The Lightning Bolt is Africa’s first winner-takes-all custom motorcycle build-off, and it’s happening this coming weekend, on the 28th of November, in Cape Town. Presented by BMW Motorrad South Africa, hosted by The House of Machines and sponsored by Super Bock, it’s a unique show that sees ten finalists duke it out for one substantial prize: R150,000.

A local extension of the US custom show, the Golden Bolt, the Lightning Bolt borrows much of its format from its international counterpart.

Bikes need to not only look good, but also pass a 25 km riding challenge. And rather than being judged purely on aesthetics, scores will also be tallied for paint, upholstery, fabrication and originality. There are also no prizes for second place, no style categories, and entrants have been selected from all over the country.

The ten finalists are diverse, and include bikes like a BMW R nineT cafe racer (above), a vintage Triumph bobber (below) and a Yamaha XS650 chopper. It’s a mix of professional and garage builders, and they’ve come from as far afield as Gauteng and Mpumalanga, too.

The judges include Kyle Scott of Wolf Moto, BMW restorer Freek De Villiers of FD Classic Worx, and House of Machines founder and all-round aesthete, Paul van der Spuy. The head judge is Wes Reyneke—ZA Bikers contributing editor and the editor of the popular custom motorcycle website, Bike EXIF.

In addition to gathering South Africa’s best custom motorcycles under one roof, The Lightning Bolt will also take over Shortmarket street with motorcycle-related activities, food and beverages, and live music. Jason Bakery, Frankie’s Burgers and The Pizza Guy will keep guests fed, with Jack Parow, Nomadic Orchestra and Jak Tomas providing the soundtrack.

The show kicks off at 2PM on Saturday the 28th of November. Tickets are available for R150 a piece via WebTickets and at the gate on the day. Most of the event will happen outdoors and strict COVID regulations will be in place—including mandatory mask-wearing and multiple sanitization stations.

The Lightning Bolt sounds like the best way to bookend the crazy year we’ve all had. So we’ll see you there!

Visit thelightningbolt.co.za for more information.

Although crashing out in the Grande Prémio MEO de Portugal MotoGP race on the weekend, Red Bull KTM rider, Brad Binder has managed to hold onto enough championship points (87pts) to beat fellow contender, Alex Marques (74pts), to be officially crowned 2020 Rookie of the Year.

In what has been one of the most exciting seasons of MotoGP racing with an unprecedented nine different winners over the 14 races, one of those being Binder with a win in race three at Brno, Czech Republic, has meant that this year’s MotoGP races have kept fans literally on the edge of their seats.

Binder commented: “All-in-all my rookie year has come to a close and we managed to wrap the Rookie of the Year award, which was a goal starting the season. It’s been a tough but fantastic season with big highs and low lows! I think all of it will build me up to be a stronger rider next season. I want to say a massive thank you to everyone in the box and the entire team. The feeling is great and we have a competitive package for sure.”

For the 2021 season ahead, Binder will remain with the Red Bull KTM Factory Racing team and will be joined by Miguel Oliveira.

As KTM continues to storm ahead, it has become a market leader in far more than Offroad motorcycles. The Austrian manufacturer has established a strong presence in all Street segments with the Travel segment being their core market in South Africa.

A strong network of KTM dealers has been a big contributor to the company’s success, selling its diverse range of motorcycles and accessories and ensuring professional service to its clients. It comes as no surprise that KTM is now looking at expanding their presence and growing their market share even further, and what better place to do so than the Western Cape with its endless diversity and potential for any type of riding.

KTM PAARL TO OPEN THEIR DOORS IN DECEMBER

KTM has monitored the dynamics within the market over the last few years and an influx of people moving to the Western Cape has led to the opening of a new independently owned dealership in the Cape Winelands. KTM is excited to announce that Paarl will open their doors to the public this December.

Miguel Lage, the dealer principal and shareholder at the existing RAD KTM dealership in Sunninghill, has taken on this new adventure together with his partners who have committed to opening a brand new KTM store in the Western Cape. Run by an expert team, clients can look forward to the full KTM experience: “Our aim is to provide our customers with the full ‘Essence of Orange’ through exceptional service and value.”, says Miguel Lage.

“Broadening our footprint in the Western Cape is the next step in capturing a broader client base. We don’t just want to sell products, but rather offer a sense of belonging and a way to tap into the KTM lifestyle. With our diverse range, we have a motorcycle that suits everyone, from beginner to expert, from junior rider to more seasoned riders and for the rider who prefers to explore the roads less travelled on their own or as a group of adventurers and friends. By having two dealerships in the Western Cape, KTM Cape Town in Paarden Eiland on the outskirts of the city centre of Cape Town, and KTM Paarl, catering for the Cape Winelands clientele, we believe that our dealerships are conveniently situated for our Western Cape clients”, says Franziska Brandl, Managing Director KTM Group South Africa.

Instead of the mass gatherings we’ve grown so used to every November, we’ve been grabbing a cup of the good stuff and tuning into the official YouTube channels for this year’s motorcycle reveals. This week, Ducati, Yamaha and BMW revealed a host of 2021 models… let’s take a look.

Ducati Panigale V4 SP

The Italians have surprised us once again, and this time with a new Bologna bullet: the Ducati Panigale V4 SP. For 2021, Ducati have dressed their spectacular Panigale V4 S in an evil ‘Winter Test’ matte black livery, and fitted it with proper go-fast parts. Only the best of the best earn the SP (Sport Production) logo at Ducati–and the V4 SP might just be the one.

The Panigale V4 superbike family from Bologna saw changes made to its superbike package last year, so for 2021 the SP isn’t a new bike but rather a specced-out V4. It gets South African-made BST carbon fiber wheels, aerodynamic winglets at the front, a dry slipper clutch from STM, Brembo Stylema R calipers, a Brembo MCS 19/21 radial master cylinder, and billet aluminum adjustable rear-sets. There’s also no pillion seat or foot pegs… because by no means should two people ever be on the Panigale V4 SP at the same time.

This leaves you with a 211 hp Ducati Panigale V4 SP with top-shelf kit. It weights 194 kg wet (1.3 kg less than the Panigale V4 S), and looks like a stealth fighter jet. If you’ve got the banknotes, Merry Christmas!

Ducati SuperSport 950

Since its release in 2017, the SuperSport has been my favourite Ducati, thanks to its touring abilities and great sport bike handling. For 2021 the SS is the same bike and more, with a friendly handshake from Euro5, a styling update, a TFT display and a six-axis IMU.

At first glance, the new bodywork shows resemblance to the Panigale family, with extra gills on the side fairings, and deep-set headlights up front. ‘Sexy, yet functional’ best describes the new look of the SuperSport.

Underneath the fairing is a now Euro5 compliant 937 cc Ducati Testastretta 11° v-twin engine, producing 108 hp and 93 Nm of torque. An up/down quick-shifter comes as standard on both the base and ‘S’ models.

The new six-axis IMU controls the cornering ABS, lean-sensitive traction control and wheelie control, which can all be controlled via a new 4.3″ TFT dash. I like the new dash, but a few inches bigger wouldn’t hurt given the competition in this arena.

Besides the colours, the big difference between the SuperSport and SuperSport S can be found in the bikes’ suspension. The S model boasts Öhlins components, while the base model uses Marzocchi forks and a Sachs shock.

If you already own the current model SuperSport, then these upgrades might not be enough to trade yours in. But if you’re a new buyer, the SuperSport’s now that much more attractive an option.

Yamaha Tracer 9

For 2021, Yamaha have revealed their third generation Tracer 9, with less weight, a sportier ride, increased fuel efficiency, new styling and more technology than ever before. With the outgoing Tracer 900 already established as a leader in the sports touring market (selling three times as many units as its nearest rival in 2019), it begs the question: did Yamaha just make it even better?

The Tracer 9 has little resemblance to the previous generation—instead, Yamaha have given it a futuristic and more dynamic fairing design. I especially like the combination of the slim LED ‘eye’ headlights, with the spotlight-style low beams underneath. The bike looks slick with our without touring panniers, and the taller screen should keep you tucked away from the elements.

Just like its naked sibling, the Tracer 9 gets Yamaha’s all-new EU5-compliant 890 cc CP3 engine. It produces 93 Nm at 7,000 rpm (1,500 rpm lower down the rev range), and 117 hp at 10,000 rpm (4 hp more than before). To enhance ride quality even more, Yamaha have equipped the Tracer with an all-new die-cast Deltabox chassis and high-rigidity swingarm. An impressive change for 2021 is the new fuel delivery system, which increases the fuel economy nine percent, giving this sports tourer an extended range of 350 km+ from its 18 litre fuel tank.

The Tracer 9 is another bike to get a six-axis IMU, which means it now has lean-sensitive rider aids. There’s also a 3.5” TFT display, a new ride-by-wire throttle, a quick-shifter, a revised intake and, finally, the ability to interface with Yamaha’s MyRide app.

The base model Tracer 9 and the GT both come with fully adjustable suspension setups, except the GT gets those special golden goodies. YZF-R1-type radial master cylinders provide great stopping power, but also give the rider a higher degree of control.

Yamaha Tracer 7 GT

Yamaha have taken the formula for the Tracer 9 GT, and injected it into their latest Tracer 7 GT for 2021. It’s focused squarely on escaping from the city, with a comfier seat, higher screen and 20 litre touring side cases from Yamaha’s ‘Genuine Accessories’ range.

Other than the slight ergonomic enhancements for touring, the Tracer 7 GT is still the same bike as before, except that it’s now a genuine 7-days a week bike that can play hard and fast during weekends.

BMW G 310 R

While we were focussed on the new BMW S 1000 R, the German marque quietly updated the much smaller G 310 R too. And it just got a whole lot more exciting; bad-ass, even. The designers at BMW Motorrad have clearly put in some effort for 2021, because this bike looks radical, thanks to a new LED headlight, new styling, a slipper clutch, ride-by-wire throttle and adjustable levels.

The new body panels and styling elevate the G 310 R’s street cred, but also give a typically BMW premium feel. A new LED headlight and turn signals give the front end an angular look, and the radiator covers are actual fairings, painted in a roadster fashion and screaming quality.

Although the styling has changed tremendously, not much else has been fiddled with or changed. The G 310 R is still powered by the same 313 cc single-cylinder motor, producing 34 hp and 28 Nm, it also has the same chassis, suspension and brakes for 2021.

Although not completely new, the 2021 BMW G 310 R is certainly easier on the eye than its predecessor. The G 310 R will be available in two colour variants in South Africa, ‘Style Sport’ (a limestone metallic with red rims) and ‘Cosmic Black.’

The BMW S 1000 R first appeared in early 2014 and instantly made waves in the super naked class. It had explosive midrange power, superbike handling, comfort, rider aids, semi-active suspension, heated grips, cruise control and, in true BMW style, it was easy to live with. BMW have just refreshed the S 1000 R for 2021, which begs the question: could BMW have just made it even better?

The new S 1000 R gets slick roadster looks, WSBK riding dynamics and a class-leading weight of 195kg (wet). Lead designer at BMW Motorrad, Alexander Buckan, put a lot of motorsport design emphasis and roadster emotion into the designing of the R. A ‘snout down, tail up’ side profile enhances the dynamics visually, and also allows you to admire the all-new motorsport inspired fairing design.

There are some really distinctive and cool touches too. For example, the radiator has an R-shaped fairing design, and just before the rear seat, there’s an aluminium handle to open rear cubby hole (it looks like an ejector seat handle from a fighter plane).

Cosmetically, the biggest difference from the outgoing model is the new C-shaped LED headlamp, replacing the skew-eyed double headlamp. At the rear, the indicators have been adopted from the S 1000 RR, and feature integrated tail light functionality. In all honesty, although I like the headlamp, I kind of wish it was designed more aggressively to match the rest of the bike.

BMW have made it clear that they are not pitching the R against other hyper nakeds, but rather ditching the 200 horsepower chase and focusing on daily riding usability and fun—which is what makes a good roadster.

Although much has changed, BMW have decided to stick with the RR-inspired motor, but with no ShiftCam technology. Just like the previous gen, the latest R has the same silky-smooth, in-line four motor, producing 165 hp at 11,000 rpm and 114 Nm at 9,250 rpm.

BMW improved the fuel consumption and decreased motor vibration at higher speeds by lengthening the fourth, fifth and sixth gear ratios. For those who like dropping anchor and blipping down the gearbox, BMW have thrown in engine drag torque control (electronically controlling rear wheel slip) for the first time as an optional extra.

BMW product manager, Max Renko, said something very interesting during the live world debut:

“To be frank, we could have given you 208 hp even back in 2014 because we had the power in the double R, but we decided to build a designated roadster engine rather. Horsepower is basically torque, multiplied by the revs, so in order to obtain higher hp you just push the torque range into the higher rev range. On a street bike, you want the torque down low, to pull you out of those tight corners and that’s what we have achieved.”

When it comes to TFT displays, bigger truly is better, so the R’s display measures 6.5”. Like on all the BMW displays that we have come to know and love, you are spoiled with customisable screen displays, a bluetooth interface and an optional M package providing race-like telemetry.

A new 6-axis sensor box replaces the old 5-axis unit for precisely determining the pitch rate and anti-wheelie functions. The new R has three riding modes as standard, ‘Rain,’ ‘Road’ and ‘Dynamic,’ and ‘Dynamic Traction Control’ and ‘ABS Pro’ are included.

For those living closer to the edge there’s the ‘Riding Modes Pro’ option, which allows you to configure your bike to your liking. It lets you to set your engine braking, wheelie control, there’s also ‘Dynamic Brake Control’ for those emergency braking situations.

BMW have put the R on a strict diet, with a lighter ‘Flex Frame’ chassis borrowed from RR, that puts more emphasis on the motor bearing some of the load. There’s also a new underslung swingarm, and optional light weight wheels. The RR and R have always been known for being comfortable motorcycles, and for 2021 even more so, with a narrower build that lets you tuck your knees in tighter. Riders can tweak their riding geometry too, with forward, back and height adjustment available on the straight handlebars.

BMW haven’t bored us with the specifics on the suspension or brakes but we’re sure they’ll be similar to those on the latest RR. Combine near-perfect geometry with high-spec suspension, add a motorsport-derived swingarm, and it should result in a wicked ride.

There are three colour options: a non-metallic red, the Style Sport (Hockenheim silver metallic) and the M package which comes with a whole host of extras. For me, it has to be red, with an Akrapovič can, carbon wheels and some schweet bar-end mirrors.

I think BMW have made a bold move by sticking to their guns and not following the rest, but instead leading some in a new and more relevant direction. Being a massive fan of the previous model has me hyped for the new R. On paper, it’s already blown my expectations out of the water—now all I need to do is ride it.

For more information on the all-new BMW S 1000 R visit – www.bmw-motorrad.co.za

The global launch of the GASGAS model year 2021 line-up has created a lot of excitement around the globe. The wait is soon coming to an end with the range of GASGAS motorcycles about to be launched in South Africa. Next month will mark a milestone in South African GASGAS history as a complete network of GASGAS dealers prepare to welcome the new GASGAS brand and showcase the exciting 2021 model line-up.

Joining the PIERER Mobility Group a year ago, the masterminds in Austria have worked tirelessly to reactivate the brand and produce a complete line-up of vibrant motocross, enduro, cross country and trials bikes:

‘We are excited to welcome GASGAS as our new brand within the KTM Group structure. Benefitting from the vast knowledge of our engineers and translating it into a brand-new range by using our existing platforms has proven to be a recipe for success. Building on the brand’s strong heritage, we are especially excited to add the facet of Trials which is something new to us and a segment we haven’t featured in before. It will add to the diversity of the range and add that extra bit of fun and opportunity to refine those riding skills.’, says Franziska Brandl, Managing Director KTM Group South Africa.

As the enabler brand within the family, GASGAS takes the serious performance base and packages it to be within easier reach for a much broader range of riders. To balance the slightly serious and individualistic approach of the other two brands, GASGAS brings a fun, welcoming, sociable, younger and fresh approach to the scene. An approach that is enthusiastic, festive and encouraging: celebrating the joy of riding.

A network of dealers has been hand-picked around the country and the full range of GASGAS motorcycles will be available at the following Authorised GASGAS Dealers from December:

Pretoria:
Trax
Shop 8, Willow Rock Value Centre, Cnr Solomon Mahlangu Drive & Bendeman St, 0182, Pretoria
T: 012 11 0190, www.traxktm.co.za

Johannesburg:
FAST.
Alberante ARC, 1 Voortrekker Road, Alberton, 1451, Johannesburg
T: 011 867 0092, www.fastktm.co.za

KwaZulu-Natal:
Alfie Cox Racing
15, D246, Cato Ridge, 3680, KwaZulu-Natal
T: 031 0070 410, www.alfiecox.co.za

Western Cape:
Eddy2Race
1st Floor, Mahenka Building, Cnr Ford & Strand Street, Bellville,
T: 021 949 9304, www.eddy2race.co.za

Visit www.gasgas.com for the full line-up of GASGAS motorcycles.

The Honda Quest is a nine day-long South Africa adventure riding challenge with a pretty sweet twist. Contestants compete teams of two—and the team that wins gets to ride away on the Honda Africa Twins they competed on.

But the third edition of the Honda Quest nearly didn’t happen. Just as Honda South Africa wrapped up the preliminary ‘Quest Bootcamp’ selection event, COVID slammed the brakes on. Luckily South Africa’s lockdown regulations eased up, and the event went ahead from the 4th to the 13th of November.

On the first night of the event, Honda SA grouped the 14 finalists into seven two-person teams. Armed with 2020 Honda Africa Twins, they prepared to do battle with Springbok, Namaqua, Bushmanland, Kamieskroon, the Cederberg and the Richtersveld as their backdrop.

The Honda Quest challenges are designed to start slow and build up rider confidence as the event progresses. The first day’s biggest challenge was the deep sand along the Namaqua Eco Trail that traces the Orange River—but thankfully it was a short day. Short, but tough—one competitor came off hard, and later discovered that he had fractured his ankle, taking out of the running.

On day two, riders tackled 136 km of the Namaqua Eco Trail, including ‘Hell’s Cradle’—a deep section of sand, surrounded by steep canyons that box in the heat.

Day three started with a chilled out ride that eventually morphed into rocky climbs through the harsh Western Richtersveld. Day four’s main event was a navigation challenge, followed by a climb up ‘Peter’s Scramble.’ It’s a mega-technical 500 m 4×4 track, that took the group a whopping three hours to complete.

The fifth and sixth days were slightly more relaxed, as teams meandered through the vast spaces of Bushmanland and the Knersvlakte, and onto the unparalleled vistas of the Tankwa Karoo. After six days of hard work, the seventh day was a day of rest—giving riders and the support team time to recharge. Even though teams were technically competing against each other, the Quest is marked by an overarching sense of camaraderie.

Teams were back at it on day eight, heading straight into the famed Postal Route that crosses from the Tankwa into the Cederberg. Sadly, the Postal Route will now be closed to the public—so this group was the last privileged few to ride it.

Day eight was long and challenging. From the sand, rocks and river crossings of the Postal Route, to Karretjies Pass and the tricky Eselbank 4×4 trail, there was plenty to challenge riders and their Honda Africa Twins. To add insult to injury, a couple of punctures were picked up along the way—and the evening ended with a written test, too.

The final day consisted of a short farewell leg back to where the selection event had happened nine months prior; Kaleo. Contestants were addressed by Honda Motor South Africa’s president, Yuishi Fukuda, and head of Honda Motorcycles Southern Africa, Riaan Fourie. Then Hardy de Kock, owner of Specialised Adventures, called out the winners: Neil Naudé and Brian Harmse.

Neil and Brian had come out on top against some pretty stiff competition, and are now each one 2020 Honda Africa Twin richer. If sweating it out for nine days and winning a motorcycle sounds appealing, the Honda Quest will be back in 2021.

For more information visit: www.quest-trueadventure.com

It’s silly season for the introduction of new, or tweaked, models from the world’s motorcycle manufacturers. Triumph have always been particularly good at leveraging a number of variants from a base model—just look at their vast range of Bonneville-based modern classics. Now enter the Tiger range.

Triumph understands that many adventure bikes will never put a wheel in the dirt, but that their ergonomics hold huge appeal to a broad spectrum of riders. Not everyone needs, or can afford, the power or dirt ability of a Tiger 900 Rally Pro. So why not build a more accessible, asphalt-biased adventure bike?

That’s precisely what they’ve done, with the new Triumph Tiger 850 Sport.

The 850 Sport’s styling is Tiger through and through, but with some svelte street clothing. It’s a stylish, yet practical option for road riding, sports touring, and maybe a little light off-roading. The Tiger 900’s 888 cc crossplane triple has been reworked to put out a punchy 82 Nm of torque at a reasonable 6,500 rpm, and 85 ponies at 8,500 rpm.

Twin response low down, with triple hit up top, is what this motor is all about—along with the unique crossplane triple soundtrack. 16,000 km service intervals suggest that this is a bike that is meant to be really ridden!

Specifications are generous, given that this, as the least expensive Tiger, is meant to be a serious value proposition. Brakes are ABS-enabled Brembo Stylemas, with 320 mm dual discs up front, and a single 255 mm rotor out back.

45mm USD Marzocchi cartridge forks offer 180 mm of travel up front, with a gas-filled, preload adjustable, rear shock providing 170 mm.

Wheels are a 150/70×17” rear and a versatile 100/90×19” in front. All of this promises the characteristically good handling and road manners that we have come to expect from the British manufacturer.

The electronics package is comprehensive, with ride info served up on a 5” TFT display (smaller than the Tiger 900’s 7” unit). The 850 Sport only comes with ‘road’ and ‘rain’ rider modes, but it does have LED lights with a daytime running light as standard. And it has a 12V socket too… nice!

You also get a slipper and assisted clutch to make light work of whipping through the 6-speed gearbox.

What we have here appears to be a competent, handsome, dynamic and oh-so-rideable thinking man’s sports tourer. A twenty litre fuel tank, plus a host of factory touring accessories, developed in collaboration with Givi, make the 850 Sport really versatile. Fully fuelled, the Tiger will weigh in at around the 215 kg mark. The seat height is adjustable from 810 to 830 mm, accommodating a wide range of riders, and the screen is height-adjustable.

Available in two colour variants, Graphite and Diablo Red and Graphite and Caspian Blue, with striking 850 graphics, the Tiger is certainly a head turner. There’s no word on whether we’ll be getting the Tiger 850 Sport in South Africa, but in the UK it’s priced from £9,300. That puts it well below the £13,100 Rally Pro.

Triumph seem to have done it again—this is no parts bin special, but rather a carefully considered and decently specc’ed package. It can take you to and from work, blast down a country road, then take you and your significant other on a cross country tour in comfort. Honda’s Crossrunner, Yamaha’s Tracer, BMW’s F 900 XR and Ducati’s Multistrada 950 now have some serious British competition.

We were recently invited to hang out with the King Price Xtreme crew at Red Star Raceway. It gave us a chance to catch up with the team and newly-crowned South African Superbike champion, Clinton Seller—but King Price had some fun activities planned for us too.

After an 8am start, a walk down the King Price red carpet and some coffee and pastries, we were greeted by four drift cars and two very familiar Yamaha YZF-R1 race bikes. But there was a twist: the bikes had passenger seats!

Yes, a passenger seat on the seven-time SA Superbike champ’s race bike. A brave few raised their hands, gear was provided, and a crash course on how to be a passenger was given by Clint.

The drift cars went out first for a double lapper, tearing up the circuit with some gnarly sideways action and some massive smoke shows. I myself jumped into the passenger seat of one of these tyre shredders, and had a great time gliding over the smooth Red Star tar.

Dino Iozzo, Sfiso Themba and Clint Seller took a few brave motorsport fans and first-timers out for a hot pillion lap. A well-known face from SuperSport Blitz and now Newzroom Afrika, Buhle Madulini, was lent a set of leathers from Sfiso before his hot lap with Clint. And what a lap it was, with impressive lean angles and high-speed wheelies.

I know for a fact that Buhle was smiling all the way. “I have never felt anything like it,” he said. “Crazy acceleration and super hard braking, at one point I nearly thought I was going to fly right over Clint. All in all, a truly awesome experience and I just want to go out again.”

Clint recently won his seventh South African championship title at the Aldo Scribante circuit in PE, in spectacular fashion. He needed to score just one second place, and he did just that in the first 12 lap heat of the day, finishing second behind David McFadden and ahead of Garrick Vlok.

We took the opportunity to catch up with him and chat about his season, racing with no spectators, and his thoughts on 2021.

ZA Bikers: Did you think you’d clinch another championship title at the start of this race season?

Clint Seller: To be honest, I only race to win. However, after the first race weekend, I was 30 points down (which is a lot for such a short championship) and that goal seemed far out of reach. Despite this setback, I knew that when my team and I focus, we have the potential to be the best, and I was able to turn things around.

What mentality did you take with you to the ‘old school’ Aldo Scribante circuit in Port Elizabeth?

I really love the Aldo Scribante track, it has amazing grip and a super fun layout… however, this year I went there with only 1 goal: to win. I had a good gap, so I chose to ride cautiously and do what was needed. ‘Easy and efficient’ was the name of the game for the weekend.

Talk us through the last few laps of a championship title race. Do you take it easy and ride a more calculated race or do you fight until the very last corner?

I’m very aware that one second place could seal the deal—which is exactly what I aimed for with this past championship. You usually spend the last lap thinking about the rider behind you, so you only know it’s done once you cross the line.

Does the lack of fan support (due to lockdown regulations) affect your satisfaction and energy levels while racing?

The simple answer is yes. I really enjoy seeing King Price and all our other sponsors next to the track. It definitely gets a bit lonely out there without them.

How many more crowns does the 7-time South African Superbike champ need—is there a lucky number in mind?

I always said seven, but I think we need to push for a few more. I do have a new number in mind, but I’ll let you know what it is when I get there.

Managing the King Price Xtreme team, while racing competitively is a massive task—how has the pandemic affected your leadership approach?

I always strive to make our partners and sponsors happy. And, while it’s difficult not having them as track-side guests, we work super hard to get results and to make sure that the team stays on everyone’s lips.

This has undoubtedly been a challenging year—what lessons have you learned that you’ll take with you in future?

Probably how to work more effectively. Recently, we’ve had limited track time and need to make every session count.

Describe your fellow riders, Dino Iozzo and Sfiso Themba, with one word each.

Dino Iozzo: Raw.
Sifiso Themba: Determined.

You’ve ridden your 2016/2017 R1 beyond the point of reason, but still with success. What will we see in the King Price paddock in 2021?

We’ll definitely move to another manufacturer for 2021 but we haven’t locked down a deal just yet.

If you could have anyone from the MotoGP as your teammate, who would you choose and why?

Valentino Rossi, just for his amazing stories.

It’s bittersweet news from the King Price team, as Dino moves to Germany to compete in the IDM German Supersport Championship for 2021. It’s sad but exciting, as we see another young South African star make his way into international space. Sifiso will remain in the team and continue racing in the national Bridgestone Superbike Series.

All in all, it was a great event put on by a great team. We’re super excited to see what the 2021 season has in store for us fans and riders. For 2021, you’d be silly to bet against the King Price Xtreme boys.

Ducati SA hosted a ‘Family Day’ at Red Star Raceway on Sunday the 15th November. Fact is, Ducati owners have never had it so good. Ducati Mystery Tour, Octoberfest at World of Motorcycles and now Family Day. The events lined up for the riders of the Bullets from Bologna keep coming thick and fast. ‘Family Day’ was aptly named, because that is exactly what the team at Ducati SA are doing, building a family vibe around the iconic Italian brand. We took a cruise out to Red Star to hang with the guys and soak up the unique buzz.

The track was inundated with booming Duc’s of just about every description. V4 and V-Twin Panigale’s, Multistrada’s, Streetfighters, Scramblers and 998’s, plus a few sweet Monsters were circulating clockwise around Red Star. That is the beauty of the place. Reverse the direction and it becomes a totally different riding experience. Suffice to say that a damn good time was had by all. Here are a few snaps to illustrate the point.

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After another title-winning FIM Supersport World Championship season, Evan Bros Yamaha WorldSSP Supported Team have signed promising South African rider Steven Odendaal for their 2021 championship charge.

Odendaal joins the Evan Bros Yamaha outfit after a strong maiden WorldSSP campaign, where his speed and consistency saw him finish an impressive fifth in the final riders’ standings, having scored top 10 results in 13 of the 15 races entered on the Yamaha R6. With a years’ experience of the championship and bike under his belt, Odendaal is aiming to be in the title battle next season.

Prior to 2020, Odendaal contested two full Moto2 seasons, as well as making various sporadic appearances in the series between 2011 and 2019. The 27-year-old also competed in the FIM CEV Moto2 European Championship and was crowned champion in the highly competitive 2016 season.

The team he’s joining, Evan Bros Yamaha, took the last two riders’ championships and have quickly become the team to beat in WorldSSP, while they also played a key part in Yamaha’s four consecutive manufacturers’ titles.

Steven Odendaal: “I’m very excited to have this opportunity with such a fantastic team in Evan Bros Yamaha. I visited their workshop for the first time on Monday and it gave me a lot of happiness and joy because they’re such a professional team and understand what it takes to win races and championships. I really can’t wait for 2021 to start. Thank you also to my manager Jorge Lis for all his hard work and effort to help me get to where I am today.”

Linex Yamaha Randburg is proud to announce the signing of Andy Biram, owner of Adventure Africa, an adventure rider tours company based in South Africa, as their new adventure ambassador.

Andy will spearhead the Linex Yamaha Randburg adventure events and tours over the next 6 months, taking Linex customers on unforgettable journeys on their Yamaha motorcycles. He will also be hosting technical tip evenings, as well as feature a few ‘how-to’ videos for adventure motorcycle enthusiasts. He will be campaigning for Linex Randburg on the brand-new Yamaha Tenere 700.

Gareth Davidson – LINEX RANDBURG Marketing & CRM Manager: “I’m very excited to have Andy on board with our company. I have worked alongside Andy for many years, and value his input and experience when it comes to the adventure riding world. We have quite a lot of plans in the making which we cannot wait to share with fellow riders!”

Danny Mulder – LINEX RANDBURG Dealer Principal: “We’ve had this idea planned for quite some time now, and we are very excited to finally break the news. I’m sure Andy will bring a new element and customer experience to our store that all adventure riders will benefit from.”

Andy Biram – ADVENTURE AFRICA: “I’m so excited the news has finally been let out. I can’t wait to get going with this project and do so on the much-anticipated Yamaha Tenere 700. Follow our progress through the Linex Randburg social media platforms where I’ll be sharing my experiences and tips.”

14 November 2020 saw Round 4 of the MSA South African National Enduro take place in Creighton, Kwazulu Natal. Yamaha had three National titles on the line with Dylan Cox, Lloyd Kirk and Bruce May, all three titles would come down to the checkered flag.

After the sighting lap, it was clear that this was going to be a very tough, physically demanding and blistering hot race in Creighton.

Dylan Cox

Dylan Cox, RBS Yamaha rider, needed to finish the race in front of his nearest competitor to clinch his first-ever National Championship title and did so by winning the final round in the High School category on his RBS Yamaha YZ125X. Dylan crossed the finish line in style and was immediately greeted by his very proud father, Kevin Cox, with open arms.

Lloyd Kirk

Lloyd Kirk, Proudly Bidvest bLU cRU Yamaha rider, has had a very tough and emotional year but needed to place all focus on this race as it would determine if he would walk away with a National Championship, or not. He required to achieve a third-place or better to beat his nearest competitor.

Lap 1 saw Lloyd fall behind his nearest competitor but Lloyd would eventually pass him back in lap 4 and open up a gap. Lloyd crossed the finish line in third place for the day and was greeted by the entire Yamaha team as well as his family members with cheers all round. “I am really happy to walk away with the Championship win after a few years of being so close to the win, but just losing out. This win means the world to me and my family,” says Lloyd Kirk. Lloyd’s third-place finish would be enough to clinch his first-ever National Championship title in the E1 category on his YZ250FX.

Bruce May

Bruce May, Peak Yamaha rider and owner, just needed to finish the race in one piece to walk away with his second National Masters Championship on his YZ250X. “The course was very technical and you had to ride smart to get over all the obstacles. The most important tactic was preserving energy due to the immense heat,” says Bruce. Bruce would finish the day in first and claim his second National Masters Enduro Championship.

In conclusion, the bLU cRU Yamaha riders and team did exactly what they had set out to do and once again secured multiple Championship wins in the South African National Enduro Championship.

Thank-you must be expressed to the entire bLU cRU team and sponsors for their support throughout the 2020 racing year: Proudly Bidvest, AMP, Shoei, Acerbis, RK Chains, Progrip, Yamalube, GYTR, PSP Racing, Metzeler, Carbontech and Racestar Graffix.

Riders returned to the tight and curvy Ricardo Tormo Circuit in Valencia this weekend, for the fifth and final back-to-back race of this year’s MotoGP season. With a commanding lead heading into the season’s penultimate race, it was Joan Mir’s championship to lose.

Cloudy skies, brief showers and damp conditions played a big role during Saturday’s qualifying, making Q2 very tricky, and unlucky for some. Franco Morbidelli showed impressive pace during qualifying, securing himself pole, followed by Jack Miller in second and Takaaki Nakagami once again in third.

The top three championship contenders found themselves lower down the grid, with Joan Mir in 12th, Fabio Quartararo in 11th and Alex Rins in 14th. For the second week in a row, Red Bull KTM start Sunday’s race with three riders in the first ten positions on the grid. Pol Espargaro leads the charge in fifth, with Brad Binder in ninth and Miguel Oliveira in 10th.

Sunday brought breezy yet sunny conditions to Ricardo Tormo, for what was to be an epic 27-lap GP.

Miller launched his ‘Bologna bullet’ off the line and ran wide into turn one, allowing Morbidelli to maintain the lead and Pol Espagraro to dive into second. Turn two saw Quartararo miss the braking zone, forcing him to run wide and drop down the order. Quartararo’s bad luck later continued as he crashed out for the second time in Valencia—completely ending his championship hopes.

Mir steered himself through the opening lap safely, placing his Suzuki into 10th while team-mate Alex Rins had leapt up from 14th to seventh. Upfront, Morbidelli was setting a supremely consistent pace in the opening laps to quickly build a buffer over the chasing Miller and Espargaro. By lap seven, Morbidelli’s lead stood at seven-tenths of a second, steadily growing over to 1.2 seconds by lap thirteen.

Brad was demonstrating his superb skill in the battle for sixth, with the likes of Mir and Oliveira equally as eager for a good finish. Oliveira was leading the charge with Brad hot on his heels in seventh and Mir looking to get past the duo in eighth. Brad soon took the plunge, got past Oliveira and began to pull away.

Morbidelli’s lead started to come down, with Miller getting to within one second by lap 18, and continuing to eat into Morbidelli’s advantage over the next few laps. With five to go, Miller was just three tenths behind Morbidelli, though the Italian responded after seeing his pit board—increasing his lead back up to half a second.

Espargaro had broken away from Rins in fourth, followed by Brad in a comfortable fifth. With a few laps remaining it was difficult to see things changing, although Brad looked strong enough to catch Rins, who was just four-tenths ahead.

Miller nailed it out of the final corner with the brute power of the Pramac Ducati to pass Morbidelli into the first corner at the start of the final lap, and just about held on despite running wide. Morbidelli threw his Yamaha back up the inside of turn two, with Miller retaliating at the next, and once again countering with a daring raid on the inside of turn five from Morbidelli.

The Italian clung on by 0.093s on the run to the chequered flag—Miller just missing out and clinching second, and Espargaro finishing in a distant third. Rins finished fourth ahead of Brad and Oliveira, but it wasn’t enough to delay Mir’s coronation. Pipping Dovi for seventh left Mir with enough points to cinch the 2020 championship with one race to spare.

What a last lap and what a consistent race, led by a cool and calm Morbidelli—a truly legendary ending to the Valencia GP. From rookies five years ago to champions today, the headlines will undoubtedly go out to the Suzuki boys and Joan Mir. Mir becomes the first Suzuki rider since Kenny Roberts Jr in 2000 to win the riders’ title in the premier class, and just the sixth Suzuki rider in history to be crowned the MotoGP world champion.

With the pressure off the top riders’ shoulders, I can’t even imagine what we could expect heading into Portimão next weekend for the grand finale. Will Mir prove his haters wrong by winning the final race, or could Quartarao perhaps keep things on two wheels and win again?

Franco Morbidelli: “It was the best victory of the year, maybe even the best one of my life! It was a complicated race: I felt that we had good potential all weekend, but then we opted for the hard-front tyre in the race and I had to change my riding style slightly. I couldn’t pull away from Jack [Miller] like I wanted to, despite trying so hard, and I knew that he would be a strong competitor if he got close to me. It was all about giving more than you have on the last lap and that’s what both of us did. We had a really nice, clean fight. I’ve always liked battling Jack because he is tough but clean in his battles, and he was strong today so congratulations to him. I am so happy with the win today so thank you to the team as well. I also want to say congratulations to Joan [Mir] for winning the title this year; he has been a really strong competitor this year.”

Jack Miller: “I’m very happy, I had fun from the first lap. One of the most beautiful races of my life, it’s a shame because at a certain point when I passed Morbidelli I thought I could win, but when you finish fighting a good duel you can only be happy. A special thanks to my team who worked very well.”

Pol Espargaro: “That was fantastic. I’m super happy. We didn’t expect the podium this weekend. We felt that we deserved it but Nakagami was pushing me hard until he crashed. We were great from the beginning until the end and I was on the limit with the pace I could make. No mistakes. We’re again on the podium—the fifth of the season—unbelievable.”

Brad Binder: “Today was a positive race for us. I didn’t get the best of starts but I managed to find good pace, pass a few guys and work my way towards the front. I gave my absolute best today and unfortunately it was not enough to get us into that podium fight. Overall, I’m happy with how we have made steps this weekend; from Friday through to the race. We have a lot of learning to do still but we’re looking forward to Portimão already. Thanks to the team and everyone for their hard work. We’ll push again next week.”

Joan Mir: “World Champion? It sounds amazing! It’s really hard to find the words at the moment, but I must say thank you to so many people; to Suzuki for this opportunity, I’m so happy to give them a title! To be the person who brings them another crown after 20 years is an unbelievable feeling and a true honour. The entire team did an incredible job, and I’m just so overjoyed with this championship win. I’ve come a long way since being a child with hardly any money to go racing, and my family are to thank for this. I worked very hard to get to the top and this reward is amazing. Today’s race wasn’t easy, but I got the result I needed and I hope to have a great end in Portimão. It’s time to celebrate but we must do it responsibly.”

GRAN PREMIO DE EUROPA – Race Classification:

1. F. MORBIDELLI – Petronas Yamaha SRT – 41:22.478
2. J. MILLER – Pramac Racing – +00.093
3. P. ESPARGARO – Red Bull KTM Factory Racing – +03.006
4. A. RINS – Team SUZUKI ECSTAR – +03.697
5. B. BINDER – Red Bull KTM Factory Racing – +04.127
6. M. OLIVEIRA – Red Bull KTM Tech 3 – +07.272
7. J. MIR – Team SUZUKI ECSTAR – +08.703

2020 MotoGP World Championship Classification – Rider:

1. J. MIR Team SUZUKI ECSTAR 171pts
2. F. MORBIDELLI Petronas Yamaha SRT 142pts
3. A.RINS Team Suzuki Ecstar 138pts
11. B.BINDER Red Bull KTM Factory Racing 87pts

The massive international motorcycle trade show, EICMA, would have wrapped up this past week—if a global pandemic hadn’t slammed on the brakes. So instead of a whole whack of news coming out of Milan at once, releases from major OEMs have been trickling out via the interwebs.

We’ve already highlighted the new Yamaha MT-09, the Ducati Multistrada V4 and BMW’s futuristic Definition CE 04 electric scooter concept, and Triumph got in early with their Trident 660. But there’s been a lot more going on.

Here’s a quick look at a few more releases that have dropped over the past couple of weeks: new variations of the Ducati XDiavel and Scrambler, the 2021 Yamaha MT-07 and MT-09 SP, and an upgrade for Honda’s beloved NC750X.

Ducati XDiavel

Ducati have revamped the XDiavel with Euro 5 compliance for 2021, somehow gaining eight more horses in the process. But they’ve also dressed it up two new ways, with the XDiavel Dark and XDiavel Black Star.

The XDiavel Dark, as its name implies, is just a fully murdered-out version of the XDiavel. So it not only features a totally black livery, but a number of blacked-out components, too. The ‘Dark’ name usually carries with a it a lower price tag within the Ducati stable, and the press for this reads that it “represents purity, essentiality, and the gateway to the XDiavel world.” So we’re guessing this might come in as an ‘entry level’ XDiavel.

The XDiavel Black Star is also a pure styling exercise, but it looks nuts. Pulling inspiration from the sports car world, Ducati have wrapped it in a classy matte grey and black livery, with hits of red. The engine’s heads have been capped in red too (although they’re hard to spot), and the seat’s covered in a grippy suede fabric.

Ducati Scrambler

The Ducati Scrambler line also gets a couple of restyled models for 2021, and has also been brought up to Euro 5 spec.

The biggest news here is the new ‘Nightshift’ model. It uses most of the same platform as the regular Scrambler Icon, but with the addition of race-style number boards on the side, low handlebars and cafe racer-style bar end mirrors. It also has a neat rear end, thanks to the absence of a mudguard.

It doesn’t seem like a big deal, but with a few cafe racer styling hints and low handlebars, this might be an alternative to riders that want a less scrambler-y Scrambler, but find the confusingly-named Ducati Scrambler Cafe Racer uncomfortable.

The popular and surprisingly off-road capable Desert Sled also gets the BNG (bold new graphics) treatment, by way of a new ‘Sparkling Blue’ colour scheme. It looks good too; a combination of metallic blue and silver, with red highlights, gold rims and a new anti-slip cover on the seat.

Yamaha MT-07

The MT-07’s another bike that’s now Euro 5 compliant (thanks to new fuel injection and a revised two-into-one exhaust), but for the rest, Yamaha have just lightly re-skinned their popular middleweight naked.

The MT-07’s new bodywork echoes the lines of its bigger sibling, the 2021 MT-09. It gets sharp new body panels, and the same style of robotic headlight as the MT-09. The tank and seat are new too, and there are new colour schemes on offer. Bigger front brake discs, a wider, tapered handlebar, a new LCD screen and LED indicators round out the package.

Yamaha MT-09 SP

Yamaha have also just revealed an ‘SP’ version of the updated MT-09 hyper naked. It’s basically a higher spec, better looking version of the MT-09, with a livery inspired by the R1M, and a host of upgraded parts.

Along with all the features of the 2021 MT-09, the MT-09 SP comes with adjustable KYB suspension up front, with a special DLC (diamond like coating) finish on the stanchions. There’s also an adjustable Öhlins shock out back, hooked up to an anodised aluminium swing arm. Other premium touches include cruise control, a double-stitched seat, and anodising on a number of smaller parts.

The MT-09’s one of our favourite nakeds, and the 2021 version looks to have all the right upgrades. Even if we’re still on the fence about its new bodywork, the SP’s sharp paint job and adjustable suspension have just nudged it one rung up on our wishlist.

Honda NC750X

The NC750X has got to be one of Honda’s greatest hits of the past decade. It’s become the go-to bike for anyone looking for a practical and frugal daily runner. And while it’s not the fastest bike out, it sure is popular.

Honda are updating the NC750X for 2021 by improving on every last detail that makes it great in the first place. For starters, they’ve made it Euro 5 compliant and squeezed a bit more power out of it. It now makes 43.1 kW with 69 Nm of torque. The red line’s climbed by 600 rpm, and the gear ratios have been revised.

A new ride-by-wire-throttle brings with it three preset rider modes, a customisable mode, and three levels of ‘torque control’ (effectively traction control). There’s a new slipper clutch on the manual version, and you can still get it in a DCT version with a paddle shifter on the bars.

Honda have also redesigned the NC750X’s frame and bodywork, with an overall weight saving of six kilos. They’ve brought the ride height down a bit too, along with the seat height, and updated it with a new full colour LCD screen and LED lighting.

One of the NC’s standout features is its handy cubbyhole—but not all helmets fit into it. So Honda have made it bigger, increasing the capacity to 23 l, which means that all but the biggest helmets (including ‘adventure’ helmets with peaks) should fit.

There’s no news on if and when the updated NC750X will hit our shores, but it should make a splash when it does.

If there’s one corner of the motorcycle market where electric propulsion really makes sense, it’s urban mobility. Most electric motorcycles are hamstrung by range, and sometimes top speed—but a commuter relies on neither. Take the twist-and-go convenience of a scooter and add an electric drivetrain, with enough juice to run the city by day and charge at night, and you’re onto something.

The BMW Group are big on electric mobility, so they’ve just thrown the wraps off the BMW Motorrad Definition CE 04 electric scooter concept. They’re calling it a ‘near-series’ version of the Concept Link—a near-identical design that they showed off at the prestigious Concorso d’Eleganza in 2017. And that means we might just see it in production soon.

It’s not the first time BMW Motorrad have built an electric scooter—the battery-operated C Evolution was released in Europe as far back as 2013. But with the Definition CE 04 the focus is on more than just its electric drivetrain. With it, BMW are exploring a wider range of tech and connectivity options, along with the bold claim that they want to “redefine the scooter segment.”

As such, BMW’s press release is light on any tech details like range, speed, and exactly what drivetrain they’ve used. In fact, it’s light on anything concrete, but instead teases a few nifty connectivity concepts, and focuses mainly on the Definition CE 04’s design.

It’s a great design too—just futuristic enough to be interesting, but not overcooked. It’s a compact scoot, put together in true Tetris style with a compact drivetrain, and flat battery packs integrated into the underfloor area. The setup allows for an innovative side-access storage unit, big enough to take a helmet. And BMW claim that the low battery placement will keep the centre of gravity low too, which should have a positive effect on handling.

BMW have stuck to a crisp colour scheme too. Body panels are white, mechanical parts (or panels that cover mechanical parts) are black, and there are orange accents scattered throughout. Modern LED lighting and a small orange windshield add the final touches.

The seat’s pretty basic, but BMW say that, according to their research, their target market with the Definition CE04 (urban commuters) ride no more than 12 km per day. But it’s also been designed completely flat, so that you can shift your butt forward or backwards depending on your height.

The scooter also comes with a 10.25” TFT display, which is bigger than the displays on some of BMW’s bigger bikes. Our guess is that the bigger display will allow BMW to push the capabilities of their already-useful smartphone app even further, similar to what they’ve done on the new R 1250 RT. That would mean full-screen navigation, and full integration with your in-helmet comms system to run media and calls. But given the electric drivetrain, we’re expecting a wider range of data, diagnostics and customisation.

But BMW are looking to take the tech beyond just your phone and your bike, through the creation of intelligent rider gear. So they’ve designed a protective and waterproof parka with a few added features, like LED lighting for added visibility, and a pocket that acts as a wireless smartphone charger.

There’s no word on how or if any of the gear integrates directly with the Definition CE04, which would be an interesting concept to explore. And a white riding parka definitely isn’t going to suit everyone’s taste… but it’s a clever idea, nonetheless.

There’s no news on when the CE04 will go into production, or what sort of numbers it’ll make. But the overall package makes a lot of sense for low-mileage urban commuters, and it looks pretty wild, too. We’ll be keeping an eye out for sure.

This Saturday, four and two-wheeled petrolheads visited the grand opening of the newly revamped custom and lifestyle centre, Reconstructed. Since their early beginnings in 2015, Reconstructed has been known for building badass custom motorcycles, and in recent times, exotic cars.

Reconstructed is the brainchild of owner and founder Theunis De Bruin, who himself had a dream as a young intrapreneur and petrolhead to one day own such a business. Theunis has always had a passion for motorcycles and found himself working at Centurion Lifestyle washing cars, making coffee and earning his credentials in the workshop.

After a mere four years, Thenuis bought over the business and turned it into the powerhouse we know today. Now in its second iteration, Reconstructed is sailing towards new heights.

The revamp sees the new store’s floor broaden for the future, with exotic vehicles sales and customisation being the new focus. You can expect everything and more from Reconstructed, as their aim is to grow but keep the same level of quality and relationships with their clients. So, make sure you visit Reconstructed as they are your local two and four-wheeled specialists, that don’t only offer a true lifestyle experience but great service too.

You can expect some crazy builds and events happening at Reconstructed in the up and coming future. Stay updated with Reconstructed’s latest builds and happing’s on their Facebook page.

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This weekend’s GP saw riders, including Valentino Rossi (back from self-quarantine), return to Spain for the 13th round of the MotoGP calendar. But before riders hit the tar on the Ricardo Tormo Circuit, a few riders had to pay their dues after acquiring penalties at the Teruel GP.

Brad Binder had received a long lap penalty after accidentally nudging Miller’s back wheel, causing them both to crash. And Maverick Viñales had to start the race from the pit lane after receiving a penalty for Yamaha’s mistake—running an illegal engine in his YZR-M1.

Valencia’s flat and twisty circuit was greeted by heavy showers, that created wet and drying track conditions throughout Saturday’s free practice and qualifying. The first three positions chopped and changed for the entire fifteen minutes of Q2, with the likes of Alex Rins, Takaaki Nakagami and Johann Zarco showing their cards. Stealthy Pol Espargaro swooped in and took pole with minutes to spare, followed by Alex Rins in second and Nakagami in third.

The KTM boys had a great qualifying, seeing all three KTM RC16’s place inside the top ten. Brad secured himself a Q2 qualifier on Friday’s free practice and showed some good pace in qualifying, landing him a 10th grid start. Miguel Oliveira’s fast pace saw him climb into Q2 and earn himself a well-deserved eighth. Unfortunately, Iker Lecuona was forced to miss the Grand Prix due to COVID-19 quarantine regulations, as his brother and personal assistant had tested positive.

Race day promised to be a dry race, thanks to good weather and the Moto2 boys who spattered those damp patches aside. A dry track is usually good news, but in this case it was unfamiliar territory, as the weekend already had riders used to wet weather tyres and bike setup. With a low track temperature of 20 degrees Celsius and a dry circuit, thirteen riders out of the twenty-one rider field opted for Michelin’s new hard compound tyres.

Lights out and the two front runners Rins and Espargaro launched well off the line and led into the first turn, followed by Mir and Nakagami. Drama at turn 8 saw Fabio Quartararo’s title hopes vanish as he and Aleix Espargaro simultaneously tucked their front wheels next to each other. Quartararo found enough energy to pick up his bike and continue, but for ‘El Diablo’ it was too late as he slid into last place.

By lap two, both Suzukis had got past Espargaro to lead the Valencia GP; Rins in first, with Mir in second. Further back, Oliveira had now passed Nakagami and was now behind his teammate Espargaro chasing down the ‘blue rockets.’ Oh, boy… more bad luck for Yamaha as Rossi stopped his YZR-M1 in disappointment—not the return he was looking for. After starting from the pit lane, Viñales had climbed his way up into a respectable 15th.

Somewhere towards the middle of the pack, Brad took his long lap penalty and fought back with impressive pace. Upfront, it was still the Suzukis of Rins and Mir, hunted down by the KTMs of Espargaro and Oliveira. Nakagami, Zarco and Jack Miller started to form their own group, and were duking it out for fifth.

With 12 laps to go, Mir was on his teammate’s tailpipes, Espargaro was keeping tabs on the Suzukis, and Nakagami got through Oliveira to grab fourth. Rins ran wide into turn 11, leaving the door wide open for the lime green number 36 to sweep past. As things stood with 10 laps to go, Mir would take a massive 37-point lead into the final two races… could he be stopped?

Brad fought his way back and found himself battling Zarco, Dovi and Miller for 7th during the closing laps of the race. Espargaro was beginning to lose touch of the blue rockets and began to settle for the third step of the podium. Mir was hitting 1:31.9s, riding a perfect race and pulled a gap of 1.3 seconds over Rins.

With a lap to go, Suzuki Team Manager Davide Brivio’s heart rate monitor was reading upwards of 125bmps—he couldn’t watch as Mir crossed the line to start the final lap. Espargaro was pushing his RC16 to the limit as Rins started to come closer into the picture (I nearly though it was possible.) With less than a lap left, it was Mir’s race to lose.

Mir took the flag, while Rins made it Suzukis first 1-2 since 1982 and Espargaro finished off the podium in third. A seriously impressive race by fellow South African Brad Binder, as he clocked the fastest lap of the race with five laps to go, and finished in an astonishing 7th position.

Well done to Mir, he rode a flawless race and I’m happy he put his consistency aside and finally got his first premier class victory. With Mir’s 37 point lead, could we perhaps see a new World Champion being crowned next Sunday, as we head back to the Circuit Ricardo Tormo?

Joan Mir: “I’m just so happy, the Team and I put together a perfect weekend! It’s difficult to give 100% when you’re fighting for a title, because you always have to be a bit cautious, but today I saw the chance for my debut victory and I had to take it. I knew what I had to do, and I felt really great with my bike. I don’t really have words to describe how amazing it feels to be a MotoGP race winner, and it gives me an extra boost, especially after a tricky weekend in terms of conditions. Things are still close at the top, so I need to stay focused and continuing working for next weekend.”

Alex Rins: “I was leading for a large part of the race, and I was hoping to lead from start to finish, but I missed a gear at Turn 11 on the 17th lap, and I went wide and Joan got through. Once he was at the front it was very hard to stay with him, even though I tried, because his pace was really good. But even if the result wasn’t perfect for me, it was a fantastic day for the Team. Joan got the victory that he really wanted, Suzuki got a one-two finish, and I got 20 points to add to my championship tally! So, I’m happy! Ready to go again next week and see what I can do, there are still plenty of points on the table.”

Davide Brivio – Team Manager: “It’s been an unbelievable race, I’ve been dreaming of a Suzuki 1-2 for a long time and today we managed it! Thank you so much to all the Team, and to Joan and Alex of course! We’re doing something fantastic this season – we’re leading all three championships and our riders are so strong in the races. I would like to have this wonderful feeling forever, but we still have two races to focus on, so we will stay calm and keep our heads down. Let’s try to continue in this way!”

Pol Espargaro: “It was hard, so tough with these guys. They were fast but I was catching back on brakes. I lost a bit of corner speed and through the apex but we went for the hard front and medium rear tires and it was a perfect choice. We had zero data for that selection but we gambled and I was gaining time. I’m really pleased. Another podium for KTM and myself, a great feeling.”

Brad Binder: “The race started OK but I got a bit boxed-in through the first two-three corners. I didn’t want to take too much of a risk with the full fuel tank and I knew the Long Lap penalty was coming early on. As soon as I did it I dropped down the order and worked to catch back up but then Cal Crutchlow crashed in front of me and I had to run off the track! I lost a few more seconds that lap. The comeback was not bad. I felt good and the bike worked really well today. Even when the tires were used we could keep the same lap-times. It was a shame about the result because we had the pace for much better but I’m really happy and I think we can do a good job next weekend.”

GRAN PREMIO DE EUROPA – Race Classification:

1. J. MIR – Team SUZUKI ECSTAR – 41:37.297
2. A. RINS – Team SUZUKI ECSTAR – +00.651
3. P. ESPARGARO – Red Bull KTM Factory Racing – +01.203
4. T. NAKAGAMI – LCR Honda IDEMITSU – +02.194
5. M. OLIVEIRA – Red Bull KTM Tech 3 – +08.046
6. J. MILLER – Pramac Racing – +08.755
7. B. BINDER – Red Bull KTM Factory Racing – +10.137

2020 MotoGP World Championship Classification – Rider:

1. Joan MIR Suzuki 162
2. Fabio QUARTARARO Yamaha 125
3. Alex RINS Suzuki 125
4. Maverick VIÑALES Yamaha 121
5. Franco MORBIDELLI Yamaha 117
6. Andrea DOVIZIOSO Ducati 117
7. Pol ESPARGARO KTM 106
12. Brad BINDER KTM 76

2020 has been an interesting year, to put it mildly. But one of this year’s silver linings has been watching our local hero, Brad Binder, make his mark on this year’s MotoGP season. From being the first South African to win in the premier class, to being one of only a handful of riders to do it in their rookie season, Brad’s set the hearts of South African MotoGP fans on fire, and raised the profile of the sport in this country.

‘Becoming 33’ is a new documentary from KTM team sponsor, Red Bull. It documents the arduous journey that took Brad from Rookie Cup hopeful, and through the ranks of Moto3 and Moto2, to factory racer at Red Bull KTM Racing. Packed with footage from his early days and interview with his parents, brother and Moto3 sensation Darryn, and other key figures, it’s well worth a watch.

Check out the trailer below, then head over to Red Bull TV to watch the 52 minute documentary.

The hotly-anticipated Ducati Multistrada V4 has just broken cover, and it’s set to be the most multipurpose Multistrada yet. As expected, it’s now powered by a four-cylinder motor (the name sort of gave it away)—but there’s a lot of other features that have caught our eye, too.

‘Multi strada’ is Italian for ‘many roads,’ and Ducati have taken this to heart. When the first Multistrada was launched back in 2003, it was built for many tar roads. Then, more recently, the addition of the dual-sport Multistrada Enduro model added some dirt to the menu. But now, 11,000 units later, Ducati are pitching the Multistrada V4 as a true all purpose machine.

Available in two models—the V4 and better-kitted V4 S—the Multistrada powered by Ducati’s new 1,158 cc V4 Granturismo motor, good for 170 hp and 125 Nm. Ducati boast a smooth and progressive torque curve, claiming that the V4 delivers usable power and torque in a variety of situations. The six-speed gearbox has a shorter first gear too—so the whole package is designed to chug along nicely at low revs and scream at high revs equally well. (We’d need to ride it for ourselves, but it looks good on paper.)

Compact and light, the entire mill weighs just 66.7 kilos. But the big news is that Ducati have dropped their go-to desmodromic system for more traditional spring valve setup. That’s had a big effect on service intervals; the Multistrada V4 needs new oil every 15,000 km, but only needs its clearances checked at 60,000 km.

It’s jam-packed with electronics too. You get cornering ABS and traction control and wheelie control as standard, and the S also features a hill hold system and adaptive cornering headlights. Both models get TFT displays, but they’re different sizes, with the S getting the bigger, 6.5” unit. The Ducati Connect system is included too, which lets you connect your smartphone via Bluetooth to run an array of features—including full on-screen navigation.

Keeping your phone charged won’t be an issue either, because there’s a small cubby on top of the tank that has a USB charge port.

Ducati have also built in a world-first: a radar-based adaptive cruise control and blind spot detection system. It uses front and back Bosch-developed radar units to measure the distance to other vehicles, and gently introduce a little braking if necessary.

You get four rider modes that reflect the Multistrada’s intended usage: Sport, Touring, Urban and Enduro. They seem very well-tailored, with each mode affecting a host of settings from ABS usage to engine maps. Highlights include how Sport mode allows some rear-wheel lift, how Touring mode smooths out the throttle response, or how Urban and Enduro both cut the power to 115 hp.

The Multistrada V4’s chassis features an aluminium monocoque main frame, with a trellis subframe and a double-sided swing arm. The focus here was on stiffness and weight saving.

The Multistrada V4 runs on manually adjustable Marzocchi suspension, with 170/180 mm of travel front/back, and a ground clearance of 220 mm. The V4 S has the same amount of travel and clearance, but the suspension is electronically adjustable via Ducati’s proprietary ‘Skyhook Suspension’ system. It’s a semi-active system that also adjusts on the fly, depending on the load and road surface.

The biggest hint that Ducati have designed the new Multistrada V4 as an all-road machine, is that it now features a 3.00 x 19” front wheel as standard (the rear’s a wider 4.5 x 17” unit). Both the V4 and V4 S come with alloy hoops, but you can order the S with spoked wheels from the factory. Braking’s handled by Brembo units all round, with twin 320 mm discs on the V4, and twin 330 mm discs with Brembo’s Stylema monobloc calipers on the V4 S.

Specs aside, the Multistrada V4 is one damn fine looking machine. Ducati deliberately designed it with a visual imbalance—starting with a muscular front end that wraps around the 22 l tank, and tapering down to the sharp tail section.

Just like previous Multistradas, the front fairing has a stacked appearance, but here, inspiration for the LED headlights came straight from the Panigale. Everything’s designed to not only look as sharp as you’d expect a Ducati to, but also to be as aerodynamic as possible.

The riding position is upright, with a few adventure riding hits in the wide bars, hand guards and sturdy pegs. The seat height can be adjusted between 840 mm and 860 mm, and there are 810 mm and 875 mm accessory seats available too.

Ducati have thought of the passenger too, so the new pillion seat is larger and less tapered than it was before. There’s also a two-position adjustable screen, and a feature where the bike cuts combustion in the rear cylinders at idle, so that the engine doesn’t get too hot sitting at a robot.

The V4 comes in red, while the V4 S is available in both red and ‘Aviator Grey.’ There’s also a V4 S Sport model, which gets its own livery, a carbon fibre mudguard, and a carbon and titanium Akrapovič silencer. There’s a host of accessory and trim ‘packs’ available for all models.

We’re not sure when the Multistrada V4 will land in South Africa—or what it’ll cost—but we’re keen. We’ve been fans of the Multistrada platform for a while, and the changes Ducati have made tick all the right boxes.

Riding big, heavy cruisers through a mountain pass with sparks showering from the footpegs has a weird type of appeal. You have to really be considered in your approach. Long wheelbase motorcycles, with raked-out front ends, are the ‘Supertankers’ of the motorcycle world. Typically ponderous and slow, they take an age to turn. Factor in their lack of anything resembling ground clearance and you have a real challenge on your hands.

So to suggest that they would not make a good platform for a race bike would be stating the obvious. But here’s the thing, a lot of guys who were sportbike riders in their youth mellow out with age and get there riding kicks in a different way.

Packing their kit and hitting the road with a big V-twin is another two-wheeled way of getting away from it all. Hit the canyons and frustration mounts. In the deep recesses of their minds, there is still a racer trying to get out. Your Bagger, (the name given to big cruisers with panniers and a wind deflecting fairing) very quickly reminds you that it is not an R1 if you start riding enthusiastically. This got someone thinking. Would it be possible to modify a Bagger to make it work in the twisties? Hell, why not even race them? The rest, as they say, is history.

The word went out and any number of guys bought into the idea. How cool a challenge is that? Roland Sands, the custom bike builder immediately started to look at his own bagger in a whole new way. Terry Vance, from Vance and Hines, started plotting and scheming too. Clearly, Harley-Davidson was keen, so inevitably Indian wanted to renew the age-old race rivalry too. Within no time at all, there were at least a dozen commitments to a ‘King of the Baggers’ race to be held at Laguna Seca, organised by Drag Specialties as part of a Moto America race weekend.

Oh my soul, imagine for a moment a bunch of booming Baggers wallowing and scraping through the ‘Corkscrew’?. A race of this nature, that captures the imagination of a nation of ‘Bagger’ riders, is a sponsors dream. Roland Sands Designs, Vance and Hines, S&S and both Harley and Indian bought into the idea.

So who would ride these improbable beasts? The who’s who of American road racing, that’s who! Ben Bostrum, Frankie Garcia, Hayden Gillim, Tyler O’Hara, Josh Herrin, Travis Wyman, Cory West and the odd ‘privateer’ like Woolie Woolaway, all clamoured for a ride. Bike builders stripped the Hogs and started to get their heads around getting these behemoths into race trim.

Weight reduction was a massive issue. The bikes retained their shape, but fairings and bags were moulded in Carbon fibre and steel bits got recreated in alloy. Fox even built bespoke shocks to lift the rear end. Front forks went upside-down and huge brakes got bolted on. Nip and tuck was the order of the day.

When race day dawned the excitement around the circuit was palpable. Bikes and riders had blown people away with their speed and riding skills displayed during practice. Both Harleys and Indians were hitting around 210 kph down the straight and posting astounding lap times.

The water-cooled Indians seemed to have a smidgen more punch out the bends with the Harleys a tad faster down the straights. One thing was clear. It was going to be one hell of a race.

Tyler O’Hara led off the line on his Indian Challenger, with Hayden Gillim on the best looking bike in the field, an orange H-D Street Glide, in hot pursuit. Tyler out braked himself and ran onto the dirt a lap or two later, gifting Gillim the lead. Hayden road magnificently, backing the orange Harley into the bends and holding a slight lead over Frankie Garcia on another Indian. Garcia was nursing a seriously bruised body as a result of flipping the Indian in practice.

Tyler O’Hara clawed his way back through the field with some wild riding, sneaking back into the lead entering the last lap. Hayden Gillim finished a strong second with Frankie Garcia in third. Travis Wyman, on a turbo Street Glide, came home in fourth.

An incredibly good time was had by all. Fun, fast and furious. What was destined to be a one-off race may well become a series. That is if the riders, builders and spectators, have anything to do with it.

Watch The Full Race Below:

Retro-styled helmets have been around for several years now. With a Triumph Street Twin in the garage, I’ve been tempted numerous times to buy myself something like the Bell Bullitt, or the stunning AGV X3000 Barry Sheene Replica. But since it would be a second helmet to my feature-rich Shoei GT-Air II, I simply can’t justify the spend for one of these premium lids (around R8,000 for the Bell and around R13,000 for the AGV).

On a recent visit to Henderson Racing Products, I got a sneak peek at the new Origine brand. Their retro range is well-made and affordable, and Henderson are planning to bring them into South Africa at the start of 2021.

Origine come straight out of Bergamo, Italy, which is the hometown of some of Italy’s most famous helmet builders; Nolan, Caberg and Airoh. There are several classic design styles in their range, including both open-face and full-face variants. There’s also a whole array of bubble visors and dark tinted visors available for fine-tuning the look to your taste.

I was immediately drawn to the full-face ‘Vega,’ which admittedly borrows much of its design from the Bell Bullitt. I opted for the classic matte black design, with orange and red stripes and a brown interior. That colour combination spoke to me, and I added a dark tinted visor to finish it off.

The Vega has a fibreglass outer shell, with a raised centrepiece on the top that reminds me of the hood designs on 70s muscle cars. The interior is made from a high-quality faux suede and leather combination. It’s good enough to be mistaken for the real thing and resembles that of an elegant classic Italian sports car interior.

The inners are easily removable, and are machine washable too. As for the Vega’s strap, it’s a standard-issue D-ring system, which I way prefer to a micro ratchet system.

I found the overall fit and comfort of the Vega to be excellent, and true to size. There are four large air vents at the front of the helmet, which are all lockable and have a solid feel to them; a feature that you usually don’t see on retro helmets. Opening and closing the vents while riding was very easy, which is not always the case, even with a lot of modern helmet designs.

There are four exhaust ports at the rear, exhibiting a hint of Italian design flair with mesh inserts and chrome trim. They don’t just cool, but work well too. I found the airflow to be very good while in motion, and the underneath of the helmet around the chin area is also roomy, allowing for more air to flow into the shell. (That does also mean that the Vega is not as quiet at speed as my Shoei.)

The visor is anti-scratch and very sturdy. There’s a tab on the side that helps you lock it down, but I didn’t use it much. I prefer to ride with my visor slightly cracked—and with the visor’s solid up-and-down feel, I could do so without the wind lifting it.

But the best part of this helmet has to be the price. The Vega is expected to retail for an estimated R3,800, which is really good value for money for an ECE-approved helmet that looks this good.

Overall, I am very happy with the Origine Vega. I wore it recently at the Distinguished Gentleman’s Ride, and it fitted in really well with the dapper style of the event. The full range of Origine Helmets will hopefully be arriving early 2021, so keep an eye on the Henderson Facebook page for further updates.

After a refreshingly brief teaser campaign, Triumph have just thrown the wraps off their latest triple-cylinder roadster: the Triumph Trident 660. Cheaper than a Street Triple 765, but still promising decent performance, it’s a noteworthy entry into the middleweight roadster segment.

Early teases of the Trident had us convinced it was a revamped and de-tuned version of the older Street Triple 675—but it’s actually an all-new bike. We’re sure the motor shares parts with other triples in Triumph’s range, but it has 67 new components of its own, plus a special engine tune. It makes 80 hp and 64 Nm, which is enough to have fun with, and competitive in this class.

Triumph have tuned the Trident for all-day usability. Power peaks at 10,250 rpm and torque at 6,250 rpm, but 90% of the motor’s total torque is available across most of the rev range. We obviously haven’t ridden the Trident yet, but we’re expecting the same linear delivery and playful nature of the Street Triple, but without its revvy-ness.

The Trident comes with a six-speed gearbox and a slip and assist clutch, with extra attention paid to the clutch lever to keep it light for urban use. Triumph offer a quick-shifter too, but only as an optional accessory. Rider aids are basic: two rider modes (‘Rain’ and ‘Road’), ABS and switchable traction control.

Triumph designed the Trident’s chassis with a neutral feel to suit most riders. The frame’s a tubular steel affair, with a total wet weight of 189 kilos. The bike’s compact and slim, a low seat height (805 mm), rear-set foot controls, and tapered bars that look to have plenty of leverage. We’re fans of how both the Street Triple and Speed Triple handle, so we’re expecting a nimble machine that should be bags of fun to throw around.

Chassis components include Showa suspension with rear preload adjustability, Nissin brakes with twin 310 mm front discs, and 17” alloy wheels. (There’s also a tyre pressure monitoring system available as an extra, if you want it.)

The lack of suspension adjustability is to be expected at this price point, but there are a few premium parts that add value. All the lighting is LED for starters, and there’s a round TFT dash that adds a touch of elegance, too. It also include’s Triumph’s ‘My Triumph’ smartphone connectivity system, with handy features like turn-by-turn navigation, call screening, media control and more.

Optional tech accessories include heated grips and an under-seat USB charger, the latter of which should really be included as standard.

Stylistically, the Trident pulls some DNA from Triumph’s other roadsters, but in a far more subdued package. The knee indents and round 7” headlight riff off Triumph’s modern classics, while the tail unit has shades of the older Street and Speed triple in it. We’re not sure which colours will make it to South Africa, but the full catalogue includes silver and red, black and silver, white, and black options.

The overall design might be a bit vanilla for some, but it’s a neat package that should offer a more neutral alternative to the aggressive styling of bikes like the Yamaha MT-07 and Kawasaki Z650. It has some nice details too—like the swingarm-mounted plate bracket that leaves the tail looking clean, and the removable passenger pegs.

Triumph naturally have a healthy catalogue of aftermarket parts ready to go too. It includes everything from a fly screen and bar-end mirrors, to luggage, passenger grab handles and various protective parts.

Where the Trident really punches hard, is value. Triumph South Africa are expecting it to land in February with prices starting at around R150,000. That’s a little more than the MT-07 and Z650, but it’s a lot less than the Street Triple 765. It also has 16,000 km service intervals—so it’s really good value if you’re looking for a Triumph triple, but can’t quite afford to go all-in.

On Saturday 31st October we attended a Halloween party at Biker’s Warehouse. Biker’s Warehouse is known for pulling-out-all-the-stops when it comes to exciting biking events, and their Halloween ‘family-ordinated’ party was no exception.

I took both my kids along to this event, we arrived at 16:00 and were immediately guided through a custom-built ‘haunted-warehouse’. The youngsters would have to endure some ‘ghoulish-fun’ whilst collecting candy at various checkpoints. Shout-out to the Biker’s Warehouse team who really put on a good show for the little ones, I myself walked through with my 7-year old daughter and was a little scared at times.

This was then followed up with a movie night for the youngsters, whilst the grown-ups enjoyed a Halloween ‘themed’ party at their VMX Café.

Thanks to the whole Biker’s Warehouse team for such a splendid evening.

See gallery below of how it all went down…

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Yamaha entered the ‘hyper naked’ market with their quick and agile MT-09 back in 2013. Aggressively styled and relatively affordable, it was a runaway success—particularly among younger riders. Hooliganism aside, its three-cylinder ‘crossplane’ motor also made it the ultimate do-it-all machine, capturing the very essence of motorcycling, and faithfully representing Yamaha’s ‘Masters of Torque’ philosophy.

Now, the 2021 Yamaha MT-09 brings even more to the table with a class-leading spec and an uber-cool redesign. I myself own a first-gen (2015-model) MT-09, so I’ve wondered how the third-gen will stack up against its predecessors. But this is no simple update; Yamaha went back to the drawing board and listened to rider feedback, resulting in a brand new MT-09 with a host of firsts.

Major updates include a new motor, a Deltabox chassis and a new swing arm, along with lighter wheels and a whole host of upgraded tech. The 2021 MT-09 borrows the YZF-R1’s six-axis IMU (that means ‘inertia measurement unit’), which means it now has lean-sensitive rider aids. There’s also a 3.5” TFT display, a new ride-by-wire throttle, a quick-shifter, a revised intake and, finally, the ability to interface with Yamaha’s MyRide app.

The revised design still conveys the MT range’s ‘Dark Side of Japan’ DNA, but with a refined appearance and build quality. It doesn’t appear different at all at first glance, but let it sink in for a while, and you’ll notice a lot of subtle changes. For one, the new frame’s ‘Crystal Graphite’ colour highlights the material qualities of the mechanical parts—and that’s where you start to notice the overall refinement.

Small details like the subframe tubing (a die-cast aluminium unit that’s 1.5 kilos lighter) and side covers make a massive difference to the overall look. But I find myself in a love-hate relationship with the new headlight assembly. The combo of two snake-like LEDs and a Minion-eqsue ‘eyeball’ in the middle looks very cool, but the big gap to the mudguard, that exposes the radiator, feels dinky.

Yamaha are retiring the faithful, eight-year-old CP3 motor for 2021, and bumping the MT-09s capacity by 42 cc to a total 899 cc. That means more power, more torque and more wheelies. Err, I mean ‘more fun.’ Yamaha got this right by redesigning and virtually reengineering every major component, including the pistons, connecting rods, camshafts and crankcases. That’s also led to a 1.7 kg weight saving, even with the nasty, two-stroke-looking Euro5 pipe. And Yamaha have finally included an up and down quick-shifter, too.

Before you start doing backflips, I must warn you: the 42 cc increase doesn’t get you much needed horses. It’s only a 3.9 hp bump, up to 117 hp at 10,000 rpm. What it does produce, is a higher torque output of 93 Nm at 7,000 rpm. That’s 11 Nm more than before, at a full 1,500 rpm lower down, and the MT-09’s first two gears are longer too. What this essentially translates to, is a more usable and enjoyable performer for everyday riding conditions—fast or slow, wet or dry.

Yamaha also decided to produce a new, and extremely light and strong, aluminium frame and swingarm for the 2021 MT-09. The die-cast Deltabox chassis increases agility, ups stability by 50 percent and lightens the load by 2.3 kg, compared to the previous structure.

To match the more compact frame and shorter, fully adjustable KYB front forks, the steering head position has been lowered by 30 mm, increasing front-end grip and feedback when cornering. Yamaha have moved away from the old banana-shaped swingarm to the new 250 g lighter aluminium unit. This reduces unsprung weight, complements the revised balance of the new frame and works hand in and with the new adjustable KYB rear shock.

Yamaha have loaded the MT with the most sophisticated pieces of intelligent electronics they have on offer. This is all thanks to the same 6-axis IMU found on the YZF-R1. It constantly measures acceleration in all directions, yaw, and angular velocity, in order to send data in real-time to the ECU which controls the electronic rider aids. The array of rider aids includes lean-sensitive traction control system, slide control system, front wheel lift control system and brake control system.

All the above rider aids can be seen on the new full-colour 3.5-inch TFT display and adjusted on the handlebar-mounted switchgear. On the TFT display, you’ll also see a bar-type tachometer that changes colour as rpm rises and falls. The display also includes a clock, gearshift indicator, and water and air temperature, and riders can switch between displays depending on their mood.

There’s no hiding it, I love the Yamaha MyRide app and I’ve grown used to using it on the few bikes that have come equipped with it. So I’m happy that Yamaha have equipped the MT-09 with app connectivity. The app allows you to track your rides, add pictures to trips which can be shared on social media, and show you your top speed, average speed, acceleration and lean angle, to compare with your buds.

This bad boy has some serious stoppers, too. Yamaha have equipped the MT with YZF-R1 brakes, with a Nissin radial master cylinder. Supersport-class technology, combined with lean-sensitive ABS and lightweight spin-forged wheels, provides a more linear supply of hydraulic pressure to the dual front disc brakes for excellent control.

The new MT-09 will be available overseas in three colours: Storm Fluo, Icon Blue and Tech Black. South Africa is likely to only bring in the Icon Blue, and hopefully the Storm Fluo too, as I believe that’s the only colour worth having. There’s no information on pricing or availability yet, but we can pretty much see the MT-09 pricing close to the KTM 890 Duke R, Triumph Street Triple RS and Kawasaki Z900.

In my honest opinion, I believe Yamaha have knocked the new MT-09 out of the park, by keeping the key characteristics of the MT range. At the same time, they’ve created a next-generation hyper naked that visually expresses the machine’s defining qualities: its aggressive looks, torque, freedom, and agility.

As a happy MT-09 owner, I literally can’t wait to ride one. And if it rides as well as it looks, I may have to make some space in my garage soon.

Following consultations this week with representatives of the Lesotho Government and the Lesotho Sports and Recreation Commission (LSRC), Live Lesotho has been advised that Lesotho will remain in a level 3 lockdown indefinitely. This decision is based on the concerns surrounding a possible second wave of COVID-19 infections. Due to these necessary restrictions, the 53rd edition of the “Mother of Hard Enduro” has therefore been postponed until 2021.

Charan Moore (Managing Director of Live Lesotho): “We are aware of how disappointing this news will be to riders and their teams, but unfortunately the current situation has not stabilised enough and there is simply too much uncertainty surrounding the pandemic at present. We owe it to everyone involved, and especially the people of our host country, Lesotho, to ensure that the Motul Roof of Africa does not present any additional COVID-19 risks. Unfortunately, we cannot guarantee that in the current circumstances.”

Live Lesotho has communicated this decision to the event sponsors. The title sponsor, Motul, has indicated that they fully support the postponement of the 53rd edition of the Roof of Africa until next year, by when it is hoped that there will be a much greater degree of certainty surrounding the pandemic and any ongoing precautions required to contain it.
Moore thanked the sponsors, riders, LSRC, LORA and Live Lesotho team members for their support and for the hard work that has already been invested into the 53rd edition of the Motul Roof of Africa. He committed to channelling this collective positive energy into making the 2021 Motul Roof of Africa the best yet.

Live Lesotho further announced that all riders who had secured and paid for a place in the 2020 event can carry this forward to the 2021 edition at no additional cost. Alternatively, they can opt for a full refund.

The confirmed dates for next year’s event will be 3 – 6 November 2021, so riders and Enduro fans can add those dates to their diaries. For more information, including advice on carrying over an entry or obtaining a refund, please contact the roof team at [email protected] You can also visit the official Motul Roof of Africa website for more information: www.roofofafrica.co.ls

WP Suspension is pleased to announce the launch of the new WP XPLOR PRO 6500 Cartridge. With highly innovative technology derived from countless successes in motorsports, the XPLOR PRO 6500 Cartridge combines premium performance upgrades with unparalleled accessibility.

Addressing a whole community of offroad enthusiasts, WP XPLOR PRO empowers KTM, Husqvarna & GASGAS riders to reach their greatest potential. For the WP XPLOR PRO 6500 Cartridge, there is no section of the track too hard and with the input of the latest motorsport know-how, this Cartridge will take demanding riders all the way to the top. The built-in WP CLOSED CARTRIDGE TECHNOLOGY with its pressurized compartments guarantees a consistent damping performance and prevents loss of damping on repeated shots.

Thanks to the numerous and externally adjustable settings, the riders are always perfectly adapted to all off-road demands even when conditions change at the last minute. The XPLOR PRO 6500 Cartridge was developed to easily upgrade the bike utilizing the standard fork rods and improve the riding experience for high-toned offroad pilots significantly.

• Improved feedback from the track in every riding situation
• Pressurized System reduces cavitation risk – no damping loss
• Extreme longevity due to the use of only high-quality materials
• Specially handcrafted with the highest care
• All settings can be adjusted externally and flexibly
• Spring preload fully variable

The XPLOR PRO 6500 Cartridge will be available from November 17th for R16 662.67 (net retail price including VAT).

The XPLOR PRO 6500 Cartridge will be available for the following motorcycles: KTM: EXC (150, 250, 300); EXC-F (250, 350, 450, 500); XC-W (150, 250, 300); XCF-W (350, 500). From 2017- Husqvarna: TE (150, 250, 300); FE (250, 350, 450, 501). From 2017- GASGAS: EC (250, 300); EC-F (250, 350); 2021

The country’s 2020 National Motocross champions were crowned in Bloemfontein this weekend. The series came to a close with an exciting double-header round where Red Bull KTM’s Tristan Purdon took top honours in the premier MX1 Class. Effectively dubbing Purdon as the best Motocross rider in the country.

The victory came especially sweet for Purdon after last year’s season finale where he finished as runner-up. In a bid to set the record straight this time around, Purdon lined-up in Bloemfontein leading the MX1 Class by a single point. In excruciatingly hot conditions with temperatures above 38 degrees Celsius, the rider launched his attack. With consecutive victories in the first three heats and a third place in the final moto, Purdon took the victory overall in both rounds to secure the 2020 title.

Purdon: “I can finally say it – I’m the 2020 MX1 Champion! That is a wrap for the season – thank you is not enough to everyone in my corner.”

Adding to the celebrations in the orange camp was yet another championship title courtesy of young gun Jonathan Mlimi, who stormed to victory in the High School Class. Having fought his way back from an injury that ruled him out of the 2019 season, Mlimi was determined to reinstate himself as the frontrunner in his class.

Mlimi: “We did it! This time I managed to take three hole shots and another four wins – which makes it 8/8 victories since the season restarted. The hard work and training really payed off – thank you to everyone who supported me.”

Rounding out the orange squad this weekend was Kerim Fitz-Gerald. While the rider was unable to make up the 20-point deficit keeping him from the top of the MX2 leaderboard, he finished off the season with an outstanding performance.

Louwrens Mahoney (KTM South Africa’s Marketing Manager): “What a tough and demanding weekend it was with the track getting so rough, the unbearable heat and two solid days of racing! I am so proud of the team and their achievements, not just at this event but over the entire year. We’re going into 2021 with the MX1 and High School Championship, which is a massive confidence boost for the riders and the team. We will work hard in the off season to maintain this form and to come back even stronger!”

The Gran Premio Liqui Moly de Teruel (named after the province) saw riders return to MotorLand Aragón for the 11th round of the MotoGP calendar. The weekend was ushered in by sunshine and warmer temperatures, making Saturday’s qualifying less complicated compared to the cold conditions of the previous week.

Qualifying was an unexpected affair, to say the least. Takaaki Nakagami blew the competition away on his LCR Honda with an impressive 1’46.882, followed by Franco Morbidelli in second and the smooth Alex Rins finishing off the front row. Fabio Quartararo had no chance at pole this weekend and had to settle for sixth on the grid, after having a few sketchy moments coming out of the final corner.

KTM had a great qualifier that saw three of their riders enter the first 11 positions. Miguel Oliveira led the charge in eighth, closely followed by Pol Espargaro in ninth – only one-hundredth of a second separated the two. Iker Lecuona was only a tenth of a second away in 11th, in a session that saw twelve riders split by 0.7 seconds. Brad Binder nearly made it into Q2, but missed out by three-tenths of a second, placing him 15th for Sunday’s race.

Sunday had riders, fans and especially the Michelin Man smiling, as weather conditions at MotorLand Aragón hit near perfect. Any bets? Don’t even think about it buddy, this is the 2020 MotoGP season—anything can happen.

Nakagami had a stellar start, launching himself into the lead followed by front row starters Morbidelli and Rins. Brad accidentally nudged Miller’s back wheel into turn two, causing both riders to take a tumble (he’s since been handed a long lap penalty at the next race). And then came turn five… Nakagami tucked the front of his RC213V and threw it all away. He walked away from the crash, but it was heartbreaking to watch.

The drama upfront allowed Morbidelli to take the lead, closely followed by Rins, Johann Zarco and Maverick Viñales. Quartararo’s medium tyre choice seemed to be his demise, as he soon became Cal Crutchlow’s and Alex Marquez’s prey. Morbidelli wasted no time upfront and set a 1:48.089 to take the race lap record at MotorLand, while Viñales got gobbled up by both Mir and Marquez.

‘El Diablo’ was sliding further back down the grid as he battled with the medium Michelin rear (funnily enough, Morbidelli had no issues with his medium rear). By lap eight, Morbidelli and Rins were now 1.7 seconds ahead of Zarco; Mir and Marquez had taken a second out of Viñales and could now see Morbidelli and Rins in the distance.

Red Bull KTM riders Pol Espargaro and Oliveira both got past Quartararo and began to reel in Viñales, as the Yamaha boys continued to battle with tyre wear. Further up, Mir pounced on Zarco at turn four narrowing the gap to 2.2 seconds from the leaders. Drama yet again, Marquez fell victim to turn two and missed out on getting his second consecutive podium at MotorLand.

Upfront, Morbidelli’s lead over Rins was 0.6 seconds, Mir was 2.6 seconds behind with nine laps to go, Zarco was now in fourth and Pol Espargaro sat in fifth. Oliveira then found himself battling with Quartararo—he made his move and it stuck on Lap 15, with Dovizioso now right behind Quartararo. Incredible scenes!

Disaster struck Dovizioso in an already less-than-satisfying race, as Aleix Espargaro made an aggressive move, forcing Dovi wide and causing him to move down into 12th.

With a mere three laps remaining, Morbidelli’s lead rose to 1.2 seconds over Rins, and Mir looked like he wasn’t going to have any say in the challenge for victory. The battle for fourth was raging between Pol Espargaro, Zarco and Oliveira. Esparagaro climbed to fourth and Oliveira was soon through too, but Zarco wasn’t going to give up that easily, and the Ducati man fought right back at turn 13.

With two to go and a 1.9-second lead, it was Morbidelli’s race to lose. Rins was well clear of teammate Mir, with the championship leader in a lonely third. Morbidelli put on a true masterclass of a race as he crossed the line first, becoming the first non-Spanish Aragon winner since Casey Stoner in 2011. Rins finished as runner-up this week but rode a fantastic race earning himself 45 points out of 50 in Aragon, bringing himself right into the title frame.

Two thirds at MotorLand sees Mir extend his World Championship lead with three races to go. He’s now 14 points ahead of Quartararo, despite not having won a single race this season.

It was a truly unpredictable title race that kept on twisting and turning, and now just 32 points split the top six with three to go. Who will win the 2020 MotoGP World Championship from here? Mir leads the field heading into Valencia, but as we’ve figured out by now, that can change in the blink of an eye.

Franco Morbidelli: “I am very happy with this win; it feels a little bit different to when I won in Misano. It comes from the hard work that the crew has put in; they have done an unbelievable job and worked so well together to get this win. The bike was perfect during the race, I was feeling great and I just had to focus on getting the bike to the finish line in the shortest, fastest, time possible. This victory is for them, for my crew. Without their work it would not have been possible. So thank you. Now we are just 25 points from being at the top of the championship standings, which means that it is time to go super aggressive into the final three races of this year.”

Alex Rins: “Obviously I was hoping to win again today, but another podium is an awesome feeling anyway. It was really hard to do battle with Franco today, he was very strong and he got a good start. I was happy with my tyre choice but I did feel a little bit of drop part way through the race, I knew that I had a decent gap on Joan so I kept things smooth and went for second place. I was really happy to see Joan there in third because it means another great day for Suzuki with both of us on the podium again! Joan is so consistent, but I’m also feeling better every race so let’s see what can happen in the next few races. Anyway, I’m really pleased to be on the podium again at MotorLand!”

Joan Mir: “My feeling was good today, but on the last laps today I wasn’t able to make up the difference – I had the same speed as Alex and Franco but I couldn’t manage to go quicker to close the gap. That was a bit of a shame, but it’s always hard to start further back on the grid and I lost some time while overtaking other riders. But anyway, I’m glad to have been able to collect points today and I’m satisfied because my target was the podium; I knew that was needed to keep a hold on the championship lead, so I’m happy that I achieved that. I will be giving my best in the next three races.”

Brad Binder: “I had quite an ‘OK’ start and as I went up the inside of Turn1 I then changed direction like a regular lap and got bunched up. It was a big mistake on my behalf and I’m so sorry to wipe out Jack’s race. I want to apologize not only to my team but also to his. We’ll have to restart and go again in Valencia.”

GRAN PREMIO LIQUI MOLY DE TERUEL – Race Classification:

1. F. MORBIDELLI – Petronas Yamaha SRT – 41:47.652
2. A. RINS – Team SUZUKI ECSTAR – +02.205
3. J. MIR – Team SUZUKI ECSTAR – +05.376
4. P. ESPARGARO – Red Bull KTM Factory Racing – +10.299
5. J. ZARCO – Esponsorama Racing – +12.915
6. M. OLIVEIRA – Red Bull KTM Tech 3 – +12.953
7. M. VIÑALES – Monster Energy Yamaha MotoGP – +14.262
8. F. QUARTARARO – Petronas Yamaha SRT – +14.720
9. I. LECUONA – Red Bull KTM Tech 3 – +17.177
10. D. PETRUCCI – Ducati Team – +19.519
11. C. CRUTCHLOW – LCR Honda CASTROL – +19.708
12. S. BRADL – Repsol Honda Team – +20.591
13. A. DOVIZIOSO – Ducati Team – +22.222
14. T. RABAT – Esponsorama Racing – +26.496
15. B. SMITH – Aprilia Racing Team Gresini – +31.816

MotoGP World Championship Classification – RIDER:

1. Joan MIR Suzuki – 137pts
2. Fabio QUARTARARO Yamaha – 123pts
3. Maverick VIÑALES Yamaha – 118pts
4. Franco MORBIDELLI Yamaha – 112pts
5. Andrea DOVIZIOSO Ducati – 109pts
6. Alex RINS Suzuki – 105pts

World of Yamaha kindly invited us to experience the beginning of their new chapter, with the introduction of the all-new ‘Concept Store Accessory Hyper’. The Concept Store Accessory Hyper, is the brainchild of Ben Robertson (Dealer Principal and the visionary behind the revamped space) and now we get to see his vision in full motion, with a massive variety of products, accessories and gear for the avid Motorcycle and Marine enthusiasts.

Ben Robertson: “The World of Yamaha has always been a place where you can find almost anything but it was lacking variety.

Therefore, the idea began to turn the store into an ‘Accessory Hyper’ with a vast variety of apparel and accessories from a wide range of well-recognised brands”.

Throughout Ben’s speech, he emphasizes how juniors and lady riders haven’t been recognised or catered for enough (in accessories departments throughout SA). He has made sure that this is not the case at World of Yamaha, by dedicating a section for ladies and junior riders alike to help inspire the next up and coming generation of racers and enthusiasts.

Ben Robertson: “The plan for the store, in the long run, is to become a one-stop-shop for everything an avid Motorcycle and Marine enthusiast would need with more and more events taking place much more frequently, now that restrictions are slowly being lifted”.

World of Yamaha is not a corporate head office, it’s your local concept store in which you can make yourself feel at home. So make a turn, enjoy the new lifestyle experience and the great specials that the Concept Store Accessory Hyper has to offer.

World Of Yamaha – Concept Store Accessory Hyper

19 Eastern Service Rd, Kelvin, Sandton, 2054
Tel: 011 259 7600
Web: www.yamaha.co.za

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Brother Leader Tread KTM’s Bradley Cox and Charan Moore have officially been crowned 2020 National Cross Country champions. The riders received top honours in KwaZulu-Natal this weekend as the series ended with an exciting double-header round in Mid-Illovo. The victory marked a significant milestone for Moore who snatched up the first OR1 national title of his career. Having only been recruited by the team at the start of the 2020 season, the rider has bolstered his status as one of the front runners in this sport.

“I put everything I had into this championship. This KTM family and team made it all the sweeter! Thank you all for helping make this possible,” said an elated Moore.

Brother Leader Tread KTM teammate Bradley Cox stormed to national OR3 glory for the second time in his career. Drawing on the inspiration of his father and racing legend Alfie Cox, the young multi-disciplined talent has been determined to make a name for himself in all facets of South African motorsport.

With his sights set on dreams as big as racing the Dakar Rally in the near future, the victory this weekend was an important steppingstone for Cox.

“It takes a village to make this dream happen – thanks to everyone who has been a part of my circle! Hours and hours of hard work goes into this and to see it payoff is always so rewarding,” commented Cox.

A cherry on the top of what was a phenomenally successful season for the team was a second place from Jarryd Coetzee. The OR2 rider fought tooth and nail to defend his 2019 title and will certainly return to try reclaim the top step next year.

“What a season it’s been! From not knowing if we’d even be able to race again this year, to walking away with the OR1 and OR3 National championship – it is a big blessing for the team!

I am so proud of the riders and the team for all their hard work and dedication throughout this challenging year. It was a demanding weekend of racing, but everyone gave 110 % and it payed off in the end. We will now regroup and start planning for the 2021 season. Thanks so much to all our riders, their family and everyone in the team for all the sacrifices that made this dream come true for everyone,” said KTM South Africa’s Marketing Manager Louwrens Mahoney.

In my blog, Back to our Routes, which I penned in May, I spoke about the one bike does it all scenario. In the ’70s when I graduated to ‘big bikes’ from my Honda SS 50 GT, it was in the form of a Honda CB 350 Twin. This bike was my sole means of transport and was utilised to take me wherever I needed to go. As soon as I was able, I got a beaut second hand Honda 500 Four, which upped the ante and took me, amongst other trips, on an extended Rhodesian tour in 1975. It was this bike, with its good handling (for back in the day) and bulletproof reliability that opened up a whole new world of two-wheeled travel. Over time it got bored out to 605cc, with high compression Yoshimura pistons and became the nemesis of any standard 750 of the day, with the exception of the shrieking two-stroke triple H2 Kawasaki.

I found that by bumping the power and torque, the bike was able to pull the excessively tall standard gearing with which the bike was endowed. I fitted wind-cheating clip on handlebars and a slippery half fairing and a four into one exhaust, allowing the bike to breath better. Properly jetted for the modified airbox, the little Honda would run to 11,700 rpm in top gear, more than 2000 rpm over the 9500 rpm redline, which in stock trim it could never reach. Optimising the power to gearing reaped huge rewards. It is a lesson which I have used to good effect on various bikes over the years. Enter the Twin in this story. A Triumph Speed Twin to be precise.

In the quest for my modern ‘one bike do it all’, I settled on the Speed Twin. Perversely I have a BMW R 1200 LC Adventure for touring, dirt and high-speed long-distance duty, as well as for passenger comfort. I say perversely because I am breaking my own rule of having only one bike. In the fullness of time that may well happen. My intention is to do it pretty much all on the Triumph. A very close second on my list was a Scrambler Ducati. Memories of adventure riding on my ‘old’ air-cooled Triumph Scrambler with modded suspension probably gave the Speed the nod. In addition, I chose to go with a road, rather than dirt bias, given that I still have the Bee Emm. Why the Speed Twin then?

You all know by now that I like Modern Classics. For me, the Speed is the modern soulmate of the original iconic Bonnie. The biggest beef I have about Modern Classics, on the whole, is that they have got more and more porky. The iconic ’69 Bonneville weighed a sprightly 172 kg’s, whereas the current T120 is a rather lardy 224 kg’s. The Speed, on the other hand, is a full 28 kg’s lighter. This is a far more similar recipe to the original Bonnie. My mate Derek feels that it should have spoked wheels. In principle, I agree, however, punctures are an increasing phenomenon given the detritus on our roads. Cast wheels with tubeless tyres allow you to plug and bomb them and be back on the road in minutes. Changing tubes is a mission, especially if your bike does not have a main stand. Function over form, you know.

The Speed Twin is a soulful bike. In the spirit of the ’70s, I have done a few tweaks which I feel have made it even better. I am not through with it yet, but let me tell you what I have done to date. Firstly, I intend to tour extensively with it, so a naked bike is just plain hard work. A big touring screen would just be wrong, so I fitted a smoked Dart flyscreen which, despite its minimalistic dimensions, works really well. It leaves your helmet in clear air but takes the windblast off your chest. 150 kph cruising is now easy and sustainable.

The gearing is another issue. The T120 and Bobber both make 79 horsepower and 107 Nm of torque, whereas the Speed pumps out 96 ponies and 112 Nm of torque. Ally this extra urge to a lot less weight and you have properly punchy performance. Interestingly, Triumph has shortened the gearing significantly on the Speed Twin as compared to the other 1200 Bonnies, despite their relative lack of power. The Speed, despite its powerful 1200 motor, feels as if it is working a bit hard when cruising at around 150 kph. As a consequence of the shorter gearing, the bike burns more fuel than it’s Bonneville siblings. It also loses the relaxed demeanour of the other two 1200s when cruising at speed. This feeling was exacerbated by another mod which I considered essential.

In standard trim, the exhaust pipes sound throaty but muted. Big twins, like big singles, desperately need to breathe, especially at higher revs. The Twin does feel as if it runs out of puff as it approaches the redline. To rectify this, I took myself off to Jaco, at Stealth Performance Exhausts, to see what we could do to rectify the situation. First to go was the Catalytic Converter, replaced by an X pipe, beautifully crafted by Jaco.

My bike is silver and I like the look of the standard black and brushed silver exhausts. So, to liberate exhaust gas effectively and compliment the de-cat, we gutted the exhausts baffles in favour of a straight-through perforated pipe. This resulted in a significant power shot in the arm for the already punchy big twin. It now revs out with new freedom and, needless to say, sounds fantastic. The tame standard exhaust note is now a deep baritone rumble, which just changes the whole demeanour of the bike. It is not at all obnoxiously loud, still allowing cruising on a constant throttle without irritation. What was immediately apparent was that the short gearing was all the more noticeable, given the extra shove. I swapped the front sprocket for the one tooth bigger front sprocket from the T120. Oh, my soul! The Speed Twin is transformed.

The bike now shares the torquey relaxed feel of the T120, but with much more urgency. 5000 rpm now has you rocking along, a full 2000 rpm from the redline, at just shy of the ‘ton’. Top speed is significantly enhanced, with the bike still able to redline in top gear, albeit at a higher terminal velocity. Acceleration is in no way impaired, with the longer gearing allowing more time between upshifts. The ample torque makes the bike feel properly strong from off idle and all the way to the redline. Fuel consumption has improved too. Riding at a constant 140 easily returns under 4l/per 100. This gives a decent touring range on the 14,5l tank.

Next on the agenda will be suspension tweaks. Don’t get me wrong, the Speed Twin is a decent handling bike, however, if you ride really hard you can feel that there is room for improvement. The back shocks are pretty good with the preload bumped up to the max. The steepened head angle has improved the turn in significantly, without compromising ride comfort. It is in the front that things can be improved. Getting hard on the brakes has the front forks diving too much in the initial stroke. If you ride with precision, you can minimise this tendency but I will be able to improve things nevertheless.

This is part of the charm of a modern classic. These bikes encourage you to fettle them and make them even better. They take on a subtle new character that is just so satisfying. I love the look of the bike. I literally get goosebumps at the thought of riding it. The tinted Dart screen looks so right. Fire it up and the big twin bass boom begs you to snick it into gear and roll away on the tidal wave of torque. The smooth, revvy motor begs you to unleash it and play. The Labrador character of the T120 is replaced by a terrier cross pitbull demeanour in the Speed Twin.

It exudes Triumph heritage and class with its tidy dimensions and brushed aluminium finishes. If you are feeling stuck in your biking ways and need a project to get the juices flowing again, consider doing what I have done with my Speed Twin or get a similar bit of dreamwork going. It truly is a barrel of satisfying fun! Fundamentally, Modern Classics are capable, sound canvasses on which you can create your own masterpiece. You engage with your motorcycle on a whole other level which is deeply satisfying. Why don’t you give it a go?

In everything you do always consider form vs function. It is no good if it looks great but is grotty to ride. You also don’t want this great riding weapon, which looks like an ugly horses bum. Successful fettling is about getting the balance right for you as an individual. Plotting and scheming about the next phase of your project keeps you from getting bored with your ride and keeps it engaging.

Tell us about your project bike and what you have planned. We would love to hear from you.

This weekend marked the moment that Brett Swanepoel had been waiting for. In an unforgettable season finale, the Pepson Plastics Husqvarna Racing star reinstated himself as the country’s leading Cross Country racer.

Having spent the past two years relentlessly working his way back from a near career-ending injury, the victory comes especially sweet for Swanepoel. After fighting tooth and nail for the top step this season, the OR2 championship came right down to the wire. In what was a nerve-wracking season finale, Swanepoel lined up tied for the points lead with championship rival Jarryd Coetzee. Swanepoel put on the performance of his career to storm to not only the OR2 title, but the National Cross Country Championship overall.

“It is always an unbelievable feeling to win a National Championship. It has taken a lot to get back to this point and I can’t thank my team and the people around me enough for continuing to believe in me throughout this process,” said Swanepoel.

Husqvarna South Africa’s Brand Manager Fred Fensham commented, “How incredibly exciting is this! As a team, we have gone through so much but continued to put our full support behind Brett, and what he has done in return is absolutely amazing. This doubleheader was tough in every way – from the heat to the long, demanding loops and the opposition that pushed him to the limit. However, Brett on his Husqvarna FX 350 was untouchable right from the time trial and showed every other rider a clean pair of heels. Man, he really deserves all the accolades!”

It was a bitter-sweet weekend for Pepson Plastics Husqvarna Racing who were dealt a heavy blow in the first round of the double-header. Star rider Kenny Gilbert, who had been leading the OR1 class at the time, suffered from an injury after an unfortunate crash that forced him to retire from the event.

“Bittersweet is an understatement for how we feel. The unfortunate tumble that Kenny took effectively ended his title challenge once again – this OR1 Championship was there for Kenny and with 5kms to go it again disappeared. Having become a close friend to us all, we are gutted for Kenny and his wonderful family,” said Fensham.

A silver lining is seen for Husqvarna in young gun Davin Cocker. The team decided to assist with his efforts this year and were blown away by his performance. Fensham enthused: “Wow, did he show us that not only is he a humble young man, but that he has serious talent and speed beyond his years. He put up quite a fight in the hotly contested OR3 Class where he finished second overall.”

“As a team we would like to thank PEPSON PLASTICS for their incredible support as our title sponsor over the last years as well as our partners at Michelin, Motorex and Twin Air. With the season wrapped up I can only say that for 2021 – watch this space!”

The tenth round of the MotoGP calendar brought riders back to Spain, for the latest back-to-back episode of the 2020 season and the fourth Spanish round this year. MotorLand Aragón is one of my personal favourite circuits to watch both MotoGP and WSBK. Elevations, off-camber braking, slow and sharp hairpins, long full gas corners and the famous 340+ km/h back straight… Aragón has it all.

Bad news hit the paddock on Thursday, as the nine-time world champion Valentino Rossi tested positive for Covid-19. Rossi will sit out of next weekend’s GP too, but he assures us a return for the double-header in Valencia. The 41-year-old Italian is the second rider to test positive for the Coronavirus; Moto2 rider, Jorge Martin, was forced to sit out of last month’s Misano double-header after a positive test.

Saturday saw harsh conditions hit MotorLand Aragón, forcing the Grand Prix schedule to be moved later in the day to suit Michelin’s optimal temperature range. These chilly conditions made qualifying more of a search for grip, rather than a search for split seconds. Fabio Quartararo made it look easy as usual, by taking pole with a 1’47.076. He was followed by Maverick Viñales in second, with Cal Crutchlow surprising us all with a blitzing third, to round off the front row.

The Honda boys seemed to have things working well this weekend, with Takaaki Nakagami placing his private RC213V in seventh and Alex Marquez placing his Repsol Honda in 11th. The Red Bull KTM boys didn’t have the greatest qualifying, but both Pol Espargaro and Brad Binder experimented with Michelin’s soft and medium compound rubbers in consideration of Sunday’s 23-lapper. Espargaró managed to grasp 12th after running into traffic on his flyer, and Brad managed to just squeeze into the top 14.

Sunday’s Grand Prix was rescheduled for a later start as temperatures were again not meeting Michelin’s safe operating range. Just like trying to decide how you like your eggs done (soft or medium), riders were changing their tyre choices on the grid, with minutes to spare. It was a mix and match: Quartararo went with a medium front and soft rear, the Suzukis and factory KTMs went with softs, and the Ducati factory team went with mediums.

But who and what would stick to the Spanish asphalt the best?

Lights off, and it was Viñales who took the holeshot, followed by Quartararo in 2nd and Alex Rins launching into fourth from the fourth row of the grid (10th). Cal Crutchlow had one of the worst starts, hitting every branch on the way down to 12th after the first lap. Espargaró and teammate Brad held their positions off the line, and were both soon followed by sister team Red Bull KTM Tech3.

Viñales started to eke out a narrow 0.7 second gap, followed by Quartararo, Rins and Franco Morbidelli. Mir. Rins soon overtook Quartararo on the final bend and started to close in on Viñales—but meanwhile fifth place Mir was the fastest man on circuit. Surprise! Out of nowhere, Alex Marquez had made his way from 11th on the grid, past Jack Miller, and latched himself onto the back of the blue train.

At halfway race distance, Rins took the plunge on Viñales for the race lead. Marquez grabbed 5th off of Quartararo, and then took fourth from Morbidelli. The Repsol Honda man was also the fastest on circuit, 0.2 quicker than Mir, just ahead of him.

The KTM boys were in their own orange train and were swopping positions between themselves from twelfth to fifteenth. Quartararo started having tyre wear problems, which saw Nakagami, Miller, Andrea Dovisioso and Crutchlow all taking advantage, dropping Quartararo into a vulnerable 9th.

Back up front, Rins was leading by a comfortable gap of 1.2 seconds with Viñales, Mir and Marquez battling it out for the last two steps of the podium. Mir dove through Viñales at turn 16 and Marquez took advantage of the stunned number 12 into turn one. Visually, you could see Marquez had better tyre life left, with tighter lines everywhere and smoother transitions. At this point of the race, you would be silly to bet against Marquez.

Further back, Quartararo was having a turd of a race as Johann Zarco, Danilo Petrucci, Aleix Espargaró and the Red Bull KTM quartet of Espargaró, Brad, Miguel Oliveira and teammate Iker Lecuona were through. An unbelievable scene, as the championship leader dropped to 18th.

Marquez got through Mir with an awesome pass in the last double apex corner, closed the gap down to just under a second to Rins and showed no signs of slowing down. The last lap was all about the drive down the 1 km back straight, but Rins got his GSX-RR hooked up nicely. With Marquez not close enough to try his line past Rins, they raised over the brow of the hill with Rins taking victory by just 0.2 seconds in another stunning race.

Mir picked up the final podium position, along with the championship lead. Viñales finished in a comfortable fourth, earning himself much needed points for third overall in the championship standings, and Dovi crossed the line in seventh, placing him fourth overall. Espargaro was overtaken by Brad in the final phases, and the South African won the chase to 11th by only three-tenths of a second.

An awesome showdown between the Spanish Musketeers! Rins rode a near-perfect race, Marquez proved his haters wrong and Mir rode consistently, as is the norm. Rins might have won, but the spotlight is on Mir as he becomes the first Hamamatsu factory rider to lead the championship since Kenny Roberts Jr. in 2000.

A simply unbelievable MotoGP race gave us the eighth different winner in the last nine races, with 10 races now run. Four are yet to come, and trying to guess who will win them is virtually impossible—let alone trying to predict who will win the title. So get your T-shirts washed and throats cleared for the same thing next weekend at MotorLand Aragón.

Alex Rins: “I’m full of emotion! At the beginning of the season I really struggled a lot, and since then the team and I have worked so hard, and now we’ve won and it feels amazing! I was not sure that I could win from 10th on the grid, but I was able to do it! When I was chasing down the riders in front of me I could feel that I had good pace and the bike was working really well. I felt really relaxed despite having Marquez and Joan close behind, and I managed the pressure. It will be tricky to replicate this again next weekend, but for sure I will try my best! It feels super to be back on the top step!”

Alex Marquez: “Honestly I didn’t expect to get a podium from starting in 11th but I was able to recover well. I found myself in a good position, so we did what we could! I knew I could take quite good care of my tyres for the end of the race. I enjoyed every overtake, but I was really on the limit with the front tyre. Even so, it’s great to be back on the podium and to do it in the dry, we really showed our potential all weekend. We still need to work on Qualifying, but we can enjoy what we achieved today. I want to again say thank you to the Repsol Honda Team for believing in me, supporting me, guiding me and never giving up. They gave me an amazing bike and I enjoyed the whole race.”

Joan Mir: “I’m really happy! All the effort that we’re putting in every race weekend has paid off and I’m now leading the championship. In a way it doesn’t mean a lot because there are still four races to go and a lot can still happen, but it’s a nice situation to be in at the moment. I actually expected a little bit more from today’s race because at the beginning my pace was really good and I maintained everything well, but in the last few laps I started to struggle a bit with the front tyre. I had plenty of grip on the rear tyre but in the end it was better to take third than to take a risk. I’m really looking forward to next weekend and hopefully, I’ll be able to get an even better result.”

Brad Binder: “A challenging weekend in general. We had some good sessions but also some where it did not really work out for us. The whole team worked really hard and we tried different things but we couldn’t find the solution. Today I rode my best and tried my hardest from lap one until the end. It was easy to fold the front end today and we lacked some feeling there. It was hard to stay calm and not over-attack the corners. We’ve got the whole week to analyze and come back stronger next weekend.”

Aragon GP Top 10:

1. Alex Rins (Team Suzuki Ecstar)
2. Alex Marquez (Repsol Honda Team) + 0.263
3. Joan Mir (Team Suzuki Ecstar) + 2.644
4. Maverick Viñales (Monster Energy Yamaha) + 2.880
5. Takaaki Nakagami (LCR Honda) + 4.570
6. Franco Morbidelli (Petronas Yamaha SRT) + 4.756
7. Andrea Dovizioso (Ducati Team) + 8.639
8. Cal Crutchlow (LCR Honda Castrol) + 8.913
9. Jack Miller (Pramac Racing) + 9.390
10. Johann Zarco (Esponsorama Racing) + 9.617
11. Brad Binder (Red Bull KTM Factory Racing) +13.200

Rider Standings
Limited to top 12 results

1. Joan Mir 36 SPA (Team Suzuki Ecstar) pts – 121
2. Fabio Quartararo 20 FRA (Petronas Yamaha SRT) pts – 115
3. Maverick Viñales 12 SPA (Monster Energy Yamaha MotoGP) pts – 109
4. Andrea Dovizioso 4 ITA (Ducati Team) pts – 106 
5. Takaaki Nakagami 30 JPN (LCR Honda) pts – 92
6. Franco Morbidelli 21 ITA (Petronas Yamaha SRT) pts – 87 
7. Alex Rins 42 SPA (Team Suzuki Ecstar) pts – 85
8. Jack Miller 43 AUS (Pramac Racing Ducati) pts – 82 
9. Pol Espargaró 44 SPA (Red Bull KTM Factory Racing) pts – 77 
10. Miguel Oliveira 88 POR (Red Bull KTM Tech 3) pts – 69
11. Alex Marquez 73 SPA (Repsol Honda Team) pts – 67 
12. Brad Binder 33 RSA (Red Bull KTM Factory Racing) pts – 67

We have seen some significant changes since World of Motorcycles took on the Ducati brand in SA. Under the guidance of Jos Matthysen, the new supremo at Ducati, things are done somewhat differently. Jos is inherently a fun, family guy. In the same vein, motorcycles are a major source of fun and enjoyment to Jos. Since taking on Ducati he has endeavoured to remind the Ducatisti that whilst they are owners of an exotic motorcycle brand with a fabulous history and heritage, they should not keep their bikes just for ‘high days and track days’ but get them dirty in the real world of do it all motorcycling.

Ducati’s no longer come with the slightly ‘iffy’ finish of days of yore, where you may have found a fly layered into the fibreglass bodywork of your 900 SS (at least, as a fanatical supporter of the iconic brand you would find solace in the fact that it was a genuine Italian fly!). Ducati today stands shoulder to shoulder with the best quality bikes on the planet.

So how do you get this across to current Ducati owners? You invite them on a ‘Mystery Tour’. That’s what. It works like this. Jos and Jos alone knows the route. This man, in another life, was a Policeman. It should have been the Secret Police because Holy Cow, can he keep a secret! In the weeks leading up to the departure date, Jos dropped the odd clue to the 30 odd riders who had signed up for the Mystery Tour.

Spot prizes would be awarded at each day’s end, to the rider who came the closest to guessing the destination for each day’s sleepover. The excitement was tangible as everyone plotted and schemed with only the day’s distance to work with. Map books were pored over and studied, distances calculated. Destinations were posted on the tours WhatsApp group. This simply fuelled more speculation and keen anticipation. A pre-tour dinner was arranged for riders to socialize and collect ‘goodie bags’ in the form of magnificent carry on Ducati travel bags which were chock full of even more goodies. Caps, beanies, jackets, buffs, torches, ID capsules, puncture repair kits and much more…

Flip Christmas came early to Mystery Tour participants! Oh, I forgot to mention, wives were welcome too. Their bags had all sorts of thoughtful lady focussed goodies too. Amazing. After a huge amount of fun and good food provided by Jos’s lovely wife Lida, we went home even more intrigued. We would get hot and possibly freeze our butt’s off. Ride in the early morning to get to our destinations timeously and meet up with the Ducati branded race truck for brekkies along the way.

Where were we going? I wondered. Fate threw me a curveball in that Irene and I would be travelling in a backup vehicle, as I had suffered a shoulder dislocation two weeks earlier, in an un-motorcycle related incident and could therefore not ride. Jos graciously suggested that we accompany Gerrit and Anet Olivier in their Ford Everest, which would also tow a ‘spare’ Scrambler Ducati. Bummed to not be riding, but very grateful to still share in the fun, we counted down the days to departure.

Day one dawned as we all gathered at World Of Motorcycles. Bags were already packed on the truck so it was 37 riders and passengers on 28 bikes that braved very early morning cold and, can you believe it, torrential rain as we ventured out towards only Jos knew where.

We found ourselves following the bikes, led by Jos, with Lida riding pillion on his Multistrada, through rain and mist onto the Krugersdorp highway riding west. Not being a total masochist, I was grateful for the Everests cosy cabin given the abominable riding conditions.

So what bikes went along? You may wonder. Multistrada’s, surely… perfect for all roads. No, my friends, we had a V4S Panigale, three Diavels, a brace of 1100 Scramblers, ridden by the Bennet boys (father Glen and son Steve) a solitary Streetfighter and a bunch of Multis of various descriptions. With the mercury at around 8 degrees and bucketing rain, my heart went out to the guys on naked’s with nowhere to hide from the evil elements.

Through the Magaliesberg we went, riding ever west. Thankfully the rain abated but we then hit mist, which made safe overtaking very difficult. Derby, Koster and Lichtenburg all came and went as we sped along. The rain and mist had abated, so Jos turned up the wick and led a train of thundering V-twins across the bleak countryside. Fuel stops had a bunch of cold, but upbeat riders, swapping war stories relating to the challenging conditions. Swigs of OB’s helped to put a tad of warmth back into chilly bones.

Around mid-morning, between ‘nerens en niks’, we pulled onto a side road to find the Ducati truck parked, surrounded by farmlands, with the support crew busily getting braais going and preparing the makings for delicious beef and chicken burgers. The troops chilled and chatted as we enjoyed scrumptious nosh. Then it was pack up and hit the road again.

And so we rode, thankfully into some sunshine and warmer weather, but accompanied by a vicious wind from the north, to our eventual destination, the bustling little mining town in the Kalahari, Kathu.

We reached Kathu by mid-afternoon after 645 k’s, thanks to our early start. A pleasant stroll for photos on the Country Club golf course preceded an evening braai and ‘kuier’. Most of the troops started pulling serious amps after dinner and ambled off to bed, given that we had a 5.30 am start, for what was to be the longest day, at over 850 k’s the next day, to our second mystery destination.

My travelling buddy, Gerrit Olivier was the ‘Judge’ presiding over the hearing for those who had incurred ‘strafdop’ penalties for various misdemeanours. He proved to be a bit of a ‘hanging Judge’ and meted out punishment without mercy. In all fairness, he was not adverse to sharing in the punishment of a few of the guilty parties by downing the odd shot himself. Needless to say, everyone slept rather well.

Riding out of Kathu the next morning towards Kimberley, Jos once more jumped on the main jet, cruising at speed towards Kimberley and on to Bloemfontein. The naked’s were hanging in there for all they were worth. The prevailing wind was gusting from the left, having swapped sides from the previous day.

Through Bloem, we raced to Ladybrand and into steadily deteriorating weather. The temperature also dropped steadily after a sharp rain shower before Ficksburg, where the guys sped north to Fouriesburg and then tackled the twisties to Clarens, where a brunch of Boerewors rolls was devoured by some seriously ravenous riders and passengers.

As soon as everyone had filled their faces, Jos stuck up five fingers, prompting a now well trained Rob Portman to shout ‘five minutes’!. With bikes and riders refuelled, it was through Golden Gate that we proceeded on sodden roads, through Phuthaditjaba and on to Oliviershoek Pass, where the Ducs were in their element.

Down the pass, we hung a right and cruised to the Alpine Heath Resort in the Drakensberg. 820 k’s done and dusted! We booked into our comfortable chalets, then relaxed until dinner in the form of a good old Boma braai. Not even spitting rain could dampen the spirits of the intrepid crew.

We did feel the need to bolster our spirits with some spirits of a different kind, where Brandon rose to the occasion and demonstrated his considerable Barman skills. Rob (Edeling this time) entertained us with some cool songs and strumming guitar. Back in our chalets after a great evening, we fell asleep, warm and cosy, to the pitter-patter of raindrops. Where to tomorrow, we all wondered?

Just after 7 am we were locked and loaded and on the road again. The Drakensburg looked pristine in the early morning light as we refuelled in Bergville before a brisk ride to Ladysmith then up past Bloodriver and on to Piet Retief. On the way, we stopped for cold meat rolls, at a little petrol siding, provided by Bonita and her man, who did an incredible job of keeping us fed at our breakfast stops.

The Ducati convoy was in its element on the mountain roads, despite, on one occasion, testing the quality of their brakes due to the odd dumb bovine walking into the road at the most inopportune moment. We skirted Swaziland and hurtled down the pass to Badplaas and then down the Mkonjwe mountains to refuel on the outskirts of Barberton.

With tanks topped up, it was off to Nelspruit (Mbombela) and through White River, past the Dagama Dam to turn off on the Kiepersol road, a short cut to the famed ‘22’. At this point, that sod Murphy put in an appearance. Lida’s GPS had us turn left onto a minor tar road which then became red gravel. No, correction, red mud.

As is the case with early summer rains, the road was incredibly hard and with a good dousing of rain, the surface turned snotty. Like spreading axle grease on concrete, if you get my drift. Although not far, it was extremely slippery and treacherous and claimed about four ‘capsize’ victims. The only real damage was to ego’s and all made it safely to Casa De Sol, our lovely stop for the night. Another 720 odd k’s klapped!.

The Lowveld rewarded us with a typically pleasant evening spent dining on a delicious buffet, accompanied by Rob and his guitar, whilst we chewed the fat with tales of slip-sliding away in treacherous mud and others. With only just over 400 k’s to get home the next day, we could sleep in a bit for a breakfast and an 8 o’clock departure. Knowing Jos as we do, we knew that part of the route would definitely take in the ‘22’. With thoughts of riding Ducati heaven, it was some content and satisfied riders that drifted off to some well-earned sleep.

Gerrit had done an incredible job at keeping the bikes in sight for the duration of the trip so far, but with Jos leading the charge on the ‘22’ we had no chance. The bikes were off like a sweaty sock! Luckily we got the drop on them when they refuelled in Sabie and we rolled with the backmarkers to our next pit stop in Pilgrims Rest. After more fun and tomfoolery we were back on the road, up Robbers Pass and then through Lydenburg and on to Dullstroom.

After loading up on fuel (and biltong) we rolled back to Centurion via Belfast and the only piece of highway, other than the initial few k’s, of the entire trip. By God’s Grace and some skilled riding, we rolled up to World of Motorcycles with everyone safe and sound.

The riders and their magnificent soulful steeds, had taken everything the weather and a variety of road conditions threw at them and triumphed. A band of brothers rolled home. Weary, but clearly, from the posts on the WhatsApp group, totally stoked.

On reflection, I am blown away that Jos never wilted and revealed our destinations to anyone. It was a true Mystery Tour to the end. The logistics too, were amazing. The truck carrying our luggage, rolled up soon after our arrival, after taking the most direct route possible. The ladies who did the whole trip riding pillion are the unsung heroes. You chicks rock! A huge shout out to Jos and his Ducati crew for a truly memorable and enjoyable trip. I am absolutely certain, judging by what I witnessed and experienced on this trip, that the Ducati Familia will grow from strength to strength under your guidance. Well done Sir!

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Photo credit: Daniel Lakerby & Gerrit Erasmus / Beam Productions SA

The last nine months have been really tough on the mind, body and soul. Racing against the rain, riding the wind and chasing sunsets all had to be put on pause. But thankfully we’re back to some form of normality (at least for motorcyclists)—with provincial borders open, local meetups in full swing and ice-cold brews back on tap.

The aftermath of this global pandemic has had us working harder than ever, but without truly resetting ourselves. So I decided to dust off my Yamaha MT-09, pick up a fresh set of Pirelli Diablo Rosso III tyres from KMSA, and convince our editor-in-chief, Simon, that we needed to ride to the forestry town of Sabie. It didn’t take much convincing though—Simon was pretty much on the same page, and even had a route pre-planned.

Just a few days later we were on our steeds—heading out of the ‘Big Smoke’ and on our way towards sunny, twisty Mpumalanga. We decided to take the non-traditional route towards Sabie: we would ride down the N4 past Belfast, hit the B-roads after Millys Restuarant, rode past the Sudwala caves, and joined the backend of Long Tom Pass before riding into Sabie.

What felt like nearly nine months of rider’s rehab had now come to an end, with an overdose of long open roads, sharp mountain passes and flowing corners that seemed to never end. I found myself tearing up with joy, connecting again with nature and, as a biker, having heartfelt flashbacks of the good old days before COVID-19. This was a freedom that was long overdue.

We quickly booked our accommodation at our usual sleepover stop, Sabie River Camp, and then headed off to our favourite pub and grill, the Woodsman. Surrounded by the sounds of wildlife and picturesque views, Simon and I quickly forgot about the saga we’ve all been going through. Instead, we decided to down our coffee milkshakes and go for a second dose of riding on our country’s best roads.

Our afternoon session had us riding the famous ‘22’ and all of its twisties, seeing the views in Hazyview, breathing in the aroma of the pine trees in Graskop, and finally slowly cruising back as the beautiful African sun began to disappear. On the route back into Sabie I noticed a Baboon on the side of the road, and wondered to myself whether he had been affected like us humans by this global pandemic. I doubt it though however, as he wasn’t wearing a mask!

Intoxicating sounds boomed through the mountains as Simon whacked the throttle on his twin-cylinder Triumph Bonneville, with its 270-degree crank and free-flowing pipes, followed by the equally mesmerizing soundtrack from my MT-09 triple. Two different eras of motorcycles, two completely different styles… but yet oddly similar.

My newly-fitted Pirellis proved their usability on our trip, as we encountered all sorts of conditions along the way (even gravel). The soft silica-based compound warmed up quick and was stable at speed, predictable during leaning, and incredibly grippy when the urge to play kicked in.

When summer comes knocking on your door, you ought to be on the rubber that makes the most sense—and Pirelli’s Diablo Rosso IIIs are where it’s at.

I cannot recommend going on a trip like this enough. South Africa is a truly stunning country, and when you’ve been locked down for so long, you can pretty much multiply that tenfold. So get up, go on your own soul trip, and I promise you will never again take your freedom, or the beauty of our country, for granted.

Live Lesotho has announced that the 2020 Motul Roof of Africa will be going ahead as planned. While the coronavirus pandemic will necessitate some changes to the way the event is staged, riders can look forward to a classic “Mother of Hard Enduro” which will challenge competitors in all classes (Gold, Silver and Bronze).

Although ongoing travel restrictions in some countries may limit the number of international riders who can participate this year, the headline news at this stage is that Wade Young (Sherco Factory Team powered by Motul) will be back to defend the Gold Class title he won so decisively last year (travel restrictions permitting). To date, Young has won an incredible five Roof of Africa titles – only Roof legend Alfie Cox has more victories to his name – including the last three in a row.

With more than 200 riders having signed up already, the organisers are confident that there will be a strong showing by riders from across southern Africa.

After a year in which the Extreme Enduro season has been severely disrupted, with many events either postponed until 2021 or cancelled, the Motul Roof of Africa represents the perfect opportunity for riders to get back into the Maluti Mountains and enjoy some of the region’s most breath-taking – and challenging – high-altitude landscapes.

“I’m pleased to be able to end the speculation as to whether the Motul Roof of Africa would be run this year,” commented Charan Moore, Motul Roof of Africa Route Director and Manager of Live Lesotho. “The confirmed dates are 9th – 12th December 2020, and I’m also happy to squash the rumours that this year’s routes will be easier than usual. That’s certainly not the case, so I’d advise riders in every class to get out there and train and prepare properly in anticipation of some epic Extreme Enduro action,” added Moore.

It is important to note that while the safety measures for Motorsport events around the world are evolving, the current regulations, in compliance with MSA’s event requirements, will include:

• All entrants and support staff will need to supply COVID-19 tests that indicate a negative status within 72 hours of their arrival at the border for entry into Lesotho. You will then be allowed 14 days of travel and the same COVID-19 test can be used when returning to South Africa. The organisers are confirming if their medical partner will have a COVID-19 testing station at the event.
• Screening and sanitising protocols will be followed at the start of each section of the event, including a verification process and scrutineering, time trial and all race stages.
• There will be no spectators or hospitality this year to avoid mass gatherings and maintain social distancing.
• Each competitor may have up to 5 crew members so a total of 6 people per entry (1 competitor and 5 crew). The DSP for each race day will be open to riders and crew only.
• There will be no Round the Houses or EduroX to avoid mass gatherings and maintain social distancing.
• The programme of events will include a verification process and scrutineering on Wed, time trial on Thurs and race days 1 and 2 on Fri and Sat respectively.
• There will be no bike wash facility – again, to maintain social distancing.
• It is uncertain at this stage if there will be a prize-giving ceremony for the top 3 riders in each class – an application has been made to MSA for permission and approval is awaited. It has been confirmed there will be no main prize-giving ceremony for the remainder of the competitors, although medals will still be available for finishers and trophies will be made available for collection after the event.

The organisers are committed to the safety and wellbeing of everyone connected with the Roof and are determined to eliminate the risk of disease transmission. For more information about the COVID-19 measures that are being implemented, entrants are asked to visit the official Facebook page: theroofofafrica – updates will be posted regularly as the situation continues to evolve.

Entries for the Motul Roof of Africa 2020 are now open on a strictly first-come, first-served basis. Various payment schedules are available up until the last day of November 2020, when entries will close. Full details can be found at the official Motul Roof of Africa website: www.roofofafrica.co.ls

Placing added control in the hands of KTM SX-F riders, the myKTM app allows for quick and easy bike set-up with key tuning tools and helpful advice from the comfort of your smartphone device. With the software now downloadable for both iOS and Android, the KTM PowerParts Connectivity Unit kit is now available to purchase.

Thousands of hours and testing have gone into the creation of KTM’s advanced myKTM app that for 2021 graces the complete line-up of KTM SX-F 4-stroke bikes. This innovative tool places simple and concise adjustability of engine mapping and performance, along with precise recommendations for suspension settings using well-presented and intuitive menu screens.

The myKTM app functions through a straightforward Bluetooth connection with a Connectivity Unit that is located on the handlebars. Once synced, the bike will be added onto your virtual GARAGE and will immediately become available for a range of tuning options and recommendations described in the respective ENGINE and SUSPENSION sections.

Entering ENGINE allows riders to customize parameters of the engine to their taste or to suit the terrain and conditions they are about to face. It involves a basic ‘sliding scale’ approach, with several pre-sets allowing modifications of vital parameters such as ENGINE BRAKING, THROTTLE RESPONSE, TRACTION CONTROL and LAUNCH CONTROL. The changes made through the app are tangible, effective and very noticeable from the first metres of a new lap.

Selecting SUSPENSION means that riders can make their KTM SX-Fs even more specialized in terms of handling. It removes some of the guesswork to deal with hard-pack, muddy or sandy tracks thanks to the SAG ASSISTANT and the SUSPENSION SETTING recommendation. Again, the choices can be clear-cut for the first-term user but still a valuable guide for the experienced rider and racer.

Joachim Sauer, KTM Senior Product Manager Offroad: “It’s exciting to bring the myKTM app to the market. Allowing for a whole new spectrum of adjustment possibilities, this is a tool designed to enhance the riding experience and make every KTM SX-F rider get the best out of their bike. We’re happy with the versatility of the app and how alterations made with a smartphone can have such an interesting and immediate effect once out on the track. The work continues for us and for the foreseeable future we look at expanding the use and scope of myKTM to many more models from the KTM Offroad range.”

For more information on pricing and availability of the KTM PowerParts Connectivity Unit kit, please contact your local authorized KTM dealer.

This past weekend gave us the ninth round of the 2020 MotoGP calendar, and the 33rd FIM World Championship race at the historic Le Mans circuit. The gloomy grey clouds above the French track reflected the riders and teams emotions heading into Saturday’s qualifying, but the conditions really came into play in Sunday’s race.

Fabio Quartararo took pole, followed by Jack Miller in second, and Danilo Petrucci completing the front row with an impressive third. You would have been silly to bet against Ducati come race day, because qualifying saw five of their riders place inside the top nine. Fellow South African Brad Binder couldn’t make it into Q2, thanks to a crash on his flying lap, so he took up the 17th grid position for Sunday’s race.

Race day dawned cloudy and wet with heavy showers falling as the riders lined-up on the grid. With a delayed start and nerves going through the roof, riders got themselves ready for the first wet race since Valencia in 2018. For the likes of Quartararo, Joan Mir, Brad and a few others, this would be uncharted territory.

‘Jack Attack’ Miller shot off the line like a missile and led the French GP into turn one, followed by a great start from Cal Crutchlow. For the third time this year, Valentino Rossi crashed out and couldn’t get his bike going again.

Before you knew it, Ducati had filled the top three positions, with Petrucci leading the way, and Andrea Dovizioso grabbing second from Miller, who dropped to third after running wide at turn six.

Alex Rins showed impressive pace, steadily hauling in the top three. Then chaos unfolded as he dove past the inside of all the Ducatis; Dovi lost out and dropped to fourth, Miller ran wide, Rins gained second and Petrucci, who had dropped back, regained the lead.

Just one lap later, Miller got a dose of bad luck as his Ducati started blowing smoke, and the Aussie was out with only eight laps to go. Moments later, Suzuki’s dreams of a win at Le Mans ended too, as Rins crashed out at turn three.

As position-swapping, crashes and technical problems started to unfold throughout the race, Pol Espargaro and Miguel Oliveira maintained their pace and started closing in on the front runners.

Petrucci’s lead had risen to nearly three seconds with Dovizioso second, and a familiar surname on his tail—Marquez. Under the radar, Alex Marquez had been climbing from 18th place all race long, clocking a few fastest laps in the process.

With only a few laps to go, Petrucci’s lead decreased to only 1.3 seconds. Dovizioso, Marquez, Espargaro and Oliveira were all catching the number 9. Dovi seemed to be steadily running out of grip, with Marquez, Espargaro and Oliveira all taking turns to get past. But Dovi took back one spot, making his way past Oliveira as the riders headed onto the final lap of a magnificent French GP.

Marquez was making steady ground in second place, but 1.2 seconds was a bit too much to ask. Pol Espargaro was sitting in third, and somehow Dovi was managing to hold off Oliveira. With just a few turns left, it was Petrucci’s to lose.

Petrucci finished first and became the first Ducati rider to win at Le Mans, and the seventh different MotoGP winner this year. Marquez rode a stunning race to take second (his 39th career podium and his first in the premier class), and Espargaro claimed his fourth premier-class podium (for the third time this season).

Quartararo might have lost his pole position, but he managed to salvage ninth—extending his championship lead over 11th place finisher Mir.

Brad Binder ran a steady race, while slowly gaining confidence in his tyres and their grip levels on the wet Le Mans tar. Impressively, his lap-times started to get quicker towards the end of the race, and that saw him move up from the depths of the top twenty and into a 12th place result.

Danilo Petrucci: “It was an incredible race. As of this morning, I knew I could have done a good performance with the dry conditions, but when I saw the rain on the grid, I knew it was going to be a difficult race. I thought I had nothing to lose and that maybe, I could be equally strong even in the wet. In the past, I had managed to get podiums in those conditions, but never a win. I’ve waited a long time before getting back on the top step of the podium, and it’s nice to do it here at Le Mans, a track where I’ve got some good results in the past. I want to dedicate this win to all the people who have continued to believe in me even in this difficult time.”

Alex Marquez: “A great day. It wasn’t easy starting 18th on the grid but I was feeling really good on the bike. We lost some time fighting with Cal and Pol and Dovi but apart from this I did a good race and it’s a great result for the Repsol Honda Team. I want to say thank you to them for always believing in me and working so hard. Myself and the team never gave up. I felt good even in the dry Warm Up this morning so I think we have managed everything well. It’s been a great weekend and we go to Aragon for two more races. Now we just need to make this result in the dry!”

Pol Espargaro: “I enjoyed that so much. It was a very tough race. When I saw the rain coming I said to myself ‘I’ve got nothing to lose, so let’s send-it and try it’. On the last laps I was spinning and sliding a lot but I was super-pumped to see the podium was in reach, so I pushed. It was a great ending.”

Brad Binder: “Mixed emotions today because at the beginning of the race I was incredibly slow for the first ten-fifteen laps. Then, all of a sudden, I found two seconds on one lap and started to understand a lot more about how much grip there was available. It was disappointing that I wasted so much time in the beginning and I learnt today how incredible the tires are; I’ve never been able to do things like that in the wet and it’s quite amazing to see what you can do with the bike in those conditions. So today was a learning day because I was much, much better at the end than the beginning. The next time it’s wet we will be better off.”

Results MotoGP Shark Helmets Grand Prix de France 2020

1. Danilo Petrucci (ITA), Ducati 45:54.736
2. Alex Marquez (ESP), Honda +1.273
3. Pol Espargaro (ESP), Red Bull KTM Factory Racing +1.711
4. Andrea Dovizioso (ITA) Ducati +3.911
5. Johann Zarco (FRA) Ducati +4.310
6. Miguel Oliveira (POR), Red Bull KTM Tech3 +4.466
12. Brad Binder (RSA), Red Bull KTM Factory Racing +27.321
15. Iker Lecuona (ESP), Red Bull KTM Tech3 +51.087

MotoGP World Standing 2020 after the French GP:

1. Fabio Quartraro (FRA), Petronas Yamaha SRT 115
2. Joan Mir (SPA) Team Suzuki Ecstar 105
3. DOVIZIOSO Andrea (ITA) Team Ducati 97
11. BINDER Brad (RSA) Red Bull KTM Factory Racing 62

Are you based in the Cape Town area and are needing to better your skills on dirt roads? Then our One Day in the Dirt event with the new Triumph Motorcycles of Cape Town just might be what you need!

OVERVIEW:

This will be a day-long event at the Anura Wine Estate in Stellenbosch for adventure bikes, dual-purpose and modern classic motorcycles where both Beginner and Intermediate training will be available.

Riders will arrive at the venue by 0800 and will depart around 1800.

This training course caters to those individuals who are looking to increase their confidence when making the transition from tar to dirt. Whether you’ve been riding for 20 years or not even a month you’d be surprised what principles and fundamentals you can learn on this course to help you become a better rider.

TRAINING CURRICULUM:

Level One – Introduction to off-road riding Course

• Basic Riders Position on Motorcycle
• Pickup the Motorcycle
• Slow Riding (Pull Away, Slow Riding & Look Back) on grass
• Slalom Cones (6 m Inline)
• U-turns
• Uphill & Down Hills – Small Hill
• Emergency Braking – low speed only

Level Two – Intermediate

• Riders Position on Motorcycle
• Turns and balance
• Tyre Walk & Tyre Peripheral Vision
• Slow Riding (Pull Away, Slow Riding & Lock Back Brake) – skid pan
• Slalom Cones (4 m Inline – cross-step formation – brake and slide) on a skid pan
• U-turns 3 x 4 m blocks – on a skid pan
• Fig of 8 on a skid pan
• Ruts – Logs & Armco Barriers 4m to 12 m
• Slope – riding left and right-hand slopes
• Emergency Braking low speed and high speed
• Sand – recover in the sand – turning in sand

EACH TRAINING COURSE INCLUDES:

• Introductory or Intermediate Off-Road training from qualified instructors at IRIDE Adventure
• Coffee, breakfast, lunch & departure drinks
• Certificate of completion
• An experience you won’t forget

To sign up for One Day in the Dirt, click HERE

A Ducati Multistrada V4 has been on the cards for a while, and now Ducati have broken the ice with official news of its release. What’s more, the Multistrada V4 will come with game-changing radar technology.

For many Ducatisti, the Multistrada has been the bike for all reasons: long open roads, the daily commute and the odd dash through the mountains (the clue’s in the name). And Multistradas have brought emotion and impressive performance to two-up riding for the last four generations.

The new ‘Multi’ will be smoother, sportier and easier to maintain, as the new V4 offers record-breaking maintenance intervals. It’s sad to see the habituated V-twin Testastretta motor platform go. But at the same time, it’s super-exciting to see the same V4 configuration as the Panigale V4 and the Streetfighter V4 adapted to create a hyper-tourer, the Multistrada V4.

Ducati haven’t provided much information yet, but have promised an unveil on the 4th of November, followed by a full spec sheet on the 15th. What they have revealed though, is that the Multistrada V4 will feature the first radar guidance system ever fitted to a production motorcycle.

The system operates off two cleverly integrated action camera-sized sensors, fitted to the front and rear of the bike. Up front, the sensor works hand in hand with the ACC (Adaptive Cruise Control) by using both the throttle and brakes to automatically maintain four levels of distance to other vehicles, while travelling anywhere between 30 km/h and 160 km/h. The rear radar sensor monitors vehicles from the rear and in the blind spots, warning the rider of speeding vehicles.

Just like an annoying movie teaser, we’ll have to wait until November for a proper look at the finished product from the Borgo Panigale factory.

Two years and many braaaps ago, KTM reinvented the middleweight adventure segment with the 790 Adventure. Back in the old days (2018), every manufacturer dreamt of building a dirt focused, high-tech, intoxicating, Swiss Army knife-like motorcycle like the 790. Well, KTM clearly don’t sleep—because they’ve just caught everyone napping again.

For 2021, KTM have upped the ante by using the 889 cc motor from the 890 Duke R to build two new adventure bikes: the KTM 890 Adventure R and 890 Adventure R Rally. The Adventure R aims to offer unmatchable off-road performance within its class, while the Rally-spec adds exclusivity and a true ‘Ready to Race’ nature.

Let’s find out what makes these new Austrian dirt rockets tick…

The same 4-stroke 889 cc parallel-twin engine is found in both the 890 Adventure R and Rally. The 890 Adventure’s heart beats at 105 hp @ 8,000 rpm and 100 Nm @ 6,500 rpm, translating to 10 hp and 12 Nm more than the 790. But what’s most impressive, is that the 890 has more horsepower and torque than the legendary 990 Adventure, and at lower revs.

Thanks to 20 percent more rotating mass on the crank, the 890 Adventure is easier to manage at lower rpm, and cornering stability is enhanced by the smoother throttle control. The 890 gets new traction control algorithms too, allowing the rider to get the most performance out of their bike. The clutch has been reinforced and the shifter reworked, and there’s cruise control now too, so that you can munch those long boring tar roads without batting an eye.

Most of the 890 Adventure’s bodywork and chassis looks to be carried over from the 790, but KTM have made changes to the chassis with an aluminium head tube and a lighter subframe. As for the brakes, KTM have stuck with and upgraded their KTM-branded J.Juan brake callipers. They now have new seals, better ventilation, upgraded ‘Reverb’ master cylinders and new ABS software.

The drool-worthy KTM 890 Adventure R Rally is born directly from feedback given by the likes of Dakar winners Sam Sunderland and Toby Price, who both race for the Red Bull KTM Factory Racing Rally team. It gets a higher/straighter seat, rally foot pegs, a clear screen and racing graphics, a quick-shifter, an Akrapovič exhaust, and a ‘Rally’ riding mode as standard. With all that, and race-specific tuning on the chassis, the 890 Adventure R Rally is bad to the bone and built for hardcore adventurers.

Just like KTM’s Dakar-winning 450 Rally, the 890 Adventure R Rally is equipped with fully adjustable WP Pro suspension components. The Rally has a higher ground clearance too, thanks to the extended suspension travel, allowing for bigger jumps and comfier rides over rough terrain. But the fully adjustable WP XPLOR suspension on the 890 Adventure R will probably get the job done for 99 percent of us.

“We are lucky in at least two ways with the unveiling of our new KTM 890 Adventure R Rally and R models,” says KTM product manage, Joachim Sauer. “Firstly, to be able to count on the high standards and excellent collaboration with our multi-title winner Rally team. It’s very cool to be able to use their work and their components and plug it straight into our production bikes.”

“Secondly, we’re excited by the fact we’re providing a new riding experience. The increased performance in addition to the extra rotating mass really transforms the feeling in low rpm, with the new bikes being even more stable and efficient for the long travels. I’m pretty sure KTM Adventure Riders will feel the difference as soon as they get on their saddles for any kind of riding adventure.”

The real question is, what is KTM going to do with the existing 790 line-up? There are murmurings that it’ll be sold alongside the 890, which makes sense. If KTM kept just the base model 790 Adventure as the light off-roader, and then pitched the 890 as the diehard off-roader, they’d have a cracking range on their hands.

So don’t be fooled: the KTM 890 Adventure R and Rally are not just 790s with bigger motors. And the 890 Adventure R Rally looks like it might just be the most extreme off-road-capable adventure bike in the market today. But with only 700 being sold worldwide, you’d better get your order in quick.

The exclusive KTM 890 Adventure R Rally is available in limited quantities and can be pre-ordered on ktm.com. The KTM 890 Adventure R will be arriving at KTM authorized dealers.

The moment BMW unveiled their ’40 Years of GS’ livery for the F 850 GS, we knew the rest of the GS range would eventually get the same treatment. Now that’s been confirmed, with the reveal of the updated BMW R 1250 GS, R 1250 GS Adventure and G 310 GS.

If you haven’t seen it yet, the ’40 Years’ scheme is a riff on the black and yellow ‘bumblebee’ design that the R100GS used to come in. BMW have brought it back to celebrate the 40th anniversary of the GS range. And now that the new 1250 and 310 have broken cover, it’s finally an option on every GS model BMW has (unless you count the R nineT Urban G/S).

If black and yellow isn’t your thing, don’t fret. The 1250 and 310 will be available in various other colourways too, with the popular ‘Triple Black’ scheme returning on the big boxer.

Paint aside, both model ranges remain largely unchanged 2021, except for a host of small tech upgrades.

The R 1250 GS and R 1250 GS Adventure get a new ‘Eco’ riding mode, presumably aimed at helping you conserve fuel. And Dynamic Traction Control and Integral ABS Pro are now standard features (although BMW Motorrad South Africa often includes these features in the purchase price anyway).

The 1250’s niftiest new feature, is its new adaptive LED headlight (available as an optional extra). It features a low beam LED that actually swivels within the headlight housing as the bike is tilted, to provide optimal lighting through turns. Upgraded indicators are also available, equipped with features like a dim ‘always on’ option for visibility, or multifunctional rear LEDs that do double duty as extra tail lights.

BMW have also added a few more parts to their aftermarket catalogue—like handlebar risers that add 30 mm of lift. And they have options for changing the seat height and the footpeg placement, too.

The upgrades to the BMW G 310 GS are a little more significant, mostly because they’re really practical considerations that should make this cracking pint-sized adventure bike even better.

For starters, the 310’s punchy single-cylinder motor is Euro 5 compliant, so it’s good for a couple more years. BMW have refined the throttle response now, and have added an idle boost function to prevent stalling at low revs. They’ve also added a ‘self-boosting anti-hopping clutch,’ which should make the clutch lever lighter and improve shifting.

Other tweaks include LED lighting all around (including the headlight), and adjustable brake and clutch levers. We loved the 310’s approachable nature, and these changes should add to that vibe nicely. We’re digging the refreshed graphics too—but we’re wondering when BMW will ditch those cheesy-looking wheels.

All three bikes will be available from the second quarter of 2021, with the ’40 Years of GS’ versions only coming in limited numbers. Which is a pity, because we reckon demand for those is going to be high.

For more information visit: www.bmw-motorrad.co.za