Check out our highlights video from the 2019 South Coast Bike Fest in Margate, KwaZulu-Natal. #SCBF19
Riding the New Indian FTR 1200
For a brand that only relaunched five years ago, Indian Motorcycle is making some bold moves. The Scout FTR750 racebike has cleaned up in the flat track scene in the US, and Indian has now released a matching flat tracker for the street: the hotly anticipated FTR 1200.
When the FTR1200 Custom concept broke cover 18 months ago, everyone with a pulse and a love for two wheels went all giddy. And even though the production-ready FTR 1200 has been watered down by practical and regulatory considerations, it’s every bit as appealing.
It’s as if Indian have taken the classic ‘win on Sunday, sell on Monday’ approach—but that’s only half the story. The motorcycle industry is morphing, and Indian are looking to attract younger, hipper riders; riders that want a slice of Americana, but have no interest in cruisers or baggers. (And yes, they’re obviously riding the wave of flat track racing‘s popularity, too.)
It’s also no secret that the American cruiser market is struggling. But Indian has seen significant growth in Europe—so the FTR 1200 is a bid to appeal to a wider audience, and pitched directly at European motorcycles.
Does it succeed? Does the FTR 1200 look half as good in real life as it does in photos? And does it go as good as it looks? I headed to LA for a day of Californian canyon carving to find out.
Even when parked up, there’s a lot to like about the FTR 1200. It’s closer to a full-on flat tracker than any other production bike out there. Indian very wisely parked it next to their FTR750 racer at the launch, and the shared DNA is unmistakable.
The FTR comes in three flavors: The R 209 900 base model, the S version at R 229 900, and the S ‘Race Replica’ at R 259 900. The S is the benchmark and comes in two colors; the base model sacrifices a number of features and comes in plain black, while the Race Replica adds Akrapovič cans, race replica paint and a red frame.
All three share the same chassis, and the same liquid-cooled, 1,203 cc 60-degree V-twin motor. Numbers are respectable; 123 hp at 8,250 rpm, and 120 Nm of torque at 5,900 rpm. Power is handled by a slip assist clutch, a six-speed transmission and chain drive.
The S models also get a TFT touchscreen display, traction control and three switchable riding modes: rain, standard and sport. And they have additional rider aids like stability and wheelie control. The base model has an analog clock, no traction control, and no riding modes. Its fueling is equivalent to ‘standard’ mode on the S bikes.
All three models share the same Sachs suspension; 43 mm inverted forks and a mono-shock, with 150 mm of travel front and back. Both ends are fully adjustable for preload, rebound and compression on the S models, but on the base model, you only get preload and rebound adjustment at the back. Nothing up front.
The ten-spoke alloy wheels are a perfect compromise between flat track style and day-to-day practicality: a 19” up front, with an 18” out back. (The 18” rear offers a wider tire selection than a 19” would.) They’re wrapped in Dunlop DT3Rs—road-ready versions of Dunlop’s popular DT3 dirt track tires, developed in collaboration with Indian for the FTR. Rounding out the impressive parts spec are Brembo brakes, with twin 320 mm discs up front. ABS is standard on all models, but on the S it utilizes a six-axis IMU, and is switchable.
Everything’s packaged in a steel trellis frame, with an aluminium subframe. And it’s one helluva clean package too. From the cable routing on the handlebars to a distinct lack of visible plugs and gadgets on either side of the motor, Indian’s design team went to great lengths to keep things as tidy as possible.
It’s quite a compact design too. The airbox sits right on top of the throttle bodies to improve airflow, with the 13-litre fuel tank dipping down under the seat. So the faux tank you see up top is really just a set of plastic covers, with a shape that mimics the FTR750’s tank flawlessly.
The FTR 1200 has a premium feel, right down to the paint. The base model’s black is a straight-up gloss black, but the two S paint jobs have a deep flake that’s just stunning when the sun hits it. And the Race Replica is a dead ringer for the race bike, with a multi-coloured flake in the black paint that’s downright hypnotic.
The FTR 1200 does stray a little from the look of the FTR1200 Custom prototype. But according to the Indian product team at the launch, this was unavoidable. That concept had a 3,8-litre fuel tank, no airbox, an uncomfortable seat, and a high exhaust that ran hot—making it impossible to homologate and sell.
Still, there’s a lot to love on the FTR 1200. The LED lights at both ends look great, especially the taillight, which even has a subtle Indian script logo in it. I don’t even hate the chunky dual exhausts—though I will say that the Akrapovič option looks miles better, and the catalytic convertor lurking under the bike is an eyesore.
But it’s only when you swing a leg over the FTR 1200 that you realize just how much thought went into its development. Indian has absolutely nailed the ergonomics. It starts with the beefy ProTaper handlebars: they have a flat track feel to them, but the measurements are more suited to street riding.
The foot pegs are ever so slightly back from mid, and titled a touch forward. Combined with the seat height and bar position, it makes for a rider triangle that hits the sweet spot between comfort and control. Oh, and the seat is remarkably cushy too—even for a full day of riding.
The cockpit area is a letdown though. The TFT display on the S models is hit and miss—it packs a lot of information into an easy-to-read package, but the display itself is a lot smaller than the physical enclosure, and the graphics aren’t particularly great.
On the positive side, the touchscreen works great, and the unit has a lot of functionality—like the ability to interface with your phone and Bluetooth comms. But it’s also tricky to navigate.
There are three buttons on the switchgear, and three buttons on the display itself—some of which do the same thing. Switching modes means hitting one button to flick the display to the next screen, then either using the touchscreen or the joystick (which is on the other side of the bars) to pick your mode. (Oh, and you can’t switch traction control and ABS off independently.)
To be honest, I far prefer the analog clock on the basic FTR. Plus, the actual handlebar switches are incredibly dinky too, and the grips look and feel cheap. Which is a downer when compared the level of finish everywhere else on the FTR.
Can you look past these niggles when you’re out on the road? Absolutely. Indian took us on a route that lead out of Santa Monica along the Pacific Coast Highway, and into the twisty hills above Malibu for some spirited canyon riding.
I spent most of my time on the S model, and it was bags of fun in the twisties—as soon as I got used to a couple of things. I applaud Indian for being brave enough to put street-legal flat track tires on the FTR, but it took me half of the day’s riding to get along with them.
I’m not sure if they just suck when they’re cold, or if I’m just not used to the way they behave, but there’s little to no feedback from the Dunlops. By lunchtime I’d figured them out, and realised I could push them a lot harder than I thought—and from a style perspective, they’re perfect.
The 19F/18R wheel combo is not as sharp as a set of 17s would be, but that’s not necessarily a bad thing. It just makes for a different ride characteristic. Its compactness also belies how heavy it is. At 222 kg dry the FTR 1200 is several kilos heavier than the BMW R nineT, which is 208 dry and 220 full fueled. It’s a lot heftier than it looks.
To put this into perspective with other roadsters with sporting pretensions, the Ducati Monster 1200 is a mere 185 kilos dry, and the Triumph Speed Twin is 196 kg. Luckily the FTR 1200 carries its weight well, with the low fuel tank helping to centralize mass. But it does mean that you need to manhandle it—rather than simply flick it—through corners.
The spot-on ergonomics help muscle it from turn to turn, and once you’re pitched over, it holds its line like it’s on rails. With the right kind of riding style, and plenty of body English, the FTR’s capable of setting a fast pace.
Thanks to solid suspension and brakes, it doesn’t get bent out of shape too easily either. Those Brembos are sharp and predictable, and the suspension felt dialed out of the box, even on shoddier road surfaces. (With extra room for adjustment, expert riders should be able to fine-tune it to perfection too).
Twisting the throttle will remind you that you’re riding a chunky American V-twin. There’s a lot of torque, but the throttle’s snatchy—even more so when you switch it into ‘sport’ mode. The FTR 1200 gets enough power down to keep you entertained, but current emissions controls have it sounding a little bunged up (even with the optional Akrapovič units).
The slipper clutch is feather light, and shifts from the six-speed box are rock solid. I’ve been riding a lot of bikes with quick-shift systems lately, and immediately missed it on the FTR—but Indian’s people assured me it’s on their radar.
All in all, the FTR 1200 will give as much back as you’re willing to put in. Whack the throttle, trust the tires and throw your weight into it, and it’ll respond. Even the base model FTR is a hoot to ride, and might just be the ticket for riders that want a simpler bike, and don’t need to fuss with suspension settings.
The FTR’s biggest win though, is what it signals for Indian. It’s a far cry from a cruiser or a bagger, but doesn’t sacrifice one iota of the brand’s heritage. Think of it as American muscle, with a European twist.
As for customisation, Indian have launched four accessory packs alongside the FTR 1200. But in my opinion, they add too much fluff to what is essentially a super-clean bike, as OEM offerings go. I reckon customers are more likely to pick and choose individual pieces (like the carbon fibre body panels in the ‘Sport’ kit).
I asked Indian’s VP of Industrial Design, Greg Brew, how much room for pukka custom work there is, and he reckons there’s a lot. He has a point too—at the end of the day, the FTR has good bones, and in the right hands we could see some exciting builds come out of the woodwork.
He also mentioned that they’d been playing with a few configurations in-house, but wouldn’t get into specifics. What’s clear though, is that the FTR hints at a whole new platform for Indian, rather than just a one-off.
It’s also carving out its own niche. Its closest competitors in capacity and price are the BMW R nineT, Triumph Speed Triple or Ducati Monster, but none of those are quite the same bike. And Harley-Davidson’s product line is woefully missing anything that could compete.
And that’s really the FTR 1200’s biggest selling point. There’s nothing else like it.
For more information visit: www.indianmotorcycle.co.za
How to Beat Winter Boredom, Milwaukee Style
Even when I’m not riding them, motorcycles take me to some incredible places. Earlier this year, they took me to Milwaukee, the homeland of Harley-Davidson, in the middle of a snowy Midwestern winter.
It seems like a silly time of year for a motorcycle-related trip. After all, Wisconsin’s winter weather is a lot different to South Africa’s. Here, we ride year-round—there, they only have a handful of riding months each year, and February isn’t one of them. So locals find other ways to keep their two-wheeled stoke high.
To find out exactly how, Harley-Davidson flew me all the way out to Milwaukee for a week’s worth of moto-related activities—none of which involved actually riding a bike. After too many hours in the air, and armed with the K-Way down jacket I’d bought with the express purpose of not freezing to death, I finally touched down in Brewtown.
Here’s what I learnt about feeding your motorcycle obsession, when it’s too cold to ride…
Build a custom motorcycle
Winter time is wrenching time. For some people, that means maintenance and repairs—but on this particular trip, it meant customisation. Harley-Davidson had invited me to join one of the teams on their ‘Brewtown Throwdown’ custom bike build-off—a friendly competition between two teams, each customising a brand new Street Bob.
My team included everything from an X-Games gold medalist, to an ex-American Ninja Warrior contestant with a neuroscience degree. Our base of operations was the Milwaukee Harley-Davidson dealership, with a couple of their top techs guiding us through the build.
We had a couple of weeks to plan the project (thank goodness for Skype, Photoshop and Google Drive), and for the Milwaukee H-D guys to tackle any fabrication and paint. But the final tear down and build had to happen over two and a half days; the bike had to be ready to go on show at Flat Out Friday and Mama Tried, that weekend.
With the Street Bob’s hardtail-looking frame and stripped down styling, we decided to go for a style that you don’t often see on modern Harleys: a throwback to the 1946 Harley-Davidson WR flat track racer.
Time was limited, so we scoured our favourite parts catalogs for rad things that we could bolt on quickly. That included a set of Speed Merchant mid-mount foot controls, and Thrashin’ Supply Co. pegs, shifter and brake numbs, and handlebars. We also installed a chain conversion kit, and a skinny 19” rear wheel for a period-correct vibe, with Dunlop dirt track rubber.
From the H-D catalog, we picked out a solo seat kit, which we had re-upholstered in a classy triple diamond stitch with gold thread. Other Harley bits included a set of bronze engine dress-up parts from the ‘Dominion’ collection, and the brushed metal forks from a Low Rider. We also added a custom-built shock with a 1” lift, and Vance & Hines race pipe, with their Fuelpak fuel management system to tune the bike.
The bike was painted in a deep red with gold scallops, and some hand-lettering on top of the tank that we had done on the day. A minimal air cleaner sporting the only H-D branding on the bike, and a pair of number boards, finished things off. (Bill Davidson himself even popped in to say hello during the build, and helped us figure out where to mount the rear plate.)
We managed to button the Street Bob up a day early—so we came in on the last day just to ride around the frigid parking lot and take photos. Then we left the Milwaukee H-D guys to load it up, and headed off to our next engagement.
Visit the Harley-Davidson museum
With a couple of hours to kill after the bike build wrapped up, a group of us headed out for another moto-fix: the Harley-Davidson museum. After all, if it’s too cold to ride, you might as well spend a couple of hours soaking up some motorcycle history.
It was my second visit to the Harley museum, so I skipped the tour (which is well worth it, by the way) and wandered around alone. You don’t have to be a fan of the brand to appreciate its 116 year history—all of which is on full display. My favourite exhibition? The tank wall: a stretched out display with half-shell ‘tanks’ painted in Harley’s most iconic liveries.
Watch indoor flat track racing
Later that night, we headed over to a massive indoor arena for Flat Out Friday—an indoor flat track racing event. Flat tracking in itself is exciting enough to watch, but indoor flat tracking ups the ante. Before the evening’s heats begin, the oval track is sprayed down with Dr Pepper syrup. As the night progresses and more rubber hits the track, it gets super tacky—and the racing gets super fast.
Racers battle it out in everything from pro to hooligan classes, with kiddies races, boonie bikes and the ‘Inappropriate Class’ all getting their turns in between. The racing is competitive, quick and chaotic. It’s also noisy, and the mix of petrol fumes, burnt rubber and Dr Pepper syrup is intoxicating (quite literally).
The highlight of the evening? Watching the Harley engineer that helped on our custom build race his Road Glide around the track. He was dressed as a farmer, the bike was done up like an egg, and, despite strict instructions not to, he signed off the evening with a massive burnout.
Attend the Mama Tried show
Cold outside? Beat the chills by huddling inside a historic building, with questionable décor, a whole bunch of custom motorcycles and far too many people. That, in a nutshell, is the annual Mama Tried custom bike show.
Custom builders from around the USA (and some from abroad) brave the icy temps to load their bikes into the Eagles Club Ballroom—a concert venue and Milwaukee landmark. There, they’re put on display alongside a multitude of apparel and parts vendors, with enough beer to keep the scores of visitors happy.
It’s a mixed bag of styles; I saw choppers, bobbers, vintage dirt bikes, cafe racers, flat trackers and more than a few undefinable machines. Scott ‘T-Bone’ Jones from Noise Cycles brought along his brand new Harley-Davidson Street Rod 750 flat track race bike (that he’d just raced at Flat Out Friday), complete with its Husqvarna plastics (yes, really). And Dan Riley had driven over from Minneapolis with two bikes in his truck: his own R nineT custom, and the ‘R18’ build from Custom Works Zon in Japan, packing a prototype BMW motor.
There was also a stunning bobber from Harley design head, Brad Richards, a Ducati single with a prototype Moto 3 frame from Analog Motorcycles, a Penton from Chi-Jers Vintage Bike Works, and a miniature Honda cafe racer from Utopeia Design. It’s one of the most eclectic shows on the custom circuit, and well worth attending.
Make friends, eat and drink
With the draw of Flat Out Friday and Mama Tried, Milwaukee gets busy around this weekend each year. It’s a great excuse to catch up with old friends and make new ones—and I did plenty of both. So much so, that leaving was a bit of a bummer.
There’s also a lot of eating to be done. This is, after all, the Midwest—where everyone seems to want to feed you. From Mama Tried pre-parties at the legendary Fuel Cafe, to Bike Night at the H-D Museum’s restaurant, I was stuffed by the end of the week. We also stuffed our faces with burgers and frozen custard at Kopp’s and steaks at Five O’Clock Steakhouse.
I celebrated my birthday during the event, with a couple of good mates treating me to pizzas at the Milwaukee Public Market, and beers at a classic Milwaukee dive bar, where the DJ was furiously spinning only the best 90s tunes.
In between the festivities, Harley-Davidson put me up at the Journeyman—a cracking hotel in the middle of Milwaukee’s historic third ward. It’s an old industrial area that’s been gentrified, and it’s probably one of Milwaukee’s prettiest districts. Add a constant flow of gently falling snow, et voila; winter wonderland.
Everyone keeps telling me Milwaukee is even better in the summer. But man, I’ve been there twice in winter now, and I’d do it again in a heartbeat.
Metzeler Cruisetec Tyre Testing in Sicily Promises more performance for Cruiser Riders
When one thinks of Sicily, one thinks of bubbling volcano’s, rugged cliffs, fabulous food, the Mafia and even the Godfather comes to mind, so when I was invited to participate in the product testing of the new Metzeler Cruisetec Tyre, I was delighted to say the least!
I flew into Catania – an ancient port city on Sicily’s east coast, at the foot of Mount Etna, an active volcano. I transferred to our meeting point – the Zash Country Boutique Hotel – where historical fragments meet contemporary taste. Born from the restoration of an old winery, that has been converted into an elegant manor house wrapped by vineyards and mandarin trees and is characterized by flagstones of lava stone and vaults.
I hooked up with some very entertaining ‘non-smiling’ Russians including the Russian Metzeler guy Sergey and we became ‘brothers in arms’. We were a small group of Polish & Swedish journo’s, a Harley-Davidson Dealer from the Czech Republic, and the amazing Mezeler Team from both Milan and the Testing Centre in Sicily.
Metzeler’s Silvio Frare, head of the company’s motorcycle business unit, introduced us to the new Cruistec tyre which is specifically designed for the cruiser market. It delivers improved handling on both older and modern bikes, giving superb comfort, great grip and is perfect for wet weather riding. It is designed for improved cornering, braking, and stability all due to an all-new tread pattern. Whilst a standard V-twin Tyre has low-curvature contours, Metzeler extended the center of the tyre and narrowed the sides in order to give it a bigger footprint at mid-to-full lean. New compounds and tread patterns are pretty much standard fare for new tyres.
Then we met Salvatore Pennisi – the Head of Testing for Metzeler, he is a dynamic Italian that has tested motorcycles for more than 40 years. He helped BMW Motorrad develop its first ABS, and assisted Massimo Tamburini with the Ducati 916 when developing the bike that changed sportbike history.
He shared his passion for the product and the reason why they launched the Cruistec Tyre to offer cruiser riders the opportunity to experience high performance, stability, comfort and safety and also to meet the needs of younger riders and custom bike enthusiasts.
Our evening at Zash was an indulgence of local food and wine, good conversation, great wine and fun chats. The Chef beautifully prepared dishes that highlight the region’s specialities and excellent fresh produce. The dining room is situated in the old mansion, its designer-style decor is modern and functional. Bikes, Wine, Good company and food – My ideal evening!
Early morning with a touch of drizzle and armed with our rainsuits, we headed to the very impressive Metzeler Testing Station in Giarre for a planned riding route up to the top of Mount Etna, testing this new Cruistec tyre on a variety of new Harley-Davidson and Indian Motorcycles.
Southern Sicily is known for its great biking roads. The scenery is beautiful and the road is like a race track – nice, smooth, grippy tarmac. A perfect combination of straight tracks, tight corners, lots of hairpin bends – hair raising when you are used to riding on the OTHER side of the road! Shew!
I have been riding Harley-Davidson motorcycles for 25 years which means we started riding without ABS brakes, good tyres and even safety gear! It was the mandatory pisspot helmet, cut off gloves, cut off sleeves and a on whim and sometimes a prayer we would hit the road! Thankfully we have gotten a touch wiser as we have gotten a tad older, so safety features and safety gear have now become a priority, so I really was looking forward to this day.
The first thing that I noticed when I jumped onto my first ride; the Harley-Davidson Softail Slim, was how safe I felt on the bike – It was like I was constantly glued to the road! The grip, the handling on the corners and the stability was unbelievable! I felt incredibly confident despite the fact that I was riding in a strange country. I’ll tell you something else – the braking was different level!
We swapped out bikes a couple of times and I rode the Indian Scout, the Harley Softail Heritage and finally ended up on the Road-King. Each ride gave me the same feeling of confidence and safety: from braking, steering, tight corners, straight roads – even slippery roads in the villages we rode through. Tyres remained stable and tractable, allowing me to keep a steady line. The same can be said for cornering grip and stability – the performance never waned. All in all it was a very comforting feeling.
Metzeler attributes the increased braking performance to the diverging grooves that extend to the edge of the tyre. The center section’s grooves cross, which Metzeler says also assists in braking duties. Trust me – I’m no tyre tech, quite the contrary in fact – but even I felt that the Cruisetec Tyres had a real connection to the asphalt.
To increase the adrenalin status – it started to rain! We were able to test our riding skills on the Cruistec Tyres in the rain – no problem! Having the latest specifically designed cruiser tyre makes such a difference to your riding ability in adverse weather conditions. My confidence overflowed as the Road King remained steady in the corners and stopped smoothly! The secret to the stable handling is the performance-oriented high-curvature contour of these tyres.
By lunchtime, it was raining heavily and the visibility was bad! We were unable to complete our route up to Mt Etna so we detoured through the twisties to the city of Catania. The security of the Cruistec Tyres allowed me to focus on my riding skills, something you absolutely must do when riding in the rain – on the wrong side of the road! We stopped for a much needed coffee break at Harley-Davidson Catania and were very warmly welcomed by Italian legends Gaetano and Ignazio. Thanks guys!
Our day ended with a swift ride back to the Metzeler Testing Station through the traffic and a tour of the outstanding facility!
Traditional Cruiser Tyres are designed for maximum life and mileage. Performance Cruiser Tyres though, need to be able to handle deep leans and hard control inputs, often at the same time. A tyre that’s made to go a long way in a straight line, though, will break down—sometimes suddenly—under that kind of pressure. Metzeler says its Cruisetec tyre will maintain its character in high-stress conditions, allowing performance cruisers to confidently ride their bikes the way they’re intended.
With the advanced braking technology that is now available on most bikes, the contact point between the brakes and the tar road is the ability of the tyre – you can have the best brakes in the world – if you don’t have a decent tyre you don’t have the best of anything! Where the rubber meets the road isn’t optimized, all suspension and electronic enhancements like ABS are ultimately worthless.
Benefits for the rider:
- Performance-cruising pleasure – performance-oriented profiles with higher curvature than tyres in the same segment offer a new level of handling and line taking and holding.
- The new tread pattern, innovative compound recipes and the dual-compound rear guarantee immediate response and higher grip, giving confidence, even in wet conditions.
- The dual-compound rear layout – which adapts technologies from the sport-touring world to the requirements of higher torque, weight and segment durability – ensures grip without sacrificing the durability of standard tyres.
- Smooth and effortless riding – The conformability of the profiles, thanks to the reduced thickness of the carcass, improves the precision and line holding, to give a neutral, effortless steering and comfortable feel, whilst riding leisurely, plus precision when pushing harder.
- Enhanced confidence and safety – thanks to compounds with high Silica percentage coupled with a conformable carcass, Cruisetec delivers the best wet behaviour in this segment, and is capable of effectively working with all generations of electronic rider aids.
Cruiser motorcycles can now express their full potential in terms of agility, grip limit, stability, comfort, stopping distances and cornering speed – thanks to an exceptional combination of technological features, many of which are revolutionary for tyres in this segment, riders can make the most out of their bikes in terms of performance, tyre durability and riding pleasure!
What makes the Cruisetec’s so ideal for hard cruising? In addition to the high curvature profile, Metzeler borrowed materials from its sport-touring tyres in the Cruisetec’s construction. The front uses a softer, more plasticized compound, while the rear gets a dual compound that’s softer and more pliable on the outside but harder around the middle for more consistent wear. The sidewall softness is what brings the sporty feel and improved handling to big V-twin cruisers generally not accustomed to aggressive riding. The rear tread pattern also has a slicker center strip that replaces some of the straight-line stability lost to the slightly smaller contact patch. Outward bridges on the tread pattern do more than displace water; they encourage even wear, resulting in more consistent performance as the tyre ages and its tread fades.
Their tagline ‘Performance Perfected’ defines this tyre 100% and I will certainly invest in a pair of these amazing tyres! This is the ultimate V-Twin tyre to perfect the performance of the motorcycles of yesterday, today and tomorrow – particularly the new breed of performance cruisers and custom bikes! Personally I think this is going to be a trendsetter for the cruiser market going forward! Indeed!
Thank you to Wayne Doran and the Metzeler Team for this amazing opportunity!
Metzeler Cruistec Tyres will be available in South Africa in June 2019 – for more information visit: www.metzelertyres.co.za
The Nottingham Road Hotel, KwaZulu-Natal
We received an email recently from “The Nottingham Road Hotel” (Notties Hotel), which is situated in the Midlands region of KwaZulu-Natal and is approximately halfway between Gauteng and Margate. They have an exclusive accommodation special for bikers who are joining the 2019 South Coast Bike Fest in Margate (26th – 28th April 2019) and are looking to overnight stop on their journey to and from Gauteng. We thought we should share this information with you, as both the establishment and offer looks really decent.
The Notties hotel has a rich and interesting history which can be gleaned from visiting their excellent website. The following is a brief summary:
“The popular Notties Hotel, which is located in the village of ‘Nottingham Road’ on the R101 (south of Mooi River on the N3), celebrated its centenary anniversary a few years ago and is one of the most popular hotels in the ‘Midlands’ region. It was originally built in the mid 1880’s as a Railway hotel and was located close to the station at the tiny Nottingham Road settlement. The hotel soon became the centre of social activity for the area, which became increasingly popular as a holiday destination, with its fresh, cool air and lovely countryside.
The first white settlers in the Midlands were the Voortrekkers, but they began leaving the area when Britain annexed the Boer Republic of Natalia in 1843. The first British settlers in Nottingham Road were members of the King/Ellis family. They arrived in Natal in 1849, attracted by the Byrne Immigration Scheme, one of many schemes that tried to lure settlers to the largely uninhabited interior of KZN. Each adult male paid ten pounds, which covered the cost of the sea voyage from England to Durban and gave every man twenty acres of land. They were conned, of course and many found their allotments were infertile and totally unsuitable for farming, leaving them the choice of returning home to England or purchasing better land for themselves.
Today, Nottingham Road is considered the hub of the KZN Midlands. The hotel, the village, its farmers’ hall, the shops of The Junction and the residential success story of Gowrie Village, Gowrie Farm and the superb Gowrie Golf Course, create a cohesive centre that draws people to the area. The Midlands Meander as well as upmarket spas, such as Fordoun and Brookdale, bring leisure travellers for both day-trips and longer stays. Adventure activities are also a draw card for the area, with good motorcycling and pedal cycling routes, equestrian events, fishing, shooting and high action past times such as the Karkloof Canopy Tours nearby.
Notties Hotel is the perfect landmark destination to break a trip between Johannesburg and Durban (especially for rugby and other sporting events) and is convenient for travellers intending to explore the mountain kingdom of Lesotho”.
Letter we received from Patricia Bester (Pixie) at Notties Hotel
“If you are joining the South Coast Bike Fest at the end of April, and are travelling down from Gauteng to Margate, we here at the Legendary Notties Hotel would love to have you stop over on your way to Margate and spend a night or two with us. We have an exclusive accommodation special for you, at R650.00/pp sharing rate (Bed and Breakfast) or R750.00/pp single rate (Bed and Breakfast)”.
For any queries please feel free to contact us on 0332666151 / 0826101286, or drop us an email at: [email protected].
We hope to see you then!
With many thanks and kindest regards,
Pixie”.
Patricia Bester
Front Office Manager
Nottingham Road Hotel
033 266 6151 | 082 610 1286
www.nottieshotel.co.za | [email protected]
Four crazy Germans and an African adventure…
So you want to do a hard core trip through South Africa, Botswana and Namibia. A trip that includes some hostile terrain with lots of sand, rocks and gravel thrown into the mix? Furthermore, you prefer to do this on light weight adventure bikes that offer a fuel range of up to 600 km? With no back up vehicle in sight? You certainly have our attention…
Usually, adventure bikes that offer this kind of range and serious luggage carrying capacity come with a few distinctive drawbacks, including huge size and weight. So what do you do? You do it the South African way, that’s how.
Firstly, you contact Thomas Eich, the brain child at Omega Fiberglass. Not only does this proudly South African company develop a delectable Rally Kit for the equally delectable Husqvarna 701 Enduro model, but Thomas is also a well travelled, battle hardened rider that has ventured into Southern Africa on more than one occasion.
This is exactly the acquaintance you hope for, when you are a German that has never been to South Africa. Four Germans, in fact. Three engineers and a building contractor that are bike riders to their core, having travelled Morocco, Romania and the Czech Republic together as a unit. Not a bad resume, I would argue!
For Bernd Buerner, Claus Kainzbauer, Reinhard Scherer and Juergen Soell, expeditions of this magnitude start out as crazy, far fetched ideas around a barbeque fire with some laughter and lots of german beer flowing. Don’t we as kindred spirits, know this kind of scenario all too well?
The sight of these ready prepared machines gracing the clinically neat showroom floor at Husqvarna West, Little Falls and one cannot help but picture yourself racing towards a typical South African sunset. Just you, your bike and the elements… and a few Germans in hot pursuit!
Francois Du Toit, passionate co-owner of this fine establishment, stands proud next to these specimens as we mingle with our European guests.
The Husqvarna 701 Rally Kit offers, among many other features, a pair of 7 litre, forward mounted fuel tanks in addition to the standard 13 litre tank, which is positioned under the seat towards the rear of the bike. This brings the collective fuel capacity up to a very useful 27 litres. This, in turn extends the range to well over 540 kilometers of blissful riding. Exactly what the doctor, or shall we say the Germans ordered…
Speaking of which, our German friends had quite an ordeal shipping their donor bikes to South Africa on Thomas’ good advice. The bikes were then fitted with these ready prepared kits and graphics by Racestar Graffix.
It is their first time to sunny South Africa and their trip is to include the solitude of the Makgadikgadi Pans in Botswana and the majesty of the Victoria Falls that bisects Zambia from Zimbabwe. They will then head west into the Caprivi strip, then down south into larger Namibia. All in all, a three week journey is on the cards. Perhaps they will stay a little longer, as Africa has a way of becoming part of your soul before you know…
We wish our merry friends all the best on their journey and pray that they will be rewarded with unforgettable sights and sounds that only Africa can offer.
Our German friends run a very entertaining and detailed blog, that is well worth the read, and you can keep updated on their travels along the way.
See the link here: www.701adv.blog
Triumph’s media launch of their new 1200 Twins
A group of journos gathered at a venue in the Hennops river valley for the official launch of Triumph’s much anticipated new 1200 Twins. The Scrambler, which we have already featured [because I bought one], and the Speed Twin, which is the naked Sports or Roadster variant in the line up. The programme kicked off with Bruce Allen, Triumph SA’s bossman, giving us a progress report on the state of Triumph SA. It is just on a year since the birth of Triumph SA. The first four months were really preparatory, so we are talking about 8 odd months of trading.
Bruce reminded us that the motorcycle market in SA [and globally] has been in steady decline for a number of years. The large motorcycle sector, in which Triumph participates, has been particularly hard hit. We are essentially talking the 800cc plus sector. With hindsight, the new Triumph entity launched in a perfect negative economic storm! Brexit, Eskom, State capture, corruption revelations, impending elections and a tanking rand are just some of the factors that have resulted in a Tsunami of economic woes that have engulfed us over the last year. As things stand at the moment, the focus for Triumph is to deliver exceptional service and consolidate their position as a permanent player in the SA motorcycle scene. Expansion will take place as and when it is economically viable and justifiable.
Just on the Triumph horizon are the two TFC models, [Triumph Factory Custom] In the form of a pimped out Thruxton and new Rocket. There are also rumours of a Moto 2 inspired Daytona special edition that will be built in limited numbers, making it an instant collectors piece. Just a rumour you do understand, nudge, nudge, wink, wink. So there is plenty of excitement in store for us from Triumph, but let’s focus on the here and now. The arrival of the new 1200 Triumph Twins has been a game changer for Triumph SA, providing a welcome tailwind in our local market.
I have given you the lowdown on the Scrambler, but let me just add a tad about it’s off road ability. My first ride on the launch was on the Scrambler which I have spent some time on, but not yet on the dirt. The launch bikes were all set up with road suspension settings, so the first bit of washed out and rutted dirt had the bike feeling “hard”. The off road engine map worked well in this application, providing progressive power delivery and a limited amount of rear wheelspin. What was immediately apparent was how the Scrambler has a big dirt bike feel to it as opposed to a typical adventure bike feel. This can probably be attributed to the fact that the riding position is typically dirt bike and it is naked, giving an unimpeded view of the road ahead.
The second stretch of dirt we rode was way better suited to what makes the Scrambler special. Typical adventure bike standing up makes you aware of the pipes tucked away on the right hand side of the bike. Whilst they do not impede your ability to ride the bike, you are never the less aware of them. On the second piece of dirt it was open and fast with the odd irregularity from rain run off. This type of road is the Scramblers reason for being. Sit down, elbows out and attack the road. The firm suspension gives perfect feedback and the ample travel deals with any “lurkers” that you may encounter. The engine map that works best for me is the pro setting which switches everything off.
The motor is such a peach with such linear power delivery that dial a slide is order of the day! Short shift and it hooks up incredibly, even on road biased rubber. It finds traction in typical 270 degree crank fashion. Sit down, leg out and spin the sucker up. It is a blast. The suspension also made mincemeat of the bumpy roads around the dam and the bike is stable, even when pitched on it’s ear in the twisties. I think you get my drift. I really dig this thing!
After a scrumptious lunch we got back on the bikes. The Speed Twin is for me, the new “sleeper” in the Modern Classic range. The Thruxton has the Cafe Racer styling that says “speed”. The Speed is much more subtle. The clues are there in the quality rubber, the classy mag wheels, the twin Brembo callipers and flat bars with sweet, and effective, bar end mirrors. The stubby black exhaust cans hint at aggression, but in a low key way. Yay! It switches on and off with a dash mounted key! Simple.
Let the clutch out and lunge off the line and you are instantly aware that this beast has some mumbo! I noted that the preload adjustable rear shocks were on their softest setting. Given that this is a performance roadster I would have half expected the need to jack up the back a bit. All my 80 Kg weight did was to settle the bike nicely and it displayed perfect stability throughout the ride. It got me thinking that if suspension can be this competent without all the damping fiddles then keep it simple. All you then really need, if you regularly win pie eating contests, is to bump the back preload a notch or two.
The bike was both stable and supple, even over some really crappy surfaces. This translates into comfort too. The slightly more upright riding position is bang on. The Speed Twin is geared slightly shorter than the Scrambler, in keeping with it’s roadster mandate. It has usable power all of the time. Steering is perfectly neutral, with the bike turning in and holding it’s line perfectly. The general feel is that of a bike that is really well sorted and works with you at all times resulting in huge rider confidence. If you don’t do the dirt thing and like the purity of a classic roadster, but don’t want to compromise on function, then you will love this bike. The Brembo brakes are excellent.
It is not the purpose of this report to give you a review on either bike. For that we will need a more extended period in the saddle. We have managed that with the Scrambler and will try to do the same with the Speed in the near future. Suffice to say at this juncture that Triumph can be justifiably proud of these two bikes. They are guaranteed to keep smiles on the faces of anyone who slings a leg over them. They are not in competition but rather give riders a wider set of options with which to scratch their particular itch. Of late, Triumph seem to have a real talent for building relevant bikes that capture the nostalgia which is such a part of this iconic brand. Long may that continue.
Huge thanks to Bruce, Ashleigh and Paul from Triumph and Joe and Al from Bonafide Moto Co., as well as Andre from iRide for the really fun event. As for you dear reader, get your butt over to Triumph in Sandton and see what the hype is about. You owe it to yourself.
For more information visit: www.triumph-motorcycles.co.za
Riding the 2019 Aprilia RSV4 1100 Factory
With a pair of sexy MotoGP-like carbon winglets and the most powerful engine for a standard Superbike, the Aprilia RSV4 1100 Factory promises to be an absolute blast on a racetrack. ZA Bikers had the opportunity to go to the famous Mugello circuit in Italy, to find out more. Despite Aprilia not having a South African importer since the demise of Cayenne, we believe it is only a matter of time before a local entity snaps up this iconic brand.
I am on the exit of the “Biondetti 2” corner, I’m full throttle, hooking fourth and I look down at the digital speedo for just a nanosecond, to read a bit over 200 km/h, which is truly amazing on such a short piece of straight. Here comes the last corner of the famous Mugello racetrack. Called “Bucine”, it’s a long left-hander with, what seems, the option to ride different lines. I delay my braking point, enter the corner mid-track and get my apex as late as I can, turn and get back on the power. Here comes the fun all over again. Full throttle in second gear, I change to third as I’m now on the exit coloured rumble strips.
Third is good for 210 km/h. The RSV4 1100 Factory wants to wheelie as I go to fourth, but the AWC (Aprilia Wheelie Control) is set on 2 (of 3 positions) so it carries the front wheel just a couple of centimetres above the tar for a short time. No time to breath. Fourth gear pulls to 250 km/h. I gear up to fifth, then cross the “Italian flag” (red, green and white) stripes demarcating the pit lane exit, then go to sixth at more than 280 k/ph. The RSV4 still accelerates very strongly despite a small uphill, and the braking point is not yet visible, but I know that the “San Donato” right hand corner is just over the horizon. At this speed it will appear very, very quickly. All things considered, I feel amazingly relaxed and I’m having a lot of fun.
In less than half a minute, I managed to figure out a couple of the brand new Aprilia RSV4 Factory assets. First, whilst being extremely powerful with 217 hp @ 13200 rpm and 122 Nm of torque @ 11000 rpm, the V4 remains easier to ride when compared to the Ducati Panigale V4 S (214 hp @ 13500 rpm and 124 Nm @ 10000 rpm), which I also had a chance to test on another MotoGP racetrack last year. Power delivery is a tad smoother and, in “track” or “race” mode (the “race” is very similar to the track, except for a lighter engine braking), the electronics makes it easier to exit corners with the throttle pinned.
In addition to the magic electronics, when it comes to stopping power the brand new Brembo Stylema callipers are just perfect.
Now premium and blindingly fast…
Ducati was the first to open a new door by building an 1100 cc Superbike which is of course not eligible for World Superbike homologation, but the uber-expensive Panigale V4R is there for that. Aprilia has cleaned up its RSV4 range. Exit the 1000cc RF version; the RR is a really decent budget track tool and this brand new 1100 Factory is dedicated to those really discerning riders with some exquisite taste.
As it’s not eligible for racing, Aprilia wants the RSV4 1100 Factory to deliver a premium feel. I need to mention once again the MotoGP-like carbon winglets as they look absolutely stunning and the bike is dripping with carbon and titanium parts.
Winglets are supposed to enhance stability during high speed acceleration and also during high speed braking. The braking composure was superb, but I could notice a bit of movement over 280 km/h, but I’m also a fairly tall rider…
The TFT dash has been upgraded, it’s now brighter with more contrast. There is only one colour scheme, though: it’s black. Actually, it’s called “Atomico 6”, because the 6th atom is the one for carbon. I like it when poetry mixes with 217 hp!
Power is nothing without control
The engine has the same capacity, bore and stroke as the naked Tuono 1100, however, you don’t get an extra 40 hp with just new mapping and a bit of luck. So the pistons are new, the compression ratio is higher, the mapping is indeed different, as is the inlet valve timing, and a brand new Akrapovic exhaust, fitted as standard, also contributes to the new power and torque figures. With that much power and torque, the gear ratios provide a longer 5th and 6th gears, and the up & down gear shifter comes as standard. (it worked perfectly well during all our sessions, and the down-shift from 6th to 2nd at the end of the pit straight is just a peach).
The already perfect APRC (Aprilia Performance Riding Control) has been redesigned to cope with the extra level of performance. The ergonomics are perfect: the left-hand switch-cube helps to navigate through the different menus, and both the traction control and wheelie control set-ups can be changed whilst riding, as can the riding mode. There are also two speed limiters, one for the pit lane and cruise control for the open road. There are also some minor changes in the frame geometry, to make the bike even more agile (and remember, the RSV4 is still the only Superbike on which you can adjust your own geometry, with the steering head angle and the engine position that can be fettled to your own taste). The 1100 Factory also features the best of Öhlins components, a NIX30 fork (with travel specially upgraded to 125 mm to fulfil Aprilia specifications, as the NIX30 is usually good for 120 mm, paired with a TTX36 shock at the back).
As mentioned, the brakes are now Brembo Stylema, lighter and more rigid than the previous system, and Aprilia offer some optional carbon funnels that helps to reduce the heat by 20 %. The weight savings are such that the whole system is lighter than the previous one, funnels included. The bike’s overall weight has been reduced by 5 kilos, with the RSV4 1100 Factory weighing in at a mere 199 kilos. That makes a great power to weight ratio, indeed!
More good news is the price tag, which is, obviously on the expensive side, but actually not that much if you consider that in Europe, the RSV4 1100 Factory has for competition the Ducati Panigale V4 standard (without the Öhlins shocks), and the Panigale V4 S is 5000 € (R 85 000) more expensive.
Fun for everybody
Since 2009, I’ve always considered the RSV4 to be my favourite Superbike. It always gave me the feeling of riding a CBR 600 with the power of a Hayabusa. The RSV4 has managed to get better year after year, getting improved ABS, a new TFT dashboard, and has become Euro-4 compliant. With the 1100 Factory, the RSV4 has never been so good.
The magic thing with the modern era Superbikes is definitely the electronics. From the first sighting lap to the end of the last session, once you’ve warmed up yourself and got more accustomed to the bike and the track, the RSV4 makes itself fairly easier to ride. Although, that said, the power delivery generates a bit of movement from the suspension when exiting low speed corners. I could only say with certainty after riding them back to back, but I suspect that the Panigale V4’s front end is a bit more agile, however the Aprilia’s power delivery and overall balance appeared to be easier to control. The fact is for me, after all the sessions, the test ride was physically less demanding on the Aprilia than on the Ducati…
If he could have ridden a RSV4 1100 Factory, Max Biaggi reckons he would have been able to get another SBK World title in 2011. Enough said.
RACE! BUILD A BESPOKE HUSKY THAT MAY JUST BE A WORLD FIRST
Around 15 years ago RACE! was birthed out of a passion for motorcycles. Red Italian motorcycles built in Bologna, to be precise. The person who was primarily responsible is Italian, so no surprises there. Over the years, the business that Marco Casciani spawned has grown on many fronts. Ducati’s are now only one of the makes of motorcycles that are fettled at RACE!. High end exotic cars are customised into even more exotic creations. The standard of work performed by the RACE! Crew is absolutely world class. Strolling around their Kyalami facility is like visiting the ultimate man cave.
Over the years RACE! have acquired various sole agencies to import all manner of cool stuff. Just to get the old pulse racing, consider the following motorcycle biased products for whom RACE! are the local agents. Dainese, AGV, ZARD, ARROW, VR 46, Marchesini, Termignoni, SC Projects [they build most of the exhaust systems for Moto 2], Brembo, Light Tech, Rizoma and Fabbri Accessories. I have probably missed a few but you owe it to yourself to pop in and see for yourself what is on offer. Car buffs have not been neglected so there is a similar list of car products, however this is ZA Bikers so we aren’t to concerned with four wheeled shopping baskets here.
No surprise then, that when Husqvarna’s boss man Fred Fensham saw the kind of work that RACE! turn out, he decided that they needed to collaborate on a project. Fred supplied a Husky 701 Enduro and access to the whole Husqvarna aftermarket “Special Parts” catalogue. For the rest, RACE! were left to their own devices. They decided that to build something really special they would need to build the 701 into a Rally bike. Enter Thomas Eich from Omega Fiberglass.
Thomas builds proudly South African Rally Kits for KTM 690’s and Husky 701’s. These kits have been put to the test in serious offroad conditions and come up trumps. Race! had a scheme for the bike which threw Thomas a serious curved ball. Not content with building something in any way ordinary, they ordered a kit from Thomas, but get this, not his normal fibreglass creation but rather in carbon fibre. They also insisted that the tank too, had to be in Carbon fibre.
Thomas is now not so easily recognisable as he aged ten years over the course of this build. Not really but almost!. What he produced, once fitted to the Husky and adorned with subtle graphics by Richie van der Westhuizen from Racestar Graffix, is truly spectacular! The front tower, bash plate, front fender, side fairings, rear side panels, tail piece, hand guards and protection kit are all made from the super strong, light and exotic material. The front forks have been wrapped black, which gives the bike an almost stealth fighter look, in a way it sets off all the carbon. Light Tech swing arm spools and indicators complete the picture.
A Garmin Zumo GPS is mounted in the instrument tower and the bike drips with special parts. Notable bigger bits which satisfy both function and form are the ARROW stainless steel collector, link pipe and Titanium Race Tech silencer. This Husky has the bark to go with the bite. In total around 24 special parts make the bike absolutely pop.
Details like a blue Husky rear sprocket contrast with the carbon fibre to create what is truly a masterpiece. As for the cost? I never did get an answer out of RACE!’s Ashlay Sauren, other than to say that the bike was already sold. Just know that it is probably the world’s most exotic [and expensive] and perhaps only, full carbon fibre Rally 701.
For more information visit: www.race1.co.za
Kawasaki Z400: The Green Hornet
On the dark side of Japan, there’s a group that rule the streets and they go by the name of “The Z Gang”. This notorious group of street fighters live and breathe the Sugomi lifestyle, which translates to something wild, something fierce and ready to pounce on its prey. With rumours floating around about a new Z on the block, I decided to track down this new so called Z to find out if it has what it takes to wear the Z badge. Midnight was the hour and down town Fountains Circle was the location, in which I spotted the Z400.
With every step bringing me closer to the growling 399cm³ twin, perplexed thoughts started to line up with small details making it unambiguously clear. Starting from the infamous evil lights, to the sharp shoulders in front of the tank right till the strikingly sharp tail, leaving you this squat down kind of look. From a looks perspective it certainly has the “Sugomi” effect with every line showing off an aggressive persona and alongside it’s design the paint job is very stealthy. Kawasaki call this paint job “Storm”, with a metallic black tank and some candy green looking Z finishes on the side fairings, this really underlines it’s aggressive design features.
After spending a few days and a few hundred kay’s together, the Green Hornet and I have become somewhat familiar with one another. Although the bike is styled very aggressively, don’t let that put you off. As far as ergonomics go the Z400 is “Spot On” and is by far the most enjoyable and comfortable light weight naked bike that I have rode within it’s segment.
Grab the bars and swing your leg over and the first thing you will notice is the low seat height, which is there to accommodate a larger variety of riders as well as to give you more confidence. Another thing you will notice is that you are not mounted on top, but rather in the motorcycle, with the tank being higher and the bars within easy reach. A soft seat combined with a small fly-screen is close to luxury for us naked bike riders and that is what you get on the Z400. Kawasaki do have a taller screen available but honestly by sitting so low in the saddle, I don’t feel the need for one.
Put the key in and turn the ignition on, the green hornet has a Z650 inspired dash with all the information one needs to know. Ok, so it’s not a TFT display but to be honest the Z400 has a dash that just works and with less distractions, I was certainly a happy sailor only having to deal with two buttons. The switch gear is very basic and just like on the Ninja 400, unfortunately not backlit but again once you get familiar with the controls this becomes second nature just like pulling in a clutch.
Time to slide on my Arai and zip up, for the Z400 and I have some dark streets and alleyways to tear up. With Queen’s song “Tear it up” playing in the back of my mind like a back track to a getaway scene in a movie, I felt like a total badass on the Green Hornet. Nothing inspires a rider more at the darkest hour than a good set of lights. The Green Hornet’s evil eyes stare into the darkest of dark and bring forth the light. All this is done with ease as the dark is taunted by a smirk coming from the Z400 and a growl as I shift past 7500 RPM, just where the downdraft intake starts to purr.
The Z400 has the same 399cm³ motor that has proven to be a versatile and fun crackerjack of a motor in the Ninja 400. What many manufacturers do when making a naked version of a bike is change the gear ratios, making the naked option shorter geared for town use but this usually leads to a massive blackhole on the highway or on the open road. Kawasaki have not changed the gearing on the Z400 so you’ve got an easy and smooth bike to ride in town under 7000 rpm with peak power only kicking in at 10 000 rpm with an impressive 44.5hp and a good hit of 38Nm of torque. This all translates to a comfy 7000 rpm at 120km/h in 6th gear on the open road with still 5000rpm at hand before the red line is met.
With low revs being achieved, thanks to Kawasaki’s smart gear ratio, you are blessed with not only a class leading top speed but also a great fuel economy. A 14 litre tank is what you get, and with those 14 litres of fuel I managed to get just under 318 kilometres (22.7km/L) in which there was mostly urban and highway riding involved. I must add that this was achieved due to ZA Bikers weight protocol (My 70kg’s), just like in MotoGP were weight is critical when it comes to the handling of a motorcycle and in my case fuel economy on the smaller bikes.
As the Sun starts to rise the Green Hornet and I are greeted with sunny skies and dry-ish roads. Whilst approaching corners, gear after gear is found smoothly and without any hassle. Two knocks down with my left foot and the slipper clutch is released, with the help of both ABS equipped Nissin callipers, the front Showa forks are compressed and ready to lean in with the Dunlop Sportmax tyres warmed up. From entry to mid and beyond, the Z400 holds it’s line giving you supersports bike confidence and naked bike comfort all at once. Kawasaki say they have softened the suspension by 10% and man my thumbs are up because it hasn’t taken anything away from sporty riding; and for the streets it has actually improved it all round.
So I was asked the question by Simon and Dave, whether I would park the Z400 or the Ninja 400 in my garage. Watching all of Kawasaki Motors “Toughest Choice Ninja Or Z” videos the past year, I never thought it would be so difficult to answer the very question myself. After what felt like years of thinking and meditating on all the strong points of each bike, I nearly went into a mental state and just decided to flip a coin because honestly they are both awesome bikes. Unfortunately the coin landed in a pond so my answer is inconclusive but do yourselves a favour and visit a Kawasaki dealer and take both bikes for a doddle. You won’t be left unsatisfied – that I can guarantee.
For pricing and more information on the Z400 visit: www.kawasaki.co.za
The road to Sani…
Sani Pass is one of the most talked about gravel passes in Southern Africa. It is the “Child of Fire” and for a long time, was the highest, longest and therefore most prestigious pass within our borders. Internationally acclaimed, adventure seekers come from all over the world to face this giant, usually in the form of guided tours in rented 4×4 vehicles.
Statistically, Sani is just shy of 2 880 meters above sea level. It has an average gradient of 1:20, which is quite impressive for such a long pass. This means that for every 20 metres travelled, the vertical climb amounts to 1 metre. However, at places the gradient can be as steep as 1:5. Located in the Drakensberg region with closest towns being Himeville and Underberg, KwaZulu Natal.
A very interesting, often argued fact is that Sani belongs to the Republic of South Africa. Although the RSA border post is roughly 8 km from the summit, it is not the official border. The border is defined right at the summit, at the welcome sight of the Lesotho border post.
Up to the RSA border post, the going is scenic, although relatively easy. This facility is well kept and proper. The staff are very friendly and it has never taken me more than a few minutes to conclude formalities. Furthermore the border officials are not fussy about what kind or size of motorcycle is passed through, but be advised if you have a backup vehicle in your touring party, it will have to be a 4×4 specimen. Normal vehicles are not allowed beyond this point.
Sani “proper” starts after passing the SA Border control. The final 8 kilometers to the summit is where you will realise that you have moved into the action zone. Undulating and twisty, describes Sani best. The surface conditions can change dramatically, according to the season.
I have not been lucky enough to traverse this section in the snow, but can imagine it must be quite eventful. At the time of writing this article, the rainy season is just about concluded and has left the surface in a sorry state. The gravel has been washed out, which has left only loose rocks behind. I have never encountered it this bad before and inexperienced travellers must take note that they will traverse against my advice.
In actual fact, the most notorious part of this journey is usually the final 14 corners of consequence, often referred to as “switchbacks”. This time, however I found the valley floor most challenging due to the state of the surface as mentioned before. The comforting part is that the final switchbacks, although overwhelming in size and gradient, are easily traversed due to recent maintenance. Take a deep breath and do the switchbacks in one go. It is difficult and even hazardous to stop during this part. Once you have stopped, it will take quite a fair level of skill to get going again.
One thing that must be understood about mountain passes in general and especially so in Southern Africa, is that conditions change all the time and they can change rapidly. The wind near the summit of Sani can sometimes be quite treacherous. On a previous ride up Sani, my very experienced travelling buddy had his big adventure bike blown over by the wind, while stopping to take a picture. It is recommended that you travel with decent weather wear, as there can be heavy snow on the caps, while the sun shines in the valley.
Taking pictures is something you will want to do almost all the time, if like me, you are a nature lover. The majestic sights, especially in the green of summer is hard to describe. I have not seen a single picture of Sani that truly justifies the actual beauty on offer.
There are two kinds of adventure bike riders in South Africa, those who have completed Sani successfully and those who still harbour the desire to do so. For the adventure bike community, this serves a purpose. Sani Pass becomes the gauge by which all riders are measured. As tour leader and riding coach, I always find it helpful when a prospective client discusses their Sani experience with me. It usually gives me a good idea about their riding ability, but more importantly, their state of mind.
Please note that this article is not aimed at the expert level, experienced rider. I am writing this article specifically with the first time Sani traveller in mind. As an experienced rider, it took me just over 40 minutes from border post to border post and I stopped on five occasions to take pictures, being overtaken by the same 4×4 vehicles every time. For a first attempt, give yourself at least two hours to get from Himeville to Sani Top. This will grant adequate opportunity to truly enjoy this experience. You will only do Sani for the first time once in your life…
The Journey to Sani
I set off on Friday 8 March for a planned two night stay over in the area. I wanted to do a follow up test on the BMW F850GS at the same time, as the conditions experienced at the media launch in November last year in Cape Town did not include this kind of challenge.
A quick phone call to the friendly and ever helpful staff at Bavarian Motorcycles in Centurion and I was even given my colour of choice to maximize photo opportunities. It must be mentioned that over the years, this specific dealer has done more than any other for adventure biking in South Africa. Their passion and knowledge is tangible and the dealer principal even offered to accompany me on my ride. Unfortunately, the date clashed with important commitments in his business calendar, so it was to be a customary solo ride for me. I was eager to report back on the current state of affairs, after an absence from Sani of more than a year.
Traversing from Gauteng, I always plan my trip to include the Loteni Valley in KZN. Travelling to Harrismith on the N3 is always relatively uneventful. Just watch out for speed traps. The cruise control on the well equipped F850GS was a big help in this regard.
From Harrismith I headed past the Sterkfontein Dam, over Oliviershoek Pass, down to Bergville. From Bergville, the next stop is Winterton. In Winterton you turn right on the R600 towards Estcourt. On the way to Estcourt, you will see the town of Draycott. Here I turned right into the town. Continue straight through town and it will eventually become the most beautiful gravel road. From here on, it branches into various lesser travelled tracks that eventually leads into the Loteni Valley, Lower Loteni and ultimately, the friendly town of Himeville.
Himeville is a charming place with a rich history and various points of interest. Named in 1902 after Sir Albert Henry Hime, Prime minister of Natal, it is also the closest town to Sani Pass, so becomes more like a pilgrims’ destination for adventure bikers. There is ample lodging on offer and one can take your pick. Be sure to visit the Himeville Arms if you happen to pass through on a Saturday, watching the customary rugby game with beer in hand in the cheerful pub.
In the Lower Loteni Valley, I encountered fairly heavy rains, for which I was most grateful. I have heard conflicting reports about the surface when wet and wanted to make up my own mind. I was pleasantly surprised at the off road performance offered by the F850GS at brisk pace. The bike was fitted with the OEM Michelin Anakee 3 tyres, that favour road biased performance at best. Yet, I can safely say that the wet gravel surface offered good grip, even while turned to mud.
It was on Sani Pass that the F850GS was to get a proper test on the suspension side. I found the front suspension too soft for my type of riding. I prefer to keep good momentum in rocky conditions with a neutral, crouched riding position and “soft” hands. At this kind of pace, the rear end held up much better than the front end. I am convinced that a simple fix like thicker fork oil will alleviate this problem. The parallel twin motor, on the other hand was a pleasure to experience and was overshadowed only by the beautiful, understated exhaust note. I removed my ear plugs, just to listen while enjoying the flexibility of the power plant. I do not enjoy load exhausts and the standard arrangement on this bike was just perfect.
Getting to the top of Sani Pass, you just have to visit the “Highest Pub in Africa”, that forms part of the Sani Mountain Lodge. Experience 4 seasons in one day, as well as friendly staff and good food. You will get the opportunity to practice your Italian, German, French and just about any other language, as this is a popular tourist attraction. I have had only good times at this venue and although pricey by local standards, it is worth an overnight stay, especially in winter when temperatures can fall well below zero and the howling wind reminds you how privileged you are to simply be alive.
Tarring of the pass
In South Africa we don’t call it “asphalt”, or “paved”, we simply call it “tar”. This leaves us with the last, burning question. When will Sani be tarred?
I do not know the official answer to this question and frankly, neither did any of the sources that I have spoken to in the last few years. I will offer my personal opinion and reasons for saying so.
Ever since my first encounter with Sani in early 2015, I have seen signs of roadworks up to the SA Border Post. In my opinion, this is more basic maintenance than plans to tar. At best, we will see it tarred up to the SA border, but no further than that. Initial rumours was rife that the section mentioned would be completely tarred by as early as January of 2018. Until this day, there is no evidence of that. In my opinion, it will be very costly to tar the section from post to post, as there are some serious terrain challenges. Off course it can be done, but whether sufficient budget exists for such a fete, remains to be seen. An entire tourism industry is at stake and should Sani be tarred, it will lose much of its attraction and lure.
Stunning Lesotho
Your ultimate reward after a refreshing stop at the “Highest Pub in Africa” is travelling through Lesotho itself. Although this is not the subject of this article, it must be mentioned that the paved roads is just from another world. Some call it the Alps of Africa, it is that good. I have included a few pics and descriptions about this must-visit place.
In conclusion I am reminded why we ride. Some ride to see the beauty, some ride simply to relax. Then there are those who like to push the limits. In any of the cases mentioned, Sani remains a must do for any adventure biker. Some will do it in one glorious swoop, others will do it like they eat an elephant… piece by piece. Either way, if you plan correctly and honestly evaluate your riding ability, level of fitness and experience then the elusive summit of Sani Pass will be well within your grasp.
See you on the other side.
Triumph 1200 Scrambler XE – the Home Run from Hinckley
In a weird and wonderful way motorcycling has come full circle with bikes like the new 1200 Scrambler from Triumph. In the dawn of motorcycling bikes were built as utility transport. Cheaper and simpler than a car, they offered the advantages of a horse compared to a horse drawn buggy. Roads were poor, bordering on non existent and bikes could negotiate obstacles more easily than the four wheeled contraptions of that time. For example. A while back I made the acquaintance of an old timer, living in Barberton by the name of Bernie Cook. In the thirties, Bernie made a living by travelling from farm to farm with a steam driven Case threshing machine to thresh maize crops. Small and of slight build, you could still see a latent strength in his wiry frame. Already on the far side of eighty, Bernie’s eyes would twinkle as he recounted tales of those early days in the lowveld. Remember that in those days telecommunications were in there infancy. Bernie could not just respond to a ‘phone call from a farmer to say that his crop was ready for threshing. What he did was way more exciting.
Bernie owned an Indian Scout. He would fire up the Indian and ride via game paths and dodgy roads and tracks, from farm to farm to assess the readiness of the crop. When he ventured far away he would lash tins of petrol to the Indian and bury them at intervals along his route. This is how he would be able to get back home. Rivers were another obstacle to be overcome. He would melt candle wax over the electrics to keep them dry, then, by putting a pole through each wheel, he would, with the help of the local “natives”, physically carry the Scout across the river at a shallow point. Incredible! Our adventure riding exploits pale into insignificance when we think of what Bernie did in the course of a normal day’s work. After assessing the crop he would retrace his steps on the Scout, hitch his team of oxen to his Case threshing machine and trek to get the job done. Horse sickness was rife in the lowveld at that time and travelling by Scout negated the problem of being left stranded in the wilderness. [it says reams for the basic reliability of those old bikes]. So why am I telling you all this? Because it’s a flippen’ cool story, that’s why! There is another reason of course. In an obscure way Triumph’s new 1200 Scrambler reminds me of that simple but functional Indian Scout. So much so that I laid down my own hard earned loot and bought one for myself.
Bikers have evolved into a type of sub culture over the years. We ride for myriads of reasons, many of which relate more to the statement we make with the bike we ride, than using our bikes like old Bernie used his Scout. His Scout was a tool. A means to an end, yet, in the course of utilising the Indian as an essential part of his life, he developed a deep love for the freedom that his simple old Scout offered. That essential simplicity and purity of purpose is what endears me to the Triumph Scrambler. Take a step back and look the bike over. It is not wrapped in a bling cocoon of plastic. It is still “an iron”. Old uncle Bernie would recognize it as kin to his old Scout. From front to back all the Scramblers considerable talents are laid bare.
As you sweep your gaze over the Triumph you are struck by how tall it is. It has ground clearance for Africa and huge suspension travel. A full 250mm front and rear. Talking of rear, the twin OHLINS shocks are things of rare beauty to the eye of any petrol head. Gold piggyback remote reservoirs hunch over a shock and spring with what looks like a yard of travel.
Jewel like compression and rebound damping knobs adorn either end. The OHLINS mount at the back of a trick looking alloy swingarm. The rear passenger footpegs are removable at the frame as on the Street Scrambler. Whip them off and you have an unimpeded view of the back suspension setup. Stunning! In typical Scrambler fashion the exhausts sweep up and along the right side of the bike, culminating in twin classic reverse cone mufflers. They are tucked in tight with heat shields in aluminium and black protecting your right leg from excess exhaust heat which is only felt in heavy traffic, or at standstill.
The tank is unmistakeably Triumph Bonnie inspired but a thing of beauty in it’s own right. Seamless, with indentations in the front to allow full handlebar lock, it is retained by a stainless steel strap in a shallow channel running the length of the tank. Ubercool! The brushed aluminium filler cap pops open to reveal a lockable inner cap. Kudos to the stylists!
The seat too, is classic Scrambler, long slim and flat. It is firm yet comfy and easily allows back and forth movement for weight transfer as you attack the dirt. The bars are tall and wide on a high riser type mount that reeks of dirtbike. Pukka alloy reinforced handguards are both functional and handsome.
Brakes are Brembo M50 callipers biting on twin discs up front and a single disc on the rear. In a way this epitomises the build philosophy of the entire bike. It absolutely drips quality! Tubeless outwardly laced Akront rims are 17 inch at the back and 21 inch in front.
The TFT display is ingenious. Technology at it’s cleverest. It tells you everything you want to know and then some. Programmable, it even greets you by name when you light it up with the starter inclusive kill switch, activated from the keyless entry fob in your pocket. I could have done without that personally but welcome to the modern world Dave. I will have to just learn to trust it, but the day it refuses to greet me and gives me a blank stare, is the day that the limey engineer who’s brainchild the keyless entry was, will get a monumental cramp, which I will wish upon him, in his fundamental orifice!
The motor, oh Lordy, the motor. It is truly a magnificent lump. Peak torque is at a mere 3950 rpm, at which point it is producing a twisting force of 110 Nm. BMW’s torque monster 1200 GS LC pumps out a massive 125Nm, but it has to spin to 7000 rpm to do it. The instant hit from low on the XE is unnerving till you get used to it. I find myself short shifting at 3000 rpm and just surfing that delicious wave of stump pulling torque. This is why the motor has this amazing mellow feeling of power that you can never get tired of. It spins up to 90 odd horsepower, but with that torque, who the hell cares? In theory it is geared for about 250 kph at redline in 6th, meaning that at a 140 to 150 practical cruising speed it is smooth and totally unfussed. It is a naked bike after all.
The quality of the suspension makes it’s presence felt from the moment the XE starts rolling. The OHLINS are matched for quality by the big piston Showa USD forks. “Watch that speed bump!, “what speed bump”?. They really are that good. Despite the huge travel, the bike is taught and composed at all speeds and over any surface. It actually feels like a big, really sorted Motard. Agile, nimble and punchy. Combine those three attributes in one package and you have the recipe for HUGE fun.
I have not ridden my Scrambler in the dirt as yet, however Spurgeon Dunbar, from Revzilla in the USA, who owns a KTM 1090 Adventure R, is of the opinion, having ridden the XE in the dirt, that it is at least as good, if not better than his KTM! That, my friends is worthy praise indeed. For the record, the Triumph is about 10 kg’s lighter than the KTM, fully fueled.
Some folks out there have a “diss response” to any bike that is different and does not conform to an established norm. They think that if a bike is not orange it is not dirt worthy. Well, sorry for you, dude. Your bubble is about to be burst and I think it’s an egg bubble, which you are going to be wearing all over your face. What Triumph has built with the Scrambler 1200 XE is something fresh. A bike that stirs the nostalgia part of your soul, yet not at the cost of function and excitement. They have crammed the best and latest technology into a simple package. That, in itself, is an incredible and fiendishly clever feat!
Triumph offer a wide range of accessories for their Modern Classic range and for the Scrambler 1200 in particular. To me, this is a bike for all seasons. Brilliant to use day to day without any significant vices. Fantastic to ride on tar as well as to rip up the dirt. Comfortable and beautiful to behold. At a current retail price of R205000, It makes a compelling statement. Get yourself down to TRIUMPH in Sandton and ride the new Scrambler. It will blow you away.
For more information visit: www.triumph-motorcycles.co.za
Triumph Street Scrambler – 2019 Edition
You will recall that I really enjoyed the first version of Triumph’s Street Scrambler. I owned the original Scrambler and really enjoyed it. I imported cartridge inserts for the front forks and had rear shocks valved and sprung for me by Works Performance in the States. I rode it extensively as an adventure bike doing a “Parys to De Aar” adventure rally as well as Baviaans kloof. It did not have a lot of suspension travel, but what it had was excellent quality. It was huge fun to ride with a gentle torquey power delivery. The taut suspension made slides and rear wheel steering almost intuitive.
When Triumph introduced there new generation Street Scrambler with much more torque but a tad less power, they also pared around 20kg’s of weight off the bike. A set of longer travel piggyback Fox shocks were available from Triumph’s accessory catalogue. I lost no time in reviewing the bike and enjoyed it so much that I promptly bought one! The Triumph Street Scrambler marches totally and completely to it’s own drumbeat. There was general criticism that it had lost some power, but most felt that it was a nicer bike to ride due to the high torque at low revs. The bike was also really refined and simple, yet engaging to ride.
With the passage of time and perhaps inevitably, Triumph have built a real off road weapon in the 1200 Scrambler about to be launched world wide. So what about the Street? Essentially they have addressed the only two criticisms levelled at the bike. They bumped the power by just on 19% and sharpened the front brake power by bolting on a Brembo calliper.
So who should buy a Triumph Street Scrambler?. Well, here’s the thing. Watch the news these days and you feel like doing push ups on your penknife. Eskom, aided and abetted by government, is doing it’s damndest to re-introduce us to “darkest Africa”. We all seem to be putting in more effort for less reward. Richard Dawkins, the atheist intellectual spoke of the Universe as “a cold, bleak and empty” place! Lousy advert for atheism wasn’t he? I reckon he needed two things to alter his world view. Rethink his atheist stance and buy a Triumph Street Scrambler! The world cannot be a miserable place with a Scramblers muted rumble beneath you.
Let’s back peddle a bit. Our relationship with our bikes is essentially twofold. It is a bit like with women actually. First it’s the looks, and then the character is explored. We see a bike and say, “how cool is that beast?”. Now the seed is planted and the imagination takes over. In your minds eye you are riding your favourite road on your new bike and all is well with the world. The plot is hatched and your Scrambler is in your garage.
I have been known to sit on a camp stool in my garage, sipping on a coffee and visually feasting on my new bike. You will want to indulge yourself in this manner with your new Scrambler, because it is, to my eye, a stunning looker. Triumph’s attention to detail on all their bikes is world class. Remove the petrol cap and there, cast into the part that goes into the tank is a little Triumph logo!. Flip, who is going to see that? Wherever you look these little touches abound. The proportions are just right. From the curve of the classic Bonneville tank to the bobbed fenders and the upswept twin pipes, it is oh so right. Classic and simple.
Turn the key in the middle of the dash, watch the dash come to life, pull in the clutch and depress the starter incorporated into the “kill” switch and the 270 degree parallel twin 900 fires up instantly, settling into a rumbly idle. Snick the bike into gear, ease out the buttery smooth and light clutch and a solid wave of torque just punts you off the line. No need to rev this bike.
Short shift and let the ample low down grunt power you briskly along. The power increase is immediately evident if you rev the bike through the gears. The “old” bike would pull well to 4500 rpm and then go somewhat dead, not really pulling with any authority to redline at around 7000 rpm. The 2019 bike pulls in a perfectly linear fashion with 500rpm more at the riders disposal.
It is at no point intimidating, but rather satisfying and in keeping with the demeanour of the bike. There are five gears. Ample, given the low down urge that this engine revels in. What amazes me is the feel that Triumph manage to build into their Twins. There are a plethora of 270 degree parallel twin engines built by a number of manufacturers these days. Honda Africa Twin, Kawasaki Versys, Yamaha Super ten and MT 07 and the KTM 790’S to name a few which, whilst capable, none of those bikes have the incredibly sweet engine feel of the Triumph twins. Smooth and kind of velvety.
This version of the 900cc twin makes 65 hp @ 7500 rpm and 59 ft lbs of torque at only 3200 rpm. The crank is a tad lighter too. Crazily, the already excellent fuel consumption is even better on the new model. It is quite easy, in around town and short hop commuting, to see the Scrambler sipping fuel at under 4l/100.
The forks are wider and cartridges upgraded for even more assured handling. The bike keeps it’s 100/90×19 front and 150/70×17 rear wheel sizes. The 310mm front disc is now chomped on by a Brembo calliper, which takes braking from adequate, on the old model, to excellent on the 2019 model. The dash is the epitome of simplicity, with all the information and changes you may wish to make to ABS or engine modes achieved by pushing or holding only one button. Hallelujah!
So what we have on the 2019 Street Scrambler is subtle tweaking by Triumph of what was already an excellent motorcycle, to a now close to flawless bike, given it’s intended use and market. It is simply such a pleasant bike to ride.
It is the kind of bike that would get me up early on a sunny day to go for a cruise and soak up the absolute pleasure that is motorcycling simplicity and purity. If it were not for the fact that I have a 1200cc XE Triumph Scrambler on order, I would have one of these, which I would ride everywhere, both on and off road. This is a bike for the soul. ‘Nuffsaid!
For more information visit: www.triumph-motorcycles.co.za
The 2019 Husqvarna Svartpilen 701 – First Ride Impressions!
Of all the Husqvarna street bikes, none has been so hotly anticipated as the Svartpilen 701. Especially by riders who love the forward design and ride dynamics of its Vitpilen café racer sibling, but can’t get along with its ergonomics.
Excitement hit fever pitch when Husqvarna announced (at EICMA last year) that the Svartpilen 701 was indeed going into production. And like its 401 stablemates, the factory bike is as close to the original jaw-dropping concept as you can get.
But what’s it like in the flesh? Does that neo-retro flat track style translate into a decent street bike? Do pastéis de nata (custard tarts) taste better in Portugal than they do in Cape Town? I traveled to Lisbon to find out the answers to these burning questions.
In simple terms, the Svartpilen 701 is a different riff on the Vitpilen 701 that we reviewed last year: trading café racer style for a hit of flat track flavor. The design is more neo-retro than it is throwback; futuristic even, with a clear nod to Husqvarna’s Scandinavian roots. Even the name is Swedish: it means ‘black arrow’ (and in case you’re wondering, it’s pronounced ‘pillen’).
All the body panels are plastic—and that’s OK because they’re also light. The build quality’s right up there too, and everything feels carefully considered and well finished.
The number board and headlight combo, fork guards and tail section are all clear flat track cues. And the combination of the single rear number board and exhaust, both on the right, echoes the asymmetrical design typical of race bikes. The Svartpilen 701 is also stacked with neat details. Check out that silver line that runs down from the seat and tank junction, and how it lines up perfectly with the exhaust hangar.
The head and taillights are both LED items, and there’s a ring-shaped daytime running light that’s becoming a signature of the Husky street range.
Bronze finishing on the tank cap and engine covers breaks the all-black scheme, and the branding is super-subtle. The saddle is covered in synthetic fabrics, but the combo of a suede-like upper and perforated sides looks high-end.
And that duck-tailed section is actually a piece of high-density foam, making it a sneaky (albeit hardly practical) pillion seat.
Underneath the Svartpilen 701’s swanky exterior, you’ll find a chromoly frame and a 693 cc single-cylinder motor, both borrowed from the KTM 690 Duke. And that’s a good thing: the liquid-cooled, 4-valve single is a total gem with dual counter-balancers to suppress vibration.
It’s good for 75 hp and 72 Nm, and the overall package weighs under 160 kg. That gives it a horsepower-to-weight ratio only a tiny fraction less than the figures Indian are quoting for the FTR1200, that other hotly-anticipated roadster influenced by flat track design.
Power is handled by a ride-by-wire throttle, a six-speed box and a slipper clutch. Switchable traction control is standard issue, along with Bosch ABS and Husqvarna’s ‘Easy Shift’ clutch-less shifter.
The Svartpilen 701 is refreshingly well-kitted throughout. The 43 mm upside-down forks and the rear shock are from WP Suspension, and both are adjustable for compression and rebound. There’s 150 mm of travel at both ends—15 mm more than the Vitpilen 701.
Both ‘Pilens use five-spoke alloy wheels, but the Svartpilen gets a size bump to an 18” up front (with a 17” out back). Brembo brakes and Pirelli MT60 RS tires round out the package.
Up in the cockpit, you’ll find wide, upright bars to counter the Vitpilen’s clip-ons. The speedo’s been pitched up to match the riding position, the switchgear is standard fare, and the clutch and brake levers are adjustable.
With more suspension travel and a bigger front wheel, the Svartpilen has a touch more ground clearance and a higher seat (835 mm) than the Vitpilen. Add to that the higher bars, and it makes for a far more commanding riding position.
Which, Husqvarna tell us, was exactly the point. They designed the Svartpilen 701 with ergonomics that’d make it ideal for urban exploration—and better for everyday use. And to prove just how much of an all-rounder the bike is, our hosts plotted a route that would take us through Lisbon’s grid-locked streets, along the Atlantic coast and up into some twisty mountain roads.
Within seconds I knew I’d have a tough time being objective about the Svartpilen 701. That’s because Husqvarna have pretty much built my ideal motorcycle. Even for my 1,86 m frame, the Husky’s ergonomics feel flawless; a solid mix of comfort and control.
With its low weight and oodles of low-down torque, the 701 springs off the line. The ride-by-wire system gets the power down without any hiccups or burps, making the throttle crisp and responsive.
The traction control does its thing without ever feeling too invasive, but turn it off, and the 701’s immediately more wily—in a good way. I couldn’t wheelie if my life depended on it, but some of my fellow riders spent plenty of time with the front wheel in the air.
The Husky’s Easy Shift setup gives you a quick shifter on upshifts, and an auto-blipper down. It works a treat and adds an extra dose of fun, but it’s not completely flawless—I found a couple of false neutrals between fifth and sixth.
Our ride saw us battling traffic in town and attacking corners in the hills. Again, the Svartpilen 701’s low weight and confident ergos helped it shine in both situations. The surefooted chassis is happy to tip toe through tight spaces, and then flick through turns in anger.
Even with their dirt track aesthetics, those Pirelli MT60 RS tires don’t sacrifice much grip on asphalt. I pushed them surprisingly hard into turns and they stuck, giving me plenty of warning if they were close to breaking away. The Brembo stoppers performed really well too; sharp, but with plenty of feel.
It makes the Svartpilen 701 the perfect recipe for hooligan antics: low weight, agile handling and snappy acceleration. But it’s not without its limitations.
Even though it holds decent speed on the highway and runs smoother than you’d expect a thumper to, there is still some vibration through the seat and bars. And although the seat’s surprisingly cushy for its thickness, it starts to falter after about 150 km. So while the 12 litre fuel tank gives decent mileage, I wouldn’t pick the 701 for long days in the saddle.
I’m also not a fan of the Svartpilen’s round dial. I love the display itself, which packs a lot of info into a well-arranged design, but the unit is much bigger than the actual display area. (There’s apparently a lot of circuitry packed in there.) And the speedo buttons are near impossible to operate with gloves on.
I’m not sure that it’s a deal breaker, but it sure is something that needs improving—because the rest of the motorcycle works so damn well.
Husqvarna is pitching the idea of a simple machine that makes you fall in love with motorcycling again—and they’ve nailed it. The Svartpilen 701 is a no-frills whip that does exactly what it says on the tin: hoon around while looking really fly.
If there’s a catch, it’s the price. At R149 699, the Svartpilen 701 comes in at a premium over its cousin, the KTM 690 Duke, and is in the same ballpark as the cracking 790 Duke. And established performers like the Ducati Monster 821 and Triumph Street Triple R are only about 15 grand further up the chain.
Which means it ain’t cheap. But it sure is good—and well worth a test ride, if you’re looking to add a sporty and stylish middleweight to your garage.
* The Husqvarna Svartpilen 701 is expected to be available in South Africa from the beginning of May 2019
For more information visit: www.husqvarna-motorcycles.com/za/
SYM GTS 300i EVO – the Slick Route to the Freedom of the City
The “EVO” part of this Sym’s title is spot on. The Taiwanese built scooter started its life as a 250, and then evolved into the 263,7cc engine which currently provides its thrust. In fact parent company Sym are busy with a bit of an evolution themselves. 2018 world wide sales are significantly up, to more than 750000 units, this despite sales in China, their previous biggest market being down. Sym products have built a reputation for quality and reliability over the years which is now starting to bear significant fruit.
As always, when I review a bike I see what journos around the world have to say about the bike. This is so that I remain objective and factual and if there is an issue which I am not aware of I want to know about it. The more you google Sym, the more you read positive things about this brand. After reviewing the Citycom 300i I became a firm fan. A fan of that scoot in particular and of scooters in general. I just don’t get why SA has not followed the European love of scooters.
As our roads have become more and more congested over the years we should, like in Europe, embraced this thrifty, convenient and fun way of commuting. At times I think we are just way too testosterone driven and dof when it comes to making intelligent commuting choices! By all means, keep your big beast, but don’t waste it in the urban sprawl. Your saving on services and tyres and petrol will damn near pay for your Scooter.
The GTS EVO looks more substantial than the CityCom, with more elaborate bodywork, and despite running 13 inch wheels. I half expected a tad of instability with the smaller wheels, but no way! The GTS, aided by decently damped shocks, tracks straight and true at all speeds, even over dodgy surfaces.
The body does provide a greater level of weather protection and storage nooks and crannies. There are two cubbies just rear of the dash as well as a third behind your feet. The under seat storage is comprehensive and good for two full face helmets.
The EVO also features the on/off kill switch additional security measure under the seat. The steering can be locked too, as well as a sporting a cover which locks over the ignition so that you can’t jimmy the lock. Clever.
The EVO is slightly heavier than the CityCom and makes slightly less power at 17.15 Kw and with torque of 24.08 Nm @5500 rpm. The result is slightly softer performance all round. That said, it is no slouch, dropping most cars off the line in the robot GP’s. I took it on an evening out at the Corner Shop with my wife Irene on the pillion. She loved it!
Reckon’s it rivals the very best she has experienced for comfort. The urge makes two up riding a doddle too. It was so convenient stashing our kit under the seat while we quaffed an ice cream and coffee.
I used the GTS for a full week in the course of my daily comings and goings and enjoyed it so much it was a real wrench to give it back. I rode out almost two tanks of gas which, at 28 km/L gave me 300 plus k’s on a tank. Frikken amazing.
Now here is the thing. It is a given that the EVO GTS is going to be the business in the general urban sprawl. What you don’t expect, considering it’s bulk and a motor of closer to 250 than 300cc’s, is how well it performs on the highway. The torque is such that it holds it’s speed, and even accelerates if called upon to do so, whilst cruising at highway speeds. I reckon that if you like touring at a “stop and smell the roses” pace, the Sym 300 Scooters would do the job in a really practical way. Good wind and weather protection, a smooth [at all speeds] motor, decent tank size and brilliant fuel economy. Ally those attributes to a comfy seat with nice lower back support and you have in my book, a winner.
The Sym 300 GTS EVO, at a little over R60 grand, makes a compelling commuting argument. I just feel that to not explore it’s other talents is to sell it short. Over the coming Easter weekend we are going to indulge in some Botswana SYMmetry. Two Dave’s, are going to ride two 300 Sym’s, to Elephant Sands in Botswana. We intend carrying all our camping kit in and on the scooters. We’re going to prove to any remaining sceptics out there just how good, versatile, economical and fun these amazing scooters are. Watch this space!
For more information visit: www.sym.co.za
Zontes ZT 310-X: The All-Rounder
Walking through the modern architectural Summit near Menlyn, I find myself being dragged into a designer’s coma. Visions, kaleidoscopic visions as modern meets contemporary, when all of a sudden as my steps multiply my kaleidoscopic vision falls behind. This feeling of being in an infinity mirror room has drawn to an end with one reflection making sense and this reflection being the Zontes 310-X.
The ZT 310-X can be found at the brink of modern and at the heart of elegance, making the visual perspective a real treat. Why elegant you say?, well again it has to do with the design and how simply and how cleverly Zontes have hid, or shall I say blended, bits and pieces of body work. For instance, the petrol cap has it’s own trap door, the fairings have no exposed bolts, crash bobbins are found on the fork bottoms and side fairings, as well as the windshield being electronically operated leaving you with a clean look.
In the past few years the 300cc market has been growing and not only in sales but in the increase of available models. In today’s market you’ve got the choice of buying a super sport, naked or adventure styled 300cc motorcycle, but hold on, now that’s where the ZT 310-X changes things. I personally think the ZT 310-X falls into it’s own category and that being sport touring. When thinking about sport touring bikes, what comes to mind are models like the BMW S 1000 XR, Kawasaki Z1000 SX, even the Yamaha MT-07 Tracer which are much larger capacity bikes, but the point is the ZT 310-X has the same characteristics that make the mentioned bikes sport tourers.
In the game of cricket, there’s a term called, The All Rounder and what this means is that you as a cricketer are talented in both bowling and batting. Why am I bringing up a cricket term you may ask?, well I believe the ZT 310-X has ticked the boxes as being good in the sports segment as well as having great touring capabilities. Having ridden the Silver Dream Machine for the past week, I have come to the conclusion that a 300cc sports tourer just makes sense. The reason the ZT 310-X makes nothing but sense is, you don’t have to compromise when it comes to having fun in the twisties nor do you have to suffer wind blast or cramps on a long journey.
As far as looks go, Zontes have yet again not disappointed, bringing us another modern transformer like design but this time fully faired. Parked at the Summit near Menlyn is where the ZT 310-X really started attracting a crowd, with a more grown up look the Silver Dream Machine gets attention from all walks of life. The fairing does more than just capture your attention, it cuts through the wind like a Corvette through choppy seas and with an electronically adjustable windscreen, your journey becomes that more enjoyable.
With all these power outages we’ve been having lately, you better have a good set of torches. Riding back home at night during one of these load shedding episodes, I just flicked the switch and there was light booming from the centre Kawasaki H2 styled headlight, turning what was just moonlight to daylight. During the day you’ve got very stylish day time running LED’s that run along the sides of the front fairing giving you that transformer like appearance that I think is just so cool.
The cockpit is a pleasant place to be seated with high-rise handle bars, tall or short screen depending on your preference, all the gadgets neatly laid out on the switch gear, a USB port, and a very smart looking, easy to use LED display.
The LED display works well and displays, current fuel economy, current fuel load, Trip, Rev’s that climb looking like a narrowing runway and of course your speed. I did find it strange that the display wouldn’t show me an average fuel economy just a current but besides that it worked just fine and a neat function that I appreciated was a button that allowed me to adjust the screen brightness.
On the performance side the Silver Dream Machine offers the same thrill as it’s naked family member, the ZT 310-R which has 34hp/26kw at peak RPM with a good hit of 30 N.m coming from it’s 312cc single cylinder motor. With the ZT 310-R already achieving an impressive 24km/L , the ZT 310-X takes it a step further with an impressive fuel economy of 26km/L and with a 15L fuel tank you can be assured to cover many Km’s on end.
The ZT 310-X offers a comfy ride with a somewhat sporty ride as a bonus to top it all off. With a soft sprung suspension, the Zontes soaks up the bumps like a Cadillac but still holds it’s line when it comes to the twisties. I always seemed to get that planted feeling when carving corners and never really felt the suspension lacking or needing to be firmed up.
The seat was both comfortable for myself and my pillion with soft cushioning to support and to keep us comfortable. The brakes though not branded work well on wet, dry and even sandy roads, they do come with ABS that can be disabled by the touch of a button.
Vibrations on the other hand did cause somewhat of an irritation, coming from the footpegs, handelbars, seat and majorly when looking through the mirrors after 6000 rpm. Despite the vibrations this overall package Zontes have brought to the market rocks and with some single sided swing arms in the pipeline, alongside 4 available colours I see them selling well at a mere R68 900.
For more information visit: www.zontes.co.za
The Husqvarna Svartpilen 401 Makes the Case For Small Bikes
It’s time for little bikes to go mainstream. In the past, they’ve commonly been relegated to beginner status—but the current crop of small capacity motos has plenty to offer experienced riders too. And if you don’t believe me, perhaps the Husqvarna Svartpilen 401 will convince you.
I spent two weeks hooning around Cape Town with the Svartpilen 401. But it took a lot less time than that to succumb to its charms, and to see the logic in owning a smaller machine. Sure, if you need to go far or fast—or you need to carry a passenger or cargo—bigger is better. But for everything else, something in the 250 to 400 cc range makes a whole lot of sense.
The Svartpilen 401 sits at the higher end of that segment. If you didn’t already know, Husqvarna is owned by KTM, and the 401 is effectively a re-dressed KTM 390 Duke. So it has the same steel trellis frame, and the same 373 cc single-cylinder, water-cooled power plant. It also has a six speed box, ABS and WP suspension at both ends.
What sets it apart from the Duke is that it’s so much better looking. It’s been designed by KTM’s design firm of choice, Kiska, and feels more like a case study in contemporary design than a traditional motorcycle. Sitting somewhere between a street tracker and a supermotard, it hits all the right notes: compact, slick, and almost retro-futuristic.
It gets its own set of plastic body panels, giving the body an almost monocoque look. It also has classy 17” spoked wheels, a round digital speedo, an LED-equipped headlight and a neatly integrated LED tail light.
So while most small bikes are very utilitarian, the Svartpilen 401 looks more like it rolled out of a custom shop than a factory. Which means it’ll pique the interest of riders who’ve possibly dismissed smaller bikes in the past, based on looks alone.
Here are a few more reasons why the Svartpilen 401 might just be a gateway into the world of little bikes…
It’s punchy
Sure, small bikes aren’t usually picked for outright performance. But there are a few gems within the 250 to 400 cc range, and the Svartpilen 401 is one of them. That 373 cc KTM single is nothing short of super, and puts out a respectable-for-its-size 43 hp.
The 401 launches off the mark and loves to be revved. And that makes it great for everything from ducking between cars to shooting up side streets. You’ll flick through all six gears pretty quickly, but at the top end the 401 has long enough legs for highway stints too.
It’s simple
The 401 has ABS as standard, but you won’t find traction control or switchable riding modes. And while it has a fuel gauge and estimated range readout (which doesn’t work too well), there’s no keyless ignition or cruise control either.
As much as those modern day tech features add to the overall riding experience, there’s something extremely refreshing about the twist-and-go nature of simpler machines. Coupled with the Svartpilen’s minimalist design, it makes for a fun and approachable motorcycle.
It’s compact and light
Small bikes are generally lighter and more compact than big bikes. It’s called ‘physics.’ The benefits are endless: they need less power to get moving, they’re easier to squeeze into tight parking spaces and they’re easier to handle out on the road.
With a dry weight of just 150 kg, this is all true of the Svartpilen. And its power-to-weight ratio is something else.
It’s nimble
Despite a high seat height (835 mm), the Svartpilen 401’s low weight and small size makes it feel like a BMX with a motor. But maybe that’s just because I measure in at 1,86 m tall and around 120 kg heavy—so anything feels small to me.
Regardless, throwing the small Husky in and out of turns is borderline effortless. Lane splitting is a breeze too, robot-to-robot riding in town isn’t taxing, and getting up and down curbs is effortless.
It’s versatile
The Svartpilen 401’s not exactly made for touring, racing or serious adventure riding, but it’s still a pretty versatile machine. I used it for short highway stints, hustling across the suburbs to run errands, and even bombing through the city with a mate on his 401, for no other reason than that we had time to waste. And when the odd gravel shortcut presented itself, the standard issue Pirelli Scorpion Rally STR tyres had more than enough grip to kick up sufficient roost.
Remember as a kid, when you went everywhere on your BMX, mountain bike or skateboard? Riding a small bike as your day-to-day is kind of the same feeling.
It’s affordable
At R91 699 (in stock form—my test unit had some extras), the Svartpilen isn’t exactly the cheapest small bike out. But while you can pick up the BMW G 310 GS, Kawasaki Versys-X and Honda CRF 250 Rallye all for cheaper, it’s still a damn sight cheaper than bigger bikes like the Yamaha MT-07, or Triumph Street Twin.
Which makes financing a smaller bike a far more realistic prospect for anyone on a tight budget. And with a fuel usage of around 25 km/L, your monthly fuel budget won’t feel the pinch either.
There’s no denying it: small bikes offer maximum thrills-for-Rands. For me, the Husky’s pokey motor and superior looks sealed the deal. But there’s a whole wide world of little bikes out there, just waiting to be discovered.
For more information visit: www.husqvarna-motorcycles.com/za/
Husqvarna Svartpilen 401
For more information on the bike that we tested in this article, click on the link below…
The Historic Hogsback Inn, Hogsback, Eastern Cape.
We have been thinking about sharing some of the cool spots we have discovered during our travels. Tell us what you think. Belinda Ayre, from the Hogsback Inn sent us an introduction to the Inn recently. I have made a point of overnighting in the beautiful little village of Hogsback during my Eastern Cape meanderings. Perched high on the edge of the Amathole mountains, Hogsback is off the main road to East London, as well as to PE, so you need to make an effort to get there. Typical of when you do make a bit of effort, it is well worth it. If you tour on a road bike you would approach on the tar road from Fort Beaufort, south west of Hogsback, or on an adventure bike, and dig the dirt, from Cathcart to the east of Hogsback.
The Hogsback Inn is neat and tidy with that typical charm of a small town Inn. The Eastern Cape has some spectacular scenery and is a must for bike touring both on tar and dirt. Hogsback is one of those spots that, once you have been there once, lures you back again and again.
The Historic Hogsback Inn: by Belinda Ayre
[Hogsback is about 80km North West of East London]
Set high on a plateau in the heart of the Amathole Mountains, surrounded by the indigenous forests and the many waterfalls that flow under the tree canopy, you will find The Historic Hogsback Inn. We offer good food, good drink and a cosy atmosphere, often in the company of any one of Hogsback’s interesting and “colourful” residents. We are situated just off the main road, nestled in beautiful natural surroundings against the three peaks, with our own little stream running through our gardens. We have kept the country charm and elegance that has made us a local landmark. Our old English-style Tavern and Inn offer an olde world feel steeped in history and tradition. Beautiful trees, clean air and tranquillity – so many reasons to visit, only one place to stay!
We are very keen to accommodate bikers and biker groups, whether you’re looking for a one night, en route, stop over or a few days exploring our beautiful and interesting region. We are very popular with groups like Red Cherry Adventures (Mike Glover and the team are on the mountain at least twice a year); we have BMW groups from Pretoria come and stay; Ulysses Centurion are coming in April and the touring company, SA Adventures, came through recently.
On offer are 10 x Standard Hotel Rooms, 6 x Riverside Suites and 3 x Self-Catering Units. All rooms are decorated in their own unique way and offer guests a comfortable stay. Rooms are serviced daily and offer amenities such as DStv, tea, coffee making facilities; some rooms have heaters and others have fireplaces. Stay awhile and get to experience more of the charm and warmth of The Historic Hogsback Inn.
THINGS TO DO IN THE AREA
Hogsback offers the visitor a rich variety of things to do and experience. And, of course, the opportunity simply to forget the rat-race for a while and chill-out in the most beautiful and tranquil of environments.
Bikers who stay with us for a few days tend to go adventure biking and as part of their preparation, we send scouts out a week before their arrival, to assess the condition of the roads, etc,. Hogsback in general lends itself to so many different biking routes of interest and we can provide details of these in advance of your visit.
There are of course, plenty of ‘touristy’ visits to be made, locally around Hogsback and other activities to keep you entertained. For example, we partner with Hobbiton-on-Hogsback, who are big on team building events including abseiling, archery, wall climbing, ropes courses and trapeze flying (7m above ground level!)
Another way to experience the beauty, the silence and the restfulness of Hogsback is on foot. There are heaps of hiking routes and walks that will take you through the forests, up the mountains, past the waterfalls, and to spectacular views.
The bird life in Hogsback and surrounding areas is very interesting and varied – we have 150 bird species in and around the village? And, we can arrange for you a ride on horseback to see the paths less travelled through the beautiful Amathole Mountains and forests.
Oh, and by the way, being the oldest accommodation establishment in Hogsback, we boast the original pub; the legendary Hogshead Tavern.
From bountiful natural gardens in Spring and Summer to snow in Winter, The Historic Hogsback Inn offers many pleasant surprises to its guests and we negotiate and tailor-make packages to suite each groups needs.
Should you require any further information, please do not hesitate to contact us and we will gladly assist. We look forward to welcoming you to our little piece of paradise!!
BELINDA AYRE
Reservations | Marketing Office
The Historic Hogsback Inn
(045) 962 1006 | (0)66 243 1957
www.hogsbackinn.com | [email protected]
Riding Harley–Davidson’s 2019 Road King Special
Harley–Davidson has made some changes to it’s Touring range for 2019. ZA Bikers went to the magnificent Algarve region of southern Portugal to ride the new Road King Special 114 and to catch up on what’s happening at the Motor Company. We experienced a machine that totally blew away some oft quoted misconceptions about Harleys in general, more often than not by someone who has probably never ridden a modern Harley–Davidson.
When, in the fall of 2016, Harley–Davidson embarked on their Milwaukee–Eight project, the touring range, including the Road King, underwent significant upgrades. The styling was reminiscent of the original 1994 Road King. This is part of the Harley magic. On the surface everything remains familiar but under the skin it is all new and updated. Only the real Harley–Davidson faithful will pick up on the changes.
The Milwaukee–Eight project was not only about the new generation of 4–valve head engines with increased displacement, [107 cu. Inch and 114 cu. Inch] or 1745cc and 1868 in metric speak, they also revised the chassis, brakes, fitted new Showa cartridge forks and upgraded the shocks. Power increased from 67 hp and 107 Nm of torque (on the old 1340cc motor), to 88 hp and 150 Nm (on the new 1745cc motor), and even more on the 114 cu. Inch engine.
Then folks, Harley–Davidson made it “Special”. The Specials, which started with the Street Glide and Road Glide, and about a year later with the Road King, are blacked out “badass” versions aimed at the younger rider craving style with attitude. A generation that rides with takkies, techstyle jackets and a full-face helmet as opposed to the old traditional boots and leathers boys. I jumped at the chance to don my beloved Simpson Venom helmet and style with the best of them! So whilst the fathers take to the road on their traditional Road King Standard and Classic, white wall tyres and all, the son’s will love the bad boy attitude of the Road King Special.
So what’s new for 2019
Before I get into the Road King Special riding experience, let’s look at what H-D have in store for us in the not so distant future. We have already seen the launch of their FXDR muscle bike and keenly await the advent of the electric powered LiveWire in around six months time. Not resting on their laurels, a revamped version of the Electra Standard has also come to market with Apple CarPlay compatibility and a dedicated GPS App all appearing on a way crisper and sharper display. Harley have also put their 114 cu. Inch motor in models such as the Special and Ultra which previously ran the 107 cu. Inch mill.
Now for the Road King Special. You can choose between five different colour schemes, with Black, Silver and Burgundy as “standard” colours, and for a few more bucks you can opt for the two-tone paint job in traditional H-D Orange and Black. My personal favourite is the Matt White, which also sells at a slight premium [around R5k ] over the base colours. Typical of current Harley–Davidson’s, the paint quality is beyond reproach. “We know they look cool,” I hear you say,“but how do they ride?”
Misconception number one: Harley’s are slow
Harley–Davidson planned a thrilling 260 km blast for us through the twists and turns of the Algarve which dispelled that first rumour fair and square. This Special hauls! With 90 hp on tap @ 5020 rpm and 163 Nm of torque @ only 3000 rpm there is oodles of stump pulling grunt to lift the skirts and get this baby running.
The power is super smooth, with 4th gear acceleration from a mere 50 km/h and at only 1500 rpm no problem at all. Roll the throttle open at 90km/h in 6th gear and the Special responds with grunty vigour. Gearing feels spot-on too. At 130 km/h the mill is loping along at a mere 3000 rpm. Top whack is over 180 km/h at just over 4000 rpm.
Misconception number two: Harley’s don’t handle
The Road King Special features a brand new 130/60 x 19 front wheel which transforms the handling as compared to the 130/80 x 17 of the other Road Kings. Obviously this is no Sport bike, but it gives good front end feed back translating to rider confidence.
Employing a suitably smooth and flowing riding style and using the 32 degree lean angle to the full, you can hustle down a windey road. Brakes are by Brembo and well up to the job of hauling the Special down from speed.
Misconception number three: Harley’s are uncomfortable
That’s a tricky one. Despite hours of riding, including a full week-end on a Road King last year, the jury is still out for me on the comfort aspect. The absence of a windshield is obviously an issue at high speed. Hours in the saddle are going to be fatiguing.
On European roads it is not such an issue, however the passenger seat has almost a negative slope from front to back which exacerbates the strain of no shield. The comprehensive Harley after-market catalogue can remedy this with optional windshields and backrests. The twin 32 litre saddlebags are both attractive and convenient.
Misconception number four: Harley’s are over-priced, under-tech pieces of machinery
Sure, they are not cheap, but they are not nasty either. The finishes are excellent and they weather reasonably well. They also hold their value well due to not becoming outdated like Sport bikes every couple of years. As alluded to, the Special smacks heavily of the original 1994 model. This keeps even older models relevant, especially with the new wave of nostalgia that has been sweeping across the bike scene in recent times.
As for their lack of “tech”, that is quite simply hogwash. Quintessentially, Harley–Davidson’s are a modern expression of a classic, timeless theme. By their very nature that means they do not try to reinvent the wheel every year. They certainly have got pretty damn good at getting it to roll better though!
For more information on the 2019 Road King Special visit: www.harley-davidson.com
KTM 790 ADVENTURE AND ADVENTURE R – Moroccan Magic
Riders buy Adventure motorcycles for different reasons. Some like the comfort, touring ability, two up suitability and general all round competence. Others like to venture off the beaten track, and then others where there is virtually no track! No matter what your reason for buying an Adventure bike, when it comes down to bar room bragging rights it is the off road capability of your ride that makes or breaks it.
Somewhere in the dark recesses of our imagination we picture ourselves sporting at least a weeks worth of stubble and travel grime, astride our equally travel stained ride, gazing in steely eyed fashion across an arid plain in some far flung land, contemplating the next leg of an epic adventure. Truth is, these pictures could put us on any bike for, as the old saying goes, “where there is a will, there is a way”. However, if the scene playing in your mind is as hard core as such imaginings usually are, you would be on an orange bike. Fact is, KTM’s are quite simply the most hard core and badass adventure bikes out there! As you get cruisers and then you get Harleys, so, in the hard Adventure world you get KTM and then everything else. I mean 18 consecutive Dakar wins. How conclusive a credentials argument is that?.
In this context, when you ride, and then consider the qualities of the new 790 Adventure and Adventure R from the Austrian manufacturer, you realize that they are not simply a shot across the bow of the competition. It is more like the famous World War 2 sea battle between the German pocket Battleship Bismarck and the daunting and seemingly invincible pride of the Royal Navy, the battleship HMS Hood, which, up until then had ruled the seas. The Bismarck didn’t bother with a warning shot across the Hood’s bow. Instead they put one straight into the ammunition magazine of the Hood and blew it all to hell! Perhaps the 790 Adventure could still be considered a shot across the bow, but the R version simply blows the competition away. KTM’S catch phrase for the new 790’s is “Adventure harder” and it could not be more apt.
So who is the competition? Because of the wide skill set that the 790’s posses it is not only the obvious BMW R850 GS, Triumph Tiger 800 XC, Honda Africa Twin and Suzuki V–Strom but KTM’s own 690 Enduro as well as the Husky 701. Criticism of the first four, and please don’t misunderstand me for a moment, as they are all good bikes in their own right, is that they are all big and a bit porky. The weight that they carry and the distribution thereof is a limiting factor when off road adventures get a tad extreme. KTM’s 1090 in my opinion is the best current adventure bike in terms of off road ability. The Africa Twin runs it a close second but only after you have re-valved the suspension. The 690 and 701 are really Dual Sports and not Adventure bikes in that they carry too little fuel and lack open road legs.
This has always been the compromise. Long distance comfort, fuel range and speed versus off road ability. I met a BMW R1200 GS Adventure mounted couple at the turn off to Elephant Sands just north of Nata a while back. They were trying to pluck up the courage to venture down the sandy track to the lodge on the hefty Bimmer. I did my best to encourage them with tales of elli’s and the like but to no avail. The thought of the big bike in the deep sand was a no no. Now we all now how capable a well ridden GS is, but for many riders the idea of wrestling a heavy Adventure bike through thick sand is a bridge too far. The weight of the bike puts many riders off riding slightly technical terrain.
The cry of many such a rider has been for a lighter, more manageable and less intimidating truly off road worthy adventure bike. KTM has heard that cry. Yamaha too, heard that cry and responded with their incredibly well received T7 concept bike. Despite confirming that it would go into production, four years has elapsed and still no Yamaha has come along to scratch the itch they created. KTM in the meantime, a scant year or so after launching their exciting Duke 790 road bike, have produced not one, but two brilliant Adventure variants featuring a retuned version of the powerful and playful 799cc parallel twin. Talk about sucker punching Yamaha!
In Adventure form the motor churns out 95 horses @ 8000 rpm, just shading the Africa Twin litre bike. Torque is equally impressive at 88Nm @ 6500 rpm. This propels a bike that is at least 20 to 30 Kg’s lighter than any of it’s peers. The end result, not surprisingly, is ability that has set a new benchmark for the class. I actually think it has reinvented the class. I asked the question after attending the new 1200 Rallye GS launch, why it was that Adventure bikes had got heavier rather than lighter over the years. The original ‘80’s model R80 GS weighed the same as the new KTM 790’S. Why then should the latest GS’s be closer to 240 Kg’s fully fuelled?
The 790’s in both Adventure and R guise look the goods. As with their off road bikes the colour is not painted but rather moulded into the plastic body panels. The 20 litre fuel tanks have deep sides which both carry the weight low and offer a remarkable degree of crash protection too. Powerparts supply tough covers to enhance this feature. The bikes have wide handlebar lock, so coupled to the low centre of gravity they turn on the proverbial tickey.
The Duke got instant acclaim for it’s playful nature. The Adventures are no different. The inherent abilities together with the playfulness makes them unique in the Adventure bike class. How can I make a statement like that you may ask? ‘cause I rode them in Adventure bike heaven, that’s how!
KTM SA flew a bunch of SA journos to Morocco hot on the heels of the World Launch of the 790 Adventures. Riaan Neveling, KTM SA’s National Sales Manager, in consultation with Hein Engelbrecht from ADA, decided that the world journos were wusses and that the SA chaps needed a bit more of a challenge, so they tacked on a few more embellishments to what was already a hectic Adventure route. Unfortunately for us Riaan does crazy s**t on any motorcycle and thinks its easy! I detest a kid with talent!
After flying in from Casablanca and being briefed on the new bikes and riding plans for the next two days, I went off to bed with butterflies in the stomach resembling a WW 2 dogfight. Tomorrow was game on! The sun only rises around 7am at this time of year in Morocco so we rode out from the hotel into a beautiful golden glow over the arid landscape. Day one was riding the Adventure variant shod with Avon dual sport rubber with a 70 to 80% road bias. The days riding was in an area near the towns of Erfoud and Merzouga, of Merzouga Rally Raid fame. This is about 350 kay’s as the crow flies east south east of Casablanca.
As we rode out I thought back to Riaan’s briefing. The aim for KTM was to build bikes that can “adventure harder, ride further and push your adventure riding goals”. What I am going to do is give you the low down on the Adventure and then we will explore the R model.
KTM 790 ADVENTURE
This is meant to be the user friendly, go anywhere, one up or two up with luggage if needs be, comfortable and very capable model. Understand that “capable” in KTM speak means way above average off road prowess. A 20 litre tank with frugal fuel consumption equates to a 450 kay plus range. We rode them a bit like we stole them and yet at the end of the day my computer reported 4,9 l/100. Ease of maintenance was another design parameter. To this end the air filter is located under the seat. Whip off the seat and you can clean or replace the filter in a flash. Clever!.
Speaking of seats, there is a low setting at 830mm or a high setting at 850mm. The clutch is cable, rather than hydraulically actuated again for ease of maintenance in remote locations. Windscreen is taller and adjustable by 40mm. Sustained high speeds were comfortable even for my 6’ 3” frame, with no untoward buffeting even whilst wearing a peaked adventure helmet. (Screens are interchangeable between the two models). There is 200mm of suspension travel at both ends, with preload adjustment only on the rear shock. The factory has done a better than average job with the spring and damping rates, so unless you have gone to town on the pies (or Burger King, Mr Portman) you should be quite happy. Even at silly speeds over some dodgy surfaces the Adventure stayed tidy. Wheel sizes are the same on both models at 90/90×21 in front and 150/70×18 at the rear. Spoked and tubeless, they are easy to plug and bomb in the event of a puncture. This is just as well as neither variant is equipped with a main stand.
The seat is a two piece and is comfy but firm in typical Katoom fashion. Zoon Cronje, the photographer, spent two full days on the back of Riaan’s bike and had no complaints. (About the seat, that is. The danger pay is an ongoing dispute, I am sure!) The bike has the now familiar to KTM riders TFT dash display which gives you all the vital information that you need to know and then some. The full electronics package has been thrown at these bikes. Off road ABS, cornering ABS, Slip control (a more adjustable version of traction control designed for you to slide the bike controllably like a riding God), rider modes including “Rally” with adjustable throttle mapping. Flip! This is confusing as hell for an old school dude like me!. Fact is these modes all work. Don’t get clever. Put your ego as deep as it will go in your pocket, or better still, lose it! The rider aids are proper and make a better and safer rider out of you.
A 12 V socket is located conveniently directly in front of the rider and there is a dedicated spot for you to mount your GPS so that you don’t miss the turn-off to Katmandu. Ergonomics are like baby bear’s porridge; just right. The handlebars are adjustable by rotating the clamps, though length job’s like me will have to ideally install risers for when standing off road. Mirrors work well, giving a good view and staying unblurred at all speeds. Back to the ride.
A scant 20 kay’s into the ride, after meandering through a quaint town, riding on the right side of the road, as they do in Morocco, Riaan hooked a right onto a rocky goat track through a stone quarry to the top of a cliff. Despite a few sphincter clenching moments we all made it safely to the top and started to realize that these bikes make the difficult ordinary. Oh yes, the view was great too. Back on the road the little KTM continued to impress. The torquey twin has found it’s rightful place in this style of bike. Smooth and willing it whips you along effortlessly to a top end (indicated) of just over 200 kph. Decent power and light weight always was the recipe for superior performance.
This light weight and grunt translates into a really fun ride. You forget, after a diet of podgy bikes, how engaging and fun a light pokey bike is to ride. You feel in control all of the time. Those of us with a penchant for riding on only the back wheel were having a real wheelie fest. One day when i’m big…..The Adventure is a joy in the mountains, railing through bends at warp speed and blasting down the straights. A veritable weapon on a windey road.
By the end of the day we had seen sights and ridden places that many would not feel up to going on the typical Adv bike out there. (like that flippen’ rock garden up the mountain, Riaan) The 790’s were never found wanting. The 320mm front discs hauled us down from speed without fuss or bother, yet gave plenty of feel on dirt. To sum up. I would hop on this bike and depart on a round the world trip in a heartbeat, secure in the knowledge that whatever we faced together we would be able to handle it. A new class is born. The “hard adventure bike”. Flip, now how good is the R?
RIDING THE R
“Why would you need more than that offered by the straight Adventure?”, I was asking myself. And then I rode the R. Joining us for the R ride, which was going to be almost exclusively “off piste”, as the Dakar dudes say, was Ross Branch, the “Kalahari Ferrari”, the Botswana boytjie that caused such a stir with his incredible Dakar debut. Botswana is close enough for us to call him ours, isn’t it?. From the moment we turned onto the dirt, the fun began. Well, if the truth be known, for me it was initially fear, translating into fun as I got to grips with the R, and it’s talents started to shine through.
We encountered fast gravel plains interspersed with rocks, ruts, washes and sand. Lots of sand. That “S” word that strikes fear like a dagger to the heart of many an Adventure bike rider. With my bike in Rally mode and my seat in the 850mm low position, in case I needed to dab a foot down, (905mm in the high position) and the slip control allowing decent controlled slides with off road ABS engaged I was G for go. Please understand that whilst I don’t totally suck at off road adventure bike riding, I’m by no means an off road boff. Adding to my potential woes was the fact that our TKC 80’s were pumped to 2.5 bar to prevent pinch flats or cuts on the sharp rocky lurkers that we were hitting at speed. No help in the sand there then!
The quickshifters fitted to the bike were a revelation. As you dirt donks out there will know you have two choices when riding a motorcycle in sand. For those who have not yet experienced this unique experience, allow me to explain. Option one. Proceed slowly and carefully as if you are looking out for mines in a minefield. The front wheel is pushed this way and that by the sand demon that lives in the sand, so you spin your legs like a roadrunner as if you are a twin paddle Mississippi paddle steamer. Trouble is, the paddles soon go limp as you run out of steam and inevitably grind to a halt. At this point your quivering spent pins can no longer hold you up, so you capsize in the sand, often under the bike. If all you have to get through is a 20 metre wide river bed then option one will work, however if you have kilometres of sand in which to battle the sand demon then you have to come up with another plan.
That plan is this. Hook second gear and slip the clutch out so the bike doesn’t stall. First gear will simply dig a hole in the sand and roost the crap out of your ex buddy who was waiting patiently behind you for his turn to have a go at said sand demon. As you accelerate, the front wheel rises up out of the sand and the sand demon falls off. Suddenly you are no longer flapping your arms around like an Outsurance pointsman, because the bike is running relatively straight. Be warned, this technique is not for the faint hearted as you are now proceeding at a rate of knots, so should you abandon ship at this stage it is most likely going to hurt. As the sand demon falls off you need to stand up, grip the bike between your knees and try and relax your death grip on the bars. Now you can put your butt back to get the front even lighter and make it even more difficult for that pesky demon to mess with your front wheel.
A word of caution. Many riders, at this point, make the mistake of studying the sand in front of their wheels, presumably to take avoiding action if they see a particularly nasty sand demon lurking ahead. Don’t fall for this heinous plot! Cast your gaze ahead, with only your peripheral vision scanning for nearby lurkers, and ride towards that distant point. This way you will use those nasty demons for traction rather than fall into there clutches.
Why did I share this dark secret with you? Because you need to understand that the other variable, hitherto unmentioned, is the bike that you are riding. As you who have previously fallen foul of the sand demon know, gravity sucks! So, the heavier the bike you are riding the more chance the demon has to grab your front wheel. Darn!, now you get it, don’t you? Enter the KTM 790 Adventure R. This baby, defying gravity as she does, simply hoiks the front wheel out of the clutches of Monsieur Le Sand demon all the while flashing him a single finger salute! Defeating the sand demon has never been this easy on an adventure bike. If we all start riding Adventure R’s’ or straight Adventures for that matter, the sand demon will have to go on the dole or find another day job. That’s a fact! The quickshifter is another sand secret weapon, because you stay on the throttle and hook it through the gears, never giving the demon a chance to retard your progress enough to grab the wheel. All of a sudden you have brought a gun to a knife fight and your confidence spikes and you start playing with the sand monster. How cool is that?
Ross Branch is so good at beating the daylights out of the sand demon that, and I have it on good authority, old demon runs and hides when he sees Ross coming. Asked his opinion of the 790 R in the sand he beamed. “It’s even easier than my Rally 450 because the twin cylinder hit is less brutal and more linear, I love it”. I can’t say that the R turned me into even a “Kalahari Kia” in the dirt, but what it did do was turn my apprehension into enjoyment.
We stopped for lunch at a spot literally on the edge of the famed Merzouga sand dunes. I looked out over the amazing expanse of rust coloured sand and felt an oily snake of caution filling my gut. Intuitively I knew that it was not the sand demon that dwelt there but rather his evil sibling, with twice the guile and venom. We had stumbled upon the lair of the dune demon himself! Being older and perhaps wiser I witnessed some of my countrymen, full of confidence from their defeat of the sand demon, sally forth against this new foe. The battle raged hither and thither and when we at last were forced to regroup we had lost one of our number. Veritably the bravest of us all. The dune demon feinted, providing traction and then struck! Thrown from his noble steed he suffered grievous wounds and was forced to retire from the field of battle.
Ok, enough of the medieval imagery. The fact that the bikes could even traverse the dunes was testimony to their ability. While we were there, two guys on new GS’s arrived, took one look at what the guys were doing with the R’s on the dunes, took a quick photo, then got the hell out of there! Perhaps they were chilled to the bone by the mournful wail of the dune demon. What remained was a brisk trail ride back on a track circumventing the dunes. Back at the hotel everyone was gushing over the ability of the bikes. Riding these bikes you need to constantly remind yourself that you are on an Adventure bike and not a pukka dirt bike, lest you overstep the mark and reap the whirlwind.
Watching Ross in the dunes was amazing. Clearly you need to be able to “read” the dune in all it’s incredible complexity’ levels of traction change constantly, as do the inclines of the dune face that you encounter. Misjudge a slope angle or slip face and you hit a lethal drop off, only to crash down in a heap. Not for the faint hearted! Having said this, the bike had the guys doing things that I honestly don’t think they would typically attempt on an Adventure bike. KTM’S 790 Adventure R is in my humble opinion in a class of one, albeit even a new class entirely in terms of off road prowess. Combine that with it’s many other talents and you have a huge winner. It is incredible that 240mm of suspension travel and a couple more mm of ground clearance can make a bike feel so different. Admittedly the R suspension is fully adjustable, and, in the way of serious KTM’s, proper! It negotiates whoops and ruts with a finesse that I have only experienced on a fully fledged dirt bike. It also has a slightly more relaxed head angle, thus increasing the wheelbase slightly and enhancing stability at speed. A steering damper is there as a catch fence.
KTM have broken new ground, with their only competition coming from within. If your adventure is going to be “hard” in nature, you would be well advised to equip yourself with one of these weapons. The bike will thrill you and extract every ounce of your riding ability in the best possible way. The R can be had for a bargain R185999. The Adventure segment revolution has officially began and the guillotine doing the damage is most definitely orange!
A huge shout out to Franziska and Riaan and the other members of the KTM SA team like Shondor and Stefan, who rode along and made the experience so epic. The passion you have for your brand is inspirational!. Thank you for the privilege of putting your new bikes to the test in magnificent Morocco. Thanks are also in order for Hein and Dieter Engelbrecht from ADA who shepherded us on the rides. You gentlemen rock.
And finally, kudos to the most badass, hardcore adventure motorcycles on the planet. The 790 KTM Adventure and R, thanks to you the colour of extreme adventure is most certainly orange.
For more information visit: www.ktm.com/za
Kymco Brand Launch
The Kloofzicht Estate is situated in the Cradle of Humankind. Fostered by mountains all round, it is quite a mystical place. Mirror smooth lakes, game roaming free in lush, summertime greenery, it’s the kind of place you will visit more than once in your lifetime.
But there is work to be done, so time to focus. A few souls are fortunate enough to sit in a dimly lit boardroom, busy watching a video clip of an electric Supersport motorcycle that is capable of accelerating from 0-250 km/h in just 10,9 seconds. The motorcycle is called the SuperNEX, manufactured by Kymco. But that is not what this story is about.
Known mainly for scooters and ATV’s, Kymco as a brand requires little introduction to the local motorcycle industry. In the early 2000’s, there were many to be seen on our roads. After a period of success, the small and seemingly vulnerable local importer closed its doors due to unforeseen circumstances. This was quite sad and left a lot of owners stranded.
Manufacturing in excess of 570 000 vehicles annually, with close ties to Kawasaki and BMW, it was only a matter of time before the re-emergence of Kymco to the local market.
Enter “Tuning Fork (Pty) Ltd”, who has been awarded the sole rights to import and distribute Kymco to the South African market. A company perhaps better known as “Yamaha SA”, in layman’s terms.
Robin van Rensburg, the newly appointed Managing Director of Tuning Fork (Pty) Ltd, shares his vision for the road ahead. He seems to be a man of action and has brought about many telling changes already in just a short space of time. Next up, Peter Wilkins gets down into the “nuts and bolts”, introducing the range of products in more detail. This likeable man has been the point man at Yamaha for many years and will now also be the head of operations on the Kymco side.
Peter continues to introduce each model to us in methodical fashion from smallest to largest. The range to be imported to the local market seems more than adequate and consists of different capacity scooters, quads and side by side ATV’s.
I will try and be as methodical as Peter in giving brief feedback of the various models as I experienced them during some lengthy test rides.
Noodoe Navigation
The newest Kymco range of scooters from 400cc and above sports the revolutionary Noodoe GPS and tracking system. As far as my knowledge goes, this is a first in the scooter market. This is a built in GPS system that is interactive and can be customized to the riders taste.
It also has the added benefit of tracking other Noodoe enabled scooters that form part of your group to make sure no one gets lost. A really slick piece of kit indeed.
Scooters:
Agility RS 125
This little scooter weighs only 97kg dry with a seat height of 800mm. It seems small and agile, hence the name. Meant for heavily congested city traffic, this little one should be lots of fun to ride. This is one of two models that we did not get the opportunity to ride.
Price: R 19 950
For more info click HERE
Like 125i
The “Like 125i” is the fashion statement of the range. This very cute scoot resembles the looks of a Vespa and is capable of speeds of over 100kph. The seat height is only 770mm and is therefore ideal for shorter riders. This one was also unavailable for testing.
Price: R 34 950
For more info click HERE
G-Dink 300i
The G-Dink 300i was available for test riding. This is a scooter in the typical Kymco tradition and is very well priced. An even lower seat height of 760mm makes this a real possibility for anyone who wants to take up motorcycling as a means of transport. The seating position is very upright and the scooter seems small when climbing aboard. This is the first step in performance scootering and can certainly hold its own in any traffic condition.
Price: R 49 950
For more info click HERE
G-Dink 300i ABS
I will make no bones about it, but the G-Dink 300i ABS was my favourite scooter on the day! It certainly seemed most zippy and agile. Although it only has a single disk brake at the front, it still offered excellent stopping power, with the ABS giving that wholesome reassurance. Bill Hunter, my fellow journalist and I had huge fun conducting roll-on acceleration tests between the pair of 300’s, and the G-Dink 300i ABS was certainly the strongest performer.
I can see myself on this scoot for the daily commute as it has ample power to deliver you from evil and good handling to boot.
Price: R 69 950
For more info click HERE
XCITING S 400i
The XCITING S 400i is a serious piece of engineering. As standard, it sports the Noodoe navigation system mentioned earlier. With more than 26Kw of power on tap, this scooter makes light work of intercity travel. It can cruise effortlessly at highway speeds all day long and still has some of the sporty feel that I mentioned on the G-Dink 300i. The fuel capacity of 12,5 litres should deliver about 250 km between refuels.
Price: R 99 950
For more info click HERE
AK 550 Touring
This is the flagship of the Kymco scooter range and is a monster that should be taken seriously. It has an array of features, which include Noodoe navigation, Keyless ride and Brembo ABS brakes. Tyre pressure sensors is also a standard feature. In my personal frame of reference, the touring scooter does not make a huge amount of sense, but be that as it may, it will certainly put a smile on your face every time you turn the throttle. It is very roomy and comfortable, with ample focus given to passenger accommodation. Needless to say, this was a favourite among the press!
Price: R 154 950
For more info click HERE
All Terrain Vehicles (ATV):
MXU 150
Price: R 49 950
For more info click HERE
MXU 250
Price: R 64 950
For more info click HERE
MXU 450i 4×4
R 104 950
For more info click HERE
We drove the scooters to a proper 4×4 facility, where the full range of ATV’s awaited us. This was really a nice touch and I must confess, the highlight of my day. We had some good laughs and the best pizza in Krugersdorp, freshly prepared while we were having fun on the various offerings.
Daniël Pienaar and myself “got lost” on some of the most scenic trails that the venue had to offer. The capabilities of these quads were properly tested in all sorts of terrain. To be honest, I do not have much experience on ATV’s, so I have limited frame of reference to compare these quads with. All I can say is that the quality, power and handling was more than adequate for much enjoyment.
Side by Side:
UXV 450i 4×4
Price: R 149 950
For more info click HERE
UXV 700i 4×4
Price: R 169 950
For more info click HERE
This was the pinnacle of fun on the day! For most of us, this would be the first go in a Side by Side vehicle and we didn’t really know what to expect. The roll cage and safety belts went a long way to reassuring us that all was going to be okay. It was amazing how much we achieved as first timers. There was this really scary off-camber, rocky ledge that we traversed successfully, despite limited experience, as mentioned previously.
These Side by Side vehicles offer 4 wheel drive, low range and high range, load carrying capacity and more than enough ground clearance. I can see them being widely used on farms and Sunday outrides for the whole family.
In summary, this was a day that we all enjoyed and the memory will stay with me for some time to come. Not to single anyone out, I would like to commend Jessica Jooste and her marketing team for a well planned, memorable day of fun and laughter. This was certainly a team effort that required careful planning and vision.
May this be the start of a successful new venture for the Tuning Fork company and the new home of Kymco as a brand.
For more information visit: www.kymco.co.za
Kymco AK 550, XCITING 400i, G-Dink 300i ABS, G-Dink 300i, Like 125 & Agility RS 125
For more information on the bike that we tested in this article, click on the link below…
SUZUKI WEEKEND AWAY 2019
Suzuki’s 8th Annual Weekend Away will take place between the 5th July to the 7th July 2019 at Hotel Numbi & Garden Suites in Mpumalanga.
All Bike makes are welcome and bookings are done directly with Hotel Numbi & Garden Suites.
When booking quote Reservation number: 225917
Cost:
- R795 per person sharing per night (R3180.00 per couple for the weekend).
- R995.00 per single occupancy room per night (R1990.00 per single room for the weekend).
Rate includes:
- Dinner, Bed & Breakfast, activities.
Contact:
- Michelle Conlon (Reservations) during business hours: 013 737 7301/2/3/4 or E-mail: [email protected]
Once you have made your booking please E-mail: [email protected] with your Name, T-shirt size and reservation number.
Here is a taste of what’s to come:
First Ride Impressions: BMW R1250GS and GSA
I will always remember the first time I stumbled onto the Loteni Valley, conveniently hidden away from the rest of the Midlands Meander, KwaZulu Natal. I would like to claim that I discovered this piece of heaven, but that would simply not be true. It had that much of an effect on me! I was on a ride to nowhere…
I say “a ride to nowhere” because that is what I do when I meander solo. I spread out my trusty, wrinkled and outdated topo map on the bare earth beneath me and stroke to frontiers unconquered. That is how many of my journeys begin.
This time was no different. The only other companion on this journey was Liberty, my trusty and loyal BMW R1200GS Trophy. The year was 2016. It felt like I had discovered a parallel universe. Just Liberty, my map and myself.
My thoughts usher me back to the present day as I behold the same scenery yet again, the same emotion. This time Liberty is but a fond, everlasting memory.
The brand new BMW R1250GS Adventure burbles underneath me as I throttle back from 5000 rpm, backing into the next flowing, undulating corner. I feel like I am conquering this private world all over again.
She is a beauty, this Exclusive model dressed in her Golden-Green, Kalamata dress. For today, just today she is all mine as this mystical world unfolds. But let’s escape from this dream for just a moment, as I explain…
Earlier this morning my fellow journalists and I get transported from a busy King Shaka International airport to the Beverly Hills Hotel, Umhlanga, and a breathtaking view of the Indian Ocean. After breakfast we are greeted by the ever cheerful Chris Modise, National Sales Manager, BMW Motorrad SA.
It is a proud moment for Chris and team as he introduces us to the new flagship GS models that we are here to evaluate. He mentions that BMW Motorrad has just completed its 8th consecutive year of record production. Close to 165 000 newly manufactured BMW Motorcycles has seen the light of day in 2018 alone. The Juggernaut seems to be at full momentum, hence the slogan “Unstoppable”, adopted a few short years ago.
For the whole of today I will be aboard the R1250GS Adventure, shod with brand new Metzeler Karoo 3 tyres. She is the direct replacement for the outgoing R1200GS Adventure. The so called “GSA” began life as an 1150 back in 2002.
As the undisputed heavyweight champ, it is no stranger to criticism. Seemingly unfazed, it goes about its business of being the weapon of choice for the local adventure bike community.
The subtle changes to the chassis and electronics certainly compliment the new engine design. BMW seem to always take the opportunity to make numerous but telling changes. These changes most regularly go unpublished, but seldom unnoticed.
Case in point, I notice how much more smoothly the gearbox works. As a result, the shift assist feels more sorted on the boot, especially when downshifting. Subtle design queues include the black handlebars, white hand guards (HP model) and redesigned chrome style side panels.
We leave a congested Durban behind in search of the serenity that the Midlands Meander and Drakensberg regions have to offer. The open road affirms yet again why this beast has become a household name. If you have not experienced one of BMW’s Adventure incarnations, then do yourself a favour by contacting your local dealer for a test ride. But be sure to plan a full day of riding, as this is where you will truly appreciate its qualities.
We spend the night in the glorious Drakensberg Sun Luxury Hotel where we share the days’ experiences over good food and drink. This place is cradled in an Amphitheatre of mountains and lush green beauty abounds.
Day 2 beckons, and I am handed the Storm Black R1250GS, fitted with Michelin Anakee Wild tyres. We leave a thousand photo opportunities behind, in search of new ones. There is lots and lots to be said about these bikes, our experiences and where we rode, yet I have decided to cover two of the most hotly debated questions a typical Motorrad Sales Executive has to deal with. Follow me….
“What should I buy, The standard GS or the Adventure?”
The simplest answer would be that you cannot really make a mistake with either. Point is, on this launch we spent two days in all sorts of terrain on both these variants. The one could go where the other did. Plain and simple.
However, this answer seldom suffice, as the customer searches from a deeper conviction. So here goes; From a “Rand-and-Sent” point of view, the Adventure model certainly makes more sense. For the extra R25 000 odd, you get the larger fuel tank, larger wind shield, higher suspension, upper and lower crash bars, LED driving lights, quick adjustable rear brake lever and wider footpegs. The seat also has extra padding and there is a neat glove box forward of the fuel cap that can hold your credit card, spare cash and gate remote. You also get steel luggage frames as opposed to the standard GS’s Plastic frames. For most buyers, this warrants a decision towards the GSA.
Then there is the other side to the coin; The standard GS is a much more exciting bike to ride, primarily because of the very absence of these extras. Whereas the Adventure ushered me into a comfort zone of bird watching and flower smelling, the standard GS kept provoking me to cover more ground in less time. The GS was an absolute blast to ride. These bikes are so similar, yet so different.
The difference in character boils down to more than just the spec sheet.
Careful thought and engineering went into the portrayal of character, so to speak. I know many friends who have had more than one Adventure, eventually down scaling to the standard GS for a different look and feel. I am on that same path. Owner of numerous Adventures, I have since found the standard GS a more rewarding bike to ride. I often find myself in the middle of nowhere, needing nothing more than a GS and a soft luggage roll strapped to the back.
“Tell me more about the automatic suspension?”
This question warrants an article all on its own, but allow me to condense a few meaningful words for now. To be correct, the suspension system is called “Dynamic Electronic Suspension Adjustment” or DESA in short. This basically gives you 3 options, which I will cover briefly;
Auto mode:
In auto mode the suspension adjusts the damping automatically, in accordance with the demands of the varying terrain. I am starting to sound like an engineer….
The earliest version of this was to be found on the R1200GS Rallye, introduced in 2017. The good news is that it has evolved slightly on the new bike into a more compliant, less choppy ride. It seems a little less foreign to deal with and becomes less excitable, for lack of a better word, than the first incarnation mentioned.
I find it useful in most conditions off road for when I want to enjoy a ride without thinking too much. In this mode it is also more stable at high speeds, than the first version. I tested this one numerous times and once took the bike up to very illegal speeds on a open gravel road. She remained composed.
Max mode:
Maximum mode adjusts the preload on the suspension spring to a much firmer level, making the bike grow in height quite a bit.
This is the mode I use most often. I find this to be my favourite mode for hard sports riding on twisty roads, primarily because it keeps the bike more stable and gives best ground clearance for really hard cornering. It is also much more predictable due to the fact that it is a set point.
Off road, I prefer this mode for speed ranges above 120 km/h. It becomes your best friend at these speeds. The harder you ride, the more it rewards.
Min mode:
Minimum mode adjusts the preload on the suspension spring to a much softer, compliant level, making the bike much lower in the process.
This is the mode I find most useful for speeds below 100 km/h. I also prefer this mode in slow, technical riding. The downside is that the ground clearance is compromised, so take care when traversing rocks, logs and other foreign objects.
In summary, the two days spent in the company of the BMW Motorrad team and their newest offerings was certainly time well spent. Accolades to the team for planning such adventurous routes, backed by some of the most exquisite destinations. The new motorcycles are state of the art and will certainly position the brand well for the next round of battle in this, the premium segment of Adventure touring. These bikes seem to tick all the boxes with even less effort than before and should enhance the ownership experience, especially with the added peace of mind that the 3 year, unlimited mileage warranty offers.
For more technical information and for pricing read the following press release:
The new BMW R 1250 GS and R 1250 GS Adventure now in South Africa
Hello Dark Horse, my old friend!!
We feel like outlaws from some Wild West movie as we roll into the bustling little museum town of Cullinan on our three iron horses. It’s a sunny Sunday morning. The perfect weather sees every conceivable type of motorcycle lining the streets in front of the coffee shops and popular diners. Life is good as always, I suppose…
I find myself astride the Indian Springfield Dark Horse, with Simon flanking me on his custom Triumph modern classic and Bjorn on his KTM 390 Duke. It was a leisurely cruise from the big smoke on this glorious morning, the Dark Horse purring along just fine in top gear. The monster torque from this 1811cc motor makes for an effortless traverse.
On our way, we pass the lush, green and beautifully kept farmlands. Riding at the back I spot a photo opportunity. As I roll off the throttle, I see Bjorn and Simon doing exactly the same in front of me. No communication needed as beauty is in the eye of the beholder, after all.
We start positioning the Dark Horse in this field of green. Bjorn, our resident photographer starts capturing beauty, as he always does, while Simon and I discuss the ride so far.
In November 2017, I was privileged enough to ride the “big brother” Indian Chieftain on a three day cruise into the Midlands of KZN. The Chieftain is the more elaborately specced version, suited more to the full time roll of touring. The ride report ‘Travelling like a Chief’ can be viewed from the archives of this website. I was truly impressed back then, and I am truly impressed now. The Chieftain and the Springfield differ somewhat in form and function.
The Chieftain sport more creature comforts and appeals to the touring community first and foremost. A community where ultimate comfort and refinement is demanded. In this habitat it is hard to fault, as the journey through the midlands confirmed. The Springfield Dark Horse, on the other hand, was created for a different purpose, one that appeals more to the rebel inside, one that promotes individuality even more, one that sets apart.
A most glorious feature of the Dark Horse, is that it can be transformed from touring-to-naked bike in seconds. The very effective touring screen can be removed in a jiffy, making for an appealing naked style street rod. This greatly enhances functionality, both in looks and riding experience. There are many occasions where I feel like a fuss-free, wind in the hair style cruise into the country side, especially in South African summer time. As I found on my urban travels, the Dark Horse evoked much more reaction as a naked bike, than the fully faired version. She is a soulful beast, to say the least. I would certainly go naked, most of the time.
Although the seats are very comfortable and plush, the cruiser type seating position on the Dark Horse, as with any cruiser style motorcycle, positions the feet far forward on long running boards for a more relaxed knee angle.
To the rider of more conventional motorcycles, this poses quite a demanding adaptation in seating posture. No fear, when Indian is near! The engineers at Indian, to the rescue. a Riders’ back rest can be inserted with very little effort, affording the necessary lumbar support to the small of the back, making the transition from conventional-to-cruiser seating less traumatic. This seems to be the answer and a very cool feature indeed, making long hours in the saddle an option.
The basic ride and feel of the Dark Horse, is very similar to the Larger Chieftain, as mentioned earlier. The technical specifications are roughly the same, due to the same chassis being used successfully in both versions. This is a trend nowadays with most of the premium manufacturers, which cuts down dramatically on development costs and parts holding. It never seizes to surprise me that these manufacturers can engineer such similar, yet different riding experiences from such similar, yet different motorcycles. No pun intended…
In conclusion, I find the Indian Springfield Dark Horse a true pleasure to ride. The quality, matt black paint finish, evoke reaction from all other type of riders and brands. Almost everyone takes time to look and stare, ask questions and contemplate. Off course, this is very much part of the function desired when engineering this beast. I had the bike for a few days only and felt that I was not ready to give it back on the day of its return to ground zero. The friendly and helpful staff at Indian Motorcycles, Melrose Arch, Sandton was pleased, as this seems to be a favourite with both staff and customers.
I find the Indian brand refreshing and uniquely positioned in the cruiser market. The typical Indian customer is less price-sensitive and therefore doesn’t mind paying extra for this level of individuality. These are individuals, first and foremost, not simply stereotypes and crowd pleasers. Unique motorcycles seem to draw unique souls, it seems…
As a certain wise man once said; “If you follow the crowd, you will end up no further than the crowd”.
For more information visit: www.indianmotorcycle.co.za
Introducing the King Price Xtreme Yamaha Racing Team
We caught up with Clint Seller (team boss at Seller Racing), to discuss his new King Price Xtreme Yamaha Racing Team and to find out what their plans are for the future. Check out our short documentary video to see how it all went down.
Videography by: Simon Morton & Bjorn Moreira
India’s Beast of Burden
Do not for a moment believe all you read on Google! Google “Indian beast of burden” and you will come up with a Gaur or a Zebu. Never heard of them? Well, nor had I until I asked Google. Turns out a Gaur is like the Asian equivalent of the American Bison. It is a seriously large bovine that, when domesticated, is used for all manner of work, not least of which is lugging stuff around. A Zebu on the other hand is a “humped Ox”. This too is a large bovine used quite extensively as a beast of burden in India and elsewhere in Asia.
If you have never been to India you could be forgiven for believing Google. However, if you have travelled a bit in India as my mate Simon and I did a few years ago, Google, or nobody else for that matter will be able to pull the wool over your eyes. You will know categorically that the true Indian beast of burden is a motorcycle. Not just any motorcycle, but the TVS XL Super Heavy Duty to be precise.
You could even be forgiven for not knowing that TVS is the third largest motorcycle manufacturer in India, founded in 1978 and with an annual revenue of around 2.1 billion US Dollars. Not too shabby hey?.
South African bikers probably only really became familiar with TVS as a motorcycle manufacturer when they collaborated with BMW in a joint venture to build the motors for the BMW 310 R and GS. TVS, in a similar way to Honda with their legendary C50 step through, built their reputation on a diminutive step through “help my trap” which evolved into the ubiquitous XL Super Heavy Duty.
The first bikes were so easy to ride that anyone who had ever ridden a bicycle would find it a doddle to ride. The shape was similar to what we know today, but with pedals to get the little beast going as well as to assist on really steep inclines.
Sporting a somewhat asthmatic 50cc two stroke motor the tiny TVS was an instant hit. Equipped with a single speed twist and go throttle and a really practical design, the little workhorses where dirt cheap to buy and maintain. With a population in excess of a billion people, many of whom are financially challenged, the tiny TVS provided transport for the masses.
The instant popularity soon saw TVS bump the motor to 70 cc [69.9cc to be exact] and fit the bike with footpegs and a kickstart, rather than pedals, to light it’s fire. The bike remained super easy to ride and came standard with a decent carrier behind the rider.
The step through design allowed riders to carry a huge bag of flour, or whatever, between their legs, with some other goods lashed to the rack.
A removable seat can be attached to the rack in seconds to accommodate a passenger.
It is not at all unusual to see a family of three or even four cruising around on a Heavy Duty. Dad riding, Mom holding a baby on the back, typically riding side saddle, with a toddler standing on the front floorboard between his Dad’s legs. No problem!
The tinky two stroke churns out 3.5 Bhp @5000 rpm and 5 Nm of torque @3759 rpm. Not exactly Hyabusa type power I concede, but enough to get the job done. The 4 litre tank of premix will take you around 240 kays!
The chain is fully enclosed, keeping maintenance to a minimum and not allowing the chain and sprocket to eat your wife’s Sari (or teeth).
Fully fuelled, the wee beastie weighs in at a mere 66 kg’s, yet boasts a payload of 130 kg’s. Not that your average Indian owner will take much notice of silly numbers like that.
It is widely stated that you can load up to 400 kg’s on your TVS. Owners obviously take the “Super Heavy Duty” seriously! Marie biscuit 2.5 x 16 spoked wheels somehow manage to take crazy abuse and stay reasonably round. A puny 80 mm drum brake on the front is assisted by a 110 mm rear drum to contain the 60 kph speed potential of the Super.
Beast of burden? Damn straight! Check out some of our photos to see what Indians carry on their Super Heavy Duty beasties. If I told you, without photographic evidence, I would not blame you for a moment for wondering whether I was spinning you a line. It truly beggars belief.
The TVS XL Super Heavy Duty has such a huge following that it has spawned a cottage industry. There are manufacturing facilities that make a living primarily from making accessories for Heavy Duties.
Tankbags, seat covers and passenger seat covers abound in every design that you can imagine. Simon and I were so taken by these amazing little bikes that we decided there and then that we would import one.
Simon got a set of accessories custom made to his design. We literally waited while the goodies got sewn up.
To us, the Super Heavy Duty is a fascinating little example of an amazing Indian success story, yet to literally millions of Indian families it is a faithful companion. It fetches and carries tirelessly, providing families with affordable and practical transport. You have to wonder why we do not see bikes being used in a similar fashion by cash strapped South Africans.
For only a few months taxi fares they could have their own independent transport. The penny has dropped in countries like Angola, the DRC, Uganda, Kenya, Rwanda and Burundi to name a few.
Small bikes abound in those countries, even being used as taxis. Just a final word on the star of this story. TVS has discontinued the 69.9 cc two stroke motor in favour of a 100cc four stroke powered version.
So if you thought that Virat Kohli or MS Dhoni are the best known and loved Indian legends, you better think again. That title is surely owned by another Indian legend, the tiny motorcycle with a big, big heart. The TVS XL Super Heavy Duty.
For more information visit: www.tvsxl.com
First Ride: 2019 Vespa GTS 300 HPE
This new Vespa is the most powerful ever made by the iconic Italian brand. Subtle aesthetic changes and a brand new engine makes it an offer difficult to resist when it comes to being stylish on a Sunday morning breakfast cruise… or when it comes to your daily commute. ZA Bikers went to Italy to have the first taste of this new Vespa.
1946: the post-war Italian genius creates something unique. It could have been a scooter, but in reality, it’s so much more than that. It’s a Vespa: a unique mix of flair, elegance and easiness, an effortless cool way to move around the city as immortalised by Gregory Peck and Audrey Hepburn in the classic movie Roman Holiday (1953).
For decades, Vespas have been, well, Vespas! But in 2003, the Vespa engineers decided to go wild. Or mostly to go wide! Alongside the “narrow” body, they created a new range of Vespa, bigger machines called in Vespa factory speak, “Vespone” (the big Vespa). That was the GT and GTS family, and that proved to be a great idea, since the Italian brand has sold more than 435 000 units. The GTS 300 was the flagship until last year: welcome the new GTS 300 HPE.
What’s new?
Much more than you would imagine by simply looking at the bike! The new one looks nearly like the old one, but this is because Vespa does what Vespa customers want, which is a machine with a distinct look that everyone can recognize. This is why the new GTS 300 HPE has evolved in a subtle way: the front panel, the central part (which Vespa call “the tie”) is lower, longer and larger, and the body behind the front wheel has changed a bit as well. Other subtleties like Lateral airvents have been redesigned, as well as the mirrors, the seat and the grab rail. The easiest way to spot the new model is certainly the new, full LED headlight.
By the way, I’m just not talking about the new GTS 300 HPE, but five new GTS 300 HPE variants. See the silver wheels and front spring? Then, it’s the standard GTS version. The Touring one sports a small windshield and a rear luggage rack.
Black wheels allied to a red front spring, maybe? Then this is the GTS Sport version, but if it has matt paint and small touches of red on the body, than this is the GTS Super Sport! We could test ride the four of them, which are absolutely identical, technically speaking. This is then a matter of taste to decide which one suits you the best (the matt blue Super Sport will do ok for me, thank you).
That’s not all: in a couple of weeks, the fifth version will join the range. The GTS SuperTech features a full colour 4’’3 TFT dash, connected with the latest Vespa Apps, and will give you the opportunity to have and save comprehensive data on the on-board computer, as well as a GPS. The SuperTech will come in black or matt grey paint with black wheels and a yellow front spring.
Many scooters offer limited colour schemes, perhaps with a choice of black, silver or white, and consider yourself lucky if you can pick up a blue one. Overall, across the five versions, the GTS 300 HPE comes in 13 different colours! No need to mention the comprehensive accessory range: there is surely a GTS 300 HPE for everyone! Aside from the above changes, the chassis, brakes and suspension remain similar to previous versions.
HPE, they said…
If you are a bit of a car-maniac, you may know that in Italy, the HPE logo first appeared on the “shooting brake” 3-doors Lancia Beta in 1975, and the initials meant “High Performance Estate” or High Performance Executive, according to diverse Lancia sources). At Vespa, it signifies “High Performance Engine”, and rightly so as the GTS 300 HPE is the most powerful Vespa ever built by the factory. Okay, we are “only” talking about 23,8 hp (@ 8250 rpm) and a beefy 26 Nm of torque (@5250 rpm). Hence, that makes a significant 12 % power and 18 % torque increase compared to the previous version.
To achieve this power increase Vespa has built a virtually new engine: new head, bigger valves, new cams and piston. This engine also comes with a new, reinforced clutch and a stronger secondary belt. Engine cases are new, to reduce internal noise and the fuel injection, as well as the starter mechanism is upgraded. The spark plugs are now iridium. The service intervals have increased from 5000 to 10000 kilometres, after the initial 1000 km service. The HPE engine is obviously Euro 4 compliant, and will easily cope with the 2020 Euro 5 regulations, say’s Vespa.
From Arenzano to Finale Ligure
No, I’m not referring to some new fancy Montecasino restaurant, but to our itinerary. We had the chance to ride the new Vespa on a great mix of coastal roads, mountain passes and city cruising. As it happens during a sunny and relatively warm winters day, it was a perfect day for riding.
Once on-board, the GTS 300 HPE proves itself to be extremely easy to ride – after all, this is what everyone can expect from a scooter. Although the seat height is at a mere 790 mm, the new seat shape and the fact that it’s quite narrow towards the front makes it an easy bike to climb on. The weight (160 kilograms, same as the previous version) never feels heavy. There is plenty of room, thanks to the flat floor, to stretch your legs.
Once started, the new engine delivers some slight vibrations that you can feel through the seat, but they disappear once you are on the move. With its 12 inches wheels, the GTS 300 HPE is as agile as a springbok and makes the city its own territory: lane splitting, lane changing and going through congested traffic has never been so easy. And the new engine helps too. From 0 to 30 km/h, the acceleration is very smooth (it feels like the throttle is linked to a stronger spring for the first millimetres), but then the drive is very solid from 30 to 90 km/h, making the GPS 300 HPE the king of the “Robot Grand Prix” against the average set of wheels. Pressing on, the speedo needle fills the clock, slightly above 140 km/h, a genuine 120 to 130 km/h on the GPS: enough for suburban commuting. We came back from our test with a fuel consumption of slightly over 3 l/100, which gives, with the 7 litres fuel tank, 200 km of fuel range. Another surprise came from the comfort side. The front fork is just average, but the seat and the rear shocks are surprisingly good, much more so than some Japanese counterparts.
The road holding is okay with the 12 inch wheels providing more agility than stability, but the cornering ground clearance is decent and the Michelin City Grip tyres live up to their name, and not only in the city. This is no Sportbike, but when you ride a scooter, it is always plenty of fun. The Vespa GTS 300 HPE delivers a really satisfying way of riding.
Each time I ride a “mid-capacity” (300 to 400 cc) scooter I realize how suitable they are for real life needs and I can surely see myself going to work on it everyday, as well as having a blast on a sunny day riding the M6 from Cape Town to Hout Bay. Probably the coolest answer to Cape Town’s traffic woes. And I’m surely not the only one to realize that the segment is getting bigger and bigger.
Alongside the well established Suzuki 400 Burgman and Yamaha X Max 300, we’ve seen lately the arrival of the Honda Forza 300 and the SYM CityCom 300i, and even more recently the Kymco XCiting S 400i and the BMW C 400 X. Yet the Vespa remains unique: yes, it’s less powerful, less equipped and surely less versatile (mainly for high speed cruising and wind protection), but it is the original “real deal” and adds a genuine touch of charm. The fundamentals are untouched and with this new engine comes more efficiency and fun, so it is difficult to resist with it’s unique Italian charm.
For more information on Vespa is South Africa visit: www.vespa.co.za
Triumph T120 Black – Sultan of Smooth
Triumph is being fiendishly clever with its Bonneville range. They are utilising their fantastic 1200cc parallel twin with its 270 degree crank across a range of highly desirable models. This review came about by taking a ride on their Bobber. I had been wanting to ride that beast from the moment I first laid eyes on it. The Bobber makes absolutely no sense at all, yet it makes all the sense in the world! Does that sound oxymoronic? Let me explain. The Bobber has minimal suspension travel, is strictly a solo ride, has a far from ideal riding position and an impractically small fuel tank. No sense, not so? Who gives a rats patootie, because to ride it is to love it! The 270 degree crank motor, breathing through two stubby silencers, emits a muted small block Chevy like rumble. Slip the clutch and it takes off like a terrier after a rabbit. Short shift through the slick box and it builds speed on a mellow wave of torque.
And then the looks. Bobbers got their name from rigid frame bikes of old with sprung tractor type seats to give some semblance of bump absorption. Triumph has snuck a shock under the seat in a linkage which looks like a rigid frame but gives 77mm of rear wheel travel. I rode the Bobber around for a day which spawned a crazy train of thought. If I hit the gym really hard and got the biceps to 16 plus inches then I could get a full sleeve tatoo and just chase endless sunsets on the Bobber, in denims and a vest, open face helmet and aviator sunglasses. Crap! That’s not going to happen, Dave. Get real. How else could I get to chill on a bike with that super mellow, sweet, big twin motor, but in the real world? The T120 Bonneville Black, that’s how.
And so it was that I got to swop the uber cool Bobber for the somewhat staid, but hugely practical T120. Riding back to Pretoria from Triumphs Sandton HQ I immediately got a huge grin on my face. The Bobber had worked my case physically on the ride to Jhb. As awesome as it is in town and around duty, it is limited on the highway. The bobber riding position is just hard work. The T120 on the other hand, is sublime.
Geared to run at just over 3000 rpm at the legal limit, it lopes along effortlessly with slower traffic despatched with a twist of the wrist. The riding position is relaxed and neutral. Low rise bars fall naturally to hand with your torso leaning ever so slightly forward. Legs are tucked under you at a relaxed angle. The seat is flat and comfy.
Looks wise, the T120 is real old school Bonneville. Painted fenders and for the “Black”, flat black peashooter exhausts. The 14,5 litre, classic Triumph tank is finished off with rubber tank pads and raised Triumph tank badges. Sounds a bit small perhaps, but brilliant fuel consumption gives 300k plus range.
My test bike was a matt silver colour with a chocolate brown seat. Sounds odd, I know, but it actually gives the bike an air of “old school cool”. The now familiar faux carbs hide fuel injectors and in typical Triumph fashion, the attention to detail is top class. The bike looks right, in a sensible brogue shoe kind of way. Not funky like its Bobber sibling, but just where function meets form in a classic way.
Analogue speedo and tach are complimented by a small digital display giving you all the info you need. Trip metres, distance, current and average fuel consumption, clock and range are all available at the mere press of an “info” button. Brilliant! The ease of use of the bike, in every way, epitomises what this Triumph is all about. It has absolutely no vices. Redlined at 7000, the T120 is only revving 4000 at around 145 kph and remains super smooth and mellow. The effortless nature in which it gathers speed makes it deceptively fast.
This bike reminds me of the days before specialised bikes that cater to a particular purpose. Those days when you bought a bike and it did everything you needed to. Commute to work, tour, one up or two up, carve corners, even do a track day. They didn’t excel at any one task, but did pretty damn well all round.
Today we think we need bikes for dedicated tasks. Adventure, sport, commuter, etcetera, etcetera. Flip! How complex has life become? Anyone buying a T120 Bonnie can revel in its simplicity and user friendliness. Brakes are twin 310mm discs up front chomped on by 2 piston Nissin callipers, with a single 255mm disc at the back. Stopping power is progressive, with good feel.
Suspension on the Bonnie is only adjustable for preload on the back. The standard settings are plush and keep the bike tidy through the bends. I suspect that if you got ham fisted and pushed the bike really hard, you would find the limits of the suspension. Ride it the way that feels right, and it’s just fine. Don’t expect your Labrador to be an attack dog. He is just going to be a totally reliable faithful companion that you love spending time with. So it is with the T120.
That, my friends, is both its strength and weakness. Many will revel in its easy going nature. Despite a really descent turn of speed, and never feeling underpowered, some may feel that it is just a tad too nice. No problem, because for you, Triumph has just launched their Speed Twin. Toss 28 kg, add 20% more power and torque, firm up the suspension and tighten the riding position ever so slightly and you have a Labrador cross Pitbull, with just a streak of mean to liven up your life.
So there you have it sports lovers. No matter which way you roll, there is a Bonnie to tickle your fancy. The 1200 Scrambler, with its dirt worthy tweaked motor and brilliant suspension is going to seriously tarnish some Adventure bike egos. Mark my words. The Bobber and Speedmaster take street cool to new levels in an incredibly authentic way. Speed Twin is retro cool performance in an amazing, attractive, simple and effective package. The T120 brings it all together in a competent, authentic classic retro way that really pleases. If you want a timeless bike that oozes soul and is a blast to ride, look no further than a Bonnie. A real Triumph of function and form!
For more information visit: www.triumph-motorcycles.co.za
Revisited: Yamaha MT-07 Tracer
Back in 2017 I reviewed the Tracer version of Yamaha’s MT-07. Read my review (Yamaha MT-07 Tracer – Middleweight Cruise Missile), and you will see that I was pretty taken with the bike. Essentially Yamaha took what was a proven motorcycle and equipped it for some serious all round motorcycling duty. 3 more litres in the tank, longer travel suspension, lengthened swingarm for high speed stability and a really effective adjustable windscreen. A comfortable double seat completes the picture. But here is the thing.
Why, in all that is holy, are the streets not inundated with MT-07 Tracers?. The parallel twin engine is an absolute cracker. Gearbox is as slick and precise as they get. Brakes are powerful, full of feel and inspire huge confidence. A week of commuting shows an average fuel consumption of over 24k’s per litre. Ally that to a 17 litre fuel tank and you have a range of over 400 k’s. The chassis and suspension are totally up to providing an invigorating ride. This excellent package sells for a hugely competitive R124950. Then there is a lesser known or publicised fact to sweeten the deal. In a comprehensive and extensive survey conducted in the USA, motorcyclists who had owned their bikes for 4 years were polled on issues with their bikes that occurred outside of regular service and maintenance. In other words, who builds the most reliable motorcycles on the market, not based on hearsay or manufacturers claims, but on statistical fact. The results were really interesting. Fact is Yamaha scored number one by a fair margin ahead of Honda and Suzuki who dead heated for second and third spot, with Kawasaki in fourth. Harley-Davidson scored fifth. Other prominent European brands [no name no pack drill] didn’t make the top five! The long and the short of it is that Yamaha builds the most reliable bikes on the planet. Period!.
So why the hell don’t their bikes sell in the numbers that they deserve to? They are attractively styled, well priced, well specced and dynamically excellent. The importers are a massive listed entity, so backup is pretty much guaranteed. Could it be that South African buyers tend to wear blinkers, and are not so well informed?. How many makes of bike did you research and test ride before your last purchase?. I challenge you to ride a MT-07 Tracer before forking out on your next commuter cum middleweight Sports Tourer.
The true strengths and weaknesses of a motorcycle emerge when you use it day to day. For example, a notchy gearbox may be overshadowed by a bikes performance experienced on a test ride, however live with it in the long term and it starts to irritate you like a festering sore. The quirky supermodel is exciting for the first few dates, but you don’t necessarily want to marry her! Tracers are bikes that you can happily marry. In fact, the longer you are together the better it seems to get!
Go spend some time with one, and I’m sure you will agree.
For more information visit: www.yamaha-motor.co.za
Yamaha Tracer 700
For more information on the bike that we tested in this article, click on the link below…
The Singles Club
It was Albert Einstein that stated, “why do I always get my best ideas in the shower?” Simply put, this means that we must sometimes remove ourselves from the immediate situation, relax and talk or think it through objectively. Thank you, Mr. Einstein!
This is exactly what we did on one clear summers night, deep in the Limpopo bush, nestled around a campfire with the sound of a glorious waterfall rushing in the background. The setting was idyllic, but the cost of getting there was a less peaceful story. It was the second consecutive trip of this sort where one or more members of our travelling party had sustained costly damage to their high end, big bore, twin cylinder adventure bikes. The way we like to ride sometimes just does not suit these big brutes.
This was the birth of what we like to call “The Singles Club”. We have raised many an eyebrow in our attempt to explain the title. Off course Singles refer to the use of single cylinder, medium capacity Scrambler type motorcycles, that can go just about anywhere.
If the reader will bear with me, I would like to profile the main players, as you may just find yourself relating in more ways than one to our stories. Singles clubs are all about matchmaking, after all…
Cobus Bekker and his lovely wife Ilse enrolled in the “Introduction to motorcycling” course at the BMW Riding Academy a little over two years ago. I was their instructor on the day and we have since become close friends.
Soon afterwards, Cobus acquired a beautiful, 30th year limited edition BMW R1200GS Adventure for himself and a BMW G650X-Country for Ilse. The light switched on and Cobus started consulting more and more about my travels. A country boy and farm owner in the true sense of the word, Cobus loves the outdoors and has extensive 4×4 experience. Among many strengths, Cobus is an excellent navigator and good organiser. He has situational awareness that I admire.
We soon embarked on our maiden voyage which was, to say the least a monster challenge. Cobus realised that adventure biking had unique challenges, yet ecstatic reward when done right. He soon bought a BMW G650X-Country Single, like Ilse’s for our more extreme travels and has not regretted this choice.
The second member of our team is Hennie Olivier.
Hennie and I became close friends when we did an Eastern Cape mountain pass challenge together. We ended up traversing 16 of the most scenic and challenging mountain passes that this province has to offer in the space of only two days. We did this in the heart of winter and it was an unforgettable experience.
Hennie is an extreme cyclist and multiple Cape Epic finisher. We call him the “Replay Chappy” as he can just keep on going in the face of severe adversity. My kind of travelling companion, Hennie always has time for a quick joke or quirky video interview. He is well travelled and has lots of experience. Yamaha DNA stored so deep in his body, that no antidote or cure has yet been found. Owner of two Yamaha XT1200Z Super Tenere motorcycles, Hennie also acquired himself an XT 660Z Tenere Single for our more extreme adventures.
My role in the team is to be the instigator. I travel differently to almost everyone else I know. I tend to give my trips a theme, rather than a destination. I have learned over the years to travel as the wind blows. I develop my ideas while I travel and seldom plan in advance. My informal approach does not suit everyone and I often find myself alone in the remotest of places. This is my medicine, my mojo and my religion…
For this kind of travel, I decided on a BMW F650GS Dakar. For many years, this was the top selling motorcycle in its segment and prompted firms like Kawasaki and Suzuki to re-launch their archaic singles in a bid for market share. The Dakar has good carrying capacity, excellent fuel consumption and good range. The suspension gives a plush ride and there is ample torque for technical riding.
For our latest Adventure, we decided on the theme of Normandien Pass in KwaZulu Natal. The plan was to travel from my home in Centurion through Memel in the Eastern Free State, to Normandien Pass in KwaZulu Natal. We would then travel to Verkykerskop and surrounds, before heading back to KwaZulu Natal and my favourite Inn, located in the small village of Van Reenen, but more about this later.
With lots of daylight hours still to burn, we reach the tranquil farming town of Memel, which has become quite popular with travellers in the last 15 odd years. It reminds me of times much simpler, with friendly people and colonial buildings gracing the streets. We would see a lot more of this in the days ahead, as we travel back through time. We did not tarry here for too long, as there was lots more to discover before dark.
Part of my travelling success is the fact that I am a good observer and like to live in the moment. I gather notes in my head for my next visit to Memel, as there is an old army acquaintance farming in the area that I had not seen for thirty years. I would like to pay him a surprise visit in the near future. That could prove to be very interesting. The beauty of travel is that the more you see, the more you realise how little you actually know.
Onwards to Normandien Pass, more than 1900 meters above sea level and the beauty as was expected. We enjoy the leisurely ride immensely and there is little need to concentrate on anything but the green rolling hills. For this trip Hennie could not join us, due to professional commitments, so we decided to call on the help of two young gentlemen and a backup vehicle. It also helped that both Christof Bekker and Theo Pistorius has a keen eye for photography. A luxury I am seldom afforded on my travels.
So we found a beautiful vista on top of Normandien Pass and decided to pitch our tent on the spot. The view was simply breathtaking as we watched the sun set on this memorable day. Needless to say, the wind on top of the pass kept us occupied until the early morning hours. This kind of weather is often encountered on high mountain ranges and one is advised to factor this in before setting up camp.
Another glorious day awaited us, as we packed up and headed back over Normandien’s towards the sleepy village of Verkykerskop (loosely translated as “spy hill”), somewhere in the Free State Province. This charming little place is rumoured to have about twenty residents. We located the local diner and spent hours laughing, listening and observing. This was an unexpected surprise and this little place will certainly see us again.
Our final stop for the day was The Green Lantern Inn, situated in the small town of Van Reenen. What was historically a railway town, has since turned into more of a tourist attraction after the railway system collapsed in the mid 90’s. This little town is also home to Llandaff Oratory, which is a privately owned 8 seat Roman Catholic church built in 1925 by Maynard Matthews. The aggrieved father built this church in memory of his son Llandaff who died while saving 8 lives during the Burnside Colliery disaster. These little gems abide all over South Africa and we simply have to afford ourselves the opportunity to take “the road less travelled”.
None of my three travelling guests had ever been to the Green Lantern Inn before. I enjoyed watching them walk through the doors and back in time as they gazed on old artifacts, creaking wooden floors dignified by the most pleasing old furniture. On the farside wall one can watch silent movies that date from the 1920’s. Guests grace these comfortable chairs with book in hand or good companionship.
The staff here is warm hearted and happy hour becomes quite a treat in the adjoining pub. This is the local hang out and soon an old friend graces us with her presence. Meet Bo-Jangles, a particularly social donkey appears from behind the counter, complete with hat on head. She is the local flavour. Guests get to feed her fruit and sweets in turn for her good company. She lingers around for a few minutes until she gets bored and leaves on her own terms, in her own time. She is one of the well kept secrets here and always a treat to see.
After exchanging pleasantries with the locals, we move over to the dining room where one can feast on lamb curry, oxtail and other native specialities. We reminisce our experiences around some fine cuisine and share some more laughter.
After an evening well spent consorting, mingling and more, each retire to his old fashioned hotel room for a well deserved, good nights’ rest before the open road calls again.
On the final morning we had a delicious breakfast, discussing the last leg back home to old smokey and beyond. Sitting on the N3 highway at the leisurely national speed limit, I compose my thoughts. I remind myself how easy it is to envision and structure such a weekend breakaway. It all lies in taking the decision to go out and live.
Having had this discussion with so many, it still amazes me how some disqualify themselves from living the life, presenting menial and worn out excuses. The resources needed is least of the reasons not to go out and discover.
Sometimes a good life is just one decision away. Thereafter, a cultivated mindset that moves us into the freedom zone inch by inch.
Highlights video by Christof Bekker:
Photos by: Christof Bekker and Theo Pistorius
Riding the 2019 Ducati Hypermotard 950 & SP
There is not much competition anymore in the “big motard” segment for enthusiastic bikers seeking for a hooligan machine to ride! Alongside the existing Aprilia Dorsoduro 900, Ducati introduces a seriously revamped version of their Hypermotard. Bye-bye the 939, welcome the 950! ZA Bikers flew to the middle of the Atlantic Ocean to test ride the standard 950 version on the road and the SP version on track, near MasPalomas, in the Canary Islands…
“Am I wrong, or do they look the same?”. If you are emerging from a hangover like wake-up, differentiating the Ducati Hypermotard 939 from the 950 may be a bit difficult.
However, there are two unmistakeable features: this first being the main headlight, which now has two stylish integrated DRL LEDs.
Secondly, the exhaust is no longer on the side, it has emigrated upwards and now exits as two double short under-tail mufflers. Ducatista will be delighted to see that the shape of the exhaust pipes, after the tranquillisation chamber, has been designed exactly like on the iconic 916.
There are many more subtle differences between the two models. First are the ergonomics: big sections of the bike have been redesigned for a better man to machine connection. The handlebar is more open by 7°, so the new riding position gives you better control of the front end of the bike.
The frame has been redesigned in its mid-section, being narrower and also lighter by 1 kilogram, they have achieved this by using thinner tubes (from 3 to 2,5 mm), however only when there is no structural rigidity issues.
The seat is also narrower, and the inner leg curve measurement is now 53 mm, so despite the seat height being slightly intimidating at 870 mm (890 mm on the SP), because of the new cleverly designed seat (it’s the equivalent of a bike 12mm lower), this ensures that your feet can be placed firmly on the ground.
On the electronic side, the Hypermotard pair are controlled by the Bosch 6-axis IMU system, managing the traction control and wheelie control (8 levels each), and cornering ABS (3 levels). All of the above offer different packages according to the 3 different riding modes, which are as followed;
- Sport: The performance-oriented Sport Riding Mode settings – suited to sports-style riding on both track or twisting roads – unleash the full 114 hp of the twin-cylinder Ducati engine. DTC is, in fact, set to level 3, DWC to level 3 and ABS to level 2.
- Touring: Touring Riding Mode is ideal for inner city hops or out-of-town runs or simply for those who prefer a clean, fluid riding style. It still uses the full 114 hp of the Ducati twin-cylinder engine but delivers it more gently thanks to more safety-oriented electronic settings. That why DTC is set to level 4, DWC to level 5 and ABS to level 3.
- Urban: Urban Riding Mode is intended for daily around-town use or when road conditions offer little grip (e.g. in the wet). That’s why this Mode limits the power of the twin-cylinder Testasretta to 75 hp and all electronic settings are dialled towards maximum safety. That means DTC is set to level 6, DWC to level 6 and ABS to level 3.
You can also create your own custom rider mode by using the left-hand switch-cube, which is very user-friendly to set up. The Hypermotard is fitted with a 4.3″ colour TFT display which is very sexy, as it’s nearly the same as the recent Panigale V4. All the usual information is there, and its all very easy to read.
There is more news coming from the engine side. Like on the 939, the 950 is actually a 937 cc engine (that’s all marketing magic!). Hence, the pistons are new, the compression ratio is higher (from 12,6 to 13,5:1), and the exhaust cams, engine mapping and throttle bodies (now with a 53 mm diameter instead of 52 mm on the 939) are also new.
The engine head-covers, made of magnesium, are responsible for a 1 kilogram weight reduction (add minus 500 grams from the new aluminium front fork inner tubes and less 600 grams from the new brake discs, and that all contributes to a total loss of 4 kg compared to the 939). The engine delivers 114 hp @ 9000 rpm and 96 Nm @ 7250 rpm. Those figures are rather similar to the previous version, but Ducati said they’ve been working a lot to strengthen the engine characteristics as well as making it more efficient, with 80% of the torque being available from 5000 rpm.
Of the two versions, the SP is differentiated by its tre-coliri paint scheme (the standard 950 only comes in red), its Öhlins, front and rear, fully adjustable suspension, the Marchesini forged wheels, some carbon parts (front mudguard, engine covers), removable pillion footpegs, as well as the up and down Quickshifter, which can be fitted as an option on the standard version. Pirelli Supercorsa SP also come as standard, replacing the Diablo Rosso 3 of the “plain Jane” version.
Enough said. Time to ride.
Canary Islands are a biker’s heaven!
We started our test ride with a 130 kilometres morning tour composed mainly by some very narrow – and scenic – mountain roads, over the Las Nieves Peak, reaching an altitude of 1939 metres. It’s sunny and quite warm from the first morning hours. You don’t need more than a few corners to realize that you don’t want to be, on that special moment, on any other bike.
The first thing you notice is a strong mid-range: on those roads, I was using mostly second and third gear, not so much the fourth, and the corner exit traction is very pleasant. Second point are the brakes: the front is as powerful as you can imagine, coming from a Brembo system with radial callipers, but due to the high suspension travel, the rear is not so efficient (a classic Ducati feature), and the ABS activated itself from the rear, a couple of times. Third is the handling: the bike is not a proper lightweight (although it’s not on the heavy side either, with 200 kilos with a full tank), but the engine is simply brilliant. Look to the apex, change directions while on full throttle, going left, right through twisties with no time to rest in between is simply great fun.
The Hypermotard 950 simply becomes a extension of yourself and you can ride at a great pace in an easy and effortless manner that is difficult to match. The only little trick comes from extremely sharp corners when the serious braking initial bite and the traditional Motard geometry brings a little instability from the front end. But you can stabilise with a soft touch of rear brake or also opening your leg towards the ground, to make it stylish and safe!
The last great surprise was the overall level of comfort: it can’t obviously compete against a Multistrada 1260, but although the seat does not look very thick, its foam is comfortable and the flat shape of the seat allows you to change position easily. The suspension works well too, with a progressive compression and a decent feel in the rebound. We returned an on-board computer 6,2 litres per hundred figure – at a rather sporty rhythm all morning long.
Knee-down time
In the afternoon, we had a couple of track riding session on a SP version, with some optional racing footpegs, steering damper and the racing Termignoni exhaust, which brings the power to 120 hp… and exhaust note to a really thrilling deep and proper V-twin sound.
It took me nearly one session to get accustomed to the bike. The riding position is not exactly what one is used to when it comes to trying to go fast and get your knee down in corners. The bike is high and while being stiffer than the Marzocchi fork and Sachs shock of the standard version, the SP version’s full Öhlins equipment still generates a bit of movement under the hard braking moments.
Although the lean angle has been improved by 3° compared to the 939 SP (47° versus 44°, as it is also for the standard 950 version), you still need to place your boot on top of the footpeg to avoid unexpected scratching! That also says how easy it is to lean the bike only after a few corners. The MasPalomas racetrack is very special: it’s located on the edge of the Atlantic Ocean but its also quite dangerous as there is a chicane in the middle of the pit straight and, in and out, the walls are just so close! You get there full throttle in fourth gear, downshift to third, and as you’ve thrown the bike into the right hand corner, it’s time to get to the other side. And, this is not a joke, but there is a good bump on the lane.
The Hypermotard 950 SP changes lane without any effort, you can feel the bike slightly airborn over the bump as, being already flat out, the traction control gets into action for a tenth of a second and thereafter, the system does not cut the feeling of acceleration and the SP now goes up the hill towards the corner One. This one is very interesting, as you have to switch from a right hand to a left hand corner while braking hard and downshifting two gears. But everything gets so easy on the SP that you quickly feel very confident to push your braking point forward.
Lap after lap, once you find that you need to be mobile on the bike, more mobile than on a superbike, you’ll discover great fun, safety and confidence. It’s what all big supermotards are about and there is no doubt the Hypermotard 950 SP is now the class leader.
Ducati Hypermotard 950 RVE, Hypermotard 950 SP & Hypermotard 950
For more information on the bikes that we tested in this article, click on the links below…
Around the World Motorcycle Travellers
Nothing excited me more as a sixteen year old, than getting up at dawn on a beautiful Sunday summers morning. Throw on jeans, T-shirt and jacket. Grab my open face helmet and gloves and push my Honda SS50 GT into the street.
The lure of the open road egged me on as I allowed the little Honda to warm in the fresh morning air. Riding out of town on the old Bronkhorstpruit road, I would daydream about the motorcycle adventures awaiting me. Long distance travel by motorcycle has always attracted me with an inexorable pull greater than gravity itself.
It seems I am not alone in this. As far back as 1912 it is documented that a fellow by the name of Carl Steams Clancy circumnavigated the globe on a Henderson motorcycle – 20,000 miles in almost a year. How’s that for hardcore? Probably 90% were dirt roads on a rigid frame motorcycle.
These days we argue for hours on end about the merits of our “Adventure Bikes”. In 1912 the trip was the adventure and the bike simply the means. In fact, on that note, here is a thumb in the eye for you “Adventure bikers” out there!
The Guinness record for the most mileage by a round the world traveller is held by an Argentinian, Emilio Scotto, who over the course of ten years covered 500,000 miles (735,000 k’s). He rode through the Amazon, crossed both Americas (North twice), Europe (including Iceland), Russia, Mongolia, Asia, India, Thailand, Australia, New Zealand and Africa. This included crossing the Sahara and traversing the West and East coasts. Congo, Zaire, Cameroon, Equatorial Guinea, in the rainy season! Ok guys and girls, what bike do you think Emilio rode? What appropriate bikes were around in 1996 when he set out from Agrentinia with 300 US dollars? Africa Twin? BMW GS? Yamaha XT 600 Tenere? Ok, I’ll tell you, because if you don’t know you will never guess! It was a Honda Gold Wing 1100 Interstate.
In Emilio’s words, “She is my friend, my only travelling partner”. Laden with all his worldly possessions, literally! 4 gallons of fuel strapped on top of each pannier, and 5 gallon of water on the passenger seat, Emilio rode this 1100 pound behemoth everywhere over the course of 10 years. Deserts, swamps, ice and snow, he crossed them all. Kinda screws your bragging rights after riding your purpose built dually through Namibia doesn’t it?
Emilio is not alone in riding inappropriate bikes in inappropriate places. Nick Sanders is a good example. He rode an Enfield Bullet 61,200 k’s around the world. No big deal, he jumped on a Yamaha R1 and rode 32,070k’s in under 32 days. All in all, he has done 7 around the world bike trips (his first RTW trip was by bicycle) ‘Nuffsaid!’.
Seems fellows with the surname Sanders have a penchant for this sort of thing. Kevin Sanders holds the world record for a motorcycle circumnavigation. Alaska to Florida, across Canada, the USA, Europe, Turkey, Iran, Dubai, Australia, New Zealand, and back to America. All in 19 days 8 hours and 25 minutes! Holy cow! Sjaak Lucassen also favours sport bikes for world travel. He did RTW trips on a Honda Fireblade and a Yamaha R1.
Helgen Pederson put BMW’s venerable GS on the map by travelling across 77 countries over a ten-year period, doing about 400,000 k’s on his R80GS. John Gerber travelled 32,000 k’s on his Vespa Rally 180. Zoltan Zulkowsky and Gyula Bartha covered 170,000 k’s around the world on their Harley back in the day. The day was 1928 to be precise!
Perhaps the best documented travelogue is that by Ted Simon. Ted, a journalist in London, chose a 500cc Triumph Twin as his means of adventure travel. When Ted decided to travel the world he felt the obvious mode of transport was a motorcycle, despite, not at that point owning a bike or possessing a bike licence. His book, “Jupiter’s Travels”, is a must read for any aspirant motorcycle traveller.
Four years and 126,000k’s later, Ted completed his journey. His account is not just about the bike, but also richly interwoven with the adventures and fluctuating emotions common to almost all long term travellers. He also factually documented the world as he saw it in 1974. The trip, undertaken at the age of 42 was hard yet exciting. Interestingly Ted undertook another trip at the age of 70, retracing his route from 1974. His views on how the world had changed over the span of 24 years is rather sobering to say the least. It certainly makes “Dreaming of Jupiter”, his account of his second trip, tantalizing reading.
“What if my bike breaks?” is certainly a thought in the back of every long distance riders mind. Ted’s bike ate its first set of pistons after 7,000k’s. Emilio Scotto by comparison had his one and only engine overhaul after an incredible 250,000 odd miles, despite putting his Wing through the most unspeakable torment. In Iceland it took him an hour to cover 150 metres. In the Congo he rode through mud holes big enough to swallow a truck, and Asia in monsoon season. It defies belief that a luxury tourer could survive even a tenth of what was thrown at it! It’s an incredible testimony to Honda build quality and reliability!
So what do we glean from all of this? Firstly, the incredible resilience of the human spirit. If you believe it you can achieve it! Secondly, motorcycles, no matter what form they take are the true adventurers first choice of transport. The question is not whether your bike is up to it but whether you are up to it?
Perhaps I should end my telling you about another Guinness World Record holder, Dave Barr. Dave was a career soldier. Helicopter gunship gunner for the last two years of the Vietnam War. Joined the Israeli Defence Force and served for two years as a paratrooper. Seems this wasn’t enough adrenalin for this junkie as he then joined the Rhodesian light Infantry to fight communism in another form. At the end of hostilities he moved south and joined the SA Defence Force, where he served in 32 Battalion as gunner on the legendary Col. Jan Breytenbach’s jeep.
Daves military career essentially ended when the vehicle hit a landmine. Pulled from the burning wreckage by Col. Jan, Dave lost both his legs. One just above and the other just below the knee. After a lengthy convalescence Dave returned to the States and, fitted with prosthetic limbs, jumped on his 1972 Harley Wide Glide and rode 133,575k’s around the world. He was first motorcyclist to traverse Siberia in the winter. In answer as to why in winter, Dave simply says, “Well, frostbite on my feet wasn’t a problem”. He subsequently rode an 883 Sportster to the four compass extremities of Australia for a second Guinness record.
Dave has a deep love for Southern Africa and does annual fund raising rides across S.A. When asked why he does these things he gives a profound answer. He says that when we cash in our chips and God enquires what we did with the incredible gift of life he gave us, we better have some proper answers. Makes one think, doesn’t it?
First Ride Impressions: the 2019 Triumph Speed Twin
Triumph UK sold more than 61000 motorcycles last year. They are on a progress process by extending, somehow, their “Modern Classic” range. Alongside the Bonneville T120, the Thruxton & R, the Bobber & Black, the Scrambler 1200 XE & XC, the Speedmaster, and now there is the eighth member of the family. Welcome the Speed Twin, the missing link between the Bonneville and the Thruxton… ZA Bikers went to the island of Majorca, in the Mediterranean Sea, to test ride the new 1200 Speed Twin.
Bikers are getting older and bikers are getting more nostalgic, aren’t they? So it makes sense for Triumph to offer a new motorcycle with a classic look and modern behaviour. The new Speed Twin is recalling a famous name for Triumph: back in 1938, the 500cc Speed Twin was the first modern vertical twin with outstanding performance. Designed by the then Triumph Boss Edward Turner, the Speed Twin delivered 27 hp, and was produced for a record period of time. [28 years until 1966 !) It surely set the genre of the “archetypal British parallel twin cylinder motorcycle”, as the Speed Twin inspired BSA, Norton and other brands to develop their own offerings to compete against the Triumph.
Many years later, the new Speed Twin offers 97 hp and 112 Nm of torque. In other words, it’s a Bonneville, with Thruxton-like performance, which makes it very fun to ride, and with its estimated selling price that was indicated to us at the launch, I believe this new offering from Triumph will offer great value for money.
The new Speed Twin is conservative with the colour choice. The black scheme comes as standard, with the dual tone grey/black or “korosi red” / black requiring a couple of extra bucks.
But whichever colour you fancy, the rest of the bike has a lot of black accents. Engine, wheels, front fork, mufflers, are all black, albeit with classy brushed aluminium bits and bobs here and there for contrast.
The rest is rather minimalist. Look at the tiny rear light and the LED indicators, and admire the bike’s compactness.
The Speed Twin silhouette is tipped over the front end, a stance that elicits a real dynamism. And that dynamism is not only a promise: The Speed Twin is 10 kilograms lighter than the Thruxton, thanks to the new wheels (front wheel and discs are 2,9 kg lighter) and new engine casing, and that translates to better agility.
Compared to a Thruxton, the new Speed Twin has a longer wheelbase (+ 15 mm) and the weight distribution is 2% more forward. The riding position is also more neutral, with footpegs located 38 mm further forward and 4 mm lower, than those on a Thruxton.
Before starting the engine and enjoying the deep tone of the vertical twin cylinder coming from the new exhaust (a pair of Vance & Hines silencers, coming either in polished or black finishes is also offered as an option), I have to pay tribute to Triumphs’ fit and finish.
The bike looks clean and is brilliantly built with precision and many touches of class: just look at the brushed aluminium mudguards, the forged alloy headlight bracket, the retro-looking Monza fuel cap, the LED lights everywhere, the tiny “Triumph” logos all over the bike. Great job!
In Europe, the Speed Twin is sold at the very same price (12900 €) as a BMW R nineT Pure standard and without any options, the German stallion might suffer from the comparison. Yet, the German is more powerful: 110 hp and 116 Nm of torque, against 97 hp and 112 Nm on the British side.
The Speed Twin however delivers its figures at a lower rpm. (6750 rpm against 7750 for the power, 4950 against 6000 for the torque) and as the Speed Twin’s gearing is a bit shorter, there is always plenty of oomph and great roll-on acceleration, even in sixth gear, to enjoy on this British bike.
Not only a perfect commuter
The new Speed Twin is incredibly easy to ride. Its overall dimensions (a dry weight of 196 kilograms and a decent seat height of 807 mm), allied to a compactness for a 1200 cc machine makes it accessible for nearly every shape of rider. All the controls are very smooth and the engine at low revs is a peach too, and that makes the Speed Twin a perfect commuter. There are three riding modes, “normal”, “sport” and also “rain”, as well as traction control.
With a very neutral riding position and reasonable tyre size (the rear is “only” a 160/60), the Speed Twin is easy to steer and very agile as a mid-capacity bike. Triumph’s argument regarding the Speed Twin has been focusing a lot about the weight reduction compared to a Thruxton, with 10 kilograms less. So, not only can the Speed Twin be seen as a perfect commuter, it can surely be an awesome breakfast run machine, for a Sunday morning blast on any winding road you fancy.
You won’t need many corners to find how competent it is. It starts with the good tyres, as the Pirello Diablo Rosso 3’s are quick to warm up, and then the next step is to explore the more than decent ground clearance.
The engine delivers all its power in a rather linear fashion, and whilst chasing other journos over the Majorca island twisties, I was quick to find out that the 7000 rpm redline is not the real limit, as the big Twin is happy to rev up to 7500 rpm with a proper top end whack too! For sure, the Speed Twin deserves its name!
I was impressed with the bikes fuel consumption too, I still managed to come back with a 5,5 l/100 on-board computer figure, which makes an acceptable fuel range of 250 kilometres. With the 15 mm extra wheelbase as compared to the Thruxton the high speed stability in fast corners is not an issue. However, if you are attached to the extreme precision and feedback from hi-specced suspensions, the Öhlins-mounted Thruxton R can’t be beaten and remains on top of the ultimate handling hierarchy of the Triumph Classic range. The Speed Twin however is more versatile and offers great value for money.
Triumph has ticked all the boxes, and then some, with the new Speed Twin: it’s fun, it’s easy to ride, it looks great and sounds great too, goes strong and can take corners well. The Speed Twin is a new, fresh offering from Triumph and pays great homage to the genuine essence of motorcycling.
For more information visit: www.triumph-motorcycles.co.za
Summer Daze: Riding the Cape on Triumph’s Cruisers
Cape Town’s motorcyclists are evangelists for the Mother City. We can’t help it—not only do we have amazing scenery, food and people, but the riding here is top notch. Tell a local motorcyclist that you’re visiting Cape Town, and he or she is likely to drop everything to take you riding.
Which is exactly what I did, when ZA Bikers editor-in-chief, Simon Morton, informed me that he was heading to Cape Town for the holidays. I hit back with my standard response: “Of course we’ll go riding. It’ll be amazing. You’ll love it.”
We put a call into our friends at Triumph South Africa, and managed to hustle a couple of bikes via their Cape Town service centre, MHM Motorcycles. Then I mapped out one of my go-to routes—a 250 km loop that includes Helshoogte Pass, Franschhoek Pass, the Elgin Valley, Clarence Drive, and very little highway.
If you’re a local, you should know it well. If you’ve never ridden it, stop reading right now and go tick it off the list immediately. It combines some of the Cape’s best roads with some of its best vistas—and it’s one of the best days out you can have on two wheels.
Triumph have a few bikes in their line-up that would have smashed that particular route, but Simon and I had planned to take it easy. So we opted for supreme style—and picked up the Triumph Bonneville Speedmaster and Bonneville Bobber Black.
Both bikes are proof that Triumph’s modern classics are about both style and substance. Under the hood, they’re powered by the same punchy 1 200 cc parallel twin motor, good for 106 Nm of torque. It’s a gem of a motor, with enough grunt to launch the bikes off the line and fire them out of corners. And it’s backed up by an equally good fuelling, clutch and gearbox package.
Simon went for the Speedmaster, which meant his ride was decidedly more comfortable than mine, thanks to a well-padded seat and forward pegs. I hopped on the Bobber Black—and began questioning my life choices about 50 km into the ride.
Don’t get me wrong—I absolutely love the Bobber Black (so much so that I hung onto it for an extra couple of weeks after the ride). But its mid controls, drag-style bars and slim, cantilevered seat make it more suited to bombing around the city, than munching miles and miles of countryside. So we broke the ride up with breakfast and lunch stops—and plenty of photo ops too—which gave my back and legs lots of time to recover.
And whenever we stopped, both bikes were mobbed by passersby. It was totally expected; the Bobber Black’s burly, murdered-out aesthetic, and the Speedmaster’s classy black and white livery, are both impossible to ignore. I almost felt sorry for my friends, Stephen and Teresa, whose Yamaha XT660 and Honda CRF250L didn’t get quite as much attention.
But the day wasn’t about bragging rights, or even brand bashing. It was about buds on bikes—soaking up the scenery, chatting away, comparing notes and collectively taking a breather from everyday life. Between Ou Meul Bakkery in Simondium’s R49 breakfast special, and pies at the insanely popular Peregrine in Grabouw, there was plenty of time to wag chins.
In between, we put the Bobber Black and Speedmaster well through their paces. Even though our route included some relaxed stretches, it also included my two favourite roads: Franschhoek Pass and Clarence Drive.
Once we’d shuffled our way through the tourists overrunning Franschhoek, the famous pass unwound before us. It’s as much fun going up as it is going down, with endless turns, and sprawling views on both sides of the mountain.
Clarence Drive—the road that stretches from Rooi Els to Gordons Bay—is even more epic. Think of it as a long ribbon that twists and tilts alongside False Bay’s shoreline. I’ve ridden both pieces of road many, many times, and I’m still not bored of either.
Neither Triumph has much ground clearance—so on roads like these, you either need to take it easy, or push as hard as possible until the peg meets asphalt. “I just adapted my riding style to suit the bikes laid back ergonomics,” Simon tells me, “and enjoyed the beautiful surroundings that I was in—as opposed to riding as if I was on a race track.”
The day ended up being a mixed bag of chilling and hustling; riding and shooting the breeze. There’s a million ways to show a friend the Cape—but I’ll pick the back of a motorcycle every time.
Touring in Indonesia: a motorcycle trip over Java and Bali islands
Located approximately 8500 kilometres away from South Africa across the Indian Ocean, Indonesia is a world on its own. ZA Bikers went on a motorcycle trip over the two islands of Java and Bali, to discover how different they can be, as well as enjoying the essence of slow pace touring on a Royal Enfield Bullet 500.
Indonesia is surely a world on its own. The country is a sprawling mass of 17508 islands where over 700 dialects are spoken. There are 268 million inhabitants, 87% of them being Muslims, which makes it by far the biggest Muslim country in the world. There are over 400 volcanoes, of which more than a hundred are still active and unfortunately, Mother Nature wakes up more often than not, with resulting natural disasters.
The biggest island, Java, covers nearly a tenth of South Africa’s surface area, however, Java hosts 168 million inhabitants, over three times the South African population… Density is the keyword.
When it comes to motorcycles, Indonesia is also a world on its own! In 2017, 5886103 two-wheelers were sold! Yes, nearly six million! However, the market is suffering a recession, as more than 7 millions units were sold in 2012 – if only South African recessions where this mild.. Hey?
Honda is, by far, the giant, with a steady 74,5 % market share, followed by Yamaha (22,9 %), Kawasaki (1,3 %) and Suzuki (1,2 %). Locals are passionate about motorcycling and racing but although you’ll find millions of “99”, “93” and “46” stickers on the machines, it’s mainly a scooter country, as the best seller is the Honda Vario, a big wheel commuter.
On the main streets of most villages, I was surprised to cross a “start” and “finish” line. Reason: drag racing is popular amongst youngsters and the best racers are seen as heroes and can make quick money.
It’s not compulsory to ride with daylights, but wearing a helmet is, although the rule is barely obeyed, especially in the rural areas. The most popular motorcycle gear is by far… wait for it, flip-flops! However, we dressed in full riding gear to cover nearly 1600 kilometres of road over the Bali and Java islands.
A genuine tourer!
Surrounded by several dozen 150cc scooters, the Royal Enfield looks like a genuine tourer. With 28 hp, compared to approximately 10 for most of the two-wheelers encountered on the road, the Bullet has enough torque for easy overtaking and making its own way. You can’t really ride fast in Indonesia and this is why the Bullet is the perfect weapon for touring. Due to the traffic density and the amount of trucks, reaching 80 km/h is not so easy on the main roads as well as in the countryside, where the tar is not much wider than a Toyota Avanza. (These tall-narrow-and rather-ugly MPV’s sell like hotcakes there, and it’s easy to understand why, due to the road conditions). You find yourself mostly cruising between 50 and 60 km/h.
Indonesia is definitely not a big, wide open-space country, such as SA, but our tour guide whipped up some magic. After comprehensive research on all sorts of modern tools (such as Google Maps and Google Earth), he managed to find some extraordinary routes through exotic, charming and out of this world paths in the middle of primary forests, inhabited by the local version of the Big Five, being monkeys, varan-lizard, cobras, giant bats and last but definitely not least, some lone tigers!
The first couple of kilometres were done near the Sacred Monkey Forest natural area; and predictably, there are monkeys all around and when you stop, you need to be careful to not leave a pair of gloves or a set of keys around or else they will be stolen. Although to be fair, the local monkeys are not aggressive, like the Capetownian baboons. After this first taste of the Indonesian wild life, our tour guide, François, shared with us his deep knowledge of the Indonesian countryside and suddenly, our ride took on a different dimension. We find ourselves surrounded by a patchwork of several shades of bright green, being rice plantations, which nearly cover every square centimetre of the Indonesian countryside. Their clever irrigation system and shape of the terraces are so unique that UNESCO classify some of them as World Heritage Sites, such as the Jatiluwih, in Bali.
Much more diverse than it seems
Twelve days Adventure riding and Indonesia reveals its wonders – a lot of people, a lot of rice plantations, Hindus in Bali and Muslims in Java. You can’t assume that Indonesia is simple – it isn’t; it’s busy and it’s complicated.
In the heart of Java island, we start to get into altitudes as high as 2300 metres above sea level, a mission which our Bullet coped with very easily, thanks to the torque of the thumper. Here in Java, there is another cultural group settled in the mountains called the Tenggers and they offered us, by chance, an extraordinary night, as we stayed over at the remote city of Podokoyo. They live in some 30 villages around a volcanic area, where the perfectly round craters of the Bromo and the Semeru volcanoes shape the landscape and are visible from a dozen kilometres away as they eject a small cloud of gas every twenty minutes or so.
Reading in the stars, a local Shaman decides on an evening of celebration. The Tengger believe in the man-horse divinity. Tonight there is no other Westerner in sight but we quickly find ourselves surrounded by a dozen Tenggers, each one bearing a friendly smile and over-excited mind. Twelve Tenggers – in gold and purple outfits, complete with bells and trinkets, start a dance while straddling small wooden horses that are as colourful as the ‘riders’. The dancing becomes more and more animated; the Shaman contributing to the rising tempo by slamming his lash on the ground. A pot is filled with flowers, eggs, rice and the contents of a small perfume bottle. When this is done one of the wooden horse ‘riders’ drops to the floor, gathers up the pot, drinks half of its contents and throws the rest over his head. From here on in, things get much wilder. The drum beats deepen and the dancers become more and more ecstatic and entranced, some of them rolling their eyes back into their heads, a trickle of saliva dribbling from their mouths. Soon the scene turns into a frenzy where it becomes difficult to disassociate people from horses. One of the Tengger grabs a live chicken, rips its neck with his teeth, drinks some of the blood then shares it with whoever looks interested. Not content to end it here another celebrant takes a neon tube, breaks it, gathers together the shards and starts to eat some of them. I take this as my cue to leave the party and get some sleep. Was it a dream? Or was it true?, I ask myself.
The next morning’s ride brings us back to reality. After a lekker morning of sand riding around the volcanoes, we ride down again to sea level, going across an incredibly dense primary forest in which, for sure, tigers, cobras and many monkeys abound. Indonesia is truly fascinating and blessed with a variety of natural wonders…
Acknowledgements: many thanks to Vintage Ride travel agency, who gave us the opportunity to discover the Indonesian marvels. If you are tempted, several dates are scheduled for 2019. For more information visit www.vintagerides.travel .
You also might meet our tour guide François as he will now be leading the Vintage Rides tours in the Western Cape. Check out if you meet a bunch of Enfield riders near Worcester or Paarl.
To Hell and Back with the Killer Bee and Friends
A TOUCH OF THE KAROO
Cast the window wider, sonny;
Let me see the veld
Rolling grandly to the sunset
Where the mountains melt;
With the sharp horizon round it.
Like a silver belt
Years and years I’ve trekked across it;
Ridden back and fore
Till the silence and the grandeur
Ruled me to the core;
No one ever knew it better;
None could love it more.
There’s a balm for crippled spirits;
In the open view.
Running from your very footsteps
Out into the blue.
Like a wagon track to heaven.
Straight ‘twixt God and you.
There’s a spot I know of sonny,
Yonder by the stream;
Bushes handy for the fire,
Water for the team.
By the old outspan sonny,
Let me lie and dream.
P. GIBBON.
At 4.40 am on the 17th of December I rolled out on to the N1 highway on my heavily laden metal beast of burden, my orange and black Kawasaki KLR 650, affectionately nicknamed “the Killer bee”. KLR, killer, get it? I was expecting a really hot ride so wanted to exploit the cool of the morning to allow me to smash some serious k’s before the day got really warm. My destination for day one was the lovely little Karoo town of Nieu Bethesda, 30 odd k’s before Graaff-Reinet. It is always difficult to wear the right kit for early morning starts, when the wind chill factor can make one quite nippy. Too warm a jacket becomes a heavy liability later in the day, so I dress in layers, with a wind proof shell over my airflow jacket. The sky was heavily brushed with clouds which leaked the odd drop on me as I skirted a still silent Jo’burg and on to the Grasmere toll plaza which was experiencing a traffic jam. Rows of holiday makers queued ten deep at the booths. As you know, bikes rock! So I rumbled past to the head of the queue. “what’s going on?” I asked the chap. “Eish, we offline!”, came the reply. In the interest of good fuel economy and decent tank range coupled with mechanical sympathy, I was cruising at 115 kph on the KLR’s speedo. [Interestingly enough, this would equate to around 123 kph on my KTM 1090, Africa Twin or Yamaha Super Ten which all over read by an almost unacceptable margin.] The “ancient” cable driven speedo on the KLR, when checked against my GPS, is almost spot on. This got me thinking about the Tortoise vs Hare effect that I started noticing. The KLR was able to stay glued to it’s speed. When trucks impede your progress, you simply pass the row of cars stuck behind it and overtake without having to cross the centre line. Cars which flew past you earlier at 130 are now restricted, sometimes for kilometres, to 80 kph. It is amazing how many k’s pass before they fly past you again only to be hindered once again by the next truck, of which there are many on our roads these days.
I had a fuel “splash and dash” in Ventersburg, then rolled on to Bloem, with the KLR throbbing along sweetly at a relaxed 4,500 rpm. The One Stop was so overrun with holiday lemmings bound for the coast that I ditched breakfast plans, settling for a take away coffee and a lunchbar, then got back on the bike. Bloem was actually really cold and heavily overcast and the skies to the south appeared black and heavily pregnant with rain. As it sometimes happens the road seemed to follow a lighter path through the dark skies and I only hit 5 odd k’s of proper rain before I scudded out from under the bank of clouds and reached a dry and hot Colesburg. It was only midday and I had only 150 odd k’s to go.
As one enters the Karoo proper, and as I would experience over the next few days, there are huge swathes of our magnificent country that are still in the grip of a devastating drought. Riding through the Great Karoo under a cobalt sky and through a wall of relentless heat, I found myself wondering at the tenacity of the people and animals that inhabit this arid land. The turn off to Nieu Bethesda took me off the national road and after a short while I trundled into the town, heading straight for the Two Goats Deli and Brewery that I had discovered on a previous adventure. I wolfed down a sandwich to quell my hunger and slaked my now considerable thirst with two tankards of “Honey Ale”. If you have not yet visited this little gem of a town, put it on your bucket list. No streetlights, banks or ATM’s, and with tree lined dirt roads emanating from the typical steeple’d church at it’s centre, it oozes old world charm. It was also home to the famous “owl lady”, Helen Martin. In fact, it is probably thanks to the outsider art works of sculpture created by this somewhat tortured soul, that Nieu Bethesda rose to prominence as a tourist destination. The town also has some of the finest dinosaur fossil beds to be found in the Karoo. I always stay at a lovely little B ‘n B called Starry Nights. A real “home from home” spot. Give Bronwen a buzz [0834427734] if you are looking to stay over, you will not be disappointed.
There is a lovely little pub and pizza spot in the middle of the village, opposite Helen Martin’s Owlhouse. This was my supper venue, so after a shower I strolled through the early evening glow for a sundowner. Earlier in the day, just before the turnoff to the village, I was passed by a couple on a BMW 1200 LC GS. So it was, in typical kindred spirit fashion that I spent a delightful night in the company of Rudie and Rene’ Kruger, a couple from Centurion, also on an extended road trip that would take them to the West Coast and back. Rene’, in the interest of sensibility had left her own Bee Em at home and was riding pillion with her man. You are never lonely on a motorcycle road trip. Watered and fed, we strolled back to our accommodation in the cool of a star speckled Karoo evening, tired but content.
True to form I was up early and on the road out of the valley and over the Sneeuwberg to Graaff-Reinet by 6am. Taking advantage of the decent range from the 22 litre tank on the Killer Bee, I fuelled in Willowmore, a full 440 k’s from Colesburg. The solitude and vast vistas of the Karoo accompanied by the reassuring throb of the big single feed your soul. Oh yes, I must tell you about Roelof. About 30 klicks south of Aberdeen, I stopped where a farm road spills out onto the main road to secure my rainsuit bag which was trying to go AWOL. A farm bakkie emerged, and the driver, who was accompanied by his young son, asked if I was OK. So this is how I met Roelof. Turns out he is a hectic adventure biker who rode his KTM 990 with mates through the Darien Gap in South America. After running a fruit export operation in Pretoria, he is now farming the family farm near Aberdeen in the Karoo. A mere 4k’s from the main road he has self catering farm stay cottages on his farm, and plans to host adventure rides from this venue in the future. Watch this space for details! In fact the town of Aberdeen has plenty to offer, so before just haring through, stop and linger a while.
Around 40 k’s after Willowmore I took a right to De Rust. This road undulates and curves through some amazing scenery before it makes a T-Junction in De Rust. Turn right and the road leads you through Meiringspoort, with the most spectacular scenery you can imagine!. The road follows the course of the river which over the ages has cut it’s way through the mountain to create this spectacle. Once you exit the Poort it is a short hop to the Prince Albert turnoff, where I was to meet my mates from Montagu. If you have not yet visited Prince Albert, do it! Again, a tidy little Karoo town with lots of history and, nestled at the foot of the Swartberg pass, perfect as a base for Karoo travellers.
I pulled in to the Lazy Lizard, a funky little eatery that makes a damn fine coffee, on the main street of Prince Albert, to wait the arrival of my bud Cobus, on his 700 TransAlp, together with his sons Eckardt and Krisjan, riding another KLR and a TVS 180 Apache respectively. The tiny TVS, commandeered for the trip from his wife Tersea, is no stranger to the open road, having been ridden down to Montagu from Pretoria a few months back. We had slight reservations about it’s ability to negotiate the somewhat extreme road that we intended riding down Gamkaskloof to Die Hel. I was on my third coffee when the troops arrived. The typical banter of an easy friendship ensued as we planned our assault on Die Hel. We sought out the local camp site, pitched our tents then went shopping for provisions for the next two nights of camping. “Ons gaan nou braai”, was the popular call, so Karoo chops and wors were on the menu, with a stew planned for the next night at our Die Hel campsite. Captain Morgan, the travellers mate, got things off to a great start as the fire burned down to braai ready coals. The sky was clear and the weather warm with the earlier gusty wind having died down. Tents pitched amid the organized chaos of unpacked bikes formed a wonderful backdrop to another memorable “kuier”. The evening drew to a close as we sat chatting and sipping on the now customary, Captain laced, “Renoster” coffee. With the heady anticipation of an epic ride in the offing on the ‘morrow, we snuggled into our sleeping bags for some welcome slumber.
As is typically the case when camping I rise early, so at first light I showered and started striking camp. One by one the troops too followed suit. We arrived at the town butchery for our meat for our planned stew, topped our fuel tanks then headed out of town. The bottom of Swartberg pass is reminiscent of Meiringspoort before they tarred the road. The road starts to rise onto the pass proper, opening up magnificent vistas. Not even 20 k’s up the pass the turnoff to Die Hel goes off to the right. Two signs at the turnoff help build the excitement. The first reads “Dangerous road for 48 km! Use at own risk”. The sign is covered in stickers put there by fellows who have ridden the road, such as “GPS for Africa” and “GlobeBusters MOTORCYCLE EXPEDITIONS”. Numerous 4×4 clubs have added their logos too. The next sign reads “Gamkaskloof 37 Travelling time two hours”. Slightly confused by the discrepancy in distance between the two signs, which are a 100 metres apart, we rode off. A bunch of guys on adventure bikes were parked under a tree in the shade, waiting for their backup vehicle, having just ascended the pass. We stopped for a chat. Their was a KLR, a couple of airhead GS’s and an 800 GS. After exchanging typical questions about where we were from and where we planned on going, one of the guys said “Oh, you that guy from ZA Bikers, I just read your blog about the Doohickey, now you are on the trip you spoke about!”. Youbetcha!, I’m that guy!. We shared a few war stories, as is the custom amongst adventure bike riders then got on our way. The guys gave a parting glance at the little TVS that had us wondering if we had perhaps brought, in the case of the 180 Apache, a knife to a gunfight.
Die Hel was so named by an early visitor to Gamkaskloof who exclaimed “die plek is so warm soos die hel!”. [this place is as hot as hell] The name stuck. We planned to complete the ride before the heat of the day really manifested. With the occasional cloud looking like white brush strokes on a blue canvas, the weather was splendid. Speaking of names, “Gamkaskloof, in the language of the Khoisan who named it, means Lion Kloof. I marvelled at a time when lions, in abundance, roamed this land. The descent makes for excellent riding. Loose and rocky in places, open and flowing in others, the road ebbs and flows through fields of proteas in places, with the occasional stream crossing, now reduced to a trickle by drought. Some mountain bikers making the descent became the odd moving chicane as we endeavoured to get past. The more skilled riders match a motorcycle for speed as they strut their stuff down the gnarly dirt track. The final part of the descent gets steep and somewhat rutted with hairpin bends and drop offs. A sign at the foot of the pass announces that you are entering the Swartberg Nature Reserve, Gamkaskloof. You then ride on a few more k’s to a beautiful small valley dotted with the renovated homes of the early settlers. These dwellings can be booked by visitors to Die Hel, or alternatively, like in our case, you can camp.
I waited for everyone to arrive, with Krisjan on the TVS bringing up the rear scant minutes behind the pukka adventure bikes. He reported that some of the rocky sections had been a bit hairy but that the light weight of the little 180 had allowed him to pick the best line down the road. He was full of praise for the plucky and tough little Indian bike. The TVS once again proved that it is not the size of the bike in the adventure that counts but rather the size of the adventure in the bike!. The Killer bee was huge fun to ride in the dirt. Running down steep inclines against compression allowed minimal use of the brakes, whilst the steep uphills were despatched with torquey tenacity. The adequate suspension travel, 21 inch front wheel and relative light weight make technical sections a bit of a non event.
It was late morning by now and the heat was building. We sat under the shaded veranda of the shop and quaffed a couple of cold beers and feasted on freshly baked farm bread, cheese and jam. The thatched shop is scattered with items that bear testimony to the history of the valley and the people who made it their home. Only in the early 1960’s did the road get built, finally linking the kloof to the outside world. Prior to that goods were brought into and out of the kloof by donkeys on a bridle path. The nearest town is Calitzdorp, so travel in and out of the valley was no mean feat. To this day there is only one road, the one that we had traversed, in and out of the Gamkaskloof. The shop and its surroundings, consisting of a small swimming pool and some green lawn flanked by a small vineyard, and dotted with the odd restored dwelling is an oasis in the harsh heat and singed landscape. We paid our camp fees, a paltry R50 each and rode a short distance to our campsite. We pitched tents, dispensing with the need for the flysheets as we expected the evening to be both dry and warm, then lay in the shade for a siesta.
In the late afternoon, wilting in the relentless heat, we went for a swim and a cold shandy. Rejuvenated, we returned to our camp to prepare our evening meal. Cobus and I got our trusty Trangia stoves going and sucked on a mug of red while I prepared our stew consisting of cubed rump steak, butternut, tomato, onion, potatoes and peas in their shells. As the light seeped from the sky and the heat softened to a balmy glow, the delicious aroma of the bubbling stew permeated the air. We shot the breeze for a couple of hours before ladling stew over the rice on our plates and tucking into what, even though I say it myself, was a damn fine chow! The mandatory Renoster coffee put the seal on what had turned out to be a really special day. The next day would see us going our respective ways, with Cobus and his boys meandering back on scenic dirt roads while I had in mind to ride Prince Alfred’s pass from the Langkloof over the mountain, to hit the national road near Keurbooms river, then on to PE.
Up at 5am we hastily packed up and rode out of our campsite by six. As is often the case, the ascent of Gamkaskloof in the early morning was a blast. The air was still cool and we were blessed with another splendid day albeit with signs of more serious heat in the offing. We gathered at the spot at the top of the pass where we had chatted with the bikers the previous day then rode back onto Swartberg pass. The pass, closed until a year odd back for the repair of storm damage, is in good nick. Cresting the pass and descending into the valley on the Oudtshoorn side is great adventure riding. The surface, whilst rocky in patches, is good and the views spectacular. At the foot of the pass we said our goodbyes and I sped off to meet with my buddy from Sedgefield, Mike, with whom I was to ride Prince Alfred’s pass.
The ride into Oudtshoorn is amazing. Back on tar, the road sweeps through twisties that beg for full leathers, knee sliders and a Sports weapon. Even the KLR was a blast pitched on its ear through the bends. I met up with Mike at the foot of Outeniqua pass on the Karoo side, where we punished a quick breakfast before riding the N9, and a short piece of route 62, before turning off at the hamlet of Avontuur. Back on the dirt the two KLR’S ran in tandem up and over Prince Alfred’s pass. The guys in the western Cape are seriously blessed with fantastic adventure bike routes. Once again, great views and good dirt roads made for splendid riding. With the day now properly hot we stopped at the well known “Angie’s G Spot” for a cold coke. I had a good chuckle at the welcoming sign at Angie’s which advertises Hot beer, lousy food, bad service, “kak” accommodation – welcome to Angie’s G Spot.
Only when you ride these roads do you fully appreciate the devastation wreaked by the fires which have ravished these areas. Charred stumps stand as stark reminders, on blackened hillsides, of the fury of the blaze. Typically I would have continued straight along this road through a section of the magnificent Knysna forest. The fires however, have reduced this area to a blackened wasteland, so we veered off left to eventually meet the N2 just east of Plett. Once again it was time for goodbyes as Mike returned to Sedgefield and I hopped on to the N2 to PE, which I reached by around 3pm after being buffeted for the last 80 k’s by a proper side wind. Welcome to the windy city indeed!
After a few days with family it was time to return home, so at 5.15 am on the morning of the 26th, I again hopped on the Killer Bee and in the cool of the morning ran at 5000 rpm’s to Cradock. This equates to around a true 122 kph but interestingly increases the fuel consumption significantly. The KLR had, to this point, running at 4,500 rpm, averaged better than 19 kpl consistently. An extra 500 rpm dropped the consumption closer to 16 kpl, reducing the tank range from 450 k’s to around 350. I rode the more scenic route to Gariep Dam and then to Bloem where I downed a quick milkshake before once more braving what was now consistent 38 degree heat. With a total travelling time of 11 hours and 15 minutes I rolled up to my gate in Pretoria, having smashed a 1100 k ride. The Killer Bee had passed the road trip test with flying colours! Total oil consumption for the just on 3000 k trip was a mere 400 ml. Given the heat and sometimes extreme conditions, that is more than acceptable. The simplicity of this honest motorcycle totally won me over. Even the comfort was a surprise. A reasonably plush seat [for a dualsport bike] and a neutral riding position both contribute to the ability to crack long days in the saddle. A fuel range of at least 350 k’s minimises fuel stops and gives piece of mind. The speeds at which I rode allowed proper sightseeing, as opposed to the typical full speed ahead trap we typically fall into. The standard screen, whilst taking all the blast off my chest, allowed enough air to still bring a degree of cooling on the sweltering parts of the ride.
MY KIT.
I often get asked how I carry my gear when on an extended road trip. On this trip I exclusively used the excellent products produced locally by All Terrain Gear. My tent and camping equipment, being groundsheet, pillow [a super comfortable memory foam “visco elastic” pillow available from XKULCHA], sleeping bag, thermal liner and self inflating mattress all fit into my ATG dry bag which is easily secured to the back seat with its adjustable straps. It forms a great backrest too. My cooking kit goes in my topbox together with an Olympus “ruggedised” camera. A small cooler bag carries the days food and hip flask for “Renosters”. A chamois for visor cleaning lives here too. The rest of my kit, being clothes, tools, puncture repair kit and running shoes go in a set of ATG 20l soft luggage panniers which come with all the straps to secure them properly to the bike. Despite the extreme riding conditions they kept water and dust out and stayed securely in place. The waterproof and dustproof roll top inner bags allow you to remove your kit without having to take the pannier bags themselves off the bike. I was impressed by how nicely they cleaned up post trip after a brushing with a soft brush and soapy water. Highly recommended. [Also available from XKULCHA as well as other selected motorcycle accessory outlets]
As for clothing, I protected my feet with my trusty and comfortable Forma Adventure boots. [Available from DMD] Riding pants were my ancient, but still serviceable Fox freestyle motocross pants which have serious cooling vents. I don’t think you can get them any more but XKULCHA Dakar pants have served me well on similar trips in the past. In this heat an airflow jacket is essential, so my trusty Alpinestars airflow was pressed into service. It also gives the peace of mind of good soft armour. For cooler early mornings I pull my Alpinestars Enduro jacket over the airflow as a wind proof shell. It is tough and rugged and suitable for extreme offroad conditions. It is very well vented too. It has no armour so is only suitable as a shell and for some abrasion protection but not for knocks. My helmet is a Bell Adventure helmet which I find extremely comfortable with a visor that seals particularly well. I do however find that it is more wind affected than my Airoh Adv helmet, but about on a par in this regard to my Arai tour X. Gloves are a brand called FIVE-5, and are a mix of tough textile with leather reinforcing in high stress areas and are well ventilated. They have proven to be hard wearing and durable and very comfortable without any bunching in the palm area. Unfortunately I have no idea where I got them. So there you have it guys and gals!
I may have rattled on a bit with this account, but I really tried to recount what an absolute joy it is to ride a motorcycle far and wide across our magnificent land. Maybe you are a strictly tar rider. It doesn’t matter. Get out of town with like minded buds and live a little. You owe it to yourself! Motorcycles offer a unique opportunity to enjoy a real modern day adventure especially given the weather and countryside we have in SA.
Motorcycle Gunslingers
From the moment that engine got mounted onto a bicycle to create the first motorcycle, men have tried to make these contraptions go faster. Quite why we have been obsessed with speed, I really don’t know. Ego and testosterone I suppose! As volatile a mix as nitromethane! Two German gents, Hildebrand and Wolfmiller, went one better then old Gottlieb Daimler (credited with building the first ever motorbike in 1888) when they built a 1500 cc liquid cooled twin cylinder bike that managed 25 mph (40kph). Scarily fast when you consider that the brake was a metal bar that dragged on the ground to eventually bring the whole plot to a stop.
The Americans really got things going when, in the early 1900’s, Indian, Harley Davidson and Flying Merkel started vying for the bragging rights to building the worlds fastest motorcycle. The Flying Merkel may have provided inspiration for KTM’s of the future as they were painted bright orange and had V-twin engines. In fact V-twins have powered Harleys ever since! The “Indian” was resurrected by Polaris, who added the iconic brand to their range of four wheelers, snow bikes and Victory motorcycles. A brand new Indian Scout was launched at the 2014 Sturgis Rally in the States. Back in the day the Scout made the Indian a household name in America as Indians performance model. It was popular as a “Wall of Death” racer. A popular fairground attraction was watching riders on Indian Scouts blast around a cylindrical wooden drum with centrifugal force pinning them to the vertical walls. That darned testosterone again!
Lets get back to the 70’s to explore what was happening to motorcycles in the quest for speed and world records. Drag racing! Racing over a quarter mile from a standing start (Not men dressed as ladies running with their skirts up) Gotcha! The wildest class was known as “Top fuel”. 8 inch M + H slicks, or “gumballs”, mounted on custom built MTC rear wheels, would distort, then spin wildly off the line, desperately scrabbling for traction as nitromethane fuelled engines belched flame from stubby unsilenced exhausts. The rider, stretched out flat on top of his monster, would desperately try to keep the bike straight and “hooked up”, drag racer speak for rear wheel traction. This was made all the more difficult by the accelerative g-force draining the blood from the brain as the roaring, flame belching, tyre spinning beast left a 100 meter black, torque induced, rubber footprint as proof of it’s passing.
The men that ruled motorcycle drag racing in the early mid seventies were, Joe Smith, T.C Christenson and Russ Collins. Honourable mention must go to Terry Vance, Boris Murray, Danny Johnson, Marion Owens and Sonny Routt. All legends in their time. “How fast did these bikes go through the quarter?” you may ask. Drag racers strive for two numbers. ET, or elapsed time is the absolute measure. How long does it take from when the light on the “Christmas tree” goes green to when the bike breaks the beam at the end of the quarter mile? The second, less important number, but certainly allowing for considerable bragging rights, is the terminal speed. The maximum speed that the bike attained through the quarter mile. In early 1976 the World record ET by a top fuel bike was posted at 7.861 seconds. The highest terminal speed? 182.55 mph.
The venerable Colt sixgun may have ruled at the showdown at the OK Corral, or on the streets of Dodge. We saw different weapons of choice at Ontario, Pomona, Bakersfield, Englishtown, Indianapolis, Fremont, Bowling Green and National Trail in Columbus Ohio. Innocuous names for the venues around the States and Canada that witnessed the tyre shrieking, smoking cacophony of sounds and sights of Top Fuel drag racing!
Strangely enough the man who consistently allowed Top fuelers to run in the seven’s and eights was a fellow named Marvin Rifohin. “Who the flip was he?” you may ask… Well, Marvin was head honcho at M+H Tire Company. The introduction of six inch and eight inch wide racing skins immediately rendered single engine drag bikes obsolete. At last the huge power of double and even triple engine monsters could be harnessed. Riders could “hook up” that rear gumball and slingshot down the quarter in previously undreamt of elapsed times. Even to this day traction has been the Holy Grail for motorcycle performance in general. In the past it was tyre technology and to a lesser extent, engine design which sought to harness all the available traction. Today these two have been joined by electronic traction control wizardry, but more of that some other time. Lets get back to drag racing, 70’s style.
Joe Smith learned his trade with a single engine Harley 74 powered bike. Marvin blew the head off that box and Joe came to the fight with two enormous Harley 74 engines lashed together in tandem! Long, low and lean, the guttural stutter of the beast firing up was a sound you would not easily forget. The gentle potato – potato beat of a stock Harley was amped into a staccato blast of unbridled power. Radical cam timing and hot drag pipes would ignite unburned fuel and flames belched from the short exhausts, what a sensory overload! Aptly dubbed “The Sledgehammer”, there was nothing subtle about Joe Smith’s Harley 74 double.
A familiar sight in the opposing lane that would strike fear into the heart of the opposition was the diminutive T.C. Christenson stretched out on the double engine, John Gregory tuned Norton. This bike went by the wishful, yet prophetic name, “Hogslayer” (for the uninitiated, Harleys have always been known as “Hogs”). The Norton engine bike, with it’s engines of British origin, brought diversity to the start line. Running a mix of 95% nitro, 2,5% propylene oxide and 2,5% methanol through those Norton mills produced sparkling performance. Probably the most consistent of the three bikes featured here, it was testimony to T.C’s brilliance and Gregory’s technical acumen. Joe Smith’s Harley Davidson motors displaced over 3 litres. Hogslayers’ Norton motors were tiny by comparison, running 810cc per engine. despite a wicked state of tune, and standard 1960 Norton Atlas conrods, the Gregory built bike drew from the vast well of knowledge acquired with their earlier single engine Norton drag bike. Consistent and fast, the stuff of which champions are made.
If you think that bikes are impressive, and they are, you will be utterly gobsmacked by the Russ Collin creation! “Atchinson, Topeka and Santa Fe” was the name Russ gave to his three engine Honda four powered bike. Yes Lavergne, you heard right! 3288cc, 12 cylinders, 850 pounds of fuel injected fury, pumping out almost 500 horse power! The Honda was the bike that was the first into the 7’s. 7.861 seconds at Ontario. New elapsed time world record. Can you imagine that spectacle? 400 horse power being dumped into and 8 inch M+H slick with 850 little gravity gremlins trying to give it to the ground. That massive gumball distorting, spinning, smoking as it deposits a strip of rubber on the tar. Accompanied by the shriek of three nitrous fuelled fours building up to an 11,000 rpm crescendo! I told you the 70’s were heady days indeed!
A Modern Classic Adventure
I own a Triumph Street Twin, which I bought back in late 2017. Since buying the bike, I have been gradually customising it to my liking.
When I first got the bike, I found the suspension to be a bit on the soft side, especially around corners the front-end felt somewhat squishy. So, I took it to Justin Waddington from Shock Logic and he fitted a set of K-tech shocks at the rear, and upgraded the standard front forks with progressive stiffer springs. These modifications really improved the bikes handling.
Annoyingly, Triumph had restricted the 2016 (first generation) Street Twins, and as a result the bike’s power would feel sluggish in the mid-range. I did a ton of research about this online, and I found that they had done this not in the traditional way via the ECU, apparently they had been restricted mechanically via a restricted Camshaft, resulting in a max output of only 47 hp.
The guys on the forums speculated that Triumph did this because a none restricted Street Twin would have similar power to the more expensive T120, and therefore why would a consumer ever buy the T120 at a more expensive price?
Whatever the reason, the 900cc motor on my Street Twin obviously had a lot more to give, so I made it my mission to try and get more performance out of it. Having done more online research, I came across a company in Germany called Classicbike Raisch who had developed a performance Camshaft for the 2016 Triumph Street Twin.
Long story short, I fitted the Camshaft into my bike, along with a BMC Air Filter and a Rapid Bike Easy fuelling module. The results were outstanding! She now has a max output of 62 hp, and the bike now pulls much stronger than before, and delivers way more power in 3rd/4th gear. It has totally changed the characteristics of the bike, and I am really enjoying it so far. An expensive upgrade at approx 15k, but worth every penny.
Please note: for 2019, Triumph has added an extra 10 hp to their standard Street Twins, so the engine modifications that I have done would only be advisable on the first generation models.
In the paint department, I visited Kim from The Air Brush Studio in Pretoria, who did a frikken awesome job. She painted the tank in a dark metallic blue and silver, with gold leaf pinstriping and logo.
The fender and side covers became black with a blue pearl tint that sparkles in the sun. Kim added her personal touches by airbrushing a Union Jack design with Street Twin logo on one of the side covers – it looks Rad!
I also had some custom leather work done, which included a tank protector/bag and the re-upholstering of my seat. This was done by Dion Korkie (Leather Man D), who is also based in Pretoria; his craftsmanship is incredible, and his prices are very reasonable too – check out his Facebook profile for more information.
Other upgrades included; a new set of Pirelli Scorpion Trail II tyres, Vince and Vines full system high pipe, anodized gunmetal grey gear selector and foot rests, and Triumph laser etched valve caps.
Because of budgeting reason’s, it has taken me the best part of 2018 to finish my ride to my liking, and up until that point, I had not ventured anywhere outside of Gauteng. So, when I received a newsletter about the 2018 Sabie Bubble Run, I was very keen to go along for the ride, as this trip was going to be the perfect place to mingle with other like-minded Triumph enthusiasts, and for the first time, I would get to ride and experience my bike on some of South Africa’s finest undulating roads.
What is the Sabie Bubble Run?
The Sabie Bubble Run began in 2014 by Joe Fleming, Leroy “Black” Tulip and Marnitz Venter. It was inspired by a few different traditional runs from the United States (The Gypsy Run and El Diablo Run), but was given a South African flavour.
During the inaugural run, the first two days were filled with rain. It was pretty miserable, and their only saving grace during those days was their “Bubble Shields”, and the word “Bubble” stood out to them. So, they decided to call it the Sabie Bubble Run.
Simply put, a traditional run is high mileage and low drama. While the modern run is essentially a forty mile coffee run with a lot of bolt on chrome compliments, a traditional run is riding, camping and a hell of a good party. They are geared towards the rider who feels out of place at a “major rally” or anywhere you find an excess of “LIVE TO RIDE” patches.
This years Bubble Run
I have known about the “Sabie Bubble Run” now for a number of years, and I have always wanted to go and experience it for myself. Unfortunately in years gone by, I have always had other commitments but this year I was free. So, I quickly signed up and paid my entry fee of R1 800, and that was that.
Amazingly, for a mere R 1 800, the trip included; accommodation, dinner each night at camp, an endless supply of coffee and beers, plus a few other gift items. Honestly, this is really good value for money, and I cannot figure how they made such a trip of a lifetime so affordable – what a Bargain!
Reading the itinerary for the first time made me extremely excited for the trip. A mixture of; stunning scenery, some of SA’s best twisties, Mpumalanga’s finest tourist attractions, waterfalls, lots of coffee stops & pub lunches along the way, and evening chilled camp fire vibes by the Sabie river – it sounded awesome.
The Bubble Run is aimed mainly at classic bikes, although there were a few non-classic bikes on this year’s ride. The organisers seem to be very chilled about what bikes are allowed, in-fact on their website it states:
“It does not matter what you ride. So long as you ride.”
Packing for the Ride
Planning for any kind of bike trip is exciting, it always starts to build the anticipation weeks before the trip. Especially when considering how to pack everything that I was going to need for a 5 day camping adventure on the back of a Modern Classic motorcycle.
For this particular trip, I decided that I was going to use my OSAH Drypack 40L Duffel bag, because it was fully waterproof and came with X4 tie down straps, that easily attached to my frame (underneath the seat), and tied my bag down into position without any movement – a perfect fit!
Now for the fun part, trying to figure out how to fit everything that I would need for a 5 day camping trip into a 40L bag. Luckily, there was already tents supplied by the organisers (Bonafide Moto Co.), so this was one item that I did not need to worry about.
The first thing that I considered was my sleeping stuff. I pulled out my old self inflating sleeping mat, to find that it had a puncture. I tried to fix it using the repair kit that came with the mat, which was not a great idea as it made a real dogs dinner of the mat, and after all the faffing around, it still did not fix the puncture.. Aaagh!
I then came across a very compact stretcher by a company called All Terrain Gear (ATG), at R2,200. This was a bit more pricey than simply buying another inflatable sleeping mat, but my thinking was that it would last a lifetime and would never get a puncture, so I bought it. I am very happy that I did because it sleeps lekker!
I took my old sleeping bag along which I fitted into a dry sack, then using some bungee cords, and the very handy D buckles that are cleverly paced on-top of the OSAH bag, I was able to easily secure down my sleeping bag on top of my OSAH bag. Oh, and I also bought a memory foam compact pillow which I bought from Xkulcha which took minimal space in my bag.
Instead of packing a lot of t-shirts, I bought two Under Armour non-iron t-shirts, which I was able to wash at camp each day. Shopping at Outdoor Warehouse, I found small bottles of laundry and body wash, which helped to keep my toiletries downsized. I love the fact that you can pretty much get everything you need in a mini version of sort. When you apply your mind to it, you can really pack allot of essentials into a small space.
So that was that, everything I needed for my trip packed easily into my bag, and then fitted onto my bike – I was now packed and ready to go!
My Impressions
The trip was an absolute blast! I really enjoyed riding around the beautiful roads of Mpumalnga, and riding my bike now with the upgrades on these roads was pure motorcycling bliss.
The absolute highlight of the trip for me was visiting and swimming at Forest Falls, which is located near Pilgrims Rest – it was totally epic! All the people who attended the ride were really cool and easy to get along with, and it made for a magical experience.
The daytime was spent cruising around the Eastern Transvaal region, at a leisurely pace, stopping at pubs along the way and visiting some of the local hotspots.
After a long day in the saddle, a quick dip in the pool before winding down for the evening, and then sharing stories of the days ride, whilst enjoying a scrumptious dinner – was a wonderful experience it was.
I have to give a shout out to both Richard Harper from Ride Motos Take Photos, and Joe Fleming from So Tall Right Now, as they are masters at taking tracking photos whilst riding on their bikes. I was very impressed with their techniques and skills – Respect!
Another memorable occasions for me, was riding Ashleigh’s (from Triumph South Africa) Street Triple, and on the famous 22 road. Oh my soul, what a machine!
What I forgot to mention earlier, is that the itinerary had a RULES section, which explained the do’s and don’ts of the trip – they read:
“We aren’t one for all kind of rules when it comes to the run. Just one simple rule that can be applied to life and will ensure that you’re safe, treat everyone with respect, and have a great time…
DON’T BE A DICK”
When I first read this statement it made me chuckle. However, I had to remind myself of this rule, whilst riding over Long Tom pass and overtaking a few slower riders through some of the bends. It occurred to me that I was actually being a dick, so I retracted back to a slower cruising pace. What seemed like a joke at first is actually a very true and clever statement, and I will always remember it going forward through life’s journey.
Overall I really enjoyed the trip, and I will be back on one of Bonafide Moto Co’s adventures again next year – for sure.
Bonafide Moto Co.
Bonafide Moto Co Adventures? I thought this was the Sabie Bubble Run?
Since the Bubble Run which started in 2014, Joe and his good friend Alan Shenton created a brand called Bonafide Moto Co. which has now evolved somewhat, and offers throughout the year numerous adventures and rider training events – such as; In Search of Swazi Gold, Adventure to Sani Pass, and One Night In the Dirt. Again, these adventures/training events are mainly aimed at classic bikes, but it seems that anyone is actually welcome, you certainly won’t get frowned upon if you arrive on your KTM, on the contrary these guys make you feel welcome whatever you ride.
To keep up to date with all things Bonafide, follow their Facebook & Instagram pages below… #HeresToTheNextAdventure
Review: The 2018 Triumph Tiger 1200 XCA
Adventure motorcycles are all about compromise. Some go for maximum off-road prowess, at the expense of open road comfort, while others prioritise touring over hooning in the dirt. The trick is to make those compromises as small as possible.
With a stonking 1 215 cc three-cylinder motor, and a dry weight of 248 kg, it’s pretty clear where the Triumph Tiger 1200 XCA sits on that spectrum. But what’ll surprise you, is just how versatile it actually is.
The Tiger XCA is Triumph’s flagship adventure bike, with a spec sheet to match. It makes a respectable 139 hp at 9 350 rpm, and 122 Nm at 7 600 rpm. That’s delivered straight to the back wheel via a drive shaft, with a ride-by-wire throttle, hydraulic torque-assist clutch and six-speed box managing power.
That puts it in the same ballpark as BMW’s new R 1250 GS—but in reality it’s a very different machine. Its in-line three has a characteristic as unique as the Beemer’s boxer mill and makes its numbers higher in the rev range. It really is something else; the way it delivers power—and the sound it makes as the motor climbs through the revs—are downright addictive.
The Tiger 1200’s chassis is well sorted too. It’s built around the same steel trellis frame that’s become a hallmark of the Tiger range, with an aluminum swing arm encapsulating the final drive. And it’s kitted with WP suspension at both ends; 48 mm forks with 190 mm of travel, and a mono shock out back with 193 mm of travel. It uses Triumph’s proprietary ‘Semi Active Suspension’ system, and is electronically adjustable too.
The wheels are spoked tubeless numbers—measuring 19” up front and 17” out back. And the brakes are a mix of Brembo and Nissin parts, with twin discs up front and switchable cornering ABS as standard.
You also get a 20 l fuel tank that’s good for about 300 km between stops, and a seat height that’s adjustable between 835 mm and 850 mm. Bits like the engine guards, bash plate and hand guards are standard equipment. Other fancy bits include a keyless ignition, LED lighting with slick-looking daytime running lights, and an electronically adjustable screen.
At R254 000 the XCA is a little pricier than the XCX, but that extra change buys some sweet upgrades. The XCA’s headlights feature adaptive cornering tech, and LED spotlights are included too. Heated grips come installed, along with separately heated rider and passenger seats, and chunky off-road foot pegs.
The XCA also comes with Triumph’s shift assist quick-shifting system, hill hold control, and a titanium and carbon fibre-wrapped Arrow silencer. It’s not the loudest pipe I’ve heard, but it does add a little substance to the Tiger’s soundtrack.
But it’s the sheer amount of useful gadgetry that truly sets the Tiger 1200 apart. Everything is monitored and controlled via a 5” TFT display, and an easy-to-use switch arrangement. From here, you can flick through all the data you’ll ever need, change riding modes, and even customise various settings.
It’s a pretty intuitive system—for the most part—but I did find one or two settings confusing. For example, you can switch between different speedo and tach layouts—but only if you dive into the menu first to change the default settings. (By default, the different layouts are linked to each riding mode.) My biggest gripe is Triumph’s standard cruise control, which works OK, but has to be canceled by pulling the clutch or brake (rather than via a button).
The Tiger 1200 electronic aids include traction control, and six riding modes—two of which are off-road specific, and one of which is a user-specific custom setting. Each mode includes specific suspension settings—but what’s nifty, is that you can easy fine tune the suspension stiffness further, on the fly.
On the road, most of the electronic aids are refreshingly unobtrusive. Settings feel subtle rather than drastic—and that’s a good thing. Triumph’s ride-by-wire and fuel injection systems are at the top of their game too, and the Tiger 1200’s throttle is direct and predictable.
That rev-happy triple really is a gem—firing the Tiger off the mark and out of corners with at even the slightest encouragement. It spools up quick too, moving you through the six speed box rapidly. Triumph’s shift assist works well enough, even if it does take a solid foot to shift up—and the hydraulic clutch is feather light when it’s needed.
Honestly, I expected the Triumph to be punchy. But what I didn’t expect, was just how nimble it is, especially for a litre-plus dual sport. Hustling it through corners is oodles of fun and less work than you’d think. Even in heavy traffic, the big Tiger is easier to squeeze between pesky cars than you’d imagine.
That nimbleness translates to a surprising level of off-road capability too. Even though my test unit was fitted with extremely road-biased dual-sport rubber, I had no problem traversing gravel and farm roads aboard the Tiger. So I pushed it harder—tackling loose stretches of steep ‘twee-spoor’ too.
Granted, I didn’t take it through sand dunes, or on a pukka enduro course—and I wouldn’t want to either. But for general purpose adventure riding, the Tiger 1200 is hella good.
That’s partly down to its two off-road riding modes, which blend various levels of ABS and traction control interference. Switch it to ‘Off-Road,’ and it’s very forgiving; flick to ‘Off-Road Pro,’ and suddenly the back wheel’s snaking around and putting a huge grin on your face. (It’s just a pity that you can only switch between the road and off-road modes when the bike is stationary).
But it’s also the Tiger’s ergonomics that make it such a usable motorcycle. The rider triangle—and the amount of padding on the seat—are all-day-comfortable. And even though the screen’s a touch too low at its highest setting for my 1,86 m frame, it should hit the sweet spot for most riders.
Get up out of the saddle, and it’s immediately clear just how switched on Triumph were when they designed the Tiger’s layout. The fuel tank’s perfectly sculpted to be narrow between your knees, making it easier to move your body—and the bike—around, when you’re negotiating tricky terrain.
It’s considerations like these that make the Tiger 1200 so appealing. I used it in town, in traffic, on twisties, out on the open road, and off the beaten track—and it never felt outgunned. And with plenty space for luggage, it left me itching to pack a bag and kick up dust clouds for a few days.
For more information visit: www.triumph-motorcycles.co.za
“Talking Italian….” Acerbis Adventure Bike Suit
- I get it horribly wrong as I brake-slide into a tight left hander, attempting to bush-up on my rusty enduro bike skills. It is the first outing on my trusty KTM200XC-W in more than a year. My two wheeled companion high-sided me and I get that weightless feeling as I fly through the air like Superman…. Off course, my landing was less graceful than that of the superhero on the silver screen. I am heavily winded from landing on my right shoulder and thereafter flat on my back. I lie there for a few seconds before even attempting to get up. “Why do I keep doing this?”, I ask myself while shaking my head. I can only laugh as I try and regain my composure before the arrival of my riding buddy.
Yet there was something funny and almost out of place in this scenario. I have donned myself with the latest Acerbis adventure bike jacket and pants. Some might argue that this is not the appropriate gear for where I find myself deep in the woods on a very technical enduro bike trail. I agree wholeheartedly!
But there is method to my madness…. I am here to test and review this new addition to the world of adventure riding gear. This is what I call the torture test. Slow technical riding in hostile bush and thorn trees, with virtually no breeze to cool me down in a warm, humid setting. This often comes with the territory, so to speak. “Africa is not for sissies” is how the saying goes.
Most adventure bike owners also own what we call a “plastic bike”. This is something in line with what I was riding in the opening paragraph. Something that resembles the likes of your favourite motocross, enduro or trials bike brand. Acerbis is best known for supplying OEM and aftermarket body plastics for these small, lightweight specimens at affordable prices. For a few hundred rand, thanks to companies like Acerbis, you can buy a plastic, bolt-on body kit that will make your enduro or motocross bike look brand new again. That is the beauty of plastic bike riding, as it is certainly easier on the bike than the rider.
Back to the riding gear. Upon my visit to Adrian Bac, well known and likeable chief in charge at AMP distributors, I was very surprised to learn that Acerbis also make adventure bike riding gear. Adrian himself is deeply rooted in the world of motocross and adventure biking. He keeps himself close to the action on weekends, supporting his son who participates in motocross on a national level. Whenever Adrian gets a break, he boards his Yamaha XT1200Z for the other passion in his life, adventure biking. He has been using this same Acerbis outfit for quite a while now and was very excited to get me to share in the experience. I was a little reluctant, to be honest.
The time came for me to see this adventure wear up close and in person. As we tried for size, it soon became apparent that I underestimated the Italians! The fit is perfect for my body size and type. Perhaps I have Italian blood somewhere in my past! I soon remembered that the Italians are renowned for fashion, style, art and beauty. This is what they do, to be frank!
The attention to detail is typical Italian. Fine, meticulous stitching and well shaped inlays personify this suit. A well laid out ventilation system forms the central theme from the front 4 openings, all the way to the two exhaust slots at the rear, facilitating good flow-through of cool, fresh air. I certainly found this adequate in the conditions encountered as described in the opening paragraph.
Furthermore, the four front pockets are well placed for easy reach. The left hand vertical opening is ideal for my smartphone, while the horizontal opening on the right is ideal for securing my wallet and other documents of consequence.
The two bottom pockets are very roomy, but I seldom use these, as I do not want my adventure suit to become too heavy. I would much rather stow other items in my top box or panniers. The winning pocket for me, is the transparent left hand sleeve pocket, it’s ideal for storing a garage card or cash, and gives you quick and easy access at the famed toll gates, which we so often encounter on our motorways.
At the rear is the famed bum bag for stowing the included thermal and waterproof inner. Once again, pockets that I seldom use for similar reasons.
The back also sports a pocket for a water bladder, with comfortable, easy to reach channeling for the feeding pipe on more challenging rides.
The advantage to this is that you no longer have to carry a separate backpack to facilitate the water bladder. This is a feature offered on a wide range of adventure jackets nowadays.
Adventure Pants
The matching pants, sold as a separate item, also sport vertical ventilation slots and two “secret pockets”, as I call them. This I mostly used for carrying my cash with me. An obvious oversight on part of the pants, is that the pipes are not roomy enough to fit over most adventure boots. I was fortunate to pull them over my adventure touring boots, but would certainly not have been able to fit them over my more rugged plastic motocross boots. This leaves most with only the option to tuck them into their boots, negating the waterproof capabilities offered by the included waterproof liner. Who likes wet boots??
Funny that, as the rest of the suit is very well presented and practical to use. The waist adjustment belt is nicely tucked away and fairly easy to use once you get the hang of it, although the one fastener did rip out of the pants main body due to sparse stitching, it could also be my middle age bulge putting too much pressure on the waist tackle, off course. Other than these complaints, the pants are comfortable and cool on the body.
Carbon G3.0 Gloves
Adrian was also kind enough to give me the above mentioned gloves to test. These were certainly very impressive. This is a light, easy-on glove with good knuckle protection and more than adequate hand protection for low to medium speed adventures. They will not be suitable for high speed crashes, as this is not what they were designed to do. These gloves offer excellent feel on the grips and all important controls, which will certainly afford you less mistakes in technical riding.
They are the closest thing to riding with bare hands, which suits my style of riding to the tee! The fore fingers on both gloves, have a silicone outer patch that offer even better grip on the levers in wet conditions. Nice touch! I can certainly recommend these gloves, bearing in mind that they were not designed with weather and high speed protection in mind. Time will tell how durable they are, yet so far, so good!
Conclusion
At the time of writing this conclusion, I have been on many adventures wearing this suit as described. I have yet to experience extreme cold and wet conditions wearing these, but for everything in between, I found this to be my suit of choice at this present time. The jacket retails for R 5200, the pants for R 3000 and the gloves for R 1100.
The pricing is spot-on, offering good value for money, in my personal view. The outstanding theme in this article, is the comfort levels and how good the suit makes you look. The cut has been well defined and is tasteful on the eye. After all, who does not want to look cool while practising the coolest lifestyle…..?
For more information visit: www.ampsa.co.za
Lawless Bikes Builds Tiny Wooden Café Racers
Here’s something that would top any three-year-old’s Xmas list: a wee little wooden balance bike, styled to mimic a full-size café racer. Sure, these pint-size two-wheelers don’t have motors—but if they don’t put a smile on your dial, you might want to check your pulse.
They’re the work of Johann de Wet, who builds them under the label ‘Lawless Bikes.’ Johann’s not a carpenter though—he’s actually a business intelligence consultant based in Paarl, and Lawless is just an after-hours creative outlet.
Johann fell in love with café racers six years ago, when he stumbled upon a custom 1976 BMW R75 online. Then, this time last year, he had an idea…
“It was December vacation and I was on a woodwork high after a table and chairs project for my two daughter’s rooms,” he tells us. “Somehow, between browsing motorcycles and woodwork pics, some motorcycle-inspired balance bike pics popped up.”
“I had a few days of vacation left and some wood from the aforementioned project, so I decided to take a stab at building one for my daughters. It came out pretty well, so I went on to build a second bike, inspired by the BMW model which started it all.”
“That one in particular drew enough attention from a few friends and colleagues, who asked me to build some for them a well.”
Since that first attempt, Johann reckons he’s built about 10 Lawless balance bikes. “I only really build on order,” he says, “and also have to juggle it with a full time job and being a dad and husband, so time is limited. The range of customers has been interesting though…from kids to art galleries, and everything in between.”
Each Lawless build is based on one of two templates that Johann’s designed: a classic BMW boxer, and a Triumph modern classic. (He’s also in the process of figuring out a third, Harley-Davidson-inspired design.) There’s room for customisation too; one of the bikes shown here is styled as a café racer, and the other a scrambler. And Johann’s even built a bike to match a client’s custom-built Triumph Bonneville before.
Each build starts out as a stack of Bitch plywood sections, CNC-cut by Cam Craft in Salt River, according to Johann’s CAD drawings. “The first five bikes were cut by hand using a jigsaw,” says Johann, “which was very labour intensive and time consuming, and the quality was inconsistent. I then downloaded a CAD program and went about capturing the designs on there.”
Once Johann’s assembled the parts by hand, there’s still a surprising amount of work left. That includes sanding and treating the wood, cutting the bolts to their ideal lengths, and carefully spray painting bits that need colour.
Despite their size, Lawless bikes are loaded with thoughtful details. The distinct shapes of the BMW boxer and Triumph parallel twin motors are instantly recognisable, and Johann even builds ‘exhausts’ for the bikes. There are more subtle touches too; check out the sculpted fuel tanks, the ‘fork boots’ and the baby Triumph’s side panels.
The Triumph also wears a café racer-style tail section, with low slung handlebars. And the scrambler-styled BMW has straight up bars, knobbly tyres and a bench seat. The seat’s covered in genuine leather too, courtesy of Kingdom Upholsterers in Paarl.
The wheels, tires and grips are all standard kiddie bike parts, but Johann trims to grips to get the proportions right. His bikes even have faux headlights. They’re made from the lids of a particular set of coffee and tea cannisters, with laser-cut perspex lenses.
Each bike’s finished off with a tank badge, bearing the Lawless Bikes logo. The bikes shown here feature the logos of their respective marques, but Johann usually only does this on his personal bikes, to avoid legal hassles.
Naturally, every Lawless bike rolls and turns too—but Johann officially markets them as display pieces rather than balance bikes. “Aside from my own daughters using them, I have not done any rigorous testing,” he explains.
“Most bikes I’ve built have been for display purposes, so there is still very little feedback in the way of kids using them. I tend to alter the design slightly with each iteration in an attempt to improve it—but until a three-year-old has owned one I will not know what their true limits are.”
Any toddler lucky enough to be picked as a test pilot, is sure to be the envy of his pre-school classmates…and a few adults too!
For more information visit Lawless Bikes Facebook page.
ATG 20 LITRE SOFT LUGGAGE
Travelling for extended periods by motorcycle presents one with some logistical challenges, especially when you need to carry a fair amount of stuff. “Credit Card” travel is popular in places like Europe and the USA where you can hop on your bike with minimal kit and have plenty of overnight options which simply require swiping your credit card. Travel in “the Colonies” is more of a challenge. Adventure biking often takes us off the beaten track where infrastructure is either minimal or totally non existent. We need to carry some essentials along with us. Tent, cooking stuff, tools and clothing all need to be stashed securely, especially when our route may deteriorate into a real goat track. To keep the weight of your kit as low as possible, panniers are your best bet. Mass centralisation is a modern buzz term meaning keeping the weight of your bike as low and “central” as possible. This prevents the bike feeling top heavy and wanting to topple over without much provocation. Picking the bike up after capsizing is also much easier if the weight is low.
Panniers are either “hard” cases, typically mounted to either side of the bike, or soft luggage, a modern version of saddle bags used for ages to stash provisions on horses. Which system is better? Like with so many things relating to motorcycling, each has pros and cons. Hard cases are securely mounted, don’t move around and are easy to pack and lock. This is a serious consideration when your bike is parked unattended. Especially when travelling through poor countries with many opportunistic thieves. Negatives of hard cases are weight, vulnerability to damage in a spill and how they encourage you to “fill that space”. You tend to take stuff that is not essential to your trip, simply ‘cause you have the space!. If your travels take you over rough terrain there is another major consideration. Let me quote a passage from Ted Simon’s book, “Dreaming of Jupiter”, the account of his second round the world trip, to illustrate. “I am already out of sight of the junction and halfway through the second patch of mud when I lose it, but this time my right foot is stuck in the glutinous clay, and the forward motion of the bike drags it under the alloy pannier before I fall. It’s very bad. For the first time in my life I hear the loud snap of a bone breaking. Then I’m on my side with the full weight of the bike pressing down on my foot”.
For me, the solution is to use my hard luggage for tar and dirt highway travel, but if there is any serious off road riding to be done, I opt for soft luggage. Enter ATG’s soft pannier system. The bags are rectangular in shape with a firm plastic back and bottom to allow them to keep their shape to facilitate packing. The broad band of material which throws over the passenger seat is velcro equipped, allowing you to adjust to the width of your bike. Pannier brackets are required to keep the bags out of the back wheel, as well as to secure them to the bike. The bags are equipped with “D” rings at each corner to help tying them down. A lot of thought has gone into the design and how to secure them to just about any bike. The instructions which come with the bags has cleverly colour coded the various straps, to act as a guide as to how to use them.
The bulk of the weight is carried by the broad velcro top strap, supported by two adjustable straps which straddle the seat and clip to each bag providing additional support. Another adjustable narrower strap fits through the bottom “D” rings and right around the bottom of the bags to hold them against the bike, and preventing them from splaying outwards. Four additional loop and velcro equipped straps allow additional fine tuning to secure the bags totally for complete peace of mind no matter where or how you ride.
The bags themselves are made from a heavy duty, wear and abrasion resistant cordura. Each bag has a roll top inner water proof bag with it’s own carry harness. This means that you can leave the bags secured to the bike and simply remove the inners filled with your kit, free from dust or rain. The bags have a velcro secured roll top with a clip on each side to close snugly and keep dust out. The roll top allows you to keep the bag snug irrespective of how full it is. Each bag has a recommended weight limit of 11Kg’s. That allows you to stash a lot if kit!. The bags are strategically reinforced with strapping to protect against abrasion and to add to their general strength and ruggedness. Reflective flashes are sewn across the back of each bag to enhance visibility.
The bags fit best and ride most securely when fully loaded, with the weight providing stability. Your heaviest items should go at the bottom of the bags, with items you may need to access, such as rain suit or fleece, at the top. With these bags fully packed and an ATG waterproof carry bag secured across the back seat, you are sorted for really extended travel on any kind of road, in any kind of weather. The quality of materials and workmanship is excellent and on a par with the best similar products, such as Enduristan, from anywhere in the world.
Let Ted Simon, now halfway around the world in Australia, have the final say. “When we got back to Dave’s place I made a momentous decision. I took off the big metal boxes and put on some canvas bags that a friend of Dave’s had designed. I had two good reasons. First, I thought it would be almost impossible for Malu [his partner] to sit comfortably on the bike with those boxes there, because they were too long. Just as important though was my desire to lighten up. I felt that I had never really given the bike a chance with all this weigh on it. Andy White’s bags were clever and convincing, and I went for them. I sent the boxes back to England, and I never regretted it”.
Get yourself a set of ATG soft luggage, also clever and convincing, if you have an epic adventure in mind. You too, will never regret it.
For more information visit: www.xkulcha.co.za
XKULCHA KLASSIC RANGE
Thank heavens corporate South Africa seems to be seeing the light at last. One of the absolute worst carry overs from the colonial era is the suit and tie culture. British explorers traversed the African continent wearing suits and ties and pith helmets. There was no way you could “go native” and dispense with the silk snake that was strangling you. Take off your jacket? Never! You sweated up a storm on your stiff upper lip. For some inexplicable reason the locals started to emulate the European dress code. Before you think that we are the only “doff” fellows, consider the Indians. Many of them did the same thing. Thanks to dudes like Bill Gates and many of the other Tech wizkids it became cool to pitch for work in jeans, tackies and T shirts. Slowly but surely it dawned on us that the old waistcoat, jacket and tie could be put out to pasture and we started to dress in a manner befitting our hot African climate.
Unfortunately we still see the odd brain donor riding his bike in shorts and flip flops. You only have to have one off to realise that tar and skin don’t gel. Tar always wins! Jeans or chinos offer only marginally more protection. Thanks to the savvy and stylish guys at proudly South African company XKULCHA, we can now ride our bikes “smart casual” and not go unprotected. With the latest addition to their Klassic range we can now look so smooth that we can almost slide uphill without falling off of our scooters! Previously only available in black denim, we now have a chino type material, also in black, which looks really smart, and would not look out of place in any boardroom.
The cut is similar to the jeans, but without any loud branding. Protection is provided by hip pads as well as dense foam knee inserts, neither of which are visible or detract from the classy appearance of the garment. Comfort in hot weather is aided by the cotton lining. Sizing is a doddle, with various leg lengths available. My only criticism remains the knee inserts which, when seated on the bike ride up too high. The thigh is well protected but the patella is only just covered. I would like to see the whole panel move down by 4 or 5 centimetres. I can only comment on the long leg garment. It may not apply to you more vertically challenged dudes with shorter pins.
So there you have it. Really smart black denims or chinos in that classic cut for when you need to “dress up” a tad. As with all XKULCHA products you can have them repaired, or replaced if necessary, for free if you do land on your butt. No more excuses to not wear all the kit all the time, beauty is you don’t have to look like a biker “heavy” while doing business. Stylish, smart and tough, they are a steal at a little over two grand.
For more information visit: www.xkulcha.co.za
“HAVE YOU DONE THE DOOHICKEY?”
Done the what? Is that some kind of dance? Like first cousin to the Macarena, perhaps? No dudes, it is just KLR speak. Kawasaki’s venerable KLR 650 has been around, in various forms, for almost 40 years. Actually incredible that you can buy a bike that has been made, without many changes, for this length of time. The other interesting thing is that the KLR is not really good at any one thing, yet it has enjoyed huge popularity wherever it has been sold. Google any epic ride around the world, be it a Round the World trip or traversing the Great Alaskan Highway, and I will bet that a KLR has done it. So to what can we ascribe the KLR’s success? In essence, simplicity, practicality, reliability and fantastic value for money.
Current KLR’s have been upgraded to the point that they must be close to the most reliable bike on the planet. The bike sports a fairing and screen that allows comfortable cruising at the legal limit. It also has a decently sized tank, upwards of 22 litres. Allied to reasonable consumption you have a good range of around 440 k’s or more, depending on cruising speed and conditions. The seat is good, by dual sport standards. It is also endowed with a sturdy rack incorporating a tool kit. The frame is steel, and able to mount panniers without buckling, like alloy framed dual sports. The motor is a water-cooled single, with twin cams, in a mild state of tune. The gearbox is a 5 speeder.
Oh, the Doohickey!, I’m sure you are chomping on the bit to know what that is. It is the tensioner mechanism on the balancer shaft chain. In early years this was prone to failure. If your bike started vibrating significantly it was a sure sign that your “doohickey” had come apart. If you were unlucky the bits would get into, and often trash your motor. Kawasaki eventually upgraded the tensioner around 2009. Most KLR aficionados will tell you that you should still do the aftermarket mod, ‘cause the Kawi mod was a bit iffy. So now you know. Get your Doohickey done!
In the final form of KLR that came to SA, the bikes were pretty sorted. Firmer suspension, thicker spokes and upgraded alternator to power accessories, it was all there. So, whilst the KLR is good at nothing, it is quite decent at damn near everything. I love it’s old world simplicity. Turn the key, rotate the handlebar mounted choke lever, give a whiff of throttle and the KLR leaps into life. Back off the choke to a fast idle and by the time you have donned helmet and gloves, you are ready to roll. Oh yes, turn the tank petcock to “open”.
Right off idle you have torque. Some of the forums I have read reckon that the KLR will rotate the earth before it stalls in first gear. Although heavy for a dual sport, when compared to a Honda XR 650L or a Suzuki DR 650, the kawi is a much better touring ride. Both the other bikes are better off-road, but have no wind protection, small tanks and racks for seats. The Honda also vibrates like a demon at highway speed. The Kawi might not dance off-road, but it will always get you there in it’s reliable workmanlike way.
The KLR has been around for such a long time that you can get any accessory that you can ever want, or think of. Despite upgraded piston rings, also around 2009, the bikes tend to use oil if revved over 5000 rpm for long periods. I suspect that the crankcase breather can’t quite cope at high revs, so it tends to build crankcase pressure and blow oil out of the breather and into the airbox, from where it is sucked back into the motor and burnt. This is not uncommon amongst big singles and twins. With a 16 tooth front sprocket installed, the Kawi runs at just over the legal limit at 5000 revs. At this speed, you get around 22K/litre.
Happy days. The motor is smooth and happy at this speed, and runs up the steepest of hills in top gear without bother or shedding any speed. You kind of get a serendipitous feeling as you thump along, just knowing that all is really well with your KLR. It is probably similar to the feeling that Toyota Landcruiser owners get when they are overlanding. The pleasure of knowing that you can take the reliability of your wheels for granted, so just bring on the adventure. The less electronic features your bike has the better.
Let me give you an example of electronics gone wrong. Traction control works by two wheel-speed sensors, feeding front and rear wheel rotation data to the engine management computer. Should your back wheel rotation speed exceed that of the front wheel by a certain margin, the computer assumes the back wheel is spinning up. It cuts the power to your back wheel to equalise things again. All good. Until, for example your front wheel sensor stops working. The computer assumes the back wheel is spinning out of control and, yes, you guessed right, cuts the power. A mechanical error message appears on your dash, telling you, according to your handbook, to take your bike to the dealer to run a diagnostics programme.
Problem is, you may be on the road of bones in Mongolia when your pride and joy says, “Houston, you have a problem”. Fact is, in essence, there is nothing wrong with your bike! But, and here is the thing, you don’t know that. You see yourself stranded in the wilderness, and promptly curry your rods! See why I want to do my next really “wild ride” on a KLR?. Every fancy electronic gizmo on your bike, that looks so good on the spec sheet, could become an unsolvable ball ache, when you are stuck in the back of beyond. Just ask the guys who’s bikes stopped reading their “keyless entry” fobs when they were far from home. Or near to home, for that matter!
Ultimately we will have to just don our big boy pants and tough it out. Fact is, the industry will keep playing with things that aren’t broke, trying to fix them. In the meantime I am just going to enjoy my KLR, thanking the gods of things mechanical, rather than electronic, that my Doohickey is fixed!
On the 18th of December the KLR and I are cruising to Nieu Bethesda, overnighting there, then on to Prince Albert, where i am meeting a couple of mates. Together we will traverse the rugged and magnificent Swartberg Pass, then wind our way down Gamkaskloof to Die Hel. Then i will simply go where the fancy takes me and my trusty KLR. Can’t wait! Tell you all about it in the new year.
Riding Kawasaki’s Z900RS Café
Back in April, I tested extensively the Z900 RS (Kawasaki Z900 RS – The legend Returns!), and every since then I have been keen to ride their “Cafe” version, to see how they compare.
Kawasaki distinguish between this and their regular Z900 RS by adding “Cafe” to the name. Many would suggest that this is therefore the Cafe Racer version of the two Z900 RS’s. Reasonable assumption considering the original bikes that gave rise to the name. Back in the sixties and seventies bikes were generally naked, that is unfaired. Ducati’s legendary SS models, both in 750 and 900 form came standard with half fairings, as did Moto Guzzi’s 850 Le Mans, which sported an abbreviated handlebar fairing of sorts.
Clones of these fairings started to find their way onto modified naked bikes to make them look and ride sportier. Touring bikes had big barn door type fairings which may have kept the wind off, but looked friggin’ awful.
To achieve more of a “racer” look, you would replace the cowhorn standard bars, with which bikes of the day were equipped, in favour of clip ons, or what were known as “Clubmans”. These had their origin in guys who would modify their bikes to go Clubmans racing, and limited by a tight budget, would sometimes just invert their standard bars, which would get your torso into a more wind cheating position. Slowly but surely the custom crafters started refining these bars into narrower, more comfortable ones. Hey Presto! Clubman bars were born.
What Kawasaki have done with the Cafe version is exactly what we did with our Z1’s back in the early 70’s. They have changed the bars to a set of Clubmans, and fitted a handlebar fairing. The fairing is really period correct. Almost every handlebar fairing cloned in the seventies was a replica of the neat and effective unit which came standard on the BMW R100 S. The fairing fitted to the Cafe Z900 RS is a dead ringer of the original Bee Em chap. What it does for the Z900 RS is really take the looks to another level. Painted in Kawasaki’s hallmark green, the bike sports a white stripe that starts above the headlight and broadens as it sweeps down the fairing, continues across the tank and side covers and onto the tail piece where it shrinks in width once more.
The stripe gives the bike a sort of Dodge Viper kickass attitude, which increases it’s allure even more. Wheels are a slightly different design to the naked RS, and are finished in black with a green pinstripe which looks superb.
Some suggest that this bike harks back to handlebar faired Kawasaki’s like the Eddie Lawson Replicas and ZXR’s. I beg to differ. This is Z1, modified ‘70’s style, through and through.
The rest of the Café is pretty much left as is, and given what a cracker the standard Z900 RS is, that’s a good thing. Visually the only other change is a satin finish on the pipes as opposed to the shiny chrome of the standard bike.
Looks stunning overall, a real head turner wherever you go. The seat has a sort of single drag bike look. Kawasaki have dished the front slightly more with a taller tail bone section. Looks and works just fine. So, how does she ride?
The bars place you just a smidgen further forward and lower, without creating any neck or wrist discomfort. It almost feels more natural, given the slightly rear set foot pegs with which the Z900 is fitted.
The bars don’t look great, I think Kawasaki could have made them look more “trick”, but they are nicely positioned, and fall naturally to hand. I love the fact that they are black, also practical in that they don’t reflect sunlight into your eyes.
The slightly more aggressive riding position, paired with the reduced wind blast thanks to the fairing, makes the bike a lot more pleasant to ride at speed. You willingly indulge in the type of tomfoolery that the torquey, turbine smooth motor and responsive chassis encourages.
Riding the bike far and wide over the course of a 1500k weekend reinforced what a great all rounder this Café is. Droning down the freeway, tearing through the twisties or simply styling in Clarens, the Café takes it all in it’s capable stride. It is comfortable for rider and passenger, plush enough for our less than perfect roads, and fast enough to keep you entertained.
To cap it all it oozes old world cool, yet is practical enough to be an everyday ride. Read my comprehensive test on the standard Z900 RS for detail that I don’t want to regurgitate here, but know that for me, the Café makes an already superb bike even better! For a small price premium you get an even more functional and handsome bike that will give you years of reliable and enjoyable riding. Fans of the Green Meanie brand have never had it so good!
For more information visit: www.kawasaki.co.za
Crosby 400 Adventure – The Lightweight Simple Adventure Solution
I recently had the opportunity to ride the Crosby 400 Adventure brought into SA by V-Custom Cycles in Centurion. This recent addition to the Crosby range is most interesting, in that it ticks a much needed box. The beauty, to me, is the simplicity of this bike. The motor is the familiar 397cc air cooled single that powers the Crosby range.
The single overhead cam 4 valve unit generates 27 Hp @ 7000 rpm and 35 Nm of torque @ 5500 rpm. Not heady numbers by any means, but enough to deliver satisfying performance for the intended purpose of the bike. Electric start and fuel injection makes firing up the Crosby a doddle.
Visually the Adventure looks the part. A 90/90 x 21 inch, Kenda shod front wheel hints at off road capability, with a 130/80 x 18 rear giving a wide variety of off road tyre choices.
Suspension is by way of 43 mm front forks with preload, compression and rebound adjustability. The forks felt reasonably dialled in, with a firm yet controlled ride, so I did not experiment with the adjustments due to limited time with the bike.
The rear shock is a mono unit adjustable for rebound and preload.
Brakes are discs, with a 280mm front and 220mm rear. Whilst not overly powerful, they are well suited to off road use and a big improvement on the units fitted to the road Crosby I sampled a while back.
The seat height is a tallish 880 mm, but, allied to a dry weight of only 151 kg’s, doesn’t present problems to most riders. The motor exhibits decent torque low down, so low speed manoeuvres and pulling off from rest is made pretty easy.
The bike feels relaxed at around 110 kph, and will cruise at 120 if needs be. The seat is firm but quite nicely shaped. Really long tours may well require a gel seat pad. The bike comes standard with BMW lookalike panniers.
The locks feel a trifle stiff, but can probably be adjusted to operate more smoothly, the panniers swallow a fair amount of kit, and together with a stuff bag would accommodate your kit for an extended trip. The panniers are not waterproof, so one needs to use waterproof inner bags.
The Crosby 400 Adventure brings a really feasible simple option to the Adventure bike space. Many riders are embracing touring on smaller more manageable bikes with proper off road ability. Also bikes that don’t break the budget to buy and run. The Crosby is spot on. The tank, together with decent fuel economy allows a decent range. I would like to do an extended tar cum dirt adventure ride on this bike to really put it through it’s full paces, but what I can tell you is that my initial impressions are promising.
At a price point of R69 000 (including fitted panniers), the Crosby is a lot of bike for the money. You could just pack it and depart on your adventure.
The screen works really well to keep the windblast off, and the clocks are a combination of analogue and digital giving you all the info such as fuel levels, trip meters that you need.
As with the road only Crosby, the general fit and finish, whilst acceptable, is not up to what you would get from a bike out of Japan. On the other hand you don’t have to pay a premium for it though. Right now, especially considering the spend, there is nothing out there that offers what the Crosby 400 Adventure does. The last option of a dirt worthy, simple bike with proper adventure credentials died with the venerable Kawasaki KLR. The Crosby may just fill that gap.
For more information visit: www.vcustomcycles.co.za
HARLEY–DAVIDSON’S SPLENDID SPORT GLIDE
The idea to do a long term review of the Sport Glide started early in the year when I first laid eyes on it during the Ride, Ride, Slide event hosted by The Motor Company in Croatia. We where there to ride the Street and Tour Glides, as well as new Sportster models. Doing duty as a backup bike for the support crew was a maroon Sport Glide. From the moment I saw it I felt that it was the most perfectly proportioned Harley I had ever seen! The more I studied it, the more the practical aspects of the bike emerged. Harleys, in the past, have tended to be long on form and short on function. People buy them because of how they look and feel, and perhaps how they make their riders feel, too. In fact, this is such strong motivation amongst the old Harley faithful that it is, for them, almost blasphemous for H–D to tamper with the mould.
I overheard a well known, long term Harley rider, talking to a group of buddies at a Harley gathering recently. Whilst he conceded that the new Milwaukee-Eight motors where great, “they no longer feel, or sound”, like old school Harleys. Wow! How dyed in the wool can you get? From my perspective as a lover of two wheeled vehicles generally, and having owned at one point a H–D Sportster 1200 Custom, the improved function part of the form versus function equation makes total and complete sense. The latest Harleys are simply vastly better motorcycles. Period! What it does illustrate however, is what a blessing, [and curse] a strong brand identity can be. Sometimes you are damned if you do, and damned if you don’t.
Lets take a proper look at the Sport Glide then, shall we? The bike has the typical, low slung Harley look. The front end sports the most beautifully sculpted handlebar fairing. Small and neat, it is big enough to be functional, as, like on most Harleys, you sit low in the bike. The bars are not overly wide and fall naturally to hand. The tank is the absolutely classic H–D profile and takes a decent 18,9 litres of gas. A slim sculpted double seat riding onto a bobbed rear fender completes the perfect profile. Two “bagger” styled panniers enclose the back wheel. Like baby bears porridge, they are neither too big, nor too small, but “just right”. The rear indicators double as stoplights, and, like the headlight are LED’s. Try as I might I cannot fault the classic looks of this bike. There is nothing I would want to change.
The wheels are what Harley call their “Mantis” design, and with a 130/70×18 up front, and a 180/70×16 rear are another stunning contributor to the overall looks of the bike. Thankfully the wheels are also sized to complement the handling characteristics of the bike. OK, so I know i’m gushing, but see for yourself, will you?.
Central to the looks is the black and silver accented 107cu i Milwaukee – Eight V-Twin engine. That is 1745cc in metric speak. Whilst the 80 odd horses it pumps out [the Motor Company doesn’t quote HP figures, but Cycle World ran it on a dyno] may not sound too impressive, however Harleys have always been about torque and real world power. Fully fuelled, the bike is for a H-D, quite trim at 317 kg’s. The 145 Nm of torque @ 3250 rpm, punts the bike along very nicely. The 6 speed gearbox has that authentic, hewn from steel, American feel. Shifts are precise but solid. Final drive is by the now a familiar industrial strength belt. The bike is braked by a single disc, chomped by a 4-piston calliper up front, and a 2-piston calliper at the rear. Brake action, whilst not in the Superbike league, is adequate and reassuring. ABS is, as is the modern norm, standard.
Instrumentation is via a tank mounted circular speedo with a digital window showing trip distance, RPM, fuel range, fuel level etc, everything is accessed via a simple button on the left handle bar switchgear. Also nestled on the same side is a cruise control button. Magic! Starting is by way of the now familiar H-D key fob keyless system. Put the “kill” switch in the “on” position, and the beast comes to life. Hit the starter button, and you are in business. Everything about the bike reeks simplicity, like God intended!
It was this inherent simplicity, allied to the stunning looks and all round practicality of the Sport Glide package that got me thinking. The fact is that we are living in an increasingly sterile world. Almost everything that used to be fun, is either now no longer politically correct, infringing on someone’s questionable human right, or just generally frowned upon. Enter motorcycles. They are the one thing that still shatters the boring mould! Unfortunately, suggesting that someone “get a bike, Bru”, is not always met with enthusiasm by all and sundry. Motorcyclists do not always ride with the necessary sense of self preservation that they should and have caused bikes to be summarily labelled as dangerous. Enter the Motor Company’s products. Harleys have never placed the emphasis on speed, but rather a lifestyle. Harley riders often ride in groups, or even when alone, tend to announce their presence with pipes emitting some rolling thunder.
The biggest killer of motorcyclists, their ego’s, are, in the case of Harleys about form, not function. You don’t have to race your buddy to score points, you just have to make your ride look sweeter than his. The two of you then roll down the road, slow enough for all to see your awesome American Iron. Statistically this is proven by the low rates for insurance of Harleys as opposed to other, similar value bikes. Fact is, Harley riders crash less. So here’s the thing.
Joe and Janet Bloggs live this dreary existence. Work, work and no play. “We have to get a life”, they say. But how? Buy a Harley, that’s how! Flog one of your four wheeled shopping baskets, and for similar money, or even less, buy a Sport Glide. Bowl the cage with the excitement factor of a dysentery amoeba and experience what I have over the last few weeks. After studying the practical side of the Sport Glide I decided to use it day to day as transport, and as the freedom machine that it is, on the weekends. Rolling up the garage door and surveying the sexy curves of my ride for the day always evoked a sense of occasion. I have just never had a Fiesta, Polo, i 20 or the like ever do that to me. Roll out of my estate, greet the guards who are giving me a thumbs up [which I never get in a car] and cruising to the Gym is a whole new buzz. Firstly, the traffic is now a non entity, with many cars actually moving over to give me space so that they can better eyeball my gleaming black Glide. Pull up at Virgin Active and all and sundry stop and drool over my ride. Flip! Can it really get this good?
The whole day I cruise between clients, slowly growing accustomed to their envious stares and questions. The bike performs this hum drum stuff faultlessly. Instead of being frustrated by heavy traffic, I simply roll slowly by, revelling in the freedom. The panniers swallow up my kit and sundry goods. The commanding riding position makes you feel like you own that particular piece of road. The Glide torques off the line at robots leaving all in it’s wake. At one point a fellow on a GSX600 pulls up next to me, with let’s race body language. I look straight ahead and proceed on my way, treating him with the disdain he deserves. For heaven sake, would you try and give the King a wedgie?. The Sport Glide, despite its decent turn of speed, is above that sort of foolish frivolity.
Come the weekend and my panniers are packed and I am off to Mpumalanga to put the “Sport” part of this Glides name to the test. I choose my route carefully. The highway is despatched in comfort, with the cruise control set to 130. The tiny fairing works a treat at this speed, leaving my helmet in clean air but taking all the windblast from my body. Topping up with fuel brings another revelation. 23 Kpl! Take that, Fiesta and Polo! This gives me a touring range of over 400 kays. I decide to avoid the stop and go’s in Schoemans Kloof and go straight past Waterval Boven, revelling in the stability of the Sport Glide through the long sweeps. This Glide is a Softail, so I dialled in a lot more preload by simply turning in the easy to hand adjuster.
This gained some ground clearance and firmed up the ride. At no stage was it harsh, but rather soaked up everything the sometimes less than perfect roads threw at it. It also eliminated the vagueness felt when on a softer setting, completely. Front suspension is upside down cartridge forks, which, whilst non adjustable, work just fine.
Turning past Sudwala, then on to Sabie and to my Graskop stop for the night, I rode at a sports touring pace, enjoying the ride more than on any Harley I have ever ridden. At first I was apprehensive about grounding hardware through the bends, but then started to relax and simply enjoyed the ride. Whilst by no means a “scratcher”, this Harley–Davidson deserves its “Sport” label, certainly in the context of what genre of bike it represents. I did not even touch a foot peg once over the full duration of my ride. My travelling companion, Ryan, was on his Yamaha XSR 900, their heritage bike, and a splendid one at that. At no time did I feel that I was holding him up. On the contrary, he was impressed by the manner in which the Sport Glide powered out of the sweeps, and up the straights. Obviously, if it had come down to a race, the Yamaha would have been off like a sweaty sock, but the point is I had a great ride, at a fair clip, on the Harley. This is no one trick pony.
Let us talk versatility. The Sport Glide has some ingenious design features. The handlebar fairing, or cowl, clips off, literally, in 8 seconds. Similarly, the panniers detach in seconds. You are then looking at a clean mean street prowler. It looks as stunning naked as it does dressed. Going on a Cafe Cruise? Rip her clothes off! Taking a tour ? Pop on the panniers and cowling. All this without needing a single tool. Brilliant!
So let me try and summarise. In the Harley–Davidson Sport Gide you have an immensely versatile package that can literally change the way you are living your life. Harleys have been around since before nostalgia became vogue. Now that they have added a huge dollop of function to their world renowned form, a lifestyle change is more feasible than ever before. Dump the Polo, keep the family car, and get yourself a Sport Glide. Your commute will become a pleasure and your babe will love the new man in her life!
Join your local HOG chapter [Harley Owners Group] and you will introduce a whole heap more “social” into your life. At a mere R238 000 it is a steal. You cannot imagine that life can be such fun.
First Impressions of the 2019 BMW F 750 / 850 GS.
Standing position, legs open, knees bent, elbows bent, vision correct! I make sure to follow the rules and give myself a fighting chance. Second gear selected, ready to give it full throttle.
The moment of truth comes as I dip the 21 inch front wheel into the sand. I proceed cautiously until I get a feel for the nature of the sand, dabbing a foot here and there from the standing position. Time go give full throttle as the sand starts swallowing the wheels. The cross plane twin cylinder engine bursts into life and propels me to the crest of the first dune. Over the summit I look forward to the downhill in order to gather proper momentum now that I have a feel for my surrounds.
Cresting the second dune I start laughing in my helmet, embarrassed that I had underestimated this brilliant new machine which I straddled just a few hours earlier. I stop at the second crest for a photo opportunity and give myself a breather after quite the wrestling match. I am surrounded by a sea of dunes as I cut the engine. The late afternoon sun winks in amber and all I can hear is my elevated breathing. This is one of those moments to remember. The only other activity I can detect is Rob Till, a brilliant photographer hired by BMW Motorrad rushing in to capture the moment.
As I collect my thoughts, I cannot help but admire the courage BMW showed by selecting this venue. Sand riding is one of the ultimate tests for any adventure machine and greatest fear for most adventure riders, at least for those big enough to admit it. Thinking back to earlier in the day when I first saw the row of F 850 GS’s parked in front of the hip Radisson Red Hotel on the V&A Waterfront. I should have known BMW was serious about this one when noticing the fresh mix of knobby tyres on each press bike.
I later complimented Edgar Kleinbergen, General Manager of BMW Motorrad SA, for allowing these bikes into their natural habitat with the right footwear. I have previously battled against Edgar at the 2018 Sabie GS Challenge, and he is a very talented Adventure rider. His enthusiasm, energy and love for the sport does not go unnoticed. Dutch by birth, Edgar has been in SA since early last year. He uses every free hour for exploring our vast expanses, together with a network of local riders. Don’t look now, but Edgar is truly falling in love with our Country and its endless possibilities.
The new F 850 GS comes at a very crucial time in the history of the middleweight Adventure segment. It has been a full decade since I was fortunate enough to attend the world launch of the inaugural F 800 GS in the Algarve Province of Portugal. Since then, this segment has become hotly contested with no clear leader. BMW gradually lost its stranglehold as fans had to put on the patience-cap year after year.
After freshening up, we socialised a bit before the early evening press conference. At the conference, Edgar shared statistics about another record year for BMW Motorrad worldwide. The juggernaut seems to be at full steam, although most would agree that the local market is taking strain. BMW is expecting a lot from this model and the excitement is tangible. After the interactive press discussion, we retired to a well-received dinner on the rooftop, overlooking most of V&A Waterfront.
The next morning was my turn to ride the new F 750 GS. Being the more road orientated of the two, it was shod with Michelin Anakee 3 tyres. As sibling to the F 850 GS, they share a degree of parts and are always launched together.
The second days’ route was laid out to include winding tar sections as well as mountainous gravel roads. The first highlight on this route was the winding Franschhoek pass where this playful GS came into its own. Carrying the on-board camera for a fellow journalist, I was given the proverbial license to hooligan up and down the pack in the name of “good videography”. I was in my element and so was this youngster of a GS. In the days of old, the F 700 GS’s chassis could get “bent out of shape” a bit with hard, committed sports riding. This model is definitely a step up. Composed, predictable handling, the 750 invited me to go harder.
Time to hit the dirt, as we gradually make our loop back to Cape Town. This was to be the true test. I found a rough, corrugated piece of gravel with some sand patches to wind the throttle open. Seeing 130 km/h on the speedo, I was expecting the bars to become lively in my hands. Not to fear, the 750 remained calm and composed and I remember thinking that very few will ever feel the need to take this bike up to these speeds on this kind of gravel surface. It had passed the test I came to give it!
Back on tar, towards Betty’s bay, a fellow journalist and I hooked up for a spontaneous top end run. The 750 stayed alongside the 850 he was riding up to an indicated 195 km/h, after which the 850 pulled away slowly. Impressive indeed.
Winding along the Old Coastal Road towards Pringle Bay and Rooiels, the tourist in me eventually awoke and I rode at a leisurely pace, absorbing the fresh sea breeze and breathtaking scenery.
Our lunch stop was at the Idiom Wine Da Capo Vineyards, high in the mountains behind Gordon’s bay. We celebrated a successful event with fine food and good company. Shortly afterwards, the Gauteng based attendants blasted up to Cape Town International for our flight back to the Old Smokey.
Conclusion
The aim of the article is not to bore the reader with endless technical details and specifications. We have prepared a press release to piggyback on this article for the more technically minded.
The new BMW F 750 GS & BMW F 850 GS now available in South Africa
Starting with the F 750 GS; few realize that this motorcycle has one of the toughest jobs in the BMW stable. It often has to fit the bill for shorter riders and physically smaller lady riders. These groups demand the same levels of performance as the larger capacity enthusiasts.
The previous 700 was fairly nervous on unpaved surfaces and required a good amount of effort and skill to navigate. This made life hard for those who had a limited choice as previously mentioned. The new F 750 GS seems to address exactly this aspect. As mentioned before, it is much more composed than the previous model and that can be felt through the calm handlebars. There is also a reassuring steering damper present as standard, although intervention of this part was never required.
Seat height and basic seating arrangement feel the same as the outgoing model, so no surprises there. The engine accounts for much more character and low down torque is markedly better. The suspension is certainly of a higher quality and the performance could not be faulted for its intended use. As a road bike with the ability to traverse gravel surfaces in comfort and luxury, this motorcycle is spot on. Commuting on the 750 should be effortless, and it would not shy away from long distance touring with decent wind protection fitted. All in all, this spirited performer will do what it was designed for and is an exciting bike to ride.
Onto the F 850 GS, and the answer is much more elaborate. The 850 has the job of being what I call an Adventure Sports Bike. In my definition, this means that it will see a lot more action than most larger capacity bikes. For many a talented rider that cross over from enduro sport into adventure sport, this will be a first stop.
It handles the rough stuff as good as any, and has become a true alternative to the larger capacity ultra-marathon contenders. Most of the major complaints have been addressed, in that the new motor has much more character and grunt, with the additional beautiful sounding note.
The brakes certainly have more bite. The tyres are now tubeless, and the bike sports most of the same luxuries that are found on BMW’s more premium models. Examples include; cruise control, TFT flat screen interface, shift assist and user defined modes. The fuel tank is situated in a more conventional lay-out between the riders legs, which makes the back end look light and skinny. The skinny rear leaves more room for a pillion rider to stand behind the pilot, a grossly overlooked feature on the previous model. In the looks department, the 850 is certainly on a different level and exudes youthful appearance.
All in all, the middleweight class has a new contender that will certainly make its presence felt. But what excites me the most is that the gap between the big bore bikes and the middle class is shrinking, thanks to the upgrades found on this new arrival.
2nd Opinion
By Wesley Reyneke.
While Braam was faffing around in the dunes on the F 850 GS, I was shooting around the Cape Peninsula aboard the F 750 GS. Perfect weather meant horrendous traffic—but the 750 was still the perfect scoot for urban and spirited coastal road riding, thanks to its punchy motor and nimble chassis.
The next day, I swapped over to the eight-fiddy for a longer route, that included highways, mountain passes and stretches of dirt. The mid-sized ‘travel enduro’ blew me away with how versatile it is.
Even with the slightly vague on-road feel of the Continental TKC80’s, the F 850 GS railed corners with minimal effort. I’m a huge fan of taller adventure bikes for their commanding riding positions, and the 850’s ergonomics are spot on. Power delivery is crisp, and the optional quick shifters our test units were fitted with only added to the fun. (I can’t say the same for the clutch though, which I found to be stiff and notchy).
I was a little concerned that the BMW’s redesigned fuel tank would get in the way on the off-road bits, but the bike was surprisingly narrow between my legs. It was also easy to manhandle over rougher, looser terrain. And then there’s the electronics package; the TFT looks good and works well, and the ABS and traction control settings in the ‘Enduro Pro’ riding mode were helpful rather than intrusive.
The only downside? I only got to spend a day on it.
Road Tripping through the Free State.
Our buddy Johann Claassen, who served as road captain on Cancervive, heads up the Rustenburg chapter of Steelwings. For those who don’t know, Steelwings is a dedicated club for Harley–Davidson owners. Members come from all walks of life, but the common thread is a passion for the iconic American freedom machines. Johann invited us to spend a night or two with him and his Missus at the Steelwings “Back to basics” Rally at the Gariep Dam Forever resort.
Early on the morning of Friday the 9th of November, we trundled out of Pretoria southbound. I was riding my GS Adventure, Bjorn was on a Kawasaki Z900 RS Green Meanie and Simon was on a magnificent Harley Road Glide Special. We negotiated the early morning Jo’burg traffic with “Born in the USA” belting out the speakers of Simon’s Glide. Cruising south at a leisurely pace, all was particularly well with the world. By early afternoon, after a brekkie in Bloem, we rolled into Gariep Dam.
As the sun bid goodnight to the sky, we revelled in the magic of another magnificent African sunset. We joined the now plentiful rallygoers for the evenings festivities in a Marquee. After a few “lemonades” had flowed, things got typically lively. A really good time was had by all. We retired by about 10 pm allowing the Harley faithful to reconnect with old friends and party into the early hours.
Take a look at some pics of the Steelwings guys, birds and bikes. Thanks Johann for the invite and hospitality. You rock Bro!
We planned to get an early start on our second days riding to Bethulie, birthplace of Sir Laurens Van Der Post, and then along the Maloti route to Clarens.
We spent the night at Clarens Inn & Backpackers, which was also host to a Ulysses contingent, as well as a bunch of lowveld KTM riders, on there way back home after riding Lesotho. All the bikers created a lot of cheerful banter, and a really fun time was had by all.
We dined at one of the many street cafe’s, which make this town so quaint. By this point the days riding and good food increased the gravitational pull on our eyelids, so it was off to bed.
We got going bright and early the next morning, and passed a group of road tripping Ural side-car rigs on the way to Villiers.
We punished a quick breakfast, and cruised into Pretoria well before lunch. Our Free State road trip, took in some amazing scenery and covered almost 1500 km.
Bring on the next one!
Photo credit: Dave Cilliers / Bjorn Moreira.
Get stung by the Scorpion!
I am standing on the line, waiting for the lights to go out and the race to start. Every nerve on full alert, I hold the revs steady at 7 000 rpm, waiting, waiting, waiting. The moment of truth as the lights go out and more than 30 angry racers storm into the first left hander, jockeying for position. Modern day gladiators, battling it out in modern day Colosseums.
In many ways very little has changed since the days of old. It is no less intense alongside the track, as screaming, blood thirsty fans wave their fists in support of their chosen gladiator, living in the moment. We see this scenario repeated weekend after weekend in different sports all over the world.
Motorcycling has been my chosen profession for the last eighteen years. Counting my blessings every single day, I could not imagine a life much different! As the tempo of my professional engagements evolved from time spent on the sales floor to time spent in wind, rain and sun, rider gear has become a central part of my everyday life. The demands placed on the latter means that virtually every strength and weakness gets exposed. I truly wear them through from the inside out. Long hours in the saddle doing photo shoots, product reviews, selective rider training scenarios, off road events and shootouts all form part of my daily routine.
The one piece of equipment that gladiators from every era depended on most was and still is their helmet. This is plain logic and common sense. Helmets get worn wherever hazard lurks. Motorcycle helmets have evolved more so than any other sport. The helmet has come into its own as more and more emphasis is placed on safety.
Strangely enough, this was not always the case. Open face helmets used to be the norm as recently as 30 odd years ago. Motorcycles were simpler and freedom of movement received first priority. Full face helmets were an expensive luxury afforded by a fortunate few. Over time, full face helmets became the norm. This was almost more of a fashion statement. Realization of obvious safety benefits transpired with time and the fashion statement soon became a most vital safety benefit. For once, fashion served a purpose in protecting the masses. Gradually, our vanity became responsible for jackets, pants, boots and gloves to become main stream.
A certain German helmet and motorcycle manufacturer, saw the direction the market was taking and seized an opportunity in 1980 to manufacture a helmet that incorporated the freedoms afforded by an open face helmet, as well as the protection and shielding afforded by a full face. These revolutionary helmets were called “System” helmets. Their sales story grew from scepticism, to acceptance, to huge sales successes, before other manufacturers sat up and took notice. Nowadays almost every helmet manufacturer of consequence offers this unique style of one button metamorphosis from open face to full face.
Personally, I never made the transition into this new direction, which was for one reason only. As far as I was concerned, these helmets never really matched the sharp styling of the racing full face and enduro style adventure helmets. They always seemed quirky and I could not envision myself wearing one anytime soon. That was until recently, when I got a phone call from a specific importer.
It was with an open mind that I visited Mark from Henderson Racing Products. He sounded very excited over the phone as he explained that he had just received the first shipment of Scorpion helmets. As an active adventure rider, he wanted me to come and view the new Scorpion ADX-1. On arrival and presentation, it took me about ten seconds to get equally excited as he explained the features to me.
Here I was, looking at the helmet that I had secretly hoped for. What I saw was an adventure type helmet, complete with peak, sun visor, simple venting system, simple “open-to-closed” conversion mechanism and road helmet transformation properties. But what impressed me the most was that it was just “drop-dead-gorgeous” in the styling department!
Mark took time to explain the TCT Composite shell. This is a proprietary 5 layer blend of interlaced and specially formulated fiberglass, Aramid and organic poly-resin fibers. It sports ECE 22.05 standards approval, which is the toughest standard of testing worldwide and required for all forms of premier racing. This piece of information convinced me to give it a go.
Trying out the different styles it became obvious that the medium was too small for me and the large slightly too big. A word of advice to any prospective helmet buyer, is to always go for the smaller size when in doubt. It took a good part of 3 000 km for the helmet to eventually settle to my specific head size and shape. It certainly was worth the initial pain and discomfort and she now fits like a glove.
More than 6 000 km later, from Namibian desert, to Botswana heat, to just about anything in between, prompted me to pen my conclusions to paper.
After settling in, the helmet has now become as comfortable as any premium helmet on my shelf. The clear visor is thick and durable, seats tightly and certainly keeps the wind out. The sun visor, as always is a big plus and helps in the brightness of the Route 62 sun. It deploys at just the slide of a button.
I have been spoilt by the open-to-closed conversion and find myself riding in open face mode during slow traffic conditions, in the dunes and gentle cruises along the coast. At higher speeds, the helmet is more quiet than any other full face in my arsenal. This is especially noteworthy, as wind noise is what most “open-to-closed” helmet owners complain about.
The quality of the inside padding is spot-on and it has now been tested in diverse conditions. High speed testing is usually the final insult for many adventure type helmets, as the very design is in conflict with certain envelopes of the speed spectrum.
I tested this helmet on a recent adventure bike launch up to speeds of 195km/h on an F750GS with virtually no wind protection and found it ultra-composed and tracking straight.
An interesting feature is that the helmet can be converted for street use by removing the peak and fitting the included side plates. It then fools anyone into thinking it’s a proper sports helmet, even stylish enough to satisfy all but the most avid from the naked bike clan. It looks especially menacing with the optional dark visor!
I have been thinking long and hard about possible criticisms with this product, but fail to find anything concrete. Perhaps the weight of the helmet would bother some, although mass specification is on par with similar offerings. The sun visor conversion slider work counter intuitively for me and took some getting used to. In the closed configuration, the cheek pads put quite a lot of pressure on the jaw, which in my case is reassuring more than a drawback.
In conclusion, the recommended retail price of only R 5 500 blew me over for the level of quality and features on offer. When collecting the helmet, the price was not yet finalised and my expectation was that it would certainly be more expensive. The array of colours available will suit most tastes and replacement parts are readily available from this very approachable distributor.
Do yourself a favour and check out the new Scorpion helmet range, you may just find your next purchase to be one of these.
