When you spend the amount of time on bikes that I do, and especially on less than perfect roads off the beaten track, it is almost inevitable that you will capsize at some point. Earlier in the year I rode down to Port Elizabeth to spectate at the Ironman triathlon. On my way home I made a detour to a game farm, 70 odd k’s from Colesburg. The last 30 k’s was on a reasonable dirt road. Reasonable that is until I had to leave the farm the next day after 15 hours of rain. My KTM 1090 R was shod with Pirelli road rubber, as I was keeping the knobblies fresh for dirt trips. The rain took me totally by surprise.

I rode straight onto a road that had literally turned into a quagmire overnight. Feeling my way gingerly, I tried to get a feeling for what traction there was. Very little, to be frank. Wanting to get the dirt done with I foolishly, with hindsight, sped up from a manageable 60 to around 80 kph. All good, until I hit some water filled potholes that is. Not wanting to do anything sudden to upset the bike further, I tried to keep a constant throttle and ride out the bumps. What followed is a bit of a blur. The bike started getting a porpoising action going which got more and more violent, until I abandoned ship. The bike went down on its left hand side. I must have tried to save it till the last moment, because the 1090 landed on my left lower leg before doing its own thing and I slid and rolled down the road.

Those of you that have fallen off your bikes in similar fashion, will know that even as you are sliding on your bum and other extremities, you are counting the cost of your loss of talent. Standing up, I hobbled back to the bike on a seriously painful ankle. Picking up the bike there was ominous clicking and crunching from my lower leg. The standard KTM crashbars did a reasonable job, together with my soft pannier brackets, of protecting the bike. The soft, muddy road also helped to absorb a lot of energy from the crash, as did my lower leg. I decided it would not be a good idea to remove my boot to asses the damage because I was pretty sure I would not get it on again. What followed was a cold, wet and painful 600 odd kay ride home. Why do I tell you this tale of woe? Enter RUMBUX protection bars.

I made the error of being pennywise and pound foolish. If I had really thought about it, I would have realised that the factory crash protection, whilst better than nothing was not totally up to the job of protecting the bike, and perhaps more importantly, the rider. There is no way that you will escape with no damage, however RUMBUX products show that an incredible amount of research and development goes into their design. My handlebars and front flicker needed replacing. I took my bike straight off to RUMBUX and asked the guys to fit the top section of their 1090 R system. I have the KTM factory bashplate fitted. The full RUMBUX system sports a bashplate incorporated into their design as well as engine casing protection.

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Studying the fit of the RUMBUX bars it is obvious that they hugely improve both bike and rider protection. In my case, my leg would not have been trapped under the bike. The wider top section of the RUMBUX bars not only offer greater radiator and body work protection, they prevent the bike from landing fully on its side. The fit and finish is superb, and look for all the world like they were designed and fitted in the bike manufacturers factory.

Honda equipped all their Africa Twins used for the Honda Quest event, with RUMBUX bars. Neither their bikes or riders could afford to be damage to the extent that they could not continue the ride. Despite numerous offs, the RUMBUX bars kept the bikes operational.

Now here is the thing. South African Adventure bike riders ride through some of the most demanding and hostile riding country in the world. You simply cannot afford to render your bike unrideable after a dirt or tar off. I believe with total conviction that when it comes to comprehensive protection for you and your bike that RUMBUX bars have no peers. Riders all over the world have cottoned on to this fact and this proudly South African product flies the flag on Adventure bikes all around the globe.

I would strongly suggest that for what is a small amount of money compared to the value of your bike, you give the guys at RUMBUX a shout. You owe it to your bike and yourself. Pray that you don’t crash, but dress your bike for the occasion.

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

Total concentration, I make myself a promise in the privacy of my helmet; “one day I will ride this gravel mountain pass to watch the scenery, rather than enjoy the corners”.

Off course I am talking about Prince Alfred pass. This well-known adventure bike trail joins the settlement of Avontuur with the very popular coastal town of Knysna. My bike is fitted with a set of Dunlop Trail Smart Max tyres and these will be the topic of our story.

Dunlop is the world’s oldest and most successful tyre manufacturer! The company was founded in 1888. To their credit, they have more than 138 World Championships, in multiple disciplines. They take pride in 13 consecutive Isle of Man TT wins. To rub salt into the wounds of their competitors, BMW and Dunlop achieved the new lap record at this famed road circuit in the hands of Peter Hickman earlier this year. Despite all this, Dunlop as a motorcycle tyre is not well known and supported in South Africa. Hard to understand why.

Over time, I have concluded that motorcycle tyre choice is as personal as the choice of underwear. I have been in endless discussions where self-proclaimed gurus defend their choice of rubber to whoever cares to listen. Tyre choice is one of the most hotly contested topics on local adventure bike forums.

Let us zoom in for a moment. Local adventure riders expect a lot from their motorcycles and equipment. Rightfully so, as our standard of rider is probably the best in the world.  South Africa being the reigning GS Trophy World Champions only enforces this argument. Furthermore we are fortunate enough in that SA offers some of the best riding terrain and freedom of movement. Adventure biking is therefore a serious past time for most of us.

But these wide expanses of seemingly unlimited riding also come with unique challenges. Most of the population is urbanised, thus getting to the most beautiful destinations often include long periods spent on paved roads. Being a warm, sunny part of the world also means high surface temperatures. Combine this with high speeds and heavy loads and you soon come to realize just how important the correct tyre choice is.

The main consideration is whether to fit the knobbly type tyres that offer good grip on gravel surfaces but limited lifespan or choose the option of a more road based tyre that provides better grip on paved surfaces and also offer much better lifespan. Adventure riders lament the fact that they seldom get more than 5000km on these knobbly type tyres. Combine that with rising tyre prices in recent times and the argument gets stronger for those selecting the more road based option.

When I was offered the opportunity to test the new Dunlop, I conceded with a smile and an expectation. I knew very little about this tyre, but knew also that Dunlop could be trusted to production of the highest standard.

The first superstition I perform when inspecting a new tyre is to test the compliance of the rubber with my finger nail. This specific example seemed very fresh and the feel of the compound impressed me.  So far, so good. Over many years of racing in various disciplines, I have seen the effect of heat cycles on rubber. With frequent heat cycles most tyres gradually dry out and become less compliant. Over time, grip levels start to suffer, which hampers overall performance. On this topic, it must be said that these tyres gripped like new, even after 5000km of all-surface riding.

Shortly after fitting these new hoops, I went on an eight day journey, traversing some of the most scenic gravel passes in the fairest Cape. This would provide opportunity to test them thoroughly on a vast array of gravel surfaces as well as the odd paved roads. The tough life of a journalist and product tester!

These tyres impressed from the word “go”. Contrary to popular wisdom, I kept the tyre pressures at 1.5 bar front and 1.8 bar rear. I did this while fully loaded with panniers and top box. It helped a lot in smoothing out the ride and I experienced a very cushy feel from both the front and back of the bike. Few riders realize that the tyre provides the all-important first line of suspension. These pressures certainly suited my setup and intended use. I still remember how I laughed in my helmet when negotiating the smooth tar surface of the Huisrivier Pass, just outside Calitzdorp. I was wondering when I would feel the metal panniers scratching against the tar surface. Man, was that an enjoyable moment in time? The kind of moment we, as motorcyclists, live for… We have all been in that “zero zone” where it seems that everything is just working perfectly. Respect!!

Yet the greatest claim to fame with these new tyres is longevity. With most press releases, where new tyres are concerned, promises are made about better mileage and better grip, yet this seldom materializes in the real world. You can just imagine my apprehension when the local importer mentioned the longevity part! The only way, was to ride the tyres as hard as possible, for as many kilometres as I could pack in before having to feature this article. Included is a photo taken earlier today after almost 5000km of all terrain use. On the picture, one can see that the contact area has barely been compromised. Very impressive indeed. I have now used this set for 4 months at the time of writing and will continue to use them to the end of their life span.

In conclusion, the Dunlop Trail Smart Max is exactly what I was hoping for. It adds an impact player that could well upset the local status quo. Especially on the longevity aspect, it seems that the Dunlop is going to deliver more than current options. I loved the feel on the road, even more so in spirited riding situations. I cannot fault it in general off-road adventure riding.

The more popular Front 120/70R19 retails for R 1625,00 and the Rear 170/60R17 retails for R 1895,00. Combined with the durability aspect, this offers good value for money. You are then certain to buy into a heritage that has been built over many years.

In this beautiful world of ours, trust is earned not given!!

Why do you suppose I refer to the Optimate3 as a “system” rather than simply a charger? Quite simply, because that is what it is. Let me try and explain. I need to come clean at this point that I am the original, and I am sure the world’s worst, technophobe. Please understand that “smart phones” are much smarter than me! Don’t ask me to programme anything electronic. I am so bad that even setting the time on my bike’s dash is a major endeavour and there is no way that I would even attempt it without reading the manual. My head simply does not wrap itself around electronics. Give me mechanical any day and I will suss it out, but electrics? No way!.

I am in the blessed position to own more than one motorcycle. I do, also, contrary to popular belief, own a car. [unfortunately there are times when just can’t do the job with a bike and the only option is then a four wheeled shopping basket] Problem is, I can’t ride them all, all of the time. Sometimes weeks go by where a particular bike does not get started. Modern bikes, with their sophisticated electronics do not like weak batteries. They are invariably fuel injected too, so when you try to start the bike the fuel injection needs to deliver a squirt of mixture before, or as the motor turns over to light the engines fire. All of this needs power and then spark. Even push starting doesn’t work because said fuel injection doesn’t work. How do I know this? Half an hour of working up a serious sweat trying to push start my KTM 1090 Adventure R is how I know this! Enter battery chargers.

Old world battery chargers did exactly that. Irrespective of how charged your battery was they kept on charging. If you didn’t keep on monitoring the state of the battery, by trial and error, it would simply cook your battery. The world, thankfully has moved on and we now have, like “smart” phones, smart chargers. The Optimate3 is one of those, and a devilishly clever one at that. I have already told you, ad nauseam, how technically challenged I am when it comes to things electronic, so I am not going to try to tell you how it works technically, but rather how it works practically!

The Optimate3 comes equipped with two means of connecting it to your battery. Firstly, there is a connection which can be permanently attached to your batteries terminals and cable tied to the bike or car. If you want to periodically top up and maintain your battery charge you simply plug the male\female and it is then simply a matter of plugging the charger plug into a wall socket and switching it on.

The second option, and the one that I use because of my multiple vehicles, is the crocodile clip equipped wire. Two colour coded [for elecro-idiots like me] crocodile clips with the said male/female connector get attached to the charger, clipped on to the relevant battery pole, plugged in and switched on. Bob’s your uncle!.

And that friends, is the wonder of this device. No further intervention is required. The Optimate3 tests where your battery is at and starts remedial action by applying an appropriate level of charge. It even has a “Dave proof” feature which will tell you if you have connected the crocodile clips to the incorrect poles. How cool is that? An explosion in my garage could wreak some havoc but thankfully Optimate3 has got that covered.

A panel of lights on the charger itself indicate what the battery is doing, so that you know when your battery is sorted or still “undergoing treatment”. Once the battery is fully charged, it automatically goes into a maintenance mode, whereby it monitors and maintains an optimum charge.

The Optimate3 comes with very comprehensive instructions and specifications for you guys who understand, and get your jollies from reading stuff like that. For us lesser mortals, we simply read how to attach it to our batteries and then forget about it till we unplug it and go ride. I cannot recommend it highly enough. Well I suppose I can. I bought one. ‘nuffsaid!.

For more information visit: www.bikewise.co.za Or call Bikewise on: 011 566 0333

At the best of times we should take really good care of our bikes and riding kit, however in these financially taxing times it becomes even more relevant. We need kit as well as bikes to weather well so that we can extend their working life and give us more value for our hard earned loot. Enter the Motul motorcycle care range of products. Rather than raiding your local hardware or grocery store for general cleaning agents that may contain chemicals or other agents which may harm, instead of enhance our gear, the French lubricant giant has some bespoke products with which to pamper our rides and kit.

The first two products I wish to tell you about are formulated to keep your skidlid, brain bucket, pip protector, OK then, your helmet, in tip top shape. Harsh South African riding conditions invariably leave your helmet and visor dusty, dirty and bug bespattered. Motul’s helmet and visor clean comes in a 250 ml plastic bottle with a trigger type spray applicator. Specially designed and tested to loosen dust, dirt, oily road residue and bug innards without compromising your helmet and visor materials, you simply spray it all over helmet and visor, leave standing for a minute or so, then wipe clean with a clean soft cloth.

It penetrates all the cracks and crevices and loosens the grime so that you can easily coax it out. Rub up nicely, and your lid is left shiny and clean, with nary a streak. Magic. So much for the outside.

The said SA riding conditions allied to some spirited riding sometimes causes us to work up a sweat, which can leave your helmet somewhat funky, and not exactly smelling like the proverbial roses! Don’t stress, Motul interior clean to the rescue. At the end of the ride, spray the inside comprehensively and leave the helmet in an airy space to dry. Active ingredients called Methylchloroisothiazolinone and Methylisothiazolinone, [I kid you not] kill all the smelly bacteria and leave your helmet sweet smelling and fresh. Sorted!

The third product tested is really relevant for the current crop of bikes and riding gear which sport a matte finish. It is specially formulated to clean, enhance and protect matte surfaces. Damn! Where was this when I had my matte green Triumph Scrambler? Conventional polishes change the matte finish to a “flat” finish. The Motul matte surface clean does exactly what it says. The 400ml aerosol can with a conventional spray nozzle makes it a doddle to apply. Spray on, leave for three minutes and polish off with a clean dry cloth, and Voila! Like new!

I put the spray to the test on my two matte black helmets, as well as the panniers on the beautiful Harley – Davidson Sport Glide that I have for a medium term review. The bike is a magnificent deep glossy black, with the exception of the panniers, which are matte black. The Motul muti did it’s magic, restoring all my matte goodies to their former glory. Descent kit this Motul MC Care range. It’s a definite thumbs up from me.

MOTUL MC Care

For more information on the products used in this article, click on the links below…

I have owned a pair of XKULCHA Dakar pants for a couple of years now and done many miles in them. To be frank, they are my Adventure pants of choice, even above the Adventure pants which form part of my suit. I choose to wear them [the Dakar pants] with my jacket. Why? You may ask. Let me tell you. Firstly, the comfort. They are cut high in the waist, especially at the back. They also have a broad, wide belt. These two features provide proper kidney cover with a nice supportive feel. They are also long enough. I am tall and slim. Typically if I get pants that fit properly around my waist they hang half mast.

With the “long” option Dakar’s they are perfect, even when seated on the bike. The cotton lining is comfortable, even in Botswana heat. This is aided by the mesh vent in the crutch. A perceptible stream of air keeps the nether regions cool in the African heat. In winter I simply wear running shorts under the pants, to keep the “heat in”. The pants lower leg can be zipped open to accommodate MX boots, allowing easy fitment. Subtle features abound. There is a cell phone pouch on the front upper right thigh with a secure flap. Pockets are reinforced on the edges for durability. The right pocket sports a key clasp to secure your house keys while bouncing around rough terrain.

The soft armour covering the knee is really comfy and keeps the old patella’s warm in winter. They could perhaps be moved down by three odd centimetres as they just cover the knee when seated. Removable soft hip protection can be attached with velcro if desired, and comes standard with the pants.

I just waxed lyrical about my old Dakar’s, so what is up with the newest derivation?. Whilst the old style came in a heavy duty grey fabric, the new pants are made from 500 denier ATF high abrasion resistant cordura nylon. They come in an earthy dark salmon type of colour which is both attractive and practical. Like the old models they have a eshweshwe print cotton inner for comfort and breathability.

Crash zones have been subtly reinforced with ballistic nylon panels. Knee pads are removable, allowing fitment of hard shell armour if so desired. Compact foam knee and hip protection is once again standard. The new material, whilst equally protective, is more attractive and lighter, making for even higher comfort levels.

The crutch airflow mesh is also retained. In short, the new Dakar adventure pants from proudly South African Xkulcha, retain all the features of the originals with a more contemporary look, and even better performance. Having worn them extensively on a 3,500k trip recently, I can confirm that they are real winners! The peace of mind of knowing that you can have them repaired or replaced free of charge in the event of a mishap, ensures no buyers remorse. Highly recommended.

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

What a truly brilliant idea these Enduro thorn sleeves are! Back in the day I used to do a lot of riding with my buddies in De Wildt. Anyone who has ridden in a bushveld environment will attest to the fact that thorn bushes make mincemeat of enduro shirts. Unfortunately, by default your arms take terrible strain as well. I know of riders who have had to have thorns, which have become imbedded so deep in their arms, surgically removed.

Enduro riding is seriously hot work. Especially in summer. Manhandling your bike through technical terrain generates a real sweat. If you wear an enduro jacket for protection over your chest protector you take real strain. The folks at the proudly South African enterprise, XKulcha, have come up with a unique solution. Enduro sleeves. Available in various sizes to accommodate medium to 3XL, these shaped sleeves are joined at the back by two stretch strips which keep them snugly in place on your arms. The shoulders are specially shaped to fit perfectly over your shoulder and arm. A “B” embroidered on the back means that even the most dyslexic riders will put them on the right way round.

The sleeves are made from really heavy duty 600 denier laminated polyester material that is properly rip and puncture resistant. Bring on those thorns! The fit is such that they fit comfortably over your elbow guards without restricting arm movement at all. The fit is so good that you totally forget that you are wearing them. They are available in a funky cammo design as well as black and brown. These things are brilliant, and to my mind, an essential piece of every enduro riders kit.

Keep your cool and protect your arms while you are at it. I actually found another use for them on a recent adventure bike trip. I encountered some really cold weather, like between 1 and 7 degrees C. I found my jacket keeping my torso warm as it was out of the wind behind the screen on my bike. My arms, out in the wind, were taking strain. On an impulse I had packed my sleeves. What a difference! I will never do a winter trip without them. Putting layers under your adventure jacket makes you feel like a stuffed toy. The sleeves fitted nice and snug, effectively wind proofing my jacket, without the Michelin man effect. Excellently designed and properly made, these X Kulcha Enduro sleeves are brilliant. At only R360 a set, your saving on enduro shirts will pay for them in no time. Get some. It’s a no brainer!

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

I recently had the opportunity to do a really proper test of GoGravel’s 40L duffel bag. The bag looks good in a grey material finish emblazoned with a funky Go Gravel logo in yellow. As technical motorcycle luggage goes, it certainly looks the part. The bag is made of a material called TPU, which is rated at 450 denier. It is light, abrasion resistant, UV resistant and can withstand big changes in ambient temperature. All the seams are welded for weather band dust proofing.

The bag has a double layer bottom for strength and durability. The neck is as wide as the bag making packing and unpacking hassle free. The top of the neck has two firm strips with a wide strip of velcro in the middle. This facilitates proper closure, keeping the closing strips aligned as you roll the top and secure it on each side with two clips.

The handles are robust and reinforced. You will have to really abuse the bag to have any problems toting it around. A shoulder strap comes as standard and can be attached in seconds for further carrying convenience. The bag has a IP 66 dust and waterproof rating, if that means anything to you. So there, you have the specs, how does it work in the real world?

I did a two week roadtrip on my BMW R1200GS Adventure and needed to take a really huge amount of kit. With the panniers full, I put a lot of bulky clothing in the bag as I was expecting cold and grotty weather. Attaching the bag was really easy. The four cinch straps provided have a clip on the one end to attach to the well placed heavy duty plastic loops on the bag and a loop on the other end to attach to the bike.

They are long enough for any imaginable application and I literally had the bag secured in 5 minutes max. A nice feature is the plastic screw type air bleed valve which allows one to pull the bag tight around the contents with the two integrated compression straps, then close the valve to keep the contents snug and airtight. Almost “vacuum packed”!

Over my 5000 odd kilometre trip, I encountered hours of rain and cold, yet had absolute peace of mind that the contents of the bag would emerge unscathed, and indeed they did. If water cannot penetrate the bag then neither will dust. I would go anywhere with this bag in a heartbeat. Two parallel strips of heavy duty loops run the length of the bag, allowing you to strap a tent or sleeping bag on top, if needs be.

This typifies the amount of thought that has gone into the construction and design of this bag. Perhaps the only improvement I can think of is strategically placed velcro on the cinch straps to stop excess strapping from flapping. Come to think of it, I don’t really know of any manufacturer that has solved that problem yet.

In summary, I think that Go Gravel can be justifiably proud of this “proudly South African” product. At a suggested retail price of around R1200, it offers decent value for money, and judging by the build integrity and material quality, it should give years of solid service. Check out the Go Gravel website at: www.gogravel.co.za, for other products in their ever expanding range of goodies for adventure travel.

The setting is Sutherland, Northern Cape. Commonly known as the coldest place in South Africa. As an adventure traveller, I cannot believe my luck as I drive into this small gem. The place is covered in snow! a Cold wind howls through my open visor as I start laughing in my helmet! It is the heart of winter.

But why is this fact even significant? Well, as an adventurer you often find yourself stacked against the elements and the odds. That is off course, if you are doing it correctly. An adventure should be exactly that. The element of surprise must always be there, at least to a certain extent. The one thing an adventure rider must always regard, is their safety and their mortality. With ever changing terrain and weather conditions, you want to keep yourself both happy and safe.

Over the years I have been in a great deal of difficult circumstances chasing after “sunsets” and “horizons elusive”. I have tried many different variants of rider gear and camping equipment. In an ever changing landscape you want a few constants, a few items that help you feel at home, pardon the expression. If you are wise enough to formulate what you want from your rider gear, then half the battle is won. I have very strict parameters that I incorporate to feel safe, comfortable and protected. I have a closet full of dependable, battle hardened, tested and proven riding equipment.

Enter Mark Henderson, the brain child and owner of Henderson Racing Products, home to Metalize riding gear. Visiting with this man, you cannot help but feel the passion he has for his business and what it offers. With his keen sense of awareness, he offered me a brand new Adventure Jacket and a set of Off Road touring boots to test for an upcoming expedition into some very hostile terrain. I accepted the gesture with a certain amount of apprehension, as I already have my favourite riding gear waiting for me back at home. It felt like infidelity when I donned the new orange Metalize jacket for the first time. My old Savanna Jacket has served me like no other and I was not keen to replace it anytime soon.

This is where the story gets interesting. I remember coming home, gracefully laying down the new Metalize kit on my bed, starting to investigate every nook and cranny. I soon came to realize the amount of thought, development and passion that went into the birth of what seems something quite special.

I remember Mark specifically mentioning that he developed this range of clothing for local conditions. He is forever busy fine tuning and tweaking on the feedback he receives from local test pilots. For me, the most critical part was inspecting the frequency and positioning of the ventilation system.

Adventure jackets, much like Adventure bikes fall victim to unrealistic expectations. From sub-zero degree temperatures as I experienced in Sutherland, to fourty degree heat, as we so often find in our sunny country. The expectation is to be “Jacks of all trades”, answering to all things correctly.

Getting a bit more technical, the Metalize Adventure Jacket comes fitted with 6 vents front and one huge exhaust vent at the back, which filters through the cool air in hot conditions. I find this system adequate in most conditions, the only time I found it to be inadequate was when riding very technical sections in the hottest of conditions.

The jacket certainly offers more than enough pockets. Eight pockets in the front, to be exact. Four of these are small pockets for storing vitals like your ear plugs, ninety degree elbow for tyre inflation, an extra valve for tubeless arrangement, etc…

The jacket comes with both a thermal and a waterproof inner, which are two separate items, and are included in the suggested retail price of roughly R 4 300. The “bum-bag” pocket at the rear is large enough to store either one but not both of these inners, I used it to store the thermal inner, and I found that the bottom right-hand front pocket is adequate in size to store the rain inner. Another great feature I found is the hidden pocket located inside the thermal inner. When combined with the waterproof lining, this acts as a waterproof arrangement so your most valuable electronics will be safe in all but the most adverse riding conditions.

In summary, the Jacket has all the potential to become a faithful travel companion, that favourite piece of “go-to” kit, allowing you the freedom to focus on the job at hand. As Adventure jackets go, this one will serve you well in all but the hottest of technical conditions. At the suggested retail price of R 4 300, as mentioned earlier, Metalize can expect to sell stacks of these.

Now, turning our attention to the boots, as mentioned earlier in this review.

Yet again, as an adventure traveller I demand the impossible from my footwear. In my view, boots must fit comfortably and protect well, as I found out when dabbing my foot in the thick sand and the aluminium panniers hitting the back part of the boots’ calf protection. Mishaps like this happen so quickly and all too frequently. Comfort for prolonged hours in the saddle is also critical. Being a barefoot country boy most of my life, hot stuffy feet is no option when traversing and exploring.

Many from the adventure family believe in the better protection of the so called “plastic boots” used in Motocross and Enduro sports. I beg to differ. In my opinion, an adventure touring boot should have extreme levels of comfort, feel, excellent grip from the sole, and a metal shank or stiff sole for prolonged hours of standing on the foot pegs. The leather Metalize boots as tested, adhered to all these qualities and exceeded my expectations. At a suggested retail price of R 2 900, these boots punch well above their weight. Even better, is the fact that spare parts can be readily obtained from the importer.

A further bonus is that the fastening system is screwed on, rather than riveted, making roadside repairs a reality. These boots took a bit of time to become comfortable, which is to be expected with these levels of protection.

In conclusion, apart from excellent, affordable product, I see an importer/distributor in Henderson Racing Products that are both enthusiastic and committed to bringing the best to their clients. When taking the time to go and visit this fine team, I cannot help but notice their vision. This kind of commitment filters through to the deepest levels of service, availability and product. Now for the next journey, the next adventure….

For more information visit the HRP Facebook Page.

We got hold of a OSAH Drypack 40 Duffel Bag to test. The first thing that I noticed was the wide mouth style opening, this made it very easy to pack my belongings into. The capacity of the bag is 40 litres, and the dimensions are: L 60cm x H 29cm x W 29cm – which is more than enough space for me to pack my typical kit in for a shortish bike trip.

The OSAH Drypack 40 Duffel Bag is very lightweight (weighing at:1.1kg), and is made from a 500d PVC material, which is a very tough and durable puncture and wear resistant material. The roll-top closure ensures the Duffel Bag is 100% dust-proof and waterproof.

The OSAH Drypack 40 Duffel Bag comes with a set of 4 tie-down straps, with a quick release buckle system, designed so that you can strap the bag down easily onto your motorcycle.

I tested this theory by mounting the bag onto one of our adventure bikes, and found that the system was really simple and worked extremely well. What I especially liked is that the mounts do not scratch your bike in anyway.

I also found that by using the D-rings (which are placed on-top of the bag), I was able to mount an additional tent onto the bag using a simple strap – this is really a nice feature and make the OSAH Drypack 40 Duffel Bag extremely versatile for biking trips.

Another feature to mention is the small window for placing a name card into,

and when not in use the OSAH Drypack 40 Duffel Bag stores away into a small nifty bag, making it very easy to store away.

The OSAH Drypack 40 Duffel Bag recommended retail price is R1,100 and is available in assorted colours. At this stage I have not used the bag, but I do plan to test the bag on a biking trip later in the year. Once I have done this I will give you my feedback in a longterm test report.

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For more contact: www.xKulcha.co.za

I recently had the opportunity to visit the Xkulcha factory in Johannesburg. Xkulcha is a real South African success story. As South Africans, we tend to have a bit of a carry over from the apartheid era. We got so accustomed to being dissed by everyone, that we developed a lousy national self image. This knocked on to believing that we produce nothing of worth, and if you want something good you must import it. Xkulcha is a shining example that this is hogwash. They produce motorcycle protective apparel that is on a par, and in many cases better, than similar imported stuff. Over the years I have bought Xkulcha pants that have given me excellent service, to the extent that I still wear them regularly.

For my Adventure riding, I have a pair of their Dakar pants that are my pants of choice. They have a vented crutch, which, together with the cotton lining, helps to make them really comfortable, even in hot weather. The other aspect that I really like is that they are long enough. Even when seated on the bike they do not ride up too high. Being a bit of a “length job”, I struggle to find pants that are long enough, yet still fit me in the waist. The Dakar’s are made with a “tall” back waistline. Once again, you still have decent kidney cover when seated. The padding over the knees is long enough to afford proper protection. The other benefit of this high density foam protective layer is that it wards off the cold on those early morning rides.

Geez, I am rabbiting on about my Dakar pants when I actually want to tell you about my latest Xkulcha acquisition. I am sure that many of you ride your bikes daily, as I do. My other job requires that I play in the corporate space. Luckily in the modern world we live in, we have tossed our colonial suite and tie dress code. Smart casual is cool in the corporate space. Problem is, most motorcycling protective gear looks exactly like what it is. Somewhat industrial, to say the least. I have resorted to wearing my Levi’s on the bike. Unfortunately normal denims offer minimal protection in the event of capsizing your bike.

Enter Xkulcha’s Klassic jeans. These bad boys are made from 1000 Denier denim. In plain english that means the most dense denim weave available. Interestingly, this denim is made specially for Xkulcha in Lesotho. The Klassic jeans are styled as their name suggests, classically. As with my Dakar pants, they fit me perfectly. Snug in the waist, and with adequate length in the leg.

Their is enough room in the leg to accommodate slim boots, without appearing “baggy”. The dark blue denim is reinforced in the knees with an unobtrusive layer of abrasion resistant ballistic nylon. Perhaps I have weird legs, but I feel that this protective layer could be lower on the leg. When seated, the lower edge of the protective panel barely covers my knees. Interestingly enough, I have an imported pair of riding denims which are similar in this regard. Blame it on my odd length pins! For the rest, I love my Klassics. They have ballistic foam hip protection, which is removable, and my jeans fit like the proverbial “glove”.

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And now for the best part of Xkulcha ownership. To improve their design and protection properties, Xkulcha offer to repair, or if unrepairable, replace your pants free of charge, if damaged in a get off. By inspecting the nature of the damage, they can assess the effectiveness of the built in protection, and improve where necessary. This benefit alone, warrants the support of the local motorcycling fraternity. The classic look and feel of my Klassic jeans allows me to wear them anywhere and everywhere. The styling is class, and doesn’t come across as overtly biking gear. I wear mine daily in the course of my business dealings. All the protection, all of the time, is easy with Xkulcha! Oh, by the way, Xkulcha have a full range of ladies pants too.

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

I recently told you about the trip we did a while back around Botswana on 160 and 180cc TVS motorcycles. To best ensure their reliability in harsh riding conditions, we all used Motul’s excellent 5100 oil. We were rewarded by minimal oil consumption and absolutely no mechanical issues whatsoever. Testimony to TVS build integrity, and the benefit of using a premier lubricant. I have always advocated the practice of washing your own motorcycle regularly. The main reasons being that nothing familiarizes you with your bikes working parts better than cleaning it properly. It also allows you the opportunity to check the overall integrity of your bike regularly. Loose, or missing nuts and bolts, sticky operating parts, like levers and side stand can be identified and rectified. Keeping all these things shipshape make your bike safer and more pleasant to ride.

Enter Motul’s range of bike care products. I recently acquired a Kawasaki KLR 650, second hand of course. The first thing I do when I buy a used bike is clean it. Firstly because I am a stickler for a clean and tidy bike, and secondly, I assess the in depth mechanical shape that the bike is in. To aid in this refurbishment I used a number of Motul products. We tend to know Motul primarily as an oil company, rather than as manufacturers of a comprehensive range of products dedicated to caring for your pride and joy.

First step was to remove all the KLR’s sidecovers to clean it “to the bone”. Following the directions, I sprayed the bike down, then squirted Motul Moto Wash all over the bike, as well as Wheel Cleaner on the wheels and hubs. Using a sponge on the bodywork and a brush on the wheels, I loosened ingrained dirt, then blasted it all off with my Power washer.

Big word of warning; don’t use your power washer on electrics, seals or chain. Water can be forced into areas that are damaged by water ingress. Also stand back when you spray off bodywork, lest you blast off stickers in your enthusiasm. Next step was to dry the bike thoroughly with a synthetic chamois. Sidecovers can be cleaned in a bucket with a sponge, using Moto Wash sprayed on stubborn dirt.

With the bike now essentially clean and dry I started applying the “makeup”, that is the stuff that restores the lustre that the bike had, when it stood on the showroom floor. The exhaust is a bitch to clean properly, as the heat has literally baked the road gunge onto it. I found Motul’s scratch remover particularly good at removing this film of dirt. I did find it to be quite abrasive, so care should be exercised when applying it to softer metals or finishes. Patient, soft polishing, works better than trying to rub the hell out of the spot. I noticed some hard to reach places that had not come completely clean, so I sprayed some Wash and Wax onto the bristles of a new soft 2” paint brush, and got into all those dirty spots. After a minute or two I polished it off with a soft cloth, and voila!, like new again. This Wash and Wax comes in a bottle with a two finger trigger type pump.

The beast is starting to really take shape, and I’m getting really impressed by the new bike that was hiding under the gunk. To put the finishing touches on the paintwork, I used some Shine and Go aerosol spray.

The dull plastics took on a new bike sheen once again. Quick squirt of Motul Offroad chainlube and I’m ready to ride my “new” KLR. The bike is yellow and black, and looking at the shiny beast after it’s Motul makeover, aptly named it “Killer Bee”. The bike was really transformed by spending some time, and a little effort, with the help of really decent and appropriate products. What still looked seriously second hand were my hands! A lot of the dirt from the bike had transferred itself to my paws. Enter the Motul waterless handcleaner. Everyone should have a tube of this magic kit. Squeeze some into the palm of your hand, and rub it all over your hands, and keep rubbing. The dirt lifts off, and starts to solidify, and drop off your hands, leaving them clean as a whistle. Frikken’ magic.

If you are serious about maintaining your ride, then take a look at the extensive range of Motul care products. As with their oil, it is excellent, and will help your bike to hold it’s value.

MOTUL MC Care

For more information on the products used in this article, click on the links below…