Thursday, June 25, 2026

MOTORCYCLES • MOTORING • LIFESTYLE

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Scootlife: Why I bought a SYM Jet 14 scooter as my only bike

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Photo credit: Wes Reyneke / ZA Bikers

Being the stellar father that I am, I took one for the team the other day and accompanied my six-year-old to a kiddies party. There, while attempting to shoot the breeze with strangers I had little in common with (other than that we’d been dragged to the same party), my recently acquired SYM Jet 14 scooter wormed its way into the conversation in the most awkward way.

A fellow partygoer made a throwaway comment about how one of his favourite things to do at motorcycle rallies was laugh at the scooters. “What’s wrong with scooters? I ride a scooter,” I chirped back, feigning offence. He gingerly backtracked; “good for you, man—that’s your starter bike and I’m sure you’ll upgrade when you’re ready.”

Photo credit: Wes Reyneke / ZA Bikers

“It’s not my first bike,” I responded.

Cue bafflement at why someone who’s owned multiple motorcycles in myriad sizes, and has test-ridden scores more, would pick a scooter as his daily ride and his only motorcycle. Let me break it down as candidly as I can.

Photo credit: Wes Reyneke / ZA Bikers

1. I’m spoiled

Part of my job is riding brand new motorcycles as they hit the market. When I do, I try to cram as many miles as I can into a relatively short period of time. That’s why I can be on Clarence Drive on a Monday morning and call it ‘work,’ and that’s why I haven’t owned a motorcycle of my own for a few years now.

Photo credit: Wes Reyneke / ZA Bikers

2. I needed wheels

When South Africa entered its two-year lockdown, our family had two cars: one shit-box that had cost more to repair than it had to buy, and one ultra-dependable hatchback that was getting old. We doubled down, sold both cars and bought one newer, low-mileage family vehicle. After all, we weren’t driving much; I’ve worked from home for years, and my wife, like many others, suddenly found herself doing the same. Owning two cars was senseless.

Photo credit: Wes Reyneke / ZA Bikers

Then things changed. Our youngest started school (our other two are homeschooled), the missus started commuting every few days and catching Ubers every time I needed to go somewhere was getting expensive. I needed wheels, and buying another car was out of the question.

3. I could buy it cash

Those who know and love me have their patience tested regularly. Why? Because I over-think everything. Figuring out what motorcycle to buy was a constant barrage of Gumtree-trawling, use case scenario analyses and finance payment calculations.

I narrowed it down to the exact bike I wanted, checked the monthly cashflow and worked out that I could pay it off in a reasonable amount of time. But in the end, I figured: who needs the pressure?

Photo credit: Wes Reyneke / ZA Bikers

Instead, I figured out how much cash I could squeeze out of the reserves—then figured out what I could buy with that. In the end, it came down to a variety of second hand beaters, or a brand new scooter. Not being particularly good at fixing things, and still suffering from horrific flashbacks of the car that spent more time at the mechanic than on the road, I opted for the latter.

In the end, the SYM Jet 14 fit the bill. It hit the mark between being just big enough to be useful (170 cc), but affordable enough to pay once for (R32,995 + R1,800 on-the-road-fees). SYM have a massive rep in their homeland (Taiwan), and it looks pretty dope in matte black too.

Photo credit: Wes Reyneke / ZA Bikers

4. It made a lot of sense. A lot.

Dodging another monthly bill wasn’t the only reason I picked a scoot. If you haven’t figured it out by now (heaven knows we rave about it enough here at ZA Bikers), scooters are insanely practical.

Big adventure bikes can devour asphalt and dirt miles for days, naked roadsters love being flicked through twisties and chunky cruisers are magnificent for lazy breakfast runs. But nothing putters through the city or the ‘burbs with as much enthusiasm as a scooter.

Photo credit: Wes Reyneke / ZA Bikers

They’re approachable, small, and easy to ride and park. Between the Jet 14’s relatively low curb weight and 14” wheels, it’s actually surprisingly nimble and stable for a scoot. And it can pull away from cars at traffic lights without a hassle—even with my fat ass on it.

My needs include short range jaunts through the suburbs; running errands, escaping the madness of the house to work at a coffee shop, and doing the occasional school run or extra-curricular drop-off. Do I really need to preach about the practicality of under-seat storage (albeit minimal on this particular scoot), or how much easier it is to lift a kid on a scoot than it is on a bigger bike?

Photo credit: Wes Reyneke / ZA Bikers

5. I truly love scooters. Always have.

My first bike was a 50 cc Honda Express. My second was a 150 cc Vespa ET4. My friends poke fun at me and call me a ‘Scootfluencer.’ See where I’m going with this?

Scooters are fun. They refuse to take life seriously or be taken seriously. Back when we had our Vespa and exactly zero children, my better half and I would spend entire weekends just hopping from place to place. If you want to recapture the vibe you had as a kid running around town on your BMX, get a scooter and thank me later.

Photo credit: Wes Reyneke / ZA Bikers

But of course, this is just my experience and my opinion. I bought the SYM to meet my needs. Yours might be different and that’s okay. It’s common for motorcyclists to have staunch opinions about bikes that they forget one simple fact: everyone is different.

But if you are interested in a scooter and the SYM Jet 14 is on your radar, stick around. I’ll be back soon enough with an honest assessment of what it’s like to ride and own. In the meantime, if you need me I’ll be at Vadas this weekend gorging on pastéis de nata with my friends—all bikes welcome.

Photo credit: Wes Reyneke / ZA Bikers

SYM JET 14 200

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

2023

SYM JET 14 200

Pricing From R35,995 (RRP)


Brand: SYM

Hero X-Pulse 200 Rally – Talking Dirty

Photo credit: Bjorn Moreira / ZA Bikers

We were properly taken by the X-Pulse 200 when it arrived. India’s Motorcycle of the Year gave us access, for the first time, to a capable small-bore, affordable motorcycle, that had a decent degree of dirt worthiness. We have always enjoyed the concept and practice of ‘Tiddler Touring’. Taking a small motorcycle on an improbable long journey. The only dirt worthy contenders were bikes built for farmers. Off-road oriented bikes complete with racks and stuff for them to qualify as a farm tool.

Photo credit: Bjorn Moreira / ZA Bikers

Over time these have disappeared from the new bike landscape, leaving a hole that needed filling. A kind of modern take on a bike like Honda’s XL 185 S. A bike that you could travel to work on in the week, then trail ride on the weekend, or on which a farmer could use to traverse his farm. Honda, for some inexplicable reason, even see fit to govern their XR190 to 100 kph!

Photo source: Honda

Hero have made significant inroads into the world of Rally Raid in recent years, building bikes that slog it out toe to toe with the world’s best. They have Dakar stage wins to their credit. This has spawned bikes like the X-Pulse. A proper small dual sport. Like most bikes built for the widest possible appeal, the off-road X-Pulse is a compromise. Ridden within its design parameters, it is fine, but, motorcyclists being what they are, in next to no time they are asking questions that the standard X-Pulse can’t answer.

Enter the Hero X-Pulse 200 Rally…

Photo credit: Bjorn Moreira / ZA Bikers

Hero, spurred on by their Dakar achievements and a groundswell of customer requests, decided to build a Rally Kit for their X-Pulse. The biggest challenge to road-oriented traillies is the suspension. As soon as you start riding with exuberance in the dirt, the suspension is found wanting. Ground clearance gets swallowed up by overly soft shocks and bits start breaking. Hero did not try to modify the standard units, but rather fitted the Rally with totally fresh, longer travel shocks with uprated spring rates for serious off-road work. How serious, you may ask? Serious enough to enter and finish the Roof of Africa serious.

Image source: Hero SA

The rear shock is longer, stiffer and has proper damping adjustment. The 190 mm travel forks follow the same recipe. Firmed up with compression and rebound damping which allows you to tune the ride to suit.

Photo credit: Bjorn Moreira / ZA Bikers

This is the really significant ‘game-changing’ aspect of the Rally. More on this later. The Rally has a tall purposeful stance and looks brilliant in the matt green colour of our test bike.

The longer suspension requires other mods. The bike gets a longer side stand to compensate for its taller 220 mm of ground clearance stance. A flat seat replaces the shaped stock unit. This facilitates the to and fro movement which is such a big part of dirt riding.

Photo credit: Bjorn Moreira / ZA Bikers

Handlebar risers raise the bars to make standing more comfortable. This does move the bars back as well which can make the cockpit a bit cramped for tall riders, especially given that the footpegs are slightly further forward than is typical on your average dirt bike. Probably a carry-over from the standard X-Pulse’s attempt to accommodate as wide an audience as possible. Not a big issue to mod the bike to suit the individual if needs be.

Photo credit: Bjorn Moreira / ZA Bikers

The gear lever is also more MX boot friendly. An additional option is an Akropovic slip-on pipe. This bumps the price significantly. Maxxis tyres up the off-road ante significantly too.

Photo credit: Bjorn Moreira / ZA Bikers

All the standard X-Pulse features remain, such as turn by turn navigation, full LED lights and an effective windshield. The decent standard bash plate is complemented by a sturdy black crash bar that will limit damage after that inevitable capsize, which is part of off-road riding.

Photo credit: Bjorn Moreira / ZA Bikers

So how does it all work? Put simply, the suspension defines the bike. The ride and damping quality is absolutely superb. Riding down a potholed and lurker strewn road required none of the avoidance techniques which you would typically employ. I mean you can, but you don’t need to.

Photo credit: Bjorn Moreira / ZA Bikers

The Rally shrugs off rough terrain like the ANC does criticism. It tracks straight and true with absolutely no hint of headshake or instability. 200 metres into the ride on the dirt you find a stupid grin filling your face. Damn, this little beast boogies! In fact, it is the reverse of the typical scenario where the engine overwhelms the suspension. The ride remains so composed over broken ground that you wish you had a few more ponies at your disposal.

Photo credit: Bjorn Moreira / ZA Bikers

So who should buy a Rally? Well, anyone who is tired of being held to ransom by an extortionate petrol price and enjoys de-stressing riding dirt and trails on the weekends. If the dirt is not really your thing but you want a fuel-efficient commuter with some dirt ability, then the standard X-Pulse is just fine. If, on the other hand, you love technical off-road and ride aggressively in the dirt, then the Rally is a steal. To get all those significant upgrades for a mere R10k extra spend is a no brainer. Dirty fun was never such a bargain!

HERO X-PULSE 200 RALLY

For more information on the bike that we used in this article, click on the links below…

Dave’s Bargain Buys

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Photo credit: Bjorn Moreira / ZA Bikers

I had a proper look at the Buyers Guide on our site the other day and, even if I say so myself, I was frikken’ impressed! I literally was doing a bit of window shopping. We tend to forget what is available out there and what I discovered in particular, was that there are loads of real bargains to be had in virtually every class of bike. By ‘bargains’, I mean bikes that just seem to scream ‘Value’! when compared to other bikes at a similar price. We are all, to a degree, feeling the pinch of a tight economy, allied to a fuel price that prompts you to do push-ups on your pen knife. Not only do bikes offer some financial relief, but they also open up a whole new world of enjoyment. Even your crappy commute can morph into a fun fest on two wheels! So, without further ado, I’m going to share some of the ‘bargains’ I discovered.

Kawasaki Z900

The Kawi is endowed with one of the most powerful engines in the class in a sexy trellis-style chassis that simply works. One of those bikes that is sorted on all fronts and just delivers. An absolute steal at R165,995! Comparable bikes all cost in excess of R200k.

Adventure bikes are all the rage, so are there bargains to be had? Absolutely!

Triumph Tiger 900 Rally Pro

The abilities of the Trumpet are already common knowledge. What makes it a compelling choice at this price, is the incredibly high level of standard features. You can literally just hop on and go without any extra spend on crash bars, belly pan, heated grips, heated seats, and spotlights. Comparable bikes already cost significantly more before adding all of Triumph’s standard features. Huge value at R235,000.

Suzuki V-Strom DL 650 XA

Middleweight Adventure and touring magic for a mere R155,950. Say no more!

2025

Suzuki V-Strom DL650XA

Pricing From R166,650 (RRP)


Brand: Suzuki

Kawasaki Versys-X 300 (MY21)

Practical, competent, versatile and reliable. The little parallel twin Kawi is a compelling lightweight Adventure option at R85,995 for the MY21 (the MY22 retails for R99,995).

Hero X-Pulse 200 Rally

Endowed with the Factory Rally kit the Xpulse Rally is properly competent offroad and tough as old boots. It conquered the Roof at its first attempt. All this pukka dirt ability at a mere R52,499. Commute in the week and hit the trail on the weekend.

Sportbike bargains, I hear the hopeful ask? Don’t despair when Dave is near!

Ducati Super Sports 950

For those that want to Sports Tour with style too. Every bit of Ducati passion and ability in a package that punches so far above its weight that you will embarrass plenty of wannabes on the right piece of road. C’mon! Only R225,000.

Suzuki GSX-R 1000

Suzuki’s base GSX-R is fantastic value in terms of what you pay for what you get. It may be a simple option in a class that frankly has gone crazy with complexity, but here is the thing. In a world where Sports motorcycles cost well over R330,000, the Suzuki gives you a brilliant usable superbike for a mere R276,900.

2026

Suzuki GSX-R1000

Pricing From R293,950 (RRP)


Brand: Suzuki

Modern Classics… bikes that feed the soul.

Scrambler Ducati Icon Dark

Unfairly kept in the shadow of the flashier Desert Sled, the Icon Dark stays closer to the original low weight, a torquey recipe that made the Scrambler Ducati’s biggest success story ever. Power of 54 kW does much with the featherweight 177 Kg Scrambler. Fun with a capital ‘F’!. R161,000… A bargain in this class.

Scooters & Commuters. The bikes that literally are bought by your fuel savings!

Sym JET 14 200

Having just spent a couple of months hooning around town at 30 km/L on this sporty, nimble scoot, I think it’s an absolute no-brainer at R32,995.

Suzuki Gixxer 250

Probably the bargain of all bargains! It costs less than most of the bikes of half the engine capacity, and that for a Suz! The 19 kW and 23 Nm single does much for a bike that weighs a wispy and manageable 156 Kg’s. A mere R48,450 gets you this funky ride.

2026

Suzuki GIXXER 250

Pricing From R55,750 (RRP)


Brand: Suzuki

Kymco G-Dink 300i ABS

First launched at R64,950 this scoot is now selling at an ‘unbelievable’ price of R49,950.
With current fuel prices that keep on rising, this practical, modern, good all-rounder, makes ‘hella’ financial sense as a daily commuter.

KTM 390 Duke

More fun than a trio of kittens, the little Katoom is a blast around town and holds its own effortlessly at highway speed. Just the ticket for the crazy price of fuel. Good value at R94,999.

Husqvarna Svartpilen 401

Super stylish commuter with the same soul as the little Duke but makes a styling statement of note. Only R88,699.

2024

Husqvarna Svartpilen 401

Pricing From R124,699 (RRP)


Brand: Husqvarna

Yamaha MT 07 Tracer (MY20)

Brilliant little backroad ripper and all-rounder. Pretty frugal too. More fun than a bag of monkeys! R124,950.

Honda NC 750 X

The bike that re-invented the middleweight commuting/touring class. Practical and now stylish too. The Arabs hate it! Fuel economy of a 250. Brilliant value at R132,400.

2024

HONDA NC750X

Pricing From R146,199 (RRP)


Brand: Honda

So there you have it my guys and guyesses, I am sure if you, like me, scour the Buyers Guide, you will find a few more compelling deals. Window shopping is just so much fun. As a good friend always reminds us, “the hunt is invariably so much better than the kill”. So, go hunting and change your life for the better!

African Bike Week Festival – Lets Go 2022, delayed until August 2022

Photo credit: Bjorn Moreira / ZA Bikers

Following the devastating floods in KwaZulu-Natal (KZN) this past weekend, and with the KZN South Coast one of the hardest-hit areas, the African Bike Week Festival – Let’s Go 2022, will now be postponed until 6 to 8 August 2022.

Originally scheduled to be hosted in the coastal towns from Margate to St Michaels from 28 to 30 April 2022, the continent’s biggest biker festival will still go ahead once the necessary infrastructural repairs have been done, and services are operational.

Sikhumbuzo Mqadi, Mayor of Ray Nkonyeni Municipality, said the decision to delay the event was not taken lightly, but considering the risks, the right decision has been made.

Sikhumbuzo Mqadi, Mayor of Ray Nkonyeni Municipality and Hayley du Mollard (Image credit: Southern Explorer).

“Lives have been lost and homes and infrastructure destroyed, so we need to focus our efforts on supporting the communities and rebuilding,” said Mqadi. “At this stage, it would be reckless to host any events, considering the state of our roads and the disruption to services. The safety of the public is our priority. Rest assured, we will work hard to prepare for the new dates when we are ready to welcome tourists to our region.”

Event organiser, Vicky Wentzel, said: “We extend our thoughts to those who have been so badly impacted by these floods. As organisers of the African Bike Week Festival – Let’s Go 2022, we are assisting in the disaster relief efforts where we can together with our partners’ Bikers Unite NPO. We will be setting up collection points and donation platforms to arrange to distribute blankets, food, and other necessary items to KZN South Coast families in need.”

Wentzel said they are also appealing to all accommodation establishments that have already secured bookings from eventgoers to delay these until the new dates in August.

Photo credit: Bjorn Moreira / ZA Bikers

“We understand this is hugely difficult for those in the tourism industry who have had to navigate so many challenges the past two years, but this was an unforeseen circumstance which we need to address as best we can,” she said.

“Ticket sales are still ongoing for those who would like to secure their spot. We are looking forward to rebuilding and bringing the continent’s biggest biker event, African Bike Week Festival – Let’s Go 2022, to the KZN South Coast in August.

To contribute towards the relief efforts, donations can be made via Howler at www.howler.co.za or to Bike Fest SA, Bank: FNB, Account: 62929501543, Ref: KZN Donations. All funds will be distributed to local, on-the-ground charity efforts.

Judy Goosen (Southbroom), Zama Ngubane (St Michaels), Dave Millar (Uvongo) and Sean Elliot (Margate).
(Image credit: Justin Klusener)

African Bike Week Festival – Let’s Go 2022 will be hosted by Ray Nkonyeni Municipality and powered by Bike Fest SA. R20 from every ticket sold will go towards charity initiatives run by Bikers Unite. To view ticket prices and to book, visit www.howler.co.za. Children U12 enter free.

Durban Floods: Durban Yamaha in Conjunction with Durban Boat Owners Save Stranded Residents

Photo credit: Yamaha South Africa

Durban Yamaha owner Ryan Hansen collaborated with Durban Boaters and took the initiative to steer flood victims back to safety. This occurred after Ryan Hanson owner of Durban Yamaha Marine and angler, received a call to assist at 10:30 pm on Monday, 11 April 2022. Ryan and the team managed to rescue stranded truck drivers and inhabitants in areas around the Umgeni River.

“At 22:30 on Monday, a client and a friend phoned me telling me that they needed help in Springfield Park as there was flooding happening there. So I went to my office, took out a Rubber Duck and went down with them. The NSRI was on the scene where we rescued people throughout the night. At about 03:30 am on Tuesday, there were truck drivers stuck in their trucks and sleeping in the truck yard and some families in their first storey flats. That night we rescued about 25 people ourselves with it.”
– Ryan Hansen, Owner of Durban Yamaha Marine

Tuning Fork (Pty) Ltd t/a Yamaha Distributors SA, is honoured to have proactive associates contributing to the welfare of those in distress. We understand the magnitude of the unforeseen damages resulting from the floods. Therefore, we would like to extend our heartfelt sympathies to all affected by the Durban floods.

MotoGP America: The Big What-If!

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Image source: www.motogp.com

Four races into the season and four victories by European manufacturers, to add to the four out of the last five races in 2021, is leaving the Japanese manufacturers reeling more than a little. Everyone knew that the Ducatis were fast in a straight line but, until those last five races in 2021, they looked too compromised everywhere else on a race track to put together a race-winning charge, let alone a championship-winning charge.

Now, a Ducati is the bike to be on. Well, more specifically, a GP21 – last year’s bike – is the Ducati to be on. That’s the bike that Bastianini is riding and he’s making the most of it. His riding style helps: he is all about using the front tyre and leaving the rear alone, not using it to turn the bike as Jack Miller does. This means that he has plenty of rear tyre left at the end of a race, while everyone else is dropping off a cliff.

Image source: www.motogp.com

Ducati has shown extremely well in the first four races but that has been courtesy of the satellite Pramac and Gresini teams, Bastianini taking two victories for Gresini and Zarco and Martin a second and a third place in the first four races.

The factory Ducatis, on the other hand, have struggled, Jack Miller’s third place in America – after leading the race for so long – the only podium finish so far. Pecco Bagnaia, who came into 2022 off the back of those four victories in the last five races of 2021, has not looked remotely likely to challenge the top three at any race while Jack Miller made not one single overtake last time out in Argentina, starting fourteenth and ending the race in that position as well, while Pramac Ducati rider Jorge Martin led for all but four laps and finished second to the Aprilia of Aleix Espargaro. Add to all this the fact that both 2022 victories were achieved on GP21 models – last year’s race bike! – and the factory’s problems seem amplified.

Image source: www.motogp.com

The two other 2022 race winning manufacturers, Aprilia and KTM, had a torrid time of it in America. KTM might have won a race and taken a second place but, at CoTA, they were all at sea, Brad Binder being the highest placed KTM rider, finishing in 12th place. How can they go from hero to zero from one race to the next? KTM, more than most, have tracks where the bike works, and tracks where it just doesn’t and unless they can get a handle on it, it will be this that will prevent them from being championship contenders.

Aprilia also displayed none of that race-winning potential that had us all so worked up last time out in Argentina. 10th and 11th for Viñales and Espargaro respectively was nothing to write home about. Both riders and the team knew that the spotlight would be on them in America after that debut victory but Aprilia, like KTM, seems to blow hot and cold from one weekend to the next.

Image source: www.motogp.com

Japanese manufacturers, by comparison, have managed only four podium finishes out of 12 in 2022. Yamaha’s pre-season woes were well documented and that form seems to have carried through to the races, a lack of top speed the main problem. Suzuki has gained straight line speed to go with its sweet-handling chassis and this is serving them well, Alex Rins taking a second and a third so far and looked like he could have challenged for the lead in America if the race had been a few laps longer.

All this has potentially more serious ramifications: who will be riding for whom in 2023? Jack Miller is fighting for his seat, and the odd podium here and there won’t help him retain it, especially when he is being made to look pedestrian by the likes of Bastianini and Martin, both of whom are in the running for his seat.

Image source: www.motogp.com

Miller professes to be relaxed about the future:

“I’m just here to ride my motorbike and do the best I can. That’s all. If I get a job next year with Ducati, it is what it is. I’d be more than happy to stick around. I love the group I’m with.

“I’m just focused on this year and trying to do the best job I can do.”

When asked about a possible move to Pramac Ducati next year, Miller was equally relaxed: “I wouldn’t care. As you can tell, the bikes are all good. They’re fantastic. I know for a fact that they’re [Pramac] on the same equipment.

Image source: www.motogp.com

“It doesn’t bother me. As long as I’m getting the opportunity to fight for podiums and be here with all the fans, living my dream, that’s the main part.” Is it any wonder Miller is one of the most popular personalities in the paddock?

Fabio Quartararo’s management has admitted they are talking to other teams for 2023 and, if Yamaha doesn’t pull its socks up and give the Frenchman a race-winning bike soon, he might well be tempted to move. Should Yamaha lose their champion rider, who knows how deep a hole that would leave them in. Franco Morbidelli has race-winning potential, but is faring worse than Quartararo at the moment on the current Yamaha M1.

Image source: www.motogp.com

Only Brad Binder, Marc Marquez and Pecco Bagnaia have contracts that run further than the end of 2022 and that means a huge game of musical chairs to be played over the next few months. Of course, stability in a team is of paramount importance but a rider needs to know he’s on a race-winning machine and he will jump to wherever he thinks that might be. The only problem with that, is that what bike is winning – or losing – one season might be doing the exact opposite the next.

The United States MotoGP race could have had a much different conclusion: Marc Marquez was back on his bike, after missing Indonesia and Argentina through his recurrent eye problems, exacerbated by the high-side in Indonesia.

Image source: HRC

And what a track for him to come back at. He’s won at the Circuit of the Americas seven times – 2013 to 2018 and 2021 – and no-one would have bet against him making it eight by the time the flag fell in 2022.

But that will forever be one of those ‘what if’ moments that racing is littered with. Marquez managed to qualify only ninth but few doubted that, once the lights went out, he would be right up there with the front runners.

Image source: HRC

Come the race and he was running at the same pace as the leaders, if not slightly faster. The only problem is that he was doing it at the back of the field. At the start, he had a technical problem that left him with no power off the line and he was swamped by every rider behind him and entered turn one dead last.

Marquez being Marquez, he set about passing riders left, right and centre, eventually finishing sixth. All that time, he was setting lap times that matched the leaders, and this, while he was fighting his way through the pack, making at least 20, overtakes in the process.

Image source: HRC

Marquez explained that an alarm light came on on the warm-up lap and stayed on throughout the race, even though he regained full power as the ride-height devices deactivated as he got through turn one. With the knowledge that another bad crash could have bad implications for his eye problem, it was an incredible performance. That he’s still not completely race fit was evidenced by his comment that, with five or six laps left to run, he was spent physically.

“I knew that riding at 100% for all the laps would be impossible, but I gave everything and then when 5-6 laps remained my body said ‘okay, that’s it’ and I just tried to finish the race,” he said.

“Even like this, I was able to ride at a good pace. Okay, the result is not the one that we expected, but if we check how we started and where we were at the first corner, with how we finished, we can say that we built a lot of confidence.”

Image source: HRC

But, just imagine if he had got a clean start? There is no doubt that he would have been battling up at the front with the Ducatis and Suzukis and with a lot less danger than fighting your way through the pack. A victory was certainly not out of the question but that start made all the difference.

Having had more time on the 2022 Honda RC213V, Marquez was able to identify where the bike needs more development.

“It looks like we need too much track to turn the bike,” he added. “We need too much track to use the rear grip and that’s not the Honda DNA. The Honda DNA was always a ‘V’ cornering style – pushing and turning in a short time and picking up.

Image source: HRC

“My overtakes were at the brake points because we have a bike that’s really good on the brakes, but to turn the bike and understand the front tyre is difficult. The bike is the complete opposite of what we had last year.

“Another important thing is that this is a circuit I know very well, so I already know exactly what the bike’s weak points are, so I can I say to Honda that they need to work there and there if they want to be competitive.

“Now we need to understand what will be our level at European tracks, which I don’t think is the level to win or fight for victory at every race.

Image source: HRC

“With MotoGP now you cannot predict a GP. You cannot go to a GP and say, this one I can win, this one I will finish top five, this one I will finish top ten. During the weekend you need to accept where you are and if you are tenth you finish tenth. But of course, I will push and I will take risks. The target is to try to be on the podium at every race but right now isn’t the time to fight for podiums.”

Marc Marquez admitting a weakness, both in himself and the bike? Now, that’s unpredictable!

Head for the Hills….And the Rain be Damned

Photo credit: Joe Fleming / The House of Machines

Time was when you could organise an event in Gauteng in summer and you’d be very nearly guaranteed to have good weather. Well, in 2022, someone forgot to tell whoever is in charge of the rain that he needs to take a day off. It’s not that we’re not familiar with a bit of precipitation, just that we’ve had enough for one summer, thank you very much.

However, life goes on and no-one is going to tell us that we can’t still have fun. If the rain keeps at home the faint-of-heart and the faint-of-imagination, then who’s fault is that?

Photo credit: Joe Fleming / The House of Machines

Inclement weather is just one of the unpredictables that event organisers can’t control. But I have every respect for organisers who press on regardless of the weather. Maybe they don’t have much choice – once invested, always committed – but it’s a measure of their ambition that the very best of them remain positive and cheerful.

BMW Motorrad South Africa has a standing commitment to putting on events that cater not only to the BMW faithful but anyone who enjoys something a bit different.

Photo credit: Joe Fleming / The House of Machines

The House of Machines in Cape Town has a similar commitment: to do something a bit different that welcomes everyone, excludes no-one and simply tries to make a difference, however small, to everyone’s lives.

Bring the two together and something special is bound to happen. And that something was the Head for the Hills motorcycle and music festival over the weekend of 9th and 10th of April.

Photo credit: Joe Fleming / The House of Machines

The event was held at the ADA training facility in Leeuwenkloof, near Hartbeespoort Dam. If the weather failed to play its part, Hein and Diete of ADA certainly played theirs and their excellent facility was the perfect setting.

It was clear from the outset that no expense had been spared. The stage, lighting and sound set-up was fully professional: the sound was very possibly the best I have ever heard at an outdoor music festival.

Photo credit: Joe Fleming / The House of Machines

With music from Frans Karoo, Sam Turpin, Loki Rothman, Dylan Red, Cake Kidd, Loufi, Biggy and headliners Springbok Nude Girls, there really was something for everyone and, if they were playing to a much-reduced audience, none of the artists gave any indication of giving anything less than their best. Eventually, even the rain couldn’t dampen the enthusiasm of the crowd.

With various BMW car and motorcycle activations, including 4X4 outrides in BMW X cars and R18 motorcycle outrides, there was always going to be something to do. The South African GS Trophy team was in attendance and gave a demonstration of why the team members have been selected to go to Albania to represent their country and defend their hat-trick of titles in that most challenging of competitions.

Photo credit: Joe Fleming / The House of Machines

At the end of the day, however, Head for the Hills was all about the people. The rain might have kept many away but those who braved the elements had the best party. Late into the night, the bar was full and lively, the music pumping and the drinks flowing. If the walk to the tent at the end of the evening was a little squelchy, then it was just one more memorable element to the day.

Photo credit: Joe Fleming / The House of Machines

It is to be hoped that this event will appear again next year and that it will become a fixture on the South African motorcycling calendar. Far from being exclusively for BMW owners, it is open to everyone and it really should be on everyone’s list of must-attend events in 2023.

A huge thank you to Alan Shenton, Penny Sterley, Hein and Diete Engelbrecht and everyone who worked so hard to make the weekend as good as it was.

Getting There…

I certainly didn’t need to ride a BMW to Head for the Hills, but it so happened that a blue BMW R1250 RT was in the garage at the time. We’ve reported on this magnificent touring bike before in ZA Bikers, so a full road test isn’t necessary here.

Photo credit: BMW Motorrad SA

However, as a machine to travel to a festival, it would have been hard to better. As it happened, I managed to make the journey to and from ADA in between rain showers but, had it been raining, I would have hardly felt it, so good is the fairing and screen of the RT. Coupled with heated seats and hand grips, it surely must be very near the pinnacle of touring bike design.

The performance is completely effortless, the new Shiftcam cylinder heads on the boxer twin giving power at any point in the rev range, while the smoothness of the engine is uncanny, especially to anyone who has been riding BMWs for any number of years.

Photo credit: BMW Motorrad SA

If anything, a short hour’s ride was insulting to the RT. If Head for the Hills hadn’t been taking place, I would have happily ridden to Durban just for the hell of it: it’s just one of those bikes that invites you to ride and explore far and wide.

It’s not even as if it is only good at sitting on the highway for hours on end. Such is chassis technology nowadays, that even the largest motorcycles can be made to handle like smaller, lighter bikes when the going gets entertaining, meaning that riding a bike such as the RT doesn’t have to mean leaving the fun at home when you go for a ride.

Photo credit: Howard Stafford / ZA Bikers

The R1250 RT is a hugely tempting proposition for anyone in the market for a touring bike. If it has an air of Teutonic efficiency about it, then is that really such a bad thing? As much fun as riding without mechanical worry is, it’s also very pleasant to arrive at one’s destination as fresh as it is possible to be after a day in the saddle. With the RT, they are days that can be repeated indefinitely.

BMW R 1250 RT

For more information on the bike that we used in this article, click on the links below…

Report: the MOTUL Tour of LEGENDS Series South Africa 2022

Photo credit: Motul South Africa

The iconic KTM 950 and 990 adventure bikes are still enabling riders to get out and explore the best of our beautiful country, and this event was all about celebrating their legacy. The affection felt for these machines, their ability to perform, and the strength of the community that has grown up around them were all on display during the Motul Tour of Legends Series 2022 – the ultimate celebration of a legendary series of motorbikes.

Photo credit: Motul South Africa

This was the first time that Battlefields Country Lodge and Sports Resort has hosted the Motul Tour of Legends, and the recent rains let up to allow the sun to shine for the whole weekend. Of course, there were plenty of mud holes for riders to get stuck into, but nobody minded how dirty their bikes got as the Motul-sponsored bike wash meant everyone could start each day on a clean machine.

Photo credit: Motul South Africa

Some 100 KTM bikes were entered into this year’s event, each of whom rode around 440km along one of the four pre-planned routes from four different provinces. Old friendships were revitalised, and new ones forged, as everyone present had at least one thing in common: a genuine and abiding passion for the KTM LC8 Adventure series. That meant that as well as the many chances to ride, there were also some great networking opportunities.

Photo credit: Motul South Africa

The riding was of course the highlight of the weekend, with around 300km of awesome trails to explore each day, including the ‘Old Trainline Road’ over the legendary Van Reenen’s Pass. To accommodate riders of differing levels of ability, route options were created to allow less experienced riders to bypass some of the trickier obstacles.

Photo credit: Motul South Africa

The chance to win prizes meant that some very rare bikes were spotted at the Motul Tour of Legends, including no fewer than 14 of the very scarce Super Enduro (SE) version, as well as a 2003 950 Adventure with some 98 000km on the clock (that’s two and half times around the Equator).

The MCs included Jacky van der Merwe and Taki Bogiages from Motul, Dave Griffin and Dakar Rally competitor and KTM Ambassador Joey Evans.

Photo credit: Motul South Africa

“Great venue, great vibe and so many great bikes – what more could you ask for?,” commented event organiser Treffon Smith. “It was fantastic to see how these KTM bikes just keep on going – one even survived drowning in a river: we simply turned it upside down, drained the water out, and rode off again as if nothing had happened. While this was a once in a lifetime event, we’re hoping to create fresh and exciting events under the ‘Tour of Legends’ banner in the future,” he added.

Photo credit: Motul South Africa

“The Motul Tour of Legends embodied the values that everyone at Motul lives by – namely being brotherly, ingenious and passionate,” commented Jacky van der Merwe, Business Development Manager at Motul. “None of us will soon forget the sound of so many LC8 engines all roaring together as flares smoked and the sun rose – it’s no wonder that these bikes from an earlier, simpler time remain so popular,” he added.

Photo credit: Motul South Africa

For event pictures and videos, please visit Motul South Africa’s Facebook page and Instagram profile.

For more details of Motul’s product range, please visit Motul – Motor oils and lubricants or download the Motul App for Apple or Android

Riding the 2022 Ducati Multistrada V2S

Photo credit: Jürgen Muntzeroli / ZA Bikers

Can you guess what Ducati’s best seller is? Simple: the Multistrada! Ducati got us hooked last year with the mighty V4, and now they’ve updated their 2022 offering with the Multistrada V2S. It looks a bit like the good old Multi 950, but many things have been changed. For the good too, as we found out during our recent test ride.

The Multistrada V4 has been a tremendous success for Ducati. Despite last year’s Covid-related industry hassles (everything from containers prices to component shortages), Ducati had a record year with 59 447 motorcycles produced—their best year ever. That’s a 24% increase from 2020, and even a 12% increase from 2019, the last ‘normal year’ before the pandemic.

Photo credit: Jürgen Muntzeroli / ZA Bikers

It’s no surprise that the Multistrada V4 sold more than any other Ducati. 9,957 of them left the Borgo Panigale plant in Bologna—a tad more than the Scrambler family (9,059 units) and the Monster (8,734).

Since the Multistrada V4 was so popular, Ducati decided to upgrade their entry-level Multistrada too. Gone is the Multistrada 950; enter the Euro 5-compliant 2022 Multistrada V2 and V2S!

Photo credit: Jürgen Muntzeroli / ZA Bikers

The changes are quite reasonable, though. Ducati chose not to replicate the V4’s headlight design, so its smaller sibling retains its own visual identity. The side panels have been redesigned, so they’re slimmer now, and run high up to the rear subframe. Now when the bike is fitted with side panniers, they look more integrated than before.

The ergonomics have also changed a little bit. The seat is 10 mm lower at 830 mm, and it feels narrower between your legs. You don’t need to be a giant to feel comfortable on board this new V2S. The foot pegs have also been lowered by 10 mm.

Photo credit: Jürgen Muntzeroli / ZA Bikers

10 mils here, 10 mils there—those figures don’t sound like drastic changes, but the fact is, once you’re on board, you feel very much at home. The riding position is ideal, the seat hits the perfect mark between softness and firmness, and the adjustable screen gives decent wind protection.

On top of that, the S version has semi-active suspension from Sachs, with 150 mm travel (front and rear). The Sachs unit can be adjusted through four positions: touring, urban, sport and enduro. You can also dial in individual settings, select your own preferences for the front and the rear suspension, and adapt the preload to compensate for a pillion and/or luggage.

Photo credit: Jürgen Muntzeroli / ZA Bikers

There’s a lot of choice, but luckily the 5” TFT dash is quite easy to use—unlike some of the competition. The switches are also backlit at night.

Photo credit: Jürgen Muntzeroli / ZA Bikers

One last number: Ducati managed to save 5 kilograms from the previous 950, by doing things like shaving 1,7 kilos off the wheels. It comes in at 199 kg dry—not bad at all for such a big versatile touring bike.

So, how does it ride? There’s a lot of tech on the Multistrada V2S; cornering lights, cornering ABS, and all the traction control and engine mapping that you like. Brembo M4.32 brakes keep things in check, so power is not an issue.

Photo credit: Jürgen Muntzeroli / ZA Bikers

Let’s talk about that power. The engine is still the 937 cc unit (listed as ‘950’ on some versions), but it uses new casings to save a mighty 2 kilograms. It delivers the same 113 hp as before, but Euro 5 compliance has reduced the torque by 2 Nm. There’s still 94 Nm available at 6,750 rpm, which is decent.

Forget about the ‘urban’ riding mode—although the engine becomes extremely smooth, it cuts the power down to 73 hp. (In some countries, a 47,5 hp / 35 kW A2 version is also available.)

Photo credit: Jürgen Muntzeroli / ZA Bikers

Let’s be honest though, the Euro 5 version has lost a bit of that archetypal V-twin character at low and mid revs. The Multistrada V2S is very gentle below 5,000 rpm, with a rather discreet engine sound—hence it will be a great commuter for those who don’t ride always with the throttle wide open. But if you’re looking for proper Italian character and real Ducati personality, you’d better get use to the 5,000 / 9,000 rpm range.

The gear shifter is a peach, especially since the gearbox feel has been revamped with an eight-plate clutch. When ridden properly, the Ducati Multistrada V2S offers more than decent level of performance.

Photo credit: Jürgen Muntzeroli / ZA Bikers

I had the chance to ride the Multistrada V2S alongside the brand new Honda NT 1100—a motorcycle not imported in SA, with a comparable spec sheet (twin cylinder, 102 hp, more torque). The Ducati was always more fun to ride, especially in corners, despite its 19” front wheel.

The Honda feels a bit more solid on its 17” rims, but also feels way more heavy. The Ducati will be definitely more rewarding to ride on a mountain pass—and it’ll be the quickest to the top too. There’s nothing bad to say about its handling, brakes, stability, suspension feel or the excellent Pirelli Scorpion Trail tyres.

Photo credit: Jürgen Muntzeroli / ZA Bikers

The good thing is that the fun doesn’t come at the expense of comfort. The Multistrada V2S is good for more than 300 km on a tank of fuel, and offers a bit of dual-purpose versatility. (Friendly advice: consider purchasing crash bars and better off-road tyres).

The last two figures to mention are; 4 years (warranty) and 15,000 km (service interval).

The Ducati Multistrada V2S ticks all the boxes, don’t you think?

Photo credit: Jürgen Muntzeroli / ZA Bikers

Ducati Multistrada V2S

For more information on the bike that we used in this article, click on the links below…

A Window of Opportunity is Closing…

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Image source: Kawasaki EU

“May you live in interesting times”, is how the ancient Chinese curse goes. Boy oh boy,  are these times we are living in ever ‘interesting!’ As a child of the ’70s, with its sex, drugs and rock ‘n roll credo, it was pretty much anything goes. On the one hand, you had the 1%er bikers in the USA rocking the boat, yet at the same time you had Honda suggesting that “You meet the nicest people on a Honda”, whilst Kawasaki reckoned that we should “let the good times roll”. With the wisdom of hindsight, they were good times too!

The world was uncomplicated and attempts by regulators to put the brakes on in any form were not taken very seriously. There were feeble moves to limit the power of superbikes in places like Germany, but the factories didn’t take this too seriously and bikes got exponentially lighter and faster over the years. Fast forward 50 years and look at us now.

Photo credit: BMW Motorrad

Car manufacturers are all pouring massive development resources into primarily electric vehicles. Some, like Volvo, have said that three years from now they will no longer produce petrol or diesel-fuelled cars. Tesla has been embraced by many as the way forward. Despite real challenges, their inflated share price suggests that many investors endorse what they are doing. The UK has a ‘combustion ban’ coming into play for cars by 2030. All the major motorcycle manufacturers are developing electric motorcycle options. Most, at this point, are aimed at urban mobility rather than at the sharp sporting edge of biking.

KTM, Honda, Yamaha and Piaggio have already put an agreement in place to standardize battery and charger systems. It is foolish and naive to suggest that the constantly growing pressure from the myriads of bunny huggers will not pose a threat to the bikes that really float our boats. These millennials, by and large, have never ridden proper motorcycles, so don’t feel in any way deprived if the adrenaline pumping beasts that we ride were to disappear.

Image source: Honda

The obvious question that should be asked, but isn’t, is if bikes are a global problem in terms of CO2 emissions? The answer, of course, is a resounding no! For example, it is estimated that the 1.3 million motorcycles rolling around the UK contribute less than 1% of total CO2 emissions in that country. In fact, there is evidence that suggests that congestion, with its resulting pollution, would reduce by 40% if just 10% of commuters bought motorcycles. Damn, now we are talking!

Currently, only 1,3% of bikes sold in Europe are electric, but the pressure on consumers is mounting steadily and more manufacturers are coming to market almost daily. There are over 18 mainstream manufacturers of electric motorcycles currently plying their trade worldwide. Now you all know my feelings about electric bikes, especially in the wide-open spaces of South Africa. Battery technology will have to make huge strides before they become an even remotely viable option.

Photo credit: Bjorn Moreira / ZA Bikers

But here is the thing. When that time comes, and it, unfortunately, will, you will no longer be able to buy the fossil-fuelled crotch rockets that we hold so dear. This brings us to the title of this piece.

A Window of Opportunity is Closing…

What bike, or bikes, do you want to have in your garage when that sad day dawns? They won’t stop you from riding your petrol driven bike, but the only option to replace it will be with a two-wheeled hairdryer. Oh, woe is me!! My advice to you is to start considering, sooner rather than later, what your ‘forever bike’ will be. Buy it, maintain it meticulously and enjoy it for as long as you are able. We may just be the last generation that will speak of the wonderful age of fossil fuel-driven vehicles.

When your grandchildren, in the fullness of time, sit at your feet and ask, “Grandpa, tell us again, what was it like to wheelie your R1? Did you really ride through Africa on your GS? What do you mean, you ‘railed a berm’ on your KTM? How many Honda’s did you have? Was your Hayabusa really so fast? Why was your Kawasaki called a ‘Ninja’? Why do you say that your Panigale was a ‘weapon around a racetrack’?” When this time comes, I sincerely hope that you will have enough tales to regale them for hours on end.

Image source: KTM

What I would like to hear from you, is what bike would you consider as your swansong petrol burning beast, and why? To kick start this discussion let me suggest what would be on my shortlist. BMW’s venerable GS or something similar. Big Adventure bikes have become incredibly versatile and competent everyday rides. But then on the other hand, if it’s going to be literally the last proper bike you can buy, perhaps it’s got to move the soul, not just the head?

When I was at KMSA the other day I spied a bike that left me with sweaty palms. Standing there in all its glory, was a special import 2022 Z900 RS SE. The Modern Classic version of the original Superbike King of the ’70s, the Z1. I was working for Club Motors at the time when they were the importers for Kawasaki in SA. I will never forget seeing those original Z1’s being uncrated.

Image source: Kawasaki EU

The Honda CB 750 K0 took the world by storm in 1969, but, as Honda often do, they refined the bike in subsequent years, making it undeniably better, but unfortunately slower and less visceral. Kawasaki, beaten to the punch by Honda, did not just up the game with the Z1, they re-invented it! The Z900 RS SE harks back to that time and is the apex predator of the Classic Z900 RS range.

It has a beautiful Ohlins S46 shock shoe-horned in the back and radial-mount Brembo M4.32 calipers bolted to fully adjustable USD front forks. What makes the bike really ‘pop’ is what Kawasaki term their “Yellow Ball” colour scheme. It is a combination of yellow highlights on Diablo black metallic black paint. The design is reminiscent of the very first Z1. The gold alloy wheels and forks together with the blacked-out motor with its polished fins, set off the overall look to perfection. For me, it was lust at first sight!

Image source: Kawasaki EU

Even if the world gets to a point where we can’t get fossil fuel at all, I would be content to just park the Z900 RS SE in my lounge, as a beautiful reminder of a wonderful world that was, and sadly, is no more…

And, just to put it out there. KMSA will bring these bikes in on special order. It would involve around an 8-month wait and R250,000, but hell, how do you put a price on motorcycling excellence underscored by all that nostalgia?

Image source: Kawasaki EU

This might just end up being my “forever bike”.

What would yours be?

Husqvarna Grits Their Teeth At Thunder Valley

Photo credit: www.zcmc.co.za

The second round of the National Motocross Championship took Husqvarna Racing to Thunder Valley, Pietermaritzburg, this weekend. With rain expected, most riders had prepared for a muddy Thunder Valley. When the rain didn’t arrive, however, riders had to adapt to the unexpected conditions.

The event was off to a solid start for MX2 rider who qualified in sixth place. While Cocker initially found the track challenging, once he found his rhythm he put on one of his best performances of the season.

The rider had a spectacular start to the first moto and held an impressive pace to finish the heat in third. The second moto saw another blistering start, but an unfortunate crash sent him to the back of the pack. With a “never say die” attitude the rider chased down his competitors to secure ninth place and seventh overall.

Photo credit: www.zcmc.co.za

“We’re very impressed with Davin’s performance. His first race consisted of a great start and stunning speed throughout what was the hottest class of the day. The second heat was off to another great start, but an unfortunate tumble because of the dust set him back. What the moto did show, however, was great heart to fight back from stone last to get back in the top ten!” said Husqvarna South Africa’s Brand Manager Fred Fensham.

“I’m still settling into the feeling of racing motocross again, but this weekend just showed me that I have the pace to battle it out with the frontrunners. It was such an exciting weekend,” said Cocker.

Also snatching up some valuable championship points was Husqvarna Racing’s Neil van der Vyver. The young gun was off to a solid start when he qualified in third. Like most riders, Van der Vyver had hoped for rain and had to adapt to a dry, dusty track instead.

Photo credit: www.zcmc.co.za

An unfortunate crash in the first moto set the rider back momentarily, but he wasted no time in getting back on the bike to regain his composure and finish the heat in third.

“I hurt my leg after the crash, so I played it safe in the second moto to finish with another third place and third overall. I’m happy to have secured the championship points even though it was a tough day of racing. I can’t wait for the next round in Bloemfontein – it’s one of my favourite tracks and I really want to go for the win!” explained Van der Vyver.

In what was a bittersweet weekend of racing, the team was left disappointed when guest rider Micheal Docherty was unable to race to his full potential. The team commented: “It was a disastrous weekend filled with gremlins, hampering the hopes of Docherty showcasing his true potential. While flashes of brilliance and speed were evident, there are no results to show for his brilliant riding.”

Photo credit: www.zcmc.co.za

After the recent injury and retirement of David Goosen, the team is under current negotiations with various parties to pair up with a suitable MX1 rider for the remainder of the season.

An Unforgettable Weekend Of Racing For Red Bull KTM

Photo credit: www.zcmc.co.za

The second round of the National Motocross Championship is one that Red Bull KTM won’t soon forget. The orange team put on a spectacular performance at Thunder Valley, Pietermaritzburg, as they stormed to the MX1, MX2, High School and Pro Mini Class victory respectively.

In one of the most exciting battles of the season, teammates Tristan Purdon and Cameron Durow went head-to-head in the race for MX1 and MX2 glory. After qualifying the fastest in both classes, Durow was third off the gate in the opening MX1 moto. The rider went on to chase down his competitors to win his first-ever MX1 heat at a national event, with teammate Purdon right behind him.

Photo credit: www.zcmc.co.za

After a few small but costly errors in the second moto, Purdon managed to reel Durow in and take the lead. Having snatched the second moto win, Purdon secured the MX1 victory overall.

“I’m always grateful to take the win! It wasn’t easy out there with the weather conditions, but I’m very happy with the way the day panned out and ready to move onto the next round in Bloemfontein,” said Purdon.

Photo credit: www.zcmc.co.za

In the highly competitive MX2 Class, Durow stole the show. In what was a perfect day of racing for the rising star, he stormed to both moto wins to take top honours overall.

Adding to the memorable occasion for the team was an all-orange MX2 podium. Purdon secured second place for the day and young gun Jonathan Mlimi rounded out the podium in third. Having only stepped up to the MX2 Class this season, Mlimi put on an impressive performance and hopes to battle it out for the win in the rounds to come.

Photo credit: www.zcmc.co.za

Adding yet another victory was Luke Grundy. The High School Class hero chased down his competitors in both motos to take the lead, where we went on to control the race from the front. With two moto wins and the victory overall, the rider commented: “There’s nothing as special as bringing home the win for your team. I would just like to thank them for everything they did to help me prepare for these amazing results.”

A cherry on the top of an unforgettable event was a victory from young gun Trey Cox. In what he describes as “the best weekend of his life” he stormed to his first-ever double moto win in the Pro Mini Class. The talented rider has wasted no time in establishing himself as a favourite for the championship title as he blisters his way through one of his most impressive seasons yet.

MotoGP: Argentina – The New Old Kid in Town

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Image source: www.motogp.com

Was there anyone, either in the MotoGP paddock past and present or watching at home around the world, who wasn’t happy for Aleix Espargaro and Aprilia winning in Argentina? That universal outpouring of happiness was just as satisfying as the long-awaited victory.

It’s been a long road for Aprilia and Espargaro. A long, difficult, bruising, commitment-testing slog, with so little to show for their efforts, which is what made the result on Sunday all the more pleasing. Everyone likes the underdog but I don’t think there is anyone who would resent Aprilia moving out of the underdog rôle and into a leading player on the MotoGP stage. On the evidence of pre-season testing and last weekend, that is a distinct possibility.

Image source: www.motogp.com

What this result gives us, of course, is a grid full of race-winning manufacturers, not over a period of ten years, but in the last two! When last were we able to say that? The big question is, can Aprilia keep this up? There’s no reason to think not but it would be a mistake to assume that continued success is a given. However, as has been demonstrated so many times before, once the floodgates open even a little, momentum is easier to maintain than the sustained effort of the long graft to get to the top.

It says a lot for Espargaro that the vanquished Jorge Martin was almost as happy for Espargaro’s win as Espargaro himself was. He must have been bitterly disappointed to have led for so long and not come out on top but you got the feeling that he thought the challenge for the lead was not only coming but inevitable and, being so, would rather it came from Espargaro than from anyone else. The pair have been good friends for a long time and Espargaro helped Martin early in his career.

Image source: www.motogp.com

It was a mesmerising race at the front. After opening up a second-and-a-half gap over third placed Alex Rins, there it stabilised and what followed could have been a bit processional. But it was quite the opposite. I can’t remember being that tense throughout a race for a long time and it was all due to the presence of Espargaro and the Aprilia and another factor that wasn’t apparent to those of us watching.

That factor was grip or, rather, the lack of it. Every single rider complained that there was simply no grip at all, at least until later in the race, when the track was gradually coated with a layer of rubber. With that in mind, Martin’s and Espargaro’s race between themselves at the front was remarkable: to soak up that amount of pressure and not make any mistakes was skill of the highest order.

Image source: www.motogp.com

Twice, Espargaro tried for the lead and held it for all of one second before running wide at the following corner, allowing Martin back through. But the real story was how quickly Espargaro could make up the lost time after each incident: within a few corners, he was right back on the tail of Martin’s Ducati. That told us that Espargaro wasn’t running out of anything and that it was surely only a matter of time before he made a move stick.

That he duly did but then came the new worry that he might throw it all away while trying too hard to get out of Martin’s reach. I’m sure I’m not the only one who thought that those four laps to the end of the race were the longest six or seven minutes of my life! It was almost unbearable to watch.

Image source: www.motogp.com

But then came the chequered flag and the release of tension and that feeling of happiness, something I’ll remember for a long time. As I’m sure Espargaro and Aprilia will also do.

But what an incredible story of dogged determination. Aprilia returned to MotoGP in 2015 and have struggled hugely to make an impact. Espargaro had raced in 199 Grands Prix up to Argentina without a victory. He joined the team in 2017 and scored the team’s first podium at Silverstone last year. There were times when he almost gave in to the temptation to retire, so worn out mentally and physically was he from the constant pressure to develop the bike in the face of guaranteed defeat week in, week out.

Image source: www.motogp.com

The turnaround in the team’s fortunes came with the appointment of Massimo Rivola, Aprilia Racing CEO and the factory’s first full-time team manager. From that point, the team’s progress has been clearly visible from season to season and now, here they sit, MotoGP race winners.

Another point that could be easily glossed over is that Aprilia’s victory marked the fifth victory in a row for European manufacturers: Ducati won the last two races of 2021 and the first race of 2022, KTM won last time out in Indonesia and now Aprilia. The last time that happened was in 1974, courtesy of MV Agusta, at the tail end of their remarkable domination of GP racing. While it would be a mistake to assume that the Japanese are down and out, it does signify a wonderfully healthy state of affairs for MotoGP – every manufacturer capable of winning and a grid of riders of such consistent quality that not one could be counted out for a win if the circumstances are right.

Image source: www.motogp.com

If unpredictability is your thing, then all you have to do is look at the podiums for the first three races of the 2022 season. We have had nine different riders filling the nine podium positions so far: Bastianini, B. Binder, Pol Espargaro, Oliveira, Quartararo, Zarco, Aleix Espargaro, Martin and Rins. Now, Marc Marquez is coming back in time for next weekend’s race in America, a country where he has been almost totally dominant, winning from 2013 to 2018 and only failing to win in 2019 when a mechanical issue caused him to crash out. Who is to say that the podium at the Circuit of the Americas won’t have yet another completely different look?

Similarly, who is to argue that Marquez, having missed two races, doesn’t still have enough time to mount an effective championship challenge? With things so unsettled at the top of the points table, no rider is making a significant break and the door is wide open for someone to take charge. If he can avoid falling off and exacerbating his eye issue and, perhaps more pressing, can get the Honda to work the way he likes it, then it would be a brave fool who would count him out.

Image source: HRC

Mind you, it would have been a brave fool who would have predicted anything other than success for the factory Ducatis this year. When a satellite machine wins the first race of the season and two different satellite machines take a podium position in the next two races, with the factory bikes looking distinctly ropey way down the order, you have to wonder at the factory’s ability to snatch defeat from the jaws of victory. This is the team that has shown the way forward in so many technical ways but seems unable to capitalise on their innovations, leaving the door wide open for its rivals to steal a march.

The riders – Miller and Bagnaia – are looking so despondent that it has to affect team morale. Nothing that a couple of victories apiece wouldn’t cure but, at the moment, that doesn’t look anywhere near a possibility.

Image source: www.motogp.com

And so we head to America for round four of the 2022 season. And the best thing about it? No-one has a clue what is going to happen! Brilliant, isn’t it?

Custom Bike Appreciation Show

Photo credit: Bjorn Moreira / ZA Bikers

In any field, there are those who talk and those who do. Over the past two years, ‘doing’ has been rather difficult with all the restrictions, but that didn’t stop people from thinking about things to do once restrictions were lifted.

One such person is Pat Draper of V-Custom Cycles in Centurion. For many years, Pat has been at the forefront of the custom bike scene, building many spectacular custom creations for his customers. Some of the components used might come from overseas, but the skill in assembling and fabricating is 100% South African.

Photo credit: Bjorn Moreira / ZA Bikers

Along with every other type of business, the custom bike building business was hit hard by the pandemic. But it has survived, thanks to the quality of work that is being turned out by so many custom builders that is in such high demand.

Pat Draper conceived the Custom Bike Appreciation Show as a way of further stimulating the industry as well as saying thank you not only to the builders but also to the customers who trust them with turning their visions into reality.

Photo credit: Bjorn Moreira / ZA Bikers

Hosted at the Royal Elephant Hotel in Centurion over the weekend of the 2nd and 3rd of April, there was a mouth-watering selection of several dozen custom bikes in all shapes and sizes on display, from minimalistic Triumph bobbers to a monstrous Suzuki Hayabusa with one of the most intricate metal flake paint jobs we’ve ever seen, via some pristine Vespas and more Harley Davidson customs than you could shake a stick at, including three ‘movie bikes’ that Pat has built – the two Easy Rider choppers and the bike from Harley-Davidson and the Marlboro Man. All three are as faithful recreations as you will see anywhere in the world.

Photo credit: Bjorn Moreira / ZA Bikers

On Saturday, the rain stayed away and the crowds turned up in their droves, showing just how hungry people are for really well put-together motorcycling events. And this was a really well put together show.

Entry was free but a donation to the local SPCA was encouraged and, as usual, the motorcycling community dug deep for a good cause. Nearly six tons of dog and cat food was donated over the two days which, along with cash donations from those who couldn’t bring a bag of food, will make a huge difference to the work that the SPCA is able to do. Special mention must go to Steelwings Johannesburg MC, Ozzy and his family, Crusaders Regiment, Charlie Battery and Crest Riders MCC for all their significant donations.

Photo credit: Bjorn Moreira / ZA Bikers

The food will be split between SPCA Centurion, SPCA Tshwane and Woodrock Animal Rescue.

Pat estimates anything up to 2,000 people made the effort to turn up and support this first Custom Bike Appreciation Show and it is us who should show our appreciation to Pat for putting in the time and effort to make this happen, as well as all the builders who allowed their creations to be displayed.

Photo credit: Bjorn Moreira / ZA Bikers

Pat hopes to make this an annual event and, judging by the response to this first one, there should be no problem in making the next one bigger and better.

For more information and to enquire about next year’s event and, of course, your next custom creation, you can call Pat at V-Customs on 012 004 0824.

Downscaling: Riding the Hero Dash 125 Fi

Photo credit: Bjorn Moreira / ZA Bikers

Over the last few years, the world has become thirstier, overpopulated and, dare I say, strange. But vehicle manufacturers have become more focused than ever on the impact of climate change. Out the door goes your beloved petrol dragon, and in comes a sensible daily that leaves enough change in your pocket for dessert.

It’s true: the more fuel hikes we see, the less we care about horsepower, and the less we want to burn rubber with our life’s savings on each ride. This is where downscaling comes in—and no, this doesn’t mean downgrading or selling your beloved petrol guzzler. It just means parking it during the weekly grind, and saving it for those special weekend burns.

Photo credit: Bjorn Moreira / ZA Bikers

Even as a daily motorcycle commuter myself, the cost of filling a tank is getting pretty ridiculous—and putting kays on my pride and joy is equally disheartening. So, with the idea of saving on my ‘passion’ rides, I started looking for an urban sprawler for the Joburg commute.

Before long, I linked up with Hero Bryanston for my test mule: the Hero Dash 125 Fi.

Photo credit: Bjorn Moreira / ZA Bikers

After a quick chat with Craig Langton at Hero Motorcycles SA, he set us up with one of Hero’s top city slickers, the Dash 125 Fi. With the Dash, we set out on more than an economy test, but also to find out if it would work well as a daily rider’s only means of inner-city transport.

A scooter instead of a ‘real’ bike? Yes! If you’ve ever ridden a scooter in the urban jungle, you’d understand why the words “city” and “scooter” should be one word in the dictionary. Scooters are practicality and usability at their best.

Photo credit: Bjorn Moreira / ZA Bikers

I understand why people would look past them because of their looks—or how they’d look on one. But with the amount of cash you could be saving by riding one, you could save up for some pretty cool gear for the weekend ride.

The Dash 125 Fi doesn’t hide behind numbers. It’s a single-cylinder 125 cc, with fuel injection, LED lighting, integrated braking system, a Bybre front disk brake, under-seat charger, rear fuel filler, standard centre stand, and a claimed economy of 55 km/L. And it’s not bad looking, either. On paper the Dash had me convinced—so I rode off into the urban jungle to see how it would handle the daily grind.

Photo credit: Bjorn Moreira / ZA Bikers

Right off the bat, the Dash starts up first-time thanks to its Keihin fuel injection, and gets going in no time at all, with a smooth feel from its variomatic transmission. The motor pulls well for the size of the bike, and cruises comfortably between 60 and 70 km/h. It will do over 90 km/h when pushed—but to achieve anywhere near the claimed 55 km/L you need to ride between 40 and 60 km/h with smooth inputs.

Photo credit: Bjorn Moreira / ZA Bikers

Ergonomically, the Dash fits my 175 cm frame perfectly, with good legroom, a decent stretch to the bars and a comfy seat—making those long days of sitting in traffic easy. There’s an analogue speedo front and centre, with a digital display on the right showing everything from your trip and odo, to fuel left in the tank. When you eventually need to fill up, turn the key and the filler cap opens just above the tail lights—no need to lift the seat and get your laptop or groceries smelling like fuel.

Photo credit: Bjorn Moreira / ZA Bikers

My Nikon DSLR camera is almost like an extra limb to me, so when riding out for a photoshoot my camera is either in a top box or backpack. With the Dash, my Nikon fits perfectly with my 24-120 mm lens under the seat, and I can easily charge my phone at the same time. If you carry lots of miscellaneous stuff under the seat, you’ll be happy to know that the Dash has a little storage light to help you find what you’re looking for. If it does get full, then you could use the two external hooks for hanging shopping bags.

Photo credit: Bjorn Moreira / ZA Bikers

Out on the road, the Dash has a very nimble feel thanks to its short wheelbase and 12-inch front wheel, coupled with a 10-inch rear. This helps create a tighter turning circle and better traction up front; scooters carry most of their weight on the rear because of the motor placement.

When it comes to stopping, the Dash gets the job done with a powerful Bybre front disk brake that cleverly works in conjunction with the rear drum, Hero calls their integrated braking system ‘IBS.’ It works really well in the city, and it honestly makes commuting on a scooter even easier. Another neat function is the Dash’s puncture-proof tyres, that have been cleverly developed by Hero to withstand bad road conditions—similar to what we see in downtown JHB.

Photo credit: Bjorn Moreira / ZA Bikers

All in all, the little Dash is genuinely a great city scoot that fits the mould for all things city-orientated. The Dash is available in two colours: matte ‘techno’ blue and a candy red. Oil servicing intervals are every 6,000 km with a 2 year/30,000 km maintenance plan and a 5 year/100,000 km warranty—wowzers!

For those who want extra space, or if you want to do deliveries, the Dash can be fitted with a cargo box attached to a Hero approved bracket for an additional cost.

Photo credit: Bjorn Moreira / ZA Bikers

Personally, my only drawback when it comes to the Dash is two-up travel. With limited power the Dash performs best with a load of under 100 kg—you could go two up but you’ll be putting the motor under strain.

So, if you’re doing one-up travel/deliveries, the Dash is a clever card swipe for only R25 999.

Photo credit: Bjorn Moreira / ZA Bikers

CARRERA and DUCATI celebrate their new partnership

Photo credit: Dave Cilliers / ZA Bikers

We visited World of Motorcycles last week to attend a function celebrating the announcement during March, of a four-year partnership between Carrera, the celebrated Italian eyewear company and Ducati, the iconic Italian motorcycle manufacturer. MotoGP fans would have noticed the incredibly cool and stylish sunglasses worn by Pecco Bagnaia and Jack Miller in recent weeks. These are part of a freshly launched ‘Carrera/Ducati Collection’ of sun and optical glasses specifically designed for motorcyclists and those with a sporty, adventurous approach to life.

Photo credit: Dave Cilliers / ZA Bikers

We already know and love Ducati, but who is Carrera? Way back in 1956 an Austrian fellow named Wilhelm Anger, inspired by the Carrera Panamericana motor race, started a company named ‘Carrera’, manufacturing eyewear. In 1964 Carrera patented ‘Optyl’, a heat hardened plastic weighing 20% less than acetate, for frames that caused less allergic reactions to wearers and which gave a ‘memory’ fit due to their elasticity and dimensional stability. 1974 saw a motorsport partnership with their iconic Carrera Porsche design, made famous by the King of Cool himself, Steve McQueen. The 1980s saw Carrera sponsorship of the America’s Cup yacht race, the 1988 Winter Olympics and Formula 1.

Image source: Iconic Sunglasses

The Italian famous brand group Safilo S.p.A acquired Carrera in 1996 and moved the headquarters to Padova in Italy. They manufacture eyewear for their own brands, Carrera, Blenders eyewear, Polaroid, Tommy Jeans, SAFILO, Seventh Street, Smith and Prive’ Revaux and many licensed brands like Banana Republic, Under Armour, Carolina Herreras, Tommy Hilfiger, Jimmy Choo, Pierre Cardin, Fossil and Levi’s, to name a few.

Photo credit: Dave Cilliers / ZA Bikers

Ducati’s Jos Matthysen had us chuckling as he recounted his initial meeting with Carrera’s Garth Olivier. Needless to say, Garth has been fast-tracked into the motorcycle scene in no uncertain manner. From never even straddling a motorcycle, Garth has earned his stripes and will be going along on the next Ducati Mystery Tour. To celebrate this exciting partnership, Garth launched an incredibly exciting promotion.

Photo credit: Dave Cilliers / ZA Bikers

After giving us the lowdown on the new partnership, he unveiled a Ducati Monster, stunningly detailed by 300 Plus, World of Motorcycles superb in-store pimp artists, which is the giveaway in the Carrera promotion. Subtle pinstriping and Carrera decaling make the red Monster pop. The ‘piece de resistance’ is a Carrera sunglass case mounted on the handlebar mount. Nice!

This Italian soul mover will be won by some lucky person who:

  • Purchases a set of Carrera frames from a participating store and receives a scratch card
  • Scans the QR Code and enters their details
  • Likes the Carrera Facebook page
  • Retains their proof of purchase

T’s&C’s APPLY

When out and about wearing your new Carrera’s you are encouraged to #rideyourstory and share your Carrera lifestyle shots. It is really exciting when two brands come together, notably when they are Italian icons. The Italians have a way of making a style statement like no other. This is especially true of both Carrera and Ducati. A place where form and function blend perfectly.

Photo credit: Dave Cilliers / ZA Bikers

The event at World of Motorcycles was Italian in every detail. The drinks and food dishes served were all typical delicious Italian fare. The venue too was perfect. Punishing pasta surrounded by the Carrera’s and Ducati’s on display made for a really splendid affair. Our thanks to Carrera, Ducati, 300 Plus and all those who contributed to a truly enjoyable event.

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

V-Strom Stories – Chapter 2

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I told you all recently about my ride down to Colesberg, to attend the SA Bike festival. What I didn’t elaborate on, was the ride itself. I decided that it was an excellent opportunity to give my Suzuki V-Strom DL650 X a proper run. Since my initial run-in trip to Phalaborwa, it has been used for typical town and around duty. It has performed superbly. It is big enough to not feel cramped, but smaller and lighter than your typical large Adventure bike. This makes it much better for urban trolling. The motor has loosened up nicely and provides plenty of shove. Four-wheel shopping baskets are despatched with disdain. I find that I rarely need to exceed 6,000 revs, so it always has plenty in reserve. The gearbox is slick and a pleasure to use.

Photo credit: Dave Cilliers / ZA Bikers

I decided that the ‘Strom would do duty for the Colesberg trip. With just a weekend away I could travel light. A 20-litre Givi tank bag and my Go Gravel backpack bungeed to the back seat and I was sorted. I left Jo’Burg with a full tank at around 9.30 a.m. with the promise of good weather for the ride down. The Free State looks magnificent after the good rains that we have been blessed with. Rolling green grasslands as far as the eye can see. After Kroonstad one kind of settles into distance mode. Riding south under a big sky. It was rapidly getting properly warm.

Photo credit: Dave Cilliers / ZA Bikers

The Suzuki, as is typical, settles into a V-Twin thrum. I was cruising at 6,000 rpm, a full 4k from the redline. It equates to 130 kph. This might seem slow, however, this is a seriously economical speed for the DL650, which saw me filling up for the first time in Bloem. Riding at 150, which is a doddle on the ‘Strom, sees the consumption go up and requires a top-up before Bloem. More haste, less speed.

The wind protection and seat comfort on the V-Strom make it a long-distance weapon. It effortlessly reels off the kays, never feeling stressed or strained. The motor has evolved over the years into a really sweet unit. Keep it under 130 and you are virtually guaranteed over 20 km/L. With a 22-litre tank, this means over 400 kays between fill-ups. The other thing worth mentioning is that smaller capacity motors with their lighter reciprocating masses, generally run smoother, with less vibration, than bigger capacity motors. This contributes to a general ‘sweetness’ riding the smaller DL650.

Photo credit: Dave Cilliers / ZA Bikers

The hot weather couldn’t nudge the temperature gauge from normal. The bike feels absolutely unburstable, and so it should with its awesome reputation for reliability gained over the years. I cannot overstate how important reliability is on an adventure motorcycle. You just know that the Suzuki will get you there and back!

The suspension copes perfectly with what deteriorating SA roads throws at it. Off-road travel requires a little circumspection on really bad surfaces, given that the DL650 is endowed with moderate travel. Having said that, it does keep the centre of gravity lower which allows you to dab a foot down if necessary without fear of capsizing. I discovered this when I got up early on Saturday to enjoy the fresh Karoo air. I rode up a rocky Koppie for photos.

Photo credit: Dave Cilliers / ZA Bikers

The bike is very well balanced and the throttle response allows easy low-speed manoeuvring. If you don’t feel compelled to race everywhere you go, the V-Strom will never be found wanting. It will get you wherever you wish to go and back again. Kind of Jeep vs Rally car analogy. If you want to average 10 kph faster off-road you can shell out R50,000 more for a bit more suspension travel. That could also buy you a really good second hand ‘plastic’ as well. The choice is yours.

It speaks reams about the DL650 that despite a 700 km trip on the Friday, I could not wait to cruise the early morning on the ‘Strom. It is like road tripping with your best bud. You just feel good in its company. At the end of the day, I topped up the tank as I planned to get going really early the next morning. I have always favoured early starts. The bike runs so sweetly in the cool of the morning and by breakfast you are already 300 kays into your journey. And so it was. I rolled north out of Colesberg in the dark, with purely the faintest hint of light creeping into the sky. The headlight on the ‘Strom is proper. I wanted to take advantage of the low traffic volumes and the cool, so I ran at 7,000 rpm. As is customary, it started getting chilly just as the sun rose off to my right.

Photo credit: Dave Cilliers / ZA Bikers

I stopped to capture the ‘Kodak moment’ and pull my rain splash cover over my Airflow jacket. A trio of GS’s swept past as I pulled back onto the road. I ran with the big Bee Em’s for a few k’s before deciding that they were travelling just a bit too quick. I backed off a tad and rode on. Only bikers will really grasp that feeling of mild elation that overcomes you when the bike, scenery and early morning light blend together into a memorable riding experience. I rolled into the Engen in Bloem to find the GS’s still at the pumps. Again it illustrated to me how a consistent good clip will never have you lagging far behind. Wringing the bike’s neck unmercifully tires the rider and demands longer stops and more frequent fuelling.

I was back on the road before the GS’s and sat at 130, wondering how long it would take the Bee Emm boys to haul me in. I had Jo’Burg in my tank and I reckoned that the hard-charging GS’s would need a splash ‘n dash before home. And so it turned out. They past me at speed about 85 kays out of Bloem. Resisting the temptation to up my pace, I stuck to my game plan. These sorts of games make the time fly by. I tried to overtake efficiently, without scrubbing off speed. The DL650 was loving the cool air, as was I. In no time at all, I cruised past Soweto and on to Pretoria.

Photo credit: Dave Cilliers / ZA Bikers

The fact is I enjoyed the ride immensely. The bike is comfy and smooth. I was also doing a chain wax test. I lubed my chain prior to leaving for Colesberg with Liqui Moly Chain Lube White. This task was made easier by the centre stand on the ‘Strom. Putting the bike in first gear I sprayed the inside run of the chain. I did this the night before departure as I wanted the lube totally dry and settled. The recommendation on the can is for 15 minutes prior to riding. I filled the little 50 ml can from the 400 ml ‘mothership’. I reckoned that that would see me through for the 1450 km round trip. It is such an ingenious idea. It takes up no space at all.

Photo credit: Bjorn Moreira / ZA Bikers

You can stick it in your pocket or in the side pouch of your tank bag. As is customary, I checked the chain at Bloem, after 400 kays. Still good. Colesberg, also good. This lube is proper! I eventually rode all the way back home without needing to use my 50 ml stash. 1450 kays on one application of lube. Astounding, to say the least! I even took a photo as documentary evidence!

Photo credit: Dave Cilliers / ZA Bikers

This may be a ‘Strom story, telling you about the virtues of this brilliant value for money middleweight option, but at the end of the day, I just want to encourage you to get out on your bike. Covid, Vlad Putin and all the rest of the crap in the world just fades away when you cruise the highways and byways of our magnificent land.

Photo credit: Dave Cilliers / ZA Bikers

Next up in our ‘Strom stories may well be Botswana. I am longing for that vast land with its wide-open spaces. Got to show it to ‘Strom…

Photo credit: Bjorn Moreira / ZA Bikers

Suzuki V-Strom DL650XA

For more information on the bike that we used in this article, click on the links below…

2025

Suzuki V-Strom DL650XA

Pricing From R166,650 (RRP)


Brand: Suzuki

Head for the Hills 2022 – What’s Happening on the Day

There’s less than a week to go to Head for the Hills 2022, a two-day, one-night moto and music festival.

Image source: Head for the Hills

Head for the Hills is hosted at ADA Leeuwenkloof on 9 – 10 April. Conceived to become the premier annual lifestyle event for BMW Motorrad SA, it combines the best of global BMW Motorrad events; Motorrad Days and Pure & Crafted and will be the must-attend event of the summer.

Gates open at 10 a.m. on Saturday 9th April and, right from the get-go, there will be some incredible activations in which to take part.

There will be motorcycle test rides, 4X4 demonstrations and competitive events open to all attendees.

Image source: Head for the Hills

At the same time, South Africa’s 2022 GS Trophy Team will be undergoing some serious training, where the rest of us can reflect on how bad our own skills are while marvelling at the skills of the team that is hoping to bring the trophy back to South Africa once again.

After lunch on Saturday 9th, the King/Queen of the Hill challenge is one for anyone who thinks they are good enough. BMW Motorsports will also be on the skid pan giving demonstrations.

Image source: Head for the Hills

The fantastic line-up of music acts commences at 14:30 and the music will continue right through to 10 p.m. Springbok Nude Girls will headline the event, supported by Frans Karoo, Sam Turpin, Loki Rothman, Biggy, Loufi, and Synth Peter. Dylan Red and Cake Kidd will also be performing at The House of Machines bar.

Image source: Head for the Hills

After coffee and breakfast on Sunday 10th, a range of out-rides have been planned for everyone to take part in, led by professional riders.

There are still some Standard Dome Tents available for those who are wanting to stay for the weekend (VIP Glamping Tents are now SOLD OUT). The cost is R1500 per person sharing, this includes all meals for the duration of your stay and full weekend passes to all events. Day passes (R300) will grant you access to all events and activations on the 9th of April.

Image source: Head for the Hills

Get your tickets now HERE.
Please note: tickets are only available pre-sale on WebTickets.

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Follow the journey of Head for the Hills on @thehouseofmachines and @bmwmotorradsa

For more information, contact:
Alan Shenton / [email protected]

Head for the Hills – 9th & 10th April 2022

The World Adventure Week Is Coming Back For 2022

Image source: KTM

Mark your calendars, THE WORLD ADVENTURE WEEK will take place on July 4th to 10th. Encouraging mass participation by all adventurers no matter what bike they are on, THE WORLD ADVENTURE WEEK is a unique opportunity to go out and ride. The main goal: is to complete 1,000 km or more in seven days…

Seven days, 1,000 kilometres, July 4th to 10th 2022.

Powered by KTM and RISER, THE WORLD ADVENTURE WEEK is the perfect excuse to put some mileage on your motorcycle. It is an invitation to go explore the tracks and trails you’ve always wanted to and is an opportunity to share your favourite places with the global motorcycling community.

Image source: KTM

The most adventurous riders will be rewarded with daily prizes and the chance to be featured on theworldadventureweek.com as well as KTM’s social media channels. There will be different challenges to complete on each of the seven days, with all riders completing 1,000 km or more in total receiving a personalized award.

The challenges will be open to all riders from all brands. To enter, you simply need to download the RISER app from the App Store or Google Play and start recording your rides.

Image source: KTM

For all adventurers keen to learn more about this exciting new challenge, more information is available on theworldadventureweek.com.

More information on the event’s daily and weekly prizes will be released in the coming two weeks.

Ross Branch pays Hero SA a visit

Image source: Hero MotoSports

As always, January’s Dakar Rally was as severe a test of rider and machine as ever and only the best prevailed.

The 2022 Dakar was significant for another reason; for the first time ever, a stage was won by an Indian manufacturer. Hero Motorsports rider Joaquim Rodrigues set the fastest time on Stage 3 on his way to 13th overall.

Image source: Hero MotoSports

Another significant event occurred at the beginning of February as local hero Ross Branch switched allegiance from Yamaha to the factory Hero Motorsports team for the 2022 season. That, of course, will include the 2023 Dakar Rally.

Ross popped into Hero SA in Bryanston recently to thank them for arranging his practice Dakar Bike. “We flew the bike and parts in from a Hero Motorsport subsidiary in Germany where the Heros are developed and built”

Image source: Hero SA

Although a costly exercise, a rider of Ross’ calibre can only bring success to Hero Motorsports and Hero SA. Ross will also be spending time out of the saddle, attending a number of dealer and customer evenings, engaging with enthusiasts on topics such as navigation, planning, training and so on.

It’s also a great opportunity for customers and enthusiasts to see the bike and how advanced Hero are in building race bikes, as well as their commitment to quality and reliability. The entire 450 Rally motorcycle has been developed by Hero and has gained a solid reputation for its speed and reliability.

Photo credit: Bjorn Moreira / ZA Bikers

Sitting down with Ross for a chat, it was interesting to learn why he had made the switch from Yamaha to Hero and his future plans.

Ross was quick to point out that he enjoyed his time with Yamaha and that it was a fantastic team and he learnt a lot with them. So why leave for an Indian brand?

Photo credit: Bjorn Moreira / ZA Bikers

“Well I was offered rides from all the top manufacturers but Hero is known for being one of the fastest Dakar bikes. The reliability is one of the most important factors and, coupled with Hero’s commitment to me as a rider and being part of a family including the family at Hero SA, the support is phenomenal.

“I rode the bike for the first time and only rode about 60km due to my injury. We then raced Abu Dhabi where I fell in stage 1 but won stage 2 which was great for the team. After that we decided to take it easy, I am really getting to grips with the bike and its speed. I’m excited to be working with Hero SA.”

Image source: Hero MotoSports

He’s not the only one who is excited! Hero’s continuing success on the international Rally stage will bring additional colour to an already impressive line-up of manufacturers. As this year’s Dakar proved, Hero is in it to win it and, in Ross Branch, they have the perfect rider to help them achieve the top step of the podium.

With the involvement of Hero South Africa in Ross Branch’s season, there are plenty of opportunities for Hero dealers and customers to get in on the action through incentives such as; Top Dealer visits to Dakar, the XPulse riding experience and rider training for the forthcoming hero XTracks off-road event later this year.

For more information, contact Hero South Africa on 011 467 0737.

KZN South Coast prepares for engine-revving action as the African Bike Week Festival comes to town

It’s finally happening… the KZN South Coast is cementing its position as Africa’s premier biker destination with the stunning coastal towns from Margate to St Michaels playing host to African Bike Week Festival from 28 to 30 April 2022. This incredibly diverse event will showcase African biker culture through mass rides, parades, stunt shows, musical entertainment and more!

Judy Goosen (Southbroom), Zama Ngubane (St Michaels), Dave Millar (Uvongo) and Sean Elliot (Margate).
(Image credit: Justin Klusener)

“After two years of planning, Bike Fest SA are excited to finally be kicking off Africa Bike Week Festival which will include biker representation from across the continent,” said event organiser, Vicky Wentzel. “This event will be a celebration of bikers, of African unity, and a chance to finally enjoy an in-person festival with great music, food and entertainment. We’re grateful to everyone who has supported this event and are looking forward to showcasing the talent and energy of Africa’s biker, music and retail communities.”

African Bike Week Festival, hosted by Ray Nkonyeni Municipality and powered by Bike Fest SA. In a show of commitment to biker unity in Africa, R20 from every ticket sold will go towards charity initiatives run by these biker councils.

Sikhumbuzo Mqadi, Mayor of Ray Nkonyeni Municipality and Hayley du Mollard (Image credit: Southern Explorer).

“The KZN South Coast has long been a key destination for the biker community, and we are excited to be supporting the resurgence of this tourism attraction,” explained Sikhumbuzo Mqadi, Mayor of Ray Nkonyeni Municipality. “Biking fraternities from across Africa have been invited to attend this event and we are very pleased to have federations attending from Mozambique, Angola, Botswana, Swaziland, Lesotho and Zambia as well as hosting artists on our Bikers Unite Stage from these countries. Motorcycling has risen in popularity across the continent, bringing together people from all walks of life with a shared passion for these two-wheeled machines. We want to continue this tradition through African Bike Week Festival which is promoting tourism to the beautiful KZN South Coast and generating funds for charitable initiatives.”

Photo credit: Bjorn Moreira / ZA Bikers

Some highlights on the African Bike Week Festival calendar include:

  • Two rocking stages hosting artists including USA’s Alton Miller, and top musicians from across the African continent including AKA, Bok Van Blerk, Ghapi, Die Heuwels Fantasties, Thebe, Refentse, Kwesta, Refentse, Gizela, Brendan Peyper, Mona Lee and many more
  • The Motorcycle Zone: dealer and brand displays; custom painting, bike-related products and accessories, and custom bike show with prizes
  • The Food Village featuring a range of food trucks catering to all tastes
  • The Craft Village featuring a variety of stalls and vendors
  • The Lifestyle Zone: tattoo artists, piercings and jewellery
  • The Kids Zone: Face painting, jumping castles, fun rides, beach activations
  • The Extreme Zone: King Donut Burnout shows, Le Riche Brothers stunt shows, bikini bike wash
  • Bar areas with multiple lounges
  • VIP, VVIP and corporate hospitality suites
  • Outrides, fringe festival shuttle tours, and shisanyama tours
  • After-parties and pre-selected venues
  • Scenic helicopter rides
  • Mass rides and offshoot parades visiting Izongolweni and Gamalakhe
Photo credit: Bjorn Moreira / ZA Bikers

African Bike Week Festival is also giving 50 000 reasons why bike club members should attend African Bike Week Festival! The bike club that presents itself at African Bike Week Festival with the biggest number of members, will take home the R50 000 cash prize – and all participants have the chance to win a motorcycle!

The safety of all event-goers is being prioritised through a collaborative effort by SAPS, private security companies, and local crime prevention units.

Photo credit: ZA Bikers

All artists, media and VVIP guests will be transported by BMW Shelly Beach and Supertech Group with Wolf Security providing security. Call Towing Recovery is also offering free towing for breakdown bikes between Umtentweni and Southbroom.

Check out the official African Bike Week video here.

To view ticket prices and to book, visit: www.howler.co.za
*Children U12 enter free.

Photo credit: Bjorn Moreira / ZA Bikers

For anyone wanting to check out beach conditions on the day, there are three live webcams located at KZN South Coast beaches;

Margate Beach
Southbroom Beach
St Michael’s Beach

Yamaha’s Online Shopping 10% Discount Promotion!

Photo credit: Bjorn Moreira / ZA Bikers

Yes! Yamaha brings their showroom floors filled with accessories and apparel into the homes of all motorcyclists for our ease and convenience. In doing this Yamaha have cleverly developed user-friendly platforms that allow for easy navigation of the variety of accessory and apparel brands they have to offer.

Even with Covid restrictions being slowly lifted, many people still want to continue shopping online and Yamaha’s websites help make this a reality. Covid restrictions aside, I personally like the fact that I can see what stock they’ve got before making the journey across.

As an extra perk for the ‘AC’ (after computer) generation, Yamaha SA have given our readers a limited time offer of a 10% discount when purchasing any motorcycle accessories from one of their three online platforms.

Getting Started:

To get the process started, simply click HERE, select your nearest Yamaha dealer and then register your profile.

Once this is done, you can start browsing, filtering brands and products to your utmost desire—these filters really do enhance the browsing experience.

Once you’ve selected the goodies of choice, click on the shopping cart, fill in our discount code (ZABIKERS10) for 10% off and then checkout. Secure payment facilities are provided by PayGate and collection and delivery of products are facilitated by SA’s top logistic service providers—orders can be collected in-store if so desired.

The initiation of Yamaha’s online shopping facilities are an important step for South African consumers and Yamaha SA has gone to great pains to make the process as easy and trouble-free as possible.

To see Yamaha’s online shopping platform in action click here.

If it ain’t broke: Riding the new Triumph Speed Twin and Bobber

Photo credit: Wes Reyneke / ZA Bikers

Triumph is clearly on the offensive. They’ve released a slew of brand new bikes over the past few years, radically redefining mainstays like the Speed Triple and Tiger ranges. But despite this, they haven’t added something truly fresh to their range of modern classics in a while.

Instead, they’ve been making subtle refinements to existing models—which is actually great news. As a former air-cooled Triumph Bonneville owner I’m probably a tiny bit biased, but from where I’m standing there’s much to love about Triumph’s retro parallel twins. And it looks like Triumph have now targeted the few nits that there are to pick.

Photo credit: Wes Reyneke / ZA Bikers

Released last year, Triumph’s updated modern classics sport a slew of engine and component upgrades, Euro 5 compliance and, naturally, fresh paint jobs. The changes span the whole range, but we’re focussing on two notable models: the new Triumph Speed Twin, and the new Triumph Bobber.

Triumph Speed Twin

Triumph labels the Speed Twin as a “modern classic performance icon,” which basically means that it rides the line between British classic and performance roadster. A hopped-up Bonneville, if you will. The first generation Speed Twin mostly lived up to the hype, but was lacking in a few areas—and it’s those that Triumph have addressed.

Photo credit: Wes Reyneke / ZA Bikers

For starters, the Speed Twin’s 1,200 cc parallel-twin engine is packing a host of upgrades. It’s Euro 5 compliant now, but also features new high compression pistons, revised ports and a new cam profile. It now makes 6 hp more, for a total of 98.6 hp at 7,250 rpm, and hits its peak torque of 112 Nm lower than before, at 4,250 rpm. And the redline’s been bumped up by 500 rpm.

There’s also a new low inertia crank, with a total reduction of 17% in the motor’s inertia. The Speed Twin was never a slouch, but there’s a noticeable pep in its step now. It feels like it spools up quicker too, and, more importantly, the jerkiness it used to have at low revs is gone.

Photo credit: Wes Reyneke / ZA Bikers

Triumph have doubled down on the ‘performance Bonneville’ concept by upgrading the Speed Twin’s brakes and suspension too. It now has 43 mm upside-down Marzocchi forks up front, with cartridge damping and 120 mm of travel. The forks aren’t adjustable, and the rear end still features a pair of standard-issue KYB shocks; cue disappointment.

The wheels have been redesigned, and don’t just look great, but weigh less too. They’re wrapped in high-performance Metzeler Racetec RR tyres. And if you dig deep into the spec sheet, you’ll notice minor tweaks to the bike’s overall geometry.

Photo credit: Wes Reyneke / ZA Bikers

The changes aren’t major, but they have made the Speed Twin sharper in almost every way on the road. It’s ergonomically more aggressive without sacrificing comfort, and is just the right amount more nimble. Stopping power’s been improved too, with new Brembo M50 radial mono-bloc calipers up front, gripping bigger-than-before 320 mm twin discs.

Other notable changes include a revised slip-assist clutch, and tweaks to all three of the bike’s standard rider modes. The headlight features a new LED daytime running light, and the indicators and rear light are all LED units.

Photo credit: Wes Reyneke / ZA Bikers

Visually, there’s not much that’s changed. A number of smaller parts have been tweaked, swapped out or finished in a different colour, but the vibe is much the same. The silver silencers look noticeably more premium than the older black units, and I’m a fan of the new matte liveries.

I’ve always thought of the Speed Twin as a bike that was 80% there, and these upgrades have done a lot to bridge that gap. If Triumph manage to add fully adjustable suspension and a quick-shifter to the next one (or just give us an ‘RS’ version), I’d legitimately score it a perfect 10.

For more information on the Triumph Speed Twin, click on the link below…

Triumph Bonneville Bobber

The Triumph Bobber doesn’t quite boast the same number of upgrades as the Speed Twin, but there are some significant changes. The motor is now also Euro 5 compliant, with a more responsive feel and a better torque curve. The Bobber has always been plenty torquey, so I can’t say that I felt a massive change—but, like the Speed Twin, it is tangibly smoother at low revs.

Photo credit: Wes Reyneke / ZA Bikers

But the real news here is that Triumph has rolled their previous two Bobber variants—the Bobber and Bobber Black—into one model. Or more accurately, they’ve ditched the Bobber and simply renamed the Bobber Black.

It’s a clever move. The standard model was overshadowed by the considerably more menacing Bobber Black, while the latter lacked the benefit of a wider choice in colours. So this new variant is the best of both worlds.

Photo credit: Wes Reyneke / ZA Bikers

Gone are the standard Bobber’s 19F/16R wheels and 41 mm front forks, replaced by the Bobber Black’s chunky 16” wheel set and 47 mm forks. The new Bobber also gets Avon Cobra tyres, and a Brembo brake upgrades with twin two-piston calipers up front.

Visually, the Bobber’s adopted the Bobber Black’s all-black engine, and now comes in three different matte colours, along with an über-swanky (and more expensive) red ‘Gold Line’ livery. Small details abound—like the redesigned speedo bezel, and the LED headlight. Cruise control is standard now too, along with a new torque-assist clutch.

Photo credit: Wes Reyneke / ZA Bikers

As for the rest, there’s not much to report. The speedo and cantilevered seat are both still adjustable, and much of the bike’s trim remains unchanged. It does have a slightly bigger fuel tank though, with a new capacity of 12 l.

The new Bobber will set you back R202,000 in plain black, R209,000 in grey or red, and R218,000 if you want to spring for the Gold Line edition. The Speed Twin’s pricing starts at R202,000.

Photo credit: Wes Reyneke / ZA Bikers

Both bikes prove that Triumph are killing it in the neo-retro space right now. The changes made speak of a subtle evolution rather than a totally new approach—but they should give the Speed Twin and Bobber the longevity to remain relevant for a good few years still.

We chat Liqui Moly with Seller Racing

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Photo credit: Beam Productions

In the pursuit of excellence in racing – which, of course, means victory – no stone can be left unturned, no advantage ignored. The best machinery possible has to be obtained and strategic partnerships formed that will enhance the team and riders not only on the track, but back in the workshop also.

A rider can only be as good as the machinery he is racing and the machinery can only be as good as the preparation. But all the preparation is pointless if the components used are compromised: racers are always looking for any advantage and the true professional will look for it wherever they can.

Clint Seller is one of South Africa’s most successful motorcycle racers, with a multitude of National Superbike Championships under his belt. It’s not just his natural talent that has enabled him to get there but an ability to recognise the right people and companies with whom to work. One of those companies is lubricant specialist Liqui Moly.

Photo credit: Bjorn Moreira / ZA Bikers

Lubrication has always been a science way beyond merely reducing friction and protecting components and this point was brought home to Clint and the team at an early stage.

At the time, the team he was riding for was running a bike that was, by common consent, a bit past its prime and struggling to keep up with the opposition. The team was looking for any advantage and started testing different oils in the engine.

“As a rider for a team you’re not involved with the oil that’s used in the bike,” says Clint, “but, back in 2011, I was racing for Brad Anassis and I was at the Anassis Racing workshop where they were trying different oils in our Honda CBR600 to see if any of them gave an advantage of any sort. The bike was a bit long in the tooth even back then and we were down on power compared to the opposition. So we were trying different oils to see if we could gain a horsepower advantage and we found that, with Liqui Moly oil, we were gaining about 3 horsepower. That doesn’t sound like a lot but at that level of competition, you take any advantage you can get.”

Photo credit: Bjorn Moreira / ZA Bikers

Not only that, but it made the engine run cooler which solved another of the problems and cut down on costly engine rebuilds. The team could not believe it and, in one fell swoop, Clint was back in the running.

By his own admission, Clint is not an engineer: he doesn’t know how to make the bike faster but he does know how to ride it as fast as it will go and he leaves that to his engineers.

“I have no idea why we got that power hike! I’ve never been the most mechanically minded person. Logic dictates that a better oil gives better efficiency and therefore more power and that is obviously what the Liqui Moly oil gave us—it had the added bonus of helping with the cooling as well.

Photo credit: Bjorn Moreira / ZA Bikers

“At that time we weren’t sponsored by Liqui Moly at all. We were just looking for any advantage we could get. I was getting beaten to the line with no horsepower and we would try anything to get ourselves back onto parity with everyone else. However, once the benefits of Liqui Moly were known to me, I did all I could to make sure it was used in my race bikes.

“Obviously, that couldn’t always happen as different teams have different sponsors but I knew that, when I started my own team at the beginning of 2019, I had to go get Liqui Moly on board. There was a hell of a lot of pressure for me to prove that it wasn’t just the teams I was riding for that won, it was me who won and that I could carry on winning with my own team.

“Everyone was saying I only won because I had the team behind me and I wanted to prove otherwise. Now, to do that, you have to have everything solidly in place so that you can concentrate on riding the bike and winning. One of the first people I went to see was Melicia Labuschagne at Liqui Moly South Africa because I not only knew I wanted to use their oils, but I also knew they were the right people to work with on this project.

Photo credit: Liqui Moly South Africa

“I went to see Melicia and I said, ‘I want to start the team and I’d love your financial support but, if that’s not possible, I just need to use your products.’ I just wasn’t prepared to be in a situation where I didn’t have the best equipment possible.

“Melicia’s response was just what I wanted to hear and summed up their approach to their business. She said, ‘We will not only back you with products, but we’re keen to see what you can do as a team owner as well.’ In other words, she was backing me: she had faith that I could do the job and wanted to help me do it right. That is so typical of Liqui Moly: their ethos is one of empowering people to push themselves and reach further. It’s always been a case of ‘what can we do together’ and that’s such a valuable attitude for a team owner to work with.

“The support they have given me, not just in terms of finance and product, but in every other sense has made all the difference.”

Photo credit: Liqui Moly South Africa

The partnership didn’t just encompass financial and product elements: Clint had to go back to school!

“What’s cool about Liqui Moly is that, if you are sponsored by them, you have to do a course to understand their products. Then there’s a test at the end so it forces you to understand things a little better. Obviously, the course can’t go into too much technical detail but you do learn about the whole range of products that Liqui Moly makes – and it is huge – as a result, I use so many of their products not only on and in the bike but also on my riding kit.

Obviously, we use the oil, the chain lube, the chain & brake cleaner, bike cleaner, multi-spray, air filter cleaner and so on, but also the helmet cleaner, visor cleaner and leather care cream to clean my leathers and boots and gloves—believe me, they work.”

Race engines live a very hard life but I was surprised to learn that Clint changes the oil in his race bikes only every two races. It’s just not necessary with this oil, he says.

Photo credit: Bjorn Moreira / ZA Bikers

“The other great thing about Liqui Moly is that, every time we change the oil, we take a sample to them and they run a series of tests on it and, based on the information they get, they can advise whether an engine rebuild is needed. Obviously, in terms of championships, it’s important to finish every race, even if you can’t win everyone; an engine blowing up in the middle of a race is disastrous.

“There was one time with my Yamaha R1, which were renowned for running hot and Liqui Moly told me I needed to strip the engine down and rebuild it. I didn’t and it blew up at the next race. It was the last time I ignored their advice. You simply don’t want to incur the costs of unnecessary engine rebuilds and so this service by Liqui Moly helps us a lot.”

With the 2022 season now underway, Clint and Liqui Moly are working hard preparing to defend their title. Clint will be giving 100% on track and he can do so knowing that Liqui Moly will be giving exactly the same in support.

Photo credit: Bjorn Moreira / ZA Bikers

For the record, the oil that Clinton uses in his race bikes is Liqui Moly Synthetic 4T 5W40 Street Race.

*****

For more information on the products mentioned in this article, click on the links below…

Kawasaki’s Dalton Double Gold

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Kawasaki returned from Saturday’s Dalton Trademore SA Cross Country round clutching triple gold. Mike Pentecost’s Franchise Co. CIT Kawasaki KX 450 X took a fairytale come from behind OR1 win in third overall, while Kenny Gilbert won Seniors aboard his Pepson Plastics Motul Kawasaki KX 450 X racing with Scottish Cables. Pepson teammates, Wyatt Avis added a third in Seniors on his KX 250 X, and Taki Bogiages brought his similar machine home fifth in 250cc OR3.

“It was a good day of typical KZN racing on a tight track with lots of rain in the week before,” Mike Pentecost pointed out. “That made the route and the mud holes brutal, so I was surprised to qualify quickest, but it was difficult to open the virgin paths. “I overshot into the cane and had everyone all over me, when I found the only rock in a mowed field and had a monster crash. “Brett Swanepoel stopped to see if I was OK, but I shook myself off and got back on the bike. I was dizzy and disoriented for the two laps until the DSP.

“The team straightened the bike, while my dad and Harry sat with me and helped me regroup. “It was still tough from there — I had to put the pain out of my mind, but I managed to put it all together to take the OR1 win. “So, a good result in a very difficult race on my beast of a Kawasaki KX 450 X. “Thanks so much to my Franchise Co. CIT team, especially Harry who gets right in there to support us, and my winning teammates. “What a day! “Now I must rest and take some physio before the GXCC regional in two weeks. “Can’t wait!”

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Kenny Gilbert was delighted to add a second straight Seniors win with a strong ride to 12th overall on his Pepson Plastics Motul Kawasaki KX 450 X racing with Scottish Cables. “Dalton was a really tough track but huge fun, safe and really well marked. “It rained the night before, which made it even trickier, so I rode well within my limits and had a really good day out. “Well done to the organisers, my winning teammates and to everyone who finished the race. “And thanks to the team for a great effort as usual.”

“Dalton was tough with the track getting slicker and more challenging as the laps continued,” motocross convert Wyatt Avis explained. “Once again I learnt so much about Cross Country and made more steps forward since round 1. “We need a different mindset for this type of racing and I’m really enjoying the changes I am bringing about to both my mental approach and physical preparation. “I cannot thank the team enough for this incredible understanding and support in helping me improve race by race.”

Taki Bogiages was happy with another good points haul in OR3. “My race was really good, I enjoyed it and rode well,” Taki admitted. “My elbow did catch up with me on those severe climbs and descents so my pace wasn’t entirely there, but I made a few positive steps in the right direction and we will keep hunting. “I must say a special thank you to my Pepson Plastics Kawasaki Motul team, they gave me an awesome Kawasaki KX 250 X that excelled in really tough conditions, although it was good to race without any dust for once.”

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“That’s how we do it” Franchise Co. CIT team boss Harry Grobler wrapped it up. “Triple Gold — well done to the entire team.” Pepson Plastics Kawasaki Motul Racing with Scottish Cables team principal concluded: “Best of all is that we now move on to familiar territory in the North West. “That’s the sort of terrain we thrive on, so bring it on!”

Race Report: SA Cross Country Round 2 – Dalton, KZN

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Home hero Brett Swanepoel stormed to overall victory at a tough Dalton, KZN second round aboard his OR2 Husqvarna on Saturday as he took charge of the Trademore Group South African Cross Country Motorcycle Championship chase. OR2 rival Scott Heygate gave his title prospects a shot in the arm in second aboard his OR2 KTM, while Mike Pentecost’s Kawasaki took the OR1 win in third overall, ahead of class rivals Hayden Louw’s Yamaha, Travis Teasedale’s GasGas and William Slater on a KTM.

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Davin Cocker bounced back to take the OR3 win on his factory Husqvarna in seventh ahead of OR2 men, Kerim Fitz-Gerald’s KTM and Dylan Cox on his Yamaha, Matthew Wilson’s OR3 KTM and Gareth Cole’s OR1 Honda. Kawasaki men, Kenny Gilbert took Seniors and Mielies Le Roux Masters honours. In the school kid classes, Luke Walker took High School 125cc on a KTM, while Husqvarna lads Brandon Clarke took the 85cc and GJ Coetzee the 65cc Junior wins.

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Swanepoel was in imperious form as he sped to the overall win by almost eight minutes over Heygate and Fitz-Gerald’s Brother Leader tread KTMs, and Dylan Cox and Tristan Tamsen’s Yamahas in 350cc OR3. There were just two minutes between the Open Class OR1 top four, Mike Pentecost’s Franchise Co. CIT Kawasaki Hayden Louw’s Yamaha and Travis Teasdale, who pipped Will Slater’s KTM by all of a tenth of a second after three and a half hours racing. Championship leader arriving in Dalton, Bradley Cox’s OR1 KTM retired.

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Davin Cocker however made up for his disappointment last time out, as he rode to a comfortable 250cc OR3 win over KTM trio, Brother Leader Tread rider Matthew Wilson, Dylan Jones and Ryan Pelser. Pepson Plastics Motul Kawasaki man Taki Bogiages was fifth from Cayden Purchase on another KTM. Kenny Gilbert’s Pepson Kawasaki took Seniors from Wade Blaauw’s Honda and Wyatt Avis’ Kawasaki. And Mielies Le Roux’s Franchise Co. Kawasaki took Masters with ease from Greg Nairn’s Husqvarna and Spencer Michael on a KTM.

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Luke Walker led a KTM high school 1-2-3-4 by just under a minute from Ross Ramseyer, Miles Wolhuter and Thomas Scales, with Wian Wentzel and Joss Alexander’s Husqvarnas next home. Brandon Clarke took an easy 85cc win on his Husqvarna ahead of KTM lads Murray Smith and Bruno Niebuhr. GJ Coetzee was two minutes clear of motocrosser Jake Pretorius and Werner Kleinhans on another Husqvarna in the 65s.

The Trademore Group South African Cross Country Championship now take a break until round 3 at Ganyesa 70 kilometres north-west of Vryburg, in the North West Province, Saturday 21 May. Will that favour the upcountry riders? Time will tell!

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Husqvarna Racing Kick Starts The 2022 National Enduro Season In Style

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This weekend marked the start of the highly anticipated National Enduro and National Extreme Enduro Championship. The doubleheader event took riders to Harding, KwaZulu-Natal, for some of the most iconic trails that the country has to offer.

Husqvarna Racing’s Brett Swanepoel spearheaded the hunt for glory on his Husqvarna TE 300i as he took on the highly competitive field of riders in the E2 Class. In what was an action-packed weekend of racing, Swanepoel secured third place overall in both the National Enduro and Extreme Enduro E2 Class.

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He commented: “It was a big weekend for us! I put everything into two back-to-back days of racing in some brutal conditions. I’m happy to have gotten some solid points in the bag and look forward to building towards the next rounds.”

Joining Swanepoel in the fight for Enduro glory was rising star, Heinrich Aust. Having come painstakingly close to winning the National E1 Enduro Championship last year, the rider is relentless in his pursuit of the title this season on his four-stroke Husqvarna FE 250.

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An unfortunate tumble on the second lap dashed his hopes of winning the event, but Aust bounced back to take second for the day in his class and earn valuable championship points for the season ahead.

In the National Extreme Enduro Championship, the team has moved Aust to a Husqvarna TE 250i as he steps up to the E2 Class. After a demanding day in the saddle, Aust finished in a respectable fourth place on his new Enduro machine behind some of the country’s top riders.

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He commented: “The Extreme Enduro was nothing short of ‘extreme’ with big technical sections. It’s always good to learn and keep pushing through. My TE 250i was incredible through the gullies and I’m really proud of where I finished.”

The Husqvarna Racing team will now turn their focus to the second round of the National Cross Country Championship. Swanepoel will enter the event with confidence after his impressive start to the season where he took the OR2 Class win and placed second overall.

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Teammate Davin Cocker will be out for redemption this weekend. It was a bittersweet season opener for the rider who after leading a portion of the race, got stuck in a mud hole and lost both time and positions.

While the season didn’t start as Cocker had hoped, it certainly proved that Cocker has what it takes to challenge the frontrunners in this sport and he will certainly come back swinging on Saturday.

Back-To-Back Racing For Brother Leader Tread KTM

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The National Enduro Championship season was off to a stellar start for Brother Leader Tread KTM. The first round of the championship took place in Harding, KwaZulu-Natal, this past weekend where riders blistered their way through some of the most iconic trails South Africa has to offer.

The event marked the debut race of two new orange riders – namely Blake Gutzeit and Matthew Stevens. Star rider Bradley Cox was missing from the action after an injury he sustained at the Abu Dhabi Desert Challenge.

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Gutzeit stepped onto a KTM 300 XC-W TPI for his debut national event with the orange team. Having started in the fourth row, he was off to a slow start in the opening lap as he worked past the riders ahead of him. As he picked up the pace from the second lap, however, it wasn’t long before he closed the gap on frontrunners Brett Swanepoel and Wade Young.

After an eventful fourth lap and an exceptional display of grit, Gutzeit finished second in his class and second overall. He explained: “I really put the hammer down in the second lap and made up a lot of time. It gave me confidence going out on the third lap, and I quickly started closing the gap on the guys ahead of me. I, unfortunately, crashed on the fourth lap and broke my clutch! I never gave up though, and kept my headstrong. I managed to get ahead of Brett when we hit a muddy section, so with a bit of luck and a ‘never say die’ attitude, I finished in second overall!” said Gutzeit.

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Adding to the excitement this weekend is the fact that former Brother Leader Tread KTM rider, Scott Bouverie, set the routes. As one of the most talented Enduro riders the country has seen, Bouverie carved out nothing less than world-class trails in Harding.

“The track was incredible! It was a ‘real Enduro’ route that was so well marked. Scott put on a great show. There was even a new timing system, which I believe is a big step forward for racing in South Africa. My motorcycle ran so smoothly and the team dynamic was awesome – we share the same common goal of wanting to win and that really kept me going on Saturday,” said Gutzeit.

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Also making his debut for Brother Leader Tread KTM was exciting Enduro prospect Matthew Stevens, who raced in the J1 class on the KTM 125 XC. He had a tough start to the event by his own high standards and used the remaining laps to play catch up. With a sixth-place overall in his class, the rider was happy to secure some championship points but was also determined to work on his speed for the next event.

Stevens also raced in the Extreme Enduro Championship the following day where he stormed to a podium spot. He commented: “I’m more comfortable on the extreme terrain and realised that I need to work on my pace on the faster stuff. I loved every moment of this weekend and look forward to improving as I move into the rest of the season.”
The Brother Leader Tread KTM team will now turn their attention to the next round of the National Cross Country Championship. The event takes riders back to KwaZulu-Natal on Saturday for what promises to be a nail-biting day of racing.

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All eyes will be on star rider Bradley Cox who opened the season in victory. In what was an unforgettable start to the championship, the rider stormed to both the Overall and OR1 Class win at Legends MX.

In the highly competitive OR2 Class, new recruit Scott Heygate will enter the event with a fresh sense of confidence after the first round. It was an impressive debut performance for the rising star who managed to finish second in his class and fourth overall – his best national finish in South Africa to date.

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Joining him in the OR2 Class is Red Bull KTM’s Kerim Fitz-Gerald. With years of experience to fall back on, the former South African Motocross champion will look to build on his third-place finish from the first round.

Rounding out the team is young gun Matthew Wilson, who like teammate Cox opened the season in victory. The team added Wilson to their cross country roster in the OR3 Class this season, and judging by his first performance, have a promising season ahead with the rising star.

Motocross Legend Goosen Retires From Competitive Racing

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After an unforgettable season with Husqvarna Racing, star rider David Goosen has announced his retirement from competitive racing. Goosen injured his knee in the last moto of the recent Cape Town national and later discovered that it would require surgery.

The rider well-known for his “21” number board brought a breath of fresh air into a highly anticipated 2021 season for the Husqvarna Racing team. Having been a top contender for the championship title, Goosen and the team decided to give the 2022 season their best shot before the rider would gracefully end his competitive racing career.

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The recent injury, however, is expected to sideline Goosen from the next three rounds of the season – dashing any hope of winning the MX1 or MX2 Championship. After numerous discussions about the best way forward for both Goosen and the team, it was with heavy hearts that the decision was made for an early retirement.

“Just over a year ago, we were so proud and excited to announce the signing of David as our premier athlete in MX1 and MX2. David is so much more than a top motocross rider to me, he is also a friend, a gentleman and a fine ambassador for both our team and the sport! This career-ending injury is tough, really tough, and he will leave an enormous gap in many ways. We will, however, make sure we keep him around us and the sport whenever possible. It’s time for new beginnings for David and Shannon, and we are going to miss them both!” said Husqvarna South Africa’s Brand Manager Fred Fensham.

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Motocross has been a part of Goosen’s life since he got his first motorcycle at 3 years old. Growing up in Zimbabwe, he fondly remembers spending weekends with his family at the track for a great portion of his childhood. As he looks back at that time in his life, he believes that it set him up for success in what would soon become a flourishing racing career.

The rider was crowned the country’s National Motocross Champion in 2017 – a defining moment in Goosen’s racing career. With immense pride in everything that the rider has achieved, the team took some time to chat to Goosen about everything from his recent injury to the most memorable moments of last season:

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Tell us about the extent of your recent injury?

I injured my knee in the last moto of the recent Cape Town national. While pushing at the front end of the pack I had a bit of a side swap and my knee clicked quite harshly. MRI scans showed that I had torn the meniscus in my knee. I opted to not have an operation as I wasn’t in too much pain and could continue riding.

Just over a week ago while I was training for the upcoming round, I had a very similar twisting movement on the bike which ended up causing a locked out knee and a serious amount of pain. I had no option but to undergo emergency theatre to release and fix the knee. The outcome was a 270-degree meniscus tear which had to be sewn and repaired.

How did you and the Husqvarna Racing team come to the decision to ultimately withdraw from competitive racing?

The Husqvarna Racing team and I agreed to give this year our all before I called it a day from competitive racing at the end of this 2022 season. The injury is going to set me out for the next three rounds now and it’s going to take a lot for me to come back to full fitness to be competitive again – all for the one or two rounds that will be left. I’m saddened to call it early, but with work pressures and the constant hustle, it’s about time I take a break and catch up on some normal life. I feel like this is the right time that I step back and let this opportunity go to a new up and coming rider that will give their full effort and commitment to racing and Husqvarna.

Photo credit: www.zcmc.co.za

What will your involvement in the sport and with the Husqvarna Racing team look like from here?

I’d love to stay involved with Husqvarna going forward – we have not gotten into discussions yet but they have an amazing motorcycle lineup that I’m a very big fan of. I’ll always be a massive fan of the brand. I don’t have any plans for motocross yet, but I’ll always be a serious motocross guy. I’m pretty sure I’ll be at the track riding in a few months and enjoying the sport fully, but using it more as a relief than to be competitive.

What have been some of the highlights with the team over the last year?

The Husqvarna Racing team has been awesome to work and be involved with. The two-year deal has unfortunately ended a bit sooner than we had hoped for. I can’t thank them enough for the times we have had together and for giving me every opportunity needed. We had some great results and some very fun days racing, which I’ll always cherish. A massive thank you to Husqvarna and Fred Fensham for all the belief and support, Grant for all the work he always put in to help, Pritchard for keeping the bikes in tip-top condition, and of course Franziska for giving me the opportunity.

Photo credit: www.zcmc.co.za

What has your career in racing motocross meant to you?

Racing motocross has been everything to me, I think it’s been 27 years now. I went from a small kid messing around in Zimbabwe to racing all across Europe! I have competed at the top level in South Africa for years I have reached goals I never thought was possible. It’s challenged me to the deepest of the deep over the years, but I take this as school fees and character building to my life. I have built a career in the motorcycling industry away from racing that I am excited to put extra focus into now.

How do you hope that your career has inspired the next generation of riders coming through the ranks?

I’d hope to think I’ve left a good taste in people’s mouths with the way I handled myself with racing. A lot of people have seen me through the highs and lows and I feel like I held it together pretty okay. I was as professional as possible, and I appreciated everything along the way that any person or brand ever gave me.

Photo credit: www.zcmc.co.za

A very big thank you goes out to all of my sponsors and people that have supported this amazing journey – it’s been a lifetime of good times and special memories. I’ll look forward to returning to the gate one day with a bunch of mates to ride in MX3 or perhaps even a few laps of MX1.

First Ride: The 2022 Triumph Tiger 1200

Photo credit: Triumph / Portugal

The Triumph Tiger 1200’s life cycle is rather short, having been updated in 2015, and again in 2018. Just four years on, and there’s a brand new version out again. We had the chance to test ride it in the south of Portugal, to find out how good it is.

A 25-kilo weight saving, a brand new engine, up-to-date electronics and many versions to choose from; welcome to the 2022 Triumph Tiger 1200.

Photo credit: Triumph

First, here’s a lesson in how to tell the six Triumph Tiger 1200 variants apart: the 19F/18R alloy wheels belong to the ‘GT’ family, while the 21F/18R spoked wheels belong to the ‘Rally’ family. All of them share the same engine and frame, Brembo Stylema brakes, cornering ABS and semi-active Showa suspension, as well as a TFT dash.

Then there are the ‘GT Pro’ and ‘Rally Pro’ versions. They come with cruise control, quick-shifters, hill start assist, adaptive cornering headlights, centre stands, heated grips and extra rider modes. The ‘GT Explorer’ and ‘Rally Explorer’ get 30-litre fuel tanks instead of the standard 20-litre tanks, making them good for about 600 km of range. And they get a tyre pressure monitoring system, heated seats and blind-spot radar.

Photo credit: Triumph / Portugal

Triumph invited us to the south of Portugal for a full day of off-road riding on the Rally Pro version, fitted with Michelin Anakee Wild tyres, plus a second day of on-road riding. We spent most of the second day on the GT Explorer version, but also covered a few kilometres on the GT Pro and Rally Explorer.

Discovering the bike

Do you like dogs? Imagine a nice, fully grown bulldog, weighing around 25 kg. Now imagine carrying it around on your back all day long—that’s the weight saving from the previous Tiger 1200 to this one. Triumph now claims to have the lightest “big dual-purpose bike with a shaft drive” on the market, up to 17-kilos lighter than the nearest (read: German) competition. To reach that goal, Triumph made the frame 5,4 kg lighter, and took 1.5 kg off the swingarm.

Photo credit: Triumph

The bike’s design is on par with the latest generation of the Tiger 900. It’s sleek, much more dynamic than before, and the attention to detail is typical of Triumph’s latest creations. The bikes are either built in Great Britain or Thailand, depending on which markets they’re being shipped to, but there’s no difference in spec.

Just like with the Tiger 900, Triumph started with a blank page when redesigning the 1200. It doesn’t share a single part with its predecessor—from the frame, to the brakes and suspension, everything is new.

Photo credit: Triumph

The same goes for the engine. Long gone is the previous 1,215 cc unit, replaced by a brand new 1,160 power plant which derived from the 180 hp Speed Triple. Here it’s been down-tuned to 150 hp (at 9,000 rpm) but is still good for a beefy 130 Nm of torque (at 7,000 rpm).

The instrument panel is a TFT unit with Triumph’s full Bluetooth-enabled connectivity suite. Some recent Triumph TFT displays were not that easy to read, but this one is just perfect and easy to manage, with a joystick located on the left-hand switch cube.

Photo credit: Triumph

There’s a waterproof storage space under the pillion seat to stash your phone and feed it power from the USB port, so that the GPS function remains reliable. The system also works with phone calls and music, plus you can add your name to the start up screen and even control your GoPro.

You can also adjust your own rider mode settings, with control over engine maps, engine braking levels and traction control, and safety features, like hill assist and the ‘Explorer’ models’ blind-spot radar. Added up, the new Triumph 1200 Tiger has some amazing value-for-money specs and tech.

Photo credit: Triumph

Riding the Tiger 1200 off-road

You might have heard that Triumph has a full motocross and enduro motorcycle plan, and that the bikes might be unveiled quite soon. So they’ve been working with off-road specialists such as Ivan Cervantes, a five-time Enduro World Champion. Ivan was there, and gave us a demonstration of how capable the Tiger 1200 really is.

Photo credit: Triumph / Portugal

And it’s very capable—able to do jumps, wheelies and doughnuts, and even ride over tractor tyres, at least with Ivan on board. So we knew if we encountered problems during our day of off-road riding, it wouldn’t be the bike’s fault.

Start the engine, and it’s immediately clear that this is a new motor. The T-Plane unit doesn’t sound anything like the old one—giving off a VFR750-like whistle at low revs, and an MT-10 rumble in the midrange, despite missing one cylinder. There’s no doubt about it: the Tiger 1200 is perfect for South Africa’s abundant gravel highways.

Photo credit: Triumph

The Rally Pro’s seat height is adjustable from 875 to 895 mm. There’s nothing to criticise about the stand-up riding position, the smooth throttle response or the quality of the semi-active Showa suspension. The ABS calibration is great too, especially when it comes to riding downhill on rocky singletrack.

Portugals red sand and dense green trees remind me of Africa, and I could see myself riding the Tiger 1200 through some of Africa’s best regions. But you have to keep in mind that, despite the weight saving, this is still a big bike—so I’m not sure that Joe Average would be able to take it up Sani Pass. That said, Triumph have managed to create such a balanced setup for such a big bike!

Photo credit: Triumph / Portugal

Riding the Tiger 1200 on the road

During press launches, we usually follow a lead ride that knows the way and makes sure the pace is on par with the journos’ abilities. Our lead rider was the excellent Joe Aykroyd—an experienced racer and TT rider. With him, you know that you won’t arrive late at the coffee stop.

Photo credit: Triumph / Portugal

But before pushing the bike to its limits, let’s take a look at the Tiger 1200 GT Explorer’s touring amenities. With one hand, I put the windscreen in the highest position. The weather is going to be very bad today, I mean seriously bad, so the heated grips and seat are valuable assets.

With an off-road-ish helmet (an AGV AX9), there is still a bit of buffeting around the top of the helmet (riders up to 1,85 m tall will be perfectly comfortable, though). Besides for that niggle, I have to give maximum credit to the highest level of comfort provided by the seat and suspension.

Photo credit: Triumph

On the road, the engine is noticeably more lively than it used to be! There’s power and torque everywhere through the power band. The Tiger 1200 has never been so free-revving, and when you seriously open the throttle, there is equally serious power distribution.

So for touring purposes, like going from Pretoria to Cape Town in one day, the Tiger 1200 GT Explorer would be definitely one of my first choices. The 30-litre fuel tank promises up to 600 kilometres of fuel range; in reality, from our own figures, expect something around 500 kilometres, which is more than enough to get to the next Wimpy.

Photo credit: Triumph

Remember Joe Aykroyd. With him as a leader, you get to the coffee stop when the coffee is still hot!

To sum it up, the new Tiger 1200 puts out 150 hp, has semi-active suspension and Brembo Stylema brakes, and is the lightest big-bore, shaft-driven dual-sport on the market. It boasts serious improvements in engine performance and character, and even when you flick it into ‘Sport’ mode, it remains comfortable. And even the models with the 30-litre fuel tanks are more agile than the outgoing Tiger 1200 with its 20-litre fuel tank.

Photo credit: Triumph

Triumph did a great job, wouldn’t you say?

Indonesia MotoGP. Rain: the great leveller

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Image source: www.motogp.com

There is an argument for hosting more Grands Prix in tropical regions: unpredictable rain plays havoc with the on-track status quo and generally provides brilliantly entertaining racing.

Unless it’s in England, of course. Remember when the whole British MotoGP meeting had to be abandoned in 2018 because, for some reason, in the wettest country in the world, they hadn’t worked out how to re-surface a track so that it actually drained the water away?

Image source: www.motogp.com

While the torrential downpour at the Mandalika circuit in Indonesia delayed the start of the MotoGP race, it did eventually get underway about an hour and a quarter late. A delay we could live with as long as it still took place and, knowing now what happened, we should be very glad it did.

Unfortunately, one rider was ruled out before race day got underway. Marc Marquez suffered the most horrendous high-side in Sunday morning Warm Up Practice. Quite how he escaped with ‘only’ concussion is beyond belief. As it turned out, the incident exacerbated his double-vision problem and, at the time of writing, it’s not certain how long he will be out of action for.

Image source: HRC

We have to hope that it won’t be too long. The championship needs him there, fighting for victories. Yes, there is plenty of young new blood on the grid that is proving perfectly capable of winning races and championships but every generation needs a yardstick against which to measure itself and this generation’s is Marquez.

For some reason, Marquez is the rider a lot of fans love to hate and I don’t really understand why. The talent is unbelievable and the way he rides defies all logic. It says something that, during his run of championships from 2012 to 2019, missing out only on the 2015 title, no-one ever said the racing was boring, despite his domination. The way he rides means that no race could ever be boring and to heap disapprobation on him for being so dominant would be to consequently criticise Rossi and, before him, Doohan, or any rider who dominates for that matter, for winning so much. And who is going to do that?

Image source: HRC

The main problem that Marquez has – or had – is a certain rider who came before him, whom he beat in close combat and who was the crowd’s darling in a way that no rider was before and likely will ever be again.

That Marquez is not Valentino Rossi is hardly his fault, although you would scarcely believe it given the blind adulation that many Rossi fans have and the contempt they have for Marquez. It’s pretty pathetic, really, that grown men and women should be moved to cheer a rider’s misfortune just because he has had the temerity to do what your favourite rider did a decade ago but can’t do anymore because he’s frankly past it. Time moves on but it seems Rossi fans can’t.

Image source: www.motogp.com

Anyway, that’s really not important. Marquez was thankfully in one piece – just about – and a wet race was declared. If the Indonesian crowd had waited 26 years for MotoGP to return to its shores, then they weren’t going to be denied by a bit of water.

Rain, of course, is a great leveller, masking power deficiencies and chassis misbehaviour and allowing rider talent to play a larger part than normal. It would be a mistake to say it allows the cream to rise to the top as, at this level, it’s all cream, but it is fun to have the predictability taken out of a race and revel in different riders’ joy for a change.

Image source: www.motogp.com

Similarly, it would be a mistake to single out any one performance on a day where merely keeping it on the track for one lap, let alone a race distance, was a feat of skill few are capable of. One crash only – Jorge Martin sliding gracefully out – was scarcely believable in a race where everyone was pushing to the absolute limit in appalling conditions, at least at the start of the race. The track might have started drying by the end of the race, but by then, the full wet tyres would have been well past their best so it was a balancing act all the way from lights to flag.

Having said that it would be a mistake to single out any one performance, I am now going to do just that, not from any sense of nationalistic pride but merely because the rider deserves a special mention in a day of special mentions.

Image source: www.motogp.com

Darryn Binder would have been entirely forgiven had he been caught out by the conditions and sent his 300+bhp rocket ship down the road in a welter of spray. But he didn’t. Every lap he completes – and it’s two full race distances now – justifies a little more the decision to leapfrog Moto2. His maturity on track is incredible. Even more so off it.

After the Qatar race, Remy Gardner had something to say about Binder’s riding and announced his intention of speaking to the South African about it. This he duly did and it has to be said he did it in a calm manner and not throwing his weight or experience around. Binder was man enough to admit that the bike was riding him and not the other way round, which gave rise to some wild riding and the pair left it at that. Gardner was still wrong to have said that Binder should have ridden with more respect towards him, but that they managed to sort it out maturely says much for the pair of them.

Image source: www.ktm.com

In Mandalika, Darryn Binder produced an astonishing ride, humbling much more experienced riders who should really be ashamed of themselves. In those conditions, on a bike that is as unfamiliar as a hotel bed and about as comfortable, what he achieved was nothing less than sensational. Picking off riders seemingly at will, including his brother on the factory KTM, albeit a factory KTM whose ride height device had stuck in the lowest position at the start, Darryn rose as high as 8th, before finishing an utterly brilliant 10th.

Had the seventh place man been mere tenths of a second in front of him, I’m not sure that he would have risen even higher. As it was, the seventh-placed rider was a few seconds up the road and clearly a step too far.

Image source: www.motogp.com

Tenth place in your second race, in what would be unrideable conditions to the rest of us, is nothing to be ashamed of. I actually think the move to MotoGP will be the making of Darryn Binder’s reputation. He’s going to surprise a lot of people and achieve much more than even the kindest commentators would allow. I will happily stick my neck out and say that.

He’s going to make mistakes, of course, after which opprobrium will be heaped on him like a truckload of manure but that is only par for the course. Didn’t Bagnaia skittle Martin out of the Qatar race? Not much was said about that. Even the best make mistakes but Darryn’s will be under the microscope of scrutiny, as will his talent: any chink will be mercilessly exploited. But it seems he has the head on his shoulders to cope with that.

Image source: www.motogp.com

All the rookies this year are very special talents and, no matter what happens at the front, there is going to be some great racing all the way through the pack. We just have to hope that the TV producers realise this and show us what these new guys are doing.

Front Ride Height Devices Banned from 2023

After the Mandalika race, it was announced by the FIM and Dorna that front ride height devices would be disallowed from the end of the 2022 season. This doesn’t include holeshot devices, which are used solely at the start of the race.

Image source: www.ducati.com

The Grand Prix Commission ruling states that: “The use of any device that modifies or adjusts the motorcycle’s front ride height while it is moving is forbidden.” Rear devices will continue to be used.

The ban is nothing that wasn’t expected. Of the six manufacturers involved in MotoGP, only Ducati were in favour of keeping the technology and why wouldn’t they be: they are the team that has been at the forefront of ride height technology since 2019 and are loathe to see their investment negated. But fears of top speeds rising too high for circuit safety were beginning to be voiced more vehemently after testing and at each race weekend—it was clear that something had to be done.

Image source: www.ducati.com

Having said that, the Ducati front ride height system was not an unqualified success. The team ran it in Qatar but left it off the bikes in Indonesia, realising that more development was needed. With the ban in 2023 now confirmed, will Ducati really persist with its development through 2022?

Head for the Hills 2022 – Event Activations

For those looking for something spectacular to round off the summer in the Highveld, we advise you to Head For The Hills.

Image source: Head for the Hills

Regular readers of ZA Bikers will have seen the previous two articles about the pioneering lifestyle event organised by Cape Town’s The House of Machines in partnership with BMW Motorrad South Africa, hosted at ADA’s training facility at Leeuwenkloof, near Hartbeespoort.

This groundbreaking event will be the perfect way to round off a long summer and features a long list of amazing music, headlined by the Springbok Nude Girls.

Image source: Head for the Hills

However, it’s not all about sitting around and listening to music. BMW South Africa has really pulled out the stops with a series of activations that will be just as entertaining as the on-stage action.

BMW Motorrad will have a fleet of motorcycles available for test rides over the whole weekend. Not to be outdone, BMW Cars will have a selection of the X-range of four-wheel-drive vehicles which will be demonstrated over a dedicated 4X4 trail as well as on the Skid Pan.

Photo credit: BMW Motorrad SA

While watching the South African team for the 2022 GS Trophy at their first official training session under the expert guidance of Country Trax, willing participants will be able to take part in the King/Queen of the Hill motorcycle challenge, a fun-filled timed event that runs through the grounds of ADA.

Image source: Head for the Hills

If competition isn’t your thing, then there will be gravel and asphalt ride-outs led by professional partners. If even that is beyond your wishes, then you can try out a fully immersive VR Ride Experience, feeling what it is like to be in the saddle without leaving the comfort of the festival site.

With live music, delicious and plentiful food and drinks and all the two and four-wheeled activities, Head for the Hills has something for the whole family, whether they ride or not.

Image source: Head for the Hills

Everyone is welcome, no matter what bike you ride. Tickets are priced from R300 for a day pass, up to R3000 for a weekend Glamping pass. There are two camping options for Saturday night:

  • Standard Dome Tent = R1500 (per person sharing)
  • VIP Glamping Tent = = R3000 (per person sharing)

Both options include all meals for the duration of their stay and full weekend passes to all events. Day passes will grant access to all events and activations.

*Please note: VIP Glamping Tents are now SOLD OUT. So, if you are interested in staying over then book your spot soonest as there are still limited Standard Dome Tents available. Day Passes are also still available.

Image source: Head for the Hills

Get your tickets now at WebTickets: www.webtickets.co.za

Follow the journey of Head for the Hills on @thehouseofmachines and @bmwmotorradsa

The event takes place on the 9th and 10th April 2022.

Head for the Hills – 9th & 10th April 2022

 

Kymco AK 550 – A Sports Scoot for the long haul

Photo credit: Dave Cilliers / ZA Bikers

Back in 2018 when Kymco celebrated their 50th anniversary they launched their flagship AK (Anniversary Kymco) 550. The bike wears a subtle ‘Super Touring’ badge on each of its flanks. OK, so you say you can tour then… What better way to put that to the test, as well as discover what this Scoot is about, than to do a day trip to Barberton in Mpumalanga and back. Smashing 750k’s on some highway, secondary road and a mountain pass or two, should reveal all!

Kymco claims to have endowed the AK 550 with a low centre of gravity, 50/50 weight distribution and proper suspension, to provide top class handling and a quality ride. Thrust is from a parallel twin, DOHC, liquid-cooled motor delivering 52,7 horses @ 7,500 rpm and 55,6 Nm of torque @ 5,500 rpm, which is where the motor spins most of the time.

Photo credit: Dave Cilliers / ZA Bikers

The AK has sleek, modern good looks which are complimented by snazzy LED lighting. It looks long, low and purposeful. As is the modern trend, the bike is bristling with electronic trickery. It has a large key fob that works to activate the functions of the bike via a centrally located circular switch.

Photo credit: Dave Cilliers / ZA Bikers

The dial looks for all the world like that on a hi-tech washing machine. Keep turning it after pressing the power button engraved on the periphery of the switch and it lights up, turning on the dash display. At this point, you can press the starter whilst holding a brake and the AK fires up. As long as the side stand is up, that is.

Photo credit: Dave Cilliers / ZA Bikers

You start and stop the AK as well as open the seat and fuel flap with this dial. I shudder to think of the consequences of this dial going belly up. The start button brings the engine to life with an exhaust note that is delightfully fruity, with a grumbly rumble which suggests that there is a 270-degree crank down there somewhere.

Photo credit: Dave Cilliers / ZA Bikers

The dash consists of three screens, with a rev counter and information display on the left. Info being odo, trip meters, battery voltage, tyre pressure monitors and a drive belt service counter. Average and current fuel consumption numbers are also displayed. These functions are accessed via a rocker switch on the right handlebar. Values are reset via an orange button on the same switchgear. Reasonably intuitive it all is too.

Photo credit: Dave Cilliers / ZA Bikers

The central display has a choice of three screens. One is a conventional speedo, the second is a large clock face, and the third is the interface for ‘Noodoe’, Kymco’s connectivity app. Not having the owner’s manual to help me navigate through this function, I did not even go there. It seems it even has a weather app built in! What next. On the right is a digital speed display, with the ABS and other idiot lights, as well as the heated hand grip display. Yes, the AK has those too, used to good effect passing a chilly and misty Belfast.

Photo credit: Dave Cilliers / ZA Bikers

I rode out of Pretoria at sunrise in sunny yet crisp and still cool weather. The screen, whilst not adjustable, provides really good wind protection, with minimal wind blast. The foot position is a choice of a typical foot forward, almost cruiser posture, or closer towards you in the typical sit up and beg scooter seating position. This is common to most scooters and is comfy for the short-haul. Long trips tend to put strain on your lower back as the foot forward position tends to bow, rather than straighten your lower spine.

I found that putting my feet on the passenger pegs for a while rocked my pelvis forward, relieving the bowed back. It leans your upper body forward into an almost sporty riding position. The seat is beyond reproach. Both in terms of shape and consistency. It is all-day comfortable.

Photo credit: Dave Cilliers / ZA Bikers

The AK is smooth at the best of times, but gets even smoother at highway cruising speeds. The CVT gearbox keeps it in the power all the time, with it feeling especially pokey in the low and mid-range. When the speed exceeds 140 kph the power tails off somewhat, giving an effective top whack of around 150 kph. I say effective, because although I saw over 160 on the odd downhill, it really is happiest at typical touring speeds of 120 plus VAT.

Fuel consumption is decent. My first tank saw 21,66 km/L. The second, on the mountainous ‘fun’ part of the ride, 20,65 km/L, and then, cruising back with a bit of a tailwind, 24,12 km/L. An average of 22,14 km/L overall, giving a range of over 300 kays on the 15L tank. The fuel reserve light is rather conservative and starts blinking at around the 220 k mark, resulting in lots of fuel calculations until the next fill-up.

Photo credit: Dave Cilliers / ZA Bikers

The mountains are a pleasure on this bike. In fact, the suspension is the stand out feature on the AK. There is no choppiness, which is a common scooter trait. The almost cantilever rear shock and USD 41 mm front forks do an incredible job, both comfort-wise, as well as keeping things tidy through the bends. This scooter is truly endowed with proper sports touring handling.

Photo credit: Dave Cilliers / ZA Bikers

Ground clearance is no issue and the low centre of gravity and neutral weight distribution are apparent when you attack the bends and high-speed sweeps. It feels almost PlayStation like as you sit scooter style, yet tilt the horizon at crazy angles with total confidence. Nothing seems to deviate the AK from its line. Spring rates and damping are absolutely spot on.

This attribute, allied to the punchy power, lends credence to the Super Tourer badging. Playing a big part in this equation too, are the superb Brembo brakes. Two 270 mm discs up front and the 260 mm rear haul the scoot down from speed with aplomb. The seat height of 785 mm, allied to all the heavy bits being located really low down, make the bike feel significantly lighter than its 226 Kg dry weight.

Photo credit: Dave Cilliers / ZA Bikers

The frame is alloy and the mag wheels are die-cast and hollow, all aimed at keeping the weight down. The wheelbase is a long 1580 mm. By comparison, a Yamaha Tracer has a 1530 mm wheelbase. This endows the AK with excellent high-speed stability, yet it still turns properly, probably courtesy of its mass centralisation and low COG (Centre of Gravity).

So what is the bottom line? I did a 750 k round trip and can confirm that the Kymco AK 550 is without a doubt a super touring package. The under-seat storage and the two oddments cubby holes make for typical scooter convenience. The weather protection is decent. The performance is good. The handling and ride are class-leading and good, even compared against any motorcycle out there. The fit and finish is generally decent too. The elephant in the room is perhaps the price of maxi scooters. They are so well-engineered, designed and built, that they don’t come cheap.

Photo credit: Dave Cilliers / ZA Bikers

Saying that, the AK normally retails at R154,950, however, it is a steal at the current ‘March Madness’ KYMCO offer at R134,950. The AK makes a really compelling statement at this price, so if you are serious about economical, fun-filled commuting and holiday touring, then look no further.

Upcoming Event: The Custom Bike Appreciation Show

Photo credit: Bjorn Moreira / ZA Bikers

Remember the days when it seemed as if there was a motorcycle show or event to go to every weekend of the year? We’ve all missed that but, slowly, things are returning to normal and the first sign of that is a brand new event organised by Pat Draper (owner of V-Customs Pretoria).

The Custom Bike Appreciation Show is Pat’s way of kick-starting the custom bike scene after a difficult couple of years. Not only that, but the aim is to give something back to the community of supporters who have helped keep the custom industry afloat over a couple of very difficult years.

Photo credit: Bjorn Moreira / ZA Bikers

Scheduled for the weekend of Saturday 2nd and Sunday 3rd April, the event will take place at the Royal Elephant Hotel, on the corner of Willem Botha and Wierda Road in Eldoraigne, Centurion. Opening times are 10:00 a.m. to 5:00 p.m. on Saturday and 10:00 a.m. to 1:30 p.m. on Sunday.

In the spirit of the event, admission is free but a donation to the SPCA will be appreciated, be it dog, cat food or even a cash donation. Visitors to the show will be able to drool over around 40 incredible custom motorcycles and visit a variety of motorcycle-related stalls.

South Africa’s top airbrush artist will be in action and pieces of her art will be raffled in aid of the local SPCA.

Photo credit: Bjorn Moreira / ZA Bikers

The Royal Elephant Hotel will be providing food and drinks for sale throughout the weekend, with a special outside gin and draught beer bar for when you don’t want to leave the sunshine.

The organisers are hoping that everyone will come along and support the brilliant South African custom bike scene and donate to a great cause in the SPCA at the same time. As for ZA Bikers, we’ll definitely be giving our support and showing our appreciation to all the guys and gals that keep the custom bike scene alive.

For more information click, HERE

Bitter-Sweet Start To The National Enduro Season For Brother Leader Tread KTM

Photo credit: www.zcmc.co.za

The National Enduro Championship takes place in Harding, KwaZulu-Natal, this weekend. Home to South Africa’s most iconic Enduro trails, the area is set to host one of the most exciting events of the season.

In what can be described as a bitter-sweet start to the season for Brother Leader Tread KTM, the event marks the debut race of two new orange riders, but also the absence of a familiar favourite. In a massive scoop for the orange squad, Blake Gutzeit and Matthew Stevens have been added to the roster for 2021. Star rider Bradley Cox, however, has been forced to withdraw from the event after an injury he sustained at the Abu Dhabi Desert Challenge.

Photo credit: www.zcmc.co.za

“I had obviously hoped to defend my National E1 Championship title this season. I’m just lucky to be alive after my crash, so this is just a small bump in the road,” said Cox.

Stepping onto a KTM 300 XC-W TPI this season is Blake Gutzeit, who will spearhead the hunt for a national title in the highly competitive E2 Class.

Photo credit: www.zcmc.co.za

Hailing from the small town of Oslo Beach on the South Coast of KwaZulu-Natal Natal, Gutzeit has rapidly become one of the most technically gifted riders in the world. The rider is a former Junior World Champion in SuperEnduro and a favourite in the World Championship Prestige Class. His glittering resume includes a National Enduro title, a fourth place at the Roof of Africa and finishing the Erzberg Rodeo.

Brother Leader Tread KTM have also managed to capture the signing of exciting Enduro prospect Matthew Stevens, who will be riding in the J1 class on the KTM 125 XC this season. Stevens is the youngest ever finisher of the Gold Class at the IMPI Enduro and is already a two time national Enduro Champion. Stevens has massive dreams and tells the story that at the age of nine he wrote his goals on the ceiling above his bed in permanent marker – one of those goals being to win the Roof of Africa in 2023.

Photo credit: www.zcmc.co.za

Adding to the excitement this weekend is the fact that former Brother Leader Tread KTM rider, Scott Bouverie, has set the routes. As one of the most talented Enduro riders the country has seen, Bouverie will undoubtedly have carved out nothing less than world-class trails in Harding.

KTM South Africa’s Louwrens Mahoney commented: “We are really excited to kick off the first round of the National Enduro Championship with two new, young riders that are ready for the year! We are also sad that Brad has been sidelined with an injury, and trust that he will be back soon.”

Photo credit: www.zcmc.co.za

A Day At The Races: MRSSA – Round 01

Photo credit: Beam Productions

It’s a well-known fact that motorcycle racing in South Africa has endured difficult times in recent years, with dwindling grids and a lack of competition, culminating in the cancellation of the South African Superbike Championship in 2021.

However, if last Saturday’s round of the inaugural Motorcycle Racing Series of South Africa (MRSSA) at Red Star Raceway is anything to go by, then motorcycle racing in South Africa is on course for a full and welcome resurgence. A full day’s racing was promised and duly delivered, with races covering seven categories in action.

Photo credit: Bjorn Moreira / ZA Bikers

Racing categories:

  • Ultimate Superbike Championship (National level superbike (1000cc)/Supersport (600cc)
  • Unlimited Superbikes (Regional level Superbike/Supersport)
  • Open Superbikes (Street Bike, Novice, Brunch Run level)
  • BOTTS (V-Twins and V4s)
  • Masters (Riders over 45 years old)
  • Sub-500 (Machines 500cc and below)
  • Classics
Photo credit: Bjorn Moreira / ZA Bikers

Whilst there was something for everyone in that mouth-watering line-up, it would be fair to say that the collective attention would be on the Ultimate Superbike Championship, featuring the best national riders on the fastest Superbikes and Supersport bikes.
Conceived in 2021 as a replacement for the defunct SA National Superbike Championship, the Ultimate Superbike Championship is a no-holds-barred challenge to find, as the name suggests, the Ultimate Superbike Champion.

The 2021 season comprised three exploratory rounds and Clinton Seller on the King Price Xtreme Honda Fireblade took the title. That it wasn’t won without a fight showed that the series worked and was ready for expansion into 2022.

Photo credit: Bjorn Moreira / ZA Bikers

Despite the gap between the last race of 2021 and the first of 2022, the King Price Xtreme team burned the midnight oil to be ready for Red Star Raceway. That they had got their sums right was evident right from the first practice session, when Clint set a blistering pace that left everyone reeling.

Despite insisting that he was going to ease himself into things gently, Clint proceeded to set a lap time of 1:50.7, the first sub 1:51 lap ever for an inline four-cylinder motorcycle ever recorded at Red Star. This was an incredible achievement for the first race of a new season and with it, Clint firmly pinned his colours to the championship mast yet again.

Photo credit: Beam Productions

This lap time was to have implications for other riders. Under the 107% rule, anyone lapping outside 107% of Clint’s lap time wouldn’t qualify for the race. Now, a sub-2 minute lap of Red Star is a very fast lap indeed and to be bumped down to the Open Superbikes class for lapping at ‘only’ 1:58 or:59 was a bitter pill for some to swallow. But they are the rules, however unfair they might seem at the time. As Clint explained, Red Star is a very technical track, with a large disparity in lap times and it is not expected that other tracks on the calendar will throw up the same issues.

Seller duly translated pole position into two dominant race victories, finding the set-up of his CBR1000RR-SP Honda to be just about perfect, enabling him to reel off fast laps at will. It was a performance that gave the team an incredible boost of confidence for the rest of the season and justified all the pre-season hard work.

Photo credit: Beam Productions

Clinton’s team-mate, Leungo Gaorekwe, is surely the rising star of SA motorcycle racing. At 17 years old, he is displaying all the talent and determination to take him to the very top, not only in SA, but on the global stage as well.

The 600cc Supersport class is incorporated into the Superbike class for the races and Leungo recorded two perfect 1st-in-class results on his Honda CBR600 to head the points table heading into the next round.

Photo credit: Beam Productions

It wasn’t all plain sailing, however. In race one, Leungo was running a close second in his class, only for that to be converted to the first two laps from the end when the leader fell off. It was Leungo’s debut victory in his debut race in the series. In race two, Leungo had a fantastic race-long dice with Clinton Fourie and the battle was only resolved at the very last corner of the last lap when Leungo performed a perfectly executed out-braking manoeuvre to get ahead and he crossed the line a mere 0.4 seconds in front. This is definitely a young man to watch in the months and years to come.

But the day wasn’t only about the Ultimate Superbikes. Every single class produced some great racing action for the impressively large crowd to enjoy and, luckily, the weather behaved to make it a brilliant day out. It was the best tonic after two years of relative isolation to wander through the crowded pits and see faces and friends both old and new and to savour the sounds and smells of racing bikes in all their shapes and sizes. The organisers of the MRSSA deserve not only a big round of applause but our continued support of this important racing series.

Photo credit: Bjorn Moreira / ZA Bikers

There are eight rounds in 2022 and the remaining rounds are as follows:

Phakisa, Welkom – 20/21 May
Aldo Scribante (Port Elizabeth) – 24/25 June
Prince George (East London) – 29/30 July
Red Star Raceway – 19/20 August
Phakisa – 23/24 September
Dezzi Raceway (KZN) – 21/22 October
Zwartkops – 25/26 November

Photo credit: Bjorn Moreira / ZA Bikers

Round 1 Results

(All positions are overall results from two races per category)

Ultimate Superbike:
1. Clinton Seller
2. Allan Jon Venter
3. Michael White

Supersport 600:
1. Leungo Gaorekwe
2. Clinton Fourie
3. Keegan Mills

Unlimited Superbikes:
1. Adriaan Van Dalen
2. Luca Bertolini
3. Stephen Van Den Berg

Classics:
1. Paul Jacobs
2. Lionel Black
3. Tom Maritz

Open Superbikes Premier:
1.Tieme Nankervis
2. Zoe Bosch
3. Tristan Matthews

Open Superbike Novice:
1. Nkululeko Majola
2. Rudi Du Preez
3. Oliver McKay

Masters:
1. Mark Van Den Berg
2. Jaco Gous
3. Marius Marais

Sub-500:
1. Nicole Fourie
2. Kgopotso Mononyane
3. Taigh Janse van Rensburg

BOTTS:
1. Frans Fourie
2. Paul Kruger
3. Alan Hulshcer

For more information on the series visit: www.motorcycleracingseriessa.org

Perfect Business Sense – Riding Big Boy’s Velocity 150

Photo credit: Bjorn Moreira / ZA Bikers

Tough times are nothing new for us South Africans. We’ve been seeing the signs of the times for a decade already, with rising fuel costs and the rapid declines in economic growth. But nothing could have prepared us for the start of 2020: the pandemic.

The pandemic has taught us a lot as individuals, but even more so as business owners. The whole world suddenly went online, with shopping, business, schooling and even socialising all done over an internet connection.

Photo credit: Bjorn Moreira / ZA Bikers

To put it into perspective, online grocery shopping only served a minuscule share of the SA market before 2020. But as lockdown hit and large grocery stores saw massive spikes in orders, most couldn’t deal with the demand. All of a sudden big companies latched onto suppliers like Uber Eats to offer ‘lightning-speed’ deliveries. Those that took too long to jump on board suffered, and some have since closed.

Online purchasing has stabilised, but the frequency of deliveries, and the demand for delivery motorcycles, remains high. If you’ve started a company, chances are that you use these services or own a fleet—take a walkout to your local shopping centre or mall, and you’ll see parking spots packed with delivery motorcycles of every shape and size.

Photo source: South African Motorcycles

There’s undoubtedly a massive need for these workhorses, but when you finally decide to purchase one, you need to do your research. You need to look out for pricing, reliability, economy, spare parts back-up, warranty, dealer network and servicing intervals. This list will not only make your decision easier, but it will also make your business run smoother.

This is where SAM and their Big Boy Velocity 150 come into the picture.

Photo credit: Bjorn Moreira / ZA Bikers

Big Boy has been around the block more than a few times in SA, and is brought in by Southern African Motorcycles (SAM for short), a big player that also brings in Voge, GoMoto and Jonway. SAM’s range of motorcycles has created a massive stir in the market—they’ve built a good reputation and have been labelled “the brand that offers more ride for your rand.” So that should give you an idea of what they’re all about.

After a quick tour of SAM’s impressive setup (or shall we say “village”) in Muldersdrift, we were introduced to the Big Boy Velocity 150.

Photo credit: Bjorn Moreira / ZA Bikers

The Velocity 150 is Big Boy’s hardest working motorcycle. It’s truly been put to the test—not only by thousands of delivery riders, but by twelve African countries. A husband and wife rode a Velocity from SA to Egypt, fully loaded. Yes, this sounds like lunacy, but 13,800 km later, the “I Do Africa Adventure” duo have lived to tell the tale.

Despite its status as an African traveller, the Velocity is a born and bred commuter. From its classic yet minimalist looks, to its user-friendly features and ergonomics, it’s easy to tell who and what the Velocity is meant for.

The daily rider gets some handy creature comforts too; a USB charge port on the bars, a gear indicator, a soft seat, a low seat height (only 750mm), LED lighting, an electric start, tubeless tyres and a centre stand. It is a very basic bike, but it has all the basics you need to get the job done.

Photo credit: Bjorn Moreira / ZA Bikers

This little guy packs a 150 cc air-cooled single between its tight rib cage, and thanks to its lightweight of just over 100 kg, it pulls really great—a wheelie may have “accidentally” been pulled at one stage.

There’s good torque off the line, but the Velocity’s midrange is where most of the ‘go’ comes from. It’s a given that a little bike like this is economic, but just how economical, you say? How does 2.4 l / 100 km (41 km/l) sound? Coupled with an 8.5 l tank, it works out to around 350 km for R178.50—take that you bloody R21-a-litre fuel price!

Photo credit: Bjorn Moreira / ZA Bikers

The Velocity feels stable on the road, and most comfortable between 70 and 80km/h. You can push the speeds a bit higher, but what’s the point in that? With its spacious ergos and soft seat, you can maintain a comfy ride all day long. The Velocity can head off the beaten trail and do some light gravel highway travelling when necessary, but it’s not built for anything rougher.

Photo credit: Bjorn Moreira / ZA Bikers

Slowing down is taken care of by drum brakes at both ends, which worked surprisingly well and actually out-braked a competitor with discs. The Velocity is a relatively low-maintenance motorcycle, and only requires a service every 3,000 km or 6 months. Parts are also not a problem—SAM are stocked to the brim with over 20,000 unique parts at their massive warehouses.

Photo credit: Bjorn Moreira / ZA Bikers

At the end of the day, we’re not surprised that the Big Boy Velocity 150 sells like hotcakes. It looks good, it rides well, it comes with a three-year limited warranty, it’s backed by SAM and their great after-sales support, and lastly, it’s priced at a bargain price of R16,499 (excluding delivery box and bracket). It has to be on your shortlist of obvious choices for delivery motorcycles—it ticks all the boxes.

Photo credit: Bjorn Moreira / ZA Bikers

Where can you find a Big Boy dealer? Just about anywhere. With nearly 90 authorised dealers nationwide, you won’t be left hanging when servicing is due or when the fleet needs a few extra bonies.

Big Boy Velocity 150

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

2022

Big Boy Velocity 150

Pricing From R16,799 (RRP)


Brand: Big Boy

BMW R 1250 GS Triple Black – Riding to Katse Dam

Katse Dam in full flood.

On 19 January the Vaal Dam reached 108% capacity. I rode to the dam wall to marvel at the majesty and power of thousands of tons of water hurtling through the sluice gates into the thrashing cauldron at the foot of the dam wall. I wasn’t alone in my fascination for this spectacle. It seemed as if half the population of Gauteng had undertaken the pilgrimage to Deneysville to witness the usually placid Vaal River in full flood.

When I read that Katse Dam was overflowing for the first time in more than a decade I was determined to ride to Lesotho to witness the rare sight of thousands of cubic metres of water spilling over the 185 metres high dam wall into the abyss below. My plans for the ride came together very quickly. BMW Motorrad offered me their BMW R 1250 GS Triple Black for a week. My son in law Jesse was in Joburg for the weekend and was keen to ride my BMW R 1250 GS Adventure. We went for COVID-19 tests and both tested negative. There was little rain forecast for the weekend, the stars were aligned and on Friday night I slept fitfully as I dreamed of the adventures that lay ahead.

Katse Dam.

We rode at 07:00 on a perfect 18°C morning. There was a gentle breeze at our backs as we followed the N3 south at a sedate pace before leaving the freeway on the far side of Heidelberg and spanking the R23 to Balfour. The R51 from Balfour to Grootvlei and the silos at Leeuspruit has always been a dodgy road. It was never designed to carry heavy vehicles but every day convoys of 50-ton coal trucks travel that road to feed the fiery maw of the Grootvlei power station. And of course, clever truckers who want to dodge the R189 toll fee at De Hoek toll plaza also use this route. After the bountiful rains, the road was in the worst condition I have ever experienced. In the 20 kilometres from Balfour to Leeuspruit, we had to dodge hundreds of vicious potholes every one of which was a lurking menace waiting to send us to ICU.

That will kill you. Brutal potholes on the road between Balfour and Grootvlei.

We stopped to take photos of a particularly egregious pothole and stared in amazement as an imbecile weaved past in a car transporter carrying ten brand new cars worth at least R6 Million. Well done chap. You risked millions to save R189. Moron!! Here endeth the rant!
From Leeuspruit we rode at speed to Villiers and then followed the R103 to Cornelia and Warden. In thirty years I’ve never seen a speed trap on that road and we soon settled into distance demolition mode at 160 to 180km/h.

In Warden we crossed the N3 and rode the R714 and R57 to Afrikaskop, Kestell and Phuthaditjhaba. The Free State was just beautiful after the best rainy season in years. Lush foliage mielies stood two metres tall and the countryside was a palette of subtle greens, fern and forest, jade and emerald, lime and chartreuse. It was a feast for the eyes and a tonic for the urban soul. Before leaving home I compiled a list of songs with the word “black” in the title to sing while riding the Triple Black.

Maloti mountain majesty on the road from Phuthaditjhaba to Golden Gate.

This was my list:

  • Black Magic Woman – Santana
  • Black Betty Bamalam – Ram Jam
  • Paint it Black – Rolling Stones
  • Black Water – Doobie Brothers
  • Long Cool Woman in a Black Dress – The Hollies
  • Black Night – Deep Purple
  • Black Velvet – Alannah Myles
  • Blackbird – The Beatles

I rode along in great spirits bellowing in my helmet, blessing the day and the freedom of the road.

Golden Gate National Park was as magnificent as always and to add to the splendour there was water everywhere, seeping from the sandstone cliffs and streaming down the massive golden buttresses. In Clarens, we nodded to each other to acknowledge that we were about to unleash the hounds of hell over the next 35km on the thrilling dash to Fouriesburg. That road is one of the best in the country, an intoxicating mix of high-speed corners and flatstick straights across an eastern Free State landscape that rolls and billows like a shaken out blanket settling onto a bed.

Die Brandwag. The most notable sandstone formation in Golden Gate National Park

Ahead there was a staggered formation of a dozen Harleys on a scenic cruise. The devil made us do it. We blitzed them at well over 200km/h and were gone. It was 11:00 and we had ridden 410km when we stopped in Fouriesburg. We filled up so we wouldn’t need to find fuel in Lesotho then rode 10km from Fouriesburg to the Caledonspoort border.

The border crossing was swift and painless. We were the only travellers and were served by friendly and efficient officials on both sides of the Caledon River. On the Lesotho side, we were given an excellent large scale map of the country which made it sort of palatable to pay the 70 Maloti, that’s the currency of Lesotho, toll fee. By 11:30 we were loose on the land, relishing the prospect of riding at serious altitude. Before leaving home I made the wise decision to fit my GPS to the Triple Black. Let’s just say that there aren’t that many road signs in Lesotho and I think we would almost certainly have got lost without GPS. I entered Pitseng as our destination. We followed the A1 to Botha-Bothe and Hlotse and then turned southeast on the A8/A25 towards Pitseng and the lofty bulwarks of the Maloti mountains which loomed ever larger on the horizon.

Lesotho currency is the Maloti which has the same value as the Rand.

The last time I rode to Katse was ages ago in 2009 which meant that my impressions of Lesotho were all brand new. The A1 was a hectic mess on Saturday morning. The road markings have faded to nothing and therefore blokes drive all over the road to avoid potholes and pedestrians and the myriad cattle and donkeys which infest the road. Every village looked like a scrapyard with the carcasses of wrecked vehicles littering the roadsides. And everywhere we rode we were greeted by smiling faces and friendly waves. Lesotho could easily be the tenth province of South Africa but it’s a completely different atmosphere and vibe.

Lesotho time warp. In 2022 we still saw dozens of animal-drawn transports.

We stopped at the buckled and bent boom that controls access to Mafika Lisiu Pass. Frankly, I don’t understand why there’s a boom there unless it’s to provide sheltered employment to the fellow who mans it. We bought Cokes and dried peaches from the ladies in their roadside stalls and while we ate and drank we eyed the road that snakes up the ramparts of the Maloti mountains. The road to the summit was built in the 1990s to enable access to the Katse Dam construction site. Thanks to routine maintenance the road is in excellent condition.

Friendly locals sell dried peaches and energy drinks to give you more speed in the corners.

We howled up the steep gradients and rode our tits off through dozens of challenging corners, fast sweepers, flowing zigzags, 180-degree switchbacks and diminishing radius hairpins. The BMWs were in their element and delivered powerful performance and precise, predictable handling. We stopped halfway up the pass where a small waterfall ran down to the road. The rocks were covered in lichen and moss and the water was nectar. While we were filling our water bottles we suddenly realised we were not alone. On the other side of the road, a young man was staring at us. He was almost invisible sitting in the long grass with his four dogs. We waved to him and, not unexpectedly, he mimed that he was hungry. Jess gave him some dried peaches and I gave him 10 Maloti and then we were on our way. To this day I still wonder where he slept that night and whether he and his dogs had anything to eat.

We filled our bottles with delicious, chilled mountain water.

When we stopped at the viewpoint at the 3090 metre summit we were grinning like demented chimpanzees. Of course, the first thing we did was to examine the tyres. On both rear tyres, there wasn’t even a millimetre of chicken strip. The view down the valley to the lowlands was otherworldly, a scene from a fantasy novel, with serried ranks of mountains in shades of blue and grey marching to the far horizon where earth and sky merged in an indistinct blur.

Breathtaking view to the west. Of course, any viewpoint is a great place to dump your litter. Drives me insane.

From the summit, we rode more glorious winding tar to Lejone on the upper reaches of the Katse Dam. The scenery and the road were simply spectacular. Precipitous mountainsides towered above deep mysterious valleys and often there were glimpses of the waters of the dam where the road ran along a crest. The road descended and soon we were riding along the banks of the dam past the intake tower and onto the bridge that crosses the dam at Ha Lejone. The intake tower is the point from which the waters of Katse Dam enter the 82 kilometre long tunnel which eventually debouches into the Ash River 9 kilometres north of Clarens.

Near Ha Lejone this high altitude bridge crosses the dam. In the background is the intake tower where water from Katse begins its journey and eventually reaches the Vaal Dam.

What we hadn’t expected was that the Laitsoka Pass between the Ha Lejone bridge and the dam wall would be undergoing routine maintenance. In many places, the tar had been scarified and we rode on ambivalent surfaces of loose gravel and hard-packed dirt. To the south, an epic storm was brewing with alarming speed. Within a few minutes, the mountains were wreathed in seething clouds riven by incandescent lightning strikes with curtains of rain sluicing down. The first fat drops pelted us and I realised that we might be in for a very tricky ride on the return journey. Fortunately, the rain held off and ten minutes later we stopped the bikes near the Lesotho Highlands Water Project offices to take photos of a sight I had never seen before and expect never to see again.

A mighty cascade rushed through the ten apertures in the wall filling the air with spray and sound. For many minutes we stood agog and in silence as we imprinted the image in our minds. We rode onto the dam wall and stopped halfway to witness the deluge at close quarters. I’ve never had a head for heights and it was a visceral shock to stand on the wall, peer into the void and feel the tug of the vortex 185 metres below.

Katse Dam in full flood. The first, and probably the last, time I will see that awe-inspiring spectacle.

It was 14:30 and time to ride back to Fouriesburg where we would sleep that night. There had been some rain on Laitsoka Pass so we took it easy. Soon we were out of the construction zone, running at speed and with absolute confidence because we knew there were no lurking hazards. There’s an old truism, “You haven’t really ridden a road unless you’ve ridden it in both directions.” On the ride back to Pitseng we rode like men possessed revelling in the capability and precision of the big Beemers as we blasted down the mountains. It was a fantastic ride and when we stopped to catch our breath Jess said “That was the best tar riding I have ever done.” He was right. The road to Katse and back is glorious, a test for rider and machine in a landscape of mesmerising beauty.

At 3090 metres the summit of Mafika Lisiu is 214 metres higher than Sani Pass.

In warm late afternoon sunshine, we cruised the A1 on the way back to the border. We weren’t the only ones enjoying the balmy weather. There were dozens of groups of local folk dressed in their finest clothes strolling the boulevards. It was a lovely peaceful scene and, as we had come to expect, we were greeted with smiles and waves. Stone-throwing used to be a very real issue in Lesotho but in 340km and 6 hours, we never experienced a single incident except for one clever clown just as we approached the border. This little bliksem, maybe ten years old, was walking towards us and suddenly bent down, picked up a stone and threw it at me. He missed. I slammed on the brakes, did a swift U-turn and chased him. He’d made a big mistake because there were palisade fences on both sides of the road and he was trapped. He was running as fast as he could, his face a rictus of terror as he realised the Beemer was on top of him. The palisade ended and he bolted up a dirt road and into the veld squealing and defecating like a piglet. I skeem he’ll think twice before he picks up another stone.

The return border crossing was a drive through formality. Ten minutes later Jess and I settled into Di Plaasstoep in Fouriesburg, a most convivial boozer, and chucked the first golden throat charmers of the day down our gullets. We had enjoyed an exceptional 750km incident-free day in the saddle. Everything had gone to plan and on schedule and we had seen Katse Dam in flood. Mission accomplished! That evening we ate lamb cutlets for dinner at the Fouriesburg Country Inn and by 21:00 we were fast asleep.

On Saturday night we slept in Fouriesburg. Di Plaasstoep is a convivial joint to chuck a golden throat charmer down your gullet after a good day in the saddle.

On Sunday morning we ate breakfast and rode at 07:30 on the dot. There aren’t many better ways to start the day than the 35km pipe opener from Fouriesburg to Clarens. From Clarens, we rode to Bethlehem with a brief stop at the Ash River Outfall for photos. Whenever I ride through Bethlehem I’m reminded of the question: Why was Jesus born in Bethlehem of Judea and not in Bethlehem in the Free State? Answer: No virgins and no wise men. Haha. On the eastern side of Bethlehem, we followed the R26 to Reitz and then the R57 past the astonishing greenery of Liebenbergsvlei to Petrus Steyn and Heilbron.

Sunday morning at the Ash River outfall between Clarens and Bethlehem. The concrete ring is the diameter of the tunnel that runs from the Katse intake tower to the Ash River.

The roads were in perfect condition and for much of the ride, we set cruise control at 160km/h and rode next to each other enjoying the ineffable companionship that only long-distance bikers can know. On the northern side of Heilbron, there was a slight incident. Out of nowhere, an impala ram leapt into the road. We were hard on the clamps and I’m pretty sure Jess wiped its nose and I wiped its arse before we passed the stupid beast and it bounded into the veld. Now we were riding through an abundant agricultural landscape of two-metre tall xanthic sunflowers that stretched to the horizon in every direction. We stopped for the last photos of the weekend, revelling in the loveliness of this fair land. It was an amazing climax to a splendid ride. An hour later we rode through my gate at 11:00 with 350km on the trip meters.

Great swathes of xanthic sunflowers on the road from Heilbron to Sasolburg were a delight to the eyes.

That was a great ride. If you’ve not ridden to Katse add it to your bucket list immediately. Even if the dam isn’t overflowing the ride up the mountain and the scenery will make the trip worthwhile. I know we did the ride from Joburg to Fouriesburg to Katse to Fouriesburg in one day but it’s a better plan to ride to Fouriesburg on Friday and then to spend the entire Saturday in Lesotho.

The R 1250 GS Triple Black is the most stylish motorcycle in the GS family. Top of the range, beautifully engineered and deserves a special place in your motorcycle collection.

The two BMWs were the ideal bikes for the ride. My R 1250 GS Adventure is the seventh GS I’ve owned so I freely acknowledge I’m biased. The Triple Black is the swankiest GS I’ve ever ridden. It is the quintessential, versatile motorcycle. It’s an excellent urban combat vehicle, a long-distance runner, a high-speed tourer, a gateway to adventure and its devilish good looks are guaranteed to pull chicks.

BMW R 1250 GS Adventure

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

First Ride: The 2022 Suzuki GSX-S1000GT

Photo credit: Jürgen Muntzeroli / ZA Bikers

Looking for a fast, comfortable and efficient motorcycle? Then the brand new Suzuki GSX-S1000GT is for you, ready to revive the good (or not so good) old days where Cape Town was just ten hours away from Johannesburg.

Built in the Hamamatsu factory in Japan, the GSX-S1000GT is a touring version of the GSX-S1000 (recently reviewed by my excellent colleague Harry Fisher). The differences are mainly around the fairing, with its edgy design, twin Yamaha R1-like lenticular LED lights, full windscreen (unfortunately not adjustable) and metallic mirror mounts.

Photo credit: Chris Kuun / Suzuki SA

As on the naked version, the fuel tank holds 19 litres of precious—and expensive—liquid. Behind the tank is a new, thicker and more welcoming seat, finished with grab handles to help the pillion sit comfortably. The whole pillion area has actually been redesigned from the naked version.

Photo credit: Jürgen Muntzeroli / ZA Bikers

GSX-R inside

The GT version has the same specs as the naked version—which means that there is more than just a little GSX-R DNA in it. The aluminium frame holds a slightly detuned 2005-spec GSX-R1000. To get its Euro 5 certification, the GSX-R engine had to evolve; a lower cam profile, smaller intake diameter, new airbox, new 10-point injectors and new iridium spark plugs.

Photo credit: Jürgen Muntzeroli / ZA Bikers

The inline-four cylinder now delivers 152 hp, which is 2 hp more than the Euro 4 version, but at 1,000 rpm higher (at 11,000 rpm). There’s also 106 Nm of torque on tap, which is 2 Nm less than before—but the good news is it’s delivered at 250 rpm lower than before (at 9,250 rpm).

Of course, with that much power, some electronic aids are needed. Remember: power is nothing without control (said Pirelli). The GSX-S1000GT is equipped with SIRS (Suzuki Intelligent Ride System), but unfortunately, it’s old-school tech, with no inertia measurement unit to handle it. The SIRS is basically just a combination of traction control (5 levels and ‘off,’ with a 4-millisecond check), three engine maps, and an up-and-down quick-shifter.

Photo credit: Jürgen Muntzeroli / ZA Bikers

Of course, there are also the Suzuki Low RPM Assist and Easy Start functions, as seen on the brand since the 2016 SV650. But unfortunately, the lack of any IMU means there’s no cornering ABS, nor anti-lift, -wheelie, -slide or -whatever assistance. The GSX-S1000GT is a bit on the old school side… but we still like it.

The GT version does have some bonuses—like cruise control. The fit and finish is quite good for a Suzuki too, especially since the instrument panel is now a 6.5”, full-colour TFT unit, with clear and easy to read information. The left-hand switchgear is also new, and helps to navigate through the different menus and settings.

Photo credit: Jürgen Muntzeroli / ZA Bikers

There’s a USB socket on the left side of the dashboard too, which is quite useful for real mile-eaters. You can also run navigation on the TFT display via a smartphone app—but it wasn’t that easy to connect the phone up during our test.

The chassis geometry is exactly the same as its naked counterpart. And it has the same Dunlop Sportmax Roadsport 2 tyres, that were quite good and forgiving during our test during the French winter, with cold temperatures and wet roads.

Photo credit: Jürgen Muntzeroli / ZA Bikers

When you start the monster, there’s no doubt about the racing DNA of the machine. The exhaust note is deep and growling, and the engine revs up smoothly.

Long is the road

Our test unit was fitted with a touring screen, 70 mm higher than the standard one, as well as a pair of side panniers, with a (verified) waterproof capacity of 36 litres. And yes: they can handle a full-face helmet, and they’re easy to open, easy to handle, and easy to get on and off the bike. Great stuff.

Photo credit: Jürgen Muntzeroli / ZA Bikers

Japanese in-line four cylinders are known to be easy to deal with, and the GSX-S1000GT is no exception. Commuting and sleeking into traffic at 40 km/h in 6th gear is no issue.

But the GSX-S1000GT is here to tackle long-distance, high-speed trips—and it does it very well. The optional touring screen was perfect for some of our shorter test riders, but if you’re taller than 1.8 m you can expect some wind on your chest and helmet. The riding position is very comfortable, even for hundreds and hundreds of kilometres. During our 600 km test, we scored a 6 l/100 km fuel consumption, with a few moments of freedom from the official speed limits.

Photo credit: Jürgen Muntzeroli / ZA Bikers

The blue machine is a proper highway-eater. At 120 km/h on the clock (around 5,700 rpm), you can set the cruise control and adjust it in 1 km/h increments. (It works from 30 km/h in 2nd gear.) We found a special Autobahn-type road to open it up on, and at 250 km/h on the speedo, the bike is perfectly stable, even with the side panniers.

Smooth, stable, fast and efficient—that’s the new GSX-S1000GT. And on top of being a proper touring bike, it’s a proper superbike too, as soon as you get beyond 6,000 rpm. It’s Dr Jekyll and Mr Hyde—both fast and comfortable, yet not perfect nor that modern. But if you like those good old four-cylinder sensations, the GSX-S1000GT is for you, and it’s fairly agile for its 226 kg weight.

Photo credit: Jürgen Muntzeroli / ZA Bikers

During this test, I also had the chance to ride along with the Kawasaki Ninja 1000SX (and the Honda NT1100, which isn’t available in South Africa at the moment). The Kawasaki is certainly the most direct competitor to the Suzuki.

The blue bike has two advantages over the green one: the engine sounds much better, and its Dunlop tyres perform better than the Bridgestone fitted on the green machine. But there is some serious competition here, as the Kawasaki has better suspension, better brakes and better handling than the Suzuki—even if, at the end of the day, the level of overall performance is very close.

Photo credit: Jürgen Muntzeroli / ZA Bikers

Suzuki GSX-S1000GT

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

2024

Suzuki GSX-S1000GT

(POA)


Brand: Suzuki

Head For The Hills Announces Music Line-Up

Image source: Head for the Hills

Head for the Hills is a motorcycling, motoring and music festival, due to take place at the ADA training facility at Leeuwenkloof, near Hartbeespoort on 9th and 10th April. Conceived to become the premier annual lifestyle event for BMW Motorrad, the event has been organised by the experienced team from The House Of Machines in Cape Town and is not to be missed.

Supported by Super Bock, the full music programme has been released and confirms that his will be the must-attend event of the year. Headlining the festival will be Springbok Nude Girls. In support are Synth Peter, Biggy, Loufi, Loki Rothman, Sam Turpin, Cake Kidd and more to be confirmed nearer the time.

Starting at 10 a.m. on Saturday 9th April and running late into the night, on-stage performances will be matched by a huge variety of car and motorcycle experiences: off-road challenges, outrides for bikes (both on and off-road), vehicle demonstrations, test rides and much more.

There are two accommodation options: a Standard Dome Tent or a VIP Glamping Tent. Whichever option you choose, your ticket for the weekend includes all meals for the duration of your stay and access to all activities for the whole weekend.

All tickets are available on WebTickets HERE (weekend passes are limited).

Day Tickets are available for the 9th of April only, and give you full access to the Head for the Hills Event & Music Festival – all tickets available on Webtickets, pre-sold.

Follow the journey of Head for the Hills on @thehouseofmachines and @bmwmotorradsa

MotoGP Rookie Gardner Doesn’t Like Darryn Binder

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Image source: RNF MotoGP Racing

The dust has barely settled on the first MotoGP race of the 2022 season and already the first sounds of whingeing have started. They concern the riding antics of one rider who annoyed another rider.

Now, this is nothing new. Many riders have accused other riders of questionable riding tactics during the race or qualifying, usually involving getting in the way or erratic riding. Fair enough: everyone is trying to gain even the minutest advantage and when they are prevented from achieving that, tempers do tend to get a little frayed.

Image source: RNF MotoGP Racing

You can understand it when the protagonists are fighting at the sharp end for podium positions or race wins. You can also understand it when the riders involved are experienced. But when it starts right down at the blunt end of the pack and between two rookies, then you really want to tell the whiner to drink a cup of cement and harden the f@*k up and stop throwing their toys out of the cot.

The two riders in question, in this case, are Remy Gardner, son of Australian legend Wayne Gardner, and Darryn Binder, brother of KTM rider Brad Binder.

Image source: motogp.com

Now, Remy Gardner followed the traditional route of Moto3, Moto2 and then MotoGP. Binder, on the other hand, made a controversial – and much criticised – jump from Moto3 straight to MotoGP.

In the Qatar race, they were running close together for the majority of the race, with Binder ahead and Gardner following. At the end of the race, Gardner took the last point in 15th place, with Binder a hairs-breadth behind him. So far, so good. You’d think Gardner would be happy with his first point in his debut race, while Binder could be disappointed at missing out on his first point but could take comfort in the fact that he at least finished and certainly not dead last.

Image source: motogp.com

But all is not well in the MotoGP kindergarten, it seems. Gardner, father and son, have criticised Binder for having the unmitigated gall to hold up Gardner for much of the race, thus preventing Gardner from finishing higher up the order.

Now, correct me if I am wrong, but isn’t the point of racing to finish ahead of your opponents? Isn’t the point of racing to fight tooth and nail every inch of the way and not to simply roll over because the guy behind you thinks he deserves to be ahead? If Gardner is that good, why couldn’t he get past Binder?

Image source: KTM

The problem for Gardner was, of course, the fact that Binder, having missed out on the stepping stone that is Moto2, should be able to fight with Gardner, who came into MotoGP as the reigning 2021 Moto2 champion. Gardner obviously feels that his achievement gives him some sort of superiority over Binder and that Binder should defer to his superiors. Or he’s embarrassed that a Moto3 upstart shouldn’t be able to run with him, a World Champion.

This is what Gardner said after the race:

“At one point, I felt capable of catching Maverick Viñales and Andrea Dovizioso, but I had Darryn Binder in front of me and I could not get past him.

“He is coming from the Moto3 class, so he was all over the place, coming back on line without looking, he was wide. It was a disaster and I lost the group. I am hoping to catch up with him to discuss this.

Image source: motogp.com

“On the one hand, it’s normal, because it was his first MotoGP race and he came straight from Moto3 to the MotoGP World Championship. But I hope things will get a little better in the future.”

Gardner Senior also weighed in on the issue:

“We didn’t fight for victory in Doha, but more or less for last place. A little more respect would have been good.”

Image source: KTM

What a pretentious attitude. By ‘respect’, do they mean Binder should have moved over and waved Gardner through? It’s dog-eat-dog out there so Gardner better toughen up and do his talking on the track and not in his high chair being spoon-fed by daddy. Gardner might feel he is in MotoGP as a result of his achievements and that Binder has lucked into his ride and that is certainly one viewpoint and not entirely without merit. But the fact is, no matter how they both got there, they are now there and everything is reset: yesterday’s reputation or achievements mean nothing.

Brad Binder was once at the receiving end of similar criticism from Valentino Rossi a couple of years ago, Rossi complaining that Binder was riding very hard and not showing enough respect. Seriously? Rossi at the time was consistently running at the back of the pack and he was clearly past his best, while Binder was a hungry rookie. The idea that ‘respect’ – meaning ‘you should get out of my way because I am older and have achieved more’ – should come into it is absolute rubbish. Was Rossi any respecter of experience or status when he came into the top class of racing? The notion is laughable.

Image source: Sepang Racing Team

You’re only there for one reason – to win – and the ones who win will have done anything to make that happen.

Maybe Darryn Binder has brought some of the Moto3 bashing and barging mentality into MotoGP but that is only natural. He will mature from that in time but, until then, let’s just enjoy his no-holds-barred style.

Image source: RNF MotoGP Racing

As a conclusion, here are Darryn Binder’s comments after the race:

“I had a nice battle with Remy (Gardner), I really enjoyed fighting with the rookies, I learned so much throughout the race and by the end, I really wanted to fight for 15th, for the point, but I just missed out.”

Image source: RNF MotoGP Racing

This has got nothing to do with supporting the home hero over the dastardly Aussie – I would feel the same no matter who the riders were. But they’re now playing on the grown-up field, so I suggest Gardner grows a pair and does his talking on the track.

MotoGP Qatar: What We Learned

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Image source: KTM

It’s always a relief when the first race of the MotoGP season is done and dusted: now all the bullshit stops and the riders and teams have to do their talking on track, where it really counts. Forget what happened in testing as that never gives a truthful picture.

Or does it? It’s easy to forget, in the post-race hysteria after a maiden victory that seemingly came out of nowhere, that Bastianini topped the timesheets at the Sepang test. Riding a year-old Ducati GP21 in place of the two-year-old Ducati GP19 he rode in 2021, Bastianini suddenly found himself in the enviable position of having a bike with which he could paint his own canvas rather than having to paint-by-numbers.

Image source: motogp.com

Part of Bastianini’s genius in Qatar was not simply running the medium rear Michelin – other riders did the same – but his riding style which is very much like Marc Marquez: attack the front tyre which has the advantage of saving the rear tyre so it has performance left at the end of the race, something that the likes of Pol Espargaro, running the soft rear tyre that he destroyed running so fast at the front, could not hope to emulate. In the circumstances, a podium finish for Pol was a brilliant ride.

Much was made of Ducati’s eight-bike attack but while Bastianini – or The Beast as he is affectionately known – was riding a known quantity on the GP21 (the bike which, let’s not forget, won four out of the last six races in 2021), the factory riders were having a torrid time with the GP22. Bagnaia had a dreadful qualifying and even worse race when he skittled out pole-sitter Jorge Martin into retirement for them both and Jack Miller dropped like a stone into retirement early on with electronic gremlins. Elsewhere in the Ducati camp, the next best rider was Johan Zarco who finished ninth and Luca Marini was the only other Ducati points finisher in 13th.

Image source: Ducati

Another important factor in Bastianini’s and Gresini’s armoury is his crew chief Alberto Giribuola, who is a master of electronics. It was Giribuola who masterminded Andrea Dovizioso’s trio of championship runner up slots in 2017, 2018 and 2019 and it looks as if he might be about to have as much success with Bastianini.

And let’s not forget the strength in depth of the Gresini team. Multiple race winners in MotoGP with Sete Gibernau, Marco Melandri and Tony Elias, the team survived the tragic loss of Fausto Gresini at the beginning of 2021 from Covid and the outpouring of emotion of the whole team, now being run by Fausto’s widow, was just beautiful to witness. This is a team that is full of the passion for racing.

Image source: motogp.com

Yamaha and Suzuki were feeling confident for the race, even if Suzuki still haven’t sorted out their qualifying issues, Mir and Rins ended up on the third and fourth rows respectively, with Quartararo next to Rins. All three thought they could run at the front but the pace was simply too hot and all three struggled to keep up. Mir finished the race 4.8 seconds behind the winner, with Rins four seconds further back and Quartararo two seconds behind that. This year’s race was 11.5 seconds faster than last year’s, so while Ducati, Honda, Aprilia and KTM have got faster, Yamaha have stayed where they were. Suzuki has improved but the in-line four-cylinder engines just don’t have the grunt of the V4s.

Of course, all this is based on one track – a track, let’s not forget, that has a long straight – and it would be unrealistic to think the Yamaha and Suzuki will be handicapped at every track. But without the top speed of the V4-engined bikes, they are going to have their work cut out for them.

Image source: Team Suzuki Ecstar

Honda have come into 2022 with a radically re-designed RC213V, partly because they were without their talisman Marquez for so much of the last two years. This forced them to build a bike that suited more than one rider and, while in Losail that played into the hands of Espargaro, Marquez has to learn how to ride without using his favoured front end hammering technique as the new bike is more rear-biased to take advantage of the Michelin rear slick tyre. Espargaro uses the rear more than the front so the new bike suits him down to the ground. That, however, was his downfall in the race.

Espargaro chose the soft/soft tyre set up because he thought there would be a large group running at the front, consequently running slower lap times. But he was out at the front on his own and ruined his tyres staying there: his rear-tyre biased riding technique killed the tyre and he did extremely well to finish in third, a result with which he was very happy.

Image source: HRC

Of course, the big news for South African fans was the performance of the Binder Brothers. Second place for Brad was KTM’s first-ever podium in Qatar and Darryn lost out on a point in his first race by the width of a hair. The fact that he finished, however, was a huge boost for him: he now has infinitely more experience to take into the next race: testing is one thing but running with the pack quite another and, if he ended up second-best rookie behind Remy Gardner, it was a well-fought second-best.

The KTM looks a whole lot better than it did in testing and it seems that KTM might have found their way again by not changing everything wholesale and just staying calm and developing what they have. It seems to be working and Brad certainly now has the experience and skill to fight at the very top consistently over the season.

Image source: KTM

Just as mouth-watering is the prospect of Aprilia joining the other manufacturers at the sharp end of the field. Aleix Espargaro had a brilliant race, running in the top four and finishing less than a second behind his brother on the Honda. More importantly, the Aprilia was the second-fastest bike in a straight line, just behind Mir’s Suzuki.

Image source: Aprilia Racing

Of course, not every track has a long straight, as we mentioned, and so agility will count as much as sheer grunt which will favour different bikes over the course of the season. Even after one race, the prospects are tantalising.

March Madness: Big Discounts On Kymco Models

Photo credit: Kymco South Africa

Kymco is one of the most respected scooter brands in South Africa, with a model line-up that covers everything from 125cc runabouts to 550cc maxi-scooters suitable for longer distances.

Always extremely good value for money, Kymco South Africa has announced a March Madness series of discounts on all models in the range.

Kymco Agility 125

The Kymco Agility 125 is the baby of the range although there is nothing junior about its ability. Weighing in at a featherweight 97kg, it is the perfect urban and city runaround. Previously costing R24,950, it has been discounted to R21,950.

Kymco Like 125

The Kymco Like 125 is an ultra-stylish scooter, not entirely unlike a Vespa in appearance. With a seat height of just 770mm, it is perfect for the vertically challenged rider and can top 100km/h. A discount of R5000 brings the price down from R39,950 to R34,950.

Kymco G-Dink 300i

The G-Dink 300i is the smallest of the ‘maxi-scooter’ range. Despite the ‘cute’ name, this is a serious machine suitable for covering long distances quickly and in comfort. A seat height of just 760mm makes it ideal for any rider and would be a great introduction to motorcycling for the beginner. Despite this low seat height, it is a reassuringly large motorcycle, being long and substantial, although this size is not translated to excessive weight. The price has been slashed but an incredible R10,000 from R49,950 to R39,950.

Kymco G-Dink 300i ABS

If that price discount isn’t enough for you, you could try the G-Dink 300i ABS, which normally retails for R64,950 and is now discounted to R49,950!

Kymco AK550

Moving to the very top of the range, the AK550 is the flagship of the Kymco model line-up and is a serious performance distance-busting maxi-scooter. Fully equipped with Kymco’s own Noodoe navigation, keyless ignition and Brembo ABS brakes, the AK500 is perfect for the cut and thrust of highway riding while possessing performance that will keep you ahead of any traffic in the urban jungle. Scintillating acceleration and an agile chassis gives a surprisingly dynamic ride but the best part is that R20,000 has been lopped off the price for March, taking it down from R154,950 to R134,950. That is a serious saving, as are the savings across the range.

For more information, contact your nearest Kymco dealer.

Head for the Hills 2022: A one-of-a-kind music & moto festival brought to you by The House of Machines, presented by BMW Motorrad SA

Image source: Head for the Hills

For many years now, BMW Motorrad has become known not only for some of the best motorcycles but also for some of the best events in the world: events that are a celebration and a fusion of ‘bikes, music, food and drink. Both Motorrad Days and Pure & Crafted have been huge events that have captured the imagination of thousands of people around the world.

These events are all about the spirit of community: a shared love of life, music, motorbikes and brother and sisterhood. And that’s where The House of Machines comes in.

Image source: Head for the Hills

The House of Machines was created to be ‘the essential bricks and mortar meeting house for a community: bringing together man, woman and machine and celebrating the union in all its expressions.’

What that means is simple: good food, good drinks, good music, the best company and riding motorcycles.

Image source: Head for the Hills

When two iconic brands such as BMW Motorrad and The House Of Machines come together, then something special happens. And it’s happening on April 9th and 10th 2022.

Head for the Hills” will be the premier lifestyle event for BMW Motorrad SA. The event will be held at ADA Leeuwenkloof, which many of you will know is the home of ADA motorcycle training centre, near Hartbeespoort. It’s going to be a celebration not only of all things BMW – both cars and bikes – but everything that’s great about South African food, drink and music.

Image source: Head for the Hills

Starting at 10 am on Saturday 9th April and running late into the night, on-stage performances by some of SA’s best bands, solo artists and DJs will be matched by a huge variety of car and motorcycle experiences: off-road challenges, outrides for bikes (both on and off-road), vehicle demonstrations, test rides and much more.

Created by The House of Machines in partnership with BMW Motorrad, Head for the Hills will be a one-of-a-kind experience, celebrating all the things we love: live music, food and drink, friends and family and, of course, motorbikes and cars.

Image source: Head for the Hills

There are two accommodation options: a Standard Dome Tent or a VIP Glamping Tent. Whichever option you choose, your ticket for the weekend includes all meals for the duration of your stay and access to all activities for the whole weekend.

And just in case you were wondering: no, it doesn’t matter if you don’t own or ride a BMW. This is an event for everyone who shares the passion for living life to the full.

Image source: Head for the Hills

The ADA training centre is situated about 50km from Sandton and Pretoria. Head for the Hills runs from Saturday 9th April 2022 to Sunday 10th April. The live music bill will run on Saturday only.

For more information, please visit – The House of Machines. All tickets are available on WebTickets HERE and day passes will be available on the day at the entrance to ADA.

Image source: Head for the Hills

Any other enquiries, please contact: Alan Shenton: [email protected] and keep an eye on – www.zabikers.co.za for more details as they are released.

Head for the Hills – 9th & 10th April 2022

MV Agusta is undergoing brand re-launch in South Africa

Image source: MV Agusta

MV Agusta, throughout its whole existence, has been nothing if not exclusive. Propelled by the hundreds, if not thousands, of racing successes throughout the 1950s, ‘60s and ‘70s, a mystique grew up around the red machines from the small village of Verghera (and later a much larger factory in nearby Varese), not far from Milan (hence the name: Mecchanica Verghera, while ‘Agusta’ referred to Count Domenico Agusta, the founder of the company).

In the 1970s, this mystique was cemented with the insanely exotic and expensive 750 S and 750 S America road bikes which were as unattainable to the average man on the street as Brigitte Bardot.

Image source: www.mecum.com

If anything, MV Agustas were so exotic, they simply couldn’t survive and the company bowed out of motorcycle production in 1977 to concentrate on the core business of helicopter design and manufacture.

Fast forward to 1992 and Giovanni Castiglioni of the Cagiva Group bought the motorcycle arm of MV Agusta. At the time, the Castiglioni’s owned Cagiva, Ducati, Moto Morini and Husqvarna so MV Agusta seemed a good fit.

Image source: MV Agusta

By 1995, Massimo Tamburini, legendary designer of the Ducati 916, was working on the brand new four-cylinder F4 750, which was finally revealed to the public in 1999. In one fell swoop, MV Agusta had rekindled all the exotic and exclusive atmosphere of its heyday.

The history of the company between 1999 and 2022 could fill a book but what is important is that, in 2018, Timur Sardarov became CEO of MV Agusta and the future of the company was not only assured, but diversity in the model line-up was promised and, so far, has been delivered.

Image source: MV Agusta

MV Agusta is determined that the brand should remain on the very top shelf of the motorcycling world and, to that end, is initiating a complete brand image overhaul and changing the way that customers can interact with the brand and purchase new motorcycles. Thus, MV Agusta is undergoing a brand re-launch in South Africa.

The first of three flagship stores in South Africa is currently being prepared to an international specification to highlight the exclusivity and ownership experience of the brand. MV Agusta Cape Town will open its doors in Q1 of 2022 with the owners and directors of the company in Italy set to attend the opening. The stores will offer the complete 2022 Euro 5-specification Motorcycles, E-Scooters, E-Bicycles and MV Agusta clothing. The second and third stores in Johannesburg and Durban will be open by Q1 of 2023.

Image source: MV Agusta

“Since its change in ownership it is evident that the new Euro 5-motorcycles are built to a very high standard,” said MV Agusta South Africa’s Craig Langton, “and a brand re-launch is necessary to highlight its design, attention to detail and the New MV Agusta Ownership Experience. With support from Italy, the brand will be presented at its highest level yet.

Image source: MV Agusta

“We’ve been importing the brand since 2012 and it has been quite a journey watching the brand evolve to where it is today. Although there are new, well-funded owners of the brand, the design remains in the hands of the Italians. I find myself staring in disbelief at the new models: the Brutale RUSH, for example, will take anyone’s breath away.

Image source: MV Agusta

“It’s hard to argue that MV Agusta is not Motorcycle Art and deserves the “Most Beautiful Bike” title the brand is often awarded. MV Agusta’s success in Moto 2 has influenced the design of the F3 800RR, turning it into not just a gorgeous motorcycle but also one of the best track day weapons.”

Image source: MV Agusta

Although some models look familiar they have all been completely re-engineered and now include:

  • New Engine and gearbox design features.
  • Cornering ABS for constant safety.
  • Cornering Lights.
  • Front Wheel lift mitigation
  • 6 Axis IMU Inertia platform.
  • New digital EAS 3.0 up/downshifter.
  • Cruise control
  • Launch control
  • 5.5 inch TFT display.
  • Navigator integrated Dashboard.
  • GPS and Bluetooth.
  • New exhaust systems.
  • New Engine management system.
  • Year Factory Guarantee.
  • New Ownership experience.
  • New chassis on various models
Image source: MV Agusta

Some of the models that have been confirmed for South Africa include:

  • MV Agusta RUSH – limited
  • MV Agusta Nürburgring – limited
  • MV Agusta Dragster RR
  • MV Agusta Brutale 1000 RS
  • MV Agusta SuperVeloce S

MV Agusta is now focused on highlighting the exclusivity and ownership experience. All MV Agusta’s are sold with a trade-in and buyback guarantee aimed at retaining confidence in the resale of the brand, along with unique finance and ownership plans.

Image source: MV Agusta

Adding to the ownership exclusivity is an exclusive purchasing experience which will be announced when the brand is re-launched in Cape Town. Approved customers around South Africa will be flown to Cape Town and hosted in an exclusive hotel while they test and choose their favourite MV Agusta.

Cyclists will also have the opportunity to own an MV Agusta with the AMO range of E-Bicycles that are beautifully engineered in association with well-known Italian manufacturers. MV Agusta’s range of Kick Scooters such as the Rapido will also be available and these also include a MV Agusta experience. The stage is set for a re-birth of the iconic MV Agusta brand, reflecting the aristocratic founder, Count Domenico Agusta.

Image source: MV Agusta

Keep an eye on – www.zabikers.co.za for more information on the re-launch of MV Agusta.

What is your ‘go to’ bike?

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Photo credit: Bjorn Moreira / ZA Bikers

A couple of weeks ago we endured a really rainy weekend. The rain started bucketing down on Friday and continued unabated until everything was flooding. The Centurion Golf Estate turned into a watercourse as the tiny stream that flows through it came down in flood. I had an appointment to see a client at Cresta Centre on the Saturday morning. I had already been car bound on the Friday, so there was no way that I could even consider using the car for two days in a row. The question was which bike would I use to travel from Pretoria to Cresta?

Photo credit: Bjorn Moreira / ZA Bikers

Surveying my garage, it was a really easy choice. One of three motorcycles, or the SYM CityCom 300i Scooter? Best weather protection? – SYM. Easiest to clean after rain riding? – SYM. Most frugal? – SYM. Easiest to thread through Saturday morning Jhb traffic? – SYM. Rain-proof storage for my files? – SYM. See what I mean? This kind of put what I have discovered over the last few months of ‘scooting’ around on the CityCom, in a nutshell. Absolutely nothing on wheels, be it two or four, is so ideal for dispensing with urban commuting. What comes as a massive bonus with the CityCom 300i is the way it thrives on highways as well. It cruises effortlessly at typical highway speeds with plenty of punch in reserve.

Photo credit: Bjorn Moreira / ZA Bikers

I left Pretoria under leaden skies with rain a virtual certainty. Ever the optimist, I had my rain suit stashed under the seat. As expected, it started spitting as I cruised down the Krugersdorp Highway. I leaned forward behind the screen and bodywork and carried on. The rain protection is so good on the CityCom that there was no need to don my rain gear. Travelling at 120 kph, the screen and bodywork kept me bone dry. It was almost uncanny. The shower eased before I climbed off the freeway and I scooted to Cresta for my meeting.

Photo credit: Bjorn Moreira / ZA Bikers

Locking the bike, I activated the under-seat kill switch for extra anti-theft protection and, after locking the steering with the ignition switch, I covered the ignition keyhole with the lockable cover. Ingenious. An attempt to steal my 250 Ninja a few months ago by ramming a screwdriver into the ignition cost me a bomb. I had to replace all the locks on the bike. A simple solution like on the SYM would have worked a treat and saved me big cost and hassle.

Photo credit: Bjorn Moreira / ZA Bikers

My meeting done, it was back on the SYM for the ride back to Pretoria. The rain had backed off somewhat and I really enjoyed the ride home. The SYM has a gem of an engine. It is devoid of any vibration and extremely willing. I found myself having to constantly reel it in as it happily ran to, and past, the speed limit. It consistently exceeds 300 kays on the 10-litre tank, irrespective of how you ride.

Photo credit: Bjorn Moreira / ZA Bikers

I have got to the point that I am convinced that I ‘need’ a CityCom 300i in my garage. It is definitely the heart and not the head speaking, given that I already own three bikes! The long and the short of it is that the SYM is an incredible ‘go to’ bike. It is an urban mobility weapon of note! It will leave a huge hole in my garage when I am forced to give it back. At under R70 000, it is a steal. I cannot recommend it more highly!

Photo credit: Bjorn Moreira / ZA Bikers

Fire It Up! Soweto Night Ride

Photo credit: Bjorn Moreira / ZA Bikers

Increasingly, both motorcycle brands and individual dealerships are realising that customers are looking for more than simply buying a motorcycle. The ironic thing about motorcycling is that, although it is a solo pursuit, we are never happier than when riding as part of a community of like-minded people. It doesn’t matter what you do for a living, it doesn’t matter how much money you earn: once you’re on a bike, all that matters is that you are riding.

Right from the get-go, Fire It Up! has been innovating in the motorcycle retail space, both for new and used motorcycles. One of their most important initiatives was to create an informal club solely for the purpose of bringing people together to enjoy each others’ company and do what they love best: ride.

Photo credit: Bjorn Moreira / ZA Bikers

Over the years, the club, or Tribe, as it is called, has grown steadily to the point where Sunday morning rides are attracting anything up to 80 bikes. Once a month, weekday night rides are organised and it was to one of these that ZA Bikers was invited.

The destination was the Soweto Brewing Company in Orlando West and the weather was fine for a change, although recent weather patterns kept the cautious away and, to be honest, we couldn’t blame them. As it turned out, however, the evening was warm and dry: perfect conditions for a ride.

Photo credit: Bjorn Moreira / ZA Bikers

Twenty bikes and riders assembled at Fire It Up! at 6 pm. After a briefing by Donovan Fourie, the organiser of the Fire It Up! Tribe events, the cavalcade set off.

Photo credit: Bjorn Moreira / ZA Bikers

The important thing to remember is that these events are not solely about the ride: they are about riding with a bunch of friends to an interesting destination for the simple pleasure of riding and being together.

If the ride to Soweto from Bryanston wasn’t the most picturesque or scenic, riding through early-evening Soweto to the brewery was fascinating, with the sights, sounds and smells of the street cafes and kitchens providing a hunger-inducing atmosphere to ride through.

Photo credit: Bjorn Moreira / ZA Bikers

Our time at the Brewery was filled with sampling the products and eating, talking and laughing. If the ride to the destination is organised and everyone rides together, then the ride home is at everyone’s individual leisure: some head for home on their own, others headed off in a group and some chose to stick around and enjoy themselves further.

Photo credit: Bjorn Moreira / ZA Bikers

It’s all very relaxed and informal, in keeping with the Tribe itself. It doesn’t matter how experienced a rider you are or what bike you ride: everyone is made to feel welcome and comfortable at whatever speed they want to ride. As well as Donovan leading the ride, there is always a sweeper following at the rear of the pack to ensure that no-one is left behind. At every turn, the leading group waits for the rest of the pack and the sweep to catch up. That way, the group ride feeling is maintained.

Over the years, the rides have headed to all points of the compass around Gauteng and the programme of rides continues throughout 2022. Also being planned is a weekend away and a ride to Red Star Raceway, where the Tribe gets its own on-track session.

Photo credit: Bjorn Moreira / ZA Bikers

It’s important to know that everyone is welcome to attend, whether they bought their bike from Fire It Up! or not. The aim is to build a community of riders with one common goal: to enjoy the ride and the company.

To find out when the rides are taking place, head to the Fire It Up! Tribe Facebook page and request to become a member, upon completion of which you will be able to access the page and find details of the rides as they are announced or contact Fire It Up! itself.

Photo credit: Bjorn Moreira / ZA Bikers

Sport Touring on Suzuki’s Road Runner—the gen III Hayabusa

Photo credit: Bjorn Moreira / ZA Bikers

Just when we thought high-performance sport touring missiles were heading towards extinction, Suzuki decided to resurrect their ultimate predator: the Hayabusa. Many of us thought Suzuki would go all Super Saiyan with the latest ‘Busa, and give it a million horsepower to reclaim its crown as the king of speed. But no… instead, we got what appeared to be an evolution.

This means that Suzuki decided to refine their winning formula instead of rewriting it. Don’t get me wrong—Suzuki hasn’t simply sent the latest ‘Busa to lift weights in a wind tunnel. The team have put countless hours into motor development, leaving nothing but the engine covers unchanged. They’ve also focused on making it more comfortable and aerodynamic, and introduced a host of rider aids to help riders get as much out of the bike as humanly possible.

Photo credit: Bjorn Moreira / ZA Bikers

The question is, could all these changes actually make the third generation Hayabusa less of a Hayabusa? And are bikes like the ‘Busa even still relevant in this day and age?

To find out, I spent a couple of days riding the ‘Busa in its natural habitat—the wide open road, where life is lived “a quarter mile at a time,” as Vin Diesel famously said. A road trip to a small town situated in the foothills of the Maluti Mountains called Clarens was on the cards, of which two days would be spent enjoying the beautiful surrounds and twisty roads before hitting the open road back home.

Photo credit: Bjorn Moreira / ZA Bikers

While the normal working man was just getting to the office on a Friday, I was busy filling up the falcon’s 20 L tank in Pretoria—before meeting up with a few riding mates in Benoni. With not a cloud in sight, we rolled onto the N3 and cruised down to Harrismith for lunch, then peeled our way through Bethlehem, before arriving in Clarens.

On the journey down south, one word just kept coming to mind: smooth! The motor builds its power in a turbine-like way, with a very linear mid-range torque curve that can only be described as buttery smooth. On the open stuff, the bike builds thrust effortlessly, and on more than one occasion I looked down at the speedo and saw a number much higher than I perceived. With an indicated fuel consumption of 20 km/l, it’s pure hypocrisy! This meant that ‘Busa would return 400 km on a tank, allowing me to get to Clarens (395 km away) on a single tank of fuel.

Photo credit: Bjorn Moreira / ZA Bikers

Let’s talk about the motor: we’ve got a new generation 1,340 cc liquid-cooled inline-four engine, compliant with the Euro 5 emissions standard. The overall result is an output of 187 hp at 9,700 rpm, and 150 Nm of torque at 7,000 rpm—plenty in my book. So yes, it’s not that much more powerful than what we saw in 1998, and slightly less powerful than the last-gen ‘Busa. But thanks to modern technology, more power doesn’t always mean more performance.

I personally love the ‘Busa’s cockpit and found it to be a very comfortable place to be. It brings back a blend of super minimalistic 90s styling, with a modern touch from the micro TFT display between the analogue clocks. It might look simple, but it packs a lot of tech. The ‘Busa features Suzuki’s Intelligent Ride System (S.I.R.S.), which allows you to select different riding modes and fine-tune the parameters of each. That makes sure you can get the most out of the bike—or dial it down for a more manageable ride.

Photo credit: Bjorn Moreira / ZA Bikers

I mean, flip, I rode the bike 90 percent of the time with TC1, PW1 and A mode engaged—the settings with the least intervention. At no point did I feel any serious intrusion, but at the same time, the bike wouldn’t buck or lift a wheel on me either. With all these riding aids, the bike has instantly become more docile, and I think it’s the first time the ‘Busa has found that perfect balance between performance and usability.

Whenever I visit Clarens, I make sure to pull through to Golden Gate Highlands National Park—a two-metre-wide piece of tar that winds itself through a beautiful mountainy landscape. This is where I spent some time admiring the Hayabusa in all its glory.

Photo credit: Bjorn Moreira / ZA Bikers

Let’s not beat around the bush—for over two decades the Hayabusa has split opinion over its looks. I personally thought the first-gen looked like a melted action figure. Not a fan. However, the latest generation takes things to a sharper and more triangular level, with traces of the original Hayabusa DNA showing itself here and there. I would describe the new look as aggressive yet contemporary, combining functional aero with a sleek design.

Photo credit: Bjorn Moreira / ZA Bikers

In my opinion, the new look isn’t as loud or as controversial as the 98 ‘Busa, but rather a modern rendition. Dare I say it: a luxurious-looking speed king.

It’s not all about performance though. Just look at the stunning side fairings, highlighted with chrome-plated V-shaped mouldings—pure class. I personally love the glass sparkle black and candy burnt gold livery, with the burnt gold peeking its way out of the air intake, exhaust and tail section. It almost adds a visual effect of the 98-model lurking underneath.

Photo credit: Bjorn Moreira / ZA Bikers

Heading out of Golden Gate and onto the R712, I had a chance to test the hill hold control, and it works. Pull up to an incline and the brake automatically engages for 30 seconds, giving you time to readjust your setoff, or allowing you to get cruise control engaged for the open road. During the slower stuff, I also found the mammoth of a bike to be quite nimble and not as heavy as I thought, which is a rarity with bigger tourers.

Even though the cruise control is easy to use, it’s a hassle when you’re riding in a group with riders that either don’t have, or don’t use, cruise control. So I wish the ‘Busa had an adaptive system onboard for longer group rides. Another annoying downer is that, once cruise control is engaged, you can’t access trip or fuel info on the dash.

Photo credit: Bjorn Moreira / ZA Bikers

The ‘Busa surprised me on the twisties, where it hunkered down and railed through the high-speed sweepers. You can still feel the weight, but only when changing direction in slower corners. Once the nose is pointing out the corner, that rear wheel hooks up and shoots you to the next bend.

You actually feel like you’re going super slow because of how composed the Busa feels on the edge of its tyre, but one look at the clocks will tell you otherwise. Slow or fast, long or short, the seat and riding position was super comfortable for my 175 cm frame—but I do think taller riders may feel a bit cramped with the high foot peg position.

Photo credit: Bjorn Moreira / ZA Bikers

I planned a solo ride home for my last day with the Busa, staying off the highway for the most part by riding to Heilbron and Sasolburg, and only hitting the last 100 km on the highway from Vereeniging. I left at 5 am with the sun behind me and smooth back roads ahead of me.

It was 200 km of solo riding heaven, with only a handful of cars spotted on the whole stint. Tranquillity and peace is what I experience on the way back, just the sound of the wind and the beautiful view of a mountainy landscape in my mirrors, calling me and the ‘Busa back. I felt as free as a falcon soaring through the wind.

Photo credit: Bjorn Moreira / ZA Bikers

So, has the king of speed lost its edge? I don’t think so. It’s almost like the Busa was frozen in time and brought back to life just when the right technology was around to take it to the next level. I think if Suzuki had to stop making the ‘Busa after this final hoorah, it would be a good farewell to the legend—almost like Rossi finishing on the podium one last time.

Photo credit: Bjorn Moreira / ZA Bikers

In times like today, with hydrogen and electric motorcycles slowly becoming the norm, I can only appreciate the honour of riding a living legend, that thankfully hasn’t lost its original DNA and become a hybrid or E-bike—like Porsche with their Taycan Turbo. (There’s no turbo in an electric car, stop confusing us, please.)

It may not make sense to a climatologist for a 1,300 cc inline-four Hayabusa to exist in today’s age, but the ‘Busa will always be welcomed and loved by petrolheads and the mechanically inclined. ‘Busa on, my friends!

Photo credit: Bjorn Moreira / ZA Bikers

Suzuki Hayabusa

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

2024

Suzuki Hayabusa

Pricing From R361,900 (RRP)


Brand: Suzuki

Runner-Up Result for Brad Binder at the Qatar GP Season Opener

Photo credit: KTM

The Grand Prix of Qatar launched MotoGP for the 15th time in the last 16 years and Red Bull KTM Factory Racing’s Brad Binder rode to a superb 2nd position after 22 laps of the Lusail International Circuit on Sunday evening.

Binder made an electric start from the third row until the Lusail lights for the first race of 21 and the longest world championship season on record. The South African pushed his KTM RC16 into 3rd position in the formative laps and never budged from the leading quartet. He worked his way past Marc Marquez and then Pol Espargaro and was closing to the rear wheel of eventual winner Enea Bastianini by the checkered flag. Binder was just three-tenths of a second from the Italian at the finish line.

Photo credit: KTM

The result represents KTM’s first trophy of the year, the second time in Brad’s career that he has finished on the podium at the opening race (the first was in 2016 and his Moto3 title year) and the third MotoGP top-three of his career.

Brad Binder: “Incredible. If you told me we’d be 2nd in Qatar after the first test I wouldn’t have believed you. Today was a great day, it was a great weekend. I knew we had a good level but I had so much confidence and belief in the bike from beginning to end. We made such a huge step. For us to be on the podium in Qatar is insane. Now we’re looking for more!”

Photo credit: KTM

Francesco Guidotti, Red Bull KTM Team Manager: “An almost perfect start to the season and a deserved result for Brad and the whole team. It was an incredible race pace but he was able to manage the speed. The start was fantastic. Let’s keep going in this direction.”

Pit Beirer, KTM Motorsport Director: “It was an outstanding weekend. We restructured our whole program over the winter after coming so far, so quick and it was time for a change. This weekend showed we are on the right way and the podium was the ultimate payback. In fact, I still cannot believe it because this track is one of the toughest for us. We turned it around and this result means a lot to us.”

Photo credit: KTM

Results MotoGP Grand Prix of Qatar 2022

1. Enea Bastianini (ITA), Ducati 42:13.198
2. Brad Binder (RSA), Red Bull KTM Factory Racing +0.346
3. Pol Espargaro (ESP), Honda +1.351
4. Aleix Espargaro (ESP) Aprilia +2.242
5. Marc Marquez (ESP) Honda +4.099
15. Remy Gardner (AUS), Tech3 KTM Factory Racing +41.107
18. Raul Fernandez (ESP), Tech3 KTM Factory Racing +42.357
DNF. Miguel Oliveira (POR), Red Bull KTM Factory Racing

Photo credit: KTM

MotoGP moves to the new Mandalika Circuit in Lombok for the Pertamina Grand Prix of Indonesia on March 20th.

Oh damn! How will I ever get those scratches out?

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Photo credit: Bjorn Moreira / ZA Bikers

Do not fear, Liqui Moly Kratzer Stop is here! For you guys (and guyesses) out there whose German linguistic skills are a little rusty, ‘Kratzer Stop’ is ‘Scratch Stop’ in the old colloquial. Now anyone who has been around bikes for any length of time will know how gutted you feel when your pride and joy picks up a scratch. If you are really unlucky the scratch is deep, right down through the surface, however many times it is superficial, but mars the good looks of your ride. Especially for you! You are so aware of the offensive scratch that your eye is drawn to it and it plain bugs the hell out of you. There is hope for the second scenario.

I am one of those guys that is bugged stupid by superficial scratches! I want it ‘fixed’ as soon as possible. I have had two such instances on my new Suzuki V-Strom DL 650 that freaked me out. Somewhere during the course of my running in road trip, I had a pebble thrown up which must have landed between my thigh and the tank. With the movement of my thigh against the tank, it proceeded to scratch the hell out of the right side of my petrol tank. Washing the bike post-trip, I noticed the ‘superficial’ but noticeable damage. I know some of you can just carry on regardless, considering such damage as ‘patina’ and typical wear and tear. I am just not that guy! I immediately had to ‘fix’ it! Enter Liqui Moly Scratch Stop.

Liqui Moly Scratch Stop

As I had already fixed the ‘superficial’ damages on my Suzuki V-Strom DL 650 (without properly documenting it). To demonstrate to you in this article we took Suzuki’s ‘demo’ Hyabusa which had seen better days. Its tank was full of ‘superficial’ scratches from many rider jackets rubbing on it as it hadn’t been fitted with a tank protector. No sweat, Scratch Stop will polish it up like new.

Before

Photo credit: Bjorn Moreira / ZA Bikers

The Scratch remover comes in a 200 ml plastic tube. The procedure is to shake the tube well, prior to opening it, then remove the screw top and squeeze some of the contents onto a clean, soft cloth. A word of warning. The contents, which is a funky purple colour, is more of a cream consistency than a paste and comes out really easily. A big squeeze may just have you wearing half the tube!

Photo credit: Bjorn Moreira / ZA Bikers

The consistency of the Scratch Remover is a big plus. It works well as a polish on all bike surfaces that you would typically use it on. Some products are great on metal but too abrasive on paint and more fragile surfaces. Once applied, you need to rub the offending scratches with a regular circular motion. Be patient and keep rubbing, then rub it up with a clean soft cloth.

Photo credit: Bjorn Moreira / ZA Bikers

Voila! No more scratches and your bike is restored to its unmarred former glory. If the scratches are a bit deep it may require a second rub. Work systematically and your patience will be rewarded.

After

Photo credit: Bjorn Moreira / ZA Bikers

Enter case number two. Stopping to refuel the other day I was distracted for a second. The over-enthusiastic Petrol Attendant was scrubbing the windscreen like a dervish with one of those car windscreen cleaners. They work pretty well on a glass windscreen, but they scratch the hell out of a motorcycle screen. My ‘moer meter’ redlined instantly and I had to do some serious self-talk to remind myself that the poor fellow was just trying to serve me. Flip, the screen looked awful!

Before

Photo credit: Bjorn Moreira / ZA Bikers

Scratch Stop to the rescue. I have tried to polish screens before with limited success. Typically the scratch remover is too abrasive and dulls the screen, or doesn’t remove the swirls. I got home and wiped the screen clean with a chamois and surveyed the damage. Literally saw myriads of superficial scratches all over the screen. The light reflects off these scratches to make them look even worse. I applied the Liqui Moly Scratch Stop and systematically worked over the screen surface. Fifteen minutes later I polished it up and true as nuts, restored! A couple of little spots required a little more attention but now my screen is like new. Shiny, bright and scratch-free.

After

Photo credit: Bjorn Moreira / ZA Bikers

I got so carried away that I grabbed my helmet and gave the visor the once over. I am very particular about how I clean my visor but daily use and regular cleaning still takes its toll. Massive difference!

Suddenly my wife’s vehicle’s headlights looked a bit dull, so I whipped out Liqui Moly’s Scratch Stop and got to work. See below the ‘before’ and ‘after’ shots of how they polished up like new.

Before

Photo credit: Bjorn Moreira / ZA Bikers

After

Photo credit: Bjorn Moreira / ZA Bikers

Seriously guys, this is an absolutely excellent product that you must have in your garage. Those superficial scratches on the body from branch ends….damn, this Saturday is going to be fun!

You may already have a tube of that old favourite of detailers everywhere, Solvol Autosol. This is excellent for exhausts and the like, however, it is too abrasive for screens and paintwork. The two products are brilliant in tandem. If the scratches are severe you can use the Autosol and then finish the surface to a brilliant finish with Scratch Stop. I attacked my exhaust headers with Solvol and then found the Liqui Moly took them to a new level! I’m totally sold on this stuff! If like me, you maintain your bike in new condition, there is no doubt that Liqui Moly Scratch Stop makes it a whole lot easier, as well as addressing all your household stubborn polishing needs.

To view Liqui Moly’s full motorcycle range click here.