The Isle of Man TT races are unusual in that it is rare to see the top riders go head-to-head riding alongside each other and battling physically to the chequered flag. It is all done against the clock, often with the riders separated by several minutes on the road, even if they are mere seconds apart on corrected time. But that doesn’t mean that it can’t be fantastically exciting.

There are many TT races that lay claim to be the best ever – 1967 and the Agostini/Hailwood Senior TT; 1979 and the Alex George/Hailwood Senior TT – but the 1992 Senior TT can stand tall with both those races, while some call it the best ever. Throughout two hours of racing, the two main protagonists were never separated by more than eight seconds, and the outcome was an historic victory. As always, however, there was so much more to this race than what happened on the track.

The two protagonists could not have been more different. Carl Fogarty would go on to become a four-time world champion in World Superbikes and never shied away from telling the world how good he was. Arrogant beyond belief, he made few friends on his way to the top and was possibly the fiercest competitor ever seen in racing. He would never acknowledge that a rider was better than he was because, obviously, they weren’t..!

Apart from, perhaps, Steve Hislop. Fogarty considered Hislop to be one of the finest TT racers of all time. He was a soft-spoken Scotsman who did all his talking on the track. Up to his unfortunate death in a helicopter accident in 2003, he won 11 TT’s and was devastatingly quick around the island.

In 1992, Foggy had been running a privateer entry into the World Superbike Championship and wasn’t expecting to head back to the Isle of Man, where he had been racing since 1985.

But he reckoned without a call from Yamaha, who offered him £7,000 to race, a sum matched by the Isle of Man tourist board. With a race team to fund, he couldn’t afford to ignore the offer.

Hislop’s route to the 1992 TT followed a predictable and disheartening path. Honda had offered him an RC30 to ride in the British Superbike championship and the TT. Then he found himself summarily dumped from the team, to be replaced by Simon Crafar (he of recent MotoGP commentary). Of course, this all happened at the last minute, leaving him precious little time to secure another ride.

However, he signed for Yamaha, who were keen to have a proven winner on their bike. £10,000 was offered alongside the chance to race in the British championship for Tillston’s Yamaha. What started out well, however, soon deteriorated when Yamaha gave preferential treatment to Rob McElnea’s Loctite Yamaha team. So Hislop offered an ultimatum: no equipment for the British championship, no Hislop at the TT. Yamaha called his bluff.

After the Oulton Park round on the Yamaha, Hislop turned up at Donington Park in Kawasaki colours. So, that really was the end of that! It was then that Yamaha reached out to Fogarty and made their offer, which he accepted.

Hislop was out of a TT ride, but not for long. On hearing that Hislop was a free agent, Norton team boss Barry Symmons got a foot in the door and made him an offer. At this point, no one believed that the finicky Norton with its fragile (but powerful) Wankel Rotary engine could survive the intense mechanical strain of the TT. Hislop didn’t disagree with them, but he had no other option. He signed for Norton to ride the bike in the F1 and Senior TTs.

The F1 race came first, early in TT week. Fogarty took a commanding lead, with the Norton of Hislop suffering from its usual overheating. Nevertheless, he was running in third, unable to do anything about Fogarty’s stupendous pace at the front.

In fact, it was too fast; the Yamaha’s gearbox broke under the strain, and Foggy was out, absolutely devastated. Hislop eventually came home second behind Phil McCallen’s Honda.

The overheating was a real problem for the Norton, not helped by the hot temperatures throughout the whole of TT week that year! But the team had no budget to significantly re-engineer the bike. So, they took it to Jurby airfield to make rudimentary modifications and try to find a solution. In the end, they found that removing the front mudguard aided airflow to the badly stressed and hot-running engine. But would it be enough? The team had already proved the bike could last a whole race, but was it fast enough against a determined Fogarty?

Also addressed were the physical elements of riding the bike. Hislop was a small guy, so a taller screen was fitted to stop him being pushed backwards by the wind flow over the bike. Wider handlebars were also fitted to improve stability, something that is badly needed at the TT. All the modifications were small, but proved vital, especially when the day of the Senior TT dawned bright and sunny and turned into a blisteringly hot day. The fans lining the course lapped it up, but it was the last thing the Norton team wanted!

Foggy started 4th and Hislop 19th, two-and-a-half minutes behind (riders start at 10-second intervals), meaning he would have to battle his way past slower riders while Foggy had a virtually clear road in front of him.

The previous year at the TT, Hislop had adopted the tactic of maximum attack right from the start to try and demoralise Fogarty. But this was a tactic he could ill afford to try this year due to the fragility of the Norton in the stifling heat. He adopted a different tactic this time around, settling steadily into a rhythm. However, that didn’t stop him from leading Foggy by 2.8 seconds leading into the first pitstop at the end of lap two.

It was here that Hislop revealed his masterstroke. He opted to change his rear tyre, something that wasn’t necessarily the norm in those days. This, he figured, would give him an advantage in the event of a last-lap dogfight. With the power that the Wankel Rotary engine produced, Hislop would never have completed six laps on one rear tyre. Fogarty chose not to change his tyre in order to take the lead away from his rival.

Over the next two laps, the pair remained apart on the road but attached by an elastic cord on the time sheets. Hislop would master the first half of the lap to Ramsey, Fogarty would take the honours over the mountain. Hislop was smooth and calm, Fogarty fought his bike every inch of the way; in a way, their styles on the bikes reflected their personalities. But still they were inseparable on the time sheets.

By the time they stopped at the end of lap four for the second and last pit stop, Hislop had eked out a 7.4s lead. But a fumbled pit stop reduced that advantage to one second. Hislop remained calm and settled into his rhythm again and rebuilt the lead to 6.4 seconds heading into the final lap.

And what a final lap! Fogarty’s Yamaha was literally falling apart underneath him – blown exhaust, parts rattling loose, leaking fluid from who-knows-where at the front of the bike – but he pulled out a display of gritty riding, beating Hislop’s previous lap record by three whole seconds! It was a lap that matched his battling personality.

Despite the ferocity of Fogarty’s attack and without the luxury of backing off and cruising to the finish line, Hislop remained as calm and focused as few men could, and this proved crucial. Fogarty crossed the line, his Yamaha barely in one piece. Then the crowd had to wait for nearly three minutes for Hislop to cross the line, due to their respective starting positions. It was an agonising wait, but eventually, the Norton howled into sight and crossed the line, 4.4 seconds to the good.

It was an unbelievable and record-breaking end to a fabulous race. A new race record was one thing, but being the first rider to win the Senior TT on a British bike since Hailwood’s Norton victory in 1961 was something else.

For once, Fogarty didn’t belittle his opponent by making excuses for why he lost. There was a tremendous mutual respect between the two rivals, which nevertheless pushed them both to incredible feats in order to beat the other man.

There have been many bikes that have been available in some territories and not in others, for many different reasons, perhaps the most common being one of homologation to a particular territory’s legal standards that have no chance of being matched by another.

It’s happened often in South Africa, which has adopted the European homologation standard, leaving SA’s importers powerless to bring in models that would otherwise be strong sellers.

This causes mild outcry here, but it’s not often that there is a worldwide outcry concerning a model being unavailable. However, that is exactly what has happened in 2026, and the protagonist is a surprising one.

It’s not uncommon today for manufacturers to have close engineering and marketing tie-ins with other manufacturers; more often than not, it is European manufacturers linking up with Asian or Indian brands and, recently, Chinese manufacturers have found themselves in demand.

Triumph has close ties with Bajaj Auto, BMW with TVS, while KTM is now majority owned by Bajaj Auto. The latter, however, also has close links to Chinese manufacturer CFMOTO, and it is the latest news from this pairing that has got so many countries’ knickers in a twist.

We’ve sung the praises of the CFMOTO 450 cc models before on www.zabikers.co.za, in particular the 450 MT adventure model and the fully-faired 450 SRS sports model.

Now it appears that KTM is launching its own 450 cc sports model, the RC 450, but – and here’s the kicker – it’s only going to be available in China!

Let’s not forget that KTM already has the RC 390 in its stable, and that’s fine, but the RC 450 differs from the 390 in its use of a parallel twin engine configuration compared to the single cylinder engine in the 390. And this is something that a lot of markets have been crying out for.

The KTM RC 450 and the CFMOTO 450 SRS share a lot of DNA, including the tubular steel chassis and single-sided swing arm. The engines might be the same, but KTM’s engine has been tuned to produce 56bhp, against the 450 SRS’s 52. The KTM is also lighter – 168kg against 171kg.

The KTM gets fully-adjustable WP suspension front and back, and the front 320 mm single disc is clamped by a brand-new WP calliper, WP having entered the braking market as well.

It also boasts a Bosch IMU, giving access to lean-sensitive traction control and ABS via a ride-by-wire throttle, which also enables three riding modes.

In short, it sounds fantastic and would be a sure-fire winner in any market KTM chose to enter. But, for now, it seems that only the Chinese market will be getting this new pocket rocket, and you have to wonder why?

I mean, what is the point? Yes, I know that the KTM and the CFMOTO would be going head-to-head in terms of sales, but this is completely different to one manufacturer bringing out two essentially identical models, thereby shooting itself in the foot.

KTM does have a history of this in its off-road offerings. KTM owns both GasGas and Husqvarna, and all three marques have models that are essentially the same apart from colours and graphics and price tags. And, no, I can’t work that one out, either.

There are a lot of people out there who would buy a KTM but would never contemplate buying a CFMOTO, conveniently ignoring the fact that Chinese-manufactured bikes are no longer the joke they used to be. So, there are sales lost at a time when KTM can ill-afford to lose them.

Perhaps CFMOTO is trying to gain a toe-hold in the international market and wants to give its models the best chance by eliminating as much competition as possible? Perhaps Bajaj Auto has put the kibosh on it, for reasons known only to themselves? Even that would be strange, as having made such a large investment in KTM, you would think they are as keen as anyone to return the Austrian brand to the black on the balance sheets. Then again, it is known that Bajaj is keen to increase production of KTMs in India, so that might leave CFMOTO out in the cold.

Time will tell if restricting the RC 450 to the Chinese market alone will continue or if KTM will bow to public pressure. However, there is another factor to consider.

The middleweight motorcycle market, 400-500cc, is booming worldwide, and KTM is known to be developing its own parallel twin engine that will fit in that category; indeed, it has been spotted being tested in an adventure-style model. It doesn’t take much of an imaginative leap to see that becoming the 490 Adventure model.

And there’s another clue; all KTM’s model names end with ‘90’ – 390, 890, 990, 1290, 1390 – so calling a model the RC 450 perhaps indicates that it is not intended to be seen in any territory other than China.

Whatever the reasons, we’ll just have to wait to see the 490 KTM models, as and when they appear. In the meantime, there are always the CFMOTO 450 cc models and, as we have found, they are very good and extremely well-priced. It’s also worth noting the emergence of exciting alternatives from China, such as QJMOTOR’s SKR 450 RR, a mini-supersport machine that stands out with its impressive high-power, high-revving inline four-cylinder engine—something rarely seen in this segment.

When it comes to motorcycle batteries in South Africa, OUTDO Batteries has steadily built a strong reputation. Imported locally by Forbatt SA, the brand brings with it years of global experience, backed by advanced manufacturing and a clear focus on performance and reliability.

OUTDO isn’t just another battery manufacturer—they’ve proven their worth where it matters most: in motorsport and on the road. Their technology has been tested under extreme racing conditions, including endurance events where reliability is non-negotiable. This real-world testing has helped refine their battery performance, durability, and consistency.

Adding further credibility is their association with BMW Motorrad, a partnership that reflects a high level of trust in the brand’s engineering and quality. When a product performs at that level, it naturally filters down into the everyday rider’s experience—whether on the track or out on the open road.

We all understand that racing—especially endurance racing—is one of the toughest environments to test any product. But what about the adventure rider?

Adventure motorcyclists push their machines in a very different way. Long-distance trips mean heavily loaded bikes, constant strain on suspension, braking systems, and engines—not to mention the rider’s own endurance. Yet one component often overlooked is the battery quietly working under the seat.

Modern adventure bikes rely on more electronics than ever before, and they get used in more remote places than usual. GPS units, auxiliary lighting, charging ports for phones and power banks—these all draw power. And like anything mechanical or electrical, there’s always a limit. In the case of a battery, that limit shows up as a voltage drop or overload.

With plans to take on more serious adventure riding this year, I recently added a Husqvarna Norden 901 to the garage. As expected, it’s already running an aftermarket GPS and integrated spotlights, with more accessories planned—additional lighting, device charging, and other essentials for extended trips.

That got me thinking: Is the standard battery really enough?

The goal was simple—find a battery that fits the OEM space but offers increased capacity (Ah). Look at it this way, a higher Ah battery is similar to having a slightly larger fuel tank—the bike will start the same, but you can run the lights or accessories with the engine off for a bit longer.

Fortunately, Forbatt SA makes this process easy. Their website includes a comprehensive battery search tool where you simply enter your motorcycle’s make and model. With over 2,400 battery options available, it’s clear they’ve invested heavily in covering the South African market. For the Norden 901, the recommended option was the HC12A-BS (iGEL)—a direct-fit upgrade.

Now, choosing between AGM, Gel, or Lithium batteries isn’t about which is “best”—it’s about application. Each has its strengths depending on how and where you ride. For adventure riding, conditions are unpredictable: rough terrain, constant vibration, and temperature extremes. That’s where Gel batteries stand out. They’re known for their durability and resistance to vibration, making them a solid match for this kind of riding.

On the other hand, my road bikes tell a different story. Take my Aprilia RS 250, for example—it runs a lithium battery that’s incredibly lightweight, perfect for performance-focused riding where every kilogram counts. But that setup isn’t necessarily suited to the harsher demands of adventure riding.

Out of the box, the OUTDO iGEL battery presents well, with its distinctive orange casing—a nice visual match for the KTM DNA beneath the Norden’s design. One standout feature is the built-in battery tester. It’s a simple but incredibly useful addition, allowing you to check the battery’s charge state without needing a multimeter or charger. For bikes that sit between trips, this is especially practical.

On the scale, the battery weighs in at around 3.7 kg (300 grams lighter than my current battery), which is standard for its class. OUTDO also claims impressive temperature resilience, with operating capabilities ranging from extreme cold (-30°C to -50°C) up to high heat (65°C and above)—ideal for the varied conditions riders can face.

To round things off, Forbatt SA backs the product with a 1-year warranty, adding peace of mind for riders investing in reliability. At the end of the day, a battery might seem like a simple component—but for riders, especially those pushing boundaries in remote areas in Africa, it’s a critical piece of the puzzle.

We, motorcyclists and adventurers, want products that have been tested properly, not just in theory but in the real world. Knowing that OUTDO batteries have been pushed to the limit in motorsport and trusted by brands like BMW Motorrad adds a level of confidence that’s hard to ignore.

So, if you’re looking for a battery that’s built on proven performance and designed to handle the demands of real-world riding, it might be time to take a closer look at OUTDO.

I met Chris and Hanli at church, where we park our bikes in the allocated motorcycle parking. We got chatting after a Sunday morning service, as bikers typically do. Chris had the top box on his BMW R 1200 GS Adventure open and was pouring coffee from a flask for the two of them, giving the post-service traffic a chance to abate. Chris’s BM is a well-used air-cooled model, and Hanli rides a Harley-Davidson 1200 Sportster on which she has done just over 100,000 km. It was obvious, given the significant km, that both bikes do a lot of open roads. Chatting some more, they shared that they had felt led to use their bikes as part of a ministry they started. “Come along on our next outreach, Dave, and see what it’s all about,” said Chris, and we left it at that before going our separate ways.

Fast forward a few months, and I indeed cracked an invite. We would meet up on a Thursday morning and ride to Wakkerstroom in Mpumalanga. We were booked into a very pleasant spot called Forellenhof, which we would use as a base for our activities: visiting three primary schools to distribute Bibles to the Grade 7 pupils.

The Bible says in Proverbs 22:6, “Train up a child in the way he should go; and when he is old, he will not depart from it.” It’s a powerful sentiment, and as we prepared for the trip, I couldn’t help but think about how much a steady hand and a sense of direction can mean to a young person navigating today’s often confusing world.

So it was, on a pleasant Thursday morning, that we met up at the Rosehaven on the N4. I met up with Ewald, who had ridden through from near Bela Bela on a pristine BMW R 1250 GS, and Phil, who was in his SUV carrying a load of Bibles. Some had already been shipped to a church in Wakkerstroom, where we would collect them as required. I was riding my BMW R 1200 R LC. Hanli set the pace on her trusty Sporty, cruising at a healthy 120 “plus VAT.” We cruised past Middelburg and took the N11 turn-off to Ermelo and Volksrust. The first 24 odd k’s were a trifle dodgy, but then the road surface became splendid and made for brilliant riding.

The bikes ran in a tight phalanx of rolling thunder, with the Sporty impressing me no end. Having owned a 1200 Sporty Custom myself, I enjoyed that torquey V-Twin a lot. The Harley plays nicely with the BMs; rolling up behind slower traffic, you just roll on the throttle in top gear and that solid wave of mid-range torque punts you past effortlessly. In no time at all, we stopped in Ermelo at a quaint antique shop and café called Hoeka Toeka for a brekkie.

Back on the bikes, we dispatched the last 100-odd k’s and rolled into the rustic little village of Wakkerstroom. I found myself wondering why I had only been there once before when returning from Pongola via the ‘scenic route’ through Wakkerstroom. Like Dullstroom and Clarens, it comes alive over weekends when jaded city dwellers pull in, desperately trying to recharge before the Sunday afternoon rush back to the big smoke. Wakkerstroom is also a popular birding destination, endowed with vleis that attract various wetland dwellers.

Photo credit: Dave Cilliers / ZA BikersForellenhof, where we were staying, is about 6 k’s out of town on a rain-eroded dirt road. Ideal for an Adventure bike, but not so much my R. Taking it easy, it was no problem despite some skating around on some particularly muddy patches. We got settled in and also met up with a couple from Nelspruit, Johan and Magda, who had ridden down on their very impressive Can Am Spyder three-wheeler, endowed with a 1330 cc Rotax motor. What a beast!

We popped into Town for dinner at Thyme Out, an excellent local eatery where we got to know each other a bit better. Turns out a common faith and motorcycles make for good conversation. We had hitched a ride to town with Phillip in his Kia Sorento so as not to take on the mud in the dark, whilst Hanli hopped on the back of Chris’s Adventure. Watered and fed, we went back to our digs and bed, given that we had an early start the next day.

Up bright and early, I sipped on a coffee and watched the sun rise over spectacular countryside. I grabbed my camera, but as is so often the case, I ended up disappointed with the results. God does things on a grand scale that sometimes cannot be adequately captured through a camera lens. A quick breakfast, and we got on our way to town, where we collected more Bibles and then made our way to a school just outside town.

What ensued was an amazing and rewarding day. The learners soaked up the message of hope that we brought. Arriving by bike is an instant icebreaker; kids flock in their droves to see the machines, the excitement bringing a sparkle to their eyes. The Grade 7s listened intently as we shared our mission. At a cost of around R100, a Bible is simply not able to make it onto the priority list for a family eking out a hand-to-mouth existence. Chris and Hanli dig very deep to fund these themselves, and I stand in awe of people like this—people with such deep conviction that they will make personal sacrifices to live a life of purpose.

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Deeply humbled and profoundly touched by the experience, I had much to ponder on as we rode back to Wakkerstroom for lunch, our mission completed. That evening, we braaied on the stoep of the guest house with rainstorms swirling all around us, then it was off to bed, given that we all needed to get an early start for home the next morning.

We rode out of Wakkerstroom the next morning with low cloud and cool air that had the bikes running ever so sweetly. Chris and Hanli were going down to Ballito for some R+R, whilst Johan and Magda returned to Mbombela. Ewald and I “jumped on the mainjet” and squirted the two boxers back to Pretoria, revelling in a day that held the promise of rain. Ewald lives near Bela Bela, so we waved our goodbyes near Bronkhorstspruit, where I peeled off to ride backroads to Pretoria East.

I rode home reflecting on a brilliant couple of days riding, made so much richer by the purpose of the ride. A huge shoutout to those who gave of their time and resources to serve those less fortunate than themselves. I salute you!

The KTM Adventure Rally returns to the Champagne Sports Resort in Drakensberg from 30 April – 3 May 2026, and honestly, there are few places in South Africa more fitting for an event built around pushing limits and chasing horizons. This is a landscape that feels purpose-built for adventure bikes—towering basalt cliffs, winding gravel passes, unpredictable weather, and views that stretch on forever. It’s raw, untamed, and endlessly rewarding, the kind of place where every kilometre ridden feels earned, and every stop reminds you exactly why you ride in the first place.

That’s what makes this rally more than just another date on the calendar. It’s an escape from the everyday, a chance to trade routine for something real. Out here, it’s just you, your machine, and a group of riders who understand the pull of the unknown. The KTM Adventure Rally has always been about that shared spirit—the connection between people who don’t just ride for convenience, but for the experience, the challenge, and the stories waiting on the other side of the trail and of course, the tip-overs along the way.

And this year, the experience is dialled up even further. Riders won’t just be carving through some of the most breathtaking terrain the country has to offer; they’ll also be among the first to get up close and personal with the all-new KTM 1390 Super Adventure R. It’s not often you get to throw a leg over a machine like that before the rest of the country even sees it, and it adds a serious sense of occasion to an already stacked weekend.

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As if that’s not enough, every rider who enters will also stand a chance to win a brand-new 2025 KTM 390 Adventure X—the kind of prize that turns an incredible weekend into an unforgettable one.

What really sets the rally apart, though, is how effortlessly it brings everything together. The routes are carefully designed to suit a range of riders, offering just the right mix of challenge and flow, whether you’re looking to test your skills or simply soak in the scenery. There’s a full support crew keeping things running smoothly behind the scenes, leaving you free to focus on the ride itself. And when the day winds down, you’re not roughing it; there’s proper accommodation, great food, and that unmistakable KTM atmosphere where the day’s stories get told and retold around the fire.

Of course, an event like this naturally shines a spotlight on the machines that make it possible, and right now KTM’s adventure line-up is giving riders even more reason to get involved. The KTM 890 Adventure R continues to stand tall as one of the most capable middleweight adventure bikes ever built. That’s just my opinion, but I stand firm in saying so. It’s the kind of bike that has earned its reputation the hard way, proving itself time and again in terrain where precision, balance, and confidence matter most. There’s a sharpness to the way it handles off-road, a sense that it’s always ready for more, whether you’re threading through technical sections or opening it up on fast gravel. It doesn’t just keep up—it leads.

Every time I swing a leg over one, I fall hopelessly in love with adventure riding, and that sometimes makes getting office work done tough—adventuring is so much more tempting and enjoyable. And with current offers including a free single-occupancy entry to the 2025 KTM Adventure Rally on 2025 and 2026 models (worth 14K), it’s a compelling package for anyone looking to step into that world. What a first adventure it could be!

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Then there’s the KTM 1290 Super Adventure R, a bike that, despite being around since 2021, still commands serious respect. In a class where size and weight can often work against you, the “1290 R” somehow turns that equation on its head. It’s powerful, yes,  brutally so when you want it to be, but it’s also remarkably composed off-road, with a level of control and capability that continues to set the benchmark in the big adventure segment. Even with the arrival of the 1390 Super Adventure, the 1290 hasn’t lost its edge. If anything, it’s a proven, refined package that riders know they can trust when the terrain gets tough. With R50,000 off the 2024 model, a free Tech Pack, and a free single occupancy entry to the 2025 KTM Adventure Rally included, it’s the kind of deal that’s hard to ignore.

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All of this builds toward something bigger than just a weekend away. The KTM Adventure Rally in the Drakensberg is about rediscovering that sense of freedom that only riding can deliver. It’s about waking up to mountain air, spending your day chasing trails that challenge and inspire, and ending it surrounded by people who get it. The bikes, the scenery, the camaraderie, it all comes together in a way that sticks with you long after the dust has settled.

Spots are limited, and experiences like this don’t come around often. The Drakensberg is calling, the bikes are ready, and the adventure is waiting.

Register for this year’s KTM Adventure Rally here – www.ktm.eventpress.co.za

In the unlikely event that the KTM 890 Adventure R is incapable of matching your off-road skills, KTM has announced the 890 Adventure R Rally, a limited-number model that is just, well, more!

KTM claims that the R Rally is purpose-built for serious off-road performance, with WP Xplor Pro suspension lifted straight from top-level competition, heavy-duty wheels, and a lightweight Akrapovic slip-on end can. There is also a “rally-bred” livery, which is really just another way of saying there is some Red Bull branding on the flanks. However, the styling has been inspired by the Dakar-winning KTM 450 Rally, and it looks super-cool, so who’s complaining?

Beneath the bodywork, there are forged aluminium brackets that stiffen the entire cockpit structure, making it much more resistant to the sort of punishment meted out by professional riders over unforgiving terrain.

The engine is the familiar twin-cylinder, four-stroke 889 cc parallel twin, pushing out 105 horsepower and 100 Nm of torque, so no complaints there. Overall weight is said to be “under 200 kg”.

But it is the suspension that really sets this model apart. The WP Xplor Pro is simply the best off-road suspension you can buy, delivering race-level control in the toughest terrain. There’s 270 mm of travel at the front, and control and sensitivity are second-to-none, while there’s vastly increased resistance to bottoming, which will be good for those who like to ride fast and hard, no matter the terrain.

At the rear, the Xplor Pro PDS monoshock offers precise damping, stronger traction and reduced rider fatigue when the stages are long and tough. Both forks and the monoshock are fully adjustable for fine-tuning.

KTM realises that not all riding can be on dirt, so, to enhance the tarmac performance, there is ABS and traction control and different riding modes, the former two naturally being fully adjustable and cancellable altogether.

Unusually for a dedicated off-road machine, the 890 Adventure R Rally comes with a four-year manufacturer’s warranty, which is valid as long as the service plan is adhered to by an authorised KTM dealer. This warranty is now available on all street-legal KTM models from the 2025 model year.

No pricing has been announced at the time of going to press, so we would advise you to contact your nearest/favourite KTM dealer for more information. Production has already started in Austria, but, as mentioned, numbers are strictly limited.

I get that not everybody watches MotoGP, or is even aware of its existence, and that includes those who are fans of Formula One, NASCAR, IndyCar, Australian Supercars, World Rally, Endurance Racing and so on. But, on the evidence of last weekend’s racing at the Circuit of the Americas (COTA), it amazes me that some won’t be aware or take the time to find out.

Of course, we’re all guilty; I rarely take notice of the American racing series although, if it’s on and I’m in front of a TV, I’ll watch it, but it’s not something that looms large in my life, no doubt much to the disgust of diehard fans who believe it to be the be-all and end-all of motorsport.

So, in fact, we just have to be satisfied with the fact that we like MotoGP and not worry too much about the rest of the world. Still, a weekend like the one we’ve just had makes me want to shout from the rooftops.

I might have to come clean and admit that. For me, COTA is the best circuit on the calendar. As soon as I think that, however, I then remember Portimao, Assen and Philip Island. But, no, I’m going to stick to my guns here.

COTA has everything: fantastically interesting layout (and long, at over 5km), lots of elevation changes (40m up to the first corner), that brilliant left-right-left-right-left-right-left sequence, plenty of very fast corners, the longest straight on the calendar (1.2km), lots of overtaking opportunities, and a seemingly endless triple apex right-hander. It is so different to the current generation of new and bland circuit designs that it’s hard to believe it hasn’t been around for decades.

Another thing it has is American TV producers directing the cameras, and they are some of the best in the business, maybe thanks to the sheer amount of home-grown racing there is in the U.S. for them to practice on. They were helped at COTA by having a lot of action to choose from, but I can’t help feeling that some European producers would have concentrated on watching Bezzecchi riding around at the front, by and large on his own, rather than the action taking place behind. This particular race was one of the best-covered races I’ve seen for a long time.

It remains an outrage that Sprint victories don’t count towards a rider’s official race victory tally. On the evidence of the COTA Sprint race, that has to change.

DiGiannantonio performed another miracle and took pole position, for the second race in a row, and he was joined on the front row by Bezzecchi and Acosta, with Bagnaia, Mir and Marquez on the second row. Right from the get-go, the action was frenetic, Bezzecchi dropping to seventh, while Bagnaia led, with Acosta second and Mir, amazingly, third, Martin right behind him.

Then came the controversy. Marc Marquez made a right hash of braking into the sharp left onto the main straight, careered past DiGiannantonio, lost the front end and took both himself and Diggia out. They both remounted but finished way out of the points, while Marquez got a long-lap penalty in Sunday’s GP for his troubles.

But this was yet another Aprilia weekend. Martin and Bezzecchi were running second and third by half distance, but Bagnaia was 1.4 seconds up the road. Then Bezzecchi did his now-common Sprint race trick of throwing it all away, with three laps to go, leaving Martin second to Bagnaia and closing the gap rapidly.

This is where Martin’s masterstroke came into play. He’d opted for the medium rear tyre while everyone else was on the soft. He had to be patient, waiting for the tyre to come to him but, once it did, Bagnaia, suffering with his soft rear, had no defence and Martin swept past on the final lap to take the win, Bagnaia second and Acosta third, although he would have that stripped away for a tyre pressure infringement, promoting Enea Bastianini on the Tech3 KTM onto the podium.

Brilliant stuff, but then we had the bizarre sight of Martin pulling a celebratory wheelie down the straight, only to lose it completely as he put the front wheel down, bike and rider sliding along the tarmac, thankfully with no injury to the rider. A classic race.

And then there was the Main race. As inconsistent as Bezzecchi is in the Sprint races, in the last four GPs, he has led every single lap; that’s a total of 101 consecutive race laps led, the all-time record belonging to Jorge Lorenzo, on 103 from back in 2015. Starting fourth, after a two-place penalty for impeding Marc Marquez in qualifying, gave everyone the impression that that run might well be over. Everyone except Bez himself, that is.

Well before the end of the first lap, he was past Acosta, after a hairy moment between the two coming onto the main straight, Bez losing some rear aero and lucky not to be off. From that point, he was never headed, increasing his winning streak to five races and 121 laps lead. That domination makes it all the stranger that he can’t get it together in the Sprint races.

Even more impressive was the fact that the Aprilia blitzed Acosta’s KTM on top speed, and that’s never happened before! Another factor was the rear tyre. Aprilia looked as if it had made best use of the stiffer-carcassed tyre as used in Thailand and Brazil to combat the heat. The Ducati doesn’t, as a rule, like this tyre and was expected to be back on form in Austin, with the regular construction tyre back in play. Well, that didn’t happen, did it? The two factory Aprilias ran away with the race yet again; the team’s second one-two in a row. Ducati is definitely on the back foot, and Marc Marquez’s slow recovery isn’t helping matters.

Even better than watching Bez and Martin running at the front was watching Ai Ogura’s Trackhouse Aprilia carve through the field, passing easily and looking as if he was on for a podium before the cruellest luck in the form of a mechanical or electronics failure took him out.

The good thing about Ogura is that he has the relative lack of attention and mental freedom to get on with his job and he’s doing an amazing job; he’s quick, always in the points – apart from this race, of course – and the Aprilia, looking like it suits many riders, means Ogura is a lucky fellow; right rider on the right bike at the right time. Just imagine if Aprilia had locked out the podium? Talk about rubbing Ducati’s nose right in it.

Up front, Acosta was powerless to prevent Martin from taking second place after being pressured into a mistake, but the real action was happening a bit further back. Marc Marquez and Enea Bastianini were having a right old ding-dong, the pair of them despatching Bagnaia and swapping places throughout the final laps, the result eventually going to Marquez.

The main thing to take from this, however, is that the KTM is looking rather handy. Well, in the hands of Acosta and Bastianini, that is! Poor Viñales sat out the race, a screw in his shoulder having come loose (yes, really), while Brad Binder could only manage twelfth. You can’t help feeling that he’ll have to do a lot better to justify his place in the team next year, no matter what is going on behind the scenes in the KTM garage. The fact that Acosta is making the RC16 work doesn’t mean that it’s any good, but still, Acosta is making it work, so Binder will be measured against his teammate’s performances.

Talking of next year, as we seem to do a lot in these articles, a surprising bit of news came over the wires in the days following the race. Spanish media reported that current Moto2 riders David Alonso and Dani Holgado will be riding for Honda and Ducati, respectively, next year. As with the Bagnaia/Aprilia, Acosta/Ducati, Quartararo/Honda and Martin/Yamaha rumours, nothing is confirmed or in any way official, but bringing these two youngsters into the MotoGP fold will have ramifications.

Alonso to Honda, alongside Quartararo, means no factory Honda seats for Mir or Marini, who may go to Yamaha, while Mir may go to Trackhouse Aprilia.

Holgado is reportedly off to Gresini, to replace KTM-bound Alex Marquez (allegedly), while Fermin Aldeguer is set to head to the VR46 team. Gresini was linked to a return to Honda machinery but will apparently stick with Ducati, while Bastiannini looks set to return to the team from Tech3 KTM. Oh, and on that note, there is no guarantee that Tech3 will remain with KTM for 2027 and beyond.

Confused yet? You’ve every right to be. But, thanks to the ongoing situation in the Middle East, the Qatar round has been postponed to November, and we’ve got an interminable month to wait for the next race—plenty of time to update your “Who Rides Where In 2027” wall chart.

As always, keep an eye out for all the news as and when it happens.

The arrival of a new motorcycle brand into the South African commercial segment always promotes a flurry of positive press releases about the state of the market and the socio-economic benefits of the industries that those motorcycles enable.

TVS, while not entirely new to the country, has nevertheless been given a huge boost thanks to the takeover by The Nexus Collective, under the Bidvest Group. The timing is perfect as the commercial motorcycle sector is booming and, under these circumstances, yet another brand can have a good chance of success.

A release from what appears to be TVS’ PR company suggests that, and I quote, ‘South Africa’s changing mobility dynamics shift two-wheeler demand from niche to mainstream.’

It goes on to say, “South Africa is entering a structural two-wheeler mobility shift, driven by urban congestion, rising transport-cost pressure, and rapid growth in on-demand commerce and last-mile delivery ecosystems. The macro shifts behind the mobility dynamics are increasingly clear.

“South Africa’s online retail market has expanded rapidly, with industry data showing the online retail market projected to pass R130 billion in 2025. That same research points to online retail’s share of total retail rising toward 10% by 2026. As e-commerce and convenience delivery scale, two-wheelers are becoming more central to last-mile operating models.”

Rahul Nayak, Senior Vice President, TVS Motor Company; “The continued expansion in South Africa’s on-demand delivery segment, including category expansion beyond food into high-frequency convenience retail, is in turn driving demand for agile, lower-cost delivery mobility. South Africa is following a pattern we’ve seen in other growth markets: two-wheelers move from being viewed as discretionary transport to becoming core economic infrastructure for commuting and income mobility.”

Robin van Rensburg, Managing Director of The Nexus Collective, under Bidvest Group Limited, the sole distributor of TVS Motor Company in South Africa, adds that for 2-wheeler brands in this sector, scale alone is no longer enough. Reliability, service depth, parts availability, and rider economics are what determine long-term relevance and reliability in a mobility market set for rapid growth.

“Local demand is being shaped by three converging realities – urban congestion pressure where commuters and working riders need lower-cost, time-efficient movement in congested corridors; income-linked mobility that is seeing delivery and micro-entrepreneurship ecosystems expanding the use-case for two-wheelers as productive assets; and affordability, where both individual riders and fleet owners are prioritising total cost of ownership, uptime, and service responsiveness,” explains van Rensburg.

Now, none of this is news; every road user in the larger metropolitan areas is fully aware of the mushrooming presence of small-displacement scooters and motorcycles being used as delivery vehicles, not to mention the increasing congestion. And yes, this is excellent news for the motorcycle industry as a whole.

However, the traditional motorcycle industry is suffering hugely, with ever-decreasing sales of the established brands, due in part to an ageing motorcycling community, but also to a sharp rise in prices.

While it is pleasing to report growing commercial motorcycle use, what would make a much wider economic impact would be the growth of the private commuting motorcycle market, which has never had a chance to take off in this country, unlike other Africa countries; and let’s not even begin to compare ourselves with every Asian country and India and their tens of millions of sales every year.

The reasons for this are many, but we can count perception, opposition, apathy and lethargy among them. It’s hard to believe, when you experience the crowded urban roads and highways, that there are still millions of people who will never own a car, who rely on public transport, and for whom the ownership of a cheap-to-run motorcycle would transform their lives. Take the TVS King Cargo as a prime example; it’s a three-wheeled ‘business in a box’ that offers the load-carrying capacity of a small bakkie with the running costs of a bike. It’s a safe, sturdy solution for mobile food stations or last-mile retail—precisely the kind of ‘core economic infrastructure’ Nayak is talking about.

If TVS wants to find sustainable growth, wouldn’t it be better to formulate a strategy to expand motorcycle use and not rely solely on the commercial market that surely has a saturation point?

This seems to be something that The Nexus Collective appears to realise, given the final paragraph of the press release:

‘For TVS and The Nexus Collective, practical utility and rider identity are central to their market approach in South Africa: supporting daily commuting, enabling entrepreneurial mobility, and building long-term rider communities around dependable ownership experience. “As South Africa’s mobility mix evolves, two-wheelers will play a larger role in how people commute, earn, and access opportunity, mirroring the trajectory already visible across comparable urbanising markets,” concludes van Rensburg.

Of course, they will be attempting nothing that hasn’t been tried before by the South African motorcycling industry but, perhaps, with a greater understanding by the general population of the role motorcycles can play in a society thanks to the sheer numbers we now see in everyday life, maybe more and more will be tempted to take the plunge and own their own bike?

TVS Motorcycle Range

For more information on the bike/s featured in this article, click on the links below…

2026

TVS Trak 150

Pricing From R19,997 (RRP)

Brand: TVS

2026

TVS Star HLX 125

Pricing From R18,999 (RRP)

Brand: TVS

2026

TVS HLX 150X 5G

Pricing From R19,999 (RRP)

Brand: TVS

2026

TVS Ntorq 125 RE

Pricing From R23,999 (RRP)

Brand: TVS

2026

TVS Raider 125

Pricing From R23,999 (RRP)

Brand: TVS

2026

TVS Apache RR 310

Pricing From R89,999 (RRP)

Brand: TVS

2026

TVS Apache RTR 200 4V FI

Pricing From R44,999 (RRP)

Brand: TVS

For more information on TVS Motor in South Africa, visit: www.tvsmotor.com

The first trip to Brazil since 2004 and the first race at the Goiania circuit since 1989 was always going to be a joyous affair, given the Brazilians’ love of motorsport and, this year, with one of their own in the form of Diogo Moreira, to cheer on. But, despite this fever-pitched enthusiasm, the race very nearly didn’t go ahead for several reasons across the weekend.

Both the circuit owners and the FIM had obviously put in a huge amount of effort to bring the track up to international racing spec, including a lot of new building work and, not least, re-surfacing of the track. But, as so often happens, there wasn’t quite enough time for the new asphalt to cure, no doubt not helped by torrential rain that left huge puddles of water stubbornly refusing to drain away.

This is not the first time this has happened; remember Silverstone a few years ago, when the race was abandoned as the same issue with standing water was exacerbated by a new track surface that had just been laid? The Indonesian race at the newly resurfaced Mandalika track in 2022 was also shortened due to the track surface breaking up. It is still slightly baffling that it can happen in this day and age, with who-knows-how many years of experience.

Then, at Gioania, a sinkhole started to appear in the pit straight, although this was dealt with and, as it was nowhere near the racing line, didn’t affect proceedings.

The final indignity came with mere minutes to go before the start of the MotoGP Main race, when it was summarily announced that the race distance was to be cut by eight laps, due to the track surface breaking up at turns 11 and 12.

This naturally raised a few eyebrows, but it was all handled rather badly; the teams were informed from the front row backwards, meaning those at the tail of the field had no time to change their tyre strategy, while those at the front did. Most of the field had chosen hard front/medium rear, but could the soft rear have lasted eight more laps than the sprint race distance? Maybe, maybe not.

But why couldn’t the start have been delayed by thirty minutes, to allow a proper assessment of the conditions, with two or three riders taken out to look at the offending piece of track? Cancelling the race would have been very hard luck on the thousands of spectators who were desperate for their first look at MotoGP bikes for over twenty years, but surely the safety of the riders comes first?

The more you think about it, the more questions are raised. Race weekend was held towards the end of Brazil’s rainy season (for rainy, read tropically wet!), so why wasn’t the new track surface configured to handle that much water? True, drainage was impressive, but water was still pooling after a downpour, causing Friday practice to be delayed by an hour. Then there was another delay after MotoGP qualifying on Saturday for the sinkhole issue to be sorted out. It all smacks of a bit of a rush job.

Spare a thought for poor Michelin as well; the tyre company insists it was not consulted about the track conditions and subsequent reduction in laps, but there was plenty of speculation that the reduction was due to the tyres not being able to handle the heat, both ambient (30 degrees plus) and track (50 degrees plus). That’s never a good position to be in through no fault of your own.

Thankfully, the track degradation didn’t appear to affect the race, although many riders complained of stones being thrown up by bikes in front, and Marc Marquez suggested that his mistake at turn 11, which let DiGiannantonio through to third, was due to the broken track surface.

So, while the politics threatened to overshadow the on-track action, thankfully, that was not the case. It is becoming increasingly ironic that Sprint races are much more exciting than Main races, but still don’t count towards official race win statistics.

Marco Bezzecchi had had a torrid time of it in Free Practice and suffered the ignominy of taking part in Qualifying 1, but he soon banished this by making it through to Q2 and eventually taking P2 on the grid. Fabio DiGiannantonio took a sensational pole position, with Marc Marquez in third.

For the first half of the race, Diggia looked imperious, stretching out his lead to over a second. But if that looked secure, then it was to ignore the force that is Marc Marquez, who closed the gap and then forced a mistake from Diggia that gifted Marquez the Sprint win, the first time this year he has taken the chequered flag in first place. Even more significantly, Jorge Martin broke his Aprilia podium duck with a fine third, Bezzecchi and Ai Ogura making it three Aprilias in the top five.

In the Main race, it was yet another incredible performance from Marco Bezzecchi, who, for the fourth race in a row, led every lap from lights to flag. Not only that, but Jorge Martin made it an Aprilia one-two, while Ogura yet again sparkled to his second fifth place of the weekend. Ducati was certainly not looking down and out, but the consistency that took Marquez to his seventh MotoGP title in 2025, not to mention Alex Marquez’s second place in that title race, looks to have deserted the Bologna manufacturer for the time being.

Any hopes that Bagnaia’s fortunes had turned were slightly premature, as he finished a distant eighth in the Sprint and crashed out of the Main race. If 2026 continues to be as mentally bruising as 2025 was, then it will need a lot of hard work over the winter break to rebuild his love of racing, a (potential) new team notwithstanding. He was one of the riders who opted for the soft rear tyre after the distance reduction, and it simply didn’t work for him.

Slightly more upbeat was Fabio Quartararo, who dared to run as high as second for a few moments in the Sprint race before succumbing to the inevitable drop through the chasing pack. But that overtaking on Marc Marquez, after qualifying an incredible fourth, not to mention a losing deficit to the winner of half what it was in Thailand (seven seconds against 15 seconds), has to be encouraging, although we all know how MotoGP will pick you up one race and spit you out the next. Quartararo is one of the best riders on the grid, and it would be fantastic to see him fighting at the front in every race, not just here and there. Whether a “rumoured” move to Honda for 2027, complete with a new set of rules for everyone, will give him that boost is only a question that can be answered with time.

After Pedro Acosta’s heroics in Thailand, it was a return to average for KTM in Brazil, even though Acosta was able to fight up front at the beginning after also opting for the soft rear. Still, he managed to finish seventh, while his teammate Binder crashed out, and the Tech3 KTMs of Bastiannini and Viñales finished 15th and 18th respectively.

Home hero Diogo Moreira narrowly missed out on a point in the Sprint race, finishing 10th (ninth is the last point-paying position), but scored three points for 13th in the Main race. Alongside Toprak Razgatlioglu, 2026 is going to be a learning year for the rookies.

Only a week’s wait until the next race at COTA in Austin, Texas. For many years, this has been Marc Marquez’s playground, and the prospect of an in-form Bezzecchi versus Marquez battle will be something to savour. If Diggia and Martin can also come to the party, then let the fireworks commence.

Very few points awarded to MotoGP for making us wait three weeks between the first and second rounds of the new season; do they not realise how hungry we are for on-track action? It’s been made all the worse by the fact that the first Sprint and Main races in Thailand were both excellent, whetting our appetites for more of the same, as soon as possible.

Well, we are now finally at the beginning of MotoGP week, although, despite the wait, there has been precious little news coming out of the factories. Maybe they’re all sitting around with endless cups of tea, waiting, like the rest of us?

It’s too early in the season to be getting any clear idea of how the 2027 850 cc bikes are going to perform, even though they have been seen sporadically on track, both in public and behind closed doors. The full reveal of these machines will likely only be around the middle of the season.

However, what we have had is Toprak Razgatlioglu riding a V4 Yamaha on Pirelli tyres at the most recent test in Jerez. This was a “private” test, meaning no media present, and Razgatlioglu was the only race rider allowed, due to the concessions Yamaha still enjoys for being largely useless in the past two seasons. KTM, Aprilia and Ducati were also present, with test riders only.

Mind you, there was literally no feedback from either team or rider on the performance of the tyres, and it was likely just a further development test for Pirelli, although perhaps the specification of the tyres is largely finalised and just requires tweaking now? At least it was more saddle time for Toprak, and he and fellow rookie Diogo Moreira will also have a slightly more level playing field at the next race in Brazil; no GP rider has raced there since the mid-1980s, so all will start equal, although Toprak still needs to understand fully how a MotoGP bike works compared to a WSBK bike.

Last week saw a MotoGP Hall of Fame dinner, with the likes of Rossi, Lorenzo, Pedrosa, Stoner, Agostini, Schwantz and Spencer present. Pedrosa telling Rossi that he learned how to race in the wet without crashing by riding a motard bike up and down a mountain road outside Barcelona in the wet – a public mountain road, at that – was one revelation. Don’t forget that he was at this time a fully-fledged Repsol Honda racer, not some rookie hoping for his big break!

More pertinent to this season was Rossi’s opinion that beating Marc Marquez on an inferior bike was just not possible. He was talking mainly about Marco Bezzecchi (one of Rossi’s protégés) on the Aprilia. Rossi acknowledged that Bezzecchi is the most in-form rider at the moment but that the combination of Marquez and the Ducati is the pairing to beat, even as Marquez himself has declared that he is not yet 100% fit after his accident at the tail end of last season.

Turning to the subject of Francesco Bagnaia, Rossi and Lorenzo confirmed that he seems a bit lost at the moment, with Lorenzo acknowledging that Bagnaia was very much like himself in terms of his riding style: smooth and polished. But both he and Rossi also noted that, if something wasn’t right, then Bagnaia wasn’t the rider to ride around the problem. Mind you, with the season only just begun, maybe Bagnaia will find his mojo with the GP26, and he’ll once again be a front runner?

Of course, the main news last week was the confirmation that the Qatar round would be postponed to later in the year, due to the ongoing conflict in the region. The good news was that this isn’t a cancellation, the new date being posted as November 8th, meaning it will form the last race of a triple back-to-back run, starting with Australia, then to Malaysia and, finally, Qatar.

This also means that the season will end later than originally planned, with Portugal moving later to November 22nd, and the final race at Valencia on November 29th.

Finally, there is still very little news regarding the rider market for 2027, following a huge amount of rumour and speculation before the season began. Marc Marquez looks to be close to re-signing for the factory Ducati squad, but that is about all.

Mind you, did Jorge Lorenzo give a big clue when he said that reports that both Pedro Acosta and Pecco Bagnaia were heading to Ducati and Aprilia, respectively, were 100% accurate, saying, “I think they’ve made the right choice. Pedro made the right choice to go to Ducati. He will have the same package as the best, as Marc. I’m sure he will be very good.”

“And Pecco also needs to change, to start thinking positively. And in Ducati, with Marc in the box, he was not fresh; he was not positive. And Aprilia is not so bad! So he will make the right move, I think.”

Lorenzo is a performance coach for Maverick Viñales, and he is tipped to replace Acosta at the factory KTM team..! Could this be news right from the horse’s mouth?

OK, that’s enough said for now. Let’s hold our breath for one more day as we head back to hot, sunny Brazil for a weekend of racing.

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In 2024, OUTDO strengthened its position within the global motorcycle industry through a strategic partnership with BMW Motorrad Motorsport. The collaboration was officially announced during a race weekend in the FIM Superbike World Championship (WorldSBK) in Barcelona, Spain, where OUTDO was introduced as the official technical partner for BMW’s WorldSBK project.

As part of this partnership, OUTDO provides high-performance battery solutions to the ROKiT BMW Motorrad WorldSBK Team and the Bonovo action BMW Racing Team. These batteries are engineered to meet the demanding conditions of professional motorsport, delivering reliable starting power, durability, and stable performance under extreme racing environments.

The collaboration highlights OUTDO’s advanced battery technology, including maintenance-free designs and specialised solutions developed for high-performance motorcycles. The partnership reflects a shared commitment to innovation, reliability, and engineering excellence within international motorsport.

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Together with BMW Motorrad Motorsport, OUTDO aims to showcase its technology at the highest level of motorcycle racing while continuing to develop advanced battery solutions for both motorsport and everyday riders.

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There aren’t many of us who can afford to buy a motorcycle outright, and so we have to rely on finance in order to swing a leg over our dream bike. It’s not a bad thing; reducing what might seem like a formidable purchase price into much easier-to-digest bite-sized chunks brings all of our dreams that much closer to reality.

If your dream is to own a Triumph, then there is some very good news. Triumph is offering deals on the 400 cc, Street Triple and Tiger 900 and Tiger 1200 models, all with an average of 3% below prime interest when financed over 72 months. That means you can get your hands on a Speed 400 for a measly R1,599 per month or, at the other end of the scale, a Tiger 1200 Rally Explorer for R5,199 a month, with many offers in between.

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There’s never been a better time to buy into the magic of Triumph. Visit Triumph South Africa for more information here.

We’re already into March, and for Bikeshop Rivonia, it signals another opportunity to spotlight some of the most exciting bikes on the showroom floor—each one waiting (not for long) for the right owner. If anything catches the eye, moving quickly is highly recommended. With Easter sales launching early this March and building momentum into April, the timing couldn’t be better to take advantage of some of the season’s standout deals.

First up, how about a 2006 BMW R1200 GS HP2? This was, if you remember, a hugely stripped-down and lightened standard GS, with few electronic frills. It was, in essence, a large enduro bike and sold in limited numbers, hence the current asking price of R263,990. However, it is a sure-fire collector’s model nowadays, and, if some of them have been used hard, this example seems exceedingly well-kept.

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At the complete opposite end of the BMW scale is the mighty 2023 K1600 GTL Exclusive. Huge long-distance ability and comfort, excellent balance and that superb six-cylinder motor that has to be one of the finest pieces of engineering ever seen on a motorcycle. Priced at R319,990 with only 14,964km on the clock, it’s an awful lot of motorcycle for a very reasonable price.

If the GTL is too much for your taste, then there’s also a sea of K1600 GTs and in particular a 2015 K1600 GT model. The same engineering under the skin, but much more stripped back and a hard-to-beat price of R159,790.

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Another wonderful piece of engineering exists under the skin of the Kawasaki H2 SX SE from 2020. This is the ‘civilised’ version of the lunatic H2 and H2R, complete with its 1000cc, supercharged engine. With comfort and dynamic handling, this is a long-distance tourer with unbelievable performance, all for R333,990.

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If you want something a little more sporty and everyday usable, then there is a lovely pair of European sports bikes. First up is a 2017 Triumph Thruxton 1200 R, with just shy of 20,000km on the clock, selling for R159,990. To say that this is one of the most perfect sports bikes would be an understatement; impeccable chassis, suspension, brakes and engine, combined with drop-dead looks and exquisite detailing.

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Then, from Italy, is the 2023 Ducati Monster 950SP. One of the hotter versions of this long-running model, the Monster remains one of the most pleasurable ways of getting from A to B. At R279,990, it’s not cheap, but it is glorious.

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Right at the other end of motorcycling is the Harley-Davidson. Traditional to a fault, they offer a motorcycling experience like no other. This one is a 2008 CVO Softail Springer, with 64,418km on the clock and a price of R179,990 on the sticker. It’s a lot of bike for that money, and, if you’ve never ridden one, don’t dismiss it until you have.

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Of course, this is just a taste of what’s on the showroom floor at Bikeshop Rivonia. With Easter sales already kicking off and more specials being added right through March into April, there’s never been a better time to make a move. There are literally hundreds more bikes to explore, whether you choose to walk into the showroom, visit the Bikeshop Rivonia website, or browse our ever-growing Bikes For Sale listings.

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With fresh deals landing regularly and standout machines moving fast, it’s worth keeping a close eye—or better yet, getting there before someone else rides away with your next bike.

When I bought my Royal Enfield Hunter 350, a lot of my friends asked, “Why the Hunter 350, Dave, rather than the Himalayan or Guerilla 450?” On reflection, that was a fair question, given my motorcycling background, but also something I wrestled with before dropping my hard-earned loot on the Hunter. Let me try to explain.

I cut my teeth on sports motorcycles, given that at that stage of my life, our roads were billiard-table smooth and traffic volumes extremely low. Breakfast runs were literally a road race to ‘Stywe Lyne’ restaurant out at Hartebeespoort Dam, normally approached from the Krugersdorp Highway and then down the Lanseria road. On occasion, we extended the ride to descend Hekpoort at silly speed to Magaliesburg for breakfast. Initially, we rode hot 750 Hondas, Suzuki GS750s and Kawasaki Z750s. Over time, the manufacturers started building bigger bikes. The 750s made way for a crop of exciting 1000s and the odd 1100. Honda’s fabulous CBX 6-cylinder 1000, Suzuki’s functionally better GS1000, and the strong, but poorly handling, shaft-driven Yamaha XS1100.

If you didn’t bump the right guys on the way to the dam, you lined them up over breakfast. “See you at the bridge”, was the challenge thrown down. The word got out, and in no time, a huge entourage of bikes made their way to the Krugersdorp highway, where the dice were put on from bridge to bridge. Spectators lined the highway and stood on the bridge to see who and what would rule on the day. Occasionally, the cops would pitch up, and pandemonium would rule, with participants and spectators fleeing in every direction. Those were the days indeed! Working for a Honda dealership at the time, I was normally flying the flag for Honda between the bridges.

Given this history, also followed by a couple of years of Super Single and Endurance racing, it is only fair to wonder why I would be vaguely interested in a bike like the Hunter. The Hunter, with its 20-odd horsepower and 27 Nm of torque, is certainly no firebrand, with a top speed limited to around 115 km/h, achievable by a modern superbike in first gear! Well, specs never tell the full story. In addition, there is always the issue of “horses for courses”. I must add that the Hunter was never intended to be the only bike. I also own a BMW R 1200 GS LC Trophy and an NC 750 DCT Honda. The Hunter is my “soul” motorcycle.

The Hunter is reminiscent of motorcycles of yesteryear. Motorcycles that existed to provide simple and efficient transport. As is so often the case, these honest and simple motorcycles are so endearing that you find yourself riding them more and more, to the partial exclusion of the other bikes that you own. So, what is it about this bike that has crept into my heart? Firstly, the looks. It is classically and beautifully proportioned. The tank is shaped from a bygone era, and it has archetypal ‘roadster’ looks. It is not what it does per se, but how it does it. There is no feeling of stress whatsoever. It pulls off the line with a throaty burble, and short shifting through the gears, it gets to 5th in no time and rolls along, more on torque than on horsepower. The bike is the absolute essence of motorcycling simplicity.

At its heart is a 349 cc air/oil-cooled single-cylinder motor with a 5-speed box. Endowed with conventional suspension with 130 mm of travel at each end and 17” mag wheels, giving it light and quick steering, the Hunter is nimble and carves city traffic with aplomb. I must comment on Royal Enfield gearboxes. For me, they are becoming the benchmark motorcycle brand for seamless, light and accurate shifting. The motor is wonderfully smooth, without any irritating vibes to speak of. Whilst not quick, it holds 110 km/h both uphill and downhill without too much effort. Highway travel between Jo’Burg and Pretoria is dispatched easily, with even the occasional foray into the fast lane whilst overtaking.

The 13-litre fuel tank is good for way over 350 km. My last tank, predominantly all town and around, yielded over 39 km/L, good for an astounding 511 k’s per tank. Typically, the consumption is a bit heavier with open road riding, but even at 30 km/L, we are looking at around 400 km on a tank. I can’t wait to do a tiddler tour with Little Willy to see how that pans out. The riding position is relaxed and comfortable, even for my 6’3” frame. The seat shape and consistency are comfortable and cosseting. I have fitted a Puig screen, which makes open road riding effortless. The flattish handlebar has a pleasant bend which falls easily to hand and is narrow enough to slip through traffic effortlessly.

The little Hunter is such an honest motorcycle. It puts a smile on your face just looking at it, and the grin gets even bigger when riding it. I don’t often name my bikes, probably because they come and go so often (now over 350), but with soulful bikes like Royal Enfield’s, you almost feel obliged to give them names, and so it is with my Hunter. How he got his name, yes, he is most definitely masculine, is a wonderful story in itself. It harks back to an age that spawned bikes like my Hunter. A time when the world’s moral compass pointed true north, and people could be taken at their word. A time when the world as we know it faced a threat which could not be ignored. A time when ordinary men and women answered a call not because they had to, but because they felt compelled to play their part, no matter how difficult or life-threatening.

André, a friend of mine, knowing that I have a huge interest in military history, gave me a book entitled “The Memoirs of Willie Power”. When his grandfather, Willie Power, passed away, he ended up with typed and written memoirs, accompanied by a bunch of photos and faded letters from the front, documenting his grandad’s wartime experiences during the Second World War. Sifting through the material, André felt led to share the memoirs for posterity, so, with the help of his wife Melanie, who spent many hours digitising material from Willie’s files, he produced a limited number of coffee table books immortalising his Granddad’s story.

I own many books that document this terrible time when the freedom of the world was threatened, but none come close to the wonderful, real-world way that these memoirs are compiled. Written after his retirement, 46 years after the end of the war, Willie shares his experiences as a young man, following in the footsteps of his own father, who “did his bit” and faced the same foe in the First World War. Willie, also feeling compelled to “do his bit”, volunteered for service with the Rand Light Infantry.

He documents the training, the friendships forged, the laughter and the suffering of a young man, small in stature but with a huge heart, who chose to risk his life for the good of us all. He shares the poignancy of his only true love, Lally, whom he met whilst on leave from the army. A love that endured through all his time away and resulted in a 53-year marriage that ended with Willie’s death in 1998. Letters home to his parents hint at an age of love and respect. He tells them how grateful he is for them and how deeply he cares for them. He signs the letters “Your loving son, Willy”. Willy saw action in the Western Desert, documenting being shelled by ‘88’s’, the brilliant, versatile German field piece that provided infantry support and also excelled as an anti-tank and anti-aircraft gun. Its high velocity shells had a distinct whine and shriek, easily distinguishable from other artillery pieces.
He tells of advancing under withering machine gun fire to a point where he would lob grenades before fixing bayonets and charging the German trenches. I cannot imagine the sheer guts of these fine men. Willie, small in stature but lion-hearted, went “over the top”, the term given for leaving the safety of your slit trench and charging the enemy across open ground. Willie suffered a severe hand injury when a truck on which he was travelling rolled over. The injury was so severe that it resulted in the eventual amputation of the little finger on his left hand. This gave him some respite from the fighting, but Willie, being Willie, played football and cricket for his unit, regularly scoring goals and runs and taking wickets. He clearly excelled as a sportsman.

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The memoirs document a very dark time in human history, but at the same time speak of men with moral fibre, courage and plain human decency. Men who left the comfort and safety of their country to fight a deadly foe. Not because they had to, but because they chose to. Men like Willie Power. Ordinary men from ordinary families, but men who heeded a call when the world most desperately needed fine men of valour. The memoirs remind me of a world that, in ways, reflects what we are experiencing today. The rise of radical Islam threatens the core values that men like Willie Power fought so desperately to preserve. Perhaps battle lines are again being drawn, where good men will have to step up to defend their faith and their values for the sake of their children.

My Royal Enfield Hunter 350 reminds me of these simple values that are core to our way of life. It is all in. Happy to rise to any occasion and give its best. Its small stature is not a limitation, but rather a strength. You get the feeling that you can ride it around the block or around the world. The heart of a Willie Power that says, “I’m up for it, just bring it on!” So, my friends, take a moment to reflect on the sacrifice made by fine men and women who gave their all for our sake. Their story must never be allowed to dissolve in the mists of time. Willie Power, I salute you!

Royal Enfield Hunter 350

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

2025

Royal Enfield Hunter 350

Pricing From R79,500 (RRP)

Brand: Royal Enfield

If you have even a passing interest in motorcycles and you have not yet been to Bikeshop Rivonia, you are doing yourself a disservice. Whatever your two-wheeled fancy, chances are they have “that bike” in stock. I have bought a number of bikes from them over the years and have always been chuffed with my purchases. Their bikes are exceptionally clean, and they stock a number of the major brands’ new bikes as well.

The peak of my motorcycling journey, in many ways, was in the early eighties. I was running a Honda dealership, racing an XR500 Honda Super Single in both sprints and 6-hour endurance races held on the short circuits, Zwartkops and Lichtenburg. My street bike was a tricked-out Honda CB900F with a Rickman double headlight half fairing, clip-ons and a Bassani 4 into one exhaust. Weekend breakfast runs were to ‘Stywelyne’ restaurant at Hartebeespoort dam, after which we would congregate at the bridge over the Krugersdorp highway to watch the dices. Man, those were heady days indeed!

Bikes to watch were Honda’s CB1100RC, Kawasaki GPZ 1100, Suzuki GSX1100 and Yamaha XS 1100. The production racing inspired Honda’s tended to rule supreme amongst the more standard bikes until the arrival of a new Suzuki, the radically styled and potent Suzuki GSX1100 Katana. Opinions were divided over the Suzuki’s styling, which was radical for the early 1980s. “Cool, Dave, but where are you going with this?”, you may ask. To Bikeshop Rivonia, that’s where!

Strolling around and wiping drool off various bikes that had me checking my bank balance, I came across two absolutely pristine examples of early ‘80s Suzuki Katana 1100’s. The bikes are essentially new. As yet, I have not found out how that is possible, but examining the bikes in fine detail, I saw nothing that suggested otherwise. The bikes are immaculate. To the modern trained eye, there is nothing to divide opinion over the looks. They are stunning! The Katana had real Café’ Racer styling, coming standard with clip-ons, rear-set pegs, and a fly screen which was only effective when you were tucked in, flat on the tank, testing top-end, which, I must confess, was a regular activity on the minimally traffic-infested roads of the ‘80s. Katana’s were built in 550, 650, 750, 1000 and 1100 variants.

The 1000 was a ‘special edition’ which may have only been available in SA, with spoked alloy wheels and, if I remember correctly, flat slide carbs. It was called the “Striker” and formed the basis for some seriously quick Suzukis in SA. The 550 and 650 (shaft-driven) were more a Katana styling exercise than performance variants. It was up to the 1000 and 1100 to fly the performance flag. Bassani’s four into ones worked extremely well on the Kats, bumping power significantly. In SA production racing, Wayne Heaseman on his Katana 750 soon fought for 750 class supremacy with the Petersen-piloted Ducati Pantah 600s. Keith Zeeman and Pierre Smuts took it to the all-conquering Honda CB1100 RCs with their 1100 Katanas, managing to podium on occasion.

The USA never got the Katana, but rather the GSX1100EZ, which was essentially a Katana in less radical clothes. To get an idea of the performance, I dug out my April 1982 edition of Cycle Magazine. They hailed it as the “Undisputed Superbike King”, with a standing quarter mile in a rapid 11.33 sec at a terminal speed of 119.36 mph (193,3 km/h). Horsepower on the rear wheel, according to the Webco dyno, is a fit 92,62 hp with 59,86 ft lbs of torque (81.16 Nm). Given that we are talking rear wheel power, these are impressive numbers even by today’s standards.

The two 1100s at Bikeshop are stunning. The one is in the classic Katana silver paint scheme with a blue and silver two-tone seat. It also has the star-shaped silver mag wheels. The other is in a stunning red and white scheme, and it has the black wheels with polished highlights as offered on the American GSX1100EZ. The silver bike has the original exhausts, whereas the red Kat has a four-in-one fitted. This is an opportunity to own an incredible piece of motorcycle nostalgia.

These bikes provide an authentic, visceral riding experience which cannot be replicated in this digital age. In addition, you own a bike, which, if properly looked after, grows in value. To put this in perspective, the Katana cost R5,599 in October 1983. It is now worth R150,000 (or even more in the UK), which equates to a return of 7,5% pa. The Silver bike we see on Bikeshop Rivonia’s floor is a 70th anniversary edition and is worth a significant amount more at R279,990. Factor in the Sunday ride enjoyment, which is priceless, and these bikes make total sense. The older they get, the more exponential the return.

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Right guys and gals, I have not only enlightened you to the existence of these two beauties but given you all the ammo to convince your significant other that you have to have one! Do yourself a favour, just go and eyeball these bikes. If ultimately a classic Katana is not your thing, there will be plenty of other eye candy to view. Happy shopping!

In 1964, Bob Dylan wrote a song called ‘The Times They Are A-Changin’. It feels almost like I am entering a stage of my life now where things are changing as well. I have my first grandson on the way, and that makes you re-examine your life choices. I want to be around when he grows up. I want him to sit on my lap while I tell him stories about my fast days and my gravel days. I would, of course, be lying if I said I was ever truly fast, but hey, I felt fast! That does not mean that I will stop riding motorcycles. Far from it. It just means that I need to take fewer risks and take it easy.

So, when an offer from Corrie Moolman, importer of Lambretta motorcycles, came my way, I immediately accepted. The plan was to ride to Kaapschehoop on Friday, ride a loop to Graskop on Saturday, and head back on Sunday. All in, the trip was to be around 1,000 km. To sweeten the deal, he offered me the use of a new Lambretta G350 Series II motorcycle.

The G350 is the flagship of the Lambretta range and pays homage to vintage Lambrettas. From the square headlight to the chrome accents and even the small intake over the front fender, these are all pointers to Lambretta’s rich heritage. But, even with all that retro styling, it still incorporates some modern touches like the small TFT screen. Depending on the time of day, the bike will greet you with a “Good morning” or “Good afternoon”. After that, it will remind you to “Stay Cool”. The TFT has a bright and crisp display. My only gripe is the fuel gauge, which is green on not-so-green. You really have to squint to see how much fuel you have left. The fuel tank holds 9.5 litres, which is more than any of the other bikes that joined the trip. That meant that I never had to worry about running out of fuel. We stopped every 150 km or so to fill up.

The G350 has two storage compartments: one in front of your knees and another under the seat. Both are lockable, and both have USB sockets, so charging your phone is never an issue. There is also an entire catalogue of accessories you can fit to your bike to add more storage space.

We left Pretoria just before 9 am, which meant that we would spend a fair amount of time in traffic. This is, of course, where the Lambretta shines. The engine is a 330 cc unit that produces 19 kW and 25.5 Nm of torque. These are not earth-shattering numbers, but the G350 is about smoothness, and it pulls strongly from the lights. It is also nimble enough to weave through traffic and pokey enough to stay ahead of it.

We stopped at Sergeant Pepper’s for breakfast, which gave us time to get to know all the riders. We came from all walks of life, but we all shared a love of scooters. After breakfast, we got on the N4 and headed to Middelburg. Long before we got there, we saw ominous rain clouds gathering. We made it to the Alzu petrol station before the rain really hit. We sought refuge near a coffee shop and waited out the storm. It looked like we were on the edge of a passing front, and we soon got going again. One thing about a scooter is the fact that the design shields you somewhat from the elements. Your feet stay dry, which is a major plus for me.

At Milly’s, we regrouped. By now the rain had stopped, and we could revel in the long, sweeping corners before Waterval-Boven. Corrie was leading on a Lambretta X300 and was holding a steady pace. At one particular downhill, the extra weight of my bike meant that I passed Corrie. This inevitably resulted in a race! At the front, the G350 is equipped with a double-arm link system rather than telescopic forks. At the back, it is equipped with twin shocks. Both front and rear are adjustable for preload. Combined with a longer wheelbase than the X300, the G350 felt surprisingly planted. It runs on 12-inch Pirelli Angel tyres, which offer a lot of grip, though it did feel a bit skittish on uneven surfaces. The X300 stayed ahead of the G350, but only just. It was probably down to the fact that I carry a lot more weight around my middle than Corrie does.

We filled up at Ngodwana again and then headed up to Kaapschehoop. Most of this pass is uphill, so we took a far more sedate approach. As we turned into the village, the heavens opened again. We were all assigned our rooms and went up to Die Nagkantoor for the obligatory cold one. We stayed at Angels Mist guest house, our go-to accommodation in Kaapschehoop. The owner, Abrie Visser, knows the area very well, and if you have a dirt bike, he can really show you the splendour of the area. We were not going down any gravel roads on the Lambrettas, though.

The next morning, the whole of the village was shrouded in an eerie mist. After a hearty breakfast, we set off down the hill into Nelspruit. Again, Corrie and I went all in on the pass, with a few brave souls completing a snake of Lambrettas into Nelspruit. From here, we headed to Hazyview, and after a quick coffee, attacked the road to Sabie. The first section has been beautifully redone and was a pleasure to ride. I went ahead to take some photos, and on my route, I saw a falcon soaring free and effortlessly—I felt the same.

When we got to the section known as the 22, I wished I could say the same about the surface. Alas, the road is starting to crumble, and I sincerely hope that this section of road will one day be restored to its former glory.

We decided to have lunch at Harrie’s Pancakes in Graskop and then headed back to Kaapschehoop. As we approached the start of Long Tom Pass, Corrie took the R37 in the direction of Sudwala, but I decided to head up to the Long Tom cannon. Two other riders followed, and we just had some quiet time at the site.

As I sat there looking at the Lambretta, I realised that the times are indeed changing. I am enjoying this. It is much slower than my normal pace coming up here, but I am fine with that. It was quite fitting then that we all sat around a table on Saturday evening and listened to a tribute band play songs by Johnny Cash, Leonard Cohen, and Bob Dylan. The vocalist was on point, delivering the trio’s smooth songs, while I remembered a friend who so loved the melodies of Cohen. Dinner was a simple snack basket, prepared with care and simply delicious. While Corrie was organising the riders, his wife, Yolande, quietly arranged everything else: the food and the table. When was the last time you were with people who are so passionate about a brand?

Sunday morning was again a misty affair, and we decided to go over Schoemanskloof Pass. There are some roadworks here as well, but the stop-go points gave us the opportunity to break clear of the trucks and just enjoy the bikes. This was truly a very special weekend with some very special people.

So, my fellow motorcyclists, the times they are indeed a-changing. Whether you are just starting off or on the outside looking in, a scooter brings a different vibe and a different crowd. If you are looking to sell your big brute because you can no longer manhandle the thing, please consider a scooter. But, for the love of all things two-wheeled, never stop riding! You are never too old or too young to own a Lambretta scooter.

Just when you thought it was safe to head to your local KTM dealer, confident in the knowledge that there was nothing new to tempt you to get your wallet out, then a new model lands and you’re back to square one.

First indications came when a disguised – but still clearly Austrian – bike was spotted in the Karoo, being put through its paces across the region’s endless dirt roads, remote passes and towards the distant horizon. If that was going to be its natural habitat, then it must have been designed and built for serious adventure.

Fans who had their appetite whetted by this teaser haven’t had to wait very long, for a matter of a couple of days later came the official announcement that the brand new 1390 Super Adventure R was indeed in the country and would be officially launched at the 2026 KTM Adventure Rally, taking place from 30 April to 3rd May at the Champagne Sports Resort in the Drakensberg Mountains.

This way of launching a new model – directly to customers at a rider-focussed event – is also a first for KTM South Africa. The event has become an annual highlight for KTM Adventure owners, and it now has an added importance; attendees to the event will be the first in the country to see the new model and will even have the opportunity to experience it on a dedicated route. Now, that doesn’t happen often!

The 1390 Super Adventure R represents the next evolution in KTM’s adventure line-up, delivering increased performance, refined technology and uncompromised off-road ability.

Those riders interested in seeing and experiencing this breathtaking new model are encouraged to secure their spot on the rally and become part of this historic launch. Make sure to remember your wallet!

Triumph’s Trident 660 is that all-too-rare motorcycle in that it is near-perfect; a great chassis, sparkling performance from a smooth and characterful three-cylinder engine, compact dimensions that are neither too small for tall riders nor too large for those of a shorter persuasion, excellent build quality and just excellent all-round ability no matter the riding situation.

However, there will always be those who demand more, usually in the performance stakes and, to its credit, Triumph has listened, and the result is the new Trident 800.

At its heart is an all-new 798 cc triple-cylinder engine, which continues the convincing argument that this configuration is the best of both worlds: in this case, the best attributes of a parallel twin and an inline four. There’s torque all the way through the rev range, a muscular, throaty sound from the exhaust at low revs and a screaming top end at 11,500 rpm.

Power is around 115 horsepower, and torque sits at 84 Nm at 8,500 rpm. If you really want to know, inside the engine, you’ll find a twist-forged crankshaft, a unique camshaft and balancer, forged conrods and high-compression pistons.

Suspension is by Showa – big-piston separate function damping at the front, featuring full adjustability, with a fully-adjustable monoshock at the rear. Triumph-branded twin four-piston callipers gripping 310 mm rotors at the front, fed by braided steel pipes, giving it strong and progressive stopping power. Seat height is 810 mm.

Technology is impressive, with lean-sensitive cornering ABS and traction control, three riding modes – Road, Sport and Rain, quick shifter, cruise control, full LED lighting and Bluetooth connectivity all come as standard.

As with all Triumphs, it looks fantastic, with the right combination of subtlety and aggression in the styling and stance. Three colour schemes are available: Ash Grey with Diablo Red detailing, Carnival Red with Graphite accents, and Jet black.

The bikes are expected to arrive towards the end of March 2026. Triumph has informed us that there might be a homologation process to go through, but interested customers can send an enquiry form via the Triumph SA website. The price has been announced at R199,000.

KTM Namibia has renewed its partnership with Namibian Enduro champion Quinton Z van Rooyen for the 2026 racing season, following a dominant 2025 campaign in which he won every round of the national championship.

Van Rooyen, a four-time Namibian National Enduro Champion, will again compete aboard the KTM 300 EXC Six Days, equipped with WP suspension components widely regarded as a benchmark in international Enduro racing. The renewal strengthens KTM’s presence in competitive off-road racing in Namibia while enabling van Rooyen to defend his title and expand his racing calendar beyond the country’s borders.

“Enduro racing is far more of a team sport than most people realise,” said van Rooyen. “Spectators see the rider on race day, but behind the scenes, there is constant testing, preparation and technical support. That level of backing from KTM Namibia and Central Cycles makes a massive difference during both training and race weekends.”

The demands of hard Enduro racing place significant pressure on both rider and machine, often requiring rapid mechanical repairs during a race.

“In a single race day, you can return from a lap with serious damage on the bike,” he said. “Your crew needs to fix it quickly, often with limited tools and parts. Having the right team and technical support is crucial.”

Van Rooyen said KTM’s suspension performance was a decisive factor in renewing the partnership.

“Suspension is the single most important component on an Enduro bike because you are constantly riding terrain you cannot predict. KTM’s WP suspension is widely regarded as the best in the sport.”

Looking ahead to 2026, van Rooyen’s immediate goal is to defend the Namibian National Enduro Championship, where he is chasing a fifth consecutive title.

“My focus is to protect the national championship this year,” he said. “There are some very talented young riders coming through, so there is definitely a target on my back.”

Beyond Namibia, he is also targeting major regional races, including the legendary Roof of Africa, with the possibility of competing in selected European events later in the season.

The 2025 season marked van Rooyen’s first full year on the KTM platform and proved decisive in building confidence and performance.

“As I became more comfortable on the bike during the season, I could relax more and really push both myself and the machine. That connection with the KTM platform has been key.”

With a championship defence ahead and an expanded racing calendar planned, the renewed partnership positions KTM Namibia and QZ van Rooyen for another competitive Enduro season in 2026.

A return to racing in what is to be the final season of the 1000cc era and it didn’t disappoint; fantastic action, incidents, penalties, crashes, equipment failures, a close-fought Sprint race alongside a runaway Main race victory, huge disappointments alongside first-time euphoria, one manufacturer living up to pre-season predictions, others throwing a surprise into the ring and still more flailing around at the back of the field.

At the final pre-season test, Aprilia was looking extremely confident and Marco Bezzecchi and the manufacturer duly translated this into pole position in Thailand, after showing the way throughout practice. If Bezzecchi blinked while leading the Sprint race, then he was majestic in the Main race, taking his and Aprilia’s first hat-trick of consecutive victories, Thailand adding to the victories in the final two races of 2025 (four out of five, if you count Philip Island). Not only that, but there were four Aprilias in the top five in the Main race and no Ducati on the podium for the first time in 88 races.

Not only no Ducatis, but a disaster for Marquez as he suffered a severely bent rear wheel rim and a subsequent deflated tyre as he was caught out by running wide over a kerb. This was after a Sprint race incident between him and Acosta that the stewards judged to be too aggressive, and resulted in him giving the place back, allowing Acosta into the lead with no time for Marquez to regroup and renew the challenge. Second place in the Sprint was in no way as bad as it could have been, and wasn’t it a brilliant race? The perfect way to kick off the season.

The KTMs looked very good, especially in the hands of Acosta, and he left Thailand with the championship lead, a first for the Austrian manufacturer. Whether this can be maintained will only be revealed in the races to come, some of which will suit the KTM while others will not, while the Ducati seems to enjoy an advantage at every track. Or, at least, they did last year. This year? Who knows?

As Aprilia has demonstrated over the last three races and especially in Thailand, the RS-GP is very close to, if not level with, the Ducati GP25/6 and, in Bezzecchi and Martin, not to mention Trackhouse Aprilia’s Fernandez and Ogura, all of whom had a brilliant weekend, there is an awful lot of talent. Getting all four bikes into the top five at the finish of the Main race was incredible; if Aprilia can maintain this performance, the season is going to be very interesting indeed. Throw KTM into the mix, and it could be the most open season for a long time.

If Marquez was fighting at the front, Bagnaia could only manage a brace of ninth places. In pre-season testing, he was looking much happier than throughout the 2025 campaign, but in Thailand, he missed out on a Q2 qualifying spot and struggled with rear tyre wear in the latter half of the race, complaining of wheel spin in fifth gear on the straights! How quickly has optimism been dashed from his demeanour.

There were some properly destroyed Michelin rear tyres after the race – Joan Mir had to retire his Honda towards the end of the race because the rear tyre had all but disintegrated, which led to cretinous armchair commentators demanding that Pirelli take over immediately, not in 2027.

What a ridiculous idea. Marquez’s tyre deflation had nothing to do with the tyre, and if the rear tyres of all riders looked bad at the end of the race, then that’s simply something they have to deal with as the professional racers they are. As it was, Michelin brought a special-carcass tyre to Thailand to cope specifically with the heat experienced there. It was this stiffer carcass that helped Aprilia and hindered Ducati, because the Ducati excels on corner entry and exit, where the GP26 needs the tyre to squish into the tarmac. In contrast, the Aprilia excels in corner speed, and there, the stiffness of the carcass is not an issue.

Any tyre supplier is damned no matter what they do; make the tyres hard enough to cope with every condition, from extreme heat, to abrasive track surfaces, to transmitting 300 horsepower over a full race distance, and the tyre will be all but unrideable. Make them too soft, and they won’t last a half race distance. It’s a balancing act that very few component suppliers have to face, and inevitably, sometimes the tyre supplier is going to get it wrong.

There is no doubt that it will take Pirelli some time to get up to speed in racing conditions; testing is one thing, but the thick of an in-race battle is quite another. Pirelli is also going to get it wrong on occasion and, inevitably, those same armchair idiots are going to start shouting that Pirelli is not up to the task and the powers-that-be should never have let Michelin go…! See what I mean; they’ll never win.

If Aprilia, Ducati, KTM and, to a slightly lesser degree, Honda left Thailand with smiles on their faces, then the same cannot be said for Yamaha. After the race, the factory and Pramac teams took the unprecedented step of stopping their riders from speaking to the media, preferring someone from senior management do the talking.

And it wasn’t pretty; “We are at a point where we see the difference that separates us from the fastest, and we have a mountain to climb. “It won’t be overnight, there’s no magic. Every time we go out on the track, we discover things,” said Yamaha chief Paolo Pavesio.

It’s hard to understand how Yamaha is messing up the development of its new V4 engine and the new M1 chassis so comprehensively. It’s not as if this is a new manufacturer on the MotoGP scene! If pre-season predictions are to be believed, all this stumbling has cost the team Fabio Quartararo, potentially on his way to Honda in ’27, while Jorge Martin has every right to wonder if his rumoured move to Yamaha from Aprilia is a good move.

That’s another strange thing; in the pre-season, there was a huge amount of noise about who-rides-where in 2027, with deals supposedly done and dusted and a lot of big-name moves slated to be confirmed before racing commenced. But that has all gone rather quiet, and the first race weekend has been and gone, and we are no clearer on the situation. Maybe wiser and cooler heads prevailed?

Of course, the game of musical chairs has another very interesting consequence; in June and September, teams will have dedicated test days for their 2027 machines, complete with 850 cc engines, Pirelli tyres and vastly reduced suspension and aero technology. But who do they entrust that testing to?

For example, look at Yamaha (although you can apply the same thinking to all the teams); both Quartararo and Rins look likely to be wearing different-coloured leathers next year, so does Yamaha allow them to develop the 850 cc, Pirelli-shod M1, only for them to take that development data to their new teams? Alternatively, does Yamaha allow Quartararo and Rins a leave of absence to test for their new teams in the middle of a season, potentially gifting an advantage to their rivals? The answer in any sane world has to be “no!”

Similarly, Yamaha’s new-for-2027 riders will have no experience of the new bike until the first post-season test, usually the day after the final race, by which time it will be very late to begin making modifications based on their feedback. The riders who are definitely staying with their current team into 2027- Marco Bezzecchi, Johann Zarco, Diogo Moreira and Toprak Razgatlioglu so far – will have a nice advantage here.

This is a scenario that is completely new for MotoGP; the biggest rules shake-up in decades alongside the biggest rider-market shake-up in the history of the sport, with 18 out of the 22 riders out of contract at the end of the year. Of course, there will be others who are likely to remain with their current manufacturer – Marc Marquez, Jack Miller and Fermin Aldeguer are likely to re-sign for 2027 and beyond – but, until that is all confirmed, the testing conundrum will be a thorn in every team manager’s side.

All of this just serves to make us realise how much we have missed MotoGP in the off-season; not just the on-track action but the minutiae and intrigue in pit and paddock that fill the gaps in between lap times. 2026 is going to be a 22-round journey of insane speed, surprises, races, chases, thrills and spills, euphoria and disappointment; if the first race is anything to go by, we’re going to be in for a real treat.

If the name TVS sounds familiar, then that should come as no surprise, given that the Indian company is the third-largest manufacturer of motorcycles in the world. Also, it has had a long-standing working relationship with BMW, producing engines for the German company, most notably the 310 cc single-cylinder unit as found in the G310 models.

At ZA Bikers, our history with TVS isn’t just based on showroom specs; it’s forged in the dust of the open road. Years ago, Dave and Simon took the Apache RTR 180 on an ambitious expedition to Victoria Falls—a journey that saw them ‘raiding’ the falls and pushing those small-capacity engines through some of the toughest conditions Africa has to offer. Having seen the brand’s reliability firsthand in the middle of nowhere, we were particularly keen to see how this latest evolution aims to sharpen TVS’s foothold in the modern small-bike market.

TVS has had a small presence in the South African market before now, but that is all about to change as the business giant that is Bidvest has taken over the importation of the brand, with a solid vision to make a serious dent in the small-bike market.

Naturally, that includes a significant play for the delivery bike market, which should be no problem in terms of product, as the Indian market alone accounts for millions of such motorcycles every year, so the products have been well-developed and thoroughly tested.

The TVS model range is expansive, but for the South African market, this has been whittled down to seven models for the time being. This number breaks down into three models for the delivery market and four for what they call the sport/lifestyle/commuting market.

On the delivery side, there are the Trak 150, the HLX150 and the Star 125. The Star is the least expensive – R18,999 – and least powerful – 8.1kW. The HLX150 costs R19,999, and the power output is 9.0kW, while the Trak 150 also costs R19,999 with a power output of 8.8kW.

The Trak 150 comes as standard with a single seat and a heavy-duty carrier, onto which can be bolted a large box. All models come with USB charge sockets and are fitted with drum brakes.

On the sport/lifestyle side, there are, as mentioned, four models: one scooter and three motorcycles.

The scooter is the N-Torq 125 Race Edition, powered by a single-cylinder engine pushing out 6.9kW, driving through a CVT gearbox, so it’s twist-and-go. It’s not a bad-looking scooter at all and, at R23,999, it should appeal to those looking for something cheap and reliable for the daily commute.

The Raider is a naked ‘sports’ model, powered by a 125 cc single, pushing out 12.9kW and featuring a disc front brake and LED lights front and back. The dash is LCD, there’s a small storage space under the seat, and it costs R23,999.

The Apache RTR200 is a very funky-looking naked model, powered by an oil-cooled, four-valve single, pushing out around 20 horsepower. Brakes are disc front and back, and, especially in black, it really looks the part, which could hopefully attract younger buyers. There’s a choice of carburettor and fuel injection, the former costing R34,999 and the latter R44,999.

Finally, there is the Apache RR 310, which, as the name suggests, uses the engine more familiar in the BMW 310 range. Putting out 34 horsepower, the Apache RR 310 offers a top speed of 160 km/h. Twin discs have ABS as standard, suspension is by KYB, lighting is LED, and there’s even an onboard race computer! Price is R89,999.

So much for the bare bones; what about riding impressions? We only had a few kilometres on each model – full road tests will appear on www.zabikers.co.za in due course – and what we found was encouraging to say the least.

Build quality across the range is impressive for the price point, and there’s a little personality, even on the most mundane delivery models.

The Ntorq scooter has more tech and flair than rivals, while the Raider 125 costs less than a Honda CBR125R cost 15 years ago but has features you’d expect on premium European and Japanese brands.

The RTR 200 4V feels polished and refined. Adjustable brake and clutch levers are a nice touch. Fuel injection might add R10,000 over the carburetted model, but it is a worthwhile refinement for ease of everyday use.

The Showa suspension and Bybre callipers work as well as you’d expect, the motor is lively, lighting excellent, the seat is comfortable, and the styling is sharp. There’s even a centre stand.

The top-of-the-range Apache RR 310 deserves its position in the range; sharp looks, respectable performance and a good chassis that gives easy but fun handling. Some details, such as the transparent clutch cover, might seem a bit gimmicky, but, in reality, it adds a nice touch.

Similarly, the TFT dash is loaded with features: riding mode indication, lap timer, and Bluetooth connectivity. Michelin Road 6 tyres are fitted, as are Bybre brake calipers and there’s even an optional quick-shifter.

Even the commercial/delivery models offer excellent build quality and a solid feeling, not often experienced in bikes in this class. They might not grab headlines, but they are the reason that a brand such as TVS move serious volumes globally, not only in India.

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As mentioned, we’ll bring you more in-depth assessments of the complete line-up in the near future. But for now, welcome to the world of TVS, a brand that looks set to shake up the small bike market in South Africa.

For more information, head to www.tvsmotor.com

Walking into Bikeshop Rivonia is akin to walking into Aladdin’s cave; with so many bikes stretching in all directions, it’s hard to know where to turn first. As for choosing your next ride, you have to keep a firm hold on your original vision to avoid being swayed, such is the temptation at every turn.

Every motorcycle is special, but it is fair to say that some are more special than others. Discovering these gems is what makes walking through the ever-changing stock at Bikeshop Rivonia so rewarding.

For example—and this list is by no means exhaustive—how about a 2021 Aprilia Tuono V4 Factory with just 11,000 km on the clock, selling for R249,990? Or an Aprilia RSV4 1100 Factory, also from 2021, for R259,990? Both are rare in South Africa, will undoubtedly hold their value, and are quite possibly the best-sounding motorcycles on the planet.

If your budget allows for something truly exotic, there’s a glorious Ducati Panigale V4 25° Anniversario 916. This 2021 commemoration model, with a mere 2,200 km on the clock, is going for a not-insignificant—but totally worth it—R699,990. Think about it: one of the most iconic Ducati designs ever produced, celebrated by one of the finest superbikes available today!

The story of how BMW took the sportbike world by storm with the S 1000 RR is well known. Even an example a decade old can still provide massive thrills-per-Rand. In case the ‘standard’ RR isn’t enough for you, there is a 2014 HP4 version selling for R219,990; still one of the most efficient ways to lose your licence!

With the Japanese manufacturers having largely moved away from the 600cc Supersport class, clean used examples don’t often hit the market. To rephrase: used examples that haven’t been thrashed to within an inch of their lives are rare. That’s why the pristine 2018 Yamaha YZF-R6 sitting quietly in the corner is attracting so much attention. Priced at R239,990, it isn’t cheap—but boy, is it tempting.

KTM has built a reputation for producing track-ready, intoxicating motorcycles in small numbers, then standing back to watch their sales platforms light up like a Christmas tree as customers scramble to get their hands on them.

The RC8 was one such model, and the RC8 R is rarer still. Some estimates suggest that fewer than 1,000 RC8s were built globally between 2008 and 2015, making this 2014 RC8 R exceptionally desirable. Priced at a reasonable R199,990, don’t expect this one to linger.

And what’s that over there? A Triumph Daytona 765 Moto2 from 2020! Or a Ducati Monster 1200 R from 2016. Everywhere you look, there is something spectacular to behold.

If you can’t spare the time to visit the showroom in person, you can find full listings for all these bikes right here on ZA Bikers in our Bikes for Sale section. Alternatively, Bikeshop Rivonia has its own easy-to-navigate website with its full inventory listed.

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Motorsport – and MotoGP in particular, in terms of this article – is constantly evolving, with very little remaining static from one year to the next, let alone one decade to the next. Technical specifications might be stable for several years, but the machines themselves and the technology are subject to constant development; riders and teammates are constantly in flux, and even the calendar itself is highly flexible.

Flexibility of the calendar is acceptable if it means moving a particular race to a different month in the year. But what is more worrying is when a historic circuit is removed completely.

Rightly, some circuits have been removed from the calendar for safety reasons; street circuits, that were once an integral part of the GP calendar, are nowadays incompatible with the huge run-off areas required by the governing body and the riders, other than those who choose to compete in the Irish Road Racing series, in Macau, or at the Isle of Man TT.

Some circuits have fallen by the wayside for a variety of different reasons; financial, mainly, or simply because they have fallen out of favour for one reason or another.

On the flip side, there are some circuits that just have to be on the calendar for no other reason than they are iconic and provide us with great racing almost every time the circus visits.

One such circuit is Australia’s Phillip Island. There have been some epic races there over the years, and there is something about it that just stirs the soul. Maybe it’s the setting, with the ocean ever-present? Maybe it’s the fast, flowing layout with corners that really separates the men from the boys? Whatever the reason, there are a lot of fans who would hate to see the back of Phillip Island.

However, it looks now as if that’s going to be the case, and we’ll be saying goodbye to the windswept island circuit.

Phillip Island lies in the Australian region of Victoria, and the Victorian government were told they could retain the GP, but only if it moved the race to Melbourne, currently the venue for the Formula 1 Grand Prix. Quite rightly, the government refused, saying the city suffered too much disruption already with the F1 race; they would spend more money keeping the race at Philip Island, but were not willing to spend money taking the race to Albert Park in Melbourne.

That’s not good enough for Liberty. It seems that South Australia has put in a strong bid to host the race in Adelaide from 2027 and that it is a done deal.

Now, let’s get one thing straight: neither Melbourne nor Adelaide is a bad choice in terms of venues. If anything, they’re a hell of a lot better than many of the purpose-built ‘autodromes’ in emerging markets. But on Phillip Island, they are not.

Unfortunately, Phillip Island could never fit into Liberty Media’s vision for the sport; it’s too remote, and there’s no incentive to improve the infrastructure, even if it were possible. It doesn’t fit into the global profile for a race host; it’s hard to get to, the weather is often not conducive to racing, and, to put it simply, it’s just too low-rent! Camping? How gauche!

Relocating the race to a city provides not only more opportunities to grow the crowds, but also more facilities to satisfy that crowd; bars, restaurants, hotels, etc. It’s simply more glamorous.

It’s nearly 50 years since the top tier of motorcycle racing raced around a street circuit. Imatra in Finland was the last street venue, and it is remembered as a killer of racers; the track even ran over a railway crossing! OK, that was an era when rider safety was given appallingly little attention, despite the efforts of the likes of Kenny Roberts, and circuits would be lined with unguarded trees and all manner of everyday obstacles; all very good reasons why street circuits have been absent for so long

Nowadays, with the massive performance of modern MotoGP machinery, a street circuit could be seen to be a suicidal choice, but it seems as if big business trumps the safety concerns. Don’t get me wrong, I’d love to see Marquez, Bagnaia, et al, giving it everything around a street circuit, with all the close-to-the-action views, but any incident doesn’t bear thinking about unless the run-off areas can be hugely increased, in which case it stops being a “street” circuit!

Actually, it’s only right to point out that the Adelaide track is more of a park track with more opportunity to engineer in run-off spaces and, of course, there is no question of Liberty Media or Dorna (now called MotoGP Sports Entertainment Group!) compromising on safety; thankfully, there would be no question of hosting a race there if there were any question of having to compromise in that area.

But the move is yet another indication that MotoGP, like Formula 1, is no longer a sport; this is big business, and while that business relies on the spectacle to perform, the bottom line will always be the almighty dollar. If that rules out the purists, well, it’s collateral damage.

It’s been two years since the iconic and brilliant Triumph Thruxton 1200 was discontinued, and it would be fair to say that it left a big hole in the Bonneville-based line-up. Which is why, when Triumph UK announced a new Thruxton model, excitement and expectations were high.

Even the news that it would be a 400cc model, based on the current Speed 400 and Scrambler 400 X, failed to dampen enthusiasm, mainly because both those models have been very well received and deservedly so.

The Thruxton 400 looks like the now-discontinued Speed Triple 1200 RR, complete with a bikini fairing and round single headlight, clip-ons and rearsets. Power from the 398cc single cylinder engine has been boosted slightly to 41.4bhp, thanks to some internal tweaking, and peak torque is available from 3000rpm. Pirelli Diablo Rosso Corsa lV tyres are fitted as standard.

Unfortunately for South African riders, the Thruxton 400 won’t be heading to our shores anytime soon. For more insight into the local lineup strategy, one would need to check in with Triumph South Africa…

What we will be seeing is the new Tracker 400 model. While it appears to be similar to the Scrambler 400 X, Triumph claims it has a wider ‘elbows-out’ riding position. It runs on Pirelli MT60 RS rubber, with 140mm of front fork travel and 130mm travel at the rear.

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The Tracker 400 should be arriving towards the end of March, with pricing to be announced, and we can’t wait to take a good look at it in the flesh.

According to one source, in the flesh, the Thruxton disappointed, while the Tracker impressed. We’d love to hear your thoughts on whether these models would have found a home in your garage.

For more information on Triumph Motorcycles, visit – www.triumphmotorcycles.co.za

Motorcycling history is stuffed full of iconic colour schemes, from Kawasaki green, Honda red and white, and Yamaha blue, through to BMW red, white and blue and Ducati red.

That latter manufacturer only really turned to the traditional Italian red in the 1980s; before that, the very best – and rarest – v-twin-engined Ducatis wore what are arguably the best colour schemes ever, silver-over-green, with the frame green and the bodywork silver. Most famously, it was applied to Paul Smart’s 1972 Super Sport Desmo 750 model, as raced at Imola, and later, it appeared on the road-going replica, the 750SS.

Ducati has now resurrected the colours for its latest Scrambler model, the limited-edition Formula 73. Still using the air-cooled V-twin engine that can trace its history right back to the first Ducati v-twin (and which is likely to be on its last legs as more and more Ducati models switch to the liquid-cooled 890cc engine), the new model is all-Scrambler under the skin, the major changes being cosmetic.

However, when something looks this good, who really cares if the beauty is only skin deep? Not that under the skin anything is lacking! The 803cc Desmodue V-twin pushes out a respectable 73bhp and 48 lb.ft. of torque, breathing through a Termigioni exhaust for the full Ducati rumble effect.

The most obvious styling elements are the nose cowl with a single round LED headlight and not-too-extreme clip-on handlebars. The petrol tank graphics mirror the see-through strip in the glass-fibre tank of the original Paul Smart model, which was used to check the fuel level.

Naturally, there are plenty of other details, including billet aluminium foot pegs, fuel cap and levers to try and justify what is likely going to be a hefty price tag, although you can be sure that, with only 873 examples available worldwide, the Formula 73, looking like a million dollars, will be snapped up very quickly.

For more information on Ducati models, visit: www.ducati.co.za

Beta South Africa is proud to announce its official 2026 Hard Enduro race team—a formidable blend of proven champions, explosive young talent, and icons of the sport.

Following a dominant 2025 season, Beta South Africa enters the new season with a core group of riders who delivered exceptional results last season. Building on this winning foundation, the team is excited to welcome four elite additions for 2026: James Moore, the reigning FIM Junior Hard Enduro World Champion and 2025 Roof of Africa winner; Travis Teasdale, a former National Enduro Champion and seasoned international competitor; Grant Burton-Durham, the 2025 Silver Roof of Africa winner; and Bevan Prost, a rising Junior star with a passion for Super Enduro.

The 2026 Beta SA Pro Team:

• Will Slater: Multiple Gold Impi winner and reigning Impi Champion.
• Kyle Flanagan: Multi-time Champion and reigning E2 National Enduro Champion.
• James Moore: Reigning FIM Junior Hard Enduro World Champion & 2025 Roof of Africa Winner.
• Travis Teasdale: Former National Enduro Champion with extensive international experience.
• Thomas Scales: Former National Enduro Champion; 3rd in the 2025 Junior Hard Enduro World Championship.
• David “Davo” Clark: Reigning High School National Enduro Champion and 2025 Senqu Gold runner-up.
• Bevan Prost: The team’s rising star, currently balancing his professional racing career with his Matric year.

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Beyond the Pro Team, Beta SA is proud to support a group of legends whose experience defines the spirit of South African Hard Enduro:

• William Gillitt: An enduro icon with 19 Roof of Africa Gold finishes, hunting for his historic 20th Gold this year.
• Alastair Fayrod: Multiple National Enduro Champion and “Silver” class legend.
• Grant Burton-Durham: 2025 Silver Roof of Africa Champion.

James Moore, Tom Scales, Davo Clark, and Bevan Prost will also join the AG Beta Racing Team alongside Alfredo Gomez. Their primary international focus will be the Hard Enduro World Championship (HEWC), Red Bull Romaniacs, and the Red Bull Erzbergrodeo.

The team is powered by Liqui Moly, the global lubrication partner for Beta Motorcycles, providing the legendary reliability required to conquer the world’s most unforgiving terrain.

“We look forward to seeing our riders at various local and regional events, which remain as vital to our mission as the international circuit,” says the Beta SA team. “Ultimately, it comes back to the pure joy of riding. At Beta, we call that ‘Rideability’.”

Follow every hill climb, rock garden, and podium finish by following @betamoto_sa on Instagram and Facebook. For more information on the 2026 Beta Enduro range or to find your nearest dealer, visit www.betamoto.co.za.

There’s a specific kind of silence that follows the roar of thousands of motorcycles leaving a rally site, but the silence following the 2025 Buffalo Rally at ATKV Hartenbos feels different. It feels heavy. For those of us who measure our lives in miles and engine oil, the news that this might have been the final “Buff” is a bitter pill to swallow.

You see, the Buffalo Rally isn’t just an event; it’s a living piece of South African motorcycling history. It all started back in 1966 when Les Hayden founded the Nomads Motorcycle Club for men on British iron—500 cc and bigger, back when bikes had real character and even more oil leaks. The idea for a national rally was born during a camping trip at Silversands in 1969. Seventeen Nomads members, Edon Mendel, Tony Bayley, Peter Flor, Tony Ferguson and Ray Bergman, to name a few, scribbled their names onto a paper plate, which served as the official attendance register. From those humble, grease-stained beginnings, a legend was born.

The first rally took place in the town of Bathurst, nominated by Hilary Watts (editor for Motorcycle SA at the time). Tony Ferguson took up the role of club chairman and led the rally, which drew 250 entrants.

The Buff has survived a lot over the years. It survived venue changes from Bathurst to Aliwal North, and even a nine-year “dark period” caused by government bans and council red tape back in the eighties, but it was Luderick, with the assistance of the late Mark Schreiber, who helped resurrect the rally in Oudtshoorn in 1993.

For the last thirty rallies, the heavy lifting has been done by one man: Luderick Jacoby. Ably assisted by his wife, Helewese, Luderick has steered this massive ship through the highs and lows of the industry. He saw the glory years in Mossel Bay, where attendance peaked at over 7,000 riders, and he saw the club through the lean times of the pandemic.
After three decades in the saddle of event management—a job that takes a full year of logistical gymnastics to pull off—Luderick is hanging up his organiser’s hat.

Now, the question is whether the current generation of Nomads has the fire in their belly to keep it going. The club’s numbers were whittled down to just 70 members during Covid-19, but as any rider knows, it’s not the size of the dog in the fight—it’s the size of the fight in the dog.

Unfortunately, the reality is stark: unless a member of the Nomads Club steps up to take the handlebars, the 45th Buffalo Rally will be the end of an era. It’s a voluntary gig, driven by nothing but pure passion and the kind of camaraderie you only find in the biking world.

If this truly was the last one, the 2025 gathering in Mossel Bay wasn’t just a rally; it was a wake for a giant. But I’d like to hope there’s someone out there with the grit to ensure the Buffalo keeps roaming.

If you think you’ve got what it takes to carry the torch for the Nomads, you can reach Luderick Jacoby at 082 559 7729 or [email protected].

Let’s hope this isn’t the final chapter. South African motorcycling would be a much quieter, lonelier place without the Buff.

The first official MotoGP test has concluded, and the question is: did it tell us anything we didn’t think we were going to be told? The answer can only be: not really.

The Ducatis were fast; the Aprilias too. The KTMs were underwhelming and the Yamahas even more so, while the Hondas showed continued progress. So, shades of recent seasons.

Perhaps the most revealing thing was the speed of the Ducatis and, more specifically, the satisfaction of Pecco Bagnaia. It is, by now, well known that the 2025 Ducati Desmosedici engine was nowhere near as rideable as the 2024 version, unless you had the mercurial talent of Marc Marquez. Bagnaia simply couldn’t get it to work to his liking, while all the riders on 2024-spec Ducatis made hay.

In the latest test, the engines used by the Ducati riders were an amalgamation of 2024 and 2025 engines, much to Bagnaia’s pleasure; all the benefits of 2024 with the good bits of 2025, such as they were. This engine propelled Ducati to five of the top six final placings in the test, the only interloper being Bezzecchi’s Aprilia.

This all could make 2026 a very good season for close racing; all Ducatis on the grid – GP26s for the factory team, Alex Marquez and VR46’s Fabio DiGiannantonio and GP25s for Frankie Morbidelli and Fermin Aldeguer – will essentially be running the GP24 engine in the GP25/6 chassis, which is the best engine in the best chassis on the grid; if only that fact will promote close racing! Mind you, imagine what Marc Marquez can do with a better engine than the one he dominated 2025 with…?

While engine development is frozen for this final year of the 990cc formula, aerodynamic and ride-height tweaking continues apace, and it is this that could make all the difference in 2026, with bikes even less able to follow one another closely. Ducati were testing no fewer than four different aero packages, one of which, like the engine, has to be chosen before the first race, whereafter it is set in stone for the season.

Marquez appeared to favour the 2025 aero package, while Alex Marquez and Bagnaia were favouring the 2024 aero, which, for Bagnaia at least, gave the stability under braking he was so sorely lacking in 2025.

Jorge Lorenzo was trackside throughout the test and made this observation: “In the corners, you can see that the Ducati is so smooth, so electric, especially in the exit of the corners, they are so smooth in the maximum lean angle with 20% throttle. But also, when they pick up, they keep this smoothness for a very long time. The other bikes look very nervous.” Not what the other teams want to be hearing, but it must be music to Bagnaia’s ears. Mind you, he took pole position and a Sprint race win at the same track last year, so he obviously likes this circuit. The only way to know if the testing smiles were a flash in the pan will be to wait for the next official test in Thailand, just before the first race at the same circuit.

At the other end of the performance spectrum was Yamaha; not only slow, but slow and unreliable was the new V4 engine. Unreliable enough to cause the manufacturer to cancel all of Wednesday’s running, thanks to an unspecified problem that was apparently solved, allowing the team to resume testing. It hardly mattered, as the fastest Yamaha by the end was Rins in 14th.

None of this will do Yamaha’s chances of retaining Fabio Quartararo any good. All parties denied that a deal had already been inked between Quartararo and Honda, just as Acosta and Ducati denied that any deal had been finalised, and you could always insist that there is no smoke without fire, but the simple fact is that we won’t know for a couple of weeks, before the first race of the season at the end of February.

Not that there is any guarantee that announcements will be made before that date, but it appears to be taken for granted that they will, as many riders want the issue out of the way before the campaign gets underway and want to bag the best seats ahead of everyone else.

A lot of eyes were on reigning World Superbike champion Toprak Razgatlioglu as he made his competitive debut on the Pramac Yamaha. Despite commentators claiming that he would be a revelation, he himself downplayed his chances in this, his first season, not only in MotoGP, but also on Michelin tyres. Next year, MotoGP switches to Pirelli, a brand that Razgatlioglu is completely familiar with, having ridden on them in WSBK for many years, and it is hoped that this will be his chance to shine, both in developing the Yamaha to work on them and in the races. Time alone will tell, but for now, he is desperately trying to adapt his riding style to the MotoGP prototypes.

“It’s not easy for me to see myself so low in the standings, especially after my time in Superbikes,” he said. “This morning, I followed Alex Marquez and saw him riding very smoothly, but I can’t do that. I’ll probably struggle in the first five races.”

The who-will-ride-where-in-2027 rumour mill continued to grind out stories, the latest being that Alex Marquez could be on a factory KTM, replacing potentially Ducati-bound Acosta. Mind you, he has a GP26 this year with Gresini and, should that continue to prove to be effective, would he want to leave? A factory ride is the holy grail of any rider, but when you have a winning factory bike in a small, familiar and friendly team, with an offer for 2027 on the table, would a factory KTM be enough? Again, we come back to the unknowable performance of every manufacturer’s 850cc bike in 2027; a move to KTM could be a masterstroke of opportunism, or it could be a disaster, as could staying with Ducati!

Forget risking it all on track; it’s in the boardrooms that the real danger lies!