Writing about motorcycles for a living skews your perception. When your job includes a revolving door of the freshest new models, you get jaded real quick. Bikes are instantly judged on how fast they are, how well they handle, and how much electronic gadgetry they’re loaded with.

There’s one aspect that often gets glossed over though: pricing. As a reviewer, a bike’s price is hypothetical; you can note it, compare it to other models in the same market segment and even judge it expensive. But you never actually have to spend the money.

For the average motorcyclist, that one number is a make or break factor. They’re not necessarily looking for the cheapest bike—just the opportunity to get the most motorcycle for their money. After all, stretching your Rand is par for the course in our current economic climate.

So for this review, I’m looking at a tried and tested motorcycle that’s such good bang for buck, it’s built an entire reputation on it: the Suzuki V-Strom 650XT.

There’s no getting around it—the V-Strom is undeniably vanilla. Its looks don’t inspire, and while it makes respectable numbers, it’s not going to blow your socks off. But it does have one major thing going for it: it’s the quintessential Jack of all trades.

Commuting daily? Check. Got some touring planned? No problem. Want to tackle some light off-road? The V-Strom will do it all.

And it won’t cost an arm and a leg either. The V-Strom 650XT currently starts at R 127 900—that’s a bit more than Honda’s wildly popular NC750X, but a big margin less than BMW’s fully kitted F 750 GS. As mid-sized, twin cylinder adventure bikes go, it’s pretty damn reasonable.

The V-Strom 650XT isn’t entirely charmless though. Depending on your point of view, it’s either an aesthetic disaster, or sort of cute in an off-beat way. The double-stacked headlight and frontal plastics seem like total overkill, but the sculpted line from the tank to the scooped seat is actually quite elegant.

The V-Strom’s upright posture hints at one of its biggest strengths: it’s really comfortable. The relatively tall seat height (830 mm) and high bars are great for everything from navigating traffic to bumbling along dirt roads. The seat’s well padded for longer rides, and it actually has a decent-sized passenger seat too.

With 150 mm of travel up front, and 160 mm at the rear, the V-Strom has enough ground clearance for curb hopping and gravel travelling. There’s no adjustment on the 43 mm conventional forks, but you can set the rear rebound and preload via an easily-accessible hand dial. Wheel sizes are standard ADV fare: 19” front, 17” rear.

Suzuki South Africa currently only imports the ‘XT’ model (shown here). It comes from the showroom with a few practical upgrades; a sump guard, tubeless spoked wheels and handguards.

The V-Strom’s screen is adjustable between two positions—but not on the fly. (You need to unbolt it, and re-attach it at the desired height). Behind the screen, Suzuki have tucked in an easy-to-read dash that crams in a ton of info. Sure, it’s no fancy TFT display, but it lists everything from your fuel level and range, right down to temperatures and your gear position.

That substantial rear rack is standard issue on the V-Strom 650, but the luggage rack pictured here are aftermarket extras. They do illustrate another one of the V-Strom’s talents—with the right add-ons, you can pack it to the nines. And with a 20-litre fuel tank, it can go far too.

So what’s it like to actually ride the Suzuki V-Strom 650XT? In a word: easy. Its 645 cc V-twin mill makes 69 hp and 69 Nm—so whilst it’s not outright fast, it’s no sloth either. The throttle does feel a bit light off the mark, but rev it into the mid-range and it comes alive. And the overall power delivery and throttle feel, along with the positive feel from the clutch and six-speed box, all add to the V-Strom’s versatile nature.

Rider aids are basic at best. There’s traction control with three settings (two levels of interference, and off), but to be honest, I couldn’t really feel any difference between them.

There’s ABS too, but it’s a pretty rudimentary system. It works well enough on tarmac, but lacks finesse—and that becomes apparent quickly on dirt roads. It’s not a problem under sedate riding and braking, but it’s jarring when you need to stop in a hurry. And it’s no good for advanced off-road riders that like to lock up the back and get aggressive.

As an overall package, the 650XT gets on with the job admirably. As a daily runner, it’s light enough on its feet to negotiate Cape Town’s traffic and renegade pedestrians. At 216 kilos wet it’s no lightweight, but it’s far from being a handful. Out on the backroads, it’s plenty comfortable for all-day mile munching.

Sure, it won’t keep up with pukka sportbikes in the twisties—but if you give the V-Strom enough encouragement, you’ll be having fun in no time. And the ergonomics, ride height and power delivery are all on par for light to medium off-road jaunts. (Frankly, it’d be an even better adventure bike if Suzuki would just add a switch to disable the ABS.)

It’s a no frill, do it all machine, with quirky looks and a palatable price tag. That’s exactly what gained the previous generation V-Strom its cult following, and it’s why this iteration of Suzuki’s versatile dual sport will probably turn out just as popular.

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

Suzuki V-Strom DL650XA

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

2025

Suzuki V-Strom DL650XA

Pricing From R166,650 (RRP)

Brand: Suzuki

The Honda Africa Twin has always tickled my fancy. The first time I had a serious look at one was way back in the ’90s when I was seriously into Sportbikes and Adventure bikes were not really on my radar. I met a couple of guys who had just ridden down through Africa from England. One was on a R80 GS BMW and the other was on an Africa twin. I was captivated by the stories of Adventure travel. Early in the 2000’s I bought my black and gold XRV 750.

It was the last of the iconic XRV line and I loved it. In the fullness of time, it gave way to other bikes. It was thus with great excitement and anticipation that we awaited the arrival of the “new” Africa Twin in 2016. My order was placed when the bike was really just a rumour, but I was adamant, I wanted one of the first batch. CRF 1000 L! Flip, it had such a cool ring to it!

I ordered a basic model, ‘cause I didn’t want the new-fangled “DCT” gearbox or any of the electronic trickery. I wanted the simple model. I remember the excitement when my buddy Albie Eagar from Menlyn Honda ‘phoned me to say my bike had arrived. Like in the old days, I watched as the bike was uncrated. The silver bike with magnesium coloured engine casings looked the business. The bike was a pleasure to ride. I ran it in to Mpumalanga and marvelled at how the suspension soaked up poor road surfaces. The power delivery was torquey and smooth.

In the fullness of time, as is often the case when the honeymoon is over, a few weaknesses emerged. The suspension, which had initially impressed me with its suppleness, was just too soft. Two up with luggage the bike would, despite maximum preload, hang its backside like a smacked puppy. The gearchange was a trifle iffy and the power, which was so perfect when riding offroad, was just a wee bit underwhelming on the road. Despite being a litre bike it felt like you had to use the gearbox to row the bike along to get a hurry up. A couple of years later and we got the Adventure Sport. Bigger tank, more suspension travel, but the extra weight exacerbated the relative lack of power.

Move on a couple more years and Honda has looked to address these shortcomings.

We cracked an invite to the South African launch of the new 2020 CRF 1100. We had a press briefing where we got the details of the new models followed by the unveiling.

Oh, my soul! The old saying goes that you only get one opportunity to make a first impression, so let me tell you that there are faster and more powerful adventure bikes but I can also tell you categorically that there are no better-looking ones.

The Adventure Sport tank is resculpted and makes the bike more waspish in the middle, allowing your legs to grip the tank without being splayed too wide. You also sit more “in” the bike. Resplendent in HRC colours, with gold front forks and rims, it is truly a magnificent looking beast.

The “small tank” CRF1100 on the other hand, looks almost petite by comparison, but in a purposeful way. Slim and trim, it flaunts its new bolt-on subframe by painting it in red, which looks stunning on both the red and black as well as the charcoal bike. Speaking of the frame, it is completely new on the CRF 1100.

The next day we gathered at Gerotek, the Armscor vehicle testing facility to ride both models. I rode the offroad course first. Both the Adventure Sport and regular CRF’S are really capable off the beaten track. The Adventure Sport DCT has electronically adjusted Showa suspension, whilst the manual has regular manually adjusted suspension. Both versions work a treat. Some serious lurkers were swallowed up without fuss or bother. The DCT impressed me no end. This latest version has really come of age. It is now seriously refined. It snicks, rather than clunks into gear, and is seamless in operation, whether in touring or either of the Sport modes.

The manual gearbox has also lost its “iffyness”, with shifts being light and positive. The new bikes are both equipped with TFT displays which keep you fully informed on all the bikes vital signs.

Let me just say that modern electronics require significant sussing out. To make full use of the various functions and benefits it is actually imperative that you are trained in its use. For example, the new Twin has both traction and wheelie control. Now we know from past experience that steep rocky inclines are best attacked with traction control off. When the bike detects wheelspin it cuts the power, when you actually most need it. No problem. So why does the 1100 still cut the power, even with TC off or minimised? Enter wheelie control. As the gradient increases the bike thinks that you are popping a wheelie, so it cuts engine power. Same result. Hill 1, Africa Twin 0. Switch off the wheelie control and the hill ascent is a non-event. As a “safety-critical” feature it, unfortunately, resets when the bike is switched off and on again. The new Twins also have “custom” setups where riders can set them up and store the settings to suit their preferences. Electronics have thus brought a new level of complication to bike set up. Obviously this is not unique to Honda, but for me personally, it is a bit of a pain. TFT screens are great, being legible in most conditions and look really cool when you switch the bike on. The downside? They take quite a while to light up. Fancy graphics appear, then a disclaimer of sorts, asking you to say OK to a warning that stupid use of the bike can hurt you and only then should you hit the starter button. Oh, and you can even connect your smartphone via something they call “Apple CarPlay” whatever that might be? You can bring back the ‘Simple’ analogue/digital display as far as I am concerned.

When you have learned the intricacies of the setup, the bike is splendid. The Adventure Sport is for me a bit like Papa Bear’s porridge. A little big, a little heavy, and still a little underwhelming power-wise. Honda positions this bike as your long-distance go-anywhere tourer and in this role, it is hard to fault. With its good ergonomics, 24 plus litre tank and manually adjusted screen it will smash distance effortlessly. The DCT version makes that proposition even more effortless.

For me, the star of the show is the DCT “Small Tank” CRF. What a bike! It feels small, light and agile. The manual suspension is now spot on. It handles everything with a “is that the best that you can do”? It is, and feels, much lighter than the Adventure Sport. Riding it around the hillside dynamic handling course at Gerotek was brilliant. “G” button engaged, DCT in Sport 2 and engine in “tour” mode, it was sublime. Perfectly composed and punchy, it handled steep inclines, declines, decreasing radius bends and sweeps with playful disdain. It is now everything the CRF 1000 promised but didn’t quite manage to deliver. This same composure translates to phenomenal offroad prowess.

Honda can be justifiably proud of there latest Africa Twins. Whatever your need may be, there is now an Africa Twin to do the job. The extra five horses and enhanced midrange torque brings a punchiness to the party which makes the ride so much more engaging. Do not buy an Adventure bike without riding an Africa Twin. You owe it to yourself.

We know they are utterly reliable. I would suggest that they now have a level of excitement to match. We look forward with keen anticipation to bringing you a full and comprehensive review of these splendid bikes in the near future. Honda dealers have stock, so go and have a whirl. It may just be the start of a long term love affair.

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

HONDA CRF1100 Africa Twin/(DCT)

For more information on the bikes that we tested in this article, click on the links below…

I am going to deal with the RS first in this account. Fact is, BMW’s RS and I go back a long way. Right back to the bike’s beginning. In 1976 I worked at Club Motors in Pretoria. The Ludwig family, owners of the Club Motors Group, were the original importers of BMW and Kawasaki motorcycles into South Africa. I worked at their Honda dealership. When I laid eyes on the first R100 RS to arrive on SA shores I had to have it. Despite being a Honda man through and through, the fully-faired, silver-blue Bee Emm, with spoked wheels with subtle blue pin striping matching that on the mudguard, tank, fairing and “one-and-a-half” seat blew me away.

No other bike available in 1976 was fully faired. The bike, despite its 980cc motor, was slower than a 750F Honda, but the torque more than made up for the performance deficit. It was the 1976 roll on king. Not even Kawasaki’s Z1 could match the big BM twin when you rolled on the throttle in top gear. Real-world performance was impressive, especially with the fairing which allowed sustained high-speed riding. What was an endurance event for riders of other bikes was a doddle for the RS. I remember riding to Salisbury for a weekend to visit my buddy Mike Taylor. Leaving Salisbury at 5 am, I reeled off the 1100 odd kay’s back to Pretoria, including topping up the 24-litre tank three times and a border crossing at Beit Bridge, in 8.5 hours. I pulled into Club Motors at 1.30 pm. Half that ride was in the pouring rain. I found that if I cruised at 180 plus, the wind blast over the top of the screen would keep my visor clear enough to see. The RS handled well enough to make sustained high speed comfortable.

In 1976, the R100 RS was the flagship of the BMW motorcycle range. Things are a little different today. Riders are so spoiled for choice, with every manufacturer trying to build bikes across a broad spectrum to cater to all tastes. The 1976 Boxer motor actuated its valves with aluminium pushrods. 43 years of technological advancement has transformed the RS to levels that were not even a twinkle in the eye of the designers of the ’76 model.

The new R 1250 RS has it’s cam in the head and is endowed with the latest ShiftCam technology. The electronic revolution has transformed modern bikes. Innovations like ABS, engine modes, traction control and keyless operation have transformed the way modern bikes work. I must say, that having lived through both eras, I personally feel that we have lost some of the simplicity which was part of the “man-and-machine” appeal of motorcycles. We have tried to idiot-proof bikes. We now want to compensate for a lack of skill with advanced technology.

Simon and I rode the new R1250 RT and RS to Mpumalanga to see how well they work in their respective roles. This was a big Deja’ Vue moment for me. Back in the ’70s, we rode in “ET” at every opportunity. Here I was retracing my steps once again on an RS BMW.

It is not only the bikes that have changed in 43 years. In ’76 the highway went as far as Middleburg, whereas today it takes us all the way to Mbombela. [That be the Nelspruit of days of yore] We also now contend with hazards like Toll Gates, traffic and dodgy road surfaces. As if those issues are not enough, we have “Crime Hotspots” too. In the ’70s, criminals were in jail or, if their crimes were severe enough, terminated. Humans had rights, not criminals. Back in the day, we rode flat out all of the time, because we could. Goods moved by train, so you seldom saw trucks on the road and occasional cars were the odd moving chicane, but never an impediment. Consider that the roads were 43 years younger and as smooth as anything.

The legendary “22” was immaculate all the way to Hazyview, not just for the current 22 less than perfect kays that we still strafe today. The surfaces were so good that our riding seriously challenged the ground clearance of our bikes. My RS’ tappet covers took strain as did the Stator covers on our 750 Hondas. I remember buying Pratley’s Putty to stop oil seeping from holes ground into these bits by zealous, or realistically, stupid riding. Only in the eighties did we take that enthusiasm to the track, where it belongs. Thinking back, it was around the second half of the 70’s that bikes started to handle half decently, once suitably modified, that is. No mods needed on the modern versions of the RS and RT.

We rode straight down the N4, then took the stunning Schoemanskloof road till it re-joined the N4 at Montrose. This road undulates and sweeps through the mountains and into the valley on smooth tar which highlighted the impeccable high-speed handling and stability of both bikes. The RS, with it’s more aggressive riding position, puts you in a wonderful position to attack bends. My legs fitted neatly into the recesses in the tank, with feet on the rear-sets and a comfy reach to the narrow bars.

The screen is two way manually adjustable and takes all the blast off your chest. A perfect sports touring perch. The seat is plush enough for 300 kays on a tank stint in the saddle. The suspension is electronically adjusted and I found that set on the sportiest dynamic setting, it was excellent for pretty much all the road surfaces that we encountered. Firm yet compliant, even over the bumpy road down into Pilgrim’s Rest.

The RS sports conventional front forks, as opposed to the Telelever setup on the RT. The RS turns intuitively and holds a line perfectly. The RT, with it’s touring bias, also handles well. The suspension leans a little more to comfort, yet you can ride it really fast down a mountain road. The back suspension felt slightly underdamped when really pressing on, not settling immediately when hitting bumps at warp speed. The RS, on the other hand, just begs you to “bring-it-on”. This is not a criticism of the RT, as it performs way beyond what a tourer of its ilk should be expected to. The RS, in the right hands, will give a Sportbike the willies over a bumpy mountain road.

The ShiftCam mill is a revelation. It is honestly one of the great motors of this age. Refined, smooth and sweet at all points of the rev range, it has huge torque and a respectable top-end hit when you lean on it. It is as comfortable when you short shift and lug the motor on a wet road [who needs “rain” mode?] as when you rev the nuts off it. It suits the nature of the RS perfectly.

This bike is sublime to ride on real-world roads. You find yourself entering a zone where you feel completely one with the bike and it allows you to focus all your attention on the road. On reflection, I realize that this has always been the strength of BMW’s Boxer engined motorcycles. They combine their talents to provide a superb all-round package which is way greater than the sum of all their parts. We traversed wet, winding and sometimes bumpy roads and the bikes handled it all with total composure and control. We kept them both in “Dynamic” engine mode and found the fuelling absolutely perfect.

We left Sabie at 6.30 am. It had rained in the night, but the morning was deliciously fresh and bracing. As you all know, motorcycle motors love that cool dense air.

The bikes felt alive and oh so sweet as we rode onto Long Tom pass. Brief patches of mist kissed our visors but never seriously slowed our progress as we guided the two 1250’s through the bends.

We focussed on riding immaculate lines, not using the brakes, but rather just rolling on and off the throttle and occasionally dropping a gear to control our speed. I love riding like that. Using your skill to hustle the bike along as smoothly as possible. In no time at all Mashishing came and went and we rolled into Dullstroom, bathed in bright sunshine, for breakfast.

Talking of change, in the 70’s Dullstroom was a tiny hamlet, with a solitary “General Dealer”, almost like a Spaza shop, called Tonteldoos. Today, of course, it is a booming little tourist trap. Back on the road, we topped up our tanks at Alzu Petroport. The RS had covered 325 kays with a range of 15 kays left from its 18L tank. Both bikes returned just shy of 20kpl. The RT with its big 25L tank had at least 120 kays of range left. The RT is geared a bit longer than the RS for relaxed cruising ability.

Sitting at 6000 rpm the RS is humming along at 175kph and feels super sweet. The rider sits in a bubble of still air and your progress will only be limited by your need to refuel. In true RS style, this bike is a mile muncher of note. The RT even more so. You adjust the screen electronically to suit, then jump on the main jet to whatever speed you want to cruise at and the RT obliges.

We pulled into the slipstream of a BMW X6, using him to run speed trap interference for us. The driver decided to drop the hammer and I tucked in behind him. At around 225 he started pulling away from me. To my surprise, Simon was riding line astern, perhaps 300 metres behind me. The RT is an amazing motorcycle, capable of a more than decent turn of speed without ever compromising on comfort.

I reckon the RS will shade it on top end, but not by much. The X6 was sucking all the detritus off the road like a giant Hoover and throwing it at me, so I rolled off the gas and re-engaged the speed control at 130. The willing nature of the ShiftCam motors in these bikes is really addictive. They feel eager to be let off the leash for a serious run.

The jury is still out with me as regards to the electronics on the RS. A TFT screen is easy to read in any light and gives you all the info you need. What irritated the crap out of me was not being able to reset the trip meter after filling up. It seems to be a convoluted process which neither Simon or I could easily figure out.

The RT on the other hand, with its classic analogue gauges, is way more user-friendly. Fact is, none of the latest TFT equipped bikes are intuitive enough to be able to access information without studying the manual. The RT, with its classic and easy to read and operate layout, does it for me, period.

Ford Motor Company suggest that 35% of the cost of their new cars is devoted to the electronics. I don’t think bikes are much different. In fact, with there lean-sensitive dynamics they are probably even more costly to develop and produce. Could it be that sanity will one day prevail and the stupid one-upmanship between companies will get put on hold? Build us simple bikes with intuitive instrumentation. Perhaps Yamaha’s new T700 Tenere’ will lead that charge.

In summary, BMW’s RS and RT have evolved over time into excellent motorcycles that are both at the top of their games. Both Simon and I loved our time in the saddles of these two beauties.

Wikipedia describes a “Mustang” as a “free-roaming horse of the western USA”. The very word Mustang conjures up images of a lean, powerful animal with a free spirit, roaming far and wide across the American plains. Ally this image to that of the Native American, or “Red Indians,” as these indigenous people were known and once again you get an image of a free-spirited people, living simply with a spiritual respect for the land. This imagery always bounces around in my head when I consider Indian motorcycles. With a heritage going back to an era when life was, in fact, simple. One of the last Indian tribes to be subjugated and forced onto a “reservation” [smacks of homeland, doesn’t it?] was the Nez Perce, under Chief Joseph, as he was named by the US government intent on expropriating his land without real compensation. Chief Joseph’s Nez Perce name was Hin-ma-too-yah lat-kekt, [try saying that after a few lemonades!]. OK, so here is the relevance to the Indian FTR 1200 S Race Replica which is the subject of this piece. His name means “Thunder rolling down the mountain”. Ride the FTR and I guarantee that you will agree that it is the Chief Joseph of the range!

I have always maintained that a huge part of the appeal of a motorcycle is the way it looks. The FTR so smacks of Mustang. Lean and muscular, it promises performance from every angle. Now here’s the thing, what sort of performance is it built to emulate? Is this an American take on a Ducati Monster, or perhaps a Scrambler Ducati? Is it a gauntlet thrown down to team Orange’s Duke? Triumphs Scrambler or Speed Twin? After much consideration, I think none of the above. Why not, you may ask? After all, it sports a strong oversquare performance motor designed to rev. It has decent ground clearance and puts the pegs where God intended, [for sportbikes anyway] under your bum. It has quality Sachs suspension, fully adjustable on the RR [Race Replica], together with performance engine modes, lean-sensitive traction control, stability control and proper Brembo radial brakes.

Surely, these are the attributes of a weapon with serious sporting pretensions? You are spot-on, but for me, the answer lies in the detail and the sports heritage which Indian has as a brand. Indian rules American flat track racing in the 750cc twin class. You know that what wins on Saturday sells on Monday, so what better model to bring to the fans than a Replica of what is kicking butt on the big dirt ovals all around the States. In fact, you can go one better. You aren’t constrained by homologation rules, so why not make it a 1203cc with proper power?

So there you have it, the worlds first street-legal flat track racer! Now the 150mm suspension travel and 18” rear, 19” front wheel size, shod with deeply grooved flat track Dunlops, makes total sense. Toss in a slipper clutch, chain vs belt drive and upswept Akropovic megaphones exiting on the right-hand side and Voila! The picture is complete. And what a picture! The bike is pure flat track styling with a short stubby seat which rides atop a 13-litre fuel cell, keeping weight low and making the bike “tossable” considering the 225 kg weight.

Maroon, black and cream, vintage Indian colours are combined for real visual clout. The only criticism and this is a personal opinion, is the metallic fleck in the black paint which is a little coarse and, for me, detracts ever so slightly from the classy overall look. The other issue is the BMW GS style remote rear mudguard which encompasses the number plate, taillight and indicators. Obviously this is to keep things legal, however, I have no doubt that the aftermarket custom boys will come up with a solution that does not detract from the overall look.

The FTR is an absolute hoot to ride!. The motor is a peach. Strong linear power is ever-present and it pulls with authority all the way to the 9000 rpm redline. Having said that, I most enjoyed short shifting the seamless gearbox to drink from the deep well of creamy torque that this mill pumps out. You will never tire of the top-end hit.

Sitting in sixth you just whack the throttle and the FTR bolts forward with a willingness that really entertains. Hot weather does make you aware of significant engine heat which washes over the bottom of your thighs. In the early morning chill, it is rather pleasant, but as mentioned, it can be an issue on a really hot day. Vibes are of the rumbly mellow kind, not intrusive and never increasing as revs rise. A reassuring thrum reminding you that there is a big lusty V twin doing duty.

The FTR is a fast motorcycle, yet remains super stable at speed and the suspension, whilst firm and controlled, is surprisingly supple over bumpy surfaces. The tyres will always be a limitation when it comes to all-out performance. Their block patterned tread squirms under hard acceleration, especially if the bike is canted over. Somehow this is in keeping with the tracker nature of the bike, so rather than detract from the riding experience it almost enhances it. Prospective buyers need to understand what this bike is about. If you are buying it to bait Sportbikes and Super Dukes on racer road it is going to come up short, despite the stonking engine performance. 17” wheels shod with Pirelli Super Corsas will give you levels of grip with corresponding handling that the Indian can’t match on its rubber.

For me, this is a big plus for the Indian because you don’t have the racer image to live up to. Kind of like the racing bicycle vs the mountain bike fraternity. The lycra-clad racing snakes just don’t get the baggy shorts boys and vice versa. What the Indian comes with is an element of cool that has its origins in a rider with a steel shoe strapped to his left boot, pitching a 120 horsepower behemoth sideways on dirt and body talking it to the limit! This is allied to the aural assault from a big booming V twin at full chat. If you get that, then this may just be the only bike for you.

Prices range from around R210000 for a more basic model, to the Race Replica with all the bells and whistles at a smidgen under R270 grand. Here you get fully adjustable suspension, Akro pipes, a full touch screen TFT display giving you everything short of your underpants size. The tootie.

Accessories allow you to equip your bike for touring or whatever. Smooth dirt roads will be well within its ambit. The 13-litre fuel tank may be a challenge for touring but not a show stopper. The seat is firm but nicely shaped hence reasonably comfy. Getting my head around the price of the RR, it brought to mind the review that Wesley Reyneke has just done for Bike EXIF: www.bikeexif.com/arch-motorcycle-review.

The bike reviewed is the creation by Keanu Reeves called the ARCH. It is a power cruiser, yet not unlike the FTR in application. It features a big cc S+S motor in a capable chassis. Whilst obviously low volume, unique and exclusive, it sells for around $85000. If the riding experience is the thing for you rather than the bragging rights and you are intrigued by the rich heritage of bikes like the Indian FTR 1200 S Race Replica, then the FTR is a bargain and a rewarding and extremely enjoyable one at that! Get your butt down to Melrose Arch to that Mancave of note that is the Indian motorcycle dealership and ride an FTR. It may just be the start of a new chapter of freedom that you never dreamed existed.

Reflecting on the FTR and bikes in general, a quote by Winston Churchill concerning horses, but so applicable to bikes, comes to mind – “No hour of life is wasted that is spent in the saddle”.

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

Yamaha’s Tracer has been around a while. Endowed with their wonderful CP – 3, 847cc three-cylinder motor, it hits something of a sweet spot for me. It is big enough to be comfortable two up and has enough poke to be able to take the “Sports” part of its name seriously. Let’s just expand on the merits of the motor. This mill has done duty in a number of MT-09 variants and has gained a deserving fan base over time. Triples are soulful at the best of times, with a torquey nature yet decent top-end hit. There is a delicious gruffness about Yamahas triple that I particularly like. Sweet as a nut off idle, it is happy to doddle around in the traffic, yet crack the whip and it unleashes all of its 115 horses in splendid fashion. Let me just say that these are not Shetland ponies but rather fiery Arab Stallions! It just seems way more potent than 115 horses would suggest.

Early MT-09 models suffered with iffy fuel injection which in “A” mode was way too on-off switch like, yet in “B” mode had a built-in flat spot off the line. “B” mode hasn’t improved much, but it doesn’t matter ‘cause now you can just leave it in “A” which is perfect. A slipper/assist clutch keeps that side of things tidy and gear changes are accurate, aided by a standard quickshifter. All very good in the drivetrain then.

The Achilles heel of the previous generation Tracer, as well as the rest of the MT-09 range for that matter, was suspension that was either too hard, too soft, but never right. The Tracer suffered from high-speed instability that was disconcerting, to say the least, as well as frustrating, as you could never properly extract the potential from the stellar engine. I am ecstatic to report that the GT is totally cured! Yamaha has gone to great lengths to sort out the handling issues.

Fully adjustable KYB suspension, with 130mm plus travel at both ends, works well in a new frame with a longer swingarm and a new sub-frame. Suffice to say all is now well with the handling. This elevates the Tracer to a whole new level. Dive into bends with great feel and adequate power from the familiar unchanged brake setup, then pitch it on its ear and drive out of the bend using the rich midrange from the triple. Steering is pin-point and easy. Damping is decent too, giving a firm yet supple and controlled ride. The combination of wide flat bars and overall lightweight, allied to a good chassis, makes the new GT a weapon on a windy road.

Ergonomics for both rider and passenger are good, however, I favour putting the ball of my foot on the peg when pressing on a bit and found that the back of my size 11’s would bump the front of the passenger pegs. The passenger peg hangers on the GT are longer than before to improve passenger comfort. This is the culprit for the clash of feet. I hope the suspension upgrades filters down to the rest of the MT-09 range, as they will be all the better for it. [I speak under correction, but I believe that the standard Tracer has lower spec suspension].

The GT has mounts integrated into the sub-frame for a brace of 22-litre panniers. The seat has new multi-density foam which cushes the tush quite comfortably. The seat narrows towards the tank to allow for a flat-footed stance at traffic lights. There is provision for around a centimetre and a half of height adjustment on the seat.

The windscreen is now one hand adjustable with a system similar to Ducati’s Multistrada. Nice. The screen remains on the small side and is an area where aftermarket screen suppliers will have an opportunity to strut their stuff. I found the screen OK, but not great. A TFT display is also unique to the GT and gives you all the info that you need. It is more legible in sunlight than the old setup.

Other very nice to haves on a Sports Tourer, are cruise control, heated grips and a main stand. All bikes in this class should be so equipped! Indicators are still not self-cancelling. Again, all bikes should have this feature, which must be available in this day and age for a minimal extra cost. A 19 odd litre tank, allied to decent consumption at touring speeds, should equate to a range of over 300 kilometres plus.

In GT guise the Tracer has finally come of age. Yamaha have ironed out the flaws in what was already a good bike to create a really excellent package. I have always liked the “form” of the Tracer with its “Transformer” like styling. They have now brought the “function” up to speed too. Yamaha have built an enviable record for reliability over the years. This is so important, especially on a bike on which you intend to range far and wide.

The Tracer GT deserves serious consideration given its depth of talents. Take off the panniers, leave your Missus at the guest house in Sabie, while you go strafe the 22 with the boys in full leathers, then go pick up the significant other for some sightseeing. The GT Tracer will revel in all roles. Not too many bikes that can really play in that space. Bit of a bargain then for just under R180 grand hey?

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

Yamaha Tracer 900 GT

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

SYM understands that there are different strokes for different folks, so on that note, they have just launched their new Trail Blaze 200 which is the new sibling of the Blaze 200.

The Trail Blaze 200 is by far the most rugged model in SYM’s line up and what it offers, is not only value for money but versatility. The Blaze 200 was and still is one of the top commercial bikes in the South African delivery bike scene, due to the fact that it is very economical to run, impressively reliable and practical too.

So why build the Trail Blaze 200? Well SYM wanted to build a go-anywhere motorcycle that is not limited when it comes to routes and in South Africa, we’ve got loads of potholes and plenty of people staying way out on the gravel paths. Their answer to this was to take their proven, reliable Blaze 200 and dial up the versatility and fun factor which they certainly have achieved with the all-new Trail Blaze.

The all-new Trail Blaze 200 is equipped with tubed knobbly tyres, longer travel suspension, straight dirt bike inspired handlebars and an MX inspired mudguard. With these stonking upgrades added to the Blaze 200, I was keen to test the Trail Blaze on various terrains as well as commute daily for an entire month.

Daily Commute

My daily commute to the office and back is approximately 30 km and on this journey, the Trail Blaze is faced with main road speeds, tight back road bends, and a gnarly Solomon Mahlangu uphill. Although little, the single-cylinder, 200cc, Carburetored power plant, pulls me along with all my luggage just fine. After all the upgrades the Trail Blaze still rides well on the road with the suspension soaking up all the bumps with ease. The tyres aren’t a big fan of the black stuff and they seem to get a bit squirrely through the bends. Whilst riding at highway speeds, I did experience a tiny bit of headshake but nothing too serious to put me off the overall package.

Compared to the standard Blaze 200, the handlebars provide way better control over the bike as well as a more natural riding position. Your bacon is greeted by a soft comfy seat that is ready for long-distance commutes and I can vouch for that after riding nearly 250 km on a single days ride.

Cockpit wise the Trail Blaze is as simple as it gets, two round analogue dials indicating speed, rpm, fuel and a manual adjuster for your trip. The switchgear is nice and bulky, making it easy to use with thick gloves and there’s a choke lever on the left. I actually never needed to use the choke once. The little Trail Blaze always starts first go.

The brake callipers are painted in a sporty red finish and they worked really well on the dirt. They could, however, be a little bit stronger for road use. The gearbox is nice and smooth and with a heel-toe shifter, gearing up was a breeze. As far as the motor goes, you’ve got a 170 cc power plant that boasts 12 hp and 12.2 Nm and with these figures, you can manage to reach a top speed of 110 km/h.

I found that the Trail Blaze cruises just fine at 90 km/h and on my sporty commutes I managed to get 374 km out of the 16L tank [23 km/L]. With a lighter wrist, 400 km + can be achieved but out here in GP we need to keep up with the traffic which means flat out for the most part.

One thing that I really like about the Trail Blaze 200 is the fact that riders still give you the nod. Meaning that the Trail Blaze with all its ruggedness doesn’t seem to appear too much like a delivery bike but rather an old school XR kind of scrambler.

Off the beaten path

With the word Trail being mentioned, it wouldn’t make any sense for me not to do some Trail Blazing. I will admit that I did go a little overboard with my off-road test by throwing some water crossings, berms, jumps and flat out sections into the mix. So how does the Trail Blaze cope off-road? The Trail Blaze feels at home off-road with the tyres suddenly making sense, the longer travel suspension coped with nature’s obstacles and the mudguard kept my vision focused on the trail whilst the mud was just flung aside.

The Trail Blaze and I had a blast together and even some of my buds were laughing at first whilst they were sitting on their EXC KTM Enduros on our ride out to Harties on the backroads. After seeing that the Trail Blaze could follow and go down the same routes, their respect for SYM’s off-roader offering was at a high.

I seem to have been bumping into a lot of friends and fellow riders on my Trail Blazing. I met up with Brian Cheyne on another one of SYM South Africa’s test bikes, the “NHT 125”. We went on a photo-ride on some B roads and Brian managed to capture the Trail Blaze in action.

I can see the Trail Blaze catching on as an affordable “go-anywhere” motorcycle, whether it’s used as a commercial motorcycle, a first motorcycle or as an inexpensive daily runabout. SYM has hit a six with the Trail Blaze 200 selling at R19 995 and I can’t wait to see more of them riding around with muddy wheels and big smiles all round.

I can honestly see myself going on a long-distance bike trip to Botswana on the Trail Blaze, maybe I should have a little chat with Dave Cilliers and Simon Morton who are always up for a challenge.

SYM Trail Blaze 200 

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

2020 is going to be hectic for Triumph, with plenty of appealing new models. A new Tiger is on its way, a Thruxton RS is already announced and the mighty Rocket III will set new standards for bikes with character! But for now, the funky Street Triple 765 RS is showing its 2020 improvements. ZA Bikers went to Spain, on the Cartagena roads and racetrack to find out how good it was.

Caution: this is a tricky question. What if the Triumph Street Triple was just the best middleweight naked bike of all times? I’m saying that because mid-sized nakeds are more often than not really what they are cracked up to be. I’m not mentioning the Honda CB 500 or Kawasaki ER-6, aka Z650: they offer more than decent value for money. But what if you want to feel the wind in your face and enjoy the extra performance, what can you get? More often than not, you get a “big” bike with a two and half decades old detuned superbike engine. Sometimes, it goes along with a build quality and fit and finish that would suit Chinese toys. Sometimes, as well, OEM rear shocks and tyres are the cheapest on the market… As I’m going to be shot if I mention names, I propose that you, dear reader, go find out for yourself!

March 2007, Laco di Garda, Italy

I’m old enough to have attended plenty of bike launches and in March 2007, while working for the now-defunct SA publication, Topbike magazine, as the only “local” journo, I came back from Italy with a story and the cover page on a bright green bike, the first Triumph 675 Street Triple.

The Street Triple opened a new era for mid-sized naked bikes. It was light, fun, powerful, and packed with modern technologies. Of course, the standard shocks (especially the rear) could have been better.

Triumph then made the Street Triple R in 2008, the bike had a facelift in 2012, got an RX version in 2015 (basically a naked Daytona) and got a serious 765 upgrade in 2017.

Triumph decided to offer the Street Triple to every kind of customer: the A2 660 cc version was offered in some markets, whilst the 765 RS simply had some features that bigger bikes would envy: not only was it the lightest in its class, but it had some serious hardware. Brembo M50 brakes, Pirelli Diablo Supercorsa SP’s, Showa BPF USD fork, Öhlins rear shock: how many bigger bikes would have loved to be treated that way?.

As the 765 Street Triple RS was nearly close to perfection, Triumph faced some difficulties to make it really that much better. A decision was taken to improve it on the edge. A bit of design, a bit of equipment, a bit of engine range, a bit of extra whizz, that’s how to define the upgrades to the new 2020 Triumph Street Triple 765 RS.

October 2019, Cartagena, Spain

Twelve years after the first bike launch, I’m here in Spain, to sample the new machine. The first feeling is about the design: no doubt the strong DNA is still present, and, as is the case with recent Triumphs the fit and finish and build quality is just stunning. The first noticeable aesthetic change comes from the light, with a new DRL LED signature.

A closer look shows that the fairing, seat cowl and exhaust are also new. Talking about the exhaust, it’s where some of the biggest engineering work has been done for the 2020 model: work on the gas flow (new exhaust cam and duct) made it Euro-5 compliant. Moto2 expertise not only helped Triumph build more power into the motor but has made it more user-friendly.

The maximum power remains at 123 hp, but there is 9 % extra power at 8000 rpm, and the torque is also stronger, with 79 Nm at 9350 rpm compared to 77 Nm at 10800 rpm. Engine inertia has also been reduced by 7 % and, to enhance the riding experience, an up and down quick shifter is now standard. On the new TFT dash, you can select five different riding modes with a greater variance between modes than before.

Euro 5 regulations mean that Triumph had to work on a new and heavier catalytic exhaust, but the extra weight is compensated for by the work done on a new gearbox, from which 1st and 2nd gears have now a shorter ratio. As a result, the overall weight is still at 166 kilograms dry, which is a class record.

The Street Triple 765 RS is a compact machine, but as a tall rider, I still feel at ease and comfortable riding it. The limited weight and the perfect natural balance makes it a phenomenal all-rounder, and despite its sporty inclination, the quality suspension (it is the same as the previous model, meaning 41 mm USD Showa BPF fork and Öhlins STX40 rear shock) still delivers an unexpected level of comfort. The inline-three has always been super refined and tractable, so in both cruising or urban use, the Street Triple 765 RS is still extremely pleasant.

Our lead rider on the mountain roads near Cartagena, Spain, is Joe Aykroyd, a five-times Isle of Man TT racer. That means we shouldn’t have troubles to find the proper pace where the Street Triple RS reveals all its potential! It is so good that you simply cannot find its limits on the road. In the chassis compartment, the only real new stuff are the tyres, now Pirelli Diablo Supercorsa SP V3’s, with a new compound which warms up even quicker than before. Confidence is instantly there, and the lightweight machines never get wide in a corner, neither make you feel out of sorts…

And here comes the magic

Later, as I find myself entering the racetrack, I remember how all the Street Triples and Daytonas I’ve ever tested evoke the same sense of wonder. A kind of magical effect which makes you feel that all of a sudden, you’ve become a better rider. The engine hasn’t got superbike-like kind of power, but it always works for you, it’s never too much or scary, and the power band offers more than enough from 8 to 12000 rpm to have plenty of fun. The playful character of the Street Triple 765 RS makes it a kind of hooligan companion, always ready for an extra lap, always precise to the apex, always as fun and forgiving.

The power and weight package mixes performance, fun and forgiveness, add the excitement coming from the inline-three soundtrack and you can only have a great time. Small downfalls come from ground clearance which could be better during track days (you need to place the ball of your foot on the footpegs to avoid excessive scraping), the ABS is slightly sensitive under hard braking (once again: track use only) and a rev-counter which is hard to read irrespective of which dash is selected (there are four options with four main colours of which none seem that easy to read, however, the engine feel and sounds are such that you can all but ignore the instrument information). These are small cons compared to the huge amount of fun that the bike provides.

Not only is the Street Triple RS better than its bigger sibling, the Speed Triple RS (less weight, more fun, and nearly the same level of performance), but of all the many, many bikes I’ve tested, I can tell that this package is incredibly hard to beat.

We were privileged to be invited to BMW Motorrad South Africa’s media launch of the new Boxer Street range. My day started with a short flight from Johannesburg with a few familiar journos to the scorching yet beautiful mountainy Mpumalanga. We were then escorted by the friendly faces from BMW South Africa to an appetizing café nearby, where our breakfast and briefing was awaiting us. Chris Modise, National Sales Manager at BMW Motorrad SA, was to kick off the rider/product briefing.

Our planned route consisted of a wide variety of road conditions, to suit each of the individual motorcycles strong points. Thus, we were to head out on a 300 km ride, which meant an average of 100 km of saddle time per bike before handing over the key to the next sensible gentlemen. With our brains filled with knowledge and our stomachs filled with a good breakfast, it was now time to suit up and meet our first ride of the day.

Before jumping upon our German steeds, I couldn’t help but notice a few similarities between the three Boxers – these similarities are as followed:

Engine: Undeniably the same 1254 cc ShiftCam Technology beast of a motor, which pushes out 136 hp at 7 750 rpm and 143 Nm at 6 250 rpm is used throughout the new boxer range. The motor has a wider bore, longer stroke and ShiftCam Technology, which in English means an increase in power across the entire rev range, a smoother running motor, a better fuel consumption, reduced emissions and increased refinement.

Riding Modes Pro: Riding Modes Pro, features the additional riding modes Dynamic, Dynamic Pro and Dynamic Traction Control [DTC], these modes are all configurable. DTC enables even more efficient and safer acceleration, especially when on the edge of the tyre. You also get the additional riders aids ABS Pro, Hill Start Control Pro and Dynamic Brake Assistant [DBC]. Riding Modes Pro is now available as an optional equipment item.

Suspension: Dynamic Electronic Suspension Adjustment [DESA], is now available on the entire Boxer range providing you with on the fly adjustment. You get 2 suspension options and adjustability within them. For instance, you are provided with Dynamic and Road and within Dynamic and Road, you can select min and max which will adjust the preload on the suspension spring to a much softer or stiffer setting. You also get an auto mode which adjusts the preload automatically in line with the different road surfaces.

Brakes: The new Dynamic Brake Control [DBC] provides additional safety when braking, and it comes in handy in difficult braking situations. Drive torque is reduced during braking in order to make full use of the rear wheels braking power. By doing so this shortens the braking distance as well as making it more stable.

Display: On the R 1250 RS and R 1250 R you get a 6.5-inch full-colour TFT screen and equipment feature Connectivity as standard. The R 1250 RT seems a bit outdated with its 5.7-inch TFT colour screen alongside its analogue speedometer and rev counter.

Enough tech-talk, let’s get down to my riding impressions of each individual bike.

The BMW R 1250 RT

I started my day on BMW’s pure tourer the R 1250 RT and I quickly got comfortable on this majestic beast. The seating arrangement is of a tourer yet still focused on the sporty side of touring with a short peg to seat ratio and a very comfy rounded off seat. On our route, we got to do some touring on the R40 before heading past White River and turning onto the twisty R37. Touring on the R40 made me realise how comfy the R 1250 RT is and the reason being, its got so many little trinkets. For starters, its got an electric operated screen, heated grips, heated rider and pillion seat, electric panniers, cruise control, and a GPS. What more could you want!

The screen on its highest setting deflected pretty much all of the wind and at stages, I felt like I was in a car. It’s definitely not a bad thing but when your in Mpumalanga and the dash is reading 38 degrees, you need to anchor that screen down. During our stop and goes when slower riding was the case, I could really feel a difference in the lower revs when the ShiftCam came into play. In the lower revs, the motor uses a smaller ShiftCam making the motor torquier and smoother and when the R37 comes singing and the revs come ringing the motor switches to the HighLiftCam which gives you more top-end power.

With a curb weight of 279 kg, the R 1250 RT is definitely not a lightweight but surprisingly it didn’t need much muscling around in the twisties. The low centre of gravity and the electronically adjustable suspension really made life a treat whilst riding the twisties. With my engine mode and suspension mode on dynamic, I was ready to ride those long sweepers. I found the suspension a bit choppy when on the max dynamic setting, this was probably due to my weight [being quite light] and bumpy road conditions. When in dynamic min, the bike handled very predictably and had a few journo’s scratching their heads when being overtaken by an RT.

The brakes on the RT are manufactured by Hayes and are branded BMW, as opposed to the traditional Brembo’s we’ve seen in the past. I felt that the brake feel was really good and modulation was easier on the Hayes brakes. With BMW’s telelever suspension, braking really hard was not a problem due to not much dive, leaving you with plenty of confidence when braking into a corner. The BMW R 1250 RT is available in three variants, Full Spec R252.400, Style Exclusive R260.900, Style HP R262.900. This bike is perfect in every instance when considering touring. If you going to buy a tourer, just buy this one.

The BMW R 1250 R

We stopped off at an engine garage for a fill-up and a bike swap before heading to our coffee stop-off in Sabie. I was greeted by a familiar style of bike that tickles my fancy, a naked. The BMW R 1250 R is a gentleman’s naked. I mean roadster. A naked is usually aggressively styled and super brash and that is exactly what the BMW R 1250 R isn’t. The R is classy looking, a super refined bike and a hoot to ride. From a looks perspective, the R 1250 R doesn’t look much different to the older R 1200 R but that’s no problem because it’s damn good looking and all it needed were a few updates. I was on the Black storm metallic R 1250 R, with my head outward and no screen or massive bars obstructing my riding pleasure. From the get-go, you can feel the performance gains on the R by being 40kg’s lighter than on the RT, not that they should be compared in any sense.

Nonetheless, back to some curvy roads from heaven. The cockpit on the R is by far the most minimalistic/attractive cockpit on any street bike, that I have ever seen. It may mean nothing to most but when riding in a sporty manner, the fewer distractions the better. All you see is an attractive floating TFT that displays everything one needs to know and in the screen option I had it set to, it displayed lean angle and boy did that make me wanna lean that puppy.

The R munches corners for breakfast and I was comfortable at a max lean of 44 degrees indicated on the lean sensor. I found that the suspension worked perfectly in Dynamic on its max setting and I suppose this is due to telescopic forks having a bit more movement compared to the telelever on the RT. There were moments where I knew I could push harder on the longer sweepers but without wind protection I found myself holding on tighter then I would have liked too.

We’ve got Brembo’s on the R and they work as they should, progressively and more than enough bite to slow this puppy down. I played with the traction control settings and out of the two, I found myself enjoying the lower setting more, allowing you to have a bit of slip coming out of the tighter second and third gear corners. We had Metzeler Sportec Street tyres on both the R and RS and I thought they were worthy sports touring rubber for the type of riding we were doing. We didn’t do much urban/city riding but you just know for a fact that the R 1250 R will be the perfect urban commute and in saying that there have been many guys who have fitted taller screens and panniers on these city slickers to make them a bit of an all-rounder.

The R 1250 R is available in four colours and that being black storm metallic, option 719 Stardust Metallic, Style Exclusive Green and Style HP. You will find your BMW R 1250 R on your local BMW dealer’s floor for R212.000 for the full spec, R220.500 Style Elegance and R222.500 Style HP.

The BMW R 1250 RS

After our coffee stop in Sabie, I jumped upon the infamous R 1250 RS to head for a sporty ride to our next destination in Hazyview called Summerfield’s Rose Retreat & Spa. The brand-new fairing design and LED headlamp really uplifts the beauty and sporty character of the RS with a meaner and sharper front end.

Swinging my leg over the RS and then reaching towards the bars instantly gave me the sports tourer feel. The peg to seat ratio was very similar to the R 1250 R but the reach to the bars was a bit further, putting you into a more hunched over pukka possession for not only a sporty tuck but rather a comfy long-distance tour. The RS provided a very comfy cockpit, I didn’t experience any strain on my wrists and the wind protection on the long open roads was phenomenal, thanks to the new front spoiler and cockpit cover.

The tarmac was reasonably smooth so I left the bike in dynamic on max and when the roads became a bit unpredictable, I stuck it into auto and let the suspension take care of me. In auto mode the damping was perfect all of the time on the different road surfaces, I placed full confidence in the suspension to a point where I wasn’t thinking about it anymore. I was just enjoying my ride. Thanks to BMW for making the switchgear so user-friendly and easy to adjust on the fly, this really made life so much easier and more engaging at the same time.

The RS is equipped with the same shinny Brembo’s as the R and worked well enough to stop for our lunch break and tour of Duke Gin’s distillery. The R 1250 RS is available at your local BMW Motorrad dealer in three price variants. The Full Spec goes for R227.000, Style Elegance R234.000 and the Style HP can be yours for R236.000.

So which BMW would I take home with me?

Well here’s the thing, I sort of made up my mind before the ride back to the airport but when they said I could choose any bike to ride back on. I swung my leg over the R 1250 RS, I guess the sensible grownup part of me made that decision. Knowingly my self-conscious mind loves the R 1250 R full-heartedly in the HP Style with the option 719 wheels and HP Sports silencer – Oh boy, I just love this setup!

Saying this, however, I am in my early 20’s, and having had the opportunity to ride the RT made me see possibly in my future touring the country with my future missus on the back, the RT ticks all the boxes as far as comfortable sports touring goes.

BMW has seriously done an outstanding job with the new Street Boxer range. A truly versatile range of motorcycles that I think will sell like hotcakes. Not only because they make fantastic motorcycles but because BMW offers more individuality, allowing you to trick out your new ride with extra’s that just personify your personality. Another bonus is BMW has a new three years warranty for you and your new bike, allowing you to ride on & on & on.

Thanks, to BMW Motorrad South Africa for allowing me to ride these beautiful machines in such stunning surrounds.

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

I have always wondered how it was in ancient times, being in the Egyptian army. If you were fortunate enough, you would be aboard a horse-drawn chariot, carving your way through sand and rocks meeting your enemy head-on. This must-have given some sort of psychological advantage and the awe factor must have been off the charts. Point being, riding a chariot would certainly get you noticed!!

It is the exact same thing when boarding the Yamaha Niken for the first time. When the call came from our Editor in Chief, I was more than willing to give it a go. The Niken gives you a modern-day feel of how it must have been riding a chariot back in the day. Of course, this is just my opinion and I could not find anyone from the ancient Egyptian army to confirm my findings, but that’s okay.

The Niken leaves onlookers speechless! I had so much fun watching the rearview mirrors of traffic about to be passed on the highway. I had so much fun watching reactions at the traffic light and yes, wherever else we displayed this peculiar beast.

Yes, I said “peculiar beast”. The Niken’s visual appearance, or should I rather say presence, makes quite an impression! At first glance, it looks massive and sinister with its high riding front end. Dual, single-sided front forks on either side, strikingly anodised in blue, draws your attention to something truly different and unique.

Trust Yamaha for making something unique. There have been many examples over the years, where companies like Yamaha have pushed the boundaries of design. Sometimes in such simplistic ways as could be seen on the TW200, with its fat wheels, way back in the nineties, all the way to their much more complicated, sporty 3-wheeler, which is the subject of this review.

The Niken, simply translated as “two swords”, has been around for some time now. Introduced at the 2017 Tokyo Motor Show, first deliveries commenced to the world markets in the latter part of 2018. I remember seeing this specific bike at “World of Yamaha” for the first time earlier this year, pondering what it must be like to ride.

The idea with the dual front wheels being to offer more stability and traction as it leans into a corner is something even I have thought about on many occasions in the past. Needless to say, front-wheel grip is not negotiable on any motorcycle. Just the thought of losing the front end around a bend leaves many a rider with cold chills! Maximum lean angle is around 45 degrees and one could argue that many an accomplished sportbike rider would find the bike’s limits quite soon.

This leaves us with the next important question; who was this bike intended for? Is this a sportbike? Perhaps a touring bike? Or is it intended for the safe option of being called a sport-touring bike? And the term “bike” is even technically incorrect….

My take on this is quite simple. For the foreseeable future, sportbikes should remain quite conventional and so will those drawn to them. On the touring front, there are literally hundreds of options for those who are that way inclined. The Niken, to me at least, is probably more suited to the extroverted sport-touring customer who wants something that can deliver the thrills as well as being the very thing that gets you noticed. And yes, most of us don’t mind being noticed, being different.

To save costs, Yamaha used the proven, conventional 847cc, triple power plant found on their popular MT09 naked bike, amongst others. This is a very exciting engine that has been responsible for making many smiles in the last few years. I even get a smile on my face as I figure that a three-wheeled bike probably warrants at least a three-cylinder engine if that makes sense.

Riding the Niken actually feels very conventional. The Yamaha engineers succeeded in making the handling resemble that of a normal motorcycle. I could not feel a vast amount of feedback from the front when attacking the corners, which made me wonder how far she can be pushed. There was the odd occasion where I actually felt a slight drift from the front end with a more spirited riding style. Talking of which, the front wheels being 15-inch arrangements, tyre choice could be quite limited for sportbike riders that would perhaps want to take full advantage of the two-wheeled front end.

This innovations on the Niken does come at quite a hefty price tag of around R275 000. Many will argue that there is better value to be found elsewhere and they would certainly have a valid point. Another penalty pertaining to these innovations is the wet weight of around 263kg. On my urban stints, the weight was not much of an issue, but I can imagine it becoming apparent with repeated, hardsports riding in the twisty mountain passes that we so regularly frequent.

When all is said and done, it simply boils down to the Niken’s uniqueness. Yes, the price is quite high. Yes, the weight could be quite noticeable. But those buying the Niken, would not consider these factors as much as the chance of riding something so unique, so visually appealing and so different. Those buying the Niken will buy it because it makes a statement of individuality, rather than an argument for future sportbikes. I know I would not mind getting my hands on one from time to time….

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

By now, it’s generally accepted that any new motorcycle labelled a ‘scrambler’ is simply a modern classic that’s styled like a vintage dirt bike. Sure, when we were all kids a scrambler was a Yamaha DT or a Honda XR… but those are called ‘enduros’ now. Try to keep up.

Scrambler is now an aesthetic thing—a homage to the Californian desert sleds of the 60s. And most modern scramblers only have a tiny measure of off-road capability. Tiny in the sense that, if you put the right tyres on one, you can cruise along a gravel road at a moderate pace.

But the Triumph Scrambler 1200 XE walks a higher path. With it, Triumph have done something extremely gutsy—they’ve built a modern classic with pukka dirt bike chops. In fact, it’d be more accurate to call the Scrambler 1200 a big-bore dual sport with vintage styling, than a ‘scrambler.’

The Scrambler 1200 XE ticks a whole lot of boxes straight out the gate. Styling is on point, with a classically-shaped steel fuel tank, bench seat, and high-mounted twin exhausts that look good enough not to want to replace right away. Take note of the long travel suspension, the generous ground clearance and the tubeless spoked wheels, and it’s clearly more than just a show pony.

There’s also a dirt-friendly 21” front wheel (with a 17” out back), a sump guard, and a pair of really burly hand guards. The rear frame loop and fender scream ‘vintage,’ while the feature-laden TFT display and LED lighting add modern touches. Everything feels premium to the touch, and there’s even an aluminium swing arm to give it even more of a purpose-built vibe.

Under the hood, the Scrambler’s powered by the same 1,200 cc motor as the rest of Triumph’s ‘1200’ range. It’s a peachy parallel twin with a 270-degree firing order keeping things lively. It makes 89 hp at 7,400 rpm, but more importantly, it puts out 110 Nm of torque at just 3,950 rpm.

Power’s handled by a hydraulic clutch and a six speed box, but more importantly, you get four different rider modes onboard—including an off-road specific one. ABS and traction control are standard, and the brakes are from Brembo, with twin 320 mm discs up front.

The ‘XE’ designation denotes a spec aimed at off-roading, and it shows in the Scrambler’s suspension setup. The forks are 47 mm upside-downs from Showa, and the rear shocks are from Öhlins. There’s 250 mm of travel at both ends, along with full adjustability. Triumph don’t list a ground clearance measurement, but the seat sits at a lanky 870 mm.

So it sure looks like it means business—but does it have the chops to back it up? Oh yeah. The Scrambler 1200 XE pulls off a massive hat trick. It’s good both on-and off-road, blends modern and retro superbly, and is simply just a well-rounded motorcycle.

As Triumph have already proved with the rest of their 1200 classics range, that twin motor really is sweet. The Scrambler has its own engine tune, and its output that sits between the Bonneville T120 and Thruxton R. But like the Bonnie, it makes its torque low down—which is perfect for this style of bike. It launches off the mark and pulls strong through the rev range.

Triumph’s nailed the fueling and various rider modes too, although (as with most Triumphs I’ve tested), the Scrambler is jittery for the first couple of minutes in the AM. It picked up another niggle during my test too: after a while, it wouldn’t let me change rider modes while riding any more. (Hopefully, this is something a dealer could sort out with a software update).

With the Scrambler, you get ‘Rain,’ ‘Road,’ ‘Sport,’ ‘Off-Road’ and ‘Rider’ modes. Those last two are customisable, which is especially awesome if you like to tailor your bike’s behaviour to suit your riding style, particularly on dirt. The standard ‘Off-Road’ mode has a measure of traction control and front wheel ABS. But for riders that prefer full manual control (like me), it takes a minute of fiddling with the TFT display’s menus, and you can turn all that off.

It’s worth mentioning that the Scrambler’s TFT display really is a masterstroke. Rather than using a typical rectangular housing, it looks like a regular set of clocks from a distance. On-screen, everything is really neatly laid out and well-designed, and once you’re used to cycling through the various screens, there’s a ton of info at your fingertips.

You can dive deeper into menus to change various configuration settings, and you can even punch your name in so that the Scrambler greets you whenever you turn it on or off. And it automatically flicks between light and dark modes for day and night time use (or you can pick your mode manually).

It’s a high-tech setup, but there is one let down. That weather-sealed plug between the handlebars and dash is actually the steering lock—and not a USB port, which would have been an extremely handy addition.

Any dual-sport bike cuts a compromise somewhere, but the Scrambler gives very little away. On the road, its longer travel suspension and 21” front wheel do make it feel a little vaguer than its road-focused stablemates, but it’s still very planted. And with a tall seating position and wide bars, throwing it from corner to corner is stupid fun.

That skinny seat is more comfortable than it looks, but between its lack of bulk and the mid-sized 16 l fuel tank, you’re not likely to tour on the Scrambler.

Head off the beaten track, and the Scrambler 1200 really comes into its own with a surprising level of capability. That low down torque is good for chugging through slower sections, and the predictable throttle roll is great when you need to uncork it.

It handles well too. Not only are the tapered bars wide, but they’re set high too, and complemented by a set of chunky serrated foot pegs, with removable rubber inserts. So you’ve got maximum leverage when you’re into the saddle, and a good mix of control and comfort when you’re standing.

As you’d expect, the high exhaust headers do get in the way on the right side. But you get used to working around them, and they’re extremely well-insulated too, so it’s unlikely that you’ll burn your leg. The burly bash plate and hand-guards add a level of confidence in rougher terrain too.

Adventure riders that love to tinker might not like the hand guards too much though—they’re mounted in such a way that they’re difficult to swap out for aftermarket units. (Not that you’d need to upgrade them—they’re plenty tough.) At least you can remove the passenger peg mounts, if you want a more focussed and lighter setup.

The tubeless spoked wheels are a good balance of tough and practical, and the Brembo brakes have plenty of bite and enough feel for advanced riders. The Showa and Öhlins suspension components are more than up to the task, and even though I didn’t get around to adjusting them the ability to do so is a huge plus.

At 207 kg it is a big bike though, but it’s not excessively heavy. (For reference, that’s about the same weight as the Tiger 800 XCa, and lighter than a BMW R 1250 GS). That weight only really becomes apparent when you’re wrestling the Scrambler 1200 through really tight and tricky stuff, like mud or sand.

I’m not a huge fan of the Metzler Tourance tyres it comes with though, especially in really slick mud, where I managed to (very gently) lay the Scrambler down on its right side. Dropping a bike as premium as this is scary, but I was relieved that it took the knock well, with hardly any damage. Because let’s face it, adventure bikes get hurt… a lot.

Plus it’s no fun going down with a motorcycle that costs R 209,000 *. That’s right—the Scrambler 1200 is the most expensive modern classic Triumph has in their range. But it’s also, hands-down, the most capable and best-equipped.

It’s likely that most customers will buy the Scrambler 1200 just so that they can be the coolest kid at their local Saturday morning hang. But I’ll bet good money there’s a small contingent of riders out there that want an adventure bike, but are put off by the style and over-built nature of modern dual-sports.

And for those riders, the Scrambler’s authentic nature and retro styling—plus the fact that it can actually hold its own off-road—are sure to hit the sweet spot.

* Triumph are currently running a promotion where you get R 15,000 worth of accessories when you buy a new Scrambler 1200 XE, which should take the sting out of the price a little.

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

The futuristic LiveWire is not the only new model coming from Harley-Davidson in 2020. The Moto Co. is still taking care of their core customers and ZA Bikers went to San Diego, California, to test ride some of their new 2020 models, the Low Rider S 114, the new Road Glide Limited and the Tri Glide CVO 117, just to find out that the big V-twin is as meaningful as ever!

Petrolheads, be happy! The era of electric-only vehicles might be upon us, but until then, motorcycle manufacturers still know how to indulge us with big-capacity engines, good vibrations and motorcycles that maintain tradition whilst being open to modernity. This is the case with the new 2020 model year line-up from Harley-Davidson. Whilst their Touring bikes might look the same as before (new painting scheme aside), and whilst we’ve also seen a Low Rider S and three-wheelers before, there are plenty of reasons to enjoy these new 2020 machines.

Hurrah, the Low Rider S is back!

Remember when, in early 2016, the Moto Co. launched that new Low Rider S 110? That was a kind of bad-ass motorcycle, low, long, dark, powerful, in one word: mean. The aim was to create somehow a reborn version of the first-ever “performance and blacked-out” Harley motorcycle, the 1977 XLCR with a modern appeal, coming from the gold rim colour scheme (like the ones fitted on the Nascar and the F1 cars during the 70’s) contrasting with the deep black paint and finishes, as well as the rather aggressive K+N type “breather” air filter.

The Low Rider S 110 had the most powerful unit of the time: the 1801 cc mill produced 94 hp and 156 Nm of torque. Harley also fitted a pair of exclusive rear shocks, with preload settings and nitrogen-emulsion foam.

I can remember being invited to the world launch, which was in Provence (France), and I can recall having a bloody good time riding what I then considered being the best Harley-Davidson of all time. The Low Rider S 110 was powerful, fun, great to ride with first-class handling and proper rear suspension (not a usual complement for Harley-Davidson). On top of that, the engine characteristics were just so addictive: these two big pistons were delivering it all with a unique mix of strength and smoothness, great sound and a thrilling riding experience.

However, the whole Dyna range passed away when Harley-Davidson redesigned its offering two years ago, with the launch of a new comprehensive Softail family. The Low Rider S had been alive only for two years, but the machine then became a bit of an icon, dropped from the range, with some second-hand models selling for more than their initial value.

It was a wise decision for Harley-Davidson to think about a revamp of that Low Rider, and inside the Moto Co’s secret R&D doors, the name of the project was simply “Anarchy”.

In proper Harley-Davidson tradition, everything changed but they tried hard for the bike to be pretty much the same. Same look, same performances, same spirit.

The new Low Rider S is no longer a 110ci but a 114ci. It’s no more a 2-valve engine, but a proud member of the Milwaukee-Eight family. Despite that evolution (and thanks to the emissions rules), the 1868 cc engine figures are pretty much the same as before: 93 hp and 155 Nm, which is not a big issue as the weight is also very similar (293 kg dry for the 110, 295 for the 114).

In terms of design, the Low Rider S spirit has survived the move from the Dyna to the Softail range. The two rear shocks have disappeared (the new mono-shock unit is now located under the seat), but the Low Rider S 114 now features a brand new 43 mm upside-down Showa front fork, whilst the low seat (690 mm instead of 685), the compact and aggressive design and the small headlight fairing has nearly the same charisma as before.

Once on-board, the riding position is a bit singular, the seating position is low and your legs are in a rather high position. You quickly get used to it, whilst the extraordinary low-speed balance of the machine makes urban riding a real pleasure.

Hence, with 155 Nm and 93 hp, the open road has some charms too, and this is at a moderate speed, with occasional pull-offs’ and in not-too-slow-not-too-fast corners, that’s when the Low Rider S 114 delivers its best. I’m thinking about the roads near Clarens, or also the backroads from Durban to Himeville.

To be honest, I was slightly more addicted to the “old” 110 two-valve charm than the 114 perfection, but as the new one offers nearly three degrees more of ground clearance (33,1°, compared to the 29,5 right and the 30,5 left of the former model), I’ll take it too!

The Touring range getting safer

As before, the Touring range is composed of Street Glide, Road Glide and Limited, to mention the bikes with fairings, alongside the Road King. Whilst they look similar to before, the changes are much more subtle than you would imagine.

The first one comes from HD-Connect. This is not a motorcycle: it’s a smartphone App. HD-Connect gives you the possibility to know every stat of your riding (road, speed and so on), to know the bike status (fuel range – and battery level on the LiveWire), as well as safety issues, like the bike being bumped, or worse, being moved. You can check all that from your smartphone, and also deal with and organize service issues.

On top of that is the RDRS, for Reflex Defensive Rider System, which is an innovative feature on an American tourer. The RDRS relies on a Bosch 6-axles IMU: there is an ABS dealing with a cornering function; there is a traction control with 3 levels (on, off, rain – which features a small blue cloud on the speedo) and also a hill-start assist.

To be honest, riding in sunny California did not give me the opportunity of feeling the benefit of traction control. But I surely know by experience it can be your guardian angel one day when the road is damp and the weather is horrible and your tyres are used and your bike a bit overloaded coming back from a long trip. Then, the traction control can help you to keep on your wheels on that long, heavy and expensive motorcycle.

For test purposes, I was trashing the throttle exiting some slow corners in the Cuyacama Lake National Park, one hour away from San Diego, nothing happened on the hot and sticky tarmac. But for sure, one day, it can help you.

Alongside the new range, is the new 2020 Road Glide, and I’ve always had a thing for Road Glides. The Road Glide now has a new spec: Limited. Not less than 12 colour schemes are available, half of them with a “blacked-out” scheme, where the engine, exhaust, and some other parts are all black.

With the 38 cm tall windshield and the frame-mounted fairing, the Road King delivers the best mix of wind protection and front-end lightness and feeling. No doubt why it’s still the favourite with Harley riders who are the biggest mile-eaters.

An exhilarating CVO!

The CVO (Custom Operation Vehicles) brand was born 25 years ago, to deliver limited quantities of the Harley-Davidson performance, fit-and-finish and state-of-the-art accessories.

Here, the 2020 news comes from the CVO Tri Glide: for the first time, a CVO machine has three wheels. The 117 (1923 cc) engine delivers a mighty 106 hp and 171 Nm of torque, which, relating to the 563 kilos dry in car terms would make for an 1100 kg car with 212 hp and 340 Nm. Anyone would call that a sports car!

The Tri Glide CVO has some top of the range features, such as the Daymaker LED lamps, an RDRS with some special three-wheels settings. And look at it: from the special painting to the brand new 19’’ front wheel and the pair of 18’’ “Tomahawk” rear wheels, the Tri Glide CVO has some serious presence on the road.

How is it to ride? Somehow, easy. Just put your foot on the panels, release the clutch and there you go. You’d be surprised, somehow, to see that the Tri Glide CVO, thanks to the rear tire grip and the 171 Nm of torque, can wheelie easily in first and second gear. Then, riding it is a bit like a quad-bike. Your body moves to get into the corner and, for the pillion, it’s not as comfortable as it is supposed to be. But the 117 engine will make your day: with a shorter gear ratio than the Touring bikes, it’s strong, willing, expressive.

As they say in the USA: nothing replaces displacement! The 2020 MY Harley-Davidson range has all it needs to tickle your fancy…

Husqvarna chose to reveal their 2020 dirtbike range to the media by taking a bunch of journos off to Lesotho recently. The guys gathered at their Kyalami HQ to board a Lesotho bound minibus. Going along for ZA Bikers was our buddy Francois Marais from Wild West to do the riding and resident super shutterbug Bjorn to capture it all on film. [or digital whatever] As always, the long trip seemed much shorter thanks to the bike banter bandied about. A somewhat travel weary bunch alighted at Ramabanta Lodge in the late afternoon.

After breakfast the next morning there was a bit of drooling over the bikes before the riding commenced. Man! There is little to beat the smell of two-stroke in the morning! Back in the days of carbs and Castrol R, it was a really sweet smell, whereas the current crop of fuel injected Husky strokers burn so clean it is the sound and looks that distinguish them from the 4 strokes. They emit a wisp of smoke during warmup after which they run clean as the proverbial whistle. Technology and modern oils have certainly come a long way. The tinny rasp of two strokes was punctuated by the brapp brapp of performance 4 stroke singles as they left on their 60 odd kay loop.

Those that rode the Roof in the past, or spectated, will be familiar with the terrain around Ramabanta. Located on the banks of the Makhaleng river, the view is spectacular throughout 360 degrees. The route was at an intermediate level with a bit of everything thrown in, even including the famous Baboons Pass. Perfect to assess the quality of the latest crop of Husqvarna’s. So let’s try and give you an overview of the bikes that Francois experienced.

Husqvarna TE 150i

What an incredible little bike this is! To those used to riding 250’s or bigger, there is obviously a relative lack of bottom end. Having said that, it has amazing bottom end for a two-stroke with the capacity of a couple of egg cups. Light and extremely agile, it is a weapon in the right hands. If you have the skill to keep the little mill on the boil it is hugely rewarding to ride. We will address suspension on all of the Huskies separately, as the traits are consistent throughout the range.

Husqvarna TE 250i

Francois was blown away by this bike. “Probably the perfect bike for me” he gushed! Responsive, nimble and with the power of older 300’s, it is insanely good. ‘Nuffsaid!

Husqvarna TE 300i

Always a favourite, the 300 two-stroke is simply better in every which way. Oodles of low down chugging torque, coupled to a screaming top end, all delivered in a somehow more forgiving way. Simply unbelievable in technical terrain.

Husqvarna FE 250

The latest generation Husky 4 strokes have addressed the “stall factor” of earlier offerings from most manufacturers to such a degree that it is no longer an issue. It was almost standard procedure to fit your four-stroke with a Rekluse clutch [at a stiff additional cost] to make it more rideable in technical terrain. The Rekluse clutches, whilst making the bike far more rideable by preventing stalling, were not always bulletproof. The 2020 Husky 250 produces strong, linear power with the ability to chug up and over obstacles without stalling. Four-stroke fundis will love this bike!

Husqvarna FE 350

This bike is just so suited to faster, flowing terrain, where the rider can lean on the extra horsepower. Almost as agile as the 250, it tackles technical with minimal muscling required. Long, power-sapping climbs are shrugged off with disdain. There seems to be no hill too long or too steep that the 350 won’t gobble up in its potent stride.

Unfortunately, time constraints and circumstances didn’t allow seat time on the 450 and 500 four-strokes. Feedback from those that did, confirms what one would have surmised after riding the rest of the range. Brilliant. Torquey and hell for strong, yet tractable and amazingly rideable. Power is linear and predictable, yet building to a massive crescendo for those confident [or brave] enough to explore the boundaries.

Common across the whole range are some traits that really endeared the Huskies to Francois. The motors are all smooth, balanced and quiet. The fuel injection? In one word, Brilliant! So what about the suspension? Well here is the thing. The multi-link rear shock, in standard trim and without any fettling, gets the back wheel to hook up like nothing else.

Significantly better than the standard setup that he has ever experienced on the direct mounted shocks on KTM’s. Front suspension simply works, giving great feedback with resultant confidence in almost all situations. Francois would be happy to race any of the Husqvarnas right out of the crate.

Across the range, seats are 20mm lower. A boon, especially for those of you that are vertically challenged. More so, given the need to dab a foot down given the more technical nature of modern enduros. The four-strokes are both slim and light, almost MX bike like. Riding positions are beyond reproach.

So there you have it guys. Obviously these are just riding impressions gleaned from a days riding in proper dirtbike country, but believe us when we say that these 2020 Husqvarnas do not disappoint! The all-round technical and real-world brilliance of these bikes shines through.

Thanks to Fred and his team for the opportunity to sample your finest in dirt heaven. You can be justifiably proud of your 2020 range.

For more information visit: www.husqvarna-motorcycles.com

Honda have the knack of bringing bikes to market that have enthusiasts scratching their heads. In recent times the NC 700/750 is an example of the point I am making. Down on horsepower but high on torque, the NC, on paper, was nothing to write home about, yet it took the market by storm. It’s simple formula with utility space where the tank lives and excellent fuel economy, proved an instant success for commuters and middleweight tourers alike. Clearly the factory marketing boffs know something we don’t. So it was in 1975 when the first Goldwing, the GL 1000, exploded onto the scene. The Honda faithful wanted a fire breathing thousand to take the fight to Kawasaki’s 903 cc Z1. Honda, in their wisdom, chose a different route.

Honda noticed a subtle shift in American motorcyclists behaviour. BMW and certain Harleys were attracting a growing number of riders wanting to tackle long-distance touring. Honda had already established a reputation for reliability, so they figured that a smooth, reliable shaft drive bike which would be easy to service would be just the ticket. They had already developed a water-cooled, flat-six, single overhead cam engined bike, code named the M1. The project leader was an engineer named Soichiro Irimajiri who had designed the 6 cylinder Grand Prix Hondas of the ’60s. It was decided to go the touring rather than the sporting route. In order to shorten the bike the engine lost two cylinders and came to market in 1975 as the flat four-engined GL 1000.

The first Wing was a revelation. Absolutely nothing the world had ever seen [or ridden] was so devoid of vibration. The alternator spun in the opposite direction to the crank, negating the Bee Emm torque reaction when the motor was revved at standstill. It had a fat 4.50 x 17 back tyre with a 3.50 upfront. The fuel tank was under the seat to emphasise the low centre of gravity already enhanced by the flat-four engine layout. It was heavy, at around 265 Kg’s dry, but did not feel so. Americans, in particular, took to the Wing in droves. Touring accessory manufacturers started building a line of accessories to make the GL an even better tourer. Windjammer sold fairings by the score. The Wing, over time, morphed into an 1100 and was made available in “Interstate” guise as a full-dress tourer. The engine got two more cylinders as the GL 1500, going back to its original design roots.

Honda solved the length issue by using the same technology as on their VFR 800. They mounted the radiators in the side of the fairing rather than in front. In its current form, the Wing has an engine of 1833cc’s, with perfectly square bore and stroke, pumping out 125 HP @ 5,500 revs and 148 Nm of torque at 4,500 rpm. Fuel injection is flawless. The test unit was the six-speed manual gearbox option as opposed to the 7-speed DCT. The gearshift is light and accurate. The big wing has a reverse gear function operated by a button on the left handlebar. Neat. As good as the manual is, I suspect that the DCT would be even better. Attacking the sweeps blipping through the paddle shifters would be amazing and then just leave it in auto for cruising.

The GL 1800 is a magnificent looking motorcycle. Resplendent in a candy apple metallic red it looks sleek and sporty despite its size. Topbox and panniers are integrated into flawless bodywork. The finish is of a standard that only Honda can produce. Simply off the charts! The exhaust pipes are triangulated to maximise cornering clearance. They tuck in tight around a 200/55 x 16 rear wheel. Upfront is a 130/70 x 18 suspended from a single shock wishbone type of suspension. The back suspension is Hondas Pro-Link with a single-sided swingarm. The seat is at a low 740 mm and wide and comfy. The rear perch offers genuine armchair comfort. Both seats have five levels of heat adjustment. A fantastic feature on a chilly ride. The fuel tank is only 20.8 litres which could be a bit small were it not for the superb fuel economy of the big Goldwing. More on that later. The Wing weighs a hefty 357 Kgs fuelled.

Common to this genre of Super tourers, the Wing has an onboard radio with speakers mounted in the fairing as well as in the rear seat surround. Adjustments can be made via the left handlebar or a central tank console. Whilst I am admittedly BC [before computers] I simply could not get the hang of the various adjustments and settings. Unfortunately, I did not have access to the bike’s manual, so I could not study up on the operation. Suffice to say it was not intuitive to me. It took me four fillups before I managed to reset the trip meter. No big deal. A day with the manual and you will suss everything out.

For me, it is all about how the bike performs. Bloody hell! This big Wing performs! The flat-six mill is sublime. Torquey and beyond smooth. If you have never ridden a Wing, you just don’t understand smooth! Rev it a little and it responds in wonderful fashion with a silky thrust that never fails to thrill. At 3000 rpm in top gear using half the available revs, the Wing is rolling at 140 kph. At this speed, it returns 5,7 litres/100 two-up with luggage. Roll into the mountains and the fun factor increases. I set the electronic suspension to two-up with luggage, which is the setting you can frankly just leave the Wing in and have done with it. Despite limited suspension travel, the Wing does an admirable job of handling bumpy roads. At times it can feel a little like a big scooter with a rather choppy ride, but this only manifests over really crappy surfaces. For the most part, it maintains its composure admirably.

Mountain passes are a hoot. Drop a gear or two and let the Wing sing. Pitch it into sweeps and turns and nothing touches or scrapes other than the very occasional footpeg feeler. The smooth thrust from the magnificent motor powers you through bends and past slower traffic effortlessly. Very little can ruffle the Wings’ feathers! I tended to leave the engine in tour mode but on occasion selected “Sport” for the sharpened response. Awesome! Sport mode does tend to accentuate slight driveline lash. This tends to be ever so slightly more pronounced in shaft driven bikes with less forgiving drives than the cush rubbers in the hub of a chain-driven bike.

The screen adjusts electronically to allow you to look over or through it. Irene complained of buffeting with it on the lower settings, so I jacked it up and we boogied along in absolute comfort. That said, my body required some adjustment to the relaxed riding position of the Wing. The optional backrest for the rider would be just the ticket. The excellent handling and sporty nature of the Wing means that you do not get frustrated no matter where you are riding. Trundle down the motorway or sweep through the mountains, it’s all in a days work for the wonderful Wing.

You cannot ride this bike on a breakfast run and do a review. You need to ride it like it was designed to be ridden. Two up and very far. We did just that. We travelled down to Hazyview in Mpumulanga via Long Tom Pass. The next day we rode through Swaziland to Big Bend, strafing endless sweeps at high speed.

Our third day was cool and overcast as we cruised south to Durban. After visiting with friends we negotiated Durban rush hour traffic then headed up to the Nottingham Road Hotel. This proved a testing ride for the Wing. It started to drizzle as we left Durban on the N3. The clouds descended until we were riding in fog. The temperature, which was cool all day, now plummeted to 8 degrees and the gloom gave way to dark. Since the demise of our railway system, our roads are inundated with trucks. Close to zero visibility, road works, trucks, cold and slick roads. A veritable sh*t show! The Wing was incredible. It kept us warm and snug and safe as it handled the conditions with aplomb, giving me confidence despite the treacherous conditions.

Irene dialled her seat heat up to five and sat high and dry. It was a relief to pull into Notties and sip on a glass of red in front of a roaring fire. The next day’s ride was down to Howick and then to Himeville with the Wing railing through the sweeping bends with me in semi attack mode, not believing what the Wing is capable of. More of the same the next day. Bergville, Oliviershoek Pass and through Golden Gate to Clarens. The last day was 2-degree temperature out of Clarens, gradually warming as we rolled back to Pretoria. 2454 kilometres of Goldwing glory. What a bike!

The big Goldwing is incredibly capable. If you want to travel fast and far with your significant other, in sublime comfort, then it is hard to think of anything better. It is not perfect. What bike is? The display can be improved and simplified. The panniers should have inner bags as standard.

It needs an integrated GPS, but really those are minor issues. Honda can be justifiably proud of what their wonderful Wing has evolved into. The Guinness World record for the most distance around the world on a motorcycle is held by a Goldwing. Our own Des Pistorius clocked over one and a quarter million kays around SA on his Goldwing Interstate. Testimony to Honda engineering at its best.

Super tourers like the Wing may not be every bodies cup of tea, but it remains at the very pinnacle of two-wheeled tourers. Given enough space [and enough ammo] there would be a GL 1800 in my garage. At around R380000 it doesn’t come cheap, but amortised over the years of pleasure it will give you and the Missus, it is probably a bargain! WELL DONE HONDA.

Our story takes place in 1995, in an industrial town of Iwata, Shizuoka, Japan.

I can only picture the scene looking somewhat science fiction like, with Kunihiko Miwa the engineer tasked with creating the next generation of Yamaha sportbikes. Kunihiko Miwa or better known as “‘Mr No Compromise”, was given the task of bringing the very first R series model to life. At the time Honda had the groundbreaking machine, the CBR900RR FireBlade which made most of the competition look a bit porky and short-legged. Yamaha wiped their tears aside and Kunihiko Miwa put countless hours of design and development into what was to be the first R series, Yamaha. Less than two years later, the world was to see this astonishing creation, the 1998 Yamaha YZF-R1 and a year later the YZF-R6.

With years of success in racing, Yamaha’s R series has proven that they are a force to be reckoned with. A few years down the line Yamaha launched their first YZF-R3, a first for Yamaha twins and a great entry into the entry-level sports bike class. I was 18 at the time and the 300cc sportbike category was filled with great options such as the KTM RC390, Honda CBR300R, Kawasaki Ninja 300 and the Yamaha R3. As a young petrol head, I always loved racing-inspired bikes and when the R3 was launched back in 2015, I was a bit bummed, to say the least. When you look at the R series family tree and acknowledge all the racing heritage and pedigree, you’ll understand why I was bummed. In other words, Yamaha’s first YZF-R3 didn’t deserve the mark of the R in my humble opinion.

Watch out! It’s 2019 and Yamaha have gone back to their roots and their roots being, building race bikes for the road. I’m just going to say it because I can’t wait until my next paragraph. She is so damn gorgeous! The obvious difference for 2019 is the styling and boy am I happy about that! The DNA of the R series is ever so present and if you didn’t know any better you could easily get the R3 mistaken as being an R6 and at a degree difference an R1.

Don’t let these new fairings fool you, Yamaha has invested quite a bit into wind tunnel research for their M1 MotoGP bike and thought it could come in handy at some later stage. The R3 was put through its paces in the wind tunnel and Yamaha claims 7% less wind drag than the predecessor, which translates to a higher top speed. During my commutes and sporty rides on the R3, I definitely felt way better wind protection compared to the first-gen.

The longer I ceased to blink, the more racing-inspired design I start to see unfold. The narrow front fairing has the ever so prominent M1 styled air scoop, which cervices as a design feature rather than a functioning one. A good looking body is nothing if you don’t have a face to match it and Yamaha has given the R3 a racy front fairing that puts the rest to shame in the looks department for sure.

A swing of a leg and we are ready to get going. The YZF-R3 cockpit is compact, top quality and as the bacon puts it, firm but comfy. You are greeted by a tank with racing-inspired slits, a trick slotted triple tree and gauges inspired by Yamaha’s early M1 Magneti-Marelli units. Turn the key, flick the switch, pop her into gear and off we go.

Right off the bat, I could feel that Yamaha stuck with the 321 cc parallel-twin and steel trellis frame but Yamaha was clever and invested money elsewhere to further improve their package. The biggest change from a rider’s perspective is the suspension, stiffer sprung as well as increased rebound damping and increased compression damping. The now Öhlins look alike front inverted forks from KYB, give the R3 an increased premium look and boy do they work well.

With these remarkable suspension changes, I felt myself leaning on the front end grip and placing full confidence in the Pocket Rocket. The Pocket Rocket comes now fitted with Dunlop’s GPR-300 SPORTMAX tyres, which is an awesome tyre that I’ve done plenty of clicks on and a massive upgrade compared to the older-generation Michelin Pilot Street’s. The reason why I like SPORTMAX is that they warm up quick, great replacement for OEM tyres and they have predictable slip when on the edge.

The Pocket Rocket’s 321 cc motor doesn’t have the most tractable power compared to its competition but it’s definitely no slouch when you get the Revs up. 41 hp at 10 750 rpm and a little under 20 Nm of torque at 9 000 rpm is what Yamaha claims. What this translates to on the road is a comfortable and easy bike to ride in town and once the R blood kicks in, a really fun and revvy motor that just wants to play.

Every road comes to an end I’m afraid but when it does Yamaha’s brakes get the job done. From a visual perspective, the callipers seem unchanged. So the better braking feel, power, and responsiveness must be down to better pads and stickier rubber.

If you were to do the daily commute on the Pocket Rocket, you may need to know a few things first. Yamaha has really built a compacted bike here and what that means is, you’ve got minimal legroom, a shorter and even lower reach to the bars which means for anyone over 176cm tall, this may be an issue. But I hear pilates and yoga classes won’t set you back much unless your bud’s find out then you’ll have to get some help for that too. All jokes aside, the YZF-R3 can easily cope with the daily commute with the right passenger on board.

With the revised tank, you still have your 14L of fuel and I was happy to see 298km on my trip before the last fuel bar on my dash disappeared. Fuel efficiency on a Sports bike is great because that means more time to play and with a decent 21.3km/L, I found myself smiling because I’m used to turning the throttle and seeing my fuel runout as quick as my rev’s.

Happy wife. Happy life. Well, happy pillion means happy ride. The feedback I got from my test dummy Meredith (45kg’s) and Thabang (80kg’s) were good and they both mentioned that the seat felt comfy on the long open roads and very little wind drag was met as a passenger. Even with Thabang on the back the Pocket Rocket’s suspension still held up, the motor would still pull reasonably well and cruise at 140km/h on our road trip to Harties.

At no point did I think to myself that the YZF-R3 needed an extra 100 cc.

After our 200km ride and a lengthened stare at the “Team Yamaha Blue” paint job on our YZF-R3 a conclusion was brought forth and that being. We want one! The updated styling has made it even more appealing to the average buyer, whilst the ergonomic upgrades make it more satisfying for the experienced rider without compromising that novice-friendly character.

Yamaha has the Pocket Rocket on their dealer’s floors for only R74 900. Compared to the other players in the class that leaves you room for some personalisation or performance upgrades to enhance your R3 experience. Hmmmm… I’ll take a Yoshimura and a set of Pirelli Diablo’s with that, please.

As for me, I need to leave because “ The R World” is calling.

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

Yamaha YZF-R3

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

2023

Yamaha YZF-R3

Pricing From R129,950 (RRP)

Brand: Yamaha

Evolve or die: the Darwinist theory of life has never been so accurate when it comes to Superbikes. So, for 2019, the Suzuki GSX-R 1000 R has got some new stuff in the braking and chassis department. ZA Bikers went to thoroughly test ride it around the French WSBK racetrack of Magny-Cours.  

You can classify stuff in life in two categories. There are things that you like and things that you don’t like. On my side, I’d never kind of liked the French racetrack of Magny-Cours. I’ve been there plenty of times though. I’ve seen some of the most intense racing, like for instance, when James Toseland took the WSBK title over home-ground racer Regis Laconi during the last round of the last race of the 2004 season on a Ducati 999. Magny-Cours may be a proper first-class racetrack (it once qualified to get F1 homologation and is 4411 metres long), it looks pretty flat to me and is not challenging like Kyalami, for instance.

Ok, I reckon I started to like Magny-Cours when I did an “endurance-style night riding school” aboard an Aprilia 1100 Tuono V4 and I realised it was much more technical than I thought. But I loved the experience and as a result, and I started to love the track.

On the other hand, there are things that you like: the Suzuki GSX-R has always been one of those for me. As a privileged member of the biking community, I’ve been lucky enough to test ride most of the genealogy, including iconic models such as the ’85 750, the ’89 RR version, the ’91 1100 and nearly all of the latest generations since 2000.

The first thing that comes to mind is that GSX-R’s have always been great bikes. They have always been; friendly, easy and powerful Superbikes that are fantastic to ride. They are also usually well priced too. More than that, lately, the GSX-R has remained one of the most versatile Superbikes that can handle daily use, long trips and track-days like no other competitor.

Racing spirit

Saying this, however, the so-called competition is becoming more and more radical. I’ve had the pleasure of testing the Aprilia RSV4 1100 Factory and the Ducati Panigale V4 S, and they don’t pretend to be as friendly as the GSX-R. These bikes have been designed to win actual races, which have been derived from previous racing bikes and let me tell you, that makes a hell of a difference.

I’ve always been fascinated to see how the “Average Joe” finds his own bike perfect and cannot bear any criticism of his pride and joy. The fact is, the 2008 economic crisis had deeply affected the bike industry at large. During these times Suzuki had stopped with some of their development projects, and when they came back, the competition was far ahead. So, the current GSX-R generation has managed to reach the standard level but has not really outperformed the competition, despite a VVT engine with first-class power and torque. The other fact is, the braking ability was not as top-notch as it’s peers. Nothing wrong for road use, but not as good for aggressive track-day riders.

Having said that, let’s move on to what’s new on the 2019 GSX-R 1000 R. Cosmetic changes won’t be that easy to notice: there is now a black section around the air intakes on either side of the headlight.

The exhaust is also new and comes with a black finish; which is less susceptible to scratches from riding boots. Sound damping dictates that it is the same huge volume as before, but typically a Superbike’s exhaust is the first thing to be replaced.

Ergonomic changes are also not that easy to spot: the fuel tank has been slightly redesigned, as the upper part is lower by 21 mm, which makes the tucked-in riding position easier than before.

“Braid” and butter

To be more competitive and more efficient, the GSX-R 1000 R offers two chassis evolutions. The first one is a two-position swing-arm linkage, that can affect the bike’s balance between agility and stability and that can be changed depending on the nature of the race-track you are riding or racing. We did not change these modifications during the test, and to be honest, I’m not quite sure that I am qualified to notice this kind of evolution, as the gap between the two positions is less than a centimetre.

The other, easier to notice evolution, lies in the new stainless steel braided brake hoses which, in 2019, can be considered as pretty much standard setup for any wannabe Superbike. So, we can shout “at last!”, the 2019 GSX-R 1000 R has it fitted as part of its standard setup.

This is when I come back to liking, or not liking, Magny-Cours racetrack. Simply because it was built in the “French middle of nowhere” (Welkom seems posh compared to it) and it was designed by borrowing some other famous features from other racetracks. This is why the fastest section is actually not the pit straight, but a three-part section going from “Estoril” (which is, like on the Portuguese track, a very long, third gear, right-hand corner) to Adelaide (a hard braking section where you move from top speed to a first gear, right-hand corner).

The Magny-Cours racetrack becomes my playground for the day. Whilst out on track testing the GSX-R 1000 R, tirelessly repeating the same hard braking regimen, using the same braking points, when the speedo indicates between 275 to 280 km/h, in fifth gear. It hit me that there are two main points to discuss on this bike.

The first point is: the VVT engine is very strong and with a broader power band than a ZX-10R and even the R1. From the natural riding position to the neutral handling, the GSX-R 1000 R remains, in my opinion, definitely the easiest Superbike to get along with, even when you utilise all of the 202 horsepower. From the very first session, I felt immediately at home, as the GSX-R 1000 R is not a Superbike you struggle to understand, such as with some Italian V-Twins, and you also don’t have to push that hard to find that you are already doing proper lap times.

The second point is the brakes. I remember, on previous GSXR’s, the scary feeling of the brake lever nearly touching the throttle at the end of the Castellet straight at Paul Ricard, which hosts the Bol d’Or 24 hour endurance race. This is not so on the new bike.

Easy and natural, strong and powerful, forgiving (thanks to the 10 levels traction control), the GSX-R 1000 R is now better when it comes to braking and that’s a pretty good thing. Whilst the new ‘Gixer might not be as exhilarating as some of the competition, particularly the Italians, it’s a much better all-rounder and after all bikes should be ridden as much as they can. Right?

It should be noted that the standard GSX-R 1000, does not have the brake and chassis improvements, as opposed to the R model, but it does have the “up and down” quick shifter that was previously found only on the “R” version.

All in all the R is a highly competent all-rounder that is likely to win many fans and find favour with those who appreciate the way Suzuki do things.

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

Suzuki GSX-R1000/R

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

2024

Suzuki GSX-R1000R

Pricing From R321,950 (RRP)

Brand: Suzuki

2026

Suzuki GSX-R1000

Pricing From R293,950 (RRP)

Brand: Suzuki

It was with a fair bit of excitement that ZA Bikers accepted the invitation to the 2020 KTM Enduro Model Launch. This is a big deal for KTM as they have worked tirelessly to make the 2020 models comply to their most rigorous standards yet. One has to admire KTM for leading in such a spirited manner when they virtually “own” the Enduro market worldwide. But the fans have come to expect this from KTM in recent years, as the brand seems to go from strength to strength.

KTM allowed for each publication to bring their own media crew along. In our case, I came along as the resident journalist and we invited Johan Gray, former National and Regional competitor, to give us a high level of technical feedback for the true racers at heart. We will share Johan’s comprehensive thoughts later on in this review. It makes for interesting reading, to say the least! And lastly, our ever-present, super photographer, Bjorn Moriera came along to capture many colourful moments through the lens of his camera.

A cunningly well-planned launch was hosted by the well known ADA training and outdoor facility, in the region of Hekpoort, Hartbeespoort dam (www.adasa.co.za). This is a delectable piece of heaven that caters for most forms of “Off-Road” training and is readily accessible to the biking public.

Riaan Neveling and team made sure that they gave us a route to remember. The loop consisted of some flat track bits, lots and lots of rocky, steep hill climbs and equally steep descents thrown into the mix. I enjoyed every moment. Our overnight arrangement included a highly entertaining presentation by Riaan. It is very clear that he has excellent product knowledge accompanied by high passion levels for the brand.

I would describe myself as a “Weekend Warrior”. I do quite a bit of enduro riding over the weekends (onboard my 2008 KTM 200 XCW) to keep my skill levels honest and stay in shape. For speed work, I do a bit of flat tracking, primarily at Buffalo Off-Road Park, Sunderland Ridge, Centurion. For hard enduro and technical training, I belong to a group called “Men on a Mission”, or “MOAM” in short. The MOAM boys are nuts about the virtually impossible stuff and mostly go riding at least twice a week. I love this kind of riding, although it is very hard on the bike and body. But who cares? As long as it is fun and wholesome entertainment, it is certainly worth the effort.

Over time, I have concluded that my 80 kg, 1,76m physique is more suited to the smaller capacity, less powerful bikes. I, therefore, ventured to experience the following bikes and will give my impressions as the aforementioned “Weekend Warrior”.

KTM 150 EXC TPI (2-Stroke)

I must admit, this was the bike I was most curious about. During the highly entertaining presentation on the night before, I listened carefully as Bradley Cox, Brother KTM National Race Team member and all-round nice guy explained why this was his weapon of choice.
In his interview, he explained how easily he can race on this bike for 6 to 8 hours during national events, at a serious, constant pace. This is exactly what I found when riding this little gem! The 2020 version is now fitted with Transfer Port Induction or TPI for short. This is a form of 2-stroke fuel injection that allows the engineers much more capacity to work on refining the power delivery to the demands of the racer.

I felt like a much more capable rider as this bike allowed me to throw it around with minimal effort, while all the time crying for more. This bike works best when you “ride-it-like-you-stole-it”. Huge fun was had and I can certainly get used to this bike for my technical riding agenda. I have never experienced a lighter feel on an enduro bike. I remember thinking to myself that if this is what the new “WP XPLOR” Suspension is bound to deliver, then this day was just going to get better and better!

On a few occasions, I was caught out in the wrong gear and had to make haste to rectify this as the power falls away quite suddenly below a certain RPM range. Of course, this is to be expected from a minute, but gutsy engine like this one. Incredible little bike and not surprisingly, my pick should I be in the market for a KTM 2-stroke.

KTM 250 EXC TPI (2-Stroke)

This is the bike that most enduro clergy has talked about in recent weeks. Needless to say, I was very curious to see what this talk was all about. Strangely enough, it was immediately apparent that the suspension setup differed quite a lot from that on the 150 EXC.

The rider sag on the rear was much more than the bike previously mentioned. Being a shorter rider, I appreciated this, as it was easier to face the very technical sections when the time came to dab a foot or two. On the open, more flowing sections it was certainly not ideal. I am sure that a bit of suspension tweaking can rectify this lot without much ado.

The engine was very quick on the uptake and quite similar to that of older generations KTM 2-Stroke machinery. In my opinion, for hours of very technical riding, this would not be ideal. Instead, I much prefer a more predictable, tractable, almost lazy power delivery. In this modern-day and age, it was not what I expected, so this was not my pick of the crop.

KTM 250 EXC-F (4-Stroke)

Now, this is a bike worth mentioning! For some reason, I found myself on this bike most of the time. The suspension setup was almost ideally suited to all the terrain encountered on the day. The flat track sections was a hoot, although the power delivery was not punchy enough to make the amounts of dust needed to impress our resident photographer. We had lots of fun as I taxied him to various parts of the course for action shots.

Very easy to ride and enough power to scale just about any mountain. Later on in the review, Johan will elaborate on the longer subframe and narrow construction between the legs shared by all the models. I agree wholeheartedly and there is very little I would want to change on this lightweight beast!

KTM 350 EXC-F (4-Stroke)

In cunning writer style, I have left the best for last. Man, was this the bike to ride! It was on this bike, that the “WP XPLOR” suspension impressed me the most. There was this one rocky, steep incline that needed to be negotiated very skillfully. The medium-sized, loose rocks lay all over the trail and could simply not be steered around. As I hit these obstacles head-on, they became more like stepping stones! The 350 EXC tracked straight in these testing conditions and seldom deviated from side to side. I had never had an easier time of riding this kind of terrain than on the 350 EXC.

The power delivery is another point worth mentioning. It was just perfect for both the challenging, technical riding as well as the open, fast flat track sections. The suspension was firm but effective and assisted me in making very few mistakes. If I could, I would have loaded this bike on my trailer the same day and taken it home, it was that good!

I feel that spending enough time on this bike, will certainly raise my game amongst my weekend warrior clan members. There is certainly one of these in my not too distant future and I get excited by just thinking that thought!

A Racers opinion

Johan Gray started riding in the late seventies, his first race being on a borrowed Yamaha IT 175. This was in 1980 and in no time Johan got hooked on the discipline of MX racing. In 1984, Johan won the “Motorcycle Rider of the Year” award in the SA Defence Force, being part of the bike squad utilising the venerable Honda XR500.

Johan raced MX at club, regional and national level until 2010, finishing on the podium on most occasions. In this same year, Johan started off-road racing in the GOC, later on in the GXCC, regionals and national level, finishing in his customary podium position on most occasions.

However, most will recognise Johan as the former Chief Motorcycle Instructor at previously mentioned ADA training facility from 2007 to 2015. He is an exceptional coach and still provides specialist training on an “ad hoc” basis.

This is what Johan Gray had to say:

“KTM has not veered off the slogan of being “Ready to Race”. Each time they release new models, the bar is raised. Having competed in off-road racing aboard 2016, ‘17 and ‘18 models, I found the leap to the 2017 model and beyond as truly noteworthy. But getting onto the 2020 models changed the KTM slogan from “Ready to Race” to “Race!!!!”. Two thoughts came to mind as I write this piece; “Beg and Borrow” and “Crowbar”. But more on this a little later!

So let’s look at some of the aspects that impressed me across the entire model range and then allow me to give a short overview of the specific models that I was able to ride. All riding was done in what my mind perceived to be more extreme than Erzberg, thanks to Riaan Neveling and his crew. I did the easy route, as I am not a rock rabbit and prefer the challenge of racing across the fast and open spaces…

Herewith my breakdown:

Suspension, suspension, suspension!

The mid-stroke fading through fast speed cornering has been dealt with very effectively. Riding in single, rocky tracks up and down hills and through slate strewn quarries, the suspension never faulted.

I also experienced no deflection, as is typical of suspension with an initial stroke travel that is too stiff. I felt like I could ride all day. With minor setup and tweaks, you could reduce your riding efforts dramatically.

Comfort

I have not been on an off-road bike since I stopped racing in July last year. On the day, we spent a lot of hours in the mountains riding all the bikes with a loop of between 40 to 45 minutes, about the same time as a fast-paced GXCC race loop. Once over the initial settling in, I felt like I could go on for the whole day, with no rest in between rides, just hydrate and go! The seats were very comfortable whenever one needed to sit, as the additional 40mm length of the subframe added more space for flat out, open riding, lying flat on the tank, as well as getting the weight further back on the long uphill climbs, which achieves greater traction.

Ergonomics

With narrower shrouds, getting a leg out for cornering or general movement is effortless! On previous models, I used to destroy the shrouds keeping knees against the bike. With both footpegs tilted inwards, there is much less strain in keeping the ankles and inner legs against the side of the bike when standing, reducing fatigue on the arms which in turn can be more relaxed, improving handling characteristics.

Power delivery

All the bikes have great low down torque, put the bike in second, pending the bike you ride and just nurse the power and in return, you get so much usable power and traction.

Some model specific comments on the bikes I managed to ride:

KTM 150 XC-W TPI

What an amazing bike! Great low down torque for climbing and technical terrain. The transition from the torque low down in the rev range, all the way to the powerband is ultra controllable. Once into the powerband, it just kept pulling and revving.

I rode the 2017 model and it impressed with cornering as you can brake very late into a corner and just keep the momentum right through, no fighting to keep it in line. Yet on corner exit, the bigger bikes just leave it behind on most occasions. The new 2020 with the TPI torque addition makes cornering even more fun!

KTM 250XC-W TPI

I heard a lot about this bike from other launches and everyone was very impressed. I did not gel very well with this bike, possibly due to the fact that I am more adept to four-stroke riding. The bottom torque was excellent but felt a bit short before it jumped into an angry powerband.

The front end felt very light, again maybe due to the fact that I am used to heavy four strokes and also not being a rock rabbit. For off-road cross country, not my choice, but for a two-stroke expert and rock climber, magic would be possible.

KTM 250 EXC-F

Wow! My wife Zanda used to race on a 2017 250 EXC-F. She was impressive on it, but with this bike, with its increase in bottom-end torque, she would have excelled even more!

Going through fast corners, the torque gives so much confidence and traction as it propels you on to the straights with little fuss.

KTM 350 EXC-F

Remember the crowbar I mentioned earlier on? Climbing on this bike, they would have to use a crowbar to get me off. It just works. In the past, I could never understand the fuss about the 350 from people that raced with it, but this new one is in a league of one, especially in the terrain we rode. I felt like I could actually ride the rock stuff and I would be able to do it all day.

The power delivery is precise, controllable with enough torque to climb, limiting the need for clutch intervention by the rider to safeguard the bike from stalling. The suspension in standard trim did not fade or deflect and even after a long ride in what I perceived to be rough, my energy levels remained, as I felt stronger than on any other “technical” ride.

KTM 500 EXC-F

I will always remain biased to the 500. Being a multi-season bike, it does everything well. Power delivery is precise and manageable, you feel like you are on top of the world, the bike being smooth and fast at the same time. Once you roll on the power it accelerates smoothly. The low revving engine surprises you very quickly as you prepare to overshoot the next corner, scrambling for the brakes.

The suspension is much stiffer than the other bikes, no dive in front through corners, even on the rock-strewn sections, it does not transfer a lot of the terrain back to the body, you can hold nice and loose. Lying down flat on a straight it is stable and predictable. You can simply nail big jumps and it can even handle big “over jumps”. I just believe in this bike!

Unfortunately, time ran out and I could not ride the KTM 300 XC-W TPI and the KTM 450 EXC-F.

The 2020 range will simply blow your mind! Now comes the time to “beg and borrow”, you just have to make a plan. These models will certainly allow you to step up your game!” Said Johan Gray.

Riaan Neveling’s departure

On a less pleasant note, word came out that Riaan Neveling, Marketing Manager at KTM SA, is leaving our shores in October this year, to answer the higher calling in KTM’s home country of Austria. Working with Riaan has certainly been pleasant and there was always a plan to be made whenever we needed assistance from his side. We wish Riaan and his household all the best for the journey ahead and hope to see him again in the not too distant future.

In conclusion, I remember riding home aboard my trusty adventure bike, reminiscing about the last two days of fun, laughter and riding in the most pleasant terrain with equally pleasant individuals, thinking that life will always embrace those that run towards it.

Now is as good a time as any to clear the busy schedules, reset our goals and ride from sunrise to sunset, in a world less travelled, a world of tantalizing beauty and endless possibility.

For more information on KTM’s 2020 Enduro line-up visit: www.ktm.com

You may look at the title to this story “Chief Accountant” and wonder what it means. Well, for one thing, accountants love numbers and statistics. They love to look at the bottom line and draw conclusions from that.

In this regard, the Kawasaki ZX-10R story makes for some very good reading. The last couple of years has seen the Kawasaki ZX-10R dominating the World Superbike stage, or SBK as it is officially known, especially in the hands of British racer, Jonathan Rea. But it was compatriot Tom Sykes who broke the ice in 2013, twenty years after Kawasaki’s sole title win in the hands of American Scott Russel. Back then it was aboard the ZXR-750.

Then came Jonathan Rea in 2015, and since then there has been no other world champion. Rea is also looking good for 2019, which would be his 5th title in a row. Kawasaki is simply dominating and it is hard to argue against statistics. Rea could well become the only rider to win the SBK title 5 times and that is amidst some very distinguished company.

I was fortunate enough to be the first journalist in South Africa to sample the 2019 model. It was quite a moment as I laid eyes on this unassuming champion for the first time, in the workshop at the headquarters of KMSA just a few short weeks ago. The champion was barely run in, and it was given its break-in service shortly before I took delivery.

To get technical for just a moment, it must be mentioned that Kawasaki has 3 different variants of the ZX-10.

Firstly, the ZX-10R KRT Edition, which is the subject of this test (and is the only 2019 version currently available in South Africa). As the bread-and-butter version of the range, it is equipped with an Öhlins electronic steering damper, quick-shifter and finger-follower valve activation. It also has titanium header pipes and a red tappet cover to signal the visual engine difference to the 2018 model. This, to me, was a nice touch. A further visual distinction is the addition of discrete red graphics on the fairing and belly pan. Otherwise, the styling has remained largely unchanged from last years model. It develops a claimed 203 Horsepower, without ram air.

The ZX-10R KRT Edition is currently on sale in South Africa at R259 995.

The ZX-10RR (not available in South Africa) is a single-seat variant. Only 500 units exist worldwide. This was done to comply to SBK homologation regulations and is therefore liable to compete on the world stage. The thinking behind this is to build a special model that revs about 600rpm higher. According to SBK spec, the official race bike is then allowed another 1000rpm. Why is this significant? Because more revs mean more power, more power means a greater possibility of racing success. Once again, the Chief Accountant is all about numbers and statistics. Surprisingly, the titanium Pankl conrod shod RR model develops only one horsepower more than the R version, but is fitted with delectable Marchesini Forged wheels.

This brings us to the ZX-10R SE model (not available in South Africa). The main differences to the standard ZX-10R are the addition of the Showa Electronic Suspension with road, track and custom selections. It has a special high-grade paint finish but is otherwise very similar to the standard ZX-10R model. I trust this brief summary will minimize confusion as to what each variant offers.

But how does it ride?

This is where the story gets interesting. I was fortunate enough to ride this bike on the road in dense traffic, as well as open highways and ultimately on the bustling Zwartkops Raceway, towards the West side of Pretoria, South Africa’s capital city.

On the road, this bike is surprisingly comfortable. Suspension comfort was never really a priority for Superbikes until the BMW S1000RR showed up in 2010. This bike demonstrated that track performance can be retained, despite a plush ride on the road. I also found this quality when testing the Aprilia RSV4 last year. The suspension was both plush on the road and razor-sharp when picking up the pace.

The ZX-10R is no different. It delivered a very comfortable road ride whilst entertaining me no end as I listened to the quick-shift delivering a crackling sound every time I upshifted. This was bone-chilling nice to listen to.

The bike has enough room for an average size rider like myself, although I did find the seating position a tad odd. The bars are low slung, as can be expected from a Superbike, and they are also quite narrow. I found that the footpegs are situated quite forward, and for my personal riding setup I would have prefered them slightly further back. This, however, is easily remedied with aftermarket rear-sets. 

It must be remembered that most of the aforementioned Superbikes, will see way more road use than track action. Owners will want to extract as much value as possible and I often see Superbikes on commuting routes, breakfast runs and the inevitable track day. I even see them carrying passengers on the odd occasion. Hats off to the manufacturers, facing the monumental task of designing these bikes with multi-role capability as the highest priority.

But what about race track performance?

As mentioned, we made sure to take the ZX-10R to the racetrack for a more serious workout. We had the track to ourselves for an uninterrupted 90 minutes of riding. Needless to say, this was very enjoyable as I could take my time getting used to the bike before starting to push harder. There were a few ZX-10 race bikes practising on track with us, mostly from the popular, single make ZX-10 Masters Cup series. One of these individuals was a former “High-Performance Course” student of mine and I can proudly say that the protege was outshining the mentor on this occasion. I had a good laugh about the small world we live in. Zwartkops was in superb condition. The surface was clean and the track was basking in the lazy winter sun. With no wind to speak of, this was a typically perfect day on the reef.

It must be mentioned from the outset that the bike is fitted standard with the Bridgestone Battlax RS10 (Racing Street) road-based tyres, which was truly a shame for a bike so composed, calm and clinically refined as the ZX-10R. I must admit that I would have preferred the “no compromise” Pirelli Diablo Supercorsa specimens when testing on track, as the said fitted Bridgestones did not allow me to ride the bike to its full potential.

I literally felt the bars shake from side-to-side in the very fast right-handed turn 3 as I picked up the pace later in the session. This happened despite the Öhlins steering damper that comes as standard. I can only describe it as a handlebar shake, rather than a shimmy through the whole bike. The rear end remained fairly planted and composed while this was happening upfront. To me, it felt like sidewall flex, which I have experienced before on one or two variants of Bridgestone front tyres. I got to grips with this phenomenon by simply ignoring it later on in the session. I could never really find the bike’s limit as the tyres gave out way before the chassis.

Another quality of an undiluted Chief Accountant is that they go about their job efficiently and objectively without much fuss or emotion. The same must be said about the ZX-10R. It is an almost uneventful motorcycle to ride fast. Almost boring in comparison to the contemporary Ducati and Aprilia, if I could dare to call a 200 horsepower Superbike boring. But this is a quality all of its own. Allow me to explain;

Race bikes are designed to go fast. They are meant to assist the rider in such a way that he or she can concentrate on speed and precision, only that! The less excitable a race bike, the calmer the rider. The calmer the rider, the more he or she can focus on the job at hand. This is possibly where the ZX-10R has an advantage. It gets the job done without raising its voice or losing its temper, so to speak. I hope this makes sense to the reader.

The flip side of this coin, as far as characteristics go, is the Ducati Panigale V4 range. I have never had more fun on the track, than riding the aforementioned bike. Its brutish power delivery and edgy handling keeps you on guard as you sometimes forget to even breath. None of this happens whilst riding the Kawasaki. I will venture to say that I will probably do faster lap times using less effort on the Kawasaki than on the Ducati, provided they are fitted with the same quality tyres, as mentioned earlier in this article. That is a hefty statement and remains to be proven in practice, as with most theories.

The power delivery on the Kawasaki is another subject to elaborate on. Turn 2 at Zwartkops Raceway is a very slow, hairpin type right-hander which falls away below the rider towards the exit. This unloads the suspension and many a racer has ended their race here whilst becoming impatient on the throttle. This corner cannot be “rushed” if I can use a term Kevin Schwantz taught me whilst I was an assistant instructor at one of his events, a few years back.

I found the full-power mode on the ZX-10R too abrupt whilst exiting this corner. I can almost describe it as snatchy. This phenomenon persuaded me to tone down the power delivery one notch, which immediately made me faster all round. Sometimes less-is-more, especially around tight racetracks and tricky road conditions.

The brakes on this refined motorcycle is also a bit too “civilized”. Although fitted with Brembo hardware, it feels and performs quite differently to the vast array of Brembo’s I have tasted and tested over the years. The initial lever travel is a bit disconcerting and once the brakes start engaging, the bite is less than expected. Of course, pull the lever a bit harder and the story changes to one of good stopping power.

Brakes was always a strong point in my past racing career and I would have preferred a more powerful, direct setup. Having said this, I never once felt the ABS interfere whilst exploring the braking limits. This is certainly good news, as I do know that some faster riders have complained about ABS interference on past variants.

Probably the greatest selling point on this bike is the value for money that it offers. At just a shade under R 260 000, the ZX-10R comes in at around R53 000 less than the standard Ducati V4. The new BMW S1000RR to be debuted later this year in South Africa will also be about the same price as the Ducati. In the local market, these will be noted as the biggest threats to the Kawasaki. Honda South Africa is presently making a strong price argument in the local market, as the Öhlins shod Honda Fireblade SP is priced head-on with the new Kawasaki. I will have the privilege to sample one of these on road and track in the coming weeks, so please watch this space. This will give me an even better idea of how and where the competitors are positioned.

In conclusion, I let my thoughts go to the early years of modern Superbikes. I think back to the days of the first Suzuki GSXR 750, Kawasaki ZXR-750, then, later on, the Honda Fireblade and I just shake my head. We have come such a far way since then. As motorcyclists, we are surely living in a dreamworld of choice and variation. There is literally something suited to everyone’s taste. I made a comment earlier this weekend to one of my friends on Facebook; “it does not matter so much what we ride, as much as it matters what we do with our ride….”.

So go out there, get on your bike and make some memories. Life is too short to sit around and wait for the perfect ride and the perfect moment. Go out there and create your own perfection…

Ride on my fellow travellers, in this journey called life!

Kawasaki ZX10-R

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

People buy different motorcycles for a myriad of reasons. For some riders, they’re purely luxury items—toys for weekend fun, selected with maximum performance in mind. But others rely on them for their daily commute, and that’s where practicality and frugality reign supreme.

That second category is the Honda NC750X’s happy place. It certainly isn’t the most exhilarating bike I’ve ridden this year—but what it lacks in outright performance, it more than makes up for in usefulness.

To be fair, it’s not a complete sloth either. Its 745 cc parallel twin makes 54 hp at 6,250 rpm, and 68 Nm at 4,750 rpm. So while it won’t thrill you, it has more than enough oompf to stay ahead of traffic and manage respectable highway speeds. The throttle picks up a little late, but from there on out it rolls on smooth.

Honda have also, bizarrely, given the NC750X traction control. It has three settings (one of which is ‘off’), cycled via an ugly bar-mounted switch that feels like a total afterthought. (Oh, and I honestly couldn’t feel the difference between the different settings.)

There’s nothing mind-blowing about the rest of the Honda’s running gear; it’s more of a no-nonsense, get-the-job-done affair. You get 41 mm conventional forks, a mono-shock at the back, and single Nissin disc brakes with ABS as standard.

Honda’s automatic DCT gearbox is an option, but my test unit came with a traditional clutch and six-speed box. And that’s a real pity—given that the NC’s pitched as the ultimate commuter, I would have loved to have sampled the convenience of not having to change gears in traffic. The manual system does work well, although the clutch isn’t quite as light as the hydraulic systems on higher-specced bikes.

That balance between effectiveness and cost-saving is all over the NC750X. That said, Honda’s overall build quality is pretty impressive. Sure, the design feels like it’s hit the Manga craze ten years too late, and the bike is loaded with plastic, but nothing feels dinky or fragile. (Think of it as a budget build, rather than a cheap and nasty one.)

Where the NC750X scores off the charts though, is in just how utilitarian and usable it is. It’s extremely comfortable, for starters. Honda are bargaining on this being a daily rider, and the ergonomics reflect that. The 830 mm seat height may be too tall for some, but the seat itself is well-shaped and well-padded, and the the relationship between butt, feet and hands is damn-near perfect.

It’s also remarkably nimble for its 220 kg curb weight. That’s probably because the motor sits low and titled forward, and the fuel sits under the seat—so the centre of gravity is low. That makes lane splitting and spirited cornering equally breezy.

Combine that agility with the NC’s non-intimidating power delivery, and you’ve got a motorcycle that hits the sweet spot for everyone from beginners, to riders that want a bike that just works for day-to-day use.

And then there’s the NC750X’s clever packaging. With the fuel under the seat and the motor low, the space usually taken up by a fuel tank has been repurposed as a nifty cubbyhole. It unlocks via a keyhole just in front of it, that uses the bike’s regular key. (Turn it one way to open the cubby, and the other to pop up the pillion seat to get to the fuel tank).

It’s a cavernous space, happy to take some groceries, your daily essentials or even a small helmet. I started out my week on the NC750X thinking it was a silly gimmick, and ended it marveling at just how useful a feature it is.

That sort of sensible thinking is all over this bike. The indicators favour visibility over looking cool, and even the passenger grab handles are generous (and more than capable of doubling as tie-down points).

There is room for improvement though. A USB charge port inside the cubbyhole would have been an easy addition, and would have sent the practicality-meter through the roof. Honda have given the NC750X a LCD display and a screen too, but the former is hard to read, and the later is too short. (Luckily, there are bound to be aftermarket options out there.)

All in all, you get a bike that’s quick enough, easy to ride, surefooted and super-duper-useful. And it won’t break the bank either: Honda South Africa’s website currently lists the 2019 base model’s starting price at a reasonable R 114,480*.

Oh, and it’s insanely frugal too—I rode it with a heavy hand, and even then I got nearly 20 km/l (I’ve even heard reports of 25 km/l). With its 14 l tank, that makes the NC750X good for at least 280 km between refills, and saves you even more money. And considering everyone in South Africa is all about saving money right now, it makes a lot of sense.

I started out my time on the Honda NC750X pining for a more exciting ride—especially since I don’t actually need to commute anywhere. But after a week of running around on it, I started to fall for its charms.

Sure, it’s a bike you buy with your head rather than your heart, and even then it’s still not perfect. But I’ve never met an NC owner that’s regretted their purchase, and that’s saying something.

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

Editor’s Note:

We told you about our visit to Val, Mpumalanga recently (which you can read here). Braam tells a similar story, but with emphasis on the bikes, we rode.

The year is 1985, in the small mining town of Phalaborwa, Limpopo province, South Africa. Literally translated, this means “better than the South”, with warm, humid but predictable weather patterns. Those in the know will be aware that this settlement is more famous for endless surrounds of bushveld wilderness, very close to the world-famous Kruger National Park. As kids, we would fall asleep at night, listening to the sound of jackal, lions and hyena, calling from the wild.

My friend Jannie and I were eventually gifted our tickets to endless freedom, the moment we received our motorcycle learners licences from the staunch, unfriendly and strict traffic officer in full dress uniform. You must understand, this was a big deal for any sixteen year old, raised to explore, investigate and live, blissfully unaware of the limitations of the grownup world that lurked in our distant futures.

This is just how it was back in the day. Our parents gave up on “micro-managing” us, because the families were just too large, with siblings wandering in every direction.

We both had 50cc motorcycles of the “Scrambler” type. Mine was a hand-me-down, red Honda MT5 and Jannie had a red Suzuki ER50. The world lay open before us…

At this point in time, there will be a vast readership that can relate to what I am saying. Many will pause, stop reading and perhaps start day-dreaming for just a moment. Most will get a keen smile and a shake of the head. These were magical times and we were the next generation, lining up to take our place on the centre stage of life.

Jannie and I started exploring. Every weekend we strapped khaki, canvas survival packs to our backs, filled with matches, old newspaper, pocket knives, drinking water, nibbles and raw meat sausages to “Braai” under the huge Marula trees somewhere far, far from home. And of course, we each had a few coins in our pockets. These were our independence rides, there were no cell phones, no cameras and no noise, apart from the calls of the wild, that would so regularly frequent the airwaves. The soulful days of blissful ignorance, just as it should be.

Our small 50cc scramblers later became 500cc Japanese monsters from the big four. Later on, still, came the craze of the new generation, ultra-large scrambler types, nowadays sporting capacities even larger than 1200cc. The world became a very small place, a mad rush to the next horizon, the next destination, in actual search of the simple days, yet we have forgotten how. Frowning on anything smaller than 800cc, we see more, but experience less.

With my gentle powers I have eventually managed to persuade quite a few of my hardened riding buddies to join me on smaller adventure type bikes for some really simple, basic, “going nowhere slowly” kind of experiences into Neverland and beyond. Recreating a familiar world, in a fresh, new way.

And now, in the year 2019, we relive our childhood once again. This time on bikes much smaller than any of us have grown accustomed to. The ZA Bikers crew decided it was time to sample three different offerings on the same trip.

Dave, the most experienced rider in our clan, took responsibility for a Suzuki 250 V-Strom. Dave has owned more bikes than he can remember, so has truly “been there and done that,” as the saying goes.

Simon, our editor in chief, grew up in Sheffield, England. It takes no rocket science to guess that he is a “Modern Classics” fan. Owner of a heavily customized Triumph Street Twin, he is new to adventure bike riding. He proof-reads all the travel blogs that Dave and I write and could not contain himself any longer, deciding to expand his biking horizons to include travelling on roads less travelled. He was responsible for the Kawasaki 300 Versys X, complete with original Panniers fitted. This demo unit was kindly loaned to Simon from the team at Fire It Up!

Bjorn, our resident photographer, likes the sporty end of the naked bike spectrum. Owner of a Yamaha MT09, he prefers to go everywhere quickly. He ventured along on a Honda CRF250 Rally. This bike was used primarily as his utility bike, whilst capturing some of our moments.

The Hondas distinctive design warrants a separate, more extreme test in the not too distant future. Honda intended for this to be much more of a play bike, with very limited carrying capacity, thus disqualifying it for some as a full-on adventure bike. Of course, where there is a will, there is a way, so somebody, somewhere, will devise carrier frames and strap on some soft luggage, proving me wrong by doing a trip around the world. Of that, I have no doubt.

As the planner and instigator of our trip, I organised myself a Zontes 310T. Keenly watching the growth of this brand locally, I have been looking forward to giving this Zontes a proper workout in some less than perfect conditions, to see what this Chinese bike is capable of. The bike I received from the Zontes team, was beautifully turned out in orange, complete with original black steel panniers and top box, which has enough carrying capacity to take along the whole family and then some.

The top box bracket did not arrive in time, so the team manufactured an interim bracket that worked just fine. The placement of the bracket was slightly forward, leaving little room for a passenger, as the pictures will show. I was assured that the original part will eliminate this challenge.

Let the games begin! A well-travelled friend helped me plan a trip to the sleepy town of Val, Mpumalanga. This interesting traverse consisted of mainly farm type gravel roads, with some shallow sandy patches thrown into the mix. Our biggest challenge, however, would be the hard-packed stretches with pebble-sized stones all over the surface. For many, this can be quite an unnerving experience as the bike moves around quite a lot underneath you. We would cross through only one or two villages and traverse very few tar roads.

This time of the year offers predictable, cold weather in the Highveld and we encountered quite a lot of wind on the vast open plains. It was a cloudless morning as we left the city noise behind in search of some fun, fellowship and new experiences.

From the outset, it became clear that it was a two-horse race between the Zontes and the Kawasaki. As the larger capacity bikes on test, they offered more in terms of performance, wind protection and general usability.

We did a high speed run on a quiet stretch of tar road, where the Kawasaki narrowly pipped the Zontes for top speed. I can only imagine what it looked like when we blasted down the road, lying flat behind the windshields reaching speeds of 155km/h on the Kawasaki, while pulling away from the Zontes at about three kays an hour, the Zontes showing a more optimistic 160km/h on its classy, modern and well laid out digital instrument panel.

We had so much fun doing this and I was reminded of the days of dicing on our 50cc bikes almost every Friday afternoon. The more things change, the more they stay the same, I suppose.

It must be mentioned from the outset, that all of these machines will happily cruise at 120km/h all day, every day. This is a question we get asked a lot because people are curious to know. Dave’s Suzuki 250 had a larger sprocket fitted to the front, giving it a more comfortable cruising capability. The Suzuki has enough torque and power to warrant such a move.

Off course, the Zontes and Kawasaki did not need these modifications. And interesting gravel road comparison ensued between these two. Two very different approaches catered for two different tastes. What I mean is that the harder suspension on the Kawasaki really impressed me in the upper-speed spectrum, whilst Simon grabbed every opportunity to ride the Zontes with its more plush suspension arrangement.

On that point, I noticed something very interesting. As a riding coach, I spend a lot of time looking at my student’s body language. In a nutshell, this tells me what’s going on inside his or her head. In Simon’s case, as the least experienced gravel traveller in our group, I noticed how much more relaxed and comfortable he was on the Zontes. I did not mind, as I was quite happy to spend that time on the Kawasaki, which worked better for me and my riding style.

The major strengths of the Zontes, according to Simon, was firstly the plush, forgiving suspension. The second thing was not only the lower seat height but how carefully the seat was shaped to be “instep-friendly”. The narrow front portion of the comfortable seat gave him more reassurance as a shorter rider. He also enjoyed the wide bars and neutral, relaxed handling.

As mentioned, the Kawasaki impressed me on most fronts. The only slightly annoying issue is the engine vibrations above 100 km/h. Exactly at highway speeds. This is very strange, as parallel twin-engine configurations are usually very smooth at any speed. In this case, the Zontes’ single-cylinder engine was almost faultless.

An outstanding feature on the Kawasaki was the very good braking power. It was more than adequate and very reassuring. I could detect no ABS interference, even on gravel. This is very good quality. This is probably the very area that the Zontes was weakest. The stoppers on the Zontes are adequate, at best. The rear brake lever travel is excessive before any deceleration is detected. The front brakes can at best be described as adequate. Upon mentioning this to the local importer, he assured me that an upgraded braking system had already been developed and is at the point of being fitted to future Zontes offerings.

As mentioned earlier, the Zontes was Simon’s happy place. The gravel became very loose at one point and we remedied this by simply deflating the tyres to 1.5 bar, front and rear. Simon could immediately feel the difference and from there on, he was an even happier camper. Of course, the trade-off is always that you leave the mag wheels more vulnerable to damage. We had no such issues on this trip, as these bikes are light in weight and therefore much easier on the suspension and wheels.

Dave was super content on his Suzuki V-Strom. As mentioned before, he has owned and experienced more motorcycles than most people would in a few lifetimes and this said as much about his character as it did of the mini Suzuki. A truly fulfilled traveller is one that evaluates every motorcycle on its merits. When you ride a 250, you evaluate it as such. I am sure I heard him singing in his helmet on a few occasions. Just a week before, he was testing the very powerful Suzuki Hayabusa, singing the same songs… Life is just good, all round!

Strangely, each of these three offerings would cater to quite a different crowd, which is what makes life so special. There is no such thing as the wrong motorcycle, just the wrong motorcycle for the wrong application.

In my mind, the Suzuki would be best suited as a commuter bike, for smaller riders. The bike is very user-friendly and would be perfect for beginners and those who want to just experience life at a more leisurely pace. Its dimensions were too small for me and I almost feel a bit crowded when on board. Of course, the motor is as smooth as anything and I experienced no vibrations.

Next up the Kawasaki. This bike is a “Jack of all trades”. I can easily live with this bike on a month-long trip throughout South Africa. In my mind, it was a great bike off-road and at the speeds that we travel off the beaten track, the intrusive engine vibrations do not come into play. Personally, I also enjoyed the more old school dash, that offers more info than I need. The build quality is solid and this bike handles anything you throw at it with the utmost of ease. I am surprised to not see many more of these bikes on our city roads. Surely a bike I would invest in.

Now for the Zontes. Overall, it was the most solid performer, in my opinion. The attention to detail is very noteworthy. The seat is meticulously sculpted for best function and appearance. The instrument panel is very hip and modern, with clearly readable flat screen information.

Functions include electrically activated screen adjustment, fuel cap and handlebar lock, together with keyless ride, among many other features. This bike will cater best for the new generation rider, who loves modern styling and lots of gadgets. In this regard, It punches well above its weight.

Zontes is certainly on the rise and will not go unnoticed for much longer. With constant improvements and exciting new models, they seem to connect with their target market better than most others. The new generation rider seems to welcome its new generation styling and specs. Time will be the final test to its rising popularity.

On the way back to the Big Smoke, we encountered punctures on both the Honda and Kawasaki. Weirdly, this is also the two tube-type bikes, that require lots of effort to fix. The Zontes and Suzuki, which are both tubeless, experienced no mishaps. How ironic was that? This is a huge benefit for these two bikes. In my perfect world, there would be only tubeless bikes. I have spent enough hours sweating behind a set of tyre levers to try and fix flat wheels. All part of the fun, I suppose.

And now onto the final word. As I got older, I started worrying less about seemingly important things. This, in turn, freed up much more time for me to enjoy life for what it was always supposed to be. I refer the reader back to the opening paragraphs, to a world much simpler, more carefree. A world where we make do with what we have. A world where we adapt ourselves to the journey, the smells, sights and sounds. A world, as simple as the one we experienced when we were richest in peace and ignorance. A world of blissful simplicity and lots of smiles. These bikes are the perfect companions in this simple world.

Ride on, my fellow travellers of this thing called life…

For the past month, I have been riding the Orbit II as my daily commute and to some surprise, this little squirt has come to impress me. Gas and go is what these bikes are all about, they are very simple and easy to ride.

Scooters are an easy way to get into motorcycling, there are no “Egotistical” stereotypes attached to riding a scooter, unlike some other categories of biking.

For newcomers, that are wanting to swing there leg over a bike for the first time, these factors can be intimidating or even off-putting when considering where to start with their two-wheeled journey. With more and more online product videos showcasing stunt riders popping wheelies and sliding bikes in and out of twisty corners, I believe that these videos are only attracting the more experienced rider and not people wanting to get into riding for the first time.

This is not the case with Scooters. Scooters portray their own image which is a much friendlier and a more approachable entry into motorcycling. From the conversations that I’ve had, I found that women riders especially seem head over heels in love with scooters, or as they explain it, they are prettier, cuter and cuddlier than road bikes.

Beginner riders that I have spoken to tell me that they feel much more confident starting to ride on a scooter as they are generally much lighter and lower to the ground versus a standard road bike.

A Scooter. It’s the motorcycle that you can bring home to your parents or partner without fear. I only started realising all of this once I began to ride and mix with the Scooteristi, and I now agree with them completely.

The SYM Orbit II has been around now for a few years and for a good reason too.

My daily commute to the office and back is approximately 40km and on this journey, the Orbit II is faced with main road speeds, tight back road bends, and a gnarly Solomon Mahlangu uphill. Although little, the single-cylinder, 125cc, Carburetored power plant, pulls me along with all my luggage just fine.

The Orbit II is in no way, shape, or form a highway missile, it’s happy at 60km/h and it will do 80km/h on a decent stretch of tarmac. If you ride like a Kamikaze pilot then you can max out at around the 90km/h mark. But I do not suggest that you try this.

SYM’s Orbit II is undoubtedly designed for daily use, especially for those seeking agility and ease when commuting in the city. Its 12-inch mags and light body give you the easiest rideability within the traffic. With 5.2L of fuel capacity at my disposal, the little Orbit managed to get 166km (31.9km/L) of range before having its last cough.

One thing to keep in mind, I only weigh 70kg’s and when I popped a friendly pillion on the back my fuel economy went from 166km (31.9km/L) to a still very impressive 118km (22.6km/L), with myself and pillion weighing in at a high 120kg’s.

The one event I enjoy attending, is the monthly “ICE CREAM, COFFEE & RIDES”, which takes place at the Corner Shop in Waterkloof Heights, Pretoria. This event attracts classic cars, motorcycles and an array of personalities that just want to eat good food and talk about their rides. I decided to hop on the Orbit with my sidekick Meredith and I headed out to the “Corner Shop”, for a fantastic social evening. Parking the Orbit alongside a vast array of classic Vespa’s and Lambretta’s, the crowd on that evening kindly nodded and embraced this newcomer into the local Pretoria scoot scene.

One thing that pleases me, is that although the Orbit II was designed for daily use, the designers at SYM did not compromise on the Orbit’s visually pleasing aesthetics.

Whilst chomping down my pizza, I couldn’t help but notice the crystal or rather diamond-shaped headlights on the Orbit II, which just brings forth such a sophisticated and classy look to this urban commute.

This may be a personal opinion, but when I am approached by random civilians and Scooteristi whilst on my Orbit around town, thumbs are always a-blazing, left, right and centre. So it seems that others do share the same opinions as me.

Like I said in the beginning; the Orbit II has impressed me a lot, and I didn’t expect it to, because I have heart-shaped eyes for the stylish SYM Jet14. I’m happy to tell you that the Orbit II is just as capable and at least to me aesthetically too. The Orbit II has plenty of luggage carrying capacity which for myself was great to store my personal things such as; groceries, work bag, gym-wear, etc…

The seat is ejected by a cleverly positioned switch on the left-hand side switchgear and right in front of you, you will see a retro-styled speedometer. Fuel calculations need a friendly calculator’s assistance. Smartphone to the rescue. Even better, use the grey matter between your ears for a change!

Practicality is key to us commuters, and SYM has gone the extra mile by adding an attractive tinted screen, luggage rack, and a centre stand. I do have a bit of negative feedback to give, the Orbit II doesn’t have a brake lock, so what that means is that you are forced to park it on its centre stand for most situations.

SYM’s Orbit II is the scooter that responds to the needs of those who are on the move. Agile, aesthetically captivating, and able to be a friendly companion during the most challenging days. I found that the Orbit is always ready to tackle city roads, and with that being said, the Orbit II can be your friendly companion for a mere R14 995.

But wait for a second, SYM understands that there are different strokes for different folks, so if you need more luggage space and you are afraid the suspension won’t cope, well that’s where the X-Pro 125 comes in. The X-Pro has the same looks as the Orbit II, it differs with two extra features. Firstly, it comes with a top box plate and secondly it comes fitted with twin shocker suspension, as opposed to the stylish single-sided swingarm you get on the Orbit II. There is however an extra R4 000 (RRP = R18 995) to pay for these extra features, which in the big scheme of things is really not too bad.

In closing, I can also report that the Orbit II has never let me down, as far as reliability goes, I personally think that for R14 995 it is really good value for money.

SYM ORBIT II 125

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

2023

SYM ORBIT II 125

Pricing From R21,995 (RRP)

Brand: SYM

I will never forget that perfect Mediterranian evening in the village of Monterosso, where I first met Scarlet. On a particularly quiet evening in Ristorante Miky, a very popular and cosy dining place, this sensual, mystical and very Italian beauty waltzed into my life, never to leave in some mystifying way.

What followed was nights of endless passion, laughter, and conversation, as we drifted into neverland with the touch of white satin on our skins.

Moments like these leave an everlasting stain of beauty in our feeble, cluttered minds, yet guarantee a place of return whenever we need an anchor of meaning in an otherwise noisy existence. 

Now, many years later I find myself involved with another Italian beauty! It is a bitterly cold morning on an ice-cold race track in the heartland of South Africa’s economic hub. I have been very patient on the first three laps, getting some proper heat into the tyres, before picking up the pace. My patience rewards as I start making sense of my surrounds. 

Diving into turn four, the notorious, fast right-hander at Zwartkops Raceway, I pull up alongside a KTM Superduke that I had been stalking for the last lap. I am fully committed, as is the rider on my inside. We crack open the throttle at about the same time and my red Italian beauty simply rockets past the Superduke, never to be seen again in this particular session.

This is quite significant for many different reasons. The KTM Super Duke had established itself as the most badass production KTM of all time. It delivers monster torque, backed by loads of horsepower. Yet, it is simply no match for the Bolognia bullet I have straddled for the first time ever just a few peaceful minutes ago. 

To say the overtaking maneuver was plain sailing would be far from the truth. As I cracked it open, the wide handlebars shook energetically from side to side, as if to say; “be respectful, my friend!”. This was the only time on the day, that I managed to upset this two hundred plus horsepower machine to the point of protest. The rest of the day was absolutely faultless in some abstract Italian way!

I am aboard the Ducati Panigale V4S and she sounds like a symphony. The exhaust note on the clutchless downshifts pierce the silence and cannot go unnoticed by the fans of speed in attendance. I have elected to ride this beast without earplugs, as I was ready to listen to this kind of music all day. 

Talking of which, I have never encountered a smoother quick shift action and gearbox than on this machine. It was crucial for me to get the shifts right first time, every time. I asked Zoki, Ducati’s master of all things technical to set the engine braking to the max, as I like this sort of feedback and clutch control to smooth out the deceleration that ensues as a result. There is very little time to rectify mistakes at these speeds, especially on this calibre of machine. 

In my racing and track career, I most often found myself on inferior, underpowered machines. This allowed me to become very creative and skillful in outsmarting the competition. I honed my racecraft weekend after weekend, with less than favorable outcome on many occasions.

Yet on this occasion, I was on the right side of the spectrum. There was simply no bike I encountered that could not be bullied and intimidated by this Scarlet rocket. There is that name again….

Understanding very clearly that I have gone faster on lesser machines, yet none have been this exciting to ride. In some weird, paradoxical way, true race bikes are built to go fast, and not be exciting. The more “boring” a race bike is set up to be, the more the rider can concentrate on going fast. Do not expect this trait on the V4S. There will be no way, in my thinking at least, to tune the wildness out of this machine. Deep in the core, this machine was built on passion, as is most things Italian, most things Scarlet. 

Ask any true racer and they will admit that the starting point of successful racing platforms is a strong motor, always! It all starts with wild, stomping grunt, or torque and horsepower for those more refined in their application of words. Starting with a strong motor, you can spend the rest of your racing season tuning the chassis and suspension to harness the wildness, or to just adjust your riding style as best you can, to accommodate this wildness in true Kevin Schwantz style! I would love few things more than the challenge of learning to dance with this enigma.  

The basic setup of the bike was not suited to my exact preference, as I struggled to get my size 10 boot between the footrest and gear lever for smooth upshifts. But this turned out to be a blessing in disguise. Being a typical twin rider, I just love bikes with lots of torque to catapult me from corner to corner. Being unable to upshift on many occasions, forced me to frequent the redline of 14 500 rpm. 

This is a mind-altering experience, etched into the dark crevices of the memory bank to be replayed over and over, just like the nights with Scarlet, so vividly narrated in the opening sentences…. 

The two hundred horsepower you unleash as a result of this is one thing, but the way in which it manifests can not be justified by words, or at least by my feeble attempts. She is a wild child, to say the least, and you have to ride her on your personal limits to extract the most from this experience. The reader must understand that this is more than a mere ride around the park. This is a true onslaught to everything sensual. This is like a dance with the gods of speed!

Heartwarming, on this occasion, was the support garnered by Jos Matthysen and the team from Ducati SA. Jos is a family man and he invited all his staff and their families to join in the festivities on this day. Many familiar, smiling faces always make a day like this more special. And the sight of so many Ducati’s in the pits alongside mine is always special.

Most of these machines are immaculately turned out and meticulously cared for. An open invitation was communicated to all Ducati owners and many came to enjoy good food, good company and a fix of speed!

I am happy to report that the team at World of Motorcycles, the new home of these fine machines, performed beyond expectations in their first month under Jos’s keen eye. This momentum has been carried into their second month with lots of shining new stock arriving throughout the month. 

Jos was trackside after every session to download feedback and celebrate progress with me. Jos himself being a former racer and keen, fast rider, allows for these feedback sessions to make sense on a deeper level. 

The things I really liked about this bike was the plush suspension and comfortable riding position, or should I rather say “racing position”. The handlebars are perfectly perched for the job and I especially like the width of the bars for better leverage and handling. Something I can certainly get used to. 

I also like the manic, yet predictable way in which the power is delivered. The Diablo Supercorsa tyres on the test machine complemented, rather than hampered the machine’s performance. Good rubber can be a game-changer on brutes like this. 

Then there are the brakes. In my personal style of track riding, I seldom use the rear brakes, so not much to report on there. But the front brakes are as good as it gets. The lever travel before brake engagement is minimal, just the way I like it. The bite is instantaneous and the brakes can be bled off with great precision. The race ABS never once interfered, just as it should be in an environment like this.

And then there is the way this bike makes you feel. I will almost always put feeling before function in my personal life. I live with passion and energy, rather than to organize my life into calculated compartments of boredom. I love to be surprised ever so often. This bike evokes the same passion in me as Scarlet did in the opening paragraphs. Riding this bike made me stand twice as tall with a very acute sense of awareness. She is an object of passion and will make no excuse to the contrary.

In closing, I cannot help but think about my encounters with Scarlet. I may never see her again, but that’s okay. Etched into my mind is episodes so vivid, containing sights, sounds and smells of a life lived so well, so carefully wreckless that I am left with the afterglow every single time I think of our encounters on those mystical days in a place so private that none shall ever tread there…

Oh, and did I mention that Scarlet is just a figment of my imagination, a place to hide my deepest feelings and life-altering moments. The day spent on this fine Italian beauty will find a place next to the fictitious Scarlet, in a much more real sense of being, as this time I was there in soul, spirit, mind, and body…

Photos by Bjorn Moreira / ZA Bikers.

At 116 years old, Harley-Davidson has a rich and storied legacy. Building a motorcycle back in 1903 automatically qualified you as a pioneer—and since then the company has survived the great depression, fielded motorcycles in both great wars, and dominated flat track racing before it was cool.

But these days they’re known for one thing: building thundering V-twin cruisers and tourers. So when they revealed the electric LiveWire prototype a few years ago, it caught more than a few people off guard. Harley-Davidson’s core customers griped that an electric Harley isn’t a ‘real’ Harley, and everyone else wondered why a cruiser brand was dipping its toes in the electric market.

Now the hotly anticipated LiveWire is finally here, and it’s set to shatter a whole lot of perceptions. Instead of another petrol-fueled cruiser, the Motor Company has built a battery-powered sports naked that looks like nothing else in their lineup.

But does it hit the mark? Will it attract new, younger riders to the brand?

After almost thirty hours of travel, I touched down in Portland, Oregon to find out. After all, what better place to test an electric Harley-Davidson, than a city whose unofficial slogan is ‘Keep Portland Weird?’

At a glance, there’s not much to tie the LiveWire to the rest of Harley’s portfolio. The tank and tail faintly recall the lines of the brand’s legendary XR750 flat tracker—and it says ‘Harley-Davidson’ on the side—but that’s about it.

Instead of a signature H-D V-twin motor, the central space is dominated by the LiveWire’s Lithium-ion battery and electric power plant. The battery’s a stressed member of the chassis, and is wrapped in two separate frame members. The frame design is completely modular; both the steering head and the subframe bolt onto the main section.

H-D wanted to draw focus to their new ‘Revelation’ motor, so it’s painted silver to stand out from the rest of the design. Situated under the battery, it drives power to the back wheel first via a spiral bevel gear, then a belt.

The rest of the numbers look like this: 105 hp and 116 Nm at any RPM, 0-60 mph in 3 seconds, 60-80 mph in 1.9 seconds, and a top speed of 110 mph (that’s 177 km/h). Battery capacity sits at 15.5 kWh, with a quoted range of 235 km (city riding) or 152 km (combined stop-and-go and highway riding).

There are two ways to charge the LiveWire: regular ‘level 1’ charging via the supplied cable (it’s stored under the seat and plugs into a regular wall outlet), or via a DC fast charger (at participating H-D dealers). Current charge time estimates are 12.5 hours for level 1, and one hour for DC fast charging, but those numbers are yet to be verified.

The battery and motor aren’t light though, and make up roughly seventy percent of the LiveWire’s 249 kg curb weight. H-D have tried to offset this as much as possible by using lightweight materials, like aluminium for the frame and plastic for the fake tank and headlight nacelle.

Overall, the LiveWire’s build quality is surprisingly stellar. Everything’s really well packaged and feels solid to the touch. It’s a neat layout too—all the important electronic bits are stacked under the ‘tank,’ with a dummy fuel cap that pops up to reveal the bike’s twin charge ports.

There’s LED lighting all around, and all three paint options (yellow, orange and black) look great in the light of day.

The LiveWire cuts a sharp line too, with a stance that’s far closer to a sports standard than a cruiser. And it has the ergonomics to match, with a set of slightly up-and-back-swept bars, a seat that tucks you in and rear-set pegs putting you right where you want to be for spirited riding.

There are a couple of things that feel a bit off though—like some wobbly seams where the rider and passenger seats meet. I’m also not a fan of the upholstered bit below the tank; it’s there to give your knees something to grip, but it reminds me too much of the leather ‘tank bikinis’ you see on far too many hogs.

And then there’s the mirrors, grips, and switches. They’re the same units that Harley-Davidson use on every single bike they make—and while they’re not bad, I’m not sure how I feel about having the same parts on a premium machine that you’d find on a Sportster.

The LiveWire’s TFT dash is a slick feature though, and is packed with a ton of functionality. At a glance, it shows you your current speed and battery charge, front and centre. But flick the joystick on the handlebar, and you can toggle ‘widgets’ that pop up on the left and right side. They’ll show you everything from your trip metre to more advanced readouts like temperatures and live battery usage.

It’s a well thought out piece of kit, and it’s a touchscreen too—which makes it easy to navigate some of the deeper menus and settings. You can adjust the TFT display’s brightness too, but despite this, it is a compact unit, and some of the info feels a little crammed in.

H-D have taken the tech beyond just the display though. They’ve also built a smartphone app with a bunch of integrated features. Unfortunately, the bikes at the launch were pre-production units, so we had to reply on a demo to run through the system’s functionality.

It looks promising though; the app can show you the bike’s vitals, where the nearest charging stations are, and warn you when someone’s messing with your bike. Navigation and music are integrated too, and all link your phone with the display and your Bluetooth helmet system.

Beyond the digital stuff, the LiveWire’s kitted with some impressive hard goods too. It’s running fully adjustable Showa suspension at both ends,

high-end Brembo brakes with twin 300 mm front discs, and 17” Michelin Scorcher Sport tyres.

To put all that to the test, Harley-Davidson mapped out a route that would take us through downtown Portland, and out into the Pacific Northwest’s twisty hills.

But first, I had to wrap my head around a completely foreign start sequence. Once I’d lifted the side stand and hit the kill switch, I held down the start button and watched the display’s LED strips turn from yellow to green. Without as much as a whisper, the bike was ready to ride.

I did feel a faint mechanical vibration from the motor though. H-D added a haptic feedback system to let the rider know the bike is awake. (Haptic feedback is what makes your iPhone’s home button feel like it’s being pressed, even though it’s not an actual button.) It’s a very faint effect that I feel needs more refinement, but kudos to Harley for thinking of it.

I also had to wrap my head around the LiveWire’s throttle response. It’s smooth and predictable—but with no clutch or gears, it takes some getting used to. As with all electrical bikes, all the power is available all of the time, so whacking the throttle wide open will launch the bike forward in the most satisfying way.

Shutting the throttle engages the LiveWire’s regenerative braking system. That’s where the motor regenerates energy instead of using it, creating an effect that feels like engine braking.

There’s also a full electronic rider aid package too. Cornering ABS, rear wheel lift mitigation, switchable traction control and a rear wheel anti-slip system (to stop it locking up under regenerative braking) are all standard. It also comes with seven ride modes—Sport, Road, Rain, Range, and three programmable user modes. Each mode has its own level of power, regenerative braking, throttle response, and traction control.

‘Road’ mode is the most usable option for day-to-day riding, and ‘Range’ mode maxes out the regenerative braking to stretch the range as much as possible. ‘Sport’ mode is clearly the most fun, but it does make the throttle a little grabbier on both acceleration and deceleration.

H-D are marketing the LiveWire mainly as an urban bike, and it does excel in the city. Lane splitting is illegal in Oregon, and that meant getting stuck in traffic. But with no clutch, gears or engine heat, it wasn’t all that bad. It is a heavy bike to tip-toe from robot to robot with, but once you’re rolling the weight’s hardly noticeable.

Outside of the city, the LiveWire makes for one helluva twisty tamer. There’s plenty of leverage from the bars to manhandle all 249 kg in and out of corners, and the Showa suspension and Michelin tyres do a top job of holding a line (and absorbing unexpected bumps).

With no clutch or gearbox, I never had to worry about what gear I was in, or where I was in the rev range, going in and out of corners. The Brembo brakes have great feel too, so in no time I settled into a rhythm of balancing the brakes and regenerative braking to brake deep into corners, then rolling on the throttle to launch out the other side.

Its weight stops the LiveWire from being truly nimble, but it’s surprisingly agile, and will hold its own against most sports nakeds. And when you combine its planted nature, the on-and-off feel of the throttle and the whirr from the motor, it feels a lot like real life Scalectrix.

Beyond the obvious fact that the LiveWire is an electric motorcycle from a major manufacturer, it’s also a Harley-Davidson that goes and handles, unlike any other Harley-Davidson.

But there’s a catch—it’s expensive. We’ll only be getting it in South Africa late next year (and so pricing hasn’t been confirmed yet), but it’s about to hit dealers in the US at $ 29,799. For reference, that’s $ 8,210 more than a Road Glide, and $ 1,710 more than the range-topping Ultra Limited.

Range might be another issue, but only if you plan to cover great distances in a single shot. If you live in the city, have a medium length commute and don’t go too far on weekends, keeping the LiveWire topped up shouldn’t be a problem.

Right now, the Motor Co. is facing the same challenge as everyone else: trying to reach younger customers in an industry that’s facing decline. Whether enough riders are willing to shell out for the premium-priced LiveWire remains to be seen, but even if Harley only sell a handful of them, it’s still a win.

That’s because the LiveWire is a halo product for them—a top model that shows what they’re capable of. Harley-Davidson have proven that they can play in the new technology space, by building a modern motorcycle with an alternate drivetrain, that looks killer and performs even better.

There’s a larger range of electric bikes already on the cards, and there’s a whole new run of petrol-powered Harleys coming too. And if H-D develops those bikes with the same zeal they did the LiveWire, they’re going to keep smashing perceptions.

Images by H-D and Alessio Barbanti