If the recent EICMA motorcycle show in Milan, Italy, is anything to go by, then fans of MV Agusta have a lot to look forward to in 2023, including the incredible new Lucky Explorer 5.5 and 9.5 adventure bikes and the SuperVeloce Series Oro.

But that still leaves the rest of 2022 to get through and what better way of doing that than by rewarding yourself for a year’s hard work than with one of these Blow-Out Specials! from MV Agusta South Africa, both in Johannesburg and Cape Town.

All offers are while stocks last (starting on Black Friday), trade-ins are welcome and excellent finance packages are available.

Here is the full listing of demo 2021 and 2022 and brand new 2022 models available under this offer:

MV Agusta Dragster Rosso (MY22 New Spec)

Was R299 900 Now R199 900

MV Agusta Brutale Rosso (MY22) 

Was R299 900 Now R199 900

MV Agusta Dragster RR (MY21 Demo)

Was R249 900 Now R199 900

MV Agusta Dragster RC SCS Limited (MY22)

Was R399 900 Now R349 900

MV Agusta Turismo Veloce Lusso SCS (MY22 Full Spec)

Was R399 900 Now R299 900

MV Agusta F3 Rosso (MY22 Demo New Spec)

Was R249 900 Now R199 900

Agusta F3 800 RR carbon (MY22)

Was R399 900 Now R399 900 (includes Race Kit worth R85 000)

MV Agusta Brutale 1000 RR (MY22 Demo)

Was R599 900 Now R399 900 (includes an MV Agusta e-bike worth R80 000)

MV Agusta Brutale 1000 RR (MY22)

Was R599 900 Now R499 900

MV Agusta Brutale 1000 RS (MY22 Demo Silver)

Was R459 900 Now R379 900

MV Agusta Brutale 1000 RS (MY22) 

Was R499 900 Now R399 900

MV Agusta SuperVeloce (MY22 New Spec Yellow)

Was R399 900 Now R299 900

MV Agusta Turismo veloce Rosso (MY22)

Was R329 900 Now R259 900

MV Agusta RUSH 1 of 300 (MY22)

R899 900 – Now includes the following extras worth R100k (MV Agusta E-Bike ‘RC’ valued at R99 900 and MV Agusta Original Dainese Jacket valued at R6999)

MV Agusta Nürburgring 1 of 200, the only example in SA (MY22)

R799 900 – Now includes the following extras worth R100k (MV Agusta E-Bike ‘RC’ valued at R99 900 and MV Agusta Original Dainese Jacket valued at R6999)

Tel: 011 467 0737
Web: www.fireitup.co.za
ZA Bikers Profile: Fire It Up!
Email: [email protected]
Social: Facebook / Instagram

So, on a Sho’t Left recently to the Republic of the Western Cape. My better half and I spent a very restful week at an Air BnB in Simondium – “where?” you may mutter…well, if you draw a triangle linking Franschhoek, Stellenbosch and Paarl, it lies pretty much in the centre of that triangle, surrounded by mountains and wine farms – does it get better than that? The short answer is a resounding “yes”, as nestled between a number of wine farms and on the L’Ormarins estate is the Franschhoek Motor Museum, steeped in SA’s recent history, it is the relocated contents of the erstwhile Heidelberg Museum, which was opened in 1974 by Dr Anton Rupert and closed in 2004 by its then owners, British American Tobacco as it wasn’t part of the core business…duh, who would have thought…

Enter stage left, Johann Rupert, son of the good Doctor who, wanting to keep the legacy alive bought the entire museum contents and relocated it to Franschhoek in 2004 opening the current display venue in 2007.

Now it has to be said, Samantha (the better half) is very far from a petrolhead but agreed to ‘take one for the team’ and join me, so we booked a slot online; (you can’t just pitch up like a normal museum – and that starts to set the scene for the differentiation between the FMM and other transport orientated museums I have visited).

At the appointed hour we arrived at the boom gate and were welcomed by the security guards, characters in their own right who permitted us entry into the pristine grounds of the L’Ormarins Wine Estate, with its manicured lawns and gardens, set against the stunning backdrop of the Drakenstein Mountains.

The collection itself is absolutely beautifully maintained with not a speck of dust evident anywhere in the four climate-controlled halls and comprises in total around 220 vehicles, of which around 80 are on display at any given time, thereby encouraging repeat visits, I guess! Hall A starts with an 1898 Beeston Motor Tricycle and Hall C chronologically ends with a 2016 Chevrolet Br’Ute modified Corsa bakkie, whilst Hall D just takes it to a whole different level…

So, let’s have a bit of a deeper dive into the contents of each of these halls of excellence, which left me absolutely stunned, starting with Hall A, containing the earliest vehicles including the Beeston trike I mentioned earlier, some beautiful Bugatti’s, a Bentley, a Rolls Royce, all dating from 1898 to 1935. Henry Ford’s very first attempt at a motor vehicle is also represented in the form of a 1903 Model A, boasting a flat twin 1668cc motor developing an eye-watering 8 bhp…

Bikes on display in Hall A included a 1917 Triumph Model H, 550cc producing 4bhp, a beautiful 1926 BSA S23 500cc, and a 1936 AJS Jarman 350.

Moving along to Hall B, which on a personal level didn’t talk to me at all, displays various Fords from 1923 to 1938, most of which looked like extras from the ‘Cars’ animated movie series, but on the upside; a 1956 Velocette Valiant and a 1926 Triumph Model P with its ‘bow’ front brake mechanism and 494cc four-stroke side valve single, brought some interest to an otherwise uninspiring display for me.

Hall C starts with a 1939 Fiat ‘Topolino’ and ends with the 2016 Chev I mentioned previously, but in between, there are some absolutely stunning Alfa Romeos, Jaguars, and a gorgeous 1959 Austin-Healey 100/6 2.6L roadster. It was somewhere in the middle of this hall that I came to a conclusion that has only taken me 58 years to reach, in my humble opinion when it comes to the design of both cars and bikes, the Italians and the Brits are the only ones who can really do it, with all due respect to the Germans, the Japanese, the French, the Americans and assorted others, visual rightness and jaw-dropping head-turnability belong almost exclusively to the Italians and the Brits, at least to my mind!

This Road to Damascus moment was reinforced when we entered the hallowed Hall D, which I have to admit has some absolute classic ‘Rest of the World’ sports cars including; the wild 1967 Renault Gordini, a 1979 Porsche 930 Turbo and the Corvette Z06 piloted around Zwartkops by the late great Sabine Schmitz, to name but a few; however the drool factor awards had to go to the two Astons posing nonchalantly in the bottom corner, a DB2/4 Touring Spyder and a DB4GT looking cool and aloof like that iconic James Dean photo. But conversely, wow they are beautiful… Incontrovertible proof if any was needed that my hypothesis isn’t too wide of the mark! This was further reinforced by the bikes in Hall D. Starting with the 1980 900 Ducati Hailwood Replica Mk 2, and my personal favourite the 1950 Manx Norton 500, the original ‘featherbed’ frame machine that dominated at the TT for a number of years, the 499cc single produced 40 kW and topped out at 230 km/h – for a 1950 steed.

Hall D is rounded out with some legendary classic SA motor racing machinery including the Gunston liveried Chevron B25/3 Formula 2 spec Cosworth, Ian Sheckter’s 1976 Lexington Formula Atlantic and brother Jody’s 1974 Tyrrell Ford 007. Not the one that looked like it was two cars in a permanent dice – the 6-wheeler, but the previous 4-wheel-only model, boasting a 3 litre V8 Cosworth producing 358 kW, in which he finished 3rd in the 1974 Formula 1 World Championship. A tiddler compared to the current 750 kW F1 hybrid monsters or the 1000 kW beasts of the mid-’80s, but the simplicity, lack of electronics, driver aids and extremely basic engineering are just astounding – RESPECT!!!

So, after an hour and a half of wandering and pondering, even a die-hard non-petrolhead like Sam admitted that she had loved the entire experience, the stunning environment and backdrops, the ambience, the pristine exhibits and the passion of the staff for their charges. This is a fantastic piece of SA and global motoring history, beautifully preserved and presented, and well worth the effort of pre-booking a slot next time you are in the area!

I do apologise for the excessive use of superlatives in this piece; they are, however, totally deserved!!

For more information visit: www.fmm.co.za

Saturday 26th November is a red-letter day for Harley-Davidson in South Africa. For many years, Harley Davidson Mzansi has occupied a prime location in Sandton but times move on and so has Harley-Davidson Mzansi.

The new showroom and workshop are in state-of-the-art premises at 3 Sunrise Boulevard, Lonehill, Sandton. Travelling north on William Nicol, pass underneath Witkoppen Road and turn right at the next traffic light. The new showroom is right behind the McDonalds – you can’t miss it.

The main reason you can’t miss it is that the new Harley-Davidson Mzansi showroom is one of the largest Harley-Davidson dealerships in the world and certainly the largest in Africa.

It promises to be a fantastic day, with live music and DJs, food and drink on sale and the chance to take a look around this stunning new facility.

Bring your wallets along as there will be Black November deals on all merchandise – up to 50% off in some cases – and also special deals on selected new and used Harley-Davidsons.

Proceedings start at 8 a.m., with the official ribbon cutting, and carry on throughout the day to 3 p.m.

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For more information visit: www.hdavidson.co.za

In a previous post, I gave a passing thumbs up to Liqui Moly’s Quick Detailer when I used it to polish the dust off my car. It worked so well in this application that I thought to give it a bash on my bikes as well. Well, to be frank, the results have been superb!

The Quick Detailer comes in a 500 ml spray bottle, is pink and smells like mangoes. Not only does your bike look sweet after rubbing it up, but it smells good too! Let me tell you how I discovered what an excellent product it is.

I recently had a BMW R1800 Transcontinental on review. The bike is painted black with a subtle silver metallic sheen. It has the classic BMW pinstripes in white, highlighting the classic retro lines of the bike. As always, in typical BMW fashion, the bike was delivered spotlessly clean.

The Transcontinental is an imposing large motorcycle and unfortunately too large to fit in my garage with my other bikes, so it was parked under my carport, out of the weather. We have had an odd amount of wind lately, so the bike collected a fine coating of dust. To add insult to injury, we had a spattering of rain which blew some drops onto the bike. Wanting to take photos for our review, I found the bike looking less than pristine. It wasn’t dirty as such, but rather dusty and spotted with dried water marks.

Liqui Moly Quick Detailer to the rescue! Not having time to wash the bike, I thought I would see if the Quick Detailer would restore the bike to its pristine glory. I shook the detailer well, then literally walked around the bike squirting strategic sprays all over the bike’s bodywork including the copious chrome that bedecks the bike. Then I rubbed it evenly with a microfibre cloth, turning the cloth often as per the application instructions.

Editor’s Note: To photographically demonstrate the cleaning process in this article we used a Ducati Scrambler.

What impressed me was that it didn’t leave a typical hazy polish bloom on the bike, but rather brought out an immediate shine. I grabbed a second microfibre cloth, as the original was now damp with Detailer and rubbed the whole bike up without applying any force but rather just polishing up. The results were spectacular.

The paintwork had a deep lustre and the chrome work gleamed as never before. Even the fairing screen had got the treatment and looked all the better for it. Standing back and admiring my handy work, I was blown away by the results. The bike looked better than ever, with every inch shining in all its glory. The kicker for me was how easy it was. I have polished bikes hundreds of times over the years and worked up a proper sweat doing it. Liqui Moly Quick Detailer is a cinch to use, effortlessly putting the shine on your ride. There are additional benefits too.

Water is not good for your bike. It gets into all the nooks and crannies and corrodes places we can’t dry properly. With Quick Detailer, we not only need to wash the bike less, but it also repels dirt, so your bike stays cleaner for longer. It’s also water-repellent. It leaves a protective coating on the polished surfaces, protecting them from atmospheric contaminants. Leave it parked under a blooming jacaranda tree and you will see what I mean! Whilst they mention painted surfaces and didn’t particularly mention chrome or glass/screens, I can report that these surfaces polished up a treat too.

At R218.00, the Liqui Moly Quick Detailer is not what I consider cheap, but then again, really good effective products seldom are. A little goes a long way, so to my mind, given how well it works, it is something of a bargain.

Add to that the protection it offers to my two-wheeled investments and it becomes a downright steal! Once again this is a Liqui Moly product that delivers and then some. I wholeheartedly recommend it. Order some online. Your car and bikes (and bicycle) will thank you for it!

Liqui Moly Quick Detailer

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

LIQUI MOLY Quick Detailer

R239.00 (RRP)

Brand: LIQUI MOLY

I don’t know about you, but my riding career started out with dad’s well-worn riding jacket, a pair of jeans, sneakers and a passed-down helmet. This mentality quickly changed once I grew into motorcycling and proper gear was purchased for the slide rather than the ride. However, one thing always seems to creep back into a motorcyclist’s life; our favourite pair of jeans. Most riders, myself included, find gravitating back to riding jeans over textiles a common reality, but even then, most double-layered Kevlar jeans are just so uncomfortable, sad looking and just too hot for summer. Unfortunately, this leads the majority of us to make the mistake of sliding a pair of non-riding jeans back on for our daily commutes, adventures and even open-road riding.

With that said, a few companies have made this silly excuse almost inadmissible with brands like the Italian company PMJ ditching the dinosaur of heavy double-layered Kevlar technology for something called ballistic Twaron—the material that makes single-layer riding jeans possible. Single layer? Is that even worth it and is it any safe? Well, recent tests in material technology have seen single-layer riding jeans achieve CE ratings of AAA, which is the highest possible rating for abrasion resistance and construction. So, we are talking about a riding jean that offers phenomenal cooling, comfort and in PMJ’s case, trendy slim-fitting motorcycle jeans.

With myself being intrigued by this new tech and at the same time in the market for an inner-city riding jean, I got into contact with the South African importers of PMJ, IMI (Italian Motorcycle Importers).

So, who are PMJ? PMJ are an Italian-born and bred company that has had its roots planted deep into high fashion for the last 30 years, collaborating with famous brands like Hugo Boss and Versace to name a few. They take pride in being a 100% made-in-Italy brand that handmakes their protective motorcycle jeans. With almost 14 years in the motorcycle industry, they have now become the best-selling protective motorcycle jean in Europe.

After having a close look at PMJ’s line-up, Sean Powell hooked me up with a pair of “street” jeans, which come with a single “A” rating to compliment my town and around riding. The street jeans are your more traditional stone-washed ripped jean, with a slim upper leg fit and straight leg cut at the bottom to fit riding sneakers. The first fit saw me go a size bigger than usual going for a size 32 as opposed to my usual 30 waist, which is not unusual for a European fit. In saying that, ‘IMI’ do bring in sizes 30 to 42 with a variety of leg lengths to go with it.

Before hitting the road, Sean paired my riding jeans with one of PMJ’s latest classic denim jackets, called the West jacket. Not only did this add to my off-season Steve McQueen look, but it too was backed by a class AAA PPE rating.

After two months of literally living in the jeans and with the seasons starting to head into summer, I was enjoying my new skin. The first two positives, which are major for me, were how flexible the jeans are when changing riding position on the bike and how well-ventilated they are out in the field. I spend a lot of my time riding but a majority of it standing still photographing motorcycles, which means 20 to 30 min on location in the hot sun, pushing the bike around and getting low for those aggressive shots. I was impressed with how easy they were to live with not only on the bike but off the bike too.

Again, the above is all thanks to the material that is used and how the abrasion resistance comes about thanks to aramid fibres woven into the denim itself, allowing the single-layer denim to form the protection. It is just awesome to see and understand how these protective motorcycle jeans look like normal, everyday slim-fit jeans but they’re lined with ballistic Twaron abrasion-resistant material. This material also gives the street a slide time of 1 second on the “Cambridge machine” (equivalent to around 4 seconds on asphalt).

The level of protection one gets from their gear should always be considered, and for me, that was made simple. I knew these jeans were going to be used for quick pop-around meetups and slow-town riding. So, the safety rating of just a single A was acceptable, while considering an AA or AAA was going to be overkill for town riding, much more expensive and heavier.

The layout of the jeans is pretty simple, with your traditional five-pocket design and your level-1 knee armour, which for once, lined up perfectly with my knees. I’ve always hated knee protection as they tend to scratch the hell out of my knees, but with PMJ this was not the case. For washing, you can also remove them when necessary and they are cleverly relocated with Velcro to make sure they don’t move around. The street jeans are also hip-protector-ready.

When it comes to fit and use, these jeans have their small compromises and I mean dinky. If you have rugby player thighs you are not going to fit in a pair of PMJs and if you like your pocket space, then again, the tight fit offers very little. If you’ve got a small credit card wallet like mine, all good, but if you’re rolling in the green then you are going to run out of space. You also have a button up front instead of a zipper system, which really isn’t a compromise and I think it adds to the overall classic look and feel of the jeans.

All in all, the PMJ street jeans, offer great value at R2999 and I think PMJ are bringing in products that suit the daily commuter and inner-city riders’ needs with a middle-ground offer. They also have a more subtle pair called the “new rider” jeans which retail for R2400 and come in a darker blue.

After taking a closer look at what other riders wear on the road, I’d say only 25% of motorcyclists wear protective trousers, but I think new products like these can convince more riders to gear up rather than down. So, pull into IMI in Bryanston and give their PMJ line a browse as they have an array of styles for both men and ladies. I’ve already got my eyes set on their Cargo and Café riding pants.

The custom bike scene has grown exponentially globally over the past 20 years and, if you listen to the naysayers, South Africa lags far behind. Well, if last weekend was any indication of the state of the custom bike scene here, then all I can say is that it is in rude good health, and what is being built is the match of anything coming out of the traditional centers of excellence in the U.S., Europe, and Japan.

Perhaps surprisingly, The Lightning Bolt competition is an initiative by BMW Motorrad, although do not make the mistake of thinking it is solely open to BMW-based customs. The line-up in Cape Town comprised all makes and both classic-based and new bike-based creations. Far from being a South Africa-only competition, it is open to entries from all over Africa and it was, in fact, the biggest custom bike-building competition in the whole of Africa, with a winner-takes-all prize of R250,000.

This year’s event took place in Shortmarket Street in the center of Cape Town, the home of The House of Machines, a bar/coffee shop/music venue with the coolest motorcycling culture vibe to it. The organizers of the event, under the expert guidance of Alan Shenton from tenbüro Brand Operations, put in a huge amount of work, not only with choosing the bikes, which was the visible tip of the iceberg, but also putting together an unbelievable line-up of music to keep the roughly 1000-strong crowd who had succeeded in getting tickets entertained.

There was not one dud band in the line-up, which ranged from local Cape Town bands to the biggest SA stars, such as Jack Parow and Fokofpolisiekar, ably supported by PHFat, Angie Oeh and The House of Machines favourites Jak Tomas, The Ghouls, Sam Turpin, Laliboi, Julian Place and Murray. The P.A. was one of the best I’ve ever heard and the whole event was so slickly run: even a bit of rain, later on, failed to bring things to a halt.

But, of course, the bikes themselves were the stars of the show. There were 12 finalists, whittled down from 30 entries, and they were all of extremely high quality, both in terms of design and engineering.

It was an eclectic mix, from a traditional and hugely elaborate Harley chopper to a Honda flat-tracker, from a Yamaha RD350 to an ultra-futuristic BMW with all-enveloping bodywork, from a Honda Super Cub to a Ducati.

There were four judges: Dr. Marcus Schramm, head of BMW Motorrad, Alan Stulberg, a master custom builder from the U.S., Wes Reyneke, Cape Town-based Senior Editor of leading custom bike website BikeExif and Paul van Der Spuy of House of Machines. Quite how they were able to choose a winner from such a diverse selection of custom machines, all of which displayed incredible talent on the part of their creators, each with their own vision, imagination, and skill levels, I do not know. All I do know is I’m glad I didn’t have to choose.

In the bright sunlight, the machines were parked in the length of Shortmarket Street while the crowds mingled, ate, drank, listened to music, caught up with old friends, and made new ones. But, of course, the whole point of the day was to crown one of the bikes a winner, and that winner – a worthy winner in a lot of peoples’ eyes – was Wayne Buys and his incredible BMW with fully-enclosing bodywork: a masterpiece of design and fabrication.

The Lightning Bolt was one of those events that, after it was all over, you really wished it was continuing for a few more days: perfect location, perfect weather, great music, a perfect crowd of people, and perfect motorcycles: what more could you want?

The next Lightning Bolt competition takes place in New York next year. South African fans will have to wait for a couple of years for our next one but, rest assured, the wait will be worth it.

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Sadly, we are not blessed with the best riding roads in Gauteng; to find those, we have to ride east or south for a few hours, something that is not always possible in the course of a Sunday morning. A weekend, maybe, but how many of us have time to do that every weekend?

I used to think it was the same for adventure riding; the flat veldt surrounding Johannesburg not providing much in the way of hardcore trails and hills. Thus, it was always a problem when adventure bikes came up for a test to really put them through their paces without taking a couple of days off, which just wasn’t possible, both financially and time-wise.

I laboured under that impression for a long time, whilst being aware that people did seem to come back with dirty bikes from a morning’s riding: which I just couldn’t fathom.

Then the opportunity came to ride the Husqvarna Norden 901 over a weekend and I was determined to make the most of it, to actually take it off-road and not just confirm what I already knew: that it is, in line with all adventure bikes, great on the road.

The problem was where? A chance conversation with a friend revealed that a friend of his rode off-road virtually every weekend with a bunch of mates. Typically for a fellow motorcyclist, the invitation to join in, despite being a total stranger to them, was instantly forthcoming. All I had to do now, was to remember how to ride off-road!

That might sound strange coming from someone who does this for a living but you have to remember that, by and large, we journalists are jacks of all trades and masters of maybe one or two. Our lives are filled with many different bikes but rarely do we have the time to ride any one bike for longer than a few days and, equally rarely do we have a succession of one type of bike, not to mention access to the type of road, trail or track to get the best out of them.

Adventure riding is one of my favourite two-wheel disciplines but I simply don’t get the chance to do much of it, so the prospect of heading out into the unknown with a group of talented riders was just the ticket, despite my own personal lack of talent.

Of course, there was no cause for worry. In my experience, no one who rides bikes resents passing on some hard-won knowledge and makes no fuss about helping out a less-experienced rider if asked, or waiting patiently while the tortoise brings up the rear.

So, to finally get to the point of this article: where did our route take us? We headed north out of Bryanston and up past Broadacres, towards Lanseria. Then we turned off the road and proceeded to wend our way further northwards towards Hartebeespoort, alternating dirt with tar and, from there, we simply followed kilometre after kilometre of irrigation canals, all of which have an access road running alongside.

Now, that doesn’t sound terribly exciting but it was such a revelation to find off-road trails along which to ride, a stone’s throw from where I lived. Ok, so the going was largely flat and not very technical but, still, it was off-road and thankfully dry: it would have been a different story if it was muddy!

Eventually, we popped out onto the R511 heading towards Thabazimbi and headed for a roadside eatery for refreshments. With that came the chance to assess the Husqvarna and the first thing that came to mind was how different it feels to the KTM 890 Adventure which, of course, is essentially what the Norden 901 is under the skin.

I have no idea how they have done this and, in actual fact, it doesn’t really matter. Maybe we should think along the lines of being happy there is another choice of an adventure bike. It might seem strange that the KTM Group would launch a competitor to its own bike but I doubt the Husky will take sales away from the KTM and I only hope that it is a sales success in its own right because it deserves to be.

It was nothing but confidence-boosting off-road, being beautifully balanced and wearing its weight down low. The engine has a broad spread of torquey power and the quick-shifter gearbox is light and precise, although some care was needed to not snick inadvertently down a gear when standing on the pegs.

The Norden 901 is an excellent adventure bike and it is the existence of models such as this, the KTM 890 Adventure and the Triumph Tiger 900 that begs the question: why would you need anything bigger? Compared to these middleweights, the litre-plus adventure bikes seem so incredibly large and heavy.

These middleweights lose nothing to the bigger bikes, whether on tar or off-road: you can cover huge daily distances in comfort and, of course, the lighter weight and reduced bulk pays dividends off-road.

Comfort: good, performance: good, ability: good, appearance: good, equipment: good, brakes: good, suspension: good. Yet another glowing report in a sea of glowing reports: not just for the Norden but for the vast majority of bikes on the market today.

Having said that, while it is not a criticism, there is something that you need to be aware of. The Norden 901 is a handsome bike but those good looks are exposed to disfigurement. The main culprit is the large bodywork panel that stretches from the headlight all the way along the flanks to meet the seat. Because of its convex shape and the positioning of the apex of the curve, even the mildest lay-down will scratch and damage that panel. To protect it would take crash bars of such size and expanse that you might as well build a roll cage around the bike and have done with it.

I can’t imagine that replacing that panel would be cheap, either. Given the company’s experience in building off-road machinery, it is a strange design feature, even if it is attractive.

Is it a deal-breaker? In a word: no. The Norden 901 is just too good for this to be a barrier to ownership. What is a more pertinent question is how do you choose between the 901 and the KTM 890 Adventure? For once, you can buy based solely on looks, safe in the knowledge that both bikes will not only flatter the novice but satisfy the expert.

The Husqvarna Norden 901 will cost you R246,999 or thereabouts. This compares to the KTM 890 Adventure R at R249,999, while the base model 890 Adventure is R229,999.

Husqvarna Norden 901

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

2023

Husqvarna Norden 901

Pricing From R246,699 (RRP)

Brand: Husqvarna

At the recent press and dealer launch for the Honda Quest, I noted with interest that the Honda Africa Twin CRF 1100’s were all sporting crash protection in the form of RUMBUX  bars with integrated bash plates. For those of you that may not be familiar with RUMBUX, they are a South African company that over the years have designed and built robust crash protection bars for a variety of Adventure and dual sport bikes. I caught up with the brains behind Rumbux, Deon Lak, to find out what is happening, as well as what’s in the pipeline.

Covid was a huge handbrake on the SA and World economies. Deon took advantage of this downtime to re-invent his business as well as to bring his product line up to date. The upshot of this is a line of products that are really second to none in terms of function and build quality. To operate at maximum efficiency and to deliver a cost-effective product, Deon makes the following products to order:

• Full Spec Endurance protection bars: Honda Africa Twin CRF1100L Base (Small tank)-Manual & DCT (Upper & engine crash bars with an integrated skid plate)
• Full Spec Endurance protection bars: Honda Africa Twin CRF1100L Adventure Sports-Manual & DCT (Upper & engine crash bars with an integrated skid plate)
• Full Spec Endurance protection bars: Husqvarna 901 Norden (Upper & engine crash bars with an integrated skid plate) and Endurance rear protection / Pannier bars
• Endurance rear protection / Pannier bars: KTM 790-890 Adventure
• Endurance rear protection / Pannier bars: Hero X Pulse 200
• Endurance rear protection / Pannier bars: Honda CRF300L

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Coming soon:

• 2021 KTM 1290 Super Adventure R&S Endurance upper add on bars
• KTM 790-890 Adventure: Full spec endurance protection bars  (Upper & engine crash bars with an integrated skid plate)

For more info on RUMBUX click HERE.

When Albert from GoGravel asked me to put the Airman Mini Compressor to the test, I was quite intrigued. The fact is, with the profusion of Adventure bikes out there, as well as almost all road bikes running tubeless tyres these days with plug-and-play convenience, the ability to pump flat tyres anywhere is almost essential. Puncture repair kits come with ‘bombs’, tiny cylinders filled with compressed air that screw into a tyre valve adaptor. This is all good and well, but if you are unlucky enough to have a few punctures on an extended trip, or even have a slow leak, then this is where a small mobile compressor comes into its own. Knowing that you can pump your tyres will bring you peace of mind all on its own.

I have had the Airman Tire Inflator for a while now and, as the saying goes, “the road to hell is paved with good intentions”, I have not made work of testing it. It seems rather silly to deflate a perfectly good tyre and then pump it up. Almost not authentic if you will. So when Bjorn came over to my place to download some photos and on leaving, saw a screw impaled in the back tyre of his Yamaha XSR900, a wicked part of me thought “hee ha, now’s the time for the Airman to strut its stuff!” I whipped out my puncture repair kit and we removed the screw, reamed the hole and inserted a worm plug into the now totally flat tyre.

Inspecting the Airman, I was immediately impressed by a number of features. A lot of thought has clearly gone into its design. There are three separate power cables. One that plugs into a regular cigarette lighter socket, another that can be permanently affixed to your battery terminals (which can also be used with many battery chargers), and a third that connects with crocodile clips. Powering up the Airman is thus fast and easy.

The unit itself measures a tidy 14,5x12x6 cm. It comes in a neat bag which keeps all the bits together. A recess in the bottom houses the power cable which is fuse-protected and measures over 3 m when attached to the desired adaptor, making it easy to plug in and get the compressor close to the tyre that you are pumping. The pipe that screws onto the valve is housed in a recess on the top of the unit and extends 26 cm, making it easy to attach to the wheel that needs inflating.

Also stored under a cap at the top of the unit are adaptors for bicycle tyres, balls and air mattresses. Clever! No more shlepping your (or the kids’) bikes to the garage just to pump the tyres. Also at the top of the unit are the on/off switch and a clearly legible gauge calibrated in psi and kPa (bar). The size is such that it literally fits into a corner of your top box or pannier.

With the puncture repaired, I attached the cigarette adaptor, plugged it into my car standing in the carport, which I could reach easily thanks to the generous length of the power cable, and started the car as per the instructions which come with the Airman, screwed it onto the tyre valve and switched the compressor on. 4 minutes later the tyre was at 2,5 bar. Sorted. Typically, these compressors generate significant heat in the pipe, so care should be taken when unscrewing it. In no time I could pack it up, pop it back in its bag and all was good.

I cannot, for obvious reasons comment on the longevity of the unit, however, if you stick to the instructions and use it when required to inflate or adjust tyre pressures, I see no reason why it won’t deliver years of service. The construction is robust and cleverly designed to be compact yet functional. This is really an essential piece of kit for any touring motorcycle, especially Adventure bikes.

Riders will have no problems lowering tyre pressures when venturing onto sandy surfaces and the like, secure in the knowledge that they can inflate their tyres to road pressures for the tar ride home. Quite likely reducing the chance of capsizing in the dirt. Tyres sometimes also take the rap for delaminating, when in fact it was due to overheating when riders travel at speed on under-inflated tyres. R950 buys you a huge amount of convenience and peace of mind. A solid double thumbs up from me!

Airman Tour Adventure Compressor by GoGravel

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

As the overnight leader in the Gold Class, defending champion Wade Young (Sherco Factory Racing powered by Motul), led from the off today to cross the line in first place and notch up his seventh Roof victory. This was no procession, however, as he was pushed hard the whole way by Mani Lettenbichler (Red Bull KTM Factory Racing) and for some part of the morning, Travis Teasdale (ASP Rope Mclarens Racing), who finished second and third respectively.

With heavy overnight rain once again necessitating a change of route due to swollen rivers, conditions, on the whole, were much better than the previous day, with riders able to adopt a more flowing style as the route dried out slightly in the sunshine.

In Wade’s own words, he went out ‘hot’ and tried to ride as smoothly as possible, maintaining his intensity and minimising mistakes so that the riders in pursuit would have to push hard, and take more chances on the unforgiving terrain. By halfway, just after Soldiers Way, he had pulled a 4:30-minute lead but Mani clawed some of that back to just over 2:24 minutes by the finish.

Mani was happy with his result, being only his second Roof, and while he pushed hard in the morning to stay with Wade, he conceded that navigation was a challenge for European riders like him who are not used to the Roof’s race format of pure GPS routes with limited marking. ‘With so many bushes and so many different paths to choose from, reading the terrain around you becomes so important and I’ve definitely learnt a lot for next time.”

This year’s Roof of Africa podium featured not only the 7-time winner of the Mother of Hard Enduro, but the 2022 FIM Hard Enduro World Champion and 2022 SA Extreme Enduro Champion. With seven Roof wins under his belt, Wade is now just two wins away from equalling the all-time record held by Alfie Cox, whose last victory came in 2001.

“The Maloti Mountain weather presented us with some serious logistical challenges this year – even more so than usual,” commented Charan Moore, Roof Race Director and Founder of Live Lesotho. “We’re therefore especially proud that we were able to deliver another classic edition of the Roof, and that we could provide a rewarding challenge for everyone from the world’s top Enduro riders to the weekend warriors in the Iron Class,” he added.

Once again, it was the riders in the Silver Class who had the longest day in the saddle, and this is where perhaps the greatest upset happened. Overnight leader Austin Stuart (Orange County KTM) saw his 25-minute lead whittled away due to technical difficulties, leaving the way open for a trio of young Durban riders to occupy the podium.

Luke Walker (Motorex Alfie Cox KTM) and 16-year-old prodigy Thomas Scales (Ride KTM Durban) both passed Walker’s teammate Daniel Schröder, with Walker’s winning time being 9h32:27 across the three days of the Roof.

The battle for the Bronze Class honours was hard-fought to the end, with Tate Ströh ultimately emerging victorious on one of just four Yamahas in the finishing field of 200 bikes. His winning margin was just over 22 minutes from Stiaan Potgieter (KTM), and Stefan Tolmay (also KTM) in third.

Meanwhile, riders in the Iron Class completed the full route for Day 2 with the winner being Tom Classen (KTM) who led from start to finish. He was joined on the podium by Pieter Kritzinger in second and Jack Brotherton in third, both on KTMs too.

To see the full results of the 2022 Roof of Africa and a gallery of great Enduro racing images, visit the official website HERE.

After heavy overnight rain, the organisers of the “Mother of Hard Enduro” took the decision to adjust the routes to limit and, where possible, avoid swollen and impassable mountain rivers. Depending on the class, this involved the routes for Day 2 being shortened by between 50km and 90km.

The shorter-than-expected day for the Gold Class riders was not without its share of drama. With no other way around, the first to attempt a major river crossing was Mani Lettenbichler (Red Bull KTM Factory Racing) who succeeded only in drowning his bike, and then had to watch as his rivals left him on the riverbank while he drained the water out of his motor.

However, assertive riding by Lettenbichler saw him catch up to the leading riders before they reached the revised finish line at the DSP. On one of the final downhills, Wade Young (Sherco Racing Factory Team powered by Motul) pulled away to establish a slight advantage over Lettenbichler and Travis Teasdale (ASP Rope Mclarens Racing). These two rivals locked wheels (as well as horns) just as they crossed the line coming into the DSP, to highlight how close the racing was today.

This extreme competitiveness has set the tone for tomorrow’s deciding stage, with three current Champions in Enduro racing going head-to-head for the ultimate prize. According to the provisional results, defending Roof Champion Wade Young holds the lead, but with FIM Hard Enduro World Champion Lettenbichler only two minutes behind and just a single second separating the German rider from SA Extreme Enduro Champion, Teasdale in third, there is everything to ride for tomorrow.

The first Silver Class rider to cross the line, Austin Stuart (Orange Country KTM), has built up a potentially commanding lead of some 23 minutes over second-placed Daniel Schröder (Motorex Alfie Cox KTM), with Schroder’s teammate Luke Walker completing the podium line-up.

Tate Ströh (Yamaha) is the current leader of the pack in the Bronze Class, with Stiaan Potgieter (Husqvarna) 16 minutes behind and Corbin Pape (KTM) a further 7 minutes back.

“Having seen the state of the river crossings on the original route for today, I erred on the side of caution and made some last-minute adjustments to the routes,” explained Charan Moore, Roof Race Director and Founder of Live Lesotho. “We wanted to make sure that we stayed true to the spirit of the Roof, kept all the riders safe, and still gave the fans the Enduro action they’ve come to expect,” he added.

Moore went on to confirm that the final day will be a short, steep route, with plenty of no holds barred ascending and descending – ideal for determining which of the three Champions on the Gold Class podium will be crowned King of the Maloti Mountains. The stage is set for a nail-biting Roof showdown for tomorrow’s final stage.

For more info and the full programme of events, including all the latest results, visit the official website HERE.

The first day of the 2022 edition of the Roof of Africa was bookended by summer downpours, but even the rain couldn’t dampen the enthusiasm of Lesotho’s Hard Enduro fans. Nor could it affect the dedication and commitment of the over 400 competitors who found themselves at the start line in Maseru on the morning of November 10^th.

Among the crowds was the newly elected Prime Minister of Lesotho, the right honourable Mr Sam Matekane. A self-confessed petrolhead and ex-Off Road racing driver, he is a big fan of the Roof of Africa. Combined with the excellent turnout of local fans, the future certainly looks good for the Mother of Hard Enduro.

Early rainfall in the capital raised the prospect of wet, slippery tar, but the return of the popular Round the Houses opening segment proved too great a draw to resist for a large and vocal crowd. Besides which, the sun soon emerged, and riders of all four classes (Gold, Silver, Bronze and Iron) enjoyed beautiful conditions. The streets of Maseru echoed once again to the roar of Enduro bikes and excited cheering.

The riders clearly relished this road-racing component of the Roof, with competition being especially tight in the Gold Class. Reigning champion Wade Young of (Sherco Racing Factory Team powered by Motul) once again showed his Roof credentials by pipping long-time rival and 2022 South Africa Enduro Champion Brett Swanepoel (Husqvarna Racing) to the post.

Much as Round the Houses is an iconic component of the Roof, the Mother of Hard Enduro is of course all about the Maloti Mountains and Bushman’s Pass certainly delivers. The combination of challenging terrain and “four seasons in one day” weather – of which today was a classic example – has earned the Roof its daunting reputation.

This year’s Roof was to have been the first time that Gold and Silver Class riders took on the new “Ntoa ea Thaba” or “Mountain Battle”, but the elements clearly had other ideas. Early afternoon hail and thunderstorms dictated a slight change of format, with the organisers using the top 20 Gold Class practice times and instead sending riders out for a single hot lap, the outcomes of which were used to determine the results for the day.

“We were delighted to see such a strong turnout of local Roof fans for Day One of this year’s Mother of Hard Enduro,” commented Charan Moore, Roof Race Director and Founder of Live Lesotho. “While the weather certainly played a part today, we can look back on a thrilling and hard-fought day of racing with old rivalries renewed and new challenges laid down,” he added.

Much like the weather, the Day One results caught many people off guard – and have set up an intriguing day’s racing for Friday. The Roof can be a race of very fine margins and so it proved in the Gold Class, with Micheal Walkner (GasGas Factory Racing) notching up the win by just two seconds from Mani Lettenbichler (Red Bull Factory KTM Racing). Last year’s runner-up, and the highest-placed southern African rider so far, Travis Teasdale (ASP Rope Mclarens Racing) rounded out the podium.

Today’s rain especially impacted the Silver Class, with practice times from qualifying having to be used to determine who occupied the Day One podium. Daniel Schröder currently sits in first place, followed by Austin Stuart and then Luke Walker.

In the Bronze Class, Brian Burrows (Coral Transport KTM) has built up an almost five-minute lead over Tate Ströh (Yamaha), with Stiaan Potgieter (Husqvarna) in third at this early juncture.

The Iron Class Day One podium was a clean sweep for KTM riders, with off-road veteran Tom Classen followed by Jack Brotherton and then Pieter Kritzinger.

For more info and the full programme of events, including results as soon as they are available, visit the official website: www.roofofafrica.co.ls

The notorious Roof of Africa is back in full force and star rider Brett Swanepoel will be flying the Husqvarna flag high in the Maluti Mountains.

An excited Swanepoel commented on the weather conditions, “Looks like it’s going to be another wet Roof, but the team and I are ready for whatever gets thrown our way. Feeling strong and ready for some tough racing ahead, bring on the week.”

Group manager Grant Frerichs said “This is the smallest team we have ever had at the Roof of Africa but it means there is 100 percent focus on Brett and all the teams attention can be on him to get the best result possible” He went on to say, “Brett has had a phenomenal year on a national level but really bad luck at all the international races he competed in. We are hoping the stars align this time around and he gets the result he deserves.”

We are excited to see how the 2022 Roof of Africa unfolds and wish Brett Swanepoel the best of luck.

Oh, the statistics geeks have had a field day with this one: first all-Italian championship for 50 years: 50th anniversary of Ducati’s first podium in Grand Prix racing: 50 years to break the record for non-Japanese manufacturer victories in a season (all 1972, when Agostini won the 500cc title on the MV Agusta, Ducati placed third in the Italian Grand Prix and MV Agusta won 12 races): largest points deficit overcome to win: only rider to crash out of five races and still win the championship: first Italian since Rossi to win: first Ducati victory since 2007. OK, those last two are pretty boring. In fact, all of them are really insignificant in the face of one of the best season’s racing we’ve had for a few years.

Without the figures in front of you, it seems as if Quartararo’s championship was all but signed, sealed and delivered before Bagnaia started his withering assault. However, while Bagnaia did close a huge points deficit, in actual fact Quartararo was only ever as much as 34 points ahead of the second-place rider which, for seven races, was Aleix Espargaro. More often than not, the gap was appreciably less. Looking at it that way, Quartararo certainly was not having an easy run to the title: it’s just that Bagnaia was relentless at a time when Quartararo was looking vulnerable.

The Valencia race was a bit of a belter, although you had to be patient as the director chose to concentrate on Bagnaia going backwards rather than the action up front. Rins shot into the lead at the start and was never bettered, despite having Jorge Martin, Jack Miller and Marc Marquez breathing down his neck for the majority of the race before an inspired Binder took second place with a couple of laps to go and also made Rins’ neck hot with his breath. Quite how Binder made his tyres last at the pace he was riding is anyone’s guess.

Rins’ performance – the second in three races – must have made the good people at Suzuki wonder just what the hell they were doing, quitting the sport. I mean, a Ducati not being able to get past a Suzuki on the straight? Imagine what Suzuki could do next year if that development curve continued. Another championship would certainly not be out of the question. You can only hope that whoever made the decision to leave MotoGP was looking a bit sheepish on Monday morning as the newspapers and websites were pored over, with a picture of a Suzuki in every single one of them. You can’t buy that sort of publicity but if it has no relevance to what you are actually building, then does it make sense?

If Suzuki has previous form in leaving MotoGP, this time it is for real and permanent, rather than leaving to lick its wounds and come back stronger. Sadly, it makes sense for Suzuki to leave: already news is coming through that Suzuki’s range of sports bikes – the venerable GSX-R line – will soon be unavailable in various territories which signals a change in direction for the company and this new direction has no need for a flagship MotoGP effort costing millions of dollars a year: dollars that could be poured into the development of bikes that are actually selling, as well as electric technology. Still, it’s hard to accept the loss of Suzuki from the grid. MotoGP is still healthy, with five manufacturers but, as Suzuki has shown, it only takes one to quit to leave the paddock reeling amid a scramble for seats: musical motorcycles, anyone?

The opening couple of laps in Valencia were brilliant as Quartararo threw caution to the wind in order to try and get to the front. Bagnaia was involved as well, losing a front wing as the action got extremely hot. They both survived the skirmish virtually intact but fourth was as far as Quartararo got. Race day was hotter than practice and qualifying days, and his front tyre couldn’t keep up the pace.

He might have lost the title to Bagnaia but Quartararo’s riding this season has been incredible, on a bike that only he has been able to tame and, more often than not, riding way over the limit – and surviving – in order to bend the Yamaha to his will. You only have to look at the other Yamaha riders to understand the job Quartararo has done: the reason Morbidelli is still at Yamaha is not only because he has a contract for 2023 but also because Yamaha themselves know the bike is a dog and to blame Morbidelli for his performances would be grossly unfair. Bringing in another rider is not the answer: a good racing M1 motorcycle is!

What can’t be ignored is Bagnaia’s strength of mind throughout the season. Not only has he had to battle extremely strong Ducati opposition that has never, for one second, let him relax, but also had a crisis of confidence after crashing five times. To rebuild momentum after that is a testament to Bagnaia’s ability to dig deep, analyse the mistakes and make sure they don’t happen again. In the second half of the season, he was imperious, winning four races on the trot after his fifth crash in a race in Germany. That was what set up his championship challenge: that, and the fact that Quartararo’s consistency left him just as Bagnaia was racking up the points.

Pity poor Aprilia: for both bikes to retire from the final race within laps of each other due to technical malfunctions was cruel luck for the most-loved team in the paddock. Aleix Espargaro’s six early-season podiums, including that famous first victory, not to mention Viñales’ three podiums, was the best season for Aprilia ever in MotoGP but the consistency to keep up the title challenge just wasn’t there, with silly mistakes and mechanical fragility scuppering their season. We can only hope that they come back next year just as strong.

Ahh, next year! Now begins the summer of our discontent with the only minor bright spots being test days here and there. No doubt the teams all need a bit of a break, especially in light of next season, with more races than ever – 21 – looming large. We’ve said it before in this column, but the only thing certain about MotoGP at the moment is the uncertainty. In seasons past, we have been able to predict by and large who will be the dominant force. Since 2020, however, playing such a game has been solely for the clinically insane and next year will be no different.

Marc Marquez will no doubt be fully fit but will he have had enough input into the 2023 Honda to turn it into a winner? Will the Ducatis be able to maintain their dominance? Will Yamaha be able to up their game? Will 2023 be KTM’s turn to shine (not an outlandish scenario, given Binder’s performance on a new chassis in Valencia)? Will Bagnaia and Bastianini take points off each other every race, allowing another rider to sneak up from behind and steal the crown? Can Aprilia continue the upward movement?

The questions are many and the answers, naturally, few. For those, all we can do is wait: not for the first race of the season but the last because, only then, will we know who got it consistently right and who didn’t.

It’s EICMA week, which means that we can look forward to a slew of major OEMS confirming some of the industry’s worst-kept secrets. And no secret has been kept worse this year, than the fact that Honda have been working on a new Transalp. Now Big Red’s confirmed it; here’s the brand new 2023 Honda XL750 Transalp.

Honda first released the Transalp back in 1986, but it’s the early 2000s XL650V and XL700V variants that you’ll see all over South Africa’s streets and trails. The Transalp has always sat in the middle of the Venn diagram where versatility, reliability and affordability intersect. It’s never been the most exciting adventure bike on the market, but it’s arguably one of the most iconic.

That’s why it’s been sorely missed by scores of adventure riders since Honda cut it from their lineup roughly a decade ago. But it’s back, now with a bigger engine and a host of new features.

Powering it is the same 755 cc liquid-cooled eight-valve parallel-twin engine that’s in the new CB750 Hornet. It’s good for 67.5 kW (90,5 hp) at 9,500 rpm and 75 Nm at 7,250 rpm, and uses a 270-degree firing order for added character. It uses the same Unicam head as the Honda CRF450R, which helps to keep the motor compact, and a slip-assist clutch.

The throttle’s a ride-by-wire setup, with five rider modes—one of which is customisable, and one of which is dedicated to off-road riding. Each mode regulates power delivery, engine braking, ABS and traction control. Riders can switch off traction control too, as well as the rear brake’s ABS.

Honda’s claimed fuel consumption figure is 23 km/L. With its 16.9 l tank, that should be good for 390 km between pit stops—which is perfect for South Africa’s most popular adventure riding routes.

Its engine size puts the Transalp squarely in the gap between Honda’s CB500X (which is reportedly coming to our shores soon), and the wildly popular CRF1100L Africa Twin. Its styling reflects this too, combining the CB500X’s angular lines with the Africa Twin’s stature. Although it’s not quite as aggressive as the latter, it stops short of being completely bland, with a utilitarian vibe that’s sure to appeal to its intended audience.

Honda’s designers call this look “friendly toughness”—it sounds goofy, but it sort of makes sense. The bodywork is sleek, with ergonomics that look like they’d work just as well whether you’re sitting or standing. The seat height is respectable, but not excessive, 850 mm.

The Transalp might be bigger than the CB500X, but its frame is actually lighter. Honda have given it a steel diamond frame that weighs just 18.3 kilos, said to make the bike more agile. The total wet weight is 208 kg, the rake and trail are 27 degrees and 111 mm, and the wheelbase is 1,560 mm.

There’s Showa suspension, with preload adjustment only, at both ends. 43 mm upside-down forks with 200 mm travel do duty up front, with a remote reservoir shock sporting 190 mm of travel at the back, hooked up to Honda’s signature ProLink system. The aluminium swingarm uses the same castings as the Africa Twin’s.

Off-road fanatics rejoice: the new Transalp now rolls on 21F/18R spoked wheels, with 210 mm of ground clearance. Sadly, there’s no mention of those wheels being tubeless in Honda’s press release. Braking is courtesy of what appears to be standard-issue Nissin callipers, with dual 310 mm discs up front, and a single 256 mm disc out back.

Standard equipment includes a full complement of LED lighting, a USB charge port, a rear luggage rack and a 5” TFT screen. The dash is packed with info, can be cycled through various display modes, and includes a full Bluetooth connectivity suite. What you don’t get out of the box, are hand guards, a bash plate, or an adjustable screen… but most of those can be purchased separately, naturally.

Honda have a full catalogue of parts for the Transalp, ranging from protective bits to luggage. Everything can be bought individually, or in five accessory ‘packs.’ The ‘Urban’ pack includes a 50 l top box (with a pillion pad and an inner bag), a tall screen and a centre stand. The ‘Rally’ pack has a quick-shifter, engine guards, bash plate, burlier foot pegs and hand guards.

The 2023 Transalp takes everything that made its predecessors popular but ramps it up with modern tech and a very respectable spec sheet. There’s a lot to love here—not just for fans of the original, but for anyone looking for a middleweight dual-sport that can commute on weekdays and travel on weekends.

There’s no word on what it’ll cost when it gets here—or when it’s arriving. But if the price is right, you can expect to see a lot of these in the wild.

Suzuki has announced the replacement for the long-running and much-loved V-Strom 650 in the form of the V-Strom 800 DE. A ground-up new design, gone is the venerable V-Twin engine and, in its place is a brand new 270°, 776cc DOHC parallel twin which will also power a new middleweight sports roadster, the GSX-S 8S. It features twin balancer shafts to damp out vibrations and, thanks to the 270° crank, it will feel more like a V-Twin than a parallel twin, with attendant excellent torque.

Power output is claimed to be 83bhp at 8,500rpm, with 77Nm of torque at 6,500rpm. That puts it right in the mix with the Yamaha T7, BMW F 850 GS and the newly-announced Honda XL750 Transalp. In terms of weight, it also sits in that same ballpark.

If you assumed the V-Strom was so-called because of its V-Twin engine then you might have been right at one point in the model’s career but Suzuki has obviously opted for continuity with the newly-engined model. Of course, the benefits of the parallel twin configuration are significant: simpler, lighter, cheaper to manufacture and maintain and, crucially, much easier to package into a motorcycle for optimum chassis performance.

Suspension is by Showa and offers 220mm of suspension travel and 220mm of ground clearance. The chassis is all new and has brought the seat rails closer together for a narrower seat where it meets the tank, which will enhance control by bringing the legs closer together when standing. The rear subframe is bolted on to ease and lessen the expense of repairs.

The electronics have been completely revamped, with three levels of on-road traction control alongside a ‘G’ mode for off-road, which will allow more spin of the rear wheel. ABS can be turned off at the back wheel for off-road riding. There’s also a bi-directional quick shifter and Suzuki’s easy-start system with a low-rpm assist, which helps prevent stalling. There’s a five-inch, full-colour TFT dash via which all the rider aids are controlled.

Suzuki is clearly aiming to improve the model’s off-road performance to keep it in line with rivals. The suspension changes point to that, as does the 21” front wheel. The airbox has been positioned under the seat, leaving more room for fuel capacity without adding excessive bulk.

Two model variations have been announced: the standard V-Strom 800DE and the 800DE Adventure, which comes with crash bars, a stronger aluminium sump guard and panniers. It will be available in the yellow/dark blue colour scheme that will be familiar to fans of the outgoing V-Strom 650, as well as ‘Matt Mechanical Grey’ and ‘Glass Black Sparkle’.

The styling is the only element that has not undergone a huge change which is no hardship as the old V-Strom 650 was already well-endowed in that department. The headlight treatment now echoes that on the latest GSX-S1000, with stacked square LED lights.

Expect to see the new V-Strom 800 DE in showrooms at some point in 2023.

On a recent visit to Liqui Moly, we got to spy out their new premises. They are now situated at 84 Park Avenue South, Highway Business Park, Rooihuiskraal, Centurion. It is effortless to find as there is a bold Liqui Moly sign on the front of the building. Walking through the building, it seems absolutely made to measure, meeting Liqui Moly’s needs to a T.

The building is light and airy with a distinctly upmarket feel. Totally in keeping with Liqui Moly’s premier “Made in Germany” range of oils, additives and care products for vehicles, machinery, workshops and trade and industry. We have certainly been hugely impressed with every single Liqui Moly product that we have tested to date.

The snowballing success of Liqui Moly in South Africa necessitated the move, as they were bursting out of the seams of their previous premises. The new spot has state-of-the-art warehousing, administration, reception, product display, training and staff R&R space.

What particularly impressed me was the clinically tidy and organised spaces, abounding with subtle yet effective Liqui Moly branding and product displays. It looks like a great work environment conducive to taking this excellent brand to new highs.

Melicia Labuschagne (Managing Director Liqui Moly SA) Commented:

Our amazing Liqui Moly SA team, really put their heart and souls together as 1 unit to make this move possible. This is the same magic team that also takes care of Liqui Moly’s clients. I am really proud to have this team behind me as we strive to take Liqui Moly SA to the next level.

ZA Bikers would like to wish the Liqui Moly management and staff much happiness and even greater success in their new home.

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

Having only a handful of long-distance riding experience under me, it was quite the experience, to ride down to East London with Suzuki SA in support of the Buffalo City Riders bikers meet. What was most notable about this particular rally hosted at Orient Beach was observing the extent to which Suzuki SA was actively involved. Historically, having such a strong brand presence from entities such as Suzuki SA tends to be as frequent as a blue moon.

Early Friday morning, the 21st of October, we departed from Aliwal North and made our journey down to East London with myself on the Boulevard and Chris Kuun (Motorcycle Marketing Suzuki SA) on the GSX-S1000GT. The 350 km trip was a spectacle in its own right. The vast open road, beautiful landscapes to either side and the spontaneous mountain regions boasted a series of corners that both bikes handled with ease. I will say, the overall riding experience on the Boulevard was sublime!

The ‘Bully’ surprised me on the open road by ticking what I think are ideal travel companion boxes. The Boulevard has comfortable ergonomics, in that the low cupped seat, wide bars and cruiser pegs set you up for a relaxed and stretched-out ride whilst keeping you tucked low enough to minimize wind blast. Suzuki’s legendary 1,783cc V-twin motor feels like it was born on the open road, with plenty of torque low down to overtake (without having to tap down on the box) and also plenty of rpm to allow for a decent cruising speed.

A fine masterpiece of Japanese engineering all-round, an absolute head-turner. It sure did make me wonder…what was it about this head-turning smile-initiating cruiser that had the average Joe and Palesa in their feels? Was it this young African dude riding it or the eye-catching black and chrome design or perhaps it runs even deeper?

You see, this event didn’t only bring bikers and biker clubs together, it openly invited the motorbike-loving public. Right from the entrance to the main stage, the ladies came out in their summer wear and the gents walked unsteadily with cooler boxes in hand. A fully diverse crowd, above and beyond the mix of ethnicities.

Soon, the nostalgia hit, I recall a time when I was often met with glittering eyes riding through my hometown of Mamelodi. There is a certain gaze we receive, particularly as African riders in our respective communities which actually stems from that, “I wonder how it must feel to be him or her on an actual motorbike” afterthought.

That right there, that’s the deeper, for many years catching sight of the odd Harley riders group every other weekend, was the main stimulus that gave us Africans’ aspiration to ride motorcycles. At that moment, I realized the sheer wonder of the Boulevard. Particularly why it thrives in the African community. It is now to the African community what the Harley-Davidson has been to the Caucasian community for many decades—a freedom machine.

Additionally, having founded a scooter touring company in Pretoria called Velatswi. That was one of the main objectives I was hellbent on, rewriting the script when it comes to inclusivity and being a gateway for first-time pillions. An element which has staggered the steady growth of the biking industry within African communities is the reality that most start their riding journey right in the deep end—most heading straight into the supersport or superbike class without first steadily climbing the ladder.

A brand as big as Suzuki SA being actively involved in such events shows much-needed solidarity from the top, as they lead and take the initiative most have not. They didn’t only show brand presence but went the extra mile to provide much-needed standby mechanical support. It will be interesting to see the long-term future impact such collaborations have on the biking communities across the nation.

After helping set up the Suzuki tent, all was good to go for the main event on Saturday. From start to finish, the event went according to plan. The weather gods smiled favourably upon us and we had a merry time all-round. Games, challenges and sponsored giveaways from Suzuki were some of the fun activities explored.

Before we journeyed back up to JHB, I had the privilege of going on an exclusive M109R ride with one of the members from the “M109R SA” group Makhenzo and a close friend, Lucky, out to Port Alfred. We travelled approx 130 km from Orient Beach, with ample opportunity to open up the V-Twin of the 1800 VZR Boulevard, leaning ever so comfortably and securely corner to corner. We were served with nothing short of breathtaking views as we took a lunch break by the docking bay.

All in all, aside from all that, I can only describe my time with the Suzuki SA team members, Chris and Doug, as nothing short of wholesome, engaging and all-round informative. I was in a position to learn about the finer mechanics of the brand’s initiatives and missions to reach the motorcycling community as well as their various planned approaches and so much more. It is safe to say, that there most certainly isn’t a nonchalant frame of mind from Suzuki SA.

I would also like to end with a quick word of thanks to ZA Bikers for welcoming me to the team and recognising the need to cultivate growth within this fast-growing market.

In October, almost two years ago – Dave Cilliers published an article on what he had done and still planned to do to his mid-2020 vintage Triumph Speed Twin, however in June last year Dave, a kindred spirit in terms of generation, interest and expectation, grudgingly sold me the Twin, thereby passing the baton in terms of further modification and removing the temptation from him…

I was born, educated and learned to ride in the UK, “the muddy island” as my sons who live there call it, and started my riding career on a Yamaha FS1-E – now relegated to museum pieces…. And yes, it was a bright yellow one!

I ‘graduated’ to a Honda CG125, which along with Kawa’s KH125 was as far as you could go at the time on a Learner’s licence (and all I could stretch my schoolboy weekend salary to).

I took a sabbatical from bike ownership whilst raising a family, with only the odd loaner or rental experience just to keep my hand in. However, once school fees were paid a few years back, I was tempted back into the two wheels market, starting with a 2014 Tiger XC, which with the relaunch of Triumph in SA, was upgraded to a 2018 Tiger XCa, which at 800cc jointly held the record with my Tiger XC for the largest bike I had owned, until mid last year…

So having covered my adventure needs with the Tiger, I just needed to supplement the fleet with a modern classic. Now I love the Thruxton and Thruxton R’s, but my 6’2 frame objects very quickly to the café racer riding position on anything other than a quick spin around the block, so after a deal of trying out, debates and discussions, enter Dave Cilliers, with his tweaked twin, in the colour scheme I wanted, which he was eventually cajoled into parting within my direction after I fell absolutely in love with it!!

I am not going to rehash everything that Dave had done to it (‘Tweaking the Twin’), but there were a couple of things which needed doing to turn it into the dream machine (no, not those Honda’s from the ’70s), which both Dave and I could foresee and wanted to get to, Dave was planning to continue tweaking, so I picked up the ball and ran with it!

So where did I start – suspension… which to be fair as the stock was ok, but just that – ok, compared to the Thruxton R or Tigers with adjustable suspension it felt, well, a bit agricultural, especially hitting bumps mid-corner, which is becoming an occupational hazard on our roads, where it lost its poise and felt quite nervous.

I looked at the options and ended up talking to Justin Waddington at Shock-Logic the importer and local agent for UK bike suspension kit producer, KTech. Now while I love the feel of the Thruxton R, I am a purist in terms of looks, I’m not big on bling and the Öhlins gold was a statement I didn’t want to make on a black and silver Speed Twin (quite aside from the price tag that comes with Öhlins kit…). The black and silver of the KTech Razor and Tracker kits perfectly complement the OE colour scheme, whilst remaining understated.

The front-end original fork internals was replaced with adjustable KTech Tracker cartridges, which come with external adjustment for spring preload, compression and rebound—it immediately removed that feeling of crashing through bumps and undulations on the road surface.

There were two options for the rear, both were direct replacements of the original shock assembly, the Razor 3 or Razor 4 piggyback options, the latter was the most expensive but also the most flexible, so that was where I went. The Razor 4’s allow for length and preload adjustment as well as individual compression and rebound adjustment, which are easily adjusted by hand, allowing 14 clicks of compression and 16 clicks of rebound.

Once these were fitted, even with Justin’s ‘middle of the road’ settings applied, the difference in handling and road surface absorption was absolutely astounding. Riding home from Justin’s premises I headed for a section of Rabie Street that I know is absolutely horrible, and was making my teeth rattle previously, now, whilst the bumps were still there, the suspension response was controlled and far less unpleasant.

So now with Dave’s engine, exhaust and transmission tweaks, supplemented by the suspension upgrade – what was left…well the short answer is not very much, however, the sloppy/snatchy throttle on some of the ‘ride by wire’ throttle Triumph classics was certainly an area. Whilst, not a major issue, it was certainly an irritant, especially at low speed and in traffic, so some YouTube and Instagram searching yielded the answer in the form of the ‘Ducati throttle Spacer’ kit. These were originally developed for the sloppy throttles on some of the Ducati range (would never have guessed from the name…) which apparently use the same source of throttle assembly as some of the Triumph classics and suffer from the same free play when opening the throttle, this, coupled with the awesome power of the Twin made for quite a snatchy low-speed experience.

These spacers probably cost a few cents to produce (and I mean Rand cents – not even hard currency), but are not cheap, however on the upside they do come complete with the correct screwdriver bit for two of the housing screws, which I am pretty sure you would struggle to buy locally. So, I closed my eyes and hit “Buy Now”, when they arrived they took precisely ten minutes to fit, with the longest part of the process being finding the screwdriver in my toolbox – and wow, what a difference, a nice taut, progressive throttle application.

So is there anything else left to do, certainly nothing, for now, it is time to sit back and admire the Twin and most of all ride and enjoy her.

Over capitalisation? – probably, over modification? – definitely not, and at the end of the day, the money spent is about maximizing your own experience not what you can get back for it – ask any Harley owner. Now all that remains is to catch up with Dave and let him ride it, although that may not be fair on him, crystallising his loss, but it is definitely my gain – Thanks again mate!

One of our favourite motorcycles, the Triumph Street Triple 765, has just had a major update. Revised for 2023, the Street Triple R, Street Triple RS and limited edition Street Triple 765 Moto2 Edition take Triumph’s proven formula, and dial it up to eleven.

All three bikes featured an upgraded version of the Street Triple’s 765 cc triple-cylinder power plant, more aggressive styling and a smorgasbord of electronic and chassis updates. The ‘base’ model R now makes 120 PS (118.4 hp), while the RS makes 130 PS (128.2 hp). The Moto2 Edition makes the same power as the RS, but ups the ante further with top-shelf suspension, carbon fibre parts and an even more aggressive riding position.

Taking lessons from their work in Moto2, Triumph have reworked the Street Triple’s engine with a 4.7% higher compression ratio, along with new pistons, con-rods and gudgeon pins. They’ve also optimised the combustion chambers and added new valves and camshafts.

The R now makes 120 PS at 11,500 rpm (2 PS up from before), with the RS and Moto2 Edition hitting 130 PS at 12,000 rpm (7 PS up from before). Torque’s been bumped up by 1 Nm to 80 Nm, with the same usable torque curve the Street Triple’s loved for; there’s a tangible increase from 7,500 rpm before it peaks at 9,500 rpm.

The gearbox has been revised too, with shorter ratios for snappier acceleration—so the new Street Triple should be even livelier than it already is. The clutch is a new slip-and-assist unit, and an up-and-down quick-shifter is standard issue. Triumph have also rebuilt the exhaust system from front to back, to increase flow and fine-tune the 765’s unmistakable soundtrack.

Moving to the chassis, Triumph have tweaked the RS and Moto2 Edition with a steeper rake and raised tail to make them nimbler on the road. The handlebars on the R and RS are 12 mm wider than before, while the Moto2 Edition goes all-in with race-style clip-ons that sit forward and low. Seat heights are listed as 826 mm (R), 836 mm (RS) and 839 mm (Moto2 Edition), but there’s a low seat option that can shave 28 mm off of that, and a dealer-fitted linkage that can bring it down by another 10 mm.

As for suspension, the R runs with Showa components at both ends, while the RS gets Showa forks and an Öhlins piggyback shock. Both setups are fully adjustable for preload, compression and rebound.

Once again, the Moto2 Edition tops the charts. 43 mm upside-down Öhlins forks do duty up front, with an Öhlins piggyback shock out back. All three bikes have 115 mm of front wheel travel, with 131.2 mm rear travel on the RS and Moto2 edition, and 133.5 mm on the R.

All three are also equipped with Brembo brakes, but the RS and Moto2 Edition both get the company’s high-end Stylema callipers up front and come standard with Pirelli Diablo Supercorsa SP V3 tyres. There’s a linked braking system in use too.

Also notable is the Street Triple’s updated ‘gullwing’ swingarm, fitted across the whole range. It’s been developed to optimise both torsional rigidity and lateral flexibility, to improve stability at higher speeds, and to help the chassis feel more confident when you fire it out of a corner.

Moving to the electronics, Triumph has updated the Street Triple’s ABS, traction control, front wheel lift control and riding mode systems. Like with most of Triumph’s range, the rider has control over how much ABS and traction control intervention is employed in each riding mode. The usual ‘Road,’ ‘Rain’ and ‘Sport’ modes feature, along with a fourth, custom-tuned ‘Rider’ mode, and a fifth ‘Track’ mode on the RS and Moto2 editions.

The two top-tier models also get new 5” TFT displays, along with Triumph’s usual Bluetooth connectivity suite, and a lap timer for track-day use. Leaning into its racing influence, the Moto2 Edition’s display has its own Moto2 startup screen as well.

Then there’s the most obvious change: all three Street Triples have been restyled to look even more menacing than before. They all wear redesigned 15-litre fuel tanks with new side panels, and sharper LED headlights that take cues from those on the Speed Triple 1200 RS (with the same daytime running lights too). The front end even features a tiny little headlight ‘spoiler,’ just like the one on the Speed Triple.

The tail’s been redesigned too, and the RS comes with a colour-coded (and removable) passenger seat cover. As for the Moto2 Edition, it’s dripping with carbon fibre trim. And it’s kitted with a gorgeous machined top yoke, with its series number etched into it—because Triumph will only be producing 765 units.

Each version of the new Street Triple comes in a handful of fresh liveries, but there’s really no contest. The ‘Triumph Racing Yellow’ paint job on the Moto2 Edition is by far the most eye-catching. It’s finished off with some trick Moto2 branding on key parts.

Naturally, there’s a wide range of accessories coming for the new Street Triple too, including cruise control on the two top models, heated grips, passenger grab handles, luggage and fly screens. Judging by the official photography, it appears that bits like the license plate bracket and passenger pegs can be ditched easily, which is a boon for track riders.

There’s no word yet on when the new Street Triple will hit South African shores, which models we’ll get (it’s unlikely we’ll see the ‘R’ here though), or what it’ll cost. The only thing we do know is that we’re frothing for a ride.

Yes, the title says it all, the Liqui Moly MotoGP competition has run its course and we finally have a winner. The comp was extended from last year’s MotoGP final to this year, but after such a pumped-up season of racing, I think all things happen for a very good reason. Winners Anton Frost and Chanel Emslie have already jetted off to sunny Spain for the Valencia GP and a trip of a lifetime.

Before setting off we got to meet the lucky and very much so deserving winners of Liqui Moly’s epic competition. It’s just so awesome to see a petrol head or in this case ‘heads’ win something like this, as this would be right at the top of the bucket list for any GP fan—a dream brought into fruition. What puts the icing on the cake is that Anton has been feeding his rides with Liqui Moly since his 50 cc days and has grown fond of the brand and its well-engineered products.

The love of motorcycles doesn’t stop there, Anton loves scratching knee himself and shares his love for MotoGP with his partner Chanel. You could just tell that Chanel loves GP by the colour of her nails. Yes, yellow, white and Brad Binder’s lucky 33 number on both hands. With racing running deep in the bloodstream of Liqui Moly, they have made sure that both Anton and Chanel get a proper VIP paddock experience with the Liqui Moly Intact GP Team—the team Darryn Binder will be joining in Moto2 next season.

How did they win? Well, like I said Anton loves his Liqui Moly products. As the competition stated: If you spend R1000 or more on Liqui Moly lubrication products, you are eligible to enter the Liqui Moly competition. So, that is precisely what Anton did and after Liqui Moly captured the lucky receipt number, Anton was notified that he had indeed won.

So, there you have it, this pays tribute to how Liqui Moly South Africa shows their clients appreciation for supporting and using their products. Liqui Moly really has pulled out all the stops and has given these lucky winners a trip of a lifetime to the value of 200k.

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

Sometimes, buying the hottest magazine cover motorcycle isn’t enough. That’s where famous tuners like Brabus come into the picture. Yes, you heard me right, Brabus. So, how does the notorious Mercedes-Benz performance tuning company appear on a motorcycle platform? Well, a simple handshake it seems…

The rumoured partnership started floating around towards the back end of 2021, leaving many people scratching their heads and yelling Mr Trump’s favourite word: “Fake News”. Thankfully fake news it was not, with the first-ever Brabus motorcycle rolling out into the spotlight this year in a limited number of 77 bikes in two unique colour variants; Magna red and Signature black. The beast also received a new maiden name, the name of BRABUS 1300 R.

Now you must understand, KTM does not struggle to sell special editions, in fact, it’s not unusual to sell 500 special editions in just a matter of minutes—the Super Duke RR sold out in just 50 minutes and the RC 8C in just under three minutes. With that said, you can just imagine how crazy it would be to walk into 1 of 77 motorcycles in the world at RAD KTM in Rivonia. After a quick rubbing of the eyes, the Brabus 1300 R was still there and glistening in all of its carbon fibre and Gucci-like glory.

The 1300 R is obviously built on the base of the SuperDuke Evo platform, so lots of KTM can still be seen beneath the more mature modern neo-classic exterior. Exterior aside, Brabus has left the mechanicals alone, with the standard bike already rolling out of the Austrian manufacturer’s factory with impressive specs. Instead, Brabus has concentrated on the style of the bike, completely re-dressing it in a whole new design language.

Taking a closer look at the Brabus creation and you can see where the heart of the rebel meets the soul of the gentleman. Starting from the front of the bike, the round LED headlight grabs your attention like no other and it is finished off with a neat Brabus branding inside the light.

Your eyes then fall onto carbon elements like the double-sided air scoops, fly screen, engine protectors, the front carbon mudguard and integrated calliper cooling system, rear carbon tail section and the integrated chain and rear mudguard. Wow, that was a mouth full of carbon!

Then there are the subtle yet elegant details, like the forged BRABUS Monoblock Z wheels which have a machined edge, a designer custom-made seat that gets the Brabus stamp of approval, machined Brabus rear sets and finally a Brabus dual-pipe exhaust system, which uncorks its unmistakable v-twin rumble.

So there you have it, sometimes owning your dream bike isn’t enough. And in this case, the Brabus is a bike that was designed to offer customers the chance to express as much about themselves as possible—a bike that is personalized deeper than what the company originally planned.

If you were hoping to see one in the flesh, now is your chance and better yet if you are interested in owning quite an exciting and rare beast then make sure you get to RAD KTM in time.

William Slater has joined the Brother Leader Tread KTM team heading into the Roof of Africa next week.

Slater is no stranger in the enduro scene and boasts a host of accolades including IMPI hard enduro overall titles and a 4th place finish at last year’s Roof of Africa race in the Gold class. The likeable man from KZN is looking to stomp his authority at this year’s event as well as across the enduro calendar in 2023 for the team. William is very well known for his impeccable mechanical skills as well as his technical riding ability and looks forward to showing up at the Roof with a brand new 2023 KTM 300 XC-W ready to race the best in the world. He commented, “I’ve got the right people backing me and I am looking forward to racing my bike in the Maluti mountains”.

Grant Frerichs, KTM marketing manager, commented “Having William join the team is a great investment for us. He has been helped by KTM Durban for the last few years and has shown great potential, especially in the technical hard enduro races. We look forward to supplying him with all the tools to get the job done and hope to help him reach his lifelong goal of being crowned South African champion in 2023.

This weekend saw the 2023 MX National Championship draw to a close giving Husqvarna Racing some time to reflect on what on all counts was a challenging season. Grant Frerichs from Husqvarna South Africa summed it up saying he has every reason to be proud of the team. “2022 is a wrap and we faced some significant adversity this season like losing star rider David Goosen to a career-ending injury mid-season and being forced to try patch things up, yet still managing some solid results,” Frerichs said.

Both Josh Mlimi and Davin Cocker showed promise moving on to the 2023 season he commented. “Phenomenal result from young Neil van der Vyver who went out swinging bringing home 1st places in both heats, he did everything possible but he had to settle for 2nd overall in the Championship, this kind of sums up our season” Frerichs added. “We are all looking forward to some downtime to recover and refocus for the 2023 season,” he said.

Van der Vyver had the perfect weekend and got some redemption by taking the win ahead of rival Trey Cox in both heats. “The first heat went smooth for me being able to control things from the front but the second heat I had to battle from mid-pack and bashed bars with Trey for a couple of laps before managing to pass him and take the win,” he said. “It is frustrating that I still fell short with a few points, but it was a great season with a lot learnt in the process. Of course, I need to thank my Husqvarna team for all the effort they put in for me this year” van der Vyver said.

Cocker and Mlimi battled bravely and both brought home solid results as they continue to build for what is set to be a significant 2023 season.

Mlimi finished 2nd in MX1 and 4th in MX2 saying “I had a few hiccups and made some mistakes that cost me, but nonetheless I’m really happy with how I’ve progressed over the last couple of nationals, the team and I have a really good base to build on for 2023.”

Cocker, in turn, said, “So happy to be back racing MX again, I’m slowly getting back to where I left off and I can’t wait for more of that next season.”

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.”

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.”

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.

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.

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!”

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.

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.

Tel: 011 467 0737
Web: www.fireitup.co.za
ZA Bikers Profile: Fire It Up!
Email: [email protected]
Social: Facebook / Instagram

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).

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.

“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.

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.

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.

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.

You can follow/like their pages using the below:

bLU cRU:
Instagram
Facebook

Yamalube:
Instagram
Facebook

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.

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)

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.

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.

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

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.

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.

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)

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.

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.

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

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.

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.

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.

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.

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

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.

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.

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.

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.

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.

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.

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.

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

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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.

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.

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.

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.

Hero XPulse 200T

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

“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).

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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”.

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.

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.

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.

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”.

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.

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.

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.

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.

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.

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…

2023

Husqvarna Norden 901

Pricing From R246,699 (RRP)

Brand: Husqvarna

2026

KTM 890 ADVENTURE R

Pricing From R295,999 (RRP)

Brand: KTM

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.

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.

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.

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.

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.

1 of 21

For more information visit: www.bavarianmc.co.za

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.

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.

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?

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.

“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!

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.

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.

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.

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.

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.

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.

“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.

“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.

“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.

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.

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.”

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.”

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.

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.

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.

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.

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…

2023

Husqvarna Norden 901

Pricing From R246,699 (RRP)

Brand: Husqvarna

2024

Husqvarna TE 300

Pricing From R173,699 (RRP)

Brand: Husqvarna

2024

Husqvarna TE 250

Pricing From R165,699 (RRP)

Brand: Husqvarna

2024

KTM 890 ADVENTURE

Pricing From R255,999 (RRP)

Brand: KTM

2026

KTM 890 ADVENTURE R

Pricing From R295,999 (RRP)

Brand: KTM

2024

KTM 1290 SUPER ADVENTURE R

Pricing From R369,999 (RRP)

Brand: KTM

2024

KTM 1290 SUPER ADVENTURE S

Pricing From R359,999 (RRP)

Brand: KTM

2024

KTM 300 XC-W

Pricing From R169,999 (RRP)

Brand: KTM