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…
We’ve had teaser shots, spy shots, leaked details and increased anticipation but, finally, the new-for-2022 Triumph Tiger 1200 has been revealed in all its glory.
This really is an all-new model and not merely a breathed upon 2021 Tiger 1200. Nothing remains from the old, apart from the already-impressive long-distance comfort and off-road ability, both of which have been significantly upgraded.
Image source: Triumph UK
There are five main models: GT (not coming to SA) and GT Pro, which are the more road-biased models and the Rally Pro, which is the more off-road focussed model. Then there are two new models each having 30-litre petrol tanks, the GT Explorer and Rally Explorer.
Triumph is making barely concealed reference to the BMW R 1250 GS in the announcement. As both are shaft driven, Triumph is at pains to say that the GT Pro is 17kgs lighter than any other shaft-driven equivalent model (which means the GS!), running on cast wheels.
Image source: Triumph UK
The Rally Pro is a huge 25kg lighter than the outgoing model and this has helped the 2022 Tiger 1200 attain a new level of off-road agility.
The engine is all-new. Now running the T-Plane crank as first seen in the Tiger 900, this gives the best of both worlds: low RPM grunt for plugging over rocks and through mud or snow and high RPM power for the open road. Power is up to 148bhp, a rise of only a few horses but, when combined with the improved rideability of the new crank, it should give a whole new feel. Torque is 130Nm.
Image source: Triumph UK
Suspension is now Showa semi-active, automatically adjusting pre-load and damping, depending on terrain and riding style. Suspension travel is longer on the Rally Pro than the GT Pro. Braking is handled by Brembo Stylema calipers.
The electronics package has been given a full overhaul, with blind-spot radar detection developed in conjunction with Continental. Six riding modes adjust throttle response, traction control, ABS and suspension, while there is an Advanced Off-Road Pro in which all parameters can be selected by the rider via the 7″ TFT dashboard.
Image source: Triumph UK
All lighting is LED, there’s keyless ignition, tyre pressure monitoring, cruise control, hill hold control, heated grips and seats and an up-and-down quick shifter while the Rally Pro and Rally Explorer get a full set of crash bars.
The whole bike is slimmer and more compact, while the twin radiators are carefully ducted to push hot air away from the rider.
Image source: Triumph UK
If you want to accessorise your Tiger 1200, there are over 50 items in the catalogue to enable you to tailor the bike to your needs. Service intervals are 16,000km and there’s a three year, unlimited mileage warranty.
Bikes should be in showrooms by the second quarter of 2022. Prices have been announced as follows:
Tiger 1200 GT Pro – R285,000
Tiger 1200 Rally Pro – R305,000 Tiger 1200 GT Explorer – R315,000 Tiger 1200 Rally Explorer – R335,000
Image source: Triumph UK
Can it hold a candle to BMW and KTM? That is something only time and riding them all back to back will tell but don’t expect Triumph to have gone off half-cocked on this new model: the stakes are too high.
History is on Triumph’s side: every time they have launched a new generation of a model, it has been significantly better than the old generation. So much so that it makes you wonder what they were thinking about with the old model.
Hero South Africa is certainly not afraid of a challenge. Having proved the fuel economy with a one-tank run from Johannesburg to Durban, the next challenge was to prove just how rugged and capable a Hero could really be.
The gruelling Roof of Africa has become known as the Mother of all hard enduro events and is not a challenge lightly undertaken. The best riders from around the world on the best machinery available have tackled the Roof and not every one of them has succeeded.
Image source: Hero SA
So, what better way of proving a product than by entering the Roof of Africa and completing it? And, while you’re at it, why not do it on a single tank of petrol? Impossible, you might say, but the people at Hero SA are nothing if not ambitious.
Taking a completely stock Hero XPulse 200 FI, the suspension was changed for that found on the new Hero Rally model. An after-market exhaust was fitted, as were new handlebars, additional guards. The engine was not touched at all.
Image source: Hero SA
And, if you’re going to take an untried bike to the Roof, why not complete the picture with a Roof first-time rider as well? Brandon Grimsted offered to compete on the Hero and, in an utterly remarkable display of riding, reliability and economy, he finished the Iron class in 12th place, despite a combined human/GPS mistake on day one causing him to start in last place. At the end, there was still petrol left in the tank.
What other road-legal bike costing just over R40,000 could handle the daily commute, the occasional adventure ride or the Mother of Hard Enduro events, the Roof of Africa?
Image source: Hero SA
Far from being a dedicated enduro bike, Brandon and Hero SA’s achievement proved that an XPulse 200 FI can be used in the harshest conditions at the weekend and still be ridden to work and back on a Monday.
For the 2022 Roof of Africa, Hero SA will be entering a group of Hero customers on their Heros with full support.
Kawasaki put the finishing touches to an incredible comeback cross country season. CIT Franchise Co. star Mike Pentecost added the overall GXCC Gauteng, OR1 and Northern Regions titles to his national OR1 championship with overall victory at a muddy Carletonville on Saturday.
It was a winning weekend all-round for Kawasaki, as Pepson Plastics Motul trio d’Artagnian Lobjoit came home second in OR1 and Taki Bogiages, Kyle Mackenzie and CIT lad John Botha ended second, third and fourth in OR3 as Taki and Kyle took second and fifth in that title chase.
Photo credit: GXCC
“What a wonderful way to end an incredible year,” Pepson Plastics Kawaski Motul Racing team boss Iain Pepper admitted. “We made a brave call to race Kawasakis this season and to say that paid off is an understatement. “Then Mike Pentecost approached us and we made a plan to accommodate him. “The rest is history. ”To Mike, Taki, Kyle and to everyone else who came together to make this happen, a huge thank you. “We came, we saw and Kawasaki conquered. “Fantastic!”
“I had a lot to prove to a lot of people who probably thought I was a has-been!” Mike Pentecost explained. “I reached out to so many people who were never interested. “Then I told Iain Pepper what I wanted to achieve and without hesitation, he introduced me to Harry Grobler. “I must thank Iain for that. “Thanks to Harry and Chris at CIT Franchise Co, not just for their backing, but for setting an example of what a champion should be and leading our team to all these titles.
“My Franchise Co CIT Kawasaki KX 450 X proved itself beyond doubt. “Thanks also to the man with a plan, Mr. Roger Bergstrom from FCR Suspension, who put so much time and effort into my bike to give me that little edge that I needed from the get go. “To my family, who have never ever doubted, and always backed me through thick and thin, thank you! “And to my Kawasaki family, my OR1 teammate, D’artagnan Lobjoit and everyone else, well done. “2022, here we come!”
Photo credit: GXCC
“Wow, that wraps up a brilliant Cross Country racing season,” D’artagnan Lobjoit explained. “To add a Kawasaki GXCC championship 1-2 to our national OR1 1-3 is a brilliant achievement in our maiden season! Thanks so much to Iain and my incredible Pepson Plastics Kawasaki Motul team. “My brilliant KX450X ran like clockwork throughout the season — this was a superb year all round!”
It was also a landmark race for Taki Bogiages, who bounced back second in OR3 after missing much of the late season to Covid. “I so enjoyed racing in great conditions with no dust after the rain,” Taki explained. “My Pepson Plastics Motul KX 250 X was awesome on the choppy, fast track and my team flawless with really fast stops. “I am also delighted with my first finish more than 3 months since Covid affected my lungs. “Now we focus on the off season — and 2022!”
Photo credit: GXCC
Kyle Mackenzie likewise enjoyed a strong finish to his season right behind his teammate in third in OR3. “That was a fine, muddy weekend,” Kyle Mckenzie pointed out. “My Pepson Plastics Kawasaki Motul KX250X felt amazing and I had a good run to end up third to close off a close fifth in the championship. “I am delighted with my progress as a rider this season and I’m hugely thankful to my whole Pepson Plastics Motul team for a brilliant season. “Bring on 2022!”
High School star John Botha was fourth on his OR3 debut for CIT Franchise Co Kawasaki and Pepson Plastics Kawasaki Racing Motul ran two guest riders in Carletonville. SA ladies motocross champion Kyla Raaff swapped her regular KX 250 MX machine for an X version and enjoyed a great battle to second with MX rival and cross country regular Leah Heygate. And multiple SA champion, cross country King Kenny Gilbert made a most popular return to the saddle, running in the OR1 top three for much of the race.
Photo credit: GXCC
“In closing, I must thank our entire Kawasaki cross country operation for making our first season in green a dream come true,” Iain Pepper concluded. “Rest assured, we will be back, bigger and better in 2022!” CIT Franchise Co. Kawasaki team boss Harry Grobler added, “We have great plans for Kawasaki in Cross Country racing in 2022. “Watch this space for more news on our new season plans soon!”
What can you say about Bee Emm’s venerable big boxer engined GS’s that hasn’t been said already? Some people seem to have forgotten that the whole adventure bike genre started when BMW brought the first R80 GS to market in 1980. The bike was cutting edge for 1980. Shaft driven with a single cantilever rear shock, it was unlike anything that the world of motorcycling had ever seen. You would expect a bike that has evolved over a 40 year period to be good, and it is. What surprises me every time I ride the latest-generation GS, is how they manage to actually improve the package from already excellent levels. I was fortunate to spend a week on the BMW R 1250 GS Triple Black and a week on the R 1250 GS Adventure, to really get a feel for what it is like to own a big GS. In truth, I do kinda know, given that I have owned an R 1200 GS LC Adventure for a while now. Let’s start by stating the obvious.
The top of the range 1250’s are shaft driven and feature a suspension setup unique to BMW. The front suspension has fork sliders with a single shock controlling their movement called ‘Telelever’. The rear suspension is configured to the familiar ‘Paralever’ setup. It is designed to separate steering forces from suspension forces. The result is light steering that makes the bike extremely agile at low speeds without sacrificing high-speed stability. The only trade-off is, slightly less front end ‘feel’ when the bike is pitched on its ear. Riders of GS’s learn to trust it and manage to ride their GS’s very rapidly through the twisties. To understand how well it lightens up the steering you need to ride a GS back to back with the lighter R 1250 R which has normal USD front shocks. The GS’s feel significantly lighter despite their greater heft.
Photo credit: Dave Cilliers / ZA Bikers
The other feature for which the big GS’s are renowned is their hassle-free shaft drive. If you have owned chain drive bikes your whole life, you become so used to chain maintenance that it just becomes a fact of life. You pack your chain lube and chain adjusting spanners and off you go. Cleaning stubborn chain wax of your back rim and elsewhere is just what you do. I did a 1037 kay day on the GS and just rode. No chain lube packed, no thought to chain adjustment and no crud to clean off the bike afterwards. What an absolute pleasure.
With the mechanical sympathy that I have, it bugs me when traversing mud and gravel, or riding distance in rain, as to what is happening to my chain. With the GS’s you don’t have to give it a thought. Just ride and enjoy. A driveline service when you service your bike may cost you a few extra bucks, but it means you literally never even give the drive to your back wheel a thought. Much like the prop shaft on your car, it just does the job. Weirdly, you only appreciate it when you are relieved of the responsibility of maintaining and cleaning it.
Photo credit: Bjorn Moreira / ZA Bikers
The other standout feature of the GS is the boxer motor. Horizontally opposed flat-twin, transversely mounted. It makes sense on a number of levels. Your cylinders are in the airstream where ‘air’ circulates around them cooling them to optimum effect. The weight is carried low, contributing to the light feel and low centre of gravity. Noticeable when you ride the bike and, for an adventure bike, when you have to pick it up after capsizing.
The jutting out cylinders don’t allow the bike to fall flat on its side, making picking it up a lot easier. It does get in the way when you stick your leg out, but not to really bother you. It also washes warm air over your boots, which is great in winter, yet not really an issue in summer. So there you have it. A unique recipe that is like no other.
Photo credit: Bjorn Moreira / ZA Bikers
The motor is identical in both the normal GS and the Adventure. It is a simply spectacular unit. It does not develop class-leading power but rather abundant real-world thrust that should satisfy damn near everyone. The 136 horsepower (100Kw) at 7750 rpm gives the bike great top-end hit, but it is the 143 Nm of torque at 6250 rpm that really steals the show. Silky smooth throughout the rev range, the GS bolts forward when you give it some throttle.
The new ShiftCam variable cam timing results in an even more eager engine, which feels raring to go at all times. The Achilles heel of older GS’s was the clunky gearbox, made more so by the dry clutch. This wet clutch setup is infinitely better with a smooth, light and positive action. The clutch is smooth as velvet. What doesn’t quite match up, is the quick-shifter, which BMW probably rightly call “Shift Assist”. It works OK at higher revs, but is not great at lower revs. Not a biggy for me, as “Mr Mechanical Sympathy” likes using the clutch anyway! Definitely room for improvement though.
Photo credit: Bjorn Moreira / ZA Bikers
The suspension was a stand out feature of both bikes. Dynamic ESA, or Electronic Suspension Adjustment, was an option selected on both the Triple Black GS and the red, white and blue GS Adventure. The Adventure has 20 mm more travel both back and front, than the 190 mm front, and the 200 mm rear, of the normal GS. What a magic carpet ride you get.
Whatever the application, you can set up the suspension, via the menu on the large colour TFT display, to suit. The end result is a supple and controlled ride, which is probably better and definitely as good, as I have ever felt on any bike. You tense up for lurkers, or a rippled surface, which is then dispensed disdainfully by the GS suspension. Phenomenal. It has an automatic damping and levelling function which equates to a wonderfully controlled ride over all surfaces.
Photo credit: Bjorn Moreira / ZA Bikers
I have been vocal in my criticism of TFT displays primarily because they sometimes make minor issues into major ones. The GS’s were delivered without their handbooks, so I couldn’t swot up on all the functions. OK then. Let’s see how intuitive it all is to someone who is admittedly somewhat BC (Before Computers). Reset the trip meter after filling up. How hard can that be?
Into the menu, RESET, OK, cool, hit the set button and the TFT says something like “default to factory settings”… Sounds overkill, but let’s see. Nope, no go. The trip is still not reset. Eventually, I figure it out. Sorted. Ten kay’s down the road I notice that my butt is getting seriously warm. What the……? Eventually, with a now medium rare ringpiece, I pull over to try and put off the heated seat inadvertently set on three by factory default. Trial and error gets everything dialled in and I’m back on my way. My point is, all of that gets done by pressing one button on my R1200 RS, then just holding it to reset. Heated handgrips…same issue.
Photo credit: Bjorn Moreira / ZA Bikers
Seriously, all that could have been prevented by reading the manual before the operation, yet the fact remains, what was a simple function, is no longer simple. This is common to ALL manufacturers using these fancy-schmancy TFT dashes. A bit like the world we live in, there ain’t nothing simple no more! The TFT displays have brought bikes into the PlayStation generation, with navigation and connectivity that the younger generation demand. Apple or Android devices can all be accommodated.
The GS’s have three rider modes, Eco, Rain and Road and an additional four optional modes, Dynamic, Dynamic Pro, Enduro and Enduro Pro. This pretty much caters for however and wherever you wish to ride the bike. Tuneable Traction Control and various ABS settings are all there, as are Hill Start Control and Inclination Assist, all courtesy of a 6–Axis Bosch IMU.
Photo credit: Bjorn Moreira / ZA Bikers
Lighting is LED with a ‘cruise’ setting for daytime which illuminates the indicators and puts a bright outline of LED lights on the headlight. The bikes were both fitted with factory auxiliary spots as well. No problems with riding in the dark then. Brakes are twin 305 mm discs with 4 pot callipers up front and a single 276 mm rear disc with a 2 piston calliper. They work flawlessly. Powerful, but with good feel. All of this translates into bikes that are superbly refined and capable.
The level of comfort offered by a GS is simply unparalleled. I needed to have some documents signed in Howick, so I hopped on the Triple Black and rode there. 520 kay’s no sweat. An hour later I was back in the saddle on the return journey. At the foot of Van Reenen’s Pass, it was 38 degrees, yet the GS was totally unfazed. Trucks were passed without fuss, simply rolling open the throttle and letting the abundant torque launch me past. Fuel consumption was 4,9 L/100km going down, and 5,9 L/100km coming back into the mother and father of a headwind. The seat is all-day comfortable and the wind management is superb.
Photo credit: Bjorn Moreira / ZA Bikers
I played a bit of a game, counting the number of trucks passing me in the other direction every minute. The least was 9 and the most was 24, with an average of around 15 trucks a minute. This, folks, is a mind-numbing 900 trucks an hour! Little wonder that our roads are deteriorating at such a rate! The GS rocks in these conditions where you have to, at times, launch past 6 semi’s nose-to-tail.
You crack the throttle and fly past, with a fruity boxer burble from the exhaust. This highlighted the universal strength and appeal that has resulted in BMW selling so many GS’s. They have never laid claim to being the best at any one motorcycling task, but, Oh my Soul, they are such superb and capable all-rounders. Truly the Jacques Kallis of motorcycles!
Photo credit: Bjorn Moreira / ZA Bikers
You may be that fellow that is a covert Dakar racer, and adventure riding for you is about how technical and fast you can make it. The truth is, born out by the stats, most riders want to just be able to get there, dependably and in comfort. In many cases, they also want their significant other on the pillion, resplendent in matching riding gear. They want every possible accessory that compliments their bike and a dealer network that delivers on its promises.
If this is you, then the BMW R 1250 GS will be just the ticket to a whole new world of adventure. The only real choice will be in which flavour. Adventure, with its 30-litre tank and beefed-up suspension, or standard, with its lighter weight and better agility. Either way, you will not be disappointed.
Photo credit: Dave Cilliers / ZA Bikers
The bike that created a new genre 40 years ago stays at the forefront of that class thanks to cutting edge technology, brilliant build quality and excellent real-world performance.
Christmas is certainly the time for being thankful and what better way of celebrating than to acknowledge the amazing work done by the lovely Cancervive people?
On December 12th, Cancervive will be hosting its last ride of 2021 out to the Bru House Diner in Krugersdorp.
There will be two meet-up venues, one in Pretoria and one in Johannesburg. The Pretoria meet-up is at the BP garage on John Vorster Drive: arrive by 8:00 a.m. to leave by 08:30. The Johannesburg meet-up is at BMW Motorrad Fourways, cnr, Witkoppen and Cedar Roads. Meet at 07:45 a.m. to leave by 08:15.
Snacks and coffee will be available at both starting points and then, for R120, you can book a plated breakfast, tea or coffee at the Bru House.
If you are interested in taking part, please register before the 10th December here:
For more information, please contact Debbie on 079 529 7311, Christina on 083 754 8796 or Zanele on 084 044 7867.
So, another edition of the EICMA motorcycle show in Milan has come to an end all too quickly. Having missed out on the show last year due to you-know-what, this year’s event was highly anticipated and many manufacturers took the traditional step of revealing both new and updated models. Of course, some are not relevant to South Africa but, here, I’ll detail the ones that are.
Honda brought an updated CBR1000RR-R Fireblade and Fireblade SP to the show. No big changes, other than to the gearing, which had been criticised for being too tall, affecting in-gear acceleration out of corners. To fix this, Honda have fitted a rear sprocket with 43 teeth as opposed to 40 teeth. The SP gets a limited edition version with a paint job paying homage to the original Fireblade 30 years ago.
Image source: Honda Global Motorcycles
Moto Guzzi certainly drew attention with the brand new V100 Mandello. It features a brand new liquid-cooled transverse V-twin engine, of 1042cc capacity, which is an incredible 10cm shorter than the air-cooled V85 motor. 113bhp might seem a little on the low side for a litre-plus engine but 104Nm of torque is good and 90% of that value is available from 3500rpm.
The bodywork is attractive and features wind deflectors built into the fairing at the side of the petrol tank. When in the open position, Guzzi claims a 22% reduction in wind pressure on the rider.
Image source: Piaggio group
The electronics are also like nothing ever seen on a Guzzi: a six-axis Internal Measurement Unit coupled to a ride-by-wire throttle gives four riding modes, three engine maps, four levels of traction control and three levels of engine braking on top of the cruise control, cornering ABS and cornering lights. If that’s not enough, then the top-of-the-range V100 will have Öhlins Smart EX 2.0 semi-active suspension, Bluetooth connectivity and a quick-shifter. It’s a Moto Guzzi for the 21st century.
Yamaha revealed a Tenere 700 Raid prototype, which is a much more hardcore version of the bike, designed to tackle the hardest of enduro events.
Image source: Yamaha EU
As you would expect, it’s much more off-road focussed than the standard model. The suspension is the area that has received most attention: front and rear is now equipped with Kayaba forks and shock respectively. They offer more adjustability and 60mm more travel, giving 270mm front and 260mm rear. Custom made yokes and linkages are used. In anticipation of hot climates where the bike might be ridden, an oversize radiator with twin fans is fitted alongside an oil cooler. A heavy-duty Rekluse automatic clutch is fitted as is a full titanium exhaust system from Akrapovic.
To save on unsprung weight, a single disc is used on the front wheel while a large rear disc is used on a skinnier rear rim, used to be able to fit a 140/80 tyre.
Image source: Yamaha EU
The rear sprocket is larger, lowering the overall gearing. Twin fuel tanks – one at the front and one at the back – are fitted, along with a rally screen, carbon fibre bash plate, rally seat, a Scotts steering damper and a full complement of navigation gear from RNS.
There was no indication that a production version would go on sale to the public but expect demand to be high so maybe Yamaha will capitulate.
Also new from Yamaha is an updated and improved MT-10 and MT-10 SP. The MT-10 gets more power – 6bhp more, to be exact, taking it to 164bhp. The torque curve has been flattened from 4 – 8,000rpm and fuel economy is improved. Apparently, it also sounds better.
Image source: Yamaha EU
The cross-plane crank already gave a distinctive sound but Yamaha has worked on the airbox, titanium exhaust and given it something called Acoustic Amplifier Grilles. Yamaha says it has achieved a ‘rumbling growl at low rpm and a high pitched roar at high rpm’. The original MT-10 sounded incredible: if this sounds better then we’re in for a treat.
The MT-10 SP has the same engine and electronics as the standard model, but benefits from the latest semi-active suspension from Öhlins. Yamaha claims that the system is the most sophisticated chassis technology on a production motorcycle – better even than that fitted to the R1M. The SP also gets a three-piece belly pan and braided brake hoses.
Perhaps the biggest news was from MV Agusta, who have brought out not one but two adventure models. Called the 5.5 and the 9.5, they are full adventure bikes and not adventure-sports or adventure-touring models.
Image source: MV Agusta
The 5.5 is powered by a 550cc parallel-twin engine made by QJ in China, who are in partnership with MV. The larger 9.5 model is powered by a 930cc version of MV’s famous 800cc triple-cylinder engine.
Image source: MV Agusta
The 930cc engine produces 121bhp at 10,000rpm and 101Nm at 7,000rpm and can run a standard hydraulic clutch or a Rekluse automatic clutch. No power figures have been released for the 550cc unit but we expect it to be around 50bhp.
Both engines are housed in a steel dual loop cradle frame and clothed in bodywork with a ’Lucky Explorer’-inspired paint job. This was last seen on the Cagiva Elefant in 1999. The styling is pretty conventional adventure bike, which some might find a little disappointing given the looks of other bikes in the MV range. The front wheel is 21-inch.
Kawasaki announced cosmetic changes to the Versys 650 but no changes to the mechanical specification, but the big news was significant updates to the H2 SX SE.
Image source: Kawasaki
Radar-assisted adaptive cruise control is now paired with blind-spot monitoring. Collision detection has been incorporated and the whole package is now called Advanced Rider Assistance Systems, or ARAS for short.
Image source: Kawasaki
The radar system is the same as that used by Ducati, KTM and BMW and will maintain a set distance to the vehicle in front, while at the rear of the bike, a radar detector will warn of vehicles behind and in the blind spot. Warnings will flash up in the mirrors using LEDs set into the mirror face and these will also flash if the bike’s indicators are switched on when a vehicle is alongside. if the vehicle in front slows rapidly, a forward collision warning will flash up on the new 6.5-inch TFT dash.
The electronic suspension has been upgraded to incorporate Showa’s Skyhook technology to give the perfect ride for any road conditions. This is an active real-time rebound damping system that constantly reads the suspension movement and adjusts the damping accordingly.
Image source: Kawasaki
Then there’s something called Kawasaki Intelligent Proximity Activation Start System. This is basically a keyless ignition system and it also activates the fork lock. Vehicle Hold Assist applies the rear brake when you come to a stop, allowing the rider to release the front brake and take the foot off the rear brake pedal.
Elsewhere, there is a wider seat for rider and pillion, a USB port and heated grips as standard. Weight has risen slightly – 6kg – to take overall weight to 268kg total and, worryingly, Kawasaki has incorporated a silencer in the supercharger intake to reduce noise, which is a shame as that sound was one of the things that made riding the H2 so special.
KTM might not have been present at EICMA, but that didn’t stop them from announcing upgrades to the 1290 Super Duke GT touring model.
Image source: KTM
The engine is now Euro5 compliant but loses no power as a result and the figures remain at 175bhp and 141Nm of torque. The wheels have been changed for those fitted to the Super Duke R and weigh a combined 1kg less.
A new 7-inch full-colour TFT dash is now fitted and the turn-by-turn navigation has been revised so that changes can be made via the screen, eliminating the need to take your phone out of your pocket to make the changes. Strangely, KTM has not fitted the radar-assisted cruise control as found on the 1290 Super Adventure S, which seems a strange omission.
Image source: KTM
Last, but not least, Suzuki has refreshed the Katana for 2022. The new-for-2021 GXS-S1000 is the base for the Katana. The engine remains the 2005-based K5 unit, widely regarded as one of the best engines Suzuki has ever built and, as well as now being Euro5 compliant, it actually produces 2bhp more than last year’s engine, bringing the total to 150bhp. This has been achieved with new intake and exhaust cams, valve springs, exhaust and air box. A broader spread of mid-range torque is now available.
Image source: Suzuki
The ride-by-wire throttle has been revised to give smoother power delivery and a new slipper clutch and quick-shifter/auto-blipper is fitted. There are three riding modes and five-way traction control controlled through a new dash which has a red night mode. Two new colours are available: dark matt blue with gold forks and wheels or dark grey with red wheels.
It is interesting to note that some manufacturers chose to launch new models online leading up to EICMA, rather than at the show itself; Triumph and the Speed Triple 1200 RR and Ducati and a whole raft of new models, for example. Also, where was the new Triumph Tiger 1200? Triumph have made big noises about this in recent months and it was widely expected to appear at EICMA, but it didn’t. Well, it did, but only in prototype form, which we have all seen in pictures and video footage.
Image source: Triumph UK
In fact, Triumph’s presence there was fairly low-key and small: the Speed Triple 1200RR was there but crammed in with the other new/revised models.
Be that as it may, EICMA is definitely a show you have to see at some point in your life. As well as all the major manufacturers, plus some you’ve never heard of, there is an incredible array of apparel, helmet, accessory and tuning manufacturers in attendance and, really, three public days are barely enough to see it all properly.
Image source: Honda Global Motorcycles
This year might have been compromised by Covid, but let’s hope that next year’s event happens and that it will be bigger and better.
Wade Young out on the route during the final day of the Motul Roof of Africa Photo credit: ZCMC
Wade Young (Sherco Factory Racing powered by Motul) made it 4 in a row and his sixth Roof win overall, by winning the 53rd edition of the Motul Roof of Africa in a wet and windy Lesotho on Saturday. Young was followed home by the Gas Gas duo of Travis Teasdale (Trax TT Racing) who ended up just over 28mins behind the leader with Matthew Green (TT Racing) a further 44mins behind Teasdale.
Travis gets to the finish line at the end of the Motul Roof of Africa Photo credit: Kevin Sanders
The day didn’t go completely to plan for Young as a navigational issue saw him forced to return to the DSP and re-run a section of the route that had been missed. Following the treacherous conditions experienced by competitors on Race Day 1, organisers, Live Lesotho, made a change to the format for the final day to avoid riders being caught out in torrential rain once again, whilst still preserving the true spirit of the Roof.
Wade Young out on the route during the final day of the Motul Roof of Africa Photo credit: Kevin Sanders
“I’m really happy to win my 6th Roof, it was a proper test with the changing weather conditions and a wet Roof is always going to test the mind and body, I’m just relieved it’s over and now it’s time to celebrate a long year!” said Young.
Matt Green was also happy to see the finish line and was overcome with emotion, “It was a really long weekend, the guys did a great job again this year and I’m very happy to be on the podium. ”
Matt Green out on the route on the final day of the Motul Roof of Africa Photo credit: Kevin Sanders
Fourth and fifth places in the Gold Class, respectively, were taken by William Slater (TBR Suspension) and Blake Gutzeit (Brother Leadertread KTM). All the riders agreed that the weather conditions and a tough route, made this one of the most challenging Roof’s that any of them could remember.
It was tough on the route on the final day of the Motul Roof of Africa Photo credit: ZCMC
“On behalf of Live Lesotho, I’d like to extend my congratulations to all competitors who came and conquered this year’s event,” commented Race Director Charan Moore. “I also want to thank all of our team members who worked really hard in extreme conditions to deliver this year’s Motul Roof of Africa and ensure that it was a worthy successor to the iconic events of the past,” he added.
Gold Podium, Wade Young (middle), Travis Teasdale (right) and Matt Green (left) Photo credit: Kevin Sanders
“I think this year’s event was a very good reflection of what the Motul Roof of Africa is all about,” said Mercia Jansen, Motul Area Manager for Southern and Eastern Africa and the Indian Ocean. “The performances of all of the riders that finished shows how the human spirit can triumph over adversity, and that’s something we’ll always celebrate at Motul,” she added.
Wade Young crosses the finish and takes the overall win for the 2021 Motul Roof of Africa Photo credit: Kevin Sanders
Young’s triumph was the big news of the day, of course, but other remarkable achievements were unfolding in his wake.
The Silver class saw only 9 finishers from 89 starters and it also happened to have the closest podium finish of the event. Sage McGregor took a well-deserved victory over Jason Stay by less than 7 minutes and despite setting the fastest time of the day, Whitey Oosthuisen (One Nine Auto) came in third overall, less than 2 minutes behind Stay.
Silver Podium, Sage McGregor (middle), Jason Stay (left) and Whitey Oosthuisen (right) Photo credit: Kevin Sanders
Meanwhile, in the Bronze Class, Rory Gower led the class from start to finish to take first overall, followed by father and son duo Pieter Holl (Bert Smith All-Stars) and Jukka Holl in Third. The Bronze class fared the best in the race against attrition with 131 finishers from 199 starters.
Bronze Podium, Rory Gower (middle), Pieter Holl (left) and Jukka Holl (right) 2 Photo credit: Kevin Sanders
Tiaan Rabe made Motul Roof of Africa history – his will be the first-ever name on the Iron Class trophy and he was followed home by Manuel Ferreira and Kowie Lombard
Matt Green and Brett Swanepoel congratulate each other at the end of the hard day riding Photo credit: Kevin Sanders
Indian Motorcycles has been a distinctive element of the motorcycling scene in South Africa for a number of years. First through the showroom in Boksburg and latterly through the boutique store in Melrose Arch, Indian Motorcycles has brought a diversity to the American presence in SA that was as welcome as it was necessary.
A press release this week has reassured that the Indian name will continue to be represented in South Africa for the foreseeable future as Tuning Fork (Pty) Ltd, trading as Yamaha Distributors South Africa are the new distributors of Indian Motorcycles in South Africa. Since Yamaha has discontinued the 1200 cc range, the addition of Indian Motorcycles to the existing catalogue is an excellent acquisition and will not interfere with the current Yamaha offering.
Image source: ZA Bikers
The new custodians of the iconic American brand promise to deliver premium service to, and further engage with, existing and new Indian customers through a broader network provided by three Yamaha dealerships situated in Gauteng as well as increased marketing and activation initiatives. Along with prospects of additional dealerships opening in Cape Town and Durban in the pipeline, Tuning Fork promises to reach customers in the coastal regions.
Robin van Rensburg Managing Director of Tuning Fork (Pty) Ltd, said: “We have ordered our first container of Indian Motorcycles, which will be the first new models sold in South Africa in over a year. We are also involved and invited to the Sapa Yopa rally which, is an event driving awareness for our brands as well as interaction with our stakeholders.”
Photo credit: Bjorn Moreira / ZA Bikers
This is a significant move for the Yamaha distributors, who are looking to establish a broader footprint in the SA motorcycling market and the acquisition of a brand such as Indian will not only give them that but will also give Indian the exposure through increased outlets that the organisation behind Yamaha can give. It’s a win-win for all parties.
Wade Young heads out onto the route for Race Day 1 of the Motul Roof of Africa, by ZCMC
The heavy overnight rains that continued into Race Day 1 at the 2021 Motul Roof of Africa proved to be a decisive factor. Along with low cloud, a sense of nervous anticipation had settled over the start line by the time the first Gold Class riders headed off at 6 am.
Traditional Hard Enduro wisdom holds that ‘a wet Roof is the toughest Roof’, and this old adage was certainly borne out by today’s events. Intermittent rain throughout the morning made conditions more treacherous – a state of affairs exacerbated for the run from the second unassisted fuel stop back to the DSP when the rain began to fall in earnest.
Travis Teasdale chasing down the leader during the first Race Day, by ZCMC
Gold Class Time Trial winner Travis Teasdale (Trax TT Racing) and defending champion Wade Young (Factory Sherco Racing) were involved in a duel all morning with Young managing to claw back time and overhaul Teasdale to lead by some 5 minutes by this fuel stop. Matt Green (Teasdale’s TT Racing teammate) was a mere 2 minutes back down the route and still properly in the hunt.
In previous editions of the Roof, Young has shown an ability to thrive in exactly this kind of inhospitable weather, and today proved to be no exception. Heading into the aptly named ‘Emotions’ pass, with the rain falling harder still, the five-times Roof winner put the hammer down and accelerated away from his rivals.
Wade Young out on the route and leading the pack at the end of Race Day 1, by ZCMC
By the time he reached the DSP, Young had extended his lead over Teasdale to an impressive 32 minutes, with Matt Green another 18 minutes behind. The top 5 was rounded out by stellar performances from William Slater (TBR Suspension) and Luke Walker (McLarens Yamaha Racing).
“This morning we stayed together for quite a while but when the bigger passes and the rain arrived, I was able to make up some good ground,” commented Young. I’m happy with my time of 7:40:15 for today – it was a tough one because it was so cold, but I’m looking forward to tomorrow,” he added.
With no sign of the rain abating, the organisers were forced to change the planned route for the day and move the finish line for the Gold, Silver and Bronze Classes to the DSP, shortening the day’s Gold route by around 62km.
Luke Walker getting through cold streams and slippery passes during Race Day 1 of the Motul Roof of Africa, by ZCMC
This decision was vindicated by the fact that as of 5pm, only 8 of the Gold Class riders had finished – and the last of these had spent almost 12 hours in the saddle. At the time of going to press, only 5 Silver Class riders had completed the curtailed course.
At this stage, today’s results are still provisional, but the top 3 places in the Silver Class were occupied by Jason Dames (GBJ Developments), Bryden Foster and finally Sage McGregor.
Over a hundred of the 200 Bronze Class riders were still out on the course at 5pm; of those that had crossed the line, the best time was recorded by Rory Gower, followed by Pieter Holl and Jukka Holl.
Matt Green heading up one of the toughest passes during Race Day 1 of the Motul Roof of Africa, by ZCMC
The newly introduced Iron Class was the only one in which riders continued on the original course, with Tiaan Rabe being the first to reach Thaba Bosiu.
With much more rain forecast for Saturday’s Day 2, a great deal remains to be decided. However, looking at the commanding lead that Wade Young has established, it would take something of a slip-up for him not to retain the Motul Roof of Africa title again this year.
Blake Gutzeit making his way through the tough rainy conditions during the first Race Day of the Motul Roof of Africa, by Action in Motion
Dylan Jones during the Time Trial stage of the Motul Roof of Africa, by ZCMC
There was a palpable sense of excitement at Thaba Bosiu, Lesotho on the morning of Thursday 25 November 2021 as the 2021 Motul Roof of Africa got underway. The adrenaline was tempered by relief – not only by the threat of rain, which held off the entire morning, but also because the Roof might have not happened at all.
This lent itself to a warm and genuine sense of community as old friends and rivals met up again – in many cases, for the first time since the last running of the Roof back in 2019.
King of Lesotho, King Letsie III drops the flag to officially open the Motul Roof of Africa, by ZCMC
Once the pleasantries had been observed, the serious business of the Time Trial got underway. This year, the signal for hostilities (of the riding kind) to be resumed was a wave of the iconic blue, white and green Lesotho tricolour by the King of Lesotho, King Letsie III. His Majesty was accompanied by the Prime Minister, the Right Honorable Moeketsi Majoro and a delegation from the Lesotho Government.
“Despite the clouds, all the Gold, Silver and Bronze Class competitors got to enjoy a nice, dry, clear run, as did most of the riders in the newly introduced Iron Class. With a mix of fast, flowing sections and some more challenging technical areas, this was 55km of classic Lesotho riding and served as an excellent curtain raiser for this year’s event,” commented Charan Moore, Race Director and Founder of Live Lesotho.
Kirsten Landman during the Time Trial of the Motul Roof of Africa, by ZCMC
Occupying the podium at the end of the Time Trial were Travis Teasdale (Trax TT Racing) who recorded the fastest time of the day with 1:28:51. In the process, he edged out defending champion Wade Young (Sherco Factory Racing) who took second place, just 20 seconds behind Teasdale. Matt Green (TT Racing) finished in third, a further 3 minutes 35 seconds behind Young. Coincidently, all three riders on the Gold Class podium have recently returned from competing on the European Hard Enduro circuit and it showed in their performances today.
“We’re delighted to be back at the Motul Roof of Africa and to see that the standard of riding is as high as ever,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa and Indian Ocean. “Today’s Time Trial really delivered when it came to excitement, and the stage has been set for an epic showdown in the Maluti Mountains from tomorrow – exactly the sort of racing that has made the Roof a Hard Enduro legend,” she added.
Wade Young coming in second today during the Time Trial of the Motul Roof of Africa, by ZCMC
The competition was equally fierce in the Silver Category, with 2019’s Bronze Class winner Austin Stuart (Orange County KTM) making his intentions clear with a blisteringly quick time of 1:42.19, almost 10 minutes quicker than second-placed Anthony Abrahamse (Roost KTM).
Similarly in the Bronze Class, Time Trail winner Rory Gower came in almost 10 full minutes ahead of veteran Pieter Holl (Bert Smit Allstars).
For the first time, the Roof included an Iron Class for ‘weekend warriors’ and this naturally generated a lot of interest, as well as giving rise to some excellent performances – not least Tiaan Rabe who finished ahead of Chris Weideman (Zenga Plant Hire).
The Motul Roof of Africa supported by the friendly and welcoming people of Lesotho, by ZCMC
“With rain predicted for the next two days, it’s safe to say that the 2021 Motul Roof of Africa will represent a formidable challenge to all those who have entered,” concluded Moore. “The Mother of Hard Enduro is back!”
Follow all the latest action and find awesome Roof images and videos on the Motul Roof of Africa Facebook page throughout the race.
That motorcycle racing has been suffering in recent times in South Africa is no secret, culminating with the abandonment of the SA Superbike Championship half way through the 2021 season.
Adversity breeds innovation, however, and hard behind-the-scenes work by those with vested interests in keeping racing alive culminated in the Ultimate Superbike Shoot-Out, comprising a new format and new participation rules to breathe new life into the ashes of the old.
Photo credit: Jeff Latham
With title sponsorship from NGK and significant prize money on offer, the three round shoot-out saw unprecedented numbers of entries, ensuring full grids and the promise of close racing from lights to flag.
(You can read our interview with Clint Seller at the start of the ‘season’ here, where he outlines the details.)
Photo credit: Jeff Latham
That early promise was fulfilled and culminated in a fine Championship for Clint Seller and Honda. But lest you think that the result was predictable, when you look closer it is clear that Clint didn’t have it all his own way and had to fight hard for the title, not necessarily something he has had to do for a while and proof that the new format is worth pursuing for 2022 and beyond.
The shoot-out started in Port Elizabeth and Clint did his title hopes no harm by taking pole position and winning both heats and setting fastest lap time.
Photo credit: Jeff Latham
Round two at Red Star Raceway didn’t go at all according to plan: a practice crash saw the bike needing not-too-extensive repairs and, in the races something clearly was not quite right with Clint’s Fireblade following the repairs and he could only manage a third and a fifth, with Dino Iozzo taking both victories.
By the time of the last round at Dezzi raceway in Port Shepstone, Clint’s team had found the problem and the bike was back to as near-perfect as it could be. In the first heat, however, Clint was finding it difficult to stay with pole-sitter – and championship rival – Morne Geldenhuys, until a machine failure took the leader out, leaving Clint free to cruise to another double victory and the Ultimate Superbike title.
Photo credit: Jeff Latham
Another factor to consider is that the Honda isn’t necessarily suited to all the tracks. With it producing so much power and being so fast, it is brilliantly suited to tracks with big, fast, open sweeping corners, such as P.E, Killarney in Cape Town and Phakisa in the Free State. But the NGK Ultimate Superbike Shoot-Out only visited one of those favoured tracks. The other two – Red Star Raceway and Dezzi Raceway – are much tighter, calling for punch out of slow corners, a characteristic that suits the cross-plane crankshaft engine of the Yamaha R1, for example. So, for Clint to perform well at those two tracks was doubly satisfying.
So, those are the bare bones of the story but, as we all know, there’s a lot more to winning a championship than what happens on the track. A huge amount of work goes on behind the scenes, not only by the team personnel but, in Clint’s case, by Honda as well, for whom Clint has only the highest praise.
Photo credit: Jeff Latham
“The support Honda has given this year is beyond what I’ve had the last ten years of racing. The last time I was so well supported was, coincidentally, ten years ago when I raced for Honda!
“Honda came in this time and said, ‘We want to win; we understand it’s not going to be easy but that’s why we’re doing this.’ They put their money where their mouth is and gave me every spare I asked for, the bike I asked for, every bit of information I asked for. At every turn, it was ‘how can we help you so we can achieve this together?’ And their belief in SA motorsport is such that they backed me to the hilt, understanding that SA motorsport is worth investing in, that it can pay dividends in the long term.
Photo credit: Jeff Latham
“That was the big thing for me: Honda were hungry to win and were prepared to do what it took and I really think they are going to reap the rewards. The bike that wins is the bike that other riders are going to want to race next time.”
Talking of next time, I asked Clint what the plans are for 2022 and beyond.
“Next year is going to be a six-round championship, run to the same rules and with the same prize money and support. It seems there are a few manufacturers who weren’t in this year but who are showing interest in backing some teams and riders next year, which is fantastic news. At the moment Suzuki, Kawasaki and BMW are making noises about being on the grid in some shape or form and that can only be a good thing for the series and SA motorsport as a whole.
Photo credit: Jeff Latham
“As for me, well I really want to continue with Honda and I think they feel the same way. No contract has been signed yet but everyone is really happy and excited about what we have achieved and it would add even more validity to this year’s achievement to come back against stronger opposition and do the same again next year.
“I’ll keep the same bike I used this year: it’s at a really early stage of development and there’s still a lot we can do to it, given more time. It’s a really good platform on which to build.”
Photo credit: Jeff Latham
Clint has been fortunate to have a strong team around him this year. Riaan Fourie and Paul Jacobs of Honda have given him the support he has asked for, while King Price has continued its loyal financial support. Liqui Moly, Dragon Energy and Fire It Up! have all played essential roles in the team’s success and, while Clint will ride the wheels off the bike to take the win, it’s not much good if the wheels can’t turn, and for that, Steve Cannon takes the credit.
So, there you have it: Clint Seller is the NGK Ultimate Superbike Champion for 2021. The real winners, however, are you and I, the fans, who finally have a decent championship to get behind, and the South African motorcycle sport and motorcycling industry who can only benefit from wider exposure.
Photo credit: Jeff Latham
2022 is going to be a great year for South African motorcycle sport.
If you are part of the support crew for one of the riders in this year’s Motul Roof of Africa, we have some great news for you. Tracking solution specialists JustTRAC and Smart Satellite Services provider Twoobii have joined forces to provide the technology necessary to live-track any rider, no matter where in the Maluti Mountains of Lesotho they may be.
The terrain in Lesotho isn’t just challenging to traverse; it’s also a notoriously difficult area in which to get reception via conventional networks. That means that as a support team member, you may well struggle to know exactly where your rider is.
This optional extra private service means that with a JustTRAC tracking device attached to their Enduro bike, or included in their kit, riders can focus on the route knowing that their every move can be easily monitored.
Photo credit: Twoobii
The JT300 battery-operated personal GPS tracker has been engineered to meet the specific needs of off-road event participants. Intuitively easy to use, it offers a two-day battery life, unlimited coverage and an SOS alert function.
During the Motul Roof of Africa, the connectivity for JustTRAC devices will be provided by Twoobii’s Always-on Anywhere VSAT (Very Small Aperture Terminal) service. The Twoobii trailer will be stationed at Thaba Bosiu, HQ and start/finish for the race, and a mobile unit will be positioned at the DSP each day. This means that support crew members in the mountains will be able to follow the progress of their rider and prepare food, fuel, spares or a pep talk in advance of his or her arrival.
“I’m just as passionate about off-road riding as I am about telco solutions,” commented Dawie de Wet, Group CEO of Q-KON, the leading satellite engineering enterprise behind Twoobii Smart Satellite Services. “Both VSAT and the Roof involve technology and human ingenuity coming together to overcome the challenge of topography, and I’m thrilled that, together with JustTRAC, we can help make the Roof safer for riders and more enjoyable for fans. As a loyal supporter of the Mother of Hard Enduro I’ll be following our JustTRAC riders through the internet app for the duration of the event,” he added.
Photo credit: ZCMC
For more information and rental options about rider tracking solutions visit: www.justtrac.co.za and to discover how Twoobii’s Smart Satellite Services can offer satellite broadband for your connectivity needs, please visit: www.twoobii.com.
It’s very easy to spot the special people in life: the people who go the extra mile to help others: the people who take their own fortune – good or bad – and turn it into lessons for others to learn from; the people who love what they do so much that all they can think of is helping others achieve the same satisfaction. People like Megan Jonker.
Megan, aka Megan35, first swung a leg over a motorcycle at age 14. This was back in 2015. I think it is important to stress this point: Megan is only 20 years old. I stress this because what she is doing to promote her sport – what you will read about in a moment – is what a rider who is reaching the end of her career would start to think about doing, not one who is just at the beginning.
But I digress. A Honda CRF230 was that first bike and from there a love for the sport was born. In 2016 she dipped some toes tentatively into the racing scene and obviously showed promise as, for 2017, she was inducted into Louwrens Mahoney’s Development Team and commenced a full season of MX Nationals and the GXCC (Gauteng Cross-Country Championship).
Photo credit: Megan35 Media
In 2018 and now with the sport well and truly under her skin, she went to America to take part in a seven-week MX training camp at the Millsaps Training Facility in Georgia. That seven-week course was intensive and tough but Megan worked hard and learned: learned so well that, upon returning to South Africa, she won her first MX race! At the very next race, Megan crashed and badly injured herself, tearing ligaments and tendons in her knee that would normally need a year to recover from.
Racing does nothing if not make you resilient and she was riding again in seven months, only to crash again and do the same thing to her other knee! When again she returned, in May 2019, she broke her scapula!
Finally, in 2020 and fully fit, she participated in the Ladies class for GXCC and The Inland MX series and managed to take the Championship in both! What was I saying about resilience?
Photo credit: Megan35 Media
This year she entered the GXCC Pro-Am class and raced the men, winning the 2nd GXCC at Modimolle, but sadly a broken arm has put her out of contention for any championship glory in 2021 but even this has not damped her enthusiasm. With the 2021 season well underway, most riders would be content with concentrating on the next race – or recovery, in Megan’s case – but not Megan. Like all great sportswomen, she had a burning desire to give back to the sport she loves and, not content with waiting until she retired, she decided the only time was now. That was the genesis of the Megan35 Camp and because this was a story that was too good to miss, I was only too happy to catch up with Megan to get the details.
ZA Bikers: What was the inspiration behind the camp; was there anything that has happened to you in your career that prompted you to do it?
Megan Jonker: I love this sport; it is one of my passions. I wanted to find an affordable way to grow this sport, and at the same time, give exposure to all my sponsors. At the start of my career, in 2018, I was privileged enough to attend a 7-week training camp at one of the world’s most renowned MX Facilities: Millsaps Training Facility in Georgia, USA. There we were trained by some of the best trainers in the world, including Davi Millsaps’ mom, Colleen Millsaps. My dad stood next to these trainers every single day, listening and learning. With this information, we teach the same technique and methods to our own SA riders, with confidence and affordability. I have been blessed with amazing sponsors; without them, these camps would not be possible. Each child gets a gift bag from the sponsors. All the waters were sponsored by Tanya Jonker, and all the snacks were sponsored by Tracey!
(For the record, Megan’s sponsors are Leatt, Motul, JustTrac, ShockLogic, MargieSmith, Fulvic Health, FRLSS Clothing, Imagine Graffix and Polisport).
Photo credit: Megan35 Media
ZAB: Where did you host your camp in South Africa?
MJ: Area69 MX Track in Bothaville, Freestate. Benja and Yolanda Cawood put 150% effort into this camp, prepped the track, watered the track, organised a proper wash bay, everything you can possibly think of. We easily transported the kids up and down from the guesthouse to the track. The bikes stayed at the track in a big warehouse, with the kids’ kit bags and petrol. Locked up every night. The guesthouse was the perfect fit for our camp, enough rooms, and a big kitchen and eating hall, reminded me of a boarding school!
Food catering was done by 2 local women, Chantell and Antoinette. Their food was phenomenal, and their service outstanding, they became these kids’ 2nd moms for the week.
Photo credit: Megan35 Media
ZAB: Are you teaching solely MX or do you include enduro?
MJ: My camp teaches the basic riding technique on an MX track, flat track and rut track. We had a split of MX and Off-road kids, but it’s an all-round technique.
ZAB: How did you come up with the programme for the week? Personal experience or feedback from participants before they came?
MJ: Originally from my own experience at MTF, and then also from trial and error from my first camp in 2019.
(This is an important point that would be easy to overlook. In 2019, Megan had been riding for only four years and competing for only two. To start a training camp at such an early stage in your career speaks volumes for the type of person Megan is).
Photo credit: Megan35 Media
ZAB: Is the camp part of an ongoing training programme for the participants or was it designed to be a one-off event for each rider?
MJ: Most of my riders from my 2019 camp attended again. We doubled our intake this year, from 10 riders to 25 riders. It is a one-off event, but kids come back.
ZAB: Is this going to be a regular thing? Is there a calendar for future courses?
MJ: Yes, definitely a regular thing. At the moment, we are trying to do it once a year but I hope to have 3 a year in the future, to coincide with school holidays.
Photo credit: Megan35 Media
ZAB: Are there any plans to roll the idea out to other parts of the country?
MJ: For now, we found the best place to host these camps, with the track (Area69 MX Track) being one of the best in SA, and the guesthouse “Op n Stasie” being close nearby so it’s really convenient. I’m not saying that there aren’t great tracks in the rest of the country but, from a logistics point of view, it makes sense to keep it to one track, where we know the facilities and the people so well that the course can run like clockwork and everything is in place.
Talented, young, resilient, generous, inspiring, and all by the age of 21! If Megan can just stay in one piece she is sure to make a big mark on the MX tracks and Enduro trails of South Africa. Often, however, it is what one achieves off-track that defines a person and, on the evidence of the first Megan35 Camp, her legacy will be felt in the sport for many years to come.
Photo credit: Megan35 Media
In closing the interview, I had to ask why: why go to such lengths to help others when she could quite easily and without any blame be concentrating on herself?
Her answer was that of a true leader: “The only reason I try and try after what I have been through, is for the kids in this sport. The moment I think “NO MORE” I find myself surrounded by all these kids, their parents and my sponsors who constantly remind me why I do, and actually, love this sport”
KTM South Africa is proud to announce a star-studded line-up of riders that have been added to the Brother Leader Tread KTM and Red Bull KTM team for 2022. In a massive scoop for the team, Blake Gutzeit will be stepping onto a KTM 300 XC-W TPI from November 2021.
Photo credit: ZCMC
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. By his own admission, he mentions that his performances in the extreme Enduro races around the world haven’t quite lived up to his own lofty expectations – something he will be desperate to set right with his new team at the Roof of Africa. While Gutzeit has had minimal time to switch his preparations from the upcoming SuperEnduro season to training for this year’s Mother of Hard Enduro, he reveals his plan to win the prestigious event.
“Joining an official factory team is going to make it so much easier to focus all my attention on winning at the Roof, which is my number one focus with the team. I just love to win and it is one hundred percent my goal to stand atop the podium at the Roof of Africa next year and to attempt to do the same this year,” he said.
After the call to join the team from KTM CEO Franziska Brand, he added: “Brandl has been instrumental in bringing such a fire back to KTM and also the National Enduro Championship. She is a big part of the reason why the sport is going through a revival in South Africa.”
Brother Leader Tread KTM have also managed to capture the signing of the hugely exciting Enduro prospect Matthew Stevens, who will be riding in the J1 class on the KTM 125 XC next 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: ZCMC
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 a hugely 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.
In the highly competitive field of Cross Country riders, Brother Leader Tread KTM will unleash the flying Zambian, Scott Heygate. The rider will represent the orange squad in the OR2 Class aboard a KTM 350 XC-F.
Photo credit: ZCMC
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.
The team will also be adding young gun Matthew Wilson to their cross country roster, who will be competing in the OR3 Class next 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: ZCMC
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.
Joining the fray on the motocross scene is Luke Grundy. The young gun will represent the Red Bull KTM team in the High School class in 2022 aboard a KTM 125 SX with his sights firmly set on being crowned the National Champion next year.
Photo credit: ZCMC
Grundy lives in Amanzimtoti, Durban, and does the large majority of his training at Cato Ridge, Thundervalley and Hammersdale. The prodigious young talent has represented South Africa at the FIM Junior World Championships in Italy in 2019 and attributes his already lengthy list of successes to a relentless work rate.
Grundy expressed his immense admiration for the Red Bull KTM team and admitted that he is honoured to race for what he considers the best racing team in the country. Grundy will bring a massive dose of youthful energy and pace to the team and he will be frothing to fight for his first holeshot for his new team.
The remaining riders of the Red Bull KTM and Brother Leader Tread KTM team will be announced at a later stage.
Bjorn (Junior Editor at ZA Bikers) and I were part of a privileged few to be invited to Monate Lodge in the Waterberg, to get up close and personal with Husky’s first big bore Adventure bike offering, the Norden 901. In what constitutes nothing short of a coup, KTM supremo Franziska Brandl and Husqvarna SA brand manager Fred Fensham, managed to get a bunch of pre-production Nordens’ shipped to SA prior to the production dealer stock arriving in the new year. This would give the opportunity for journos and dealers to get to grips with the Norden before they land on dealers’ floors.
Photo credit: Bjorn Moreira / ZA Bikers
The Norden elicited serious interest when it debuted as a concept bike. The almost universal acclaim that the concept bike received, convinced Husqvarna that they were on to something good. Fast forward a year or two and here we are, sitting in an amazing bush venue, about to pull the covers off a real ‘live’ Norden 901. Husqvarna is owned by the Pierer Mobility Group, owners of KTM and Gas Gas too. How then, will the 901 be positioned, given the existing 890 KTM Adventure bikes? Will it be a weapon, like the KTM 890 R, or more of an all-rounder, like the 890 Adventure?
Photo credit: Bjorn Moreira / ZA Bikers
The teaser videos put out by Husqvarna and aired on ZA Bikers hint at the answer. Cyril Despres, five times Dakar winner and SA hardcore Adventurer Mike Horn, riding the 901’s predictably perhaps, north, as the name Norden implies. Mike is a motorcycle newbie, but clearly got some serious coaching from Cyril, as we witnessed some hectic riding over rugged terrain. I’m not sure that I believe them when they say that “no Nordens” were hurt in the making of the videos’. What they put across was consistent with the locally produced video footage that we were shown prior to the unveiling. Two Nordens doing what they do best. Travelling big distances across varied terrain and taking it all in their stride.
A 21-inch front wheel suggests a more offroad bias set-up, with suspension travel falling somewhere in between the KTM 890 Adv and 890 Adv R. So what we have is a bike for all-road exploration. A ‘forget the ego and plan an adventure’ kind of bike.
Photo credit: Bjorn Moreira / ZA Bikers
When the cover was pulled off the display Norden, it revealed, to my mind anyway and echoed by Bjorn, a seriously sweet looking bike. The muted charcoal colour scheme with subtle logos has flashes of yellow which make the bike ‘pop’. The bodywork is perhaps more traditional, but super functional. It looks all-day comfortable. The bikes’ parts hang together nicely, with everything looking balanced and in proportion.
Photo credit: Sage Lee Voges / ZCMC
The standard exhaust even looks good, although not as sweet as the optional Remus slip-on. Akrapovič also makes a pipe for the Norden, but for me, the stubby Remus is the Mac Daddy. We studied every aspect of the display bikes to try and get a hint of what would only be answered properly on the next days ride. It was a well-fed and watered bunch that went to bed, raring to get to grips with the Norden on the following day.
Photo credit: Bjorn Moreira / ZA Bikers
The next morning we split into two groups as there were not enough bikes to go around. Bjorn and I were keen to ride together to compare notes ‘on the fly’, so we elected for the second rotation. Thankfully it was still overcast, tempering the sultry bushveld heat that we had experienced on the previous day. We rode out mid-morning on a combination of gravel roads, with a stretch of tar thrown into the mix, a rock climb and some proper deep sand for an encore. So what did we learn about the Norden from the time spent in the saddle?
Photo credit: Bjorn Moreira / ZA Bikers
It has comfy ergos. The saddle has some height adjustment and the seat is firm yet supportive and potentially good for extended periods. The screen is effective and works with the bodywork to give a sheltered ride, reducing rider fatigue. Footpegs are suitably wide with removable rubber inserts. Standing is comfortable, however, as a ‘length job’, I would need the bars to be a tad higher. The bend of the bars is good, with everything falling easily to hand.
Photo credit: Sage Lee Voges / ZCMC
Switchgear is legible, uncluttered and backlit. Really a pleasant place to smash distance. With the superb 889 cc parallel-twin, 77 kW, 100 Nm motor, distance can be dispatched at speed as well as frugally. A 19-litre ’ala KTM’ low-slung tank, keeps the weight low and allows 400 kay fuelling intervals when touring at the legal limit, ‘plus vat’. At 150 kph you still have 2000 rpm to spare. The motor is up for whatever you want to do. You will never wish for more poke.
Photo credit: Bjorn Moreira / ZA Bikers
WP APEX suspension, with full adjustment and 220 mm travel up front and 215 mm in the rear copes admirably with all you throw at it. It is plush over rough surfaces and rock steady at really high speed on tar. I did experience some head shake over hard, rough surfaces. This can be attributed, in my opinion to running excessive tyre pressure in the front tyre. A bit of fettling and this will not be an issue at all.
Photo credit: Bjorn Moreira / ZA Bikers
Smooth gravel allows some rear-wheel steering where you can trust the traction control and ride with some gusto. The bike is also impressively nimble when the trail tightens and never feels cumbersome. Even the deep sand didn’t faze the nimble Norden. Discerning adventure riders will find a lot to like with the 901.
Photo credit: Bjorn Moreira / ZA Bikers
The Husky has a comprehensive electronics package. Street, Rain and Offroad riding modes as well as an optional Explorer mode (Nine levels of adjustable traction control). Cornering ABS with an excellent Offroad setting. Husky call their quick-shifter ‘Easy Shift’ and it certainly is that, complimenting a slick and accurate gearbox. The throttle is ride-by-wire and the clutch has a slipper function. Instrumentation is TFT with full information and offers typical current connectivity with features like turn-by-turn navigation, music and phone functions.
Photo credit: Bjorn Moreira / ZA Bikers
The chrome-moly chassis uses the engine as a stressed member and interestingly has a slightly different geometry to the KTM 890. The spoked wheels are tubeless and shod with Pirelli Scorpion Rally STR tyres. All the current Adventure bike mod cons are either standard or available as options. A welcome standard feature for a long-distance bike is cruise control. Brakes are a Husqvarna branded J.Juan four-piston front and two-piston rear system which offer good feel and power. 320 mm front discs with a 260 mm rear.
Photo credit: Bjorn Moreira / ZA Bikers
So, typical of the current crop of premium Adventure bikes, the Husqvarna Norden 901 has all the bells and whistles that you may want. What it also has is an indefinable air of exclusivity. The styling is both fresh and functional, tailor-made for its intended purpose of being a faithful long-distance travel companion. A bike that will not limit, but rather enhance your wildest adventures. Discerning riders have a very viable and capable option with a proud Husqvarna heritage.
Photo credit: Bjorn Moreira / ZA Bikers
Whilst not finalised, indications are that pricing will be highly competitive, so if you are shopping for a premium adventure bike, pop into your local Husqvarna dealer and give the Norden the once over. It may just be the start of a fulfilling and adventurous relationship.
Husqvarna Norden 901
For more information on the bike that we tested in this article, click on the link below…
