Taye Perry. Prior to the 2020 Dakar Rally, only the people involved in the South African off-road motorcycle racing scene were familiar with the name Taye Perry. In fact, it was only when chatting with fellow journos at the launch of the new Honda Africa Twin, that the conversation turned to the Dakar and I heard the name for the first time. The consensus was that this Taye Perry girl was really quick on a dirt bike and the folks in the know were cautiously optimistic that she would give a good account of herself at Dakar.

Taye races a 450 Honda at the moment in South Africa, with support from Bikers Warehouse. She has thrown down a gauntlet, or should that be a dirtbike glove, to other ladies, with some serious performances. In fact, when she achieved third place overall at the 1000 km desert race in Botswana, she showed that she is something really special.

Fast forward to Dakar 2020. The diminutive Taye lines up on the start line in Jeddah, Saudi Arabia. The news that we could glean of proceedings at Dakar was sparse when it came to independent riders.

There were news flashes available for supported riders, but that was it. Social media posts started to build a picture of how the “unsupported” riders were faring. As the race progressed, Taye seemed to get stronger and stronger. Despite sleeping in a two-man, or I suppose “one woman” tent, in sub-zero temperatures and contracting a bit of a respiratory tract infection, she remained incredibly positive and upbeat. The pretty 28-year-old, with the curly black mane, captured the imagination of viewers worldwide. Hashtags started popping up like, #theDesertRose and #thePeoplesChampion. She was in her happy place, living the dream. How and where did that dream start?, I wondered.

I resolved to find out, so with a bit of sleuth work I managed to contact Taye’s Dad, Hein, who was with Taye in Saudi. Hein put me in touch with Stephie Vetter-Baragwanath, who had volunteered to run Taye’s media affairs. Stephie, I think, had an inkling of what a media phenomenon Taye would become. Stephie very kindly set up an appointment for me with Hein and Taye upon their return from Dakar. We met at the Wimpy at Hartebeespoort Dam, kind of halfway between Rustenburg, where Taye lives and Pretoria, where I am based. I got to find out a little of what makes this amazing young lady tick.

What immediately became apparent is the strong bond and friendship that exists between Taye and her riding buddy, who also happens to be her dad, Hein. The road to Jeddah was an arduous one for the Perry family. Taye was captivated by photos of her dad, “back in the day”, on his Honda XR200R. “I also want to ride bikes”, said the then even tinier Taye. Along came a Suzuki 80 and the die was cast! Dakar comes at a hell of a cost, both in commitment and especially, financially. Having seen his son through varsity, Hein decided that he would move heaven and earth to get his daughter to Dakar. He sold his business, “Dave, I was tired of it anyway”, so he scratched, sold and saved to get the almost R2 million together, that it would eventually cost to line up in Jeddah.

The entry fee is around R300k alone, then came a second hand, ex-Dakar KTM450 Rally Replica, at around R400k. Now you still need to do qualifying races to show that you are good enough to compete at Dakar. Rallye du Morroc and Merzouga Rally in Morocco got done and dusted. A support crew to fettle the bike during Dakar, in the form of Nomade Racing, accounted for a whole lot more ammo. Meanwhile, back at home Taye’s mom was keeping the household running and keeping a prayer covering over Hein and Taye. Thank God for praying moms! A rigorous cross-fit, mountain biking and two to three times a month racing regime, built the necessary fitness.

Taye seems born to Rally Raid racing. Aspects that some guys tend to struggle with, are fun to Taye. She loves navigation. She is a racer! She doesn’t just want to compete, she wants to be at the sharp end of the race. A big frustration for her was how relatively slow her rather “well used” KTM 450 was compared to the newer KTM’s and obviously, the factory-supported bikes. Her bike could be coaxed to 150 kph, only to have competitors steam past at 170! Despite all of this, she started the second last stage at Dakar in 49th place overall, having improved her standings, literally, day by day.

This folks, was with at least a hundred bikes, the cream of the world’s rally riders, still in the rally! At her first attempt! Then, as more often than not at Dakar, drama struck. A small tumble in the dunes, Taye picks up the bike, hits the starter and it just swings the motor, but doesn’t start. Trial and error. Switch fuel tanks, try again. Nothing! Strip the bike, search, check the wiring. Again, nothing. Eventually, with hours elapsing, the battery just can’t turn the high compression single over any more.

A crying, praying and desperately disappointed Taye is facing the reality that her race is run. She has over 200 km’s to go through dunes and then still to the bivvie. She stands forlornly, tow rope in hand, hoping against hope that one of the few remaining competitors still behind her, may, just may, be prepared to tow her through the stage. A bike tries, but cannot manage over the dunes and gives up. She is left, once again tow rope in hand. Miraculously a car stops. Remember what I said about praying moms? Taye gets towed, sometimes after falling, dragged, to the end of the stage. After eighteen hours of physical and mental torment of the worst kind, she returns to her team bivvie. A few hours later, with a stupid little faulty fuel switch replaced, she rolls to the start of the final stage after perhaps two hours of sleep.

Taye could be forgiven for uttering the odd if, but, or maybe, at the finish, but no, winging is clearly not in the makeup of this remarkable woman. She took everything the Dakar could throw at her and then some and rejoiced in finishing the toughest offroad race in the world with a spring in her step. When others are wilting in the later stages of the race, she is getting stronger and faster. It is going slow that is a problem for her. Short in stature, she struggles to dab her feet down in technical terrain. She has compensated by upping her skill level. Taye revels in the fast stuff. Watching her in the Dakar got me thinking. She traded places on a few stages with Mirjam Pol, a Dakar veteran, who finished second women home. Given the speed disadvantage that Taye had with her well-worn bike, how would she have fared on a truly competitive machine? Would she even have had the electrical malady on a fresh bike? Right now we can’t answer those questions.

Here is another thought. Honda ended their Dakar drought in emphatic fashion with a solid win by Ricky Brabec. How cool would it be to have a woman on the podium on a HRC backed Honda too? Fighting for the top step perhaps? What Taye showed in her first Dakar, is that she has what it takes, no matter what the obstacles, to run upfront with the best women, given competitive machinery. I don’t know who will snap her up, but #theDesertRose is not done blooming! Will it be Honda or Yamaha? What about Husqvarna? We got to give KTM a shot too. Watch this space, I honestly believe that, given the right break, we have another South African motorsport legend in the making. #thePeoplesChampion is a sponsors dream. Who is going to write the next chapter in the Taye Perry story? I wonder……

Sjoe, what a year! Like most of you, we’re more than ready for 2019 to wind down. So to help us do that, here’s a look at ten bikes we’re looking forward to seeing in the new year.

Yamaha Tenere 700

Yamaha take the cake for the longest time any manufacturer has teased a new model. From the moment we laid eyes on the T7 concept (it feels like a lifetime ago), we were hooked. That fantastic MT-07 parallel twin motor in a dual sport bike with big wheels and pseudo-Dakar looks… what’s not to love?

In 2018, Yamaha told us the Tenere 700 was a ‘2019 model.’ Now we’re days from 2020, and we’re still waiting. On the upside, it’s out in Europe already, so we’re almost certain it’ll hit our shores soon. Hopeful, even.

And considering Yamaha have priced it under the $10k mark in the US, and it’s just out-sold the mighty BMW GS in Germany, things are shaping up nicely.

Ducati Streetfighter V4

In the simplest terms, the Ducati Streetfighter V4 is sort of a Panigale without a fairing. It’s quick, it looks nuts and it should handle like a dream. And that’s why it’s our most hotly-anticipated performance naked of 2020.

Do the math. The V4’s 1,103 cc Desmosedici Stradale power plant makes 208 hp at 12,750 rpm and 123 Nm at 11,500 rpm, and it weighs 178 kg. And if you pick the ‘S’ model, you get top-shelf Öhlins suspension, too.

We’ll take one in red, please.

Kawasaki Z H2

If Italian streetfighters don’t tickle your fancy, Kawasaki have something equally mental coming next year: the supercharged, naked Z H2. Yip, that’s right… supercharged.

The Z H2 doesn’t make quite the same power as the Ducati Streetfighter V4, but the difference is negligible (and besides, 197 hp is nothing to scoff at). But the combination of Kawasaki’s typically futuristic Z styling, and what we assume is a retuned version of the H2’s motor, looks like it’ll be absolutely mental to ride. We’re certainly keen…

Honda CBR1000RR-R Fireblade

Cramming all the Rs they can into its model name, Honda’s intentions with their new Fireblade are clear: yes, it’s a street legal motorcycle, but it’s been designed to dominate on the track. And as if to drive the point home, Honda’s release video even featured Marc Marquez thrashing it around the track.

Resplendent in HRC colours (you can get it in black too), the new Fireblade borrows tech from the RC213V-S MotoGP bike and even comes in a higher spec SP model too. We’re sure it’s going to be a hit with the superbike faithful, and it’ll make one helluva sharp track day weapon.

KTM 390 Adventure

Little bikes are big fun, and little adventure bikes are even better. And we can’t think of a better platform for a small-capacity dual sport, than KTM’s wildly popular 390.

When the new KTM 390 Adventure lands next year, it’ll be going head-to-head with bikes like the BMW G 310 GS and Kawasaki Versys 300. And you can bet it’ll be giving them a run for their money. It might not be rolling on big wheels or have a ton of suspension travel, but that 390 motor is a peach. As a weekday commuter and weekend dirt traveller, it’s going to be really tough to top.

BMW R 18

BMW dropped a bomb on us at the Concorso d’Eleganza in Italy earlier this year, with their 1,800 cc boxer-powered Concept R18. With shades of vintage BMW’s in the design, it was a shoo-in as a large-capacity bobber. But then they followed it up with a second concept—the Concept R 18/2, a clear stab at Californian cruiser culture.

The R 18/2 was sprinkled with clues about the final production bike—like the fact that it has a functioning air box. But we’re still unsure about what the factory R18 is going to look like. Are BMW making a classic bobber, or a Dyna-style cruiser? All will be revealed next year.

Suzuki DR Big, err, V-Strom 1050

The Suzuki V-Strom is dependable and practical—but it’s also ugly. Really ugly. Thankfully, next year’s V-Strom 1050 (available in both regular and ‘XT’ versions) is a huge leap forward.

How did Suzuki manage this? Simple, they gave the V-Strom a dose of nostalgia, by pulling styling cues from the 1980s DR Big. All it took was a few sharp angles, a new beak and a square headlight, et voila—one of the adventure markets ugliest ducklings is now retro cool.

With a bump in power and an upgraded electronics package included in the revisions too, we reckon this’ll make a lot of riders look at the V-Strom with new eyes. We’ve certainly taken notice

Harley-Davidson Pan America

Harley-Davidson’s first entry into the dual-sport market, the Pan America, should hit dealers late next year. But we’ll probably get to ride it before that, and we can’t wait.

The Pan America’s been one of the most polarising bikes to hit the airwaves this year. Some die-hard H-D fans feel like it’s too much of a departure for the brand, and some die heard adventure bros think H-D have no business playing in the dirt.

We just find it intriguing. Harley-Davidson have proven lately that they’re serious about improving and expanding their model range (the new Softail range and the Livewire are proof of this). If the Pan America ticks all the right boxes, doesn’t weigh a ton and doesn’t cost the world, it could shake things up.

Triumph Tiger 900 Rally Pro

Triumph’s Tiger 800 adventure bike has been a hit for the British company, but it was long overdue for an upgrade. The new and improved Tiger 900 Rally Pro is set to hit our shores next year, and it ticks every last box we want ticked.

It looks nuts, makes more power and torque than before, and even has a new firing interval. Triumph’s triples are known for having oodles of character, and this one ramps that up even more. With a new chassis, lower weight, miles of suspension travel and narrower rider ergonomics, it should be more than capable in rough stuff.

You can bet that ZA Bikers’ road testers are going to have words over who gets to ride the new Tiger 900 first.

Husqvarna Norden 901

Husqvarna are killing it right now. Their Svarpilen and Vitpilen models are some of the best looking street bikes you can buy right now, and are top performers too. So when they announced that their jaw dropping Norden 901 concept (unveiled at EICMA) would actually go into production, we were giddy with excitement.

The Norden 901’s design harks back to some of our favourite classic adventure bikes, but it’s clearly been designed as a usable off-road performer. We know that Husqvarna are really good at translating their concepts into production models, so we’ve got high hopes that the Norden 901 will still look killer when it hits showrooms.

And considering it’ll be powered by parent company, KTM’s new 890 motor, it should be a wild ride too.

The Arch Motorcycle KRGT-1 is an $ 85,000, made-to-order performance cruiser that looks bananas, goes like stink and handles better than any cruiser deserves to. It also has a drool-worthy list of parts—including a set of stunning carbon fibre wheels, made right here in Mzansi, by Blackstone Tek (BST).

It’s a cross-continental collaboration. BST’s 5,000 m2 facility is right here in Randburg, with a workforce of about 85 people. Arch are based in Los Angeles, California, USA, a stone’s throw from the famed Crenshaw Boulevard.

Arch Motorcycle is owned by experienced bike builder, Gard Hollinger, and the guy that plays John Wick, Neo and Ted ‘Theodore’ Logan, Keanu Reeves.

The company was conceived when Reeves contacted Hollinger to customize his Harley-Davidson Dyna. A simple custom job turned into a ground up rebuild, and eventually, all that was left of the Dyna was the motor.

Reeves pushed Hollinger to put that bike into production, and so the Arch Motorcycle KRGT-1 (Keanu Reeves Grand Tourer 1) was born.

But BST’s relationship with Hollinger pre-dates the KRGT-1. He first contacted the company twelve years ago, while he was running his custom shop at the time, Chop Rods. He was building a drag bike for a Discovery Channel show and needed carbon fibre wheels.

“I literally had to fly the wheels to him in LA for everything to be on time,” says BST’s managing director, Gary Turner. “I still see the bike in the Arch facility. Ever since then Gard has used BST for all his and Arch’s composite work—with of course the wheels being the main product.”

Looking at the Arch KRGT-1, it’s clear where your $ 85,000 (that’s about 1.2 million ront) goes. Each KRGT-1 is made-to-order, with a parts spec that’ll make your eyes water.

The bike is built around a proprietary frame, and powered by a beastly 124 ci 45 degree V-twin from performance powerhouse, S&S Cycle in Wisconsin. The setup includes a custom six speed gearbox, a special high torque main shaft, a hydraulic clutch and a final chain drive.

Nothing on the KRGT-1 is a simple off-the-shelf affair. The motor has a special downdraught intake and a custom K&N filter setup, so that there’s no clunky air filter hanging off the side of the bike. And the exhaust is a combo of custom-made headers, and a muffler built in-house using Yoshimura components.

Much of the KRGT-1’s construction consists of aluminium parts that are designed, machined, welded and finished in Arch’s facility. The sheer scale of Arch’s CNC operation, and their engineering prowess, is staggering. It takes about 540 kg of aluminium billet to produce one bike, but 90 % of that ends up as scrap shavings. (Don’t fret—Arch are big on recycling.)

Just the fuel tank alone, which consists of two halves and has multiple cutouts for various other components to fit into, takes 40 hours to make.

Then there’s the swing arm, which has tooling marks and welds so stunning, it’ll make any engineer or bike nut weak at the knees.

Arch’s process is akin to building a Meccano set. They make a small amount of each part to keep stock on hand, and then assemble each bike to order, with a 90 day turnaround time. Each KRGT-1 is tailored specifically to its new owner—from ergonomics to the final finishes. So no two look, or feel, the same.

They use the same list of performance parts each time though, with components from Öhlins, ISR, Magura, Motogadget and Rizoma. And, of course, carbon wheels from BST.

“They use our standard Twin Tek wheels,” Turner explains, “with Arch-specific hubs. A nice simple clean straight spoke design that we developed for the American V-twin market, so they have the correct load rating for that market segment and are standards compliant.”

The Twin Tek is as elegant as it is desirable. It has a slick five-spoke design that’s almost reminiscent of classic Morris race wheels. They wear a 120-wide 19” tyre up front and a 240-wide 18” at the back.

Its simple design belies just how hi-tech it is. Turner’s experience with carbon fibre dates back to before starting BST, with business partner Terry Annecke, in 2002. We’ve toured BST’s factory, and it’s true kid-in-a-candy-store stuff; not just because of the company’s high end manufacturing process, but also because of Turner’s enviable collection of motorcycles.

As for their wheels, BST use prepreg carbon sheets that need constant temperature management to maintain their integrity. Their process is a delicate ballet of laser-cutting components, using silicone inserts to keep the spokes ‘hollow’ and baking everything in pressurised ovens.

But other than looking really cool, do carbon wheels actually offer any benefits? Yes indeed. For starters, they’re extremely light, with the Twin Teks weighing less than eight kilos for the pair.

“Most people know that un-sprung weight is the holy grail of weight saving on a motorcycle,” says Turner, “so wheels are the holy grail of un-sprung weight.”

“Remember, when you hit your brakes you are actually stopping the wheel, when you hit the throttle you are actually accelerating the wheel. The wheel is what is directly working against your suspension, so the lighter the wheel, the easier time your suspension has, and it tracks the surface much better.”

On the KRGT-1, that unsprung mass is paramount. Arch’s goal was always to build a performance cruiser that would handle really well, and a big part of that was weight management. So the KRGT-1 weighs in at 244 kg—about 50 kg less than the Harley-Davidson Fat Bob.

You can feel it out on the road. I was fortunate enough to travel to Los Angeles to visit Arch and, most importantly, ride the new KRGT-1. Our route covered the most excellent Angeles Crest Highway—a never-ending string of corners, and a perfect proving ground for any motorcycle that claims to have good handling.

With forward pegs and a scooped seat, you wouldn’t expect the KRGT-1 to perform well in corners. But it does, and it does it so well, that it’s unnerving at first. With just the slightest motivation from the rider, it dips into turns almost intuitively. And once it’s pitched over, it holds the line like it’s locked into a Scalextric track.

Part of that’s also down to the KRGT-1’s design. Yes, it has a long wheelbase and a far rear tyre—but it’s worth remembering that this motorcycle’s been designed from the ground up. Every component, from the front axle to the back axle, works in perfect harmony.

That whopper of a motor generates masses of torque (121,77 Nm at the wheel) along a flawless torque curve, the ISR brakes (with ABS included) offer high levels of feel, and the Öhlins suspension does a stellar job of holding the road.

So sure, the KRGT-1’s abilities are thanks to more than just a fancy set of carbon fibre wheels. But you can bet it wouldn’t perform as well without those BST hoops.

And besides, how often do you get to travel halfway around the world to ride one of the world’s most exclusive motorcycles, rolling on a proudly South African product?

For more information on BST Wheels visit: www.blackstonetek.com

“There are three logical reasons to get a bike: petrol, parking and traffic. But then there’s the most important reason: fun!” That’s how Woodstock Moto Co. proprietor, Devin Paisley, signed off the sixth annual WMC Garage Built Show.

In just six years, the Garage Built Show has become a staple of Cape Town’s motorcycle scene. This year, over 750 visitors descended on the Woodstock Moto Co.’s own Barron Street in Woodstock to attend the one-afternoon event.

This was my fifth time attending the show, and it was hands down the best edition yet. The Woodstock Moto Co., if you haven’t been there yet, is a communal DIY garage at 7 Barron Street—right on the border of Woodstock and Cape Town’s CBD. Their motto is ‘Motorcycles for Everyone,’ and that ethos is fully embodied in the Garage Built Show.

Basically, it’s a big moto-themed street party. The small WMC crew, aided by a long list of volunteers, shut off their street and take over the neighbourhood with a range of things to see and do for motorcycles—and for those that are just bike-curious.

Title sponsors for this year’s show included Husqvarna South Africa (represented on the day by local dealer, Eddy2Race), Motul South Africa and Teng Tools. Their wares were on display in a spacious parking garage across the street from the WMC’s warehouse-like venue.

That parking garage also acted as the main bike display zone. The GBS isn’t strictly a custom bike show—Paisley and his team kept their selection eclectic, and included thirty-six bikes that mixed it up with customs, classics and anything eye-catching.

“It’s pretty tricky choosing bikes to put on show,” he explains, “as everyone feels that their bike is the best… and I really have a hard time saying no to people.”

“So I look for bikes that make me feel something. Whether that is an incredible respect for the time and technical skill that someone has put into building an international level bike, or whether it’s just a crazy ‘what the hell were you thinking’ bike that makes me laugh.”

“I also try to find bikes that have a great story behind them—usually a story of perseverance and determination by someone in their tiny garage building against all odds. And then I always find some good old classics that take the older generation back to their childhood and remember the good old days.”

Highlights included a wild 1970s Suzuki GT750 with a GSX-R front end and a Ducati swing arm, a 1971 Yamaha YG-5 built by a 17-year-old and a ratty, but lovable, 1966 Harley-Davidson XLCH. Local builder Johnston Moto brought a few bikes—including a stunning BMW R 80 G/S and his rally-spec (and race-proven) Husqvarna FE501. And Ian Ketterer from BlackSilver Customs had a stripped-down BMW boxer bobber on show.

Hiding between the regular-sized bikes were a Honda Monkey Z50M, a bizarre custom pocket bike, and Lawless’ pint-sized wooden kiddies balance bikes. Cape Custom Motorcycles brought a stretched PGO scooter fit for a Mad Max film, and Josh Rowe brought a Kawasaki KLR650 nicknamed ‘Lipstick on a Pig.’

The people’s choice on the day was something pretty special: a cafe racer powered by a VW Beetle motor, meshed to a helicopter gearbox. It was built by Enrico Marais, who brought it down from Oudsthoorn especially for the show.

The ‘Garage Built’ pick of the show went to Andrew Liebenberg, for a cheeky Honda CBX250 that he built for as (very belated) wedding present for his wife. And the ‘Pro Built’ prize went to Wayne Buys at Fabman Creations, for his spectacular KTM 950 SMR custom.

Husqvarna had their 701 and 401 Vitpilens and Svarpilens on show too, including two lightly customized examples. One was a Vitpilen 701 with a slick graphics kit from designed Riaan Mostert, the other was a Vitpilen 401 covered in illustrations by Megan Elliott.

The WMC even included a partially stripped Honda that’s been untouched for a year, to prove that sometimes projects don’t go according to plan. But the most bizarre machine on the day was a Penny Farthing, powered by the back half of a Vuka scooter. (Yes, really).

But the bikes on display were only part of the festivities. Elliot also had an exhibition of hand-illustrated helmets, denim vests and wood panels (plus a fuel tank) set up inside the WMC’s main shop. The walls were plastered with photography from some of Cape Town’s best moto-graphers, and Fittees and I Love Screenprinting teamed up to screen print T-shirts on order.

Out in the street, Jo Martin kept the crowds entertained with his own unique bluesy and indie spin on popular hits. Suncamino rum and Jack Black kept everyone hydrated, while Didi’s Mexican food truck and Redemption Burger rolled out the food.

As with previous years, bikes were allowed to park in the street. As in, in the actual street where the show was happening—in between vendors and the crowd, creating a sort of controlled chaos.

That vibe of motorcycles rolling in and out all day between show-goers is one of the Garage Built Show’s many trademarks. It’s a show that attracts a killer crowd too. From crusty old bikers to people that don’t even ride, everyone feels welcome and no-one feels out of place. Add to that the wide range of bikes on display, and you have one of the most unique shows on the circuit.

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You can bet I’ll be back next year… see you there?

For more information on Woodstock Moto Co. visit: www.woodstockmoto.co

Those of you that read my Goldwing review recently will know that we covered over 3000 kay’s of tar road travel. Fact is, I was not travelling alone. Irene and I were on the Goldwing, with our American friends, Bill and Tammy Snell on a KTM 1290 Adventure S. Also along for the ride was Pastor Joseph Thomson on a KTM 1290 Super Duke. Long days in the saddle give one plenty of time to mull thoughts around in your head and reflect on these incredible “pandemonium’s” that we call motorcycles.

A bit like coffee actually. Let’s consider for a moment a good strong espresso. A blast of steaming water through finely-ground premium Arabica with perhaps just a smidgen of Robusta. Categorically the purest coffee experience that you can get! Love it or hate it you will never forget the experience. Kind of sums up the Super Duke. Pure, strong and undiluted. In a world of multiple-choice, it will appeal to a handful of purists that can appreciate its virtues. Raw and muscular. 1301cc’s of V – Twin power churning out around 180 horses and 144Nm of torque, propelling a mere 189 kg’s. An upright riding position with wide flat bars, seat you in, rather than on the bike. Pegs are rear set giving you plenty of ground clearance. Crack the throttle and you are battling a speed induced force 10 gale almost instantly. Remember what I said. Undiluted!

Our trip threw almost every kind of weather at us. Cruising through Swaziland in 34-degree heat, Joseph may well have been the coolest of the lot. In two ways. Firstly, the lack of wind protection is a blessing in really hot weather as it allows the maximum airflow over your body. Secondly, because the KTM Super Duke makes such a cool statement. Joseph’s bike was black with orange detailing on the tank and gorgeous orange wheels. [That is to look at, not to try and keep clean]. The huge back gumball is accentuated by the single-sided swingarm. Typically, as with most Katooms, the suspension is WP and brakes Brembos finest. The sloped, triangulated headlight, also trademark KTM, completes a muscular aggressive and purposeful stance that screams “bring it on”. The upswept two into one pipe can also get surprisingly vocal when you jump on the main jet, so to speak.

Cold and rainy weather brings obvious unpleasant challenges to riders on naked bikes. So it was on our ride from Durban to Notties Hotel near Mooi River. Sleet like drizzle and eight degrees cold, with a 120kph chill factor thrown in, saw a sodden, teeth chattering Joseph climb stiffly from the bike and seek solace in front of a blazing log fire whilst quaffing hot coffee. Can’t argue that he had the purest experience though. As you bikers know, it is the hottest, coldest, darkest, gnarliest rides that sit longest in the memory bank, to be told over and over again in the company of our wonderful band of brothers who all nod knowingly.

To give a Super Duke it’s head through the twisties is to get a glimpse of motorcycling Nirvana. A monster engine in a really good chassis which is as happy pitched on its ear as it is up straight. The ride to Himeville the following day put a smile on Joseph’s face that you would need surgery to remove. We have so many decent luggage options these days that riding one-up you can just cinch a bag to the pillion and go. Luckily bags don’t complain, ‘cause the pillion perch on the big Duke is somewhat minimalistic. We tend to be so spoilt for choice these days where we have a purpose-built bike for every application. Sometimes though, there is a lot of satisfaction to be had in using what you have, to do whatever. A sort of “Run what you brung” approach. My mate, Richard Harper of “Ride motos take photos” fame, reminds me of this simple philosophy. No matter where the boys go, Richard and his faithful T120 Bonnie follow [and sometimes lead]. One bike does all. But then again, he’s a purist, you see!

OK, we done with the espresso riders, so let’s get on to the Cappuccino crew. This has a shot of espresso but it’s tempered by the addition of steamed milk and dense milk froth spooned on top. This is the most popular form of coffee on the planet. Kinda the GS of coffees, if you will. In the context of our trip it was the KTM 1290 Adventure S that I’m talking about. Bill and Tammy were Adventure S mounted. Also 1301cc’s, but retuned to 160 hp and similar torque to the Super Duke, the 1290 Adventure is more of a double shot cappuccino than your mainstream adventure bike. The “S” variant has shorter suspension travel [and a 19-inch front wheel] versus the more dirt focussed “R” version. What we have here, like with cappuccino, is the most widely used genre of bike around, and for good reason. They are hugely versatile.

KTM’s S makes an incredible road bike whilst still maintaining a high degree of offroad prowess. The Snell’s found the bike comfortable. The screen adjusts to attain a high degree of wind and weather protection. Handguards deflect wind from the hands and one can add optional heated handgrips too. Seating is firm, yet surprisingly comfortable for both rider and pillion. The bike has factory luggage options galore. In our case, we strapped two stuff bags to the ample rack and that worked perfectly for our week-long tour. At 215kg’s it is light for a big adventure bike however it does carry the weight a trifle high. Once on the move, everything comes together sweetly and you can make the most of the ample, almost excessive, [did I really say that], power. A 23-litre fuel tank and frugal consumption gives a 400 kay range at a lazy 140 kph.

Adventure bike riding positions are ergonomically excellent, so they can belt out huge distances without wasting the rider and pillion. Ally to that a brilliant motor, albeit a tad vibey, a really good chassis and suspension and once again the bike rocks in every application. KTM’s unique “Ready to Race” DNA is evident in every model that they produce. This adds a hard to define element to the mix that makes them a touch too hardcore for some but hugely more appealing to others. Worrying for other manufacturers is how they adapt to the demands of their followers like few others. This is winning them an ever-increasing fan base and corresponding market share. They can be criticised for many things but “boring” will never appear on that list.

And then we have the punters who want nothing short of a Mochaccino. It kind of wallows in it’s excess. The base espresso is still there but hidden by thick, creamy frothed milk stolen from a Latte’. Add to this some chocolate powder, or syrup and top it with fresh whipped cream. Enter the Goldwing that carried Irene and me serenely across the landscape. In the immortal words of Sheriff Buford T Pusser, who, aghast at the behaviour of his son, muttered “there ain’t no way you could have sprung from my loins”, it is hard to imagine that there is any common DNA between the excessive Goldwing and the minimalistic, pure KTM Super Duke 1290. Yes, they are undeniably both motorcycles and hugely competent and accomplished in what they do, yet they are as different as a full Arabica espresso is to a decadent and delicious Mochaccino.

Consider, just for a moment, how blessed we are in this day and age. When my grandfather traversed this land on his Indian Scout to see if farmers crops were right for threshing, he set up camp and brewed strong black “moerkoffie”. He had no other options. So too with his ride. Now we pull in to a boutique coffee roastery and take our pick. The Barista does his thing and Voila! Espresso, Cappuccino or Mochaccino at your command. So it is for us today as bikers. Whatever your taste may be, it’s yours for the taking. With two wheels there really are no bad choices so, whatever your ride, be sure to sip and savour every mouthful!

A huge word of thanks to Riaan Fourie at Honda for entrusting me with their magnificent Goldwing and so too to Riaan Neveling [now promoting team Orange in Austria] and Franziska at KTM SA for your always accommodating, can-do attitude. Your bikes absolutely blew the Americans away. They went home somewhat enlightened and with more than a touch of orange in their blood!

Motorcycling has traditionally been a world dominated by men—but, thankfully, that stereotype is changing. Sure, the female sector of the market is still smaller than the male side, but more women are taking to two wheels now than ever before.

To celebrate this, and to gain a fresh perspective on how the scene is evolving, we chatted to some of our favourite motorcyclists (that also happen to be women). We threw some questions about what it means to be a women in motorcycling to our Cape Town friends—Lauren, Sanela, Sunette, Teresa and Zöe; and to our Joburg friends—Ashleigh and Mercia.

Here’s what they had to say…

What got you into riding motorcycles in the first place?

Ashleigh: My passion for motorcycles comes from my father, Bill James. He was the mechanic for the late Gary Hocking—a MotoGP racer back in the 60s. My riding started as a teenager back in Bulawayo. Our family now has three generations riding motorcycles.

Sanela: I started riding a scooter in Miami in 2007 while living there. It was the only way to commute in that humid heat with the wind blowing in your face, and obviously the easiest way to club, hotel and beach hop, those days! My husband is a petrol head, so he was definitely the main reason for learning how to ride a real bike in Cape Town.

Zoë: I got into riding because I was bored of riding pillion. My boyfriend is pretty obsessed with motorbikes in all forms, so it was either get on board or get left behind. And I hate being left behind.

Sunette: I used to ride off-road when I was younger. I started riding again in 2012, on a Harley-Davidson Sportster 883, because my husband rode. I now ride a H-D Softail Deluxe—I wanted to move to a bigger bike and love the way it handles.

Mercia: I have always wanted to ride. My dad rides bikes so I grew up with it, but life happened and just never did it. So five years ago I decided ‘it’s now or never,’ and I bought a Yamaha SR250 and went for lessons, and it literally changed my life. I found my true passion.

Teresa: I had never been on a bike, so when I met my husband, it was all new to me. But I love adventure and new things so I wanted to learn how to ride one myself. We got a little two-stroke Yamaha RX100 for me to learn on. I got the hang of it pretty quick, but because of the small capacity engine, I could never go anywhere to really build my confidence on it. Every time there was a ride-out, I would be pillion.

Woodstock Moto Co. in Cape Town became our hangout, and they organized an easy dirt ride out. I was determined to ride it solo with some other ladies. So I got my husband to kick-start his XT500 for me and we did a 200 km loop with over 50 other riders. I was in love! It was then that I started to actively look for a dual-sport bike and came across the Honda CRF250L.

I attended a night where a British lady, Steph Jeavons, visited Cape Town to talk about her travels on her CRF250 across seven continents. It was so inspiring, looking at this tiny lady in her 40s, her bike all kitted out, travelling alone all over the world on her bike. There was simply no stopping me from that point on.

Why do you love riding?

Teresa: I love it because in that moment there is just nothing else. It’s you, the bike and your environment. I ride past places I’ve seen every day and it’s just different on a bike. A completely new perspective. It frees up something inside your soul.

Mercia: It’s my happy place, stress relief and therapy. Where my mind is quiet and I just get to enjoy the moment. When I am on bike nothing else matters. I have also met some incredible people through a common love of motorcycles and been to some cool places. Riding is a perfect way to explore and discover.

Zoë: I love the freedom riding gives you but, for me, its mainly about the places you can go on a bike. We have been on some incredible adventures since living here, exploring the country’s back roads on bikes and making new friends.

There is nothing better than a challenging day of riding through beautiful scenery, which you feel so connected to, and then setting up camp and building your fire for the evening. Tired and happy, you feel like you’ve accomplished something.

Lauren: Because I destroy traffic! it takes me six minutes to get to work and back—you never get time back, so why waste it sitting in traffic? It’s also the thrill and excitement.

I also love testing my abilities, seeing how I can ride better, faster, more skilled and, of course, bashing down those gender stereotypes. Some meetings I’m arriving in a corporate dress and high heels, in others I’m arriving in my riding jacket, boots and helmet in hand.

Motorcycling is traditionally a male-dominated pastime—what’s it like being a woman in that world?

Zoë: I take issue with being called a lady biker if I’m honest. I think bikes used to represent a whole bunch of male stereotypes and the danger is for men to inherently be condescending about female riders. But I honestly don’t pay it much attention and just try to get on with it.

We came across a farmer at a dead-end road in the Cederberg the other day, and he caught my eye and asked the guys we were with if the two ‘ladies’ could keep up OK… That sums up the problem!

Lauren: I’m often the only female rider on the monthly group rides, and for me, there is more pressure for me to ride better because I’m female. I feel like I have to prove to them that I deserve to be there just as much as every other guy.

In the back of my mind and whenever I see someone in my mirror, the first thing I think of is ‘don’t f— it up.’ The best thing is, none of the guys are actually waiting for me to make a mistake—in fact, there is always a compliment or two on my riding ability.

Teresa: I’ve always been the girl with more male friends than female friends since I can remember. So I don’t find it intimidating at all.

It was so funny when we went on our first breakfast ride with the Sunday Brunch group… it was all boys. It was their ‘man cave’ morning and here was the wife insisting on coming along. There were a lot of semi-hostile glances during the first hour but they soon realised that I was just like them. I had the same passion, the same love and the same interest in bikes.

Sunette: I think that I ride better than most of the men in our group.  I am an active H.O.G. marshal and love doing it. The guys definitely respect me, as most of them won’t marshal themselves!

Mercia: I have always been treated with respect and I think it’s because I just get on with it and go with the flow.  If you want to be in a traditionally male-dominated world you need to realize you have to just fit in and not be a princess.

I was the first girl to join the Sabie Bubble Run in December 2015 and was fully accepted as one of the guys, and it inspired more women to join in later years. Guys do tend to check on you a bit more just to make sure you are OK, but they soon let you just get on with it.

What’s your take on riding gear?

Sanela: I’m all about ‘All The Gear All The Time.’ If you bail or get hit, it’s the gear that will most likely save your life! We really do lack gear options for women in SA, most likely due to the exchange rate and the small industry of women riders. Being a woman, we like things to fit well, and yes, look decent too! No one wants to dress in chunky leathers—the stereotypical image of woman riders in the past.

Lauren: I ride in a Shoei helmet (or sometimes a Shark), a riding jacket and some Vans high tops, but that’s as far as I go. If I ever gear up fully, I look like a little Oompa Loompa and actually land up rendering myself immobile.

Teresa: My helmet, gloves and jacket are always on. I always wear thick leather boots as well—no flats or tekkies.

In South Africa, finding good gear is a nightmare. I don’t know why manufacturers think we all like pink and frilly designs, and none of the women’s gear in South Africa is flattering at all. I’m also not small so most gear makes me look like a stuffed sausage, as the designs are still based on men’s gear.

Zoë: I used to wear an open face helmet and an old Barbour waxed jacket, but my grandmother intervened and now it’s a full face, goggles, boots and an amazing armoured jacket by Aether. I think all the gear is important, but the heat in South Africa can sometimes make that a very sweaty affair.

Do you think the Instagram boom of women that ride creates an accurate picture of the average female rider, or do you think social media distorts reality?

Lauren: Social media completely distorts the idea of female riders. We do not and cannot all look like goddesses on a bike wearing cheeky shorts, bikini tops and strappy vests. What looks good on Instagram is not reality.

Yes, I like to upload rad photos of myself riding—I’m proud to ride and I’m prouder to be able to ride like one of the boys and yes, I want to celebrate that. Dudes want cool photos of themselves riding and so do girls! But I’m not going to pretend my life is something that it is not, and I’m not going to stop my ride to take fifty million scenic selfies of me on my bike just to get a thousand likes.

Sanela: Everything on social media is distorted, unfortunately. It’s about being open to an idea from a personal interest. Where there’s woman involved, there will always be some that are seeking attention.

Mercia: I think it’s a bit of both. I think it has broken the stereotype of woman bikers. There are some truly inspirational real women riders on Instagram, but there is the distorted reality too. Helmet hair is a real thing, bugs hitting your face is a real thing. Very few girls get off a bike with perfect hair and perfect makeup… but they always have a smile on their face.

Ashleigh: The majority of social media only shows us the good side of riding. Like anything in life, there is good and bad, with safety being paramount. You have those rides where suddenly here comes the rain, and by the time you get to your destination, you look like a drowned rat, with every inch of you soaking wet. Not glamorous at all!

What do you wish people would realise about women who ride?

Teresa: That we don’t do it for the hype. We do it because we all experienced that insanely freeing moment of doing something no one thought you ever would or could. I also think female riders are more careful, we think ahead. We plan the route out in our minds, where are we going to park…well that’s what I do.

Sanela: We are not doing it to be different or to be noticed, we are doing it for the love of the feeling!

Sunette: That we actually ride our own motorcycles. Whenever I am in my riding gear I am asked, ‘do you ride with your husband?’ Most people think that women cannot ride their own motorbikes.

Ashleigh: I find women riders are not competitive (excluding the ladies on the track)—we all ride at our own pace and we make sure all are comfortable.

Mercia: We can wear lipstick and ride well.

What’s your advice to any women out there curious about riding?

Zoë: There are a lot more barriers to entry to motorbiking for women but do not be intimidated; people are really willing to help out. Find a local motorbike garage, club or social meet up and ask for help. Check out what’s happening on social media and head along. If you’re in Cape Town, the WMC and The MotoSocial are the places to go to.

Lauren: Start off by riding pillion. I really do believe that being a pillion rider has given me the riding ability to progress as quickly as I have. It allowed me to take the risks where needed and ride without fear because I was able to do the same on the back of a bike. Then, get a bike that fits your frame and you feel confident on when stationary. Lastly, practice, practice, practice.

Sanela: Just do it! You won’t regret it and will thank me later!

Sunette: It will be the best thing you ever do for yourself.

Ashleigh: It is extremely liberating to be in control of your own motorcycle and not be a pillion where you have absolutely no control. Time in the saddle is your best friend, as this is what builds confidence.

Rally bikes have come a long way since the 80s. Mark Johnston knows this all too well—he built a stunning BMW R 80 G/S Paris Dakar resto-mod last year, and now he’s turned his hand to prepping a modern, race-ready rally bike.

Mark hasn’t set his sights on the Dakar Rally…yet. Instead, he’s taken the pragmatic approach for now: choose a bike, turn it into a competitive rally racer, and then tackle progressively larger local races.

With a fully kitted Husqvarna 701 Enduro in the garage already, Mark figured he’d keep it in the family. So he hunted down a 2017 Husqvarna FE 501 with 40 hours on the clock as a donor.

“I chose the 501 because I like the Husqvarna brand, and the motor characteristics suit me better than the 450,” he explains. “The 501 has more low down grunt and doesn’t need to be revved as hard.”

“I also bought another 501, purely to take with me for spares. It makes it easier than having to buy individual spares, and at least this way I have spares of everything.”

Mark wrenches out of his frighteningly tidy home workshop in Cape Town’s Northern Suburbs, where he wrenches on bikes as Johnston Moto. But prepping a thumping enduro for racing is a little different to restoring classics and building cafe racers.

“Most of it is driven by requirements,” he says. “For example, you have to have navigation, and be able to ride a certain distance.”

The navigation system is probably the most complicated part of this build. Mark started with a few off-the-shelf parts—like a Highway Dirt Bikes Rallye Lite tower, Baja Designs LED lights and Migtec roadbook system. But since he’s a perfectionist, it took a lot of fettling to make everything work just the way he wanted.

For starters, the tower’s top mounting bracket sits under the handlebar risers, and had raised the bars too much. So Mark machined it down, then machined up an additional support to reinforce it.

He then fabricated his own roadbook mount, specifically designed to house not only the roadbook, but also the 501’s clocks and indicator lights, a Garmin Etrex handheld GPS, and a trip meter and cap unit from RNS.

Here’s a rundown of how it all works: “The unit on the left gives me my trip distance and cap (compass) heading. The unit on the right, my speed. Then I have my 501 original clock as backup speed and trip meters. It’s all controlled from the three button switch, located on the left handle bar.”

There’s a lot of hidden stuff too. Mark built a custom loom for the nav tower, running off a relay so that it turns everything off when the bike is off. There’s double insulation on all the wiring, a custom fuse setup with a waterproof box, and an extra pickup on the front wheel with a one-off shield to protect it from damage.

Mark’s attention to detail is nothing short of obsessive. Peek behind the tower, and you’ll notice that he’s even made little spacers from cable ties and tubing, just to keep wires from rubbing up against each other.

To give his Husky the range it needed, Mark installed a 15 l primary Acerbis tank, and a 5 l auxiliary Rebel X tank, mounted at the back left. The tanks plumb into each other via quick-release fuel connectors, so that the bike can be torn apart quickly. And there’s a switch that controls which tank drains first.

The seat’s been reshaped with extra foam, and some extra width at the back. “It just helps with the long days in the saddle,” he says. It’s sporting a new gripper cover too.

There’s a small tool bag out back, but there’s also some clever tool storage lower down too. Mark bought an Enduro Engineering bash plate, then added a hand-built tool case to the front of it. He also reshaped the bash plate for easier access to the oil filters, so that he could perform fast swaps without having to remove it first.

Other add-ons include a tough set of Cycra hand guards, a single folding mirror to keep the bike street legal, rally pegs from IMS, and a Carbonteck exhaust header guard. Mark’s running Michelin Desert Race tyres, with Michelin BIB mousses inside. As for his sprockets, those switch between 14/50 and 14/48, depending how tight the course is.

Mark’s naturally upgraded the 501’s suspension too, with WP Suspension Cone Valve forks up front, and a WP Trax shock out back. “In my opinion, suspension is one of the first things you should upgrade on your bike,” he says.“I’m taking any advantage I can get to smooth out the ride for my body.”

Mark’s already taken his rally spec 501 out for his first outing: the Tankwa Rally, where he finished fourth in his class. (There were 15 competitors in total, and eight DNF’ed.) “Not too bad for my first ever rally race,” he says, “and also my first ever bike race.”

So what’s next? Mark’s just wrapped up an extensive service on the 501, and is about to head off to the substantially tougher Kalahari Rally.

“I want to see how this goes,” he tells us. “Although at the time I was swearing away in my helmet during the Tankwa, I quite enjoyed it. If it’s the same for Kalahari, which is a much longer event, then I’ll look to do an international event, hopefully.”

We’re rooting for you, Mark. Please bring yourself—and that stunning machine—back in one piece.