Meander (noun): a journey that has no particular direction.
I love the word meander. It suggests such a relaxed manner of doing things, whether it be thought or deeds or a journey; a river that meanders across the countryside is not in a desperate hurry to get to the sea, a motorcycle ride that meanders, in the same way, might have a final destination but there is just no hurry to get there.
Photo credit: Bjorn Moreira / ZA Bikers
Of course, the joy in this lack of haste is that you see so much more than if you were speeding along. Now, speeding in itself is great – a motorcycle comes alive dynamically when it is pushed – but you can’t have both at the same time and sometimes, it is great to throttle back and take a look around.
I might have lived in Johannesburg for 20 years, but there are still pockets of Gauteng that I have never explored fully, even though they are popular motorcycling destinations. Hartbeespoort is one such area. Oh yes, I have passed through and alongside and stopped for refreshments at one or two places but these moments have never built up a full picture of the place.
Photo credit: Bjorn Moreira / ZA Bikers
That is why, when the big boss at ZA Bikers told me he had entered me for the Rotary Club of Hartbeesport’s Amazing Race-type event, in and around the area, I wasn’t entirely dreading it. As it turned out, it was a really good morning’s ride and, if the threatening weather kept attendance down, it didn’t dampen our enthusiasm.
Joined by fellow ZA Bikers scribe Dave Cilliers and photographer Bjorn Moreira, the premise was simple: get a clue for a destination, ride there, perform a simple task, get another destination clue, ride there, etc, etc.
Photo credit: Bjorn Moreira / ZA Bikers
Now, most of this wasn’t challenging in any way – playing snakes and ladders, which was one of the challenges at Chameleon Village, has never been the most cerebral of games – but what was great was exploring the area in more detail than I ever have.
Photo credit: Bjorn Moreira / ZA Bikers
The area is rich in interesting restaurants and hotels, one such being the Van Gaalen cheese farm on the R560 running away from the dam, where they specialise in Gouda cheese. This shouldn’t come as a surprise as Gouda is a Dutch cheese and the Dutch, as we all know, have a long history in South Africa but finding a dairy that makes the cheese on our doorstep, so to speak, was a pleasant surprise.
Photo credit: Bjorn Moreira / ZA Bikers
Simon Fourie hosted the start and finish at the Hartbeespoort Holiday Resort in his own inimitable manner; live music, food stalls and enthusiastic Rotary Club members officiating both there and at all the stops along the way, which included the V8 Roadhouse, Venue Hotel, Femsus Pub and Grill and the aforementioned Chameleon Village and Van Gaalen restaurant and dairy. All in all, an interesting voyage of discovery.
Photo credit: Bjorn Moreira / ZA Bikers
My transport for the event was the large and imposing BMW R18 Classic, which adds a screen and soft panniers to the recipe of the standard R18. Long and low, you ride on a mountain of torque which makes for relaxed cruising and the chassis is sufficiently competent and sorted to be entertaining when the roads twist and turn through the hills. Just remember to budget for new footboards every several thousand kilometres, they being liable to scrape on the ground in anything but the mildest of cornering.
Photo credit: Bjorn Moreira / ZA Bikers
Somehow, the rain held off for the duration of the event but the overcast skies and threat of rain meant that many people who would normally have attended this worthwhile event erred on the side of caution and stayed home, which is a shame but understandable. We get so used to planning events such as these with impunity, assuming – correctly for the most part – that the weather will be kind, it is unfortunate when it doesn’t play the game. As the money raised by the Rotary Club is going to underprivileged children, it would have been nice to see a large turnout but there is always next time.
For more information on upcoming Rotary Club events visit: rcbh.org.za
The engine is, arguably, the heart and soul of a motorcycle. It not only provides the manner of the forward motion but also the distinctive soundtrack, not to mention a visual iconography that becomes as important as the badge worn on the tank.
Across the history of the motorcycle, there have been many manufacturers that have been defined by their distinctive engines; Triumph and the parallel-twin and, later, the triple-cylinder; Ducati and the 90° V-twin; Harley Davidson its own take on the V-twin and not forgetting BMW and the horizontally-opposed boxer twin, while the Japanese made popular the inline four-cylinder motor.
Photo credit: KTM
There is another engine, however, that is nearing its 20th anniversary and that has become an indivisible element of the identity of the manufacturer that developed it and uses it in an increasingly diverse range of its products.
It was in the late 1990s that Austrian manufacturer KTM began the development of a new engine that would power an ever more successful range of motorcycles from the beginning of the 21st century. The resulting LC8 V-twin motor would quickly establish itself as a potent yet accessible power plant and the engine upon which KTM’s future success would be built.
Photo credit: KTM
The year was 2003 and when KTM took the covers off the 950 Adventure, powered by a new V-twin motor, little could they predict how the engine would catapult them into the winners’ circle so effectively. It became an engine that could be adapted to fulfil many different roles in a wide range of bikes, from adventure, to superbikes, naked sports bikes and sports touring bikes.
Following on from the 950 Adventure came the first of the ‘hooligan’ Super Duke machines, the 990 Super Duke, in 2005. Then followed the remarkable – and sadly short-lived – RC8 superbike. Later still, the LC8 engine found a new niche in the Super Adventure models – 1050, 1090, 1190 and 1290 – as well as the Super Duke GT sports touring model. Rounding off an impressive CV is the insanity that is the 1290 Super Duke R.
Photo credit: KTM
From the outset, the story was not simply one of massive power outputs – culminating in the 180bhp of the 1290 Super Duke R – and the monstrous torque, but the way that torque was delivered; a ton of low-down grunt that was such a characteristic of the engine and that made riding it such an experience.
It says a lot that all other manufacturers have taken the LC8 as the yardstick for the development of their own engines. BMW has pushed the boxer-twin to ever greater capacities and power outputs in an effort to stay on the same page while Triumph has been forced to alter the character of its triple-cylinder motor as found in the Tiger range of adventure bikes from refined smoothness to a rougher-edged personality to match the power delivery of a V-twin: not just any V-twin, but the LC8!
Photo credit: KTM
Another factor attributable to the LC8 engine is the development of increasingly sophisticated electronics to harness the power and torque. What these developments have done is enable the LC8 to adopt different personalities: from fire-breathing, track-melting performance, to mountain and obstacle-scaling controllability, via long-distance fuel economy and reliability.
Into 2021 and the fact that the LC8 engine was adapted to comply with Euro5 emissions legislation without losing any of its power or personality is testament to the initial design. That KTM continues to develop the engine, shedding weight and increasing service intervals along the way shows us that the story of the LC8 engine has many chapters still to be written.
Photo credit: KTM
Adriaan Sinke, Head of Motorcycle Product Management: “As we come up to almost twenty years of the LC8 we felt it’s important to highlight how important and just how impressive this piece of engineering has been for both our R&D and of course some of the flagship bikes in our portfolio. Our goal was to have one of the lightest but most powerful V-twins on the market and the fact that we’ve been able to turn to the LC8’s basic outline, again and again, flip it around and still push it to new limits is testament to its brilliance. Riders are mostly using all that amazing low-end torque that the LC8 generates: that’s another strong asset and such a mark of KTM’s DNA. We’re looking forward to bringing riders and KTM petrolheads many more visions of how we can use the LC8 in the years ahead.”
“Nothing compares to you”, sang the Irish singer, Sinéad O’Connor. Since 1957, the Harley-Davidson Sportster has been an icon in its own right, and most of us have loved its true iron horse character. It’s never been fast, dynamic, practical or particularly comfortable—but there are many good memories of Sportster rides.
Even yours truly got himself one, a 2003 Custom 100th Anniversary Edition, and really loved it. But to be honest, over the last couple of years I rode machines such as the Triumph Bonneville Bobber and the Indian Scout. And I had to admit that the Sportster was now struggling to hide its age—at least in the engine performance, suspension and braking departments.
Photo credit: Jürgen Muntzeroli
The new Sportster S is, quite obviously, a risky move by Harley-Davidson. They can play it Steve Jobs-style by saying that “this is a revolution.” But on the other hand, with their traditional customers (and they have plenty), it might be a case of “haters gonna hate.” After all, the new Sportster S has nothing in common with its predecessor, apart from its name.
With the new Sportster, Harley-Davidson have moved out of their comfort zone. And if we look at previous attempts at delivering ‘performance’ machines, like the V-Rod or the XR 1200, they haven’t been hugely successful. But the Sportster S is different.
Photo credit: Jürgen Muntzeroli
Plastic is fantastic; Revolution is, too
The original Sportster used an Ironhead motor, but not this one. The new Sportster S features the ultra-modern Revolution Max 1250 engine, with variable valve timing, as seen on the Pan America 1250.
It’s not precisely the same motor though. The Sportster S has its own character, with more torque at low and mid revs (10 % more from 3000 to 6000 rpm). And it has different forged pistons, smaller valves and different timing. Figures now stand at 121 hp at 7,500 rpm and 125 Nm at 6,000 rpm, very far away from the approximate 60 hp delivered by the previous generation Sporty.
Photo credit: Jürgen Muntzeroli
The engine is a stressed unit, so the ‘traditional’ frame is gone. The benefits are clear: the old Sportster weighed 252 kilos, but the new one clocks in at 228. Great, especially since rigidity and mass centralization are also much better now.
The Sportster’s shocks and brakes have never been that good, but now there’s a 43 mm upside-down fork up front, and a piggy-back shock at the rear. And they’re all adjustable for preload, compression and rebound! The front brake may just be a single unit, but it features a beefy 320 mm disc, and a four-piston radial unit made by Brembo.
Photo credit: Jürgen Muntzeroli
There are also a lot of electronic aids in the new Sportster. Five riding modes (rain, road, sport and two personalised functions) are available, each of those offering different settings for ABS, traction control, anti-wheelie control, engine braking, and, of course, power delivery. A six-axis inertia measurement unit controls the whole thing.
The copper treatment on the engine looks good, particularly from the right-hand side. But once you’ve climbed on (easy work, thanks to the 755 mm seat height), there are a lot of cables and plastic thingies around the nice looking 4’’ digital dash. Shocking!
Photo credit: Jürgen Muntzeroli
The bike is small and compact, but the riding position is surprisingly accommodating for a big bloke like me. I had the opportunity to ride the Sportster S alongside the Harley Softail Standard, and the bizarre-but-good Honda Rebel 1100 (not sold in SA), and the Sportster S was the one I felt most comfortable on.
A new sense of dynamism
Gentlemen, start your engines! Gone are the good old ‘potato-potato’ vibrations and sound from archetypal Harley engines. The 1250 has its own character, which I’d describe as a mix between a Rotax and a Suzuki V2 engine. Controls are smooth and precise, and the new Sportster S is easy to get along with.
Photo credit: Jürgen Muntzeroli
Another surprise comes from the front end. Despite its size (160/70×17!), the front wheel doesn’t feel that heavy in town and during manoeuvres. And the engine is smooth enough to cruise at around 2,000 rpm in town, on a high gear (not in sixth, though), without the engine getting too hot. Good news from those who commute from Randburg to Sandton.
If you go further, you’ll be happy to know that the Revolution Max V-twin does 130 km/h at 4,400 rpm in 6th gear. It has long legs, undoubtedly. And with the handlebars set quite far forward, the Sportster can also handle long straights.
Photo credit: Jürgen Muntzeroli
Corners? The Sportster ticks that box! The lean angle is 34 degrees, so you can eventually scrape the pegs—but most of the time you won’t. That’s because the Sportster is more dynamic than you’d think.
Select the ‘sport’ riding mode and the V-twin will stretch your arms badly! The level of performance is without comparison from the archetypal air-cooled V-twin. The Sportster S is fast, and the front end is relatively precise.
Photo credit: Jürgen Muntzeroli
Somehow, the Sportster reminds me of rides on the older Ducati Diavel: you sacrifice a bit of corner speed, but you compensate by reaching twisties in cannonball mode. I’d like it if the ride-by-wire throttle was a little more direct and responsive though. And the radial front brake, although good, isn’t as good as the one on the Honda Rebel.
It won’t be non-stop, long-distance fun, though. Comfort levels are on the firm side (the rear shock travel is only 51 mm), and the small-ish fuel tank (11,8 litres) does not offer more than a 160 km range.
Photo credit: Jürgen Muntzeroli
History repeats itself
1957, USA. In many pubs, war veterans, true bikers and proud owners of Harley-Davidson WL750, Panhead and KH900 models are discussing rumours of the Motor Co. working on a compact motorcycle, with an overhead valve engine and a unit gearbox. Many see it as a betrayal, and we hear them say “Harley-Davidson will lose its soul by wanting to compete with European motorcycles,” or “nothing like a side-valve engine, that’s the true American spirit!”
Photo credit: Jürgen Muntzeroli
Sixty-four years later, the Sportster S does it again, just like the 1957 Sportster. Yes, it bothers the historical Harley fanatics. Yes, it’s much faster and more fun than before. And yes, it will appeal to new customers.
Wondering if the Sportster S is a true Harley-Davidson is not relevant. As another great American brand once said: think different!
Tristan Purdon was the star of the day as he wrapped up both the 2021 Cannabis Energy Drink TRP Distributors South African MX1 and MX2 senior motocross titles at Rhino Park near Pretoria on Saturday. Grant Frerichs meanwhile won the MX3 title, Kayla Raaf is the ’21 SA Ladies and Joshua Mlimi the High School champion. Emmanuel Bako, Matthew Correia, Blade Tilley and Trenton Kretzman meanwhile took the four Junior SA MX titles.
Red Bull KTM hero Purdon romped to a back-to-back MX1 title with yet another premier class double over teammate and closest title rival Cameron Durow. David Goosen clinched the title third for Energy Drink Husqvarna with a tie-on points for third for the day with Yamaha lad Jesse Wright as they shared out the third and fourth places. Jayden Proctor’s KTM, Arnu Saaiman on a Honda and Johan Vogelesang’s KTM were next home.
Photo credit: Sage Lee Voges / ZCMC
Cameron Durow did the 250cc MX2 double, but all teammate Tristan Purdon had to do was follow him home to take his second ‘21 title. This is precisely what he did to take it by a handful of points. David Goosen took both third places too, to end third in the title chase behind Durow, with KTM duo Leonard du Toit and Jayden Proctor who were next up following a day-long duel with Cross Country refugee Davin Cocker’s Husqvarna.
Husqvarna rider Grant Frerichs wrapped up the MX3 title with a double win over Ian Topliss’ Yamaha, with the Hondas of Bruce Viljoen and Philip Harper next up.
Photo credit: Sage Lee Voges / ZCMC
And Kayla Raaff rode her Kawasaki to another South African Ladies Motocross title with a double win over KTM lass Leah Heygate. The de Lima sisters, Jadene and Cheyenne were next up on their Husqvarnas.
Photo credit: Ruben Louw
Jonathan Mlimi put the finishing touches to another SA High School 125 cc Motocross championship with another double win on his Red Bull KTM. Miguel de Waal’s KTM was second in both motos. Husqvarna rider Luke Grundy and out of Africa Monster Energy Yamaha lad Ethan Hoffman shared out the thirds and fourths ahead of Callan Broskie’s Husqvarna and Blake Young and Bryce Perersen’s KTMs.
Photo credit: Sage Lee Voges / ZCMC
In the Cannabis Energy TRP SA Motocross title fight of the year, Emmanuel Bako completed a remarkable comeback from behind and took the championship win with double 85 cc Pro-Mini victories over Neil van der Vyver and Ryan Adler in a Husqvarna 1-2-3. Championship leader leading into the finale, Trey Cox’s Red Bull KTM tied for fourth with Jordan van Wyk on another Husqvarna on the day, ahead of Cobus Bester.
Photo credit: Sage Lee Voges / ZCMC
KTM kid Matthew Correia played it safe en route to his 85cc Junior title. He simply followed Tyler Petersen’s Husqvarna home to second in each race. Tyla Sheppard emerged a surprise third in the small-wheel 85 cc class ahead of regular frontrunners Andrew Venter’s KTM, Caden Weise on a Husqvarna and KTM kid Kassim Hassim.
Aiden Henley’s Out of Africa Monster Energy Yamaha was unstoppable en route to a double 65cc motocross win over title contender Blake Frost’s KTM and Husqvarna lad Sven Larsen. But none of that was enough to prevent Blade Tilley’s GasGas from scraping home to take the title with fourth on the day. He fought off Chris Brindley and Nicol Smit’s Husqvarnas for those vital points.
Photo credit: Ruben Louw
And a win and a third en route to second on the day behind Rayden Woolls’ GasGas, was enough for Trenton Kretzmann to wrap up the baby 50cc motocross title. Yamaha lad Cassie van Zyl held Aiden Retief’s KTM off for third ahead of Lou Rademayer’s Husqvarna and Hendrico Barwise on a Gas Gas. James Riley was next up ahead of Kaylin Oosthuizen’s KTM.
2021 proved after another challenging SA Motocross year that evolved as lockdown once again caused the calendar to adapt through the season. Still, SA’s finest put on a stellar show throughout, with most teams and riders already flat out in preparation for the 2022 season. All eight Cannabis Energy Drink and TRP Distributors South African National motocross champions mentioned above remain subject to MSA ratification.
Photo credit: Sage Lee Voges / ZCMC
The 2021 South African National Motocross Championship was proudly presented by Motorsport South Africa in partnership with Cannabis Energy Drink, TRP Distributors, Prepsol, Bridgestone, Thor, Gaerne, FMF, Pro Taper, 100%, Fly Racing, Ogio, Bandit Graffix and the Race Shop.
A GSX-R frame, a GSX-R engine—even when they’re old or detuned, they mean serious business. And so does Suzuki, with the brand new GSX-S1000: a 150 hp naked motorcycle that is not for the faint-hearted.
The GSX badge is over forty years old already, and can actually trace its lineage as far back as 1976. Before that, Suzuki was a two-stroke fanatic, with a decade of mighty two and three-cylinder smokers, and with the GT750 seen as the apex. However, pollution and emission regulations made Suzuki turn to four-stroke engines, which they did in 1976 with the GS450 twin cylinder and GS750 four-cylinder.
Image source: silodrome.com
Those machines were good—very good, even. But they came after the competition: Honda had a four-stroke in the mid-sixties, as did Kawasaki with the 1966 W1. Even Yamaha started in 1970 with the XS650. Suzuki waited until 1976, but at least they made some great bikes. They also won some great championships, with Wes Cooley in the USA—which helped to revamp the brand.
In 1980, Suzuki switched to their 16-valve engine. In 1981, the controversial Katana, designed by the legendary Hans Muth, gave the brand a more aggressive image. And in 1985, the GSX-R750 brought the superbike into a new era.
Image source: www.moto-data.net
Since then, the ‘GSX’ name has set the standard. And the 2021 GSX-S1000 pays tribute to that.
GSX-R inside (nearly)
A naked bike with a powerful engine—that’s nothing new for Suzuki when you recall the good old GSX1100, or the more recent Bandit 1200. Both offered maximum power-for-bucks, not to mention reliability that was probably the best of the era.
Photo credit: Jürgen Muntzeroli
The GSX-S has been redesigned for 2021, and its new twin vertical headlights are a kind of audacious bet from the designers. A historical point of view recalls the Yamaha XJ750 Seca or the French Voxan VX-10—both of which were fugly, and massive commercial disasters. At least Suzuki’s lights are well integrated into the bike’s overall design, and give the machine some credit and character.
Compared to the previous version, the fuel tank is 2 litres bigger at 19L, and its silver side panels also add some attitude. So let’s put it frankly: the new Suzuki GSX-S1000 looks good.
Photo credit: Jürgen Muntzeroli
Its heart, however, comes from the 2005 GSX-R1000. That was a serious engine, but it’s now detuned to 152 hp and 106 Nm. Those are great figures for a naked bike, though—Italian stallions offer more, but at a much premium price. To get those figures, the 2005 superbike engine had to go through some changes, such as smaller throttle bodies and a new airbox. At least we all know that the engine is rock solid.
The GSX-S has no IMU (pity!), but the power is controlled by Suzuki’s proprietary SIRS (Suzuki Intelligent Ride System), which offers three engine maps, plus a quick-shifter and five levels of traction control. The Suzuki Easy Start system (one push on the start button) and low RPM assist are also provided.
Photo credit: Jürgen Muntzeroli
152 hp is a serious figure for a naked bike. But we can be reassured knowing that the swingarm comes from the 2014 GSX-R, with suspension from Kayaba. The 43 mm forks have 120 mm of travel, with a 130 mm travel rear shock that’s adjustable for preload and rebound. Brembo mono-bloc calipers handle stopping duties.
Owns the streets, is fun in corners
The Dunlop Roadsmart 2 tyres on the new GSX-S are much better than the D214s fitted on the previous version, and provide some serious confidence. Confidence is the keyword, since the new GSX-S offers a cooler riding position than before. The handlebars are 20 mm closer and 23 mm wider, and the front brake lever is adjustable; we like that.
Photo credit: Jürgen Muntzeroli
But look ahead, and there’s bad news. The LCD instrument panel is the same as on the V-Strom 1050 and the Katana, and honestly, it’s quite difficult to read. Suzuki needs to do better here.
And it’s especially a pity since the GSX-S 1000 is, actually, a very good bike. It’s not fancy like a three-star Michelin meal, but rather enjoyable, like a good old juicy Eisbein.
Photo credit: Jürgen Muntzeroli
In town, the GSX-S1000 is rather smooth. The four-cylinder engine can handle 40 km/h in 6th gear if needed, but, the bike has some downsides. The clutch is not that smooth, and the throttle response is on the sporty side. Afterall, the GSX-S1000 is a sportbike!
Do you want proof? Third gear goes up to 175 km/h, and fifth gear to 245 km/h. I know this, because our lead riders on this test ride were Endurance World Champions Sylvain Guintoli and Gregg Black. On the open road, the GSX-R-derived four-cylinder delivers some serious oomph from 4,000 rpm, and starts stretching your arms from 6,000 rpm.
Photo credit: Jürgen Muntzeroli
The GSX-S1000 is not a game-changer. But if you like good old Japanese motorcycles with some meat to them, it’s for you. Personally speaking, I love it.
To conclude
The brand new Suzuki GSX-S1000 is truly the kind of naked superbike that we used to love. We can’t call it a game-changer, but it’s a reminder of why we’ve always loved well-priced and powerful naked bikes from Japan.
Photo credit: Jürgen Muntzeroli
Could the 2022 Yamaha MT-10 and Ducati Streetfighter V2 be serious challengers? We’ll have to wait and see…
AMID (The Association of Motorcycle Importers and Distributors) has released sales figures for year-to-date October 2021 and they make for encouraging reading.
Whilst making comparisons with 2020 earlier in 2021 (first and second quarters) was difficult due to trading and registration shut-downs in the same periods in 2020, by October 2020 things were returning to normal and, therefore, comparisons between October 2020 and October 2021 are more relevant.
Looking at those figures, they show a 25% increase at 21,608 units sold in the first ten months of 2021 over the same period in 2020. As we have said, trading conditions in 2020 were not really representative but what is encouraging is that if we look at the same period in 2019, 2021 sales are up 15%.
Photo credit: Bjorn Moreira / ZA Bikers
If we forecast forward to the end of December 2021, it is estimated a total of 24,850 units will be sold, which will make it the best year since 2016.
If we look at individual segments, percentage increases range from 3% to 40%, the exception being in the 250-500cc class, where sales are down 30%.
One might have expected electric motorcycle sales to have risen but, despite being a very small portion of the market, sales have remained flat. On the other hand, used motorcycle sales are up 15% on 2020 but down 6% on 2019.
Photo credit: Bjorn Moreira / ZA Bikers
It will be a positive sign if 2021 can end on the predicted sales figures and there are many exciting models on the horizon for 2022 giving the industry hope that growth can be maintained into 2022.
We had a really fascinating morning last week. Craig Langton called us and asked if we would be interested in riding a 24 odd-year-old Hero Honda, which shares an amazing similarity to the current Eco Deluxe. Loving tiddler bikes the way I do and intrigued by such an old, yet still rideable bike, Bjorn (Junior Editor at ZA Bikers) and I were off to Hero Bryanston in a heartbeat. To recap Hero’s history very briefly. Hero started up in 1984 and entered into a joint venture with Honda (Hero Honda) producing their first bike at the time the Hero Honda CD100.
Photo source: Bike Pics
Over the years they grew to the number 1 selling brand in the huge Indian domestic market. It is thus no coincidence that many current Hero models show technology that is clearly derived from Honda.
Photo credit: Bjorn Moreira / ZA Bikers
2011 saw the parting of the ways, with Hero dropping the Honda part of their name. Hero powered to new heights which must have had the Honda management weeping into their saké at having agreed to a split. February 2018 saw Hero sell 769,000 motorcycles in, wait for it, one month! 2,1 million bikes in three months. Flip, I can’t even begin to imagine what distance that would cover if we parked them nose to tail! Probably just short of 40 kilometres of Hero’s?
Photo credit: Bjorn Moreira / ZA Bikers
I digress, sorry, I just get amazed by the scale of it all. Back to the nub of this story. The Eco Deluxe sports a 97,2cc OHC air-cooled single which develops 8,36 PS and 8,05 Nm of torque at 5,000 rpm. Anyone a little long in the tooth like myself will see the Honda roots of this motor immediately. It has a derivative of the motor used in various capacities from 50cc to 125cc in bikes like the legendary unkillable C50 Step through, to the Grom in their current line-up.
Photo credit: Bjorn Moreira / ZA Bikers
Following the “if it ain’t broke don’t fix it” philosophy, Hero have developed this motor even further. It has an amazing fuel-saving feature, utilized in premium cars, where the motor cuts at idle, like when waiting for a robot to change. Pulling in the clutch to engage 1st gear immediately fires up the motor and off you go. In order to do this, the bike has a robust starter motor which dispenses with the need for a kick starter.
Photo credit: Bjorn Moreira / ZA Bikers
What amazed me when looking at the new Hero Eco standing beside the ‘old’ Hero Honda, is how good the old bullet looks. It has the obvious patina of age, yet the styling, for this genre of bike, is pretty spiffy, even when compared to its young whippersnapper 2021 upstart. I cannot even begin to calculate what distance the old bike has travelled, but it has to be at least 100,000 kays. Look at the photos, and see for yourself.
Photo credit: Bjorn Moreira / ZA Bikers
The CD100 SS, as it was called back in the day, is still a sprightly and dapper old fellow. We decided to take the bikes for a spin in their natural habitat, the urban sprawl of greater Jo’burg to see how they stacked up. Ok, it’s not a fair fight, I concede, but somehow something told me that the old codger was going to surprise us. And so it was.
Photo credit: Bjorn Moreira / ZA Bikers
I dibsed the first ride on ‘Uncle Hero’ as I rode out the gate of Hero Bryanston. I was amazed that there was still decent damping in the suspension. I really expected a pogo stick on two wheels. The old boy still rides surprisingly well. The engine, can you believe it, does not sound like a bag of bolts being shaken. It picks up its skirts and gets going with a hint of verve.
Photo credit: Bjorn Moreira / ZA Bikers
Granted the new bike is smoother and more refined, especially in vibration felt through the footpegs, but closer inspection of the Uncle revealed footpegs that are definitely not original. The footpeg rubbers on Honda’s of the day were substantial, and I suspect that with the original rubbers it would be quite an old smoothie too.
Photo credit: Bjorn Moreira / ZA Bikers
The new Eco Deluxe obviously has more punch, but the Uncle does not give away that much. It is actually quite hard to believe that it is as old as it is. It speaks volumes for the inherent quality of these Indian motorcycles. I am not so sure that bikes from the land of the Coronavirus would fare so well. Time will tell. I must say, disc brakes have certainly upgraded braking ability on motorcycles. I realized after riding the drum braked Hero’s why I was such a demon into the corners on my Honda SS50 GT with its little drum brakes. The biggest change when pulling on the brake lever on the old Hero is the expression on your face.
Photo credit: Bjorn Moreira / ZA Bikers
I would imagine that the brake shoes resemble some Karoo fossil by now, they certainly do not have any proper friction properties anymore! The youngster feels like good Brembos by comparison, but certainly could do with a disc brake upgrade. We do need to remember that these bikes were designed to provide the most economical and reliable option available at a basement price.
Photo credit: Bjorn Moreira / ZA Bikers
All in all, it was a huge amount of fun riding these bikes around the ‘burbs. With modern lubricants and even more accurate manufacturing ability, there is every reason to expect even better service from your modern Hero. No wonder they are prepared to offer decent warranties on their products. Thanks, Craig, we had a blast!
ADA has arguably evolved into the most advanced motor industry and vitally, motorcycle training facility in Gauteng and probably the country. I rode out to their stunning training facility laid out amongst the bushveld on the ‘Satellite road’, near Hartebeespoort Dam, to chat with the original founder of ADA, Heine Engelbrecht. I have known Heine for a good few years now and he is one of a rare breed, not that common in the world that we live in today. He is an absolute gentleman with unshakeable integrity. He has lived a really interesting life. Growing up on a farm in KZN nurtured in him a deep love for the great outdoors. He went off to Agricultural College after his National Service, but then, as life so often does, his life took a different turn. Typically, there was a girl involved. A certain Bronwyn Parker to be exact. Bronwyn became Mrs Engelbrecht and Heine found himself assisting Bronwyn in her new Pharmacy.
Photo credit: ZCMC
Heine tried to get his ‘outdoor fix’ by dragging Bronwyn along on camping trips. They say that necessity is the mother of invention, so in his attempt to make camping more comfortable for Bron, he modified a trailer into a ‘Camping Trailer’ which spawned an industry that is booming in SA today. Seeing a commercial application for his brainchild, he started building off-road trailers under the B’Rakhah banner, together with his buddy Gideon du Plessis. This also fostered a relationship with Land Rover, who had Heine lead an Expedition to the Serengeti to celebrate Land Rover’s 50th anniversary. Little did he know at the time, but it would be the first of many Corporate events that he would host. It is today also a major component of the ADA offering.
Photo credit: ZCMC
Motorcycles have been a lifelong passion for Heine. His first bike, a Honda SS 50, was bought with pocket money earned by selling newspapers. The rest, as they say in the classics, is history. Over time this morphed into an XR500 Honda, which took him and a mate on a DR500, all over Lesotho and Mozambique. Bronwyn drove ‘back-up’, carrying the camping equipment in their ‘two and a quarter petrol’ Landy pickup. Feeling drawn to the Events business, Heine sold his share in B’Rakhah and started African Outdoor Group [AOG] with Derek Lategan. A couple of years later, in 2005 and largely at the behest of Honda’s Basil Forsmann, Heine sold out of AOG, and ADA was born. Initial training was for then, the booming ATV market.
As the need for training expanded, Heine found, rented and subsequently bought, the property where his current facility is located. Whilst Honda have remained a valued and loyal client, with ADA providing training for their cars, bikes and marine, they have, by popular demand, built an impressive client portfolio which services the motor industry at large. This includes doing work for the likes of Harley-Davidson, Suzuki, KTM, BAIC, Peugeot, Bridgestone and IVECO. Honda still invests heavily in training, with all buyers of new Honda’s offered training. Honda also initiated an excellent training initiative to upskill riders of commercial bikes too.
Photo credit: Kevin Sanders
Ever the professional, Heine has gone to great lengths to maintain an extremely high standard of training. ADA is currently the only training facility to enjoy Transport Education Training Accreditation (TETA). This has enabled him to provide training to the Metro Police, PMPD, Military Police and the Road Accident Fund. Heine attributes ADA’s success largely to the quality of his trainers.
Johan Gray, a legend in Adventure Motorcycle training, has helped immeasurably in raising the standard of training, using an outcomes-based approach.
Photo credit: Bjorn Moreira / ZA Bikers
Heine has attended Harley-Davidson training in the USA, which he rates as up with the best courses he has ever attended. Harley utilises technology whereby instructors have comms with the students via earphones and correct their techniques on the fly. Heine’s son Diete, who heads up ADA these days, was sent to Japan by Honda to attend their International Instructors training course and competition at Suzuka. Diete was blown away by the skill levels and generally high standard of the Honda ‘Factory Trainers’. With his extensive off-road training experience in harsh African conditions, he did manage to show them a thing or two during the off-road phase of the competition.
Photo credit: Honda South Africa
Training and facilitating launches and Corporate events are all-in-a-days-work for this professional and efficient ADA team. Heine undertook extensive additions and upgrades to the facilities during the Covid lockdown. For me, this typifies the commitment to world-class service and excellence that is all-pervasive at ADA. Bronwyn finds herself as the solitary ‘rose’ amongst the ‘thorns’ represented by Heine and their four strapping sons. Having said that, the scales have tipped ever so slightly to the rose side with the addition of Diete’s wife Carli to the Engelbrecht clan. Diete’s brothers Eckardt, Reinhardt and Elrich all lend a hand should their schedules allow.
Photo credit: Bjorn Moreira / ZA Bikers
Motorcycling is a totally acquired skill. Unfortunately, if we do not receive professional instruction, we think that the way we ride is the ‘right way’. Our egos get in the way too. We don’t always admit that our skill levels are less than perfect. This sometimes ends in tears, or worse. I believe that to progress as riders, we need to constantly endeavour to increase our theoretical riding knowledge and apply it practically to our everyday riding. This will make our beloved past-time both safer and more enjoyable. ADA plays a vital role in providing top-class facilities and instructors to assist us in honing our skills.
Hard Enduro and Red Bull Athlete Wade Young has been crowned winner at the 7th edition of the Red Bull Los Andes 2021 in Nido de Condores – Chile, this past Saturday.
Renowned as one of the toughest races in Latin America, the event returned to Nido de Condores after a 3 year hiatus, hosting more than 170 participants across 3 circuits.
Image source: Red Bull Content Pool
Young, who participated in the 34.4 km ‘Super Expert’ circuit, claimed victory in 3 laps on the obstacle-riddled race, which is reserved for elite riders.
WY: “I am very happy to get the win. It was a very difficult race, especially from the second lap when I ran into a lot of laggards. I thank the public for all the support they gave me during the race” said the South African.
Round 18 on the race calendar brought riders to sunny Spain for the last race of the year. If we thought last weekend was packed with spectators then we weren’t ready for this weekend! The Circuito Ricardo Tormo welcomed over 70,000 spectators for the Valencia GP and the second event in the space of a week.
Now, to be fair this weekend wasn’t just any last race of the season, but rather an emotional and exciting one. We saw an awesome farewell for the “Doctor”, Remy Gardner finally earning his last name by becoming the Moto2 champion and a few goodbyes from riders who will be moving classes next year.
Image source: www.MotoGP.com
After a wet start on Friday, the Gran Premio Motul de la Comunitat Valenciana developed into a mild, dry and sunny event for the final run of practice and qualification.
Darryn Binder
Darryn Binder waited FP3 out and set his flying lap right at the end of the session, he was unfortunate to have his fastest lap time deleted—this left him in 26th. However, his FP1 lap put him ninth overall and secured him a place in Q2. Q2 saw Darryn change his strategy, he got out early during qualifying to set a banker lap of 1:39.810. Unfortunately, our fellow South African made a mistake and was unable to improve upon his time, meaning he would line up 16th on the grid come Sunday.
Photo credit: Petronas SRT
Sadly the final race of the season did not end in the way Darryn would have wanted, or expected, it to. Binder, who started from 16th on the grid, was in the process of making his way through the field when he experienced a turn 4 highside on the opening lap. This meant that the Valencia GP came to an early end for Darryn and the team.
Photo credit: Petronas SRT
DB: “It’s definitely not the way I wanted to end the season. Unfortunately, I didn’t have the best Qualifying yesterday, but I still felt pretty confident going into the race today. I got off to a good start, made some good passes in the first and second corners. Unfortunately in the exit of Turn 4, I had a really big highside and that was the end of my race. I’m so disappointed to end the season like this. It’s the first big mistake I’ve made at the beginning of a race this year, so I have to say sorry to the guys. It’s not the way I wanted to say farewell to them, but that’s racing sometimes. I can’t thank them enough for what has been a great season; thank you to everyone who has been involved this year and I wish them all the best for whatever their future holds.”
Photo credit: Petronas SRT
Brad Binder
Q1 began with Brad Binder hunting down one of the top two slots. Brad was the most proactive KTM rider on the track and clocked two laps to consolidate second place and earn his entry into Q2. In Q2 Binder registered seven laps and his fifth effort was the standout, just half a second away from Jorge Martin’s pole position lap time.
Photo credit: KTM
With a 7th place at the end of qualifying, Brad was able to stamp his second-highest grid spot of the season—after having qualified 6th in Mugello earlier in the year.
Sunday saw Binder fly the orange flag on the third row of the grid—the most advanced KTM rider on track. Brad made an awesome start to the race, slid into the top five during the opening lap and engaged in a battle with Valentino Rossi and Aleix Espargaró.
Photo credit: KTM
After mid-race distance, Brad planted himself into the mid-top ten where he managed to stay ahead of Enea Bastianini and tried to close the gap to Johann Zarco. By the flag, he was only 1.5 seconds from 6th for his thirteenth top ten finish of the year.
BB: “I’m happy with where we finished in the championship and the race was a lot harder than I expected. I thought I’d be stronger and, unfortunately, I was missing a little in a few places and the gap was too much to make up in some corners. It was a tough race but I tried my absolute best from lap one to the end. I have to leave here happy because I left it all on the table. It has been my most consistent year and a level-up. I have to thank the team. Even though we had some tough times they never stopped working. 6th in the championship is good and now five to go.”
Photo credit: KTM
Action and work end with a final two-day test at the Circuit de Jerez-Angel Nieto this coming Thursday and Friday where teams will evaluate ideas and components for their 2022 set-up.
While no rider would care to admit that a bike is a bit too much for their skill level, it is only sensible that manufacturers cover all bases and offer slimmed-down versions of their flagship models to cater to as broad an audience as possible.
With the arrival of the Panigale V4 superbike, Ducati signalled its intent for the future of its sports bikes, realising that the V-twin had probably been stretched as far as it could be. That didn’t mean, however, that there wasn’t still a huge demand for a Ducati V-twin-engined sports bike, so the Panigale V2 filled that gap.
Image source: Ducati Italy
It’s the same with the Streetfighter V4. It’s an astonishing bike but likely too much for some people. What can’t be discounted, either, is the fact that, to many people, Ducati {is} a V-twin. To own a Ducati with anything else is unthinkable. It’s like Harley Davidson abandoning the V-twin: it would cease to be a real Harley.
So, just as it did with the Panigale, Ducati has released the Streetfighter V2. It uses the 955cc Superquadro engine that does service in the Panigale V2, although it has been slightly re-tuned for use on the Streetfighter. It loses a little power and torque over the Panigale V2 (153bhp and 74.8lb-ft as opposed to 155bhp and 77lb-ft) but gearing has been tweaked to mask this slight drop. If that really bothers you, you can opt for a full titanium Akrapovic exhaust system that adds 7bhp to the tally.
Image source: Ducati Italy
The engine is a stressed member of the chassis, as with most of Ducati’s models, and a new subframe gives rise to the possibility of fitting luggage, perhaps. The swing arm is longer than that on the Panigale V2 and that will help with stability. The suspension remains as on the Panigale V2 – fully adjustable Showa and Sachs at the front and rear respectively – but the settings are completely revised to give a slightly softer ride. Pirelli Diablo Rosso lV tyres are fitted as standard.
Ducati has gone to some lengths to make the bike easier to get the most out of. So, while Brembo M4 calipers are fitted, softer pads are used to be a little more forgiving. The cornering ABS has been re-calibrated to achieve the same end.
Image source: Ducati Italy
Naturally, the riding position is much more relaxed than on the Panigale V2: the pegs are lower, the ‘bars higher and the seat wider.
Electronics are as you would expect: the aforementioned cornering ABS and lean-sensitive traction control, wheelie control, engine braking control and an up and down quick shifter. Three riding modes offer variations in the above and a dedicated power mode.
Image source: Ducati Italy
In case you were worried that the new Streetfighter V2 might lose some of the visual impact of the V4 model, then you need not worry. The V2 version has all the insectoid angularity of the V4 and retains the front winglets, which are claimed to add 27kg (59lbs) or downforce at 264 km/h (because we all go that fast on the road…!)
In summary, this is a Streetfighter that promises to be just as brilliant to ride as the V4 but without the need to be a MotoGP-class rider to get the best out of it. It could just be the best of the pair.
Image source: Ducati Italy
Expect to see the Streetfighter V2 in showrooms in the first quarter of 2022.
Round 2: The Streefighter V4 SP
While you might think that the 205bhp Streefighter V4 was all the bike you could ever possibly want, Ducati would beg to differ. At the same time as the Italian company launched the Streefighter V2, it also took the wraps off the completely bonkers V4 SP, a limited numbers version of the Streetfighter V4S.
Image source: Ducati Italy
The V4 SP is not only lighter than the V4 S, but it is even more track-focussed, if that were possible. The unique paint job and single seat might set it apart visually, but it is the components taken from the Superleggera V4 superbike that really take the V4 SP to the next level.
Image source: Ducati Italy
The engine remains the same, which means 205bhp, but it has shed a further 3kg from the V4 S, meaning an all-up weight of 196kg (432lbs). The main weight reduction comes in the form of five-spoke carbon rims that alone shed 1.4kg along with a whole bunch of inertia, making the bike even sharper at direction changes. Brakes have been uprated to Brembo Stylema R units as fitted to the Superleggera.
Image source: Ducati Italy
Suspension is the Ohlins Smart EC 2.0 electronic system and the clutch is an STM-EVO SBK dry unit to help with aggressive downshifts, while the foot pegs are CNC-machined and adjustable.
Image source: Ducati Italy
If it’s still not light and powerful enough for you, a full titanium Akrapovic exhaust shaves off 6kg and raises power to 217bhp. Should be just about enough!
Image source: Ducati Italy
Being what it is, the V4 SP goes head-to-head with KTM’s limited run 1290 Super Duke RR. That bike sold out within minutes of going on sale so expect the Ducati Streetfighter V4 SP to do exactly the same despite the eye-watering price tag, which is 28,459 English pounds, no SA price having been announced as yet.
And so the 15th birthday celebrations at Biker’s Warehouse in Northriding have come to a fitting end. Throughout the month of October, anyone who spent R1500 or more at Bikers Warehouse was entered into a weekly draw to pick 15 finalists, all of whom would win a prize, with three lucky winners riding away on brand new motorbikes.
The draw took place over the first weekend of November and all fifteen finalists were present, guaranteed to leave with a prize. All of Biker’s Warehouse’s suppliers had joined in the celebration and donated prizes, ranging from accessory and cleaning hampers to a Honda NC750X, brand new, out of the box.
Photo credit: Bjorn Moreira / ZA Bikers
Bophelo Seoe rode away on the Honda NC750X and took a Motocartel hamper with him. Dean Horner rode away on the SYM Crox 125 and took a Dirt Nurse hamper with him, while Johan De Beer won the Suzuki UR110 and an F61 hamper.
Amelia Brits won a Husqvarna Stacyc 12” electric balance bike and a Motocartel hamper. Sean de Villiers won an Uber 1600W stand-on scooter and a Dirt Nurse hamper. Dylan Eriksen-Miller won an Arai TX4 helmet and a Motul hamper and Brent Pienaar won a Scorpion EXO 150 helmet, Metallize jacket, jeans and gloves and an F61 Hamper.
Photo credit: Bjorn Moreira / ZA Bikers
Louis Visser won a Leatt 5.5 neck brace, a pair of Fox Comp X boots and a dirt nurse hamper. Jordan Frankish won a Polisport plastic kit voucher, Fly F16 shirt, pants and gloves, a Motorex hamper, a Motorcartel hamper and a Dirt Nurse hamper.
Jakkie Evert won a Shoei NXR helmet and a Motorcartel hamper, while Thinus van Rooyen won a Michelin tyre combo, a set of Givi saddlebags and a Motocartel hamper.
Photo credit: Bjorn Moreira / ZA Bikers
Mark Lubbe won a Shark Riddle helmet, Alpinestars gloves, an Oxford roll bag and a Dirt Nurse hamper, while Renier Burger won a Bell MX9 helmet, Motocartel hamper, a Mitas front tyre voucher and a Fly F61 hamper.
Finally, Pieter Strydom won a Yesbike jacket, pants and gloves, an HJC CS15 helmet, an R&G bobbins voucher and an F61 hamper, while Dean Cook won an air and oil filters, spark plug and sprocket set hamper, an Ariet grip and tank pad voucher, a bobbins voucher, a Gas Junky strap hamper and a Motocartel hamper.
Photo credit: Bjorn Moreira / ZA Bikers
The value of all the prizes was approaching R300,000 and even the last-placed winner received prizes worth in excess of R5,000!
Mike and Kerry Puzey and the staff at Biker’s Warehouse, would like to thank all its suppliers for the amazing prizes that were donated, not to mention all their customers who continue to support both Biker’s Warehouse and the individual supplying companies by shopping there.
We all have a special way of cleaning and maintaining our motorcycles, but who really pays attention to their seat? Clearly Motul do, because they’ve got just the right product in their “MC CARE” range called, Perfect Seat.
Now many of you and myself included have been washing our vinyl seats with a hosepipe for years and just drying it off, maybe even spraying the seat with silicone spray to make it look brand new. There is nothing wrong with hosing down your motorcycle seat with water, but what you put on afterwards is important, especially if you are looking to preserve your seat and keep your passenger from slipping off the back.
Photo credit: Bjorn Moreira / ZA Bikers
Motul’s Perfect Seat has actually been around for nearly 11 years now—if that’s not a testament to how good the product is, then I don’t know what is.
Perfect Seat (‘PS’) is a vinyl-only seat cleaner that comes in a 250 ml bottle with a neat open and close function near the trigger. PS is more than just a cleaner, it restores, prevents fading (UV protection) and it offers a non-slip formula. Oh yes, it also smells like oranges.
Photo credit: Bjorn Moreira / ZA Bikers
Before we get started; it’s very important to note that your seat shouldn’t be more than moderately dirty when directly spraying PS onto the dry surface. If your seat is covered in mud or any debris from an adventure ride, it’s best to hose it down and then spray the product on. If you are a daily commuter and only ever ride on the road or dirt highways, then Perfect Seat will work just fine.
All you need is a microfibre cloth, a shaded area and a bottle of the good stuff. As mentioned above, if your seat is relatively dirty, I’d definitely use two cloths for the job as one does the washing and the other does the drying. You can choose to do smaller sections at a time or the entire seat at once by spraying the whole seat. Make sure you let the cleaner soak for a minute or two and then dry your seat.
Photo credit: Bjorn Moreira / ZA Bikers
After a few months of using Motul’s Perfect Seat, I saw a major difference, the colours started to pop on all my bikes seats and even the stitching started to stand out like new.
As daily motorcycle commuters, we know how difficult it is to stay presentable when going out with friends or going to meetings—there is nothing more embarrassing than having dirty jeans when everyone else is dressed to kill. Keeping your seat clean and oil-free, allows you to avoid such situations.
Photo credit: Bjorn Moreira / ZA Bikers
It is clear to see why Motul has kept Perfect Seat on the shelves for so many years. It just works and for just over R100, it’s a no brainer.
Motul MC CARE ™ E4 PERFECT SEAT
For more information on the product used in this article, click on the link below…
With the current crazy fuel price, hovering around R19,50 per litre, it costs close to R900 to fill a 50L fuel tank in the average car—this will give you around 400 km of city travel assuming a fuel economy of 10 km/L. A mid-sized (300cc) scooter will average you at just over 30 km/L. This means you can reduce your fuel bill by two-thirds by scooting around the city. Not to mention, the massive saving of time and frustration of trying to negotiate city traffic by car. This is something that European commuters discovered ages ago.
Photo credit: Bjorn Moreira / ZA Bikers
At ZA Bikers we wanted to take a closer look at this concept. So, we spoke to our friends at SYM South Africa, who kindly provided us with a spanking new SYM CityCom 300i ABS.
Over the coming weeks ahead, we will be evaluating the following points.
Costs:
The purchase price
Fuel economy
Service/Maintenance
Performance:
Urban/highway usagage
Handling
Practicality:
Storage
Journey time
Ease of use
Ergonomics
Navigation
Device charging
These are not questions that can be answered properly after riding around the city for just a week. So, to arrive at a proper conclusion we have the use of the CityCom for a full 6-months period, whereby it’ll get used extensively by our team at ZA Bikers.
Photo credit: Bjorn Moreira / ZA Bikers
We will keep you posted on the pros and cons of using a typical mid-sized scooter as a daily means of transportation over an extended period of time.
The benefit of being in business for many years is that you build up a detailed picture of what your customers need and demand. Also, as motorcycle technology develops, your business needs to adapt and grow to meet new challenges that are thrown up in terms of servicing and repairs.
Craig Langton has been involved with the motorcycle industry in South Africa for more years than he would probably want to admit, but those years have given him not only a deep inside knowledge, but enabled him to build up excellent credentials and working relationships with any and every business, institution or organisation that is also involved in the world of motorcycling.
One element of motorcycle ownership that has changed and not necessarily for the better is the cost of repairs, either through accident or breakage or malfunction. With the increasing electronic complexity of bikes, not to mention the mechanical elements that get more and more impossible for the home mechanic to work on, has come a huge hike in workshop prices, something that not many of us can afford.
Photo credit: Bjorn Moreira / ZA Bikers
The simple answer is a warranty, but these are often too expensive or too limited in what they cover. Craig Langton and Fire It Up! have, after years of customer feedback on how they would like their motorcycle protected and close consultation and partnership with one of SA’s largest insurers, engineered a solution.
From the outset, the aim was to build a warranty that covered every area or situation with the motorcycle. To that end, they have come up with the ‘360 Warranty’ as it offers up to R360 000.00 worth of cover and also covers the complete 360° of the motorcycle. For the cost of a major service you can enjoy the benefits of the following:
Engine Cover
Gearbox Cover
Suspension, electronic suspension including fork seals
ECU or Engine management cover
Ignition and lost key cover
Fuel system including pump, injectors, throttle body and related sensors.
ABS braking system including pump, speed sensors, master cylinder and Brake calliper seals
Clutch basket, hub and plates
Wheel Bearings and seals
Neck bearings.
Radiator and thermostat
Water Pump and seals.
Instrument cluster
Tyre and Rim warranty
Body – scratch and dent cover
Headlight and screen polish
Roadside Assist unlimited – No excess
Normally, a warranty such as this would cost in excess of R20,000. By working on an exclusive deal with the insurer, Fire It Up! can offer this warranty for a once-off fee of R8,900.00 for 12 months. If there is no claim within those 12 months, you get a further six months added on for free. If you sell your motorbike back to Fire It Up! in that 12 month period, you will get 50% of the premium back.
Photo credit: Julio Moreira
Now, that seems like a lot but consider that a full service, complete with all service items and fluids, could easily cost that much. Now consider the possibility of something going wrong with the electronics, or any other part on the bike. The replacement costs can be eye-watering. All of a sudden, the price of the warranty doesn’t look too bad, does it?
Although the warranty is exclusive to Fire It Up! customers, bikes can be serviced or repaired at any RMI approved dealer.
Photo credit: Bjorn Moreira / ZA Bikers
The 360 Warranty is just another way that Fire It Up! is looking after motorcyclists and leading the way in the South African motorcycle industry.
Sunny Portugal greeted the Binders for the second time this year, as the Portimao course hosted round three of the series back in April. Good weather, 28,000 fans and twenty-plus laps around Algarve’s 4.6 km layout of climbs, drops and diverse corners were awaiting the riders for the second-to-last race of the year.
Photo credit: KTM
Darryn Binder
Darryn Binder jumped straight into Friday’s FP3 with an impressive pace and he momentarily held the top spot on the timing screens—Darryn booked himself a spot in Q2 instantly. Q2 saw Darryn head into his first run with a blisteringly quick lap but found himself held up in a group. With a last-lap dash, he managed to squeeze himself onto the third row of the grid (7th).
Photo credit: Petronas SRT
Sunday saw Binder make a great start, immediately moving his way up the grid—taking two off the line, moving into fifth by the end of the first lap, and into second one lap later. Once he got himself up into the top three, a fierce fight for the podium places unfolded and lasted until the final stages of the race.
With just three laps remaining our fellow South African was forced to avoid another rider’s incident, which dropped him to eighth, but he was able to recover to fourth. However, the drama was not yet over for Darryn. Binder was later disqualified from the race after he braked too late on the final lap heading into a turn, nudging Dennis Foggia out of the championship fight.
Photo credit: Petronas SRT
DB: “I just want to apologise. I was trying to overtake [Sergio] Garcia, was braking and suddenly saw [Dennis] Foggia in front of me. I had nowhere to go. I’m really sorry to him, his team and Garcia for the crash. Obviously, it’s the last thing I wanted to happen, especially with Dennis fighting for a championship title, and was definitely not my intention. Again I just want to apologise to everyone involved.”
Photo credit: Petronas SRT
Brad Binder
Despite amazing weather during Free Practice and Qualification on both Friday and Saturday, Brad Binder ran into some drama last minute. Brad’s Q1 was ruined by a lowside crash on turn 3 that saw number 33 run out of time during another time attack. Brad and the team tried their best, put a new rear tyre on, but again it was just too late and Binder just couldn’t get a decent lap done. Binder would start from 19th on the grid come Sunday.
Photo credit: KTM
Race day saw Binder make a steady start to the race, making his way up the field and slowly increasing his pace as the tyres warmed up. Soon an orange trio began to form with Miguel Oliveira leading the pack in tenth followed by Iker Lecuona and Brad. Lecuona started to have tyre issues towards the end of the race which allowed Brad to close in on his fellow KTM rider.
Unfortunately, Lecuona took an ambitious plunge down the inside of Oliveira on turn 13 and caused both riders to fall out of the race which saw the red flag bring proceedings to a premature halt. With three-quarters of the Grand Prix complete, the results were declared and Binder ended the day 10th.
Photo credit: KTM
BB: “A difficult weekend for us in general. The team did a great job overnight and in warm-up I was much happier with my set-up. I felt stronger and more confident going into the race but it took me too many laps to understand how to ride well. I made too many mistakes and it took too long to come up to a good pace. By the time I got a good rhythm and made some passes, the red flag came out. A tough time but the team worked so hard. We’ll definitely be stronger next week.”
Photo credit: KTM
There will be no rest for the Binders as they head straight to Spain for the final round of the season: the Gran Premio de la Comunitat Valenciana (12-14 November).
Can you call a motorcycle a ‘sportbike’ if it only makes 73 hp? Yamaha seems to think so. We went to Spain, to test the new Yamaha R7 on the road, and on the demanding Almería race track, to find out just how much fun we could wring out of this new machine.
This is not the first Yamaha to bear the R7 name. Launched in 1999, the original YZF-R7 was a proper race replica in the style of the mighty Honda RC30. Yamaha hoped to rack up some famous wins with it, and they came close. In 2000, Noriyuki Haga won five races of the World Superbike Championship—but failed an FIM drug test, was banned, missed a couple of races, and handed the title to Colin Edwards on the Honda VTR 1000 SP. Close, but no cigar, for the R7!
Image source: www.sportbikes.dhs.org
The 1999 and 2022 R7 share little more than a name, but Yamaha says it doesn’t matter. The new model targets riders between 25 and 35 years old—and they would barely have known the 1999 R7.
Times are also hard for superbikes, twenty years on. In Europe, strict speed laws have seen the segment drowning over the years. Worldwide, superbike sales figures have dropped from roughly 140,000 units per year to 30,000 these days. Conversely, sales figures for small capacity sportbikes are good, says Yamaha, who sells the R125 and R3 in many markets.
Photo credit: Yamaha EU
But when those riders want to upgrade, there is a gap between those small capacity machines, and the expensive and intimidating R1. That’s the R7’s mission: to offer something between an R84,950 R3 and an R333,950 R1!
More than a kitted-out MT-07
Take the naked MT-07, put a fairing and some clip-on handlebars on it, and you have the R7, right? It’s not as simple as that. Yamaha has put a lot more work in here.
Photo credit: Yamaha EU
Yes, the engine is exactly the same. Well, nearly; the CP2 engine delivers the same output, which is 54 kW (73,4 hp) at 8,750 rpm and 67 Nm of torque at 6,500 rpm. But the R7 features a slipper clutch, better cooling and a lighter battery. The gear ratio is slightly longer (one more tooth on the sprocket, for a top speed close to 220 km/h) and the throttle feel is more direct. The ECU has also been modified to feature an optional (up only) quick-shifter.
There are more modifications in the chassis department, focused around rigidity. The tubular frame has been reinforced in the centre with an aluminium brace, and the silent block between the frame and swing arm has been removed.
Photo credit: Yamaha EU
The fully adjustable upside-down 41 mm Kayaba forks are new, while the triple clamps are more rigid than on the MT-07. At the back is a new Kayaba shock, adjustable for preload and rebound. The wheelbase is 5 mm shorter, with weight distribution now 51% over the front.
The tyres are also different from the MT-07, with Bridgestone S22s as standard. The brakes feature a new Brembo master cylinder, which seems to bite callipers from the older generation R6.
Photo credit: Yamaha EU
As for the fairing, Yamaha claims it’s the most aerodynamic amongst the R-Series range! And it’s certainly the most expressive too, when you look at the signature LED headlights.
Like an R6… or not?
Yamaha decided to make the rider fully committed to riding the R7, with a sporty riding position comparable to that of the R6. The handlebars are quite low—and once you get over the 835 mm seat height, you feel ready to race.
Photo credit: Yamaha EU
The instrument panel, is an LCD unit, with a big gear position display. The clutch lever is not adjustable, but the front brake lever is; Yamaha did not neglect these sporty details.
Despite those racing handlebars, the R7 is not that extreme to ride, and is much more accommodating than an old R6. We started our test with some city riding, and on the sunny Spanish Mediterranean coast, the steering angle is very decent for a sportbike. The suspension is quite plush, and the CP2 engine is torquey from low revs—very far from the peaky and screaming nature of a 600 cc four-cylinder engine. The R7 will be much easier to handle for commuting than a proper sportbike.
Photo credit: Yamaha EU
Fun on the road, fun at the track!
Flat out, the shift light flashes in 6th gear at 225 km/h on the speedo. Not bad for a 73 hp motorcycle, and fast enough to get into trouble with the wrong police officer.
Photo credit: Yamaha EU
Although sporty, the riding position is not cramped, and there is room on the seat to move a bit backwards. But we all know that motorcycle pleasure is not just about speed. Near Almería, there are some very nice twisties that look a lot like the stretch between Sabie and Hazyview. It’s not slow, but not too fast either, and that’s the perfect setting for the R7.
I can tell you frankly: I had a lot of fun on the road, because the R7 is light, has super brakes and is incredibly easy and agile. The torquey nature of the CP2 engine makes it easy to exit corners, and it doesn’t take long for you to forget about the gear you’ve engaged, and focus only on the ride, your lane, and your braking points.
Photo credit: Yamaha EU
This commendable nature is also relevant at the racetrack. Yes, the rather limited power output won’t make it the best tool for fast tracks such as Kyalami or Welkom, but I believe it will do great at Zwartkops or Killarney.
I had the chance to test ride it on the new Andalucia racetrack, a more than 5-kilometre layout with many difficulties, from blind corners to triple-apex curves. Yamaha gave us Bridgestone R11 tyres, so grip was not an issue. Easy, agile and stable, the R7 is the perfect sportbike for beginners—and for experienced riders too, because it’s so much fun! Thanks to the perfect track riding position, I had no issue moving around on the bike and putting my knee down.
Photo credit: Yamaha EU
The brakes were sharp and precise all through the three sessions I had on the bike, and, thanks to the bike’s weight, you can really work on your cornering speed. On the downside, the gear shifter is not the sharpest and quickest I have ever seen, and the CP2 engine has some vibrations at high revs; it also requires a bit of space to reach 200 km/h.
Besides that, the R7 is safe, even when the pace gets faster, although the suspensions start to feel a bit soft (especially the rear) when you push harder. For the occasional track day, or for those who wish to learn the subtleties of track riding progressively, the new R7 is the perfect tool.
Photo credit: Yamaha EU
To conclude, the R7 is a bit of a unique offer on the market. Although it will be a bit more comfortable, a Kawasaki Ninja 650 is not as rewarding to ride. Want a four-cylinder machine? A Honda CBR 650 R is more powerful (95 hp), but heavier, and I bet you won’t take corners as fast as on the R7. The Aprilia RS 660 offers more power and more electronics, but it’s also more expensive. There’s no doubt that Yamaha has hit the right mark with the R7.
The 14 deserving finalists that were selected after taking part in an extensive 3-day Bootcamp which evaluated them on various theoretical, practical and mechanical tests will now have the opportunity to compete for the title of Champions of Honda Quest 2021.
Photo credit: Honda SA
Honda Quest is not a race, nor is it a rally, it is simply a chance to be able to compete together with a teammate on the ultimate adventure ride.
Photo credit: Honda SA
The finalists will now embark on a life-changing experience as they navigate through the Northern Cape’s Richtersveld, Namakwa Eco Trail, Tankwa Karoo and Cederberg’s challenging terrain aboard one of the finest adventure motorcycles on the planet the Honda Africa Twin CRF1100.
Photo credit: Honda SA
Great care has been taken to pair Honda Quest finalists into teams so that they complement each other in this competitive environment. The teams for this year’s event are particularly strong and the seven teams will have to bond fast to work together as they navigate the Northern Cape’s interesting landscape.
Photo credit: Honda SA
The Prize:
The winning team will not only be crowned champions of Honda Quest True Adventure 2021, but they will also get to keep the bikes they competed in the adventure ride on.
I think it’s fair to say, Husqvarna and their latest adventure bike the Norden 901, have been teasing inner motorcycle enthusiasts and travellers for the last two years. Finally, this foreplay has come to an end and the real stuff is out in the open—not far from the concept bike we saw at EICMA in 2019.
Image source: Husqvarna
The Norden shares the same engine, suspension, wheels, mainframe and fuel tanks as its Austrian cousin the KTM 890 Adventure, but the Norden promises to be more than just a dressed-up KTM.
Image source: Husqvarna
When it comes to looks, Husky has kept the round headlight alive, mixing a lot of modern design with a splash of heritage. The heritage part of the design is heavily inspired by Husqvarna’s Rally machines. After watching the Husqvarna Motorcycles series of Norden 901 prototype episodes featuring legends like Lyndon Poskitt, Mike Horn and Cyril Despres, it becomes clearer to what and who the Norden is suited for—built to cover long distances across challenging and diverse landscapes.
Image source: Husqvarna
The Norden 901 is expected to be a riot to ride with its 889 cc twin-cylinder engine making 105 hp and about 100 Nm of torque. A ride-by-wire throttle allows the Norden to help you engage more with your ride in the form of three selectable modes, Street, Rain and Offroad. Its braking system, with Bosch Cornering ABS, will also have selectable Street and Offroad modes. The Norden combines fast, fun and capable in a nimble package that only weighs 204 kg.
Image source: Husqvarna
Onboard you’ve got two seat height adjustments, starting at 853 mm and going up to 874 mm. Between the front forks, you’ve got a 21” front tubeless spoked wheel wrapped in Pirelli Scorpion Rally STR’s, followed by an 18” rear. The suspension comprises of adjustable WP Apex forks with 220 mm of travel and a WP Apex adjustable rear shock with 215 mm of travel.
Image source: Husqvarna
Quality hardware on an adventure bike is nothing without a good range and cruise control. Luckily for you travellers the Norden’s got both—the 19-litre fuel tank provides a claimed range of 400 km.
Image source: Husqvarna
The Norden is loaded with tech, yet Husqvarna provides an optional Connectivity Unit which provides turn-by-turn navigation, telephone call reception and music selection functionality from the rider’s smartphone. If that’s too much ‘faffery’ then you could always just make do with the standard TFT display that already indicates more than most middle-weight adventure bikes anyways.
Image source: Husqvarna
As far as the eye can see and the specs can specify, this bike is meant to be equally at home on the road as it is off. It will probably be as capable as its Austrian cousin when tar turns to dirt, but the Norden should be the more comfortable bike on the long open road as its fairings suggest.
Image source: Husqvarna
Husqvarna Motorcycles South Africa has invited us on an exclusive launch (Trust In The North), to piece the stunning visuals with mechanical function. It should be a typical all-out show by the local importer, so stay tuned as our first ride will be roosting you from the North soon.
After the birth and the first round of the ‘NGK Ultimate Superbike Shootout’ at Aldo Scribante Race Circuit in Port Elizabeth last month, the itch of joining and watching a live race was beginning to get unbearable. Lucky for us King Price Xtreme helped us scratch that itch by kindly inviting us to join them trackside for some petrol sipping and tyre ripping action at Red Star Raceway.
Photo credit: Bjorn Moreira / ZA Bikers
Delmas is known for its unpredictable weather conditions and its strong winds, now couple that with one of the twistiest tracks on the calendar, and you’ve got yourself an exciting race day. An awesome site that was seen this weekend was a massive turnout in spectatorship and riders—it almost felt like the good old ‘BC’ (Before Corona) days.
Photo credit: Bjorn Moreira / ZA Bikers
Before Sunday’s proceedings kicked off, King Price Xtreme had set up their impressive lounge for their VIP’s to watch the racing and to enjoy face to face time with the team.
Photo credit: Bjorn Moreira / ZA Bikers
Clint Seller
Despite Red Star Raceway being one of Clint Seller’s favourite tracks, he knew he would face some tough challenges heading into the race weekend—after having a big crash in testing the week before and damaging his CBR1000RR-R Fireblade SP.
Photo credit: Bjorn Moreira / ZA Bikers
Clint Seller: “last week I made a small error that had put us on the back foot, but thanks to my team for all the hard work and especially Steve Cannon and Honda SA for jumping in to get us all the parts we needed.”
Qualifying was a tough time for both Honda boys as 20 km/h plus winds made corner entry and hitting those apexes a challenge, especially with the setup that worked so well the previous week. However, Clint still managed to post the third-fastest time of the session but as soon as his helmet came off, the team knew he was looking for more.
Photo credit: Bjorn Moreira / ZA Bikers
Race one, Clint got off to an ok start and slid into fourth place just behind Garrick Vlok’s Yamaha YZF-R1. A group soon started to form with Morne Geldenhuis leading the charge followed by Dino Iozzo in second. A few laps in saw Garrick highside in front of Clint meaning the Honda rider would clinch third place. Clint hung on and tried as hard as he could to catch the front runners, but managed to cross the line in third.
Photo credit: Bjorn Moreira / ZA Bikers
Race two saw Clint finish in fifth…“Today was a hard day but we learnt a lot about our bike and that data is extremely valuable for the next race.” commented Clint.
Sfiso Themba
Qualifying saw Sfiso run into similar problems as his teammate Clint, this meant the team had their work cut out for the race. Heat one saw Sifiso line up on the back of the grid, but as usual, he was going to push as hard as he could. Lights out and number 63 was climbing positions, he even set a personal best lap time for the day. Sfiso did what he could considering the conditions and made up 3 positions before crossing the checkered flag.
Photo credit: Bjorn Moreira / ZA Bikers
Sifiso got off to a slow start in heat two and struggled with the strength needed to muscle his bike around the winding and demanding corners of Red Star Raceway. After a few front end slides, he decided to pull in rather than make a mistake.
“Although a tough day for the team, it was a great day for motorsport and motorcycle racing, seeing the people filling the stands and getting behind their favourite rider was fantastic,” said team leader Roy Gardner.
Photo credit: Bjorn Moreira / ZA Bikers
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 and Rapid SA.
Photo credit: Bjorn Moreira / ZA Bikers
Round 3 will be held at Dezzi Raceway in Port Shepstone on the 19th and 20th of November.
In case you didn’t know, the Indian Diwali celebration is comparable to our Christmas celebrations, but on a much larger scale. Spreading over five days, it recognises the triumph of light over dark, bringing in the new year.
Day 1 of the celebration was historically a day of purchasing gold and silver, to gift to family and loved ones. As times have changed, gold and silver coins have been replaced with gifting items that represent good fortune, togetherness and prosperity.
Motorcycles have become a popular Diwali gift and, with Hero being one of India’s largest motorcycle manufacturers, it is natural that a Hero motorcycle has become a popular gift. So much so that Hero expects to sell at least 500,000 motorcycles a day over the five days! People have been standing in long queues since June to make sure they got their order in.
Hero South Africa and its dealers countrywide will be a part of the global celebration, offering a Diwali gift parcel to customers who purchase a Hero over the five days of Diwali. The gift box includes a Ganesh coin, candles, scented oils and a Ganesh statue. Each client’s parcel will be sent directly to their house with a courier and a note of thanks from Hero.
For more information on Hero Motorcycles in South Africa, contact Mikael Cloete at – [email protected]
Any business stands or falls on the quality of its staff. That quality isn’t just how efficient they are or how good they are with customers, but a belief in the company they work for and the loyalty that engenders.
With Biker’s Warehouse celebrating its 15th anniversary, it’s remarkable to find that the so-called ‘first five’ employees are still with the company; Dudu Sansole, Israel Kazembe, Joseph Grayson, Diane Breinstampf and Elium Mchinguwe have been there right from the beginning and therefore have a deep understanding of the business, not to mention a deep friendship with Mike and Kerry Puzey.
Photo credit: Bjorn Moreira / ZA Bikers
It’s this kind of longevity that provides a stable platform for the business to grow and thrive and provides continuity.
With a total of 43 employees now, it’s not all about the ‘first five.’ In 2015, Wayne Farmer brought his 30 years of industry experience and 32 years of racing experience to the table when he was appointed to head up and expand the accessory side of the business. If you’ve been to Biker’s Warehouse recently, you’ll know he has been successful in doing just that, with all top brands, both international and local, represented.
Photo credit: Bjorn Moreira / ZA Bikers
In 2018, Helena Harrison was brought in to expand the commercial bike sales sector but has such a presence in the industry for 19 years that many private buyers want to deal with her in order to buy their new Kawasaki, Honda, Suzuki, Husqvarna or Sym.
The 2500 sq.m retail space is a far cry from the first 400 sq.m that Mike and Kerry occupied way back in 2006. This expansion was necessary to accommodate the ambitions they had for the business, which were to be a multi-franchise, one-stop-shop for the best in motorcycles and accessories, something they have achieved.
Photo credit: Bjorn Moreira / ZA Bikers
And what of the future? Well, there are no signs of slowing down just yet. Plans are afoot for new branches in Cape Town and Pretoria, still adhering to the multi-franchise model. There are also plans to add more motorcycle brands to the complement.
Remember, to mark the 15th birthday, Biker’s Warehouse is running a fabulous competition with some amazing prizes. The last finalist will be drawn on the 30th of November, so make sure to get your entry in.
T’s & C’s Apply. For more information, please contact Biker’s Warehouse on +27 (0)11 795 4122. Or simply pay them a visit and take your wallet!
It’s slightly ironic that Ducati chooses to call its sportier versions of its adventure bike the Pikes Peak, when it was a crash on a pre-production V4 Streetfighter that not only cost Carlin Dunne his life at the race in 2019, but which also led to the banning of motorcycles at the famous hill climb.
Whatever the logic, Ducati has now released the 2022 Multistrada V4 Pikes Peak, an altogether more road-focused and sportier version of its adventure model. It’s been a year since the Multistrada V4 hit the showrooms, a high-tech, high-performance adventure bike. While the Pikes Peak version might have lost that rugged appeal, it steers closer to Ducati’s core heritage by being a super-sharp and dynamic road machine.
Photo credit: Ducati
Running on 17-inch wheels, as opposed to the 19/21-inch ones used on the standard Multistrada, the Multistrada Pikes Peak looks more like a road bike, an impression that will be helped by the more sports bike-like riding position. Think of it as the Italian version of the Triumph Tiger Sport or the Yamaha Tracer 900.
The V4 motor now pushes out an impressive 170 hp, while chassis and electronics have been tweaked giving the overall impression that this is a Panigale in adventure clothes. Despite this, 4 kg has been shed by the use of lighter Marchesini alloy rims, Brembo Stylema calipers and Ohlins Smart EC 2.0 suspension.
Photo credit: Ducati
All this points to a definite sporting pedigree for the bike. It’s a beguiling mix: comfort for long distances, but the engine and chassis to satisfy any track day warrior or back lane scratcher.
The electronics are dazzling: front and rear radar system, allowing adaptive cruise control and blind-spot monitoring. ABS and traction control is, naturally, lean and cornering sensitive, while the wheelie control and ABS have revised programming to allow for the change in geometry and smaller wheels.
Photo credit: Ducati
The bike will be physically launched at the EICMA show in late November. So, we hope to see it in South Africa in the first quarter of next year.
You may remember from my story about Mystery Tour 2, how the Mystery Tour works. It is Ducati Supremo Jos Matthysen’s way of thanking and building relationships with current owners as well as getting massive exposure far and wide for the Ducati brand. Essentially Jos decides on a route for the four-day tour, with the last day returning to the starting point at World of Motorcycles in Centurion. Participants try to figure out the destinations based on distances per day provided by Jos, as well as some cryptic clues that he feeds on the Mystery Tour WhatsApp group prior to departure. This serves to build excitement exponentially as the departure date approaches.
Photo credit: Dave Cilliers / ZA Bikers
A week before departure there is a briefing lunch, or should I say feast, at World of Motorcycles for local tour participants. This is also when ‘goodie bags’ get handed out filled with an all manner of awesome kit. The day 1 t-shirt is also included. Every day on tour a different coloured branded T-shirt is supplied at the end of each day with the map of the previous days ride on the back.
Photo credit: Dave Cilliers / ZA Bikers
On this ride, the tours t-shirts had a particular significance. Each sleeve carried the name of Tour 2 legends who succumbed to the pandemic that has devastated our lives in the recent past. Joop, a man amongst men, and the ‘Judge’ of the final night on tour ‘fines committee’, and Laurinda, the life and soul of every gathering, as well as the baker of banana bread with magical joyful properties. A Dakota Sioux saying comes to mind when I think of these two giants that have fallen… “We will be known forever by the tracks we leave”. Their tracks are indelibly woven into Mystery Tour DNA. And so, on a bittersweet note, the count down to departure day began.
Photo credit: Dave Cilliers / ZA Bikers
Friday dawned with the promise of a really hot October day. And so it was. We rode north out of Pretoria, immediately dashing the dreams of those who had chosen destinations in other directions. A short stint on the highway took the 40 odd Ducati’s off and onto the Moloto road. Jos hates highways! And so we progressed north, stopping for juice for the riders of bikes with smaller tanks. On that score, there was a wide array of different Ducati’s on tour. A brace of Diavel’s, Steve on his 1100 Scrambler, a Streetfighter or two, a solitary 1098, RESPECT! And Multistrada’s of every persuasion. Speaking of Multi’s, I was privileged to be riding a V4. Oh Lordy, what a bike! More on that later. The Multistrada’s, endowed with bigger tanks and decent consumption, only fuelled at every second fuel stop.
Photo credit: Dave Cilliers / ZA Bikers
We cruised the back roads, which proved to be pretty quiet, until we T-junctioned at Moria, between Polokwane and Haenertsburg. The Bologna Bullets came into their own on the sweeping road down the mountain, with Jos setting a cracking pace upfront. His better half Lida, as she always does, hung on for all she was worth as Jos annihilated the hero blobs on the tyres of his Multistrada V4 S. Albie Eagar, a guest along for the ride, with his wife Jackie riding pillion, dropped a gear with the seamless quick-shifter on his loan V4 and pitched it on its ear as his eyes lit up with the prospect of strafing some curves on the Italian thoroughbred. His joy was short-lived, as the governor intervened rather abruptly in the form of a short right jab in the ribs from Jackie, who did not feel comfortable with the sudden close proximity of her helmet to the tar. He was forced to let sanity prevail and settled into a slightly less frenzied pace.
Photo credit: Dave Cilliers / ZA Bikers
I absolutely revelled in the handling of the V4 down the mountain and then through Magoebaskloof. I played a game of very enjoyable high-speed tag with Roy on his 1260 Enduro, with us running in tandem through the sweeps and tighter bends of the Kloof. A short hop into Tzaneen for a splash ‘n dash before continuing to the Eiland resort, 60 odd kays down the road. It was a group of hot and bedraggled riders that settled into their comfortable air-conditioned rondavels in typical late 30-degree Lowveld heat and humidity. The pool and a cold one was suddenly a major priority. Chilling around the pool was the perfect opportunity to build or renew friendships with fellow Ducatisti. A special bunch of people this Ducati Familia.
Photo credit: Dave Cilliers / ZA Bikers
Early evening had us together in the boma to share war stories and enjoy some “tjop en dop”. Lida had lamb chops chilling in a marinade on their way down in the back up van and trailer, once again driven by Mystery Tour stalwart, Rob accompanied by the ever willing and helpful Ronel. The two worked tirelessly to ensure that luggage was delivered timeously and the van was in the right place at the right time to dispense food and drinks at various points on our daily journeys. The chops went down singing hymns with the pap and sous. Tender and tasty, a perfect meal to end a perfect day. Day two was to be the longest of the tour at just over 800 kays, so it was relatively early to bed so as to be locked and loaded for a 6:00 am start on the morrow.
Photo credit: Dave Cilliers / ZA Bikers
Bright-eyed, well mostly, and bushy-tailed, we rode out under a big blue sky through spectacular bushveld scenery, skirting Tzaneen then on to Hoedspruit, Hazyview, White River, Nelspruit and towards Barberton. The bends are so tight on the steep descending mountain pass towards Barberton that the fast guys got glimpses of their own taillights railing through the bends. Genuine! Jambila mountain pass to Badplaas was despatched in no time and then it was a left turn towards Swaziland and a right towards Lochiel and then Amsterdam.
Photo credit: Dave Cilliers / ZA Bikers
We stopped under a massive shady tree for a lunch rendezvous with the van. Once again an oft-repeated scenario played out. While we were doing our thing, travellers passing by were captivated by the plethora of magnificent Italian Stallions. They pulled over and wandered around the bikes, feasting their eyes and taking selfies by the score. This happened wherever we stopped. The allure of Italian beauty seems universal. Piet Retief, Pongola and Mkuze flew by under our spinning wheels and as we pulled into St. Lucia under a darkening sky, we were greeted by a soft coastal drizzle kissing our visors. In no time at all, we were settled in at our guest house and holiday flat accommodation, before gathering at the Ski Boat Club for the evening’s festivities.
Photo credit: Dave Cilliers / ZA Bikers
And how festive it was! Being the typical family that the Ducati crew is, regulars in the form of Cilliers, Brian and a couple of others rolled up their proverbial sleeves and helped Rob to braai a mountain of meat which was utterly demolished by the hungry hordes, washed down with a good few well-chilled chaps. All the while a significant wet weather system was rolling in and the drizzle gathered in intensity. This caused what in Rallying terms is known as “Force Majeure”. When nature intervenes and scuppers the best-laid plans of men then we just have to roll with the punches. The rain persisted throughout the night and as a result, the ride planned for day three was cancelled.
Photo credit: Dave Cilliers / ZA Bikers
A decision made easier by the fact that Jos had planned a circular route back to St Lucia. Sneaky fellow! Those who wanted to venture out in the rain were free to do so, however, we all got together the next morning at the local Wimpy for a slap-up brekkie. Given the long previous day, I think there were more than a few folks, especially pillions, thankful for a respite from riding. Local beaches and other haunts were frequented and a really good time was had by all. It was then back to the Ski Boat Club for our last night on tour festivities.
Photo credit: Dave Cilliers / ZA Bikers
Last night on tour comes around with some trepidation. The Judge presides over fines committee court proceedings with an iron fist. The newly appointed judge was Cilliers and the softest part of him proved to be the enamel on his teeth! He meted out justice without any mercy. Sentencing was to an allotted number of “Straf Doppe” and/or “Magic Chocolate Brownies”, which were delicious, but came back to haunt you a little later, with bouts of inexplicable mirth. Funnily enough, no perpetrators seemed to mind their sentencing and took their punishment manfully. The van ferried merrymakers to and from their places of abode to ensure the safety of all concerned. The superb Ducati’s remained stabled till the ride home the next morning. It was a happy and content bunch of Mystery Tourists that settled into comfy beds for a good nights rest.
Photo credit: Dave Cilliers / ZA Bikers
Our last day dawned in typical coastal fashion. I rode the 1 kay to fill my bike in the sunshine and then literally did the return journey moments later in rain! Go figure? It was rainsuits on when we departed in damp and cool conditions. The temperature remained low all the way to Pongola and got even chillier as we climbed away from the coastal plain to Piet Retief. The Ducati’s were revelling in the cool dense air that they were greedily sucking into their motors. My V4 was pulling like an absolute raped ape! Cruising at an effortless 140 plus and needing to pass a row of trucks, of which our roads are now inundated since the railways became defunct, I prodded down twice on the slick quick-shifter, listened to the muted exhaust note rise to a spine-tingling howl and then pinned the throttle.
Photo credit: Dave Cilliers / ZA Bikers
The Multistrada launches past traffic so fast that you short shift back to sixth surfing the wave of smooth torque and horsepower whilst it reels in the horizon. You really don’t need to downshift, but why would you not conduct that magnificent V4 Italian symphonic delight at every opportunity? Despite this excessive enthusiasm, the fuel consumption remained very acceptable, hovering around 17 km/L. The V4 Multistrada is an incredibly good Adventure Sports Tourer, with flair and good looks unique to Italian motorcycles. The S variant raises the bar even further, with a wad of high tech extras. As Glen, an airline Captain by profession, riding his V4 S with his lady Colleen on the pillion, puts it, “riding the V4 S long distances is like flying Business Class”. Well said, Captain Glen!
Photo credit: Dave Cilliers / ZA Bikers
In the interest of getting home reasonably early and to avoid the appalling Bethal road, Jos apologetically led us onto the N4 near Middelburg. We ran swiftly and smoothly back to World of Motorcycles, still feeling fresh despite having just despatched over 600 kays in iffy weather, over some less than perfect roads. The Ducs did not even raise a sweat! A short while later, after a debrief and farewell session, we went our separate ways. Another Mystery Tour is done and dusted. As always, after an epic ride, there is the slight downer as you think back on the good times and you part company with mates both old and new. God willing we will reunite for Mystery Ride 4. Words seem inadequate when it comes to saying thank you to Jos and his team, as well as to all the participants who, in effect, help to make these rides the amazing experiences that they are.
Photo credit: Dave Cilliers / ZA Bikers
In a world becoming more and more “corporate”, with big, successful companies becoming more rigid and almost, dare I say, arrogant and condescending in their dealings with their customers, Jos and his recipe with Ducati are a breath of fresh air. Strong relationships build brand loyalty better than anything else. Bikes are as much objects of the heart as they are the head. The Ducati Familia is a perfect combination of both.
This year’s Roof is now just a month away (24 – 28 November 2021), and organisers are putting the finishing touches to what will be a very welcome return for one of Africa’s most iconic Hard Enduro events.
2019 Motul Roof of Africa captured by Zoon Cronje from – www.zcmc.co.za
The buzz around the return of the Motul Roof of Africa – after only its second-ever postponement – can be judged by the fact that over 400 entries have already been received for this year’s event. Alongside the established Gold, Silver and Bronze Classes, a new Iron Class has been added to give ‘weekend warriors’ the chance to experience the mountains of Lesotho from the saddle.
As the event approaches, organisers Live Lesotho have further refined the format to achieve a perfect balance between challenging elements and striving to ensure the safety of riders and their support crews. This will see each rider limited to just five support crew members.
2019 Motul Roof of Africa captured by Zoon Cronje from – www.zcmc.co.za
The format this year will be similar to 2019, but with the notable exception of the EnduroX component. This decision was taken by Live Lesotho in an effort to avoid mass gatherings while COVID-19 is still a consideration.
On Wednesday 24 November, riders will need to go through the required documentation and scrutineering sessions. The process will take place at the Avani Lesotho Hotel & Casino (top hotel) and will be streamlined to facilitate social distancing – without being in any way less rigorous.
On Thursday 25 November, the program will run as follows:
Round the Houses through the streets of Maseru
Followed by a Time Trial at Thaba Bosiu, for all classes
2019 Motul Roof of Africa captured by Zoon Cronje from – www.zcmc.co.za
Friday 26 and Saturday 27 November, will be Race Day 1 and 2 respectively, and the start/finish will be a Thaba Bosiu, headquarters for the event.
“This year’s Motul Roof of Africa will be the result of two years’ planning and plotting new routes, so we’re certain that riders will feel it was worth the wait,” commented Charan Moore, Motul Roof of Africa Route Director and Manager of Live Lesotho. “We can confidently promise both Roof rookies and returning riders a rewarding, challenging course – something they will never forget,” he added.
2019 Motul Roof of Africa captured by Zoon Cronje from – www.zcmc.co.za
Speaking of returning riders, this year’s field will be headed by defending Roof champion Wade Young of the Sherco Racing Factory Motul Team. When he lines up at the start of the Mother of Hard Enduro, Young will be hot off the international circuit – he’s reportedly delighted to have the chance to try and retain his crown in the face of stiff Gold Class competition from the likes of Travis Teasdale (Trax GasGas), Brett Swanepoel (Rockstar Energy Husqvarna), Matt Green (Matthew Green Racing), Luke Walker (McLarens bLU cRU Yamaha), Kerim Fitzgerald (Red Bull KTM) and Heinrich Aust (Rockstar Energy Husqvarna). Kirsten Landman (Brother Leadertread KTM) will be tackling the Gold Class as training for next year’s Dakar Rally.
2019 Motul Roof of Africa captured by Zoon Cronje from – www.zcmc.co.za
Confirmed participants in other classes include riders from the Netherlands, Germany, Australia, Egypt, Malawi, Botswana, Namibia and Swaziland, as well as a strong showing of Basotho riders. The Roof is therefore providing a welcome boost to a local tourism sector that has been hard hit by the pandemic.
To make life a little easier for competitors, Motul will be sponsoring the Bike Wash facility in partnership with Eco Tanks and Goscor Power Products, with Craig Kruger and his team providing facility management. While motorcycle manufacturers will endeavour to support teams and individual competitors during the event in ways that are aligned with COVID protocols.
2019 Motul Roof of Africa captured by Zoon Cronje from – www.zcmc.co.za
“We are very much looking forward to reconnecting with our friends in the Enduro community – whilst still respecting social distance guidelines,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa. “Last year’s postponement left a gap in our diaries, so we’re especially looking forward to returning to Lesotho and the Maloti Mountains,” she added.
Lesotho’s management of COVID-19 has led to borders being re-opened for tourists (and riders). Only one negative PCR test is required for entry into Lesotho, and this must be within 72 hours of crossing the border. This negative result is then valid for 14 days, meaning that no second test is required within Lesotho. Rapid tests are available at the border, but this needs to be repeated on exit. Lesotho has also implemented drive-though border formalities, although South Africa has yet to follow suit.
2019 Motul Roof of Africa captured by Zoon Cronje from – www.zcmc.co.za
The hard work of all stakeholders, including sponsors and the Lesotho Government, has contributed significantly to the excitement that is building around the Motul Roof of Africa 2021. For more information about this year’s Roof, including the COVID-19 measures that will be in place, visit the official Motul Roof of Africa Facebook page.
For further information and to enter the event, visit the official Motul Roof of Africa website: www.roofofafrica.co.ls
After burning some rubber on the bumpy Circuit of the Americas, the Binders headed back to Misano in San Marino for another round of the Moto3 and MotoGP world championship. This weekend marked the sixteenth Grand Prix on the 2021 racing calendar, with only two rounds now remaining. This weekend brought with it chilly autumn conditions, making it difficult for the riders to get around the flat coastal circuit of Misano.
Darryn Binder
The weather conditions on Friday’s free practice couldn’t have been any different to Saturday’s qualifying. Despite the mist and light rain in free practice, Darryn Binder put in consistently quick lap times and ended FP3 in 10th, securing a place in Q2. Qualifying on the other hand proved to be a struggle for Darryn and this resulted in him lining up in 16th for Sunday’s race.
Photo credit: Petronas SRT
Sunday saw Darryn set off like a rocket, making his way from 16th on the grid to tenth by the end of the opening lap, and by the third lap he was up to seventh. By the halfway point, Darryn was in the thick of the podium fight.
Just when we thought Darryn was going for the top step, he got caught in the final laps and ultimately missed out, crossing the line in fourth. With 136 championship points, he sits sixth in the championship standings.
Photo credit: Petronas SRT
Darryn Binder: “It was a strange race because the first time we got out on the slicks was the out lap going to the grid! Going into the race, I was confident because I had a good race here last time and I knew that our set up was good in the dry. I started off in the group and made my way to the front slowly. When Dennis [Foggia] arrived at the front I knew he would have good pace, so I got behind him. However, I felt like I was pushing just to hang on to the back of him and unfortunately when I avoided [Izan] Guevara’s crash it broke the slipstream. I’ve been struggling with speed and I started drifting back. I was hoping I could hold on to a podium, but it wasn’t possible. Fourth is a bit disappointing but at the end of the day it is what it is.”
Photo credit: Petronas SRT
Brad Binder
Just like brother Darryn, Brad Binder had a tricky qualifying Saturday morning with the track drying in some places and staying wet in others. Brad just couldn’t find enough pace and his small mistake and crash in Q1 meant that he would start the Grand Prix from 20th.
Photo credit: KTM
More drama unfolded on race day as Brad took a tumble on the sighting lap, before making his way to the grid. He had to quickly make his way back and jump on his second bike to set off from 20th—thank goodness he didn’t have to start from the pitlane.
Brad made an early charge through the pack, reached 15th and continued to search the limit with his set-up, even sustaining a long lap penalty for touching track limits. A late surge from Valentino Rossi prevented Binder from finishing in the top ten. With 136 championship points, he sits seventh in the championship standings.
Photo credit: KTM
Brad Binder: “All in all, I’d say today is a day to forget. I felt quite good for the race and chose the harder tyre option. I wanted to feel what it was like on the Sighting Lap but I didn’t have my brakes warm enough going down the back straight and I locked up the front wheel. Not clever. That’s the first time I’ve ever crashed on the Sighting Lap: not good at all. I tried hard in the race and I felt like I was coming along but I wouldn’t describe it as solid. I’d like to know where I touched the green limits for the Long Lap. I’m really sorry to the team and all the guys for the confusing weekend. I’m glad Misano is over and we’ll do better in Portimao.”
Photo credit: KTM
The Binders will now have a one-week break before the final two rounds of the season get underway, starting with the Grande Prémio do Algarve in Portugal (5-7 November).
All eight classes racing in the 2021 Cannabis Energy Drink TRP Distributors South African National motocross championships will go down to the wire at the Pretoria finale in November after another utterly spectacular weekend of racing at Bloemfontein’s penultimate races on Saturday.
Red Bull KTM star, Eastern Cape hero Tristan Purdon put one hand on the SA national MX1 championship with a double win on the day. His title charge was further boosted by title rivals, Red Bull KTM teammate and Cape rider David Goosen’s Energy Drink Husqvarna sharing out the second and thirds to allow Purdon to extend his top class title advantage over Goosen to 29 points. Anthony Raynard’s Yamaha ended fourth for the day ahead of Johan Vogelesang’s KTM and Yamaha lad Jesse Wright.
Photo credit: Sage Lee Voges / www.zcmc.co.za
Cameron Durow however kept the 250cc MX2 title wide open with a double win over Tristan Purdon each time as Goosen and Raynard followed in third and fourth in both races too. KTM trio Jayden Proctor, Stav Orland and Leonard du Toit and Dalton Venter’s Yamaha ended in that order after fighting it out for the minor placings. Durow’s win saw him close his title deficit down to 10 points behind Purdon with Goosen also still in with a shout in third.
Over-30s Husqvarna rider Grant Frerichs took MX3 honours to further open up his title advantage over Ian Topliss’s Yamaha. Over 40 Honda duo Bruce Viljoen and Philip Harper were next up. So that one’s going on to the Pretoria final too. Kayla Raaff’s Kawasaki did the Bloemfontein Ladies Motocross double, but KTM lass Leah Heygate kept her championship odds alive with a double second over the Husqvarna-mounted de Lima sisters, Jadene and Cheyenne.
Photo credit: Ruben Louw
Red Bull KTM lad Jonathan Mlimi did his 2021 High School 125 cc Motocross title hopes no harm at all with another double win to extend his title advantage in Bloem. He now needs to just score a handful of points over the final weekend to wrap up the championship. Title rival Ethan Hoffman was the best of the rest with a second and a fourth on his Out of Africa Monster Energy Yamaha, ahead of Barend du Toit and Miguel de Waal’s KTMs and Luke Grundy and Wiaan du Plooy’s Husqvarnas.
The 85 cc Pro Mini title chase is however one of the closest in this year’s championship and its even closer after Bloemfontein. Emmanuel Bako now on a Husqvarna blasted himself back into title contention with a double win over Rockstar Husqvarna lad Neil van der Vyver. Ryan Adler was third on another Husqvarna with Trey Cox’s Red Bull KTM next from Alon Orland’s GasGas and Damien Venter’s KTM. Van Cox provisionally leads that title chase by a couple of points from der Vyver and Bako.
Photo credit: Sage Lee Voges / www.zcmc.co.za
Tyler Petersen’s Husqvarna took the 85 cc Junior win with a double moto success over championship leader Matthew Correia and Andrew Venter’s KTMs in Bloemfontein. Caden Weise was fourth on a Husqvarna with Kassim Hassim and Mienke Cawood’s KTMs next up. That has allowed Petersen to close up to 21 points behind Correia with Venter hanging in there in third in the title chase.
Blake Frost’s KTM and Blade Tilley’s GasGas shared out the Bloemfontein 65cc motocross wins and seconds. Husqvarna lads Sven Larsen and Nicol Smit each took a third place to end up third and fourth for the day ahead of Even Frost’s KTM and Aiden Henley’s Out of Africa Monster Energy Yamaha. All of which had a null effect on the top of the 65cc championship table, where Frost and Tilley remain separated by 14 championship points.
Photo credit: Ruben Louw
There was a bit of a shake-up in baby 50cc motocross, where Aiden Retief’s KTM took a double win with Rayden Woolls’ GasGas second and championship leader Trenton Kretzmann second and third each time. Lou Rademayer’s Husqvarna ended fourth for the day from KTM duo Ross Mackenzie and Kaylin Oosthuizen. That has little effect, but to slightly close up the title top three as Kretzmann continues to lead Wools and Retief in the championship chase.
All of which means that with 50 championship points still on the table in each class, it is now down to the championship finale at the Legends Motocross Park at Rhino Hills in Pretoria on Saturday 20 November to decide all eight 2021 Cannabis Energy Drink and TRP Distributors TRP Distributors South African Motocross champions…
Photo credit: Sage Lee Voges / www.zcmc.co.za
The 2021 South African National Motocross Championship is proudly presented by Motorsport South Africa in partnership with Cannabis Energy Drink, TRP Distributors, Prepsol, Bridgestone, Thor, Gaerne, FMF, Pro Taper, 100%, Fly Racing, Ogio, Bandit Graffix and the Race Shop.
Where did that come from? Of all the major manufacturers, Ducati has been the most reticent – some would say silent – about its electric future. Almost every day there is another story about the latest reveal of what the future will look like. But never from Ducati. It seemed as if the manufacturer from Bologna was destined to be the last stronghold of the petrol engine in the world: thumping great V-twins and V4s burning up the world’s resources in a wall of speed and sound.
But, now comes the news that, firstly, Energica – who has supplied Ego Corsa bikes since 2019 – will cease to be the supplier of motorcycles to MotoE from the end of 2022 and, secondly, that Ducati will take over the supply of electric racing motorcycles to the series!
I mean, where did that come from? When Energica announced its withdrawal, there were two options: the series might cease to exist or that one of the MotoGP manufacturer teams would step up to the plate. Well, one of them except Ducati. That was about as likely as Vespa entering MotoGP. but, here we are: Ducati will field a whole grid of electric bikes from 2023.
Image source: Ducati Italy
What is not clear is what form the supply will take. MotoE has, up to now, been a production-based series, although that might be simply because no-one was prepared to spend the money developing a prototype which might have no relevance to road machines or it could be simply because there, in Energica, was a manufacturer with a sports bike already in production.
So, will Ducati use an existing model as the basis for an electric bike or will they develop a completely new machine solely for racing and acting as a test bed for future road models? The sketch that accompanied the press release shows a bike with more than a passing resemblance to the Panigale, suggesting it could be intended to be a production model for sale to the public.
“We are proud of this agreement because, like all the first times, it represents a historic moment for our company,’ said Ducati CEO Claudio Domenicali. ‘Ducati is always projected towards the future and every time it enters a new world, it does so to create the best performing product possible.
Image source: Ducati Italy
“This agreement comes at the right time for Ducati, which has been studying the situation of electric powertrains for years, because it will allow us to experiment in a well-known and controlled field like that of racing competition. We will work to make available to all participants of the FIM Enel MotoE World Cup electric bikes that are high-performance and characterised by lightness. It is precisely on weight, a fundamental element of sports bikes, that the greatest challenge will be played out.
“Lightness has always been in Ducati’s DNA and thanks to the technology and chemistry of the batteries that are evolving rapidly we are convinced that we can obtain an excellent result. We test our innovations and our futuristic technological solutions on circuits all over the world and then make exciting and desirable products available to Ducatisti.
“I am convinced that once again we will build on the experiences we have had in the world of racing competition to transfer them and apply them also on production bikes.”
Image source: www.motogp.com
So, there you have it. The most surprising news so far this year and we haven’t even got to the EICMA show. Looks like the 2021 motorcycling year might go out with a bang!
Yamaha Motor Co., Ltd. is pleased to announce the signing of Moto3 talent Darryn Binder. He will be joining Yamaha‘s rebranded RNF MotoGP Team‘s rider line-up for the 2022 MotoGP season, with an option to stay on for 2023.
Following two years of riding in the Red Bull Rookies Cup, the South African started his full-time Moto3 class career in 2015. That year Binder became a well-known name thanks to his brother (Brad Binder) who went on to become the 2016 Moto3 Champion. However, Darryn has since long proven that he is an exceptional racing talent in his own right. Known for his hard racing and making use of any and every available gap during a race, the 23-year-old has ridden to six Moto3 podiums so far, including a win at the 2020 Catalan GP.
Photo credit: Petronas SRT
Furthermore, Darryn Binder‘s eagerness, feistiness, and seven Moto3 seasons of experience make him a perfect teammate for the vastly experienced Andrea Dovizioso, as the rebranded RNF MotoGP Team start their new and exciting chapter.
Lin Jarvis (Managing Director, Yamaha Motor Racing): “I want to give a warm welcome to Darryn. We are delighted that he is joining the Yamaha line-up next year. We‘ve had many conversations about who would be a good match for the new RNF MotoGP Team set-up. It‘s a fresh start for the Yamaha satellite team and that makes it all the more fitting to have a young and eager rider like Darryn join them, as Fabio and Franky did before him.
“For Yamaha, the primary mission of the satellite team is developing future MotoGP talents. Darryn has already shown on numerous occasions what he‘s made of in the Moto3 class. We know he is a fast and determined rider who has got what it takes to battle at the front of the pack. Obviously, the step up to MotoGP is significant and will take some adjusting, but we feel that he‘s ready, and Yamaha and the RNF MotoGP Team will fully support him for this new and exciting challenge.”
Photo credit: Petronas SRT
Darryn Binder (RNF MotoGP Team Rider): “I‘m extremely grateful for this opportunity, as it has been a lifelong dream to race in the MotoGP category. I definitely didn‘t expect to make the jump straight from Moto3 to the highest class, but I do believe I‘m up for the challenge, and I‘m ready to put in all the hard work for 2022.
“My target at the beginning will be just to find my feet in the big class and learn as much as possible to get stronger and stronger throughout my rookie season.
Photo credit: Petronas SRT
“I would like to say a really big ’Thank you‘ to Yamaha and the RNF MotoGP Team for everything they have done to make this possible as well as everyone who has been involved in getting me to this point.
“I‘m now just looking forward to riding the Yamaha YZR-M1 for the first time at the end of this season.”
The Rotary Club of Brits Hartbeespoort is organising the Dam Bike Meander around the famous Hartbeespoort Dam on 21 November 2021—engines will be warming up at 9:00 am.
The event is a new concept for motorcycling and stems from the club’s previous Classic Car Meander that started with just a few cars at the first event but grew to more than 100 cars at the most recent one. They have described it as something like a treasure hunt mixed with The Amazing Race, where teams will ride to various famous or historical places around the mountainous area and complete tasks.
Image source: The Dam Bike Meander
It starts at the Hartbeespoort Holiday Resort, the venue of the last Impala Rally, Rhino Rally and Pretoria Toy Run. Registration costs R130 per person and can be done either upon arrival or beforehand via the Rotary website – rcbh.org.za. Each entrant receives a free metal badge, bandana, and complimentary ticket to the famous Hartbeespoort Cableway valued at R240. Muffins and coffee will be for sale during the morning from Cafe 2 Go.
At 9:00 am, the event starts with the various teams each receiving their first location. Once the groups arrive at these locations, they will be given a task – these range from finding something, playing a hole of putt-putt, shooting a bow and arrow, and various others.
Once the task is done, each team will receive the following location and task. Each team will have to complete five tasks before returning to Hartbeespoort Holiday Resort. The last activity will be a slow race, and everyone is free to socialise.
Image source: The Dam Bike Meander
Food at the venue is provided by Kuierkerk, with all proceeds going to the church. The resort will have a bar on hand together with a Coke Truck. Live music will be played by Costa until 14:30 that afternoon.
Prize giving will start once everyone has returned, with prizes going to both teams and individuals, including a raffle for a wheelbarrow of booze – tickets for the raffle go for R25 each.
Image source: The Dam Bike Meander
Of course, as is the way with all events organised by The Rotary Club, all proceeds from the event will go towards charity – in this case, lesser privileged children. It will be a fun day out with friends, riding motorcycles and doing it for a good cause.
For more information: Glen – 083 263 5326 Web:rcbh.org.za
Back in the 80s, my dad explored the Richtersveld with a map so big, it stuck out of the top of his generously-sized backpack. Just last week, I navigated the urban sprawl with my smartphone and the Triumph Beeline—a puck-shaped navigation unit, smaller than a roll of insulation tape. Technology, right?
The Triumph Beeline device is on-board motorcycle navigation distilled down to its simplest, smallest, and most stylish form. Working with a smartphone app via Bluetooth, the tiny round device spits out basic turn-by-turn directions. It’s not unlike the built-in navigation on Triumph’s high-end TFT displays, albeit with a slightly different execution.
Photo credit: Wesley Reyneke / ZA Bikers
Priced at R3,995, it’s a chic alternative to traditional GPS devices. And since it’s built waterproof and shockproof, it’s a safer alternative to mounting your phone to your bars (especially with reports of iPhone cameras conking out from motorcycle vibrations). So if you’re riding something classy like the Triumph Bonneville T120 I’m testing here, don’t need a full map in front of you, and don’t want to clutter up your cockpit, it’s worth a look.
The unit is made for Triumph by the UK-based company Beeline, and is effectively a badged version of their ‘Moto Metal’ product. The Triumph version’s metal casing comes in a gunmetal grey finish, with the addition of a pinstripe and a Triumph logo laser-etched into it. There’s more branding in the form of Triumph’s triangular logo on the bottom, and on the display itself (when the unit is powered on in sleep mode)—but inside, it’s identical.
Photo credit: Wesley Reyneke / ZA Bikers
It’s also branded subtly enough that you could use it on any bike. And the smartphone app that it runs with is from Beeline, not Triumph themselves—so there’s nothing tying you to the brand.
So what’s it like to use? In a word: easy.
The Beeline device’s biggest selling point, hands down, is how user friendly it is. It took me less than 10 minutes from opening the slick packaging, to having the unit attached to the bike, paired with my iPhone and ready to navigate. There’s a quick start guide in the box that outlines just a few steps—like installing the app, creating a profile and connecting it up to your nav unit via Bluetooth—but you’ll breeze through it quickly.
Photo credit: Wesley Reyneke / ZA Bikers
In the box are the nav unit, a USB charging dock, and a very cleverly designed universal mount. It consists of a hard plastic ‘socket’ for the unit to clip into, with a foam backing that’s moulded with multi-directional contours, to fit a wide range of surfaces. The most logical place to attach it is the handlebars, but it even sits nicely on top of the T120’s solid top handlebar clamp. A pair of rubber o-rings holds it down (the kit comes with two different sizes).
The unit clips into the mount with a press-and-twist motion, and only fits one way—so it’s impossible to get wrong. Beeline have even made the power button silver, unlike the other buttons on the unit, so that you can quickly orientate it when you’re attaching it.
Photo credit: Wesley Reyneke / ZA Bikers
To start navigating, open the app, tap on “Plan ride” and punch in your destination. The app will figure out two different routes—pick one, hit “Go” to start navigating. Beeline uses Google Maps within the app, so I had zero issues finding locations, and functionality like the ability to avoid highways or tolls, and view the map in satellite mode, is baked in.
Once you’ve set a route, the Beeline unit’s display will point you in the right direction via a simple, but easy to understand, set of graphics. An arrow tip dominates the display, pointing you in the general direction you should be heading, and a small dot along the perimeter indicates your next turn.
Photo credit: Wesley Reyneke / ZA Bikers
There are also icons to denote intersections, like circles or highway on and off-ramps, and a progress bar that shows you how far through your journey you are. The whole affair is delightfully minimalist and ridiculously intuitive. The graphics are a soft grey colour against a black background (there’s a high contrast black-on-white setting too), and are so crisp that they have an almost analogue feel to them.
Finding your way with the Triumph Beeline unit is a cinch, and the ability to glance down and digest basic info, rather than follow a marker on a map, helps you stay focussed on the ride. The unit does get a little baffled with parallel streets running near each other, or multiple turns that are in close proximity, but it’s not the only nav system on the market that struggles here. And the usual route recalculations after a wrong turn or detour are adequately quick.
Photo credit: Wesley Reyneke / ZA Bikers
The buttons on each side of the unit let you scroll through a few different screens. There’s a clock, a battery indicator that shows levels for both your phone and the unit, and a simple settings screen that lets you adjust a couple of things on the fly. There are more readouts available while you’re actively navigating; a trip meter that also shows the distance to your destination, a time-based trip meter, and a speed indicator. And you can also end navigation via a couple of button presses on the fly.
That speed readout is only available during navigation—and that’s a pity, because it’s a super handy feature, particularly on a classic bike with a dodgy (or no) speedo.
Photo credit: Wesley Reyneke / ZA Bikers
There’s another feature built into the Triumph Beeline device: a ‘compass’ mode. Rather than offer turn-by-turn instructions, it simply points to your destination and tells you how far away it is, as the crow flies. It’s fun enough if you’re in a treasure hunting sort of mood, but ultimately it’s more gimmick than useful tool. And it won’t stop you from heading down roads with no thoroughfare, either (I speak from experience).
The app itself can do more than just pick a destination and take you there. You can save your favourite destinations, import and export GPX files, see your previous rides, save those rides to your favourites, or plan a route and store it for later use.
Photo credit: Wesley Reyneke / ZA Bikers
You also have the ability to plan complex routes, with multiple destinations or alternate ways of getting there—but it takes some serious fettling. The option to add an extra stop isn’t immediately apparent; it only seems to appear once you choose your first destination and flick between the two calculated route options.
When you have added multiple destinations, there’s also no obvious way to re-order them. And once you start riding a route with multiple waypoints, the unit itself is obsessed with hitting each one. So if you decide to take an alternate route and miss a stop, it’ll keep trying to point you back that way rather than giving up and focussing on your final destination.
Photo credit: Wesley Reyneke / ZA Bikers
If you’d prefer to manipulate your route rather than add multiple stops, the Beeline app does give you the option to tap-and-drag the actual route onto other roads, just like Google Maps. But it takes a lot of practice to get this right.
The system also tracks your rides, so that you can recall them later. It’s a nifty feature, but it’s another area where the app could use improvement. For starters, it only tracks rides while you’re actively navigating, and it would be super useful if it did it every time you ride and the unit is connected.
Photo credit: Wesley Reyneke / ZA Bikers
Secondly, when you recall a ride and ‘replay’ it, it ignores the actual path you rode, and recalculates the quickest route between the start and end points of your ride. So if you’ve spent an afternoon exploring backroads and want to follow the same route again, you’re out of luck.
It’s worth mentioning the unit’s stellar battery life too. I used it on and off for about a week, and hardly put a dent in the power level. So it should get by without a rigorous charging schedule.
Photo credit: Wesley Reyneke / ZA Bikers
When it comes down to it, the Triumph Beeline unit does the important stuff very well, and in a really clever and intuitive way. My only hangups with the system are centered around its frills, and the functionality of the app. But apps are updatable, and so is the actual unit’s firmware—which means the system is future proof, and, with a few refinements, could be a true powerhouse.
The story of Biker’s Warehouse is really the story of Mike and Kerry Puzey and their combined journey to becoming one of the fixtures of motorcycling in South Africa.
Photo credit: Biker’s Warehouse
As so many stories often start, the story of Biker’s Warehouse has its origins in a bunch of friends sitting around a table, reminiscing about their youth and the fun they had. Thoughts turned back to the time when they all rode small bikes that were cheap to buy and run and which provided simple transport.
Photo credit: Biker’s Warehouse
They all realised that they missed those days and wanted a way of re-creating them through access to cheap, small bikes. Thus started the pit bike craze, at the head of which was Mike Puzey himself, designing and importing such bikes and finding a ready market for them outside of his circle of friends.
Photo credit: Biker’s Warehouse
Mike and Kerry formed the Puzey Motor Corporation in 2006 selling pit bikes and stand-up scooters, branded Big Boy. The company had humble beginnings, with a workshop and showroom at their property in Malanshof, Randburg. In addition, they established a dealer network throughout South Africa.
Photo credit: Biker’s Warehouse
In 2008, the company had outgrown their home-based setup and they moved to the current location on Malibongwe Drive, Northriding, although in those days, they made do with 400 square metres and not the huge, multi-brand dealership we know today.
Photo credit: Biker’s Warehouse
New products were continually added to the range on offer: first of all the Bladez Scooter and then venturing into 250cc off-road motorcycles, developing and manufacturing their own range of XTR-brand motorcycles.
Photo credit: Biker’s Warehouse
In the years 2010 to 2013, focus shifted from wholesale into retail, with the Puzey Motor Corporation premises continually growing to eventually take over the whole warehouse building.
Experiencing life in the U.S. in the early 2000s showed them how multi-franchise dealerships could work and Mike and Kerry decided to bring this concept to South Africa. In 2013, they became a Husqvarna dealer and, at the same time, the name of the company was changed to Biker’s Warehouse: a whole new concept was born.
Photo credit: Biker’s Warehouse
Next job, was to grow the accessory and apparel side of the business and Wayne Farmer was brought in to oversee this transformation. The fact that Biker’s Warehouse has become the acknowledged premier ‘one-stop shop’ for all your motorcycling needs in Gauteng, whether for racing or everyday riding, is a testament to his vision and leadership.
Photo credit: Biker’s Warehouse
All the time, the store was expanding, with a seemingly constant stream of expansions and add-ons, not least of which was in staff numbers. The 43 employees who now work so hard to meet international standards of stock and service have become one big happy family and are a large part of the success of Biker’s Warehouse.
The dealership covers all brands of accessories and apparel across all riding spectrums from kids and teens to adults, for on or off-road, adventure or commuter riding. They can even facilitate fleet motorcycle orders.
Photo credit: Biker’s Warehouse
In 15 short years, Biker’s Warehouse has gone from strength to strength, with more and more brands being added. In addition to the Puzey brands, Husqvarna, Suzuki, Honda, Kawasaki and Sym are all represented.
If you have never been to Biker’s Warehouse, you should do yourselves a favour and pay them a visit. We don’t think you’ll be disappointed!
Keep an eye out for Part 02 which will be published next week…
This was the winter of our discontent. Lockdowns, curfews, shuttered restaurants, booze bans, working from home, anarchy, arson and looting, the coldest, most miserable winter in more than a decade. Small wonder the mood in the country was pessimistic at best and desperate at worst. There was only one remedy, a long ride in the company of good maats on roads less travelled to warmer climes.
The pinnacle of male bonding! Hanging with maats in a faraway boozer and especially if there’s a donkey involved…
I called the friendly folk at BMW and asked if I could ride their R 1250 RT demo and they kindly agreed. There are four colour options in the new RT range. The colour I hoped for was Racing Blue Metallic and that’s exactly what I got when the motorcycle was delivered on Tuesday morning. I parked the bike in the sunshine and spent many minutes examining it in detail, drooling over its magnificence and the new (for 2021) features. The most striking enhancement is the new LED headlight cluster which fundamentally redefines the RT’s face giving it a more aggressive and purposeful look in keeping with BMW’s intent to brand the RT as a sports tourer as opposed to a sedate touring machine.
Fierce and handsome. The RT’s new face redefines the bike and its sporting nature.
The other obvious upgrade is the 10.25-inch TFT display. The screen is so wide it reminded me of watching Cinemascope movies in my 1960s misspent youth. The display provides every conceivable data point from the electronic engine management system and in addition, gives the option to display maps and music selections when connected to the BMW Motorrad Connected App. Download the app, place your phone in the right-hand cubby hole where wireless or USB charging ensures you are always connected and ready for action.
An enormous TFT display provides all the info you could ever need.
On a beautiful Wednesday morning, our rendezvous was the Total Petroport on the N3 between Alberton and Heidelberg. Gus and Laurence were both riding their previous generation R 1200 RT machines, Jamie was on his R 1200 GS Adventure and Mikely was styling on his brand new KTM 1290 Super Adventure S. There was some debate about our route south. I wanted to ride the backroads and the others wanted to haul straight down the N3. We agreed to go our separate ways and to meet on the outskirts of Warden where the R103 and the N3 converge.
On the far side of Heidelberg, our routes diverged. I left the N3 and rode the R23 to Balfour and then hooked right to Grootvlei on the R51. I made it to Villiers in double quick time and crossed the Vaal River into the Free State but still, I was pretty sure the others were ahead of me. Just before the Villiers tollgate I picked up the R103, gunned the RT through the gears and settled into high speed, distance demolition mode. It’s 110km from Villiers to Warden and for most of that distance, the RT and I easily maintained 180km/h with the odd foray to ‘warp speed’ where the road beckoned faster, faster. It was an exhilarating ride. The RT was in its element and carried me in absolute comfort and safety across a landscape of golden fallow fields.
Only bikers can truly appreciate the call of the open road.
In places the R103 surface is rutted and there are some potholed sections but overall it’s no worse than most R roads in the country. Of course, the surface is not as smooth as the N routes but the electronic suspension insulated me from the irregularities and, frankly, 180km/h felt pedestrian. I experimented with the electrically adjustable windscreen and soon found the ideal height where there was minimal wind noise around my helmet and I could see over the top of the windscreen. I chose the display setting which provided all the information I needed on the long road: ambient temperature, time, range, engine coolant temperature, tyre pressures and speed. At a glance, I always had the assurance that all was well with the bike and my enjoyment of the blue missile grew with each passing kilometre.
As I neared the convergence of the N3 and the R103 I looked to the north and was delighted, yet not entirely surprised, to see four headlights approaching. It was a moment of purest serendipity as the group reformed and the five of us swept down the hill into Warden laughing in our helmets and giving high fives and thumbs up all round. We took the offramp to Bethlehem and stopped on the bridge over the N3 to rehydrate and compare notes. Gustav said, “You must have been flying because we were doing 150km/h down the N3.” “180” I replied in my most nonchalant tone.
Biker friendly Kestell Hotel.
Our midday destination was the Kestell Hotel. We rode southwest past Afrikaskop and short before long settled into the bar at the hotel for an early lunchtime snack. The hotel is owned by Martin and Elaine Potgieter and managed by their friend Andy Haramis. The bar is decorated with motorcycle memorabilia and bikers are assured a warm welcome.
Your hosts Elaine and Martin and Andy.
From Kestell we rode south towards Phuthaditjhaba and then east towards Harrismith before riding the lovely flowing road that runs along the picturesque shores of Sterkfontein Dam to the summit of Oliviershoek Pass.
Magnificent Free State scenery near Phuthaditjhaba.
We stopped at the viewpoint to wonder at the vast fawn coloured landscape that stretched below us into the distance where land and sky met on an indistinct horizon. Oliviershoek Pass is a riders’ road, a challenging ribbon of tar which has been the ruin of many a poor boy and demands respect. It’s a thrilling ride and when you reach the foot of the pass it’s full-tilt riding across the rolling foothills of the mighty Drakensberg. We rode in a high-speed convoy and soon Bergville and Winterton were behind us. But the thrill of blasting down the R74 ended abruptly when we joined the N3 north of Estcourt.
The summit of Oliviershoek Pass. On a clear day, you can see forever.
The N3 was a mess. There were roadworks everywhere and in many places, the freeway was restricted to one lane in each direction with the velocity of the traffic determined by the slowest 26 wheeler. Every time I ride a bike I have reason to be grateful for two wheels as I weave my way through the chaos and pity the poor baastids trapped in their cages with no escape in sight. This was one of those occasions. We cruised sedately through the roadworks, sometimes in the yellow lines and sometimes in the lane which was closed for repairs. It wasn’t stressful riding but it wasn’t pleasant either so we left the N3 and rode the R103 to Mooi River. The R103 is a narrow, winding country road and sixty years ago it was the main route from Johannesburg to Durban. Of course, that was in the days when South African Railways was a symbol of national pride and there were no juggernauts and far fewer cars on the roads.
The N3 was a mess. Instead of joining the chaos, we rode the R103 which was the road from Johannesburg to Durban sixty years ago.
From Mooi River, we continued on the R103 through Rosetta to the legendary Notties Hotel for a cold one. We had planned to sleep at the Nottingham Road Hotel but unfortunately, there was no room in the inn so once we had quaffed our drinks we rode two kilometres to Gowrie Farm Golf Course where we had booked for the night. What a swanky joint! The members’ lounge, clubhouse and hotel looked brand new, the rooms were beautifully appointed and exquisitely furnished. In the twilight, the view from the lounge was an incomparable Natal midlands scene, the lake surrounded by manicured fairways and greens and rolling emerald hills blending into the purpling sky. All of this, for R850 bed and breakfast. When next you’re in the midlands spend a night at Gowrie Farm.
A room with a view. Gowrie Farm Golf Estate is a magnificent destination.
You’ll love it. That evening we dined like kings at Bierfassl renowned for its authentic German dishes. We all tucked into delicious 500-gram “ladies” Eisbeins which none of us could finish. Bierfassl portions are large! On the menu, there’s a 1.2-kilogram Eisbein but I think only a hungry lion could finish such an enormous slab of Shweinefleisch.
Bierfassl Eisbein! A culinary extravaganza.
After breakfast on Thursday morning, we took the serpentine backroad that runs down the mountain past Balgowan and Lions River to Howick. We followed the N3 south and just before Hilton took the R617 westward into the mountains. The weather was perfect, the road was in good condition and we made excellent time with the mighty bulwarks of the Drakensberg looming ever larger on the western horizon. In the July orgy of looting and violence, Bulwer was badly affected. Most of the shops in the main street were burned-out shells and when I stopped for photos it was clear that photographers weren’t welcome so I got the hell out of Dodge City.
The aftermath!
The road to Underberg was as beautiful as always even though the trees were bare and there were massive veld fires raging, sending towering columns of smoke into the sky. The R617 from Underberg to Kokstad is one of my favourite roads in all the land. It’s 110km of biking heaven characterised by flatstick straights, delicious sweepers and uninterrupted views of the Drakensberg to the west. My riding companions had stopped for lunch in Underberg and I didn’t see their bikes so I rode alone, ace pilot in a vast landscape, feeling like the last man on earth. It was a magical afternoon.
Massive veld fires on the road to Underberg.
We regrouped in Kokstad and followed the N2 eastwards to the Indian Ocean. Soon after we left Kokstad the weather closed in and we rode under a low scudding cloud for the next 120km. It was pretty chilly, there was rain in the air and the N2 was unexpectedly busy so we took it easy as we ticked off the landmarks; Stafford’s Post, Harding, Izingolweni and Paddock.
St Patrick’s Catholic Cathedral, Kokstad.
As we approached Port Shepstone the clouds disappeared and we rode to Pistols Saloon in Ramsgate in brilliant late afternoon sunshine. After a good day in the saddle that first Castle Draught slid down effortlessly.
Pistols Saloon. A favourite south coast watering hole.
Laurence owns a magnificent home in Palm Beach and this was our slaap plek for Thursday and Friday nights. Standing on the deck we had 180-degree views of the moonlit ocean as we braaied, drank our wine and swapped stories like old maats do. Friday was a slack day. After a late breakfast, we cruised the coastal peripheral roads, stopped at Splash Rock for pictures and visited the memorial to the Portuguese vessel the São João which ran aground in 1552 near present-day Port Edward. We ate lunch at the Blue Lagoon in Ramsgate and after such a hectic morning I, for one, thoroughly enjoyed an afternoon siesta at Chez Laurence.
Splash Rock, Port Edward.
Saturday was supposed to be a relatively easy day in the saddle but it didn’t quite work out as expected. We left Palm Beach shortly after 09:00 and followed the N2 north. We stuck to the speed limit because we didn’t want to get gripped by the cops in Zero Tolerance land. At Park Rynie we struck inland on the R612 into the heart of rural Zululand and this is where things got a bit weird. The road winds up through hills covered in sugar cane plantations that stretch as far as the eye can see. The road is littered with cane stalks that fall from the trucks that transport the harvested cane to the mills. This was high concentration riding as we dodged the cane and the slippery patches where cars had crushed the stalks. There are dozens of small villages each with its set of bloody awful speed bumps to stop you from ploughing into the goats and cattle that wander across the road. We stopped in Highflats for fuel.
Must be rather unpleasant to be apprehended by the Body Fluid cops.
On a Saturday morning that town was bedlam, the road choked with taxis, pedestrians and stray animals. And after Highflats the 25km to Ixopo just got worse. There were three long Stop/Go sections where one half of the road had been excavated. I’ve never cared for Stop/Go nonsense so Mikely and I rode straight through and had no problems dodging oncoming traffic. We stopped on the far side of Ixopo at the Mariathal Mission and when the others caught up we followed the R56 northwest to Richmond through the valley of the Umkomazi River. The R56 is a special road that begs to be ridden briskly. Long sweepers and steep gradients deliver an exhilarating ride. We rode in a fast, tight gaggle relishing that ineffable camaraderie only long-distance bikers can know.
Mariathal Mission near Ixopo was founded in 1887.
On the outskirts of Pietermaritzburg, the traffic was a shambles and the group got separated. Mikely and I rode together and ploughed a path through the dense downtown traffic hoping we would find a sign pointing to the N3. It was hot and horrible and we soon discovered that red traffic lights meant nothing to the locals. Fifty years ago Maritzburg was fondly known as Sleepy Hollow. Those days are long gone. Now it’s a nasty, decaying, overcrowded slum. We eventually found an onramp to the N3 and rode north to our lunchtime rendezvous at the Notties Hotel. It was an uneventful cruise up the freeway but it wasn’t a happy time for the travellers on the N3 South. A 40-foot container fell off a truck and blocked the freeway. Two monster recovery trucks were attempting to move the container and the freeway was closed. The queue stretched for 10km and heaven only knows for how many hours the poor bliksems were stuck on that godforsaken road.
Groot kak N3 style. A truck lost its container and the N3 South was closed. The traffic was backed up for 10km.
After lunch, we rode the N3 north at a leisurely pace and mid-afternoon parked the bikes in the grounds of the Green Lantern Hotel at the top of Van Reenen’s Pass. The Green Lantern has become a friendly destination for bikers and a motley crew of maats had ridden in from Joburg for a one-nighter with us. Before settling into the bar with the boys I walked around Van Reenen town taking photos.
The Green Lantern. Biker friendly Olde world hotel.
The railway station used to be a busy place but now it’s derelict and vandalised, a poignant metaphor for the decay of this country. We spent a happy evening in the bar and fortunately, the bar closed early so the staff could get home before curfew. On Sunday morning after breakfast, we rode the N3 home to Joburg. For much of the journey, I set cruise control at 150km/h and relaxed on the pillion seat while steering with my knees.
Riding pillion with the invisible man.
The total distance for the ride was 1775km. The average fuel consumption was 16.6km/L. The RT was absolutely flawless; comfortable, swift and safe. It’s the motorcycle of choice for many men who love the long road. Priced from R341,600 your new RT awaits you at BMW Motorrad.
BMW R 1250 RT
For more information on the bike that we tested in this article, click on the link below…
Saturday 16th October saw BMW Motorrad Centurion (formerly Bavarian Motorcycles) celebrate their move to new premises in proper style by giving all its customers and supporters an excuse to get out of the house and enjoy some like-minded company for a few hours on a Saturday morning.
Photo credit: Bjorn Moreira / ZA Bikers
The October Fair was the event, and it was a great social morning in the sun. Not only were there food and accessory stalls, but there were demo rides available on a variety of BMWs, while Clint Cunningham entertained the crowds with some brilliantly performed tunes.
Photo credit: Bjorn Moreira / ZA Bikers
For many people who hadn’t had the opportunity to visit the new premises, October Fair was the perfect opportunity to do just that and to say hello to some familiar old faces.
Fire It Up! has a busy October in place for all of its customers and whether you have bought a helmet or a motorcycle, you are invited to join in the fun.
The Fire It Up! Tribe is an informal group of like-minded people who get together regularly to ride, eat, watch MotoGP and simply enjoy being part of a motorcycling community and everyone is welcome to join in.
October is going to be a great month and it kicks off with a Night Breakfast Ride to Upper Deck bar and restaurant in Hartbeespoort on Wednesday 20th. Meet at Fire It Up! in Bryanston at 5:00 pm, ready to leave by 6:00 pm. The ride is about 58km and everyone is welcome, no matter what bike you ride or what pace you want to ride at.
Then, on Sunday 24th, why not join the Tribe at Fire It Up! to watch the Misano MotoGP? The Fire Diner will be open serving food and drinks and they’ll be showing all three races from 11:00 a.m. This will be Rossi’s last race on home soil so expect the atmosphere at the track to be electric.
Image source: www.motogp.com
Thursday 28th sees a Customer Evening which is an informal meet and greet occasion for all Fire It Up! customers. If you have any questions on any subject to do with Fire It Up! or your motorcycle, then this is the time and place to ask them, or simply come for a drink and a snack and a chat. The evening starts at 6 pm.
Finally, on Sunday 31st, there’s a Halloween Ride to V8 Roadhouse in Hartbeespoort. Meet at Fire It Up! at 8:30 a.m. to leave by 9:00 a.m. As always with the FIU rides, all riders on all bikes and of any skill level are welcome: you’ll not be left behind and there will always be someone behind you to make sure you are safe.
Image source: Ride to V8 Roadhouse
So, there you have it, a busy month ahead. For more information, contact Fire It Up!
October is Breast Cancer Awareness Month and to mark this important occasion, the amazing people at Cancervive are organising a breakfast run on the 24th of October.
But this is no ordinary breakfast run. First of all, there are two departure points, one at the Total Garage at the Gordon Road off-ramp on the N1 highway and the other at the BP Garage at the John Vorster off-ramp, also on the N1 highway, but this time in Centurion.
Meet at 6:30 a.m. to leave at 7:00 a.m. from both locations and ride to Molitva Orthodox Mediterranean Restaurant in Kromdraai. R120 will buy you a plated breakfast and the price includes a donation to Cancervive. For catering purposes, Cancervive would appreciate it if you could pay for your breakfast online. You can book online HERE.
ALL WELCOME (Bikes, Cars, horses, donkey carts, etc…) You can go straight to the venue to be there by 8:00 a.m. or join one of the rides (Jhb or Pta).
There will be a lucky draw and other prizes, including one for the rider who wears their Cancervive colours with pride. Get into the spirit and dress up! We know you want an excuse to wear your tutus and crowns.
For more information contact Debbie on 079 529 7311 or Christina on 082 753 8796
The 28 semi-finalists were put through their paces during an extensive 3-day bootcamp which tested them on various tasks that involved more than just riding a bike.
The selection panel had the arduous task of eliminating 14 of the 28 hopeful semi-finalists by conducting theoretical and practical tests that varied from adventure related general knowledge questionnaires to African geography quizzes. The semi-finalists were also asked to perform various practical and mechanical tasks with the added pressure of time limits per task.
Photo credit: Honda South Africa
The individual tasks also included the assembly of adventure essential accessories to the CRF1100 Africa Twins, one of the finest adventure motorcycles, and the bike they will be using to compete in the Honda Quest 2021 competition. Additional tasks over the 3 days included the assembly of a camp, motorcycle maintenance, tyre and tube repairs among others.
The selection panel were constantly on the lookout for individuals who demonstrated the competitive spirit and determination to complete the necessary tasks that would stand them in contention to compete in the final of Honda Quest 2021. Individual interviews were also conducted with each of the 28 semi-finalists which gave the panel insight into the behavioural responses of each semi-finalist.
Photo credit: Honda South Africa
The seven teams of two will now have the opportunity to embark on a life changing adventure from 1 – 10 November as they navigate through the challenging terrain in the Northern Cape’s Richtersveld, Namakwa Eco Trail, Tankwa Karoo and Cederberg whilst competing for the title of Honda Quest True Adventure 2021. The winning team will ride off on the very bike they will have competed on.
Brother Leader Tread KTM took top honours when leading rider Bradley Cox snatched up the overall National Cross Country Championship on Saturday. Fresh off his National Enduro E1 Championship title, the victory comes especially sweet for the multi-disciplined star.
The nail-biting season finale took riders to Virginia Trails in KwaZulu-Natal, where a confident Cox had the home ground advantage. After a consistent performance in the OR2 Class throughout the season, a third place overall was all it took for Cox to claim the title in his class and overall.
“It’s been a dream year! I’m so thankful for everyone that has been a part of my success because without their support, this wouldn’t even be possible,” said an elated Cox.
Photo credit: Sage Lee Voges / www.zcmc.co.za
The rider’s racing dreams are only just starting to unfold as the ultimate event of them all loomslarge – the Dakar Rally. Cox has been hard at work as he prepares to step onto the international stage and represent his country in his debut Dakar event.
With the help of Dakar legend and father, Alfie Cox, the future looks bright for the rising talent. His recent trip to Morocco to compete in Rallye Du Maroc has put the rider in good stead for the Dakar dunes. With a third place in Rally 2, Cox used the event to showcase his potential to achieve great things in the sport.
While the season didn’t unfold as Brother Leader Tread KTM teammate Charan Moore had hoped, the rider describes feeling grateful to share in the team’s successes. Moore had a tough day in the saddle on Saturday after a crash set him back by almost 50 minutes.
Photo credit: Sage Lee Voges / www.zcmc.co.za
“It’s been tough year for me with a whole bunch of bad luck. The race started off very tentative in the conditions, but I got into a good flow and worked my way back into the top ten. I had a crash in the dust and the bike slid off a steep mountain ridge, I was so stuck that I spent almost 50 minutes getting back up to the track!” commented Moore.
While he was frustrated by the event, he is more determined than ever to come back stronger next year. He said, “It’s been a difficult year for me personally but I’m happy to share in the team’s success and be a part of such a great family. I am so motivated to come back fitter, stronger and ready for 2022. This season taught me resilience and to keep going and push through, even when things don’t go your way!”
Photo credit: Sage Lee Voges / www.zcmc.co.za
Like Cox, Moore will represent South Africa as he makes his debut in the Dakar Rally next year. It’s full steam ahead for the rider as he shakes off his disappointment and prepares to race for the greatest title of them all – a finisher’s medal at the prestigious event.
Husqvarna motorcycles SA wishes to welcome Junior “Pritchard” Ngwenya onboard as their esteemed race technician. Junior has been working within the dealer network for the past 15 years and has come on board as the official race technician for the Rockstar Energy Husqvarna Race Team. His experience is second to none and his attention to detail is something Husqvarna motorcycles SA, as a company, appreciate beyond measure.
The team look forward to sharing many championships with Junior at the helm of the technical side of their race machines.
The 2021 South African Cross Country Motorcycle Championship may have been Kawasaki’s comeback year, but few would have imagined that the green machines would dominate as they did as the season progressed. It started quietly and without much expectation earlier in the year, but come championship time, not only is Kawasaki hero Mike Pentecost the 2021 OR1 champion, but he also dominated the class to take all three of the final open wins in a row.
Pentecost was also the only double overall Cross Country winner of the year as he led the way on his CiT Franchise Company Kawasaki KX450X in the Virgina Trials finale at Eston KZN. D’Artagnan Lobjoit added to the delight when he made it an OR1 title 1-3 on his Pepson Plastics Motul Kawasaki KX450X, while motocross refugee Wyatt Avis impressed on his Cross Country debut, coming home fourth in Seniors in the tough KZN finale on his KX250X.
Photo credit: GXCC / www.motorsportmedia.co.za
“We came, we saw and we conquered,” a delighted Pepson Plastics Kawasaki Motul team principal Iain Pepper confirmed. “Kawasaki only brought its new KX X range to market this year and we jumped at the opportunity to race the new machines. “I don’t think even I would have expected to be telling you that Mike is the national OR1 title with Dart third in our first season. “Mike has also won every race since he switched to his KX450X to make it a proper dream come true!”
“This was such a stressful week knowing Brett Swanepoel and I were tied on points and having it all to do to win the championship,” newly crowned South African OR1 champion Mike pentecost explained. “So I had sleepless nights and then I pulled number 1 in the time trail start position draw. “That made me even more nervous! “But I had a killer time trial and won, so I was even more stressed knowing I had to open a 56 km loop with long grass and very little else to follow!
“I knew when Brad Cox caught me on the first lap that I had to push, so I just went for it. “But I bogged down on lap 2 and by the time I had the bike out the mud, I had my championship rival Brett all over me. “More stress!. “So I fought back again and opened up the lead, but then I had a massive crash on the third lap and my bike was all twisted up. “Knowing it was a 10 minute DSP stop, I limped back to the pits and the guys did a great job straightening the bike.
Photo credit: GXCC / www.motorsportmedia.co.za
“When I got going again, Brett was right back behind me and that stressed me out again! “So I pushed like hell to get away! “Then my exhaust broke and I had no power, a hell of a lot of noise. “I was so worried Brett would catch and pass me after all that, so I pushed like hell, worrying all the way that I’d hurt a valve. “Yet my KX450X made it through and I was still by a minute and a half ahead. “I had won the race and I am OR1 champion!
“It has been an incredible and stressful year — I came back to racing with no funds and was using old parts to keep my own bike going. “By the glory of God, however, I was picked up by the CIT Franchise Company team to ride the new Kawasaki KX450X midway through the season. “And now I am champion! “I actually have no words, besides to thank my team for an incredible opportunity. “And for Kawasaki — what a season — I am so proud to be part of it!”
“What a fantastic day and debut national season!” D’Artagnan Lobjoit admitted. “Third in OR1 in a Kawasaki 1-3 is beyond our wildest dreams, but my Pepson Plastics Kawasaki Motul team made it happen and my KX450X ran like a rocket right through the season and across the country! “We’re not done yet — there are still two GXCC Gauteng races to go so it’s eyes on that prize. “Special thanks to Iain and my incredible team — this was a national year to remember!”
Photo credit: GXCC / www.motorsportmedia.co.za
Former international motocross star Wyatt Avis enjoyed a challenging Cross Country debut. “I had an absolute blast!” Wyatt admitted. “The team was awesome and so helpful, although I felt like I could have done better had I not had an issue with my helmet on lap 2. “I really appreciate the opportunity, so big thanks to Iain and the Pepson Plastics Kawasaki Motul team for making it happen!”
The trying conditions at Eston saw Pepson Plastics Kawasaki Motul OR1 man Craig Alcock end a lap down and also claimed two of the team’s title protagonists. Neither OR3 lad Kyle Mackenzie and CIT Franchise Co Senior man Deon du Toit made the distance.
“We have had an incredible season,” Iain Pepper added. “A national title in our national debut year is more than we could ever have asked for, so huge props to Mike and Dart and the whole Kawasaki Cross Country team. “That was mega! “We are still not finished though — we still have the last two Gauteng GXCC regional rounds to race and we are in a strong position there. “So it’s all eyes on Verena on 30 October. Let’s do this guys!”
Photo credit: GXCC / www.motorsportmedia.co.za
“This is just the beginning!” CIT Franchise Company team owner and manager Harry Grobler concluded. “2021 is a great foundation for Kawasaki Racing’s future will be working hard together as two teams with one goal next year. “All our CIT Franchise and Pepson Plastics Motul riders will only be Kawasaki mounted in every class we take on and we are already counting down to the new 2022 national season.”
The National Cross Championship has ended in victory for Rockstar Energy Husqvarna. Rising talent Davin Cocker, who was recruited by the team at the start of the year, stormed to the OR3 Championship title on Saturday. Also finishing the season with a stellar performance was leading rider Brett Swanepoel, who placed second overall in the prestigious OR1 Class.
The season finale took riders to Virginia Trails, a venue in KwaZulu-Natal with classic cross country terrain. After a solid time trial performance, Cocker lined up near the front of the pack for the main race. He set off with a blistering pace to take the class lead early into the race and held his composure until he crossed the finish line.
Having snatched up the first national title of his promising career, an elated Cocker commented: “This is the first national title I’ve ever won. It really has been the best season I’ve had in my career so far, but it certainly hasn’t been smooth sailing. After some bad luck that cost me a lot of points, I had to fight hard to get back to the top. Having worked so hard for this title, it’s made the win even more rewarding.”
Photo credit: Sage Lee Voges / www.zcmc.co.za
After an unforgettable debut season with the Husqvarna team, he added: “Racing for Husky this year has been a dream come true and it wouldn’t have been possible without everyone putting so much effort into supporting me. It will be very interesting to see what next season has in store and I can’t wait to get stuck into it!”
While a podium finish is something Swanepoel is proud of, it’s no secret that second place wasn’t what he had been hoping for. After a slower time trail than expected, the rider had his work cut out for him as he chased down rival Michael Pentecost in the main race.
Photo credit: Sage Lee Voges / www.zcmc.co.za
“I found it difficult to take risks in the long grass in the first lap and lost about a minute. By the second lap I found a good rhythm and started to make up some time. I put in so much effort but unfortunately had a crash in the last lap and couldn’t narrow the gap. It’s a really tough pill to swallow because I never imagined myself walking away from this event without the championship.”
After the first two rounds of the season, Swanepoel had established a healthy 14-point lead. A bout of bad luck set Swanepoel back, however, and left him fighting to catch up for the rest of the season. As he shakes off the disappointment, he will jump onto his TE 300i and focus on extreme Enduro riding for the rest of the season.
Photo credit: Sage Lee Voges / www.zcmc.co.za
“I have so much to look forward to this year still. There’s the National Extreme season finale coming up, where I have a good chance of winning the championship. Soon after that is the Roof of Africa. – I’m excited to see what I can do there and look forward to ending this year on a high note,” said Swanepoel.
Husqvarna South Africa’s Brand Manager Fred Fensham gives a parting shot as the season draws to a close: “What a roller coaster ride this Cross Country season has been. As always, some hard lessons were learned that will certainly be taken into account going forward. My thanks goes to our riders and crew, who together fought back and gave me 100% at all times. Brett carried the number one plate with pride and was a star throughout the season, just missing out on the OR1 title. We do, however, know he will fight even harder in 2022.
Photo credit: Sage Lee Voges / www.zcmc.co.za
“As for our young gun Davin – we were all excited about this young athlete at the team announcement back in January and look at him now – the OR3 Champion and winner of his first South African title! I feel it’s the start of an amazing career and there is so much more to come. We certainly look forward to 2022, so watch this space!”
At the second of six Ducati digital launches that will be taking place over the next couple of months, it was the turn of the Scrambler to be under the spotlight.
The first launch gave us the new Multistrada V2 and this one introduced us to the new Scrambler 1100 Tribute PRO and Scrambler Urban Motard. The ‘Tribute’ is a homage to Ducati’s first twin-cylinder engine and the Urban Motard takes on a modern look to target a younger generation.
Photo credit: Ducati
With these two new models, the Scrambler range expands to a total of ten models with two engine sizes – 800cc and 1100cc.
The Tribute PRO, as mentioned, is a throwback to the very first V-Twin Ducati to go on sale in 1971, which followed the trend of the time by being a naked sportster of 750cc. The Scrambler 1100 PRO tips its hat to that first bike by wearing ‘Giallo Ocra’ yellow paint and the iconic Giugiaro-designed Ducati logo and typeface. The seat is a dark tan colour, the trellis frame is black and the wheels are wire-spoked.
Photo credit: Ducati
The engine remains the venerable air-cooled V-Twin of 1079cc, which pumps out 86bhp. As with the other three models in the PRO line-up, the Tribute has the usual bells and whistles, including riding modes and Ducati Traction Control along with the single round headlight with LED inserts.
Photo credit: Ducati
The Ducati Scrambler Urban Motard is aimed at a younger demographic, which is never a bad thing. Ducati calls the styling a ‘contemporary refresh’ with cues taken from the Ducati Hypermotard.
Photo credit: Ducati
The red and white livery is a nod to the original Marlboro-sponsored MotoGP motorcycles, while it borrows the side-mounted number plate panel, flat seat and beaked front mudguard from other Scrambler models. The Urban Motard is powered by the 73bhp, 803cc version of the V-Twin and claims to have some off-road ability, while being light and nimble in the urban jungle.
With both models coming with Ducati Multimedia System, you can pair your smartphone with the bike via the clocks and there is a USB socket under the seat.
Photo credit: Ducati
No word on pricing for South Africa, nor arrival times, but keep in touch with Ducati South Africa for all updates.
Nearly 30 years old, and with more than 350,000 units produced, the Ducati Monster is a true icon. For 2021, Ducati have radically redesigned the legendary Monster—ditching its signature trellis frame in the process, and upsetting legions of fans. Is it still worthy of the Monster name though? We rode it to find out.
Never say never! Ferrari is close to producing SUVs and electric cars, BMW has gone front wheel drive, and even Moto Guzzi is working on a liquid-cooled V-twin. So, from that perspective, why should we consider the signature Ducati trellis frame eternal?
Photo credit: Jürgen Muntzeroli
With apologies to those who think the Monster has lost its identity and now looks like an updated Suzuki SV650, it was actually quite a brave move from Ducati to let go. But it’s still a Monster nonetheless.
It’s also just called Monster now, with no numbers in the name. Forget about the previous Monster 821, and don’t call it Monster 937 (its real engine capacity) or a Monster 950 (like the Hypermotard, which shares the same power plant). Ducati says the new bike is the essence of the Monster. I was cautious at first; but after riding the bike, I truly believe them.
Photo credit: Jürgen Muntzeroli
Let’s start with one specific figure: 166 kilograms. That’s 18 less than the previous Monster, and, to paraphrase a certain Colin Chapman, the “light is right” concept is as meaningful as ever when it comes to motorcycles. It’s an impressive weight reduction.
Like a Panigale!
No trellis frame? Yep, just like the Panigale, the Monster uses its V-twin engine as a stressed member, with an aluminium frame running up to the front end. Out back, a composite (read “plastic with reinforced fibre”) subframe supports the rear section.
Photo credit: Jürgen Muntzeroli
Weight has been reduced everywhere; 1.7 kg saved on the wheels, 2.6 kg saved on the engine, and 1.6 kg saved on the swingarm. Besides that, the Monster’s geometry is mostly the same. Compared to the previous Monster 821, the wheelbase has been reduced from 1480 to 1474 mm, and the rake from 24,3° to 24, which is, actually, not such a revolution.
Nonetheless, the loss of the trellis frame has another benefit: the steering angle has been improved by 7°. Now the Monster can handle traffic jams, and you don’t need to struggle to do a simple U-turn anymore.
Photo credit: Jürgen Muntzeroli
The engine offers 111 hp and 93 Nm of torque. I’m old enough to recall memories of the first 1993 Monster—the 903 cc unit produced 73 hp and 80 Nm then, and with a dry weight of 184 kilos, everyone was subdued and considering it a real beast! Since power is nothing without control, the new Monster offers features that the first 900 couldn’t dream of: three riding modes, eight levels of traction control (plus “off” for wheelies) and three levels of ABS, all there to help riders control the beast.
Photo credit: Jürgen Muntzeroli
Its light weight is not the Monster’s only asset—the ergonomics are good too. The seat height is 820 mm, but the 14-litre fuel tank is very narrow, the handlebars are 70 mm closer, and the foot pegs are slightly lower (10 mm) and further back (35 mm) than before. I used to like the old Monster’s riding position (legs folded like on a superbike, arms wide open and head low), but I feel very comfortable and confident on the new one.
I also like the new LED headlight’s visual identity, although it does look rather similar to the light on the latest MV Agusta Brutale. The colour TFT dashboard offers plenty of information, and while setting it up takes some time, it’s worth it, as the character of the Monster can be transformed. Let’s go ride it then!
Photo credit: Jürgen Muntzeroli
A smooth Monster in town
In town, the new Monster is as easygoing as any UJM (Universal Japanese Motorcycle, for the young folks). Gone are the days where you needed to train like a lumberjack to pull a clutch that was so noisy that it would wake up the neighbourhood! Even the exhaust note is a tad softer, thanks to Euro 5 regulations.
Photo credit: Jürgen Muntzeroli
Once again, I appreciate the bike’s lightness and its narrow tank. The V-twin is relatively smooth, it can handle 50 km/h in fourth gear at approximately 2,500 rpm. The ‘Urban’ riding mode is dedicated to commuters—it smooths out the ride-by-wire throttle response and reduces power to 75 hp. In that configuration, the Monster is as easy as a beginner bike, like the Honda CB500, for instance.
One downside, though: the engine releases quite a lot of heat, which you can feel at your knees. Be warned if you ride in a dense urban environment.
Photo credit: Jürgen Muntzeroli
A mean Monster on the road
166 kilos, 111 hp: those are great figures, and once on the open road, the Monster shows its full potential. If you love fun bikes like the Yamaha MT-09 and KTM 890 Duke R, you’ll love the new Monster.
Photo credit: Jürgen Muntzeroli
With its low weight, responsive V-twin and natural ergonomics, you just need to look through corners, and the bike will draw the perfect line. On board, you are fully in control, and the work Ducati did to shed all sorts of mass (like the wheels) is immediately noticeable. The Monster is a kind of a Moto2 bike on the open road, with great corner entry speed. The power is more than decent, yet delivered in a reasonable way and always usable (forget the aggressiveness of the late Monster S4RS).
The new Monster is also, in its own way, very comfortable. Unlike the wooden suspension settings of some of its predecessors, the 2021 Monster feels plush even in the first few millimetres of suspension travel.
Photo credit: Jürgen Muntzeroli
I wouldn’t be surprised to see a Monster ‘SP’ coming into the range, as the current suspension settings are limited, and, in harder riding conditions, some riders might like a bit more precision. But we are talking about some speeds that start to be unreasonable on the open road—also made possible because the Pirelli Diablo Rosso III tyres deliver great confidence, and warm up very quickly. I feel the same about the Brembo radial M4.32 callipers and 320 mm discs; they have all the power and feel you need, under the control of a cornering ABS unit.
Photo credit: Jürgen Muntzeroli
A different kind of Monster, but still a Monster
Yes, the 1993 Monster is a legend. But to be honest, its difficult carburation settings, harsh suspension, the clutch lever that gave your left arm muscle cramps and the lack of any turning circle made it an unwieldy beast. The new Monster is softer and easier—that’s a fact—but it also delivers much better performance.
Has it lost its Ducati identity? Slip into an average speed corner, get hard on the throttle, open your ears and you tell me.
Photo credit: Jürgen Muntzeroli
Ducati Monster +
For more information on the bike that we tested in this article, click on the link below…
Imagine for a moment that you can only own one motorcycle. For the sake of this exercise, consider too that you use this bike as everyday transport, not just as weekend entertainment. What bike would you buy and why? Obviously, the kind of riding you do is going to be a huge motivating factor determining your choice. I did such an exercise and this is kind of how it all went…
Thinking about the kind of riding that I do these days, it was soon apparent that an Adventure bike was going to best meet my needs. Not that I necessarily do that much off-road riding, but we have just too many stunning dirt roads to ride to have a bike that has no real off-road capability. If you are only going to own one bike, then Swiss Army like versatility is a massive plus. I have a serious soft spot for ‘Retro’ bikes, but as I carefully weighed up my options I soon realised that this decision had to be driven as much, if not more, by the head than by the heart. Modern Adventure bikes have become so hugely capable in various roles that they make a compelling argument for ‘one and only’ status.
Photo credit: BMW Motorrad SA
So what were my considerations? I put together a ‘filter’ by which I would sort of score the bikes under consideration. I love long, open road trips to faraway places, so these are the factors which I realized were really important. Reliability. This is absolutely non-negotiable. I need to know that I can get there and back with the highest degree of certainty. Comfort. 1000 kay plus days mean at least 10 hours in the saddle. Wind/weather protection and seat comfort are essential. Tank capacity and fuel economy. When you do long days in the saddle, your overall travel time is impacted more by the number of stops you are forced to make, than the speed at which you ride.
Weight. The heavier the bike that you ride, the more effort expended to ride it. Adequate performance. The bike must be able to cruise effortlessly at the speed limit ‘plus VAT’. Simple to run and maintain. The fewer electronics the better. Value for money. Covid and a weak Rand have made affordability a big issue. The less you have to pay for the bike and travel accessories the more money you have for trips. The value of your bike also has a huge bearing on the cost of comprehensive insurance.
Photo credit: Bjorn Moreira / ZA Bikers
So what bikes came up on my radar? Perhaps the best way to start is to say what obvious choices did not make the cut. All the big-bore Adventure bikes. Too expensive to buy, equip and maintain. Endowed with excessive performance. Never thought I would say that, however, when I honestly analysed the riding that I do, I realised that road and traffic conditions simply don’t enable us to ride the way that we used to. These bikes are also all a bit porky.
At the other end of the spectrum is what have become known as ‘Dual Sport’ bikes. Street legal dirt bikes. Whilst they rock off-road they are just not able to smash big distances without severely punishing the rider.
Photo credit: Bjorn Moreira / ZA Bikers
Retro’s such as Scrambler Ducati’s and Triumph Scramblers are uber cool, but just need too many add-ons to make them work. Very much a heart buy. Tank size is also a severely limiting factor. The same applies to another old favourite of mine, the Triumph Bonneville T120. So what about mid-range Adventure offerings? Candidates are BMW 850 GS, KTM 790/890, Honda Africa Twin, Ducati Multistrada, Triumph Tiger 900, Suzuki DL1050 V-Strom and the Yamaha T7 Tenere. These are, by and large, all good bikes which tick most of my boxes, with one vital exception. Price! The Yamaha is the ‘cheapest’ at R200 000. The others are all R220 000 or more.
The Yamaha had me looking long and hard. It scores on simplicity, has great off-road ability (perhaps more than I need though), a CP2 engine with reliability, economy and reasonable, if not great, long-distance comfort. But, compared to the rest of the world we have still had to pay a premium for its pleasures… Honda’s NC 750 got some serious consideration, ticking all the boxes except real off-road ability due to its 17” wheels. What else is there? Damn, then it hit me! Why do these bikes so often fly under the radar? Consider, if you will, Suzuki’s venerable DL650 V-Strom!
The ‘Strom has been around for almost 20 years. The V-Twin motor has evolved into an incredibly reliable and one of the all-round most pleasant motors in all of motorcycledom. Bulletproof, economical and endowed with decent performance, it dispenses with highway miles effortlessly, topping out at around 200 kph, not that that is in any way a requirement. It strikes a great balance between road and off-road with suspension that provides on-road comfort and the ability to traverse dirt tracks, albeit slightly slower than it’s better, for off-road, suspended opposition.
On the road, where it is likely to spend most of its time, it is more planted, with its 19” front wheel than the 21” crew. Comfort is truly exceptional, with a brilliant seat, good screen and comfy ergonomics. The tank is a full 20 litres, giving a range of over 400 kays at speed limit touring. The XT version has strong, tubeless spoked wheels. Great for plug and play convenience. Anything you ever wanted to bolt, or hang on your motorcycle is also available for the DL. Now for the real kicker. All of this comes at a price of only R145 500. Considering how I intend to use this bike it is, for me, a no brainer!
Photo credit: Dave Cilliers / ZA Bikers
I happened to come across a YouTube channel called Adventurism.
It features a Dutch girl named Nora, who has recently completed a trip from the northernmost Cape (in Norway)to the Fairest Cape of them all. You know the one with a certain Table shaped mountain? A 35,000k trip through Africa, together with her boyfriend, on two DL650 XT’s. They really toughed it out, visiting some truly gnarly places. The two ‘Stroms performed absolutely faultlessly. Prior to this adventure, Nora travelled from Holland to India and Thailand, racking up over 80 000 kays on her DL 650 with nary a hiccup. See what I mean about reliability and all road ability?
I hope to take delivery of my new Silver Grey, with stunning metallic blue wheels, Suzuki DL650 V-Strom XT in the course of the next week. What will follow is a series of ‘Strom Stories’, where I share some of the Adventures undertaken on the DL. As Covid fades, cross-border travel opens up and, God willing, my new beast is going to carry me far and wide. Botswana and Namibia, here we come. I cannot wait!
Photo credit: Dave Cilliers / ZA Bikers
I will also be bolting on a few essentials to make the ‘Strom even more suitable for its future life with me. I will share that process too. Watch this space and come along for the ride. Till next time then…
Hero South Africa, in partnership with Hero Bryanston, was thrilled to be chosen to take part in an important Hero MotoCorp initiative called ‘Ride for Real Heroes’. This initiative is dedicated to supporting ‘Real Heroes’ who make a difference to the lives of people less fortunate than themselves, asking for nothing in return and who are often not recognised for the amazing work they do.
Hero MotoCorp in India select 100 cities annually to take part in the initiative and this was the first year that South Africa was chosen to take part, a rare honour for such a young business.
Hero South Africa chose 10 customers to ride 100km, starting at Hero Bryanston and travelling first to the Door Of Hope charity in the South of Johannesburg, which does such important work raising orphaned and abandoned babies, and then on to the Bru House near Krugersdorp for an early brunch.
Unfortunately, the weather was not great but Mikael Cloete, National Sales Manager for Hero South Africa, had nothing but praise for the participants: “I really appreciate the fact that customers were prepared to ride through hail and rain to support the cause and honour the real heroes,” he said.
“Hero MotorCorp are well known for their initiatives which are aimed at giving back to the community. These are values that align perfectly with Hero South Africa. The initiative will be an annual event and we shall commit to donating to various charities and organisations and thank them for the selfless work performed.”
For more information on Hero Motorcycles in South Africa, contact Mikael Cloete at – [email protected]
Morocco is a spectacular place with amazing terrain over which to ride or race a motorcycle. Desert and dunes with mind-blowing sunrises and sunsets. Rallye du Maroc (Rally of Morocco) is particularly significant, because it is where the factories roll out their big guns and fire their first salvos in the countdown to Dakar. KTM have also unveiled their latest 450 Rally bike. I don’t care if you have never ridden a dirt bike of any kind. Any pure factory racing motorcycle is certain to get the pulses of any petrol head racing. To see a machine that is created with only one purpose is always special.
Image source: ASP Rope Access International
Apart from the factory teams, which include our own [well sort of, OK?] Kalahari Ferrari, Ross Branch on his Yamaha, Kirsten Landman, who finished third lady overall at her first Dakar attempt, is also there. Teaming up with BAS dakar KTM racing team for support, she will contest the Malle Moto class. Known as ‘Original by Motul’ at Dakar, this is where you totally do the race ‘on your own’. On completion of your stage, when the factory riders are chilling, literally, in air-conditioned comfort while the technicians prep their bikes for the next stage, you are servicing, repairing and cleaning your own bike. Only when your bike is sorted do you hit a shower and consider eating. If you still have the energy, that is.
Image source: ASP Rope Access International
The Rally kicks off today, so we plan to keep you posted on developments. Get a good grip on the bars, it’s going to be a wild ride!
We all should know by now how vast the Indian motorcycle market is and the mind-boggling numbers of motorcycles that are sold there every year. In 2011, total motorcycle sales were in the region of 11 million. By 2019, that had risen to 21 million sales. To date in 2021, the number is sitting at 15 million. Whichever way you cut it, those are massive numbers and it’s no wonder that companies such as Hero sell more motorcycles every year than almost every other motorcycle manufacturer in the world combined (leaving out the Chinese, perhaps).
Being India, there is a great temptation to assume that the factories producing these motorcycles are relics of a century ago: dark, dirty and relying solely on manual labour, with no automation whatsoever.
Image source: Hero India
Well, it’s time to reassess that assumption, as these two videos show. They profile two of Hero’s factories – Neemrana and Vadodara – and they make any other motorcycle manufacturing plant you care to mention look positively last-century.
Hero Motocorp Neemrana
Hero Motocorp Vadodara
The level of automation is one thing but it is the ecological aspect that really catches the eye. Huge efforts are made to offset carbon emissions, harvest sunlight, recycle water and provide working conditions beyond anything we’ve seen in western factories. They grow food to support the workers and their families and appear to take the welfare of their staff very seriously indeed. And they do all this while producing a motorcycle every two seconds (in the case of the Neemrana factory. That slows to one every 18 seconds at Vadodara).
Photo credit: Bjorn Moreira / ZA Bikers
We should have guessed that such production levels weren’t achieved without significant investment in automation but it is the non-production line aspects of the factories that really surprise. They show that it is time we changed our perceptions of the motorcycle industry in India and maybe start learning lessons from them.
It is interesting to see how the world of motorcycling has developed over time. There was a time where motorcycles were simply an economical, versatile form of transport. To a certain degree, it is still so in some countries. Take India for example. With a crazy number of people, urban congestion is a fact of life. This is true for many Asian and a few African countries too. Factor in a high percentage of the population that has to make do on a moderate income and small motorcycles start to offer a viable and practical solution for urban mobility. They are affordable to buy and cheap as chips to run and maintain. Over time, as technology has progressed, motorcycles have evolved into a unique form of lifestyle vehicle. The World has been conned into thinking that bigger is invariably better and small capacity bikes tend to be scoffed at. Apart from the aforementioned Asian and African countries where they are still incredibly popular.
Photo credit: Bjorn Moreira / ZA Bikers
KTM has, for a long while, built what are widely considered to be the most off-road capable adventure bikes around. Large capacity bikes have become extremely complex and technical innovations with companies trying to make them usable for a wide audience. Electronics can tame the crazy performance and make them safer for the less experienced riders out there to use. The penalty is cost, complexity and the nemesis of adventure bikes, weight. Current thinking is aiming at an increasing number of ‘middleweight’ bikes that are more user friendly, less complex and lighter, making them easier to use. A forgotten fun factor is also re-emerging. Enter KTM’s smallest adventure bike, their 390.
Photo credit: Bjorn Moreira / ZA Bikers
Is this bike up for serious adventure riding and user friendly enough for day to day riding, or is it a window-dressing exercise by the Austrian manufacturer to lure wannabe adventure riders? I convinced KTM to give me two weeks with their little Adventure to find some answers.
Photo credit: Bjorn Moreira / ZA Bikers
We in South Africa are blessed with amazing weather and endless countryside to explore. Bikes with the ability to traverse varied terrain, therefore, make huge sense. We are also suffering the dire economic effects of a global pandemic. A weak rand has caused our fuel price to soar to over R18 a litre. Filling my Suzuki Vitara’s 66-litre tank sets me back a staggering R1200 rand odd. By comparison, my little Datsun 1200 GX cost R12 rand to fill back in 1973. Durban was ¾ of a tank away at a fuel cost of R9! Our cost of living has way outstripped the official quoted inflation rate. How viable is it to consider a motorcycle and dispense with the second family car? I know I’m preaching to the converted, but really guys, do the maths.
Photo credit: Bjorn Moreira / ZA Bikers
Your average commuter cage will give you around 10 k’s to a litre in urban sprawl. During my two weeks with the 390 Adventure, I effortlessly got three times that! The punchy 373cc liquid-cooled, 4–valve Twincam single generates a fit 43,5 horses at 9500 revs and 35,3 Nm of torque at 7,000 rpm. To put that in perspective, the 2022 fuel injected KLR 650 makes 40 horsepower. The much loved Suzuki DR400 makes 37,5 horses. 120 kph has the 390’s motor spinning at a smooth 6,500 revs, so if you need to overtake you accelerate right into the meatiest part of the torque curve.
Photo credit: Bjorn Moreira / ZA Bikers
Highway performance is effortless, with the Katoom feeling sweet and unstressed at a 120/130 cruising speed. A 14-litre fuel tank ensures decent range too, in line with your 40 litre tanked small car. Needless to say, traffic congestion is a nasty memory for 390 Adventure commuters. The light and nimble steering and easy handling makes short work of threading through urban snarl. You arrive at work smiling rather than scowling. The screen takes the bulk of the blast-off your chest, leaving your helmet in clean air. The seat could be a tad softer, however, that only becomes an issue on longer rides. More on that later.
Photo credit: Bjorn Moreira / ZA Bikers
For what has to be considered a ‘budget’ bike, the 390 is very well specced. The TFT dash gives you all the info at a glance and even offers Bluetooth connectivity for the millennials who consider such stuff relevant. Personally, I love the solitude and ‘me time’ in my helmet when I ride my bike. Music or phone calls become an irritating, and potentially dangerous distraction.
Photo credit: Bjorn Moreira / ZA Bikers
A slick six-speed box keeps the motor in its happy zone and a full 3,000 revs from the redline at 130 kph. A quick-shifter is available as an option for those who feel it necessary. Sloppy downshifts are dealt with by a slipper clutch. A steel trellis frame is adorned with WP Apex suspension fore and aft. Front forks are sturdy 43 mm numbers with both compression and rebound damping adjustment and offering 177 mm of travel. The WP back shock is adjustable for preload and rebound damping.
Photo credit: Bjorn Moreira / ZA Bikers
The standard settings are firm unlike some of the wallowy, under sprung and under damped suspension on many other small capacity bikes. I actually found the front forks too firm in the standard damping settings, but 4 clicks off the compression damping sorted things out. The adjusters sit atop the fork legs, making adjustment on the fly a doddle.
Photo credit: Bjorn Moreira / ZA Bikers
Brakes are another area of concern on entry-level bikes. The Bybre 4 piston callipers and 320 mm twin discs up front, and 230 mm 2 piston rear are excellent as regards feel and power. Proper! The spec doesn’t end there. The 390 Adventure sports traction control as well as cornering ABS. Both functions can be switched off for off-road riding. Perhaps superfluous for a 43,5 hp bike, but remember this may be an obvious choice for newbies or inexperienced riders who are venturing off the beaten track for the first time.
Photo credit: Bjorn Moreira / ZA Bikers
The cast wheels are tubeless, which means punctures are easily repaired when out on the trail and believe me you will have to be a special kind of dumb to buckle one of these rims. The bike weighs around 165 kg’s fuelled, so it is not as prone to damaging the wheels as a heavy adventure bike. Front-wheel is a 19”, which is the best compromise for tackling tar and doing dirt duty, with a 17” on the rear. The Adventure comes standard with TKC 70 tyres.
Photo credit: Bjorn Moreira / ZA Bikers
A 1430 mm wheelbase and aggressive (for an adventure bike) head angle provides quick steering which, until you get used to it, may feel slightly twitchy. This is also due to the wide tapered alloy handlebars which provide plenty of leverage for off-road antics. 200 mm of ground clearance is adequate for everything short of rock hopping, which you shouldn’t be doing on an adventure bike anyway.
Photo credit: Bjorn Moreira / ZA Bikers
The bike is accessible to most riders, with a seat height of 855 mm. This also allows riders to dab a foot down if necessary, when traversing uneven terrain. Taller riders may need handlebar risers for standing, as bent knees can become a bit of a workout for the thighs. A skid plate and charging port further enhance the general usability of the bike. So here is the thing. You can virtually fund the purchase of your 390 with your fuel savings.
Photo credit: Bjorn Moreira / ZA Bikers
What you get thrown in is a passport to a world of travel and adventure that you cannot imagine. You find yourself poring over a map book, planning trips to weird and wonderful places hitherto unseen. Your mates with their big adventure bikes will be gobsmacked that you cruise along with them and, courtesy of the Quinn Cody (BAJA 1000 winner) developed suspension, have fun in off-road conditions which have your buddies sweating up a storm. Sharing your fuel consumption figures may also result in them sobbing quietly into their beer!
Photo credit: Bjorn Moreira / ZA Bikers
Bigger, when it comes to off-road motorcycle travel, is certainly not better. The incredible commuting qualities of the KTM 390 Adventure make it the ideal day to day ride. Your partner/parents will be way more easily convinced than if you suggest an 890 or 1290. It’s only a ‘little 390’ you say, nudge nudge, wink wink. The economy, versatility and general ability of the 390 make it an absolute steal at just shy of R110 000. It is time that we bury our egos and engage our brains. Fun has never been so accessible!
KTM 390 Adventure
For more information on the bike that we tested in this article, click on the link below…
For 15 years, Biker’s Warehouse in Northriding has been catering to the increasingly demanding needs of motorcyclists in Johannesburg.
On the 1st October 2006, a small but well-stocked motorcycle store opened its doors for business, focussing on customer service and stocking only the best accessories and apparel on the market.
Over the next 15 years, the dedicated and ever-growing team, led by the dynamic Mike and Kerry Puzey, were committed to product and service excellence and, as a result, have grown into one of the largest motorcycle and accessory stores in Southern Africa. Evidence of this growth can be seen not only in the huge range of motorcycle and rider accessories and apparel, but also in the fact that Biker’s Warehouse is an official Kawasaki, SYM, Husqvarna, Honda and Suzuki dealer.
Photo credit: Bjorn Moreira / ZA Bikers
Having survived – and thrived – for so long, it seemed only fitting to celebrate this milestone in proper fashion to say thank you to their legions of supporters for 15 years of loyalty and trust.
To that end, Biker’s Warehouse is proud to announce a fantastic competition with some incredible prizes, in partnership with its world-class suppliers, with a total value of R300,000!
Photo credit: Bjorn Moreira / ZA Bikers
Any customer who spends R1500 or more on a motorcycle, apparel or accessories, between the 1st and the 31st October 2021, will automatically be entered into a weekly draw. Each week, three entries will be drawn and, on the 6th of November 2021, all 15 finalists will be entered into the final, prize-winning draw. And what an amazing prize list it is!
The three top prizes are:
A Honda NC750
A Suzuki UR110
And a SYM Crox 125
In addition, there are many more prizes:
Husqvarna Stacyc 12”
UberScoot 1600W
Arai, Bell, HJC, Scorpion, Shark or Shoei helmets
Fox Comp X boots
Leatt neck brace
Alpinestars gloves
Michelin tyre combo
Mitas tyre voucher
Givi saddlebags
Oxford roll bag
Ariette grip and tank pad voucher
Metalize voucher (pair of jeans, gloves and jacket)
Fly F16 voucher (pair of pants, gloves and shirt)
Yes Bike voucher (pair of road pants, gloves and jacket)
Trickbitz major service kit voucher (includes HiFlo filters, sprocket set, sparkplug)
Trickbitz bit and bobbins voucher
Polisport / R&G voucher
Motul, Motorex, Gas Junky, F61, Dirt Nurse or Motocartel hampers
Every finalist will win a prize and Biker’s Warehouse would like to extend their sincere thanks to all their suppliers for making this possible.
Photo credit: Bjorn Moreira / ZA Bikers
Entries are unlimited so, the more you spend, the more chances you have of winning.
T’s & C’s Apply. For more information, please contact Biker’s Warehouse on +27 (0)11 795 4122. Or simply pay them a visit and take your wallet!
BMW Motorrad has always hosted brilliant events for owners and fans alike and its dealers are no different.
Bavarian BMW recently completed a move from its old home to a sparkling new facility in Centurion and changed its name to BMW Motorrad Centurion in the process.
Photo credit: Bjorn Moreira / ZA Bikers
Now, to celebrate the month of October, they are hosting an October Fair on the 16th October, running from 8:30 am to 1 pm.
There will be food stalls and live music outside and, inside there will be mystery discounts on selected rider gear and accessories.
Photo credit: Bjorn Moreira / ZA Bikers
Already confirmed for the day are SmoKings, Biltong Shoppe and a pancake stall, with more vendors to be announced as the day draws closer.
Clint Cunningham will be providing the entertainment from 10:30 to 12:30. While you are there, why not take the opportunity to test ride some of the latest BMW models?
Photo credit: Bjorn Moreira / ZA Bikers
It will be a great morning out for the whole family so pencil the date in your diary.
BMW Motorrad Centurion 1024 Bank Avenue
Centurion, Pretoria
Gauteng
South Africa
Tel: 012 643 1680
Web: www.bavarianmc.co.za
