwe Phiri, who is currently racing with no little success in the international TVS Racing International Championship, which runs alongside the FIM Asia Road Racing Championship.

Riding a TVS Apache RR 310, he has consistently battled at the front of races, scoring multiple podiums and establishing himself as a championship contender.

If ‘Ora’s’ name is not familiar, then shame on you for not keeping abreast of South African motorcycle sport, for he is a six-time champion on home soil.

This is his resume:

• 2016: Claimed his first title – the MotoSA Pocket Bike Stock Class Championship at just 6 years old, having started racing at age 5 under his father’s guidance.
• 2017: Dominated the MotoSA Pocket Bike Stock Class Championship, proving his early title was no fluke.
• 2019: Won the SBMSCS Pocket Bike Super Production Championship
• 2020: Stepping up to a bigger bike, won the NSF100 Championship
• 2024: In his 2nd year racing long circuit, he won the MRSSA Sub500 National Challenge Championship
• 2025: Moved up to the senior ranks and secured the MRSSA/SAES SBK600 National Challenge Championship – his fifth national title -signalling he was ready for the world stage.
• 2026: Joined TVS Motor South Africa and made his international debut in the TVS Racing International Championship.

So far, his 2026 season has gone well. In round 1 at Sepang International Circuit, Malaysia, he scored back-to-back 5th-place finishes in Race 1 and Race 2.

In a breakthrough performance at Round 2 of the TVS Racing International Championship (FIM Asia Road Racing Championship) in Thailand, Ora secured a brilliant 3rd-place podium finish in Race 1, becoming the first South African to reach the TVS podium. However, he suffered a race crash in Race 2 on the final lap and recovered to finish 11th, placing him 3rd overall in the championship standings.

At Round 2 of the TVS Racing International Championship in Thailand, Ora lined up against the best riders in Asia. Race 1 was decided by the finest of margins, with the top five separated by less than two-tenths of a second.

“Race 1 was one of the hottest and most competitive races I’ve been in. It was a great race and a good, clean battle throughout. I led a couple of times, and on the last lap, I got swallowed up into the last corner. But there was contact between riders, and some riders went wide. I played it safe and was able to finish 3rd, getting my first podium and becoming the first South African on the TVS podium.”

“Sunday’s Race 2 brought a different kind of test. On the last lap, I was cut off into turn 4, grabbed my brakes to avoid a collision and crashed, taking out another rider in the process. I got back up, remounted, and finished 11th, earning enough points to secure 3rd overall in the championship,” explains Ora.

That grit is perhaps the most defining trait about Ora.

Up next for Ora in the TVS Racing International Championship 2026 are rounds 3 in Japan (June), 4 in Indonesia (August), 5 in China (October), and the final round 6 in Thailand (December).

Ora has the benefit of having well-known SA racer Steven Odendaal as his racing coach and has built a strong professional structure around himself to further his racing ambitions, including his parents, TVS South Africa and Lumi Racing. The end goal? Reaching the pinnacle of motorcycle racing, that is MotoGP, of course! On current evidence, that is not as far-fetched as it may seem.

The enjoyment of riding a motorcycle has a lot to do with community of spirit; riding makes you part of a brotherhood and sisterhood with common interests and a common cause. This spills over into doing good for others; the biking community loves a good charitable cause, as long as it involves riding bikes!

With winter not yet having taken a firm grip on early morning temperatures, the timing of the Bikeshop Rivonia/RAD Blanket run was perfect. Organised and promoted by Bikeshop Rivonia and RAD KTM, who now live next door to each other, this year’s run was hugely popular.

The familiar face of Donovan Fourie – the face many of you will blame for ruining your weekend’s TV bike watching…was the very able leader of the pack, and he was rightly proud of the turnout.

Certainly, the car park was packed, and Donovan later confirmed that there were 360 bikes present, many of those with pillion passengers, and over 600 blankets were collected.

Special mention must go to Honda South Africa, World Sportsbet, which donated 150 blankets, as well as RAD KTM, Trans Bus Africa, Bike Kings, Dirt & Trail and Ride Fast, all of whom made significant contributions to the cause. Mention and appreciation must also go to everyone who donated even one blanket; you know it will make a difference to someone’s life.

The distribution of the blankets has been entrusted to the Rotary Club of Brits and Hartbeespoort, who have many, many worthy recipients, all of whom will be grateful for the help at this difficult – and cold! – time of year.

A big thank you must also go to Bikeshop Rivonia’s Kyle, Janine, Donovan Huntingford, Zane, Raymond and Helena, all of whom Donovan Fourie singled out for special praise and recognition for their hard work behind the scenes in organising the event.

The ride to Maggie’s Farm, near Lanseria, was pretty epic for a charity breakfast run and gave infinite opportunities for getting lost on the way, an invitation that some riders found impossible to resist. At around 120 km, the organisers and Donovan showed that the point of the exercise was not simply to collect blankets but to give the participants a memorable ride out on a beautiful Sunday morning. This they achieved; talking to some of the riders at the end point, the reaction was unanimous; more like this, please!

It looks very likely that this will continue as an annual event, which can only be excellent news for the charities being supported. It also puts Bikeshop Rivonia and RAD KTM right at the front of people’s minds, which, despite the charity angle being most important, is also the point of the exercise for both from a business perspective.

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Following so closely on the heels of the Triumph South Africa-sponsored and very well-attended Distinguished Gentleman’s Ride, the Bikeshop Rivonia/RAD Blanket Run begs the question: what more evidence does one need that South African motorcyclists are the best people you could ever wish to have on your side?

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The fun aspect of Aprilia’s domination of the 2026 season is that you never quite know from which Aprilia garage the dominant force is going to spring on any given weekend. So far, the only Aprilia rider not to win on a Saturday or Sunday is Ai Ogura, although he has taken a podium and has had very quick late-race pace in several Grands Prix. If he could just qualify better, then he’d be in line for regular podiums. Fernandez has won a Sprint, while Bezzecchi has won four Grands Prix and Martin has won one GP and a Sprint. If this is domination by a single manufacturer, then let’s have more, please!

Ducati isn’t completely out of the running. DiGiannantonio has been very effective, while Marc Marquez has been rather lacklustre, mainly due to unresolved injury issues. Alex Marquez was starting to get his season into shape before his horrendous crash in Spain. The best surprise in the Ducati camp has been a form of renaissance for Pecco Bagnaia, with three Sprint podiums and a brace of GP podiums. He led the Mugello race convincingly before Bezzecchi found his way past. Let’s hope he’s back on track towards the front.

There’s something about Mugello that always produces good racing. Right from the get-go, the action at the front was frenetic, Bagnaia and Bez making a break for it at the front, Martin lurking behind, while Marquez, Acosta, Aldeguer and Ogura fighting over fourth, the first pair having a ding-dong battle for most of the race; a lone KTM among the Italian hordes.

What is happening at KTM? Bastiannini, Binder and Viñales are floundering around in the midfield at best, further back, at worst. It’s only Acosta who’s seemingly able to make the RC16 work to his advantage and, even then, it looks like a fight. We’re not long out of the financial crisis for the company, and it’s hard to envisage investors putting up with continued millions being poured down the drain with no visible benefit. Acosta is Ducati-bound in 2027 (if rumours are to be believed), and it’s looking increasingly likely that Binder is out of a ride next year as well, so is KTM losing its two greatest assets? Bringing in Alex Marquez is no guarantee of success; just because he has been a revelation on the Ducati doesn’t mean anything, especially when everything changes next year. Of course, it could be that KTM gets its sums right with the new regulations in 2027 and is the team to beat. Then again…

What of Binder? His stock isn’t particularly high at the moment, and it would be a great shame to see him finish his MotoGP career on a whimper, after breaking into the class with so much promise and enjoying the early support of KTM with a long-term contract. It is not widely known what is going on behind closed doors at KTM, so who knows what role Binder has been playing in a team that appears to be in thrall to Pedro Acosta; has he been sacrificed at the altar of in-race development for the greater good, or is it simply that he hasn’t been able to unlock the potential of a bike that might not have much potential in it to be unlocked, Acosta’s performances notwithstanding?

Unfortunately for Binder, many promising talents are straining at the leash to be promoted from Moto2. Diogo Moreira made the transition this season, and his performances in Mugello – top ten in qualifying and cheekily running near the front in the early stages on the LCR Honda – were indications of a talent worth watching. There are a lot more like him competing in both Moto3 and Moto2 at the moment, and you can be sure that all the teams have got their eyes on the future, no matter what it means for the status quo right now. Motorcycle racing might be a sport, but it’s also a business, and the teams will do anything to protect that business and future-proof it. There’s nothing sentimental about it, and loyalty lasts only as long as the results keep coming.

It is an unhappy task to talk about Yamaha at the moment. The V4 engine is experiencing troubled development pains and wasting the talents of Quartararo, Rins, Miller and Razgatlıoğlu. Quartararo has been particularly scathing of the new engine and Yamaha in general, and post-race in Mugello, he cut a dejected figure.

It’s nothing new that the Yamaha is down on power and, therefore, straight-line speed; that’s been the case both with the inline four-cylinder engine and the new V4. But it seems the problems aren’t solely with the engine; the chassis just isn’t allowing the riders to do what they want, either.

Reflecting on 18th on the grid, 14th in the Sprint and 18th in the Main race, Quartararo could only say this: “If you ask me now, I’d say the motivation is gone. The truth is, there’s nothing positive to take from this Sunday… Right now, I’m very disappointed with the work we’ve done. I’m glad it’s over.” Those aren’t the words of a rider who’s going to give it his all, and you’d have to agree with him. He put a lot of faith in Yamaha and, yes, he delivered a title and a close-fought second place in 2021/22, but since then, Yamaha has squandered his talents, and it’s really difficult to see how they have got it so wrong so quickly. No, developing a new engine isn’t easy, but we’re not talking about a piss-willy operation here with no experience; this is Yamaha, for goodness’ sake, a team with not a few championships to its name this century. Of course, it will fight back, but they’ll do it without Quartararo.

It was a race weekend with little or no politics or conjecture as to who-rides-where in 2027. However, there was one troubling rumour in the week leading up to the race. It seems that the powers-that-be, in their infinite wisdom, are mulling over the idea of banning second bikes for riders, in the name of cutting costs.

One of the governing body’s jobs is to rein in spending, in order to prevent the sport from collapsing in on itself. Fair enough. But this is motorsport, with all the attendant risks of crashes and mechanical mayhem at any stage during a race weekend, let alone rain disrupting play during a race.

Are they trying to say that, should a rider crash in the very first practice session, he has to wait for the bike to be returned to the pits before the mechanics can get to work on what might be simply bodywork replacement or might be a full rebuild, before the rider can head out on track again? That might be only Saturday morning if the crash occurs on Friday.

What about Saturday or Sunday pre-race warm-up? A crash there means no qualifying. A crash in qualifying? No Sprint race presence and a back-of-the-grid start for the Main race. Rain during the race? No flag-to-flag any more, so the race is stopped and probably abandoned, unless they allow tyre-changing during the race, which isn’t entirely out of the question, although the set-up of the bikes is completely different for wet and dry races. How about a rider being taken out by another rider at any stage, pre-race, through no fault of his own; his weekend is fatally compromised.

No, this is an alley down which the governing body cannot be allowed to venture, and we can only hope that calm heads will prevail. There are many ways to cut costs, but cutting the throat of the sport is not the way to go about it.

Thankfully, there’s only a week’s break before we’re in Hungary. The track at Balaton Park might be the least suitable on the calendar for 300-horsepower missiles, and about as far from the glorious speed of Mugello as it’s possible to get, but it’s a different type of challenge for the teams and riders, and at least we don’t have to wait two weeks!

Talking of speed, Jorge Martin broke Brad Binder’s top speed record at Mugello, raising the bar from Brad’s 366.1 km/h, set in 2023, to 368.6 km/h. With the reduction in displacement for 2027, is this now an all-time record?

We’ve been writing a lot about Bikeshop Rivonia recently, but it’s important that we don’t forget the venue that was the start of the Bikeshop story; Bikeshop Boksburg.

Bikeshop Boksburg was one of the first used bike ‘superstores’ and drew customers from all across Gauteng and even further afield. Very soon, it also became known as Suzuki East, one of the largest Suzuki dealers in the region.

For many years, the showroom’s location on North Rand Road, in the heart of Boksburg, was a beacon of motorcycling excellence and an established landmark in the area. That all came perilously close to being erased thanks to a devastating fire a couple of years ago, that reportedly destroyed close to 200 motorcycles. Images after the fire were heart-breaking but, thanks to the determination of the owners and staff, it wasn’t the end, and Bikeshop Boksburg would rise out of the ashes leaner and stronger.

Temporary premises were established and business carried on as usual but now, we’re pleased to announce that Bikeshop Boksburg has moved into brand new premises. Not far from the old, the new location is situated on Rietfontein Road in Boksburg West, just off the highway. The full address is 81 Rietfontein Road, Boksburg West, 1459, Gauteng.

The moment you walk in, you’ll feel right at home; the team has worked hard to retain the identity of the old showroom while bringing it right up to date. On one side, there’s a glittering display of more than 180 clean pre-owned bikes, a coffee bar and the latest and greatest Suzuki models.

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On the opposite side, in a separate showroom, you’ll discover a different side to the market; KAYO dirt bikes, side-by-sides, quads and the latest sensations from China, QJMOTOR motorcycles, a brand that is very quickly making a big impact on the local market.

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The exterior of the property is modern, and the interior is light and airy, thanks to the large glass area that gives the best conditions for viewing the impressive selection of bikes.

As you’d expect, there is also a fully equipped and extensive workshop and a dedicated spares counter that caters for private and trade business.

North Rand Road has traditionally been the ‘bike strip’ of Gauteng, thanks to the many dealers that have set up shop there. Now, thanks to Bikeshop Boksburg, the ‘strip’ is expanding in new directions. After its near-demise, it’s good to have such an important player back to its former glory, proving that you can’t keep a good company down.

I’ve attended the Distinguished Gentleman’s Ride for the last six years, and this year marked my seventh, supporting this incredible cause for men’s mental health. Over time, the DGR has become something of a tradition for me and my wife, Meredith, who has joined me for the last couple of years as my trusty backseat princess. Sidecars, scramblers, café racers and roadsters, you name it, and I’ve probably ridden one at the DGR. This year, however, things were a little different.

Having recently sold my beloved Yamaha XSR900, I suddenly found myself without a suitable motorcycle for the event. Meredith, on the other hand, had bought herself a bike a few months earlier that fit the DGR criteria perfectly. So my options were simple: beg, borrow or ride pillion with “Mer”.

Thankfully for both of us, Dave Cilliers offered up the keys to his trusty Royal Enfield Hunter 350, allowing Meredith and me to enjoy the ride separately and properly soak in the atmosphere of the day. Truthfully, I was excited. Despite riding hundreds of test bikes and clocking up thousands of kilometres over the years, I had somehow never ridden a Royal Enfield before.

Dave, however, has spent the last few months absolutely waxing lyrical about the Hunter. In fact, he enjoys the bike so much that his notoriously revolving garage now seems to revolve around the Hunter—not the other way around.

So, what’s the fuss all about?

Within Royal Enfield’s growing South African lineup, the Hunter 350 feels like the rebel child of the family. It’s the more modern and youthful offering in the 350 range, pairing classic Royal Enfield charm with sharper styling, alloy wheels, ByBre dual-channel ABS brakes, sportier ergonomics and firmer suspension. While many of Royal Enfield’s machines lean heavily into heritage and nostalgia, the Hunter feels more contemporary and city-focused without losing the character the brand is known for.

And thanks to the Hunter, it wouldn’t just be me looking dapper this year. Finished in its subtle grey “Dapper” livery, the Hunter looked perfectly at home among the polished chrome and tailored jackets of the DGR. Royal Enfield offers the Hunter in two distinct themes: the understated Dapper range and the louder, more playful Rebel colourways. However, regardless of specification, the Hunter is a seriously handsome machine.

Up close, it impresses even more. Despite its attractive R79,500 price tag, the Hunter genuinely feels like a motorcycle from a class above. The paint quality is excellent, complete with lacquered decals, beautifully cast engine casings and premium finishes throughout. Details like the retro-style rotary switchgear, stitched seat and Royal Enfield-branded headlight cover elevate the experience in a way you simply don’t expect at this price point.

In fact, nothing about the Hunter feels entry-level. That’s perhaps one of the most impressive things about Royal Enfield as a brand. Unlike many manufacturers, where smaller engine capacity often means fewer features or lower quality, Royal Enfield’s 350, 450 and 650 ranges all share the same sense of craftsmanship and attention to detail. Your choice comes down more to purpose and riding style than perceived status within the range.

The Hunter also comes equipped with genuinely useful features, including tubeless wheels, a centre stand, USB charging port and a clean, easy-to-read LCD display.

As for the ride itself, this year’s DGR followed a familiar route through Johannesburg. Riders gathered at the Mall of Africa in Waterfall City before heading through Sandton and eventually making our way to Prison Break Market for lunch, music and plenty of motorcycle talk.

This year, more than 600 registered riders filled the parking lot with an incredible variety of machinery, creating what can only be described as a spectacular winter morning ride with even better company. We even bumped into a few Royal Enfield club members and some beautifully personalised machines along the way.

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The slow-moving group ride played directly into the little Royal Enfield’s strengths. Anyone who has ridden in the DGR knows just how painful crawling traffic speeds can be for certain motorcycles, especially older or more performance-focused machines. Throughout the ride, there were plenty of bikes overheating on the side of the road or surging ahead in search of cooler air.

The Hunter, meanwhile, simply got on with the job. Its 349 cc single-cylinder motor produces a modest 20.2 hp at 6,100 rpm, but more importantly, 27 Nm of torque at just 4,000 rpm. And it’s that low-down torque that defines the riding experience. The Hunter pulls away eagerly, happily short-shifts through the gearbox and feels completely unstressed in traffic.

But numbers alone don’t explain why people love these bikes. The Hunter has a wonderfully mechanical feel to it. It’ll idle away from a stop, happily lug around in almost any gear, and never feel stressed or overly busy. There’s character there, the kind Royal Enfield owners always talk about, but without excessive vibration or harshness. It strikes a clever balance between old-school charm and modern refinement.

The riding position is comfortable, the ergonomics are relaxed, and as Dave has already proven, the Hunter is more than capable of longer-distance touring too, if you’re up for it.

What really blew me away, though, was the fuel consumption. I fetched the bike from Dave in Moreleta Park, rode home to Montana, travelled from Montana to the DGR, completed the entire ride and still only used R76.90 worth of fuel. By the end of the day, the Hunter had covered roughly 168 km while using just 2.9 litres of fuel—working out to over 50 km/L.

Yes, the slow average speeds of the DGR certainly helped, but even under normal riding conditions, Royal Enfield claims consumption figures of around 2.6 l/100 km, which is still deeply impressive.

By the end of the day, I completely understood why Dave is so fond of his Hunter and why Royal Enfield owners remain fiercely loyal to the brand. Royal Enfield has managed to modernise where it matters while still holding onto the character and simplicity that made people fall in love with the brand in the first place. That balance is incredibly difficult to achieve in today’s motorcycle world.

The Hunter 350 isn’t trying to be the fastest, flashiest or most technologically advanced motorcycle on the market. Instead, it focuses on honesty, charm, usability and genuine everyday enjoyment.

And perhaps that’s exactly why it works so well.

Royal Enfield Hunter 350

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

2025

Royal Enfield Hunter 350

Pricing From R79,500 (RRP)

Brand: Royal Enfield

Two things to take from the races this weekend: that trying to predict anything in MotoGP is pointless, and that these men are superhuman.

The least controversial – or shocking – of those is the unpredictability of the events in the Sprint and Main races, not to mention the closeness of the racing; the Sprint winning margin was the closest in Sprint history, while the Main race result, even without the shock exits and incidents, was something that no one could have predicted.

Talking of predictions, who would have predicted before the weekend that we would have two factory KTMs running at the front during practice and qualifying? Who would have predicted that one of those KTMs would crash out of the Sprint race at the first corner and then have his bike fail as he approached the grid for the start of the Main race and have to divert into the pits to get his second bike, starting dead last in the process, yet still finish seventh?

Who then would predict that the other factory KTM would run right at the front in all three attempts at racing the Main race, only to have its own technical issue that would spark the horrific accident to Alex Marquez that stopped the race for the first time? Who would then predict that the same rider would then be fighting at the front of the truncated Main race, only to fade at the last before being punted off at the very last corner of the race?

Who would have predicted a Honda – a satellite Honda, at that – would be running at the front after the first Main race start and then a second Honda – factory, this time – would be in contention for the win after the third start, taking a podium spot and then losing that position for a tyre pressure infringement?

Who would have predicted Fabio DiGiannantonio winning for VR46, as rumours swirl around him moving to the factory KTM team for 2027? Not I. Pecco Bagnaia taking the Ducati factory squad’s first podium in eleven races? Nope! Jorge Martin threatening to overturn Marco Bezzecchi’s points lead only to be taken out by fellow-Aprilia rider Raul Fernandez? Nope! DiGiannantonio being skittled out by debris from the Marquez crash, clutching his hand in pain, and yet somehow restarting his bike and making it back to the pits in time to take the restart and win the race! A rather eventful hour for him!

All brilliantly unpredictable, especially if you have no particular favourite rider and just want to see good racing right to the very end.

But we also saw the dark side of the sport, or what could very easily have been the darkest of dark sides of the sport. Look at that crash of Alex Marquez; in past decades of motorcycle racing, he wouldn’t have survived that crash. Indeed, it’s hard to understand how Alex Marquez survived that crash. The wall was terrifyingly close, his speed was enormous, and the margin for survival was minuscule. And yet he not only survived, but suffered merely a fractured collarbone and a “marginal fracture” to his C7 vertebrae.

How? How is that possible?

Then look at Johann Zarco’s crash; how he was tossed around like a rag doll as his foot became entangled in Pecco Bagnaia’s Ducati’s rear wheel as it slid and tumbled into the gravel; how did he escape with nothing worse than torn ligaments in a knee and a small fracture at the bottom of the fibula? By rights, his leg should have been snapped in two.

Again, how? How did both those riders, in effect, walk away from those crashes? What happened in Barcelona is a long way from the outcome that many of their racing ancestors would have faced. Track safety today is light years ahead of how it used to be, and I’m not talking in terms of 60, 70 or 80 years ago; even in the 1990s, the riders were fighting for better safety conditions and the race organisers and track owners were pushing back against the inevitable, and some of the races were run at circuits that today’s riders would not even walk around, let alone ride or race.

There is obviously no way track owners can move every single obstacle from the vicinity of the track; local geography alone can preclude this. Of course, anything can be done, but how can you predict and protect against every single possible outcome of every possible accident scenario, especially on a straight? You just can’t.

This raises another interesting question: how much danger or risk is acceptable? Can you remove all the risk and retain the essence of the sport? Is risk a part of the challenge? From a spectator’s viewpoint, does making racing too sanitised remove the attraction? One racing insider once said that he believed that the public came to watch races to see the incidents and accidents, not just the racing. Who’s to say he is wrong?

You could argue that no one is holding a gun to the riders’ heads to make them race. Yes, there is a lot of money at stake, a lot of investment and a lot of livelihoods on the line, but should any rider on the grid decide that enough is enough, there would be hundreds of riders ready to take up the slack and put his life on the line, so any gesture of withdrawal on safety grounds is a hollow gesture in the greater scheme of things.

Risking their lives is exactly what the riders are doing, no matter how you dress up the spectacle. No one can race at those speeds with nothing but a bit of cow or kangaroo hide covering their body, some armour protection and a thin airbag and be truly safe. The risks are calculated as far as they can be, but they can never be removed.

Then there is the mental side of accidents. How did Pedro Acosta get back on the bike after seeing what he inadvertently caused to happen to Alex Marquez? How did any of the riders who saw it happen? Remember Austria 2020? Valentino Rossi cheated death by millimetres by not one but two flying wrecks, being visibly shaken as he pulled into the pits but getting back on and giving it as much as he ever had just a few minutes later. These men are made of different stuff than you and me.

Think of the Gresini or LCR team members seeing Alex Marquez and Johann Zarco’s accidents on the screens, and then having to wait for news from the marshals and medics. What must be going through their minds in that news vacuum? Will it be infinite relief or devastating grief? And it won’t have been the first time they have had to go through that process; that’s the nature of racing at any level. But having experienced it once, how do you go through it again?

Barcelona 2026 was the race that seemingly didn’t want to finish! One red flag is rare; two red flags are rarer still; two red flags with less than the required distance covered to declare a result are almost unheard of. But that’s what happened, and the racing was brilliant throughout. How fantastic to see not only a KTM running at the front but also a couple of Hondas; not only running at the front but maintaining that position through merit and not luck. OK, so if the race had been a full-distance affair, then maybe the Hondas would have faded – or Mir crashed in his efforts to keep up – just as Pedro Acosta’s tyres faded despite being only 12 laps old. But it was still great to see some different bikes running at the front.

Jorge Martin was mightily unimpressed with his race, as well he should be, but to take it out on his team when he came back to the pits was a little harsh. The adrenaline must have been flowing in abundance after 12 laps of seething about the crash, and his gander was definitely up. It might not have been so bad if it hadn’t been another Aprilia that took him out, but that’s only conjecture. The main thing is that he saw a potential victory and championship points lead wither to a larger points deficit than when the race started. We’re still only at the beginning of the season, but as the man said, it’s never too late to start winning, but it’s always too early to start losing.

In all this, spare a thought for Brad Binder. Mighty in practice and qualifying, only to be taken out at the first corner of the first lap of the Sprint race, then suffering a bike problem on the warm-up lap of the Main race, causing him to push the bike off the grid just as the lights were about to go out. He could start from the pit lane on his spare bike, but it looked like a forlorn hope. That was before all the mayhem up ahead, two restarts and post-race penalties that finally elevated him to seventh! Not at all what he would have wanted from such a promising start, but to get through all that with a significant points haul must be some consolation?

For KTM also, it was a troubling weekend; a technical fault for Binder on the line, a technical fault forcing Bastiannini out of the first Main race and a technical fault causing Acosta to slow suddenly and trigger the Marquez accident. It seems that all the faults were unrelated, but the FIM technical people were right to question the team, to ensure that it wasn’t a pattern and might happen again, with similar devastating results.

There are two weeks for everyone to lick their wounds before we head to Mugello over the last weekend of May. Time enough for us to lie down in a dark room, recover and collect our thoughts! Whether we will see both Marquez brothers and Zarco back in action is unknown, but what we do know is that, when they do return, they’ll be racing as hard as ever, as if nothing had happened.

As I said at the beginning, superhuman!

You may have seen that we recently collected two brand new, red V-STROM 250SXs (DL250 SX) from World Of Motorcycles in Centurion. For those who followed our journey with Big Blue, a Suzuki GSX-S1000GX, last year, you’ll remember that we had the bike for a period of 6 months. During that time, the entire team enjoyed the aspect of sports touring, and Big Blue underwent some tasteful changes to enhance the riding experience. Just like Big Blue, these two Stroms will be part of our team for an extended period, and we received them just in time for this year’s Suzuki Weekend Away.

I have been a pillion on both occasions, and it is one of the most enjoyable events to attend, from exceptional riding to challenging games and, most of all, the memorable conversations with like-minded people. Based on what I’ve heard from fellow attendees, there is, however, a whole different element to it when riding yourself. So, I am incredibly excited that this year, not only will I be attending the event on my own bike, but I’ll also be attempting the off-road loop.

Now, this will be a few firsts for me… I’ve had some basic training from ADA in off-road riding in the past, but this will be my first “proper” dirt outride. I am looking forward to putting my skills to the test, especially on the V-STROM 250SX. It will also be my first “touring” trip, riding from PTA to Mpumalanga, as I’ve only ever been a pillion on our longer trips. I think I’m definitely challenging myself, but in a good way, and having the opportunity to experience it on the 250SX is going to be great fun. I am interested in testing the 250’s capabilities on the open road and to see how I fare on the adventure loop with this entry-level adventure pony.

You may think the 250 is simply a commuter, but allow me to highlight what makes it an attractive entry point into adventure riding. It’s equipped with tubeless semi-adventure tyres, making it great for tar roads but also handy when hitting those dirt trails—the tubless aspect also makes puncture repairs a simple plug and play. It’s equipped with decent protection, including hand guards, a metal bash plate, a touring screen and a radiator protector. A feature that stands out is the wider adventure foot pegs—not only are they wider and longer to accommodate various boot options, they also have removable rubber inserts. With a simple twist of an Allen key, remove the rubber, and you’re on the metal for trails that require more grip. The baby Strom is certainly a great kick starter for the adventure-riding world.

In a more touring-based view, it is equipped with a carry rack and strap points on both passenger foot pegs, as well as a ready-to-use USB charging port to keep your phone charged on trips—this will be very handy on the Suzuki Weekend Away, especially since our phones are needed for logging challenges and finding various marked locations.

As you can tell, the V-Strom 250SX is pretty much adventure-ready straight off the dealership floor, so we don’t have to make any upgrades before we head out towards the stunning Mpumalanga region.

Having a handicap of barely passing the theme park height restriction (154cm), we will be dropping the suspension on mine slightly to give me better footing. After riding in and around town, as well as on a light dirt road, I noticed that I barely use the available 150 mm travel on the forks and with a 205 mm ground clearance, it makes sense to sacrifice a few millimetres. With this adjustment, I’ll avoid slipping my bum off the seat when needing better foot control off-road. This is, of course, unique to my stature and wouldn’t be a problem for the average rider.

The baby Strom has a BYBRE ABS braking system, instilling a higher level of confidence when hitting the dirt. It certainly helps eliminate mistakes that a first-timer like myself is bound to make in the tougher sections.

Should you be hitting the road at night, the LED headlight will provide sufficient light where needed—love it or hate it, the headlight has that iconic “Strom” design. It has a 12L fuel tank and a fuel consumption of 3.0L/100km; I’m curious to see what the fuel consumption will be on the open road vs that of the off-road loop. The rider ergonomics are comfortable with an upright riding position and plush seat, and the additional 6th gear relieves a few RPMs to make highway riding durable, delivering a top speed of 150km/h plus.

Although Bjorn and I will be taking both V-Strom 250s to the Suzuki Weekend Away, the rest of the team will also spend quality time with the two. There are a few exciting things in store for them, so keep an eye out over the next few months to stay updated on what it’s like to own one of these super affordable entry-level adventure bikes.

Suzuki V-Strom 250SX

For more information on the bike that we tested in this article, click on the link below…

2026

Suzuki V-Strom 250SX

Pricing From R63,050 (RRP)

Brand: Suzuki

It is appropriate that the Distinguished Gentlemen’s Ride 2026 started, for me, with one of the true gentlemen of South African motorcycling and custom bike building. Regular readers of this website will perhaps remember previous accounts of the DGR, when I have been privileged to ride some of Pat Draper’s creations from V-Customs.

As the time for the DGR approaches, I know that all I have to do is pick up the phone and talk to Pat and, hey presto, another beautiful custom bike is mine for the weekend. That’s true generosity and trust.

The thing I really like about the bikes Pat builds is that they are always as much substance as they are style; I have yet to ride one that doesn’t feel absolutely right, works perfectly and feels as if it left the factory like that, as opposed to being a collection of random parts bolted together any old how. I always know there are going to be no surprises; no unexpected quirks or traits to catch you out.

Oh, and they are invariably beautiful! So, Pat, thank you for helping me be stylish – and safe! – for the weekend!

Right, onto the ride itself. If you don’t know what the DGR is all about, I’m not sure where you have been hiding all these years, but in short, it is a global initiative to raise both awareness and funds for research into men’s mental health and prostate cancer. It’s been happening since 2012 and has raised $60 million, through rides in over 120 countries, involving 500,000 riders, all dressed up in their finest clothes. There’s a huge spirit of community, no matter whether the participants have had lives affected by prostate cancer or mental health issues, or are simply there for a Sunday morning of fun with friends.

South Africa has been part of this initiative – started in Australia – right from the beginning. Marnitz Venter organised the first South African DGR rides, the first having a mere seven or eight riders. The event grew exponentially from there, but eventually, Marnitz hung up his suit, and custodianship of the ride passed to Triumph South Africa, who have done a brilliant job of controlling the ever-larger crowds that turn up; it is thought that in excess of 650 people attended this year’s event, the vast majority of those riding solo. That makes for incredibly impressive sights, as the ride winds from the Mall of Africa, through Sandton and Bryanston and out to Prison Break Market near Kyalami.

As much as it is a social event, it is also one with an important message as well as a fundraising initiative. Participants can donate via the official website (both before and after the event), and all riders are encouraged to register online to monitor global numbers better. For those who don’t wish to do that, a minimum donation of R250 is asked for at the start point. There have been some dissenting voices over this, the most vocal perhaps being those who have forgotten that it is not a social event alone, but an important awareness and fundraising event, but happily, the majority realise this and are happy to play the game.

It really is an inspiring spectacle, whether at the start point at the Mall of Africa, on the road, or at Prison Break. Participants really make an effort to get dressed up, and the number and variety of motorcycles is astonishing. Traditionally, the ride is open to true classic and ‘modern classic’ motorcycles, to preserve the original concept. This too has alienated some riders of modern bikes who wish to take part but don’t have access to a suitable bike, and I do have to sympathise with them while also respecting the original concept. However, it is the call of the organisers and owners of the ‘brand’ and that, it seems, is that. If anyone feels really strongly about it, they can always organise their own modern-bike DGR-type event.

As always, the cooperation of the JMPD is exceptional and carried out with much goodwill and humour, and we can only hope that any motorists who are inconvenienced by the parade can forgive us if only for the spectacle. The many marshals recruited by Triumph also do an important job with skill, and overall, the effort that Triumph South Africa puts into the event is considerable and much appreciated.

If this sounds like your cup of tea, then maybe now is the time to dust off that long-forgotten project sitting under tarpaulins at the back of the garage, get the spanners out and prepare your ride for next year. One thing I can guarantee is that you won’t regret it.

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Anyone interested in donating to the DGR cause can do so here: Distinguished Gentleman’s Ride.

There’s no getting away from it; life is getting more expensive by the day. It always has, of course, but since political turbulence in America began shaking global markets, the cost of living has rocketed, leaving many of us struggling, and nowhere is this more noticeable than at the petrol pumps.

There was a time when driving a diesel-engined car was the sensible choice; diesel cost just about as much as petrol, but a litre of diesel took you further than a litre of petrol. Diesel now costs as much as R10 a litre more than it did at the beginning of the year, while petrol has also increased by around R5 a litre, and there’s no guarantee that it’s not going to get worse before it gets better. It’s no secret that fuel purchases were down a huge 35% in April over March 2026.

This is affecting the way we are using our private cars. We’re thinking more carefully before making any journey. Is it really necessary? Can we combine two trips into one? How can we drive more economically?

These measures are all well and good, but are they going far enough? No matter how little you use your car, the finance repayments stay the same, as do the insurance costs and the annual licence costs, not to mention depreciation. It’s not a pretty picture.

For those open to a more fundamental shift in transport solutions, why not opt for a commuter motorbike? A 125, 200 or 250 cc motorbike can reduce monthly transport costs to a fraction of what they were while, at the same time, saving you (potentially) hours on your daily commute.

Indian motorcycle brand TVS, newly reintroduced into South Africa by The Nexus Collective, has released some figures comparing car and motorcycle purchase and running costs, and they make for very interesting reading indeed.

Let’s take a TVS Apache RTR 200 4V, costing R44,999 as a representative sample, and pitch it against an entry-level hatchback costing R220,000. The details are laid out in the tables below, but look at that bottom line; the car will cost you R9,530 per month, while the bike costs R3,000 per month. That’s less than a third!

Then factor in your time; how much is that worth? How long do you spend in traffic to and from work every day: an hour, two hours, more? How much time can you save if you’re not stuck in traffic morning and night? That’s time you could be spending with your family, pursuing a hobby, staying fit, seeing friends or simply relaxing.

There is just no area of comparison where the bike doesn’t make owning a car look like a serious extravagance. Put it this way: you save R6,000 every month. By the end of the year, that’s R72,000 saved; that’s enough for a holiday for the family, a cost that isn’t over and above paying for a car.

It is well known that riding a motorcycle has mental health benefits. Sure, you might not think so when riding in a downpour or in freezing weather, but dress appropriately and the weather need not be a barrier.

Safety on the roads? Yes, our roads are dangerous, but ride sensibly and defensively, and you need not be taking your life into your hands every time you leave the house, and you’ll still get home way before your neighbour. Another drawback is the lack of carrying capacity. But if you can balance the negatives – weather, load capacity and safety – and still find the benefits more appealing, then the decision has been made for you.

Just because we’re talking about a relatively inexpensive, small-displacement motorcycle, don’t think that we are talking about some budget piece of trash that’s going to last you maybe a year before it needs to be replaced.

The aforementioned TVS Apache RTR 200 comes with Showa suspension (a brand found on the best sports bikes), a slipper clutch (safer downshifts, especially in slippery conditions), dual-channel ABS (meaning it works on both wheels), riding modes (to regulate throttle response depending on the road conditions), Bluetooth connectivity and a top speed that will keep up with highway traffic if it is running freely. If traffic is at a standstill, the Apache is narrow, light and easily manoeuvrable, so you can squeeze through gaps that car drivers can only dream about.

South Africans have historically viewed the car as a social necessity as much as a practical one. Rising fuel prices, rising insurance premiums, and rising interest rates are quietly but forcefully revising that calculation. The 35% drop in April fuel purchases is not a blip – it is the beginning of a structural rethink. For those with the flexibility to embrace it, two wheels may be the most rational financial decision available in 2026.

TVS Motorcycles

For more information on the TVS models, click on the links below…

2026

TVS Apache RTR 200 4V CARB

Pricing From R34,999 (RRP)

Brand: TVS

2026

TVS Trak 150

Pricing From R19,997 (RRP)

Brand: TVS

2026

TVS Star HLX 125

Pricing From R18,999 (RRP)

Brand: TVS

2026

TVS HLX 150X 5G

Pricing From R19,999 (RRP)

Brand: TVS

2026

TVS Ntorq 125 RE

Pricing From R23,999 (RRP)

Brand: TVS

2026

TVS Raider 125

Pricing From R23,999 (RRP)

Brand: TVS

2026

TVS Apache RR 310

Pricing From R89,999 (RRP)

Brand: TVS

2026

TVS Apache RTR 200 4V FI

Pricing From R44,999 (RRP)

Brand: TVS

We might have been fired into winter like a bullet from a gun here in South Africa, but the one bright ray of sunshine to keep us going through the chilly winter months is the fact that motorsport is really getting going in the Northern Hemisphere.

And it’s not just motorsport but some of the most iconic motorsport events in the world; the European rounds of the MotoGP World Championship, the Le Mans 24 Hours, the Indianapolis 500 and, of course, the Isle of Man TT.

The TT is by far and away the most important, not because it involves motorcycles (and this is, after all, a motorcycling website), but because it is the last event of its type, pitting man and machine against what are essentially public roads, when all other races of its type (apart from the road races in Ireland) have been outlawed on the grounds of safety.

The word ‘safety’ is used a lot at the TT, and the organisers have done enormous amounts of work to ensure that it is as safe as can be, but there’s not a lot you can do about the stone walls, kerbs, trees, bus stops, etc. The death toll is horrendous, but still men and women return there year after year to do battle with the course, and that’s why the TT is unique today and precisely why it should be allowed to remain a fixture on the international motorsport calendar; it’s the last bastion of free will in sport.

For the past ten years, South Africa has had its own hero to cheer on at the TT. AJ Venter (or, as he is known to the TT timekeepers, Allann Venter) has been getting steadily quicker and quicker around the 37.75-mile road course with every visit.

Last year, AJ was given a huge boost towards his goals on the island, when Zunaid Moti of FuturExotics stepped in with a very generous three-year sponsorship deal.

This enabled AJ to not only buy a brand-new BMW S1000RR but, crucially, gave him a lot more time and mental space to be able to give his best in both practice and the races, and developing the bike before even getting to the TT rather than a last-minute rush when at the circuit, meaning his time there could be a lot more structured and optimised.

“Even my worst day this year was better than my best day last year,’ commented AJ in 2025. ‘Everything just felt more dialled in – from the bike, to the team, to the mindset – and that’s all thanks to the incredible support I received from Zunaid Moti and FuturExotics. It was the most prepared, focused, and professionally supported I’ve ever been.”

Last year was year one of the partnership between AJ and FuturExotics, and it paid dividends straight away. AJ not only set his fastest lap at 121.344 mph, giving a 204 km/h average (making him the fastest-ever South African around the TT course), but also set his fastest top speed at 304 km/h along the Sulby Straight, while his pit crew set the third-fastest pit stop time at 53 seconds.

A year later, and we’re all sat once again at FuturExotics showroom on Sandton Drive in Johannesburg on the eve of AJ heading off to the Isle of Man, to officially launch the second year of the sponsorship deal. And, you know what, there’s something about AJ and the confidence he exudes that gives rise to the thought that this could be the year that he breaks into the top ten in one or more of the big bike (1000 cc) races – the two Superstock races, the Superbike or the Senior TT. Certainly, that’s his stated goal, and I’m not going to be the one to disagree.

He seems much more at ease than he has in years past, and that can only be a product of having a stable foundation on which to go racing. Any TT competitor will tell you that, in order to do well at the TT, your head has to be in the right space. It is certain that having sufficient backing to make many of the problems of organisation go away – logistics, pit crew, the bike, spares, even money to eat – can only be good for the rider. Don’t forget that, outside the top twenty seeded riders, among which you will find all the big names of the TT today, there are 40 or so complete amateurs doing this for the love of the sport and simply because it’s there.

AJ has, for many years, been one of those amateurs and what he’s achieved while in that status is nothing short of a miracle. Now, with solid backing behind him, it’s time for him to step up to the big time and show what he’s capable of when all the cards fall right. He’s spent the last year fine-tuning and honing the BMW to a peak of readiness, and you can be sure that AJ has been doing the same to himself.

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In about three weeks’ time, we’ll get an idea if all the work has paid off. So do yourself and AJ a favour and find a way of keeping up with all the news and race reports from the 2026 TT. Practice week is the last week of May, and race week is the first week of June. You can follow the racing on the official TT website, which live streams all the races on the TT+ Live App, and there’s a lot of additional content as well on the official Isle of Man TT Races YouTube page, or you can tune into DSTV to catch up on the highlights, race coverage and some interviews from the past days of racing.

Good luck and safe racing, AJ.

There was always the feeling that, in Jorge Martin, here was more than a one-title talent; that his 2024 title-winning season had not been a flash-in-the-pan. 2025 would have gone better had he been fit and, now that he is – and with the best bike on the grid just as it reaches its peak – he’s showing all his old flair. Even if he had been fit in 2025, would the combination of Martin and Aprilia RS-GP have been enough to stop Marquez? We’ll never know, of course, but on the evidence of France 2026, is it so far-fetched an idea?

It has taken Martin a bit longer to get to grips with the Aprilia RS-GP than Bezzecchi, but that is only to be expected, given the work Bez put in through 2025, ending that year and starting 2026 undefeated for five races. Now that Martin has found his rhythm and feeling on the bike, he could really be a thorn in Bez’s side. The contract shenanigans in which he indulged while injured in 2025 didn’t do his reputation any good, but he’s just so good to watch on track that you have to forgive that indiscretion, coming at a time when he should have been thinking about nothing other than recovery and not giving in to the demons in his head.

His Sprint race victory in France was just like the Martin of 2024, devastating the six riders in front of him on the grid to lead out of the chicane on the first lap. Who goes round the outside of the leader – his teammate, don’t forget – in the first corner of the chicane on the first lap? It’s just not done. Well, now it is.

From that point, he was never in any trouble from the chasing pack. Marquez, for his part, slumped backwards before a hideous-looking high-side took him out. That broke a bone in his foot to go with the shoulder that still isn’t fully healed. His still-recovering and fragile body doesn’t need any more incidents like that, and you’d have to say that his chances of retaining the title are looking slim right now.

You have to wonder, if Marquez knew about the shoulder issue, why didn’t he opt to miss the French GP in favour of surgery immediately after the Jerez race, to be potentially fit for the Barcelona Catalunya race and the test immediately after, which is vitally important for any manufacturer? Now he may miss Barcelona and also Mugello, which, in the light of the Aprilia dominance, means he is going to be too late to mount a serious championship challenge, given that he is already 71 points down on Bezzecchi and only one less on Martin. Another three races, like France and either Martin or Bezzecchi, will be uncatchable, except by each other.

There’s nothing fundamentally wrong with the GP26 – Alex Marquez ran away with the Jerez race convincingly on one such, and Marquez has two Sprint wins to his name, not to mention the new lap record in Q1 in France – but, as we have seen so often throughout history, just because a bike is a winner, it doesn’t mean it’s easy to ride. If anyone can get the best out of it, it’s Marc Marquez, but the question of whether it suits Marquez has been masked by his physical issues. The second half of the season, with perhaps a fully-fit Marquez, will be interesting.

So, a dominant win for Martin, a fine second place for Bagnaia and a damage-limiting third for Bezzecchi in the Sprint. But what could the main race bring? Was there any way it could be as entertaining as the Sprint?

It always seems to rain at Le Mans. A statistic flashed up on the screen before the race began: 12 out of the 25 races held there have been wet, so it’s still less than half, but it feels like more. Sure enough, race day dawned wet, although while the Moto3 guys raced on a wet track, by the time of the Moto2 race, the track was dry and the MotoGP riders went to the grid with full slicks and a dry set-up, although it was notable that all the “wet” bikes were lined up prominently in the pit lane. As flag-to-flag races invariably deliver thrilling races and unexpected results, is it wrong to wish for rain halfway through a race?

Sure enough, on the grid, just as riders had made their tyre choices for the race, there were a few drops of rain, and nothing must put the shivers up a rider’s spine more than seeing drops of rain on the screen when you have slick tyres on at the start of a race. It ultimately came to nothing and, perhaps in light of what came to pass, it’s good that it didn’t.

Martin failed to make as good a getaway as in the Sprint and remained in seventh, while Bezzecchi went serenely on his way, Quartararo, Acosta, DiGiannantonio and Bagnaia following close behind. Quartararo was looking good, but he was running a soft front tyre when all the others were running a hard one, and it was obvious he would fade as the race went on. Fade he did, but not as drastically as in other races. I like Quartararo, and I’d love to see him fighting at the front with a genuine chance of winning, not just through taking risks on setup or tyre choice.

And then there is the mercurial Bagnaia. Pole position, second in the Sprint, running fourth in the Main race, getting up to second, only to lose it at the chicane on lap 17 and be done for the day. The pole position was encouraging, as was his race pace, but he has no answer for the Aprilias, and his consistency sucks. With Marquez out through injury and Bagnaia crashing, that brings the factory Ducati’s Grand Prix podiumless streak to ten races. Certainly not enough to set alarm bells ringing, but not encouraging either.

Acosta was making a nuisance of himself, fighting with Quartararo over second early on, but despite this, Bezzecchi wasn’t getting away at the front, the gap being a second and a bit at its widest. Martin was making progress, passing Ogura and DiGiannantonio, but being 2.5 seconds behind the leader, could he make a difference at the front?

Before you knew it, however, this was looking like a possibility. Bagnaia’s crash removed one obstacle, but Martin’s sheer pace meant that a showdown with Bezzecchi was becoming increasingly inevitable, and so it came to pass, Martin passing DiGiannantonio and Acosta before closing the gap quickly and taking the lead with three laps to go. When last did we see Bezzecchi being overtaken for the lead of a race? Martin showed us two completely different ways of winning a race in one weekend – lead from the front and fight from behind – showing us that we have not heard the last of this internal Aprilia struggle.

Meanwhile, Ai Ogura was yet again proving his worth on the Trackhouse Aprilia and was working his way up to third, to give Aprilia its first-ever podium lock-out and the first Japanese rider dry-race podium place since 2006. He threatened to do it in America before mechanical gremlins spoiled his party, but now, he has his first MotoGP podium. Is it too much to regret on his behalf Ogura’s decision to leave Aprilia at the end of 2026? Of course, there’s no knowing if Aprilia will enter the new-rules era with any form of success, but success breeds success.

After his stunning start to the season, Bezzecchi leaves France with another two podiums, but when your teammate has closed the points gap to one point with a double-victory, mere podiums are not going to cut it.

Yamaha yet again endured a difficult race, Quartararo’s sixth place notwithstanding. Toprak Razgatlioglu’s Yamaha expired on the sighting lap, meaning he had to race his back-up wet set-up bike, meaning that, if it did start raining, he had nothing to swap to. Rins finished an anonymous 12th, and Miller finished behind Toprak.

KTM were in a similar position; Acosta and, to a lesser extent, Bastiannini were working away at the front, finishing fifth and seventh, while their fellow-KTM riders had races to forget; Binder crashed out on lap 21, having qualified second to last, while Viñales’ replacement Jonas Folger crossed the line 73 seconds behind the winner! Where is the logic of replacing a rider with another who clearly has no right to be there? What possible good does that do KTM in terms of in-race development data?

In terms of behind-the-scenes activity, Dorna CEO Carmelo Ezpeleta explained that it was taking time to ratify a new agreement between Liberty Media/Dorna and the teams for 2027 onwards. The teams are looking for a larger slice of the revenue pie in light of Liberty’s acquisition of a majority holding in MotoGP. That will probably happen, and neither side seems worried by the delay, but one consequence is that rider announcements have been put on hold, for whatever reason.

At the start of the season, everyone concerned was confident that decisions and announcements would be made almost before the first wheel had turned in anger at the first round. That didn’t happen and, despite the rumours, we’re still not much clearer as to who will ride where in 2027. We do know that Bezzecchi is staying at Aprilia, with Zarco and Moreira remaining at LCR Honda. Marc Marquez is likely to stay at Ducati, but Bagnaia is being linked with a move to the factory Aprilia team, while Jorge Martin might be off to Yamaha to replace a Honda-bound Quartararo, Ai Ogura joining Martin at Yamaha, while Moto2 star David Alonso could join Quartararo at Honda.

DiGiannantonio looks set to head to the factory KTM team, replacing factory Ducati-bound Acosta. Will Alex Marquez bag the second factory KTM seat and, if so, where does that leave Brad Binder or Maverick Viñales, who was rumoured to be heading to the factory KTM team from Tech3 KTM, which might become Tech3 Honda next year?

Gresini will stay with Ducati and could field Enea Bastiannini and another Moto2 star, Dani Holgado, while current Gresini rider Fermin Aldeguer could move to VR46.

Confused? You should be!

Just a week to wait for the next race, in Barcelona, Catalunya. Personally, I’m not making any predictions. OK, so Martin just had a good weekend, and it’s been building for a while, but such is the see-saw nature of MotoGP at the moment, who’s to say that he will be in the ascendancy next time out? Look at Alex Marquez; dominant winner in Jerez, only to crash out early in France. If Martin or Bezzecchi can’t dominate in Barcelona, then who will?

The Drakensberg doesn’t do subtle, and neither does KTM. This year’s South African leg of the KTM Adventure Rally dropped us straight into the mountains with one mission: ride hard, ride far, and experience the all-new 1390 Super Adventure R where it belongs—off the grid.

KTM’s Adventure Rally is no small affair. It’s a global series spanning New Zealand, Australia, the USA, Europe, and South Africa, bringing together riders who share one thing: a hunger for adventure. Since its local debut in 2017, the South African edition has carved out a reputation as one of the most scenic on the calendar.

This year, the Orange faithful returned to the Champagne Sports Resort in the Berg for a weekend packed with riding, entertainment, and a few big surprises. Two days of green and red routes snaked through the mountains, while off the bike, riders were treated to giveaways, demo rides, and the ever-entertaining Ron Bailey slalom challenge. But the real buzz? The reveal of KTM’s latest big-bore machines.

The covers came off during the opening night, with KTM legend Joey Evans setting the tone as MC. Front and centre stood the new generation: the 1390 Super Adventure S EVO (R429,999) and, more importantly for the dirt crowd, the 1390 Super Adventure R (R419,999).

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So, what’s all the hype about?

The update sharpens the R’s off-road intent with fresh bodywork, aggressive LED lighting, a lower screen, new switchgear and smarter storage. Beneath that, a stiffer frame and reinforced crash bars bring added stability and durability where it matters most. Interestingly, the foot pegs are 8 mm lower and 10 mm outward than before, which is great for the taller riders. For us shorties, KTM offer a primary footrest height adjustment extra, via the KTM PowerParts catalogue.

It stays true to its dirt-focused brief, running proper WP XPLOR suspension front and rear. No semi-active trickery here, just a traditional, fully adjustable setup built for the rough stuff. Add Brembo stopping power and fresh Dunlop Trailmax Raid rubber, and you’ve got a serious off-road package.

The big news, though, sits in the V-twin. Capacity jumps to 1350 cc, pushing out 173 hp (127 kW) and 145 Nm, with KTM’s new CAMSHIFT variable valve timing adding a layer of versatility. With two cam profiles, it adapts on the fly, smoother, more controlled at low revs, then shifting to longer valve duration at higher rpm for increased airflow and top-end punch. Translation? Manageable in the tight stuff, properly rapid when the trail opens up.

Tech hasn’t been left behind either. A new 8-inch vertical touchscreen takes centre stage—glove-friendly, glare-resistant, and loaded with ride modes, navigation, and connectivity. It’s big-bike brains to match the brawn. Lastly, we see KTM made the adaptive cruise control radar system available as an optional extra on the R for 2026. With the crowd circling the bikes and the hype building fast, anticipation for the next morning was sky-high.

At sunrise, with Garmins loaded and routes dialled in, the orange army rolled out beneath the KTM arch and straight into the Berg. Twisting forest trails and flowing gravel roads set the tone early on. I’d be spending the next two days aboard the 1390 Super Adventure R—quickly nicknamed Bigfoot. Before leaving, I spotted KTM’s powerparts 1390 Super Adventure R, showing future buyers what’s already up for grabs.

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I rolled out last, which turned out to be perfect. Open trails meant open throttle, carving through the landscape and catching group after group along the way. The Drakensberg delivered everything—technical climbs, flowing B-roads, and scenery that makes you forget you’re only a few kilometres from civilisation.

Riding through local communities added another layer to the experience. Kids waving, dogs chasing, cattle scattered across the road, it felt raw, real, and uniquely African.

And then there’s the people. KTM riders might carry a reputation for being a bit wild, but out here, that couldn’t be further from the truth. Sure, the pace is high, and the riding is aggressive, but so is the willingness to help. Whether it’s fixing a puncture, sharing tools, or helping someone get back on track, there’s a strong sense of camaraderie that defines the whole experience.

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On the bike, the 1390 impressed immediately. The interface is intuitive, making it easy to dial in a custom ride mode and leave it there. The massive screen might look bulky, but out on the trail, it makes perfect sense, clear, readable, and genuinely useful when connecting up with the next turn off. One thing I really liked was that I could enlarge the map and minimise my riding info, as the right route was more important than fuel, trip or what riding mode I was in.

With my setup (Custom mode 1), Street throttle response for smoother power delivery but still full power, off-road ABS to make sure the rear wheel could slow me down, and so ABS wouldn’t be too intrusive, and traction control dialled down. I then spent most of the day working the slip control on the fly. In the tighter forest sections, the bike came alive. With slip set low and a smooth riding style, it drifted through corners with surprising ease for something this big. I made sure to attack the corners in a “V”, sharp in and fast out, which perfectly suited the Super Adventure.

Out in the rocky, rutted sections, the suspension really shone. It soaked up hits without drama, staying composed without feeling harsh or overly soft. No fancy electronics—just a well-balanced setup that works.

By the end of day one, the connection was clear. Bigfoot and I were getting along just fine. Whether it was thanks to the new three-piece and lower centre of gravity tank, excellent tyre choice, truly polished electronics or the clever Shiftcam technology, I just couldn’t say. Something about this new 1390 Super Adventure R speaks to me, and more so than the 1290 ever did, and that was a phenomenal machine in all regards.

Saturday’s double red route is where things got interesting. Out of more than 90 riders, only a few opted in on the last part of the double red—and for good reason. This was serious terrain. Following 890 Adventure Rs and 690 Enduros through technical sections, the 1390 held its own and then some. Not just surviving, but moving at pace. That’s where the nickname “Bigfoot” stuck.

Big, powerful, and surprisingly capable, the 1390 tackled terrain I wouldn’t expect a 231 kg plus machine to handle. It might not be the obvious choice for this kind of riding, but it proves a point: it can be done. I must also add that I’m pretty short at 176 cm, yet the Super Adventure wasn’t too much to manage on the trail, and I still had plenty of boot on the dirt when needed.

The final climb sealed it for me! I met up with my good buddy from KTM Centurion, Hardus Venter, and hit the last 7 km pink route back. This narrow, technical mountain trail pushed both rider and machine to the limit, or at least just me. It wasn’t easy, but it was the kind of challenge that defines a weekend like this. At the top, looking back across the Berg, it all made sense, and we were both happy to call it a day.

Back at base, the action wasn’t over. The Ron Bailey challenge delivered tight, slippery racing and plenty of entertainment, with Joey Evans keeping the energy high. In the end, it was Alfie Cox who stole the show, dancing a 390 Adventure R to victory.

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Action aside, a massive shout-out goes to KTM SA, Champagne Sports Resort, Bikewise, with their Pirelli tyres, Just Bike Tyre for their tyre-changing bay, UB Trax for keeping the orange machines running strong, Motorex for cleaning and lubing bikes for the next ride, and the F.R.E.D.D.I.E.S response team alongside Amber Connect for keeping everyone safe and on track.

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The final evening wrapped things up in typical KTM fashion, with music, laughs, and one last big moment: the giveaway of a brand-new 390 Adventure X. Four finalists, one key each, and one very lucky winner.

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The Berg tested it. The riders pushed it. And the 1390 Super Adventure R didn’t just survive, it thrived. Big, fast, and far more capable than it has any right to be, it’s not just KTM’s new flagship, it’s a statement. The only question is: how far are you willing to take it?

So, if you are part of the KTM family, be sure to set aside some time for next year’s South African KTM Adventure Rally—it’s a real treat, so don’t miss out on it!

KTM Super Adventure Range

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

2026

KTM 1390 Super Adventure R

Pricing From R419,999 (RRP)

Brand: KTM

2026

KTM 1390 SUPER ADVENTURE S

Pricing From R399,999 (RRP)

Brand: KTM

2026

KTM 1390 SUPER ADVENTURE S EVO

Pricing From R429,999 (RRP)

Brand: KTM

The quality of racing is so high at the present time that, being so spoiled, we lament a processional race, such as was served up on Sunday in Jerez. Saturday was exceptionally exciting, which only made Sunday a bit of a letdown, despite the fact that there were some significant retirements and a different-looking podium.

Alex Marquez had looked the whole weekend as if he were in complete control, and his Gresini team gave him the tools to make the most of it. Thus, it was no surprise that he duly took up position at the front of the field shortly after the lights went out and was never headed, to record his second consecutive Spanish GP victory, with Bezzecchi second and DiGiannantonio third.

Marc Marquez crashed scarily out of second place, and Bagnaia retired with front brake issues, meaning that no factory Ducati has been on the podium for nine Grands Prix races, and that hasn’t happened since 2014.

Marco Bezzecchi could do nothing about Alex Marquez, and so his laps-led record fell, as did his winning streak of five races, but he did extend his lead at the head of the championship table.

Aprilia had all four bikes in the top six, while Yamaha filled five of the last seven places (Yamaha test rider Augusto Fernandez was a wild card entry and finished last). To add insult to injury, Joan Mir completed two long lap penalties and still finished ahead of every Yamaha other than Quartararo, and even he was less than half a second ahead at the flag.

The KTMs were underwhelming, and Zarco had a very good day on the Honda. And that’s possibly about all you can say about Sunday.

Ahh, but Saturday? That was something else.

Often, the concentrated format of the Sprint races throws up frenetic action, and Jerez was no different. It was also the first flag-to-flag Sprint race in the format’s history, with riders able to swap to wet tyre-shod bikes when the rain arrived. And that caused chaos and controversy.

The race started dry, and Marc Marquez streaked into an early lead, while Jorge Martin made a blasting getaway to lie fourth from tenth on the grid, turning that into third before the first lap was out. Then, heartbreakingly, braking into the first turn, Martin’s front brake discs were glowing bright red, which isn’t something you see on MotoGP bikes very often. That signalled his immediate retirement. Meanwhile, Aprilia’s chances had been dealt another blow as Marco Bezzecchi plummeted to the back off the line when Alex Marquez’s visor tear-off lodged under Bez’s back wheel, causing him to lose all drive off the line. Not the first time we’ve seen that, and maybe there needs to be a rule about tear-offs being removed on the grid?

With ten laps to go, Marc was well out in front, brother Alex struggling to get past an impressive Zarco, who then had a bit of a ding-dong with DiGiannantonio over third place, as the white flag came out, signalling that the pit lane was open to swap bikes. That can only have meant one thing: the rain had arrived, but not so heavy that all riders chose to stay out for another four or five laps, by which time, Alex had reeled in Marc and taken the lead.

Now the rain was really coming down, and so cue the controversy. Marc Marquez slid gently off to the outside of the final Lorenzo hairpin, leading onto the pit straight. He kept the bike running, picked it up and then proceeded to ride across the track and across the grass on the inside of the corner, making his way to the pit lane to swap bikes. Was that legal? MotoGP is pretty strict about track limits, and had Marc not only broken them but also gained an unfair advantage?

That would no doubt be decided after the race, but it all looked academic as, when he rejoined the race, he was way down in 17th place. However, just as the academic looked likely, all those up front who hadn’t changed bikes were tiptoeing around a streaming wet track on the wrong tyres. And that caught out Alex Marquez, allowing DiGiannantonio into the lead, but it was clear that all those who had changed bikes early were going to be in the podium seats.

One of those was Brad Binder, who had been the first to make the pit call and had left the pits ahead of all the other early stoppers. But he messed up the opportunity by sliding off, although he rejoined to finish a disappointed fourth.

Meanwhile, up front, Bezzecchi crashed out and, amazingly, Bagnaia was leading, but Marc Marquez clearly had the better pace and took the lead with one lap to go, a lead he held to take the most unprecedented victory. I’ve been checking, and it seems that, not since the Senior race at the 1965 Isle of Man TT has a rider crashed and gone on to win a Grand Prix race. In that case, it was Mike Hailwood who crashed his MV Agusta at a corner called Sarah’s Cottage, but remounted to take the victory.

But was Marquez’ victory legal? Quite a few riders were vocal about it, claiming that Marquez should have been disqualified or, at least, been given a penalty. But the stewards disagreed and, given their reasoning, you’d have to say they’re right.

The white line the riders have to respect on pit entry is the line on the inside of the pit entry curves. On exit, it is the white solid line on the right, or track side of the exit. Marquez therefore did not touch the inside white line on pit entry, nor did he cross a green-painted piece of asphalt, which would have caused a penalty. He didn’t endanger any riders after his crash when he crossed the track as they had all passed. He adhered to the pit lane speed limit and, even though he crashed out on the circuit, he did not receive any instruction from the marshals, so he had not disobeyed any orders from them, which would have meant leaving the circuit altogether and returning to the pits via the access roads.

So, his victory stands, whether you like it or not.

A big question that has arisen from Jerez is, have Ducati caught up with Aprilia? Even without Martin’s brake-related retirement and Bezzecchi’s tear-off affected Sprint start in the Sprint race, neither looked to have any answer to the pace of Alex Marquez’ GP26, in both Sprint and Main races, second, fourth, fifth and sixth for Aprilia in the latter notwithstanding.

Significantly, the satellite Ducatis are making the factory bikes look a bit second-rate at the moment. Add to this Marc Marquez’ physical fitness and Bagnaia’s mental fortitude at present, and it’s not a golden age for the factory team right now.

This is shaping up to what could be a brilliantly close MotoGP season, as weekend domination seesaws between Ducati and Aprilia, between factory and satellite teams and between former world champions and those looking for their first title.

The battle will be joined again in two weeks in France. Any bets?