It was another bullish weekend results-wise for the Red Bull KTM boys after a very successful outing at the final round of the Motocross National Championship held at Chestnut Hill this weekend. The team walked off with the laurels in all the classes they competed in. Grant Frerichs from KTM South Africa said the team delivered incredible racing. “The guys wrapped up all of their respective championship title battles!” He went on to say, “It was significant and special walking off with a 1st, 2nd and 3rd in the championship in the MX2 class on board our brand new 2023 model bikes giving a glimpse of what is to come next season.”
Image source: KTM
Tristan Purdon rounded off a flawless weekend of racing wrapping up his journey with KTM South Africa in fine style. “I really had a good day, I knew I had to win MX2 to have any chance at the championship and did just that,” a pondering Purdon said. “I won both heats, closing down a 7-point gap to just 1 point difference” he mused. Purdon added that he has every reason to be happy with his performance on the day saying, “In the end, I managed to win all 4 moto’s as well as being fastest in qualifying in MX1 and MX2, so really happy to end things like that.” Purdon who will be racing in Europe next season in a moment of reflection said, “I want to thank the whole team for the awesome 4 years we have had racing for Red Bull KTM bringing home 4 championship titles together.”
Image source: KTM
It was a roller coaster of a season for Cameron Durow. “It was a long season with loads of travelling, many highs, broken collar bone, and some lows mixed in with some seriously intense close racing. The 2022 season is certainly one for the books,” Durrow said. That said, Durrow still managed to finish the season with the MX2 National Championship title and is clearly happy about that. “Round 6 was a tough round for me in both MX1 and MX2, Chestnut is a track I have always struggled with but this weekend I managed to do exactly what I needed to, finish it off with two 2nd places to bring home the MX2 Championship,” a clearly relieved Durow said. “This was my first full season on the KTM 450 SX-F and it is really amazing to be part of this orange family, I can’t thank my team enough for the support throughout the season,” Durow said.
Image source: KTM
Jono Mlimi battled with bad luck during his season’s final race. “I am happy to get the last round done and dusted, I got a flat tyre during the first race that forced me to fight back to end up in 12th,” he said. “In the second race I wanted to get a better result and I fought through the field to get a 5th place which I’m happy to still get 3rd overall in the championship in my first year of racing the KTM 250 SX-F” he said.
Image source: KTM
Luke Grundy claimed his first-ever Championship title. “The last round was a good one for me, I managed to secure the overall with a 1st and a 2nd and already knew I had the championship in the bag after the first moto,” he said. He went on to say, “I’m beyond stoked about winning the Championship since it’s my first one and I can’t put into words how happy I am, massive thanks to my team and family behind me!”
Image source: KTM
Young Trey Cox also managed to bring home his first National Championship title. “This year has been so solid for me from leading the championship the whole year and pulling off not finishing worse than second in a moto the whole year” Cox commented. “I’m so stoked to take home the championship, I have been working for this for so long and I can’t thank everyone involved enough,” Cox said smiling.
Special mention must go out to Evan Frost, Dean Wheeler, and Lou Rademeyer also winning their respective championships onboard KTM Motorcycles.
The Black Friday concept is a global phenomenon whereby retailers offer huge discounts on goods for one day only. At least, that’s what it used to be: recently, the discounts have become smaller and smaller.
Fire It Up! is bringing back these significant discounts, not only for just one day but for the entire month of November, starting on Friday the 4th.
Photo credit: Bjorn Moreira / ZA Bikers
Fire It Up! will be offering the following unmissable deals to all its customers:
Sprint filters (below cost)
Used motorcycles (at cost)
Rapid Bike modules (at 50% cost)
Selected Hero motorcycles (at dealer cost)
These are all genuine bargains and not merely slightly discounted deals. With each, there is the opportunity to save thousands of Rands, not hundreds and it is just one more way that Fire It Up! is looking after its loyal customers.
For more information, head to the Fire It Up! showroom in Bryanston or contact them at 011 467 0737.
With only just over a week to go before this year’s edition of “The Mother of Hard Enduro” (9 – 12 Nov), the excitement is palpable as competitors and their support teams make their final preparations for the daunting challenge of the Maloti Mountains.
As the official lubricant partner of the 2022 Roof, Motul will be supplying their 710 2T lubricant to the event organisers for use by all riders taking part in the Gold, Silver, Bronze and Iron classes. They will also be establishing a station at each of the unassisted service points during the race offering emergency product support (including Motul lubricants, coolants and other products).
Image source: Motul
Motul will also be sponsoring the Bike Wash station under the watchful eye of long-time Roof collaborator Craig Kruger of Extreme Clean and his local team. The three 5000L tanks will subsequently be donated to the local community by supplier Eco Tanks, as in previous years.
“Whatever the weather – and it’s almost impossible to predict – the bikes are certain to pick up a great deal of mud or dust which can impact their performance. The Bike Wash facility offers a respite from the tough Roof conditions for professional riders and amateur enthusiasts alike, and we’ll be using Motul’s biodegradable bike wash throughout,” commented Kruger.
Image source: Motul
“Supporting all the participants at this year’s Roof, from the professionals to the weekend warriors, gives us a chance to get closer to the riding community and motorsports fans. It’s also a great way to put our range of premium lubricants through their paces under some extremely challenging conditions – we’re excited to showcase our products in this way,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa and the Indian Ocean.
This year, Roof fans can once again get close to the action, whether at the official Start/Finish point at the renowned Bushman’s Pass, or at the various viewing areas throughout the mountains of Lesotho.
Image source: Motul
For Enduro enthusiasts, the highlight will be watching a strong field of international riders challenge defending champion Wade Young (riding for the Sherco Factory Team powered by Motul) as he seeks to retain his title and come a step closer to equalling Alfie Cox’s record total of nine Roof wins.
“We’re excited to see Wade ride the latest 2023 Sherco 300 SE Factory edition. It’s the ultimate extreme Enduro weapon straight out of the box and another reason why there are over 25 Sherco bikes in the starting line-up this year,” commented Ben Du Toit from Sherco South Africa. “As always, we are offering all Sherco riders a comprehensive support package that includes tyre fitment, spares availability and race prep at the end of each day,” he added. This year’s Roof will see the continuation of the Sherco/Motul 360-degree global partnership, first announced in 2020.
Image source: Motul
For all the latest Roof news and views in the run-up to the event, visit www.roofofafrica.co.ls
To learn more about Motul’s product range and commitment to motorsports sponsorship, visit www.motul.com
When it comes to the qualities that set Yamaha apart, the list is never-ending! But here’s one thing they pride themselves on the most; the end of every one of their product purchases only marks the beginning of a long & fulfilling relationship with their customers at Yamaha.
Over the years, they’ve managed to maintain these relationships with the help of Yamalube & bLU cRU. And in case you’re wondering, these two exist as support for anything and everything their customers may need to fully enjoy their products in the long run – from maintenance, special events information and everything else in between. These two have helped them garner a network of relations that continue to grow rapidly.
As a bigger community of customers means an even bigger audience, Yamaha is introducing new channels to connect with them! They’re thrilled to announce that Yamalube & bLU cRU now have their own separate independent Facebook & Instagram pages. This move is very much in line with their brand strategy which is aimed at achieving more awareness for their multiple products.
Image source: Yamaha
For those who may not know, Yamalube is a maintenance and care brand that manufactures oil products for Yamaha-designed engine-powered products. Since being introduced, it has impressively passed many tests including that of time. Currently, it stands as the only oil formulated to perfectly meet the unique demands, operating characteristics and applications of the heart of every Yamaha product – the engine.
Additionally, bLU cRU is a club that was established as a support group for registered Yamaha owners. Through it, they were able to treat their customers to some members-only benefits such as training opportunities, riding events and more.
They’re always looking for ways to expand on the offerings within these two sub-brands. And with the new Facebook & Instagram channels here, they will be able to communicate and engage with their customers regarding all their updates with ease. That said, they encourage their customers to like and follow our pages to stay up to date.
It’s almost time for one of the motorcycle industry’s biggest trade shows—EICMA. But is the Milan-based event losing its lustre?
The pandemic, and the resulting national lockdowns, taught major OEMs that there are quicker and easier ways to break news than to spend big money on showing up at a trade show. And when EICMA returned to the calendar last year, major players like BMW, Harley-Davidson, Ducati and KTM were all absent. It could have been a result of travel restrictions, or slashed marketing budgets, but we’ve yet to see who’ll pitch up in Milan next month.
Image source: Ducati
In the meantime, some brands aren’t content to wait. October has seen an unusual amount of new releases in the run-up to EICMA. We still have some stuff to look forward to (like the rumoured Honda Transalp), but in the meantime, here’s what’s caught our eye over the past month.
KTM RC 8C (Sold Out)
Image source: KTM
KTM might not be getting the results they want on the MotoGP circuit, but that’s done little to quell the love for the marque’s limited edition, track-only RC 8C. The Mattighofen-based marque has just released an updated version of it—and it’s sold out even faster than its predecessor did.
The first RC 8C broke cover last year, with all 100 units spoken for in less than five minutes. But the updated 2023 version flew off KTM’s virtual shelves in a mere two minutes, despite the company making twice as many units available.
We can’t say we’re surprised—after all, the RC 8C is the ultimate track tool for KTM-obsessed riders. It’s not just a redressed 2021 model either. It’s a bonafide upgrade, sporting a host of lust-worthy parts and features.
Image source: KTM
The revised LC8c inline twin now makes 135 hp at 11,000 rpm, courtesy of new titanium valves and conrods, a higher compression ratio, bigger throttle bodies and a handful of other smart upgrades. Power’s managed via a full suite of configurable electronic aids.
The 2023 RC 8C weighs a paltry 142 kilos dry, thanks to lightweight components like the titanium Akrapovič exhaust system. The suspension is an all-new WP Pro setup, while the brakes are high-end Brembo Styleema units.
Image source: KTM
A MotoGP-derived aero package comes standard, naturally. The RC 8C also gets a smorgasbord of carbon fibre bits, along with race-spec rims, triple clamps, switches, and an AIM dashboard. Oh, and the gearbox shifts MotoGP-style. The only thing the RC 8C doesn’t come with is Brad Binder’s skill on a bike. You’re on your own there.
The Triumph Chrome Collection
Image source: Triumph
Nothing screams “vintage” like chrome—lots and lots of chrome. Triumph gets it, so they’re releasing eight ‘Chrome Edition’ modern classics, and two versions of the Rocket 3. If you like shiny things and have nothing better to do on weekends than polish your motorcycle, read on.
Triumph’s new ‘Chrome Collection’ includes special editions of the Bonneville T120, Bobber, Scrambler 1200 XE, Speedmaster, Thruxton RS, T100, Speed Twin 900 and Scrambler 900, along with the Rocket 3 R and Rocket 3 GT. Each model will only be available for a year, and each follows the same basic recipe.
Image source: Triumph
Each Chrome Edition bike features a fully- or partially-chromed tank, with an additional accent colour. Notable exceptions are the T100, Speed Twin 900 and Scrambler 900; these feature a painted tank with a distinctive chrome accent, instead.
The bikes are then further trimmed with contrasting jet-black parts. But if you want to get your shine on, even more, Triumph has a full catalogue of chromed accessories available for each bike.
Image source: Triumph
It sounds silly on paper, but you have to admit that these chrome-laden machines look extremely luxe. It’s hard to argue with the combination of chrome and green on the Scrambler 1200, or the vintage Husqvarna scrambler vibe that the Speed Twin 900 gives off.
BMW R 1250 R (updated)
Image source: BMW Motorrad
The 2023 BMW R 1250 R doesn’t seem that much different from the 2022 BMW R 1250 R. That’s because it isn’t really—short of a new set of liveries, there’s not much to report on.
What is newsworthy though, is what you get for your money. BMW Motorrad is a brand infamous for charging for every last optional extra, but they’re bundling more features with their naked boxer roadster than before.
Image source: BMW Motorrad
Here’s the deal: the BMWs that hit our shores usually come pre-loaded with a host of optional extras, which makes them a little pricier. With the revisions to the R 1250 R, the company is looking to offer riders more bang for their buck by baking some of these into the ‘base’ model. ‘Dynamic Traction Control,’ an ‘ECO’ riding mode, BMW’s ‘Integral ABS Pro’ and ‘Dynamic Brake Control’ features, a USB port, new LED turn signals, and a cover for the passenger seat, are all now standard features.
Image source: BMW Motorrad
There are murmurs that this won’t push the R 1250 R’s price up, though we’d need confirmation from BMW Motorrad South Africa on that. If that’s true, it adds a little icing on top of what is already a ripper of a motorcycle.
Ducati Panigale V4 R
Image source: Ducati
Ducati are going all-in on their four-cylinder powerhouses this month, starting with the 2023 Panigale V4 R.
As if the current Panigale V4 wasn’t mental-slash-desirable enough, its replacement sports, even more, MotoGP- and WorldSBK-derived stuff. It’s an extensive laundry list of upgrades, so we’ll just breeze over the highlights.
The new V4 R has updated wings (obviously), a MotoGP-inspired paint job, and a new billet aluminium triple clamp that will bear each bike’s number. There’s a new clutch, new gear ratios derived from WSBK bikes, and a bunch of refinements to the electronics. It’s a party inside the motor too, with titanium conrods and pistons, and a special oil developed in partnership with Shell.
Image source: Ducati
The result: a stunning superbike that looks bananas, and can hit 240.5 hp in track mode. Oh, and it’ll make that at 15,500 rpm—right before the limiter kicks in at 16,500 rpm.
Streetfighter V4 (updated)
Ducati have upgraded the Streetfighter V4 family too. The focus here was on chassis improvements, upgraded running gear and revised electronics.
Image source: Ducati
Most of the chassis changes are derived from the Panigale V4, to improve handling. So the front frame’s been tweaked, the weight distribution’s been altered and the swingarm pivot’s been nudged higher. The Ducati V4 S also gets semi-active Öhlins suspension and Marchesini forged alloy wheels.
Image source: Ducati
Also new are the tank shape (which has improved ergonomics), and the riding modes, which, again, have been borrowed from the Panigale. The engine’s been re-calibrated to match a larger diameter exhaust, and the Streetfighter now wears the Panigale’s clutch cover.
Image source: Ducati
Ducati have a swanky new Streetfighter V4 SP2 as well. It’s a limited edition model, sporting carbon wheels, Brembo Styleema brakes, Öhlins suspension and a STM-EVO SBK dry clutch. You’ll know it by its livery, which was inspired by the pre-season MotoGP and WSBK test bikes.
Ducati Diavel V4
Image source: Ducati
Continuing with the theme of exotic Italian four-cylinder motorcycles, Ducati have just announced a major update to the Diavel. As is abundantly clear from its name, the new Diavel V4 trades its two-cylinder motor for the V4 Granturismo powerplant from the Multistrada V4.
That move sees the Diavel take a step back in terms of capacity (from 1,262 cc to 1,158 cc), but a step forward in terms of power. It now makes 168 hp (7 hp more than before), while torque dips from 128.9 Nm to 126 Nm. But it’s not just about the numbers—the radical change in engines will surely make the Diavel totally different to ride.
Image source: Ducati
The change also adds visual bulk to the already muscular Diavel—note the chunky air intakes, and the clustered four-piece muffler. All the styling cues befitting of such an excessive machine are present, including a contrast-cut and mega-wide rear wheel that looks like it came off a performance car.
Image source: Ducati
Naturally, the Diavel V4’s chassis has been redesigned around its new engine. But despite its visual heft, it’s actually lighter than its predecessor, tipping the scales at 223 kilos without fuel. It also gets 15 mm more suspension travel, Brembo Styleema brakes, and a revised electronics package with a new TFT display.
When you think about it, doubling the Diavel’s cylinders makes total sense. It plays into the bike’s whole power-cruiser-that-eschews-definition mystique. Oh, and did we mention it now does zero to 100 in three seconds?
Ever heard of Honda Quest? Run by Honda South Africa and unique to our shores, it’s an adventure motorcycling challenge where participants compete in teams of two. There’s one heck of a prize, too: the Honda Africa Twins that they competed on.
I’d wager that while some of you are nodding your heads right now, this is news to the rest of you. Riaan Fourie, head of Honda SA’s motorcycle division, admits that “people outside Quest don’t know what Quest is all about.” Now the brains trust behind the event is set on changing that.
Photo credit: Wes Reyneke
With four annual Quest events under its belt, Honda SA is changing things up. The main Quest event officially called ‘Honda Quest True Adventure,’ will now happen every second year. The format will be much the same as now: Through regional qualifier events, Honda will select 30 entrants to attend a Quest boot camp, then select 14 finalists to duke it out over eight to ten days.
The year preceding each running of Quest True Adventure will be filled with ‘Road to Quest’: a rolling roadshow designed to spread the Quest gospel to the masses.
Photo credit: Wes Reyneke
Road to Quest’s concept is as clever as it is unpretentious. Honda will move from city to city, each time leaving four fully-equipped Africa Twins at a local dealer for a week, for adventure riding enthusiasts to sample.
Each leg of Road to Quest then culminates in an ‘open day’ at a local venue. With seven events already hosted in the Johannesburg, Pretoria and Vaal areas, and two special days at the ADA Training and Outdoor Centre (they’re Honda’s official rider training partner), it was Cape Town’s turn to play host.
Photo credit: Wes Reyneke
Honda South Africa set up shop at Anura Vineyards, tucked away in the impossibly picturesque Stellenbosch wine region. With a mini-fleet of Honda Africa Twins in various configurations on hand, including DCT- and non-DCT-equipped bikes, they entertained around 60 visitors over a weekend.
Both days followed the same basic format. Every hour, a group of riders would be taken on a 45 km loop in and around Anura’s grounds, by experience Honda Quest guides. The route included some tar, open farm roads, enough corners to break loose on, and a tight forest single track with one or two butt-puckering bits.
Photo credit: Wes Reyneke
Like the primary Quest True Adventure challenge, Road to Quest is open to anyone with a motorcycle license—whether they’re a Honda customer or not. So at the very least, the weekend was a great opportunity to put the Africa Twin through its paces in its natural habitat. But the moments between rides were just as important.
Honda made sure that the Quest community was well represented. In attendance were various key Honda South Africa staffers, local dealers, official Quest ‘crew’ and even some past participants—like actor and comedian, Pierre Breytenbach. Questions were asked and answered, conversations were had, and Quest was effectively demystified to a group of dual-sport riders that, until now, had just been looking in.
Photo credit: Wes Reyneke
Honda has six more Road to Quest events left for 2022 before they start looking forward to 2023’s Quest True Adventure challenge. Those are going down in Port Elizabeth, East London, KwaZulu-Natal, Bloemfontein and Brits.
If you’re curious about Quest, or you just want to ride Honda’s acclaimed Africa Twin and meet some rad people, you owe it to yourself to check out your local Road to Quest event. And if you’d like to participate in the main event next year, keep an ear to the ground—entries are set to open sometime in the first quarter of 2023.
For more information visit your local Honda Wing dealer: www.honda.co.za
Riding along any highway can be a soul-destroying thing to do – I don’t care where in the world you might be, although a highway through the Alps is pretty special. Yes, they’re convenient and, by and large, efficient, but all you have to do when you are riding along one is to look either side at the countryside to realise what you are missing by speeding along in your hurry to get somewhere. Whatever happened to the journey being the adventure?
Be that as it may, sometimes highways are unavoidable, in which case, choose your weapon carefully. Choose something with power, comfort and wind protection in equal measures, pack your credit card and a spare pair of undies and set off into the wide blue yonder, for there lies the adventure. Just remember to take the right turn-off!
Image source: BMW Motorrad South Africa
Talking of the right weapon, for the past week a not inconsiderable amount of space in the garage has been taken up by a BMW K 1600 B, the ‘bagger’ version of BMW’s tour de force.
Large? Yes. Good looking? Yes. More comfortable than a feather mattress? Yes. Designed to eat up the miles with little or no stress to the rider? Definitely.
Image source: BMW Motorrad South Africa
Despite the size, it is remarkably well balanced at slow speeds and during tight manoeuvres. Threading it through traffic is easy, as long as there is a space wide enough. The reverse gear means you don’t have to be careful where you park it…
Oh, shut up! Just shut up! Here you have one of the finest touring motorcycles in the world and all you can talk about is how easy it is to park.
Imbecile. Get to the point.
Image source: BMW Motorrad South Africa
On the open highway, the K 1600 B is simply staggeringly brilliant. There is not a whisper of vibration from the engine, no matter where in the rev range you are. At an indicated 140 km/h, the engine is ticking over at a mere 3,500 rpm, with another 6,500 rpm in hand! It is not especially torquey so whipping the throttle open for an overtake doesn’t produce neck-snapping acceleration but it picks up its skirts pretty sharpish in a linear rush as if you are attached to a large rubber band.
However! We’re talking about a six-cylinder engine here and you should all know how wonderful they sound when they are revved. A couple of dabs on the bi-directional quick shifter, crack open the throttle and just listen to this thing howl! Intoxicating doesn’t begin to describe it. It’s all out of character to the rest of the experience, like finding out your local vicar likes death metal.
Image source: BMW Motorrad South Africa
The suspension which, around town, is too hard and gets very tiring over the bumps on what passes for urban roads in this country, is designed for smooth tarmac and, when it finds it, the big Beemer is majestic: it just floats along but never, ever feels anything but taut and perfectly controlled.
Moreover, the relatively hard springing and stiff shock absorbers come into their own when the open road starts to wind its way through the countryside: this is a large bike that can be hustled. I suspect that it would give many other bikes a fright on a mountain pass, when the chassis dynamics, firm suspension, low centre of gravity and an engine that could be left in third to sing its way up and down its rev range like Julie Andrews cavorting through the edelweiss would reveal another, unexpected side to the K 1600 B.
Image source: BMW Motorrad South Africa
Having it sitting in the garage was one of those ‘what-if’ moments: what if I just get up early one morning, say goodbye to the wife and call her later that same day when I’m in Cape Town? I was itching to do it because I knew it would be so easy. For the first time in years, I could actually look forward to that journey, the only drawback being that I would actually arrive and have to stop when the Atlantic hove into view.
Of course, I didn’t do it. But it’s a mark of the not-so-hidden talents of this machine that I seriously contemplated it.
Image source: BMW Motorrad South Africa
So, what’s wrong with it? Like so many of today’s bikes, not much. In fact, nothing would tip the scales in favour of another bike. Personally, I found the screen too low, even on its highest setting, but I would wager there is an option to cure that in the parts catalogue.
There is a lot of plastic, which I suppose is necessary to prevent it from weighing as much as the Titanic. Still, it is typically BMW plastic: high quality with excellent paint, in this case, a rather fetching shade of dark olive/khaki green.
Image source: BMW Motorrad South Africa
But for faults or criticisms, that’s it, really. Yes, it’s not great around town but then it’s a touring bike so what do you expect? It’s like criticising a scooter for being rubbish on a 1000 km highway trip. Having said that, it is so docile at low speeds with absolutely no snatch from the gearbox and so well balanced overall that, if you could have only one motorcycle in your garage, it wouldn’t be a hardship to have this one.
The ‘B’ version of the K 1600 range might lack the ultimate luggage capacity and frontal wind protection of the GTL, not to mention a backrest for the pillion but, for me, that is to its benefit and definitely not a drawback. It’s stripped down to just the right level to make it lighter and leaner but without compromising the reason for its existence.
The South African market is becoming increasingly familiar with the many qualities of the Hero XPulse Adventure motorcycle and now, discerning motorcyclists who value quality at an affordable price are going to have the opportunity to get to know the XPulse 200T, the road version.
It’s not just a change in styling, however: there are some important upgrades to the whole machine.
Image source: Hero Motor Corp
The engine now boasts an oil cooler for increased cooling efficiency, which in turn leads to even greater fuel economy as the engine is always running at the right temperature.
What will also help with economy is the Keihin fuel injection which will give up to 45 km/L of petrol. The digital dash features rider economy symbols that tell you when is the optimum time to change gears.
Image source: Hero Motor Corp
To make the bike even more suitable for South African roads and riding conditions, the suspension has been revised to cope with the worst our roads have to offer, while the mapping has been revised to give a higher top speed. ABS is fitted as standard.
A feature that you don’t expect to find is Bluetooth connectivity, which has been updated for easier connection and which allows turn-by-turn navigation on the dash. A USB charging port is available under the seat.
Image source: Hero Motor Corp
Upon purchasing your Hero XPulse 200T, you will be able to download the Hero app for your Android or iOS smartphone where you can keep track of the motorcycle’s warranty and service record.
The new XPulse 200T from Hero costs R45,900 and comes with a 5-year/100,000km warranty.
Image source: Hero Motor Corp
Hero XPulse 200T
For more information on the bike featured in this article, click on the link below…
There are definite seasons in one’s life and the same can be said of our choice of bikes as time goes by. I cut my motorcycling teeth way back in the 70s. Sex, drugs, Rock ‘n Roll and dodgy handling motorcycles. Towards the end of that decade, bikes had made a huge leap in terms of overall ability. BMW and the Italian manufacturers like Ducati, Guzzi and Laverda had vastly better handling bikes than the offerings from Japan.
The gap only started to close as the ’70s started slipping away. Honda built their F1 and F2 CB750 variants which were decent handling bikes, as were the GS offerings from Suzuki. The beauty of these bikes and this era of bikes was their wonderful simplicity. Traction control was in your right wrist and ABS was dependent on the brake feel in your right hand. Electronic ignition was about to make points and condensers redundant. (“What are those?”, the Millennials cry in unison).
Photo credit: Bjorn Moreira / ZA Bikers
What you did when you bought a new bike was apply a few tried and tested tweaks. The back shocks went straight in the bin and you slapped on a set of S&W Strokers, with their blue and black variable rate springs. Front fork oil was drained and replaced with your particular blend of Wynns and Automatic Transmission fluid to give you the required viscosity and damping characteristics you wanted. A few washers were stacked on top of the fork springs to stiffen up the preload and you were good to go. Typically dodgy Jap tyres of that era would be replaced with Pirelli’s, Metzelers or maybe Avon Roadrunners. Spoon on a four-in-one exhaust and re-jet accordingly, after maybe drilling holes in your airbox to enhance flow. Now your bike was likely to run harder and handle pretty acceptably.
Image source: S&W archives
You would look forward to the weekend’s breakfast run to Stywe Lyne at Hartebeespoort Dam, running the Lanseria road flat out, inevitably slip-streaming one another in a high-speed train. This was easy as traffic was virtually non-existent early on a Sunday morning in those heady days. So why am I telling you all this?
I am trying to graphically explain how different the world and bikes were back then. Roads were smooth and unblemished too. Speeds were also south of 220, so riding slow bikes fast was incredibly exhilarating. I don’t need to paint the picture for today’s bikes and riding environment. You all know that too well. Bikes are stupid fast and good handling and roads are palpably poor. Not really a recipe for fun. With this in mind, I have been considering my options for an ‘old-school’ ride that harks back to a time when life was uncomplicated. I wanted a pokey, light and agile bike that above all things was simple and fun to ride. The sort of bike that will have you riding for the pure uncomplicated joy of it all. A bike where fun comes first and ego comes last. Enter the Scrambler Ducati Icon.
Photo credit: Bjorn Moreira / ZA Bikers
Ducati resurrected the Scrambler back in 2015. They wanted a simple, carefree yet competent freedom machine, that would appeal to a new generation of riders that was slightly contrarian. Skateboarders, surfers, rock climbers and the like. Guys and girls that got their kicks in nature, doing stuff that didn’t require tech, or maybe older riders wanting to return to a less complicated way of living and riding.
A bike that would carry you and some basic essentials to a place to pitch your tent, cook over a fire and sip on a mug of your favourite red while gazing out to sea or across a mountain vista. Maybe an endless desert or bushveld landscape. Your clothing reflects your outlook on life, basic and uncomplicated. Jeans, t-shirt, bandana, boots and an old well-worn leather jacket. Your helmet is probably an open face with a shield or even goggles.
Photo credit: Bjorn Moreira / ZA Bikers
The Scrambler recipe is brilliant. At the heart of the beast is the iconic air-cooled L-Twin Ducati desmo motor. This means no radiators and complex plumbing, thus making a light bike even lighter. The mill is mated to a 6-speed gearbox, pumping out 75 ponies @8250 rpm and 68 Nm of torque @5750 rpm. It is a responsive yet mellow engine, perfect for its intended role.
Photo credit: Bjorn Moreira / ZA Bikers
The frame is old-school robust tubular trellis steel, utilising the motor as a stressed member. Wheels are ten-spoke alloys with a meaty 180/55×17 rear and a 110/80×18 up front. Tyres are Pirelli MT 60s which were developed especially for the Scrambler by Pirelli and look rad with their flat-track-inspired look. They work pretty well on tar as well as blasting down a dirt track. Front forks are 41 mm USD Kayaba’s with a cantilever single Kayaba rear unit. Both ends have 150 mm of travel. Although only having preload adjustment on the back shock, the standard settings are pretty spot on for most applications.
Photo credit: Bjorn Moreira / ZA Bikers
The fuel tank is reminiscent of the original Scrambler from 1962 and is customisable with detachable aluminium side panels. Capacity is 13,5 litres. A full tank of fuel is good for over 280 k’s of town and around. Bars are wide and fall comfortably to the hand, giving you a feeling of control. Instrumentation is everything I loved about bikes before we got hooked on complex TFT TV screens bolted to the front of our bikes. One button allows you to access all the information that you need, simply displayed on an LCD display in a neat round offset housing. Fuel gauge, gear indicator, clock, ambient temperature, trips, odo, rpm’s and even range. It is all there at the push of a button.
Photo credit: Bjorn Moreira / ZA Bikers
I had Jaco from Stealth, fit a slip-on pipe for me. The standard deadweight pipe and boom box bolts off with a clamp and two hangers. The slip-on probably tosses off at least 3 kg of weight from the already anorexic Scrambler, which is a mere 186 fully fuelled. By uncorking the pipe, the Scrambler gets a baritone rumbling voice which is music to the ears of anyone who has ever straddled a motorcycle. The torquey mill lets you short shift through the gears, with the L-Twin rumbling down the road with surprising urgency. Decent power and lightweight always were a recipe for fun.
Photo credit: Bjorn Moreira / ZA Bikers
The Icon is most definitely undiluted old-fashioned fun! Wheeling it out of the garage you are immediately aware of the tidy dimensions and absence of bulky weight. Turn the key, hit the starter, revel in the cacophony of V-Twin sound, snick it into gear and ease out the new (since 2019) hydraulic clutch and the Scrambler rolls off the line effortlessly. As it warms up and settles into its lovely rhythm, it punts you down the road effortlessly. By superbike standards, it is not fast, but it delivers a completely satisfying performance for what it represents. It is a bike that reminds me of why I ride bikes. A Freedom Machine that emphasises that you don’t always have to be in the fast lane to enjoy your bike. It is a reminder that in so many ways less is indeed more.
Photo credit: Bjorn Moreira / ZA Bikers
The punchy performance and general agility that is completely lacking in ‘serious’ bikes, are so much part of the fun of motorcycling. It’s just that we have forgotten all about it, seduced by a “bigger is better” mentality. The wide flat-track-type bars give you great leverage and control and contribute even more to the light and agile riding experience. You find yourself adopting a motard-like riding style, where you sit on top of the bike and blast through bends and obstacles. This bike just totally liberates the hooligan in you. The power compliments, rather than corrupts. The gearbox requires paying attention with precise shifts, especially on downshifts, or you find yourself ghost-shifting.
Photo credit: Bjorn Moreira / ZA Bikers
The Scrambler Ducati Icon is a truly special motorcycle for those who want an honest, good bike with a wide array of talents. It comes standard with an aura of Italian cool that is hard to quantify. It is a blank canvas on which you can express yourself in terms of customisation as well as utilisation. Rediscover why you ride, by shrugging off the woes of the world and investing in some incredible Italian minimalist therapy. Life is too short to not experience this kind of unadulterated motorcycling enjoyment. You will not regret it.
Photo credit: Bjorn Moreira / ZA Bikers
Ducati Scrambler Icon
For more information on the bike featured in this article, click on the link below…
After Philip Island, it would be hard for any race to match it for excitement and on-track action. But Malaysia was exciting for different reasons. The battle for the lead was intense and, to add to that, there were so many sub-plots: was Bastianini holding back? Would he have won if he could? Had Quartararo managed to close up behind Bagnaia and Bastianini, would Bastianini have played wingman to Bagnaia and tried to keep the Yamaha at bay? Did Bastianini overtake Bagnaia just to show that he could do so whenever he wanted and send a signal to Ducati?
What the race lacked in excitement, it more than made up for in suspense. As Bagnaia said after the race, the worst thing you can do as a rider is to back off and ride slower: that’s when mistakes happen. Of course, they also happen when pushing but for some reason, it’s a lesser risk than coasting around.
Image source: www.motogp.com
So, Bagnaia, Bastianini, Quartararo and Bezzecchi were all pushing like crazy: Bagnaia was out in front and had to fend off a determined Bastianini. Quartararo was pushing to catch them but also had to keep an eye on a charging Bezzecchi. If Bezzecchi could get past Quartararo, and Bagnaia remained in first place, then the championship was Bagnaia’s but he could do nothing about what was happening behind him: all he could do was lead.
Which is exactly what he did. Bastianini did get by but Bagnaia re-passed and that was all Bastianini could do: after the race, he said he had nothing left in his tyres to make a move stick. Was that the truth? There were some frantic conversations on the pit wall between the Ducati management but at no point did it appear that an approach was made to the Gresini team to ask them to instruct their rider to cease and desist: Bastianini was free to challenge the lead and that was that.
Image source: www.motogp.com
Perhaps Bagnaia didn’t see it that way but, nevertheless, the victory was his, leaving him with a 23-point lead heading to Valencia and the final race. We’ve seen before that nothing is guaranteed in the 2022 season, but it is hard to envisage a scenario whereby Bagnaia doesn’t become the world champion. Even if Quartararo wins in Spain, Bagnaia only needs to score two points to take the title (which would leave them tied on points but Bagnaia would take the title on wins). If Bagnaia finishes ahead of Quartararo, the championship is his. Given the nature of the Valencia circuit, with a slow corner leading onto the pit straight, which plays directly into the Ducati’s strengths, the Yamaha has no chance and yet, should Bagnaia throw himself out of the race, Quartararo has to win to wrest the title away. And the chances of that? Slim would be an understatement.
Image source: www.motogp.com
Quartararo is not just fighting Bagnaia: he is fighting the might of the eight-strong Ducati attack. Even Bagnaia is not solely fighting Quartararo: he is also fighting the might of the eight-strong Ducati attack, comprising riders who are more than capable of running at the front. Jorge Martin has proved to be devastatingly fast and was leading in Malaysia, only to throw it up the road while pushing to establish his lead. Zarco is fast: Marini and Bezzecchi are fast: Miller is fast but has been less consistent, while di Giannantonio seems a little lost, still, that’s a lot of opposition that should be on your side but, in the absence of team orders in the Ducati camp, Bagnaia is fighting almost the whole grid.
Image source: www.motogp.com
If there was one image that I will take away from Malaysia, it was not the race but an incident that occurred in practice. Now, we are all used to the title protagonists becoming ever shorter of temper as the season draws to a close and the line on which everything rests becomes ever narrower. Quartararo has watched his once-unassailable lead destroyed as he has experienced a slump in form.
Under those circumstances, it would be entirely understandable for Quartararo to descend into a pit of despair from which it would normally be impossible to emerge until the job was done and the outcome decided one way or another. But we are talking about a rider who has shaken off his moments of self-doubt with the comfort of that first championship title under his belt: the pressure is off, in other words. Not that that dilutes the desire to win, but Quartararo has clearly elevated himself to another level this year.
Image source: www.motogp.com
The incident occurred, as I mentioned, during one of the practice sessions, or it could have been prior to qualifying. I forget, but it was hugely revealing.
The pit garage door was half closed and one of the official pit lane cameramen was standing outside the Yamaha garage. He had put his camera down for a moment and Quartararo mischievously pinched it and hid it in a locker in the garage. The cameraman noticed his camera had gone and peered under the roller shutter door, whereupon Quartararo retrieved it and handed it back with a huge grin.
Image source: www.motogp.com
He was then pictured sitting in his seat in the pit garage, laughing at himself as he watched the incident being replayed for the television viewers, the feed of which is relayed onto the screens for the riders to watch.
That, to me, said infinitely more about Quartararo than anything else this season. At the moment when he has to be feeling the immense pressure of the championship battle, coupled with a disastrous last few races which have seen his seemingly unassailable points lead be completely overturned to the point where his hopes of back-to-back championships have all but evaporated, he is laughing and joking in the pits. Quite incredible.
Image source: www.motogp.com
And so what every race promoter wishes for has come to pass: a last-race showdown. This will feel like the longest two weeks for Quartararo and Bagnaia and the race will be incredibly tense. With so much at stake, it is unlikely that we will get another race like Philip Island which is our loss but, as in Malaysia, the tension will have a different flavour and it will only be at the end of the race that we’ll all be able to breathe again!
The wait until the first round of the 2023 championship will be interminable but perhaps we’ll need the break!
If his jump straight from Moto3 to MotoGP ruffled a few feathers and caused plenty of opinions to be published in the press, then his performances throughout 2022 on the RNF Yamaha M1 have done much to silence the critics, who admit that he has done a very good job on what has proved to be a difficult motorcycle, scoring 12 points and the highest finish of tenth in Mandalika so far in 2022.
Sadly, the demise of the Suzuki MotoGP effort has meant a dearth of highly qualified riders for a reduced number of seats and, as the season wore on, it looked increasingly unlikely that Binder would be retaining his seat.
So it turned out and, for the 2023 season, Darryn will be racing a Kalex Husqvarna chassis as part of the LIQUI MOLY Husqvarna Intact GP team, as the Swedish-Austrian brand enters the Moto2 championship for the first time.
If nothing else, the move has given Binder the opportunity to prove that he will be deserving of a place back at the top table, perhaps in 2024 or 2025.
Image source: Intact GP
By pinning his colours to Husqvarna, he follows in brother Brad’s footsteps as, of course, Husqvarna is part of the KTM empire, which also includes GasGas, which is already active in Moto3 and Moto2 and, in 2023, will also be competing in MotoGP. If Darryn can continue to perform well in Moto2, there will be plenty of options for him to move up to MotoGP with any one of those three manufacturers.
“I’m really happy to be part of the LIQUI MOLY Husqvarna Intact GP team next year”, said Darryn. “The team has so much experience and is incredibly professional! I’m looking forward to trying out the Moto2 bike and I believe that together we can achieve good results. I hope that everything I’ve learned this year in MotoGP can help me adapt to Moto2 as quickly as possible. And then hopefully we can fight for some good positions. I’m very grateful to the whole team for giving me this great opportunity and I can’t wait to work with everyone!”
We here at ZA Bikers wish Darryn all the best for 2023 and we’ll be following his progress with interest.
When we do a whole lot of research on modifications you want to do on your vehicle, there is always just a hint of apprehension. Will it all work out as you hope, or will there be niggles with the change you bring about? Literally, the first mod to our Suzuki Jimny was to spoon on a set of General Grabber AT3 50/50 All Terrain tyres. Would we gain in one area at the cost of another?
We did not go blindly into our decision to choose the Generals. We did a lot of research and studied the technical specs. What we learned was that the General AT3s were not necessarily the best in any one area, but rather really competent all-rounders. Given that our Jimny has to perform as a city runabout, smash the odd long-distance trip and be competent in the dirt requires all-round ability.
Photo credit: Bjorn Moreira / ZA Bikers
The AT3’s design brief was to provide exceptional grip, deliver off-road and not compromise ride comfort. The tread pattern is designed for enhanced grip as well as to be self-cleaning in mud. Sidewall lugs are meant to reduce the chance of sidewall damage from offroad hazards. Digging a little deeper, we see innovations like ‘DuraGen technology’, where steel belts reinforced with two nylon cap plies are used to provide penetration resistance as well as give better durability and stability at speed.
We recently had the opportunity to put some of these features to the test. We drove down to Sabie for some content creation. The Generals had already impressed with their good ride quality on dodgy tar surfaces around Jo’Burg as well as their impressively silent performance on the highway.
Photo credit: Bjorn Moreira / ZA Bikers
We were now going to get an opportunity to evaluate them off-road. We were heavily loaded with all our kit and camera equipment and with a bike-laden trailer in tow. The Jimny was also sporting Des Sol upgraded suspension. The ride quality and stability were a significant improvement over the standard suspension and highway spec tyres. Clearly, the upgraded suspension and General AT3s had transformed the road demeanour for the better. No compromises there then. Now for the dirt.
We needed to traverse logging roads around Sabie, contending with gradients, ruts, fesh-fesh-type sand and loose gravel. To say that the Generals ‘impressed’ us is a wild understatement. The ride quality on a solid axle short wheelbase vehicle was superb, inspiring confidence over all the surfaces that we traversed.
Photo credit: Bjorn Moreira / ZA Bikers
In the course of recording some video footage for Des Sol we drove the Jimny in a particularly spirited fashion over some gnarly roads. The fact is that the upgraded suspension allowed us to push the car significantly harder than what would be considered ‘normal’. This had the effect of asking a lot more of the AT3s than normal too. They took everything we threw at them and begged for more! At no stage did we feel limited or compromised by the tyres. On the contrary, their performance was stellar!
Driving home we reflected on the performance of our ‘modded’ Jimny. It is enhanced in every way. Nothing we have done to it has required us to live with any sort of compromise. It is simply a significantly better package.
Photo credit: Bjorn Moreira / ZA Bikers
The General AT3s have allowed us to get the full potential from the suspension improvements, whilst giving us enhanced confidence in their tough, go-anywhere ability. We would recommend them unequivocally to anyone wanting all-round competence without compromise in their 50/50 All Terrain tyres.
The “Mother of Hard Enduro” returns to the Maloti Mountains of Lesotho in just a few weeks’ time (09 – 12 November). In keeping with their innovative approach to adapting this classic event in order to maintain its status as one of the toughest Hard Enduro races on the planet, organisers Live Lesotho are excited to announce some highlights to look forward to at this year’s event.
The Start/Finish point for this year’s Roof has been confirmed as the iconic Bushman’s Pass, while the relaxation of Covid regulations in Lesotho sees the return of Round the Houses in the centre of Maseru, as well as the popular EnduroX segment, albeit in a totally new format and taking place at Bushman’s Pass.
Image source: www.zcmc.co.za
“We’re excited to be once again offering competitors and spectators the prospect of extreme Enduro action in the mountains of Lesotho,” commented Charan Moore, Roof Race Director and Founder of Live Lesotho. “We’re also delighted to welcome the team from WESS Promotion GmbH, organisers of the FIM Hard Enduro World Championship, as we work towards the Roof featuring on their calendar in 2023. Being part of this global series will elevate the status of the Roof and attract even more top international riders, including some of the homegrown talent currently doing so well on the global stage. Watch this space!” added Moore.
Some 400 confirmed entries have been received for this year’s Mother of Hard Enduro, and fans can look forward to the return of some of the big names in Enduro racing, including newly crowned 2022 FIM Hard Enduro World Champion Mani Lettenbichler (RED BULL KTM FACTORY RACING) from Germany, plus Austrian Michael Walkner (GASGAS Factory Racing Enduro Team). SA’s very own 2022 FIM Hard Enduro Junior World Champion Matt Green will be joining defending Roof Champion Wade Young (Sherco Racing Factory Team powered by Motul), also born and bred in South Africa. The UK’s Billy Bolt (Factory Husqvarna Extreme Enduro) has, unfortunately, had to pull out having not fully recovered from a recent injury. These top riders will be joined by multiple other Gold Class competitors with the experience and training needed to apply pressure on the leading contenders, including Brett Swanepoel (2022 South Africa Enduro Champion) and Travis Teasdale (2022 South Africa Extreme Enduro Champion).
Image source: www.zcmc.co.za
Other important changes for 2022 will see fuel for all competitors included in the entry fee. This will be provided at all the unassisted service points (but not at the DSP or before the start of each race day). The 2-stroke fuel will be mixed using Motul 710 2T, and fuel for 4-strokes and 2-stroke oil injection motorcycles will also be supplied.
Should the weather be hot or cold, hydration and nutrition are always vital factors during the Roof. This year, riders will be in very safe hands with USN, who will have water points en route to hydrate and feed the riders. The USN Team will also be present daily at the start and in the post-race recovery zone, providing products to assist with optimal mineral and electrolyte replenishment and rehydration throughout the event.
Image source: www.zcmc.co.za
The overall programme for the 2022 Roof of Africa will be familiar to participants and fans, with documentation and scrutineering taking place on Wednesday, 09 November from 10:00 and finishing by 19:00. There will also be a welcome press conference with a Q&A session involving some of the international riders at 18:00, followed by the secondary riders’ briefing at 19:00, all taking place at the Avani Lesotho Hotel (top hotel).
Thursday, 10 November will kick off with Round the Houses where the action will start at Maseru Soccer Field at 09:00, after the closure of the pre-race paddock at 08:30. Roof fans in the capital can once again enjoy the sights and sounds of Enduro racing through the city streets.
Image source: www.zcmc.co.za
All Roof competitors will then head to Bushman’s Pass, where Bronze and Iron Class riders will take part in a traditional time trial to establish the starting order and times for Day 2.
Gold and Silver Class riders meanwhile will take on a new challenge, introduced especially for this year. “The Mountain Battle” or “Ntoa ea Thaba”, to give it its Sesotho name, will be a thrilling and demanding natural terrain route. Results here will similarly determine start times on Day 2.
Image source: www.zcmc.co.za
Gold Class competitors will also have to take on two GPS-only route sections – one each on Friday and Saturday – where they will have to rely on their navigational skills alone; there will be no directional markers in these sections.
On Day 2 itself (Friday, 11 November), the race segment of the event will begin at Bushman’s Pass with riders setting off in their pre-determined order, beginning with Gold riders from 06:00, Silver competitors from 06:30, Bronze Class participants from 07:00 and finally, the Iron Class riders (aka the “weekend warriors”) starting an hour after that.
Image source: www.zcmc.co.za
The final day of racing (Saturday, 12 November) will follow the same starting pattern, although, with a highly competitive field assembled, this day is expected to go right down to the wire. Every rider who finishes will receive the coveted Roof medal, and all competitors are invited to the special prizegiving ceremony later that evening at the Avani Maseru Hotel (bottom hotel).
Live Lesotho wishes to thank their partners, without whom this year’s event would not have been possible: MGC, Avani Hotels, USN, Motul, Michelin, KTM, LEO, Xco, Maluti Lager and Red Bull, plus the Roof of Africa 2022 supporting partners.
Image source: www.zcmc.co.za
For more info and the full programme of events, go to the official website: www.roofofafrica.co.ls
The first time our friends Bill and Tammy Snell, hailing from Orlando, Florida, in the good old US of A, did a bike trip with us, it was to Botswana, documented in ‘Botswana Odyssey’. KTM were kind enough to loan us bikes for that trip. A couple of years later KTM again obliged when we took Bill and Tammy through Swaziland, the KZN Midlands, Clarens and back to the big smoke. Again the rockstars at KTM helped us out with a 1290 Adventure S and a manic 1290 Super Duke. That story got told in ‘So what will yours be then, Espresso, Cappuccino or a Mochaccino?’.
At the launch of the Norden 901, I mentioned to Husky’s Fred Fensham that I would love to do an extended tour on the hugely impressive Norden. Typical of Fred he rang me up when his Norden stock arrived and they, at last, had a demo model. “About that tour Dave…” It so happened that Bill and Tammy were due to visit again, so a plot was hatched. (Bill is President of Missionary Ventures International, a US-based organisation that does a lot of missionary work all over Africa).
The Husky was ideal for an extended tour but what about the epitome’ of adventure bike offroad excellence, the KTM 890 Adventure R? Can you even consider touring two up on this offroad weapon? A call to Grant Frerichs at KTM is all it took. “Sure Dave, no problem”…flip, I so appreciate KTM’s willingness to help where they can.
Photo credit: Dave Cilliers
We rode south out of Pretoria on a Monday morning. Irene and I were on the Husky and Bill and Tammy were on KTM’s finest. The luggage was two Go Gravel water and dust proof stuff bags bungeed to the luggage racks. All our clothing for a week, including the girls’ body putty, was in those bags. How would the bikes cope with a boring drone down the highway? Surprisingly well in fact. Neither bike has any windshield adjustment. I believe this could be achieved without compromising on offroad performance. The 1290 Adventure R has an adjustable shield after all. The main wind-blast is taken off your chest, however, and the cruise control with which both bikes are blessed is a boon.
These two bikes share so much DNA but are so different in how they go about their business. The KTM has the WP Explore suspension, with 240 mm of travel at both ends. The forks are also beefy 48 mm units whereas the Husky runs 43 mm WP Apex shocks with 220 mm of travel in the front and 215 mm at the back. The suspension is fully adjustable for preload and damping on both bikes. The KTM is appreciably firmer given its full attack capability. The Norden is plush by comparison.
Photo credit: Dave Cilliers
We equipped both bikes with gel seat pads for the passengers which got a solid thumbs-up from both girls. I found the Norden perch wide, firm and supportive. The KTM on the other hand expects you to be standing a lot of the time and doesn’t pay as much attention to seat comfort. Our tails got put to the test due to having to take a detour through Welkom. Apparently, the residents of Ventersburg were protesting due to the lack of service delivery and lobbing rocks at passers-by…welcome to SA, Bill and Tam.
With cruise controls set to 135 km/h at a chilled 5,500 rpm, the bikes were giving us 5l/100. Brilliant! 20 litres of fuel goes a long way with that sort of economy. In the late afternoon, after a light sprinkling of rain, we got to ride our first little bit of dirt, as we did 5 k’s of gravel to our overnight accommodation. The place we stayed on our first and last night really deserves an honourable mention.
Photo credit: Dave Cilliers
Tzamenkomst River Lodge is on the banks of the Orange River, 20 k’s before Colesburg. The river view is beautiful and watching the setting sun turn the river as red as molten lava is a scene not easily forgotten. Dinner was delicious lamb shanks and veggies washed down with a superb Kleine Zalze Cab Sav. Then it was off to very comfortable cottages for a well-earned kip. Tzamenkomst offers decent value for money given the fine facilities and deserves a visit if you are travelling in that area.
Photo credit: Dave Cilliers
Breakfast done, we rode out towards Colesburg in fresh early morning chill. Taking the road to Graaf-Reinet it was invigorating to take in the stunning endless Karoo vistas under an azure sky with brush strokes of white cloud here and there. The bikes continued to impress. A smoothly delivered 105 hp and 100 Nm of torque punts you along effortlessly, even two up and loaded. With the peak torque at 6500 rpm, the motor is around its sweet spot travelling between 135 and 150 km/h. Snicking up or down with the bi-directional quick-shifter makes it effortless to maintain momentum. Why you think you need more, with the weight penalty that comes with the bigger Adventure bikes, is beyond me.
Photo credit: Dave Cilliers
The bikes carry their fuel low, enhancing the lightweight feel. The KTM was Karoo 3 shod whilst the 901 was running Pirelli Scorpion Rallys. Both bikes were stable and sure-footed everywhere we rode them, inspiring huge confidence. 18” rears and 21” fronts allow brilliant offroad tyre choice. The bend on the bars enhances excellent overall ergos. Seated or standing, the riding position feels just right. Taller riders may well consider bar risers for offroad standing riding though.
Photo credit: Dave Cilliers
Naude’s Nek and Loodsberg passes were strafed before rolling into Graaf-Reinet and beyond. Stopping at a farm stall after 80 k’s of arrow-straight road between Aberdeen and Willowmore, we chatted to Jake, a fresh-faced young Brit, cycling from Cape Town to Kenya. Respect! Taking on the wind we were enduring, on a bicycle, takes a special sort of fortitude.
Photo credit: Dave Cilliers
We sped past Willowmore then turned right down a long beautiful valley to De Rust. At this time of year, the Karoo is dotted with a profusion of wildflowers. Predominantly orange but with clumps of bright purple flowers too. Reminded me of the scripture that says “not even Solomon in all his glory was arrayed as one of these”.
Photo credit: Dave Cilliers
The road T-Junctions at the start of Meiringspoort. Riding this piece of road on a bike, with unimpeded views of the towering mountain faces, is simply awesome! It is a short haul from there to Prince Albert. If you have not yet visited this quaint Karoo town then you need to get your act together. We scoffed afternoon coffee and cake at the Lazy Lizard before pulling into Casa Milorca, our quaint B+B for the night. Again we hit the motherlode in terms of comfortable accommodation.
Photo credit: Dave Cilliers
Craft gin sundowners at the stunningly restored Prince Albert Hotel preceded a delicious dinner at ‘The Rude Chef Bistro’. Strolling back to our digs along silent load shedding darkened streets was very pleasant. There is a lot to be said about relaxed small-town living! Smiles come easily to the faces of locals, in stark contrast to our typical big city life with its particular stresses and strains. The Karoo was definitely getting us under its mystical spell. We toppled into comfy beds after a wonderful day’s riding. Tomorrow would be the highlight of our trip. We would get to traverse the spectacular Swartberg Pass, complete with hairpin bends and steep ascents and descents through unique fynbos flora.
Photo credit: Dave Cilliers
We had an elephant feeding appointment at 10:00 AM for Bill and Tammy at a Safari spot near Oudtshoorn, so we rode out of town at 7:30 AM the next morning. 5 k’s out of town we turned onto the Swartberg Pass dirt road. A splendid cutting through the mountain crosses two streams and then leads out onto the climb up the pass. As you go up, the views get more and more stunning. We stopped to take some pics and Tammy had a moment all of her own.
Photo credit: Dave Cilliers
In her haste to get off the bike, her foot hooked on her gel seat pad and she landed on her back in the dust, spraining her ankle properly too. Murphy’s law dictated that at that precise moment, two mountain bikers were descending towards us at breakneck speed. A bakkie was also looking for a way past going up the Pass. Irene came to the rescue (after first telling Tammy to hold the pose for a pic, not realising that she had done herself mischief) plucking Tammy out of harm’s way. Bill looked mighty relieved. I think he envisaged Tammy with a set of MTB tyre tracks across her torso becoming a speed bump for the bakkie. Ribbing Tammy about her capsize, we suggested that she starts a vlog entitled “Itchy Booty…Off her bike”.
Photo credit: Dave Cilliers
We stopped at a few more vantage points for photos, then descended the Pass, which transitions to a super smooth tar road which sweeps through perfect constant radius bends for kilometres. We rolled in for our elephant appointment in amazing spirits. An encounter of this sort with these huge, yet so gentle African behemoths tend to leave you somewhat speechless. It is the emotions that are evoked that are so difficult to express adequately.
Photo credit: Dave Cilliers
Tammy hobbled and hopped back to the bikes before we rode to the eclectic Smitswinkel eatery in Oudtshoorn for brunch. Our lunch stop became a bit extended so we made haste as we rode to De Rust, past Willowmore, with a hectic crosswind battering us to Aberdeen (for a quick splash and dash) then Graaf-Reinet, before turning off to Nieu-Bethesda, nestling in the heart of the Sneeuberg mountains. Starry Nights was our B+B of choice, as I have stayed there on previous trips, including when my mate Cobus and I rode Baviaans.
Nieu-Bethesda, like most tourism-driven towns, comes alive on weekends. Given that we arrived on a Wednesday night during load shedding, there was not a lot going on. I also discovered that in a senior moment, and in my haste to get going, I had left my phone at Smitswinkel. Oh, bugger! Weary and worked up, we sought some solace at Boeties Pub, the local watering hole. As so often happens, it turned into a really great evening, including some counselling with a young lady who runs the restaurant where we ate. She had recently suffered some severe family trauma and really needed to get it all off her chest. Sometimes you find yourself in the right place at the right time. The therapeutic effect of ‘Dr Jamieson’ did the trick and a good time was had by all.
Photo credit: Dave Cilliers
The Tower Cafe was our breakfast venue. Great service and great food soon had us fortified for further travel, so we packed, then grabbed a coffee at The Brewery and Two Goats Deli, before riding a short 215 k’s for a day of R+R at Tzamenkomst River Lodge, before our long haul back home. We got there in the early afternoon and just chilled out before another lovely sunset-splashed evening of cold drinks and good food. In bed by 10:00 PM, we woke to the sound of thunder and rain at 2:00 AM.
Photo credit: Dave Cilliers
Oh boy, about that rain gear that we don’t have! We woke to intermittent rain which luckily, by the time we left at 8:00 AM after breakfast, held off for a while. The bikes again impressed with their sure-footed handling on what was now a somewhat muddy dirt track back to the N1. We again got sprinkled with occasional showers and rode wet roads until 50 k’s before Bloem. The 901 and KTM ran sweetly in the cool and damp air, with the speed controls set at 150 km/h.
Photo credit: Dave Cilliers
We got into a monumental traffic jam 40 odd k’s before Bloem resulting from the worst road accident that I have ever had the misfortune of witnessing. A Fortuner appeared to have ploughed into another, possibly stationary vehicle at high speed, ripping the engine and gearbox out of the car and bowing the chassis like a banana. The damage to the other vehicle was so extreme that it was not even recognisable. Horrific! The bikes allowed us to filter past and get on our way. Cars must have been stuck there for hours. The bikes hummed home from there, only to hit Jo’Burg at peak hour on a Friday. A reality check of note.
Reflecting on our trip and on the bikes, in particular, a few things come to mind. Distinctly different in character despite their shared DNA, they are horses for slightly different courses. The Norden is stylish and capable on all surfaces. The two-up comfort is obviously better than the KTM, courtesy of a more accommodating seat and bodywork. The suspension was never found lacking given the demands of two-up touring, whether on tar or dirt it inspired confidence. This is one smooth Swede.
Photo credit: Dave Cilliers
The Katoom is a whole different story. It coped surprisingly well with the ‘work-man-like’ role that we subjected it to. Can you tour on an Adventure R? Hell yes! It does require some comfort compromise, but not as much as you may imagine. What it does do is allow its race pedigree to shine through in the most spectacular way. The harder you ride it the better it responds, with a kind of “is that the best you’ve got?” attitude that makes it incredibly appealing to anyone with even a smidge of adrenalin in their system.
So, you may ask, which one would I like to own? That’s easy…both! They are both purposeful pieces of kit which excel at their intended purpose with dash and panache which is sometimes rare in our sanitised world. The Norden for practical all-around adventure bike stuff and the 890 R to rip! No other adventure bike on the planet comes even close to the dynamic ability of this bike. If you hail from an offroad riding background you will settle for nothing less. It’s a big motard on the road and a dirt bike in the dirt.
A huge thanks to our friends at KTM for the loan of these two magnificent bikes. 2665 k’s covered in 5 days, at an average of 5,2l/100, two up and riding between 135 and 150 km/h. That’s impressive!
For more information on the bike featured in this article, click on the links below…
No matter which brand you talk to, times are tough in the motorcycling world. Prices are rising and sales are down and yet, a dealership is still a great place to visit, even if, more often than not, it is merely to dream.
Of course, the one element that really makes a difference is the human element. I can’t think of a bike showroom that I’ve visited where you don’t just meet a different breed of person than you’d meet, say, in a bank. Maybe I’m stating the obvious but, every time, it is the people who work there who make a dealership, no matter what brand they are selling.
Photo credit: Bjorn Moreira / ZA Bikers
The ambience of the showroom is important, of course, and, sometimes, the human and the material elements come together to make the experience memorable.
In the current economic climate, businesses need to think on their feet to get potential customers through their doors, not to mention remind the loyal customer that they are still there, ready when they are.
Photo credit: Bjorn Moreira / ZA Bikers
At the weekend, it was the turn of Bavarian Motorcycles (or BMW Motorrad Centurion as they are now commonly known), the long-established BMW dealer in Centurion, to welcome customers old and new to their showroom for their annual October Fair and it is one of the most pleasant dealer ‘open days’ I have attended.
The showroom itself is large in the floor plan but relatively low-ceilinged and not at all brightly lit so there is a feeling of intimacy and warmth. There are a large number of new BMWs displayed to their best advantage and it just feels as if things have been carefully thought out.
Photo credit: Bjorn Moreira / ZA Bikers
The other noticeable thing is the number of familiar faces among the staff which, despite the move a couple of years ago to the new premises, gives a great feeling of continuity.
Encouragingly, there were a large number of people there when we arrived at around 10:00 a.m. and, if it thinned out as midday approached, that was only to be expected: it was not intended to be for the whole day. The fact that so many chose to spend some of their Saturday at Bavarian gives some indication of the loyalty of the customers and the reputation of Bavarian Motorcycles.
Photo credit: Bjorn Moreira / ZA Bikers
For variety, in the same showroom you will also find Pretoria’s finest Vespa showroom, Clint’s Scoots, which has also commenced stocking the fantastic little Italjet scooter, although to call it a scooter does not do it justice. Clint now has his own workshop space at Bavarian for service, restoration and modification of Vespas.
A sunny day around motorcycles and motorcyclists, familiar faces and friends. Not a bad day at all.
I remember my first encounter with Italjet very well. I grew up in Brits (someone had to), and just off the main street was the Suzuki dealership. They also stocked small Italjet motorcycles, similar to the Yamaha PW 50. One of these bikes was up for grabs in a competition, and I would pray to any deity that cared to listen to make me win the bike. I didn’t, but I would go into this dealership almost every day and imagine myself riding it.
To me, Italjet was that small 50cc bike. But this Italian company has been around since 1959 and is based in Bologna. If you care to delve into their history a bit, they have been making some really innovative bikes. Their design studio also had a hand in the development of Ducati and Triumph models. They even competed in the 125cc MotoGP class from 2000 to 2002 with riders like Leon Haslam and Leon Camier.
Photo credit: Brian Cheyne / ZA Bikers
In the late 1990s, Italjet created a scooter called the Dragster. It looked nothing like traditional scooters and became somewhat of a cult classic with its odd-ball design and centre-hub front suspension. Now, many years later, the Dragster has been re-imagined into probably the best-looking scooter available today. I never thought that I would be gushing over a scooter, but the Italjet Dragster is a work of art.
When the first batch of Dragsters landed at Clint’s Scoots in Centurion, I went there to see these beauties being uncrated. The Dragster is available in various colour schemes and my favourite has to be the one with the yellow frame.
Photo credit: Brian Cheyne / ZA Bikers
When you look at the Dragster, you can literally see everything. It has an exquisite trellis frame and the unique centre-hub steering is simply brilliant. The petrol tank and all its ancillaries sit low in the frame. Above it sits the front shock absorber. The rear wheels and engine assembly jut out under the seat which is beautifully crafted and stitched in the main colour of the bike.
The passenger seat is tiny, but I doubt Dragster owners will ever carry a pillion. The handlebars have got lever protectors on and they double as indicator holders. Even the key mimics the design of the trellis frame. The engine is water-cooled and the radiators have been neatly incorporated into the front fairing. The rear brake lights remind me of those found on the Ducati Panigale.
Photo credit: Brian Cheyne / ZA Bikers
The demo unit had an aftermarket Akrapovic pipe on which made the bike look even more wicked. For someone like me, who loves detail, the Dragster was a sensory overload.
There is a very small cubby under the seat that could hold your cell phone and wallet and not much else. There is a USB socket just next to the ignition, but I would have preferred one under the seat as well.
Photo credit: Brian Cheyne / ZA Bikers
From where you sit, you only have a tiny LCD in front of you. It shows your speed, trip A and B, fuel level and the time. Above that, you only have 4 warning lights: indicators, high beams and an oil pressure warning light. That is it. Very minimal and to the point. The seat is quite comfortable, and although the Dragster has diminutive dimensions, it is not at all a bad place to sit. I for one did not feel cramped.
The original Dragster had a two-stroke engine, but to comply with Euro 5 emissions, the new one has a more sedate four-stroke engine. It is a 181cc, liquid-cooled, fuel-injected unit and produces just shy of 20 hp. In true Italian sport bike tradition, the Dragster is fitted with Brembo brakes and Pirelli tyres. To keep the design simple, the bike has no side stand and only has a main stand.
Photo credit: Brian Cheyne / ZA Bikers
I love scooters and the simplicity of riding them, and the Dragster is no different. You simply twist and go. I have to admit that the bike struggled a bit off the line, but I don’t think the issue is entirely the fault of the Dragster, but rather my own weight. You will probably ride the Dragster with the throttle in only two positions: fully open or fully closed. Even though it feels sluggish off the line, once it hits the 70 km/h mark, the little Italjet comes on strong and really gets going.
My initial fear of riding on the highway was quickly dispelled once I felt the top-end performance. When the Dragster reaches around 100km/h you want to keep it there. That means you dodge traffic and go into corners with the throttle wide open because any speed you scrub off in a corner will have to be made up again. The words that Maverick said to Rooster came to mind: “You don’t think, you just do.”
Photo credit: Brian Cheyne / ZA Bikers
Once you get into the Dragster’s ‘zone’, it is a lot of fun to ride. The chunky tyres grip and the bike is extremely responsive. The Brembos provide great stopping power, but as I said, you want to stay away from them as long as possible. One odd thing I did notice with the fancy front suspension was the lack of dive under braking. The front wiggles a little, but the brakes are fantastic.
What makes the Italjet even more special is the extensive accessories list. From Akrapovic racing exhausts, Öhlins suspension upgrades and carbon fibre bits, the sky is really the limit. The starting price of the Dragster is around R130 000, so adding these accessories will probably push the price into the stratosphere.
Photo credit: Brian Cheyne / ZA Bikers
As a scooter then, the Dragster is completely impractical, but I have never wanted a motorcycle more than I want this. This is functional art. It looks fantastic, and even if I just use it for a short ride to a coffee shop or breakfast venue, I will do it every day and enjoy every second of the ride.
So, if you want to see these bikes in the flesh, you can pop down to Clint’s Scoots in Centurion or ScootDr in Cape Town.
Oh, for goodness’ sake! Where do you even begin to talk about that MotoGP race? I pity anyone trying to write a race report in the traditional sense; I mean, how do you start trying to describe what happened if you are giving a blow-by-blow account? It would have to be about 5,000 words long and you still wouldn’t be able to convey the spectacle.
If Philip Island told us anything, it’s that we can’t afford to not go to Philip Island ever again. I don’t care if the teams and riders get stranded there by the next pandemic: a season of 20 races at Philip Island will do me just fine, thank you very much.
Image source: www.motogp.com
This was a race of intelligence. Well, most of the time. Quartararo made a big mistake under braking and was sent straight to the back of the class. He then proceeded to race harder than the Yamaha would allow, ran wide into turn two and paid the price as his front tyre ran out of grip. He’s been riding over the limit the whole year and, if you keep doing that, you are going to tempt fate once too often. Australia wasn’t the first time that has happened and that, as much as Bagnaia’s devastating form, has been Quartararo’s undoing.
It would be easy to say that he should have used his noggin and kept it on the island (literally, in reference to where they were racing) but he had to push just to get into the points, let alone catch the leaders. He threw the dice and lost, simple as that.
Image source: www.motogp.com
Once he knew that Quartararo was out, Bagnaia’s intelligence came to the fore. He was fast but knew that just to finish in the points would be enough to give him the advantage over Quartararo in the championship, so he didn’t fight too hard: indeed, he couldn’t fight in the last few laps as his front tyre had just about had enough, so he stroked it home to the finish, a podium being reward enough.
Then you had Marc Marquez who, inexplicably, went to the grid with the soft rear Michelin fitted when everyone else was on at least the medium. Why would he do that?
Image source: www.motogp.com
He reasoned that everyone else would be trying to save their tyres to make them last the distance, so the lap times would be lower than normal. He figured that he could fit the soft rear and have the advantage of better grip but also make it last to the finish given the lower lap times. He was right!
Similarly, Alex Rins had the intelligence to realise that the likes of Bagnaia and Marquez were riding slower than they could, so he could also ease the pace and save his tyres, something the Suzuki is already good at so he had even more tyre to fight with at the end. He couldn’t match the Ducati on top speed (although he wasn’t far off – only 4.4 km/h, as opposed to 17.3 km/h slower for the Yamaha) but having more tyre at the end of the race gave him more options.
Image source: www.motogp.com
“Before the race, we made a plan,” said Rins. “We put a cross on the corners where I had to take care of the tyres. Here (at Philip Island) you don’t need to take a lot of care with the right side of the tyres, so I was using good corner speed through turn 1 and asking a bit more of the rear tyre than the others, exiting with some spin. This was the key: it gained me a lot of positions.”
That’s the level of intelligence that allows these guys to understand which corners you can use and at which others you need to ease through to conserve the tyre. And this isn’t a static thing: it changes on every lap as the race progresses so the riders have to calculate every corner of every lap. All the time tackling some of the most daunting corners on the calendar, watching where your opponents are weak and defending from attack from behind.
It’s all I can do to write that sentence so it makes sense!
Image source: www.motogp.com
At the finish line, Rins was two-tenths of a second ahead of Marquez who, in turn, was four hundredths ahead of Bagnaia. It was the second closest top ten in premier class history, with the top ten being covered by about 6 seconds, Binder taking tenth place after a see-saw race. For the whole race, we were treated to a thrusting, challenging group of riders at the front, akin to a Moto3 race. It was breathtaking to watch and set up the title fight going into the final two rounds nicely.
One of the big talking points this year has been the lack of overtaking, largely due to the aerodynamic wash created by the winglets on the bikes. If that is the case, then what the hell happened at Philip Island, where there were more overtakes than at any other race? Possibly more overtakes than every other race combined this season. It was hard to keep track of it but it was brilliant fun while it lasted.
Image source: www.motogp.com
Of course, the other talking point – and one that will have every other rider worried – was Marc Marquez. Not only did he produce one of his signature saves during practice, picking the bike up on his right elbow after he lost the front, but he then battled throughout the race for the lead. That he missed out on a victory was simply because Rins and the Suzuki were better on the day but if this is what Marquez can do on a bike into which he has had precious little input, imagine what he will be capable of next year, fully fit and on a bike he has had a hand in developing!
For us, the fans, it is a mouth-watering prospect: Yamaha, Honda, Ducati and KTM are all capable of winning, with winning riders on board, all fighting at the sharp end of the race.
Image source: www.motogp.com
The final talking point from Australia concerns the speed of the satellite Ducatis on the grid. Both the Mooney VR46 riders, Bezzecchi and Marini, were looking very fast towards the end of the race and there was the chance that one or the other of them would deny Bagnaia a podium or several points. Despite Bagnaia claiming that he needs no artificial help to win the championship, would it not be wise for Ducati to tell all their other riders to back off a little? An overtake costing points is one thing, but an overtake that skittles Bagnaia out of the race is another thing entirely.
Enea Bastianini, who has already won four races this year, had the misfortune of having his airbag deploy, dropping him to 17th. He then put in an astonishing ride and was only half a second behind Rins at the flag, finishing fifth. With that pace, would he have romped to a fifth victory had he not had to fall back at the beginning? All we can hope is that moving to the factory Ducati gives him a bike with which he can exploit his stunning talent, something that hasn’t always been the case for satellite Ducati riders moving to the top table.
Image source: www.motogp.com
Moto3
Looking at Moto3 for a change, there are talks in progress to have an upper age limit for participating. This flags an interesting set of conundrums.
Too many older riders prevent seats from opening up for new talent to come through. However, that new talent needs to measure its skill against the older riders, to be seen beating the older – and good – riders.
Image source: www.motogp.com
Having said that, if an older rider is running consistently in the top five and not merely a space-filler, then who is to say they should be denied a place on the grid? Yes, they could move up to Moto2 but that all depends on there being space available in that class. Who’s to say they should be prevented from racing if circumstances dictate that progression is not possible?
And so to Malaysia. Bagnaia can wrap up the championship if he wins and Quartararo finishes fifth or lower. Quartararo can also keep the championship alive going to Valencia by winning in Malaysia, something that he is completely capable of doing.
I get the feeling that the surprises have not entirely finished in the 2022 championship just yet.
Kawasaki Racing came home double 2022 Trademore South African Cross Country Motorcycle Champions from the Virginia Trails season finale in KZN on Sunday. Mike Pentecost wrapped up back-to-back open class OR1 titles following his 2001 success, while Kenny Gilbert went unbeaten in the Senior class.
Photo source: Motorsport Media
Pentecost needed just a point out of the Virginia Trials race to clinch his second open class OR1 title on the trot aboard his Franchise Co. Tork Craft Kawasaki KX 450 X. But bringing it home is just not Mike’s style! He went out and won the race by almost seven minutes: “I took the overall win and wrapped up the title at my favourite race, Virginia Trails, making me a two time OR1 Champion,” a delighted Mike Pentecost confirmed.
“What a race! “My Franchise Co. Tork Craft team was flawless and my Kawasaki KX 450 X did not skip a beat. “It was absolutely on point and I was on rails all day long thanks to Roger Bergstrom and all his efforts in dialling in my bike’s suspension. “Most of all, I salute my team boss Harry Grobler and the whole Franchise Co. Tork Craft Kawasaki team for a job brilliantly done!”
Senior star Kenny Gilbert already clinched the 2022 Senior title at the previous round aboard his Pepson Plastics Scottish Cables Motul Kawasaki KX 450 X. Like Pentecost, that was the last thing to deter Kenny from completing a perfect season as he ultimately won every one of the six 2022 Trademore Cross Country Nationals across South Africa.
Photo source: Motorsport Media
“I had so much fun racing my Pepson Plastics KX 450 X to the Senior title this year,” Kenny admitted. “The Trademore SA Cross Country guys delivered an incredible Championship and my team gave me a great bike every time. “Huge thanks to everyone involved for a brilliant season of racing!”
250cc OR3 class rider Taki Bogiages was also a happy man after delivering a Championship podium third aboard his Pepson Plastics Scottish Cables Motul Kawasaki KX 250 X. “I am beyond stoked to finish third in the National Championship,” Taki admitted.
Photo source: Motorsport Media
“With over 6 hours of racing, Saturday really was tough especially early on. “I found some good pace as the race went on and fought back to finish fourth in OR3 to seal that title third. “All that’s left is a massive shoutout to Iain Pepper, the team and our partners for giving us the opportunity to go out and compete on the highest level in South African racing, thank you, one and all!”
Of the other team riders, Franchise Co. Tork Craft lad took Wian Wentzel the 125cc High School title with a measured ride to third on the day. Jaycee Nienaber rode his Pepson Plastics KX 450 X home sixth overall and fourth in OR1 to cement fifth in his class Championship. And Tork Craft CIT Kawasaki rider John Botha ended fifth in OR3 to finish up fourth in the 250cc title chase.
Photo source: Motorsport Media
“Huge congratulations to Mike and Kenny for a brilliant job done in bringing two championships home, and to every one of Kawasaki’s riders, crew, sponsors, supporters and the rest who made it happen,” Tork Craft Kawasaki counterpart Harry Grobler wrapped it up: “Kawasaki Racing celebrated our second year back with two National Championships in 2022, compared to one in our first year in ’21,” Pepson Plastics Kawasaki Motul Racing with Scottish Cables team chief Iain Pepper concluded. “I like that pattern – let’s double up again in ’23. “Thank you and well done to everyone. 2022 was a vintage year in green!”
The Husqvarna Racing National cross-country team solidified their dominance once again this weekend at the magnificent Virginia Trails venue in the heart of KwaZulu-Natal. The final round of the South African championship provided extremely challenging conditions from dust at the outset of the race to rain and slippery wet conditions after the first racing lap.
Brett Swanepoel came out swinging and wrapped up his 10th South African championship putting his Husqvarna FX350 on the top step of the OR2 class which also gave him the number one spot in the Overall championship standing.
Photo credit: ZCMC
Brett Swanepoel confirmed his satisfaction saying: “I am so happy to wrap up this championship in these challenging conditions. It was extremely easy to make a mistake today in the dust and then in the rain which followed so I am happy with my composure and glad I kept my mistakes to the absolute bare minimum wrapping up my 10th SA title”
Virginia Trails also saw the return of Davin Cocker to the OR3 class after ACL knee reconstruction surgery after round 1 earlier this season. Cocker had a point to prove and started off his day with a phenomenal time trail blitzing the OR3 competition. Cocker managed to keep a clean pair of heels all day despite some goggle issues and small errors, he brought his Husqvarna FC250 home in first place once again proving he is the man to beat heading into 2023.
Photo credit: ZCMC
Grant Frerichs, group team manager, commented: “I am so glad our riders are safe after today’s racing. Cooler heads prevailed today and both Davin and Brett did what they needed to win their classes. 2022 was a challenging year for the team in many aspects but we are proud to walk away with a class championship and the overall win thanks to Brett Swanepoel. Thank you to all of our team as well as our supporting sponsors, see you in 2023”
The Brother Leader Tread KTM team headed down to the final round of the cross-country national championship this weekend. The team was faced with challenging weather conditions but managed to bring home fantastic results across the board along with a South African championship in the form of Matthew Wilson in the OR3 class.
Bradley Cox brought home his number 1 KTM 450XCF second in class commenting: “A small mistake for me in the time trial hindered my initial progress in the main race trying to make passes in the dust but I managed to make steady progress and I am happy with my second place in the OR1 class. I had a challenging year with some downs but I hold my head high after 2 overall wins in 2022 and I am looking forward to 2023 already.”
Photo credit: ZCMC
Kerim Fitz-Gerald had a tough day with challenges from the get-go on a difficult track in difficult conditions but looks forward to some redemption in 2023. His season finished off with a 3rd in class and a very respectable 3rd in the OR2 championship.
Scott Heygate fought through a torn ACL and managed to nurse himself home second in class wrapping up his championship in 2nd place. Scott commented, “I had an extremely long day on the bike carrying my knee injury wasn’t easy on the tight twisty track. I am extremely happy with my second overall in the championship and look forward to getting my knee fixed and coming back next season to fight for wins once again.”
Photo credit: ZCMC
The man of the day was Matthew Wilson who piloted his KTM 250 XC-F to championship honours in the OR3 class. Matthew rode a steady race and did what he needed to do in order to wrap up his first South African championship. “The rain made the race extremely difficult and I didn’t want to make mistakes and throw away a whole years’ worth of work so I just did what I needed to do and made sure I got home safely. My bike didn’t skip a beat and I am so thankful to the whole team for giving me everything I needed to get the job done this year.”
Grant Frerichs, group team manager closed in saying: “The KTM team all performed well today with podium finishes across the board. All of the riders remained injury free and we fought through very difficult weather conditions. Kevin Tyrer, our technician, has done a phenomenal job this year with perfectly tuned bikes round after round and the team owes a lot of our success to him.”
Christmas is coming and so is the Roof Of Africa, and KTM has decided that now is the time for some juicy special offers for those considering buying a brand new KTM 890 or 1290 Adventure and 250 and 350 XC-W Enduro models, or a Husqvarna Norden 901 or TE250 and TE300 Enduro models. Even better, they are all absolutely free!
Looking at the 890 Adventure models first, the Tech Pack comprises the Rally Pack – ‘Rally’ ride mode and 9-stage traction control spin adjustment – Quickshifter +, MSR (Motor Slip Regulation – preventing the rear wheel locking on violent downshifts) and cruise control.
Image source: KTM
The KTM 1290 Super Adventure S comes equipped with the Rally Pack, Quickshiter + and MSR, all as on the 890 Adventure models. The 1290 Super Adventure S also gets Suspension Pro, which features auto preload, and additional damping modes – off-road, auto and advanced. There’s anti-dive fiction on the front forks, Hill Hold Control and an adaptive brake light, which flashes if the bike detects emergency braking to warn other road users following behind.
The KTM 1290 Super Adventure R gets everything the Super Adventure S gets but without the Suspension Pro.
Image source: KTM
These offers are not extended to the 390 Adventure models.
For the upcoming Roof of Africa, when you buy a KTM 250 or 300 XC-W before the end of November, you’ll be able to choose R20,000 worth of KTM Powerparts. The offer does not apply to Erzberg and Six Days models.
Image source: Husqvarna
Also for the Roof, if you buy a Husqvarna TE250 or TE300, you can choose R20,000 worth of technical accessories.
Last but not least, if you buy a Husqvarna Norden 901, you will receive a free Explorer Pack. This comprises an extra ‘Explorer’ riding mode, a nine-stage Traction Control Spin Adjuster and extra adjustment of the throttle response to tailor it to the conditions and terrain.
Image source: Husqvarna
Christmas has come early to KTM and Husqvarna dealers all over South Africa so why not treat yourself in preparation for some epic adventure or enduro rides before the year is out?
For more information on the bikes featured in this article, click on the links below…
Just how much faster can litre superbikes get? Well, if the new BMW M1000RR is anything to go by, we are looking at an increase of 8km/h, bringing the top speed to 314km/h, up from 306km/h. The amazing thing is that this speed increase has been brought about not by stressing the engine further, but by improvements to the aerodynamic efficiency of the fairing.
The newly designed fairing is made of exposed visible carbon fibre and a higher windscreen offers optimised airflow around the rider. For the first time, this fairing also comes with a particularly light yet very rigid front fairing support made of carbon fibre.
Image source: BMW Motorrad
It’s not just the fairing that has received attention. Winglets are now a feature of any self-respecting sports bike and those on the M RR have been revised. They now generate significantly more aerodynamic downforce – both in an upright riding position and when banking.
Another central point in optimising the entire aerodynamics was the area of the front wheel: carbon fibre brake cooling air ducts are fitted. They are integrated into the new front mudguard, which has been optimised for improved airflow around the fork legs and brake callipers.
Image source: BMW Motorrad
The M Aero Wheel Covers, which are also made of visible carbon fibre lower air resistance even further – especially at speeds above 250 km/h.
The engine retains its 212bhp at 14,500rpm output and torque figure of 113Nm (83.3 foot pounds) at 11,000rpm.
Image source: BMW Motorrad
The naked M1000R has also received upgrades, again mainly involving aerodynamics. The new M R was given winglets in the area of the front side panels with the aim of achieving the best possible riding stability at high speeds.
The winglets provide an increase in front wheel load of 11 kg at 220 km/h due to aerodynamic downforce. The BMW Motorrad developers’ countered the slightly increased aerodynamic resistance caused by the small additional frontal area and shape of the M winglets with a correspondingly designed wind deflector in front of the instrument cluster.
Image source: BMW Motorrad
The engine is based on that in the M1000RR and has a peak power output of 210bhp at 13,750rpm. This is a frankly incredible increase of 45bhp over the engine in the S1000R. Torque output remains the same as the M RR at 113Nm (against 114Nm at 9,250rpm for the S1000R). The gearing has been shortened for every gear between second and sixth for ridiculously explosive acceleration.
In both the M1000RR and M1000R, the engine features BMW’s Shiftcam variable valve timing technology.
Image source: BMW Motorrad
If the new M R in standard trim is still not enough for you, the M Competition Package offers a mix of refined components. In addition to the Blackstorm metallic / M Motorsport colour scheme, the M Competition package includes M Carbon wheels, M rider footrest system, M Carbon parts such as rear wheel cover and chain guard, front wheel cover, tank covers, airbox cover with tapes, wind deflector, sprocket cover, the M pillion package as well as the M pillion cover and a milled, fully adjustable M rider footrest system.
Despite having entered the superbike class over 20 years later than rivals from Japan and Italy, BMW has consistently sat at the head of the table and, with the latest revisions, it looks likely that its position is secure.
It seems daft to talk about a particular Harley-Davidson model as being iconic: Harley-Davidson itself is iconic and therefore, by extension, so are all the models.
Interestingly, it is not so much individual models that are iconic, but H-D engines: flat head, knucklehead, pan head, shovel head, and Evo are all names that are attached to different generations of Harleys. The individual model names never seem to gain any traction, or not nearly as much.
Photo credit: Bjorn Moreira / ZA Bikers
Of course, having written that last paragraph and sat thinking about it for a moment, I realise that I am (almost) completely wrong. Sportster, Road Glide, Electra Glide, and XR750 are all well-known model names so I’m kind of right and also kind of wrong. Oh, what the hell, it seems like a good way to start an article, so I’m going to stick with it.
If we are going to talk about individual iconic Harley models, then there is one that stands out head and shoulders above the rest, certainly from the last 30 years.
Photo credit: Bjorn Moreira / ZA Bikers
The model was shown in prototype form at the 1988 and 1989 Daytona Bike Weeks, went into production in 1990 and is still with us today. It is, of course, the Fat Boy.
You might think that Harley would be anxious to draw as little attention as possible to the size and weight of their motorcycles, but the Fat Boy name was a stroke of marketing genius: a sort of self-deprecating title that struck a chord with customers.
Photo credit: Bjorn Moreira / ZA Bikers
It has often been claimed that the name comes from the contraction of Fat Man and Little Boy – the names given to the two atomic bombs that were dropped on Japan by the U.S. at the end of the Second World War – as a sort of two-fingered salute to the Japanese motorcycle industry. It’s an interesting, if not a little xenophobic, idea but, thankfully, far from the truth.
“Fat Boy” actually comes from the observation that the motorcycle is rather wider than other bikes when viewed head-on. In a 2015 interview, Scott Miller, Harley-Davidson’s vice president of styling and product development, confirmed that the name was simply descriptive and had nothing to do with Harley’s Japanese competitors.
Photo credit: Bjorn Moreira / ZA Bikers
The Fat Boy was designed with a Softail frame. For those who might be in the dark as to what that means, it means a frame that looks as if it has a rigid rear end but, in fact, has a sprung swing arm with concealed springs.
Despite it being a Harley trademark, the Softail concept was originally designed in a garage in the 1970s by a mechanical engineer named Bill Davis and patented by him in 1976. Willie G. Davidson, the grandson of Harley-Davidson co-founder William A. Davidson originally turned down Bill Davis’ Softail concept, but the company later relented, buying the rights and designing its own Softail frame in-house.
Photo credit: Bjorn Moreira / ZA Bikers
The Fat Boy certainly looked like no other motorcycle on the market and would, in all likelihood, have been a success on its own. However, in 1991, in a marketing coup whose reverberations are still being felt today, it had a starring role in the biggest movie of the year, Terminator 2: Judgement Day.
No need to rehash what happened in the movie – you’ve all seen it – but it was unbelievably successful as a marketing boost for a new model. Overnight, the Fat Boy went from being yet another overblown Harley-Davidson model to a design icon in its own right.
Photo credit: Bjorn Moreira / ZA Bikers
Fast forward to 2018 and, as is the way with all motorcycle models, the Fat Boy was in line for a make-over and refresh. That’s not as easy as you might think: how do you improve your best-selling model without losing the essence of what made it sell so well in the first place and alienating your customer base?
Well, somehow, Harley managed it and, if I may offer my ten cents worth of personal opinion: it looks better than ever. In fact, I’d go so far as to say it is my favourite Harley-Davidson model of them all.
Photo credit: Bjorn Moreira / ZA Bikers
As ever, Harley-Davidson Mzansi was only too eager to lend us their demo Fat Boy for a few days and the only problem I could see was just that: it was only for a few days! The pressures of commerce come first, I know, but, oh boy, did I wish I wasn’t giving it back so soon!
It’s hard to explain if you’ve never ridden a Harley, the sense of occasion you feel when you are riding one. Riding any Harley is something completely different and special in motorcycling, but when it’s one that you really want to be on and to be seen on, it takes things to a whole new level.
Photo credit: Bjorn Moreira / ZA Bikers
It’s not as if the Fat Boy rides better than any other Harley: it’s not as if it is faster or handles better than any other Harley. It’s certainly not because it makes you feel like you are Schwarzenegger (well, not all the time…) but there’s just something about it. Maybe it’s the riding position – sitting low, arms stretched out wide, pulling your shoulders and torso slightly forward, legs splayed and feet on the footboards – that just makes you feel as if you look badass!
The 2022 Fat Boy is at once long, low and imposing but, somehow, has a delicacy of a line which keeps drawing the eye to it and, crucially, your eyes are never beaten into submission. It should, by all rights, be a brute of a bike but Harley has managed to make a big bike look like a big bike but not look ridiculous. Maybe it’s just all those years of practice?
Photo credit: Bjorn Moreira / ZA Bikers
As it comes off the showroom floor, the sound coming from the exhaust is, at first, a little disappointing: it is exceedingly muffled and low-key. After a while, however, I start to appreciate this unusual reticence for the Fat Boy to shout about itself. It does enough of that with its looks without having to resort to party tricks. Of course, I know I am in the minority and I will admit that there are many levels of decibels between stock and open-piped but I kind of like flying under the radar.
Also – and call me old if you wish – I rather like not being deafened after a long ride!
Photo credit: Bjorn Moreira / ZA Bikers
But that one mild and easily remedied criticism is all I have! I can’t think of anything that would prevent me from laying down a wad of cash and buying a Fat Boy. With the uncannily smooth 114 ci. Milwaukee Eight engine (the only option for the Fat Boy), goes like stink and, while the extremely wide rear tyre takes a while to get used to in low-speed cornering, it handles reassuringly well at any speed, the wide bars needing strong input which helps the bike feel all the more solid and planted for it.
All Harleys are viewed as blank canvasses for customising and the Fat Boy is no exception but there is not a single thing I would change about the 2022 version: to me, it’s just about perfect as it stands. The wheels are no longer solid but have perforations around the edge of the central disc, to help in cross winds, but they are still those iconic (that word again!) solid, heavy-looking wheels, just beautifully updated, like the rest of the bike.
Photo credit: Bjorn Moreira / ZA Bikers
The paint and chrome are both deep and lustrous and it all just feels so right: even the agricultural and clunky gearbox is perfect for the nature of the riding experience.
For that, to return to a theme I touched on earlier, what riding the Fat Boy is; an experience, an occasion. Yes, it’s just a frame with an engine and a pair of wheels, as is every motorcycle but, just like a song which uses the same seven notes as every other song, it’s the way all the elements have been put together that has created something unique and special. I would even go so far as to say the Fat Boy is the best Harley-Davidson you can buy today.
Our thanks to Harley-Davidson Mzansi for the loan of the Fat Boy. Being their demo model, it is available for anyone with a full motorcycle license to try.
I recommend that you do!
Photo credit: Bjorn Moreira / ZA Bikers
Harley-Davidson Fat Boy
For more information on the bike featured in this article, click on the links below…
The Kingdom is calling! If you’ve ever dreamed of competing in the Roof Of Africa but have had to come to the conclusion that it’s probably never going to happen, how about the next best thing – following the race on your own KTM adventure bike, through the stunning scenery of Lesotho?
This year’s Roof takes place at the beginning of November and KTM South Africa is offering 50 KTM adventure bike owners the opportunity to be a part of this incredible event.
Image source: KTM
Those who wish to take part will have the opportunity to follow The Roof of Africa on their KTM Adventure bike, led by Joey Evans, hero of the Dakar Rally. Riders will each receive exclusive GPS coordinates to follow the race on routes which take in all the beauty that Lesotho has to offer. Hydration will be supplied en route at specific hydration points each day. Each rider will receive a small KTM gift pack, including a t-shirt etc, at registration. KTM will supply shade and seating at the “official” hydration points as well as start/finish.
The ride is open to those who consider themselves to be of an intermediate skill level and it is not suitable for pillions.
Image source: KTM
The schedule is as follows:
Wednesday 10th November:
Sign-up for The KTM Adventure ride will take place at the Avani Hotel alongside the registration for the Roof of Africa. Please ensure to bring your GPS along so the routes for all 3 days can be loaded. If you don’t have a GPS, please link up with a rider who does.
Thursday 11th November:
After watching around the house in the morning, there will be a short route for the riders to partake in starting and finishing at Bushmans. The route will take you past a few viewing opportunities of the time trial route. Stay at Bushamans to watch the Gold and Silver EnduroX race.
Friday 12th November:
The ride will start at Bushmans, half an hour after the first Gold rider sets off on the route and will be approximately 220 km in distance, following the race. There will be spectator points along the route including 2 official hydration stops. There will be a small snack supplied at the second stop. The ride will end at Bushmans giving the participants the opportunity to watch the finish of day 1.
Saturday 12th November:
The ride will start and end at Bushmans again, giving the riders an opportunity to follow the last day of the race and watch the spectacular finish of The Roof of Africa 2022. The ride on Saturday will be approximately 150KM and include 2 official stopping points where you can watch some of the more remote racing points. Hydration and a snack will be supplied along the route.
Image source: KTM
This is the opportunity of a lifetime to not only watch the world’s best riders in action but to also push yourself and your KTM to new limits.
For more information, contact your nearest KTM Dealer.
If you’ve ever dreamt of owning a brand new MV Agusta but don’t have a spare couple of hundred thousand Rand burning a hole in your pocket, a solution is now at hand.
MV Agusta South Africa has partnered with Wesbank to create affordable access to this exclusive brand. Every model of petrol and electric motorcycles and E-bicycles in the range is included and every finance agreement includes the following benefits:
No deposit
A service plan
Guaranteed future value
Attractive insurance offers
Image source: MV Agusta
As an example, the beautiful 2022 Dragster 800 Rosso, 2022 F3 800 Rosso and 2022 Turismo Veloce Rosso can be yours from only R4300 pm, including no deposit, guaranteed future value and service plan! The new 2022 Dragster 800 RR SCS, F3 800 RR Carbon and the Turismo Veloce Lusso SCS only R5900 pm, also with no deposit.
For the brutal Hyper Nakeds such as the Brutale 1000RS and 1000RR, both capable of over 310 km/h, are available from only R6999 pm with no deposit.
Image source: MV Agusta
For the E-Bike fans, the AMO RC and RR are available from only R2399 pm over 36 months with no deposit!
Now now, guys and girls, this is not that kind of website! I’m talking about something totally different. With the onset of the recent bout of unseasonably warm weather, it got me thinking.
Faired bikes are not that pleasant to ride in the heat of the day. All the engine heat seeps from under the fairing and conspires to slow-cook your nether regions. Similarly, the screen, such a boon in cold weather, becomes an obstacle to keeping you comfortable on the bike. Enter the naked bike.
Image source: Ducati
Strangely enough, the Europeans caught on to this ages ago. Perhaps it is because only in recent years have we experienced traffic volumes that are not conducive to riding fast most of the time, where a screen and fairing are a boon.
These days, especially if like me, you use your bike daily, you spend most of your time on the bike at low speeds negotiating traffic. It is in this situation that your bike becomes an unpleasant sauna. Something to be endured rather than enjoyed. Enter the naked bike.
Image source: Ducati
Ducati’s Monster is about as iconic as naked bikes can be. The Monster, introduced in 1993, has built up a cult following all over the world, and for good reason. Firstly, there is the Italian styling and flair that comes standard with every Ducati. Secondly, the Monster is an absolute fun-filled blast to ride! None more so than the latest version.
At its heart is the dependable 937cc, 84 Kw L-Twin Testastretta desmodromic motor (Desmodromic valve actuation is to Ducati what flat sixes are to Porsche). It is a fantastic motor for a naked with oodles of torque (more than 80%) available from as low as 3,000rpm. Rev it out and it rewards with a typical Desmodromic top-end hit. Bolt on a twin tailpipe Termignoni slip-on and get a symphony of sound going that only a V-Twin can offer. It makes the most beautiful music through a mountain pass…only Andrea Bocelli could come close!
Image source: Ducati
Ducati have managed to pare significant weight off the latest Monster by utilising an aluminium frame and high-tech composite sub-frame. Whilst retaining the required rigidity of the old trellis frame, it has reduced the frame weight by a whopping 6,4 kg. The whole bike is a feathery 167 kg. You feel this as soon as you lift it off the side stand and especially when you are winding it through the twisties.
All variants of the Monster handle superbly, with their 43mm upside-down forks and mono-shocks. You even have the option, if you are a well-heeled connoisseur, of shelling for the top-of-the-range SP model, which is Ohlins equipped.
Taller bars and lower pegs have made the rider even more comfortable without compromising ground clearance. The wheels are also almost 2 kg lighter, making the lean-sensitive ABS Brembo brakes even more effective. The seat height is modest at around 820 mm and 840 mm on the SP. A lowering kit can be purchased to drop the seat height to 795 mm, making the Monster accessible to damn near everybody. A bi-directional quick-shifter mated to a six-speed box, enhances the riding fun even more.
In summary, there is an almost undefinable something that is built into a Ducati that makes these bikes special. A kind of unique Italian exotica which looks so undeniably cool outside your favourite coffee shop or eatery.
Image source: Ducati
Stick on your open face and Carrera’s and go for a cruise. Alternatively, pull on your leathers and go and bait sportbikes on your favourite stretch of twisty road. The Monster will always be a willing companion. So, if you are getting a bit hot under the collar, (or a bit further south) on your crotch rocket, maybe you should add an Italian hottie of the Monster variety to your stable.
Image source: Ducati
Ducati Monster Range
For more information on the bikes featured in this article, click on the links below…
Within ten minutes of riding the Suzuki Boulevard M109R, I have it all figured out. At least I think I do. Another ten minutes in, and I’m scratching my head, furiously drawing up a mental pros and cons list without the vaguest idea of where it’s going to land.
It must be a Boulevard thing. At least, that’s what I suspect lifelong fans of Suzuki’s monster cruiser will probably tell me; you either get it, or you don’t.
Photo credit: Wes Reyneke
Because when you think about it, the Boulevard really is to cruisers what the Hayabusa is to sportbikes. You either had a poster of it on your wall as a kid, or you think it’s butt-ugly and goofy. There’s a rare middle ground where maybe you don’t quite get it, but you get why some people love it so much.
Spend enough time with the Boulevard and its cult status, as niche as it is, starts to make sense.
Photo credit: Wes Reyneke
For starters, it looks like nothing else out there. The closest thing to it is probably the now-defunct Harley V-Rod—but visually, the Boulevard stands apart. It’s a little classic, a little futuristic, very fluid, and unapologetically muscular.
No doubt, the Boulevard’s design is polarising. But, for better or worse, it’s also undeniably cohesive. From the distinctive headlight cowl to the swooping tank and tapered tail section, everything feels like it belongs.
Photo credit: Wes Reyneke
The 18” wheels and upside-down forks add a hint of sportbike style, while the chunky swept-back risers and thick drag bars scream performance cruiser. A rear cowl keeps things streamlined, though it can be swapped for a passenger seat (which comes with the bike). And even the multitude of chromed surfaces complements each other perfectly; although there is a blacked-out option too if chrome ain’t your thing.
If nothing else, it has a presence—which is unsurprising, given its 347-kilo curb weight and 1,710 mm wheelbase. For reference, that’s almost as long as a BMW R18, but almost 20 kilos lighter.
Photo credit: Wes Reyneke
From the cockpit, the 19.5 l fuel tank splays your legs apart, as your feet reach for the forward pegs, and your arms stretch out to find those drag bars. The seat itself is super comfy; the rider triangle, not so much. Strong shoulder and inner thigh muscles are a must if you plan to ride the Boulevard over distance, at speed.
But while Suzuki’s flagship cruiser is best known for its looks, its biggest asset is actually its 1,783 cc V-twin motor. Suzuki doesn’t list its output—which is bizarre, because it makes good numbers. A quick jaunt around the internet’s myriad motorcycle spec websites reveals around 123 hp and 160 Nm, which, again, puts it a hair ahead of the R18, and Harley-Davidson’s Fat Bob 114.
Photo credit: Wes Reyneke
It’s not just good on paper though. In the real world, that motor is an absolute peach. Thanks to a smooth throttle response, and snappy power delivery from the Boulevard’s shaft drive, it pulls like a freight train.
I’m not sure if it’s baked into the motor’s architecture (it has forged aluminium pistons, liquid cooling, twin air intakes, a two-stage cam and up-to-date fuel injection), but the Boulevard somehow manages to be vibey and smooth at the same time. There’s enough vibration there to add character, but not so much that you feel it through the grips or pegs. And even at highway speeds, the picture in the rearview mirrors is still crystal clear.
Photo credit: Wes Reyneke
The cable-actuated clutch is lighter than it has any business being. Shifting through the Boulevard’s gearbox is easy enough, and although it only has five gears, their ratios are spot on. The engine’s happiest at around 3,000 rpm—that’s where it makes most of its torque, and that’s where it’ll sit at highway speeds in fifth, hardly breaking a sweat.
As for corners… you do the math. Given its heft, wheelbase, whopping 240-wide rear tyre and goofy riding position, the Boulevard is no GSX-R. But if you lean into the bars with boxy elbows and muscle it into turns, it’ll stick, and it’ll even surprise you with its lean angles. Plan your approach speed and angle of attack just right, and it might even be fun to corner with—albeit exhausting.
Photo credit: Wes Reyneke
Given how contemporary the engine feels, the rest of the Boulevard’s accoutrements (or lack of) feels almost agricultural. The brakes and suspension are mostly up to the task—but it lacks switchable rider modes or cruise control.
The dashboard is a highlight; a rev counter, gear position indicator and warning lights sit behind the headlight’s shroud, with a speedo that looks like it was lifted from a muscle car mounted atop the tank. But while you get an odo, trip meter, fuel gauge and clock, bonus features like your projected fuel range are omitted.
Photo credit: Wes Reyneke
Granted, most Boulevard customers are likely to dismiss these details as froufrou. But a part of me wonders if adding them, along with a set of cases and a fairing, wouldn’t turn this muscle cruiser into a capable and comfortable long-distance bagger.
But that’s just me, and my opinion is largely irrelevant. Ultimately the Boulevard is what it is: an unapologetic cruiser with love-or-hate looks, that does exactly what it says on the tin. There might be a ton of chrome, but there’s no pretence—and I can respect that.
Photo credit: Wes Reyneke
Suzuki Boulevard M109R
For more information on the bike featured in this article, click on the links below…
If anyone at Yamaha had a script to which they were working to this season, they obviously forgot to tell their rival teams. Or maybe the rival teams had a script but forgot to tell Yamaha about the last-minute changes.
What does Fabio Quartararo have to do to win the championship this year? Well, winning a race might be a good idea. Or finishing in the points? Both are good ideas. But, don’t forget, Bagnaia has crashed out of five races so far this year and yet there he sits, an insignificant two points off the top of the table after being 90 points adrift not that long ago.
Image source: www.motogp.com
Even Jack Miller has catapulted himself into contention with 45 points from the last two races. OK, so it’s a mathematical chance, one that would take huge levels of ill fortune for Bagnaia, Quartararo and Espargaro to come to fruition but, if there’s one thing that this season has taught us, it’s to expect the unexpected and take nothing for granted.
Ducati could still shoot themselves in the foot by not imposing team orders. Jack Miller was fighting for the win against Miguel Oliveira but, once that was over on the last lap, could he not have moved over to let Bagnaia through and gain some more important points? It would have stuck in Miller’s throat, for sure, especially with that mathematical chance, but he’s a team player and would probably have done it if he was asked, his departure from the team at the end of the season notwithstanding.
Image source: www.motogp.com
Instead, we had the sight of a blisteringly fast Zarco closing relentlessly on the leading four – Oliveira, Miller, Bagnaia and Marquez. He despatched Marquez with ease but then noticeably refrained from inflicting the same wounds on Bagnaia. This was just what Pecco needed: a buffer keeping Marquez at bay but one who wasn’t going to take points away from him.
Zarco was clearly playing the team game. Had he been asked by his team to leave Bagnaia alone? We’ll probably never know but what we do know is that Zarco has a debt owing to Ducati for facilitating the ride with the Pramac team when his career looked as if it was on the skids a couple of years ago. His keeping station behind the championship hopefully will have done his future prospects no harm whatsoever which is a good thing: Zarco deserves to win at least one race and, the longer he’s on the grid, the more likely that it will happen.
Image source: www.motogp.com
It is, of course, not just Bagnaia that Quartararo is up against: not just Bagnaia, but all other seven Ducati riders on the grid who will, you have to think, be told to help Bagnaia sooner rather than later.
Naturally, Bagnaia has to be in a position to help himself as well: it’s no use expecting seven Ducatis riding in front of you – if you’re having a bad race – to move over and let you past just so you can get the points: Bagnaia will have to win this on merit.
And it is the merit that got him onto the podium in Thailand. Remember the week before, in Japan? Bagnaia was nowhere and then crashed out. It’s no secret he doesn’t like the rain and who can blame him? If that is the case, then his ride in Thailand was one of the rides of the season and it could be pivotal for both Quartararo and Bagnaia, in terms of points won and not won. Mind you, you could say that about any race throughout this season.
Image source: www.motogp.com
A couple of weeks’ break and then we’re off to that king of tracks, Philip Island. Is it a Ducati track? Is it a Yamaha track? Can Quartararo pull himself out of his emotional slump (if, indeed, he is in one: you’d have to be some sort of superman to not be feeling down about the last two months’ racing and results but, then, that’s exactly what these guys are) and prevail against the Ducati army all on his own?
For that is what he’s been doing all season. Should Quartararo win the title in 2022, he will have done it all by himself. So has Bagnaia, if you want to be precise, but you have to think that he will be getting help from his teammate or the other Ducati riders in the last three rounds if he needs it. With no disrespect to Morbidelli, Quartararo is on his own for this one.
Image source: www.motogp.com
It’s by no means a foregone conclusion and it is likely that the title will go down to the last round in Valencia, which is exactly as it should be.
Philip Island. The MotoGP circus hasn’t been to Australia since 2019 and, in that time, aero add-ons have become ever more important. The wind can be punishingly strong on the island so how will the bikes cope? A track full of balls-out corners and all of them need full commitment from the rider and a bike that works properly. The Yamaha has traditionally been that bike but now, the Ducati GP22 is also that bike: good at any circuit in any conditions.
What can you say about Kawasaki’s Z900 that hasn’t already been said? The highly praised king of smooth took over the role of the Z800 back in 2017 and soon thereafter the Z1000, bringing riders a lighter tubular chassis, sharper handling and improved build quality. Five years down the line the Z900 is still around and has gone through design updates along with subtle tech updates to keep up with the times. All in all, the Z900 is still the same creamy smooth ‘Z’ that slipped its way into the exciting and competitive middle-weight naked bike class five years ago.
The question I found myself asking is, how does the Z900 fare with the current crop of nakeds and what makes it stand out from the massive horde of buzzing hoons?
Photo credit: Bjorn Moreira / ZA Bikers
Rolling into 2022 we see a familiar face, almost like bumping into a good old friend that reminds you of the good times. The Z900 greets you with its angular “Sugomi” design language followed by excellent build quality, starting from the wasp-like LED headlight, and broad shoulder fairings, to the sharpened-off tail section. Well the aesthetics of the Z900 can divide opinions, there’s no arguing that it is uniquely Kawasaki.
Kawasaki didn’t stop at the design, they’ve paid special attention to the smaller details too, like the metallic ‘H2-like’ tubular green frame, wavy discs, standard fly screen, Z-shaped LED tail-light and machined bar ends. These smaller details are what many manufacturers tend to just slap on last minute without much thought, but not so with Kawasaki and for me that goes a long way.
Photo credit: Bjorn Moreira / ZA Bikers
Who said inline-fours have no guts? In most cases, this statement stands a truth, but not so with the Z900. This fierce assassin throws its Kunai blades at its opponents with bags of midrange punch and low-down torque, making the Z as versatile as it gets. The Z’s 948 cc powerplant has always been the heart and soul of the Z900’s linear nature—the definition of smooth.
With 123 hp on tap and 99 Nm of torque, the Z pulls strong from as low down as 2,000 rpm, all the way to its 10,500 rpm redline. The low-down torque and light throttle make the Z a capable urban missile, allowing you to carry higher gears which in turn translates to a smooth and more economical ride. Looking down at the TFT display while cruising at 120 km/h on the highway, I saw the evil green purring at just 5,000 rpm with minimal vibration coming from the bars and pegs, but nothing worth stressing about.
Photo credit: Bjorn Moreira / ZA Bikers
On the 4.3” TFT display you’ll see three pre-programmed riding modes: Sport, Road, Rain and then one custom mode for the hooligans that want to turn it all off called Rider. Now pre-programmed explains itself, but here’s the easy science behind it: Sport mode has full power and TC set on 1, Road has full power but TC set on 2 and Rain has low power and TC set on 3. At first, I thought rain mode to be a bit of a gimmick, but after thinking about it Rain mode is really there for two reasons and that’s for rainy conditions and for those who are still finding their “sea legs”.
After finding my way around Kawasaki’s easy-to-understand and neatly laid out riding information on the dash, I stuck the Z in Sport mode. Sport mode in my opinion really suited the Z900’s chassis as the addition of traction and power control helped reel the bike in, or get the most out of the machine without much restriction. In town you can really feel how light and precise the clutch feel is, the movement on the shifter is just so short and quick—it just feels like it was tuned by people who ride.
Photo credit: Bjorn Moreira / ZA Bikers
A downer for me was that the main menu settings couldn’t be engaged on the switchgear but only on the buttons of the screen and secondly, I would have loved to also see a standard quick-shifter on the Z900—the power of the Z and intoxicating exhaust note warrants that extra performance factor.
When it comes to handling, I just have to use the “v” word again, versatile. Whether you’re a daily commuter or corner scratcher, the Z900 can do it all well and a lot of that is thanks to its chassis and suspension. Yes, it’s not shiny gold Öhlins like on the ‘SE’ model, but the chassis is already just so good that it gives you confidence right out of the blocks. In all honesty, it’s one of the only bikes that I’ve ridden and instantly felt at home on.
Photo credit: Bjorn Moreira / ZA Bikers
The suspension is stiff but well damped, which makes longer stints in the saddle doable and heaven on the twisties. My personal handling preference when it comes to a motorcycle is a stable and planted front end and that’s exactly what the Z900 offers, without feeling heavy. The steering is very stable, which makes leaning onto the edge of the tyre on faster sweeps just effortless.
Once out of the bends there’s lots of stopping power at both ends provided by the Nissin callipers. The only drawback for me was the standard Dunlop Roadsport 2 tyres which just felt vague and would brake loose just by looking at them, thankfully a good set of Pirelli Diablo Rosso’s, fitted by Kawasaki’s technicians made the Z stick to the road like jam on toast.
Photo credit: Bjorn Moreira / ZA Bikers
After a long day’s ride or work and back commute, the Kawi should return a reasonable fuel economy of just around 20 km/L. In two hectic days of slow JHB traffic and smooth riding, I actually got 23.3 km/L, but if you going to loft the front wheel you should see a number around the 18 mark.
If you are the kind of rider that likes to ride spiritedly, the Kawasaki will still do so with a few litres of fuel to spare with its surprisingly big 17-litre fuel tank—a good 2 to 3 litres more than most of the bikes in its class. The ergo’s are really good too. The seat is firm yet comfy, the stretch to the bars is just right and the footpeg position is mid-set—definitely a bike I’d smash big distance on.
Photo credit: Bjorn Moreira / ZA Bikers
At the end of the day, Kawasaki’s Z900 offers you real-world versatility in a confidence-inspiring package, which is super easy to live with. Unlike its competitors, the Kawasaki sort of does it all and will always score a 4/5. The best part is, you don’t have to break the bank either!
The Z900 will cost you a lightweight bill of 165k, now that is a bargain with almost all of its serious competitors costing you 200k plus VAT. You could argue that the Z900 is too clinical or boring for your taste buds, but I doubt you’d find a better-naked bike that can do it all.
BMW has announced the next generation of its S 1000 RR superbike and claims that it has raised the performance to a new level. Given the heights to which they have already raised the S 1000 RR with the current generation, that is a bold claim.
This is no cosmetic make-over: BMW has introduced innovations to the engine, suspension, chassis, aerodynamics and electronic assistance systems.
Image source: BMW
The engine gets 2 more kW of power (about 2.6bhp in old money), making the total 154kW (about 210bhp). Torque remains at 113Nm. The torque curve has been flattened to give more usable power delivery through the rev range.
The heart of the chassis of the new S 1000 RR is still the aluminium bridge frame, which is a welded construction of four gravity die-cast elements. The engine is a load-bearing part of the structure. With the aim of optimising flexibility laterally, the main frame of the new RR was given several openings in the side areas. The new chassis geometry is accompanied not only by even better riding precision but also by increased accuracy and clearer feedback from the front wheel.
Image source: BMW
But it is the electronics that, almost inevitably, have had the biggest upgrade, featuring new ideas that you never thought you needed!
The new feature of Dynamic Traction Control DTC is the Slide Control function. It allows the rider to select two preset drift angles for the traction control system when accelerating out of bends. Technically, this is achieved using a steering angle sensor. Up to the respective leaning angle, the traction control system allows slippage at the rear wheel when accelerating out of a bend, thus enabling rear wheel drift. When the preset steering angle value is reached, traction control intervenes, reduces slip and stabilises the motorcycle.
Image source: BMW
The ABS is upgraded to ABS Pro with new Brake Slide Assist and ABS Pro “Slick” setting functions. The new Brake Slide Assist function is an important and very helpful innovation for race track riders. As in the new DTC Slide Control function, this new system is also based on steering angle sensors and allows the rider to set a specific drift angle for so-called braking drifts while sliding into corners at a maintained speed.
The bodywork has been tweaked front and rear, and the inevitable winglets add downforce to the front when accelerating out of corners and stability under braking. You can expect to see the new S 1000 RR in showrooms in South Africa in the second quarter of 2023.
In what is becoming an annual fixture ahead of the EICMA show in Milan, Italy, in November, Ducati used the third of its weekly online World Premiere episodes to showcase the new Ducati Multistrada V4 Rally.
Key features of the new model are improved comfort, a larger fuel tank giving greater range and a whole new dose of off-road aptitude. Ducati is clearly taking a very close look at both KTM and BMW and wanting to improve the real-world ability of the Multistrada V4 while losing nothing of the Ducati DNA.
Image source: Ducati
If you were inclined to think that power outputs for adventure bikes were getting a little out of hand, then maybe turn away now. The V4 engine in the Multistrada produces 170bhp: that’s a lot for any bike, let alone an adventure bike but it’s not at the expense of longevity as Ducati has managed to keep service intervals to 60,000km for the valve train and 15,000km for the oil. The engine is fed by a new 30-litre petrol tank.
Image source: Ducati
The semi-active suspension has increased travel (now 200mm) which also gives a higher ground clearance. Skyhook DSS EVO is fitted as standard, as is auto-levelling to keep the bike on an even keel no matter the load.
The screen is bigger and the pannier mounts have been moved back to give the pillion more room. Talking about dimensions, those vertically challenged riders who might not usually think that an adventure bike is for them will be pleased to note that various seats are available in different thicknesses and there is a suspension lowering kit.
Image source: Ducati
Taking a leaf out of Harley Davidson’s book, the Multistrada V4 Rally is fitted with Minimum Preload Function which allows the rider to lower the bike when coming to a stop or riding at low speed. It does this by minimising the preload of the rear shock absorber. Another neat electronic function is called Easy Lift, which, by opening the suspension hydraulics when turning the bike on, reduces the effort required to lift the motorcycle from the side stand by compressing the forks and shock. A centre stand is also fitted.
On the electronics side of things, the Multi V4 Rally is the first bike in the world to be fitted with front and rear radar, supporting active cruise control and blind-spot detection. Naturally, there is cornering ABS and traction control, wheelie control, and cornering lights.
Image source: Ducati
Four riding modes are present and Enduro mode reduces power to 114bhp and, when idling, the rear bank of two cylinders is shut off. This also occurs at low engine loads in order to increase fuel consumption.
Three different versions are available: Adventure Radar, with Adaptive Cruise Control and Blind Spot Detection, Adventure Travel and Radar, which adds aluminium panniers, heated grips and saddles, and Full Adventure adds an Akrapovic silencer and carbon fibre front mudguard.
For pricing and arrival dates for the new Multistrada V4 Rally, visit Ducati South Africa at www.ducati.co.za
Over the years we have seen a majority of motorcycle manufacturers jump on the small capacity adventure motorcycle bandwagon, not just for the sake of it but because of how important it is to influence new buyers and grow the market. There is no denying it, adventure and off-road motorcycling are two of the most popular markets in the industry today, and that may be because we seek adventure more than ever in this modern society or because we see adventure bikes as the jack of all trades.
The thing is, we have been brainwashed to think we need to throw a leg over the giants in the industry because “I read it’s the best for this or that”, but for getting started you might not need all that bike and later on what that particular bike is suited for is maybe not your cup of tea. The best part of it all is that adventure motorcycles come in all shapes and sizes and bigger isn’t always better—we highly recommend something lightweight and with a smaller engine size in most cases.
Photo credit: Bjorn Moreira / ZA Bikers
Right now the 300 to 400 cc market has shown us some real potential with brands like BMW, KTM, Honda and Kawasaki bringing us some really awesome adventure bikes that work seriously well as daily commuters too. The thing is, over the years pricing has started to get a little steep to the point where you need 100k to afford your entry into adventure or your perfect daily commuter. This is where SAM (Southern African Motorcycles), the importer of VOGE motorcycles comes to the show with their affordable and good-looking adventure-styled VOGE 300DS.
The question is, does the VOGE 300DS fill a vital gap in the small-capacity adventure motorcycle market?
Photo credit: Bjorn Moreira / ZA Bikers
At first glance the VOGE’s subtle adv styling sort of allures to the fact that the ‘DS’ is more of a soft-roader, rather than a fully-fledged adventure, but aren’t most of them anyways? The design is clean and the finishes impressed me, as I was expecting a budget bike. Then you get the subtle design cues like a VOGE emblem in the LED headlight, Corbin-like seat, adjustable screen and neat features like the USB charge port and clear LCD display that definitely don’t shout budget, but rather quality. For a bit more spend you can order the DS a bash plate and crash bars from VOGE’s optional extras catalogue—for that extra protection or better off-road look.
Photo credit: Bjorn Moreira / ZA Bikers
Yes, the elephant in the room is the 17” rims, but we are talking about an entry-level adv-based commuter. A set of aggressive tyres should keep most demons at bay and take nothing away from the DS when it comes to handling on the road, and handle it does. The DS offers a plush ride with good enough damping to ride on the rough stuff we call tarred roads. Although more road-biased with its little suspension travel the DS still has 190 mm of ground clearance and a stiff setup makes up for the lack of travel—so light off-road duty and curb hopping are a breeze.
Photo credit: Simon Morton / ZA Bikers
Once seated on the VOGE you will notice its mid-level seat height of 810 mm, this is a great height for shorter riders and provides confidence when coming to a stop or when faced with a tricky situation. Most of the competitors hover around the 850 mm seat height which almost makes it impossible for shorter riders to get started in the first place, especially when you think a BMW R 1250 GS Adventure’s seat height starts at 790 mm. VOGE have also made the DS’s seat narrow so when standing it gives you a more natural leg bend and combined with the bar risers almost perfect ergo’s for riders between 160 to 175 cm.
Photo credit: Bjorn Moreira / ZA Bikers
The VOGE 300DS is driven by a 292 cc single-cylinder, liquid-cooled, electronic fuel-injected motor. Although only 300 cc, the DS feels way more competent—both on the open road and in the slower stuff, too. It’ll sit at a comfortable 120 km/h at 7,000 rpm, with 2,000 more revs to spare, but also effortlessly lugs at under 3,000 when negotiating tight single track. This is thanks to its smooth 6-speed gearbox, which almost works as an overdrive once you pop it into sixth.
With 28 hp and 25 Nm, the DS won’t pull much “skin off a rice pudding” but competes with the likes of the BMW G 310 GS with one less Nm and only 6 hp down (bearing in mind there is an R47 000 price difference between the two bikes). This should put things into perspective of how competitive this DS really is. Another interesting fact, is that the VOGE 300DS is built by Loncin Industries, who builds a certain parallel twin for BMW’s F 850 GS—this explains then why the bike has got such good build quality and riding feel.
Photo credit: Bjorn Moreira / ZA Bikers
The DS won’t blow the minds of the tech-savvy with its LCD display, but it more than makes up for it with its contemporary well-designed layout that shows the rider all they need—it’s better than what we see on most entry-level Japanese equivalents.
As already mentioned the DS isn’t all about the latest software, but hardware is a different story with electronic fuel injection, an electric start, tubeless tyres, strong disc brakes, full LED lights, a rear luggage rack for a top box (or mounting point for a tail bag), USB charge port and an adjustable rally-style windscreen that offers much wind deflection.
Photo credit: Bjorn Moreira / ZA Bikers
With VOGE combining all of this with a smooth gearbox, a good economy of just over 30 km/L, its 16-litre fuel tank and an impressive 155 km/h top speed, they have made the DS a capable motorcycle to comfortably tackle some lightweight adventures.
The VOGE 300DS ultimately punches above its weight, and will happily ride alongside its fellow 300 cc odd adventure bike brethren. It also answers the question I asked myself earlier, by offering riders a lightweight and affordable start to adventuring at just R62,999.
Photo credit: Bjorn Moreira / ZA Bikers
VOGE 300DS
For more information on the bike featured in this article, click on the link below…
Maybe it’s just me, but I am endlessly curious. I have used a number of Liqui Moly products and consistently found them to be absolutely excellent. I was intrigued to find out more about Liqui Moly the company.
Their story goes back to a post-war occupied Germany. It was difficult to stock the shelves of a General Dealer store in the war-devastated country. You would try and sell whatever you could lay your hands on. The American army sold cans of an oil additive, called Liqui Moly, which contained Molybdenum Disulfide. They say that necessity is the mother of invention, and so it was with Molybdenum Disulfide.
Image source: Liqui Moly
Let’s go back to the First World War and specifically aerial combat. Aircraft were in their infancy, but it didn’t take long for the military to see their potential in a combat role. Aircraft were soon adapted from pilots flying around taking pot shots at each other with revolvers and dropping hand grenades, to machine guns firing through the propeller (without shooting your own plane down) and proper bomb racks.
Machine gun fire raking your aircraft often resulted in oil tanks or lines being hit and a resulting loss of your vital engine lubrication. A seized engine gave you far fewer options of a suitable crash landing spot. Molybdenum Disulfide came to the rescue. Adding a can to your oil provided enough residual lubrication to keep an oil-less engine running for long enough to give the pilot a fighting chance of landing in one piece. Given the success of the German ace, Mannfred von Richtofen, (the Red Baron) and his Flying Circus, I am sure that Molybdenum Disulfide saved a number of Allied pilots’ lives!
So why is Molybdenum Disulfide so slippery? For those of you boring boys and girls who actually paid attention in your science classes, you will know that Molybdenum Disulfide is what results when you mix one part of Molybdenum with two parts of Sulphur. Doing this results in what scientists call “superlubricity”.
Image source: Liqui Moly
In layman’s terms, the shear strength goes up when the friction is increased, maintaining lubrication. How cool is that? The harder I ride my bike the better it lubricates! Well, sort of…the fact is, it has an almost unparalleled low coefficient of friction. Less friction means more power and extended engine life. It’s a no-brainer really.
So it was then, that back in 1957, in a town called Ulm, on the banks of the Danube river, Liqui Moly the company was formed. The rest, as they say, is history. Today, Liqui Moly sells a range of around 4,000 products in more than 120 countries.
Lubricants form the core of the business, but as you will know from our product posts, they have an amazing range of superb products. Liqui Moly allows you to maintain your bike and riding kit both inside and out, as well as keep pesky rats away from it! It doesn’t get much better than that.
Liqui Moly has a long history in motorsport in Europe, the USA, the Middle East and Asia. Since 2015 Liqui Moly has been the sole lubricant sponsor in Moto2 and Moto3. Formula 1 signed a three-year deal in 2020. If these entities are happy to put their faith in Liqui Moly then count me in too!
Image source: Liqui Moly
For more information on Liqui Moly’s product range, click HERE.
The Roof of Africa is not known as the Mother of Hard Enduro for nothing: the days are long and the riding is as hard as you will find anywhere in the world.
Photo credit: ZCMC
The thing is, the days don’t end when you stop riding. The riders may be able to replenish their depleted energy levels and get some sleep, but the bikes also need a lot of attention if you’re not to be stranded out in the middle of nowhere the next day.
Of course, if it was easy, then the event wouldn’t separate the men from the boys but that’s not to say that you shouldn’t take advantage of any help that’s offered back in the pits.
For the 2022 Roof of Africa event, Yamaha bLU cRU is making an amazing offer to any competing Yamaha rider.
Photo Source: Yamaha
If you have entered the Roof of Africa on a Yamaha, you can expect to be treated like a factory racer for the duration of the event. bLU cRU Yamaha’s Roof support program is there to take the pressure off you and your crew by offering all Yamaha Roof entrants the following services:
The bLU cRU Yamaha Roof Support Centre will be set up at the official Roof Start/Finish area, in a massive 300sqm marquee tent!
Here, as you finish your day’s ride, bLU cRU Yamaha’s technicians will greet you, fill out a job card listing your necessary bike maintenance – and then wish you well as you depart to your accommodation for some well-earned R & R!
Photo Source: Yamaha
The next time you will see your fully prepped race bike will be on the start line the following morning! During that time, bLU cRU Yamaha technicians will take care of all your bikes requirements, which include:
Cleaning your bike
Changing your tyres/mousses
Air filters change
Oil changes
Chain lubes
Set up adjustments
In fact, whatever you require, they will be able to do it for you.
So, right now, you are asking yourself, ‘yeah, but how much will that cost?’ Well, we’re not sure if you’ll believe this but all of this is a FREE service provided to you by bLU cRU YAMAHA.
Photo Source: Yamaha
You will not pay for any labour, lubes, tyre changes, bike washes, or security – it has all been laid on for you courtesy of bLU cRU Yamaha! The only items you will have to pay for are any spares that you may require, of which they will have stock of most key items right there in the Maluti Mountains!
Also, you won’t need to stress about the safety of your bike overnight! Yamaha bLU cRU will have a security system in place, and your bike will be secure inside the marquee each night.
It’s all very well having the overnight maintenance and cleaning figured out but what about during the day, out in the middle of nowhere? Did you have to ask?
bLU cRU Yamaha will have a dedicated service crew at each DSP, offering mechanical and refuelling assistance to any Yamaha rider (or their crew) requiring these services. Gazebos, lubes, enviro-mats, fire extinguishers, and selected spares will be available to keep your race going! All your crew will have to do is ensure that your race fuel and body fuel arrives at the bLU cRU Gazebo situated at each DSP – the bLU cRU boys will do the rest for you!
Photo Source: Yamaha
So now, there really is no excuse not to get your entry in for the Roof of Africa. You don’t have to take our word for it: for more information, email Mark Roach at [email protected] or call him on 083 651 1677 or head to your nearest bLU cRU YAMAHA Dealer for any additional information.
Spring has arrived and so too has another Biker’s Warehouse Urban Commuter Run. The second edition took place this past Sunday and with it arrived a fresh new group of riders, tweaked 250 cc beasties and some familiar faces from the motorcycle industry. As mentioned before, the Urban Commuter Run initially started its life as an ‘ease’ into biking for newer riders and late bloomers, but now it has too sparked an interest in those who ride big motorcycles but long to ride their small bikes with a bunch of fellow “little bike” lovers—those that appreciate the fun in the little things.
Photo credit: Bjorn Moreira / ZA Bikers
We arrived at Biker’s Warehouse (BW for short) early Sunday morning to a crowd of scoots, custom builds, 2-strokers and urban missiles, all under the 250 cc limit. Camaraderie comes with much time spent with one another but in the motorcycle community, it’s something that is almost sparked instantly, when the same interests spark the fuel-enriched friendship. This camaraderie was seen at our meetup point and continued throughout the ride and day.
Photo credit: Bjorn Moreira / ZA Bikers
We rolled out of ‘BW’ just after 8:30 and filtered our way through some of Johannesburg’s back roads and inner city routes, before making our stop at the Linden market. Not only was the ride fun, but seeing the smiles and laughter made it so much more enjoyable. Mercia Jansen’s (Motul Area Manager for Southern and Eastern Africa) classic 2-stroke Vespa definitely took the cologne of the day award.
Photo credit: Bjorn Moreira / ZA Bikers
Riaan Fourie’s (Head of Motorcycles at Honda SA) Repsol wrapped Honda Elite 125 scooter certainly kept my mind wondering about how Marc Márquez was going to perform at Motegi.
Photo credit: Bjorn Moreira / ZA Bikers
The Linden market soon greeted us 30 odd riders after our loop around the burbs with live music, food, clothing stalls and just about everything you can imagine bringing our ride to a happy close. The ride left us with much to socialise about and for the newcomers, excitement for the next ride was already brewing.
Photo credit: Bjorn Moreira / ZA Bikers
What a cracker this last Urban Commuter Run was, if you haven’t managed to join the last two please keep your eyes on the Biker’s Warehouse events section for their upcoming rides and other fun events. So, there you have it another successful event that has also picked up speed and a few new fans, who I’m sure will keep attending this event, especially if Biker’s Warehouse makes it a regular ride.
As we reported here, Honda South Africa has realised that its brilliant Quest adventure riding challenge needs a shot of publicity to bring it to the wider public’s attention.
To that end, Honda is sending a fleet of Africa Twins around the country to Honda Dealers to promote the event and not only give people the chance to ride the Africa Twin but also to encourage them to register to take part in the event.
Photo credit: Bjorn Moreira / ZA Bikers
Not that Honda has been short of entrants in the past, with 3-4,000 entries coming in which were then whittled down to 30 who would go on to attend a Boot Camp which would see the final 14 go through to the event itself.
As my esteemed colleague, Dave Cilliers, said, “In the past, Honda has not got the mileage out of Quest that was intended or deserved.” This has spurred Honda South Africa, most ably led by Riaan Fourie, to revise its approach, not to the event itself, but to the buzz around it.
Photo credit: Bjorn Moreira / ZA Bikers
In order to do this, there will not only be the aforementioned Road to Quest events at dealers around the country but training days held at venues such as the ADA Training Facility near Hartebeespoort Dam.
Riders of any make of adventure bike were invited, not just Honda and around 30 riders arrived on a mixture of KTM, BMW, Triumph and Honda motorcycles for what proved to be a relaxed but instructive morning in the capable hands of Diete Engelbrecht and the team at ADA.
Photo credit: Bjorn Moreira / ZA Bikers
The team at ADA are well versed in the different skill levels of riders who visit them for training and know that pushing riders too far too fast will only lead to them becoming discouraged rather than encouraged, not to mention damaged motorcycles and riders. Diete managed the morning with a nice line of humour and he also has the knack of making you believe you can do anything with the right approach.
Nothing we did was extreme or dangerous but that’s not to say it wasn’t challenging. The majority of the day took place on the skid pan and concentrated on the basics: picking up a bike on its side, skid braking (with rear brake only), skid turns and pivot turns.
Photo credit: Bjorn Moreira / ZA Bikers
At all times, we were encouraged to leave our own personal bubbles and take a look around to see how others were faring. Invariably, that involved noticing that nearly everyone else was just as bad as you were and that bikes were on their sides left, right and centre. Clever psychology, that: it made you feel as if you might not be the worst rider there and that, just maybe, you had a handle on the techniques and skill required.
A couple of exercises on small, but steep, slopes and a spell in the sand pit rounded off the day and, while all that might sound rather tame to those of you who ride adventure trails weekend in, weekend out, there are many of us who only manage to do it once in a blue moon and a short reminder course such as this is the perfect way to get your eye in again.
Photo credit: Bjorn Moreira / ZA Bikers
I’m not sure there wasn’t one attendee who didn’t regret the day was over so soon nor, similarly, that there wasn’t anyone there who hadn’t surprised themselves. With the right instruction, you quickly discover new and unsuspected depths to your talents.
Of course, the main thrust of the day was to let people know that you don’t have to be an expert to enter the Quest. There are many entrants who have got through to the final stage who have never so much as imagined they could ride through thick sand, let alone do it. Many of the successful entrants are committed road riders with absolutely no experience in adventure riding. Very few are Roof of Africa-quality riders.
Photo credit: Bjorn Moreira / ZA Bikers
The ultimate skill is not the purpose of the Quest: the thinking behind the event is to take people out of their comfort zones and watch how they cope with adversity, and how it brings out the best in them. Are they team players? Can they see further than their own challenges and consider others and the environment through which they are travelling? Can they lift up those who are struggling both physically and mentally while maintaining their own morale? Do they constantly put themselves second?
If the answer to any of these questions is yes, then you need to stop procrastinating and get your entry in. They are not open yet but will be soon. Keep an eye on Honda Wing SA’s Facebook page for further notices.
Photo credit: Bjorn Moreira / ZA Bikers
Will I be entering? You bet I will. Right now, after the couple of years we’ve all endured, I need something to remind me to take more time to push myself and realise that I’m not alone: that others might be worse off than me and that maybe I can help them. If it involves riding a motorcycle through this incredible country we call home, then so much the better.
See you at the starting line!
Huge thanks to Triumph South Africa for the loan of a stunning Tiger 1200 to use at the training day at ADA. Among the massed ranks of KTMs and Hondas, it got a lot of attention, all of it justified. On the skid pan, it proved totally stable and forgiving, with near-perfect weight distribution and balance. On the road there and back, it just had so much ability, comfort and dynamism, not to mention a fantastic exhaust note thanks to the new 1, 3, 2 firing order and the T-plane crankshaft.
Photo credit: Bjorn Moreira / ZA Bikers
The 2022 Tiger 1200 will rightly go down as one of the great adventure bikes, an impressive achievement by Triumph when the previous Tiger 1200 was already so good.
After last year’s successful October Fair held at BMW Motorrad Centurion (formerly Bavarian Motorcycles), the team have decided to bring it back and in spectacular fashion. On the 15th of October ‘Bavarian’ will be kicking off the proceedings with good food, accessory stalls, demo rides on a variety of BMWs, music played by Clint Cunningham and both Christelle van der Meulen and Warren Venter from the SA GS Trophy winners team will be joining in on the festivities.
After having attended last year’s event one thing is for sure, Bavarian’s October Fair is an event for those looking to enjoy a sunny social morning with like-minded company. So, bring a friend or your family with you and enjoy a festive day at BMW Motorrad Centurion’s new home from 08:30 to 1 pm.
A taste of what’s to come…
1 of 13
BMW Motorrad Centurion
1024 Bank Avenue
Centurion, Pretoria
Gauteng
South Africa
They had him on the ropes, reeling and waiting for the knockout blow, but it never came. Instead, Quartararo’s closest rivals for the 2022 title, Bagnaia and Espargaro, let him off with a light slap. If Quartararo had managed to finish any higher than eighth, there wouldn’t be any contact between hand and face at all.
Espargaro blinked first, his Aprilia’s electronics having not been set properly on the grid. The bike was left in a special fuel-saving ‘Eco’ mode, normally used solely for getting from the pits to the grid. Espargaro’s frustration was laid bare as he trundled back to the pits at no more than 100km/h to swap bikes, desperately trying to get there before the flag fell. Starting from the exit of pit lane is one thing, but to still be riding down pit lane when the lights go out is doubly galling.
Image source: www.motogp.com
This was to be no Assen-like meteoric recovery ride: 16th at the flag was all he could achieve, despite riding at the race leader’s pace. Not a single point after qualifying so well in sixth. Not only that, but the Aprilia was completely new to the Motegi track: the last time they raced there, it was the old Aprilia with the 75° V-four. The current 90° V-four is a completely different beast and two seconds a lap faster than the old bike, while other bikes had only gained one second in three years away.
Given all that, a podium was absolutely on the cards. Maybe he couldn’t have beaten Miller but a second place would have left him but five points behind Quartararo. Of such mistakes are championships lost. It wasn’t his only handicap, however:
“I changed bikes in the pits but the second bike had the soft rear tyre and I can’t ride with that tyre, the bike was pushing the front everywhere. I was also nervous and made a lot of mistakes. It was a huge mistake but we are humans, we’re a team and I will try to win in Thailand.”
Image source: www.motogp.com
It was hardly any better for Bagnaia, who qualified an uncharacteristically lacklustre twelfth. During the race, he messed around at the blunt end of the top ten, always behind Quartararo but never able to get past. Desperation seemed to be setting in, even though finishing behind Quartararo would lose him only a couple of points to the championship leader.
On the last lap, it happened: Bagnaia tucked the front when trying a late lunge up the inside of Quartararo and it was a miracle that he missed the Yamaha as he slid to the outside of the track and into retirement.
Image source: www.motogp.com
He really didn’t need to try and make the pass, but he’s a racer: what would you expect him to do? But for the whole race, he was suffering from front tyre temperature.
“My front pressure was very, very, very high, so I was struggling to stop the bike,” he said. “This was one of the first times this year I was in a big group, so we weren’t prepared for that.
“One point can make a difference, so I was trying to do it,” he explained. “I was too ambitious – finishing behind Fabio or waiting for a safer opportunity to overtake would’ve been better, but I’m trying to win the championship.”
Image source: www.motogp.com
Ironically, the front tyre temperature issue is of Ducati’s own making: after all, it was they who introduced aero technology to MotoGP, the same aero that disturbs airflow behind the bike so much that the following bike is riding in lots of heat coming off the bike in front and also affects braking performance, putting further stress on the front tyre.
Bagnaia was undone not only by the rain-truncated practice sessions, which left him too little time to set the bike up but also by the horde of hungry Ducati riders all around him on track. There are still no team orders from Ducati and this could be Bagnaia’s undoing as none of the young guns are under any obligation to leave him alone or make his life easy. When will Ducati do something about this? After it’s too late for the championship? Three consecutive manufacturer’s titles are one thing, but it’s the rider’s championship that everyone remembers.
Image source: www.motogp.com
It’s not a complete disaster for the title top three: Bagnaia’s deficit has gone from 10 points to 18 and Espargaro’s from 17 points to 25 but it could have all been so different. This was one of the tracks that were meant to suit the Ducatis and, indeed, it did, with Miller taking a dominant and untroubled victory. No one will begrudge him the victory but this was meant to be the race that cemented Bagnaia’s challenge: not delivering the knock-out blow to Quartararo but getting in another punch before the circus heads to a more Yamaha-friendly track.
Image source: www.motogp.com
As it was, Quartararo was let off the hook by both his title rivals but still didn’t capitalise as much as he could have done. Eight points should have been, perhaps, 20 for second place (no one was beating Miller) but if Bagnaia wasn’t getting past Quartararo, then Quartararo wasn’t getting past anyone, either.
It wasn’t a vintage race but, by the same token, it wasn’t unexciting, especially with Brad Binder running in a podium position for the majority of the race. Second place was a brilliant reward for a gutsy ride on a rear tyre (hard) that he hadn’t tried the whole weekend. The gamble paid off and reinforced what Aleix Espargaro said after the Aragon round last weekend: that Binder on the KTM is one of the best riders on the grid at the moment.
Image source: www.motogp.com
After his pole position, much was expected of Marc Marquez, although there were doubts about his ability to last a whole race with his compromised fitness. However, even though he dropped out of the top three right from the get-go, he ran consistently in the top five and finished an impressive fourth, after a penultimate-lap overtake on Oliveira. The smile on his face as he sat back in his pit box will be worrying for the rest of the grid: Marquez is back and I for one will not be betting against him taking a win before the season is out.
Image source: www.motogp.com
But what of Miller? What a sublime demonstration of pace: completely demoralising for everyone behind him and yet there would be not one begrudging voice in the paddock afterwards, such is the measure of affection everyone feels for him. For once the luck was with Miller and he ended his 18-month victory drought in fine style.
“Congrats to Jack, he was on another level today,” stated future team-mate Brad Binder. “When he passed me, he literally disappeared in about three or four laps. I could see he was on a roll and knowing Jack I thought he’d have the hard tyre too. By about Lap 10, I knew we weren’t gonna see him again. Hats off to Jack and it’s gonna be awesome having him on the team next year.”
My guess is that Miller will be formidable on the KTM next year. As long as he’s not too formidable and beats Binder!
2022 sees the Motul Roof of Africa back in full swing continuing to build on its stature as one of the toughest Extreme Enduro events in the world, with a legacy dating back to 1967. Over the years, the event sponsors along with many motorcycle dealers have tried to make the ‘Roof’ and all its rules more manageable for teams and riders. RAD KTM is one of those dealers, and this year they are offering riders an affordable service package.
One of the most commonly asked questions when competing in the Roof of Africa is: can you compete without a service crew? The answer to that question is no. This is because riders need at least one person to transport their fuel, help with hydration and carry nutritional products to the designated service points on each mountain race day.
Photo credit: Bjorn Moreira / ZA Bikers
RAD’s service package ticks all these boxes whilst keeping your ride in tip-top shape. RAD will be able to engage with all competitors, from professional riders to “weekend warriors”, by providing technical expertise, advice and services to participants through their premium service package.
The package will cost you R4000.00 and will include the following:
2 qualified technicians
Pre-service at RAD_KTM (Includes a full check-over & an oil change)
2 filter services (pre-service and one on day 1)
10% Discount on Parts and Accessories (excluding tyres and sale items)
Overnight Technician service to prep and repair bikes for the next day
Technicians will be present at the starting point, DSP, and finishing line
In case of an emergency, part boxes will be available for card purchases
The RAD_KTM branded pits will be set up at Lesotho Sun, opposite the KTM SA pits.
Bikes will be serviced and washed daily
Park your bike at the RAD_ pit after each finish
You are welcome to leave your drinks and food with our technicians so they can have them ready at the DSP points
All bookings are to be paid and submitted before 1 October 2022 HERE
For about 12 months, it has been common knowledge that Triumph is taking a serious left turn and is working on a range of MX and Enduro bikes. No timeline for introduction has been given, although it was assumed that they would appear sometime in 2023 for the 2024 model year.
Now an announcement has been made that the company will be entering the FIM Motocross World Championship with a factory team in 2024, utilising an existing team structure in the charge of team owner Thierry Chizat-Suzzoni.
This landmark new Triumph Racing Team has been set up in partnership with, one of the sport’s most experienced and successful team owners, who will field two of Triumph’s all-new 250 cc 4-stroke MX bikes in the 2024 MX2 class and will add an entry into the 450 cc MXGP class in 2025.
Under the new Triumph Racing banner, which will now cover all of Triumph’s racing-related activities including Moto2 and Supersport racing, the partnership between Triumph and Thierry will encompass his well-established team structure and facilities. Further underpinning the ambition and commitment to win central to this new partnership, Triumph is also pleased to announce that his long-standing Team Manager, Vincent Bereni, will continue leading the team with a full crew of highly experienced technical staff all focused on bringing Triumph to the pinnacle of motocross racing performance.
This is a huge move for Triumph who, up to now, has concentrated solely on road motorcycles. But it is clear that the company is serious about this new direction and no one should underestimate the ambition Triumph has in this direction.
Image source: Triumph Motorcycles
Thierry Chizat-Suzzoni – Triumph Racing Team Owner (MX2 and MXGP) had this to say:
“Triumph have made a major commitment to build an MX bike and go racing in the FIM World Motocross Championship. I am happy that my team is going to be the official Triumph Racing Team in MX2 and MXGP. Nick Bloor and the Triumph Board of Directors have made their long-term ambitions for the project very clear and I see a huge amount of passion from everyone at the Factory. I am happy with the progress on the bike, it looks great, has speed on the track and Vincent and my staff are working with the engineers at Hinckley on building it into a competitive package for entry into the MX2 Championship in 2024. MXGP continues to grow around the world, I am very happy to be back and looking forward to going racing with Triumph”.
Ricky Carmichael, Triumph’s Global Off-Road Ambassador and himself a multiple world champion in MX and enduro, has been working closely with factory engineers and designers on the new models.
Image source: Triumph Motorcycles
“I’m really excited about today’s news. It’s been a long time coming. Since the start of this project with Triumph, I have been amazed at just how hard everyone has been working. It must not go without mentioning, the whole R&D and engineering group that has been a part of the development of the motorcycles have done an absolutely incredible job. From the first stages of the prototypes, I was really taken back by how well the performance was, since then, being in the UK testing the newest developments, I can tell you that it has the capabilities of winning at the highest level and I personally believe the riders, from professional to amateur, across the entire range of off-road models, will really like what has been developed!”
This is a massive move for Triumph: entering a field that already has many vastly experienced manufacturers and teams is not something to be undertaken lightly and Triumph certainly aren’t in this to fail. What will be interesting is how far the company is prepared to go to win. Only time – and competition – will tell.
I spent a fascinating couple of hours chatting with Stephen and Wesley Fischer. “Who may I ask is that?” I hear you ask. Well, the clue is in the header – SAC Raging Bull. This is ‘the’ Steve of Steve’s Auto Clinic fame and his son Wes. Steve has such an interesting story to tell if you have even a drop of High Octane in your veins.
From an early age, Steve has had a thing with bikes and cars. As a 15-year-old, he had the iconic poster of Peter Fonda and Dennis Hopper from the movie Easy Rider, riding their Harley choppers, “Captain America” and the “Billy Bike”, across the country. This was every schoolboy’s dream back in the day, and so it was with Steve. He swore that one day he too would ride a Harley far and wide. His passion for bikes manifested in tuning and modifying bikes for his school chums. It was thus no surprise that this was the course that his life followed.
Photo credit: Dave Cilliers / ZA Bikers
Steve is the epitome of a petrol head. Endowed with a huge affinity and understanding for things mechanical, he took his passion to the next level when he started a business in the Vaal Triangle, dedicated to tuning Alfa’s, way back in 1982. This was the original Steves’s Auto Clinic. Little did Steve know at the time, that this was the beginning of an automotive tuning success story perhaps unparalleled in the annals of South African automotive history.
When Alfa withdrew from the South African market during the turmoil of the apartheid years, Steve started to apply the lessons he had learned fettling Alfas, to other brands. With performance always a priority to Alfa owners and given his history of ‘modding’ bikes and the like, Steve tackled every new vehicle with the same questions foremost in his mind. How does it work and what can be done to make it work better without compromising driveability and reliability? “Dave, I started measuring everything!”
Photo credit: Dave Cilliers / ZA Bikers
To ‘measure’, as Steve puts it, requires some pretty sophisticated equipment. Putting values to Power, torque, air/fuel ratio, timing, drive train resistance, engine temperatures, barometric pressure, humidity, ambient temperature and geared speeds all help to understand what is required to get a motor into as good a state of tune as possible. The heart of this is a dynamometer. Steve’s time spent learning what to do and vitally, what not to do when it comes to modifying and tuning engines, has stood him in good stead. There is simply no shortcut to gathering experience.
Steve’s Auto Clinic became a household name in SA for tuning vehicles for more power without compromising reliability. The business expanded hugely over the years, with experience gained on race tracks countrywide, in partnership with leading motoring brands. An in-house engineering facility was birthed with the ability to do performance-enhancing engineering without compromise. Gas flowing cylinder heads, enlarging throttle bodies and fitting bigger valves if required, became all in a day’s work.
Photo credit: Dave Cilliers / ZA Bikers
Talking to Steve, I get the feeling that over time (30 odd years), as Steve’s Auto Clinic grew into an entity that he could never have imagined, he started feeling more and more as if he had a tiger by the tail. For a man who is at his absolute happiest when he is tuning a motor hands-on, SAC had become a huge, albeit successful, franchised entity that demanded too much of his time to manage, robbing him of the tuning work that is so much his happy place. And so a plan was hatched.
The work demands from the evolution of SAC also meant that Steve neglected what is perhaps his first love. Motorcycles. After almost 30 years, he has withdrawn, for all intents and purposes, from working on cars, Bakkies and things with four wheels, to focus on bikes. To this end, he has enlisted the assistance of his son Wesley who, no surprise, given the lifelong influence of Steve, shares his passion for performance-enhancing mods on bikes. Wes has proved a sponge to soak up and apply the years of knowledge that Steve has accumulated on engine performance enhancement.
Photo credit: ZA Bikers
The dream of riding a Harley far and wide became a reality for Steve as the success of SAC gave him the means to own his own Harleys. It was obvious from the outset that he would start to explore ways of making his Harleys run better. Over time this has probably made him arguably the top Tuner in the country for making products from The Motor Company fly. He tells me that in standard trim Harleys are generally in a mild state of tune, so extracting significant reliable power gains is possible, if you know what you are doing. This led to another step in his current activities.
It seems, from what he tells me, that many Harley owners also own BMW GS’s. Needless to say, he was asked about applying his unique tuning talents to the boxer-engined bikes too. What followed was typical of Steve. He began measuring the performance of the Bavarian twins with a view to how best to help them make more power, reliably. He is full of praise for the Boxer motor, but says that with the right tuning, significant gains are to be had. Especially on the air/oil-cooled twins. Without too much fettling they are able to extract LC-type power without in any way compromising reliability. They regularly service bikes that they have done, with around 200,000 reliable k’s on the clock.
Photo credit: Dave Cilliers / ZA Bikers
With electronic engine mapping playing such a huge role in engine performance these days, Steve has spent a lot of time and money to understand and optimise this aspect of tuning. He tells me that no one aspect of tuning is the magic bullet, but rather a complete approach looking at all aspects of what makes engines perform better. This has always entailed making the engine ‘breath’ better. Get the mixture into the cylinder head more efficiently, burn it better and then get it exhausted as well as possible and the result is inevitably a significant power increase, without stressing the engine unduly. Sounds simple, yet to achieve this in a seamless way without detracting from, but rather enhancing ride-ability, is the dark art.
The other pillar of success on which SAC was built, was the relationships that it fostered with its customers. It is no different from Steve’s current motorcycle endeavours. He listens to what his clients want and then delivers on his promises. This sometimes means managing clients’ expectations realistically. Steve believes that clients should get value for money. Just bolting on hugely expensive go-fast goodies often leaves clients disillusioned and frustrated. It is making everything work in perfect harmony that is the key. Measuring and understanding how to make everything best work together is what results in what we bikers refer to as a ‘sweet engine’.
Photo credit: Dave Cilliers / ZA Bikers
What we are going to do is ride some of the bikes that Steve has done and see for ourselves. I am particularly interested in the BMW’s. Steve is already widely supported by Harley riders who have got wind of the magic he makes with the big V-Twins. What isn’t appreciated is how he can make your airhead go like an LC, and your LC perform like a 1250 Shift Cam. The cost of upgrading your bike is significant, so why not let Steve and Wes do their thing for a smidgen of the cost of a model upgrade?
For example, I was able to see and hear the results of gutting and rebuilding the innards of a GS exhaust. Obviously, the pipe exhausts better, but it looks and sounds spectacular too. No need for a massively expensive slip-on when your stock pipe can be made to work and sound this good. I am really excited at the prospect of walking this road with Steve and his crew. 40 years of performance enhancement knowledge counts for a huge amount in my book!
Husqvarna Motorcycles has just thrown the wraps off their new ‘Heritage’ range of motocross and enduro bikes, paying homage to the Swedish-born brand’s 60-plus years of off-road competition. Combining retro graphics with a slew of tasty tech upgrades, these 2023 machines are designed to be, if you’ll pardon us borrowing a phrase from Husqvarna’s parent company, ready to race.
Husqvarna first tasted motocross victory in 1960, when ‘Buffalo’ Bill Nilsson bagged them their first FIM World Championship title. Since then, the brand has racked up 14 more motocross titles, 25 enduro World Champs titles, and multiple wins at prestigious races like the Baja 1000, Erzberg Rodeo and Red Bull Romaniacs. The Husqvarna Heritage range celebrates this storied history, with five motocross and seven enduro two- and four-strokes, and a range of accessories and apparel.
Husqvarna’s Heritage off-roaders are distinguishable by their special edition colour scheme. Resplendent in white, with blue and yellow graphics, blue seats and new black Excel rims, they hark back to 1980s Huskies like the CR250 and CR500. But both the motocross and enduro ranges also feature multiple updates to their engines, chassis, bodywork and electronics.
Heritage Motocross
Photo credit: Husqvarna
The motocross range includes Heritage versions of the FC 250, FC 350, FC 450, TC 125 and TC 250. All of them feature redesigned bodywork with improved ergonomics, hydro-formed chromoly frames, new die-cast aluminium swingarms and polyamide-reinforced aluminium subframes. These changes have helped to save weight and improve rigidity, plus Husqvarna have repositioned the shock mountings too, improving the chassis’ anti-squat characteristics.
Photo credit: Husqvarna
The four-stroke motocross bikes feature new quick-shifters, while the two-strokes are kitted with new fuel-injection systems and electric starts. All Heritage motocross bikes are equipped with Lithium-ion batteries for starting, and a new mapping selection system that also handles the quick-shifter, traction control and launch control.
The FC 250 and FC 350 Heritage models are sporting new engines too, featuring extensive changes to improve power delivery, responsiveness and durability. All the bikes have had their air boxes redesigned to improve airflow, and the air filters can be accessed without the use of tools.
Photo credit: Husqvarna
Other range-wide changes include new 48 mm WP XACT forks and CNC-machined triple clamps, WP XACT rear shocks with tool-free adjusters, and Brembo hydraulic clutch systems. You also get a bigger polythene fuel tank, Brembo brakes, bigger foot pegs, and ProTaper bars with ODI grips.
Photo credit: Husqvarna
There are a bunch of add-on parts available too if a ‘stock’ Heritage motocrosser isn’t swanky enough already. These include everything from small protection parts, to a high-end gripper seat, factory wheels with blue anodised hubs and DID rims, and blue anodised factory racing triple clamps. A high-end titanium exhaust system from Akrapovič is on offer too, and while it’s no doubt louder than stock, it’s been configured to be compliant with FIM and AMA noise regulations.
Husqvarna’s enduro Heritage models include the FE 250, FE 350, FE 450, FE 501, TE 150, TE 250 and TE 300. All of them get a boost in terms of handling, weight saving and comfort, starting with a new two-piece carbon fibre composite subframe that weighs a hair over a kilo.
The enduro bikes also wear WP XPLOR forks and XACT shocks, CNC-machined triple clamps, and hydraulic clutches and brakes from BRAKTEC. Husqvarna have also borrowed suspension linkage designs from their motocross bikes, to optimise control on the enduro bikes.
Photo credit: Husqvarna
Other upgrades include six-speed Pankl Racing Systems gearboxes with enduro-specific gearing. The four-strokes have two different fuel injection maps, plus traction control, while the two-strokes have two selectable ignition curves, plus automatic fuelling adjustment. Standard equipment includes ProTaper bars, ODI grips and Michelin tyres.
The smörgåsbord of add-on parts for Husqvarna’s Heritage enduro models looks much the same as the motocross set, covering protection, wheels, yokes, seats and the like. But it adds an upgraded LED headlight, hand guards, a special preload adjuster for the rear shock, racing sprockets and more into the mix, all identical to the stuff that Husqvarna fits to their race bikes. The Akrapovič system is specific to the enduro range; with a stainless steel silencer and a titanium muffler it not only looks fly, but improves throttle response and engine braking too.
Photo credit: Husqvarna
And if you’re the type of rider that absolutely has to match your gear to your bike, you’re in luck. Husqvarna have a new MIPS-equipped Bell Moto-10 helmet and a motocross jersey too, both decked out in the same white, blue and yellow colours as the bikes.
If any of Ducati’s top management are alive at the end of the season, it will be a miracle. For two consecutive races, factory rider and championship hopeful Pecco Bagnaia and Gresini rider Enea Bastianini have indulged in a last lap tussle that could so easily have ended in disaster for one or both of them. The stress levels in the factory pit must have been off the scale.
Maybe if it had happened six races ago, it wouldn’t have been so nerve-wracking. At that point, Bagnaia was 90 points adrift of championship leader Fabio Quartararo and the Yamaha rider was looking supremely comfortable not only at the head of the table but at the sharp end of the races.
Image source: www.motogp.com
Then, it all turned around as Bagnaia won four races on the trot and 120 points in the last five races, compared to Quartararo’s two DNFs and only 39 points.
Had Bagnaia won in Aragon, the points difference between the two would have been five! As it is, with Bastianini’s last lap lunge, the gap is ten points between first and second in the championship. Even better, Aleix Espargaro is only a further seven points behind Bagnaia. What was looking like a piece of cake for Quartararo is now a free-for-all between three riders.
Image source: www.motogp.com
The relative positions of Espargaro and Bastianini demonstrate the importance of consistency. Bastianini has won an incredible four races so far this year but sits 48 points off the top of the table in fourth spot. Espargaro has only one win but lots of podiums while Bastianini has been up and down like a yo-yo.
Consistency has also been Quartararo’s strong point but, in recent races, he’s been looking a little desperate. That was certainly the case in Aragon as he had to throw caution to the wind in order to stay at the sharp end and have a chance to fight for a podium, if not a win. He was where he was in turn four because of his qualifying position and that was his undoing. Had he qualified on the front row, Marquez would have affected someone else’s race, not Quartararo’s.
Image source: www.motogp.com
As Keith Heuwen, former GP rider talking on the crash.net website podcast, said: “I think to be honest, this kind of first lap incident was always going to happen to Quartararo sooner or later just because of the situation he’s in with that bike, and not being able to overtake.
“If he doesn’t qualify on the front row, he has no choice but to do these kind of flat-out first laps. Quartararo can’t wait until the back straight to pick people off, because of the top speed problem, so he’s got to go for it in the corners. And the start is the best chance to do that.
Image source: www.motogp.com
“But you can’t keep doing that race in, race out, at this level without an incident happening eventually. I just think Quartararo paid the price for having to get 110% out of that Yamaha all the time.”
The main problem for Quartararo now is that the next couple of races, at Motegi and Thailand, play to the Ducati’s strengths and, even if Quartararo can get in amongst the red army, he’ll be stuck with the same problem as before: an overheating front tyre and no way of attacking.
Image source: www.motogp.com
Of course, he has, in the past, got out front somehow and simply disappeared off into the distance but the psychological effect of watching his championship lead evaporate against a seemingly impregnable and numerous foe cannot be dismissed. He knows he’s fighting for his life and there’s not much he can do about it, especially with no wingman to cover his back. Bagnaia has seven wingmen!
Not that that matters too much if that wingman is Bastianini. I’ll admit I fully expected the Gresini rider to loyally sit behind Bagnaia, especially as any move would compromise his next year’s team and teammate’s championship, let alone risk-taking Bagnaia out completely as nearly happened in Misano, but it appears that, at present, there are no Ducati team orders: it’s a free-for-all. Of course, Bastianini has a mathematical chance of winning the championship but what he can’t do is skittle Bagnaia out of a race in his efforts to overtake which, as we have seen this year, isn’t that easy.
Image source: www.motogp.com
That doesn’t mean he’s not going to go for it while he has a chance of winning the title. Only once it becomes mathematically impossible or, at least, unlikely, will Bastianini help Bagnaia, as long as Bagnaia is still in the hunt. He too has not been perfect this year, despite the six victories. As we have seen, all it takes is one fall and everything is turned on its head.
(As an interesting aside, it was at the Aragon race last year that Bagnaia won his first race as a factory Ducati rider. From Aragon last year to Aragon this year have been 20 races and Bagnaia has won 10 of them!)
Image source: www.motogp.com
Until that last lap, the main talking point, of course, was Marc Marquez. Not only was he returning to racing after his operation, but his first (and only) lap was…eventful, to say the least.
What sickened me most was that, almost immediately, the Marquez haters crawled out of their smelly, Britney Spears-postered bedrooms in their mom’s house and started crying foul. Morons.
Image source: www.motogp.com
The first incident, which sadly overshadowed a meteoric start by Marquez as he rocketed from 13th on the grid to sixth, took out Quartararo. Marquez simply lost the back end as he accelerated out of the fourth corner and his natural reaction was to back off the throttle. Unfortunately, Quartararo was right behind him and couldn’t avoid clattering into the back of Marquez and suffered a really nasty-looking fall, chased and run over by his own bike. To the relief of all, he was all right but his race was over before it had even started.
Then, three corners later, Marquez’ ride height device briefly locked the back wheel, again when exiting a corner. This time it was Nakagami who fell foul in a bizarre accident that saw the Japanese rider and his bike sliding down the middle of the track, to be miraculously missed by the whole of the chasing pack. Marquez made it back to the pits but his race was run.
Image source: www.motogp.com
Neither accident was the result of bad riding on the part of Marquez: they were completely circumstantial and had nothing to do with aggression but to hear the Marquez haters bleating you’d think he’d pulled out a gun and shot the two riders. Of course, it was devastating for Quartararo’s championship but that’s racing.
Heuwen was also critical of the hysteria surrounding the incidents:
“When you’ve got a non-racing tubby journo behind his keyboard trying to emulate a 5 times, 6 times 7 times or in this case 8 times world champion, it just gets right up my nose!
Image source: www.motogp.com
“…there was one person speculating whether he did it on purpose! I mean, what goes on in these people’s heads? I’ve got no clue at all.”
What the second incident did do, of course, was break up the pack and, after it had all shaken out, it was Bagnaia in the lead. What was even better for South African fans was that Brad Binder was now in third after his own fast start that ensured he was ahead of all the carnage behind him. There he stayed for a long, long time, unable to match the pace of Bagnaia and Bastianini but resisting the attentions of Espargaro. A podium looked to be on the cards for Binder before Espargaro took it away from him with two laps left to run. Heartbreaking for Binder but it was nevertheless his best race for some time and shows what he can do if only he can qualify better.
Image source: www.motogp.com
Bastianini made his move on the last lap, the first last lap overtake since….Aragon last year! If overtaking is difficult in MotoGP this year, then someone forgot to tell the riders at Aragon!
All of a sudden, the championship has gone from a Quartararo Sunday stroll to the title, to a dog fight with five races left to run. The next two races might be Ducati territory but you can’t rule out Quartararo springing a surprise. He’s very much like Jorge Lorenzo: give him a clear track and the opportunity to do his own thing and he just disappears. The problem is finding that clear track.
Image source: www.motogp.com
Talking of Yamaha, Cal Crutchlow showed what a loss to the MotoGP grid he is as he returned to replace retired Andrea Dovizioso in the RNF Yamaha team. Despite not racing for a year, Crutchlow was able to run on the outskirts of the top ten before finishing 14th and taking two championship points. Not bad for a rusty old man on a bike that no-one but Quartararo can win on.
Four races in the next five weeks means a huge workload for everyone in the paddock. As it is, there will be no Friday morning running for any of the teams in Japan as the freight won’t arrive in time. All that does is make things even juicier for us, the fans, as we contemplate the prospect of a scintillating run to the championship flag in Valencia in November.
Image source: www.motogp.com
Forget what’s happened so far: the championship starts now.
The time has arrived for Honda South Africa to showcase the Africa Twin adventure bike as the Honda Quest True Adventure event kicks off with Road to Quest promotional events at Honda dealerships around the country.
In previous years, Honda has taken a very low-key approach to the Quest event in terms of exposure to the wider public but, for 2023, the company is determined to start making a bit more noise about it and the Road to Quest events are the first step.
Photo credit: Bjorn Moreira / ZA Bikers
Both Honda and non-Honda riders are invited to head to their nearest Honda dealer in order to sample the Africa Twin and encourage people to apply for inclusion in the event. A list of dealers and the dates of when the Quest team will be there is at the bottom of this story.
Honda will ship four fully-equipped Africa Twin bikes to each dealership which will be available to test ride throughout the week. Honda will also arrange advanced sessions at various training locations around the country, such as at ADA Training and Outdoor Centre near Johannesburg.
Photo credit: Bjorn Moreira / ZA Bikers
Quest is an adventure challenge designed to test both rider and motorcycle. Anyone can apply to take part and Honda then whittles the applications – they arrive in their thousands – down to 30 entries. These men and women then spend a weekend at what Honda calls a Boot Camp, which is, by all accounts, run on the lines of a military training camp, designed to test people to their limits to find out how they operate at those limits.
Photo credit: Bjorn Moreira / ZA Bikers
A further culling brings the number of entrants to 14 and these riders will then go on to the Quest event itself, which takes place over 8 – 10 days at some point yet to be determined in 2023.
Riaan Fourie, Head of Motorcycles at Honda SA, said: “Quest is not a race or a rally; it is an adventure to self-discovery, designed to test human endurance and adaptability. You need not be a hardened adventure motorcycle enthusiast to participate.”
Photo credit: Bjorn Moreira / ZA Bikers
This is a very important point: Quest is not solely for Roof of Africa or Dakar-quality riders. At previous events, there have been participants who have barely ever ridden an adventure bike, let alone ridden one off-road. The successful applicant is someone who exhibits a willingness to push him or herself to the limits and beyond and work as part of a team.
“We are looking for people who prefer to take the road less travelled. Those who are resourceful, independent, yet mindful of their fellow human beings – Honda Quest is for you,” continued Riaan.
Photo credit: Bjorn Moreira / ZA Bikers
Of course, the people are only half of the story. The other half – some might say the most important part – is the bike itself: the Honda Africa Twin. Honda supplies all participants with a brand new Africa Twin, in DCT form, and the event tests the bike’s abilities as much as it does the participants.
Riaan Fourie again: “It’s not often that the chance to ride a Honda Africa Twin in its ideal environment comes along, and with Honda Road to Quest, we will be bringing true adventure riding to a town near you.” Also present will be past Quest participants to share their experiences and fire up your enthusiasm.
Photo credit: Bjorn Moreira / ZA Bikers
Keep an eye on www.zabikers.co.za for the announcement that registration for Honda Quest 2023 has opened and all other news leading up to the moment when all the teams are flagged away at the start and updates throughout the event.
The following is a list of the remaining Road to Quest events taking place around the country. Having attended the event at Centurion Honda, we can recommend that you take a couple of hours out of your Saturday and get to the one nearest you. Booking is essential. For more information, keep an eye on Honda Wing SA on Facebook.
Photo credit: Bjorn Moreira / ZA Bikers
Upcoming Road To Quest Events:
20/09-25/09 | Honda Menlyn
24/09-25/09 | Honda Quest Event at ADA
27/09-02/10 | Honda Vaal
04/10-09/10 | Honda East Rand Mall
13/10-23/10 | Cape Dealers
15/10-16/10 | Honda Quest Event in Cape Town
25/10-30/10 | Honda George
02/11-06/11 | Honda Port Elizabeth
09/11-13/11 | Honda East London
16/11-20/11 | Honda Bloemfontein
23/11-27/11 | Honda KwaZulu-Natal
26/11-27/11 | Honda Quest Event in KwaZulu-Natal
30/11-04/12 | Honda Brits
We, South African motorcyclists, love warm weather and great company, so with spring making its return and bringing back our beloved warmth, so too does Biker’s Warehouse with the return of their successful and fun “Urban Commuter Run”. For those who may not know, this ride is part of an initiative created by the Biker’s Warehouse team to provide a safe and relaxed atmosphere for new riders and for those that have been off of two wheels for a donkey or two.
As mentioned above, this event is for riders who want to ease into motorcycling, and what better way to do so than on a light and nimble sub-250 cc bike or scooter? The ride will be taking place on the 25th of September, starting from Biker’s Warehouse at 8:00 for 8:30 AM and the end venue will be Linden Market.
Photo credit: Bjorn Moreira / ZA Bikers
Any road-legal bikes under 250 cc are welcome and pillions are welcome too.
To register for the ride please book HERE.
Tickets for The Linden Market can be bought in advance HERE.
Over the years MV Agusta has been famed for building a special breed of motorcycle, motorcycles that can only be described as rolling art—bikes that make you stop and stare a second time. Although often familiarised as the pinnacle of motorcycle art, MV’s successful racing heritage has always trickled down into the design and engineering of their motorcycles. Most of this is thanks to MV Agusta’s Castiglioni research centre, their R&D department which is passionate about the brand’s history, future and also focused on developing the high-performing motorcycles we all drool over.
Image source: www.mvagusta.com
It was in 2014 when MV tried something bonkers, something that the then traditional manufacturer wouldn’t even dare think of before. Yes, we’re talking about the short, stumpy, aggressive and very much so sexy-looking Dragster 800. Breaking all the rules, yet ticking almost all the boxes, the Dragster took the traditional Brutale to the next level and blew many minds with its ground-breaking numbers. We’re talking about a 798 cc inline triple that put out 140 bhp at 13,100 rpm (from gen 2 onward) well pushing a light 168 kg dry chassis—in other words, you’re looking at the same power as a Moto2 bike in a road legal package. Just crazy!
Photo credit: Bjorn Moreira / ZA Bikers
Although perfect on paper the original rebel was far from perfection, but rather a rough and ready beast. The rough and readiness only really became apparent when parked next to its newer siblings, which we got to see first-hand at Fire It Up! in Bryanston. After a quick chat with the MV importer, they scheduled for us three blind dates with the Dragster triplites to find out for ourselves how the Dragster has changed over the years.
2022 sees MV polish their uncut diamond by making tweaks to the engine, chassis and major electronic upgrades to make the new range of Dragsters more fun and easier to live with on a daily. Other than the hardware and software that’s wired into the background of this art piece, MV has focused a lot on the finer details and on sharpening the design.
Photo credit: Bjorn Moreira / ZA Bikers
On the early models, you’d see rushed paintwork, loads of exposed wiring and stickers instead of lacquered decals, which was painful to see on a bike that wore an MV badge. I’m happy to say that the same cannot be said about the current Dragsters, especially the RR and RC models, which are just unmatched in their class when it comes to paintwork, carbon fibre detailing on the RC and beautifully styled spoked rims on the RR. Gone are the days of exposed wiring and lazy finishing, and in with a new element of luxurious feel and almost “German-like” precision.
A stocky Crossfit model holding a sharpened arrow must have walked into the design room before the brush hit the canvas. The design of the latest Dragster is sharp, muscular and very attractive with its new triangular triple exhaust tips, sharpened tank intakes and new rear tail section. The bike flows like an arrow and gets sharper the further back it goes, starting off with the new LED cornering headlight to the sharpened stinger-like seat just above the extruding halo brake light.
Photo credit: Bjorn Moreira / ZA Bikers
The Dragster finally enters the 21st century with its new 5.5” full-colour TFT dash (the same one as the Superveloce 800) and electronic creature comforts, like turn-by-turn navigation (when paired with a phone), cruise control, lean-sensitive traction control, cornering ABS, cornering lights (powered by the IMU) and there’s even a factory installed tracker for improved security.
I found the TFT easier to understand and use compared to the old LCD and I think the main reason behind this is actually thanks to the new switchgear on the left and now right bar which works way better than before. Scrolling through the menu and selecting riding modes was easier on the fly, whereas before you’d just pull over out of frustration to take a closer look at what you were doing.
Photo credit: Bjorn Moreira / ZA Bikers
Once seated on the bike you are greeted with a low peg height, a roomier seat than before and a short yet wide stretch to the bars. The seat on our RC test bike was comfier than before, more accommodating to bigger riders and finished in beautiful outer leather and inner suede material, along with red stitching to finish it all off.
The passenger footpegs swivel neatly out of the way under the seat when you don’t need them, but with the very little room matching the aggressive nature of the Dragster, that’s where they’re likely to stay most of the time. All in all, the riding position and comfort levels get a 9/10 for my 175 cm frame size.
Photo credit: Bjorn Moreira / ZA Bikers
The Dragster is all about the X factor, from the crazy looks, to the way the ‘now’ Euro 5 motor makes you rev it out past 12,000 rpm, to get that full 140 hp hit. It’s really quick, but what takes the cake for me is the awesome sound that triple makes. Hold it wide open in Race mode and that triple roars with an explosive sound amplified by the smooth autoblipper—so sweet you’ll be constantly changing up and down, just for the fun of it.
Despite the “eco-friendly” change with an introduction to Euro 5, MV has managed to keep the beastly power and tame the Dragster’s suicidal throttle, making it smoother and more controllable right through the rev range in all the riding modes. MV has achieved this by making a few small changes in the motor, including new coatings, higher pressure injectors and different bearing shells to help reduce friction. In short, it just feels special and in a completely usable way.
Photo credit: Bjorn Moreira / ZA Bikers
What this all translates to on the road is a more ridable, just as fast if not faster and way more fun bike to ride. A feature that comes standard on the RR and RC Dragsters that I was sceptical about at first but grew to like was the ‘Smart Clutch System’ (auto-clutch or better known as a Rekluse clutch), which almost gets rid of all needs of the clutch. Pop the MV into gear with or without the clutch and pull away from the lights smoothly as ever, without assistance from the left hand.
What’s the point of that you say? For starters, it gets rid of wrist pain from pulling in the clutch when in high traffic situations, which I faced and I’m not embarrassed to say that it was awesome and I think it makes riding an MV in traffic super easy. But, don’t let this make you think the latest Dragster has gotten soft because it hasn’t, it’s still loud and proud. MV has, however, installed a foot brake so the SCS-equipped bikes don’t roll down the road whilst you enjoy your espresso.
Photo credit: Bjorn Moreira / ZA Bikers
Leaning in and out of the twisty and ‘potholy’ stuff we call tared roads have drastically and I mean drastically changed on the latest gen compared to the first and second gen. Where the first Dragster tied itself into knots as the twitchy throttle, under-damped suspension and head shake made for an arm wrestle of a ride and the second gens stiff suspension rattled your fillings out, the 3rd gen is just perfect. With its latest compact chassis and short wheelbase of just 140 cm, direction changes are just so precise, and its 200-section rear tyre keeps grip levels in check allowing you to simply look where you want to go, and the chassis will follow.
MV hasn’t just played with suspension setup and internals but has actually updated their frame with new side plates that improve the stiffness, while adding a new linkage for the rear Sachs suspension to improve comfort. The shock has been updated, while the front Marzocchi suspension has been tuned to match the updated rear. All these changes improve the comfortable on the road, get rid of the head shake (the updated steering damper on the RR and RC also helps) and make for a spot the apex and attack motorcycle.
Photo credit: Bjorn Moreira / ZA Bikers
While running the MV trademarked Marzocchi/Sachs combo is all good, you can’t help but think why haven’t they put something a little more special on their limited-edition RC that’s limited to 200 units and the same goes for the off-the-mid-shelf Brembos? That’s probably one of my only criticisms when it comes to differentiating between their bog stock Dragster Rosso and RC with the same suspension and brakes.
So, there you have it, MV has refined their thrilling Dragsters, making them more convenient and most importantly, a whole lot more attractive. Not that we needed a prettier Dragster. With the Dragster being Italian exotica it comes at a premium, but Fire It Up! makes the decision a little easier with major specials. The current specials on offer, include crazy discounts on demos, free helmets included in the purchasing of certain models and additional performance parts worth R100 000. So, take your pick and swing a leg over an MV Agusta Dragster, whether it’s the Rosso, RR or RC, I promise you won’t be disappointed.
For more information on the current specials on offer visit – www.fireitup.co.za
Photo credit: Bjorn Moreira / ZA Bikers
MV Agusta Dragster 800
For more information on the bikes featured in this article, click on the links below…
When BMW delivered the Bagger to me to review I confess to just ogling it for a good few minutes. The Bagger is certainly a thoroughbred hottie—it is stylish and beautiful to behold.
The bike is long and low, with muscular shoulders tapering into sleek haunches. The test bike was a classy metallic matte green, named: “Manhattan Metallic Matte”. The Bagger has ‘bags’ in the form of permanently mounted luggage boxes which conform to the flowing lines of the bike.
Photo credit: Dave Cilliers / ZA Bikers
The heart of the Bagger is, of course, the 1649 cc Straight Six DOHC 24-Valve motor, mated to a six-speed gearbox. My first experience with six-cylinder motorcycle engines was when I bought the first Honda CBX 1000 sold in Pretoria. The wonderful primary balance and smoothness of a straight six is trumped only by the sound that they emit.
BMW knows a bit about building straight sixes in some spectacular cars so it should come as no surprise that the motor in the Bagger is a peach. It churns out a velvet smooth 118 Kw of seamless power and 180 Nm of torque. The gearbox has ‘Shift Assist Pro’ which makes swapping cogs effortless at all speeds. One can’t but wonder why BMW has not yet developed an Automatic transmission for this bike. As good as the manual box is, the six would be insane with an auto box complimenting the seamless silky shove that builds from idle to a wailing crescendo in the upper rev range.
Photo credit: Dave Cilliers / ZA Bikers
Everything about the bike is effortless, once it is rolling that is. When you first climb aboard you are overwhelmed by the sheer bulk of the beast. This is one large motorcycle. Once you have got the 344 kg bike off of the side-stand, you bring it to life with a press on the dash-mounted button, which speaks to the key fob in your pocket or, as I prefer, hanging on a lanyard around your neck. You then hit the right bar-mounted starter button and experience the unique aural assault of the silky six.
The test bike was equipped with the ‘option 719’ seat which is handsome and super comfy for both rider and passenger. It is a mere 750 mm from the ground. Irene gave it a solid thumbs up, declaring it a perfect ‘to Cape Town’ perch. First gear engages with a typical BMW clunk. Ease out the clutch and you whisper away on a wave of six-cylinder power and torque.
Photo credit: Dave Cilliers / ZA Bikers
As is the case with so many big bikes these days, the weight fades away as the bike gets moving. This is helped by the use of BMW’s Duolever front suspension setup made famous on their GS’s, which separates the steering from the suspension action. Whilst the weight fades, you remain fully aware that this is a BIG motorcycle! Traffic is negotiated with caution, given the width both in front and at the back, courtesy of the Bagger bags.
It is on the open road that the Bagger starts to shine. It feels impossible to stress the motor. Whatever you ask of it, it delivers, in silky-six style. The bike offers the rider two-foot positions. Either the conventional footpeg positioned roughly amidships, or floorboards which are further forward, neatly hiding engine protection bars, and allow a comfortable leg stretch. I did a 150 k stint without interruption and found that the floorboards felt quite natural, without putting excessive pressure on my lower back, which can be the case with some ‘Cruiser’ like riding positions. This bike will devour long distances whilst pampering rider and passenger.
Photo credit: Dave Cilliers / ZA Bikers
Suspension is semi-active and electronically adjusted for preload and damping. The low stance of the Bagger provides less travel than the regular K 1600, with 115 mm of fork travel and 125 mm of shock travel. The suspension does a good job overall of keeping things in shape, however, you do at times, over dodgy surfaces, become aware of the limited wheel travel. Handling is good. The bike turns and steers reasonably intuitively for a bike of its size. Certainly adequately for the intended purpose and design parameters of the bike. Highway travel on smooth surfaces is certainly five-star. Backing up is made easy with a reverse button on the left handlebar which, once engaged and mastered, allows you to move the bike back effortlessly.
Photo credit: Dave Cilliers / ZA Bikers
The windshield is a slightly abbreviated version on the Bagger and is electronically adjusted. I found that riding on the highway with it all the way down left my helmet in perfectly smooth air with no windblast on my body. Raising the shield had the same effect as that on the R 1250 RT, in that it builds up negative pressure behind the screen which sucks you subtly forward. Other manufacturers negate this by a vent in the base of the screen. Harley Davidson, on their tourers, actually fit an adjustable vent, which can be opened and closed to rider preference. With their wind tunnel expertise, I am a little surprised that BM has not investigated this aspect further.
Photo credit: Dave Cilliers / ZA Bikers
The dash houses a typical modern 10,25” TFT display with all the modern functionality, including radio and speakers. Once you have figured out how it all works you can set the bike up to suit your particular pleasures. I didn’t try the radio, however, it is apparently effective up to about 110 km/h. To be honest, I think riders should use helmet audio rather than ride around on an R403k Ghetto Blaster.
The 26,5 litres of fuel gives you a decent range of over 400 k’s, given the 6 to 6,5 l/100 you should achieve at sane speeds. Climb consistently on the main jet and the fuel gauge will drop faster than a bride’s nightie. Engaging cruise control and letting the big Bagger loose on the open road is certainly one of the more pleasurable experiences of modern motorcycling.
Photo credit: Dave Cilliers / ZA Bikers
The brakes are excellent, especially when you consider the considerable bulk of the bike. They are powerful, with a good feel. The rear disc exhibits a subtle clunk at low speeds when applied lightly. It is hard to explain in that it is felt through the sole of your boot rather than heard. My R 1200 R does exactly the same thing though, so it is more a BM idiosyncrasy than a fault.
Photo credit: Dave Cilliers / ZA Bikers
Sadly the heated grips are no longer engaged by simply pressing the little button on the switchgear with a grip icon. It now requires a more complicated process via the TFT dash. Damn, I hate TFT displays and their unnecessary complexity with a passion. But maybe that is just me. After all, they are building these things for a Playstation Generation that gets their jollies from tinkering with electronic gizmos.
What you ultimately get in BMW’s K 1600 Bagger, is a beautifully built and devilishly handsome Cruiser-styled tourer, that will carry you and your significant other far and wide in comfort. It is not for town trolling, given its girth, but let it loose on the open road and you discover its true reason for being. It is a stylish and elegant motorcycle touring magnificence.
Kawasaki Racing enjoyed a weekend to remember at Rysmierbult’s sixth round GXCC Gauteng Cross Country Championship near Ventersdorp in the Northwest Province on Saturday.
“Kawasaki Racing came, saw and conquered the Rysmierbult GXCC,” Franchise Co. Tork Craft Kawasaki team boss Harry Grobler explained. “We took the overall victory and also won four of the seven classes we entered, with a few podium places elsewhere too.”
In a most successful day at the races, Mike Pentecost rode his Franchise Co. Tork Craft Kawasaki KX 450 X to overall and open class OR1 victory. 2022 SA champion Kenny Gilbert added to the success on his similar Pepson Plastics Scottish Cables Motul machine with the Seniors’ win.
Photo credit: Motosport Media
Not to be outdone, made it Warrick van Schalkwyk three Kawasaki victories in the open classes with Masters’ victory on his Franchise Co. KX 450 X. And on the other side of the generation void, young Jake Pretorius took the 65cc primary school class.
But as they say, that’s not all! Pentecost was backed by a strong open class OR1 Kawasaki performance, with Pepson Plastics Scottish Cables Motul lad Jaycee Nienaber a fine third and Tyron Beverley fifth on his Franchise Co. Tork Craft KX 450 X.
Photo credit: Motosport Media
Pepson Plastics pair Taki Bogiages and Wade Den meanwhile sandwiched Franchise Co. rider John Botha in a fine Kawasaki KX 250 X 2-3-4 in OR3 and Franchise Co. And Kawasaki juniors, Jaden Els rode home third in 85cc Juniors and Johandre Vermaak was fourth in 85 seniors.
Photo credit: Motosport Media
“Kawasaki is becoming the bike to ride in South African Cross Country racing,” Pepson Plastics Scottish Cables Motul team boss Iain Pepper concluded. “We’re finding continued success in every class we enter and that has to be worth considering when buying your next dirtbike.”
If some of you Vaalies don’t know who Flying Brick is, let me help you wise up. They say that “necessity is the mother of invention” and that is true for Flying Brick too.
Way back in 2010, the bossman, Chris Grinton designed a modular rectangular soft luggage system for large adventure bikes that was practical, functional and easily mounted on the passenger seat and carrier rack of large adventure bikes. In fact, when I did a weekend away on the brand new Husqvarna Norden, it was my Flying Brick system that carried my kit.
Image source: Flying Brick
Based in Paarden Eiland, Cape Town, Flying brick are pretty much a one-stop shop for adventure riding accessories, be it luggage, protective gear for both bike and rider, or whatever. Enter Safari tanks.
Safari Fuel Tanks are an Aussie-based concern that started making long-range fuel tanks for bikes competing in the Safari Rally down under. As with Flying Brick, which started with a single product and morphed into a business, Safari found that their fuel tanks became sought after worldwide.
Image source: Flying Brick
They now manufacture tanks for most enduro, dual sport and adventure bikes. They have built a solid reputation as a quality, dependable product, which is no surprise, considering their racing heritage. It is something of a coup therefore for Flying Brick to have secured the South African rights to import, distribute and retail their products as of the 1st of September 2022. You can now visit their site at – www.safaritanks.co.za
Image source: Flying Brick
So, if you want to “go harder for longer” on your GasGas, KTM, Husqvarna, Suzuki, Yamaha, Honda, Triumph or whatever, chances are they have or are developing, a long-range tank for you.
25-litres for your Yamaha Tenere’ T7? No problem, just call the guys at Flying Brick on 021 510 6455 or mail them at [email protected] and they’ll make it happen. If you are in the Cape Town area, even better, pop into the shop, chat with the knowledgeable staff and see what else is new at 8 Shropshire Street, Paarden Eiland.
There is an inherent problem with buying a Jimny. It is nigh on impossible to leave it standard. Now don’t get me wrong, Jimnys work well and look the goods straight out of the box. Till a pimped one drives past, that is. There is a camaraderie amongst Jimny owners that strikes a chord with what we experience as bikers. Jimny drivers greet each other with a flash of the lights in passing.
We obviously needed to do the ZA Bikers logos. This is subtle, but looks insane (in our considered opinion) with the red ZA matching the red mud flaps to a T. Then came the General Grabber AT3 All-Terrain tyres. Now our Jimny has the hiking boots it needs for its intended use. The interior is protected with custom seat covers, load liner and floor mats by Takla Products, complete with the ZA Bikers logo embroidered into the front seats. Load Bars were fitted initially to accommodate our Thule pod. Good to go, or so we thought…
Photo credit: Bjorn Moreira / ZA Bikers
Enter Des Sol
This is a Durban-based company that builds bits for the Suzuki Jimny that they export worldwide as well as sell locally. It says reams about the Jimny that a viable business can be built around accessorising these fantastic little beasties. The peace of mind that comes from buying locally produced products is a no-brainer. All the development was also centred around South African conditions.
They make a Rack-Tech Roof Rack that is wonderfully slim yet brilliantly functional. A roof rack gives you the option of loading all sorts of goods that you may need for an extended trip, be it cargo, fuel, water or whatever. The rack is aluminium and coated with a high-strength 5-stage ‘military-grade’ coating process for maximum durability. Various mounting brackets are available from Des Sol, however, we have also found that our Thule pod and Front Runner cargo box/mounts also fit onto the rack.
Photo credit: Bjorn Moreira / ZA Bikers
I personally prefer this rack to other racks on the market as it sits much lower down on the Jimny’s roof, which gives it a sleeker look in my opinion. The aerodynamics of the rack is excellent—wind noise/drag is almost non-existent.
Accessing the goods on the roof is made easy by fitting a Rack-Tech Roof Rack ladder which mounts adjacent to the spare wheel on the back of the Jimny.
Photo credit: Bjorn Moreira / ZA Bikers
It didn’t end there… After much soul searching and consideration and bearing in mind what we would be asking of the Jimny, we went the whole hog. On went Des Sol’s Gen 4 Suspension upgrade. Now please understand, there is nothing wrong with the standard suspension on the Jimny. The vehicle is extremely capable straight out of the box. What we are talking about here, is the equivalent of fitting Öhlins or Wilbers suspension to your bike.
The suspension kit is totally engineered, utilising replacement springs and lumo green Gabriel HDP shocks together with all the supporting hardware to marry them to the Jimny perfectly. It should be noted that there is no cutting or drilling required. Everything is a bolt-on.
Photo credit: Bjorn Moreira / ZA Bikers
As good as the standard kit is, as, with the bike analogy, an immediate difference is felt in the general ride quality and behaviour of the Jimny, especially over poor surfaces.
Oh yes, it looks frikken’ spectacular too!
Photo credit: Bjorn Moreira / ZA Bikers
Important to note: You typically void your vehicle warranty as pertains to the parts that you change, however, Des Sol and Gabriel do warrant these bits.
We would love to say we are done with our Jimny, but you just never know. The Jimny is the kind of car that you engage with in a way that you typically only see amongst bikers. We just love to pimp our rides. It is part of the joy of owning a motorcycle. So it is too with this iconic little Jimny.
Our Jimny is raring to go on its first assignment. Watch this space…
