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Empowering Women on Two Wheels: Motul and Honda’s Learn to Ride Day

Features

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Sep 1, 2020

The percentage of women in South African motorcycling keeps growing, but there are ways we can accelerate that growth. One of those ways, is to create an inclusive and safe space for newcomers to familiarise themselves with motorcycling, without the macho-ness that so often accompanies the sport. Motul South Africa and Honda South Africa did just that recently, with a ‘Learn to Ride a Motorcycle’ day aimed squarely at women.

Motul’s headed up in South African by Mercia Jansen, a familiar face on Joburg’s motorcycling scene. Mercia was chosen to participate in #IconicWomen—a Women’s Month campaign, run by car performance specialists Shelby South Africa and Road to Race.

“As part of this campaign,” she says, “we have each created an opportunity for women to participate in something that we’re passionate about. My love of riding is something that I have always wanted to share with other women—hence the Learn to Ride a Motorcycle day.”

The event was hosted at the ADA Training and Outdoor centre in Hartbeestpoort, with ADA’s instructors, and legendary trials biking expert, Brian Capper, on hand. Honda brought not only bikes to learn on, but also a range of models for both the attendees and their partners to test out.

One of the participants was Adilia Joubert, who praised the initiative for removing the intimidation of learning to ride. “I was inspired by Mercia revealing that she had only started riding bikes at 40,” she explains. “Since I have also recently hit that milestone, and in the spirit of life beginning at 40, I wanted to try something new and more daring than my other hobbies.”

“My husband is a keen motorcyclist, and this has been something I’ve wanted to share with him, but until now the fear factor was just a little too much for me. Now that I’ve had this great experience, he can look forward to some company on his weekend rides.”

Shelby SA and Road To Race’s National Marketing Manager, and the woman who conceived the #IconicWomen campaign, Paige Lindenberg, was there too. “As a racing car driver, I was delighted to have the chance to swap my usual four wheels for just two,” she says. “The professionalism and patience of the trainers meant that we all felt comfortable enough to push ourselves a little more each time we got onto the bikes.”

The atmosphere at the event was reportedly jovial, with excitement building throughout the day as skills and confidence steadily improved. “I have loved seeing all the videos and photos from our day,” says Mercia. “The ladies’ beaming smiles made it clear how much fun they were having, while the pride and encouragement from their partners and families made the experience even more special.”

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It was also a family-friendly affair, with husbands, partners, friends and kids all tagging along. The sight of women out on the course, with men pushing kids up and down the lawn in Motul-branded pedal cars, was just the sort of role reversal that motorcycling needs.

Introducing ZA Bikers ‘Product Spotlight’

Motorcycle News

ZA Editorial Team

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Sep 1, 2020

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Introducing ZA Bikers ‘Product Spotlight’

During the early days of our national lockdown, when sat at home trying to research motorcycle products online, more often than not, Google would direct me to international online shopping platforms.

In an attempt to understand why this was happening, this led us down the path to develop our own ‘Online-Product Research Section’ named; Product Spotlight.

Well folks, after 5-months of planning and development, today we are officially launching this all-new section on ZA Bikers. Over the coming weeks, months ahead, we will be adding many more Brands onto our system, and we will bring this to your attention as and when a new brand has been added.

To see our all-new Product Spotlight section click: HERE

For trade enquiries contact: [email protected]

Adventure Further: SYM NHT 200 Review

Bike Reviews

Bjorn Moreira

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Aug 25, 2020

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More and more manufacturers are jumping on the small capacity adventure motorcycle bandwagon, in a bid to get new riders into their adventure boots right from the start. We swung a leg over the SYM NHT 125 earlier this year, and soon discovered that it was built for beginners who want a taste of the ADV life. Now we’re excited to review another newcomer from SYM: the all-new NHT 200.

Like its smaller brother, the NHT 200 has an adventure bike-inspired design with 19F/17R spoked wheels, a beaky front fairing, wide handlebars, a mini bash plate and engine crash bars. SYM have found a balance between classy looks and a rugged ‘do it all’ motorcycle design.

Just above the front beak is a stylish LED headlight arrangement, which gives the NHT a sharper and more aggressive look. On my evening excursions, the NHT’s LED headlight emitted a bright, wide and clean beam of light. (The tail light’s an LED unit too.)

The NHT has a neat trick up its sleeve, in the form of a USB charge port—just the ticket for a millennial like me. It’s right at the front of the fuel tank, so it’s easy to get to for charging a phone or GPS. The LCD display is modern yet simple, and includes a tripmeter, odometer, clock, fuel level indicator and a gear indicator.

The NHT 200 is driven by a 183 cc single-cylinder fuel-injected motor. Although only 58 cc more than its smaller sibling, the NHT 200 feels way more competent—both on the open road, and in the slower stuff, too. It’ll sit at a comfortable 120 km/h at 7,000 rpm, with 2,000 more revs to spare, but also effortlessly lug at under 3,000 when negotiating tight single track.

Thanks to its great balance and compliant suspension, the NHT 200 will soak up bumps as well as offer you a sporty ride. It’s a willing companion for both the urban commute and the open road… but what about off-road?

Although only offering 140 mm of travel, a stiff setup makes up for the lack of travel—so light off-road duty is a doddle. The NHT holds its line on smooth gravel roads, the meerkat riding position feels natural, and the bike feels very nimble, too. In the tighter stuff, the high bars, tight turning circle and low revving motor enable you to ride with confidence. But when it comes to more rocky or uneven terrain, that firmness in suspension makes for a less than comfortable ride.

Braking is handled by cleverly designed CBS (combined braking system), clearly aimed at beginners. The CBS is engaged with the foot brake—so as you press on your rear brake, the front brake is engaged at a small percentage. This is really nice while riding on the road, because you can pretty much stop without using your front brake lever altogether, and concentrate on riding more.

The NHT’s strongest selling point is its great fuel efficiency, and the range it gets from its wee 11 L tank. I managed to get an average of 32 km/L on a good day, so if you do the math, you could get a range of 352 km or more.

The NHT 200 ultimately punches above its weight, and will happily compete against its fellow 250 cc adventurer bikes. At the end of the day, I reckon SYM has brought another fantastic motorcycle to the South African market. Whether you looking for an early start to adventure riding or an affordable daily runner that can take you down the scenic route, the SYM NHT 200 may be for you.

The NHT 200 currently comes in three colour versions: blue and white, red and white and soft black. With pricing hitting the sweet spot at only R 35,995 (only R6,000 more than the NHT 125), it’s a no-brainer.

SYM NHT 200

For more information on the bike featured in this article, click on the link below…

2023

SYM NHT 200

Pricing From R41,995 (RRP)

Brand: SYM

Suzuki V-Strom DL1050XT – Old Faithful Comes Of Age

Bike Reviews

Dave Cilliers

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Aug 25, 2020

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Suzuki V-Strom DL1050XT – Old Faithful Comes Of Age

Suzuki has always taken a particularly pragmatic approach to adventure motorcycling, this is reflected in their V-Strom heritage. They do not see any wisdom in taking a 236 Kg motorcycle down single track, through rivers and up gnarly hillsides, they make a great range of dirt bikes to do just that in a most enjoyable fashion.

They just don’t get that in South Africa there are no pills for stupidity, we pull barbed wire through our bums for bragging rights! The typical conversation in SA goes something like this: ‘Hey Boet, guess what I just did with this roll of barbed wire?’. Rather than ask why, in all that’s Holy you would want to do that, we retort: ‘Strue? bet I can do it faster!’ Fact is, we do stuff with adventure bikes that they were never designed for. Over the years the manufacturers have cottoned on to our lunacy and started building bikes that are better at doing that type of stupid stuff.

Suzuki’s V-Strom remains high on practicality and common sense, the latest version of the V-Strom pays homage to the DR Big of the early ’80s, with a slab-sided beaky presence which, for me, is a winner. Previous ‘Strom’s lacked the brand identity which the 1050 now has. Speaking 1050, the engine retains the familiar 90 degree V-twin that had its origins in the TL sportbikes from the late ’90s.

Over time the engine capacity grew to 1037 cc from its original 996 cc. The latest motor is significantly tweaked with new cams, bigger 49 mm throttle bodies and bumped compression, this equates to more power, now up to 106 hp and slightly more torque, albeit at higher revs. These tweaks endorse what Suzuki is trying to achieve with their V-Strom, which is, build a competent, comfortable sports tourer, with gravel road ability. A 15% bigger radiator makes sure that it keeps its cool no matter how tough the going gets.

The electronics package now has a fly by wire throttle with cruise control, which is a first for a Suzuki motorcycle. Three selectable engine modes modulate the throttle response according to road conditions and 4 levels of traction control allow for a greater or lesser degree of safe rear-wheel steering on loose surfaces.

ABS has two levels but engages both wheels albeit less aggressively in ‘off-road’ mode, and all of this is controlled by a 6 axis Bosch IMU. Suzuki’s Easy-Start, Hill-Start Control and Automatic Idle Speed Control all assist the rider in tricky situations and makes the big ‘Strom more stall resistant. A clutch assist system effectively emulates a slipper clutch function.

Wheels are spoked and tubeless, Hooray!, with Bridgestone Battle-Ax adventure tyres on a 150/70×17 rear and 110/80×19 front. Suspension is by KYB with 160 mm of well-controlled damping adjustable travel in the 43 mm front forks, the rear shock spring rate is stiffer and makes for a supple yet firm and controlled ride over most surfaces. Preload and rebound damping can be adjusted, 165 mm of ground clearance allows for covering broken ground that is not too hectic.

The lack of a bash plate suggests, that it would not be a good idea anyway. Footpegs have removable rubber inserts and are wider too. Brakes are Tokico calipers upfront with 310 mm discs and, curiously, a Nissin caliper chomping a 260 mm disc at the rear. The initial bite is sharp, maybe a trifle too much for dirt, and then adequate to haul in the big Suzook.

The benefit of less suspension travel is it gives you a lower seat height, which makes the bike more practical for day-to-day ease of use. The bike is really planted through the bends and is actually a lot of fun to squirt along in a spirited fashion.

The refined motor is smooth despite not having any balance shaft, courtesy of good primary balance from the 90 degree V. Whacking the throttle open elicits audible intake honk followed by power coming in with an almost turbo lag like power delivery. This could be due to the more top-end hit that the hopped-up motor has.

In a way, this is not a bad thing as it allows the rear wheel to find traction before pouring on the power. Feeding the power on gradually seems to negate this trait, it is more a characteristic of the bike than an irritation.

A spirited dash through the Magaliesburg saw fuel consumption of around 18 kays per litre, giving a reasonable range from the 20-litre tank. The windshield is effective and can be easily adjusted manually by releasing an alloy lever and moving it to the required height, this can, for safety sake, only be done once stopped.

I found the dash a little cluttered, but the LCD display was clearly legible in all light conditions and tells you all the info that you need. A handy USB port lives in the cockpit with a 12V socket under the seat. Super practical!. The subframe allows fitment of the familiar plastic panniers from the existing V-Strom, or if you want a more robust offering, there is a frame mount and alloy boxes available ex-factory.

The big ‘Strom is what I would term an ‘honest bike’. It consistently offers way more than its practical, conservative, chassis specs may suggest.

You get absolute bulletproof reliability in an extremely balanced package. If you put your ego in your pocket and honestly list the attributes that you need in a sporting adventure bike, then the Suzuki is always going to be a really strong contender.

As a long-distance, comfortable, all-road mile muncher, or round the world traveller, it makes a compelling statement. If the 1050 XT can’t do it, then you shouldn’t be doing it on a big bike in the first place!

At around R 230 000, it represents fair value in what is a very competitive sector.

For more information visit – www.suzukimotorcycle.co.za

Suzuki V-Strom DL1050XT

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

Riding the 2020 Ducati Scrambler 1100 Pro & Sport Pro

Bike Reviews

Philippe Guillaume

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Aug 25, 2020

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Riding the 2020 Ducati Scrambler 1100 Pro & Sport Pro

Whilst tantalising superbike fans with the mighty Streetfighter V4 and Panigale V4R, Ducati hasn’t forgotten the cooler side of motorcycling. We can testify to that, after having ridden the new 2020 Scrambler 1100 line-up in the French countryside, near Paris.

History has repeated itself many times before. After the genius 900 Monstro back in the early nineties, you could say that the Scrambler certainly saved Ducati again in the mid-2010s. Steeped in the retro-style trend, the engineers in Borgo Panigale (well, mostly the marketers) revived the 60s Ducati Scrambler.

They managed to keep the styling fresh and inspiring, and moved away from the classic thumper motor, to the very-well known and dependable air-cooled 800 cc L-twin. The new Ducati Scrambler was an instant success, with more than 15,000 sales for the first year only.

In 2018, with more than 46,000 Scrambler 800s sold, Ducati extended the range with the Scrambler 1100, available then in three different versions. For 2020, as Euro 5 compliance becomes mandatory, Ducati has revamped the Scrambler 1100 range, now with only two models: the Pro and Sport Pro. We had the chance to ride both of them.

Silver or black?

That’s the big question when it comes to choosing your favourite version of the 2020 Scrambler 1100. Because at a glance, the changes from the previous version are mainly cosmetic.

The Pro comes in black and silver with a black seat and, compared to the first generation, now has its double exhaust on the right-hand side. The rear mudguard is shorter, and the license plate bracket sits behind the back wheel, attached to the swing-arm.

The Pro’s strong point is its laid back riding position, while the Sport Pro comes in a rather more aggressive package. It features Öhlins suspension, with the Swedish brand’s distinct gold forks and yellow rear shock spring. And it comes with lower handlebars and bar-end mirrors, too. (If you’re wondering how good your rear vision is with these, relax; it’s good.)

The black paint job looks great, along with the subtle ‘1100’ motif on the tank, but the effect is somewhat disturbed by a rather unsightly fastener in the middle of it.

Specs

Not much has changed in the engine department. The 1,079 cc L-twin is now Euro 5 compliant, but Ducati didn’t say much about how they got that right. They managed to reduce emissions and engine noise, but they also managed to keep the performance intact. The engine still delivers 86 hp at 7,500 rpm and 90.5 Nm at 4,750 rpm, which is slightly lower than competitors, like the BMW R nineT Scrambler, Indian FTR 1200 and even the Triumph Scrambler 1200.

But figures are sometimes meaningless compared to emotions, and in this department, the legendary Borgo Panigale twin has a lot to say. The exhaust note is thrilling, with some occasional backfire when decelerating. It’s a lot of fun.

How does it ride?

Riding both Scrambler 1100s, the biggest differences come down to their handlebars and suspension—but first, we have to recognise how easygoing this bike is. Despite its size, the Scrambler 1100 could be recommended for newborn bikers or beginners. It’s perfectly balanced, not too heavy (189 kg dry), the seat is not too high (810 mm) and the bike is narrow enough for commuting, although the turning circle could be a bit better.

We said that the Pro version offers a more relaxed ride, and that’s a fact. But while the Sport Pro riding position is sportier, it’s not too extreme. Both of them pay great tribute to the sheer essence of motorcycling. They are easy and fun to ride, great as commuters and perfect for breakfast runs, as long as there are more corners than straight lines. I’d be more than happy to take the Scrambler 1100 over the Sabie-Hazyview-Graskop triangle, for instance.

On the open road, the big twin is smooth enough to cruise at around 3000 rpm in top gear, and delivers some enjoyable oomph from 5,000 to 7,500 rpm. This is a bike you are connected with; it’s not a matter of speed or ego, it’s just you enjoying the mechanical parts that make you feel alive.

The Pro version relies on a Marzocchi fork and Kayaba rear shock, and to be honest, the feeling is a bit on the firm side. The Sport Pro’s Öhlins suspension is slightly better, but as they’re not top of the range Öhlins parts, the difference is not stratospheric either. And as you’ll probably ride at a reasonable pace on these Scramblers, the Sport Pro does not deliver a substantial enough gap in road holding and cornering speed. In both cases, the Brembo brakes and Pirelli MT 60 RS tyres are good enough at what they do.

So which one would I pick? The Sport Pro looks great, but the Pro delivers enough for me. Due to the bike’s quiet and relaxed nature, I don’t really need top-class suspension to handle 86 hp, and I’d rather save the extra money to finance some great riding trips.

for more information contact Ducati South Africa.

STYRIAN GP: THE AUSTRIAN DOMINATION

Motorcycle News

Bjorn Moreira

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Aug 24, 2020

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The fifth round of the MotoGP calendar brought us back to Austria’s beautiful, but menacing, Red Bull Ring. This weekend’s Styrian GP also marked a magnificent milestone in Grand Prix racing history: the 900th premier class race.

MotoGP has come a long way since its first start back in 1949, and has seen 111 different riders stand on the top step of the podium. Would this weekend make it 112?

Pol Espargaro rode the wheels off of his Red Bull KTM RC16 in Saturday’s qualifying, registering both his and KTM’s first premier class pole position. It was a tight battle though, with only 0.098 seconds separating the top three. Takaaki Nakagami landed an impressive second place, and Johann Zarco’s time put him into third. A penalty from last weekend’s incident with Franco Morbidelli saw Zarco start from the pit lane, bumping Joan Mir into the third spot on the grid, and Brad Binder from 14th to 13th.

To add to the tension leftover from last week’s GP, dark clouds slowly started to creep over the Styrian mountains, come race day. The possibility of a flag-to-flag race, and continuous back and forth conversations with their crew chiefs, were the rider’s realities just minutes before the lights went out.

Mir got the holeshot into turn one on his Suzuki, followed by a thirsty Espargaro in second and ‘Jack Attack’ Miller in third. Miller pushed Espargaro wide into turn six, demoting unlucky 44 into fourth position. Meanwhile, Brad was chewing up riders for breakfast lap by lap, with Miguel Oliveira following him into a comfortable seventh. Red Bull KTM Tech3’s rookie rider, Iker Lecuona found himself slowly battling his way into the top 10.

Maverick Viñales battled with brake fade throughout the race, eventually forcing him to abandon ship spectacularly into turn one on lap 17, sending his Yamaha M1 hurtling into the air fence. Thankfully, Viñales was able to walk away unharmed from the incident. After the red flag came out for the air fence repair, a 12 lapper was decided for the restart.

Mir restarted in first, but had lost the two second lead he’d gained in the first part of the race. For the other riders, this was a second shot at the podium, and even a shot at victory for those on fresh Michelin rubber. Miller attacked Mir right off the bat and led the race with Espargaro in close proximity.

Mir’s used front tyre from ‘race one’ ultimately cost him his fight for victory, as he slipped out of contention. Meanwhile, Brad and Oliveira were battling it out for fourth, with Andrea Dovizioso up with the leading group. Sadly, Brad eventually overshot turn one and forfeited four positions, leaving him in 8th, just in front of Rossi.

The last few laps of the Styrian GP were nothing short of jaw dropping. ‘Thriller Miller’ and Espargaro gave everything right up to the last lap, trading places in a number of hair-raising overtakes. Miller eventually dove down the inside of Espargaro into the final turn and just carried too much speed, leaving the door open for Oliveira to pip both of them for the win. Miller finished the race in second, and Espargaro managed to salvage third.

Overall KTM had a magnificent weekend, landing a Moto3 win, almost winning Moto2 with Jorge Martin (if not for exceeding track limits), winning their home GP with Oliveira, and having all their riders finish in the top 10. Oliveira joined the top 112 premier class winners in history, and brought both Portugal, himself and the Tech 3 team their first premier class win.

Miguel Oliveira: “I’m very emotional… There is so much I want to say but I cannot at the moment. A big thank you to all the people that believed in me starting with my family, everyone in the team, sponsors and the Portuguese crowd. Thank you so much for your support. This is history today for me and my country and I couldn’t be happier to do it here in the home of KTM and Red Bull.”

Pol Espargaro: “Anyone can win those kinds of races! Pretty crazy. I was fighting with Jack until the last corner and Miguel was able to profit but that’s racing. It was a beautiful race. Anyway, we made the podium, we are up here and I’m super-happy.”

Brad Binder: “It was a good race. The first one was going really well and I was slowly catching up ground. To get up to sixth was already great. I felt really, really good. Unfortunately with the red flag and the restart I didn’t make the best decision with the tires and really struggled to stop, even running off at turn one but I was able to come back to eighth. All-in-all we should be happy. I gave my best out there and the bike was fantastic. The team worked really well and I’m super-excited for the next race. I think we can do a good job at Misano.”

Hervé Poncharal, Red Bull KTM Tech3 Team Principal: “What an incredible day, incredible emotions! It is something like forty years we’ve been in this business and we never won a MotoGP race. Today our dream came true. Here in Austria, which is in front of our title sponsor Red Bull, in front of the KTM management, our manufacturer. I would like also to dedicate this victory to Miguel because he has been pushing a lot. Year one was not easy; he was injured the second half of the season. We’ve been fast since the beginning of this year, the bike improved, he improved. Now we’ve done it. I’m very proud to see two KTMs on the rostrum. Clearly, this is now one of the bikes to beat. So let’s celebrate tonight and let’s hope there will be some other exciting days like today.”

MotoGP’s paddock have earned a two-week break before round 7 of the MotoGP World Championship, in Misano, on the 13 of September.

Results MotoGP BMW M Grand Prix of Styria 2020

1. Miguel Oliveira (POR), Red Bull KTM Tech3 16:65.025
2. Jack Miller (AUS), Ducati +0.316
3. Pol Espargaro (ESP), Red Bull KTM +0.540
4. Joan Mir (ESP), Suzuki +0.641
5. Andrea Dovizioso (ITA) Ducati +1.414
8. Brad Binder (RSA), Red Bull KTM +4.150
10. Iker Lecuona (ESP), Red Bull KTM Tech3 +5.068

Ride + Post + Win – Indian Motorcycle Test Ride Competition

Motorcycle News

ZA Editorial Team

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Aug 19, 2020

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Indian Motorcycle, America’s first motorcycle company, has announced a test ride campaign giving participants the chance to win an exclusive, ‘money-can’t-buy’ trip of a lifetime in 2021. Riders can enter by simply taking a test ride at any authorized dealer before the end of September and posting a unique picture from their time with the motorcycle to social media.

The campaign has launched at all Indian Motorcycle dealers across Europe and beyond, all interested participants need to do, is take a test ride and post their picture to social media, tagging their dealer and using the hashtag #IndianTestRide. Indian Motorcycle will monitor the correctly tagged and hashtagged posts throughout the campaign and, after the closing date, will select winners for the ‘ride-of-a-lifetime’ based on the creativity and uniqueness of their posts.

On top of the chance to test available models from the Indian Motorcycle range and be in with a chance of winning a ‘money-can’t-buy’ experience, all customers that complete their test ride will automatically qualify for an exclusive Indian Motorcycle Test Rider Mug.

As a guest of Indian Motorcycle, four winners from across Europe and beyond will be treated to an experience of a lifetime including:

Travel to/from a special destination within the EU
Four nights’ accommodation including full board
Use of an Indian Motorcycle for a guided ride over two days
Professional photography and videography of the full event

To find your nearest dealer and book a test ride, please visit our website here – www.indianmotorcycle.co.za and don’t forget to take a look at the other test riders for inspiration by following the hashtag #IndianTestRide.

Log your ‘Test Ride’ to stand a chance to win on – www.indiantestride.com

Sunday Rider: Brad Binder Charges to 4th at a Chaotic Austrian GP

Motorcycle News

Bjorn Moreira

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Aug 17, 2020

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High speeds, rapid acceleration and hard braking—this is the Red Bull Ring, the scene for round four of the MotoGP World Championship.

Less-than-stellar weather provided unpredictable conditions for both practice and qualifying this weekend. But even with the weather, Pol Espargaró was able to clock the fastest lap time in two of the four sessions, and lined up 5th on the grid. Brad Binder struggled during free practice with not enough track time under his belt, but made some steps forward to get himself 17th on the grid.

Riders soon arrived at their starting blocks for what was to be the first of two races held at the unforgiving Red Bull Ring. Holeshot systems engaged and lights off, Espargaró launched off the line and in no time at all found himself leading the race, with Binder already mounting a strong comeback from 17th.

Brad picked his way through the grid (setting a fastest lap in the process) and found himself behind the main group in 10th, while Espargaró was in a dogfight with two Ducatis for 1st.

On lap nine the unthinkable happened. A high speed crash between Franco Morbidelli and Johann Zarco before turn three’s braking zone caused a near death experience for Maverick Viñales and Valentino Rossi, as both bikes hurl passed them mid-corner. The race was briefly red flagged, and the remainder shortened to a 20-lapper. Morbidelli and Zarco were both thankfully back on their feet, but it was one of the most heart-stopping accidents in MotoGP history.

A restart allowed riders to fit new rubber to their machines, and the starting grid was decided by counting back to the previous completed lap, before the crash. Espargaró started on ‘pole,’ but lost the advantage he’d built up, and soon conceded his lead to Jack Miller. At the same time, Brad pipped another two spots, moving into eighth with no sign of slowing down.

It was not to be Espargaró’s day. After losing a few more positions, he and Miguel Oliveira touched and crashed out; an unfriendly déjà vu moment.

Meanwhile, Brad ran a smooth and calculated race to gain even more ground. An unexpected lowside by race leader Alex Rins handed the lead to Andrea Dovizioso, and bumped our local boy up one more position into fourth. Brad defended his position and held his ground from Rossi all the way to the finish line.

Four races in, Brad’s fourth place finish now sees him sitting fourth in the overall standings. It’s another well-deserved pat on the back for the South African rookie, who proved yet again that even though he hasn’t racked up impressive qualifying results (yet), he knows how to put it together, come Sunday.

Brad Binder: “Today was much better than we expected. I was happy with fourth position, I have to say. It was tough at the beginning because I was able to make up places and it was a shame about the red flag but it did give me an opportunity to restart from higher up on the grid. I didn’t pass too many riders after the restart but there were a lot of crashes. On one hand I’m quite satisfied but then I was also pretty lucky. Things turned out well but let’s work again for next week.”

Mike Leitner, Red Bull KTM Race Manager: “This GP was like a rollercoaster. Pol had the first race under control. He had the right tire, the lead and the right plan. So, the crash destroyed that rhythm but we are really lucky that nobody was seriously hurt and that was a very positive thing. Pol did not have his race tire for the restart so he was not as strong and we don’t quite know what happened with him and Miguel but is was very unlucky. Brad finished the weekend in a great way after his starting position. Fourth was a decent result for a rookie in his first time out at the Red Bull Ring and the same can be said for Iker. We are super-happy for him. We have always seen his potential and he just needed to bring the bike home. Overall KTM had a great weekend, especially through the other classes as well.”

Results MotoGP myWorld Motorrad Grand Prix von Österreich 2020

1	DOVIZIOSO Andrea	4	ITA	Ducati Team	28’20.853
2	MIR Joan	36	SPA	Team Suzuki Ecstar	1.377
3	MILLER Jack	43	AUS	Pramac Racing	1.549
4	BINDER Brad	33	RSA	Red Bull KTM Factory Racing	5.536
5	ROSSI Valentino	46	ITA	Monster Energy Yamaha MotoGP	5.837
6	NAKAGAMI Takaaki	30	JPN	LCR Honda	6.403
7	PETRUCCI Danilo	9	ITA	Ducati Team	12.498
8	QUARTARARO Fabio	20	FRA	Petronas Yamaha SRT	12.534
9	LECOUNA Iker	27	SPA	Red Bull KTM Tech 3	14.117
10	VINALES Maverick	12	SPA	Monster Energy Yamaha MotoGP	15.276

Introducing the all-new #TrustPack from Fire It Up!

Features

ZA Editorial Team

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Aug 17, 2020

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Introducing the all-new #TrustPack from Fire It Up!

We chatted to Craig Langton of Fire It Up! recently about their all-new #TrustPack offering. Hear what Craig had to say…

HANGING WITH HONDA – We ride the Magnificent new Fireblade RR-R around Red Star

Features

Dave Cilliers

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Aug 17, 2020

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HANGING WITH HONDA – We ride the Magnificent new Fireblade RR-R around Red Star

We, together with other members of the motorcycle media, were recently invited by Honda SA to sample their stunning new Fireblade at Red Star Raceway. The SP version was on display in all its high spec glory but due to homologation issues not being finalised, it was the lower cost and spec RR-R version that we got to ride.

The latest ‘Blade has created a real stir amongst superbike riders. For a while, Big H relied on honing their Fireblade into an incredibly well balanced and rideable package. Problem is, the goalposts were being continually moved by the other manufacturers. The 180 odd horsepower of the ‘Blade started looking a bit ‘light in the loafers’ compared to heavy hitters from other manufacturers. Rather than do more fettling, Honda decided on a totally new bike that could form a worthy platform on which to build a race-winning superbike. To achieve this they have leaned heavily on engine and chassis technology gleaned from Marc Marquez’s all-conquering RC213V MotoGP bike. Enter the 2020 Fireblade RR-R and SP.

Resplendent in HRC colours, the new ‘Blade is stunning to look at. MotoGP derived winglets for high-speed downforce and all, it is a magnificent looking weapon. Specifications also show a massive jump in horsepower to around 214 ponies @14500 rpm and 113 Nm of torque @ 12500 rpm. The power and torque arrives significantly higher up the rev range than on the previous model. Not really an issue on the racetrack, where gearing is shorter and motors are kept permanently on the boil. It does compromise road use to a degree as you need to ride the bike more like a six hundred than a litre bike. When revs ride to over 6 or 7000 rpm then the motor really comes alive. An intoxicating powerful thrum is felt through the bike accompanied by a corresponding shriek from the exhaust as the ponies start champing at the bit and straining to get into a full gallop.

Please understand that a bike that weighs just over 200 Kg’s and generates the power that the ‘Blade does is really only for seriously experienced riders. Banging the bike through the gears with the superb quickshifter is not an experience easily forgotten. The Honda SA guys had geared and set the bike up for Red Star in a generally rider-friendly way.

The limiting factor in my ride was never going to be the bike anyway! Suffice to say that the ‘Blade delivers in absolute spades. Hard on the throttle, it carries the front wheel barely skimming the tarmac until you brake for the next corner with eyeball popping power from the radially mounted Brembo Stylema brakes. The bike turns with no apparent effort and holds its line to perfection. I was totally impressed with the Showa suspension setup on the Triple R. Feeding on the power elicits that growl which transforms into a tyre shredding shriek and reels in the next corner faster than the ANC can destroy an economy.

The bike feels tiny for a 1000 and the riding position is pure race bike. My 6’3″ frame takes serious strain piloting the ‘Blade for any length of time, but that is no negative as far as the Fireblade is concerned. It is a pure Sports weapon designed primarily for racetrack functionality. I would have it no other way. Only a very select handful of riders will have the skill to extract everything that the RR-R has to offer.

With the previous ‘Blade there was a marked difference in feel and ability between the common, versus SP, model. With this Fireblade, the ‘commoner’ feels as good as the SP of old, with a double espresso shot of power thrown in. Heaven only knows how the SP can possibly be that much better, other than in the hands of a really skilled track rider. Herein lies the truth of the current crop of sports bikes from which the well-heeled can choose.

The Sportbike that you buy will probably be determined more by brand loyalty or preference than the limitations or abilities of the bike. As has always been the case with the Fireblade, Honda has built a bike that is ridiculously easy to ride fast. What they have now added to that mix is a challenge to you as a rider to up your skill level to a point where you can extract everything that the ‘Blade has to offer. That club will be really exclusive! Honda now has a new Fireblade which is an extremely competitive weapon in the hands of a really capable and discerning rider.

For more information visit – www.honda.co.za

WP LAUNCHES PREMIUM SUSPENSION PRODUCT SERIES FOR BMW S 1000 RR

Motorcycle News

ZA Editorial Team

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Aug 17, 2020

0

WP LAUNCHES PREMIUM SUSPENSION PRODUCT SERIES FOR BMW S 1000 RR

Based on its high-performance setup, WP Suspension launches a new series of premium APEX PRO suspension components for the BMW S 1000 RR. This sports package consisting of APEX PRO 7746 Shock, APEX PRO 7500 Cartridge and APEX PRO 7117 Steering Damper guarantees with outstanding performance and razor-sharp precision that no racetrack or country road is safe from this APEX-Predator.

The APEX PRO COMPONENTS were designed with the influence of the experience of the latest motorsport champions and are built to win.

The APEX PRO 7746 Shock turns every bike into the ultimate performance machine. With separately adjustable high- and low-speed compression and rebound damping that can be easily adjusted to the track using standard tools, the bike can be adapted to any change in riding conditions in a matter of seconds. Extremely low manufacturing tolerances and the use of high-quality high-tech materials not only ensure constant damping performance but also provide crystal-clear and direct feedback from the ground.

The APEX PRO 7500 Cartridge makes the BMW S 1000 RR become one with the road. The cartridge, which is fully adjustable with standard tools, can be adapted to the individual requirements of the rider in just a few simple steps using adjusters for compression and rebound, and tickles the motorsport genes out of the BMW S 1000 RR with incredibly efficient and constant damping performance – with the APEX PRO 7500 Cartridge, ground contact is significantly improved and both bike and rider benefit from exceptional agility and increased confidence in the bike and the track.

The series is topped off by the APEX PRO 7117 Steering Damper. Tailored to the demands of motorsport racing, this steering damper tames all antics of the BMW S 1000 RR and enables extremely agile handling despite rich damping characteristics. Adjustable with little effort directly at the piston rod, the damper is not only an absolute lightweight – its slim design makes it look just as simple and perfectly complements the appearance of the BMW S 1000 RR.

The APEX PRO COMPONENTS for the BMW S 1000 RR are now available at WP Suspension Authorized Centers. Further details can be found at: www.wp-suspension.com or visit one of our specially trained Authorized Centers (AC) for a personal consultation.

Brad Binder and KTM Taste Rookie Victory at the Czech MotoGP

Motorcycle News

Bjorn Moreira

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Aug 10, 2020

0

Brad Binder and KTM Taste Rookie Victory at the Czech MotoGP

Brad Binder certainly drew attention to himself in the first two rounds of the MotoGP World Championship, by showing us skilful race-craft, good sportsmanship and blistering lap times. Heading into Brno yesterday with three points to his name, we all knew our fellow South African was capable of more. And then, in only his third MotoGP race, he did the unthinkable: he won, and instantly wrote himself into racing’s history books.

Brad headed into the weekend fit, feeling good on the bike, and with a well setup RC16 under him. Still, Q1 is never the place to be—so with his head on the chopping block, Brad pulled up his socks and took his ‘lucky 33’ RC16 into Q2. A 1’56.299 secured Brad a comfy third row start (P7) behind his teammate Pol Espargaro in P6.

Michelin didn’t have heat to deal with this week, but rather some seriously bumpy track surfaces. Brad and Pol both rolled onto the starting grid with a hard front and medium rear for the Automotodrom showdown, a strategy that would pay dividends.

Before you knew it, the lights were off and Brad was charging his way through the battlefield. He slid into a comfortable third place behind Fabio Quartararo remarkably quickly, pipping teammate Pol Espargaro in the process. Seven laps later, Brad rolled past Fabio into second, while further back in the field Pol and Johann Zarco made contact, sending the former out of the race and the latter into a (rather spectacular) long lap penalty.

Brad put race leader Franco Morbidelli into check by braking late into turn eight just before Horsepower Hill, and by the next lap it was checkmate. The Red Bull KTM box went ballistic as Brad shifted into first place, and a proud but still nervous Mike Leitner (Red Bull KTM race manager) was on the edge of his seat.

Brad rode a perfect race, extending his lead to over four seconds by the time the checkered flag dropped. Franco Morbidelli finished in second place (his first podium in the MotoGP class), with Johann Zarco finishing off the podium in third.

Brad’s victory is a smorgasbord of achievements: it’s not only his first win in the premier class, but KTM’s first too. It’s also the first MotoGP win by a South African, and the first time a rookie has won a race in their debut season since Marc Márquez did it in 2013.

For many of us watching in South Africa, it was goosebumps throughout most of the race, followed by dusty eyes as the South African national anthem played, with our favourite rider on the top step of the podium.

But let’s not downplay what a big deal this win is for KTM too. They made it very clear from the moment they developed the trellis-framed RC16 that their intention was to win races. Not only did Brad win, but Pol showed podium-level pace before he crashed out. So you can be sure the Austrian marque will keep upsetting the apple cart as the season continues.

Brad Binder: “Honestly, right now, I’m lost for words. I’ve dreamt of this since I was a little boy and today it came true. It is amazing to win my first GP [in MotoGP]. Thank you to everybody who supported me, and the whole team: they put an insane motorcycle beneath me today! I didn’t know if we could win but I knew we would have a go. It was the craziest ten laps of my life at the end. I was being as soft as I could. It was incredible. Unbelievable.”

Pit Beirer, KTM Motorsports Director: “For KTM this is an unbelievable day. It’s historic for our company and for the whole team but of course for Brad Binder; who has believed in us and our project for many years. Today is payback for so much hard work. We knew we had a better bike for this year and this did not happen by accident: it came from everything we learned during the last years. With Dani Pedrosa, Mika Kallio and the test team we worked and developed for over a full year to have this bike now. At the end of the day you need a fantastic rider to put the bike on the top step and Brad did it today, and in the same style as he won in Moto3 and Moto2 races for us. It’s an incredible feeling and we will now build on this result.”

Results MotoGP Monster Energy Grand Prix České Republiky 2020

1	BINDER Brad	33	RSA	Red Bull KTM Factory Racing	41’38.764
2	MORBIDELLI Franco	21	ITA	Petronas Yamaha SRT	5.266
3	ZARCO Johann	5	FRA	Esponsorama Racing	6.470
4	RINS Alex	42	SPA	Team Suzuki Ecstar	6.609
5	ROSSI Valentino	46	ITA	Monster Energy Yamaha MotoGP	7.517
6	OLIVEIRA Miguel	88	POR	Red Bull KTM Tech 3	7.969
7	QUARTARARO Fabio	20	FRA	Petronas Yamaha SRT	11.827
8	NAKAGAMI Takaaki	30	JPN	LCR Honda	12.862
9	MILLER Jack	43	AUS	Pramac Racing	15.013
10	ESPARGARO Aleix	41	SPA	Aprilia Racing Team Gresini	15.087

KTM 1290 Super Duke R – “Thor’s Hammer”

Bike Reviews

Dave Cilliers

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Aug 9, 2020

0

If the 890 Duke is a “Super Scalpel”, then the 1290 has got to be Thor, the Viking God of Thunders’ hammer! What the 890 achieves with poise and finesse the 1290 does with bludgeoning power and forcefulness. The 75 degree V-twin is a full 1301 cc’s of pulsating power (180 hp @ 9500 rpm) and torque (140 Nm @ 8000 rpm). With an “oversquare” bore and stroke of 190 mm x 71 mm, it should also come as no surprise that this bike revs like a beast. “The Beast” is a real man’s bike, not for the unskilled or faint of heart. No part of the previous model has not been scrutinised and updated. The end result is a bike that has shed a full 6 Kg’s to a lean 189 Kg’s dry, which equates to a fully-fueled weight in the early 200’s.

The tank has two fewer litres but still has a usable, for a naked, 16 litres. This is good for around 250 k’s, by which time you will want a respite from the wind blast. Open road work is made easier with the standard cruise control. All of this technical “tour de force” is housed in an aggressive and purposeful looking package. Our test bike was orange (obviously) and a very deep blue combination which looked amazing as you will see from Bjorn’s pics. You can never mistake this bike for anything other than what it is.

The chassis has been totally revised. It still has the handsome single-sided swingarm, but it rides 5 mm higher in the frame where it, together with the new linkage mounted, significantly more supple rear shock resists “squatting” under acceleration. Speaking of shocks, the big Duke runs WP’s superb Apex suspension with a 48 mm front fork adjustable for preload as well as compression damping on the left leg and rebound on the right.

The frame uses the engine as a stressed member and KTM says it is three times stiffer than the previous frame. The swingarm is 15% stiffer too, so the huge power and torque can be kept aimed in the chosen direction of travel. Ok, well sort of!

The rear tyre has swollen from a 190 to a 200/55×17 to try and contain the prodigious power, with a 120/70×17 doing duty upfront. Six gears feed through a quickshifter assisted gearbox and aggressive downshifts are controlled by a slipper clutch. Like the 890, the big R has a Supermoto mode as part of a comprehensive electronics package, allowing the ABS to be disengaged on the rear wheel so that you can “back it into the corners” should you so wish. Traction control is adjustable through nine levels and there are five rider modes as standard, namely Rain, Street, Sport, Track and Performance (part of the “Track Package”). Wheelie control and cornering ABS complete the electronic aids.

The handlebar is slightly lower than on the previous model, putting you in a more aggressive stance, perfectly in keeping with the manic nature of the Beast. A five-inch TFT display gives you access to all the info that you could ever want and then some, with the “MY KTM Ride app” even allowing turn by turn navigation. This is slowly becoming the norm on top-end motorcycles these days. Unfortunately, the bike reverts settings back to base settings when the ignition is switched off, meaning that you need to reset everything to your liking each time you ride the bike. Come on KTM, give us a “dongle” to hold our preferred settings. Please!

So, how do you ride this bike?. Fast, that’s how! The Beast is an incredible bike to ride, the more upright riding position and wider bars give you a feeling of control assisted by the way more taut chassis. I found the “Street” mode most to my liking as it feeds the huge power in more progressively with the bike less likely to spin up the back wheel when heeled over. For me, point and shoot was the preferred method of riding the big R swiftly. Take advantage of the superb handling and the ease with which it turns to bank into the bend then as you exit the corner, pick it up and give it the beans.

You need to pinch tightly with your legs as the bike tries it’s phenomenal best to rip your arms off and you want to try (in vain) to keep a light touch on the bars. Wheelies are limited only by your ability. This kind of riding position allied to the power and torque on offer is wheelie city at its best. Whilst there is huge go available at all engine speeds courtesy of the two 650 cc slugs swinging around the crank it is at it’s best and smoothest from 4,500 rpm and up. At really low revs the engine is somewhat “thuddy” but smooths out sweetly as the revs rise.

The designer of the 1290 Duke, Herman Sporn, has done a magnificent job of smoothing all of its rough edges and building a superb all-round package. Despite its huge performance, it can be quite a versatile bike. I would not hesitate to tour on the Duke and track days are its natural playground. Commuting is a doddle given the bikes inherent agility and is reasonably comfortable, for a performance bike. Interestingly, Motorcycle News (MCN) in the UK, did a naked bike shootout featuring the new Ducati Streetfighter V4 S, KTM Super Duke R, Aprilia Tuono V4, supercharged Kawasaki ZH2 and Yamaha MT-10.

Brilliant bikes, one and all and dominated by the Ducati when it comes to specifications. Interestingly the tester, Michael Neeves, an extremely experienced and competent superbike rider and journalist rated the Super Duke R second to the Aprilia which won on it’s all-round “sweetness”. To edge the Ducati into second is testimony to how superb this bike is. Different riders value different aspects of the bike they choose to ride, so comparisons are always a little subjective but the fact is the KTM Super Duke R is quite simply a brilliant bike, which I am sure will bring huge joy to its owners and plant a smile on their faces which you will need surgery to remove.

The KTM 1290 Super Duke R can be yours for around R265,999.
For more information visit – www.ktm.com

KTM 1290 SUPER DUKE R

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

2023

KTM 1290 SUPER DUKE R

Pricing From R339,999 (RRP)

Brand: KTM

Yamaha MT-03 – a Chip off the Old Block!

Bike Reviews

Bjorn Moreira

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Aug 9, 2020

0

Yamaha MT-03 – a Chip off the Old Block!

Yamaha’s first incarnation of the MT, the MT-01, was born in 2005—a holy matrimony between a 1,670 cc v-twin and a supersport chassis, that paved the way for the ‘MT’ lineage. In more recent times, the MT-07, MT-09 and MT-10 are all worthy successors, sticking to the ‘Masters of Torque’ philosophy with their Crossplane motors and agile ride dynamics.

Does Yamaha’s new pint-sized MT-03 deserve a seat at the MT table? We swung a leg over one to find out.

Sharp, striking and ready to pounce, the MT-03 demands your attention whether you like it or not. From the familiar ‘Decepticon’ headlight assembly, to the sharp air intake covers and flashy rim paint, this little guy is duded-up. If aggressive styling and immaculate build quality are your thing, then look no further.

Rather than start from scratch, Yamaha have based the MT-03 on the existing YZF R3. So it uses the same revvy 321 cc, in-line two-cylinder motor, with an output of 41 hp at 10,750 rpm, and 20 Nm of torque at 9,000 rpm. This translates into a comfortable and easy bike to ride in town, and a smooth, under-stressed ride on the open road.

While the chassis is the same as the YZF R3’s, Yamaha have tuned the ergonomics to suit the MT form. Clip-ons have been swapped for wider street bars, providing an upright riding position, and the tank’s been redesigned. Yamaha decided to go with a softer spring and a tad more preload than on the R3, and on my commute, these minor changes made for an enjoyable urban expedition.

The cockpit remains compact, but has gained a comfier overall feel. A simple down to earth LCD display is all you get, with a button that lets you scroll through your trip metre, average km/L and current km/L. I personally feel that a TFT dash would be more engaging for younger riders, and I would have preferred the select button on the switchgear rather than the dash.

Yamaha definitely takes their ‘Dark Side of Japan’ tag line seriously, because the MT-03’s headlights don’t only look sick, but work insanely well too. This little henchman has a pair of thin, angled LED ‘eyebrows’ where headlights would normally be, with a round main light cleverly tucked into the centre of the front cowl. Skinny LED turn signals are another nice touch from Yamaha, adding to the minimalistic design.

My favourite attribute of the YZF R3 is its remarkable handling, and with the same KYB suspension setup, the MT-03 is as much of a hoot to ride. Yamaha’s engineers have really hit the sweet spot, so the non-adjustable damping is of no concern, and the KYB shock has a seven-way spring-preload hand adjuster. Whether you’re negotiating city streets or diving into your favourite corners, the MT’s sturdy front end has your back and inspires confidence.

When the road ends, the MT-03’s single 298 mm rotor and two-piston Akebono caliper get the job done. The brakes have a very progressive feel, which lends itself to beginner riders who aren’t looking for an unsettling sharp bite. The ABS works well too, but can’t be disengaged for a more engaging ride.

With a broader top half and slimmer rear tank area, it feels as if you are sitting lower in the bike compared to the YZF R3. This allows you to grip the tank easier, which in turn makes changing direction less of an effort. With a 14 l fuel tank, I managed to eke out 298 km (21.3 km/L) on a sporty commute, which I’d say is a respectable mileage.

The MT-03 might look like an evil robot underling, but it actually has an easy-going character that makes it perfect for newer riders. A low curb-weight (168 kg), light slipper clutch, low seat height (779 mm) and wide bars make up the perfect package.

So, does the MT-03 deserve a seat at the table? For the most part, yes. The MT-03 lives up to the family name by bringing the torquey yet high-revving ‘Masters of Torque’ personality to the lightweight naked segment… with one caveat. To truly earn the MT moniker, I would have preferred gearing that leans towards low-end grunt for the urban sprawl.

It’s an easy fix: slap on a 43 or 45 tooth sprocket, and that peppy MT nature will be at your disposal. I would also fit a more breathable slip-on exhaust out the box to ramp up its mischievous nature, or nag Yamaha to replace the 180 degree crank with a 270 degree crank (like the on MT-07).

Those niggles aside, the MT-03 is a well-rounded package that hits the spot, but it does come at a premium. The MT-03 will set you back R94,950, which is noticeably more than most of its competition—including its sibling, the YZF R3. But its overall build quality, ride dynamics and peachy motor do make a strong case.

We’d have trouble picking a colour though: would it be the traditional ‘Racing Blue,’ or the grey and red ‘Ice Fluo’ paint scheme? I think I’ll pick the latter…

For more information on the Yamaha MT-03 visit – www.yamaha.co.za

Yamaha MT-03

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

2023

Yamaha MT-03

Pricing From R129,950 (RRP)

Brand: Yamaha

Upcoming Event: An Outride with Biker’s Warehouse to Celebrate Woman’s Day

Motorcycle News

ZA Editorial Team

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Aug 7, 2020

0

Upcoming Event: An Outride with Biker’s Warehouse to Celebrate Woman’s Day

Cost: R150 per rider (includes brunch)
Time: 07H30
Venue: Biker’s Warehouse

Celebrate Woman’s Day with Biker’s Warehouse. They have partnered with Honda SA and some other great sponsors to bring you an action-packed morning especially for the mothers, daughters and sisters out there who enjoy motorcycling.

The cost for the day is R150 per lady which includes; an outride, a lovely gift, coffee & muffins, brunch, and entry into the mystery prize draw.

Guests (non-riding family) are welcome to attend for the brunch at a cost of R110 p/p but are not eligible for the mystery prize draw.

There will be two outrides in the northern suburbs, one consisting only of dirt roads and tar (not technical at all and for ladies only). This ride will be led by Morag Campbell from OpenRider. Along the route, she will share tips and tricks on how to overcome obstacles.

The second ride will be led by Mike Puzey and this route will be more technical (guys are also welcome to join on this ride), note that adventure bikes or dual-sport bikes are preferred, please.

On your return, you’ll meet up at the VMX Café for a buffet brunch and the mystery prize draw.

For more information phone: 011 795 4122 or email: [email protected]

Ewan and Charley’s Long Way Up is Coming to Apple TV+

Motorcycle News

Wes Reyneke

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Aug 5, 2020

0

Ewan McGregor and Charley Boorman’s long-anticipated Long Way Up is about to air on Apple TV+, almost 13 years after their last adventure series, Long Way Down, hit the airwaves. This time, the pair of friends travelled across South America—from the southernmost point in Ushuaia, all the way up to Mexico and ending in Los Angeles.

Ewan and Charley used the BMW R 1200 GS for their first two trips, Long Way Down and Long Way Round (which arguably boosted the GS’s popularity). But they’ve taken a different approach this time. In an attempt to promote sustainability, they’ve opted to use the electric-powered Harley-Davidson LiveWire.

The Long Way Up LiveWires are based on production units, but with a number of obvious touring-specific mods. We’re spotting windscreens, headlight protectors, crash bars, highway pegs, seat pads and auxiliary lighting. The bikes also feature details like off-road footpegs, higher handlebars, handguards and soft luggage. But the most notable upgrades are what appear to be tubeless spoked wheels, wrapped in dual-sport tyres.

The Long Way Up route totalled 13,000 miles (that’s 20 921 kilos) through Argentina, Chile, Bolivia, Peru, Ecuador, continuing through Colombia, Central America and finally Mexico. It took the pair 100 days to complete, racking up 16 border crossing and traversing 13 countries in total.

Electric motorcycles aren’t known for having a massive range, so how did Ewan Charley do it? Going by the numbers, they only averaged 130 miles (209 km) a day, and the LiveWire’s claimed range is between 152 and 235 km per charge, depending on how you ride. That means at worst, they would only have needed to charge the bikes once during the day, and again overnight to start off with full batteries the next morning.

Finding charging stations at every stop would have been tricky, particularly in remote areas. But according to Ewan (who was speaking to Jimmy Fallon on the Tonight Show), the guys would simply knock on locals’ doors and ask to use their electricity if they had no other alternative.

It’s also not inconceivable to think that the backup vehicles could have had onboard chargers. It’s been widely reported that the team was accompanied by two Rivian R1Ts, which are electric SUVs with a range of 400-plus miles. And it’s also rumoured that those were only part of the support fleet, alongside a couple of petrol-powered vehicles.

We’ll have to watch the series to figure out how they did it, and how much of challenge it really is to traverse a continent on an electric motorcycle. Long Way Up airs on Apple TV+ globally on the 18th of September, with new episodes rolling out weekly.

Battle of the Senses – first encounter with Ducati’s new Streetfighter V4

Bike Reviews

Braam Smit

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Aug 5, 2020

0

Battle of the Senses – first encounter with Ducati’s new Streetfighter V4

Editor’s Note:

Our good friend Braam Smit has recently taken the helm as General Manager of Ducati South Africa. He’ll be piloting the new Streetfighter V4 in the upcoming BOTTS race series. Here’s what he thinks of the Streetfighter V4, in his own words…

I feel her every curve against my damp body, as I look deep into her piercing eyes! They remind me of a Mediterranean thunderstorm, as what seems like tiny bolts of lightning emitted from her intense gaze and widely dilated pupils. She just would not break my gaze as we traverse the dancefloor, locked in a sensual, now almost violent tango!

It started out as a power play, almost like two worlds colliding, challenging each other’s strengths and dare I say weaknesses! Gradually, I find myself almost lost in the moment as my senses allow me to feel and experience on the deepest level! I dare not show my fondness as this sizzling adversary is now zoned in, completely focused. She locks her warm, silky skin on mine as we become one in the zero-zone.

Nothing else matters right now, but being caught up in the moment. I break my gaze for just a second, following a drop of crystal clear sweat rolling down between her breasts, into the crevice of secrecy.

At this point we are in total unity as we move, or should I say glide across the floor. It wasn’t until the dark hours of the morning that she finally surrendered in utter and complete ecstasy! Challenging every fibre of my masculinity, I am not even sure how to process the happenings of the last few, defining hours. Moments we live and die for!

It was much the same tale when I straddled Ducati’s V4 Streetfighter for the first time. The brief was simple! Ride this venomous Italian like a warrior or just miss the moment all together! “What a mind-bending experience”, I think to myself as I slowly process in the afterglow of utter satisfaction.

We are on this planet to live lives of reckless abandonment. We should live in such a way, just long enough to experience one breathless moment before the next! Life is meant to invigorate the senses, to overload our very beings with beauty and sometimes, even ruthless adrenaline!

This is what “Streetfighter” did to me on this crisp, cold highveld afternoon. This is what we live for, why we exist.

But let’s make sense of all this for just a moment….. there you have it! The moment is over, gone….! There is no sense in doing what I am doing right now. No sense, no reason! Just fun, exhilaration, joy, laughter and a soul that ignites inside of me!

I will not apologise for living my life in this danger zone, living this close to the abyss of total annihilation. This is me, and this is the vehicle I chose for today’s journey.

This is “Streetfighter”, this is “Commander in Chief”! Italian passion that asks no rationale or reason. This is a moment with no price tag, no accountability, no excuse!

I will not even begin to mention the feeling of utter unity as we tangoed through what seems like stationery traffic on the freeways around Gauteng. I will not apologise for the feeling of wildness that the wide bars gave, whilst floating through gaps that did not exist!

And then, the quietness when you cut the engine and hear the metal bits “tick….tick”. The smell of newness fills your nostrils as you just stand and stare at the beauty you see…. The moment is over, or should I say complete until the next time, that is!

Ducati has high hopes for the Streetfighter. More and more enthusiasts turn to Ducati in these times of “political correctness”! They seem to love the raw, reckless performance, masked in a beauty that takes your breath away every time you glance over the well-defined curves. For many, it is an object of affection, as much as it is a vehicle of freedom, a body of expression!

A bit closer to home, I must admit how much I enjoy every day spent among the Ducatista, as they are affectionately known all over the world. Under the enthusiastic leadership of Jos Matthysen, I have seldom seen more things accomplished in such a short space of time. Always surrounded by friends and would be friends, never a dull moment in sight. Spontaneous laughter as stories are shared and pleasantries exchanged. This is the world of Ducati.

In my dealings with the folks in charge from Italy, I can say that this pleasant spirit and passion runs right to the core of the organisation. Ducati is like no other brand. Not interested in conquering the whole world, this David of motorcycling has tackled and conquered many a Goliath the world over!

“Enough said!”, I think to myself, as I take a sip of the Martini in my hand, celebrating this Lady in Red, glancing over her every curve. Humming an intimate love song, I think of a name for this exquisite beauty….. “Isabella, yes Isabella is what I’ll call her”, for she is as enticing as any Italian beauty gracing the streets of Bologna….

Ducati Streetfighter V4 S

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

Meet the ‘Tweeners: Four Electric Bikes that Defy Convention

Lifestyle

Wes Reyneke

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Aug 4, 2020

0

Meet the ‘Tweeners: Four Electric Bikes that Defy Convention

The electric motorcycle segment is growing fast, and in some pretty interesting ways too. At one end of the spectrum, you’ve got full-sized motorcycles like the Harley-Davidson LiveWire and the Energica Ego and Eva. At the other end, manufacturers are adding electric motors to bicycles, like the Cannondale Habit Neo.

But today, we’re looking at the in-betweeners. These bikes are physically smaller than, and don’t match the power or range of, full-sized electric motorcycles. And even though some of them are bicycle-like, they’re a step away from traditional pedal-assist bicycles, putting them somewhere in the middle.

Think of them as the modern-day electric versions of the mopeds that many of us grew up riding. They’re better suited to commuting or light trail use than hitting twisties or touring, and some of them can also be ridden without a license in most countries. Which also makes them perfect for people who are curious about biking, but intimidated by full scale motorcycles.

We’ve rounded up four of our favourite ‘tweeners below. Only one of these is currently available in South Africa, so we’ve listed international pricing where applicable (which would obviously exclude any shipping costs or import duties).

Vintage Electric Tracker

Images source: www.vintageelectricbikes.com

The Vintage Electric Tracker is the one bike on this list that’s currently available in South Africa. It’s imported by Crossley & Webb [crossley-webb.com] in Cape Town, along with a couple of other models from the Vintage Electric range. And while it’s not cheap, it has a level of style and finish that informs its price tag.

As their name implies, California-based Vintage Electric make E-bikes that pair modern tech with vintage aesthetics. The Tracker looks just like an old board track racer, with a swooping hydro-formed aluminium frame that creates just the right silhouette.

But Vintage Electric’s real masterstroke is that they’ve packaged the electronics in such a way that they’re actually attractive. The battery and controller sit in a cast aluminium box that mimics a V-twin motor, complete with cooling fins. Other premium touches include a leather seat and grips, leather bump stops on the forks, and a chromed classic motorcycle headlight with LED internals.

Battery capacity is 48v 15 Ah, with a charge time of 3 hours, and a range of between 40 and 80 km. Power is delivered via pedal assistance, or via a thumb throttle, with a top speed of 32 km/h from the 750 W hub motor. (There’s an optional ‘race mode’ that takes that to 57 km/h.)

The Tracker runs with disc brakes, and regenerative braking’s built in too, via the brake lever itself. Optional extras include front suspension (it’s rigid out the box), and a luggage rack.

Price: R 85,000 ($ 4,995 in the USA)
Find out more: www.vintageelectricbikes.com

Super73-R

The Super73-R is hard to pigeonhole. A cross between a mini-moto and a monkey bike, it has clear motorcycle design features—like an almost cafe racer-style seat, and a ‘fuel tank.’ It’s also really minimalist, with the battery hiding in the ‘tank,’ the motor in the rear hub, and most of the wiring inside the aluminium frame.

There’s suspension at both ends, along with a pair of super-chunky 20×5” wheels and MTB-specific hydraulic disc brakes. And despite its size, it can carry up to a 147 kg rider.

Super73 sell the ‘R’ with various rider modes, so that you can select its output according to what’s legal for e-Bikes in your country. So the motor can output anything from 750 W to 2,000 W, depending on the mode, with a minimum top speed of 32 km/h. It’s mainly a pedal-assist setup, but there’s a thumb throttle too. Charging takes six to seven hours with the included 3 A charger, but there’s an aftermarket 5 A charger that brings that down to three to four hours.

Bicycle company Rook Cycles in Cape Town are the official South African Super73 agents, but they’re currently sold out—and it’s uncertain when they’ll be bringing the next shipment in. It’s a pity, because this looks like a great little cafe hopper.

Cost: $ 2,995 in the USA
Find out more: super73.com

Zooz Urban Ultralight

The Zooz Urban Ultralight is the closest thing to a bicycle on this list, but it tugs at our childhood nostalgia. It’s effectively an oversized BMX, with a chrome-plated 4130 Chromoly steel frame, and a motorcycle-esque seat that recalls the banana bikes of old. It’s neatly made too, with the batteries stealthily packed away under the seat.

Aluminium spoked rims are shod with Maxxis tyres, and stopped by Tektro hydraulic brakes. The frame is one size fits all, but there are two different handlebar heights to choose from.

The Urban Ultralight is rated in the US as a class two E-bike—which means it can be ridden anywhere a regular bicycle can. Zooz don’t list its top speed, but it has a range of at least 40 km, making it perfect for urban use.

Zooz only made 100 of their first-run Urban Ultralights, but a second production run is currently been planned. Delightfully simple in its approach, the Urban Ultralight is the one we’d pick for scooting around town like the unruly kids we all really are, deep down inside.

Price: $ 2,500 in the USA
Find out more: www.zoozbikes.com

Ubco 2×2

The Ubco 2×2’s name has quite a literal meaning: this utilitarian-looking scooter has two 1 kW motors, one for each wheel. The New Zealand company originally designed the 2×2 with farm use in mind, equipping it with twin motors for better grip and control all around.

It’s probably the most practical machine on this list, with a tough trellis structure and ample packing space. The frame is littered with little mounting lugs too, which allow you to bolt on a number of Ubco accessories (or anything else you can make fit). The 2×2’s also sporting 17” wheels with chunky rubber, and suspension with 130/120 mm travel (front/rear).

Right next to the charging port you’ll find a 12 V outlet, along with two USB ports for charging devices on the go. And there’s a smartphone app available too, that connects to the 2×2 via Bluetooth and actually allows you to customise the ride experience.

The battery itself is a 52.2Ah / 50V Lithium-ion unit, that charges up in six to eight hours. Max range is 120 km, and with a top speed of 50 km/h, the 2×2 should be OK for farms, trails and even light commuting duties.

Price: NZ$ 7,999 in New Zealand
Find out more: www.ubcobikes.com

How to make sure your motorbike is correctly insured

Features

ZA Editorial Team

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Aug 4, 2020

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How to make sure your motorbike is correctly insured

Owning a motorbike is a pleasure. Making sure it’s correctly insured is a bit trickier. When it comes to two wheels, not all brokers and insurers are created equal.

We asked Craig Langton, owner of Fire it Up! motorcycles, and six-time SA Superbike champion Clint Seller, who heads up the King Price xtreme riders, for their top tips on making sure your pride and joy is properly covered.

“Firstly, and as a golden rule, ensure that your broker and insurer specialises in motorcycles. I always know when a customer has chosen an insurer that doesn’t know bikes when the agent calls me and says: ‘A Honda CBR1000, what vehicle is that? I can’t find it in the book’,” says Langton.

Here are some points to keep in mind when insuring your wheels:

Be a stickler for detail

Always ensure that the description of your motorcycle is 100% accurate. For example, a 2018 BMW R 1200 GS Adventure must be described exactly like that, and not simply 2018 BMW R 1200 GS. This will make a big difference when you claim, says Langton. Also, ensure that the year of manufacture and year of registration is correctly noted.

Get the value right

It’s critical that your motorcycle is insured for the correct value. If you buy a motorcycle for R100 000, the trade value is R70 000 and retail is R80 000. In a total loss situation, the insurer will typically pay R75 000. “If you’re paying over ‘book value’, it is important that your insurer covers the purchase price and not ‘book value’ or you will be left out of pocket,” says Langton.

Seller says policies based on a motorbike’s retail value generally undervalue the bike. King Price allows its clients to insure their motorbikes for an agreed value, which includes its accessories, and which doesn’t depreciate. This means that your bike is always insured for what it’s worth.

Cover your kit and extras

Ensure that all your extras, including your riding kit, are noted, as these are normally covered as part of the policy. King Price allows comprehensively insured bikers to insure their motorbike gear – including helmets, boots, jackets and other riding gear, which are often worth tens of thousands of rand – for an extra R1 per month.

Mind the gap

If there is a total loss situation, do you have enough cover in place after excesses to replace the motorcycle? If the motorcycle is financed, make sure you add on cover for the shortfall, which closes the financial gap between what you still owe the bank and what the motorbike is worth in the event that it’s stolen, hijacked or written off.

Careful with those excesses

The excess is the first amount payable in the event of any claim. Generally, a higher excess means a lower premium. But be careful: make sure you can afford to pay the excess in the event of any loss. “Always settle on an excess that is in line with your financial circumstances and riding style,” says Langton.

Check the fine print

Some repairers may insist on painting or refurbishing damaged parts: make sure you are comfortable with this, and discuss it with your broker or insurer. It’s also worth checking what extra benefits your insurer offers. King Price even covers accidental damage that occurs at track school, provided the visit to the track school is pre-approved, as well as damage that happens while an insured motorbike is being on or off-loaded, or is in transit.

For more on King Price motorbike insurance, click here

WP FOCUS ON NEW PREMIUM STREET SUSPENSION COMPONENTS

Motorcycle News

ZA Editorial Team

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Jul 28, 2020

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For more than four decades, WP Suspension has stood for pure motorsport and, thanks to its premium performance suspension components, provides precisely the split second that decides between winning and losing. More than 300 FIM World Championship titles testify to the technical superiority in every terrain and over 139 official sales partners – so-called “Authorized Centers” – in 28 countries guarantee direct support for motorcyclists with the highest demands on performance and innovation.

With the new focus on high-quality suspension components for the after-sales market, WP lets the experience and successes from international motorsport cooperations flow into the development for street suspension components. Therefore APEX PRO COMPONENTS offer demanding motorcyclists a constantly growing selection of premium cartridges, forks, shocks and steering dampers.

Thanks to the highest demands on material quality, the lowest manufacturing tolerances and special performance-oriented innovations, all new APEX PRO COMPONENTS raise the bar for premium suspension systems in the street segment to a new level. WP PRO COMPONENTS can be adapted to the needs of every rider and every driving situation via a wide range of adjustment options.

With the new APEX PRO 7500 Cartridge, the APEX PRO 7746 Shock and the APEX PRO 7117 Steering Damper, the KTM 890 DUKE R and KTM 1290 SUPERDUKE become absolute street racers. The suspension components, developed in racing and manufactured with the highest precision, ensures that the motorcycle’s performance lands exactly where it belongs – on the street. In the future, WP Suspension plans to continuously expand its portfolio with suitable products for a large number of other manufacturers.

UPDATE OF THE WP SUSPENSION COMPANY LOGO:

The new focus on the street market is accompanied by an update of the company logo with the new claim “Suspension”. WP Suspension is now concentrating on a new customer group of motorcycle enthusiasts and offers premium support and technical innovations to take the motorcycling experience to a new level for all performance fans.

BMW launch their exciting new F 900 R, F 900 XR and S 1000 XR in SA

Bike Reviews

Dave Cilliers

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Jul 28, 2020

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BMW launch their exciting new F 900 R, F 900 XR and S 1000 XR in SA

Photo credit: Rob Till / BMW Motorrad SA

Before the world reeled under the impact of a virus from Wuhan called COVID-19, I was privileged to attend the world launch of these three bikes in Almeria, Spain. The 900’s are totally new models, whereas the S 1000 XR, whilst an existing model, has undergone a total remake. For all intents and purposes, it is a new model too. We recently joined some other journo’s for a day in the countryside riding these bikes around the Magaliesburg, as well as in your typical Gauteng urban sprawl.

I am not going to bore you with the details of what these bikes are about, as you can get all those details from my ‘extensive launch report‘. What I want to share is my observations on these bikes under local conditions. My favourite of the trio after testing them in Spain was the feisty F 900 R. It felt just a smidgen sharper than the XR which is endowed with longer travel suspension.

In local conditions with our less than perfect roads, it is a slightly different story. I suspect that the more supple ride, bigger tank and adjustable windscreen on the F 900 XR will make it the favourite 900 for local riders. Take nothing away from the R model though. Fans of “naked’s” will love this bike.

In Almeria, I was a little overwhelmed by the S 1000 XR. The tight, twisty and undulating roads that we rode made handling the heavier, powerful 1000 harder work than the nimble 900’s. Fast forward to SA and it is a whole different story. On our fast sweeping roads, the S 1000 XR absolutely rocks!.

The latest incarnation S 1000 XR is lighter, faster and smoother than its predecessor. The superbike genes come shining through and the chassis and suspension revel in SA road conditions. If that bad back is making your superbike a pain, do not despair, you will feel right at home on Bee Emm’s tar biased Adventurer with GS like relaxed ergonomics.

Over a pleasant lunch at Cradle Moon, we got another couple of pleasant surprises. First was being introduced to the new charming General Manager of BMW Motorrad in SA, Penny Sterley, who we plan to chat to in more detail soon.

Secondly, another new arrival in the form of the long-awaited BMW R18 First Edition Cruiser, which was unveiled over lunch. Elegant in the extreme, we will bring you more on this bike later too.

With prices starting at around R196,000 for the R 900 R, just over R205,000 for the XR and the 1000 XR at R274 900, you get a lot of bike for your spend. I say “starting price” because, typical of BMW, you can choose to spec your bike with a whole bunch of factory accessories to suit your needs. Go down to your nearest dealer and check out the exciting new additions to the Beemer range. I am sure you will not be disappointed.

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

Urban Mobility, E-Bikes, and the Cannondale Habit Neo 3

Lifestyle

Dave Cilliers

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Jul 28, 2020

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Urban Mobility, E-Bikes, and the Cannondale Habit Neo 3

After our review of Energica’s new electric motorcycles, we promised that we were going to take a more in-depth look at the application of electric power in two-wheelers. When you start researching the massive worldwide effort to solve the urban mobility problem, you find a consistent theme; bicycles, E-bicycles and hybrids (essentially E-bicycles without pedals) are at the forefront.

So what’s the buzz about urban mobility? Essentially, the world’s cities are becoming gridlocked smog dens, and no real solution has been forthcoming. Londoners pay a levy to take cars into the city centre, but to no avail—traffic remains a nightmare. The UK government has allocated billions of Pounds to fast track developments of E-mobility as future forms of public transport in the attempt to promote social distancing in a post-COVID-19 era. Hopefully, we should see both an increase in technology and a decrease in price over the coming years.

Photo credit: Milagro, courtesy of Vespa.

Sales of E-bicycles (or pedal assist bikes) have soared exponentially over the last few years. E-bikes outsold conventional bicycles in the Netherlands last year. The UK are hoping that E-bikes will replace cars for short hop commuting and trips, saving a bomb on infrastructural wear and tear, as well as public health costs as citizens get fitter and healthier.

Major car and motorcycle manufacturers are all allocating huge spend and R&D resources to develop E-bikes. Both Ford and GM have launched E-bikes, and urban transport players like Uber and Lyft are already experiencing big success with them.

Every major bicycle manufacturer offers E-bike options too. On the motorcycle front, Ducati, KTM and Triumph all have bicycle options, and I am certain that other manufacturers will follow suite.

This can be the boost that the motorcycle industry has needed, manufacturers just have to be wise in how they approach it. We know that the ‘Playstation Generation’ are not riding bikes in any great numbers, but electric mobility might just be the answer.

Think for a moment how incredibly cool a retro style cruiser E-bike from, say, Harley-Davidson would be? Kids could have this uber-cool retro Harley bicycle that captures all the soul and heritage of the brand. Come the time when such a kid wants more than the E-bike can offer, he has already bought into the Harley ethos, and they have a potential motorcycle customer.

Harley-Davidson clearly understands this, because they’ve already stated their commitment to E-mobility across a wide range of applications. The H-D LiveWire sits at the top of the spectrum, with their IRONe range of electric balance bikes offering something for the little ‘uns. And brands like KTM, Ducati and Triumph clearly get it too.

The hybrids I referred to earlier offer a stepping stone from bicycles to motorcycles. These are torque-rich, electric-powered dirt and urban weapons. Companies like CAKE and Super73 in the US are building amazing two wheelers that utilise electric power.

Range issues which plague full size electric motorcycles are a non-event for these city slickers. Their more moderate power demands allow a more practical riding range with plug-in-and-play convenience. Rather than being a threat to petrol powered bikes, I believe they could be the salvation, and we’ll be looking at these in more detail in the near future.

So what is a bicycle with an electric motor actually like to ride? We got my son (also Dave), who has ridden motorcycles since age four, and also happens to be a top Ironman competitor, to put the Cannondale Habit Neo 3 to the test. Along to take some pics was our other resident mountain-bike free ride junky, Bjorn Moreira.

Sure, it’s a mountain bike—which makes it more of a hobby machine than a mobility solution. But the principles of a pedal-assist MTB and a pedal-assist commuter bike are the same, it’s just the terrain that’s different. Here’s the report…

The Cannondale Habit Neo 3

Being a keen and competitive cyclist nowadays comes with a certain perceived aura. So if you’d asked me previously whether I would have been up for a ride on an E-bike, the answer would have been a resounding “over my dead body.” After all, I am a ‘proper’ cyclist.

Well, recently my ego was served a massive slice of humble pie after doing just that. And oh boy, what a tasty slice it was.

My active and competitive participation in triathlons has led to me regularly testing and reviewing bicycles. So I put my tail between my legs, and collected the Cannondale Habit Neo 3 E-mountain bike from Epic Sports in Centurion. Epic owner, Paul Cordes, gave me a quick rundown on the ins and outs of all things ‘lazy cycling,’ and what seemed like a very technical set up.

Off I headed to Big Red Barn in Centurion, to test what initially felt like a weighty, electronic behemoth, compared to my regular lightweight dual-suss race rig. I say ‘behemoth’ with a bit of Aromat sprinkled on, because I had to drop the tailgate on my Ford Ranger to load it. At a hefty 23 kg, thanks to the addition of the Bosch electric motor and battery, can you blame me?

Red Barn is littered with tight, twisting single track, with berms and jumps for days. It’s a facility that seems to be set up for lightweight race snakes, on race bikes that weigh the same as a feather from a down duvet. You would think that the Habit Neo would battle to carve the turns and jumps—but on the contrary, it absolutely slays them, with an effortless ability to change direction!

I believe this is due to the location of the battery and motor. They both sit nice and low on the bike, below the cranks, centralising the mass and giving the Neo a low centre of gravity. Like the late rugby legend, Jonah Lomu, the Habit Neo is hefty, but has a wicked side step.

It’s also a dirt jumper’s dream, in that the weight adds an uncanny stability in the air. Unlike a lightweight race machine where you cannot afford to be an inch too far forward or back, this chunky beast actually feels way more settled and forgiving. (Even for the likes of me, who spends way more time on my TT bike than dirt jumping.) In fact, it reminded me more of my days of scrubbing table tops on my KTM 250 when I was young and fearless.

Adding to the immense amount of grip in turns, and the ability to absorb impact on landings, are wheels and tyres that look like they could have come off my 250. Laced in are a set of WTB ST i29 TCS tubeless rims, with proper grippy Maxxis Rekon 29×2.6” rubber.

The Habit range is predominantly built for trail and enduro riding, so suspension is of the utmost importance. There’s been no skimping here—the Habit Neo 3 is pleasantly specced with RockShox 35 Gold RL air forks with a whopping (in MTB terms) 140 mm of travel. They not only help absorb landings, but also make hard hits from unexpected lurkers less bone-crunching and wallet-draining.

At the rear you have the equally burly and well-damped RockShox Deluxe Select R air shockIt has 130 mm of travel, which is yet again crucial for saving the tush and lower back from unnecessary punishment.

The more expensive Habit Neo 1 has far more budget-buckling suspension in the form of RockShox’s Deluxe Ultimate RT, which allows for more fine-tuning for expert level riders. But I was more than impressed with the Neo 3’s suspension setup (then again, I am by no means a full-time pro.)

Imagine Siya Kolisi accelerating to Wayde Van Niekerk-level speed, and suddenly needing to stop. The potential person on person impact, or, in the case of the Habit Neo, human on tree impact, could be catastrophic! Luckily a massive Magura MT30 twin pot caliper on the front, with an equally massive Spider rotor, gives you complete peace of mind.

But the Habit Neo’s real stand-out feature, is the ‘E’ factor. In the early days of the E-bike craze, you climbed on, pedalled and received this heavenly shove in the desired direction with only one setting. Now, on this machine, you have the option of multiple assistance settings, ranging from ‘Eco,’ for some minor and fitness-promoting assistance (20%), all the way to ‘Turbo,’ for serious acceleration.

The ‘Turbo’ setting, when engaged with just a minor turn of the pedals and the flick of a button, shoves you forward in a way that would make my dad’s Triumph Tiger need to drop a gear. Unfortunately, the top speed is limited to roughly 30 km/h (legislation limits E-bicycles to 25 km/h). So once you’ve dropped your mates like a bad habit, you need to have some serious quads and fitness levels to stay ahead of them on a flat road, where speeds in excess of 30 are not unheard of.

At 23 kg this would be a challenge, hence the bike being better suited to trail and enduro-type riding. Having said that, if all else fails, you can catch them on the next uphill!

Other modes include ‘Tour,’ for a more sedate ride, as well as the ‘EMTB’ mode for a more competitive edge, when acceleration is needed between turns without ripping your arms off. All of these modes come with different battery life restrictions—ranging from 40 km in ‘Turbo’ to 100 km in ‘Eco’ and ‘Tour.’

The last setting, which is the one that created the most boyish giggles, is, wait for it… ‘Walk’ mode! You heard me; imagine being caught in a bottleneck up a climb and having to dismount and push 23 kgs up a loose, sandy incline. No problem for the Habit Neo. Flick it into ‘Walk,’ and the motor will engage just enough to make the Habit Neo roll alongside you, while you stroll along without sweat pouring down your brow.

All said and done, the Cannondale Habit Neo 3 was an immense surprise to me. Not only because I realised how much fun E-bikes can be, and how the industry is sure to boom with them, but also because of how much attention to detail and passion has gone into the bike. This is a bike built by a company with an obviously talented and well-groomed R&D department, that has tested their bikes in every conceivable type of terrain.

The Habit Neo is a great bike and certainly one to consider, even if you are competitive like me, but are looking for hours of no-nonsense fun without the pressures of having to train. If your mind remembers what your body has long since forgotten, and you are not sure that you need the pain of getting back up to speed again, then the Habit Neo 3 could make the whole exercise a pleasure.

Whatever type of rider you are, I do believe that once you have slung your leg over one of these it will find place in your stable, even if the prices range upward of R80,000. But hey—how can you put a price on hours of fun in the sun?

SYM – an international success story

Motorcycle News

ZA Editorial Team

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Jul 28, 2020

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In 1954 the Sanyang Electrics company was formed in Taiwan to manufacture dynamo-electric lights for bicycles. In 1962 the newly formed Sanyang Industry Co. Ltd became the first motorcycle manufacturing company in Taiwan after entering into a technical cooperation agreement with Honda. This relationship ended in 2002 when Sanyang Motor Co, as it is known today, started building their own brand of motorcycles, scooters and ATV’s under the SYM banner. Over the years SYM has built over a staggering 16 million scooters and developed an enviable reputation for quality and reliability.

Although available in SA for many years, SYM has really flourished locally since the SA distribution rights were awarded to KMSA Distributors. The brand has grown from strength to strength, with an ever-expanding range of scooters and light motorcycles. Currently, the top-selling scooter brand in SA, SYM have established their dominance by offering top quality products at affordable prices, backed up by a countrywide dealer network.

Customers can thus enjoy complete peace of mind when they acquire any SYM product, be it as a commuter, leisure vehicle or hard-working commercial unit.

Little known facts about the Sanyang Motor Co.

Assemble much of Hyundai’s vehicles for the Taiwanese domestic market
Build 600,000 motorcycles and 20,000 cars per year
Has strategic partnerships with Hyundai, Mahindra, Bombardier and International Trucks
Has manufacturing plants in Taiwan, Vietnam, China and Japan
Enjoys an annual sales revenue in excess of 1 Billion US dollars

For more information visit: www.sym.co.za

Return to Jerez: Survival of the fittest at the Andalucía GP

Motorcycle News

Bjorn Moreira

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Jul 27, 2020

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Return to Jerez: Survival of the fittest at the Andalucía GP

A return to Jerez this past weekend was a chance for many riders to hit the restart button and get their 300 HP missiles dialed in for round two of the 2020 MotoGP Championship. Brad Binder brought the pace he’d already found at the previous race weekend, and set the 3rd fastest time during free practice, securing a Q2 qualifying for Saturday. A 1’37.596 lap secured 9th position on the starting grid, a further improvement from last week’s qualifying.

The Michelin man was thrown into a fiery furnace, with the air reaching 40 and the tarmac reaching 59 degrees Celsius. There was drama in the first turn, with a dive on the inside from Danilo Petrucci forcing Brad wide and into Miguel Oliveira, ending his race and pushing number 33 to the back. Some bad déjà vu for Brad and his fans, but this is racing and our favourite rookie didn’t throw in the towel.

A clearly pissed-off Brad quickly charged through the pack from last position on his trusty RC16, setting lap times equal to the leaders for the second Sunday in a row, on his way back to 12th. An unlucky combo of turn 13 and lap 13 ended the South African’s GP, with a massive high side.

The race barely continued after lap 15, with heat exhaustion and melting Michelin rubber starting to become a massive concern. In the end, only 13 competitors finished—including Red Bull KTM’s Pol Espargaro, who settled into a steady pace to clinch 7th.

All eyes were on 21-year-old Fabio Quartararo, who pulled an unattainable lead early on, winning his second consecutive race and solidifying himself as a championship favourite. Maverick Viñales had a hard time, battling exhaustion (and his teammate) to finish second. The third step of the podium however, was clinched by the 41-year-old living legend, Valentino Rossi; The Doctor’s 199th podium in the premier class.

Brad Binder: “Today definitely did not go to plan and the worst thing was that I destroyed the race for Miguel. He’d had a great weekend up until then and I’m sure he would have had a strong race. Really sorry about that. I had a good start and I didn’t see Danilo on the inside and when I picked up it was already too late: I couldn’t avoid Miguel. When I saw the crash I was really worried so I’m glad he’s OK. After that my race was already difficult. I tried my best to track my way through the field. I kept working and pushing and coming into the last corner I tucked the front and I tried to pick it up but it gripped and high-sided. Luckily I’m OK and we’ll try again next time.”

Mike Leitner, Red Bull KTM Race Manager: “The weekend in general was very positive and we were very optimistic for the race but this is how the sport is sometimes. It was sad to see Miguel and Brad out of the running on the first corner but we have seen many problems at this turn over the years. Brad pushed and showed great speed again until he went a bit too hard into the last corner. We’re happy the riders are all fit and can go to Brno without any problems. Pol is up to 5th in the championship now and we saw that many bikes had serious problems in the conditions but we were able to finish. We’ll take this 7th position as a positive and we worked hard for it. We’ll go to Brno hoping for another good week.”

The next round will take place on the 9th of August in Brno, Czech Republic.

Results MotoGP Gran Premio Red Bull de Andalucía 2020
1. Fabio Quartararo (FRA), Yamaha 41:22.666
2. Maverick Viñales (ESP), Yamaha +4.495
3. Valentino Rossi (ITA) Yamaha +5.546
4. Takaaki Nakagami (JPN), Honda +6.113
5. Joan Mir (ESP), Yamaha +7.693
7. Pol Espargaro (ESP), Red Bull KTM +17.488
DNF. Brad Binder (RSA), Red Bull KTM
DNF. Miguel Oliveira (POR), Red Bull KTM Tech3
DNF. Iker Lecuona (ESP), Red Bull KTM Tech3

The 2021 KTM 450 Rally Replica is Literally Ready to Race

Motorcycle News

Wes Reyneke

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Jul 24, 2020

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The 2021 KTM 450 Rally Replica is Literally Ready to Race

KTM might not have taken gold in this year’s Dakar Rally, but from 2019 backwards they enjoyed an eighteen year winning streak in the iconic rally. That makes them the winningest manufacturer in the Dakar (nine wins ahead of Yamaha, if stats are your thing).

That’s quite a racing pedigree, and one that KTM’s put to good use over the last few years, by regularly releasing ready to race rally bikes. This is their latest offering: the 2021 KTM 450 Rally Replica. It’s a bike that anyone can literally purchase and run in the Dakar … presuming they have the skill and fitness to keep up.

The KTM 450 Rally Replica isn’t just a dressed up enduro bike with long range tanks and a nav tower. It’s literally the closest you can get to the bike that factory riders Toby Price, Matthias Walkner and Sam Sunderland tackle the world’s toughest rally on.

There’s very little here that’s off-the-shelf. The 450 cc motor’s crammed into a race-specific chassis, that features a chromoly steel trellis frame and an aluminium swing arm. It’s a really trick setup, with the rearward 16 fuel tank doubling up as part of the subframe structure.

Suspension is, as always, from WP, with WP XACT Pro closed cartridge forks featuring Cone Valve technology up front, and a WP XACT Pro shock out back. There’s 305 mm of travel up front, and 300 mm out back. Everything is fully adjustable, and designed to do what rally bikes have to: perform well across varying, yet always brutal, terrain.

The engine package includes a new gearbox and updated shift mechanism, along with some goodies from KTM Motorsport partners, Pankl Racing Systems. What’s more, KTM worked with their Red Bull KTM Factory riders to work out the gear ratios—so the gearing is the same as you’ll find on their race bikes.

Other highlights include an Akrapovič exhaust, Excel rims and a carbon fibre nav tower. It also features all the requisite rally-specific bodywork—like long range tanks and a massive sump guard. And even the ergonomics match the race bikes, with a slim profile, and a race-specific seat that stands at a whopping 960 mm tall.

It comes in all-white with minimal graphics; presumably so that installing your own sticker kit isn’t too much of a schlep. And it weighs a paltry 139 kilos.

So what does a Dakar-winning machine like this cost? Just EUR 25,900 in Europe (a hair over R500,000), plus import duties and shipping. KTM will only be making 85 of these, and they’ll be available from September. And if you’ve still got some change left over, they’re offering a full race support package too.

Brad Binder starts off his freshman year with a banger

Motorcycle News

Bjorn Moreira

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Jul 20, 2020

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Dry eyes, goosebumps and heart palpitations were just some of the symptoms experience by us Binder fans, come Sunday. We could only but imagine how the freshman felt as soon as that HJC helmet visor shut.

A well setup package by Red Bull KTM and some serious lap after lap pace during qualifying, granted our fellow South African his 11th place starting position. With track temperatures exceeding 55 degrees, selecting the right rubber was crucial, as many riders came to find out mid-race. (Brad went with a hard front and a soft rear.)

Lights out, and the battle royal had commenced! Brad’s new number 33 KTM RC16 quickly made its way up into eighth position, right behind his teammate Pol Espargaro after just one 4.4km lap around Jerez. Unfortunately, on lap seven, after missing his braking marker and running wide, Brad lost 25 seconds and slid into a lonely 18th.

We only found out what had caused Brad’s sudden drop in position after the race though, because the cameras were focused on Marc Marquez. After running into the gravel and falling way down the field, he mounted a sensational campaign to get back onto the podium—cut short by a terrifying high side that’s left him with a broken arm.

Then there was Fabio Quartararo’s textbook race to first place, making him the first Frenchman in 21 years (his age) to stand on the top step of the podium. And Andrea Dovizioso’s battle onto the podium.

With a keen eye on rider positions though, we soon realised that Brad’s mistake hadn’t demoralised him one bit. In the closing stages of the race, he made up for lost time, fighting brilliantly to finish 13th. What’s more, he lay down a number of fastest laps in the process.

Brad heads into the next race with three points to his name, with teammate Pol Espargaró’s strong ride to 6th earning him 10 points. Two things are clear: KTM are on the pace, and they’ve made a good call by promoting Brad to the premium squad.

Brad Binder: “In general, it is not too bad. I’m super-happy with the way the bike is. I need to say sorry to my team because today we could have done a good job and taken a good result but at the end of the day we live and we learn. I made a mistake and I won’t do it again. I knew I could be there in that group with the guys, I didn’t know I would be able to sit there quite comfortably. That was a bit of a shock for sure. I’m really happy that my training in the off-season worked because this is a whole new ball game. I must be happy. The whole package is working so well so I must say thanks to KTM for all their work and I’m looking forward to seeing what we can do in the next races. Let’s keep our heads up and keep this work ethic going.”

Mike Leitner, Red Bull KTM Race Manager: Brad was outstanding to be in the leading group and until he saved his crash. His comeback and lap-times were amazing. It was a big lesson for him.

MotoGP will be staying in beautiful, sunny Spain for another great round at Jerez but this time for the Gran Premio Red Bull de Andalucía on the 26th of July.

Results MotoGP Gran Premio Red Bull de España 2020

1. Fabio Quartararo (FRA), Yamaha 41:23.796
2. Maverick Viñales (ESP), Yamaha +4.603
3. Andrea Dovizioso (ITA) Ducati +5.946
4. Jack Miller (AUS), Ducati +6.668
5. Franco Morbidelli (ITA), Yamaha +6.844
6. Pol Espargaro (ESP), Red Bull KTM +6.938
8. Miguel Oliveira (POR), Red Bull KTM +13.441
13. Brad Binder (RSA), Red Bull KTM +29.640

Ducati’s Streetfighter blows into town

Motorcycle News

Dave Cilliers

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Jul 20, 2020

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On Wednesday the 15th July, Ducati SA invited some friends and members of the motorcycle media to dinner at the Godfather restaurant in Midstream, Pretoria. The occasion was rather special. To one side of the restaurant, four motorcycles were hidden from sight by black covers. Braam Smit, Ducati’s newly appointed General Manager told a rather suggestive and sensuous tale of a wild Italian beauty to some general applause, after which Jos Matthysen, the Ducati boss man, introduced Manny, Brandon and Douglas as the proud new owners of Ducati’s new Streetfighter V4 S. Recognizing the importance of spousal support, Jos handed magnificent flower bouquets to Brandon and Doug’s wives who were also present.

Manny was then tasked with unveiling the first of the four Streetfighters which were hitherto hidden from view. Manny’s bike was distinguished by a custom “Manny 1” number plate. Manny inserted the key and then hit the starter button. The restaurant was instantly filled with the raucous bark of a race exhaust equipped Ducati V4. The assembled Ducatisti jostled for a better view whilst attempting some semblance of social distancing. This sequence was followed by Brandon and Doug unveiling and similarly lighting a fire in the belly of their blood-red beasts. The three new owners will need surgery to remove those smiles!. As a final gesture of thanks for their custom and welcome into what is becoming a growing and intimate Ducati family, Jos presented them with top of the range Scorpion helmets. Jos and his team seem intent on going to great lengths to promote the Ducati “Familia”.

Good food, good company and the sight and sound of those magnificent V4 Streetfighters was a great respite from the misery of COVID and lockdown. The fourth and final V4 was presented to Braam as his ‘BOTTS’ racebike. He was totally gobsmacked by this gesture from his long time friend and new boss. Festivities were brought to a close rather early as everyone had to get going to respect the recently imposed curfew.

Thank you Ducati for sharing this special “family moment” with us!

Fire It Up! moves to new Bryanston store

Features

ZA Editorial Team

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Jul 20, 2020

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Fire It Up! moves to new Bryanston store

Fire It Up! Motorcycles, South Africa’s largest-selling motorcycle dealership, has made the long-awaited move from Fourways to its new home on Main Road in Bryanston between Sandton Clinic and Grosvenor Crossing.

The new store offers a unique buying experience starting with a larger floor space that increases from the previous store’s 1600 square metres to 4000 square metres distributed throughout three storeys. The main Fire It Up! showroom has more access to motorcycles and more comfortable browsing. At the same time, sales desks are a thing of the past with showroom staff instead using iPads to formulate the best deals whilst customers relax on couches and cocktail-style tables.

Fire It Up! also remains South Africa’s largest buyer of motorcycles, and the buying process has also seen a revamp with a smoother, more streamlined experience for sellers bringing their bikes to the store for a valuation. Fire It Up’s famous “same day cash in your account” policy is still proudly in effect.

For buyers or sellers who are not able to visit the store in person, the successful Fastrack facility is available whereby entire deals are handled remotely through phone calls and online communication. Call or email the store for more details.

Like the showroom, the new accessories department has been expanded with a greater variety of goods for an even more extensive range of rider needs, especially off-road riders who can now enjoy a far more comprehensive range of gear.

The new restaurant with an eat-in area is serving cooked food with a house barista offering a range of quality coffees. To add to the social experience, the restaurant will feature screens that will show MotoGP rounds, workshop evenings and movie nights.

There’s more good news coming soon for the off-road fraternity – a new off-road and adventure demo track next to the store is coming where customers may test ride the performance of dirt bike and adventure machines. This is an exciting prospect for dirt and adventure enthusiasts who usually do not have that option when buying their off-road capable machines.

All services and repairs will happen in-house thanks to the new, larger Fire It Up! workshop with more staff and even better equipment. The Performance Technic facility is moving from its Kyalami premises and will be incorporated into the Bryanston store, including the famous dynamometer facility and the range of Rapid Bike and Sprint Filter performance products.

The new Fire It Up! boasts a larger parking area for customers, plus an outside area that will be used as a Sunday Motorcycle Market. Anyone wishing to sell motorcycles, spares, products and other motorcycle merchandise will be able to display their goods to the public every Sunday. Details about the Sunday Motorcycle Market will be coming soon.

The Bryanston store will serve as the new home for the popular Fire It Up! Club. It will be the starting point for Club rides and will be the venue for various other club social events. Keep an eye out for updates and more good news from the Fire It Up! Club.

The new store is already up and running, but there will be a Grand Opening event on 1 August (between 8:00-14:00) that will include; several huge prizes to be given away on the day and unheard-of specials on accessories & tyres.

To be eligible, make your way to the store and take a photo with Berto in front of the MotoGP Wall, then post it on Facebook or Instagram using the hashtag #FireItUpBryanston.

The winners will be announced via a live stream on the Fire it Up! Facebook page.

Tel: 011 467 0737
Web: www.fireitup.co.za
ZA Bikers Profile: Fire It Up!
Email: [email protected]
Social: Facebook / Instagram
New address: 1 Halifax Street, Bryanston, Sandton Google Map

Yamaha’s long awaited Ténéré 700 breaks cover

Motorcycle News

Dave Cilliers

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Jul 20, 2020

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At long last Yamaha has announced the arrival of a homologation Ténéré 700. This means that bikes will start to arrive in the not too distant future. It seems that Yamaha plans to make some Demo models available prior to the release of customer bikes around October. The Ténéré 700 has received universal acclaim for its simple middleweight adventure bike recipe. Yamaha has chosen to keep things really basic by mating a proven engine with a capable chassis and not cluttering the bike with an overbearing electronics package, which many enthusiasts feel are over-the-top.

The Ténéré 700 has ABS which can be totally disabled for offroad and that is it. The overall balance makes for an easy riding controllable package which is high on fun and reliability.

The dominant feature of the Ténéré 700 in every market to which it has been introduced has been a compelling purchase price. Not inflated by the development and fitment of complicated electronics, the Ténéré 700 has undercut its more heavily spec’d peers by a considerable margin. In the cash strapped world in which we live, buyers want maximum bang for their buck. The value proposition that the Ténéré 700 has offered to date internationally has resulted in spectacular sales success.

I know that similar European bikes which are in the same category, are euro cost-based, whilst Yamaha’s are yen based and the relative strength or weakness of the rand against those currencies will have a bearing effect on pricing, which is likely to push the price up. But let’s watch this space with huge interest, if Yamaha can try and match ‘locally’ the international price patterns for the Tenere, I can tell you one thing, they will sell every Ténéré 700 that they can lay their hands on!

For more information visit your local Yamaha dealer: www.yamaha.co.za

Triumph’s terrific new T-plane 900 Triple Tigers – Putting some Braap into the Whoop

Bike Reviews

Dave Cilliers

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Jul 17, 2020

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Triumph’s terrific new T-plane 900 Triple Tigers – Putting some Braap into the Whoop

Photo credit: Joe Fleming / Bonafide Moto Co.

Triumph developed their 800 Tigers into excellent motorcycles over the years. Continuous refinement resulted in smooth, powerful and good handling bikes with a high specification level as standard. The motor was both its biggest strength and weakness. The 1-2-3 firing order produced a sonorous “whoop” exhaust note translating into decent performance. A little too decent in the dirt though. The regular power pulses into the crankshaft tended to break back wheel traction easily on loose gravel resulting in the bike “spinning up” and losing drive.

Opposition manufacturers in the same segment utilize twin-cylinder engines with 270-degree crank throws. The longer gap between power pulses allows the back wheel to find traction and the resulting drive. The other inherent design feature of the 800 is that the engine is slim, which is good, but tall, which is bad when you are trying to keep the bike’s centre of gravity low. Triumph’s R&D must employ some clever fellows, because they came up with a solution which is truly brilliant.

Enter the T-plane crankshaft. In the 800, the crank received a shove after every 120 degrees of rotation, whereas with the 900 engine the crank gets pushed at 0, 90 and then 180 degrees courtesy of a new “1-3-2” firing order. On the road, this translates into a Jekyll and Hyde personality. Low down you get the feel and sound of a silky torquey twin, mutating into a ripping triple through the midrange and top end. The sound is wild too. Gone is the whoop-whoop of old, replaced by an urgent ripping shriek which stirs the soul.

The bike has over 10% more torque across the rev range, peaking at 87 Nm @ 7,250. Peak power is pretty much the same as the 800 at 94 bhp, but the 800 only catches up at the very top of the rev range. All the way there the 900 out powers it by quite some margin. The new bike has a totally different temperament. It feels mellow and under stressed at lower rpm and has a thrum at higher revs that gives the bike real character. To call it vibey would be unfair, as it compares favourably with any of its competitors. It is only when compared to the silky 800 that you would even notice the thrum (our new word for a throb and a hum).

I currently own a last-generation Tiger 800. Getting back on my bike after 4 days of riding the 900 in its GT Pro and Rally Pro form, I promptly stalled the 800 pulling away. Easing the clutch out just off idle is no problem on the torque-rich 900. Overtaking is a non-event, stay in top gear and just open the throttle. You would have to drop a gear to match it on the 800. I am going to discuss the GT Pro in-depth, as I spent way more time on it than on the Rally Pro.

The styling is typically Triumph Tiger, but in a thoroughly modern way. The subtle use of colours and brushed aluminium, LED lighting and generally sharpened features give the Triumph a modern, handsome and purposeful look. The windscreen and deflectors are smaller and neater, yet work every bit as well, if not better, than the bulkier items on the 800. They now sport a bar which allows easy single-handed adjustment for height.

Airflow is smooth at all heights. The GT sports a 100/90×19 front alloy wheel mated to a 150/70×17 rear. These hang from Marzocchi suspension. Front USD forks have full manual damping adjustment with preset preload, whilst the back shock is an electronically adjusted unit allowing fine-tuning of preload and rebound damping. Preload is done via the setting screen easily accessed with the familiar Triumph toggle cube on the left-hand switch-gear.

I was hugely impressed by the quality and refinement of the 45mm Marzocchi suspension. The ride quality and control on offer from the 180mm of front and 170mm of rear-wheel travel is of the highest order. Riding down a bumpy Hekpoort and then over poor road surfaces to the dam, saw the suspension transform the ride from a potential pain to a pleasure. Steering intuitively and tracking straight and true, the GT is so aptly named–a swift and sure-footed Grand Tourer in the true sense.

The 900 engine has a shallower sump and is placed a smidgen further forward in the frame. Gone is any feeling of top-heaviness. You feel the difference just pushing the bike around. The seat height is moderate, with adjustment between 810mm and 830mm. Brilliant for the urban commute and when traversing uneven terrain.

The 6-speed gearbox is sublime. Light, positive and precise at all rpm. Triumph Shift Assist [up and down] is on a par and better than the best quick-shifters I have ever felt. It is as flawless at 2,000 as it is at 10,000 rpm. Should you choose not to use it, and utilise the clutch, it does not interfere as on some other shift assist bikes I have ridden.

The 800 has a slick box, but it is not in this class. Similarly, the cornering ABS-equipped brakes are superb. Brembo Stylema calipers mated to 320 mm front discs and a radial front master cylinder have loads of progressive feedback and power. The rear 235mm disc sports a twin-piston Brembo caliper.

The chassis is the familiar tubular affair but now sports a detachable sub-frame and passenger pegs. The instrument nacelle mounting bracket is also now bolted, rather than welded to the head-stock, a massive improvement. Speaking of instruments, the new 7-inch colour TFT display is absolutely excellent. I did not take to it immediately, but found the 4th screen display option to my liking and navigating around the screen is actually quite easy. A far cry from the confusion that is the switchgear and screen navigation on Honda’s latest AT.

Speaking navigation of another sort, Triumph has collaborated with Google on turn-by-turn navigation, brilliantly displayed on the screen via the “My Triumph Connectivity” app. GoPro control, music and phone calls are only a thumb toggle away. The Pro Triumphs have USB ports under the seat and a power socket near the dash. Cruise-control, heated grips, heated seats (both, happy wife etc) and fog lamps and tyre pressure monitors complete an incredible level of spec. The “mode” button allows access to 5 riding modes, being road, rain, off-road, sport and rider, which is customisable to your personal preferences.

The Triumph 900 GT Pro is way more than the sum of its parts. Its comprehensive spec contributes to what is quite simply a sweet ride. This is perhaps the epitome of the modern sports tourer: extremely comfortable, practical, swift and efficient, with real soul. It can assume so many roles. Commute in comfort, tour, courtesy of the 20-litre tank, decent comfort and economy, (5.10 l/100 over 350 k’s) then tear up your favourite set of twisties. I had the excellent GIVI built factory panniers and top-box on the bike for an extended 350k ride. They take a huge amount of luggage and are a doddle to use.

Triumph, as always, has a comprehensive set of accessories to meet your every need. This is the “thinking man’s” model. Perfectly capable of tar and dirt travel if your purpose is getting there, rather than styling with rear-wheel steering through all the bends and catching some air over the jumps. It is a more than willing and satisfying companion. And then, for the dirt donks out there who consider tar as a necessary evil to get you from one piece of dirt to the next, Triumph gives you the Rally Pro!

So what are the differences? The motors, gearing, frames and general spec are pretty much identical. It is the suspension and wheel sizes that change the bikes completely. In seeking to put the new-found trackability to maximum advantage, Triumph has turned to Showa for proper manually adjusted, off-road springers. 45mm fully adjustable USD forks with 240mm of travel complement a preload and rebound adjustable shock with 230mm of travel to smooth out the roughest of roads.

Wheel sizes follow the tried and tested off-road recipe, with a 21-inch front and an 18-inch rear, utilising tubeless spoked rims. Hallelujah! Plug, bomb and play. With the huge leap in travel, seat height goes up to between a choice of 850 and 870mm. Over and above the 5 engine modes of the GT, the Rally Pro gets a 6th “Off-Road Pro” mode which incorporates a type of stall prevention for technical low-speed manoeuvres. Engine protection bars and a sump guard join the already long list of standard fitment items.

Triumph make an emphatic statement with their new 900 Tigers. With apologies to William Blake’s poem, “The Tyger”, never has the triumph Tiger burned so very bright! When you buy a Tiger everything that you need and most of what you want, comes as standard. You now get to choose which recipe works best for you. Always a winner on the pavement, it gets even better in GT Pro guise and now with the Rally Pro, you can duke it out with the very best when the going gets tough.

You now need to get yourself over to Triumph in Sandton or in Cape Town, ride the new Tigers and experience what it feels like to have a dollop of Braap in your Whoop!

Pricing Options:

TIGER 900 GT

Starting from R215 000,00

TIGER 900 RALLY PRO

Starting from R229 000,00

For more information visit: www.triumph-motorcycles.co.za

Hometown Hero: Brad Binder is Ready for the MotoGP Season to Start

Features

Wes Reyneke

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Jul 16, 2020

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Brad Binder should have been four months and eleven races into his debut MotoGP season by now. Instead, the Moto2 sensation and hometown hero’s had to cool his heels, while a global pandemic has continued to delay the start of multiple motorsports series.

Thankfully, this holding pattern’s about to come to an end, with the 2020 MotoGP season set to kick off this weekend with back-to-back rounds at Jerez. The season’s shrunk from twenty to thirteen confirmed European races, and three more international races that have yet to be confirmed.

South Africa’s hard lockdown brought with it a ban on international travel—a huge problem for Brad, who was grounded at home in the lead-up to the season. Luckily, the law eventually changed to allow for business travel, leaving Brad open to re-unite with the Red Bull KTM Factory Racing team.

He’s been in Europe for a month now, where he’s had to face the mental challenge of flipping from home mode, to full-on pro mode. “It was quite tough during the lockdown to keep a good structure you know,” he says, “because when there’s not many things you can do during the day and you can’t really leave the house, it gets challenging.

“So I just really tried to focus on making sure I did my training to my absolute best, and that was all I was really worried about during lockdown, but now since I’ve been back in Europe, things are basically back to normal here.”

“I go to the gym, I spent a good three weeks at the Red Bull Athlete Performance Center and that was awesome, and pretty much-getting everything back to where it needs to be to start the season off in a couple of weeks’ time.”

For many South Africans, the challenges that lockdown restrictions bring are balanced with the blessing of additional time spent at home. That’s been the case for Brad too, who balanced the daunting task of squeezing out as much training as possible, with the sort of extended time at home that he doesn’t get in a typical season.

“It was awesome just to stay at home for a few weeks with my family and help my dad in the garage,” he says. “We worked on a whole lot of different bikes and cars, did things we really wanted to get done but just never really had time to do. During the lockdown I actually kept myself quite busy which was amazing, it’s just a pity that I couldn’t get any riding done.”

But now that Binder is back in Austria, he’s had time to familiarise himself with his new KTM RC16—a very different beast from his Moto2 machine. “It was an incredible feeling to get back on the bike again, but of course, it was really difficult just to comprehend the speed that you’re carrying and to think that fast with all the small movements on the bike.”

“I felt like everything was delayed. I felt like I was two steps behind the bike the whole first day, but when I woke up on the second morning, everything felt a lot more normal and I felt a lot more comfortable with the bike.”

“It feels like we have made a good step forward already. I’m really looking forward to continuing this progress and hopefully by the end of the season I’ll start to show some decent results.”

Brad’s had to adjust his training too, adding in more strength training to cope with the added physicality of riding a MotoGP bike. “So far, I’ve picked up almost 4kgs from the end of the Moto2 season last year. I find the MotoGP bikes to be super physical compared to the Moto2 and it’s going to take some getting used to.”

With his head screwed on straight and his preparation going well, we’re expecting big things from Brad this year. The only question remains—who is his biggest threat? Can we look forward to the same Brad Binder / Alex Marquez rivalry that we saw in Moto2?

“I think it’s going to definitely be tough to choose one guy,” Brad says, “because I really don’t know where I’m going to be in the first race. I hope as close to the front as possible obviously. But, I definitely have a long way to go.”

It’s going to be a face-paced and weird season for sure, but we’ll be watching Brad’s progress closely.

Yamaha Upgrade the Four-Stroke YZ250F for 2021

Motorcycle News

Wes Reyneke

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Jul 15, 2020

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Yamaha Upgrade the Four-Stroke YZ250F for 2021

While everyone’s distracted by the upcoming Ténéré 700, Yamaha have sneakily dropped a slew of upgrades on their 250 cc motocross four-stroke, the 2021 YZ250F. With improvements to the engine, frame, suspension and brakes, it makes a strong case for anyone looking to upgrade.

Let’s take a closer look at the revised 250, and Yamaha’s flagship YZ450F.

2021 Yamaha YZ250F

For 2021, the YZ250F’s liquid-cooled, four-stroke, electric start engine is packing a whole lot of updates. It still features the same downdraft intake / rear exhaust layout, but Yamaha have designed an all-new cylinder head, with changes to the intake port and camshaft profile. There’s also a new air box and intake tract, along with a new silencer and a remapped ECU.

The gearbox, shift cam and clutch have also been updated, along with the water pump’s impeller. Those sound like minor changes, but Yamaha claim they all add up to create a machine that’s more competent overall.

The most significant changes to the YZ’s aluminium frame are the new engine mounts, which have been redesigned with better flex characteristics. The YZ’s still running on Kayaba suspension, but Yamaha have tweaked the damping behaviour at both ends. The braking system has lighter calipers, redesigned rotors (270 mm at the front and 240 mm at the back), and bigger pads.

The rest of the YZ’s changes are less glaring—it gets a new triple clamp, handlebar risers and front axle. Electric start and a Lithium battery are standard issue, and the YZ250F also has the functionality to adjust the ECU from your smartphone, via Yamaha’s ‘Power Tuner’ app.

2021 Yamaha YZ450F

The 2021 YZ450F maintains much of the outgoing model’s features. The 450 cc, four-valve engine’s rearward-slanted cylinder and ‘reversed’ cylinder head architecture are unique, and, as with the YZ250F, the ‘Power Tuner’ app is standard equipment.

The YZ450F also features a two-mode handlebar-mounted button for switching maps on the fly, a launch control system for better starts, electric start and a super-light battery. Other handy out-the-box details include a four-position adjustable handlebar clamp, and tapered bars with an adjustable clutch perch.

The YZ450F’s aluminium bilateral beam frame rolls on Kayaba suspension, and the brake discs measure 270 mm up front, and 240 mm out back.

Yamaha’s 2021 range also includes the liquid-cooled two-stroke YZ65, YZ85, YZ125 and YZ250.

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For more information visit: www.yamaha.co.za

KYMCO G-Dink 300i ABS – the smooth and svelte city slicker

Bike Reviews

Dave Cilliers

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Jul 9, 2020

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KYMCO G-Dink 300i ABS – the smooth and svelte city slicker

We recently had the opportunity to re-acquaint ourselves with Kymco’s G-Dink 300i ABS, which is the more sumptuous of Kymco’s two 300cc middleweight offerings. The radiator has been relocated lower in the front of the scooter which has resulted in slimmer styling and makes for a thoroughly modern and handsome look.

Our test bike was blue, which subtly accentuates the lines of the scooter. Whilst I am undeniably a “bike” guy, I am always taken with the brilliant versatility of scooters when negotiating the urban sprawl that we live in.

The practical, weatherproof storage spaces, USB port, courtesy light when opening the under-seat storage and informative digital dash layout are typical of the really nice touches that abound on these scooters. The cockpit places the rider in an upright commanding position. The screen offers good weather protection as it blends into the bodywork, which in turn keeps your legs out of the elements.

Powering the 300i is a water-cooled 271cc single-cylinder engine providing 16,4 kW of thrust at 8000 rpm through a CVT gearbox, which equates to twist and go performance aided by 22,6 Nm of torque at 6500 rpm. Performance allows you to see off all but the most persistent hot hatches and allows you to slice and dice traffic with aplomb. The motor is generally pretty smooth with very little vibration at any engine speed.

The CVT box also keeps the motor on the boil, so there is always forward motion at your beck and call. Whilst the bike runs to the legal limit and beyond without any problem, it does rev pretty high at highway speeds cruising at 120 with only another 1000 revs in hand. Having said that, it is not often that you can sustain 120 kph for long on your typical commute, so the gearing is probably perfect for urban traffic.

What is particularly impressive on the G-Dink is how well the suspension controls the movement of the 120/70-12 front and 140/70-12 back wheels. Because of their rigid frames and short travel suspension, scooters can offer a choppy ride over uneven surfaces. Kymco has done a really good job with the damping rates on the G-Dink.

The ride remains composed and supple over all but the nastiest of surfaces. A 240 mm single front disc backed up by a 200mm rear, takes care of braking duties and stops the bike from any speed without fuss or bother. The days of scooters feeling “unstable” due to smaller wheel sizes or whatever are long gone.

The Kymco tracks straight and despite a slightly lardy 183Kg’s dry weight, does not need much muscling to turn. The fuel capacity of 9,5 litres should be good for close to 250 kilometres of commuting, given fuel consumption that hovers around 25 Km/L.

So there you have it. Fact is, the Kymco 300i ABS, is a consummate commuting smoothy, which will cut plenty of time and stress from your daily drive. It is frugal and practical transport that gives you plenty of fun and efficiency for your around R70 grand spend. I totally get why European cities are overrun with these things!

For more information visit: www.kymco.co.za

DUCATI SA poised for take-off

Motorcycle News

Dave Cilliers

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Jul 7, 2020

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Following on the recent appointment of Braam Smit as General Manager of Ducati SA, further new staff appointments were introduced to the motorcycle media on Friday 3rd of July. At a lunch hosted by the affable Jos Matthysen and charismatic Braam Smit, two new appointees were introduced. Michael Powell is an addition to the sales exec team and given his experience is expected to lead the charge on the sale of pre-owned motorcycles, although he will also be willing and able to put you on a brand spanking new Bologna bullet if that is your wish.

The other staff newbie is rather intriguing. She goes by the name of Inge Scheepers, and she will be handling Ducati’s events planning and marketing. She is more than suitably qualified in her field and will no doubt have a few tricks up her sleeve to think outside of the box, whilst promoting the exciting and iconic Italian brand.

Braam suggested that if you keep on doing what you have been doing you cannot expect a different result, so they want to be fresh and exciting in their approach. Wow, let’s watch this space. Things are certainly hotting up in the Red corner!

BMW’s best kept secret. [Just kidding, but read on]

Features

Dave Cilliers

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Jul 7, 2020

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BMW’s best kept secret. [Just kidding, but read on]

Last week we popped in to say “Hi” to our friends at Bavarian Motorcycles, the bespoke BMW dealership in Centurion, just to see how life was treating them post rigid lockdown. Lo and behold, standing adjacent to the entrance were two of BMW’s new 900’s. The naked F 900 R and the more Sports Touring orientated F 900 XR. Early in the year, I was privileged to go to Spain and ride these two bikes as well as the re-vamped S 1000 XR. With hindsight it was a trip made all the more special given that barely a month or so later the COVID cloud blanketed the globe and the world as we knew it was turned upside down.

I came back really excited by the new Beemers and then thanks to COVID the bikes arrived in SA with a whimper rather than a bang. So what we are going to do is remind you of what these bikes are about by re-featuring our launch report. Read it and if you feel the urge, go to your local BMW dealership and cast an eyeball on these bikes. They remind me of why I ride bikes all over again.

Insane Spain on BMW’s new F 900 R, F 900 XR and S 1000 XR

After spending two days at the International Launch of BMW’s new middleweight 900’s and a totally remade S 1000 XR, it dawned on me why Spain produces so many top road racing stars. It’s the roads! In all of my motorcycling days, and there have been a few, I have never experienced roads like those in the mountains around Almería. The surfaces are generally billiard table smooth and the roads undulate, twist and turn for literally hundreds of km’s. You have to have huge confidence in the bikes that you are putting under scrutiny in this environment. You need a flawless chassis, decent suspension and a properly pokey, flexible motor, failing which they will fall short!

The launch kicked off on the evening of our arrival with a welcome from Markus Schramm, the head of BMW Motorrad. He seemed pretty convinced that we were in for a good time on the new bikes.

The team responsible for the development of the bikes were also introduced. Examples of the bikes were on display for us to ogle and lust over. Steffen Rau is an engineer at BMW Motorrad tasked specifically with motorcycle lighting functions. Using an “exploded” headlight displayed on a table, he discussed the components that endow the bikes with the usual high and low beams [LED’s], daytime running lights and, a first in the sector, Adaptive cornering lights. A set of headlights attached to handlebars demonstrated the functions of these features in a “real world” environment. Impressive!

Next up was Stefan Selinger, Chief Engineer on the F 900 R and XR. He explained the virtues of the two 900 models. The F 900 R is the naked Roadster, whilst the XR is the Sports Touring version with slightly more suspension travel, a bigger tank capacity and an adjustable windshield.

Speaking of the tank, BMW used technology from their car division to mould the tank from plastic in two halves, which are then “welded” together. This results in a lighter tank which can be moulded to maximise available space, increasing capacity without bigger exterior dimensions.

Seat height is adjustable on both models, with the R being slightly lower [10mm] than the XR due to its shorter suspension. Fork travel on the R is 135mm vs 170mm on the XR and 142mm shock travel on the R vs 172mm on the XR.

Motor and gearing are identical in both models. The twin-cam, parallel-twin, has been significantly tweaked. Capacity is now upped to 895cc over the previous 850 model and power is upped to 105hp. Torque is now a lusty 92Nm delivered at 8500 and 6500rpm, respectively. The motor has two opposed balance shafts which keep it smooth throughout the rev range. As is customary from BMW, there is a comprehensive range of model-specific accessories for each model, to adapt and customise it to your particular application. This extends to superbly designed rider apparel too.

Max Renko is the Product Manager for the S 1000 XR. He explained why this is essentially a new model. So many changes have been made in almost every area that the only thing it really has in common with the previous model is the general shape! We had the opportunity to sample this new XR on the Spanish roads, however, there is what BMW call an “embargo” on information at this stage. The bikes are only expected to be available in stores after March when all will be revealed. I will share some thoughts on my riding impression a little later, just as a little “taster”, or should that be “teaser”?

We woke to a beautiful, crisp day with a magnificent red sunrise. What a day to go riding in the mountains! My first stint was on the F 900 XR. The drill was to follow a BMW guide who would show us the way. Bear in mind that we were the last journalists to attend the launch, so our guides were now very familiar with the route and able to set a cracking pace through the mountains.

A short stint on the highway allowed me to assess the screen on the XR. At 6′ 3″, I found a fair amount of turbulence around my helmet, even at the highest setting. Having said that, this is common to almost every Sports Tourer that I ride. The price I pay for being a “length job”. Small add on deflectors attached to the top of the screen solve this issue totally, so no big deal.

The motor is a gem. For me, it has gained character which I somehow felt was lacking in the 850. Torquey and smooth, it revs up lustily to a top whack of over 200kph. Peeling off into the twisties and the F900’s reason for being was revealed in all it’s glory. Man, this thing handles!

What I mean by “handles”, because it may mean different things to different people, is a bike which steers intuitively, turning without requiring muscling around, but is not nervous or flighty. Once turned, it holds the chosen line perfectly. It is not upset by minor road imperfections and the suspension is firm yet supple. This inspires rider confidence and gives an enhanced feeling of control.

The bikes feature a steel chassis and our test bikes were equipped with Dynamic ESA [Electronic suspension adjustment] shocks, mated to non-adjustable, but brilliantly calibrated USD front forks. Spring and damping levels are beyond reproach. To be frank, bikes, and these BMW’s in particular, are getting so good, that before we are able to criticise, we need to make sure that OUR skill levels as riders are up to scratch. [Excuse the pun].

Our route included a narrow stretch of road through a village called amusingly “Rambla Honda”. After three weeks of being strafed by low flying Bee Emms, they may just rename it! The road was a trifle uneven, with some loose gravel, yet the bikes remained perfectly predictable and composed, inspiring huge confidence. Few bikes I have ridden so reward good, smooth-riding, making for a really great riding experience. We strafed a few corners for photos and videos, stopped in a small town for a coffee and chat, then returned to the hotel for lunch.

Next up was the S 1000 XR. I am not supposed to tell you much, but let me say this. It is downright cruel to let us loose through the Spanish mountains on these magnificent beasts and then swear us to silence! But, I will be a man of my word! Generally speaking though, if you are no longer able to contort yourself around Sportbike ergonomics, yet still wish to worship at the Altar of Speed, then you need to ride this bike! More torque, more power, lighter, faster and more comfortable…… You owe it to yourself!

Last up. The last morning was spent on the F 900 R. Oh Lordy! I love this bike! Let me expand. Our group was composed of our lead rider from BM, then I was next, followed by a Turkish journo by the name of Saffet Ucuncu and our very own Glen Foley. Bringing up the rear was another Turk, Basari Erbas, who heads up Motorrad in Turkey and finally Stefan Selinger, our ride along expert.

Every now and then you meet a motorcycling soulmate and Saffet is such a fellow. We blitzed the bends, line astern, trying to ride immaculate lines and having the time of our lives.

At one point our route took us past the famous Almería Race Circuit. The bikes have an interesting feature in their electronics package which are like a red rag to a bull. Enter into the Sport screen on the TFT display and it records your maximum lean angle achieved during the ride, I was gobsmacked to see 50 degrees on left-handers and 44 degrees on right-hand bends. Bloody hell, there is some life in us old bullets still!

With it’s shorter suspension travel and an excellent chassis, the F 900 R blew me away with it’s cornering competence. It is just a smidgen sharper, as can be expected than the XR variant. The fun factor on a winding road is off the scales. The bike just feels better than the sum of all its parts. Chief Engineer, Stefan Selinger, take a bow!

Roman Vilimek is the Connectivity Expert on this project, which means he is the go-to guy to find out about how you configure your smartphone to the bikes TFT display and computer. We have come a long way towards satisfying the needs of Generation X, that is for sure. Speaking electronics, the bikes are Keyless and have the now typical suite of riding modes. Rain, road, dynamic and dynamic pro are available engine modes to select according to the riding conditions and personal preferences, affecting traction control intervention levels etcetera. ABS and ABS Pro allow braking character selection on the excellent Brembo brakes.

So there you have it. Brilliant new middleweights and totally revamped S 1000 XR from BMW. Obviously I will give you the low down after an extended time with these bikes in South African conditions, in the fullness of time, but in the meantime, if any of these models even vaguely “floats your boat”, go and take a test ride. You will not be disappointed!

A huge thanks to BMW Motorrad for the absolute privilege of riding these great bikes in Insane Spain!

For more information on BMW’s F 900 range and the S 1000 XR visit: www.bmw-motorrad.co.za

Yamaha Motor Marks 65 Years of Innovation, Passion and Inspiration

Motorcycle News

Bjorn Moreira

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Jul 1, 2020

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Yamaha Motor Marks 65 Years of Innovation, Passion and Inspiration

We are glad to announce that Yamaha South Africa is proudly celebrating Yamaha’s 65th Anniversary.

Yamaha continues to strive to bring Kando (Is a Japanese word for the simultaneous feeling of deep satisfaction and intense excitement), the vision of its founder Genichi Kawakami, which has been embedded into the company’s mission since 1955, to its customers; sharing everything from unforgettable memories in motorsport to groundbreaking machinery.

As Yamaha continues to make history, audiences can expect more exciting stories, news and developments to come through the Yamaha SA social media pages as well as the Yamaha South Africa website: www.yamaha.co.za

With the COVID-19 pandemic affecting the lives of millions around the world, Yamaha SA would like to encourage you to stay safe and healthy during this tough period and enjoy Yamaha’s awe-inspiring products and exciting activities.

KTM 890 Duke R – Putting the “Super” into the Scalpel

Bike Reviews

Dave Cilliers

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Jul 1, 2020

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KTM 890 Duke R – Putting the “Super” into the Scalpel

KTM’s 790 Duke won instant acclaim when it arrived on the scene a mere two years ago. It was fast, handled well and proved a real blast to ride. Having said that, it was far from flawless. Front suspension was not adjustable and the rear for pre-load and rebound only. Brakes were by J.JUAN (KTM branded) and the general fit and finish was just a tad iffy. The suspension allowed rapid progress down a twisty road but was a wee bit twitchy.

The bike was dubbed “the Scalpel” for its lightweight, agility and cornering precision. I summed up my “Pirelli Bike of the Year” impressions of the 790 by saying, “Ridden in isolation it will certainly thrill prospective owners and its flaws will be easily overlooked by those with a hint of orange in their blood”. What KTM has now done is address each of the criticisms of the 790 in spectacular fashion and honed the Scalpel to a fine edge.

Enter the 890 Duke R. The engine has swollen to 889cc’s, with an over-square bore and stroke of 90.7mm x 68.8mm. This hints at an easy revving nature and so it is. The 890 has bigger valves riding in a new cylinder head. It has gained a balance shaft, the pistons have gone on a diet, despite their larger size (each piston is 10 grams lighter) and KTM have cut the overall weight by 3.5 kg’s, from a bike that was already by no means porky.

A “heat exchanger” is fitted to help the Duke R keep its cool. Back in the day we just called them “oil coolers”, but what the heck, “a rose by any other name will smell as sweet”, as the Bard so famously said. All of this is good for a fit 119 ponies @ 9250 aided and abetted by an impressive 99 Nm of torque @7750. Feed that all through a six-speed, typically slick KTM gearbox and you get astounding performance. Here is the rest of the good news.

Gone are the budget suspension, brake and other bits. The 890 gets WP’s brilliant, fully adjustable Apex suspension. 43mm forks allow for 140mm of travel with 150mm from the rear shock. The ride quality is firm yet supple and inspires confidence like you simply never felt from the 790. The “Super Scalpel” is just that. Pitch it onto its ear on corner entry and it holds a line tighter than a Metro cop onto a bribe. You just look through the bend and feed in the abundant power.

Bosch cornering ABS is there for just in case and chats to the Brembo Stylema Monobloc calipers to perform a flawless braking act. The MCS master cylinder has an adjustable lever ratio allowing you to set the brake feel to your own taste. Our test bike had a brake chatter issue that marred its performance but this is not the norm and typically the 890’s braking ability is one of its strong points.

KTM’s “Ready to Race” philosophy is taken to the next level with this R. The bike has no provision whatsoever for a passenger. No back seat and no place on the frame for passenger pegs. This is a machine designed to serve unashamedly at the Altar of Speed.

The wide, flat and hard seat does not encourage any thoughts of touring, but allows easy movement around the bike as you ply your speedfest trade. The electronics package is also there to assist in this quest. Engine modes can be selected for Rain, Track, Sport or Street. Track, allows you to access 9 levels of traction control, a Motard brake function allowing you to back it into corners (yeah right, Brad Binder!) and wheelie control. Almost semi-slick Michelin Powercup 2 hyper sport tyres mounted on a 180/55×17 rear and 120/70×17 front rim provide good grip for your shenanigans.

The 890 R is a truly thrilling ride. Fire it up and it settles into a busy idle with a fair bit of mechanical threshing noise coming from the motor. I would want to delve into the comprehensive Power Parts catalogue for a slip-on pipe to drown out what is not really an endearing engine tone. No worries, just drop it into gear and hook it through the (optional) Quickshifter and all is forgiven.

This bike is seriously fast. Not 1290 Duke fast, obviously, but I promise you, most riders will go quicker down a twisty road on the 890 thanks to its exquisite balance of talents. Less point and shoot and more corner carvery. The wide, flat bars give you plenty of leverage and gone is the 790’s skittishness. The 890 wheelies, cuts and thrusts in amazing fashion, a continuous willing accomplice in your quest for more speed.

The 1482mm wheelbase and 24-degree head angle allows almost intuitive direction changes, yet you never feel like the fitted steering damper is working furiously to keep the shiny side up. This is a motorcycle for experienced discerning riders who know what they are about and want a strong motor in a really capable chassis. Let me add that the balance shaft keeps the power smooth right through the rev range.

The bike is styled in line with KTM’s current sleek yet angular “transformer” look. The chrome-moly frame and cast wheels are orange in keeping with the other R models from KTM. Visually stunning when clean, but a mission to keep that way. A 14-litre tank allows decent range because this motor, as with the 790, sips fuel most frugally. It is really difficult to get over 5l/100, no matter how much you throttle it.

The 890 KTM Duke R is the middleweight performance, class leader. In the right hands it will punch way above its weight and hand out an ass-whupping to many a Sportbike, yet it is a somewhat acquired taste. There is a rabid edge to the motor that is both appealing yet may prove a little tiring to live with day-to-day.

But for the true enthusiast, the guy who orders his curry extra hot, then adds a handful of jalapenos. That guy who has a specific budget for replacing the knee-sliders on his leathers……… This is just the bike!

KTM 890 DUKE R

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

2023

KTM 890 DUKE R

Pricing From R227,999 (RRP)

Brand: KTM

Ducati’s Stunning Limited Edition Scrambler 1100

Motorcycle News

Wes Reyneke

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Jul 1, 2020

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Ducati’s Stunning Limited Edition Scrambler 1100

There’s no denying that the Ducati Scrambler 1100 Pro looks damn fine out the box, but now there’s a limited edition of it that looks even better. There’s just one catch: it’s reserved only for the members of the exclusive Italian classic sports car club, Scuderia Club Italia. So you can look, but you can’t touch.

Founded in 1989 by vintage and race car owners, connoisseurs and enthusiasts, Scuderia Club Italia’s membership is limited to just 80 passionate members. Their mission is to promote Italy’s automotive heritage, but they also dabble in designing the odd car or motorcycle, like the ultra-desirable Lancia Delta HF Integrale Evoluzione 16V Club Italia they designed in 1992.

This version of the Scrambler 1100 Pro was designed in collaboration with Scuderia Club Italy and Ducati’s own design team. It’s not the first time the two entities have collaborated—back in 1995, they designed the Monster 900 ‘Club Italia,’ of which only 36 units were produced.

The Scrambler ‘Club Italia’ edition is a mix of a custom livery and a handful of tasty upgrades. The most eye-catching change is the red leather seat, upholstered by Poltrona Frau and finished with an embroidered ‘Club Italia’ logo.

The tank’s been done in metallic blue, with a red base sticking out from behind the side panels. It also wears a set of ‘Scrambler Ducati’ logos that use Ducati’s iconic 1970’s typeface.

The Scrambler’s frame wears the same metallic blue as the tank, with the subframe done in a natural aluminium finish. (There’s also a plaque on the frame that bears each bike’s series number.) All-black spoked wheels, and aluminium mudguards with tricolour graphics round out the design.

It’s not just a paint job though—each ‘Club Italia’ Scrambler also comes with a pair of titanium Termignoni silencers, and a billet aluminium petrol cap from Rizoma. Other billet parts include the LED indicator housings, brake and clutch levers, fluid reservoirs caps, frame plugs and footpegs. It also comes with heated grips, and a headlight grill.

Ducati debuted the Scrambler to club members a few days ago, and orders are already filling up. Each customer will get a personalised bike cover (which we’re hoping they won’t need), a certificate of authenticity, and an open-face Bell helmet that matches the bike.

On top of that, this collaboration aims to combat the effects of COVID-19 too, as part of Ducati’s #raceagainstCovid initiative. For each bike sold, Ducati will donate EUR 500 to the S. Orsola Hospital in Bologna.

This limited-edition Scrambler 1100 is one of the best looking bikes in the Scrambler range… it’s just a pity it’s a little too limited. With any luck, Ducati will build something similar for mass consumption soon.

RedBull KTM announces their 2021 power duo

Motorcycle News

Bjorn Moreira

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Jun 26, 2020

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RedBull KTM announces their 2021 power duo

With confusion in the air not knowing who was going where, we as fellow South African MotoGP nuts can now be relieved of this stress. Brad Binder retains his full factory ride alongside a familiar face, Miguel Oliveira. A true power duo that has proven their own individual riding talents as well as their compatibility as teammates in the past. Both riders have won multiple Moto3 and Moto2 races for KTM and have come through a development structure that KTM labels the KTM GP Academy; a system of talent recognition and support that stretches all the way from the RedBull MotoGP Rookies Cup.

What impresses me the most, is how both rider’s championship statistics over the years have actually been very similar when you consider they have ridden side by side for most of that time. Both Brad and Oliveira are very consistent when it comes to finishing in the points and they both ride very calculated races, which in turn has led to their many podium finishes and overall championship contention. Unfortunately, Miguel (in 2018) and Brad (in 2019) missed their chance of winning the Moto2 championship. Miguel finished as runner up to Francesco Bagnaia by 9pts and Brad runner up to Alex Marquez by a mere 3pts. Again, people always look at who won the championship but if you were as smart as RedBull KTM, you would have looked at both riders racing statistics. The statistics don’t lie, the duo’s consistency was out of the ballpark compared to the championship winners and at the end of the day this helps tighten up the manufacturers’ standings.

Mike Leitner, Red Bull KTM Race Manager: “We have two very talented riders in RedBull KTM Factory Racing for 2021 and we’ve seen in both Moto2 and Moto3 what they are able to do. It’s great to be able to bring both of them through the ranks into MotoGP. Miguel has already made positive first steps in this category and has performed so well at RedBull Ring last year. For Brad, we know his skills and potential as a rider. Of course, he is the rookie but we’ll bring him up to speed in 2020 and help him to learn the category to be stronger for 2021. Right now, we’re looking forward to racing in 2020 and have to thank everyone that managed to make a race calendar happen this summer. We are very confident with our current rider line-up.”

Brad Binder: “I’m incredibly excited to be able to have another season on the RedBull Factory Racing RC16 and I’m really looking forward to getting this year underway and my first MotoGP race under my belt. It’s an honour to have this opportunity and I’m looking at a bright future with KTM and some great times to come.”

Binder has yet to make his MotoGP debut in 2020 but has signed a new contract to remain in RedBull KTM Factory Racing colours for 2021. We hope that an impressive ride by Brad will bring forth the option for a 2022 signing. The smell of race fuel and exotic race bikes lined up on the parc fermé will be taking place in Grandes Premios RedBull de España and Andalucía – at the Circuito de Jerez in southern Spain on July 19th and 26th.

Get those race caps dusted and those braai’s going because we are going racing!

The New Ténéré 700 Rally Edition Channels Yamaha’s Dakar Heritage

Motorcycle News

Wes Reyneke

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Jun 25, 2020

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The New Ténéré 700 Rally Edition Channels Yamaha’s Dakar Heritage

Fans of classic Dakar rally bikes rejoice: Yamaha have just revealed a luscious ‘Rally’ version of the much-hyped Ténéré 700, riffing off their desert racing heritage. If you’re already frothing at the mouth for Yamaha to release this highly anticipated adventure bike in South Africa, this should send you into overdrive.

Even though the Ténéré hasn’t arrived on our shores yet, it’s been a hit in Europe. That’s no surprise either—we’ve sampled its ‘crossplane’ parallel-twin motor in various guises, and it’s an absolute gem. And by all accounts the overall package is capable and versatile, too.

When the Ténéré 700 does eventually reach us, we’re hoping this version will be available as well. It’s called the Ténéré 700 Rally Edition, and it’s wrapped in a paint scheme that channels the iconic 1983 XT600Z Ténéré, piloted in the 83 and 84 editions of the Dakar rally by Jean-Claude Olivier and Serge Bacou. The sky blue base, black ‘speed blocks’ and yellow panels are straight from the XT600Z’s livery, and add a surprisingly retro touch to an otherwise modern motorcycle.

But the connection isn’t such a stretch—the new Ténéré can quite easily trace its ancestry all the way back to Yamaha’s first large-capacity four-stroke single, the XT500. Launched in 1979, the XT500 quickly proved itself in the Dakar rally, and went on to be a bestseller for the Japanese marque. Off the back of that success, the XT600Z launched, and with it, the ‘Ténéré’ designation was born.

Yamaha will be building the Rally Edition in France, which is another nod to its heritage. Jean-Claude Olivier was CEO of Yamaha France when he was racing in the Dakar, and he was instrumental in establishing the brand locally.

But the Ténéré 700 Rally Edition is more than just a retro-fabulous paint job with a nice backstory. Yamaha have kitted it with a few key upgrades too.

For starters, it comes with a substantial 4 mm thick aluminium bash plate, complete with mounting points for a tool box. It gets a black aluminium radiator guard too, and a unique laser-cut chain guard.

It also features more aggressive ergonomics too, thanks to a 20 mm higher-than-stock rally seat, putting the new seat height at 895 mm. Yamaha have also included gripper pads on either side of the tank, and off-road specific grips. Other parts include LED indicators, and a grunty Akrapovič can with carbon heat shields.

We’re still not sure when we’ll get the Ténéré 700 here, but when it does land, this is the one we want. In stock form, we love the Yamaha’s purposeful appearance, usable motor, and off-road friendly features like a tall seat height and 21F/18R wheel combo. This version adds not just a heavy dose of throwback Dakar style, but also an array of extras that we’d want to fit out-the-crate anyway.

Shut up and take our money already, Yamaha.

KTM’s 2021 SX Motocross Range is Ready to Race

Motorcycle News

Wes Reyneke

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Jun 24, 2020

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KTM have just thrown the wraps off their 2021 SX range, and the Austrian off-road powerhouse claims that these bikes are closer to their factory racers than ever before. To get there, KTM targeted their development mostly around suspension and power delivery, then gave the SX-F models the ability to be fine-tuned by a smartphone.

2019 was a good year for KTM’s race program. They won their fourth AMA 450SX Supercross Championship with Cooper Webb, and took 13 podiums with three different riders in the FIM MXGP Motocross World Championship. Jorge Prado also took his second FIM MX2 title, and, outside of the factory teams, eight of the top nine riders in the FIM 125 cc champs were riding the KTM 125 SX.

For the 2021 bikes, KTM have taken their ‘Ready to Race’ mantra to heart, and used lessons learned during 2019’s campaigns to push the development of their motocrossers. Every bike in the 10-strong lineup (13, if you include special editions) has had some sort of tweak, focused on making the bikes lighter, better handling, more powerful and, more importantly, more usable.

For starters, all models wearing WP’s XACT forks now benefit from a major overhaul by way of a new mid-valve piston, that creates bigger oil and air bypasses for smoother performance across a wide range of surfaces. And KTM have stiffened up the standard setting, too.

All KTM SX models also now come standard with Dunlop’s race-proven Geomax MX-33 tyres. And, naturally, KTM have updated their graphics across the range.

The flagship KTM 450 SX-F four-stroke gets some specific updates, including changes to the piston, crankshaft, engine casing, rocker arms and shift locker. All this means better reliability, easier maintenance and less weight.

KTM have stated their commitment to two-stroke technology too, and so their two-stroke SX models haven’t gone untouched. The 2021 KTM 125 SX has a new piston and clutch internals, as does the KTM 150 SX.

Their mini-bikes have been upgraded too, with a new throttle assembly for a smoother feel. The KTM 85 SX gets a new Formula brake system with bigger discs, and all the little SXs now have tapered bars that’ll accept ODI lock-on grips. (On the 50 SX and 50 SX MINI, the bars taper enough to allow the fitment of thinner grips, making the bikes even more accessible for kids.)

But the big news is KTM’s new MyKTM app, that allows their four-stroke models to be tunable by the rider, via a smartphone. The idea is to give owners the same control they’d have in a professional race environment, by allowing them to tune their bike’s performance to suit their riding style, or varying track surfaces.

The app (available for both Android and iOS) connects via Bluetooth, but only once you’ve installed the optional ‘connectivity unit.’ It’s basically a receiver built into a bar pad, that plugs straight into the SX-F’s wiring harness.

Once that’s done you can set up your profile on the app, and add multiple bikes. You can then tune each bike using either ‘prime’ mode (read: basic mode), or ‘advanced’ mode. Under prime mode, the app will give you pre-selected engine maps to choose from, and a traction control setting. In advanced, you can take it a step further and fine-tune your throttle response, and other factors like engine braking and launch control. There’s even a note-taking feature, if you want to track what you did when, and whether it worked or not.

Since adjusting the SX-F’s suspension is a manual job, the app can’t do that for you. But there is a suspension tune feature that lets you punch in variables to output suggested settings, along with a sag measuring feature.

It took KTM’s R&D department three years to develop the system, and now that it’s out, they’ve said they’ll keep working on it. You can get it right now for the 2020 KTM 450 SX-F, and for all the 2021 SX-F models, when they launch. It’s a great feature for anyone that takes their bike setup seriously, and it’s tech we’d love to see transfer over to their road and adventure bikes.

The 2021 KTM SX range will be available at KTM dealers worldwide from June 2020. Visit ktm.com for more information.

Rookie Ride into Zimbabwe: A Dutchman Testing Africa, His Gear and Himself

Features

ZA Editorial Team

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Jun 23, 2020

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Dutch native, Michiel van Dam, shares his experience riding an adventure bike in Africa for the first time. In part one of this story, he journeyed through Botswana. Here, we pick up his trail in Zimbabwe.

Following our ‘Rookie Ride’ through Botswana, my South African riding buddy Johan Kriek and I enjoyed some R&R at Victoria Falls in Zimbabwe. Shortly after experiencing Nyami Nyami and the Thundering Waters, we are back on our trail through Zimbabwe, and onto the road winding down to Bulawayo.

In that pleasant city, we’re supposed to meet with Riders for Health—a UK-based organisation that’s sustained by donations from motorcyclists all over Europe. Riders for Health teaches field workers, teachers, healthcare workers and the like to ride and maintain the small motorcycles they use in the African bush.

Our meeting was arranged months in advance and was confirmed on numerous occasions. Johan and I are supposed to ride with one of the riders, so I can ‘show and tell’ motorcyclists back in Europe about all the good work they are supporting with their donations. It will add a nice touch to my African bush experience and the resulting reports.

Yes, we do meet John Mudenda on his Suzuki, all happy and eager to ride with us on his free Saturday. But then bureaucracy sets in. “Everything was arranged via Riders for Health HQ,’ I exclaim in my innocence, while Johan gazes noncommittally out of the office window of a Dr. ‘So-and-So’ who has to give final approval.

These things take long—Johan knows it, but I don’t. In Europe, you have a watch, but in Africa, you have the time, I learn. The Health Ministry and Riders For Health HQ in Harare play with me until I get fed up and jump on my orange motorcycle, fuming with rage.

So a few days are lost waiting when we could have been riding and exploring instead. And Bula’ really is a pleasant city, with friendly people, broad and clean streets leading us to the Municipal Museum, with exhibitions that even Johan finds interesting.

Saddle uptime doesn’t come one moment too soon, and the ride eastward to Gweru is a really great one, taking us through astonishing beautiful landscapes. You came for the Heart of Africa, ‘doctor’ Dutchy? Well, here you have it, more than your senses can feast upon. Outside of Gweru, we book into our safari tents to round off a day of true African experiences… good and bad.

There are not many antelopes to be seen in Antelope Park, but there are supposedly 110 lions here—and a herd of elephants thrown in for good measure. It’s supposed to be a nursery for lion cubs that get walked every morning, before eventually being set free somewhere else in the mythical untouched African heartland. Although, I think the lion keepers would be hard-pressed to show me that location on the Michelin map of Africa in my tank bag.

The lions are locked up in their cages, but when their mighty grumbling shakes the very earth I am sleeping on, I feel cold shivers running down my mattress.

“Tinkerbird, lovely creature,” says Johan in the morning, the man with seemingly endless knowledge of what hovers over African soil, and what creeps, slithers, scuttles and sneaks across it. As usual, Johan is up before the first rays of the sun hit the earth. He puts on the kettle and waits for the Dutchman to wake up.

Quite hesitantly this morning, I must admit, as there are a few unfamiliar activities on the program, like walking with lions and sitting on elephants. A small stick is supposed to keep the predators at bay, and a handful of dried fodder to coach the elephants into letting me near them, without sticking up their snouts at me and nonchalantly trampling me to a heap of human residue. But as with the roads so far, I also come out of these experiences a little shaken but unscathed, and definitely a stronger person.

Gweru, like Bulawayo, has an old colonial feel to it and doesn’t look run down at all. There’s no litter on the streets and no graffiti on the walls. It would be difficult to find a street that clean and neat around my house, in the centre of Amsterdam.

The KTMs purr along the broad avenues, lined with palm trees, before heading towards Masvingo through a landscape that is already imbued in my subconscious. Is it prehistoric genetic material in my DNA, or because of the Tintin comics from my childhood? Yellow grass, red earth, rolling hills strewn with bomas and traditional huts, and houses and trading posts in the bigger towns, along that wonderful African road we’re riding.

When we stop at such places, people come up to us to talk, smiles and handshakes all around. Men climb on top of a big bus, strapping bales of luggage to the roof, balancing on top like the elephant whisperers did on their animals earlier this morning.

One of the elder gentlemen who was sat on a bench in the shadow of one of the numerous liquor stores and butcher shops speaks out to me: “Why are you out there in the sun taking photographs, instead of sitting with us in the shade and talking with us?”

1-0 for Zimbabwe.

After the monotony of the bush in Botswana, Zimbabwe dictates another pace of experiences. This time yesterday I was walking with lions and feeding elephants. Now Johan and I saunter along in the sacred silence between the Great Zimbabwe Ruins.

This civilisation thrived from around 1180 to 1680, its decline set in at the time the Dutch set sail from Amsterdam to buy and sell the world. It’s still fresh when we climb the hilltop where the emperor had his sacred enclosure. We climb on the rock where His Majesty used to sit and sip his beer, looking over his empire on the plains below. A local man pops up out of nowhere and kindly, without asking or pushing, guides us through the passages and over the walls.

No, we didn’t know that Masvingo, the name of this place, means ‘protective wall,’ and neither did we know that this hilltop citadel housed 2 500 chosen adults.
And Zimbabwe? Zimbabwe means ‘Big House of Stones,’ and that is the name this country got in 1980 after independence.

Step by step our guide takes us deeper into the mysteries on Great Zimbabwe. We learn to see things we didn’t see before—like the shape of that rock, is it not precisely the shape of a bird of prey, hovering over the earth? A fitting image, next to His Majesty’s beer-drinking rock.

Animals, mythical or real, are of course an integral part of a trip through Africa, whether I like it or not. We get into the routine of parking our bikes and leaving our gear somewhere safe and then depending on someone to show us around places where the wild animals roam, in water and on land.

Isn’t it strange to place your personal safety, your chances of survival into the hands of a total stranger, someone that you have met only minutes ago? But the game viewing vehicle is already out into the bush with us aboard, no chance of getting back before the ranger decides it’s time. And then we are to climb out of the relative safety of the Toyota and follow our guide on foot through the bush.

I wouldn’t get lost in Amsterdam but I would certainly get lost here in the Matobo Hills National Park. How do we know there are no dangerous animals around?

Well, we don’t—we’re precisely here because we want to have close encounters with dangerous animals! The heart-racing, adrenaline-pumping visions, smells and sounds of rhinoceroses are just a few meters away. When the guide signals get down, we sure get down fast. When he motions to follow, we certainly follow him without questioning, and when he motions to be silent there is not a whisper of any of us to be heard.

I will never become a spoor finder or a tracker, lacking even rudimentary boy scout skills, and these humbling walks through the African wilderness certainly make me feel very small indeed. But I also feel a growing liking for this nature—the smells, the sounds, the sights, regardless whether I’m wearing walking sandals or motorcycle boots.

The sunsets outside of the cave that can only be reached on foot, containing beautiful bushman paintings. As with riding the dirt roads, I have to make a deliberate effort to appreciate the rewards. On the other side of the valley, the last rays of the sunlight up the Matobo hilltop where Cecil Rhodes lies buried. Around us are boulders that look like giants heaps of elephant dung, left behind on a trek from Cape to Cairo, with sacrificial altars between them.

Stunning rock formations at the beginning of the day in Masvingo and at the end of the day in Matobo, with a hell of a nice ride over the long black ribbon between them. What more can I possibly expect or demand from the last day of our Zim adventure?

Via Plumtree border post we re-enter Botswana into the Tuli Block area where koppies break the monotony of flat bushland. Again there are no fences here, so I have to be wary of both my underdeveloped off-road riding skills and elephants and other beasts of horror hiding in the bushes next to the road, ready to jump on me and my KTM.

We are back at the great grey-green and greasy Limpopo River. Well, actually right in the middle of it, on an island technically belonging to Botswana, but essentially part of that big beating heart of Africa that we’ve barely scratched on our trek.

In Europe, a trip this length would be considered a big undertaking, with other riders bowing in respect. In Africa, it’s just a ride around the block, with wide horizons stretching far and beckoning for more.

This trip through Africa has taught me my place in the world again. No matter what gear I buy, it’s what I personally put into Africa that comes back to reward me. Johan and I sit around the fire, just the two of us outside at a safe distance from the river bank. The stars shine through the high canopy of trees, the noises of the bush start to get a familiar ring in my ears. That KTM of mine hasn’t seen the last of Africa.

The next day I prepare myself for another stretch of limping along the Limpopo.
Before disappearing at breakneck speed over the horizon, Johan tells me this unpaved road is the same one I had so much trouble on the first day into Botswana. It doesn’t seem that bad to me now. Have I mastered a riding trick or two during our Homeric motorcycle voyage through Africa?

I’ve learned something, by choking on dust riding behind Johan and walking single file through the bush, where everything is out to either bleed me or eat me. Stick to the fresh spoor in front of me. No pioneering where dangerous crawling and slithering animals may bite my sandaled feet, or where I might get eaten by the quagmires an unpaved African road throws at me.

It’s not the gear that makes you a good photographer or a rider. Your own skills are more important—you get out what you put in. And there is Johan… he didn’t have to wait that long for me, now did he?

We cross the Limpopo across a flood bridge and enter South Africa. After the Platjan border post, I get more confident at riding that bad dirt road towards the black ribbon that connects Alldays and Marken. It’s been a long time since this road has seen a grinder.

I sort of follow what I imagine to be Johan’s spoor. I plough through the uncertainty of deep sand towards stepping stones of safety, darker blotches in the road. Johan didn’t fall off his bike. This KTM doesn’t want to throw me off, it’s here to carry me and forgive my mistakes. Trust those tyres, trust the bike, and trust myself.

Suddenly, between the sweating and swearing trying to keep my KTM on track, I remember the first time that I managed to ride my bicycle straight as a small boy, instead of falling down and hurting myself. That moment of exhilaration is coming back to me, full force.

I open the throttle to get to Alldays faster, where Johan will be waiting for me with a cold drink. I’ve gained confidence on this trip—this rookie has grown and learned a lot.

For now, only one burning question haunts me: why do animals in Africa all turn their asses towards me, except when they’re charging me?

Peace of mind guaranteed with 5-year warranty on new BMW Motorrad motorcycles

Motorcycle News

ZA Editorial Team

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Jun 23, 2020

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BMW Motorrad South Africa announces this week that all their motorcycles (apart from the HP4 RACE) that were purchased from the 1st June 2020, will now come with an ‘unlimited kilometres’ 5-year warranty. The warranty covers all manufacturer defects (including labour) but excludes wear & tear items such as tyres. In addition, access to BMW On Call (a 24-hour roadside emergency service), has been also been extended to five years.

Edgar Kleinbergen, Head of BMW Motorrad South Africa, commented: “For us, the five-year warranty is about peace of mind for our loyal customers: the future value of their motorcycles is now better protected. Furthermore, it shows BMW Motorrad’s trust in our products’ quality and durability, as well as our network of dedicated dealers here in South Africa.”

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

Ducati South Africa appoints a new General Manager

Motorcycle News

Dave Cilliers

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Jun 17, 2020

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World of Motorcycles, importers of Ducati into South Africa, called for a gathering of the motorcycle media clans on Monday the 15th June, to make an announcement about changes to the status quo at Ducati. So what’s up? A new General Manager to oversee the Ducati operation in SA, that’s what. So who has Jos Matthysen, the entrepreneurial boss man at Ducati chosen to take the iconic Italian brand to new heights? Well, if the truth be known, we at ZA Bikers had a little bit of insider trading information about the new appointment, because it’s no other than our own Braam Smit.

Braam is well known in Gauteng motorcycle circles, especially to those who favour the blue and white roundel brand. Braam has been involved with the world-class BMW dealership, Bavarian motorcycles, for almost 20 years. I have personally known Braam for all of those years, in fact from when he joined Bruce Meyers’s dealership way back when. Braam has a passion for motorcycles that is apparent from the moment that you first meet him. The “Boxer Cup” was his and Bruce’s brainchild. A race series featuring BMW 1150 S’s would show that BMW’s were way more than figures on a spec sheet. The quirky boxer twins work! Braam proved that in no uncertain terms when he became the dominant force in Boxer Cup racing. I was privileged to write the race reports on what was a thrilling series.

In recent years, Braam worked for Bavarian as a type of “freelance marketer”, whilst simultaneously pursuing his motorcycling passion, as well as writing about those adventures at ZA Bikers. One of his BMW clients was a certain Jos Matthysen. They built a friendship built on a common love of two wheels. Moving on a few years, Jos, a hugely successful IT entrepreneur, acquired Ducati from Toby Venter. Exposing his old BMW mate Braam to the iconic Italian brand had, with hindsight, a predictable outcome. Jos races in the monocle series, so when he suggested that Braam do an article around the track virtues of the new V4 Ducati’s, the writing was on the wall.

The track experience blew Braam’s mind. Here was an Italian brand, with the same sort of heritage as BMW, bringing a passion to motorcycling like only the Italians can. As Braam mentioned at the “gathering”, Ducati benefited massively by the involvement of Audi in the brand. Here was a brand that he could commit to in the same way that he helped to build BMW to a formidable force in Pretoria. The “functional” German influence, combined with the Italian passion resulted in the Ducati’s that we enjoy today. Bikes that exude passion, but with a new level of reliability and function hitherto not typically associated with the Italian brand.

Jos found himself stretched rather thin trying to juggle his various business interests, so, to cut a long story short, he convinced Braam to join him in taking Ducati to new heights in South Africa. Braam will assume the position of General Manager, managing the Pretoria and Cape Town Ducati operations. There are also plans to expand the World of Motorcycles operation to cater to the lucrative used motorcycle market. Braam clearly has a huge regard for Jos’s business flair, whilst Jos appreciates the years of motorcycle industry skill which Braam brings to the mix. A relationship born of mutual respect. Jos is keen on expanding Ducati’s racing exposure. He and Braam will dabble in BOTTS racing on a variety of Bologna bullets.

So there we have it. Combine commitment, skill and passion and chances are you will see a success story of note. At ZA Bikers we are certainly very sad to see Braam go, as we have enjoyed working with him “very-much” over the past few years, saying that, we are very happy for Braam and we wish him all the success in his new venture and feel confident that he, together with Jos, will take the brilliant Italian brand to new heights.

A Look at the New Ducati Hypermotard 950 RVE

Motorcycle News

Wes Reyneke

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Jun 17, 2020

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A Look at the New Ducati Hypermotard 950 RVE

Fresh news from Borgo Panigale: Ducati have just thrown the wraps off the new Ducati Hypermotard 950 RVE. Riffing off the eye-catching Hypermotard 950 Concept that they unveiled at the prestigious Concorso d’Eleganza last year, the RVE is mostly a styling exercise—but it should hit the mark for fans of Ducati’s twin-cylinder hooligan machine.

The biggest drawcard is the ‘graffiti’ livery, lifted directly from the original concept bike. Ducati used a different method to apply the graphics than they usually do, with ultra-thin decals and a lengthy finishing process that results in an airbrushed-like finish.

The graphics extend onto the front fender and radiator side panels, and the seat now features a two-tone cover. There’s a hit of red on the RVE’s wheels too, and the front and back sections of the trellis frame are finished in black and silver, respectively.

On the tech side, Ducati have given the RVE one of the higher-spec SP’s features: a quick-shifter. And it naturally features all the same rider aids as the base model Hypermotard 950 too, like cornering ABS with a ‘slide by brake’ function, traction control and wheelie control.

What it doesn’t have, is the SP’s longer-travel Öhlins suspension or Marchesini forged rims, but it’s probably not going to cost the same as the SP either. Last year’s Hypermotard 950 Concept also had a few carbon and hop-up bits that are missing here, but again, these would have priced it out of contention. *

Even though Ducati have really just pulled the old ‘bold new graphics’ trick here, the RVE’s styling suits the Hypermotard’s raucous nature. It’s a wildly fun bike, with aggressive ergonomics, and a hearty 114 hp / 98 Nm from its 937 cc Testastretta motor. And that quick-shifter upgrade might seal the deal for many riders.

Are you tempted?

* Pricing and availability for South Africa to be confirmed.

Suzuki’s sexy siblings – 250 Gixxer SF and 250 Gixxer

Bike Reviews

Dave Cilliers

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Jun 17, 2020

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Suzuki’s sexy siblings – 250 Gixxer SF and 250 Gixxer

I have plied my trade for the past 37 years as a Financial Adviser. After 6 years with little or no growth in growth assets, COVID-19 has compounded our woes and given us a massive financial “klap”. As a third world emerging economy, already suffering the consequences of a Moody’s downgrade to “junk status” of our government bonds, South Africa is staggering and struggling to stay on its financial feet. We need as individuals, to look seriously at how we have been living our lives. It is an open secret that, as a nation, we tend to want to live champagne lives on beer salaries. How can we make our hard-earned rands go further? Maybe we need to re-look at our commuting motorcycle options. To this end, we got hold of two brand new kids on the town and around the block, Suzuki’s 250 Gixxer twins, the faired SF and the naked plain Gixxer.

I hate to break it to you but you cannot pony up over R250 000 for a motorcycle as a “commuter”, and come up with an even vaguely credible justification for your purchase. If your wife believes your story, you certainly married her for her looks and not her brains! My parents made do with only one car for most of their lives yet we insist that we need two cars, mainly because both spouses these days work in order to keep the “wants” list topped up. Traffic congestion in recent years has made motorcycle commuting extremely viable, especially if you can buy a top-notch commuting motorcycle for less than the cost of a medium-priced mountain bicycle. Enter the quarter-litre Suzuki’s.

Suzuki went back to the drawing board with the design of their multiple award-winning 249cc, 4-valve, overhead cam motor for the new Gixxers. It features “oil cooling”. The motor looks water-cooled in that it has no cooling fins, yet if you inspect the big radiator you will see that it is actually an oversized oil cooler. This brings simplicity to the design, dispensing with the cost, weight and maintenance of all your typical water cooling plumbing. The little single pumps out a healthy 26,5 PS @ 9300 rpm and 22,2 Nm of torque @ 7300 rpm. Power is transmitted via a slick-shifting 6-speed gearbox. Wheels are 110/70-17 upfront and 150/60-17 at the back.

Seat height is a comfortable 800mm and with a weight of 161 kg’s for the fully-faired SF and 156 Kg’s for the naked Gixxer, they are easily managed by riders of all sizes. Both models sport tubeless alloy wheels, making puncture repairs a doddle. Suzuki has paid particular attention to fuel economy. The bike will return up to 40 km/L if ridden with some restraint, which is pretty typical of peak hour greater urban commuting, where highway speeds seldom exceed 90 to 100 kph. 12 litres of fuel takes you pretty far when sipping fuel as frugally as that.

Fact is, the Gixxer twins are a blast to ride. Very refined, comfortable and perfectly neutral steering. ABS-equipped brakes [single discs at both ends] are totally up to the task of stopping you safely and securely, time after time. The bikes really don’t have any vices. They are not fast, yet deliver usable real-world performance totally in keeping with their intended purpose. New riders will not be intimidated with the linear acceleration and easy handling. The old adage of riding a slow bike fast certainly applies. When you let the hooligan in you loose, the Gixxers become willing accomplices.

Taking a cruise in the country is well within their capability, as long as you’re not in a hurry. If you wring their necks you will see just shy of 150 kph, but in reality, 120 is a practical top end, achievable pretty much everywhere. So where does all this leave us? Your fuel saving alone, as compared to the cost of running that second car, will buy you this bike.

The SF will set you back just shy of R50,000, with the Gixxer crazy value at around R45,000. Just to put this into perspective, a Kawasaki 250 Ninja cost R45,000 new in 2010! This brace of Suzuki’s offer unparalleled value. Obviously the naked Gixxer makes huge sense as a commercial unit. Suzuki should, and deserve, to sell them both in spades!

Lights are LED, the instrumentation is digital, thoroughly modern and the overall styling is great. The SF looks like a shrunken version of the bigger GSXR’s, whilst the Gixxer is angular and modern. Suzuki seem to have a glut of back mudguards because they have fitted three to each of these bikes. A conventional one jutting out from under the seat, a hugger and a BMW GS style, swingarm-mounted third chap for just in case. If it was my bike, this one would be off like a sweaty sock!

So there you have it. For very little money you can have a reliable, frugal and fun commuter that is a blast to ride through the urban landscape, styling as you save shekels. Pop into your nearest Suzuki dealer to arrange to take one for a spin. Could just rejuvenate your life while it saves you a whole lot of loot.

For more information visit: www.suzukimotorcycle.co.za

Suzuki GIXXER SF 250

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

2026

Suzuki GIXXER SF 250

Pricing From R62,500 (RRP)

Brand: Suzuki

Italian Stallions at Redstar Raceway

Features

Braam Smit

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Jun 11, 2020

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It was to be a number of firsts for me, when Jos Matthysen from Ducati SA and myself jumped onto the highway in his custom-built, immaculately turned out MAN racing and show truck. It was my first time in this truck, although I had seen it before at the Jeffreys Bay Bike Festival, taking centre stage with its very imposing presence. Even the mayor of Jeffreys Bay came by to take a look and sample some of the show bikes, on that occasion. We were on our merry way to Redstar Raceway with a number of equally immaculate race- and show bikes neatly arranged in the loading compartment.

I had been to Redstar Raceway on a number of occasions. I had competed in the 24 Hour Endurance Races held there in both 2012 and 2013. Needless to say, those were all fond memories. But for some weird reason, this was to be my first opportunity to ride Redstar in the anticlockwise direction.

Furthermore, it was also my first time to sample Ducati’s V2. Jos was kind enough to offer me some track time on Morongoa Mahope’s well-prepared race bike and this turned out to be much more of a highlight than I had anticipated. “Mo”, as she is affectionately called by her peers, is sponsored by Ducatis SA and prefers the V2 as her weapon of choice. This superfast lady’s career and progress can be followed on Facebook, under the search name “Momahope83”

I was also to briefly revisit Jos’ personal race bike, the “madcap” Ducati V4S that I had ridden a number of months ago at Zwartkops Raceway.

Redstar is a modern-day circuit, designed and built with a lot of wisdom and forethought.
Not only is this circuit smooth and safe, with ample runoff areas in critical places, but as a bonus, it was also designed to run in both directions with fairly minor adjustments. So, every 6 months, they change the direction. From January to June, they run it anti-clockwise and from July to December it is run in a clockwise direction. For an avid racer living in the surrounds, this makes life way more interesting as one gets to utilise what seems like two very different circuits at the same venue.

My first outing was aboard the V4S with me carefully making sense of my surroundings lap by lap. One can get “lost” quite easily on this circuit. It is the kind of place where careful planning is necessary on the riders’ side. It combines many corners, so the rider is forever planning one’s approaches carefully. Of course, smoothness is of utmost importance aboard this eager, attentive machine. Like the track, it rewards subtle inputs from the rider to get the best result.

The V4S remains one of my favourite modern superbikes. Why you may ask? Simply because you will spend a lifetime on this bike and never get bored with the brutish power it delivers. I remember distinctly, whilst exiting turn 13 and catapulting onto the main straight, how my left foot blew off the footpeg due to a combination of wind force and acceleration. It is an enticing ride and you must constantly remind yourself to breath… ‘Nuff said! Despite a sizable price tag, It remains one of Ducati’s most popular sellers, simply because it is like no other superbike. If you like a challenge, look no further.

Then came my opportunity to sample the V2, as the “Ducatista” calls it. The revised 959cc Superquadro powerplant on this middleweight makes for a very user-friendly outfit. It took less than one session for me to start turning in consistent lap times. Compared to the V4S, this bike is a walk in the park to ride fast. I made many mistakes, but this bike is so forgiving that none of my mistakes turned into catastrophes.

The reward is instant! There is more than enough power to exit corners hard, often with a subtle, controlled drift from the rear wheel. Especially so, exiting turn 3, the long bottom left-hander after the main straight. This bike reminds me of all Ducati’s racing successes aboard similar V-Twin arrangements. (To be technically correct, Ducati used to call this 90-degree arrangement the “L-Twin” layout, as the more discerning fan will argue.)

The way this bike settles after hard braking and rolls into turns had me singing in my helmet. Just make sure to get the gear selection right on corner exit and she accelerates like any larger capacity machine would. She also loves to rev, which cannot always be said about twins. It’s the kind of bike that will howl and scream happily all day long on the racetrack. It was tangible to me how much less effort was needed to ride this bike fast, compared to it’s bigger sibling.

In summary, this would be my pick of machine, if I was an active, serious track day rider. I cannot imagine needing more than this to top the A-group timesheets, yet you will do it with much less effort and drama than most others. And if I was crazy enough to turn racer again? In that case, I would make the extra effort and time to master the V4S. I say this, simply because it poses much more of a challenge to ride, so the reward at the end of the rainbow must be similar to winning a small war. Aboard this machine, you are guaranteed to have many breathless moments on your journey to greatness!

Furthermore, Ducati SA has thrown their full weight behind the Annual Monocle Motorcycle Racing Series held all over South Africa. Jos himself is an avid participant and uses his powers of persuasion to help get the grids full on most occasions. He enjoys the racing and this, in turn, keeps him sharp and focussed. It also sends a message of support to the racing fraternity and, of course, the Ducati Racing Family. Racing, as we all know, does not just form part of Ducati’s culture but rather, it is the very core of all things Ducati.

To top off an enjoyable, busy day at the track, Jos had also arranged a photoshoot in celebration of the new truck mentioned earlier. Showgirls and photographers took to the stage to do what they do best. As the afternoon sun settled lazily over the horizon, we could just relax and enjoy the banter and watch the professionals at work. I scratched around for some photo opportunities of my own, as it is very seldom that you have so much beauty in one place.

Shortly after this fun-filled day, the famous Covid-19 lockdown ensued. This leaves many questions about the immediate future and the plans we are in the habit of making. Only time will tell how much the local economy has been impacted. But one thing is for sure; the motorcycle industry has faced bigger challenges before and survived!! In fact, this could become our finest hour, if we let it! We will certainly respect and appreciate our freedoms more, for one thing. Hopefully, we will also realize that a good life is a balanced life. What better way to celebrate our return to normality than to ride into the morning sun with a motorcycle between the legs and a smile on the face!

The Triumph Daytona Moto2 765 is Here, and Selling Fast

Motorcycle News

Wes Reyneke

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Jun 11, 2020

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The Triumph Daytona Moto2 765 is Here, and Selling Fast

Triumph have only built 1,530 units of their ultra-desirable Daytona Moto2 765 Limited Edition; 765 for the US, and 765 for the rest of the world. Only six of these R279,000 thoroughbreds have just reached South African shores, and half of them are already spoken for.

We’re not surprised, really—the Daytona Moto2 is the wildest machine to roll out of Hinckley lately. It combines the brand’s awesome 765 triple-cylinder motor with tech gleamed from Triumph’s involvement in Moto2, and wrapping it in a lust-worthy array of carbon fibre and high-performance parts.

We’ve sampled (and loved) this power plant in the Street Triple 765 RS, but the motor in the Daytona Moto2 is a different beast altogether. Between its race-spec internals, all-new gearbox and unique mapping, it’s good for 130 PS (about 128 hp) at 12,250 rpm, and 80 Nm of torque at 9,750 rpm, with a redline of 13,250 rpm.

Inside the motor, you’ll find titanium inlet valves, stronger pistons, DLC-coated gudgeon pins, revised cam profiles, new intake trumpets, modified con rods, a new intake port, crank and barrels, and an increased compression ratio. Tech-y bits include a TFT display, five riding modes, ABS and traction control, and a quick-shifter.

All of that’s crammed into an all-new chassis, borrowed from the prototype 765 that Triumph built when they were developing the Moto2 motor.

It’s kitted with adjustable Öhlins suspension, Brembo Styleema brakes, Pirelli Diablo Supercorsa SP tyres, and a titanium muffler from Arrow.

Triumph South Africa were gracious enough to let us ogle the Daytona 765 Moto2 in the flesh. It’s every bit as exquisite as it appears to be in photos, with the same high-level build quality we’ve come to expect from Triumph.

It’s wrapped in a full complement of carbon fibre bodywork, and adorned with a race-inspired monochrome Union Jack livery. The frame and swing arm sport a clear anodised finish, and the bike has its series number etched into the machine aluminum top yoke. The overall effect is subtle and purposeful; the only hint of colour coming from the gold Öhlins forks.

There’s no doubt that the Daytona 765 Moto2 would be a worthy addition to any dream garage. It’s a little out of reach for us, so we’re waiting with baited breath for a ‘regular’ version of the Daytona 765 to hit the market.

We’re betting it’ll be much the same bike paired-down—minus the carbon fairing, race-spec internals and high-end component spec. Only time will tell.

For more information visit: www.triumph-motorcycles.co.za

Ride Review: Energica Ego and Eva

Bike Reviews

Dave Cilliers

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Jun 4, 2020

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Could the future of biking be electrifying?

We recently had the opportunity to take two electric-powered sports motorcycles built by Energica in Modena, Italy, for a ride. Like most things Italian, the Ego and Eva, are visually beautiful. The Ego is fully-faired, whilst the Eva is a “naked”. For some reason, the bikes reminded me a bit of Aprilia’s RSV4 and Tuono, suave and sexy. I’ll let the photos do the talking, but I’m sure most of you will agree that they are a handsome couple of scooters. Strangely enough, you don’t miss an exhaust exiting the side of the bike, they just seem well proportioned and “right”.

The bikes bristle with electronic trickery. Multi-level traction control, ABS, adjustable “engine braking”, [with a regenerative effect] and power modes for Sport, Urban, Rain and Eco. To get going you simply switch the key on and jab the “starter” button on the right-hand switchgear, pretty much as we are accustomed. Nothing seems to happen apart from a green GO light which appears on the TFT dash. Instinctively you tend to yank the throttle to elicit some response. It’s a boy thing. You don’t read the instructions you just egotistically believe you’ll suss it out.

Well, sports lovers, yank this throttle wide open and you’ll instantly unleash [on the Ego] 215 Nm of angry torques and the Lord alone knows how many of the bikes 107 kW of power. On taking delivery I had been warned of this and Donovan Fourie told me that Rob Portman had had a “whisky throttle” moment with hilarious consequences. Luckily Rob was not aimed at anything solid at the time! Fact is, the bike is totally inert until you open the throttle.

Energica has not done a half baked job on these bikes. They have an options catalogue which really allows you to order your bike spec’d to the nines. Tank bags, panniers, screens, fancy suspension, you name it and it’s available. At a price, of course. Quoted in Euro’s, the current conversion to Rands makes your eyes water! These bikes are only an option for the seriously well-heeled.

Opening the throttle is quite an experience as the aforementioned torque becomes instantly available. Electric bikes are heavy thanks to the batteries, however, the designers try to keep that weight low. This allows you to whack the throttle open without the tendency to hoick the front wheel in the air and simply rocket forward. This wild acceleration is accompanied by a spooling up shriek from the drive, or gearbox, [with only one gear] which builds in intensity until around 80 kph whereupon it is drowned out by wind roar and the ride becomes eerily silent. Conspicuous by their absence are gear shift and clutch levers. You simply watch the rev counter numbers increase as you whoosh off down the road. Overtaking is a cinch. The torque and power just punts you past slower traffic with no effort at all and super smooth from idle to top end.

Riding through the suburbs with the low speed turns that that entails makes you immediately aware of the bikes weight. More so on the Ego, with its clip on’s, than with the wide barred Eva, where the additional leverage negates the feeling of weight to a degree. High-speed sweeps are where these bikes shine. The test bikes were equipped with the optional Ohlins suspension which is excellent. The weight of the bike now plays in its favour, with the suspension soaking up bumps and the bike tracking perfectly, even through bumpy sweeps.

These bikes will love the “22” between Sabie and Hazyview. The stability inspires massive confidence. I ran the Ego to an indicated 235 kph on a gradual downhill and it was pretty much flat out, running straight as a die. I noticed that that one run from 120 to top end and back to 120 again, shed 10% of the battery charge. What also became apparent was as the batteries level of charge dropped, so did the performance. At 50% charge, the bikes were no match for Bjorn’s Yamaha MT-09.

Donovan and Rob dragged the Ego, fully charged, against a BMW S 1000 RR and stayed ahead of the Bee Emm for the first three hundred-odd metres. I would hazard a guess and suggest that this is for two reasons. Firstly, because the instant torque of the electric bike is a big advantage in a drag race, and secondly because keeping the front wheel of the S 1000 RR on the ground when coming off the line is an issue. As soon as you can give the Beemer the beans it will drop the Ego for dead. Fact is, the Ego, with a fully charged battery is a strong motorcycle.

In Sport mode, the Energicas use battery power at an alarming rate. We barely made it home after a spirited thirty kay ride and then the next 40 kays at commuting type speeds. You will definitely go much further in Eco mode at a sedate pace, but that really isn’t why you buy a sports bike is it? The test bikes are fitted with 13.4kWh batteries, whereas all customer bikes will have 21.5 kWh batteries. This will significantly improve range with 62% more capacity. In Sport mode that would equate to around 115 kilometres of range.

So here is where a conversation around electric bikes always seem to end. How far can I ride and how long does it take to charge? No matter how you try to cut it, your route is not, at this point in time anyway, going to be of your ideal choosing, but rather determined by the availability of “quick chargers”. Jaguar and BMW have succeeded in installing chargers at the major Ultra Cities, but they are still way too few and far between.

As e-vehicles grow in popularity you can end up with charging “log jams” which makes travel time frustrating and unpredictable. In Europe, with its first-world infrastructure, 200 kay’s of range is perhaps adequate, but in Africa, it will leave you stranded. On that note, even if you carry your charge cable with you, bulky as it is, it will take at least 5 hours to charge a 21.5kWh battery fully from a wall plug.

The bikes were impressive to ride and hint at better things when the technology evolves. Weight and range is the big negative of electric vehicles at this point in time. James May, of Topgear fame, owns both an electric BMW as well as a “long-range” Tesla. Asked about his view of the future of electric vehicles, he echoes these sentiments. As soon as you go out of a predictable urban commuting environment these problems become a stark reality. If you run out of petrol your problem is easily solved. If you run out of charge, you have a major problem.

The cost of these performance e-bikes negates any fuel-saving benefit. They will cost you at least a 50% premium over an equivalent fossil fuel bike. At our expensive electricity cost, the three charges it will take to charge your bike for range equivalent to a full tank of fuel will not save you much money either.

To sum up. If battery technology evolves to lightweight, long-range and quick charge times, then e-bikes are in business. Until then, the advantages of fuel-driven vehicles are simply overwhelming. Many of us ride bikes for the impromptu freedom to hop on and head for the hills or some far-flung horizon. The current crop of electric motorcycles just doesn’t tick that box. A final consideration is the way in which we ride and “connect” with our bikes.

Some Harley riders feel that the new Harleys’ are too “nice”. They love the mechanical thrash, feel and level of vibes of the older bikes. Strange but true. Listening to Bjorn’s MT-09 fire up, the bark from the Arrow pipe rising to a crescendo through the gears and the blip of the throttle on gearing down, made me appreciate the sensory side of bikes. Electric bikes are really sterile by comparison. Now I know that they can build in a soundtrack of your choice with current technology, but for old school me that is just wrong! Let’s have your thoughts on the electric versus fuel debate. We are so spoiled for choice in the world in which we live.

Footnote:

All of us at ZA Bikers, like many of our readers, no doubt, ride bicycles for fun and fitness. What this review did do, is pique our interest in the e-bicycle revolution that is sweeping the planet at the moment. A bicycle with a range of 100 kay’s is more than adequate. Being able to ride up hills like a Tour de France pro without breaking a sweat is just uber cool! Do you know that some e-bikes come with an app that monitors your heart rate and keeps it in the happy zone of your choice uphill and down dale. Amazing.

The UK, as a byproduct of planning a post COVID-19 world, have committed millions of pounds to promote the development of e-bikes/scooters on the basis that surveys have shown that 80% of car trips in the UK are less than 3.8 miles. A little over 6 k’s. An absolute doddle on a bike, or for the unfit, an e-bicycle. The spinoff in fuel saving, mental and general health is phenomenal. On the back of that thinking, we have decided to keep you guys up to speed on what is available and how it all works. Watch this space.

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Features

Dave Cilliers

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May 28, 2020

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During our national lockdown, the Gypsy in my soul yearns for the view of distant horizons seen from the saddle of my bike. I have been reminiscing about previous bike trips that we have done at ZA Bikers whilst reading through some of our archived travel articles that are conveniently grouped together under the TAG “Travel“.

What has also been frequently voiced by almost everyone I have spoken to in this time, is how people are appreciating, and, dare I say enjoying, a “simple” lifestyle. This got me thinking…..

When I started riding bikes many years ago on a Honda 50, I started to dream of doing a really “long” trip. Durban always came to mind. As a schoolboy, Durban had an allure as a “chill spot” of note. I never got to ride my 50 to Durban, but road tripping was a firm plan for the future. My first proper trip was an extended tour through Rhodesia in 1975 on a Honda 500 Four, accompanied by my buddy Willem, on a brand spanking new Honda Goldwing GL 1000. In those days life was pretty damned simple. My bike was my sole [or should that be “soul”?] transport and it had to take me everywhere. This was also a time before the advent of the Adventure Bike revolution. Your daily ride became your Sport, Touring and Adventure bike!

With the new wave of simplicity washing over me I have it in mind to re-invent those days. I want to choose a bike that will be called on to “do it all”. Here is the thing. The bike has got to have soul, and be an uncomplicated beast which harks back to a time when the world was not continually rushing up its own backside. At the same time, it must work. A case in point was my original Triumph Scrambler. I pimped the suspension with some Works Performance bits and used it everywhere, including doing a Parys to De Aar adventure rally as well as riding Baviaans, Naudes Nek and plenty of back road cruising. I turfed the original exhausts in favour of a much lighter Arrow system, as the original pipes tended to break off at the mounting bracket with a bit of off-road use. So what we want here is a bike that is good to look at and good to ride.

What bikes are candidates? Obviously the Triumph Scrambler, both in 1200 and 900 form. In many ways, the 900 is a bit more authentic as a Desert Sled in the Steve Mc Queen mould. Then we have the Bonneville range. Richard Harper (RIDE MOTOS TAKE PHOTOS) rides his T120 Bonnie everywhere!

BMW’s R nineT qualifies too as does the very capable Scrambler Ducati range. If your riding is predominantly on tar then Harley’s Sporties have huge character too.

I loved riding long distances on my 1200 Custom Sportster. The 17-litre tank on the Custom gave a decent range with an easy 20+ kay’s per litre at 130 kph. The rumble of a big V-Twin is particularly soulful as you traverse the country under a big sky. Kawasaki’s Z900’s tick the box as do the Yamaha MT-07 and 09 and XSR 900. A Honda NC750’s utilitarian qualities make it an option although it is light in the “soul” department. What I am really trying to say is get a simple bike and ride!……everywhere!. Get back to the freedom and essence that is motorcycling. Pack the minimum and go.

One nighters, camping out in the bush under an African sky, will revitalise you in a way that you simply cannot imagine. Look up “Motogeo” on YouTube. Jamie Robinson does trips all over the world in search of his soul and the perfect hamburger. He rides the most unlikely bikes to the most unlikely locations for the sheer joy of it all.

Let’s break the stereotype mould and live a bit. The restrictions imposed by this COVID crap have reminded us of what a joy it is to live and love simply. Don’t be sucked into someone else’s Facebook adventure where you read and look at the photos in awe. Create your own memories. Live your own dreams. Ditch the “virtual” world of social media and get so busy “adventuring” that you don’t even have the time to post about it. Write your own story on the pages of your heart.

We will continue to try and inspire you to enjoy your bike, riding the length and breadth of our magnificent land. Tell us about your trips. Where did you go and where did you stay? Who did you meet along the way? When we did the Delta Dawdle around Botswana on the diminutive TVS Apache’s, I loved the way ego’s got kicked into touch. It was about the journey, not someone’s riding prowess. We rode, “kuiered” and rode some more. We saw amazing sights, shared incredible experiences, toasted molten sunsets and simply LIVED!

COVID-19 has reminded me that we should take nothing for granted, let’s reassess our priorities and not forsake living in the true sense of the word. We have places to go and things to see. There is no better way than from the saddle of a bike with a couple of like-minded mates in tow or even on your own. The helmet time is priceless! So let’s hear from you guys and gals. Where are you going and on what?

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Could the future of biking be electrifying?

Footnote:

Let the planning begin…

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