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.
Image source: Red Bull KTM
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.
Image source: Red Bull KTM
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.
Image source: Red Bull KTM
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.
Image source: Red Bull KTM
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.
Image source: Red Bull KTM
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.
Image source: www.motogp.com
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.
Image source: Red Bull KTM
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.”
Image source: Red Bull KTM
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.”
Image source: Red Bull KTM
Results MotoGP Monster Energy Grand Prix České Republiky 2020
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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!
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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!
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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…
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.
Photo credit: Yamaha Global
Does Yamaha’s new pint-sized MT-03 deserve a seat at the MT table? We swung a leg over one to find out.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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…
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 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.
Photo credit: Apple TV+
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.
Photo credit: Apple TV+
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.
Photo credit: Apple TV+
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.
Photo credit: Apple TV+
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.
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…
Photo credit: Ducati Official
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.
Image source: www.wallpapercave.com
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.
Photo credit: Ducati Official
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!
Photo credit: Ducati Official
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!
Photo credit: Ducati Official
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!
Image source: www.pinterest.com
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!
Photo credit: Ducati Official
“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…
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.
Image source: www.super73.com
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.
Images source: www.vintageelectricbikes.com
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.
Images source: www.vintageelectricbikes.com
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.)
Images source: www.vintageelectricbikes.com
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.
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.
Image source: www.super73.com
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.
Image source: www.super73.com
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.
Image source: www.super73.com
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
Image source: www.zoozbikes.com
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.
Image source: www.zoozbikes.com
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.
Image source: www.zoozbikes.com
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.
Image source: www.zoozbikes.com
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.
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.
Photo source: www.ubcobikes.com
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).
Photo source: www.ubcobikes.com
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.
Photo source: www.ubcobikes.com
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.
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.
Photo credit: Bjorn Moreira / ZA Bikers
“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:
Photo credit: ZA Bikers
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.
Photo credit: ZA Bikers
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.
Photo credit: ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
For more on King Price motorbike insurance, click here
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.
Image source: www.wp-suspension.com
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.
Photo credit: KTM official
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.
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.
Photo credit: Rob Till / BMW Motorrad SA
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.
Photo credit: Rob Till / BMW Motorrad SA
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.
Photo credit: Rob Till / BMW Motorrad SA
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!.
Photo credit: Rob Till / BMW Motorrad SA
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.
Photo credit: Rob Till / BMW Motorrad SA
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.
Photo credit: Rob Till / BMW Motorrad SA
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.
Photo credit: Rob Till / BMW Motorrad SA
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.
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.
Image source: super73.com
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.
Image source: www.bulls-bikes.com
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.
Image source: Ducati.com
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.
Image source: super73.com
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.
Photo credit: Harley-Davidson
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.
Image source: ridecake.com
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.
Photo credit: Hanlie De Bruin
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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?
Photo credit: Bjorn Moreira / ZA Bikers
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!
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.)
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.’
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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?
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.
Photo credit: Julio Moreira / ZA Bikers
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
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.
Image source: Red Bull KTM
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.
Image source: Red Bull KTM
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.
Image source: Red Bull KTM
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.
Image source: Motogp.com
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
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).
Image source: www.ktm.com
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.
Image source: www.ktm.com
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.
Image source: www.ktm.com
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.
Image source: www.ktm.com
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.
Image source: www.ktm.com
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.
Image source: www.ktm.com
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.
Image source: www.ktm.com
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.
Image source: www.ktm.com
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.
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.)
Image source: Red Bull KTM
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.
Image source: Red Bull KTM
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.
Image source: Sepang racing team
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.
Image source: Red Bull KTM
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.
Image source: Red Bull KTM
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
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.
Photo credit: Bjorn Moreira / ZA Bikers
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”.
Photo credit: Bjorn Moreira / ZA Bikers
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! 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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
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.
Photo credit: Yamaha Global
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.
Photo credit: Yamaha Global
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 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.
Photo credit: Joe Fleming / Bonafide Moto Co.
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).
Photo credit: Joe Fleming / Bonafide Moto Co.
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.
Photo credit: Joe Fleming / Bonafide Moto Co.
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.
Photo credit: Joe Fleming / Bonafide Moto Co.
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.
Photo credit: Joe Fleming / Bonafide Moto Co.
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.
Photo credit: Joe Fleming / Bonafide Moto Co.
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.
Photo credit: Joe Fleming / Bonafide Moto Co.
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.
Photo credit: Joe Fleming / Bonafide Moto Co.
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!
Photo credit: Joe Fleming / Bonafide Moto Co.
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.
Photo credit: Joe Fleming / Bonafide Moto Co.
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.
Photo credit: Joe Fleming / Bonafide Moto Co.
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!
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.
Photo credit: Red Bull Content Pool
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.
Photo credit: Red Bull Content Pool
“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.”
Photo credit: Red Bull Content Pool
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.”
Photo credit: Red Bull Content Pool
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.”
Photo credit: Red Bull Content Pool
“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.”
Photo credit: Red Bull Content Pool
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.
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.
Photo credit: Global Yamaha
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.
Photo credit: Global Yamaha
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.
Photo credit: Global Yamaha
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.
Photo credit: Global Yamaha
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.
Photo credit: Global Yamaha
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.
Photo credit: Global Yamaha
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.
Photo credit: Global Yamaha
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.
Photo credit: Global Yamaha
Yamaha’s 2021 range also includes the liquid-cooled two-stroke YZ65, YZ85, YZ125 and YZ250.
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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!
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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!
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.
Photo credit: Bjorn Moreira / ZA Bikers
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
Photo credit: BMW Motorrad Europe
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!
Photo credit: BMW Motorrad
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.
Photo credit: BMW Motorrad Europe
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!
Photo credit: BMW Motorrad Europe
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.
Photo credit: BMW Motorrad Europe
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.
Photo credit: BMW Motorrad Europe
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.
Photo credit: BMW Motorrad Europe
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.
Photo credit: BMW Motorrad Europe
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”?
Photo credit: BMW Motorrad Europe
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.
Photo credit: BMW Motorrad Europe
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.
Photo credit: BMW Motorrad Europe
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!
Photo credit: BMW Motorrad Europe
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.
Photo credit: BMW Motorrad Europe
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].
Photo credit: BMW Motorrad Europe
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.
Photo credit: BMW Motorrad Europe
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!
Photo credit: BMW Motorrad Europe
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.
Photo credit: BMW Motorrad
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.
Photo credit: BMW Motorrad
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!
Photo credit: BMW Motorrad Europe
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!
Photo credit: BMW Motorrad
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.
Photo credit: BMW Motorrad Europe
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!
Photo credit: BMW Motorrad Europe
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
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.
Image Source: Global Yamaha
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’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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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…
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.
Photo credit: Ducati Official
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.
Photo credit: Rare-Birds
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.
Photo credit: Club Italia
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.
Photo credit: Ducati Official
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.
Photo credit: Ducati Official
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.
Photo credit: Ducati Official
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.
Photo credit: Ducati Official
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.
Photo credit: Ducati Official
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.
Photo credit: Ducati Official
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.
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.
Photo credit: RED BULL KTM
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.
Photo credit: RED BULL KTM
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.”
Photo credit: RED BULL KTM
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.”
Photo credit: RED BULL KTM
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!
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.
Photo credit: Yamaha Motor Europe
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.
Photo credit: Yamaha Motor Europe
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.
Photo credit: Yamaha Motor Europe
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.
Photo credit: Paris Dakar It
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.
Photo credit: Paris Dakar It
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.
Photo credit: Yamaha Motor Europe
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.
Photo credit: Yamaha Motor Europe
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.
Photo credit: Yamaha Motor Europe
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.
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.
Photo credit: KTM Austria
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.
Photo credit: KTM Austria
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.
Photo credit: KTM Austria
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.
Photo credit: KTM Austria
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.
Photo credit: KTM Austria
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.
Photo credit: KTM Austria
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.comfor more information.
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.
Photo credit: Michiel van Dam
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.
Image source: www.bikesportnews.com
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
“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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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?”
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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?
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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.
Photo credit: Michiel van Dam
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?
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.”
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
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.
Photo credit: Ducati official
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.
Photo credit: Ducati official
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.
Photo credit: Ducati official
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.
Photo credit: Ducati official
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. *
Photo credit: Ducati official
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.
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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!
Photo credit: Bjorn Moreira / ZA Bikers
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!
Photo credit: Bjorn Moreira / ZA Bikers
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.
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.
Photo credits: Noble Media Solutions
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.
Photo credit: Bjorn Moreira / ZA Bikers
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”
Photo credits: Noble Media Solutions
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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!
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Braam Smit / ZA Bikers
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!
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
It’s kitted with adjustable Öhlins suspension, Brembo Styleema brakes, Pirelli Diablo Supercorsa SP tyres, and a titanium muffler from Arrow.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
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”.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Energica configurator
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Image Source: www.ducati.com
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.
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…..
Photo credit: Bjorn Moreira / ZA Bikers
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!
Image Source: Old Bike Mart
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.
Photo credit: Dave Cilliers / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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.
Photo credit: Bjorn Moreira / ZA Bikers
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!
Photo credit: Simon Morton / ZA Bikers
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?
Dutch native, Michiel van Dam, shares his experience riding an adventure bike in Africa for the first time, on a trip into Botswana.
Here is the story as told by Michiel van Dam…
Photo credit: Michiel van Dam
An early start from Pretoria helps us reach the African Ranch campsite before sunset. There, we set up camp on the Botswana bank of the Limpopo river. “That crocodile on that rock in the river will probably still be there tomorrow morning,” I think, “frozen stiff.”
Because after the sun goes down, the cold creeps in, enhanced by a wind from the east that disturbs the peace and tranquillity of our laager around the fire. It isn’t always hot in Africa.
Photo credit: Michiel van Dam
The campground is a new site, with very welcome amenities, such as a fireplace providing primaeval warmth, coffee and food, and a spotless ablution block. Yes sir: hot showers too, thanks to a donkey that feeds on wood and heats up the water in return.
Our suite is bigger than any president’s, with a majestic ceiling full of sparkling lights, supported by the broad branches of apple-leaf, leadwood, knobthorn, and jackalberry trees. I don’t know those trees; my South African riding buddy, Johan, tells me about them.
Photo credit: Michiel van Dam
I am a rookie in Africa, whereas he grew up here and knows his way around, just like I can find my way home blindfolded in the Amsterdam Walletjies district on any given night. There is a lot to be learned in a short time—all the does and don’ts of riding in Africa, for instance, on and off tarmac. In Europe, I have to make an effort to find gravel experiences, while here, it’s the norm.
So how did I go about tackling the gravel road to African Ranch? Since Johan had disappeared in a cloud of dust, I was left to my own devices. Buying a KTM 690 Enduro and adding all the right accessories did not make me a dirt-bike rider overnight. Far from it, I hate to admit.
Swallowing dust and my pride, I tried to follow in Johan’s tracks. “If he didn’t fall off the bloody bike, neither will I,” I kept telling myself, grinding my teeth and sweating like a vlakvark caught in a bush fire in my protective vest, trying VERY hard NOT to come off the bike.
Photo credit: Michiel van Dam
African Ranch signalled the very welcome end of the day’s ride, but not of the day’s lessons to be learned: “First thing is to keep away from the river banks—that mighty Limpopo is not your average European sweet water duck pond. We have crocs and hippos here, boet, things that bite and trample. And keep away from those branches. I told you so, now you know why this tree is called the draai-en-wag-’n-bietjie boom.”
After dinner we sit and sip at the fire, talking about our experiences on the first day. The pros and cons of my gear, like those bloody bags on my bike, with straps that keep loosening up along the road, forcing us to stop again and again and find another way of tightening them. I want my gear to be perfect and not give any trouble, while Johan takes a more philosophical approach and is ready for improvisations along the road as we go along.
Welcome to Africa, a rookie from Holland.
The birds are awake before I am. So is Johan. Already on the second day, on the road out of the urban jungle, some part of me wants to stay here at the Limpopo bank with the birds, the trees, and the croc, thawed by that splendid morning sun.
But another, stronger part of me dictates that we pack the gear, load up and start the bikes heading deeper into Botswana. Breaking up the tents is a breeze, they attach with just a few bungee cords to our bikes. And yet they didn’t pull our bikes down, these South African prototypes kindly loaned by their maker, Boer Schoeman, to the members of our expedition into the Heart of Africa.
Photo credit: Michiel van Dam
Yes, that’s a Livingstone quote on my tank bag: “Now that I am on the point of starting a trip into Africa I feel quite exhilarated. No doubt much toil is involved, and fatigue of which travellers in the more temperate climes can form but a faint conception.”
But first I need to handle these 30 km’s of dirt and dust again, on the way back to the Sherwood filling station, where the blessed black tarmac ribbon awaits. Those Mefo tyres are as good as their ‘Made in Germany’ stickers promise. I feel very secure on tarmac with them, and on dirt, it’s certainly not the tyres that set the limitations to my riding and sliding skills, if you catch my drift.
Photo credit: Michiel van Dam
Between Limpopo and the Makgadikgadi Salt Pans there is not much interesting to see in the bush. The KTM’s hum along on the tarmac with the occasional dirt detour around road works.
Distances in Africa are much greater than in Europe. Between dots on the map there is nothing like a filling station, a restaurant or other infrastructure that lines the Autobahns of Europe—just thorn trees and anthills. Another long day in the saddle certainly puts strange ideas in my head.
And here we have Nata Lodge—a traveller’s den providing hot showers, cold beers and a place to pitch our tents. The local women serving us are full of laughter and jokes: “If you want to learn the Tswana language, you have to marry a Botswana lady. I am here!”
Photo credit: Michiel van Dam
Before we get to the singing part, we meet up with Tunku, a Botswana businessman who has a nice collection of new and vintage bikes that he proudly shows us on his cell phone. And pictures of friends too, one of whom hit an elephant at around 200 clicks an hour on that nice Botswana tarmac road. (It was night and that road wasn’t as empty as it appeared to be.)
“Don’t even think of riding after sunset in Botswana,” is the lesson I learn here. And that puts an immediate end to lobola discussions, because if I can’t test a future bride on saddle steadiness and readiness, there is not going to be a marriage.
So I remain a lone rider on my KTM when we set out for the pans the next morning. I have the feeling that my riding skills improve on the Makgadikgadi underground—flatlands that extend far beyond the horizon with only an isolated island and a couple of motorcycles to break the monotony. But don’t get any funny ideas of signing up for the Dakar Rally yet, Dutchy!
Photo credit: Michiel van Dam
It’s only a few kilometres from the tarmac to our next destination. But those kilometres to Elephant Sands are deep, loose sand, and there are wild elephants around that do not abide by right of way rules, or any other European traffic etiquette. After being nearly trampled by a wild elephant in Mapungubwe National Park a week or so ago, I have developed deep distrust and disliking for these ungainly beasts.
So I am sweating and swearing in that sand trap, using both legs to prevent the bike from falling, and to help propel it forwards. The engine is whining and overheating, and all the time I have to watch out for elephants that try to blow me off my path. No: their path, strewn with smouldering heaps of their dung.
Photo credit: Michiel van Dam
A humbling experience all right, one that is not easily washed away with just a hot shower at the lodge, where we put up our tents in anticipation of events to arrive. Like elephant bulls running up to the water hole for sundowners, and overland trucks discharging their cargo on the terrace overlooking the watering hole, swarming with elephants waving their trunks.
Photo credit: Michiel van Dam
At one point, a bigger and stronger male pops in to dethrone his predecessor, just like the Italian off-road riders that came riding fast past me on top of the sand into the camp to dethrone their predecessor.
At sunset, it gets even more crowded at the water hole, as it gets crowded at the bar. Star show, campfire, comfortable chairs and cold beer… what more can a Dutchman on safari ask for? Exhilarated and exhausted, Johan and I retreat to our tents. With all my might I try to ignore the sudden scents and noises around my tent—how did that lullaby my mommy sang for me go again?
Photo credit: Michiel van Dam
Johan’s voice sounds muffled: “Ehm, Michiel, I think my bike just fell over.” And because the tent is attached to the bike, he is trapped like a mummy in the fabric. I take a deep breath, carefully open the tent zipper and peer carefully around. No “Ellies” to be seen, but yes, Johan’s bike is down, as is his tent. Now, what on earth or beyond brought them down?
I free Johan from his tent and we put his bike and tent back up. A little later, and after much Zen-like effort to soothe my nerves, it’s Johan’s subdued voice again: “Ehm. Michiel, there is an elephant right next to our tents, I can see it clearly through my mosquito netting.” The flap over my mosquito netting is closed and I am going to keep it that way, no matter what—a paper-thin wall against the horrors of Africa.
Breakfast never tasted better.
Riding away from the lodge is much better than riding into it, knowing that I won’t have to do the same hellish ride again in reverse the next day. Plus the sand is still cold and provides more grip to the Mefos, and the owner of the lodge has assured this haggard looking Dutch guest that there are no elephants around this early in the day.
Back to the tarmac, that token of civilisation running north through the vastness of Africa. The size of Botswana and the distances remind me of Norway, also a country rich in minerals and natural beauty and with good infrastructure. Also pricey and set with crazy low-speed limits in the middle of nowhere. But Mother Africa teaches me to relax and enjoy the ride. What’s the hurry?
At the end of the road in Norway is the famous North Cape. At the end of our road in Botswana lies Chobe.
The Chobe river dams up because Zambezi’s flow is so strong that it is difficult for the Chobe waters to enter it, so there is a lot of water around. And where there is water, there are animals—plenty of animals, that we are seeing from the deck of a tourist boat steaming up and down that fine Chobe river. Elephants, yes, but also buffalo, hippo, croc, giraffe and all kinds of birds whose names I tend to forget as fast as Johan recites them.
Photo credit: Michiel van Dam
The next day we get an uninvited guest for breakfast—Meneer vlakvark has clearly set his mind on Johan’s muesli. We manage to send the scoundrel off, knorrend en piepend.
Photo credit: Michiel van Dam
The officials at the Kazungulu border post into Zimbabwe are forthcoming and helpful. After the formalities, we ride through a landscape dotted with rolling hills towards Vic Falls. “Watch out for elephants on the road,” warns the policeman at our firsts roadblock in Zimbabwe. Certainly, a much stronger deterrent for speeding than any laser gun or speed bump can ever be.
Photo credit: Michiel van Dam
So now it’s time for the famous Vic Falls, Mosi-oa-Tunya: the Smoke that Thunders. “The most wonderful sight I have seen in Africa,” Livingstone noted in his diary. He saw the plummeting waters from above, crawling on a rocky outcrop in the Zambezi, protruding above the mighty waters falling down.
Photo credit: Michiel van Dam
I pay a couple of too many US dollars for a helicopter ride to experience that frothy spectacle from above. And what a fine sight it is, both from the sky as from the lush forest opposite of the mighty walls of water. How can one put this into adequate words or images to take home?
For good luck, I buy a Nyami Nyami mascot at the local market, a small souvenir of the mighty river god that lives in the foaming waters. The tails of these amulets were traditionally made of elephants hairs, but now from Dunlop tyres. Progress indeed.
Photo credit: Michiel van Dam
Nyami Nyami reportedly is angry, now that the mighty Kariba Dam prevents him from freely roaming up and down the Zambezi river. Any moment he can command the earth to tremble, the dam to break and the water to wash away everything that man has erected around the Thundering Smoke.
As a Dutchman, living about six meters under sea level, I know that uneasy feeling. And I am slowly getting used to persistent invasions of my comfort zone on this trip. People and animals come much closer, uncertainty and danger are sharpening senses that have been dulled by European life in comfort.
Slowly but surely I am shedding my rookie feathers and getting Africanised.
In the jungle, the mighty jungle, Johan snores tonight. But not even all that snoring, chortling and snorting outside my tent can keep me from falling sound asleep and dreaming of two KTM’s riding at full speed away from rolling waves of Zambezi water, on which the mighty Nyami Nyami surfs. The next morning the animals keep their distance when we’re having breakfast and packing up our gear again.
Photo credit: Michiel van Dam
After Chobe and Vic Falls we leave the tourist magnets behind, and point our KTM’s towards the heartlands of Zimbabwe. What other obstacles will Africa throw in my way? What is there to be learned in the country that gets such different press than Botswana, reportedly full of corrupt policemen at roadblocks and wild animals that wander freely about?
Stay tuned for the next episode of ZAR Trek: the Rookie Ride into Zimbabwe.
The Prizefighter is off the canvas, albeit still groggy.
The World was sucker-punched at the end of the first quarter of 2020, with trade and industry literally being stopped in its tracks. Felled by a single blow from a fellow who fights under the banner of “COVID-19”. No one really seems to know where he trained, grew up or how he managed to get the World’s attention the way he did, but his blows have rained down on humanity in an unprecedented fashion. Only time will tell if we rated him too highly or not but for a time we were floored. Reeling from his blows, we didn’t know where he would strike next and as such, went into a defensive huddle. Ultimately, the only defence that has any chance of long term success is attack, and we are up on one knee, determined to not only beat the count but to recover from the low blow, stronger than ever before. We certainly have the support of the crowd!
It can never be said that the Government Gazette makes for fun reading. However, the breaking news to which we woke up to this morning, is cause for a huge celebration. Under Level 4 lockdown regulations, the Minister of Trade and Industries, Ebrahim Patel, has announced that members of the Motor Industry, and related parties, can once again open their doors for business. For the purpose of this communication, “Motor Industry” refers to trucks, cars, motorcycles, trailers, caravans, buses and agricultural equipment – both new and used. The rules cover all aspects of selling (wholesale and retail, imports/exports and financial aspects), and the full range of vehicle support.
ZA Bikers is obviously chuffed at any return to normality and, in particular, with the reopening of our beloved motorcycles industry.
As you might expect, the Government has laid down some conditions. Here’s a quick run-down:
Phase 1 – which has now started:
Dealerships can open their doors with 30% of their normal staff complement subject to 9 Sq. Metres of floor space per employee. Small businesses can operate with a minimum of 5 employees.
Sales, wherever possible, should be done remotely via the internet, e-commerce or telephone. Personal contact should be kept to a minimum, be by appointment and appropriate social distancing and COVID control rules should be applied, eg. Sanitising, masks etc… should be worn.
Test drives by appointment only.
Home delivery of vehicles.
Where possible, electronic or virtual signatures to be used for documentation.
Auctions will be conducted online.
Phase 2 – TBC:
60% of staff allowed. Limited customers will be allowed to enter the dealerships. Remote vehicle sales will continue
Phase 3 – from June 8th 2020:
Dealerships will have 100% of their staff back at work under various COVID Regulations.
The rest of the regs go into the detail of how to apply sanitisation measures, social distancing and general health procedures, which need to be put in place and adhered to. Peripheral services to the motor industry such as Roadworthy Centres and so on will also be allowed to operate.
I am not going to go into minute detail as laid out in the Gazette, as I am sure that will be reported far and wide in the general media. We just want to be the first to stand on the rooftops and shout a huge “Hurrah” and give a double thumbs up for the first really good news for our industry. The motorcycle industry is by no means out of the woods yet and we know that there have already been major losses – yet we live in hope of better days to come. We will rise from the canvas, shake our heads and fight back. That is who we are and what we do.
We wish you all well as you pick up the pieces. Just know that our thoughts and prayers are with you all in these trying times.
Back in 2003 MotoGP saw the end of the 500cc two-stroke era in favour of the mighty 1000cc four-strokes. It also saw the introduction of massive strides in electronics, where riders could depend more and more on features like adjustable traction control and wheelie control which helped to tame the Beasts huge power and torque. I remember watching Sete Gibernau exiting a 220 kph sweep, on worn-out tyres on his RC211V Honda, with the bike tracking like an XR 750 Harley on a dirt oval, smoke pouring off the back tyre. Everything kept nice and tidy by the riders skill and a huge dollop of electronic intervention. Let us wind back the calendar 10 years, to 1993.
Photo source: MotoGP FanZone
The next five years of MotoGP were dominated by an Aussie cobber by the name of Mick Doohan. As awesome a talent as ever pulled on a set of race leathers. He won those titles [1994 to 1998] against some of the finest riders that the world has ever seen! Cadalora, Capirossi, Schwantz, Barros, Criville, Gibernau, Abe, Puig, Kocinski, Bayle, Crafar, Checa, Biaggi, Gobert, Beattie, the list goes on and on. No one who watched these gladiators do battle will ever forget the spectacle. We are going to take a look at what is arguably the best 500cc racebike of all time, and then try and describe what it was like to ride it.
Photo credit: MotoGP FanZone
The Honda NSR500, as ridden to victory by Mick in the 1994 championship was a fearsome beast! Let’s look at some technical features. The bike under scrutiny is Mick’s own bike on which he won nine of the fourteen races making up the 1994 season. He was on the podium in the other five. Phenomenal!
Photo source: RedBull
Honda revolutionised 500cc two-stroke engine technology when they introduced their Big Bang engine back in ’92 [Triumph have used the same technology in their new 900 Rally Pro Adventure bike for the same reason that Honda adopted it back then, for better traction]. The 500’s were very powerful, over 200 hp, and light, which made them prone to wheelspin. When they broke traction, it was instantaneous. Doohan explains, “On a 500, the tyre breaks loose at 8000 rpm; before you shut the throttle, it’s at 12000.
Compared to a Superbike, the torque of the two-stroke engine and how quick they respond because of their lighter weight makes the 500’s far more dangerous”.
Photo source: MotoGP FanZone
The Big Bang technology alters the firing order to allow around 290 degrees more crank rotation before the next power stroke, allowing the back wheel to hook up. It did not gain power or torque but changed the way the power was delivered. Shinichi Itoh, on his NSR500, was the first GP rider to break 200 mph [324 kph] in 1993. Itoh’s bike had fuel injection, which gave better fuel consumption, however, Doohan ran his NSR with carburettors, as he preferred the “feel”.
Photo source: Way2Speed
The chassis on Doohan’s bike changed very little from 1991, with which, despite testing various options over the years, was always what Doohan was most comfortable with. The bike could be quick-shifter equipped, but Doohan liked a conventional setup. The bike had a sophisticated data acquisition system which monitored throttle opening, rpm and gear change points so that the bike “knew” where the rider was on a given track. It would then adjust the suspension rebound and compression damping rates accordingly. Once again, Doohan ran a conventional setup, whereas his teammates utilised the trick technology. The bike featured an exhaust water injection cooling system which helped to boost the torque in the 6000 to 10000 rpm range. Again, Doohan found that this power boost did not complement his riding style and his bike did not have this feature. The fairing extended as far forward as the rules would allow, so as to achieve a high level of downforce in an attempt to limit the high-speed wheelies to which the 500’s were prone.
Photo source: MotoGP FanZone
Let’s look at the spec’s of the ’94 NSR500 and then hear what it was like to ride.
’94 NSR500 Specifications
Price:
$1,000,000 [In 1994] to lease for a season, not for sale at any price
Single 196mm HRC steel disc with HRC two-piston caliper
Wheels:
17″, 120 front and 180 rear, shod with Michelin slicks
Wheelbase:
1405mm
Fuel capacity:
32 litres
Weight:
130 Kg’s [dry] – 165 Kg [fully fueled]
Power:
Over 200 hp
Try and get your numbed brain around a 165 Kg [fully fueled], 200 hp missile with a 1405mm wheelbase, with essentially no electronics to help save your sorry butt! Ally that to the most viciously fearsome power delivery in all of bikingdom, and you have the stuff that cold sweats and dirtied rods are made of!. So what was it like to ride?
At the end of the ’94 season, selected journalists from the world’s most prestigious magazines, with experience from racing high horsepower bikes, got the opportunity to ride the NSR500 around the Suzuka circuit in Japan. Let us see how Sport Rider Magazine’s road test Editor Lance Holst, described his experience.
Photo source: Jim McDermott
“After a few years of guest riding top race bikes with suspension settings that ranged from taught to nearly rigid, and engines whose radical state of tune and narrow focus had them alternatively spitting and barking at anything below race rpm, the civility of Doohan’s machine is disarming. I was expecting a beast, but as I roll down Suzuka’s pit row, pull in the surprisingly low effort clutch and engage first gear I’ve yet to find it. The engine responds smoothly from well below 6000 rpm and pulls cleanly with none of the high-strung behaviour you’d expect. In fact, the Big Bang engines are known for their droning engine notes sounding more like a big-bore motocrosser than the piercing, high-pitch shriek of the previous engine.
The seating position is roomy with a wide saddle, relatively low footpegs and clip-ons that aren’t too radical. The NSR is probably more comfortable than a Ducati 916 or Suzuki GSXR-750. Braking lightly for turn one, the carbon discs offer very little bite until they’re hot, and at my cautious pace, it takes a full lap to get them up to operating temperature. It is so low effort to turn the bike that it almost feels that the bike falls into the curves on its own, but with enough steering linearity that it inspires confidence. With the revs between 6000 and 8500, throttle response is superbly clean as I climb up through the left-right-left-right esses. Even the slightest throttle openings generate more acceleration than I expect, and I’m constantly finding myself in the next corner a little too hot, thinking, Whoa, how did that happen? No problem, just add a little more lean angle. Yeah, this thing’s just a big kitten.
Photo source: Brembo
Accelerating out of Spoon Curve, down the back straight, I’m feeling confident, like I’ve got a grip on things, so I give the throttle a hard twist. That’s when the beast awakens. With the tach reading just over 9000 rpm in fourth gear, the NSR leaps forward, my butt slams back into the carbon-fibre tail section and the bars shake side-to-side in my clenched fists as the front tire dances above the pavement. In the time it takes to find the tachometer, the needle is already into over-rev, so I stab a clutchless upshift and watch in disbelief as Mick’s monster eats up a fifth gear then sixth as quickly as you can read this sentence. Maybe quicker. Flip! How the hell did that happen? Who triggered the nitrous? Where’s the boost gauge on this thing? Okay, now breath again.
Then I realize a few things: that I am in fact pulling 12500 in sixth and that out of fear I inadvertently rolled out of the throttle a bit to keep the front end planted in fourth and then hadn’t whacked it fully open again, but I couldn’t tell the difference. Up until the back straight, I thought I was using two-thirds throttle squirting between corners, when in fact I hadn’t cracked the slides half-open yet – more like one-quarter to one-third and still getting more acceleration than I was ready for. As soon as the throttle is shut the NSR becomes a pussy cat again.
Photo source: Passione Motogp Forever
It takes me a full lap to get my courage back, but next time down the back straight, I’m twisting the throttle in anger again. All right, I’m ready for you this time. You don’t scare me. The front end dances through the top of fourth. I grab fifth at 12500 rpm, pin the throttle to the stop, and it settles down. Ha, Take that you sumbitch! Then the Beast teaches me lesson number two. At the top of fifth gear, at over 150 mph, it catches a rise and snaps the front wheel two feet in the air before I can back out of it. Okay, okay, anything you want. Just don’t do that again, please.
Recounting this to Mick Doohan his response is “We’re into sixth before the bump, but if I don’t keep my head behind the bubble I have to roll off, or it’ll come over backwards”.
Short shifting has almost no effect other than to produce longer, larger and faster wheelies. Holst says that with hindsight he was taken for a ride rather than that he was actively riding the Beast.
Photo credit: Wayne D. Baker
As a parting shot, he asked Mick how, by all that is Holy, he manages to ride the bike so fast. His response, “I only use the high rpm anyway – from maybe 9500 to past 13000 rpm. Before the Big Bang, we used maybe 11000 to 12500. At the higher revs, the wheelspin is more controllable because you are above the torque peak and you have a chance to catch it most of the time.
Photo source: MotoGP FanZone
At the lower revs, it will likely kill you”. His three best pieces of advice for someone about to ride the NSR for the first time? “Well, definitely respect it, keep the revs up high to stay safe, and……………… Just try to stay on the thing!” Thanks Mick, but for me, I’ll get my jollies by watching, in sheer wonder, how you tamed the Beast!
It’s a tough time for motorcycle racing worldwide right now. The WorldSBK and MotoGP calendars are in a constant state of flux, with daily postponements and cancellations now the norm.
With all the attention on the world racing stage, it’s easy to forget that our local racers are suffering too. What should have been a cracking start to the South African race season, has now become a waiting game instead, as teams eagerly await the day they can take to the track again.
One of those teams is the King Price Xtreme superbike race squad. The team’s led by veteran racer and defending SA Superbike champion, Clint Seller, and filled out by Dino Iozzo and Sfiso Themba.
Clint has almost two decades of racing under his belt, along with one 600 cc and five SA Superbike championship titles. He’s also won an American national endurance title in the past, and races in the World Endurance Championship for a French team.
Photo credit: King Price Xtreme
Dino came into 2020 with a fresh win at the final round of the 2019 SSP600 series at Red Star Raceway. He got into motorcycle racing after an injury ruined his dreams of becoming a professional footballer, then honed his skills in the US at the California Superbike School.
Photo credit: King Price Xtreme
Sfiso’s kicking off his first season with King Price this year, competing in the Kawasaki ZX-10R Masters Cup. Growing up in a small village in Mpumalanga, he dreamt of becoming a race car driver. Then, when he started riding motorcycles just seven years ago, the chairman at the track he frequented nudged him to start racing.
Photo credit: King Price Xtreme
With a blend of experience, talent and raw passion (and a killer race livery), King Price Xtreme sure have a dynamic team on their hands. But how much of a damper has the extended lockdown and delayed race season put on their spirits? And how are they staying sharp and motivated during this weird time? We hit up Clint, Dino and Sfiso to find out.
What impact has COVID-19 and lockdown had on your race program, beyond the obvious side effect of not being able to race.
Clint Seller: It’s extremely tough, as we were starting to build momentum for the team and our sponsors and now it seems like a distant memory. We as a team also started to work with Sfiso this year and understand what he needs, and had tests planned around his needs, but all testing and R and D has stopped. Not to mention the Honda shift in the team having to be paused, which is a tough one to swallow. But we know that we will pick up and push as a team once we are back in action.
Photo credit: Bjorn Moreira / ZA Bikers
How do you see the motorsport industry in South Africa, and internationally, after COVID-19?
CS: It is going to be a tough year. As we all know motorsport is massively expensive and people’s income is already going to be stretched. I think we are going to have to see the organizing bodies really working closely with competitors and fans to give the best bang for everyone’s buck.
What are you doing, as a team, to stay motivated while the industry is in hiatus?
CS: As riders, we are training harder than ever, as a team we are planning and focusing on coming back bigger and better
Photo credit: Bjorn Moreira / ZA Bikers
Do you think the motorcycle industry will bounce back, and if so, what will be the key to its future success?
CS: I think people will appreciate the freedom a motorcycle gives even more now, I truly believe people are going to start living for the now, and we will see motorcycle sales and insurance sales jump.
Without being able to head out to the track, how are you keeping your skills sharp and staying fit during this time?
CS: I have been training hard on my stationary trainer, however, I am really missing being on a bike and taking it to the very edge of traction.
I pedal for an hour a day and hit some skipping, but I have a beautiful one-and-half-year-old daughter who is super-fast and has more energy than I thought was possible so chasing her around the house feels like a stint at the 24 Hours of Le Mans.
Dino Iozzo: Although we are not able to ride, which can definitely impact your riding skills, I am fortunate enough to be able to train at home, and to be able to keep strong and fit.
My home-based workout would normally be weights for an hour, and then I would do a cycle towards the end of the day on the stationary bicycle. I also do a lot of core and balance exercises to keep my body in control.
Sfiso Themba: Thanks to level 4, now a person can run. So it’s a morning jog, then it’s indoor training in the afternoon, that includes push-ups, skipping and spinning.
Photo credit: Bjorn Moreira / ZA Bikers
What are your hobbies outside of motorcycle racing, and are you able to pursue some of these now? If not, what are you doing to stay sane?
CS: I really love riding my bicycle, however, I have a normal job as well which is considered essential services—so that has been a huge portion of my lockdown.
DI: Outside the racing world I do enjoy other sports and activities such as soccer, downhill mountain biking, and, of course, the usual: playing PlayStation. I always wanted to be a soccer player but unfortunately, injuries happened. I’ve always loved PlayStation ever since I was small, and golf is the best therapeutic support for me, probably because the racing is so fast compared to slow and steady.
ST: Following social media and trends, and watching Formula 1 and MotoGP races.
Photo credit: King Price Xtreme
What’s your biggest challenge right now?
CS: I think for me I just look at what’s in front of me and get on with it. So we can’t race for a while, so I just attack the next challenge. Which right now is my day job.
DI: My biggest challenge now is to try and keep as fit and as strong as possible. Even though there is no racing at the moment, being a professional athlete takes huge dedication and sacrifice. So we always need to be mentally and physically prepared.
ST: Mentally, to be competitive when we start racing and to try out new tricks learned over watching videos… and pushing the limits on track.
What are you looking forward to most, once lockdown is lifted?
CS: Probably riding my practice bike at a go-kart circuit. I have no pressure when I ride that bike so it feels really pure.
DI: As soon as lockdown is over I would probably load my bikes and head straight for the racetrack because at this point I’m itching to ride.
ST: Riding, lots of racing, and pushing the 63Nation brand.
Photo credit: King Price Xtreme
What’s going to be your biggest challenge, when you get back on the track?
CS: Race fitness. All the cycling in the world doesn’t prepare you for that fire breathing 1,000 cc race bike that wants to pull your arms off. But man, I can’t wait.
DI: Honestly my biggest challenge, when I get back to the track, will probably be seat time! Meaning that I haven’t ridden in a while and that is going to take a few sessions to get on the pace.
ST: To keep up with the competition and deliver a thrilling race!
With the first easing of lockdown restrictions in effect from last week Friday 1st May, Motul remains cautiously optimistic that more businesses will soon be able to start trading again and contribute to the health of the economy.
In keeping with the official relaxing of restrictions from total lockdown, Motul has obtained the necessary authorisations to supply customers who have their own essential services certifications.
At the same time, Motul has been working behind the scenes to onboard two new distributors in the effort to help all their customers prepare to hit the workshop floor running once the government gives the green light.
“We’re always excited to welcome new distributors to the Motul family,” commented Mercia Jansen, Motul Area Manager for Southern and Eastern Africa. “The speed with which these two distributors have adapted to the Motul way of doing business promises great things for the future, including outstanding service for workshops and retailers looking for Motul products,” she concluded.
Port Elizabeth and the Eastern Cape will benefit from Automotive Performance Solutions becoming an official distributor of Motul Automotive, Heavy Duty, and Agricultural lubricants. While they are not yet able to supply products until the restrictions permit, owner Domiziano Azzalin is confident that his team will be ready to commence deliveries as soon as this is allowed.
“We’re using the lockdown period to fine-tune our knowledge of Motul products and to finalise arrangements for the logistics,” said Azzalin. “We’re also working on some special opening offers that reflect our pride at being associated with a premium global brand like Motul,” he added.
Azzalin also encouraged anyone needing Motul products in the Eastern Cape to visit www.raceaps.co.za or to contact him directly at [email protected]
KZN’s Indy Go Tyres is gearing up to offer Motul’s range of automotive products and lubricants as soon as the current restrictions are eased.
Indy Go Tyres owner Charl Momsen is working on promotional introductory offers for retailers across KZN. “Our current customers can order from us as soon as they are permitted to trade again, and we are keen to build relationships with new clients,” said Momsen. “We are working with Motul to optimise product availability during this challenging time,” he added.
Momsen also described how becoming a Motul distributor is both a source of great pride to his team and an opportunity to raise their standards still higher. Indy Go Tyres can be contacted via their website www.indygotyres.co.za or by email at [email protected]
“With our ongoing Motul distribution arrangement with Bikewise and our Motorcycle products going from strength to strength, the addition of two automotive distributors in different SA provinces is further evidence of our commitment to making Motul products even more readily available. Motul believes that it is through this kind of teamwork that we can offer the best possible service. To this end, we are always open to discussing potential new partnerships,” confirmed Mercia Jansen.
Prior to lockdown, we were on a serious “green” diet. First up we sampled the new “SUGOMI” styled and spirited Z900, then we got to spend some time with the upgraded Z650. To cap it all we then put the all-conquering Z H2 through its paces. All these Zeds share the SUGOMI philosophy of predatory styling, performance and presence. I literally hopped off the 900 and onto the Z650. This was a hell of an ask for the 650 given what a consummate performer the Z900 is! Obvious initial impression, after a week with the turbine smooth Z900, was that the little Z, with its twin-cam, parallel-twin 8 valve motor was a bit buzzy.
Photo credit: Bjorn Moreira / ZA Bikers
Riding back to Pretoria it was apparent that at highway speed the 650 is quite smooth. There is a brief buzz at around 5,000 rpm which is below 120 kph, so at touring speeds the bike is pretty smooth. Accelerating briskly runs you through 5k so quickly that the bike really just gives you a sense of engine urgency, so no worries there. The motor makes just over 50 kW @ 8000 rpm and torque of 66 Nm @ 6500 rpm. You are running in the meatiest part of the power at highway speeds, so overtaking performance is brisk, with no need to downshift, even up long hills.
Photo credit: Bjorn Moreira / ZA Bikers
The bike is then recording around 4,5 l/100 fuel economy, giving a decent range on its 15-litre tank. Doing my research for my H2 article I discovered that the original Kawasaki two-stroke triple 750 that spawned the H2 legend, produced 60 horsepower and weighed 295 Kg’s. The little Z makes more power, torque and weighs a mere 187 Kg’s. Flip, how bikes have changed over the last 50 years!
Photo credit: Bjorn Moreira / ZA Bikers
The latest Z650 makes the same power but a little more torque as the previous model, keeping it pretty much on a par, performance-wise, with it’s MT 07 and SV 650 opposition. Where the Kawi has them beat, in my opinion anyway, is in the styling department. It wears its crouching predator SUGOMI styling particularly well. The exhaust pipe is shorter and neater to the eye, yet has bigger catalyser volume which makes it Euro 4 compliant without sacrificing power. The passenger seat has 5mm thicker foam for enhanced comfort to keep the significant other happy.
Photo credit: Bjorn Moreira / ZA Bikers
A first in class, colour 4.3″ TFT display, now brings modern tech to the instrumentation. You have access to all the typical info as well as a smartphone app which can give you GPS route and “data logger” information. The display is also “tuneable” to your personal preferences. Too me, total information overload that comes at a steep development cost which does not enhance the riding experience, however, it is expected, no, demanded, by the “smartphone generation”. There is also a comprehensive accessories list such as screen protector film for the TFT, touring screen, tank bag, soft panniers, top box and other bits and bobs.
Photo credit: Bjorn Moreira / ZA Bikers
The Z650 has a trellis chassis in line with the SUGOMI styling. The engine is a stressed member and contributes to the bikes stable handling. The suspension compliance is good and blasting the 650 through bends is a rewarding experience. The gearshift is positive and slick too. Wheel sizes give you a wide choice of sporting rubber with a 120/70×17 upfront and a 160/60×17 on the rear. ABS-equipped dual 272 mm front discs and a 186 mm rear take care of braking duties admirably.
Photo credit: Bjorn Moreira / ZA Bikers
All in all the latest Z650 is what I term an “honest” bike. It promises nothing that it cannot, and does not, deliver. It is a commuting weapon, has ample power for touring duty and is a rush to blast down a winding road.
Photo credit: Bjorn Moreira / ZA Bikers
Add to that bulletproof reliability and being able to accessories it to suit your purpose and you have a very viable and desirable middleweight option from Team Green. The Z650 flies the Zed flag high! The current price is R122 995.
Red Bull Media House reveals the ultimate dirt bike racing mobile experience. The adrenaline fuelled motorsport game invites players to take to the tracks at eye watering speed, with friends, or solo, unlock and customise their dream bike, and perform epic stunts with the guidance of real in-game dirt bike legends.
Red Bull Media House is pleased to reveal Dirt Bike Unchained, the ultimate and most authentic Moto racing game on mobile will be free to play from April 23rd and available globally on iOS and Android. Developed by the team behind the #1 mount]ain bike game on mobile, Bike Unchained 2, Red Bull Media House’s latest title treads new ground with a series of game modes, customisation and in-game mentorship with icons of the dirt biking world, including Laia Sanz, Jorge Prado and Cody Webb helping you to perform jaw dropping tricks, and race your way to new heights, abilities and epic gear.
Photo credit: Red Bull Media House
Dirt Bike Unchained offers mobile gamers an authentic and high octane digital dirt biking experience with console quality graphics. Players will experience firsthand the adrenaline fuelled action and breathtaking speed of off-road racing, with friends or solo, as they tear through stunningly rendered tracks and trails with their superstar mentors guiding them along the way. Developed to offer an intuitive pickup and play experience, digital dirt bikers can unleash epic jumps, powerslides, and tricks, and become masters of dirt bike racing. Mobile gamers can also customise their bike and rider with some of the biggest moto brands in the world including epic gear from KTM BIKE INDUSTRIES, Leatt, Thor, 100%, Alpinestars and KINI.
Photo credit: Red Bull Media House
Players can develop their skills and master expert tricks and stunts, leveraging the best bikes, athletes and gear in the dirt biking world as they tear through immersive deserts, swamps and forests, with a plethora of level designs for mobile gamers to ride through. New motorbikes, awesome outfits and endless customisation options can be unlocked as players progress, increasing speed and style as they execute some of the toughest tricks in dirt biking.
The full list of Red Bull athletes featured in-game are:
Glenn Coldenhoff
Laia Sanz
Jorge Padro
Sam Sunderland
Jonny Walker
Manuel Lettenbichler
Cooper Webb
Cody Webb
Tarah Gieger
“I have played motocross games and this is different, it’s more off-road with different kinds of terrains and places and landscapes,” said Laia Sanz, a thirteen-time Women’s Trial World Champion and ten-time Women’s Trial European Champion. “To arrive where I am now I had to work hard and take many steps and to fight to deserve better material, better bikes, and to race a lot, to crash, to win. To see the tracks and to race, to fight against opponents and to improve, reminds me of what I did.”
Photo credit: Red Bull Media House
Dirt Bike Unchained is now available worldwide on the App Store and Google Play.
I took a stroll through Ducati SA’s Centurion premises a short while ago ogling all the Duc’s on display. I am a long time Ducati fan and yet strangely [especially for me, my mates would say], have never owned one. I even worked at Continental Cycles in Main Street in Johannesburg in the early 1980s for a while before leaving what was then a very fickle motorcycle industry. One of the bikes on display is a race-prepped Ducati Pantah, still in it’s Presto Parcels livery as ridden with such distinction by the Petersen brothers, Dave, Robbie and the late Keith.
Photo credit: Bjorn Moreira / ZA Bikers
Raced in both the 750 and 500 class, the Pantah’s handled and braked so well that they became a dominant force in those classes. Down on power, despite the best efforts of Ricardo Frisoli at Continental Cycles, they became giant killers in the talented hands of the ex-Rhodie Petersens. This got me thinking back to another giant-killing performance by a brace of factory racing Ducati’s.
Photo credit: Bjorn Moreira / ZA Bikers
The year was 1972 and the place was the circuit Dino Ferrari at Imola in Italy. Today we simply refer to the circuit as “Imola”. The first 200-mile race ever staged in Europe was run at this circuit in April of 1972. Grand Prix racing had a 500cc limit but the “bigger is better” Americans raced 750cc four strokes in their AMA Series and specifically at Daytona.
Image source: classic-motorbikes.net
The American market was so important to all the factories that they built factory racing 750cc four strokes and two strokes to compete for glory at Daytona. A perfect example of this was Dick “Bugsy” Mann, tempted by Japanese money from his 1969 Daytona winning BSA Rocket Three factory bike onto the new Honda CB 750 Four for 1970. Honda wanted to emphasise the mechanical superiority of their new Four to the American public by winning Daytona. History tells us that they won, with the only factory Honda to finish the 200-mile race. The other two factory bikes both expired with cam chain failure, an issue that plagued racing Honda’s for some time.
Image source: returnofthecaferacers.com
In Europe, the new formula allowed over 500cc two strokes or 750cc four strokes. Smaller than 500cc’s was not allowed, specifically I think, to exclude the extremely fast, nimble and reliable water-cooled Yamaha TZ 350 Twins which had humbled the 750’s on a few occasions. The real spectacle was the big booming four strokes. At Imola, there were a number of factory supported bikes. Triumph and BSA had a few Trident and Rocket based triples on the starting grid ridden by stalwarts like John Cooper, Percy Tait, Alan Jeffries and Ray Pickrell.
Image source: www.motorcyclenews.com
Peter Williams and Phil Read were on John Player Norton’s. Dave Simmons was on a 517cc Kawasaki H1 triple, its two-stroke rasp drowned in a sea of four-stroke sound. The legendary Giacomo Agostini put his 750 factory MV Agusta four on the front row, shaft drive and all. The bellow from the four black megaphones was otherworldly. A solitary 750 Kawasaki Triple was entered by Americans Cliff Carr and techno fundi Kevin Cameron. Moto Guzzi had a pair of 750 v-twins which were really mildly modified street bikes with big carbs and slippery fairings, somewhat outgunned by the other factory-supported machines. Honda was represented by Roberto Gallina with what was the strongest privateer Honda in Italy. [Honda only ever raced once as an official factory team when they won Daytona in 1970, but supplied HRC go-fast goodies to privateers]. Walter Villa, who won a World 250 Championship on a factory Harley-Davidson, was also on a Triumph Triple. One two on the starting grid were the stars of this story, the two factory Ducati SuperSport 750 racers ridden by Italian legend, Bruno Spaggiari and the Brit, Paul Smart. Smart was actually down to ride a Triumph at Imola, only to have his ride pulled by Triumph due to factory politics. Ducati offered him a literal last-minute ride, which he accepted, “just to earn the start money”.
Image source: classic-motorbikes.net
Smart flew to Bologna to get acquainted with the Ducati racers the week before the race. Let’s look at the bikes for a moment. The 750SS and 900SS Ducati’s were the brainchild of Ducati design Supremo, Dr Fabio Taglioni. He was the pioneer of their use of “desmodromic” valve gear, which essentially opens and closes the valves mechanically, as opposed to using valve springs. [A loop spring simply closes the valve to allow starting compression, where after a complex set of rockers open and close the valves with precision].
Image source: www.desmowheels.com
Taglioni visited Daytona to witness the formula 750 bikes in action and to asses what they were up against. He was very impressed by the Japanese onslaught, however, he realized that Ducati neither had the time or the resources to go toe to toe with the Japanese juggernauts. He would never beat them at their game but he could employ a simple formula of his own. Without scores of computers [he joked that he couldn’t even switch one on] and technicians to do his bidding, he fell back on a tried and tested Ducati strategy. He started with the blank canvas which was his 750 SS sports bike. Taglioni was an intuitive designer. One of those rare individuals who has a “feeling” for what will work. His successful 350cc singles were testimony to that, having won notable races like the Baja 1000 in Scrambler guise. He knew that he could not match the horsepower of the multi’s but he also knew that it was not just straight-line speed that won races. What he wanted was balance!. Handling and braking must match usable horsepower.
Image source: www.desmowheels.com
The eerie thing is that the bikes were really very close to standard!. An 80mm x 74mm oversquare bore helped the 750 rev without silly piston speeds. 40mm concentric Dell’Orto carbs would feed the beast through five-inch manifolds. Heads were two valve units, with a 40mm inlet and a 36mm exhaust valve. Big valves like this are prone to “bounce” at high revs, hence the need for desmo control. Each cylinder had its own overhead cam driven by a bevel gear shaft off the crank. Compression was bumped to 10:1 and the motor revved reliably to 9,200 rpm. Cylinder head temperatures were controlled by using two spark plugs and an oil cooler was fitted for good measure. Concerned with questionable reliability, Taglioni forsook electronic ignition in favour of a “total loss” battery and coil system with contact breaker points. The crankshaft was stock standard, as was the gearbox and clutch, apart from the clutch housing being drilled for weight reduction. Conrods were machined from forged billet to ensure high rpm reliability.
Image source: www.silodrome.com
Frames were stock standard. The front forks had an additional disc and Lockheed caliper grafted on, to double the front braking power over that of the road bike. Forks were off the assembly line. Running the tallest gearing suitable for Imola the bikes were geared to run 169 mph in top gear. Not too shabby for an essentially stock 1972 motorcycle. Ready to race, the bikes weighed 392 pounds, or in modern metric speak, around 179 Kg’s. Lighter and slimmer than the multi’s, the Ducati made much of it’s 84 rear wheel horses @ 8800 rpm. Significantly, it was making 70 at 7000 rpm, which coupled with the torquey nature of the twin allowed it to punch out of the turns with meaning.
Image source: www.silodrome.com
Bruno Spaggiari put the 750 Duc on pole, with his teammate Smart alongside him. The 517 cc Kawasaki Triple of Dave Simmonds in third relegated Ago’s MV to the final place on the front row. The second row consisted of the sweet handling but down on power Norton’s, the privateer Honda and Walter Villa on the fastest of the Triumph threes. At the drop of the flag, Ago blasted the MV Four into the lead followed by Smart with a pack of multi’s hot on his heels. The Americans were finding Imola very different to Daytona where horsepower is king. Paul Smart put it best “You’d better know how to ride, and you’d better not be out there on something that’s just a heap of horsepower and a bloody gate”. American Don Emde, on a Norton, echoed Smart saying “Imola is super neat. It’s really fast; it’s a mind-blower it’s so fast, and there’s nothing quite like it back home”. By lap four, Spaggiari had sliced and diced his way into third and into Smart’s draft. Agostini was leading.
Image source: www.dottorcosta.com
The race settled into a Ducati one-two with the lone MV around 10 sec astern. Gallina’s Honda lay in fourth until it’s motor let go on the17th lap. All the while, the two Duc’s bellowed around the track at a smooth and steady 100 mph average. Ago sat 8 seconds off the Ducati’s for 42 laps until the gearbox on his MV said “enough”. With 50 miles to go, the crowd started sensing a Ducati victory. If only the bikes would hold together. Villa on the Triumph inherited third from Ago and was lapping fast and consistently. The pace at the front now became frenetic. Spaggiari and Smart had a gentlemen’s agreement, for the sake of Ducati, not to race each other. They agreed to share prize money if it came down to a two-man race. With 50 miles to go, that agreement went right out the window. Try and tell an Italian legend, riding at his home track, in front of a partisan crowd, that he must settle for second.
Image source: www.desmowheels.com
The Ducati duo went at it hammer and tongs, neither giving an inch. All the while the Ducati faithful in the pits and in the crowd prayed that the race gods would smile on them. Imagine the two taking each other out within sight of victory and a Ducati 1st and 2nd to boot? Spaggiari forced his way into the lead but under continuous pressure from Smart glued to his slipstream ran wide in a fast sweeper on the last lap. For Smart, it was now or never. He muscled his Ducati inside the luckless Italian and held the lead over the last mile and a half to the finish. The crowd went ballistic! They mobbed the two Ducati pilots. For the moment Smart was an honorary Italian. The fairy tale had its magic ending. At home, Italian honour was upheld. Ducati took on some of the best in the world and beat them emphatically. The victory meant so much to Ducati that, in the fullness of time, they built a “Paul Smart Replica 1000 LE” in the same silver and green colours of the original Imola winning 750’s. Paul Smart wrote himself into the annals of motorcycle racing history with his spectacular win.
Image source: www.classicdriver.com
This story sums up what you get when you acquire a Ducati. You are not just buying a bike. You are getting a rolling piece of two-wheeled Italian passion with a long and illustrious history. Every time that Desmo V-Twin fires up it carries some of the Spirit of Imola in its staccato rumble.
We’re now well into lockdown overtime, with constant uncertainty around whether life will ever return to normal. Whether you’re on ‘leave’ with too much time on your hands, or you’re juggling work, household chores and home schooling your kids, you could probably use some fresh motorcycle entertainment.
If you haven’t already checked out our first list of lockdown motorcycle films, head over here and play some catch up. Once you’re done, here are five more cracking bike movies to keep you stoked during this bizarre time.
Hitting the Apex Run time: 2h18m
Source: Apple
Released in 2015, Hitting the Apex is a MotoGP documentary by British filmmaker Mark Neale—the same guy that directed Faster and Fastest. It shines the spotlight on the 2010 to 2014 seasons, which are arguably some of the most exciting years of the sport. It profiles Jorge Lorenzo, Marc Marquez, Dani Pedrosa, Valentino Rossi, Casey Stoner, and the late Marco Simoncelli.
The film crams in plenty race and behind the scenes footage, while also focussing on the personalities behind the leathers… and their rivalries. Hitting the Apex is also narrated by Brad Pitt—a petrolhead himself, who even put some of his own money into the film to help get it over the production finish line.
At two-and-a-bit hours long it’s a bit of a slog, but MotoGP fans should be enthralled from start to finish.
Guy Martin is the ultimate underdog. A truck mechanic by day, the Brit has racked up 17 podiums at the infamous Isle of Man TT… but he’s never won it. In contrast, TT veteran John McGuinness has 23 TT wins to his name.
TT3D: Closer to the Edge profiles Martin and McGuinness, along with Connor Cummins, Ian Hutchinson and others, and their individual attempts at the 2010 Isle of Man TT. Shot in 3D (which is irrelevant if you’re watching it at home) and narrated by Jared Leto, it was first released in 2011, and was met with critical acclaim.
As one of the highest grossing documentaries in British history, and with a 100% rating on Rotten Tomatoes, this is one moto-film you can probably watch with the non-motorcyclists in your house.
If you prefer dirt to asphalt, take a peek at the Red Bull-produced Ride: United. The official synopsis touts it as a celebration of “the community and camaraderie of the competitive moto world,” but all we care about is that it’s jam packed full of gnarly off-road riding footage.
The film profiles MX heavy hitters like Ryan Dungey, Marvin Musquin and Justin Barcia. There are scenes of Toby Price training for the Dakar in Morocco, and enduro rider Alfredo Gomez fooling around in an abandoned mental hospital in Spain.
You’ll also see Taddy Blazusiak, Danny Torres, Jordi Villadoms and whole bunch more riders in action. There’s a strong contingent of woman riders too, including motocrossers Maddy Brown and Kiara Fontanesi, and Nitro Circus alumnus Jolene van Vugt. Plus it includes quotable quotes, like: “If you’re having a bad day, just do some whips.”
If you watched Oil in the Blood from our last list of recommended moto-films, and are now hooked on the custom motorcycle scene, allow us to help you dive in deeper. Back in 2015, filmmakers Clement Beauvais and Arthur de Kersauson shot a grassroots documentary called The Greasy Hands Preachers.
It takes a look at the custom scene at time that it was just a little more underground than it is now, with profiles on Roland Sands, Deus Ex Machina, El Solitario, Shinya Kimura and more. It feels pretty underground too; shot on Super 16 film, with an eclectic, lo-fi soundtrack to match.
The feel is both throwback and honest, and it’s a fun way to kill an hour and a half. And since just about the whole world is on lockdown, the filmmakers have made The Greasy Hands Preachers free to view, via their website.
If you haven’t already watched the original On Any Sunday, drop what you’re doing and educate yourself, right now. Released in 1971, it’s the oldest film on this list—but it was groundbreaking when it came out, and holds up today.
It was directed by the top documentary filmmaker Bruce Brown, whose previous credits included the incredible surf documentary The Endless Summer. His techniques ranged from hacking his own DIY high-speed cameras, to one of the earliest uses of a makeshift helmet cam.
One of the most significant motorcycle documentaries ever made, it’s a fantastic snapshot of what the motorcycling scene was like back then. It jumps between everything from road racing, to flat track and desert racing, with big names like Steve McQueen, Mert Lawwill, David Aldana and Malcolm Smith all featured.
Even though it’s before some of the ZA Bikers’ staff’s time, we consider this essential motorcycle viewing.
We all have a hidden adventurer inside of us, and it just takes a few good stories from a few wise souls to light that fire. But maybe the odds of owning an adventure bike are against you. It could be a tight budget, or the fact that you’ve just turned sixteen and can’t ride anything bigger than 125cc.
Photo credit: Bjorn Moreira / ZA Bikers
Manufacturers have recently seen the need for real-world adventure motorcycles that are easy to ride and don’t break the bank. But even the accessible 250cc and 300cc dual-sports that are so popular right now, might be out of reach for some. That’s where SYM comes in—with the SYM NHT 125.
Photo credit: Bjorn Moreira / ZA Bikers
The theory of it all sounds pretty good; a 125 with all the style and functionality of its bigger counterparts. But has SYM found the right formula for the perfect small adventure bike? I spent a month, and a few hundred kilometres, on the SYM NHT 125 to reach a verdict.
Photo credit: Bjorn Moreira / ZA Bikers
As far as looks go, the NHT has somehow ticked both the rugged and classy boxes. It very much looks like an adventure bike—with spoked wheels, a beaky front fairing, wide handlebars, a centre stand and a mini bash plate. I think the NHT looks impressive, and I can kind of see a little Suzuki V-Strom resemblance up front, with some Honda NC likeness at the rear.
Photo credit: Bjorn Moreira / ZA Bikers
I had a few adventure bikers nudging my shoulder at the traffic lights, asking me all sorts of questions, and sending plenty of good vibes back. One guy followed me aboard his Africa Twin, just to stop next to me and give me a “lekker fiets, ou,” followed by “where can I buy one?”
Photo credit: Bjorn Moreira / ZA Bikers
I truly like the beaky front end, along with the NHT’s stunning LED headlight arrangement, which doesn’t just look the part, but works fantastically as well. There’s no TFT display, nor is there an analogue one either—instead, you get a very modish LCD display. You can find all the information you need on the dash, and I was certainly surprised to see a gear indicatory on a 125, too. If you’re a millennial that needs to charge your phone, or a crusty adventurer that needs to charge your GPS, the NHT has a USB charge port right at the top of the tank.
Photo credit: Bjorn Moreira / ZA Bikers
The cockpit, in general, is a very comfy place to be. The upright riding position offers you clear forward visibility, and the one-piece seat is comfy and roomy for both yourself and your pillion. The only downside is the high seat height, which isn’t that accommodating for more vertically-challenged riders.
Photo credit: Bjorn Moreira / ZA Bikers
The heart of the NHT is a very simple 124.1cc single-cylinder fuel-injected motor. It does exactly what you’d expect it to do: it chugs along, and while it isn’t the fastest bike on the road, it’s by no means the slowest 125 either.
Photo credit: Bjorn Moreira / ZA Bikers
The motor pulls well, especially in third and fourth, which is where you need it the most. The gearing lets you cruise comfortably at 85 km/h at around 8,000 rpm leaving you with another 2,000 rpm before you max out at 116 km/h. Vibration is surprisingly low for a single, and SYM has even fitted a peppy sounding exhaust, too.
Photo credit: Bjorn Moreira / ZA Bikers
The NHT’s strong point is its great fuel efficiency, and the range it gets from its massive 11L tank. I managed to get an average of 28.5 km/L on a bad day—so if you do the math, you get a range of 310 km or more.
Photo credit: Bjorn Moreira / ZA Bikers
On the road, the NHT 125 soaks up bumps with its very compliant suspension. But it also offers a very sporty ride, meaning you can enjoy the curves without any reservations. I’ve ridden a few 125cc bikes and many of them just struggle when it comes to balance and weight distribution—making the bike either super flighty, or seriously heavy to steer. But the NHT feels perfectly balanced to me.
Photo credit: Bjorn Moreira / ZA Bikers
When it comes to slowing down, I quickly found out that the NHT is equipped with CBS (combined braking system) brakes. I stepped on the back brake and noticed the front forks diving, and then the bike coming to a halt way quicker than anticipated. This is really nice while riding on the road, because you can pretty much stop using your front brake lever altogether.
Photo credit: Bjorn Moreira / ZA Bikers
But while I loved the CBS brakes on-road, off-road was a different story. If you are a rider that stops with his back brake and likes to slide about, the CBS will be your downfall. It’s not a train smash, because newer riders on smoother gravel roads might never notice this. As for me, I wish they had connected the CBS to the front lever rather than the foot brake—because then this issue could have been eliminated completely.
Photo credit: Bjorn Moreira / ZA Bikers
Other than that gripe, adventure riding on the NHT is fantastic. It holds its line on smooth gravel roads, the meerkat riding position feels natural, and the bike feels very nimble, too. When it comes to more rocky or uneven off-road riding the suspension is a bit on the firm side, which results in a harsh ride.
Photo credit: Bjorn Moreira / ZA Bikers
All in all, I think SYM has brought a fantastic motorcycle to the South African market.
The SYM NHT 125 is a great bike for those who want to get an early start in adventure motorcycling, or for those looking for an affordable daily runner that can take alternative routes.
Photo credit: Bjorn Moreira / ZA Bikers
The NHT currently comes in two colour versions: blue and white, and red and white. And with pricing hitting the sweet spot at only R26 995, it’s a no-brainer.
SYM NHT 125
For more information on the bike featured in this article, click on the link below…
During this time of nationwide “Lockdown”, there are still so many individuals and companies committed to working in the background, making sure their clients’ needs are serviced to whatever extent the current rules allow.
See below news release sent into us from Ducati South Africa:
Photo credit: Ducati Italy
“We at Ducati South Africa applaud these efforts from a stance of utmost appreciation. We are also committed to this level of service delivery and our staff are fully committed to helping, wherever they can.
As a token of appreciation to our loyal customers and those supporting us, we want to voice this reassurance once more. We keep working in the background, strategizing and brainstorming to make sure that the transition back to normal life is as smooth as possible.
Whilst our showrooms and workshops (for the public) will be closed during the remainder of lockdown, we will have staff working from home, available to customers throughout this time. We encourage all customers with queries or requests to kindly email or call us.
Photo credit: Ducati SA
The following staff will be available during working hours:
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