Which is the most important department in any motorcycle dealership? That’s a very difficult question to answer as they all have their place and one can’t exist without the other: everything is interdependent.
There is a strong argument, however, for the workshop being, if not the most important, then with a very strong claim to the title.
Photo credit: Bjorn Moreira / ZA Bikers
You see, salespeople see customers when everything is rosy: they are confronted by row upon row of gleaming metal and the salesperson is merely there to help them make what will be the easiest decision of their lives. Even though they are about to be separated from large amounts of their money, it is not a grudge purchase, so the salesperson is their friend.
The workshop, however, sees the customer when the bike needs servicing or when something needs fixing. The opportunities for something to go horribly wrong are numerically huge and no longer is the owner in the first rosy glow of ownership: now something is wrong with his or her pride and joy and not only is there the inconvenience, but there is also the chance that there might be a delay while a part is ordered or, worse still, that it might involve financial outlay.
Photo credit: Bjorn Moreira / ZA Bikers
None of this is designed to induce a warm and fuzzy feeling in the customer and the workshop or service manager has to have some serious people skills to negotiate what could escalate very quickly if not handled properly.
That is why Harley-Davidson Gold Rand in Boksburg has the very capable Amanda Scott as Service Manager. With over thirty years in the automotive sector and ten years at Harley-Davidson, there is nothing she hasn’t seen or had to deal with and it is this experience that is invaluable in maintaining customer relations.
Photo credit: Bjorn Moreira / ZA Bikers
Not every job can or does go smoothly all the time, despite the best intentions, and the only recourse then is to communicate with the customer before he or she finds out for themselves. As always, it’s a balancing act between getting the job done and doing it right the first time and, for that, there is no substitute for experience and you’ll find plenty of that at Gold Rand.
The excellent workshop at Harley-Davidson Gold Rand has a total of nine bays, equipped to carry out any level of work, from a simple service, to a full re-build, insurance assessments, accessory fitting, even light customising. Four technicians can process up to 170 bikes a month.
Photo credit: Bjorn Moreira / ZA Bikers
The technicians (they’re not called mechanics anymore!) are fully qualified through the Harley University on general and model-specific programmes so you know your bike is getting the best care it possibly can.
Of course, a workshop and the technicians are only as good as the parts and spares back-up that feeds it. Naturally, the global pandemic has played havoc with supplies but Gold Rand has managed to maintain stocks of the majority of service items to effect a quick turnaround of work.
Photo credit: Bjorn Moreira / ZA Bikers
While no workshop can ever be perfect, that at Harley-Davidson Gold Rand is about as close as you can get. In fact, the whole place – showroom, accessories and apparel departments and workshop – are about as good as you will find anywhere in the world and that is all down to the quality and experience of the people who work there.
For too long, motorcycle racing has languished far too near the bottom of the racing barrel in South Africa. That state of affairs has nothing to do with the quality of competitors we have here in this country, nor the willingness of many others to go racing, but a whole series of unforeseen circumstances that have served to diminish racing to a point where it was no longer sustainable.
However, there are people involved who are determined that motorcycle racing in South Africa has a future and are prepared to put their money where their mouth is. Special mention must go to Jos Matthysen of Ducati South Africa, multiple SA Superbike champion Clint Seller and Rob Portman of Moto Rider World, not to mention sponsors such as King Price, NGK, Pirelli and Liqui Moly, to name but a few of the important people and companies that have put in huge amounts of work to keep motorcycle racing alive.
Photo credit: Bjorn Moreira / ZA Bikers
For the 2022 season, it looks as if their hard work will start paying off, as we approach the first round in what is now known as the Motorcycle Racing Series of South Africa – or MRSSA – powered by Pirelli.
According to the website, “the goal of the MRSSA Racing Series is to put the fun back into competitive racing, keeping it simple with minimal rules, whilst still racing in a safe environment. The motorcycle-only racing series is founded on the idea of catering for every kind of racer in an affordable manner. In this sense, the Series welcomes all riders, no matter their age, skill level, type of motorcycle or preference of tyres.
Photo credit: Beam Productions SA
“Furthermore, riders do not have to sign up to a club or association to race in the series. All that is required to enter the Series is an active medical aid that covers racing, or MSA insurance cover.”
This sounds like the shot in the arm that motorcycle racing in SA so badly needs and you just know a lot of hard work has gone on behind the scenes to make it happen, so the least we can do is support it and get to the tracks for each race weekend. Yes, in years past, that has been a relatively unrewarding activity but, having witnessed some of last year’s Ultimate Superbike Shootout racing, the series that was born out of the ashes of the SA National Superbike Championship, a day at the races is now a really good day out, with plenty of close and, just as important, fun racing. Good crowds at each round would be the icing on the cake.
Photo credit: Bjorn Moreira / ZA Bikers
The first round of the MRSSA Powered By Pirelli will take place at Red Star Raceway near Delmas on the 11th and 12th of March. The following classes will be racing on the day:
Open Superbikes (Streetbike, Novice, Brunch Run level racing)
BOTTS\V4 (The best looking, sounding, and most exotic bikes – V-Twin and V4’s do battle)
Masters (Riders above 45 years old do battle)
Sub 500 (Machines 500cc and below)
Classics (Blasts from the Past)
Photo credit: Beam Productions SA
In short, it doesn’t matter what type or age of bike you race, there is something for you. And it’s going to be affordable, as promised: R2500 is the entry fee and that covers Friday official practice (4 sessions) and the Saturday race day (qualifying and 2 races).
One big difference is that there is no requirement for an MSA racing license. Competitors only need a valid medical aid, which they must make sure covers extreme sports. For competitors without medical aid, MSA medical cover is available.
Photo credit: Beam Productions SA
The paddock is sure to be a fascinating place to wander around and the facilities at Red Star have been upgraded by the new owners to ensure a good day out for the whole family. With good racing on the track and good fun in the paddock, this is the beginning of something great in motorcycle racing in South Africa.
For more information about the series and to complete your entry form for Race 1 at Red Star, head here: www.motorcycleracingseriessa.org
Trademore Group MSA South African National Cross-Country Motorcycle Champion Bradley Cox bided his time aboard his Brother Leader Tread KTM early on, before overcoming OR2 winner, factory Husqvarna man Brett Swanepoel’s late charge to win an epic Pepson Plastics 200 at Legends outside Pretoria on Saturday. OR3 winner Matthew Wilson’s Brother Leader Tread KTM was third in a dramatic season opener that saw action throughout.
OR2 man Scott Heygate was fourth on a good day for the Brother Leader Tread KTM team, ahead of Michael Pentecost’s OR1 Franchise Co. CIT Kawasaki. Sleepover CIT Torkcraft Honda duo, OR1 rider Gareth and OR3 lad Haydn Cole were next home Senior winner Kenny Gilbert Pepson Plastics Scottish Cables Motul Kawasaki, Ryan Pelser’s OR3 KTM and Jaycee Nienaber Spherical Holeshot OR1 Husqvarna in tenth
Photo credit: GXCC
Kobus Jonck took the Masters win on his KTM and KTM Durban lad Ross Ramseyer grabbed High School honours. Junior action saw Brandon Clarke take 85 cc honours on his Spherical Holeshot Clarke Husqvarna, while Jake Pretorius did the double for Pepson Plastics Scottish Cables Motul Kawasaki as he took the 65cc Interprovincial win.
The action started with Cox leading Davin Cocker’s OR3 factory Husqvarna, Pentecost, Wilson OR3 KTM, Pelser, OR2 man Kerim Fitz-Gerald’s Red Bull KTM and Gilbert in the time trial. Swanepoel had a less than ideal start in tenth. Cocker then moved into an early lead from Cox as racing proper started on a tough and dusty 45 km route interspersed with sticky muddy sections and rocky outcrops too.
Photo credit: www.zcmc.co.za
Cocker led through to end the second lap, by when he’d opened up a 48 second lead on Cox, with Wilson, Pentecost, Heygate and a recovering Swanepoel in pursuit. But Cocker got stuck in the mud for a quarter hour and then hit another issue to plummet down the order to leave Cox leading Swanepoel, Wilson and Pentecost. Swanepoel then delivered a sizzling final lap to close down on Cox, but that was not enough and his time trial deficit was also too much to overcome.
So Bradley Cox took the day from a storming Brett Swanepoel, Matthew Wilson and Scott Heygate, who pipped Mike Pentecost on the final lap. In the classes, Cox took 450cc OR1 from Pentecost, Gareth Cole, Nienaber and Kawasaki duo, Pepson man Wade Den and Franchise Co. rider Tyron Beverley. Swanepoel took 350cc OR2 from Heygate, Erik Merry’s RAD KTM, Kerim Fitz-Gerald on a Red Bull KTM, Juan Niebuhr’s Rhubein KTM and Dylan Cox’s RBS Yamaha.
Photo credit: www.zcmc.co.za
Wilson came out on top of a competitive 250cc OR3 battle from Haydn Cole, Ryan Pelser’s KTM, Pepson Kawasaki duo Kyle McKenzie and Taki Bogiages and Peter Karam’s Honda. Kenny Gilbert dominated Seniors from Wade Blaauw’ Sleepover CIT Honda, Marco Cocci on a Shimwells Yamaha, Wyatt Avis’ Pepson Kawasaki, Kyle Potgieter’s Fast KTM and Ockert Swart’s Cow Husqvarna. Kobus Jonck’s KTM surprised to beat Husqvarna duo Greg Nairn and Wayne Farmer to win Masters.
Ross Ramseyer dominated 125 cc High School for KTM Durban, from Cobus Bester’s Spherical Holeshot and Wian Wentzel’s Franchise Co. Husqvarnas, Daniel Peckham’s NWE Sherco, Rory Donaldson’s KTM and Joss Alexander’s Husqvarna. Brandon Clarke took the 85 win from Bruno Niebuhr’s Rhubein KTM and Murray Smith’s KTM. And Jake Pretorius beat Matthew Meyer’s Gas Gas and Mackenzie Bam’s KTM in the Interprovincial 65 race.
Photo credit: www.zcmc.co.za
The Trademore Group MSA South African National Cross-Country Motorcycle Championship heads to KwaZulu Natal for KZN racing’s second round Saturday 26 March.
Brother Leader Tread KTM are gearing up for the start of the 2022 National Cross Country and Enduro Championship. The first race of the season takes Cross Country riders to Legends MX this weekend – a working farm in Gauteng with maze, cattle and indigenous wildlife.
Leading the charge for national titles is the multi-disciplined star, Bradley Cox. The rider took top honours last season when he snatched up the overall National Cross Country Championship and National Enduro E1 Championship. As a nine-time National Champion, the rider mentions feeling particularly excited to chase his 10th title this year.
Photo credit: www.zcmc.co.za
“I’m stepping into the season with the number one plates – this is the first time in my career I’ve been able to do this. It’s a new pressure for me, but having the same goals and mindset as last year will help me defend my titles. I’m so excited to try get into the double digits of South African titles,” said Cox.
Adding to the rider’s sense of confidence this season is his recent success at the 2022 Dakar Rally. Not only did he finish what is deemed as one of the toughest races in the world, but was the third-fastest Rookie and placed 25th in the Overall General Classification. With a wealth of experience, Cox will represent the orange team in the prestigious OR1 Cross Country Class and E1 Enduro Class this season.
Photo credit: www.zcmc.co.za
“The experience I gained at the Dakar was invaluable and I’ll definitely apply the things I learnt there to my racing locally. The OR1 Class is the premier class, so I stepped up to KTM 450 XC-F to represent my team. Last season was my stepping year to the KTM 450 XC-F and I’m so excited to finally be on this machine. In Enduro I’ll be racing the KTM 250 EXC-F, so to be on a 4-stroke in both disciplines will give me a good sense of consistency.”
In the highly competitive field of Cross Country riders, Brother Leader Tread KTM will unleash the flying Zambian, Scott Heygate this season. The rider will represent the orange squad in the OR2 Class aboard a KTM 350 XC-F.
Photo credit: www.zcmc.co.za
The 20-year-old lives on a farm on the outskirts of a small town in Zambia called Chingola and practically grew up on a 50cc that his grandfather bought him at five years old. Heygate has since gone on to win the Zambian Motocross Championship the last five years in a row and in 2021 finished second in the South African National Cross Country Championship in the OR3 class.
Photo credit: www.zcmc.co.za
Joining Heygate in the fight for OR2 glory is Kerim Fitz-Gerald, who will be riding for Red Bull KTM. After an incredibly successful motocross career, the multiple national champion has taken up the challenge of Cross Country racing. With years of experience to fall back on, the rider has plenty of grit to go with his raw talent and will be a favourite for the title this season.
Photo credit: www.zcmc.co.za
The team will also be adding young gun Matthew Wilson to their cross country roster, who will competing in the OR3 Class this season. The 17-year-old has been winning championships since the age of nine with multiple Gauteng Regional and National Championships under his belt.
Photo credit: www.zcmc.co.za
Wilson first stepped onto a bike at the age of three and by age eight was already going bar to bar with his rivals on a 65cc. The rider does most of his riding at Rhino Park and is also dedicated to putting in the work off the bike with a rigorous gym schedule.
In a massive scoop for the Enduro Brother Leader Tread KTM team last season, Blake Gutzeit stepped onto a KTM 300 XC-W TPI from November 2021. He 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. Gutzeit’s first memory on a motorbike is at the age of three, but his racing career only actually started from about the age of 14.
The rider is a former Junior World Champion in SuperEnduro and currently lies fifth 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.
Photo credit: www.zcmc.co.za
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.
Photo credit: www.zcmc.co.za
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. Stevens has an impressive work ethic and he stands by the ethos that his father has put in place for him: “Any goal is 100% doable if I have a plan, put in the work, surround myself with good people, and have a never-say-die attitude,” he said.
The National Cross Country Championship kicks off at Legends MX on Saturday, 26 February. Husqvarna Racing’s star-studded line-up consists of Brett Swanepoel and Davin Cocker, two young athletes bristling with all the talent needed to bring home their respective championship titles this season.
As a multi-disciplined star, Swanepoel will be spearheading the hunt for glory in the National Enduro, National Extreme Enduro and National Cross Country Championship. The team has revealed an exciting change for the new season as the rider returns to his trusty Husqvarna FX 350 in the Cross Country OR2 Championship.
Photo credit: www.zcmc.co.za
Swanepoel has also set his sights on winning both the National Enduro and National Extreme Enduro Championship on his Husqvarna TE 300i, where he will be taking on a highly competitive field of riders in the E2 Class.
We catch up with the rider ahead as his first race of the season approaches:
Photo credit: www.zcmc.co.za
You’re stepping into the season as the reigning overall Enduro Champion. What are the greatest lessons from last season you think will help you defend that title in 2022?
Something that last season taught me is that it’s not over until the very end. I started off the season with food poisoning and it actually looked like the championship was over for me. I went on to win every round after that and the last race of the season counted for double points, so I managed to take the overall victory by a few points! I realized that every race counts and it’s not just about how you start, but also how you finish.
Photo credit: www.zcmc.co.za
As a multi-disciplined star, you’ll also be racing in the OR2 Cross Country Class. Why the change of class this season?
The Husqvarna FX 350 is just the best all-rounder bike that I’ve experienced and the one that really stands out when I look at my racing career so far. It’s so versatile and its top end speed is incredible – I get so excited at the thought of racing it. So when the opportunity came to move back to the OR2 Class, I went for it!
What has your pre-season training involved? Is there anything new about your training this season that could possibly give you that extra edge?
This off season I actually adopted a ‘less is more’ approach. I often get caught up in training too much and pushing my body into the ground. I’m still training really hard and enjoying a lot of time on the bike, but also giving my body enough time to recover before a race.
Photo credit: www.zcmc.co.za
What are your goals with the Husqvarna Racing team?
I really want to get the number one Cross Country plate back. I missed out on that last year. The main goal is to win all three championships this season – The National Enduro, Extreme and Cross Country Championship. The Roof of Africa is also a big goal for the end of year – I want to give that a proper push and finish right up top.
Photo credit: www.zcmc.co.za
I would also like to do some overseas races. I really believe that will help me up my game locally. When you race against the best in the world, you have no choice but to level it up.
It was a riveting start to the 2022 National Motocross Championship for Red Bull KTM. The first round of the season took riders to Cape Town’s Zone 7 track on Saturday, where the orange team blazed their way to three overall victories.
Star rider Tristan Purdon was untouchable in the MX1 Class and in a perfect winning streak took back-to-back victories to defend the red plate. Purdon mentions feeling most confident on the ‘whoop section’ of the track – a section of evenly spaced bumps that the rider cashed in on, affecting most of his overtaking manoeuvres in this sector.
Photo credit: Sage Lee Voges / www.zcmc.co.za
Purdon set off with a blistering pace to secure yet another heat win in the first moto of the MX2 Class. An unfortunate crash in the second moto, however, narrowly kept him from securing the victory overall. He commented: “I feel confident when it comes to whoops, so I used that section of the track to make most of my passes. I’m really happy to have taken the MX1 win! Unfortunately, I ran out of time to make up enough ground in MX2. I had a bad start and fell at one point, which is something I’ll work on before the next round.”
The MX2 victory was snatched up by fellow Red Bull KTM rider Cameron Durow. Having only narrowly missed out on winning the championship last year, the young gun has entered the new season swinging.
Photo credit: Sage Lee Voges / www.zcmc.co.za
Undeterred by a third-place finish in the first moto, Durow lined up for the final heat with more determination to win than ever. He said: “I had a much better start than in the first moto and pushed to get up front early into the race. I worked hard to take the lead and created a decent gap with five minutes to go. I’m super excited to take the red plate going into the next round!”
It was a more demanding day in the saddle for Durow in the MX1 Class. He was off to a slow start by his own high standards but managed to charge through the pack to make his way back up to second. In the final moto Durow had a technical issue that kept him from pushing the pace up front, but after doing some damage control secured fourth place to finish in third overall.
Photo credit: Sage Lee Voges / www.zcmc.co.za
It was a big day for the team’s rising star Jonathan Mlimi, who made his MX2 debut after a highly successful season in the High School Class. While the rider admits that he felt nervous to line up with the competitive class, he also felt more ready than ever to step up to a new challenge.
“After spending time getting used to the KTM 250 SX-F, I felt comfortable enough on the bike to ease my nerves. The first heat went well – I never stopped pushing until the end and managed to finish in fifth, which is something I was really proud of,” said Mlimi.
Photo credit: Sage Lee Voges / www.zcmc.co.za
The rider was off to a blistering start in the second moto and found himself battling it out for a podium spot. While he only narrowly missed a third-place finish in the final moto, to push the pace with the front runners in his new class was a massive confidence boost.
“To battle it out with the ‘big boys’ was such a cool experience. It made me realize that I have what it takes to fight for the championship. I know I’m a rookie, but that doesn’t mean anything. I will push to win because I train to win,” said Mlimi.
Photo credit: Sage Lee Voges / www.zcmc.co.za
Making his Red Bull KTM debut in the High School class was Luke Grundy. It was an incredible first moto for the rider who stormed to take the holeshot and lead for most of the race. The crowd held its breath when he was overtaken and later crashed, but Grundy managed to get back up in time to regain his lead and take the moto win.
After yet another holeshot in the second moto, Grundy had an unfortunate collision that damaged his KTM 125 SX. The rider was forced to ride the rest of the heat in third gear and finished in 10th overall for the day.
Photo credit: Sage Lee Voges / www.zcmc.co.za
A cherry on the top of a memorable day for the orange squad was a victory from South Africa’s rising motocross star Trey Cox. It was the first time that the rider took the overall win in the Pro Mini Class, something he describes as a massive confidence boost for the season ahead.
Despite a slow start in the first moto, Cox pushed his way from eighth to second place. After a much better start in the second moto, he made his attack to take the lead and didn’t look back. He commented, “I’ve been waiting to win the overall for so long, so it was really cool to get that out the way at the first race of the season. I feel so ready for the next round to come! This weekend is a race that I will never forget,” said Cox.
Innovation in motorcycling tends to come in small steps. It is only when we look back that we see all the small steps add up to a significant shift in engineering or technology. It’s a bit like your children growing up: seeing them every day, you don’t notice the changes but look back at pictures from a year or two ago and you had almost forgotten that they were like that.
Then there is innovation at manufacturer level and that is much rarer. It happened at Ducati when they launched the Multistrada: it will happen this year (or next) when Triumph launches its MX and Enduro bikes. It is fantastic when a manufacturer takes a sharp left turn into a new field: it signals a willingness to challenge the status quo and a management that is not afraid to take risks.
Photo credit: Bjorn Moreira / ZA Bikers
And that brings us neatly to the Harley-Davidson Pan America. Where the hell did that come from? The world’s most tradition-bound manufacturer taking not just a left turn but ripping up the entire map and starting all over again.
There is a precedent for this within Harley Davidson, of course: remember the Livewire, where Harley beat every other manufacturer to market with a production electric bike? There are some seriously brave thinkers in Milwaukee.
Photo credit: Harley-Davidson
Then they hit us with the Pan America adventure bike. Again, where the hell did that come from? But come it has and its stirred emotions that I didn’t think I’d feel again looking at a Harley. Even without swinging a leg over the Pan America, I love it and I love Harley Davidson for doing it, and there’s three reasons why.
Firstly, I love Harley-Davidson for having the balls to even consider building an adventure bike in the first place: a bike that is so completely out of the company’s comfort zone, I’d be surprised if they could find their way back. In fact, I’ll be disappointed if they find their way back: they really should carry on along the road less travelled.
Photo credit: Bjorn Moreira / ZA Bikers
Secondly, I love the fact that, right out of the box, they have got it so right, and that’s not me talking but the vast majority of the world’s press and anyone else who has ridden it. This isn’t some half-arsed attempt at being current and relevant: this is a carefully thought out, properly executed and genuinely good product that can hold its head up straight away against the best in the world.
Thirdly, I love the fact that there is not one piece on the whole bike that is in any way identifiable as Harley-Davidson: it’s the least Harley Harley ever, if you get my drift. There’s no bling, no gratuitous chrome. Hell, there’s hardly any H-D branding! If you didn’t know it was a Harley, you would have a hard time identifying it as a Harley.
Photo credit: Bjorn Moreira / ZA Bikers
Fourthly (I know, I said three…) I love the way it looks. OK, it might be the love a mother has for her ugly baby but at least H-D has dared to do something a little different and, honestly, it looks better in the flesh than in photographs. The test bike was all black which only adds to the non-Harley-ness of the Pan Am (as we in the know like to call it…) but I also like the orange tank/off-white nose piece colour scheme. New for 2022 is a version with the petrol tank in blue as well as a version in various shades of grey.
Photo source: Harley-Davidson
In line with every other adventure bike, it’s not small. With a wheelbase of 1580mm, it is 66mm longer than a BMW R 1250 GS and 43mm longer than a KTM 1290 Super Adventure: neither dimension is enough to make much difference but the Harley does look long.
Photo credit: Bjorn Moreira / ZA Bikers
The handlebars have a much higher rise than on either of the other two and, when sitting on the bike, you do feel a bit further away from the front, with a long petrol tank between you and the headstock. But it never feels unnatural and, with the seat on its lowest setting, you feel as if you are sitting in the bike and not on it.
Photo credit: Bjorn Moreira / ZA Bikers
Ahh, seat height: now there’s a thing. Not only have Harley entered a completely alien field, but they have also brought a new idea to the table. To be quite frank, it is an idea that the established adventure bikes should feel ashamed for not thinking of themselves. Not only is it simple, but it is utterly logical, especially given the increasing sophistication of electronic suspensions systems.
Of course, you all know about this already but, on the Pan America S models, the suspension lowers itself by 5cm when the bike comes to a stop, enabling riders who are deficient in the leg inseam to get their feet on the ground. Why has no-one else thought of that? It’s genius. It’s also a bit disconcerting the first time you feel the bike sinking beneath you when you come to a stop but you soon get used to it.
Photo credit: Bjorn Moreira / ZA Bikers
OK, the height doesn’t bother me, having the leg length of a giraffe, but it makes so much sense for people who might not. Yes, I know that there are suspension lowering kits available for most adventure bikes but that then compromises the ground clearance. To enable your electronic suspension to lower itself when it matters, i.e. at rest, is so simple a solution maybe other manufacturers missed it in the race for ever greater sophistication.
At first glance, the ‘cockpit’ is a bewildering place to sit. A total of 26 buttons adorn the left and right handlebar clusters and, like any new vehicle, take a bit of time to get used to. The problem of unfamiliarity due to lack of time spent with a new bike should not be allowed to influence our impression of what turns out to be a perfectly usable set-up once learned.
Photo credit: Bjorn Moreira / ZA Bikers
The colour TFT dash is rather busy with information but there is an option for a second, less crowded display that can be accessed via the menu. Just as with the handlebar buttons, all it takes is a few kilometres to familiarise yourself with the display and know where to look at a glance to find the information you require.
The screen is adjustable manually but it has to be one of the most awkward mechanisms I have come across when on the move. Quite simply, it’s just not safe to try and adjust it while riding, needing an awkward movement of the wrist from your seating position. To be fair, this shouldn’t be a deal-breaker: some riders set the screen once and never touch it again while others will lower it for town riding and raise it for the open road. In the case of the latter, you just have to stop and adjust it which, let’s face it, isn’t that much of a problem. After all, it’s not that long ago that screens weren’t adjustable so when did we get so particular?
Photo credit: Bjorn Moreira / ZA Bikers
So far, so good. H-D engineers and designers have done their homework well and ticked the right boxes. But all that work would be in vain if it doesn’t deliver where it really matters.
Don’t worry: it does.
Right now, let’s forget all this nonsense about whether it’s as good – or not as good – as the KTM, BMW, Triumph, Suzuki, Yamaha, whatever adventure bike you care to mention. To be frank, it doesn’t matter. What does matter is whether the Pan America is a good bike in its own right.
Photo credit: Bjorn Moreira / ZA Bikers
It is.
Part of the enjoyment comes from the surprise that it is so good: it’s a great feeling. A huge part of me wanted the Pan America to be good and the relief that it is and that all the haters don’t have a leg to stand on is massively satisfying.
The engine is strong and smooth and loves to rev. The seat is comfortable and the rider triangle is just about perfect (for me, that is, but there’s nothing to suggest it won’t fit other shapes and sizes of rider). The chassis feels agile and confidence-inspiring and the suspension is perfectly dialled in. You really get the feeling that a whole day in this saddle wouldn’t be a problem and that the bike is good enough to make that whole day entertaining.
Photo credit: Bjorn Moreira / ZA Bikers
Right here I have to admit that, in the time I had with the bike, I wasn’t able to complete any serious off-road riding but may I excuse myself on the grounds that many owners will restrict their riding to the blacktop and never get the wheels dirty. Perhaps that is less likely in South Africa than in other countries but it is a reality for this type of bike just as it is for nearly every Range Rover that is sold.
Adventure bikes have quickly become the Swiss Army Knife of motorcycles, able to do everything well and smashing long distances in a day on the open road is one of its strengths. If we are to believe the reports from other publications, the Pan America’s off-road performance, when compared to its rivals, is nothing to be ashamed of: in one comparison with the BMW R 1250 GS, both bikes emerged virtually equal in the final assessment, each beating the other marginally in different areas and that’s a seriously impressive performance for a newcomer from a manufacturer who, a few years before, had never even attempted to spell ‘adventure’, let alone build a bike around the word.
Photo credit: Bjorn Moreira / ZA Bikers
Harley are in the enviable position of not having to care if the Pan Am is as good as any of its rivals. Harley Davidson is as American as apple pie and Americans are loyal to the point of fanaticism. All Harley has to do is “build it and they will come,” to paraphrase Waynes World 2. That doesn’t forgive them cynically building any old shit, confident that it will sell but, thankfully, the engineers have a lot of pride and the company realises that they have to succeed in the wider world and not just in America.
So they have built a very good motorcycle that will sell in the wider world but, just as importantly, it will sell like hot cakes in the U.S… It already is doing just that, helping H-D to a huge hike in revenue and market share in the fourth quarter of 2021. Job done.
Photo credit: Bjorn Moreira / ZA Bikers
We’ve already seen the Sportster S as a second arrow in the company’s brand new quiver and the arrival of these two bikes merely whets one’s appetite for what’s next. Perhaps the Bronx streetfighter concept will see the light of day? We can only dream.
There is a fifth reason I love this bike and it came to me as I was riding it or, more accurately, parking it: it’s a petty little thing but gave me silly pleasure each time it happened.
Photo credit: Bjorn Moreira / ZA Bikers
Invariably, people would be drawn to the bike and it was only a matter of seconds before the inevitable question, “what is it?” The look on their faces when they were told it was a Harley-Davidson was priceless and it was a genuine pleasure to stand and talk about the bike and its features. A Harley has always been a crowd-puller and it is great for the Pan Am to carry on the tradition but for completely different reasons.
The argument about which adventure bike is better is a pointless one: they’ll all do what they are designed to do and the differences are measured only in fractions of degrees. What really matters is how you connect with your choice and your choice is largely dictated by how you connect with it.
Photo credit: Bjorn Moreira / ZA Bikers
When asked, I would always pledge allegiance to one particular brand of adventure bike, possibly because I had spent more time on that brand than any other. Now, that allegiance has been sorely tested and I’m not sure that the Harley-Davidson Pan America hasn’t shot to the top of my wish list.
Harley-Davidson’s Pan America 1250 Special
For more information on the bike that we tested in this article, click on the link below…
Triumph wowed us with their updated Speed Triple 1200 RS last year—a sharper, lighter and more powerful version of their iconic streetfighter. Then someone at Hinkley had the bright idea to slap a fairing and clip-ons on it, up the spec even more and call it the Speed Triple 1200 RR. Bless them, because this is the bonkers triple-cylinder sportbike-slash-café-racer we didn’t know we wanted.
Let’s settle one thing straight out the gate: the Speed Triple 1200 RR is gorgeous. The naked RS is already quite a looker, and they’re mostly the same bike. But the RR ups the ante with classic lines, sleek finishes and a nose-down riding position.
Photo credit: Wes Reyneke / ZA Bikers
Gone are the controversial bug-eyed headlights, ditched in favour of a slick bikini fairing cupping a single round light. Some have drawn comparisons to the fairing on the MV Agusta Superveloce, but you really need to squint to see it. Remarkably, the fairing’s the only major change to the Speed Triple’s bodywork—but combined with the new controls, classic liveries and upgraded trim, it makes a big difference.
The Speed Triple 1200 RR comes in either white or red, with a black section that cuts across the bottom part of the tank and fairing. Traced by a subtle pin-stripe (gold on the white bike, grey on the red), it emphasises the RR’s aggressive stance.
Photo credit: Wes Reyneke / ZA Bikers
It’s dressed in swathes of carbon fibre too—on the tank trim, front fender and fairing stays. It not only adds to the RR’s overall lust-worthiness, but it helps keep the weight down too. Despite the extra bits, the RR weighs a mere kilo more than the RS, clocking in at 199 kg wet.
The RR also has the same TFT display as the RS, recessed deep into the fairing. But the controls are completely different; the RR wears clip-ons instead of regular bars, and its foot controls are further back and up. So although both bikes share the same seat, sitting on them couldn’t feel more different.
Photo credit: Devin Paisley
And that’s the remarkable thing about the Speed Triple RR—on the surface, it’s really just a dressed up Speed Triple RS, right down to the identical cast aluminium chassis and 1,160 cc triple-cylinder motor. But in reality, they are two very different motorcycles.
Like the RS, the RR makes 177.5 hp at 10,750 rpm and 125 Nm at 9,000 rpm. More importantly, it sounds and feels great, with smooth and responsive power delivery all through the rev range. And thanks to a slip-and-assist clutch, faultless gearing and quick-shifter, it’s a pleasure to ride.
Photo credit: Wes Reyneke / ZA Bikers
But while the RS is a versatile roadster, the RR has an extremely narrow focus. It hates plodding from robot to robot and groans at the sight of traffic (or rather, your wrists and back do). In order to truly bring it to life, you need clear tarmac with plenty of turns.
Get it up to highway speeds and it’s eerily comfortable—to the point that you feel like you’re floating. And although the windshield is small, it directs air well when you’re tucked in.
Photo credit: Devin Paisley
But where the Speed Triple RR undoubtedly shines most is in corners. It turns intuitively, and holds a line with scalpel-like precision, and a big part of that is down to the Triumph’s semi-active electronically adjustable Öhlins suspension. Through the use of some dark electronic magic, it responds to the road surface and your riding style… then adjusts itself accordingly.
Photo credit: Wes Reyneke / ZA Bikers
You can deep dive into the bike’s menus to adjust everything from the overall stiffness, to how the system behaves under braking or acceleration. But I left it alone—partly because it behaved so damn well out the box. With the exception of some front end dive during snatchy brake tests (which I probably could have tuned out), the RR felt engaged and planted no matter what I threw at it.
The Speed Triple’s Brembo brakes are both strong and sensitive, and the OEM Pirelli Supercorsa SP V3 are grippy as heck. The triple-cylinder motor’s grunty yet usable nature makes also it easy to fire it in and out of corners. Whether your riding style relies on engine braking, trail braking or a combination of both, the Speed Triple complies.
Photo credit: Devin Paisley
It’s bundled with a full complement of electronic rider aids too, including multiple customisable rider modes. ‘Sport’ mode gave me plenty of power and character to tackle Cape Town’s inimitable Clarence Drive at a reasonable pace. I flipped it into “Track” mode for the sake of science, where it felt a little more skittish—but not unwieldy.
Just like the suspension, you can fine-tune everything from the power delivery to front-wheel lift in the various modes. But I didn’t fiddle too much, because I couldn’t quite get along with the RR’s TFT display. It’s a good looking design that works well enough as a speedo and tacho—but even tasks like changing rider modes feel unnecessarily overwhelming.
Photo credit: Devin Paisley
It’s something you’d probably eventually get used to, but off the cuff, there’s just too much info crammed into too small a space at one time. But that’s about the only gripe I have with the Speed Triple’s overall package. (That, and the fact that its mirrors are only really good for looking at your own elbows.)
I didn’t take the Speed Triple RR to the track, but I’d imagine it’d slay there—and bend necks in the process. There’s an air of exotica around the RR; a triple-cylinder sportbike with classic lines, tasteful finishes, top-shelf components and carbon fibre in all the right places.
Photo credit: Wes Reyneke / ZA Bikers
It’s easy to prep for track use too, since most of the parts you’d need to remove can bolt off in minutes. And you get both a tail cowl and pillion pad in the box, so that you can swap them out at will. (You’d need to fork out extra for a special bracket to hold the exhaust if you want to ditch the passenger pegs though).
All that goodness does come at a premium: the Speed Triple 1200 RR costs R315,000, which is R46,000 more than its sibling. But that’s not unreasonable as far as high-end European machines go. Price-wise, it wedges itself nicely between the Ducati Panigale V2 and V4.
Photo credit: Wes Reyneke / ZA Bikers
Would I pick the Speed Triple 1200 RR as a daily runner? Nope—the RS has that covered, and costs less. But as a nimble plaything that goes like stink, but also looks great parked outside your local café, there are few bikes that can compete with it.
Ten years have passed since KTM ended production of their legendary 950 and 990 adventure bikes – and yet these motorcycles still have a cult following worldwide. Riders of these iconic bikes can now celebrate and share their passion for adventure riding by joining the Motul Tour of Legends Series 2022.
This cross-country ride is designed to bring together fans of the KTM 950 and 990 – and give them the perfect excuse to ride some of the best roads, gravel, and cattle tracks that South Africa has to offer.
On Friday, 18 March 2022, riders will embark from four different departure points to arrive at the Battlefields Country Lodge and Sports Resort near Dundee in KZN on Friday afternoon – and that’s when the true adventure riding will begin.
Photo credit: SADAC Travel
This year’s Motul Tour of Legends will give KTM riders the chance to enjoy riding the district roads and rural areas of KZN, with a particular highlight being the ‘Old Trainline Road’ over the legendary Van Reenen’s Pass.
The weekend will include social events and fun competitions which will see riders stand the chance to win prizes for the oldest bike, bike with the highest mileage, furthest-travelled bike and most original KTM 950 or 990 adventure bike. The Motul Tour of Legends will be a celebration of all things 950 and 990 and an opportunity to get to know fellow die-hard fans of these incredible machines as riders relive a bygone era of adventure riding.
Photo credit: SADAC Travel
Accommodation, meals and full GPS tracks are included in the entry cost, and a support vehicle will accompany each group of riders. The four start departure points include Hillcrest in KZN, Nelspruit in Mpumalanga, Modderfontein in Gauteng and Bloemfontein in the Free State.
“This is an event for true KTM 950 and 990 fanatics,” confirmed event organiser Treffon Smith. “If you love the distinct sound of the V-Twin KTM LC 8 engines, just imagine the thrill of hearing dozens of them roaring in unison as you ride with fellow enthusiasts through some of KZN’s best scenery. There are still a handful of places left, so I would urge anyone who wants to join us to register now on our website,” he added.
“Motul is excited to support the Tour of Legends 2022 and contribute to a unique event, celebrating an iconic adventure bike era, that we know will be a highlight this year for KTM fans,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa and the Indian Ocean Islands. “The fact that so many of these 950 and 990 bikes are still being used for adventure riding today is a testament to their durability and the importance for the right maintenance and care,” she added.
Photo credit: SADAC Travel
Full event details and the entry form can be found at Motul Tour of Legends – SADAC Travel and confirmed entrants will receive a welcome letter giving exact details of the starting points, as well as the GPS tracks for their particular route to Battlefields Lodge.
The highly anticipated National Motocross Championship kicks off for Husqvarna Racing in Cape Town tomorrow. Representing the prestigious team is South Africa’s rising motocross star Neil van der Vyver. The rider lines up as a favourite for the Pro Mini title after a nail-biting three-way battle last season that came right down to the wire, proving that he has plenty of grit to go with his raw talent.
On his trusty Husqvarna TC 85, the young gun will be expecting nothing less than to add the Pro Mini title to his already long list of accolades. We catch up with Van der Vyver ahead of the event…
Photo credit: www.zcmc.co.za
The first round of the season gives you the home ground advantage. What are your thoughts about this event?
I’m so excited to have a home race! This is the first national here in two years. I know the track so well – I’ve been riding here since I was 5 years old. There’s nothing as exciting as having a race in your backyard. I can’t wait to show everybody the hard work I’ve been putting in over the off season.
You came so close to snatching a national title last year. What are the greatest lessons from last season that could help you get your hands on those titles in 2022?
I did come so close, but there were little, silly mistakes throughout the season that cost me the championship. I plan on minimizing those this time and learning from the little errors that held me back. I want to win that title this season and the fight starts tomorrow!
Photo credit: www.zcmc.co.za
Tell us about your weapon of choice this season. Why could your Husqvarna TC 85 be the winning 2022 machine?
It’s the best bike out there, and it’s matched by the great mechanics that support me. I really love the suspension setup – this machine literally gives me everything I need to deliver the best possible results.
Give us some insight into the kind of training you’ve been doing leading to the start of this season. Is there anything new you’ve been working on?
I have a training programme that I follow. I’ve been spending a lot of time riding lately – there’s no better feeling knowing that you’re coming into the first round fully prepared. Something I’ve placed extra focus on this off season is also my fitness – I believe it’s something that will give me that extra edge this season.
Photo credit: www.zcmc.co.za
What are your short term goals with the Husqvarna Racing team?
It’s as simple as winning as many races and championships as I can. The team has had my back since day one and the best way that I can give back to them is by winning titles.
What are your bigger, long term goals as a motocross rider?
My longer-term goal is to race overseas someday and have a career as a professional motocross racer. I try not to think too far ahead for now, and rather place all my focus on doing the best I can with the opportunity I’ve been given to race locally with Husqvarna Racing.
It doesn’t take much to get me onto a motorcycle. There’s nothing I’d rather be doing than riding with open sky around me—the wind blowing through my pores and the occasional bug hitting my visor. So when Harley-Davidson Gold Rand invited me to join them on a H.O.G. (Harley Owners Group) ride, to a small town situated in the foothills of the Maluti Mountains called Clarens, my schedule was suddenly as clear as the blue sky.
Three days, several hundred Kays, good music, tasty food and the acoustic background noise coming from multiple V-Twins—life doesn’t get much better.
Photo credit: Bjorn Moreira / ZA Bikers
In typical H-D Gold Rand fashion, the team had demo bikes, support vehicles, sales staff, technicians and a very impressive setup, all on wheels ready to head down to Clarens alongside a tightly-knit band of riders. The Clarens ride used to be an annual road trip for the Gold Rand team before Covid struck, so excitement was in the air, with everyone ready to revisit old memories.
We kitted up, warmed up our machines and rolled out of the Gold Rand driveway and onto the N3 just after the clock struck 9:00 on Friday. It might sound like a cliché, but there really isn’t anything quite like the feeling of riding on a wide-open road. It’s a sense of freedom like no other. I feel like I don’t have to grow up and worry about worldly things—just getting to my next fuel stop.
Photo credit: Bjorn Moreira / ZA Bikers
We quickly made our way to our lunch stop, just after Harrismith at the Engen Bergview One Stop. We sat down and recapped our mornings’ ride, talked all things braaap and enjoyed some good food at Wrap it Up Café, before powering into our last 100 km stint. Faheem was probably riding one of the coolest bikes of the group, with a silky smooth Milwaukee Eight motor powering his Fat Boy, followed by Trevor Dryden’s (technician) badass Breakout and Gareth Van Niekerk’s (sales) Heritage Classic.
Photo credit: Bjorn Moreira / ZA Bikers
Before we knew it we skipped some dodgy weather and were rolling into the town square of Clarens—the entrance of the 1903 Rally. Or, better yet, H.O.G Heaven. The weekend had begun and was filled with live bands, DJs, vendors, best bike comps, two beautiful outrides, and, in typical H-D fashion, two big parties.
Photo credit: Bjorn Moreira / ZA Bikers
Gold Rand had their own stand in the centre of the square with the latest apparel. They added demo rides to the event too, with the brand new Sportster S and Pan America on idle.
Photo credit: Bjorn Moreira / ZA Bikers
Day 2 saw Hogs from all over the country roar their way into the festival, but you could definitely see the legacy effects of the pandemic taking its toll on the turnout. We probably saw around 200 plus bikes coming and going at any given time of the day, but for the people that made an effort to show up, they had a blast. One thing is for sure, if you ride a Harley, you are a Harley nut to the core—representing the brand and its meaning in all aspects of your life.
Photo credit: Bjorn Moreira / ZA Bikers
I love Golden Gate Highlands National Park, so when I heard we were heading on an outride there, I instantly geared up and started the voyage. It’s almost like a go-kart track hidden in the mountains, giving us the chance to ride as close to nature as humanly possible. Seeing and hearing something like a Road Glide Limited riding in the mountains on a piece of tar that’s less than 2 meters wide is just so unreal—love it!
Photo credit: Bjorn Moreira / ZA Bikers
After the outride, we returned for some more festive partying and the people’s choice competition. This is where I started to realise that Harleys aren’t just motorcycles to these Hogs—they’re a total lifestyle. The amount of time, effort, cash and love these fanatics pour into their machines is just amazing. From chromed up machines to leather works of art, and even 23” wheel conversions, these are so much more than just bikes.
Photo credit: Bjorn Moreira / ZA Bikers
It was a successful weekend for the Gold Rand team—and for all of those that showed up. It’s about time that we all break out of our shells and get back to riding and chatting to fellow bikers again. Talking about breaking out of shells, before you could leave Clarens on Sunday morning, you had to do a lap around the square in your undies… LOL! If a shot of espresso doesn’t wake you up in the morning, try a semi-nude ride around Clarens at 5:00 a.m.
The team at Harley-Davidson Gold Rand just love what the brand represents and actively contribute to the brand’s ethos: freedom! A big shout out to the team for inviting me along and accommodating me on the ride. I look forward to the next trip!
This weekend marks the start of the 2022 National Motocross Championship. The first round of the series takes riders to the Western Cape’s Zone 7 – a track that gives Husqvarna Racing’s David Goosen and Neil van der Vyver the home ground advantage. Also joining the team this year is the talent-tacked Davin Cocker, who will make a welcomed return to motocross racing in the MX2 Class.
Goosen will spearhead the hunt for national titles in the MX1 and MX2 Championship this season. As he gears up to chase motocross glory on his Husqvarna FC 450 and FC 250, we catch up with the rider about his thoughts for the new season:
Photo credit: Sage Lee Voges / www.zcmc.co.za
You came so close to snatching national glory last year. What are the greatest lessons from last season that could help you get your hands on those titles in 2022?
The best way to describe last season is “steady”. There wasn’t that excitement that comes from knowing I was riding to my full potential. I was consistent and close to the championship, but I ended the season wanting to push for more. I’ve spent the offseason preparing myself to take things to the next level.
Photo credit: Sage Lee Voges / www.zcmc.co.za
Tell us about your weapons of choice this season.
The Husqvarna FC 250 and FC 450 is what we’ll be running with this season. I’m starting right where I left off with these bikes – I spent last season finding the perfect setup, so there’s no more fiddling anymore. That’s a great place to be in! I really do enjoy these motorcycles – they’re fast, nimble and handle well. I’m very excited to be on them again.
Photo credit: Sage Lee Voges / www.zcmc.co.za
Is there anything new you’ve been working on in the offseason that could possibly give you an extra edge?
The biggest thing is consistency in my training. Working full time makes it hard to train as much as I would like to, so I’ve found a way to start to take some time off during the week to ride now. That’s the first time in a few years that I’ve managed to do that and it’s going to be massive in my preparations. I’m also doing a lot of running recently to up my fitness, which has been an exciting addition to the programme.
Photo credit: Sage Lee Voges / www.zcmc.co.za
What are your short-term goals with the Husqvarna Racing team?
I think we all have the same short-term goals – to win. As one of the oldest riders in the paddock now, winning a premier championship would be a dream come true. I’ve had so many second places, so to end my career with another win would be incredible.
Photo credit: Sage Lee Voges / www.zcmc.co.za
What are your bigger, long-term goals as a motocross rider?
I feel like this is one of my strong points – I had a real good go at trying to make a career of racing overseas. I came back to South Africa, however, and realised that I wanted to focus on building a career that wasn’t just racing. I’ve managed to build up a business in the motorcycle trade that I really enjoy, but still get to live out my passion for racing at the same time. I’m so content knowing that once my racing career is over, I still get to succeed in my job. I love that racing gave me another career choice that I really enjoy.
Photo credit: Sage Lee Voges / www.zcmc.co.za
The first round of the season is coming up soon. What are your thoughts about this event?
As a Cape Town-based rider, I’m very excited to have the home ground advantage! I felt like I flew to Joburg a lot last season, so to have a race on here for a change is extremely exciting. With that being said, there are going to be a lot of good riders travelling here – so I know that the fact that it’s a familiar track won’t make the racing any less challenging.
What I’ve learnt as I’ve got to know Ducati supremo Jos Matthysen well, is that he does things one of two ways. Not at all or absolutely flat out. Flat out it was, as a sponsor supporting the Bike Fest SA event held over the past weekend in Colesberg. I rode my Suzuki V-Strom DL650 down to the Northern Cape to see how it all went down. Friday was sunny, hot and humid as I cruised through the Free State, where nothing is free and it’s in a hell of a state! Jokes aside, the countryside is looking spectacular after the copious amounts of rain that the country has been blessed with recently. Farm dams are full and the Free State is more of a grassland than I have ever seen it. The endless green vistas under a blue sky dotted with the odd candy floss cloud, made for sweet cruising.
Photo credit: Dave Cilliers / ZA Bikers
I rolled into Colesburg around 4 pm feeling somewhat parched. It was properly hot! The venue for the Bike Festival was a cordoned-off area in ‘Bo Dorp’, just below the old church which dominates the Colesberg landscape. I navigated by following the sound of music from the Festival. The Ducati presence at the Festival was immediately apparent with tear banners, numerous gazebos and the Ducati truck brightening up the site with a sea of Ducati red.
Photo credit: Dave Cilliers / ZA Bikers
Allied to this was 300+, the purveyors of amazing goodies like Rizoma and SC Projects, to name a couple, with which to pimp your ride, also well represented. Another exciting addition was that of the world-famous premier sunglass brand Carrera, who have strong international ties with Ducati, represented by their local boss man, Garth. Garth and his wife Tammy were getting their first taste of the SA bike scene.
Photo credit: Dave Cilliers / ZA Bikers
The organisers set up a large Bedouin-style tent for the live music stage, with tables and chairs and an avenue of local pubs and eateries incorporated into the Festival venue, with umbrellas covering straw bales as seats. Under a shaded area dominated by Ducati gazebos, the festival food stalls plied their trade. The Crusaders bike club, together with other patch wearers made up the majority of the attendees. As per usual, there was much catching up and general revelry on the go. The hot weather, no doubt contributed to the sale of cold ‘bevvies’.
Photo credit: Dave Cilliers / ZA Bikers
I chilled with the Ducati crew, sucking on a cold one, ogling the stunning array of beasts from Bologna on display and drooling over the 300+ bling. Surveying the crowd I marvelled at this biking common denominator that welds people from all walks of life together. Speaking of crowd, the attendance was down on what I think the organisers were hoping for. Covid, the fuel price and the general state of the economy possibly contributing factors, not to mention folks still reeling from an expensive festive season. Be that as it may, the peeps that made the effort were having a blast. The Ducati crew are a tight familia. Jos has built an enviable lifestyle around Ducati, with fierce loyalty exhibited by all those in any way connected to the brand. The sense of belonging is palpable and infectious.
Photo credit: Dave Cilliers / ZA Bikers
World of Motorcycles also had a Suzuki display, with a new Hayabusa and a pimped out 1050 V–Strom, together with some cool Suzuki merchandise. Across the way was a BMW stand, next to Trevor from Easy Rider, with his customised Harleys. Man, bikes are just so damn cool! We soaked up the atmosphere, enjoying the camaraderie that is so common to bikers. The music got louder, the sunset lower and the welcome cool of the evening enveloped us. Old friendships were rekindled and new ones formed. With Clint, from Clint and Co, rocking the crowd, I sipped on a last cold chap before easing along to my B+B, pleasantly weary and content.
Photo credit: Dave Cilliers / ZA Bikers
Saturday dawned with the promise of another molten day. I was up and at it early. I wanted to experience the crisp Karoo air before the sun really made its presence felt. I idled out of town on the road to Cape Town, then stopped for photos and to savour the vast stillness of our magnificent country. Cruising back to town I went to the Festival site to see the Ducati crew setting up shop for the day. Jos asked if I would like to ride the Scrambler Ducati Desert Sled….what a question. We kitted up and rode out of town heading north to Gariep dam. Jos was on a V4 Streetfighter, I was on the Sled, and a buddy Johan was on his new 950 Monster. The air was still crisp and fresh.
Photo credit: Dave Cilliers / ZA Bikers
The Streetfighter had a full system Akrapovič and the Monster, a black twin-pipe Termignoni slip-on. Listening to the Italian symphony was intoxicating, to say the least. I enjoyed the old school cool of the Desert Sled. The balance of the bike is spot on, with the 900cc air-cooled V–Twin perfectly powered for the bike’s application.
Photo credit: Dave Cilliers / ZA Bikers
We cruised to below the dam wall, watching the water spill over and fuel the river flowing past us. Johan kindly let me ride his Monster on the return ride. Flip, what a bike! It is a simple recipe that works incredibly well. Monsteristi may bemoan the loss of the signature trellis frame, but functionally the new 950 is a vastly better bike. The road back was a bit bumpy but the Monster shrugged it off and performed superbly. The fun factor of the bike is off the charts. For me, the 950 Testastretta V-Twin is the sweetest of the lot. Torquey and oh so punchy. Oh no, the dreaded bike lust strikes again!
Photo credit: Dave Cilliers / ZA Bikers
As if that was not enough, Jos pulled over and told me to hop on the Streetfighter. Mind-boggling is all I can say! Way over 200 hp in a light and taut chassis that begs to be thrashed, unleashing a V-4 wail that raises the hair on the back of your neck. To be frank, I am not even vaguely talented enough to wring the best from the beast. For those select few who can, it will be mind-blowing. The front wheel begs to go airborne at almost any speed or gear. Yikes! There was a time when I would have revelled in that power and ability, but that ship has sailed.
Photo credit: Dave Cilliers / ZA Bikers
Back at the Festival, we enjoyed a slap-up breakfast, then settled down to a day of biking brotherhood. The afternoon saw a brief shower of rain which did nothing to dampen the spirits of festival-goers. It actually just helped to ramp up the humidity. Earlier in the day a fellow had ridden the V-4 Multistrada and returned somewhat star-struck, but it was the Streetfighter that totally blew him away. A deal was done there and then, after which you could not even surgically remove the smile from his face! Jos just shook his head as yet another of his personal favourite bikes was sold out from under him. What a place to buy a bike like that. All the Ducatisti gathered round a trifle enviously, congratulating the proud new owner as he took his new pride and joy for a spin.
Photo credit: Dave Cilliers / ZA Bikers
And so another Bike Fest SA event drew to a close. For me anyway. I would miss the mass ride planned for the next day as I needed to get home early. At 5 am the following morning I rode out of a still dark and silent Colesberg. The chilly morning air had the ‘Strom’s motor singing a sweet tune as I rode towards Bloemfontein, reflecting on the ‘Gathering of the Clans’. Till next time… A big thanks to Jos and his team for making me feel part of the family. It is much appreciated!
For more information on upcoming Bike Fest SA events, click here.
Ever-tightening emissions regulations in Europe, known as Euro1, Euro2 and so on up to the current Euro5 level are making it more difficult for manufacturers to adapt existing engines to meet the new regulations while maintaining power outputs and performance.
It is a balancing act that rests on a knife edge and that in turn means after-market tuning and calibration of such motorcycles has to become ever more sophisticated in order to keep up.
Photo credit: Bjorn Moreira / ZA Bikers
To accurately tune/calibrate these motorcycles the latest ECU Calibration equipment is required. Rapid SA, a division of Fire It Up!, are the importers and distributors of Rapid Bike and Dimsport tool’s dynos and calibration equipment, designed to work closely with the marine, trucking, tractor, private vehicle and motorcycle industry, offering the best solutions for Economy and/or performance.
Akrapovič Exhausts started recommending the technology from 2016/17 – when Euro4 motorcycles were introduced – in order to extract the best power delivery when their exhausts were fitted, using technology capable of tuning motorcycles without ‘tricking’ the ECU.
Photo credit: Bjorn Moreira / ZA Bikers
Focus on KTM Models
With hundreds of stock maps to calibrate, tuning the latest KTM engines requires months of development. Extracting more power from a Euro5-restricted engine is achieved by removing the restrictions put in place by the manufacturer to achieve the target emissions. This removal enables the engine to run as efficiently as possible. The more efficient the engine is the more reliable, powerful and economical it is. Improvements in throttle response and engine smoothness can also be detected.
Photo credit: Bjorn Moreira / ZA Bikers
The end result on a 1290 Super Duke R is in the region of a 23bhp increase in power which makes this beast not only faster but also more refined. The same software calibration for the 1290 Adventure models is also available. Prices from R6950.
Rapid SA is currently working on calibration maps for the new Triumph models, including the Rocket 3. These should be available in the next month or so and promise to give similarly impressive improvements to performance and efficiency.
Sparx Distributing are proud to announce the return of the iconic Nolan and X-Lite helmet brands to South Africa. This important development will bring much-needed diversity to consumers looking for the very best in motorcycle helmet design and performance.
This development is appropriate as 2022 marks the 50th anniversary of the formation of the Nolan company. It was in 1972 that Nolan presented the NO1, the first injection-moulded Jet-type helmet in LEXAN™ polycarbonate. This material was lighter and offered greater impact protection than previously used materials.
Image source: Nolan Helmets Italy
In the intervening 50 years, Nolan has become the leading helmet manufacturer in Europe, producing 400,000 helmets annually at their factory in Italy. The constant commitment to research and innovation are reflected in the latest 2022 collection, including two new full-face models in polycarbonate, the N80-8 and N60-6. For the 50th Anniversary year, Nolan has produced a series of anniversary designs on N100-5 PLUS, N80-8, X-1005 and X-803 RS ULTRA CARBON. These designs stand out for their sophisticated colour combinations, the details in gold, the flowing lines and the celebratory “50th” anniversary logo.
An important part of any helmet company is the research opportunities provided by supplying helmets to motorcycle racers. For NolanGroup, racers have always been synonymous with Communication and Research. They represent the ideal testing ground and context for the emergence of vital technical solutions for the mass-production of all models, not just those specifically for racing.
Image source: Nolan Helmets Italy
Over the years, riders supported by Nolan have included Casey Stoner, Jorge Lorenzo, Carlos Checa, Marco Melandri, Chaz Davies, not forgetting South African legends Kork Ballington and Jon Ekerold. Current Riders are Alex Rins, Aron Canet, Iker Lacuona and former MotoGP star & Dakar 2022 sensation – Danilo Petrucci. With talent such as this, only the best feedback has been given to help improve the product.
NolanGroup proudly underlines that all of its products – Nolan, X-lite and Grex – tested by SHARP, the prominent independent test system run by the British Government, have obtained at least 4 stars. Furthermore, all of the ‘flip-up’ helmets have received the highest possible rating in terms of chin guard latch reliability. This means that, for each of the products tested by SHARP, the chin guard remains completely closed during each of the 30 impacts.
Image source: X-Lite Helmets Italy
No less important to the South African market is the re-introduction of the X-Lite helmet brand. X-Lite came into being in 1998 as a subsidiary of Nolan and became the new division for the development and production of composite-fibre helmets, a hugely important development in helmet construction, saving weight and adding strength at the same time.
The first shipment of Nolan / X-lite helmets includes the following models:
Full Face – X-803 RS Ultra Carbon
X-lite’s high-carbon-content full-face racing helmet, in the most racing-oriented version ever: a Racetrack Aerodynamic Spoiler (RAS), the innovative Liner Positioning Control (LPC) and an additional Dark Green visor (supplied). Let yourself be absorbed by the essence of the X-803 RS ULTRA CARBON, whatever your journey.
Full Face – X-803 Ultra Carbon
X-lite’s high-carbon-content racing full-face helmet, is the result of the knowledge developed over decades of competitions at the highest levels in MotoGP and SBK, thanks to the precious contribution of their riders
Full Face – N60-5
The Nolan polycarbonate shell road full-face helmet with a contemporary, sports-inspired design. Its technical characteristics make it suitable for any situation, both in the city and on the motorway.
For more information, please contact:
Steve Theron
Sparx Distributing
+27 (0)72 912 4658 (Mobile)
e-mail; [email protected]
Since 1977, the Brabus tuning house has worked its magic making already fast Mercedes-Benz cars go even faster and look even tougher. Along with AMG, they have defined the look of performance Mercedeses for decades and invited customers to pay through the nose for it. They have ‘never’ not been busy!
Back in December 2021, rumours started circulating that Brabus was about to enter the world of motorcycles. In line with their four-wheeled work, they wouldn’t be taking a run-of-the-mill motorcycle and imbuing it with performance way beyond that which the manufacturer had intended. No, the brief was to take the most insane performance bike and give it a sheen of respectability while maintaining the insanity.
Image source: KTM
To that end, the KTM Super Duke 1290 R Evo was chosen for the Brabus treatment and, a couple of days ago, it was finally revealed to the world.
Brabus has left the mechanicals well alone: after all, how do you improve on 180bhp without needing a pilot’s licence? Instead, Brabus has concentrated on the style of the bike, completely re-dressing it in a whole new style.
Image source: KTM
According to the press release, “key ingredients are the Brabus ‘Black and Bold’ design language, including two signature paint schemes, high-end carbon body elements and a stylish custom-made seat, treated with expert attention to detail by the Brabus interior specialists. This all defining the bike’s exceedingly unique and sporty character and ensuring an instant 1-second wow factor.”
Image source: KTM
The release goes on to further raptures of hyperbole stating, apparently without embarrassment:
“The Brabus 1300R is about so much more than just an extraordinary riding experience, it also makes an unapologetic statement about luxury, exclusivity and sovereignty.”
Image source: KTM
Well, there you have it! Of course, whether Brabus has been successful or not is a matter of personal taste and, perhaps, the size of your wallet. Only 77 of each colour scheme will be built – the number reflecting the year of the company’s founding – and come with a price tag of around R800,000.
Despite this rather off-putting price, it seems that it didn’t put people off too much as the whole production run sold out within minutes of the online sales portal being opened to the public.
Image source: KTM
So, if you were hoping to see one in the flesh and perhaps even own one, you might have to prepare yourself for disappointment. Or relief, depending on your taste..!
Given the success of this partnership, expect more collaborations in the future. Perhaps a luxury version of the 1290 Super Adventure that will look good outside Harrods in London or cruising the Champs Elysees in Paris?
Husqvarna Racing is about to unleash its team of championship contenders for 2022. The star-studded lineup consists of Brett Swanepoel, Heinrich Aust, Davin Cocker, David Goosen and Neil van der Vyver. Five athletes bristling with all the talent needed to bring home five championships this season.
Swanepoel will be spearheading the hunt for glory in the National Enduro, National Extreme Enduro and National Cross Country Championship respectively. The team has revealed an exciting change for the new season as the rider returns to his trusty Husqvarna FX 350 in the Cross Country OR2 Championship. He explained: “The FX 350 is just the best all-rounder bike that I’ve experienced and the one that really stands out when I look at my racing career so far. It’s so versatile and its top-end speed is incredible – I get so excited at the thought of racing it!”
Photo credit: Lee Voges / www.zcmc.co.za
As a multi-disciplined star, Swanepoel has also set his sights on winning both the National Enduro and National Extreme Enduro Championship on his Husqvarna TE 300i. Here he will be taking on a highly competitive field of riders in the E2 Class.
The Husqvarna Racing team has also revealed some exciting decisions about young gun Heinrich Aust. Having come painstakingly close to winning the National E1 Enduro Championship last year, the rider will be relentless in his pursuit of the title this season. To best equip him for both the championship fight and faster flowing nature of Enduro, the team has decided to put Aust on a four-stroke Husqvarna FE 250.
Photo credit: Justin Reineck / www.zcmc.co.za
In the National Extreme Enduro Championship, the team has moved Aust to a Husqvarna TE 250i as he steps up to the E2 Class. With a strong belief in his immense talent, the team believes that the motorcycle will condition him to become a far better all-round enduro rider.
“I feel like I’m throwing myself in the deep end this season, but it’s the only way I’m going to get better. I know that racing against the kind of talent you find in these classes will set me up for great success,” said Aust.
Photo credit: Justin Reineck / www.zcmc.co.za
Cross Country star Davin Cocker will remain in the OR3 Class as he attempts to defend his hard-fought 2021 championship title. The team has revealed that the young talent will also compete in National Motocross Championship this season in the highly competitive MX2 Class.
“I raced motocross for most my life until I decided to give Cross Country a go in 2018. I missed motocross, so I jumped at the opportunity the team offered me to get back into it. I’m so looking forward to hitting some jumps again! I know that motocross will ultimately help me with my pace and consistency in Cross Country too,” said Cocker.
Photo credit: Sage Lee Voges / www.zcmc.co.za
The rider will enter the season with the Husqvarna FC 250 as his weapon of choice, a motorcycle he describes as a “nimble machine that packs the power to keep some of the bigger bikes at bay.”
Leading the charge for motocross titles is David Goosen. It was an unforgettable debut season for Goosen who was recruited by the Husqvarna Racing team at the start of last season. As a top contender for both the MX1 and MX2 Championship, the rider had a consistent season as he settled into racing on his new Husqvarna machines.
Photo credit: Justin Reineck / www.zcmc.co.za
Having spent a large portion of 2021 finding the setup that suits his style of racing, Goosen will return more confident than ever on his Husqvarna FC 450 and FC 250. He commented, “It was an amazing year joining the team – we learnt a lot and are still busy learning. I’m excited to line up again this year because I know I have the potential to iron out some of my weaknesses and continue to enjoy the sport and the challenges that come with it.”
Rounding out the all-star team line-up is Neil van der Vyver. The rider lines up as a favourite for the Pro Mini title after a nail-biting three-way battle last season that came right down to the wire, proving that he has plenty of grit to go with his raw talent.
Photo credit: Justin Reineck / www.zcmc.co.za
On his trusty Husqvarna TC 85, the rising star will be expecting nothing less than to add the Pro Mini title to his already long list of accolades.
“The offseason has been one of detailed planning for the Husqvarna Racing Team for 2022. As is clear in our heading, we have a small team but one that is stacked with a combination of talent and experience. It’s the first year that we have no change in personnel and that on its own is exciting.
Photo credit: Justin Reineck / www.zcmc.co.za
Our Motocross team with David and Neil gets bolstered with Davin in the MX2 Class, and we look forward to seeing Davin develop in this highly competitive class. It’s incredible to think that our multiple South African Champion, Neil, who recently turned 14 is going into his sixth year with us! As for our top man, David, it did take us all some time to get back on track last year but we are all ready for him to show the pace he has this year.
On the Cross Countryside, we once again run with Brett and Davin and both will certainly be the guys to beat in their respective classes. Brett has moved to his favourite machine after scrumming with the 450 last year and we know his pace on the FX 350 is amazing. Davin is also very much the rider with a target on his back but has matured so much that he’s going to be difficult to catch. With Kyle at his side at all times, his support structure will mean he can be fully focused.
Photo credit: Justin Reineck / www.zcmc.co.za
On the Extreme Enduro and Enduro front, both Brett and Heinrich showed last year that they are capable of taking top honours in both categories. The move here has been to put Heinrich on a four-stroke in Enduro and a two-stroke in Extreme – this will build this young gun into an all-round Enduro specialist as he has already shown his pace throughout 2021.
For our top man, Brett, last year was just a nightmare – a combination of food poisoning on a national race day and small navigation and technical issues meant he was constantly on the back foot. What was impressive was the fightback from Brett and we intend to ensure the mistakes are non-existent this year!
Photo credit: Justin Reineck / www.zcmc.co.za
Team personnel has also been given a shot in the arm with Grant Frerichs and Junior Ngwenya ensuring that all is 100% with race bikes and pit support. I always insist that success is in the detail!” said Husqvarna South Africa’s Brand Manager Fred Fensham.
Is there any more bleak time of the year than the MotoGP off-season? Even here in South Africa where it coincides with summer, the lack of any racing stretches ahead like an arrow-straight, featureless road that has simply to be persevered with in order to get to the good bits.
Into February, however, things start to brighten up a little as, one by one, the teams open their doors and small details start to emerge regarding runners and riders. Then testing starts and we can sense that the hibernation is nearly over.
Image source: RNF MotoGP Team
Not that testing tells us much! Whilst it is great to see MotoGP bikes and riders back in action, the permutations of what they are trying to achieve and how they are going about it are endless and often bear little relevance to what happens come race day. A fast lap on soft tyres is sometimes just a ploy to catapult the team into the limelight by grabbing the fastest time of the day while rivals are working through complicated set-up programmes.
Of more interest is the riders’ reactions to what they see on track. Aprilia were looking particularly tasty, setting the fastest time on day one and the second fastest time on day two. Of more importance, however, were Fabio Quartararo’s comments that the Aprilia, now being run as a full works team and not by Gresini Racing, looked especially agile and balanced on track in addition to its impressive top speed.
Image source: Aprilia
Indeed, in the hands of Espargaro and Viñales, the Aprilia was putting in consistently fast longer runs, something that is essential if good grid positions can be converted to good race days.
Elsewhere, Mir was happy with the top speed of the Suzuki, something the bike has lacked in recent years despite having what is widely considered to be the best chassis on the grid. As Suzuki found last year, having the sweetest-handling chassis means nothing if your top speed is down on the rest: all you end up doing is squandering the advantage you build in the corners by using it to make up for deficiencies in a straight line rather than using corner speed to compliment the straight-line speed.
Image source: Team Suzuki Ecstar
Conversely, Quartararo bemoaned the fact that Yamaha hadn’t addressed the lack of top speed issue that was leaving him easy prey for the super-fast Ducatis. The Yamaha famously runs very fast when out at the front in clean air but getting there is a problem against the Ducatis.
Image source: Monster Energy Yamaha
Of course, 2022 is the first season since 1996 that a certain V. Rossi is not on the grid and while there is no doubt his presence will be missed, there are plenty of other riders for us to watch, as indeed there have been for the last two seasons of Rossi’s below-par participation.
Not least of these is Darryn Binder who has received both praise and criticism for his leap from Moto3 straight to MotoGP. He’s not the first to do it – Jack Miller holds that honour – and there will be more people looking for him to fall flat on his face (so they can say ‘told you so and try to look smart) than there will be willing him to succeed but I am not convinced that the move was ill-advised. He’s definitely got the talent and he’s been racing long enough to have tempered some of the youthful aggression into speed and skill and that’s before we get to the subject of his physical size which was simply too great for a Moto3 bike. A MotoGP bike should fit his lanky frame much better.
Image source: RNF MotoGP Team
As for the idea that riders should be forced to come up through the ranks before entering the top tier, that to my mind is just sour grapes. If you’re a racer, then you’re a racer and you can make anything go fast: it might just take a little more acclimatisation if you leap-frog a stage.
I seem to remember that Brad Binder was taken by surprise when he first jumped onto a MotoGP bike and he’d competed in Moto2. After a few races, he looked as if he was born to it. So, let’s stop all this nonsense about Darryn. Either he’ll make it work or he won’t and it will have nothing to do with missing Moto2 if he doesn’t.
Image source: KTM
Pre-season, there are always plenty of questions flying around, not any of which are answered at the official tests but all of which add to the rich tapestry of the season to come.
It is no secret that Yamaha will have to pull up their socks if they are to retain the services of Fabio Quartararo beyond the end of his current contract, which expires at the end of 2022. Similarly, various teams have the Frenchman on their wish list and have made no secret about the fact.
Image source: Monster Energy Yamaha
Should Yamaha not be able to mount an effective repost to the speed of the Ducatis which, after the first test, it appears they have not been able to do, Quartararo might tire of being ignored, just as Rossi and Viñales before him, when urging the factory to endow the M1 with more top speed. Yamaha is firm in its view that the M1 doesn’t need more power but if that continues not to chime with what Quartararo is experiencing on track, he may succumb to the entreaties of Ducati or Honda and it is likely he will do that sooner rather than later in the season if early race results back up his misgivings.
Ducati comes into 2022 with an unprecedented eight bikes on the grid: two factory bikes (Bagnaia and Miller), two Gresini Racing entries (di Gianantonio and Bastiannini), two Pramac entries (Zarco and Martin) and two VR46 entries (Marini and Bezzecchi).
Image source: Ducati
Miller might have struggled in 2021 but Bagnaia excelled, even at tracks that aren’t traditionally strong ones for Ducati. Martin has won races and it would be a fool who would rule out Zarco taking his first victory, not to mention the young guns providing a scare or three. For the Yamaha riders – indeed, for the whole grid – that is an awesome arsenal against which to do battle.
Image source: Ducati
Another big question is how Marc Marquez will fare in 2022. Injury hampered in 2020 and 2021, he showed flashes of his old brilliance with three victories in 2021. Without the Spaniard to lead development, the factory lost its way and went back to the drawing board for the 2022 bike, based on feedback from its other riders. Will it suit Marquez or is he good enough to ride whatever he is given and be as dominant as he was up to the end of 2019? MotoGP without the brilliance of Marquez might have been just as entertaining and a lot more unpredictable, but there was definitely a void left by the absence of the most spectacular rider on the grid.
Image source: HRC
Marquez’ team mate Pol Espargaro and brother Alex Marquez and Nakagami on the LCR Honda entries need to up their game in order to keep their places in their respective teams, especially with Quartararo and Mir on Honda’s radar. Maybe the revised Honda can help them do that.
Image source: HRC
So, Yamaha are nervous, Ducati confident and Honda determined. So far, so good. But what of Suzuki, KTM and Aprilia?
We’ve already touched on Aprilia and there can’t be anyone who doesn’t wish success for Aprilia. Last year they were closer than ever and let’s just hope that testing glory can be carried through to the season proper.
Image source: Aprilia
Suzuki came into 2021 off the back of a very successful 2020 campaign, taking the title for the first time in the MotoGP era. But the lack of top speed hampers qualifying performance and, with the closeness of the racing these days, starting mid-pack is just not enough to make a difference on race day, requiring Rins and Mir to try too hard with predictable consequences – for Rins at least, who gained more coverage for crashing than Mir did for keeping it rubber side down. Mir did well to take third place in the championship but never looked a likely winner. Yes, the GSX-RR is the best overall package, but without straight-line speed, it is just too compromised, no matter its behaviour in the corners.
Image source: Team Suzuki Ecstar
KTM blew unbelievably hot and cold throughout 2021. Miguel Oliveira’s run of three podiums – second, first, second in Italy, Spain and Germany respectively – and Binders audacious victory in the wet in Austria were incredible high points but elsewhere they looked all at sea. Always good on Sunday due to the speed drop-off between qualifying and race speeds not being so severe for the KTM as for other bikes, the need to qualify better was the same for the Austrian team as it is for Suzuki. According to reports, KTM has opted for an evolutionary approach to the bike for 2022 to try and build on its strengths and correct the weaknesses.
Image source: KTM
There are some riders who really need to pull up their socks in 2022 if they are to retain their seats, especially as there are plenty of contracts up for renewal at the end of the season. The riders who are languishing at the bottom of the league and facing relegation include Jack Miller, whose time on the factory Ducati hasn’t been the bed of roses he thought it might be. Similarly, Alex Rins is going to have to work hard to keep his seat at Suzuki and the LCR pairing of Alex Marquez and Takaaki Nakagami have been told to pull their socks up, even if only to make a good impression while there are still alternative quality seats still available elsewhere.
Image source: MotoGP
But the most glorious thing about all this is that, actually, no-one has any idea what is going to happen when the lights go out for the first round under the lights of the Losail circuit in Qatar on March 6th, let alone what things will look like by the time of the last race in Valencia on the 6th November and that’s half the fun of it. We can sit here in the comfort of our armchairs and pontificate all we like but, as previous seasons should have taught us, the only thing that is certain is the uncertainty.
Image source: MotoGP
There is one more official weekend of testing on the 11th of February and you can expect it to throw up more questions than answers.
“Bike Night” is an event created by FAST. KTM, where a group of riders meet once a month on a Thursday afternoon, for a social and a ride. But there’s a catch, ‘FAST’ don’t let you know where the venue is till you arrive at the meetup point, which is at FAST. KTM in Alberton.
Meeting at FAST. is strictly to push us out of our Covid comfort zones and to start socialising with like-minded bikers again.
The sound of rumbling V-twins and singles were heard at last Thursday’s meetup at 17:30. After eyeing some sweet Austrian machinery and sharing some words we cruised out as a band of brothers and sisters, riding through the urban jungle and on the open road.
After a few light front wheels were lifted and a laugh or two was had, we pulled into LA Nuova in Fourways for a burger and a cold one. It’s nights like these, in the middle of the week where you realised how jumping on a motorcycle can just change your whole week. A simple ride that feeds the soul – creating new friendships and strengthening others, is what Bike Night is all about.
See a gallery of how it all went down…
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Keep an eye on the FAST. KTM Facebook page for upcoming events and future rides.
AMP (After Market Products) invited us to experience the beginning of a new chapter, with the introduction of UFO Plast to their portfolio of brands that they import and distribute. ‘UFO’ is an Italian based company with deep roots in the off-road world, going as far back as the late ’70s. This brand has grown a reputation across the waters for its unmistakable design and quality, serving everyone from weekend riders to professional athletes.
With the World Of Yamaha home theatre at AMP’s disposal, we got to see their vision of the UFO Plast brand in full motion.
Photo credit: Bjorn Moreira / ZA Bikers
From MX and Enduro plastics to kits, boots, helmets and racing accessories—UFO has got you covered. Not only have they got you covered, but rather kitted to kill at a Moto or Enduro with slick Italian design. They have got two kit ranges, one being the more expensive and breathable and the other cheaper but more durable. This range will be available for both adults and kids.
As far as plastics go, we are promised an OEM fit from UFO for most current MX, Enduro and vintage bikes. Yes, I said vintage! How cool is that? Kit your CR, KX or RM500 in OEM plus plastics for the weekend VMX. A plastic kit will also be available for the first time for the Honda CRF230 and mountain goat, KDX200 Kawa.
Photo credit: Bjorn Moreira / ZA Bikers
After having the chance to touch and feel AMP’s first UFO Plast shipment, all we can say is what a promising brand! The stock should be arriving shortly with the second and third shipments already on the water.
We told you that we would be riding a SYM CityCom S 300i ABS for an extended period, to assess its (and similar vehicles) suitability for meeting the transport needs of city dwellers. We compiled a list of criteria that/ we considered relevant. The first of which is cost. This is relevant in that you can argue that if you spend around R80k on a commuter you could have ‘subsidised’ the fuel account for your car for many months. This of course is a valid argument and true, however, it doesn’t even begin to tell the full story. You may think that we are arguing from a point of bias, so let’s see if the numbers really stack up and support the ‘get a Scooter’ argument.
Photo credit: Bjorn Moreira / ZA Bikers
It is common for the average Saffer family to own two cars. A larger ‘family’ car and perhaps a smaller runabout. Let’s assume for a mo that we replace the runabout with a Scooter like the CityCom 300i. Wifey now does the school run and child ferrying with the family car and hubby commutes on a Scoot. Something like a Hyundai i10 is a typical runabout. At a purchase price of around R180,000 and financed at 8% over 60 months it will cost the family R3649 p/m. The 35L tank takes R700 to fill and she does an average of 65 odd kilometres a day. This gives us a monthly fuel bill of R1552, giving us a total monthly expense of R5201. We are ignoring insurance and maintenance costs for the object of this exercise as this will further tip the cost scales in favour of the less expensive vehicle.
Photo credit: Bjorn Moreira / ZA Bikers
A SYM CityCom 300i will, by comparison, cost R1622 p/m and consume R825 worth of fuel, for a total cost of R2377. This is a saving of a whopping R2824 p/m. The Scooter will literally pay for itself. To take it one step further. If the saving (which they are already incurring) is invested in a decent unit trust for the 60 months duration of the exercise it will grow to R218682 (assuming a 10% return), which will be more than enough to pay cash for the next Scoot. Now the big saving begins as they now only finance a car. If the big saving is now similarly invested, the family can pay cash for their next car…how about that?
Photo credit: Bjorn Moreira / ZA Bikers
Let’s talk performance. The SYM is a weapon in city traffic. It is fast, nimble and incredibly easy to ride. Twist and go gets you ahead of any traffic and the brakes are brilliant. Suddenly the dreaded commute becomes fun! It easily cruises at highway speeds too, so you are not intimidated by faster traffic. Reliability on these particular scooters is legendary. If you don’t believe me, just ask your mate Google. Five-star reliability ratings are commonplace worldwide for the CityCom 300i.
Photo credit: Bjorn Moreira / ZA Bikers
Then of course there is the practicality aspect. A car scores high on the practicality scale only insofar as its ability to carry stuff, be that cargo or people. It also keeps you dry in a downpour. Apart from that, in a commuting context, it sucks. Aircon also keeps you warm or cool, for what that is worth. A scoot, on the other hand, gets you out in the real world. You literally smell the roses. Frustration levels plummet and suddenly you have time to spare. The under-seat storage keeps your luggage out of the weather, charges your electronic devices while you ride and stores your rainsuit or brolly. Parking is no longer an issue either. Commuting becomes fun!
Photo credit: Bjorn Moreira / ZA Bikers
Lastly, and certainly not least is the introduction to a practical, fun and inexpensive way to go about your daily business. This extends to getting up early on a weekend, popping your partner on the back and cruising somewhere cool for a coffee or meal. As your enjoyment and nerve grows, a weekend away to Clarens, Dullstroom or Kaapsehoop becomes a whole new avenue of adventure. Rather than simply existing, you start really living! Save a wad of cash and get a life! Sounds compelling, doesn’t it?
I think that Husqvarna boss, Fred Fensham, saw the wistful look on my face when I was giving the pre-production Husqvarna Norden 901 a visual once over. “I tell you what Dave,” he said, “you can be the first to have a proper ride on the first Norden demo when our stock arrives”. And so it was that I picked up a beautiful brand new Norden, Remus slip-on pipe and all, with a whole 1,7 kilometres on the clock from Husqvarna’s Kyalami premises.
Photo credit: Bjorn Moreira / ZA Bikers
It was a Friday morning and my research revealed that whatever direction I rode, it was likely to be a wet ride. Rain was forecast for damn near everywhere. I was also mindful of the 1000 km service requirement, so my initial plan to see Augrabies in full flood was shelved. Mpumalanga was likely to be a mud-fest, so Clarens was next on the list. Let’s go! I’m not going to rehash all the bikes bells and whistles, which are pretty comprehensive. We told you all about that after the South African launch. This is about how it works and almost more importantly, ‘feels’, in the real world.
I went home, slung a few overnight things into the trusty Flying Brick, cinched it onto the Norden and went to fill up on fuel, buy biltong and a bottle of Kleine Zalze Cab Sav, for what promised to be a damp evening in Clarens. On that note, I like the way Husky have arranged the rack and passenger grab handles on the Norden. The handles are ever so slightly higher than the sumptuous passenger saddle, giving a wide flat surface on which to strap a bag. The handles are made of a black ballistic nylon type material. The advantage, over most adventure bikes with painted aluminium handles, is that your bag doesn’t scuff the paint, marking it, or worse, rubbing through the paint. No worries with the Norden.
Photo credit: Bjorn Moreira / ZA Bikers
The rain started chucking down as I was fuelling so I pulled on my rainsuit, before riding to meet my son who was joining me for the trip. Murphy the bastard! Typically we were not even 10 kays down the road and the rain stopped. What impressed me was the level of weather protection that the screen and bodywork of the Norden affords the rider. Significantly more than its KTM 890 siblings.
The screen pushes the wind to the top of your helmet and leaves your upper body in still air. A taller touring screen is apparently available, so if you are a ‘length job’ of note, you can bump the air over your head or alternatively fit a smaller deflector to the top of the screen.
Photo credit: Bjorn Moreira / ZA Bikers
With the rain stopped, the degree of the humidity in our rainsuits was off the charts. You perspire so much you could just as well not even have bothered with the rainsuit. We negotiated the Jo’burg traffic and rode to the Total just before Heidelberg to stop and rip off our sweatsuits. This gave me some time to ponder Husqvarna’s target market with the Norden. The clue, I think, is in the name they give their optional serious offroad mode. “Explorer”, they call it.
Their promo videos featured Dakar ace Cyril Despres and South African explorer extraordinaire, Mike Horn. Adventuring north and exploring some of the toughest, most remote parts of Scandinavia on their Norden’s, kind of summed it up. This is a serious weapon for the long haul. It goes beyond the KTM 890 Adventure and falls just short of the offroad capabilities of the benchmark for adventure bike offroad ability, the KTM 890 Adventure R. It allows you to play in both those spaces without much compromise.
Looks are obviously totally subjective. Let me just say that every person who saw the Norden, remarked positively on its cracking looks. It is a fresh and totally Husqvarna take on adventure motorcycle styling. It actually endows the bike with a kind of aura unique to chosen instruments of a discerning sportsman. It backs up its looks with function and real capability. Interestingly it was functionally significantly better than the pre-production models that we rode at the media launch last year. More on that later.
We rode through the Free State under leaden skies pregnant with rain. Every farm dam was full to the brim and the veld was a verdant grassland as far as the eye could see. The cruise control was a pleasure. The 889cc parallel-twin, with around 105 hp and 100 Nm of torque, has power everywhere. It is smooth and has an urgency when you crack the throttle that is really exhilarating. Aiding in accessing its linear power is a slick gearbox with an excellent up and down quick-shifter.
In the interest of bedding in a brand new motor, I set the cruise control at 130 kph, equating to around 5,000 rpm. Watching the range on the tidy TFT display as we ticked off the kays, it was apparent that the Norden has a decent fuel range given its 19-litre tank.
Photo credit: Bjorn Moreira / ZA Bikers
As we rolled into Bethlehem we were threatened by a storm of apocalyptical proportions. You all know that feeling of indecision around donning your rainsuit, wondering if you may just dodge the rain. It is such a pain wearing enduro boots and trying to pull on a rainsuit. The wind was gusting, telling all and sundry that the dark gloomy threatening skies were not for show.
As we turned towards Clarens I realized that the wind was blowing from our right, carrying the rain away from us. Yes! Rolling into Clarens we made a beeline for the brewery. Dehydration from wetsuit induced humidity needed addressing. With riding done for the day we could chat about the Norden over a cold chap. 386 kays with still 60 reflecting on the range display. Not too shabby, over 22 kays to the litre. A lady who told us she rides a GS, stopping to eyeball the Norden, told us that we had just missed 38 mm of rain and hail tossed on Clarens literally 10 minutes prior to our arrival. Eish!
Photo credit: Dave Cilliers / ZA Bikers
The Norden is comfortable. The riding position is near perfect for my 6’3” chassis. The height-adjustable seat, whilst firm, is properly supportive. The tank splays your legs slightly, but when you stand in the dirt you can actually grip the front of the seat between your knees. This gives you a planted feeling and allows you to focus on the road. Early the next morning I took the Norden for a blast in the dirt. The Pirelli Rallye tyres worked well on the damp loamy dirt roads around Clarens. The rain had washed plenty of ruts into the roads and exposed surface mini lurker rocks. The kind of surface where we experienced some headshake on the pre-production bikes.
Photo credit: Dave Cilliers / ZA Bikers
The production Norden was absolutely planted with not any hint of instability whatsoever. I hit whoops, ruts and lurkers that would tie many adventure bikes in knots, but the Husky stayed taught and composed, the WP Apex suspension keeping things totally under control. The 220 mm fork and 215 mm shock travel soaks up bumps and ruts with aplomb. Suspension with decent discernible damping keeping things tidy is such a pleasure. You ride without gritting your teeth and enduring rough surfaces, but rather grinning and styling as the suspension soaks up the terrain.
Photo credit: Bjorn Moreira / ZA Bikers
On the tar, especially with low fuel levels, all carried low in the ‘saddle style’ tank, the Husqvarna feels like a big motard. You kind of point and shoot, the potent motor and quick-shifter blasting you out the corners and the brakes stopping you effortlessly, to then do it all again. The Norden is a serious weapon both on the tar and in the dirt. I once had a shirt that was embroidered with the words “What you are wearing never stops talking about you”. So it is with the Norden.
Guys often buy bikes to project an image. A rider on a KTM 890R is telling you that the tar sucks. “Let me loose on gnarly dirt and I’ll show you who is who!” The GS boys are saying “1000 kays, is that all, what will we do this afternoon?” Now when you buy a Norden you kind of straddle both those worlds. You are up for big days in the saddle and there is no need to shy away from gnarly dirt. Rolling up on the Norden, with its fresh and unique looks, allied to Husky’s impeccable pedigree, suggests that this is a thinking man. He appreciates both function and form and this is reflected in his ride.
Photo credit: Dave Cilliers / ZA Bikers
Riding back home the following day, we left Clarens in bright sunshine and blue skies, strewn with the odd white cloud and the air a crisp 15 degrees. The landscape, with its spectacular sandstone mountain vistas, was pristine, washed clean by the previous days downpour. How do people live without motorcycles, I wondered? The bikes revelled in the cool dense air. Riding from Bethlehem, we had a significant headwind for at least 100 kays. I thought that this would play havoc with my consumption. I had bumped the speed to 140 too, now that the Norden had 500 odd klicks under the belt. I expected to have to refuel before home. To my surprise, it hardly made a difference. With 390 kays on the trip I rolled into Pretoria with 40 kays of range left. Impressive!
Photo credit: Bjorn Moreira / ZA Bikers
My time spent on the Norden was an absolute blast. I enjoyed every minute. It is the kind of bike that has me thinking of riding the Khomas Hochland in Namibia with a like-minded buddy, our tents pitched in the desert and a dinner fire going, without a soul in sight. Whatever your idea of adventure, the Husky is up for it. If guys think with their heads, rather than with their hearts or egos, then I think the Norden is going to win over a significant number of adventure riders.
At under R250,000, It hits a near-perfect balance of function and form in the adventure bike space. Ponder for a moment on price. The 901 is comprehensively specced and equipped. The tank design negates the need for crash bars. The radiator guard is standard as is a decent extended sump guard cum bash plate.
Photo credit: Bjorn Moreira / ZA Bikers
Many bikes require that you have to pay extra to fit these bits, or mod the suspension to make it work properly. With the Norden, this is all ex-factory. What you get to boot with the 901 is that indefinable Husky zeitgeist where they have created an almost ageless aura around their Norden. I absolutely dig it!
Husqvarna Norden 901
For more information on the bike that we tested in this article, click on the link below…
Kawasaki enjoyed a brilliant start to its 2022 Cross Country Motorcycle Championship season at the Northern Regions GXCC season opener at Verena on Saturday. GXCC champion Mike Pentecost roared to overall and open class OR1 victory, Kenny Gilbert and Lee Thompson took a Senior class 1-2 and Danel Delport won Ladies Pro-Am, as Team Green’s Pepson Plastics Motul and Franchise Company Tork Craft squads filled the podiums across the board.
Pentecost was in fine form as he sped to the day’s win aboard his Franchise Company Kawasaki KX 450 X. Teammates, Pepson Plastics rider D’Artagnan Lobjoit was fourth and Franchise Co rider Tyron Beverly fifth. Kawasaki’s big bangers were also first, second and third in their regional class classification.
Photo credit: GXCC
“I’m happy with an overall win to start my season!” Mike Pentecost confirmed. “I had a few snags though — falling at the start put me back so I had to work to the front as quick as possible. “I had a blast on an extremely rough track. “Big thanks to Kawasaki SA, the Franchise Co. and the whole team. “My Dunlops hooked up amazingly, Fox Racing SA always makes me look like a winner and the GXCC team always does an amazing job — can’t wait for the next one!”
Pepson Plastics Motul duo, multiple former SA Cross Country champion Kenny Gilbert and Lee Thompson, perhaps better known for his circuit car racing exploits, delivered a dominant Kawasaki Seniors class 1-2. Franchise Co man Carel ‘Mielies’ Le Roux took a fine second in Masters and the regional win and Pepson Plastics team boss, Veteran Iain Pepper celebrated his comeback with a holeshot and a solid run.
Photo credit: GXCC
“It was a fun day out on my Pepson Plastics Motul Kawasaki KX450X,” Kenny Gilbert admitted. “The track was demanding because it got very rough as the day went on. “The spirit in Pepson Plastics Kawasaki Racing Motul is second to none and I could not be happier to be a part of the team. “GXCC put on another great event at Verena — now I just can’t wait for the next race!
It was a good day for Kawasaki in the junior classes too. Jaden Els was second in 85cc Junior, with Johandre Vermaak fourth and Pepson kid Clayton Human 11th in Senior. Pepson pair Jake Pretorius and Dylan Human came home third and 13th in 65cc. Multiple SA Ladies Motocross champion Kayla Raaf ended second among the GXCC girls on her Pepson Plastics Kawasaki with Chedee Grobler fourth for the Franchise Co. Her teammate Danel Delport won Ladies Pro-Am.
Photo credit: GXCC
Franchise Co Kawasaki KX 250 X lad John Botha made up for a tough day in OR3 with fifth in class on his 250cc GXCC OR3 debut. He was the third regional OR3 competitor home. Pepson Plastics rider, Kyle Mackenzie was running in the top three early before hitting drama and Dijan van der Merwe ended ninth in OR2 on the Franchise Company’s experimental Kawasaki KX 280 X.
Next race on the calendar is the 2022 Trademore Group National Cross Country Motorcycle Championship season opener and also the Kawasaki team’s home race. The Pepson Plastics Cross Country National will goes down at Legends MX, Rhino Park, Pretoria on 26 February. “That was the perfect start to the season,” Franchise Co. team boss Harry Grobler summed it up, while Pepson Plastics’ Iain Pepper added, “Now for the National season opener and our home race — we can’t wait!”
Since Hero motorcycles hit South African shores they have been making waves with their solid engineering and reliability. This was epitomised by a Rally kitted X-Pulse 200 finishing the Roof of Africa recently. Breaking news on the world Rally scene is that our Kalahari Ferrari, Ross Branch is leaving Yamaha to join Hero Motosports as one of three factory riders for the 2022 season. I say ‘our’, despite the fact that Ross hails from Botswana, because damn, that’s close enough! Ross burst onto the world rally scene by winning Rookie of the year in his first Dakar in 2019 and following that up with a privateer stage win in the 2020 Dakar. He also won the first Rally of the year in 2021 in Kazakhstan. He has been plagued by injury and sheer bad luck, but consistently shown that he can mix it with the worlds’ best.
Ross has shown sportsmanship, grit and determination that, coupled with his huge talent make him a fantastic team man. Ross joins Joaquim Rodrigues and Franco Caimi on the Hero factory team which will contest the Abu Dhabi Desert Challenge in March. The Hero Rally 450 has shown that it is super competitive with JRod’s stage win in this year’s event. It could just be a match made in heaven for both Ross and Hero Motosport. Both entities are hungry for success and eminently capable. We wish Ross and Hero everything of the best in their journey together. We are behind you all the way!
Photo credit: Hero MotoSports
Ross Branch, Rider, Hero MotoSports Team Rally: “I am thrilled and extremely honoured to be joining a team that’s making the headlines for all the right reasons. I’ve been tracking the growth of Hero MotoSports for the last couple of years, and have often been amazed at how quickly this young team has made it to the top league. I’m joining the team at a great time, and I hope I’ll be able to do my best to deliver great results. I look forward to riding alongside some of the best and most promising riders in the sport, who are also my good friends. I thank Hero MotoCorp for putting their faith in me, and I consider it a great honour to be representing the world’s largest manufacturer of motorcycles and scooters at some of the world’s toughest races!”
Hero South Africa: “We are thrilled to have Ross Branch the ‘Kalahari Ferrari’ join Team Hero, to continue their success on the world rally stage. As Hero South Africa we pledge to offer our full support to Ross. Hopefully, Ross and his 450 will be available in SA soon which we are really excited about and will arrange some evening or event. The Hero brand continues to grow month on month and the XPulse 200 in particular which shares design principles with the Hero Rally 450.”
After the huge success of the demo day held at Harley Davidson Gold Rand on Saturday 29th January, when Harley riders from all over Gauteng converged to ride the new Sportster S, we feel we should point out to all our readers that H-D Gold Rand in Boksburg and H-D Mzansi in Sandton have demo models of both the Sportster S and the Pan America adventure bike available for demo rides any day of the week.
Harley-Davidson Sportster S
Harley-Davidson Pan America
To arrange a test ride on both bikes, please contact either dealership and they will be happy to assist you.
Suzuki’s V-Strom 1050XT is not only one of the best adventure bikes on the market at the moment, it is also, by a long way, one of the best value-for-money adventure bikes, retailing at R221,950 when all its rivals are pushing at least R300,000.
The price does not reflect the ability of the V-Strom, which is nothing short of brilliant both on and off-road. What it might lack in terms of horsepower and ultimate equipment levels to its rivals, it more than makes up for in terms of engineering quality and overall ability, not to mention price.
Photo credit: Rob Till / Suzuki South Africa
To sweeten the deal even further, Suzuki South Africa has nine (9 Yellow) brand new V-Strom 1050XTs to clear for a never-to-be-repeated price of R199,950.
Right now, you’re convincing yourself there must be a catch. You won’t find one. The bikes are all brand new out-of-the-box with zero kilometres on the clock. They are 2020 model-year bikes but, as the spec hasn’t changed from 2020 to right now, 2022, they are exactly as you would be buying had they been built in 2022. They’re not new-old-stock: they’re brand new, current bikes.
Photo credit: Rob Till / Suzuki South Africa
So, stop trying to find the catch: there just isn’t one. What there is, is the chance of a lifetime to get your hands on a brand new example of one of the best adventure bikes on the market today for a price that wouldn’t even get you a three-year-old rival.
Is there anyone who hasn’t dreamed of attending a MotoGP race? Never mind the people who say that watching it on TV is better as you get to see everything: they’re talking rubbish. There is nothing like the sights, sounds and smells of a live MotoGP race, not to mention the camaraderie of standing with thousands of people, all going mad together.
The thing is, it’s not going to be cheap! Flights, accommodation, transport, food – all before you’ve even got into the circuit for the first practice session.
So, what’s the alternative? Well, if you’re really clever, you’ll spend R1000 or more on Liqui Moly lubrication products. Why? Because if you do that, you are eligible to enter the Liqui Moly competition which will send two lucky people to the 2022 season-closing Valencia MotoGP race.
For those of you who are thinking right now: ‘hang on, wasn’t that last year?’, yes, you’re right. However, due to that mild inconvenience called Covid, plans to send the winners to last year’s finale had to be postponed. Thus, the competition has been extended to this year – 2022 – which means more time for you to enter.
First of all, make sure you download the Liqui Moly Advantage app on your phone. Then make your purchases to the value of R1000 or more. Capture the receipt on the Advantage app and, bingo, you’re entered into the competition.
Photo source: LIQUI MOLY
The closing date is 31st July 2022.
The prize is valued at R100,000 and is an all-inclusive, six-day trip to the 2022 MotoGP season finale at Valencia in Spain. That isn’t something you get offered every day!
Liqui Moly has a huge range of lubricants, greases, filter oils, cleaning solutions and additives for every conceivable application on your motorbike. For more information on the full range, visit – www.shop.liqui-moly.co.za or see your local dealer.
If we didn’t already know it, buying online suddenly became a necessity in 2020 and 2021 as the global pandemic forced businesses to close their doors to walk-in customers and to rely on e-commerce portals.
Yamaha’s SA distributors recognised this and, in December 2021, launched not one but three online shopping platforms, one each for its three Gauteng retailers: Linex Yamaha Randburg, Linex Yamaha Lynwood in Pretoria and World Of Yamaha in Marlboro.
The move brought the huge stock of accessories and apparel into the homes of all motorcyclists for their ease and convenience.
Photo credit: Bjorn Moreira / ZA Bikers
“Online shopping is a key component of any successful retail business, as it exposes our fantastic range of products to a broader customer base,” said MD Robin van Rensburg.
Yamaha have worked closely with tech developers to provide an outstanding user-friendly platform with a huge variety of accessory and apparel brands that are easily navigated. Secure payment facilities are provided by PayGate and collection and delivery of products is facilitated by SA’s top logistic service providers. Orders can be collected in-store if so desired.
Photo credit: Bjorn Moreira / ZA Bikers
The initiation of the online shopping facilities by Yamaha is 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.
Even with Covid restrictions lifting gradually, many people will want to continue to shop online and the three Yamaha websites will help to make that a reality.
Limited Offer:
As part of Yamaha SA’s new ‘online platform’ launch, our readers are given a 10% discount when purchasing any motorcycle accessories online.
To redeem the discount, use the following code: ZABIKERS10 at checkout.
To see Yamaha’s online shopping platform in action click here.
This should be the only question you are asked when you climb off a new bike after the first ride. Not, ‘how fast is it?’ or ‘what’s the quick shifter like?’ or ‘what mode did you ride in?’ None of those are relevant in any way.
The only thing that matters is how the bike made you feel. Did it put a smile on your face? Did you want to get off at the end of the ride?
Photo credit: Chris Kuun / Suzuki SA
The answers to those questions will determine your attitude towards – and recollections of – a bike. There is no formula that can tell us which bikes will affect us positively and which will have a negative effect: sometimes you just don’t gel with a bike’s personality or dynamics, even though everything about the bike’s spec tells you you should. Other bikes might be singularly lacking in specification or expectation but will blow your socks off.
The fun of this is the uncertainty: which category will this bike fall into? It’s a game of roulette with nothing at stake other than a possibly disappointing ride. By the same token, you could feel like you’ve won the jackpot.
Photo credit: Chris Kuun / Suzuki SA
Suzuki might possibly be the least innovative of the four Japanese motorcycle manufacturers and I don’t mean that in a derogatory sense. Kawasaki has supercharging as its party trick: Yamaha has the cross-plane crank and its three-cylinder engines: Honda has a history of bonkers engineering blind alleys (oval pistons, anyone?). Suzuki, on the other hand, works quietly away, perfecting what it has and produces brilliantly engineered bikes that might lack that last dash of the exotic but which are the equal of anything else out there. It’s just that they don’t shout about it.
I really like this sort of understated feeling: I like getting on a bike and being surprised: I like getting on a bike and not wanting to get off it. I really like the new Suzuki GSX-S1000.
Photo credit: Chris Kuun / Suzuki SA
Time for a quick disclaimer. A few years ago, when I was messing around with a particular TV show, we went endurance racing with a Suzuki GSX-S1000F. This was a faired sports touring bike, perfect for the ageing riders who would be racing it: not too extreme a riding position and a nice comfy seat…!
That poor bike was abused way beyond what is reasonable to expect any standard road bike to endure. I estimate it must have been subjected to at least 200 hours of flat-out racing, ranging from my slow-but-steady efforts to riders who were lapping a good 30 seconds faster than me, for 24 hours solid at a stretch. It was thrashed, crashed, burned, mutilated and then shoved in the back of a van to cry itself gently to sleep back at the workshop until being rudely awakened ready to do it all again.
Photo credit: Chris Kuun / Suzuki SA
And it was always ready. It never lost one ounce of performance: it took all the punishment and begged for more. It was an extraordinary demonstration of mechanical solidity and reliability without losing one iota of excitement.
Therefore, I have a very soft spot for the GSX-S1000, in either naked or faired form. For 2022, the faired ‘F’ model has been replaced by the GSX-S1000GT, which will be arriving on South African shores later this year.
Image source: Global Suzuki
The naked bike continues and has been given a full makeover for 2022 and, you know what? It’s worked. The GSX-S1000 is better than ever.
Photo credit: Chris Kuun / Suzuki SA
Mechanically, the engine – which is still essentially the K5 unit from the 2005 GSX-R1000 sports bike, one of the acknowledged great engines – has been significantly revised. It’s now Euro5 compliant and features new camshafts, valve springs, throttle bodies and airbox. Suzuki claims a broader torque curve and a couple of extra horses. The engine now drives through a slipper clutch and a new ride-by-wire throttle replaces the mechanical linkage used previously, allowing a bi-directional quick-shifter to be fitted, while also allowing three ride modes (Active, Basic, and Comfort), five traction control settings plus off (compared to three on the previous model), and Suzuki’s Low RPM Assist and Easy Start features.
The chassis and suspension remains largely untouched, being the GSX-R1000-derived twin-spar aluminium frame and swingarm, with KYB adjustable suspension and Brembo brakes – monobloc units at the front.
Photo credit: Chris Kuun / Suzuki SA
The styling has been refreshed and, depending on your age, is either a success or not. Personally, the front end/headlight treatment is not to my liking. At all. To be fair, I’ve never liked vertically stacked headlights on a bike: a bike is narrow enough without a strong visual element such as the headlights adding to that narrowness. My criticism of front end styling is not limited to the Suzuki: there are very few bikes in this age of LED lighting that are in any way attractive to my eye. It’s as if there is some unspoken competition to create the ugliest front on a motorbike.
Happily, the front of the bike is possibly the least observed angle of a bike, especially if you are riding it!
Photo credit: Chris Kuun / Suzuki SA
Ahh, riding. I was hoping we’d get to this part soon!
Straight away, the riding position is encouraging: you sit ‘in’ the bike, not on it. The rider triangle is near perfect, even for a six-foot-plus rider; you’re not leaning forward too much to put weight on the wrists but neither are you bolt upright. Your knees aren’t up by your ears, but neither are they too low: it’s a good compromise.
Photo credit: Chris Kuun / Suzuki SA
The changes to the engine are subtle and, if you’ve ridden the previous generation of GSX-S, then you might not notice too much difference, which is no problem as it was always a lovely torque-filled unit, with an appetite for revs and a decent howling exhaust note. It gives ridiculously effortless and strong performance without ever being raucous: it’s a performance bike in a suit – it will still kick your head in but say sorry afterwards and buy you dinner.
Its flexibility is its trump card: it will trickle through traffic at walking speeds or complete the urban commute without a whiff of complaint or snatchiness. Show it the open road, however, and Mr Hyde comes out, albeit a benign Mr Hyde, one who will look after you if you ask nicely!
Photo credit: Chris Kuun / Suzuki SA
Power is nothing without control, so it is said that the GSX-S1000’s chassis has everything under control. Ever-increasing levels of adjustment might be common for suspension today but the chances are you have no idea what you are doing so best leave it alone. That on the Suzuki was so well dialled in from the factory that I would have no hesitation in locking it where it is and never referring to it again.
It had the perfect balance of control and comfort, always a sensation that makes you wonder what some manufacturers think we actually want from our bikes. The GSX-S1000 was never too hard to be vile on bumpy roads, but never too soft to feel anything but under firm control at all times and inspiring confidence in any situation. Coupled with the twin-spar chassis’ rigidity, it gives nothing away to any of its rivals, while being a whole lot more comfortable.
Photo credit: Chris Kuun / Suzuki SA
And that brings me neatly to the seat. It should be compulsory for every naked sports bike manufacturer to take a ride on the GSX-S1000 to feel how a seat on a sports bike can be! The biggest shock is that it actually has some effective padding that makes it possible to be sat on without quickly feeling like a plank of wood. Why is it so difficult for manufacturers to do such a simple thing? According to Suzuki, it’s not that difficult.
Another surprise is the aerodynamics. Being a naked bike, you would expect things to get pretty windy as speed rises, which would be only natural. But, somehow, Suzuki has made a naked bike that, up to 160km/h, generates very little wind on the rider. I was easily able to relax both my arms and the grip on the ‘bars at that speed and my neck muscles were entirely untroubled. There was the lightest wind pressure on my chest, just enough to enable my core muscles to relax a bit without requiring me to hang on for dear life. Certainly, any speed higher than that needed a firmer grip on the ‘bars but that is only to be expected.
Image source: Suzuki Motorcycles
The GSX-S1000 is playing in a crowded segment with a lot of headline-grabbing bikes vying for the top spot. The Suzuki might be the most understated bike in the group but, to me, that is one of its biggest strengths. It doesn’t shout about itself in any way: rather, it lets you discover its qualities for yourself and the surprise is all the better for it.
The misinformed are going to point out a power output of ‘only’ 152bhp against 160, 180 or over 200bhp for its rivals but anyone who tries to tell you he or she can use all that power on the road is lying through their back teeth. It’s not ultimate power but what you can do with what you have that’s important and the Suzuki feels as if it could use every one of its 152bhp without ever overstepping the abilities of its well-sorted chassis, while losing nothing in terms of real-world performance to any of its rivals.
Photo credit: ZA Bikers
My acquaintance with the GSX-S1000 was all too short: a ride that I would be happy to turn into a much longer ride, and that is the key to a great bike. You simply don’t want to get off it or for the ride to come to an end. At the other end of the scale, you will find any excuse to swing a leg over it and go for a ride.
You can pre-order your Suzuki GSX-S1000 from your local dealer right now and they should be in showrooms around April. The price is R225,900 which is a bargain in the naked bike category. The thing is, there’s nothing cut-price about it, whatsoever.
Suzuki GSX-S1000
For more information on the bike that we tested in this article, click on the link below…
Kawasaki is out to build on an excellent South African National and GXCC Gauteng Cross Country racing foundation in star-studded 20-bike twin Pepson Plastics Motul and Franchise Company Tork Craft teams attack on both 2022 championships. The green machines bounced back in championship-winning style after a long hiatus in 2021. Now Kawasaki is set to make an even bigger impression in its second season back, starting with the opening GXCC round at Verena, Saturday 5 February.
“We enjoyed an incredible comeback season with Kawasaki’s brand new KX X range in 2021,” Pepson Plastics Kawasaki Motul team principal Iain Pepper confirmed. “Now we are poised to build on that success, and so many valuable lessons learned as we attack the 2022 season with a 20-bike twin-team effort. “Our e2022 campaign will see both Pepson Plastics Motul Racing with Scottish Cables, and Franchise Company Tork Craft Kawasaki running multi-bike teams across several classes. “We are ready to paint the town green!”
Photo credit: GXCC
“Kawasaki will attack both the National Cross Country and Gauteng Regional GXCC Regional championships in 2022,” Franchise Company Tork Craft Kawasaki Racing boss, Harry Grobler added. “We are fielding top riders in the 450cc OR1, 300cc OR2 and 250cc OR3 classes, as well as in the Ladies, Masters, Seniors, 85cc Juniors and 65cc Juniors. “We are out to defend our rookie season titles and add to those in an even bigger and better campaign this year.“
Kawasaki’s effort is headed by double national and GXCC 450cc OR1, and overall GXCC champion Mike Pentecost fresh off an extensive off-season training program on a Franchise Co. Tork Craft KX 450 X.
Photo credit: GXCC
He’s backed by national number 3 and GXCC runner-up, and also pre-season fit D’Artagnan Lobjoit, and Craig Alcock’s Pepson and Tyron Beverly Franchise Co. machines. Penetcost’s objective is simple — to go one better and take the overall 2022 SA National Championship. Lobjoit is out to win too.
Kawasaki is also making a concerted four-bike KX 250 X challenge on the OR3 class. Boasting an exciting blend of youth and experience, Taki Bogiages and Kyle Mackenzie head up the quarter-litre chase off an impressive debut in 2021, once again aboard a pair of KX 250 Xs. They are joined by regional High School champion John Botha moving up to OR3, alongside Wian Wenzel on a pair of Franchise Co. entries. Dijan van der Merwe meanwhile takes on the 350s aboard a big bore KX 280 X in OR2.
Photo credit: GXCC
Perhaps the most exciting Kawasaki Cross Country new recruit news however surrounds its double Pepson Plastics Motul Senior class attack. Multiple SA Cross Country champion Kenny Gilbert is back on a KX 450X and multiple SA motocross champion, Wyatt Avis on a KX 250 X. Both are likely contenders National overall honours. Lee Thompson will race Regional Seniors, Masters regular Carel ‘Mielies’ Le Roux will be out on Franchise Co. Tork Craft machine and Iain Pepper will make occasional Veteran Regional appearances too.
There’s just as exciting news about Kawasaki’s GXCC Ladies effort. Four-time National Ladies MX champion Kayla Raaf will run in Pepson Plastics colours and reigning Pro Ladies champion Che Dee Grobler will race for Franchise Co, backed by Danel Delport in Pro Am. Kawasaki will also chase 85cc Junior glory with Jaden Els and Johandre Vermaak riding for the Franchise Co, and Pepson’s Clayton Human. Pepson Plastics lads Jake Pretorius and Dylan Human will race in the 65cc class.
Photo credit: GXCC
“We have no shortage of talent riding a fleet of brilliant 2022 model Kawasaki KX Xs in both the SA National and GXCC Regional championships,” Iain Pepper points out. “Our entire team, from us managers, through the technical and back-up crew to our ace riders cannot wait to race,” Harry Grobler concluded. “We wish all our riders the very best for the season ahead and thank all our sponsors and partners for their contributions to make it happen. ”It all starts at Verena this weekend — bring it on!”
With the complexity of modern ECU’s, there is consistently a ‘SA First’ release from Dimsport (distributed by Rapid SA) when it comes to accurate and reliable ECU Calibrations designed by experts. Dimsport are technical partners with Akrapovic and their Rapid Bike and ECU calibrations are recommended by Akrapovic.
The 2020 S1000RR/XR/R software update that was released by the Rapid SA team caused quite a stir in South Africa and is considered by many as the best in the world even when compared to famous American BMW Tuners. The S1000RR attracted more than 2 Million views on social media when released.
Photo credit: Bjorn Moreira / ZA Bikers
The Rapid SA Team, based at Fire It Up! in Bryanston have been working for over 6 months on the current 1290R SuperDuke which is already a monster, the Software update although extremely complicated removes the Euro restrictions that have been put in place that sacrifice low down/useable HP and Torque for emissions, tyre wear, noise pollution etc.
As many people now know that with all Euro 4 and 5 motorcycles performing a de-cat or full exhaust system makes the engine perform badly or in some cases, the motorcycle will not run at all. The calibration performed by Rapid SA does not change any engine limits or parameters and therefore reliability is guaranteed.
Photo credit: Bjorn Moreira / ZA Bikers
The new Software Calibration from Rapid SA is finally available and the first customers have been thrilled with the overall difference from low down horsepower to a smoother throttle response. The update is available for 1290 engines including the Super Adventure.
Rapid SA only uses Dimsport Calibration equipment and therefore they guarantee the software and update. The service is now available at Fire It Up! stores in Bryanston, Pretoria and Cape Town and professional workshops.
The advent of the electric motorcycle has made one thing abundantly clear: there’s a massive generation gap in motorcycling. Those that grew up on two-stroke oil can’t wrap their heads around the idea of bikes that don’t growl or vibrate. But the younger crowd isn’t bound by the same nostalgia—to them, anything that gets them from A to B with a smile on their face is fair game.
Right in the middle of that quandary sits the Rieju NUUK. Its diminutive size and step-through design are decidedly moped-ish, but its alloy wheels, anodised upside-down forks and wide handlebars look like they’ve been pinched from a bigger bike. So it’ll befuddle anyone that’s expecting a conventional motorcycle.
Photo credit: Wes Reyneke / ZA Bikers
Rieju is a Spanish brand, and the NUUK is actually manufactured there, using a handful of European components—like a Bosch motor and J.Juan brakes. That, and the inherent cost of burgeoning electric tech, means that the NUUK is priced at a premium. Prices start at R139,999 for the dual-battery ‘Urban’ model tested here.
That would be enough to slam on the brakes for most potential buyers—and the NUUK’s size, top speed and range make it an even harder sell. No doubt, this is a short range missile, best suited to quick commutes, errands, coffee shop runs, and deliveries within a reasonable radius. But if you can put its price and limitations on ice for a second, there’s a lot to love about this spunky little runabout.
Photo credit: Wes Reyneke / ZA Bikers
For starters, it’s a lot of fun to ride. A lot. Its electric motor is torquey, putting out 41 Nm and 8.5 kW, and delivering it instantly and smoothly. Like most electric bikes (and scooters), there’s obviously no clutch; it’s a beginner-friendly twist-and-go affair.
The Bosch system on the NUUK also has three riding modes built in. It’s a classic trade-off: each mode unlocks more power, but chows the battery quicker. The lowest setting, ‘Go,’ isn’t good for much more than pottering around the suburb. The next, ‘Cruise,’ acts as a standard mode of sorts, but ‘Boost’ is the most fun. And there’s even a nifty ‘Crawl’ mode that you can use to help walk the bike into tight parking spots.
Photo credit: Wes Reyneke / ZA Bikers
Set to full, the NUUK is truly zippy of the mark. So much so, that it surprised my old man when he took it for a spin—and he’s used to riding big touring Harleys.
Plus it handles great too. At 150 kilos the NUUK is a little porky for its size, but it doesn’t feel it. It’s easy to toss around thanks to its wide handlebars and grippy foot pegs, plus the 17” hoops make it nimble on the road. And it’s a comfortable ride too, even for a 1.82 m tall, forty-something-year-old adult like me.
Photo credit: Wes Reyneke / ZA Bikers
The suspension works OK as long as you dodge hard knocks, and with a 280 mm disc up front and a 220 mm unit at the back, the brakes are more than adequate. It’s a linked system too, which takes some getting used to. And it has a regenerative braking function built in, which puts power back into the batteries during braking (although it’s not particularly noticeable under normal use).
As a runabout, it excels. Pulling away from cars at traffic lights: check. Darting into side streets and shortcuts with ease: check. Getting stares, smiles and the thumbs up from random strangers: check, check and check.
Photo credit: Wes Reyneke / ZA Bikers
But packing on highway miles: sketchy. The NUUK has a claimed top speed of 110 km/h, but I couldn’t get it past 80. It’s probably worth mentioning that I weigh around 130 kg, and that, like most small capacity bikes, extra weight has a big effect on performance. Smaller, lighter riders will surely be able to eke more speed out of the mid-mounted brushless motor.
Another number I couldn’t quite hit was the NUUK’s listed range: 150 km. Granted, Rieju probably calculated this number with a 70 kg rider riding half-throttle in ‘Go’ mode—so at my size, I was asking a lot of the two 4.8 kWh Lithium-ion batteries.
Photo credit: Wes Reyneke / ZA Bikers
Flicking between the different modes, and riding with varying levels of aggression to simulate daily usage, I managed a maximum of 56.4 km on a full charge. And that was with a quick top up snuck in between my riding too, at a friendly cafe with a plug point. (When the battery dips below 5%, it’ll automatically limit power output, so that you can literally limp home.)
The NUUK’s dashboard packs in a ton of information—like how much charge is left, and your predicted range, which updates itself on the fly, according to how you ride. It works for the most part, but even at the lowest power setting, the system’s most optimistic prediction was 101 km. In other words: results may vary.
Photo credit: Wes Reyneke / ZA Bikers
That’s not a big deal if your daily mileage is short. I scooted around the ‘burbs for a week on the NUUK, and only got into a pickle the day I deliberately tested its maximum range. For the rest of the time, I could manage spirited riding from point to point, with an overnight charge to prep it for the next day’s galavanting.
And galavant you will, because, at the risk of overstating it myself, the NUUK is a lot of fun to ride.
Photo credit: Wes Reyneke / ZA Bikers
Charging is a breeze too. The charge cable comes fitted with a standard three-point plug, and it takes 4.5 hours for a full charge. (There’s a fast charge function that’ll get you to 50% in an hour-forty, but I didn’t test it.) By my extremely rough calculations, charging sucks less than one unit of electricity per hour—so at least ‘refuelling’ the NUUK is cheap as chips.
The charge cable is stowed in a locked compartment in the ‘floor’ of the bodywork, and can be a little fiddly to get in and out. It’s also hardwired in, and I would have preferred a separate cable that plugged into the bike. That way, if it got damaged, I could order a new one rather than have to take my scoot back to the dealer for repair.
Photo credit: Wes Reyneke / ZA Bikers
It’s one of a handful of niggles I have with the NUUK’s overall construction and build quality. I also spotted a couple of wiring connectors that could have been packaged neater, and early signs of corrosion on the bike’s headlight, shock body and brake discs. But for the rest, it’s a well-built machine.
The frame’s pretty burly, and parts like rear fender, taillight, forks and wheels all feel top shelf. The two-piece seat sports a nice gripper fabric, while a bicycle-style quick-release lever lets you flip the passenger seat up to act as a backrest. Cleverly, the bit between the two seats is rubber rather than hard plastic—so it won’t hurt you if you’re shifting your weight around.
Photo credit: Wes Reyneke / ZA Bikers
If you’re planning to use it as a delivery bike, you can order it with a top box fitted in place of the pillion pad. So the grab handles and passenger pegs are easily removable too.
The whole bike feels modular. The handlebars and grips are standard diameter items, and the frame appears to have multiple mounting points for the foot peg brackets. I could easily see owners customizing their NUUKs to suit their specific needs.
Photo credit: Wes Reyneke / ZA Bikers
And that’s really the crux: the NUUK won’t suit everyone, no more than a Honda Cub will suit someone looking to clock highway miles, or Honda Goldwing will suit someone commuting 5 km each way. It certainly doesn’t tick all of my own motorcycling boxes… but I’d be lying if I said I wouldn’t love one in the garage for daily duties.
The Reiju NUUK is imported by, and the test unit was supplied by, Cape Town-based ORE Mobility.
Harley-Davidson moves into their second year of significant model releases with the arrival on South African soil of the brand new Sportster S.
The second H-D model to use the new Revolution Max liquid-cooled v-twin engine after the Pan America adventure bike, the Sportster S, takes the spirit and essence of the old Sportster and brings it bang up to date, with a new chassis, suspension, brakes and electronics to go with the new engine. Read ZA Bikers ride report here.
Photo credit: Jürgen Muntzeroli / ZA Bikers
The new Sportster S is sure to generate a ton of interest and, with that in mind, Harley-Davidson Gold Rand in Boksburg has organised a demo day on Saturday 29th January to give customers an opportunity to be the first to ride the highly-anticipated new model. They promise you won’t be disappointed.
Photo credit: Bjorn Moreira / ZA Bikers
Rides are available from 8:00 a.m. to 2:00 p.m. at Gold Rand Harley-Davidson, corner of Atlas and North Rand Road, Boksburg.
For more information contact H-D Gold Rand on – 011 823 3763
While we would never advocate riding your bike with anything less than full protective gear, sometimes you just have to make an exception to the rule and every year that exception comes in the form of the Anti-Pants run, organised by Skinny van Schalkwyk of Tank Girls and South African motorcycling fame.
Photo source: Tank Girls
What started as a low-key affair a few years ago, has grown into a bona fide must-attend event on the motorcycling calendar. The purpose of the event is to raise both awareness and money for animal conservation programmes. This year, it was the turn of the Two Oceans Aquarium’s sea turtle rehabilitation programme.
Now in its fifth year, the attendance has grown out of all expectations. At that first event, the participants could be counted on the fingers of both hands. This year, 2022, 210 bikes were counted at the start and many of those were carrying two people.
Photo source: Tank Girls
While that is impressive, the aim of the event is to raise money and, at the time of going to press, that figure stands at a fantastic R20,000, with more pledged to come in.
Why ride with no pants? I suppose the only answer is ‘why not?’ It is certainly a spectacle, especially with a kilometre-long train of bikes leaving the Union Buildings and riding through the streets of Pretoria. Other road users and pedestrians certainly sit up and take notice.
Photo source: Tank Girls
The bottom line is that it is a great way of making the ride more memorable. Anyone can organise a mass ride but persuading people to take their pants off to ride brings a feeling of joining in with something special and, if it makes the participants more aware of a good cause, then all the better.
And let’s not ignore the fact that it’s just great fun. Everywhere you look all you see are smiles. And isn’t that what it should all be about?
Photo source: Tank Girls
The ride is sure to grow and it would be great to get newcomers involved next year. Forget your embarrassment: there will always be someone who will look sillier than you without their pants on! If you weren’t able to attend this year, you can still contribute to the cause at the following bank details:
Gerda van Schalkwyk
Bank: FNB (250655)
Acc: 62905568195
Reference: Anti Pants & Your Name
In November last year, we had the opportunity to spend some seat time on Husqvarna’s eagerly anticipated Adventure bike, the Norden 901. Although packed with all the bells and whistles that you may want, Husqvarna wants you to explore even more with the Norden. In order to explore more, Husqvarna have released an extensive range of technical accessories, manufactured exclusively for the Norden 901.
The Norden is a bike that will not limit, but rather enhance your wildest adventures and this same philosophy has been brought to their technical accessories range. Here is a shortlist of what you could equip your Norden with…
Image source: Husqvarna Motorcycles
Touratech Cases and Top Case
Encouraging unrestricted adventures, with a combined total of 114 litres of storage space the Touratech panniers are designed specifically for long-distance travel. Constructed of high-strength aluminium with strong and pliable silicone seals, anything placed inside the panniers is always protected, even in the most extreme weather conditions.
Image source: Husqvarna Motorcycles
Side Bag Set and Luggage Bag
Seamlessly integrating with the aesthetics of the Norden 901, the easy to install Side Bag Set and Luggage Bag are expertly assembled from waterproof material and welded seams to ensure all belongings remain safe and dry. For all-round usability, the effective roll closure design allows for fast and easy access.
Image source: Husqvarna Motorcycles
Ergo Rider’s Seat and Ergo Pillion Seat
Creating an enriched riding experience for both rider and passenger in colder climates, the Ergo Rider’s Seat and Ergo Pillion Seat offer three easily selectable temperature settings. With day-long comfort assured, the elegant, uncompromising finish subtly enhances the unique overall design of the Norden 901.
Image source: Husqvarna Motorcycles
Heated Grip Kit
Complimenting the Ergo Rider’s Seat and Ergo Pillion Seat, the Heated Grip Kit is another essential Technical Accessory, which allows for uninterrupted winter exploration. Operated by a simple-to-use handlebar-mounted switch, the Heated Grip Kit offers four heat settings for personalised comfort throughout every adventure.
Akrapovič “Slip-on Line”
Providing a significant weight reduction over the standard exhaust, the Akrapovič “Slip-on Line” is manufactured from high-grade titanium and assembled with the highest levels of craftsmanship. Complete with two protective heat shields, the lightweight system produces a sporty sound with an overall appearance inspired by the Husqvarna Factory Racing rally machines.
Image source: Husqvarna Motorcycles
Lowering Kit
For shorter riders or those focused solely on the open road, the Lowering Kit includes all the components and hardware required to lower the Norden 901. Designed to offer unaltered riding dynamics, the Lowering Kit provides a 22 mm lower seat height than standard.
Windshield Spoiler
Providing a simple solution to extending the standard component, the Windshield offers improved protection from wind and reduces any potential strain on neck muscles. Particularly effective during long days in the saddle, the Windshield can be installed in a matter of minutes.
Image source: Husqvarna Motorcycles
Diverse Protection
Adding valuable protection to the Norden 901, three Technical Accessories have been developed to ensure non-stop exploration. Designed for challenging offroad conditions, the Engine Protection Grille provides an extension to the original skid plate to prevent mud build-up around the exhaust header, ensuring optimal engine temperatures at all times. Protecting the lights, the Auxiliary Lamp Protection and Headlight Protection are easy to mount and offer effective defence against stone damage for uninterrupted riding adventures.
Image source: Husqvarna Motorcycles
Husqvarna Motorcycles’ full range of technical accessories will be available at authorised Husqvarna Motorcycles dealers in South Africa—availability has not yet been confirmed. For all details on pricing and availability, please refer to your local Husqvarna Motorcycles dealer (here).
The world does seem to have entered 2022 with a renewed vigour and not nearly so much wailing and gnashing of teeth which was a characteristic of the 2020-into-2021 transition. Maybe we have had a collective good look at ourselves and realised that it doesn’t matter what we think, the world will get back to normal ways when it’s good and ready and there’s pretty much nothing we can do to change that, so we might as well get on with life.
Image source: Aprilia
That certainly seems to have been the outlook of motorcycle manufacturers around the world. The blip that was hard lockdown in 2020 only served to give them more time to dream up, even more, mouth-watering new models for us to drool over when the time was right and, luckily, the time for them to emerge from the chrysalis seems to be 2022.
The following is a (possibly incomplete) run-down of what we can expect to see in the showrooms in the coming months and, as an antidote to the January blues, there can be nothing better than the prospect of not only some re-worked existing models, but some brand new delicacies as well.
Image source: BMW Motorrad
In the spirit of fairness, we’re going to do this alphabetically, even if we secretly desire some models more than others, as is only natural. The simple fact, however, is that this list demonstrates that the world of motorcycling is in rude good health and shows no sign of capitulating to the increasing attempts to stop us doing something that some are convinced is detrimental to our health. Quite the opposite: those who ride are generally happier and more fulfilled than those who rely solely on four-wheeled transport and we’ll never tire of trying to convert the unwashed masses.
Aprilia
Aprilia are concentrating on the 660 platform, with the Tuareg 660 adventure bike vying for supremacy in the increasingly popular middleweight segment. Powered by the 659cc parallel-twin engine that does service in the RS660 and Tuono 660, there are new camshafts in the Tuareg’s engine to bring torque delivery much lower down the rev range, while power output is pegged at 80bhp.
Image source: Aprilia
Traction control and ABS can both be switched off but there is no internal measurement unit which means no lean-sensitive ABS or TC, but that does not need to be a deal-breaker.
There’s also a Factory version of the Tuono 660, which gets a 5bhp power hike and more adjustable KYB/Sachs suspension at the front/rear.
The Bologna deity is committed to giving us thrills on and off-road in 2022. The Streetfighter V4 SP sheds a load of weight through the use of carbon wheels and other carbon fibre goodies scattered here and there to pare weight down to 198kg wet, while retaining the monstrous 208bhp power output. Whoever thought that the KTM Super Duke R with 180bhp was pushing the envelope too far for a naked sports bike obviously neglected to pass the memo onto Ducati, who demonstrate that glorious Italian knack for not giving a damn about what might be deemed to be too much.
Image source: Ducati Italy
Slightly less bonkers is the Streetfighter V2 which could be seen as a naked Panigale V2 but has a longer swingarm and revised gearing and power delivery, together with naked styling, meaning a much more relaxed riding position but no less fun.
A very significant new model from Ducati is the new DesertX adventure/enduro bike. The all-new DesertX utilises a steel trellis chassis and rolls on 21-inch front and 18-inch rear wire-spoked wheels wrapped in OE-fitted Pirelli Scorpion Rally STR rubber, allowing for maximum ground clearance and off-road mobility.
Image source: Ducati Italy
It is powered by the 937cc 11° Testastretta V-twin as seen in the Multistrada V2 and Monster models, which is rated at 110 horsepower at 9,250, with dedicated internal gear ratios with emphasis on off-road performance, first through fifth being much shorter in comparison to the Multistrada, while sixth is longer for tarmac stretches of riding.
It gets the six-axis Bosch IMU-based electronic rider-aid suite, offering six selectable riding modes including Sport, Touring, Urban, and Wet modes. Furthermore, an Enduro mode reduces power and increases electronic intervention while Rally model enables full power delivery and reduced intervention.
Image source: Ducati Italy
If the Scrambler is style over substance and the Multistrada Enduro simply too large (and expensive) to throw around convincingly off-road, then the DesertX might just be the Ducati you’ve been waiting for.
Harley-Davidson
2021 was always going to be hard to top for Harley-Davidson; after all, the world’s most traditional manufacturer moving into a field it has never played in and knocking the ball out of the park would be a hard act to follow. However, the Pan America adventure bike was merely the first shot in a volley of new models that will use the new Revolution Max, water-cooled v-twin engine and the second model is about to hit our shores in the shape of the Sportster S.
Photo credit: Jürgen Muntzeroli / ZA Bikers
The old Sportster was so long in the tooth that it was obvious its time was up, even had emissions regulations not pushed it out of so many markets. Harley chose to keep the essence of the old Sporty with the new Sportster S but that is where the similarity ends. The Sportster S is the ‘baby’ cruiser for the 21st century. The engine has been de-tuned from 150bhp as found in the Pan America to 121bhp in the Sportster S but that is almost twice what the old 1200cc Sportster had and the chassis is all-new and thoroughly modern.
The Norden 901 will be Husqvarna’s first foray into large-capacity adventure bikes, having previously stuck to MX and enduro machinery, although the arrival of the Swartpilen and Witpilen demonstrated new thinking in the company. Coming under the same umbrella as KTM and GasGas, it is obvious that the Norden 901 is based heavily on the KTM 890 Adventure but it promises to have its very own flavour. The ZA Bikers launch report was published last November, a bit too recent to re-hash the information here.
No new models per se, but the H2 SX SE gets Kawasaki’s Advanced Rider Assist, otherwise known as radar detection, working with the adaptive cruise control. It also gets semi-active Showa Skyhook suspension to take the tech package into the stratosphere. The engine remains the same and, really, why would it need to be changed? With nearly 200bhp of supercharged urge, there was never anything wrong with the way the H2 went!
Image source: Kawasaki
There’s an SE version of the retro Z900 RS, which adds uprated suspension to an already accomplished package and new colours are available. Joining the Z900 is the Z650RS, a similarly retro version of the Z650 and copying the style of the 1970’s Z650, although using a parallel-twin engine and not an in-line four.
Finally, the Versys 650 gets new front end styling, bringing it right up to date.
KTM
Nothing major from the Austrian brand but the Super Duke R evolves into the R Evo, which gets electronic suspension from WP with anti-dive technology. Of course, there is the Super Duke 1290 RR but, unless you were very quick off the mark, you’re not getting your hands on one as all 500 units sold out within 50 minutes of going on sale.
Image source: KTM Austria
The other 1290 model to get a re-vamp is the Super Duke GT, where the madness of the Super Duke is allied to more comfort and practicality to create the ultimate mile-eater that loves the curves as much as it does the highway. It gets the lightweight wheels from the Super Duke R and a new TFT dash and new switchgear.
Image source: KTM Austria
Moto Guzzi
Huge news from Moto Guzzi for the first time in who knows how long and very welcome it is too. The new Mandello V100 is the first Guzzi to feature water-cooling for the cylinders. The engine is still the transverse v-twin, with a capacity of 1042cc, four valves per cylinder, wet-sump and hydraulic clutch. The engine is incredibly compact, being 10cm shorter than the engine in the V85. 113bhp and 105Nm are claimed, with 90% of torque available from just 3500rpm. Rev limit is 9500rpm. There’s a single-sided swingarm but now it is mounted low to avoid torque reaction.
Image source: Moto Guzzi
The Mandello’s party piece is the active aerodynamics in the form of two fold-out wind deflectors mounted on the side of the tank. Guzzi claims that, in their outstretched position, they reduce air pressure on the rider by as much as 22%, aiding long-distance touring. The screen is electrically adjustable.
There’s a six-axis IMU offering up lean-sensitive TC and ABS and cornering lights. The top-of-the-range model comes with Ohlins semi-active suspension, quick shifter and heated grips.
Image source: Moto Guzzi
To say that this is an important model for Moto Guzzi would be an understatement and it would be great to see it further improve the fortunes of the venerable manufacturer with such a storied history.
MV Agusta
Under its new Russian owner, Timur Sardarov, MV seems to have, for the first time in many a decade, a new stability, giving rise to an ever-improving model line-up.
2022 will see the introduction of a massively significant brand new model in the shape of the Lucky Explorer 9.5. As the name suggests, it is a full-fat adventure bike, using a stretched version of the company’s 800cc triple-cylinder engine, taken out to 931cc.
Image source: MV Agusta
Taking obvious inspiration from the Cagiva Elefant Paris-Dakar Rally bikes, sponsored by Lucky Strike, in the 1980s, the 9.5 (and smaller-engined, more road orientated 5.5) is, in the words of MV, a modern interpretation ‘of the spirit of the African rallies of the golden age’. In other words, it is an adventure bike, without which no manufacturer is complete these days.
At the heart of the 9.5 is MV’s new 950 triple, developed specifically for this model, pumping out 123bhp and 101Nm of torque. The chassis of the bike is made of steel with a light aluminium swing-arm all sitting on dirt-friendly 21”/18” wheels and long-travel suspension (8.6” front/8.3” rear). In addition, the bike’s wet clutch will come in two versions: standard and automatic Rekluse.
Image source: MV Agusta
The 5.5 version has a 550cc 2 cylinder, in-line liquid-cooled engine delivering 47.6bhp and 51Nm of torque.
Suzuki
Since 2015, the GSX-S1000 models, in both naked and faired form, have been two of the best models in their respective categories. Powered by the bullet-proof K5 long-stroke inline four-cylinder engine from the 2005 GSX-R1000, it was a brilliant mixture of rock-solid engineering and blistering performance.
For 2022, the naked GSX-S1000 gets sharp new styling while the faired “F’ model grows up to become the GSX-S1000 GT sports tourer, with a whole new dose of long-distance practicality.
It is immediately obvious that Suzuki has extensively re-worked the old ‘F’ model, which was never hugely convincing as a long-distance tourer. Now, the fairing and screen are much larger, adopting the new sharp-edged styling that graces the naked version. Ergonomics have been completely refined and colour-coded panniers are available. In short, this is the sports tourer that the GSX-S1000F was always trying to be.
Image source: Suzuki Motorcycles
With 150bhp on tap and a wonderfully solid and stable chassis, there is now equal emphasis on both ‘sport’ and ‘touring’.
Triumph
Every year has been a big year for Triumph and 2022 is going to be no different.
Image source: Triumph UK
The completely new Tiger 1200 is sure to shake up the large-capacity adventure segment as much as the Tiger 900 did a year or two ago in the mid-sized category. It’s lost weight, gained power and usability through the use of the T-Plane crank which gives the low-down grunt of a twin and the screaming red-line of a triple. Call it the best of both worlds.
If it stops short of being a full-on superbike, it is Triumph’s own take on the genre, leading to a brilliant and usable bike that is a combination of the best of both worlds.
It gets Ohlins semi-active suspension in addition to the cafe racer fairing and, in line with all Triumph offerings, it is beautifully made and supremely stylish. While it has clip-on handlebars, the riding position isn’t as extreme as a superbike while being more extreme than the naked Speed Triple RS. There really isn’t much out there that combines style and performance in the same way.
Image source: Triumph UK
Also from Triumph is the new Tiger Sport 660, the latest variation on the Trident 660 theme. Expect it to be just as much fun as the naked bike, with a whole new dose of practicality at what is sure to be a very competitive price.
Will 2022 be the year that we see Triumph’s entry into the MX and Enduro market? We’re not sure about that but it remains a mouth-watering prospect.
Image source: Triumph UK
What We Wish We Were Getting
If that’s not enough to keep you satisfied, we’d have to agree as there are one or two bikes that we will sadly not be seeing in South Africa, although never say never.
Image source: Buell Motorcycles
Who wouldn’t be excited about the Buell 1190 Hammerhead? Picking up where Buell left off, the new sports bike will be powered by the 1190cc Rotax v-twin engine last seen in Buells ten years ago before everything went belly-up.
With the TVS buy-out of the remains of Norton in the UK and the establishment of a new factory, it seems the future of the iconic British brand is secure. Whether we see the new V4SV sports bike or the V4CR naked in SA is another matter.
Image source: Norton Motorcycles
And finally, another British brand – BSA – has been revived, yet again by an Indian manufacturing giant. Mahindra, via its Classic Legends arm, is the parent company and recently also revived the Jawa name. The first model is a 650cc single-cylinder engined model called the Gold Star 650. It toes the ‘modern classic’ line faithfully and gives rise to the mouth-watering prospect of three iconic British marques going head-to-head in showrooms for the first time in 50 years. Who wouldn’t be fascinated by that?
It wasn’t Hero Motorcycles’ first visit to the Dakar Rally, but it was, by any measure, a hugely successful campaign for India’s – and the world’s – largest motorcycle manufacturer.
With seven of the world’s top manufacturer teams battling for the top prize, Dakar 2022 was the most competitive edition ever: 12 gruelling stages and over 8000 kilometres of unforgiving terrain. Through it all, the Hero Rally 450 machine proved its mettle yet again with no technical failures.
Photo credit: Hero MotoSports
Hero rider, Portuguese Joaquim Rodrigues (also known as J-Rod), set the fastest time on Stage 3 of the rally, the first for an Indian motorcycle manufacturer and went on to claim a third-fastest stage time as well, on his way to 13th overall, with teammate Aaron Maré taking 15th place, in the RallyGP class. In all, Hero claimed eight top-ten stage finishes.
Team manager Wolfgang Fischer said, “We’ve made history! It’s amazing to enjoy the first stage win for Hero MotoSports at the Dakar today. We’re experiencing the sweet taste of victory after all the hard work a lot of people have put in over the past few last months and years. It is also J-Rod’s first stage win at the Dakar, and he absolutely deserves it. I’m really happy that he’s the one to have brought home this achievement for Hero MotoSports. Congratulations to the entire team, and to all our fans around the globe.”
Photo credit: Hero MotoSports
After winning the stage, J-Rod said, “I’m extremely happy with how my day has turned out. Even though the stage was really fast, with a lot of difficulty around alternating dunes and tracks, I was able to push hard right from the very first kilometre. The Hero Rally 450 has been performing extremely well, and I’m happy that our great combination has helped bring home the first stage win at the Dakar. Thank you, Hero MotoSports, for all the effort they have invested in me, and for putting me through a large number of races this year – this has definitely boosted my confidence by leaps and bounds.”
There was an added South African element to the Hero Motorsports team. Aaron Maré was born in SA and lived and raced in Europe and America before settling in Dubai in 2016 and being bitten by the sand racing bug. His career highlights include podiums and wins at the UAE Baja Championship, Dubai International Baja, and Emirates Desert Championship. He also won the Desert Storm Rally 2019 in Jaisalmer, India. This was his second Dakar Rally.
Photo credit: Hero MotoSports
The challenges of the Dakar are well known and understood by motorcycle enthusiasts the world over, but a reminder of the extent of the challenge never goes amiss. For example, the following day’s Stage 4 comprised a total of 707km in the saddle, including the special, timed, section of 465km. Of that, 200km was fast, sandy tracks, wadi crossings and chains of sand dunes, all of which has to be navigated accurately, while riding as fast as possible and, most importantly, not crashing. The strain on the bike is no less harsh. And that is just one of the 12 racing days!
The challenge can hardly be fully appreciated from the comfort of an armchair but any team relatively new to the Dakar that manages to achieve what Hero MotoSports has achieved, is worthy of being mentioned in the same breath as its established competitor manufacturers.
Photo credit: Hero MotoSports
Hero Motorsports is very quickly getting to grips with extreme enduro racing and looks likely to shake up the old order as dominated by Honda and KTM, GasGas and Yamaha. With such a successful 2022 Dakar campaign behind them and with a further year of racing experience, expect big things from Hero at the 2023 Dakar.
The Dakar is known for fortunes that ebb and flow for competitors, but this year seemed to be especially hectic. All the usual Rally Raid stars were there, but there were a few interesting developments right off the bat. The big news in the pre-season was Kevin Benavides, last years winner on a Honda CRF450 Rally, defecting to KTM. Given the HRC budget, I would imagine that KTM must have made him an eye-watering offer. The other noteworthy entry was the 2017 KTM mounted winner, Sam Sunderland, on a GasGas. The Spanish outfit was bought by Pierer Mobility, KTM’s holding company in 2019. Not traditionally Rally bike builders, it would be their third bash at Dakar. They were obviously serious with their signing of Sam as well as promising young Aussie, Daniel Sanders.
Also showing intent were the Indian mega motorcycle manufacturer Hero, with Joaquim Rodrigues, brother in law to Dakar legend Paolo Goncalves, who tragically succumbed to injuries suffered after a crash in the 2020 Dakar, as their top rider. His wingman was Dubai based South African Rally rider Aaron Maré.
Photo credit: Hero MotoSports
Yamaha strengthened their team with the addition to their ranks of the vastly experienced 39-year-old Andrew Short in 2021. Adrien Van Beveren, Ross Branch, our very own much loved Kalahari Ferrari (OK so he’s from Botswana, but that’s close enough!) and Short, had unfinished business after their Yamaha’s all expired in 2021 from ingesting contaminated fuel. KTM rolled to the line with 2018 winner and reigning 2021 Cross Country World Champion, Matthias Walkner and Aussie stalwart and two times winner Toby Price, shouldering their hopes.
Honda too rolled out their big guns. Ricky Brabec (1st in 2020 and 2nd in 2021), Pablo Quintanilla, lured away from Husqvarna and already with a Dakar 2nd, 3rd and two 4th’s to his name. As if that wasn’t enough Joan Barreda Bort, the Spaniard with 27 Dakar stage wins and José “Nacho” Cornejo Florima, brought in to replace Paolo Goncalves, were also in HRC colours. Talk about a stars studded cast. With a bit of good fortune (always a Dakar pre-requisite) any of these riders can win Dakar.
Photo credit: HRC
The rest, as they say in the classics, is history. 12 stages later, with the closest winning margin in 34 years, Sam Sunderland, making history for GasGas, stood on the top step of the podium, with runner-up Pablo Quintanilla on his Honda, a mere 3-min 27-sec adrift! Matthias Walkner filled the third spot, also only 3-min 20-sec behind Pablo. The figures don’t even begin to tell the story…the first stage was won by Daniel Sanders on his GasGas, showing the capability of the machine in the right hands, right from the get-go.
This stage then set up the drama that was going to unfold for the duration of the race. Some of the big stars had a nightmare with navigation and lost huge amounts of time right up front. Notably, Joan Barreda, Andrew Short, Toby Price, Nacho Cornejo and Ricky Brabec, who ended up between 40-minutes and a full hour behind the leaders. For these riders, the rest of the Rally would be about minimising mistakes and trying to pull back time. They had a mountain to climb in more ways than one.
Photo credit KTM
Serving notice, and in the top ten at the end of the stage were Quintanilla (2nd), Walkner (3rd), Van Beveren (4th), Mason Klein, 20-year-old American rookie on a Bas KTM 450 Rally Replica (5th), Sunderland (6th) and our boykie, Ross Branch in 9th. What unfolded over the next 11 stages was something that has emerged as a pattern over the years and doesn’t seem fair. You don’t want to win a stage at Dakar, because that means that you start first the next day with a huge target on your back. You have to be on point with your navigation and at the same time ride really fast. The fellows following you just jump on the main jet and follow your tracks. You kinda want a top ten, rather than win. This means that you can make up time daily by focussing more on riding and a tad less on navigation. The Honda boys really capitalised on this and started to ride back into contention over the rest of the rally.
Adrien Van Beveren is a case in point. Going into the penultimate stage of the rally he was leading overall by six minutes. A waypoint would not register for him and he saw other riders ‘registering’ riding the same route as him. It eventually picked him up and now, having lost a lot of time crisscrossing the route to try and get the waypoint to register, he rode, in his own words, at 200% resulting in two crashes. Also running low on fuel he had to cool it to make the end of the stage, losing almost 20-minutes and the rally lead. Such are the highs and lows of the Dakar. He rode himself back into 4th place by the end of the race. He must rank as one of the best riders to have not yet won a Dakar.
Photo credit: Yamaha Racing
Our Ross Branch rode a brilliant rally up to stage 6. He was one of the leaders coming onto the stage due to an excellent stage 5. The route was over the truck route from the previous day which resulted in such churned up ground that the organisers ultimately deemed it “too dangerous” and shortened the stage to just 100 kilometres. Unfortunately, it had already cost the Kalahari Ferrari his race. He had a huge off, bruising his body so badly that he was forced to withdraw from the race. In true Ross fashion, he tried to continue the next stage.
There is a Facebook clip of him trying to get on his bike which virtually moved me to tears. He is clearly in immense pain, so much so that a fellow competitor has to help him get his leg over the bike. He lost feeling in his one side from nerves pinched from the excessive bruising and had to call it quits. Knowing Ross as I do, to say he was gutted is a huge understatement. If there was an award for guts and determination, he would be the leading contender in my book. He has shown he has the ability to compete with the best. He was running consistently in the top 10. Like a number of other riders, he just needs a small run of good fortune.
Photo credit: Yamaha Racing
A number of South Africans deserve an honourable mention. Aaron Maré rode a great Dakar, performing consistently and riding his Hero to 16th place. Dakar legend Alfie Cox was supporting his son Bradley, riding his first Dakar. Brad rewarded him with a level headed and excellent result, coming home 25th overall. Charan Moore, riding in the “Original by Motul” class finished a creditable 34th overall. These guys are the unsung heroes of the Dakar. Unsupported, they ride, then have to service and repair their own bikes for the next stage. Supermen!. John Kelly and Stuart Gregory are two such fellows, finishing 46th and 65th respectively.
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We cannot mention the Dakar without speaking about MotoGP star Danilo Petrucci. Riding his first Dakar, he was competitive from stage one. His KTM, unfortunately, expired on stage four, forcing his retirement. He continued, albeit just for the experience, winning stage five overall! Frikken unbelievable! As the race drew to an end it was the Hondas which, from a team point of view, impressed. Every day they clawed their way back up the leader board.
Photo credit KTM
When the checkered flag dropped, all four factory Hondas were in the top ten. Quintanillo pipped into 2nd, Joan Barreda 5th, Naco Cornejo 6th and Ricky Brabec 7th. Adrien Van Beveren, who, in his own words, “regained my desire to take risks”, rode into a so well deserved 4th, having led the rally for a number of stages. KTM rookie Mason Klein, who started well, ended well as well, with a fantastic 9th place, just pipping Aussie ace Toby Price, who rounded out the top ten.
Van Beveren, who by the way, is Sam Sunderland’s brother-in-law, maybe hit the nail on the head with his quote. No one will win the Dakar without being willing to take risks. The 450 Rally bikes hit speeds of up to 180 kilometres an hour, across some of the roughest and most inhospitable terrains on the planet. To risk life and limb is without equal. To illustrate this, just Google historic results. There is not a single winner who has not had to throw in the towel in a Dakar due to physical or mechanical issues. They simply swallow it up and try again the next year. To every single modern-day gladiator who straddles a bike at Dakar, you are my absolute heroes and I salute you! Bring on 2023…
Heeha! I took delivery of my Suzuki V-Strom DL650 XT. I had the perfect opportunity to do some running in towards the end of last year. Nothing better to bond with a new bike than by undertaking a road trip. I have also discovered that you can only learn a certain amount about a bike ‘second hand’. Reading reviews and watching YouTube clips, can only reveal certain aspects of owning the bike. To really form a considered opinion you have to plant your butt in the seat and spend some hours in the saddle. Only then is all revealed.
My son, also Dave, on his BMW R 1200 GS Adventure, needed no convincing that he needed a road trip where we could pitch our tents after a long ride, get a fire going and sip on a decent red in front of our ‘bushveld TV’, whilst contemplating the wonders of life in general and riding motorcycles in particular. We rode north out of Pretoria early on a Friday morning onto an already busy highway. Before Bela-Bela we peeled off onto the old road north. At the best of times, I abhor highways, but especially when traffic is hectic. Wherever I have the option I take to the road less travelled.
Photo credit: Dave Cilliers / ZA Bikers
The Suzuki was already winning me over with its smooth and willing motor and general comfort. Keeping the revs under six grand still allowed 130 kph cruising. We stopped for a Wimpy brekkie in Modimolle before continuing on our way to a more scenic old road. Lower traffic volumes have kept the surface in pretty good condition, making for really pleasant riding.
Checking the vital info on the dash of the V-Strom confirmed my opinion that the current crop of TFT displays may tick the box for Generation X, but in terms of functionality, they don’t come close to a logical display like that on the DL650 XT. Scrolling through menus and various screens to try and access information or reset readouts is way more work than on a logical display. The Strom has an analogue rev counter with a side screen giving all the information in digital format. A large digital speedo and gear indicator keep you informed and other info is changed by a simple toggle switch on the left handlebar.
Photo credit: Bjorn Moreira / ZA Bikers
To reset, simply hold the button for a mo. TFT displays distract you for yonks trying to figure out how they work. In theory, we should suss them out before we ride off, however, in practice most riders will try and figure them out on the fly. Guaranteed someone has already become a bumper sticker as a result. We are being conditioned to a future where we just clip our mobiles into a recess on the ‘dash’ and use the ‘app’ to turn it into our display. Mark my words.
We hooked a right in Polokwane and rode to Haenertsburg. I had done nothing to adjust preload or damping on the rear shock. The ride is firm yet compliant enough over uneven surfaces. Some reviews I have read suggest the suspension needs upgrading. I am not so sure. The Strom turns beautifully and holds a perfect line through long sweeps. Bumpy bends are despatched without fuss. I have subsequently dialled in a bit more rear preload, easily achieved with the knurled knob, then upped the rebound damping to suit. The back shock is now well controlled and surprisingly good over poor surfaces.
Photo credit: Bjorn Moreira / ZA Bikers
The front is slightly harsh over small bumps but gets better when it receives harder hits. All in all, it is more than adequate and has moved to the… “This year? Next year? Sometime? Never” list. I will let everything settle, then play with the preload and damping with shims and different weight fork oil. I’m pretty sure I’ll be able to get it sorted to my liking. I may look at a fork brace too. Bottom line, it is quite acceptable straight out the box.
Haenertsburg has a Swiss chalet type spot on the left as you roll down the hill into the village. Perfect for a tasty chow or, dare I say, an ice-cold draught craft beer on a toasty summers day. We proceeded down Magoebaskloof to Tzaneen. The little ‘Strom devoured the tighter bends faster than a dog bolts down biltong! The totally neutral and light steering makes the bike a pleasure in the twisties.
Photo credit: Dave Cilliers / ZA Bikers
I was shadowed down the mountain by a red Porsche GT3 RS. I managed to use the agility and slim stature of the Suzy to sneak past slower traffic and gap the Porsche. As the road straightened out he flexed the cars considerable muscle and blasted past with a flat-six wail which set my pulse racing. If only I had been on a ‘Busa, then it would have been a more fair fight!
It was now early afternoon and properly hot. We refuelled in Gravelotte. The little Suzi had done 422 kays on a little over 18-litres. A 20-litre tank gives it really good range. The screen works really well on its highest setting, taking all the windblast off your chest and head. An MRA screen extender subsequently fitted smoothed the airflow wonderfully. I now have absolutely no turbulence around the helmet. My tip? Don’t bother with aftermarket screens. Buy an MRA screen extender and transfer it from bike to bike.
Photo credit: Bjorn Moreira / ZA Bikers
They work on a wing principle, speeding up the air under the extender and smoothing the airflow superbly. You can adjust the height and angle to perfection. With tanks topped up, we rolled into Phalaborwa and set up camp in the Forever Resort bordering on the Kruger National Park. This is uber cool because you get to hear hyena cackling, jackals howling and lions roaring at night. We changed into some cooler kit and strolled across the road to a chilled little boutique hotel where we smashed some cold ones. The beers and subsequent meal that we scoffed went down singing hymns.
We watched the sun turn the bushveld gold, then a burnished bronze, before a gentle darkness enveloped us. I will never tire of these spectacular African sunsets. Back at camp, we got a fire going, simply for the unparalleled ambience as we drew our camp stools nearer and cracked a good bottle of red. Sipping and chatting, we spoke of trips done and those bucket-list ones, God willing, still to do. I sensed the silent ‘Strom pricking up its ears, keen to hear what is in store for it.
Photo credit: Dave Cilliers / ZA Bikers
By the time the red was done and the flickering flames had settled into a bed of red coals, we were ready for bed. It was two extremely happy and content campers that settled into their tents. We fell asleep to a cacophony of sound from the Park. As we called quits on a perfect day the night creatures were hitting their straps. What a wonderful place we call home I mused, as sleep overcame me.
The sun rises early when you are this far east. I am pretty much a morning person so I was up at first light, before the sun peeked its fiery head over the horizon. First priority is always coffee, so I fired up my little gas stove and got some water on to boil. Dave and I sipped on a strong brew as the sun appeared as a big red orb through the treeline. Early mornings and late afternoons, what a special time in Africa! The rising sun chases away the shadows of the night and bathes the bush in a glorious golden glow.
Photo credit: Dave Cilliers / ZA Bikers
We showered and then broke camp before the heat of the day. Early morning riding is my absolute best. We meandered out of town, riding south to Hoedspruit. The road takes you along the edge of Kruger. The bikes were revelling in the cool morning air. It was one of those rides where you don’t even look at your speedo. You are so busy taking in the bushveld splendour that you are literally idling along at less than 100 kph, in a silent, smooth, happy bubble.
Once through Hoedspruit, we had to contend with the urban sprawl that is Bushbuckridge. Luckily traffic was not yet too hectic, so we turned towards Graskop and out of town. The bushveld had made way for wooded mountain vistas and the road swept and undulated across the land, marred only by some potentially disastrous potholes. Having ridden these roads for many years it is so sad to witness the decline of the once amazing infrastructure. As the cynical saying goes, “Africa wins always”. Up Kowyns Pass we went and into Graskop.
Photo credit: Dave Cilliers / ZA Bikers
The early morning cloud had lifted revealing spectacular views of the mountains and valleys. Needless to say, it was to the original Harry’s Pancakes we went for breakfast. Our original plan was to sleepover in Graskop, making for a really leisurely day, however, we were enjoying the riding way too much. Fortified by coffee and pancakes we rode towards Sabie enjoying strafing the sweeping roads at a healthy clip. Kaapsehoop was our new destination, so we rode up towards Long Tom Pass and then, before the pass turns proper, we turned left on the road to White River.
This road is not that potholed but it has become particularly bumpy. We then turned towards the Sudwala caves and then left to Montrose. This route was amazing sportbike riding a few years ago. The deteriorating road surfaces are now only really rideable on an adventure bike with longer travel, softer suspension. Taking the road to Waterval Onder, you turn left to Kaapsehoop at Sappi’s Ngodwana Paper mill.
Photo credit: Dave Cilliers / ZA Bikers
We caught up with a mixed bag of bikes as we started up the hill. GS’s, Harley’s and who knows what. The guys (and a few lady riders too) were all over the road, so we picked up the pace to dispense with the mobile chicanes. If you haven’t been to Kaapsehoop yet you got to go there. It is a bit otherworldly. You ascend the mountain from a hot and humid Lowveld to get to the wonderfully cool little village at the top of the mountain. Gold was discovered here back in the 1800s before the fabulous wealth of the Reef goldfields was discovered. It was a little boomtown till the prospects of wealth in Barberton and Pilgrim’s rest lured miners away.
A few of the miner’s horses stayed behind and formed the core of the herds of feral horses which graze the hills around the village. They stroll through the village and drink from the decorative fountain. Riding up the mountain you need to keep a lookout for these wild horses on the road. Sipping on a cold one at the downtown pub, we phoned around and secured the last available accommodation in town. The mood in town over the long weekend was particularly festive.
Photo credit: Ashleigh K Photography
Funny how things turn out. The room we got was at a B+B called Angel Mist, which is on your left as you turn into the town from the main road. It is owned by an affable fellow named Abrie Visser, who has farmed in the Lowveld for most of his life. He takes Enduro and Adventure bike riders on little bespoke rides in the area, tailor-made to the sort of riding that they enjoy. His intimate knowledge of the area will blow you away with some of the sights, generally unknown, that he will show you. He showed us photos of some of the rides. Awesome!
He has ten rooms in his spot, so he can accommodate decent groups. If you would like to enquire further, phone Abrie on 083 359252.
Photo credit: Dave Cilliers / ZA Bikers
An afternoon snooze set us up for a most pleasant evening. The weather was spectacular for the whole weekend. Kaapsehoop can get chilly at night given its altitude, but the evening was perfect. We washed pizza’s down with a couple of cold beers before strolling up into ‘bo-dorp’ to an intimate little pub run by the ex-editor of the Lowvelder. He has some amazing photos adorning the walls of news events over the last thirty-odd years. We whiled the evening away, shooting the breeze with some locals whilst sipping on some good whisky, before strolling back to our digs.
The next morning we smashed a good breakfast before hopping on the already packed bikes for the ride home. Riding the quiet Waterval-Boven road, with its flawless surface, was truly special. It meanders through a valley bracketed with magnificent mountain views. With the Suzy now having over 700 kays under its belt we kept the revs at 6 grand and got home in no time. Spring is such an amazing time for road-tripping. Warm but seldom wet, it makes for magnificent riding. As always, it is bike wash time when getting back from a trip.
Photo credit: Bjorn Moreira / ZA Bikers
What I am also going to be doing in the “V-Strom Stories” is to share what bike maintenance products I use for cleaning and general maintenance. In this instance, it is going to be Liqui Moly’s excellent bike care range. So watch this space. I’ve got to tell you I’m really looking forwards to riding far and wide on the DL650 XT. The V-Twin has such a relaxed demeanour, it just reels off the kays effortlessly.
From time to time, I’m going to ask Suzuki SA for the loan of their DL1050, to see if, in this day and age, with deteriorating roads, we really need litre bikes. Having said that, if you habitually ride two-up, then the 1050 is definitely the go-to ‘Strom. These V-Stroms are Adventure bikes for the real world. Let the games begin…
Suzuki V-Strom DL650XA
For more information on the bike that we used in this article, click on the links below…
The Z model line has been an incredible success for Kawasaki—but the edgy ‘sugomi’ design language doesn’t appeal to everyone. Bikers that fancy a bit of a retro-style might prefer the Z900RS version. Three years after releasing the Z900RS, Kawasaki have opened the time machine once again with the Z650RS. We had the chance to ride it.
His name was Gyoichi ‘Ben’ Inamura, and he’s credited with designing one of the most iconic Japanese motorcycles of the 70s: the 1972 Kawasaki Z1. It was the first superbike ever, with its rock solid 82 hp in-line four-cylinder engine. A couple of years later, Inamura-san did it again; the 1977 Z650 was a smaller copy of the Z1 and was a great middleweight motorcycle.
Image source: Kawasaki EU
A bit heavy, but with 64 hp on tap, the Z650 was able to clock a solid 190 km/h, and its road holding was more than decent for the time. The bike had quite a long career, getting cast wheels from 1978 and electronic ignition from 1981, a year where the engine also got a black treatment.
The Z650 was a great bike (I had one, a green one with a very loud four-into-one exhaust, when I was a broke student and I loved it), and it’s now moving from its status as a cheap bargain to collectable. In Europe, mint samples can now go for nearly ZAR 90,000!
Photo credit: Jürgen Muntzeroli
It’s amazing how much the brand new Z650RS looks like the 1977 Z650, especially in the green colour scheme. Kawasaki’s designers had the talent to transform a standard Z650 into a timeless machine… but how?
The colour, of course, but also the shape of the fuel tank, which echoes Kawasaki’s design from the 70s. Its capacity is only 12 litres, but we’ll get back to that later. The retro look of the Z650RS is also sustained by its comfy seat, round LED-powered headlight and ducktail rear piece. The tail light is also round, like in the good old days, but if you want grab rails, you’ll need to dig into the aftermarket catalogue.
Photo credit: Jürgen Muntzeroli
New clothes, same old tech
There’s no need to overanalyse it: the Z650RS is basically the well-known Z650, dressed up. The engine is a stressed member of the trellis frame (13,5 kilos), and the 649 cc vertical twin (83 x 60 mm) delivers a bit less power than before, thanks to Euro 5 regulations. It now clocks 68 hp at 8,000 rpm and 64 Nm of torque at 6,500 rpm.
Photo credit: Jürgen Muntzeroli
Since 2020, the Z’s service intervals have been upgraded to 12,000 kilometres—something that daily commuters will appreciate. The engine remains old school: there is no ride-by-wire throttle, nor any riding modes. But the reality is that we don’t really need those on the Z650RS.
The geometry is the same on both versions of the Z. A 1,405 mm wheelbase, 24-degree rake and 100 mm trail make for neutral, yet dynamic, handling. The 20-spoke cast wheels are new to this model too, and the Z650RS weighs just 188 kilos with a fuel tank (as verified by yours truly).
Photo credit: Jürgen Muntzeroli
A standard Z650 has a 790 mm seat height and the handlebars are quite narrow. The RS version takes the seat up to 820 mm (an 800 mm seat is available as an optional extra), and the handlebars are 50 mm higher and 30 mm closer. The top triple tree is also 20 mm higher—but those small numbers make a big difference. The old cramped riding position has now given way to a much more natural one, and from the first minute, I felt at ease on board the Z650RS.
Before giving it a go, I took some time to adjust the levers (both have 5-position adjustment), and to get comfortable with the dash, where a small digital screen divides two classic analogue dials (speedo and tacho). That digital display shows you just about all you could ask for; fuel gauge, water temperature, gear indicator, fuel range and more.
Photo credit: Jürgen Muntzeroli
I’m old enough to have been at the launch of the first 2005 Kawasaki ER-6. The bike was fun—a hundred times more fun than the previous generation ER-5—but the vertical twin engine was not very smooth at low revs. Time has passed, and now the Z650RS can cruise city boulevards at 2,000 rpm in fifth gear.
It’s truly a peach in town—and also on the open road. The power delivery is decent from 4,000 rpm and consistent from 6,000 rpm. There’s no need to keep it near the redline either, as the little Kawa is torquey enough to provide tons of fun on South Africa’s plentiful twisties.
Photo credit: Jürgen Muntzeroli
I had a chance to ride this Z650RS alongside a more expensive Triumph Bonneville 900. If you enjoy a bit of dynamic riding, the Kawasaki is definitely for you, with the sort of agility, ground clearance and braking reliability that you’d expect from a Japanese bike. The Dunlop Roadsmart 2 tyres create confidence on dry tar, and the suspension delivers a surprisingly great level of comfort.
Lack of wind protection aside, the Kawasaki can handle several hundred kilometres of highway riding—which I did for this test, without much pain, thanks to the thick seat and plush suspension. At 130 km/h on the speedo, the fuel consumption is around 6 l per 100 km, which doesn’t give you much more than a 200-kilometre range. And that might be a little short for some of us who like to munch miles.
Photo credit: Jürgen Muntzeroli
A class of its own
I love the Z900RS, which I almost consider the best Kawasaki of the range (supercharged H2 machines aside). So I rate the Z650RS as another great success from Kawasaki—especially because it doesn’t have much competition.
Photo credit: Jürgen Muntzeroli
Classic Triumph 900s are more expensive and a bit less fun to ride into corners, the Honda CB650R is not imported in SA (and its four-cylinder motor is a bit peaky), and the Yamaha XSR is less comfortable, and doesn’t have the same retro appeal. There’s also a Chinese brand on its way called CFMoto. Their 700CL-X Heritage is, ironically enough, powered by a 693 cc vertical twin-engine, which is derived from a made-under-license Kawasaki engine. But it’s more peaky and not as smooth as the Kawasaki one.
No doubt: for retro-style commuting and a hassle-free motorcycle experience, the Kawasaki Z650RS is definitely a winner.
You can expect to see the Z650RS in South Africa around July 2022.
With each year that passes, the legend of the Dakar Rally grows – and Motul is proud to be an ongoing part of the world’s most renowned rally-raid event.
Photo credit: Motul
The 44th edition of the Dakar Rally will take place from 1 – 14 January 2022, entirely within the borders of the Kingdom of Saudi Arabia (KSA). By returning as the main partner for the Dakar for the fifth consecutive year, Motul is underlining its commitment to motorsport in general, and to the rally-raid format in particular.
The Dakar also offers the ultimate test of the performance and reliability of Motul’s products and a strong technical team from the Motul Lab will be present in the bivouac throughout the event, collecting and analysing data that will not only assist all the competitors in the 2022 Dakar Rally, but will also feed into Motul’s continuous product improvement initiatives. Products that can deliver a winning performance in the deserts of KSA will equally be able to perform under all conditions that Motul customers are likely to encounter in their day-to-day lives.
Photo credit: Motul SA
As well as being the main partner for the Dakar once again, Motul will also be supporting individual teams and competitors and providing products for the competitors in the Original by Motul category – riders who are otherwise unsupported for the duration of the race.
Bike-Category teams sponsored by Motul at the 2022 Dakar Rally will include the Monster Energy Honda Team, featuring 2021 Dakar winner Ricky Brabec; the Sherco Racing Factory team led by 2021’s sixth-placed rider, Lorenzo Santolino; and Hero Motorsports. Each of these sponsored teams will be using Motul products including the recently relaunched 300V 4T Factory Line Off Road 15W60.
Naturally, Motul’s involvement in the Dakar extends beyond the Bike Category, and they will also be sponsoring the exciting South racing Can-Am team in the SSV Category, plus two of the top three finishers in the Quad Category from 2021, namely Manuel Andujar (2021 winner) and Pablo Copetti (third place).
In the Car Category, Motul will be backing the Toyota Land Cruisers of Team Land Cruiser Toyota Auto Body, the Optimus Evo 3 and Evo 4 Buggies of the MD Rallye Sport team and the SRT Serradori Team, stage winners from Dakar 2021. The roster of Motul-sponsored teams will be rounded out by two all-French contingents: RIC Rallye in the Truck Category and Team Elite au Dakar in the Classic Category.
Photo credit: Motul SA
As has often been the case, the Original by Motul Category will have a strong southern African presence, with three SA riders including Dakar veteran Stuart Gregory, who will be looking for a second consecutive Dakar finish – something he knows is far from guaranteed. They will be joined by Werner Kennedy and Live Lesotho’s Charan Moore, plus John Kelly who will be looking to follow in the tyre tracks of fellow Botswana citizen and previous Dakar competitor, Ross Branch.
Photo credit: Motul
“I’m very much looking forward to swapping the Race Director’s chair for being a competitor myself,” commented Moore, fresh from organising the latest edition of the Motul Roof of Africa. “The dunes of Saudi Arabia may be very different to the mountains of Lesotho, but motorsports fans can look forward to outstanding action, made possible once again by the support of Motul,” he added.
Motul’s media team will be reporting daily from the Dakar under the theme of “1001 Stories – the Dakar stories never end”. This approach is inspired by the stories told by Scheherazade in the classical Arabic work of literature, “One Thousand and One Nights”. Just like the emperor who cannot wait to see how each story unfolds, Motul is confident that the narrative threads that come together to weave the rich patterns of the Dakar will keep rally-raid fans spellbound for the duration of the event.
Hero South Africa has announced the latest model in the Hero range to hit the shores and that is the Dash 125 FI Scooter. Highlighting the quality and attention to detail that is a hallmark of all Hero products, the Dash 125 has features not often found on scooters.
The big news is the adoption of Keihin Fuel Injection which not only aids cold starting and smooth-running throughout the rev range but also give remarkable economy. The 5.5-litre fuel tank might not sound big enough but it will give the Dash a range of 275km at a cost of only R110 (at current fuel prices). That is serious economy in every sense of the word.
Image source: Hero
Safety was a priority in the design stages and the Dash 125 FI has an integrated braking system with ABS, featuring ByBre brake calipers. LED lighting is employed all round, giving bright illumination, especially from the headlight. Amazingly the tyres are claimed to be puncture-proof, being of six-ply construction and will be the perfect tyre to cope with South African road conditions. The footboards are covered in non-slip rubber.
There is even an LED light under the seat to illuminate the space in the dark. Also under the seat is a USB charging point. Normally, on scooters, the seat has to be raised to access the filler cap, but on the Dash, the fuel door is accessible without having to touch the seat and can be opened from the ignition switch.
Image source: Hero SA
Instrumentation is comprehensive, the digital display showing fuel level, mileage including trip and service interval indicator as well as speed. Talking of service intervals, an oil change is required only every 6,000km.
Stepless automatic transmission makes the most of the available torque while enabling the engine to work in its most economical rev range.
Image source: Hero SA
Looking closely at the Dash 125, typical Hero quality of materials and build are evident and this, combined with all the other features, makes this one of the most sensible scooters to come onto the market in a long time.
For more information, contact Hero South Africa at Fire It Up! in Bryanston.
The first time I rode the R 18, it left me lukewarm. By the second and third rides I’d started wrapping my head around it—but I never truly got off the fence.
The R 18 scores high on looks, build quality and the sheer presence of its massive boxer motor. But it’s a harsh ride, has very limited cornering clearance, and ultimately struggles to define itself. The cruiser market is a tough nut to crack, after all.
Photo credit: Wes Reyneke / ZA Bikers
But what if you stuck BMW Motorrad’s biggest boxer into a touring-focussed package instead? That’s what they’ve done with the R 18 B and R 18 Transcontinental. And now that I’ve ridden both, I can confirm that these versions of the R 18 make a lot more sense.
These two tourers are built on the same basic platform and 1,802 cc boxer motor as the rest of the R 18 range. To recap, that means they make 91 hp at 4,750 rpm and 158 Nm of torque at 3,000 rpm, driven to the back wheel via an exposed shaft drive.
Photo credit: Wes Reyneke / ZA Bikers
Like the ‘base’ model R 18 they roll on 19F/16R wheels—but they’re cast aluminium items instead of spoked. The Transcontinental and B also have a slightly steeper steering angle and shorter wheelbase, and a little more rear suspension travel. They weigh more too: 398 kilos wet for the B, and 427 for the Transcontinental.
The original R 18 design draws inspiration from BMW’s history, but there’s no reference material for the Transcontinental and B. This is new ground for the Bavarian marque, and both bikes are dripping with Americana thanks to their batwing fairings, scooped two-up seats, hard panniers and stretched rear fenders.
Photo credit: Wes Reyneke / ZA Bikers
The Transcontinental is a full dress tourer, with a taller windscreen, and a top case with an integrated backrest. The B is a traditional bagger—pared down, with no top case and a shorter windscreen. Both have bigger fuel tanks too (24 litres instead of 16).
Figuring that the only way to properly sample these new tourers would be to actually tour with them, I plotted a slightly relaxed and hella scenic three-day route through the Western Cape. BMW Motorrad South Africa and BMW Motorrad Cape Town supplied the motorcycles, while my good buddy Brian Cheyne supplied the company. Armed with a healthy blend of scepticism and curiosity, we set off.
Photo credit: Wes Reyneke / ZA Bikers
Confession time: I have a thing for baggers. I immediately gravitated towards the R 18 B’s tapered lines, and its mesmerizing ‘Option 719 Galaxy dust metallic’ paint job. It’s one of the best liveries I’ve seen on a production bike, with a metal flake finish that flips between blue and purple depending on how the light hits it. It also has a blacked-out motor, which serves to highlight the sparkly paint even more.
Our Transcontinental came in BMW’s ‘First Edition’ colour scheme—a classic black-with-white-pinstripes design. But Brian picked it for another reason: it has a top box.
Photo credit: Wes Reyneke / ZA Bikers
BMW’s design team did a stellar job of designing slim panniers that blend neatly the R 18’s silhouette, but at 27 L a side they’re barely adequate. I packed light for the trip, but also brought a rain suit and my camera kit, so I ended up having to stick a couple of small bits in the Transcontinental’s box.
So while the more equipped tourer has enough packing space for most trips, if you’re taking the B out for a few days you’ll need to toss an extra bag on the back.
Photo credit: Wes Reyneke / ZA Bikers
We set off along the only boring slog of our entire trip—the N2 from Cape Town to Somerset West. From there, we diverted to Gordon’s Bay and onto the breathtakingly good winding ribbon that is Clarence Drive. Flanked by the ocean on one side and mountains on the other, and pummeled by the wind, I got to terms with the porky bagger’s cornering ability.
Photo credit: Brian Cheyne
For a bike that weighs two fifths of a ton, the R 18 B handles turns surprisingly well. The base model R 18 has so little clearance that it scrapes its pegs at the mere thought of a corner. But the R 18 B impressed, touching down only a handful of times on the entire trip.
BMW don’t list lean angle or ground clearance figures for either bike, but I suspect the bagger has a little more of both than its cruiser sibling. It has slightly revised geometry too, since the frames aren’t totally identical. And it has different foot pegs that have more surface area, but a slimmer profile—so perhaps that made a difference too.
Photo credit: Wes Reyneke / ZA Bikers
Our first day took us via Pringle Bay for breakfast, then onto Hermanus where we briefly gate crashed a Harley-Davidson rally. Brian’s touring pace is the same as mine: take it easy, stop often, eat a lot.
Whenever we stopped, both bikes drew stares, compliments, questions and even photo requests. Both the R 18 B and Transcontinental have massive amounts of presence, and there’s a newness to them that seems to draw people in. Even at the Harley rally, Brian and I were inundated with queries about the two BMW’s that we’d stuck between all the hogs.
Photo credit: Wes Reyneke / ZA Bikers
Our last stint on the first day took us via Elim to Bredasdorp, and through some of the gnarliest winds I’ve ever ridden in. Riding a land yacht makes you a large target for gusts, but the R 18 B’s sheer weight kept it planted.
Day two started with a casual meander to Swellendam. After a roosterkoek breakfast at the must-visit Oude Post Bistro at Buffeljagsrivier, Brian and I finally swapped bikes for the first time. By the time we reached Hartenbos, I insisted on swapping back.
Photo credit: Wes Reyneke / ZA Bikers
Both bikes fix one major problem with the original R 18: its seat. The Transcontinental’s perch is slightly cushier than the B’s, but both bikes managed 1,080 km over three days without either of us complaining of a numb butt. But it’s their screens and foot pegs that set the two bikes apart for me.
The Transcontinental’s taller screen isn’t quite tall enough for my 1.86 m frame, so it caused crazy buffeting around my helmet. The B’s stubby bagger-style windshield merely kept the wind off my chest—so I got ‘clean’ air around my helmet, which was totally manageable. An adjustable screen on the Transcontinental would have been great.
Photo credit: Wes Reyneke / ZA Bikers
The Transcontinental also comes with floorboards instead of the wide pegs that the B has, and a heel-toe shifter. I’m usually a fan of this arrangement on tourers, but here it locked my feet in a weird position, with the toe end of the shifter hard to get to. Some adjustment of the shifter would no doubt have helped, and ultimately my personal preference skewed towards the B.
Oh, and if you’re wondering what it’s like to ride a bagger for three days with mid-mounted pegs, the answer is perfectly fine. Although highway pegs are useful, I didn’t really pine for them. If there’s one major drawback though, it’s the vibration from the R 18’s behemoth of a motor.
Photo credit: Brian Cheyne
The way the boxer lurches to the left on startup, and the way it shimmies at idle, is great for a giggle. But at anything between 2,500 and 3,000 rpm, the vibration through the bars and pegs is a huge bane. And that’s precisely where the revs sit at average highway speeds.
Back on the bagger and with my Spotify road trip playlist spooled up, we left Hartenbos and headed north towards the R62. Connecting a smartphone via the R 18’s whopping 10.25” TFT is a cinch, and the sound from the onboard Marshall speakers is decent—at slow speeds. By 100 km/h the wind starts drowning things out, and at 120 and up it becomes barely audible. (The Transcontinental’s stereo has a little more kick, thanks to its extra speakers and taller screen.)
Photo credit: Brian Cheyne
These tourers are nothing if not high-tech. You get the same three riding modes as the basic R 18, plus the option of radar-controlled cruise control (which both of our bikes had). Kudos to BMW here, because the system works extremely well—detecting vehicles well in advance and slowing you down without being jarring.
We also had the luxury of heated grips and seats, and a reverse gear. The R 18’s TFT screen and accompanying smartphone app allow for live map navigation too—but the app’s a bit fiddly in that particular mode, and could use some refinement. There’s also a handy storage space on top of the tank for your phone, but in light of recent reports of iPhone cameras breaking due to vibration, I wasn’t going to chance it.
Photo credit: Brian Cheyne
Shortly after leaving Hartenbos, the ominous grey clouds we’d earlier dismissed as innocuous unleashed a downpour on us. I ironically donned my Harley-Davidson rain suit as we pushed on, and by the time we hit the picturesque curves of Robinson Pass, the rain had cleared.
The road from Robinson Pass to Oudsthoorn is a stunning piece of Karoo real estate—a plateau of sorts with sprawling vistas in all directions. Heads down, we pinned it through one more cloud burst, looking back as we reached the R62 at the ominously dark patch that we’d just ridden through. Our second day ended with a final squirt to Calitzdorp.
Photo credit: Brian Cheyne
We spent the last day of our tour meandering over Huisrivier Pass, along the R62, and up through the Koo Valley—storm clouds looming over us, but never quite catching us. With three days of perfect riding behind us, we ended with a last push from De Doorns along the N1 home, giving me plenty of time to gather my thoughts.
I’ll be the first to admit that writing about motorcycles for a living skews your perception of reality ever so slightly. In standard trim, the B and Transcontinental’s prices start at R399,700 and R429,150 respectively. I can’t afford either price tag—but my job means that I don’t have to in order to experience them.
Photo credit: Brian Cheyne
I operate in a world where I can judge a motorcycle on its merits without the hypothetical scenario of actual ownership. And honestly, riding bikes through the best parts of the Western Cape makes it hard to separate what’s good about the bike itself, from the sheer pleasure of just riding.
But I managed to figure a few things out—like the fact that I felt way more at home on the B than I did on the Transcontinental. And that while both bikes could use some refinement, they’re probably the best versions of the R 18 that BMW has made so far.
Photo credit: Wes Reyneke / ZA Bikers
I guess the inevitable question, is whether the R 18 Transcontinental and B will entice potential Harley-Davidson customers away from their Street Glides and Road Glides. But that’s not my call to make—that’s for the market to decide.
With thanks to Penny Sterley, BMW Motorrad South Africa and BMW Motorrad Cape Town.
With a further three years to go on his current contract, factory KTM rider Brad Binder heads into 2022 with a stability that not many of his rivals on the MotoGP grid can enjoy. Not having to worry about fighting for a seat along with the rest of the grid gives him an enviable edge, enabling him to concentrate on the job at hand.
We caught up with Brad via a Zoom link while he was relaxing in South Africa at the end of a hectic season. While he is not allowing himself much of a break, even a couple of weeks will enable him to recharge his batteries and then it’s back to the grindstone in preparation for 2022.
Sixth in the 2021 championship was satisfying and, obviously, included that remarkable victory in the wet in Austria, a result that will not be forgotten for a long time, not least in terms of the manner in which it was achieved.
Photo credit: Red Bull KTM
“The highlight of the year was definitely Austria. It was fantastic to win at the teams home Grand Prix: a very special day. Sixth in the championship was great: my best finish in MotoGP so far. We all wanted more – the team and myself – but I made a good improvement this year and finished all races bar one which is a huge improvement on my 2020 season. I have to walk away happy and we can only look forward to 2022 with high hopes.”
Of course, 2022 will see brother Darryn joining Brad on the MotoGP grid on a satellite Yamaha. How does Brad feel about that?
“It’s going to be awesome to have him there. He’s got a big task ahead of him, jumping straight from Moto3 to MotoGP. He did really well at the first test and he can have a strong season but it will take him time to find his rhythm. But I know he’ll do well, mainly because he’s now on a bike that physically, will be a lot better for him because of his size. As a family, we’ve worked so hard on our racing for so long and to have Darryn there at the top with me will be fantastic.”
Photo credit: Petronas SRT
What does KTM have to do to close the gap to the other teams?
“Firstly, at the moment things are so tight in MotoGP. Two or three-tenths of a second would take us from where we are to fighting for podiums at every race. We’re looking for small improvements and there are two areas we need to work on: finding more grip at the rear, which is spinning coming out of the corners. That means we lose drive. Also, we need to reduce the tendency for the bike to wheelie – we’re not getting as much power as we need down to the ground.”
Photo credit: Red Bull KTM
It’s all very well to know the problems, but how do you achieve an improvement in the relationship between the bike and the tyre?
“When you are looking for different things – turning or stability – you change one thing in the chassis only to find it has an adverse effect on another aspect of performance. We have improved the turning of the bike enormously since I first sat on the bike but we’re not able to take full advantage of it because of the lack of traction coming out of corners – the rear wheel is spinning up from the first touch of throttle to going flat out and we need to fix that.
“We got an updated chassis just before Mugello and immediately Miguel Oliveira, (his teammate) got three podiums in a row (a victory and two-second places) and I was also able to fight amongst the top five. I wasn’t riding my best at the start of the season and we were excited to get into the second half of the season because of this new chassis. There were three tracks – Mugello, Barcelona and Sachsenring – that hid our lack of traction really well – they have much faster, flowing corners so no big acceleration zones: corners where you just keep speed flowing, not having to drive out of corners hard. It hid our problems and later in the year they really came back and it was only analysing the races that we understood much better what was happening. While we haven’t solved the problems, the upgrades we’ve introduced have improved things.
Photo credit: Red Bull KTM
“There are so many things to try to do that and it’s just a case of working methodically through them at the tests to try and find the best compromise. With all the information from this season, the guys back at the factory will be working hard during the off-season to make the bike better.”
While Brad has shown great race pace, his races have been compromised by the inability to qualify well, leaving him too much work to do in the race and spending too much time getting past other riders.
“I’ve been working hard on trying to improve qualifying. Not just qualifying but putting in strong laps each practice session. I have improved but it’s not solved yet. You have to understand the bike and how far you can push the tyres to get those last two or three tenths and there are certain tracks I managed to do that without crashing. It’s not just the bike or the tyres, but me as well and I have work to do to fix that.”
Photo credit: Red Bull KTM
I asked him if getting faster over the course of the race was down to the bike or Brad himself.
“In qualifying it’s difficult due to the traction issues. But the important thing to remember is that I race the same as I qualify, meaning that, while other guys’ race lap times might be a second slower than their qualifying time, my race lap times are the same as my qualifying times and if I do drop, it’s less of a drop than others. That’s one point that’s helped me come through on a Sunday. But, it’s a complete mess starting further back as you lose so much time in the first three or four laps as you can’t push and do clean laps: there’s too much traffic and you lose so much time. If we can qualify better, it takes so much stress out of the start of the race.
“The KTM is good on tyre life so we can run harder compounds which come into their own at the end of the race where maybe my competitors are starting to struggle on their softer tyres so we can pick them off and move forwards through the pack.”
Photo credit: Red Bull KTM
It’s difficult to not keep referring to the Austrian race and that do-or-die last lap of Brad’s in the wet, on cold slick tyres and with no brakes, due to them being well outside of their operating temperature window. How did he balance speed and safety, potential success and the prospect of imminent disaster?
“Austria was one of those days when you just get lucky and things going your way. When I saw the rain coming and decided not to come in for tyres I just really had to try and not fall off. I had a big gap but you never know if the people coming behind you are on slicks or wets. If they’re on slicks, you know you have a cushion, but if they are on wets, you know they’ll catch you in a couple of corners.
“I almost fell off a few times: it felt like people were holding me up at some points. I was so happy to bring it home. Sometimes you take a chance and if they work, you’re a hero and if they don’t, you’re an idiot. But it did work and to walk away with a win – my only one of the season – was great.”
Photo credit: Red Bull KTM
With a couple of weeks off before he starts training to be prepared for 2022, Brad Binder can look back on the 2021 season with satisfaction. If the KTM team can match his levels of preparation – and they will – we can expect to see Brad mixing it with the leaders at each round in 2022.
So, you want to be a motorcycle racing legend? It’s an attractive thought, being better than anyone else and winning championships. Even if you don’t manage to do that, it’s still an incredible feeling to be able to race with the best and hold your own.
Of course, there can only be one championship winner each season and not everyone can run at the front in every race – someone has to come last – but still, people put a huge amount of time and effort into their racing careers without even a sniff of a chance at a podium or race win. For every champion, there are thousands of riders below who just don’t make it, despite having the skill and ability.
Photo credit: Jeff Latham
Never mind why people do it. Let’s rather concentrate on how they do it. It’s not enough to simply buy a bike and turn up to the race and think you are going to blow everyone into the weeds. Racing takes commitment, time and money before skill is even taken into account and no one knows this better than multiple SA Superbike Champion, Clint Seller.
Over the years and eight championships, the most recent being wrapped up only last month, Clint has forgotten more than some people know about going racing and how to succeed and here, he shares some of his knowledge with us.
Photo credit: Bjorn Moreira / ZA Bikers
1. Get yourself a sponsor
You are never going to make it to the top by financing everything yourself, so find yourself a sponsor. If you’re going to make it at all in racing, you’re going to need someone to back you financially. For example, tyres are one of the major costs involved: a set of tyres lasts a top team roughly 15 mins on track, which means that virtually every time the bike pulls out, it has a new set of tyres.
Photo credit: Jeff Latham
“If I had to put a number on running a 1000cc superbike for a year, it would be around R1.6 million,” said Clint. “That’s why we’re incredibly fortunate to have a sponsor like King Price Xtreme, who understand what it takes to run a racing team, and is a true partner to us.”
OK, so not everyone will be able to pull in a major sponsor such as King Price Xtreme but finding a way of covering some of the costs will make life so much easier for you: it’s one less thing to worry about.
Photo credit: Bjorn Moreira / ZA Bikers
2. Spend as much time as possible on the bike
It’s no surprise that all the top riders in the world are riding motorcycles every day of their lives, in addition to all the fitness training. There’s no substitute for riding fitness to help you get better results.
Photo credit: Bjorn Moreira / ZA Bikers
“The best way to learn to ride is by riding. And it doesn’t necessarily have to be all track riding, either: a good motocross or off-road background, or even mountain biking helps young riders develop the muscle memory they need to ride without thinking, so that they can focus on racing tactics.”
3. Keep in good shape
Point 2 leads directly onto point 3. Your fitness is the one thing you can do for yourself that doesn’t cost anything (other than a gym membership) but which can give you the edge over your rivals. And it’s not just physical fitness, either: mental fitness is just as important and one feeds off the other.
Photo credit: Bjorn Moreira / ZA Bikers
“Racing is extremely physical. To be a good, fast and safe rider, you need to be in great shape. It takes a lot of dedication and motivation to become a good racer. You can’t just focus on riding the bike, but you have to pay attention to your whole lifestyle, even on days that you’re not riding. Once you have this focus, the mental side falls into place,” says Seller.
4. Get the best bike you can afford
As anyone who watches motorsport will know, to be the best, you have to be on the best. “Bikes are so advanced and high-spec these days, you need to start with a great bike to be at the sharp end of the grid. That’s why we run the Honda CBR 1000,” says Seller.
That’s not to say that just because Clint is winning on the Honda, you will too. Different bikes suit different riders and what works for one rider, won’t necessarily work for another. Then again, by riding the same bike as the championship winner, you can learn from their mistakes – and their successes – on the same machinery: they have done some of the R&D for you. Sure, they’re not going to give you all their secrets but it’s a start.
Photo credit: Bjorn Moreira / ZA Bikers
But not everyone can afford the best, so just go for the best you can afford. If you have a natural talent, you might be able to perform miracles on a bike that no one else can. It might not mean you’re winning but good performances can attract attention and possible sponsorship opportunities.
5. Keep your bike and kit covered
You are spending a fortune on your bikes and your riding gear. Accidents do happen and, when they do, you’ll have to throw away your helmet and leathers, maybe gloves and boots and start again. And that’s before we even address the damage to the bike and the costs involved there.
Photo credit: Bjorn Moreira / ZA Bikers
This can get extremely expensive and you should insure them accordingly. “Whether being used as an everyday mode of transport or an adrenaline rush on the weekends, insurance on your asset is an absolute must-have – and the same applies to your gear,” says Seller.
Some of these points, maybe all of them, are obvious but it never hurts to point out the obvious. Many young riders are so keen to get out on track, that they’ll take shortcuts which can turn round and bite them in the long term. Better to take your time and look at the whole picture rather than one small piece of it. Preparation is the keystone to success and there is no easy way: you have to put the effort in so you can get the maximum out.
Photo credit: Jeff Latham
At the time of writing, the 2022 racing calendar in South Africa is still to be finalised but keep your eyes on www.zabikers.co.za for all the news, as it happens.
A special thanks from the team goes out to all their sponsors – King Price Xtreme, Liqui Moly, Dragon Energy Drink, Super Signs, PS Branded, Honda SA, Shark Helmets, Akrapovic Exhausts, Fire It Up! & Rapid SA.
Kawasaki certainly came, saw and conquered in South African National and GXCC Gauteng Cross Country racing in 2021. Now the green machines will be back with a star-studded 20-bike twin Pepson Plastics Motul and Franchise Company Tork Craft team attack on the 2022 championship.
Kawasaki made a quiet return following a few decades out of cross country racing at the beginning of 2021 with the brand’s all-new KX X cross country machines. D’Artagnan Lobjoit however soon made his mark on the OR1 grid aboard his Pepson Plastics Kawasaki Motul KX 450 X, while Taki Bogiages and Kyle Mackenzie were immediately competitive on their KX 250 Xs in OR3. Then Franchise Co. CIT took delivery of a KX 450 X, signed Michael Pentecost to ride it and the rest is history.
Pentecost immediately dominated, taking three of the final four open class OR1 wins to steal the ’21 title with Lobjoit third. The pair doubled up with first and second in the Gauteng GXCC chase as Pentecost took the overall title too. Bogiages bounced back from a bout of Covid to take second in the Gauteng title chase with Mackenzie, who took third in the nationals, fifth in GXCC.
Photo credit: GXCC
“We came, we saw and we conquered with Kawasaki’s brand new KX X range in 2021,” Pepson Plastics Kawasaki Motul team principal Iain Pepper confirmed. “It was a bold move and we need to thank all involved, but now it’s time to look forward, onward and upward. “We are delighted to confirm a splendid 20-bike twin-team effort for 2022. “Harry Grobler will be running nine bikes under the Franchise Company Tork Craft banner and I will have eleven machines out in Pepson Plastics Motul colours.”
“We will be racing hand in hand as two teams in both the National Cross Country and Gauteng Regional GXCC Regional championships with Kawasaki’s backing next year,” Franchise Company Tork Craft Kawasaki Racing boss Harry Grobler elaborated. “Kawasaki will be fielding riders in the 450cc OR1 and 250cc OR3 classes, as well as in the Ladies, Masters, Seniors, 85cc Juniors and 65cc Juniors.”
“Our aim is to work together with the help of Kawasaki to defend our titles won this year, and to win every class we enter,” Iain Pepper added. “2021 was our learning year, which turned out way better than expected. “We won both the OR1 national and regional titles with Franchise Company star rider Mike Pentecost. “He was backed up on the podiums by Pepson Plastics Motul man, Dart Lobjoit. “They will be back and supported by Tyron Beverly and Craig Alcock in 2022.
Photo credit: GXCC
“Our Pepson Plastics Motul OR3 riders also had a good learning year. “Taki and Kyle starred in both the nationals and regionals and while wins eluded us, we have plans to stand on top of that podium next year. “To that end, Franchise Company Tork Craft Racing has drafted regional High School champion John Botha to ride an OR3 machine alongside Wian Wenzel, to take it to SA champion Davin Cocker. “Those shoes are going to be big to keep full, but we are all up to the challenge!”
“The big news is however in the Senior class, where we have two big names joining the Kawasaki ranks,” Harry Grobler confirmed. “Multiple South African Cross Country champion King Kenny Gilbert and cross country debutant, but multiple SA motocross champion, Wyatt Avis will be back on a pair of Pepson Plastics Kawasaki Motul machines. “Kenny will ride a 450 and Wyatt a 250 and these two should without doubt be front runners for overall National wins.”
Kenny will be supported by Lee Thompson in Regional Seniors, while National and Regional Masters class Franchise Company Tork Craft regular Carel ‘Mielies’ Le Roux and his will take the fight to the likes of Wayne Farmer. Kawasaki also has exciting Ladies Regional Pro Am news, where four-time National Ladies MX champion Kayla Raaf will be out on a Pepson Plastics and reigning Pro Ladies champion Che Dee Grobler will race in Franchise Company colours, backed by Danel Delport in Pro Am.
Photo credit: GXCC
Kawasaki will also chase 85cc Senior and Junior class victories with Jaden Els and Johandre Vermaak riding for the Franchise Company. “They will be supported by Pepson Plastics Motul novice rider Clayton Human. Pepson Plastics lad, Jake Pretorius and Dylan Human will chase the baby 65cc title, and on the other side of the scale, expect team boss Iain Pepper to make some Veteran Regional class appearances too
“We have no shortage of talent in both our Franchise Company Tork Craft, or Pepson Plastics Motul teams,” Iain Pepper concluded. “That, coupled with Kawasaki’s incredibly powerful and robust KX 450 X and KX 250 X machines leaves us with no reason to doubt that any of our 2022 cross country racing aims cannot be achieved.”
Almost from when I started riding bikes Acerbis has been a household name in off-road protective gear and accessories. Founded in 1973 in Bergamo Italy, this brand has become synonymous with quality products. I still have an Acerbis Header tank which I had on my Honda XR 500 in the seventies. I mounted it on my KTM 690 45 years later and it still performed faultlessly with the cap still sealing perfectly. That is what I call customer satisfaction. Over the years there product offering has expanded extensively.
I have always been a stickler for wearing the right gear all of the time. Sometimes we mess up. Take my last big off as a case in point. Riding a dirt road sodden with 14 hours of rain near Colesburg on my KTM 1090 I got a bit impatient. Having a long way to go, and shod with road-biased tyres I pushed the pace up a bit on the last 10 kay’s before the tar. A succession of whoops were filled with water and as I hit them they started to bounce me out of shape. I went down in an unceremonial heap with the Katoom landing on my lower left leg. The lower part of the crashbar nailed my ankle fair and square. Picking my bike up, I felt a grinding in my ankle that felt ominous. Then the pain set in as the adrenalin wore off. What followed was the most painful 700 kay’s of my life riding home.
Photo credit: Bjorn Moreira / ZA Bikers
Yes, I was wearing boots, however, they were ‘adventure boots’, albeit a really good make. Rigid sole, toecap, shin protection, the lot. What was missing was a hard shell over the ankle area. Not paying attention to this vital area cost me dearly. Since that time I have vowed to not venture off-road again without boots with serious all-over protection. Enter my Acerbis X-Rock MX boots.
Photo credit: Bjorn Moreira / ZA Bikers
These chaps are built of leather and microfiber uppers with a hinged ankle area. Upper and lower shin guards are anatomically shaped for both protection and comfort. The heel guard is shaped to facilitate gear changes even when standing. The midfoot and toe area has plastic protection for energy absorption. A TPU insert helps with gear changes. The soles are vulcanised burn resistant rubber by VIBRAM which are both wear-resistant and shockproof. Four quick-release buckles with aluminium levers keep the boots firmly in place.
Photo credit: Bjorn Moreira / ZA Bikers
Outside protection is one thing but the lining is crucial for comfort. The X–Rocks have permeable microfiber shin gaiters an inner, made of 3D mesh for comfort and sweat absorption. I wore my boots on the launch of the Husqvarna Norden 901. The bushveld is hot and humid at this time of year so boot comfort is more of an issue than on a cool day. I also did a fair amount of walking during the course of the morning. For MX boots they are amazingly comfortable. After a full morning of riding including traversing deep sand with a bit of paddling the boots performed faultlessly.
Photo credit: Bjorn Moreira / ZA Bikers
The high levels of protection give you way more confidence to “ride it like you stole it”. You soon realise that this is a premier product which stands up to the closest scrutiny. At a recommended retail of just over R7,000, they offer, to my mind, decent value for money. My ankle has never been quite the same since the Katoom treatment. The Acerbis X–Rocks not only protected my ankles but their comfortable fit stabilised my lower leg completely. Highly recommended.
Photo credit: Bjorn Moreira / ZA Bikers
The other end of the body is the old pip. I often spend really long days in the saddle so a comfortable helmet is non-negotiable. I was drawn to the Acerbis FS–606 Enduro helmet for a number of reasons. Let me not lie, it looks flippen’ cool! The fact that Acerbis make it, speaks volumes for the quality. Like most of their stuff, it is brilliant value for money too.
Photo credit: Dave Cilliers / ZA Bikers
The helmet is also relatively light, at 1560 grams, a big issue for neck fatigue on a long day. The helmet sports an inbuilt sunscreen, or dark visor which drops down via a slider on the side of the helmet. A great feature for bright days, especially if, like me, you wear glasses. The fit is absolutely spot on. I know that this is “different strokes for different folks”, as our head shapes differ. I definitely have an Acerbis friendly noggin.
Photo credit: Bjorn Moreira / ZA Bikers
The other issue is noise and stability. Large peaks are great for sun etc… but can try to rip your head off in the airstream. The peak on the FS–606 is firm and well vented allowing the wind to pass over the helmet without becoming an air brake. The lining surrounds your ears without pressing on them. This contributes to comfort and relative quiet.
Photo credit: Bjorn Moreira / ZA Bikers
Technical features and specs:
Thermoplastic shell
Micro-adjustable outer visor in polycarbonate
Adjustable vents – top and bottom
Removable and washable liner
Quick-release adjustable strap buckle
Removable chin strap
Removable visor to use goggles
Inbuilt dark sun visor
What you have in the Acerbis FS–606 is a helmet that is well built, with all the features that you want in an adventure helmet without having to break the bank. If it performs as well as the other Acerbis products that I have used over the years, then it is an absolute winner! The price, at around R2,200, is a steal!
Photo credit: Bjorn Moreira / ZA Bikers
So there you have it. Two decent products made by a company with an enviable reputation for quality and excellence. Do yourself a favour and check these, and other Acerbis products out. Their clothing range is equally impressive. I have an Acerbis adventure jacket which is super comfortable and properly specced with all the features that you want in a premier adventure jacket. A brand, well worth recommending!
Ducati is a road bike manufacturer, right? I mean, even the Multistrada, as good as it is, isn’t really an adventure bike you’d want to take into the wilds of Africa, is it? It’s an adventure tourer. Even in Enduro guise, the Multi is just another gargantuan adventure bike that needs the skill of an Alfie Cox or Wade Young to get the best out of and, even then, they’d prefer to go for something smaller and lighter if they really wanted to enjoy themselves.
Nothing wrong with adventure bikers per se, but they are becoming the Range Rovers of motorcycles: more likely to be seen in the city than the bush, despite their ability.
Photo credit: Ducati
So, Ducati, as we have established, is primarily a road-bike manufacturer. Even the Scrambler range really has nothing to do with off-road prowess and more to do with stylish urban cruising.
Well, not anymore! The launch of the DesertX model is about to put Ducati firmly in the ‘advenduro’ market.
Photo credit: Ducati
Based on the Multistrada V2, it has the 937cc Testastretta liquid-cooled engine as opposed to the air-cooled unit in the Scrambler. This means 108bhp and 92Nm of torque, more than enough to do what’s necessary. Gearing has been lowered overall to enhance off-road playtime, while sixth gear is longer for more relaxed road riding.
A big clue to Ducati’s intended role for the DesertX is that it runs on 21” front, 18” rear wheels – the first Ducati to be so equipped – opening up a whole range of off-road tyres to fit (it comes with Pirelli Scorpion Rally STR as standard). Suspension is by Kayaba, with 230mm travel at the front, 220mm at the rear and ground clearance of 250mm.
Photo credit: Ducati
All this does make the seat height a little tall at 875mm but a lower seat option is available. Mind you, if you want full-on off-road ability, height is non-negotiable.
Braking is by Brembo monobloc M50 calipers but the system has been tuned for off-road sensitivity rather than tarmac shredding stopping power. Make no mistake, they’ll be powerful enough for road riding, but with greater feel to stop you going over the handlebars off-road.
Photo credit: Ducati
A claimed dry weight of 201kg is right on the money and the petrol tank holds 21-litres, with an additional 8-litre supplementary tank available as an option. That means it could have the same tank capacity as the BMW R 1200 GS Adventure or the upcoming Triumph Tiger Rally Explorer and will give the DesertX serious range.
Photo credit: Ducati
The riding position has been carefully calculated to offer a good standing riding position without having to stoop to the handlebars. The emphasis has been on narrowness between the legs and the seat has had a lot of attention paid to it to make sure it is comfortable for long, seated distances.
Naturally, the electronics are top-notch: a Bosch IMU (internal measurement unit) allowing a whole array of rider aids – engine brake control, wheelie control, cornering ABS, traction control and a quick-shifter. There are four power modes and six riding modes, including two off-road modes with preset power, TC and ABS intervention levels. All this is adjustable via the 5″ TFT dash.
Photo credit: Ducati
But it is the looks that are going to garner most of the attention. In short, it looks like no Ducati that has been before. It actually looks like a Dakar Rally contender and the specification suggests that this is no idle impression. It doesn’t take too much of a stretch of the imagination to see the DesertX mixing it on rally raid special stages.
This is a real departure for Ducati and a welcome one at that. If Ducati has nailed the concept at the first try, then it’s a massive feather in the Bologna manufacturer’s cap.
In response to the changes in consumer behaviour due to digitization, Tuning Fork t/a Yamaha SA Distributors has as of 8 December 2021, launched three e-commerce sites for all three company-owned retail stores applicable to motorcycle and marine accessories, across a variety of brands. The retailers include Linex Yamaha Lynnwood, Linex Yamaha Randburg and World of Yamaha.
This latest venture aims to understand customer purchase requirements and to ensure those customer expectations are delivered upon, with a further intent to exceed these expectations.
‘Online shopping is a key component of any successful retail business, as it exposes our fantastic range of products to a broader customer base’ – Robin van Rensburg, Managing Director: Tuning Fork.
Photo credit: Bjorn Moreira / ZA Bikers
Through collaborating with a reputable technology firm to build the sites, Yamaha’s latest e-commerce platforms are designed to provide the customer with a seamless user journey in terms of ease of purchase of various accessory brands. The state-of-the-art technology allows the customer to make secure payments facilitated by PayGate. At the heart of creating and maintaining an effective e-commerce site is customer-centricity. Therefore, the collection and delivery of products are made convenient through our relationships with top tier logistics service providers.
This additional perk provides the customer with the option to either collect the order in-store or to have orders delivered to their address of choice. With high-resolution images of reputable marine and motor accessory products, customers enjoy the thrill of visually connecting with various accessory brands without leaving the comfort of their homes or other spaces.
Image source: Global Yamaha
The Yamaha SA websites have been long in the making to ensure that we respond innovatively to change and continue to connect with customers at all touchpoints.
Visit the new retailer e-commerce websites using the links below:
We are so spoilt for choice and inundated with excellent bikes these days, that it is easy to get dismissive of the current crop of middleweight options. The bikes that make up this class, like the Yamaha MT-07, Triumph Trident, Honda NC 750, Suzuki 650’s and Kawasaki’s 650’s, offer very well balanced packages that are really brilliant options for all-round motorcycling.
We are dealing with burgeoning fuel costs and, if you are a city dweller, stupid traffic congestion. Motorcycles alleviate so much stress and strain in the daily commute. This is where the middleweights really shine. Light and nimble, with decent performance, they make short work of negotiating the urban sprawl. The only possible downside is that they can be a trifle bland. This is not something that Kawasaki’s Ninja 650 can easily be accused of.
Photo credit: Bjorn Moreira / ZA Bikers
The Ninja 650 has huge street cred courtesy of its absolutely stunning styling. You have to do a double-take to make sure it’s not Johnny Rea’s race bike. So who is the Ninja aimed at? At R124 995 it is a compelling argument for anyone shopping in this sector. Don’t be fooled by the race bike looks as the ergonomics on the Ninja are spot on, with bars that look super classy but don’t drag you onto your wrists.
Its tidy dimensions make it really manageable by pretty much everyone. New riders will enjoy a stunning looking bike which is a doddle to ride and enjoy day-to-day. Sports bike riders who are getting long in the tooth and struggling with the power and weight and intimidation factor of modern-day sports bikes will appreciate the dynamic abilities of the Kawa. It can really hustle down a winding road. It is one of those bikes that works better than the sum of its parts.
Photo credit: Bjorn Moreira / ZA Bikers
The detailing on the bike is actually quite special for a bike at this price point. The clutch and brake lever are both adjustable for hand size. The handlebar ends are not just the regular tubular jobbies but rather fluted pieces that look really cool. A thick red pinstripe runs the length of the bike, just accentuating the handsome lines. The five-spoke mags are gloss black with green rim tape to make them pop.
A hugger rides on the swing arm keeping crud off the rear shock. The mirrors are handsome and functional, giving you a decent view, which remains blur-free at all engine speeds. The brake discs are wavy too. Even the nut on the rear axle has a rubber cap over it to neaten it up The overall fit and finish on the bike is superb, with surprising attention to detail. The handlebars aren’t just regular clip-ons, but a beautiful alloy casting. Well done Kawasaki!
Photo credit: Bjorn Moreira / ZA Bikers
The heart of the Ninja 650 is the familiar Double Overhead Cam, 649 cc, fuel-injected Parallel Twin that has established a formidable rep for reliability and general efficiency. It feeds the power through a slick six-speed gearbox. It is engineered for midrange punch (which is really what you want in the real world) with 50 kW @ 8 000 rpm and a healthy 64 Nm @ 6 700 rpm.
The motor is a stressed member in a tubular ‘Diamond’ chassis with an aluminium swingarm controlled by a single preload-adjustable shock. Upfront are conventional ‘right side up’ non– adjustable forks. Wheels are handsome magnesium 17 inches, with a 120/70 front and a 160/60 rear. A slipper clutch caters for ham-fisted downshifts to prevent rear wheel chatter.
Photo credit: Bjorn Moreira / ZA Bikers
Kawasaki’s catchphrase for their Ninja 650 is “Fun, Style, Easy” which sums up the bike in a nutshell. We get so seduced by big horsepower we become like addicts who are permanently in search of a bigger ‘fix’, no longer satisfied with a balanced life. You can use every smidge of power that the Ninja makes and the twin 320 mm front discs backed up by the 186 mm rear provides powerful backup if you get carried away.
Suspension that feels too soft when you first hop on the bike translates into a decent real-world ride with really good handling. 193 Kg’s of all in weight results in light and accurate steering and a decent power to weight ratio. It turns in effortlessly and is perfectly stable through 160 kph plus sweeps. It is one of those bikes that always works with you, maintaining great composure. Kawasaki have done a great job dialling in the ‘one size fits all’ suspension.
Photo credit: Bjorn Moreira / ZA Bikers
When the weekend rolls up you can venture out into the countryside for some really brisk and rewarding riding. Bungee a stuff bag on the back seat and do some “credit card” touring. The Ninja will be a willing and able accomplice. The 15-litre tank and good economy give you a decent range.
The midrange also means that the bike is more than capable of some two-up riding too. The screen takes a fair amount of wind blast off your chest and your legs tuck in with some protection from the full fairing. The seat is comfortable, although the slight slope tends to settle you in one spot. Luckily it is a comfy spot.
Photo credit: Bjorn Moreira / ZA Bikers
The motor has a gruff character with some intake honk when under hard throttle. A low amplitude vibration, which is not bothersome, is evident through the seat and pegs when you accelerate hard, but smooth’s out to almost imperceptible levels when cruising at 120 plus VAT. Kawasaki employs a solution to footpeg vibes, which I last noted on Honda’s VFR800. Each footpeg has a counterweight attached to its underside which changes the amplitude of the vibration. This is the same reason weighted bar ends are used. The exhaust note from the neat and tidy underslung exhaust is, typical of Euro 5 compliant bikes, rather muted.
Kawasaki’s Ninja 650 offers a solid sporting offering in the middleweight space, at a price that is super competitive. With full LED lighting and a functional TFT display giving you all the vital info that you need, it is a thoroughly modern motorcycle which scores highly in both form and function. A minor issue is that all the info can only be accessed by pushing two buttons on the TFT dash. A remote switch on the bars would be a nice touch.
Photo credit: Bjorn Moreira / ZA Bikers
Similarly, self-cancelling indicators should be a standard issue on all bikes in this day and age. The Ninja will perform your weekly commute with aplomb, tour to your heart’s delight and work with you to punch way above its weight at your next track day. When compared to its peers, it looks almost ‘exotic’, thanks to its crackerjack styling. Go ride one. Fun, never looked this good.
Kawasaki Ninja 650
For more information on the bike featured in this article, click on the link below…
