Chatting with Sean Powell from Dunlop South Africa at the SA Bike Festival about their new Sportmax Q3+ tyre that they have just launched – here is what he had to say.
Kawasaki H2-SX – Ballistic Cruise Missile!
I believe that the supercharged motor that Kawasaki rocked the world with a couple of years ago in the manic H2 has come home. The H2-SX is Kawasaki’s Sports Touring version of the Sports orientated H2. It is the plain Jane version of the SE model that has all the bells and whistles.
The supercharged motor has been tweaked for sports touring duty and, if the truth be known, it is all the better for it. Let us just digress for a moment, and, for the benefit of the less technically minded readers, try and explain in simple terms what a supercharger does to boost engine power. Turbos have become commonplace in cars these days, but only Mini and Mercedes have really utilised superchargers. So, you may ask, what is the difference? A turbo is a pump which is driven by the exhaust gas expelled from an engine during the combustion process. The gas spins an impeller which builds pressure, or boost, in turbo speak, to force more mixture into the motor via the fuel injection, resulting in more power. Problem, especially in small capacity motors is that it takes a little time for the pressure to build, resulting in “lag”. The other side of the coin is that once boosting, the pressure remains high for a short time after you come off the throttle, a phenomenon called “over boost”.
The other force fed motor, and the type used by the H2, is a supercharger. As with a turbo, the supercharger uses an impeller driven pump to build pressure in the inlet manifold. Big difference is that the supercharger is driven by a gear, belt or chain that is connected to the crankshaft. As the motor turns over, the pump immediately starts to turn and the pressure builds exponentially as the revs climb. The H2-SX turns the supercharger at 9.2 times crank speed. So even at a sedate 3000 rpm, the blower [petrolhead name for a supercharger] is spinning the pump impeller 27600 times every minute. At redline, the pump is spinning at a heady 110000 rpm!
Turbos, being spun by exhaust gas, have to contend with the heat of the gas. Hence the use of intercoolers, a radiator between the turbo and the manifold, to try and cool the gas. Firstly to help the engine run cooler and secondly, to make the charge more dense for better combustion and thus more power. Blowers run much cooler, resulting in obvious benefits to the engine. Having said that, force fed motors burn more mixture and tend to generate more heat than normally aspirated mills.
On the SX, Kawasaki tweaked the blower for more midrange power. The intake manifold shrunk slightly, creating more pressure, and they subtly reshaped the impeller for more pressure at moderate revs. The result is quite frankly spectacular! In the real world, the SX motor stomps that of the original H2. Reprofiled cams make the most of these tweaks to produce power from right out of the basement. Interestingly the compression ratio is 11.2 to 1, which is high for a force fed motor. The original H2 is 6.5 to 1. Sophisticated engine management prevents engine destroying detonation, thereby keeping everything under control. Like the original H2 the SX carries the “Rivermark”, Kawasaki’s mark of engineering excellence, and rightly so.
This is as magnificent a motorcycle engine as you will ever experience. Power characteristics are akin to Kawasaki’s own ZX 1400, or Suzuki’s Hyabusa. Perhaps a smidgen les grunt, but as it starts to rev the SX gathers speed with absolute disdain. The motor is silky smooth at all times, with an incredible “whoosh” of shove propelling you towards the horizon at ever increasing velocity. Nothing dents the power. One up, two up, or even five up if it could, that fantastic engine just goes. Your pace may be limited by road conditions, but never by the motor. Adding to the pleasure is a clearly audible chirp from the waste gate on the supercharger, as it bleeds off excess pressure between high speed shifts, as you fly through the box with the aid of the quickshifter. Jumping on the gas and listening to what could be a symphony of squirrels shouting the odds at every shift, must be experienced to be appreciated.
The finest motor in the world would be of little use if you couldn’t use it. No problem in this regard. The SX is so composed, with such excellent suspension compliance, that I believe that this is the quintessential superbike for the current world. The extra weight of the bike allows the suspension to work without losing your fillings, as on the current crop of Sportbikes. Allied to the superb ride quality is the stability that comes with the longer wheelbase. A steering damper is superfluous on this bike. At all speeds over all surfaces it goes where you point it. Super light sports weapons feel flighty over anything but billiard table smooth tar. The SX shrugs of bumps and says, “bring it on” !.
High speed sweeps are food and drink for this bike. It is deceptively fast point to point, due to it’s amazing overall ability and rider confidence which it inspires. I rode the bike day to day, as I do with all bikes. It is so easy to live with due to the overall refinement. The only thing I can criticize is the dash display which is hard to read with a dark visor on your helmet. The TFT display on the SE model will address this. That is it! For the rest, the bike is flawless when it comes to real world riding.
The tank holds 19 litres, allowing decent touring range if you ride with some restraint. Good luck to you! The thrill of using the brilliant power delivery to the full is so intoxicating, it takes a better man than me to cruise at 140ish. Lean hard on the gas and the fuel gauge drops faster than a brides nightie! I did manage 18,4km/l on the last tank of fuel I fed the beast. The bike weighs 256Kg’s, but as is the case with so many modern bikes, mass centralisation and careful packaging negates the weight on the move. 137,7 Nm of twist @ 9,500 rpm allied to 210 odd horses, give it the incredible go it exhibits. Remember that force fed motors create there own atmospheres, so there is no loss of power at altitude. Your normally aspirated crotch rocket sheds 18% of it’s power on the reef. The bodywork offers better protection than it’s H2 sibling. It is easy to tuck in slightly behind the fairing as you conduct the orchestra. The test bike was a stealthy dark silver colour. Subtle touches of metallic green on the shock spring and preload adjuster, as well as the damping adjusters, add to the overall classy look.
The wheels are star shaped and beautiful and sport offset tyre valves to facilitate pumping your tyres. Nice. Said wheels are 17 inchers front and rear, with a 120 and 190 respectively. 287mm twin front discs and a 223mm rear take care of braking. A word of caution. The brakes work perfectly, however, such is the deceptive and effortless manner in which this bike piles on pace, you can easily find yourself going 20Kph faster than planned!
I truly loved my time with this bike. It is the Porsche Panemera Turbo of the motorcycle world. With it’s thoroughly modern styling, brilliant electronics, [traction control, engine modes, ABS and quick shifter] magnificent motor and superb refinement, it is simply superb!
From it’s unique chuntering idle to the rabid squirrel power shifts, it never fails to thrill. Kawasaki I applaud the H2-SX. There is literally nothing like it. There is no better way to spend R260K!
For more information visit: www.kawasaki.co.za
Getting to Know the Motor Co. at the Harley-Davidson Museum
It’s a big year for Harley-Davidson. Not only is the Motor Co. celebrating its 115th anniversary, but the Harley-Davidson Museum—where all 115 years are on display—is turning ten.
On the scale of Harley-Davidson fandom, I’m somewhere near the middle. I enjoy some of their bikes and have more H-D apparel in my closet than I should probably admit—but I’m no die-hard.
Still, squeezing in a H-D Museum visit while visiting Milwaukee earlier this year, was a no-brainer. And even as a non-enthusiast, I found plenty to entertain and inform me. If anything, I walked out with a deeper affinity for the ‘Merican marque than I walked in with.
It helped that our tour guide was a senior curator at the museum—and that he was deeply passionate about the brand and its history. A human vault of knowledge, he had us hooked with his rare insights and entertaining stories.
Our tour started on the museum’s top level—the centre passageway dominated by a procession of bikes that represents Harley’s early years. Running alongside it is a series of smaller, interconnected galleries, taking you through the Motor Co.’s history in chronological order.
Harley’s first motorised cycle dominates the first side gallery, enclosed in glass case. On the floor, you’ll find a rectangle drawn on the ground measuring the exact dimensions of the backyard shed that William S. Harley and Arthur Davidson birthed the company in (a measely 3 m x 4.6 m).
Photos of that shed and the fledging days of the company line the wall, along with paraphernalia like the first brochures and sales training booklets. Take your time, and you’ll be rewarded with a fascinating glimpse into how H-D slowly grew into the mega-brand it is today—and the challenges they faced along the way.
Highlights include vintage ad material, from a campaign where Harley portrayed motorists as dangerous, with the good-guy policeman on the Harley-Davidson patrolling the streets. Then there’s the post-war display, complete with bikes kitted to the nines for combat. We learnt how H-D sold these bikes to GIs after the war, who stripped off everything they didn’t need—kick-starting the bobber movement in the process.
Across from these mini-galleries lie treats like the engine room, where a Knucklehead engine is displayed in exploded form. And as you cross from one side of the museum’s upper level to the other, you pass by the tank wall.
It’s a gallery of Harley’s tank graphics through the ages, each expertly painted onto a half-tank mold. Along the bottom of the display, you’ll find info cards expanding on each graphic’s story. (Although they represent dark period in Harley’s history, the AMF-era graphics are by far my favourites.)
Once you’ve passed the tank wall, you run into a few ‘staff only’ areas. Unless your tour guide has the keys to the kingdom—like ours did. Since we were there on Harley-Davidson’s invitation, nothing was off-limits.
There’s a lot of well-preserved vintage goodness packed into the museum’s display—but there’s even more stashed away in the archives. There’s so much, in fact, that everything’s stored in electrical mobile shelving, to save as much space as possible. Getting to see original posters and photographs in the flesh is a treat. Ditto for the rows upon rows of historic Harley motorcycles in the ‘bike archive.’
Then there’s the privilege of hearing all the behind-the-scenes stuff of how certain pieces were discovered, or why they’re included a particular exhibit. It gives you a deeper appreciation of what it takes to represent the history of such an iconic brand.
We spent enough time diving into all of that to completely run out of time, so the rest of the museum was a blur. We breezed past the board track racing display; an actual replica of a section of board track, mounted at a full 45 degrees with race bikes mounted up on it. We cruised by the custom bikes on show, where I’m sure I spotted a Captain America replica out the corner of my eye.
At one end of the museum, brand new H-D models sit neatly arranged, with signs inviting visitors to try them on for size. Not far away, three historic Harley race bikes share a stage: track, flat track and dirt, all resplendent in orange.
Everyone has their own perception of the Motor Co. But if you want to expand your understanding, brush up on your history or just ogle an endless supply of rare and special motorcycles, the Harley-Davidson Museum is a great place to start.
Images by Wesley Reyneke
MOTUL MEMORIES: The Delta Dawdle
So what is this Motul memories all about, you may ask? Let me explain. I started my motorcycling in the ‘70’s. That was the era when, as a sixteen-year-old, a person was entitled to get a licence for a motorcycle with an engine capacity of 125cc or less. For the vast majority of youngsters, that meant a 50cc autocycle, or “Aut”, as we called them. For me, that first meant a Honda S50, and then a Honda SS 50 GT. Needless to say, that little blue Honda with the white pinstripes on the tank was my absolute pride and joy. To some, a fifty was a convenience. Less hassle than pedalling a bicycle. To me, it was the beginning of a wonderful new world of adventure. My universe immediately shrank. I could now venture far and wide, free of the shackles imposed by my pedalling ability. Far distant places, like Durban, had an immediate allure. The question was, “Will my Honda make it, or will it overheat, seize and expire?” In my search for answers, I started delving into the lifeblood of my tiny four-stroke Honda. I began to understand the importance of lubrication.
With few exceptions, motorcycle engines of the day were air-cooled. This meant that in our warm South African climate, air-cooled engines were subjected to temperature extremes that, if not for proper lubrication, would snuff out the life of your high-revving motor in a split-second shriek of tortured seizing metal. Your bike’s piston would get so hot that it would expand to the point of melting to the barrel. The only thing that could have prevented this catastrophic destruction of your bike’s engine was the engine oil. For me, it was a no-brainer! Two things you NEVER compromise on are the oil you run in your motor and the quality of the tyres. Do so, and things can easily end in tears, or worse.
I started following endurance racing. The Bol d ‘Or is the motorcycle equivalent of Le Mans. In fact, it is staged at the same circuit; the bikes just go the other way around the circuit. Surely, I reasoned, these bikes, running flat out for twenty-four hours, would use the best possible oil to give themselves the best chance of finishing, let alone winning? That is how I discovered a French motor oil called Motul. This company were on a quest to develop the best possible oil to meet the demands of “the Bol”. The French are absolutely passionate about endurance motorcycle racing, so it is probably not so surprising that a French oil company developed oil specifically to meet the extreme needs of this particular motor sport. I reasoned that if Motul could keep these engines in one piece, it should do the trick for me, too. From the moment that Motul became available in SA, I have never used any other oil. So it is that over years of riding countless thousands of miles around Southern Africa, Motul has literally kept things together, giving me endless motorcycling pleasure and creating many Motul memories. Let me tell you about just one that springs to mind.
A couple of years ago, I set off with 11 guys on a ride around the Okavango Delta in Botswana. We left Pretoria around 6 am in late October. Those of you who have travelled through Bots in summer will know how blisteringly hot it gets. It is still too early for the rainy season to bring relief to the parched land. Trees stand scorched and dry across the dusty land. We were on our second TVS Tour. A year earlier, we rode 5 TVS Apache Indian built bikes to Vic Falls in Zimbabwe.
Our route took us through Botswana, through the border at Kasane, and on to the Falls. We then travelled down through Zims to Beit Bridge and eventually back home. The guys so enjoyed this trip that they started clamouring for another “TVS Tour”. Enter the Delta Dawdle. Why Dawdle? Well, TVS’s are either 160 or 180 cc, so speed is not a big issue. Part of the enjoyment of these trips is that you kind of take a smell the roses approach. The bikes are typically running at more than 7000 rpm (redline at 9) for 3500 km. Hence the Motul connection. A prerequisite to coming on a TVS Tour is that, prior to departure, you fit a fresh oil filter and change your oil to Motul. Temperatures in the north of Botswana at this time of year hover constantly around 38 to over 40 degrees C. The tiny TVS singles are subjected to an awful hammering as they rev close to their limit for days on end. To give them the best chance of surviving this abuse, you have to be able to trust your engine oil implicitly.
The first day took us to Palapye, 500 km from home. No problem. By late afternoon, we were all sitting at Itumela Camp, sipping on the first of a series of bitterly cold St. Louis lagers in an attempt to rehydrate our heat-battered bodies. War stories were a little different to usual. Guys were not talking speed, but rather how they were averaging over 40 km/l on their TVSs. 700 km on a 16-litre tank. Incredible. Day two had us off to an early start, trying to hang on to the cool of the morning for as long as possible. We ran the bikes harder too, and in no time had dispatched the 180 km to breakfast at the Wimpy in Francistown. By the time we left for Nata, two odd hours away, it was properly hot.
At one point, the guys stopped under a tree, sitting in the shade, wilted in the dusty, cloudless hell. Pulling into Nata lodge for lunch, we dipped our T-shirts and jackets in the pool and put them on, revelling in the temporary cooling effect of the water. Back on the bikes, we travelled another 100 km to Planet Baobab, our planned campsite for the night. The gutsy little Motul lubed TVS’s had carried us another 500 “kays” through hellish heat. Every bike was running like a train, sounding great and, incredibly, upon checking, required no oil top-up. See why I insisted on Motul 5100? The stuff is flipping magic!
Planet Baobab were fully booked, so just as we were facing two more hours of riding to Maun, the travel gods smiled on us. As we were being sent on our way, hot and dejected, a buddy, Nick Weidemann, walked into reception, heard of our plight and immediately offered to share his campsite with us. Score! To reciprocate, we shared our magnificent Botswana fillet steak with Nick and his family. Steve Coleman, notorious from the Apache Raid on Vic Falls, started meting out “straf doppe” that he called Minkie’s, “cause they were equally hot”, being a concoction of Stroh rum, tabasco and a drop of his Triumph Bonnies fork oil. We dined like kings and all turned in reasonably “well oiled’.
The next day, we cruised to Maun in a rather subdued fashion and set up camp at my usual haunt, Old Bridge Backpackers. A bit of “hair of the dog” soon got the party going again, and a memorable evening was spent dining on the banks of the river, under the ancient strangler fig tree. The water level in the Delta was particularly high that year. So much so that the water reached Lake Ngami, south of Maun. Something that only happens every ten years or so. We battled through the deep sand to see this spectacle. Trees stood waist-deep in water. Here and there, Maribou Storks stood like silent sentinels, waiting for a fish to venture close enough to become lunch.
Back on the road, we circumnavigated the south of the Delta, then rode north, crossed the Namibian border and traversed the 30 odd kay’s of dirt road through a game park. Maik, a German friend, experiencing his first visit to Africa, was at a total loss for words when he saw some elephants bathing 100 metres away at a water hole. The first free roaming ellie he had ever seen.
Nunde lodge on the Kavango river was our home for the next two days. The riding and the heat had so sapped the guy’s energy that they all voted for a day’s R and R. Sitting on the deck over the river, watching the blood red sun, coloured by the African dust, sink into the river, all was extremely well with the world!
Resuming our travels, feeling bright-eyed and bushy-tailed after our rest, we were greeted by the spectacle of a huge herd of buffalo crossing the Caprivi strip as the sun rose on another African day. Running like clockwork with the Motul in their motors, the TVS’s carried us down the Caprivi, back into Botswana and through the Chobe game reserve to Kasane. By now, everyone knew that they could totally trust their Motul-lubed bikes to go the distance, so we just totally relaxed and soaked up the experience. Heading south from Kasane, we enjoyed the abundant game that roams free across this vast land. Stopping occasionally to allow herds of elephants to cross the road, we cruised down to our overnight stop at Woodlands campsite, 16 odd kay’s before Francistown.
With tents pitched, we cooked up a storm with the final braai of the trip. We woke to find that some guys had pitched their tents on termite holes. The little suckers simply munched their way through the tent and, would you believe it, right through blow-up mattresses! Talk about that sinking feeling! By the way, in case you were wondering. TVS tours have no backup vehicles, and we carry all our kit on the bikes. Soft boys need not apply!
On the penultimate day of our trip, we ran south, crossed the border, and on to Ellisras. We decided to stop in Vaalwater for our final night at the little dodgy hotel. We ran over the mountain from Ellisras in a high-speed TVS train, slipstreaming each other flat out to our destination. We saw 135 km/h on the digital speedos as we played our game of tag. The final night saw the emergence of Minkie again, with Corporal Coleman dealing out the pain. What a trip it had been! Tiny TVS’s traversing the harsh and arid African hinterland with that magic Motul muti in their bellies. On the following day, as it inevitably must, it was back to our everyday lives. The joy of riding motorcycles is that when life once again becomes a pain, for whatever reason, it is time to make more Motul memories of the two-wheeled kind.
Helmet Review: HJC CS – 15
In the current beleaguered economy it is encouraging to find quality products that don’t make your wallet cry out for a transfusion. If you have just got into motorcycling or perhaps need a helmet for the missus, the HJC CS – 15 makes a compelling argument. HJC have, over the years, become synonymous with excellent value for money helmets. The old adage, “what you pay is what you get”, suggests that if you don’t pay an arm and a leg you are going to get a sub standard product. When it comes to helmets you also become concerned that you are compromising on the level of protection. HJC have consistently performed well in all safety tests and have a solid reputation for the levels of protection that they offer.
The model which is the subject of this review is the CS – 15. Let’s start with looks. A lot of motorcycling is about ego, like it or not. We like to ride bikes and wear kit that looks the part. In this regard the CS – 15 really ticks the box. It is a decidedly handsome lid.
Very much a sports touring type design, it has a thoroughly modern look with lovely colours and graphics. The helmet has a polycarbonate shell which comes in two sizes. This covers sizes from XS to XXL. You are most likely to find the perfect fit for your pip. The lining is made from a type of brushed nylon which HJC call Nylax. It is removable and washable. The fit and finish of the lining is beyond reproach. The lining has grooves for spectacles which prevent your glasses pressing into your head. The lining fits snugly with no pressure points and has adequate clearance around the ears. Anyone who has worn a helmet for extended periods will know how a minor pressure point, over time, will become like the proverbial pea in the princesses bed. No problem with the CS – 15.
Ventilation is a vital aspect for South African riders with our warm climate. The HJC sports what they term an “Advanced channelling ventilation system”, or ACS. This takes the form of a chin vent in front of the mouth,
and two crown vents,
with exhaust ports at the rear of the helmet.
All vents are opened or closed with sliding covers. All vent covers operate smoothly and slickly even with gloved hands.
The visor is on a ratchet system which allow incremental opening. This allows small openings for eliminating fog in the helmet. A breath guard comes as standard as does a chin curtain. Really quite remarkable for an entry level helmet. The visor is pinlock compatible.
The visor is easily removed by activating spring loaded clips on either side. This makes visor maintenance a doddle. Optics are excellent with no distortion or starring of headlights at night. The seal is good and the visor can be locked down by depressing a lock button on the left hand side.
A ratchet system is used for the chin strap. A double D system may be more fool proof but the ratchet system beats it hands down for convenience.
On the road I found the HJC stable and snug. The cheek pads are adequately snug to prevent any lift at speed and the helmet stays in place when you move your head around. At 1450 grams it is reasonably light for a sports touring helmet. All in all I think that at around the R1700 mark the CS – 15 offers excellent value. It has a quality look and feel to it, and the graphics are tasteful and really handsome. It has all the features of some way more pricey helmets at a fraction of the price. I have owned HJC’s in the past and have found that they age well. Testimony to decent build quality. I give the HJC CS – 15 a resounding thumbs up!.
For more information visit: www.hjchelmets.eu
The 2018 South Coast Bike Fest
So, we just got back recently from the 2018 South Coast Bike Fest, an action packed 4 day biking, lifestyle & music festival, which took place between 27th April – 1st May.
Again for 2018, ZA Bikers were the official media partners. In addition, we also did the official filming work for the Festival. With hours of footage shot it was extremely difficult to edit a shortened down version that would portray all aspects of the festival – we did however finally manage to get it right, and here it is.. Hope you all enjoy!
Whilst at the 2018 South Coast Bike Fest, we were taken on a journey beyond the beach, revealing some KZN South Coast hidden gems that will give you a taste of our hinterland offerings.
The Great Drives Out initiative
The Great Drives Out rural adventure experiences encourage responsible and authentic culture and heritage explorations in scenic environments, fostering links between diverse cultures and between the popular KZN South Coast coastline and the lush hinterland, only a few minutes’ drive away.
The Great Drives Out initiative was launched in 2017 by Ugu South Coast Tourism and featured in our official Southern Explorer route guide. In 2018, we have tweaked and enhanced the experiences and the current Southern Explorer features these GDO experiences in more detail, with the inclusion of the Uthando Nes’thembu Homestead tours providing an added attraction.
There are 4 Great Drives Out experiences: (1) KwaXolo Caves, which includes Bushy Vales, Izingolweni and Shelly Beach; (2) Uthando Nes’thembu Homestead Tours incl. Umzumbe, Kwadeshula and Batstones; (3) KwaNzimakwe and (4) Nyandezulu.
Nyandezulu Experience
Only 9km inland from Shelly Beach, see breathtaking scenery high above the sea, while enjoying the hospitality of the local Nyandezulu community and discovering local arts and crafts. Start at Mfihlo Guest House for a 5-hour guided drive with a hike to the Ntantana Mountain, overlooking Nyandezulu Waterfall. Visit the sangoma and the local Dafeleni shebeen or tavern. Walk to a Shembe Church and the top of the holy uMdlungwana mountain, reputed to harbour a seven-headed water monster. Don’t make too much noise!
Our registered guide is Qaphela Mavundla, who will uncover this hidden hinterland treasure for you.
The Red Desert
Port Edward is home to the world’s smallest desert, the Red Desert. Only 200m in width, the desert’s red dunes resemble rock formations and stand about 2m high. The Red Desert is surrounded by lush coastal vegetation – grasslands, forests and wetlands, making its presence all the more extraordinary.
Recognised globally as a plant hot spot, there are some rare indigenous plant species to be seen. There are also plenty of birds, and a number of small mammals and antelope that quietly occupy the area. Near this remarkable natural feature, you can find wonderful MTB trails to explore with panoramic views of the landscape.
A rare culture of early Homo Sapiens, the Sangoan Industry, called this area its home and stone and other artefacts have been found here. The site is similar to the Limpopo Valley’s Mapungubwe site, also Sangoan.
It is difficult to imagine that this area was once a lush tropical forest, much like the KZN South Coast is today and that this strange scar on the landscape is so different from the surrounding green vegetation. Scientists are still speculating about the origin of the alien-looking Red Desert, but theories include environmental and possibly human factors that caused the destruction of the surface vegetation, exacerbated by a period of drought that caused irreversible damage.
Beaver Creek Coffee Estate & Roastery
Beaver Creek, Port Edward, understands that to love coffee is to live for coffee, which is why they have dedicated three decades to perfecting their speciality coffees. Visitors to the estate can sample coffee and purchase a range of freshly roasted Beaver Creek coffee and other coffees of the world. The estate also offers visitors a daily “’crop to cup” tour that outlines the distinctive flavours of the world’s coffee regions and the processes involved in creating the perfect cup. The Estate Café serves delicious meals and a range of freshly roasted coffee all day.
Daily tours start at 12 noon. Bookings are essential during the holiday season. Restaurant is open 8am-4pm every day except Christmas Day.
Macbanana
Kids of all ages can have as much adventure as adults at MacBanana lifestyle and adventure park. At Zip Rope Adventure Park adults and adventurers in the making can experience 3 zipline courses through the banana plantation including obstacles.
For the older kids and adults practise aiming with fun paintball activities (ages 10+) in an enclosed scenic area with a purpose-built war zone. Or try the new archery and air gun shooting activity. Children under 10 can participate in target shooting with the paintball guns.
Laid-out 4×4 quad bike trails around the farm are available for ages 16+, 7 drivers at a time. This guided family adventure will take you through the exotic banana farm for a behind the scenes tour.
Conquer Obstacle Park is a course for adults with 20 obstacles and a kids play area to give them hours of fun too.
Every member of the family can enjoy MacBanana lifestyle and adventure park. More kids activities to choose from include a giant trampoline, animal feeding at the animal farm, butterfly dome and banana tours, jungle adventure golf, jungle gym and pony rides.
For more information contact:
Kay Robertson, GM: Marketing & Events, Ugu South Coast Tourism +27 39 682 7944 or [email protected] 071 603 8083
Mazethu Zondi, GM: Development, Ugu South Coast Tourism +27 39 682 7944 or [email protected] 074 908 2020
Beaver Creek Coffee Estate & Roastery, Robby Cumming, [email protected], 039 311 2315
Umtamvuna River Lodge, Quinton van Schalkwyk, [email protected] , 039 311 3583
The Boarder Post, Matti Buys, [email protected], 082 411 1864, 039 311 3583
Nyandezulu Tour Guide, Qaphela Mavundla 079 236 8472 / 064 031 3017
***
Videography Credit: Grant Lucas & Bjorn Moreira
First Ride – The Husqvarna Vitpilen 701
The biggest stir of 2018 so far has surely come from Husqvarna. The recent launch of its street bike range – first seen in concept at EICMA in 2014 – is such an audacious showcase of Swedish minimalism that it almost feels rude. Luckily, it’s also a ridiculously good looking showcase. In South Africa the launch focused mainly on the 401 twins – Svartpilen and Vitpilen – two handsome weapons that are quick, nimble and oodles of fun to ride. With smaller-displacement engines enjoying something of a revival, the fuss is justified. But arriving at local dealers soon is their big brother – the Vitpilen 701. I took it to a place that would be perfect setting for me to ask it a question that its smaller 44 bhp brothers can’t answer…
White Arrow vs Black Forest
The Black Forest, or Schwarzwald, stretches for about 160 km down Germany’s southeastern flank. It’s a magnificent sliver of primordial landscape, bordered by the Rhine and crisscrossed in every direction by winding roads that disappear beneath trees as tall as the mythical tales they tell in this region. It was the perfect place to find out: does the White Arrow (Vitpilen) have the legs to match its looks?
The ride
I whipped through the city of Stuttgart and then into the town of Pforzheim where I grabbed a cup of coffee and then pointed the Vitpilen’s 17-inch aluminum wheels south. With the city limits disappearing in the rearview mirrors (which I quickly learned are useless at anything over 100 km/h) the curves began and the big single-cylinder four-stroke growler started pulling at its lead. If you’ve ridden a KTM 690 Duke you’ll recognise this character – it’s the same 692.7cc engine, putting out 75 bhp at 8,500 rpm and 71 Nm of torque at 6,750 rpm. Inside the Vitpilen’s trellis frame (another telltale sign that Husqvarna is now firmly under the direction of the KTM) it’s paired with crafty mapping that lets you dally around as low as 3000 rpm (anything lower and you’ll feel the classic single-cylinder stutter creep in) and then wind it up through the rev range with superb smoothness thanks to a fly-by-wire throttle, twin-spark ignition and second counter balancer shaft. It’s easily the best power delivery I’ve ever felt on a single and, at just 164kg (wet), there’s more than enough of it to pick up the front out of a turn without trying too hard.
Moving south, beneath canopies of green punctuated by cobble-street towns with half-timbered houses and rubbernecking locals, it became clear that despite falling under Husqvarna’s ‘real street’ moniker, the 701 is more than a fashionable commuter. In fact, throwing it into the turns, it feels surprisingly like a sportsbike; there’s great feedback through the 135mm WP forks and the brakes are sharp and predictable. Combined with a tight rake angle, you get the unmistakable feeling that there’s more than just a glob of racing blood in the 701’s DNA.
Stand out features
Engine
Best in class. I wouldn’t be surprised if there are a few more 701 incarnations in Husqvarna’s future. Maybe not Boxer levels of recycling, but something.
Styling
Every now and again a bike manufacturer dares. Sometimes they fail but sometimes they hit it out of the park. This is one of those times. You could hang the fuel tank in a gallery and while you’re there you might as well hang the tail unit beneath it. The single-clock analogue display lets it down a little. It seems like the kind of bike that was just begging for a pin-sharp LED.
Gearbox
Smooth, well-spaced six-speed box with an ‘Easy Shift’ (quickshifter) that works both up and down.
Braking
We don’t need two discs on everything guys. I know it looks fast, but anything that weighs 164kg and has ABS will stop perfectly around a big 320mm disc with a four-piston Brembo caliper. Get on the back brake if things get hairy.
Suspension
Loved the feedback from the WP upside-down forks. That said, I found the overall setup much too hard (I’m only 65kg though). Easy-adjust dials on the forks make it possible to soften the front without tools but with a seat that’s on the hard side you’ll likely want to lose a few clicks on the back for optimal comfort.
Comfort
You’re not going to be doing marathon distances on the seat. At 830mm it’s also relatively high but the ride position is surprisingly comfortable for something that’s on the sportier side of upright. The lack of screen wasn’t an issue for me – Husqvarna built it for the sensory experience and they made damn sure that’s exactly what you get.
Price
Predicted to be tickling the bottom R150 000 at South African dealers, the price tag is on the hefty side (especially for a single cylinder). It’s almost R60 000 more than the 401 and pricier than multi-cylinder performers like the Ducati Monster 797. But as they saying goes, ‘Can you put a price on art?’ That’s up to you.
Overall impressions
Husqvarna have bucked the vintage trend and pulled a (rather good looking) rabbit out of the hat by creating a simple motorcycle with surprising performance. The light weight plays a major part in this but don’t forget – this was a ride designed to give you visceral thrills, built under the watchful eye of a marque with racing in its blood. Wind it up and you’ll be grinning in no time.
Husqvarna Vitpilen 701
For more information on the bike that we tested in this article, click on the link below…
Hanging with Harley-Davidson, Croatian Style!
I was fortunate to crack an invite to the Harley-Davidson “Ride, Ride, Slide” World Media Event hosted in the fascinating country of Croatia from the 29th of April to the 2nd of May. Harley took a slightly different approach to this event in that rather than just plonk us on bikes for a blast through the countryside, they allowed us to use the bikes as owners typically would. To me, this makes total sense, especially for an iconic brand like Harley-Davidson. To own a Harley is not just about getting a bike. It is much, much more than that. You are joining a universal brotherhood, and sisterhood, for that matter, that has grown steadily over 115 years! Pick up a copy of HOG magazine, a publication circulated amongst the Harley Owners Group worldwide. What you realise is that the Harley lifestyle, once the preserve of American Harley riders, is now a global phenomenon. There is hardly a place on planet earth that has not, at some point, reverberated to the distinctive rumble of a big Harley V-Twin engine. What an incredible legacy to Bill Harley and William Davidson, whose passion and enthusiasm gave birth to this legendary brand. Some motorcyclists make the error of comparing Harleys with other brands based on function. To do this is to show that you just don’t get it. Harley-Davidson, if they stay true to what has made them what they are, cannot be compared to any other motorcycle. They have, with very few exceptions, stayed with their calling to build the Great American Freedom Machine.
Whilst the essential recipe has remained the same, the bikes have been continually upgraded as they have evolved through Knucklehead, Shovelhead, Panhead, and Evo to name but a few engine derivatives. Each model has managed to gain an almost fanatical following, which is not often, if ever, emulated to the same extent, or so consistently, by other brands. On day one of our Croatian stay we got to ride two of Harley’s latest tourers; the Road Glide, and the Street Glide, both part of Harley’s Softail range. Both these Glides are powered by the powerful, torquey and refined Milwaukee – Eight 107 cubic inch engines. The single biggest difference is that the Street has a handlebar mounted fairing, while the Road has it’s fairing frame mounted. Both variants offer good wind and weather protection, but have distinctly different riding characteristics.
Let me not get ahead of myself. The heart of any motorcycle is it’s motor. The 107 cube Milwaukee Eight mill in these bikes is a gem. For a big capacity V-Twin it is uncannily smooth and refined. A muted velvety rumble makes it’s present felt in a lovely way as it punts you down the road. The torque is available right out of the basement, so there is no need to rev these bikes. The power characteristics are akin to a really good diesel motor, where the response is instant and you short shift on a creamy wave of torque into top gear, [6th], and then just aptly Glide along. The transmission is a trifle clunky, but positive. Consistent with the general “hewn from billet” feel of these bikes. Overtaking is an effortless exercise. Roll the throttle open and the bike lunges past. No sweat!
It is in how they handle that subtle differences between the Road and Street emerge. Firstly, I must tell you that I was pleasantly surprised by the extent of the ground clearance. It is only when you are going at virtual sport touring pace that any part of the hardware starts to drag on the road. This allows really pleasurable riding in the mountains. I expected the Street to be a tad heavier steering since it carries the weight of it’s fairing on the bars. In fact, the opposite is true. The Road, with it’s frame mounted fairing, steers slower, albeit with a wee bit more stability. When the pace hotted up, the Road was definitely my weapon of choice, whereas in the urban sprawl, I found the Street easier to manoeuvre. With their long wheelbase neither can be described as super agile, so U-turn’s and parking require a little planning and thought. I am sure that this is second nature to owners. Watching the Harley support crew move these bikes around proved this point. They tossed them around with an abandon born of a lot of practice. What did amaze me was how good the spring rates and damping is on the Glides. With there trademark low slung look, Harley do not have a lot of suspension travel to work with. What they do with the available travel is phenomenal. The soft tail rear suspension soaks up bumps and keeps things under control, whilst the upside down front forks match them perfectly. Kudos to the H-D suspension gurus.
All the Harleys that I have ever ridden are blessed with handlebars with a really natural bend. Everything just seems to fall to hand. These bikes are no exception. A bit like baby bear’s porridge. Just right! The same can be said for the seats. Harley seats tend to cup your butt. You don’t sit on them, but in them. This spreads your bodyweight over your whole tush resulting in hours before the dreaded “numb bum” sets in. Despite being prone to a bit of lower back ache, probably the side product of capsizing too many times over many years of riding, the seating position on the Glides caused no woes. These are really perfect bikes for the long haul. Point them in the right direction, engage the cruise control, choose your music of choice on the comprehensive infotainment system, settle in and enjoy the ride.
The muted rumble of the dual balance shaft big twin is really soothing. You get the feeling that it is totally under stressed and will keep on running for eternity. The story goes, and yes, it may just be an urban legend, that the first V-Twin motorcycle that The Motor Company ever built ran over 100,000 miles without major attention to the motor. Every aspect of these big Harleys feels anvil solid with beautiful finishes everywhere. The quality of the paintwork is beyond reproach. The black and candy apple red being two of my personal favourites. That said, the matt black looks amazing as well. Speaking of looks, you may realize that I have not attempted to describe these bikes. That is quite simply because all the world knows what a Harley-Davidson motorcycle looks like. You can ask the most random people and they will kind of describe the look. A bit like the motorcycle equivalent of the Coke logo. Part of Harley’s allure is their familiar image.
So it was that we crossed the Croatian countryside in lovely sunshine, traversing farmlands and rolling our muted Harley thunder through quant villages of stone built houses with red tiled roofs. Here and there houses stand vacant, in varying stages of disrepair. I found myself wondering if this was a consequence of the conflict that gripped this now peaceful land over twenty years ago, or whether it is the muted world economy which is driving folk from the countryside to the cities in search of employment. My reverie was interrupted by a lunch stop at a lovely old sprawling country restaurant. Croatian food is hearty wholesome fare. Roast meat, potatoes and the like. With the inner man fortified we swept across the inland plateau and back to the coast, stopping enroute for a coffee at a hotel with a magnificent elevated view over the Adriatic. Exploring the countryside on a big touring Harley is indeed a wonderful experience. Touring Harley style has never been so good. The relaxed demeanour of these big Glides chills you out as the k’s roll effortlessly by. Come up behind slower traffic and you simply roll it on and the Milwaukee-Eight motor responds instantly, no sweat. After a great days touring we negotiated late afternoon traffic back to our hotel. We watched the setting sun paint a silver swathe across the Adriatic as we sipped on a cold one and shared tales of a good days riding.
Our second day was Sportie day. The Motor Company introduced us to two new Sportster derivatives. At our ride briefing, Nik Ellwood, Harley’s International PR boss man reminded us that the first Sportsters rolled out of the Milwaukee factory way back in 1957. What other motorcycle manufacturer can offer a model that has been around for the last 61 years? This is a legacy of a bike company that has been building bikes for 115 years without interruption. How amazing is that? The two new Sportsters being offered are the Forty-Eight Special and the Iron 1200. Both bikes run the familiar 1200 Evo motor. The 48 has the typical fat 16 inch wheels which give them a really aggressive look, especially when mounted on black mag wheels. The Special has slightly high rise bars with forward control foot pegs. This gives the bike a comfortable riding position. I expected the higher bars to put more strain on the lower back due to the more upright riding position. Happily this is not so. You ride with a relaxed arm posture which gives good leverage without the feeling that you are hanging on the bars. The seat has a lip at the back giving support to your tail, allowing you to keep your back straight rather than doing a “hunch back of Notre Dame impersonation”.
We rode the Sporties in typical fashion, cruising the Croatian coastline, stopping every now and then to sip on a coffee and take in the sights.
At a point we turned inland, through spectacular “Game of Thrones” scenery. Sweeping mountain roads allowed us to put the handling to the test. The 48 has serious fork stanchions and a fork brace. Back shocks are progressively sprung with decent damping. Predictably the bike is stable and confidence inspiring. You don’t have to be too banzai before you start dragging the pegs, and then, on right hand bends, the pipes start to drag too. Running a rumbling Harley pace line, we swept down the mountain to our lunch stop in a really quaint Croatian village. We dined at a restaurant that has been in the same family for over 100 years. The Croats are friendly and the service is exceptional. Nothing is too much trouble. Nutella pancakes and coffee put the seal on yet another yummy meal.
The other Sportster model we rode was the Iron 1200. The big difference is a larger diameter 19 inch front wheel. The forks are more spindly, and have lost the hefty fork brace on the 48. The bars are slightly higher too. Mounted around the headlight is a neat handlebar mounted cowling cum fairing. My personal opinion is that the cowling would have looked more at home on the Sportster Roadster with it’s Café Racer styling. The foot pegs have also been moved back to a mid mount. The 48 Special, for me, has a clearer idea of what it wants to be than the Iron. I found the riding position and overall stability of the 48 significantly better. If you choose the styling of the Iron you must be prepared to sacrifice some riding function. “Different strokes for different folks”, as the saying goes.
We retraced our route, this time going down the mountain and back along the coast road. We stopped for photos at a view point overlooking the Adriatic. Stunning! The late afternoon traffic was such that we rode at a sedate pace back to our hotel. I moved the two Sportsters into a suitable position to take some photos. The bikes have paint jobs reminiscent of the AMF era in the 1970’s. For me, the colours and striping are fantastic! I would have a hell of a tough time choosing a favourite. Snapping away with the incredible Croatian scenery as a backdrop to the two handsome Sporties, I just savoured the moment.
A fun element to all our riding was some friendly rivalry between the South African journalists and some of our Indian counterparts. India is somewhat starved of big bikes, so whenever their journos get to throttle bikes with significant cc’s, it is game on! Enter Vijay Rossi and Vishnu Marquez. You will be pleased to hear that your SA journos, ably supported by Harley SA’s Aidan Johnson, who really knows how to peddle a Harley, gave a good account of themselves and kept the SA flag flying high.
Our final day in Croatia was a really fun one. We were bussed to a location just outside the city of Split, where The Motor Company got the local villagers to build a flat track race course. Fiendishly clever, the one end had two turns, creating a short or long oval. Whoever was in the lead on lap one would have to do the long oval, allowing the trailing rider to take a short cut. The result was close racing irrespective of ability. Huge fun was had by all, despite a few low speed get offs. To ensure that we would have some idea of flat track technique, Harley brought in two specialists to show us the way round. The one was the current leader, on a modified Harley Street Rod, of the European DTRA Hooligan Championship, Grant Martin. The other instructor was none other than World Superbike and MotoGP star, Reuben Xaus. Shootamonkey! These boys can ride!
Harley built a gaggle of flat trackers for this sort of event. Every one of the journos would have ordered one on the spot, given half a chance. Take note H-D! With steel shod left boots we were soon slip sliding our way around the oval. It would have required surgery to remove the grins. When the dust settled, literally, it was Leandro from Brazil, who came up trumps. If the truth be told, it was a one horse race. He absolutely smoked us mere mortals. Turns out he won a Brazilian Superbike championship a couple of years back, and still races motocross competitively.
Lunch was another high point. We were taken to a tiny hamlet, population 11, to a restaurant housed in a two hundred year old stone structure. Three foot thick walls, shutters and wooden beam ceiling. The walls were covered in local memorabilia. Swords, rifles, saddles, pistols, even a steel helmet with a bullet hole right through it. Certainly hope the owner wasn’t wearing it at the time! Platters of wholesome nosh had us feasting like kings. Reuben and Grant lunched with us, and we chatted like old bud’s. The motorcycling brotherhood is a wonderful and diverse thing indeed! Tired and content, we returned to our hotel for a farewell dinner on the terrace of our hotel. Swapping war stories, we cemented new friendships and put the cap on what was a truly wonderful experience.
A huge thanks to Aidan and Nik and the rest of the Harley team. These custodians of the Harley-Davidson legacy are passionate about what they do as well as the iconic brand that they represent. Behind the scenes, bikes were washed, moved around and prepared for the visiting journos. We were the last wave. For weeks on end these guys and girls served the likes of us selflessly. To all of them, a heartfelt thank you. The privilege of doing what we do never escapes me. I consider myself truly blessed!
The 2018 Ninja 400 SE – The Ninja Family is Getting Bigger
The smallest member of the Ninja family started it’s life as a 250cc, grew to 300, and now, with styling inspired by the championship-winning ZX-10R and the Ninja H2, enter the new Kawasaki Ninja 400 SE.
The Ninja 400 is not a face lifted Ninja 300. It has received new brakes, suspension, chassis, rider geometry, wheels and bodywork, making this a completely redesigned motorcycle for 2018. The main difference is the trellis frame inspired from the Ninja H2, which features a shorter wheelbase and steeper rake over the previous model. Kawasaki impressively has made the 400 Ninja 8kg lighter than the 300, tipping the scales at 168 kg.
The Ninja 400 doesn’t just leave the traffic behind, it also punches way above it’s weight from robot to robot. The plucky little 399cm³ parallel twin engine pulls well enough at low revs, and produces a noticeable added kick from above 7 000 rpm and lays down 45hp at 10 000 rpm, with a Max Torque output of 38Nm.
The Engine loves being revved out like a sports bike, with a red line at 12 000 rpm It is a pleasure to ride on the highway in where it allows you to travel at a comfy 120 km/h at only 7 000 rpm. Top speed of a motorcycle is always a contest in every motorcycle category and this Ninja tops out on a level road at 192 km/h, which is decently fast for a 399cc motorcycle.
Engineers at Kawasaki maintain that a lot of the bike’s power gains are fulfilled by utilizing a new downdraft intake with a larger air-box. What impressed me almost as much as the bike’s new found power, was the deeper intake note, which gives the bike a mean growl at 6 000 rpm and upwards. What I found enjoyable and practical for everyday use was the assist & slipper clutch which gives you a lighter clutch lever pull, and when downshifting fast, there was no chatter or bouncing rear wheel.
The Ninja 400 is fitted with non-adjustable, traditional Showa front forks and a five-position adjustable preload ring on the rear KYB bottom-link Uni-Trak shock. Although the suspension is non-adjustable, (barring in mind the rear preload), it was no real loss to me, weighing in at 69kg’s, the set-up is spot-on for riders of similar weight. The forks have grown in size from 37mm to 41mm and provide a firm, precise ride that is enjoyable during sporty riding and comfortable around town.
Overall the bike’s balance is remarkable thanks to the new trellis frame which uses the engine as a stressed member and has the swing-arm mounted directly to it.
The brakes are bigger as well, with the front rotor up 20mm to a full-sized 310mm. The new Ninja 400 now uses dual-piston Nissin calipers at the front and the rear, with Nissin’s newest ABS control unit available as an option. Over the past 2 weeks the Ninja and I got the chance to ride in all sorts of weather, and having the ABS option made my life so much less stressed on oily and rainy South African roads. The ABS cannot be disengaged, so if you are a track rider then you could save a few rand and go for the none ABS model. When it comes to brake feel, the initial bite is not instant and the brake lever is non adjustable, but after riding for a while it becomes predictable and second nature when getting on the anchors.
The Ninja comes armed with Lean LED headlamps which gives the Ninja 400 a mean, sharp, aggressive look, so much so that I have nicknamed our test bike “The Gremlin”. The headlamps each featuring low and high beams that are highly visible and offer significantly increased brightness compared to the Ninja 300.
The new five-spoke mag wheels look awesome! and wearing the Dunlop Sportmax GPR-300 radial tyres with a 110/70R17 at the front and a 150/60R17 at the rear – they are also functional too. Original tyres that come fitted on bikes are often a let down, but it was quite the opposite in this case. At times the bike leaned lower than what I expected, pushing me to the point of deciding to suit up and drag a knee.
The clip-on handlebars still feature the same amount of rise, but are pulled 15mm closer to the rider, while the foot pegs are moved 9mm backwards. The seat height remains the same at 785mm and provides an easy reach to the ground, even for short riders.
The seat itself has thick cushioning and low-rebound urethane, all which contributes to a superb comfortable ride. At 170cm tall the cockpit fitted me like a glove, however with a size 8 shoe I did have issues with my heel hitting the exhausts heat shield whilst riding on the ball’s of my feet.
Clocks are from the Ninja 650 and comprise an analogue tacho plus an LCD panel displaying speed, fuel, trip, km/l average, as well as a current and a very useful gear indicator. Overall fit and finish is excellent and on a par, if not better than current competitors in it’s class.
Even though the Ninja 400 doesn’t have an adjustable screen it did it’s job just fine. If you are a taller rider, Kawasaki do make larger screens which are 20mm taller and 40mm wider. The mirrors stick out a fair bit, and more than on the Ninja 300, whilst lane splitting it can give you that hesitant feeling where you ask yourself am I going to fit? When it comes to function they work well with minimal vibration and they can be slightly adjusted, I say slightly because you can only move the mirrors and not the stems.
After riding the Ninja 400 for five days and just under 1 000 km, I can report that I managed, on a good day, to get an average fuel consumption of 27 km/l. You can expect to get between 20 and 23 km/l when riding briskly or in typical rush hour traffic.
A 14 litre tank is what you get, and with those 14 litres of fuel I managed 322 kilometres in which there was urban, sporty and highway riding involved.
When I just got into high school, 125cc bikes were known as beginner bikes and if you had a 250cc, you were the man. Kawasaki changed that with the Ninja 300 and now with the 400 Ninja. Kawasaki have managed to build a bike that is suitable for a beginner, yet exhilarating for pretty much anyone.
What amazed me the most whilst riding the bike and gathering notes for this review, wasn’t how good this bike is for a beginner, but rather how good a motorcycle it is, period! Whether you’re a new rider who wants something that transmits a big-bike style, or you’re a skilful rider looking for a lightweight backroad carver or track-bike, that will cost very little to maintain – the Ninja 400 is certainly going to appeal to a wide variety of riders.
For more information visit: www.kawasaki.co.za
Kawasaki Z900 RS – The legend Returns!
It is hard to explain to the modern generation of bikers what an impact the launch of the original Z900, called the Z1, had when it exploded onto the scene in December of 1972.
The world was stunned by the arrival of the Honda CB750 Four in 1969. A scant three years later Kawasaki smashed the mould by bringing to market the 903cc Z1. The Z1 was not the most powerful or fastest bike you could buy in 1972. That honour was held by another Kawasaki, the wailing 750 two stroke triple, the H2 Mach IV.
What the 903 did was change the way the performance was delivered. The twin cam four-stroke engine pumped out 64.15 ponies on the rear wheel and turned 45.35 Nm of torque. The benchmark CB750 had grown softer in the power stakes since it’s arrival in K0 form in 1969, and only managed 49.61 horses and 34.36 Nm. Although the Honda was 16 odd pounds lighter, the Z1 absolutely trounced it in the stoplight GP’s, doing the quarter mile in 12.38 seconds @110.7 mph to the Honda’s 13.49 @100.67 mph.
Kawasaki established their performance dominance in spectacular fashion. They also showed the world that they could build four-stroke motorcycles that would continue to fly the “Green Meanie” flag!
As more and more manufacturers have brought “heritage” motorcycles to market, Kawasaki too have responded with the introduction of the Z900 RS.
Like Honda, Kawasaki refined the original mighty Z1 into a better motorcycle which kept the looks of the Z1, but sported improved handling and road manners. This model was simply designated Z900. The Z900 was very popular with speed crazy South Africans. The launch price of the Z1 in the states was $2000. Please bear in mind that in the 1970’s the Rand was about 1 on 1 to the greenback. A new Z900 set you back around R2250. [That will get you a decent set of running shoes today!] OK, OK, I know it is all relative, but I just want to illustrate to our younger readers how crazy the world has gone. The Z900 established itself in AMA Superbike racing in the hands of guys like Dave “Mr Bones” Aldana, so named after the skeleton styling on his leathers, and the very quick French Canadian, Yvon Du Hamel.
Forgive me for reminiscing, but I need you to understand the legend that this new Kawasaki Z900 RS represents. So, you may ask, does it live up to the legend? To find out, I rode it around in the typical day to day urban environment for a few days, then took it on an extended trip to Mpumalanga to really test it’s mettle. In total, I have done almost 1500 kays on the new Z900 in every conceivable riding condition, and on every type of road. I really have got to know this bike intimately. So, let’s start with the defining feature of every Z900 since the original Z1. The engine.
The motor of the Zed is a retuned version of the excellent motor from the current Z900 naked bike. Some top end power has been lopped off in favour of more midrange torque, and gear ratios have been shortened. These mods result in decent go when you let out the clutch. You can short shift through the ‘box, and trundle along in sixth almost like you are riding an automatic. Such is the spread of power and torque that you can literally allow the revs to drop as low as 1200 in sixth gear, open the throttle gently and the Z simply accelerates seamlessly back up to speed. I know that we don’t generally ride like that, but I tested it to demonstrate the amazing flexibility of what is a fantastic engine.
8Sixth gear is not abnormally low, and the Z900 is turning 5000 rpm at an indicated 130 kph, with still another 5000 rpm available to redline. Cruising at 160 you are still 3800 from the limit. Perfect for SA’s long distances. That said, sustained speeds over 140 are hard work on a naked bike as you start fighting the self induced gale force headwind. The engine is turbine smooth from idle to redline. Uncannily there are no parts of the rev range where it even gets slightly buzzy. Beautiful.
The motor pumps out 111PS @8500 rpm and a healthy 98,5Nm of torque @6500 rpm. It delivers 80% of the torque from only 2000 rpm. The bike doesn’t feel fast in a ZX 10 kind of way, but fast in a “strong” kind of way, if you know what I mean. Weighing in at 215 Kg’s, it is not particularly lardy. All of this translates to a top end of around 230 kph. Not to shabby hey Nige?
The sweetest engine is simply a frustration if you can’t lay that power down. The steel tube chassis and the quality suspension allow full use of that fantastic power plant. I dialled in a little more preload on the back shock for a passenger, and as is normal bumped the rebound damping a few clicks. Leaving the front as is, the Zed turned beautifully and handled everything the roads threw at it with aplomb.
The road from Barberton to Malelane is a little narrow, bumpy, and curves and undulates through the country side. Nothing could knock the Z off it’s line. In fact the bike is uncannily stable. It is not unusual for naked bikes to exhibit some looseness at speed on dodgy roads. The wind blast and wider bars often induce minor wobbles and wiggles. Not so the Z. It runs straight and true, inspiring huge rider confidence, and allowing tremendous enjoyment.
A 120/70×17 front wheel and 180/55×17 rear contribute to the decent handling characteristics. The wheels are mags with a rather difficult to clean design. I would have liked something along the lines of the Lester after market mags that we used to fit to our bikes back in the day before mags became standard equipment on sports motorcycles.
An advantage to styling that mimics that of the original Z900 is a practicality that is almost lost on modern bikes. The seat is flat, so you don’t slide for and aft. It is wonderfully comfortable too. Passenger accommodation is good. The seat strap, typical of bikes of a bygone era can chafe the inner thigh on an extended ride and get your passenger grumpy. No problem really. Just whip it off and it’s all smiles. The styling is so true to the original that I was asked on one occasion if I had restored the bike.
Clearly we remember the shape of bikes more than the detail. The bike sports a four into one exhaust which emits a lovely raspy growl. Most owners back in the day tossed the four pipes in favour of lighter, power enhancing four in ones anyway.
A characteristic worth mentioning is how the engine compression and gearing scrub off speed when you roll off the throttle, This made riding treacherous, wet and steep mountain roads much easier to traverse. No need to touch the brakes. ABS and adjustable traction control keep things in check anyway.
Being somewhat old school, I like to keep the electronic intervention to a minimum and rely on decent riding habits to keep things tidy. Using the gearbox is a doddle too. Shifts are crisp and precise. Miss a gear here and it is because you are sloppy, not any fault of the bike.
Kawasaki have done a good job with the instrumentation. The clocks are styled exactly like those on the original Z1, however they have used the space between the analogue speedo and rev counter for a digital display that monitors all the bikes functions, ie, fuel gauge, trip meters, current and average fuel consumption, temperature, time and even an “eco” emblem which appears when throttle use is judicious. The styling and standard equipment is such that there is really not much that owners will want to do to customise their bikes.
I would probably spoon on a set of Clubman handlebars to lean a little more into the windblast, and for the rest, leave well alone. My overall fuel consumption, cruising at 140 with the occasional “special stage” in the mountains, worked out at around 17 kpl. Stick strictly to the legal limit and the bike will give you 20 kpl, no problem. A useable 17l tank capacity results in decent fuel range.
So, how does the Kawasaki Z900 RS stack up as a modern classic? Some may say it is not “exotic” enough, too much a UJM, [Universal Japanese Motorcycle]. That however is exactly the point Kawasaki is trying to make. They want to remind you how the Japanese changed the face of motorcycling forever by building smooth, reliable and refined motorcycles which, at the same time set new performance standards. Little features like bungee mounts, missing on modern road bikes, make this Zed a really pleasurable and practical ride.
Nostalgia does come at a price. Generally speaking, modern classics cost a bit more than there equivalent road bike siblings. In some cases they are also more about show than go. With their Z900 RS, Kawasaki give you a superb roadster that is accomplished in every application. To pay a little premium to get the huge dose of Zed one legend is worth every single cent!
Videography by: Simon Morton & Bjorn Moreira
Kawasaki Z900 RS
For more information on the bike featured in this article, click on the link below…
Revisted: The Ducati Monster 821 is Just Right
The iconic Ducati Monster celebrates its 25th birthday this year. But what’s truly remarkable, is that the contemporary Monster still resembles the design that Miguel Galluzzi first penned in the 90s. The new Monster 821—back from a short hiatus—testifies to that.
The 821’s beautifully sculpted fuel tank, trellis frame and aggressive street fighter stance are all genetic markers referencing the Monster lineage. And it even comes in yellow, just like the M900 did back in 93.
Note: ‘Revisited’ is a series of reviews where we get our most hipster test rider, Wes, to spend some time on a motorcycle that we’ve already reviewed. It’s a fresh perspective, and might not cover all the points you’d typically find in a motorcycle review. We originally reviewed the Ducati Monster 821 here.
Even though the 821 sits wedged between the approachable 797 and beastly 1200 in the range, it’s much closer to its bigger brother in nature. Behind the retro cues lurks a liquid-cooled 821 cc L-twin, capable of a claimed 109 hp and 86 Nm. Then there are bonus features like a TFT display, ABS, traction control and switchable riding modes.
Sure, it doesn’t make quite the same numbers as the 1200—but it doesn’t carry the same price tag either. And after spending a few days on the Monster 821, I can vouch for its capability. It launches off the line—and keeps going way beyond where I’m usually comfortable.
Power is controlled by three riding modes: ‘Urban’, ‘Touring’ and ‘Sport.’ Cycling between modes is simple enough, though it involves using the indicator cancel button, which is a bit fussy. I would have preferred a dedicated ‘mode’ button.
‘Urban’ mode cuts roughly a quarter of the power and retards the delivery a lot, and I struggled to get along with it. Most of my time was spent in ‘Touring’ mode, where the 821’s full power is delivered progressively and smoothly. I flicked over to ‘Sport’ whenever I hit a particularly fun stretch of road. In ‘Sport’ mode, you get all the power, everywhere, but your right hand has to work hard to keep the revs in the sweet spot.
Full disclosure: I wasn’t riding a completely stock 821. My test unit came pre-loaded with Termignoni slip-ons and a quick shifter. It had also been treated to Ducati’s optional ‘Sport Pack,’ which includes a slick tail tidy setup, narrow LED indicators and a couple of carbon fibre bits.
Together they give the 821 a more premium feel—and an incredible sound. But they also come with a couple of idiosyncrasies. With the new cans (and the engine remap that comes with them), the Monster 821 became temperamental under 3 000 rpm.
The quick shifter is a blast to use, but you have to be pinned wide open for it to operate smoothly. Relent even a little, and upshifts became clunky. Regular shifts with the Monster’s slipper clutch are pretty smooth and fuss-free though, so I settled into a pattern of only relying on the quick shifter when I was in full attack mode. But what was really concerning, was the false neutral I’d occasionally find between fifth and sixth.
The Monster’s real strength is that it excels in the midrange. It comes alive on curvy mountain passes, where active and conscious throttle use is highly rewarded. It’s here that the quick shifter’s auto-blip shines, making downshifts a breeze as you scrub speed into the next turn. The chassis is stellar too, and at a svelte 180.5 kg dry, the 821 has no trouble being thrown from corner to corner.
Pirelli Diablo Rosso IIIs are standard issue, with the rear measuring a healthy 180 wide. The suspension is adequately stiff for aggressive riding, but for a big guy like me the front forks are just a touch too soft. Given how primo the rest of the Monster 821’s package is, I’d love to see suspension adjustability.
I can’t fault the brakes though. There’s plenty stopping power from the Brembo grabbers, twin 320 mm front discs and Bosch ABS, and there’s a decent amount of brake feel.
Solid ergonomics also contribute to the 821’s handling prowess. The stepped seat, foot controls and low-rise bars combine to create a neutral riding position that not only gives you ample control, but a surprising amount of comfort too. Even at higher speeds, the height of the bars makes it easy to hunch down and tuck into the wind (as much as you can on a naked bike).
The cockpit area’s a little hit and miss for my taste though. While there’s zero flex from the 22 mm handlebars, the Monster’s aggressive nature begs for a set of fat bars. And those standard Ducati diamond-shaped mirrors are almost impossible to adjust properly.
The TFT display is a real stand-out feature. At a glance it’ll give you your speed, revs, current riding mode and fuel level. Secondary data includes your odometer, trip meter, range, average consumption and more. And when the sun dips, the dash automatically switches over to night mode, where colours are inverted for maximum visibility.
Take a big step back, and you’ll notice this sort of top-shelf design everywhere on the Monster. Every little detail—from the sharp, stubby front mudguard to the angular pillion seat cover—fits together flawlessly. Ducati are still using a latch to secure the fuel tank up front, and hiding the ignition just in front of it; classic Monster cues that don’t go amiss.
Experts and weekend racers might pine for a Monster that has little more of everything. But for this rider, the Monster 821 hits the sweet spot like Baby Bear’s porridge: not too hot, not too cold, but just right.
Images by Wesley Reyneke
Done and Dusted: One Night in the Dirt by Bonafide Moto Co.
The guys from Bonafide Moto Co. invited me to One Night in the Dirt, an event aimed at people who ride modern classic motorcycles that don’t have much off-road riding experience. This was perfect for me as I do fit this criteria. All of my 10+ years of riding experience has been on Asphalt and I am a huge fan of modern classic bikes, owning a Triumph Street Twin myself.
The event was held at the iRide Training Centre, which is based at the Leeuwenkloof Farm just outside Harties. The bike of choice was a Ducati Desert Sled, unlike most modern classics, the Desert Sled comes standard with decent suspension and off-road style tyres. Perfect for the type of riding that I was going to be doing, and it had the right look for this event.
The morning of the 18th was wet and rainy. I was not surprised though, as usually the Bonafide guys get caught out in the rain at most of their events. Luckily by 9ish the rain stopped – Hooray!
The day started out with a riders briefing, where Andre (the iRide Training Coach) explained some basic off-road techniques. The importance of distributing your weight onto the outside foot-peg, was demonstrated using a tyre.
I was amazed by how much more grip there was when pressure was applied to the outside of the tyre Vs the inside. Andre also explained how to apply this technique whilst taking corners. This included standing up, positioning your head towards the direction you are wanting to turn the bike, and keeping your body, and shoulders parallel with the handle-bars.
Throughout the day we practiced these basic skills by doing a series of practical exercises. This included; riding our bikes ‘slalom style’ though cones, donuting around a cone, and a figure of eight, which was similar to the donut technique just repeated in the opposite direction. Having developed our skills we then put them to the test out on the farm, riding a mixture of single track routes with loose rocky climbs.
Oh, I did I mention the sand challenge? Something that I was not particularly looking forward to. As all my previous sand experience usually ended with me falling off the bike. On this occasion, having spent the day honing in my newly acquired off-road riding skills, I managed to conquer my sand fears, and I actually started to enjoy riding in the soft stuff.
That evening we where treated to a delicious meal. Followed by sundowners under the stars. With the campfire in full flame, we watched (with a projector and screen) a biking movie/documentary about a group of Aussies who ride across Australia on Harley’s. It was a magical evening spent with the Bonafide Moto Co. and new found friends that I had met that day. Oh, and nice touch eating popcorn out in the bush and under the stars.
We spent the night in chalets on the Leeuwenkloof farm. The following morning we awoke to an outstanding breakfast, before heading out on an outride around the Leeuwenkloof farm grounds. Over too soon we headed home around lunch time.
Overall I really enjoyed the event. Met some new friends and learnt some new skills, and now I have more confidence in the dirt than before. Thanks to the guys at Bonafide Moto Co. for such an awesome event, thanks to Ducati SA for loaning me the Desert Sled, it was definitely the right choice of bike, and thanks to Andre, what a great coach you are. I will be back for sure at the next one.
Chatting with Joe Fleming (Bonafide Moto Co.) on their future plans for One Night in the Dirt, this is what he had to say:
“We really think that training is an essential part of becoming a confident rider. Any time you can take advantage of learning new skills in a controlled environment; whether it be at a Track Day or an event like this, it really helps a tremendous amount out on the road, or on the trail. What we love (and why we created) the concept of One Night In the Dirt is that it is open to riders of all skill levels, they get trained by the instructors at iRide and throughout the day they get to partake in a great “Bonafide” experience. For this first event it was just a Basic introductory course, but at the following ones we will provide continuous education, especially for those who attended this event and want to do it again. We’ve a lot of demand for this event so we will offer this again. The next ONITD will take place in the Cape Town area sometime in the next 2-3 months. The dates aren’t locked in, but it’s happening. Here’s to the next adventure!”
One Night In The Dirt – Johannesburg from Bonafide Moto Co on Vimeo.
Joe Fleming, [email protected], 076-816-0061. You can also contact us directly on the Bonafide Moto Co Facebook and Instagram site.
The 2018 Honda CB1000R – First Ride Impressions!
How to make a motorcycle better? The usual recipe is to put more power and retrench some weight. Honda, obviously followed this path. But while the new, so called “neo-sports-café” design slightly changes the bike’s perception, Honda worked hard to keep the previous CB1000R’s main asset: an incredible balance and easiness to ride.
As with the previous CB1000R, launched in 2008 (and not imported in South Africa at the time), the new model’s engine is still developed from the 2006 CBR1000RR Fireblade plant. Although Honda did not want to enter the power race in the super-naked segment (the Triumph Speed Triple now produces 150 hp, the Yamaha MT-10 does 160 hp, and a KTM 1290 Super Duke R makes a steady 178 hp!), the development made to the engine has been far from minor.
In fact, the whole engine has been upgraded, with significant work done on the head and valve train. Like in the SP versions of the Fireblade, the pistons are now forged, hence the compression ratio has grown from 11,2 to 11,6:1. Throttle bodies are bigger: 44 millimetres instead of 36.
Everything is now in place to get more power and torque: if the previous CB1000R was doing 125 hp at 10300 rpm and 100 Nm at 8000 rpm, the new one is now good for 145 hp at 10500 rpm and 104 Nm at 8250 rpm. Not a bad improvement, indeed. For stronger acceleration, the gearbox’s first three gears have been shortened by 7,5 % and a genuine Honda Quick-shifter can be fitted onto the bike.
Honda has also worked on a brand new exhaust (compliant to the Euro 4 regulations), and has lost 4,5 kilograms over the previous generation. Honda are particularly proud of the “deep growl” exhaust note. I’m more sceptical on that point: the exhaust note is fine but not particularly outstanding, although it revs freely and sounds sportier above 8000 rpm.
The CB follows its own path
Before starting our ride, which took place in a sunny south of Spain, between the cities of Malaga and Ronda, which I consider being a kind of biker’s heaven (and, as a bonus, we had a couple of laps on the magnificent, yet private, Ascari racetrack). I keep checking the bike from all angles. With its “neo-sports-café” concept, Honda has moved from the rather aggressive “manga” design chosen by some of its competitors (Kawasaki Z1000, Suzuki GSX-S 1000 and Yamaha MT-10 to mention a few) to get a very subtle mix of minimalistic, futuristic and yet classy design, which is also shared by the MY18 CB125R and CB300R.
The bike‘s bodywork is more compact than on the previous generation, and the upper lines are based on a smaller headlight (it’s surface has been reduced by 30 % compared to the previous one), a rather bulky fuel tank, covered in deep paint (black, red and grey are the three choices of colour) and a seat with no side panels.
Some genuine aluminium parts (front headlight cover, seat, grilled radiator) were fitted on our test bike and they just look great. We also had the Quick-shifter and the optional heated grips, quite useful for an early start, as this was towards the end of winter, in Spain.
Engine management is now controlled by throttle-by-wire technology, which means that the CB1000R now offers
rider assistance. According to your riding style and the road conditions, you have the chance to make your own selection between three traction control modes, three engine braking and three power modes, either preselected on the “rain, standard and sport” menus, or making your own combination in the “user” mode. All of that is very ergonomic and easy to get through, thanks to the left-hand side switch-cubes with the “select” and “mode” functions, and with a brand new digital instrument panel.
A long-time friend
The seat height stands at 830 mm (5 mm higher than before) but, thanks to a brand new chassis (a tubular steel frame), the CB1000R is rather narrow at the seat and tank junction, and that makes the bike very easy to get familiar with. The riding position is quite laid-back, as the handle-bar being is 13 mm higher than the previous generation.
In typical Honda tradition, a couple of kilometres are sufficient enough to transform the new bike into a long-life friend. From the feeling and the precision of all the controls, to the incredible smoothness of the in-line four (at 50 km/h in top gear at below 2000 rpm, the mill is just a peach) to the perfect balance of the chassis, everything feels just so finely tuned. Well, it’s a Honda. Enough said.
That means you really need to split hairs to find something really wrong about this new piece of machinery! Yes, the digital rev-counter is not particularly precise to read and the fuel consumption, during our (rather high-speed) test gave us a fuel reserve light after only 160 kilometres.
Besides that, it was just fun. Loads of fun: once in action, the CB1000R steers totally intuitively. We did nearly 200 kilometres of mainly mountain roads and a couple of laps at Ascari (which was not a proper track session – as we where asked not to wear racing gear, so in blue jeans – yet Kevlar reinforced, you un-consciously become more cautious), although, with such a precise front end, overall easiness to ride, and perfect balance: the Honda CB1000R is such a great bike!
Anyway, I can give you even more good points: 145 hp is enough to get that naked bike speed feeling, and the new in-line four revs quite freely, with a deep sound note from 8 to 11000 rpm. The new Showa suspension gives a subtle mix of great feedback, yet real comfort (much more than its Kawasaki and Suzuki counterparts). The OEM Bridgestone S21 delivered plenty of a grip all day long, including our track sessions.
Yep, some super-naked’s are more powerful, but this one has an unique mix of modern with a classic touch, and its outstanding Honda qualities makes it hard to beat. To commute, for the breakfast run or to make an impression, standing in front of your favourite coffee shop, the CB1000R is a real winner!!
To all bikers, what kind of customer are you?
It was with great interest that I read the comments and feedback on my previous blog “would you ride an electric bike to save the motorcycle industry?”. There were some brilliantly insightful questions and debates, as well as some very clear “yes or no” positions. And this all reminded me of an article I read a while ago (around 2008 actually) on the bizcommunity website, which discussed Synovate’s Customer Profile Tool and different customer profiles, and it was an interesting way to illustrate how different we as customers can be. The context of this research was the customer satisfaction space, but it seems to have resonated very strongly in the retail space as well. It all actually seems quite logical and can still be applied today.
In brief here are the 5 segments, from largest to smallest:
- Traditionalists (26,6%)
- Family-Focused (25%)
- Enthusiasts (20,2%)
- Trendsetters (17%)
- A-B’er’s (11,2%)
Traditionalists make up the largest share of the market, and this is the customer looking for the traditional and conservative environment, nothing too flashy or over-the-top.
Family-Focused clients are the sensible and rational people, taking into account all of the factors in the decision, their budget has to be spread between all the sensible places like groceries and school fees before grown-ups’ toys.
Enthusiasts are the fanatics about the product, the experience and the brand. They are the passionate ones, the people who eat, live, sleep, drink, breath their passion.
Trendsetters are those who want the latest and greatest, the newest and shiniest. Image is one of the prime motives here, and these are often the early-adopters of new technology. An example here would be the iPhone. When it was launched back in 2007 only the early adopters took to it, but the rapidity of acceptance by the overall market was spectacular.
A-B’ers and those “transactional” clients, and in the automotive environment these are the people who just need an appliance to get them from point A to Point B, nothing fancy, just sensible, reliable and cost-effective.
Bearing this in mind, it seems like the previous blog was able to generate a response from almost all of these segments. Early adopters and trendsetters are willing and eager to try something new, whereas enthusiasts are much happier with their existing experience, their environment and their passion continuing on unabated.
At this point I want to acknowledge that there is no right or wrong segment to fall into. Each of us is programmed differently and we resonate with different elements in our lives. It is also worth acknowledging though that the person on the motorbike next to you might have bought it for a completely different reason to you. My third acknowledgment is how special the motorcycle people are: for although we are all different the motorcycle bond is able to cross all of these categories and we tip our helmet and raise our hand to all bikers, of all types, on any kind of motorcycle.
So, the purpose of this blog is to ask some questions. Have you ever thought about what kind of customer you are? What are you buying and why? Take a moment to think about it and remember that its perfectly normal to think the way you think, to say what you say and to feel the way you feel.
To link it to the electric motorcycle topic again, at this stage of its development the electric bike is very far from a mainstream proposition and only the few of us would be willing to give it a try. The research above indicates that it’s about 17% of us motorcyclists, and the response to the blog seems to back it up. Basically, the electric bike isn’t for everyone, but some of us are keen to give it a try. As it becomes more and more mainstream, more affordable and more accepted more of us will probably buy.
And gosh, there are many, many, many enthusiasts who read ZA Bikers. And the great news is that you, the enthusiast, will always ensure that the passion for the current bike, with its noise, emotion, passion and excitement will live on forever.
Indian Scout Bobber – Power cruiser meets cool
The Scout model from Indian carries a magnificent heritage. It has always been Indians’ performance model, taking the fight to Harley-Davidson. Well, nothing has changed! The Scout, in my opinion, is a real looker. My view was confirmed by all who laid eyes on it. The Bobber sports a tidy headlight cowl which adds to the muscular stance. This is further enhanced by the beautifully shaped 12,5 litre tank, the bottom of which curves gracefully to pick up the curve of the frame. “Bobbed” front and rear fenders add to the butch look. A 130/90-16 front tyre and a 150/80-16 rear keep the Indian low and purposeful.The bike is “blacked out” with the headlight cowl, frame, handlebars, mirrors, mag wheels, engine cases and exhausts all painted satin black. The cam covers and some Indian logos are highlighted in machined aluminium, making them really “pop” on the black background. The test bike was silver with quality Indian Scout badging. Stunning!
The Bobber is certainly not a sheep in wolfs clothing. With 100 horses and 97,7Nm of torque on tap from the 1133cc mill it doesn’t disappoint when you crack the throttle. It is not just the power that pleases, but the way the engine feels that makes the l’ll Injun such a hoot to ride. Perfect fuel injection delivers a velvet throb of surge from the moment you ease the clutch out. Refined and grunty. You know immediately from the sound and feel of the motor that it is a thoroughly modern motor. Vibes are muted and the bike only really has any semblance of vibration at really high revs. Thing is, you don’t have to rev it. The bike bounds from standstill on a whiff of throttle, and short shifting through the solid but smooth 6 speed tranny sees you at 130 and beyond with no effort at all.
The Bobber is super stable all the way to top whack of around 200, which is really academic on a bike of this ilk. Cruising at 130 to 140 is really effortless and almost surreal in its smoothness. At the best of times naked bikes are hard work at high speed. This is even more so with cruisers fitted with forward controls. The Bobber is surprisingly comfortable for a cruiser. The handlebar bend is perfect, as is the height. The seat shape and texture is also comfy. At speeds up to 130 the bike is really pretty ok. Anyone buying a cruiser is, or should be well aware of what they are signing up for. For once, function follows form.
Handling is good. The suspension does an admirable job, in fact, [considering the paltry travel of 50mm on the rear, and only 119mm upfront], an amazing job of keeping things tidy on the road. Smooth sweeps are a pleasure to ride, with the Indian prescribing perfect parabolas from apex to apex. Tighten up the bends and the mere 29 degrees of lean angle frustrates as the foot pegs ground out. This is the frustration common to almost all cruisers. Modern suspension technology allows robust riding which quickly overwhelms the available ground clearance. You soon learn to temper your enthusiasm to suitable levels, but it does somewhat put a damper on cornering proceedings. I must applaud Indian on how well damped the suspension is. Bumpy roads are bearable due to the quality of the damping, despite there being no adjustment to preload or damping. Two up riding could present some challenges to the standard suspension however.
A tidy speedo, with a housing that mimics the styling of the mag wheels, gives you all the info you really need to know. Digital tachometer, odo, tripmeter, engine temp and a low fuel lamp complement the analogue speedo to keep you informed. The beautiful simplicity of it all is hugely appealing to me. In fact, that is part of the appeal of this type of bike. Big motor with spade loads of soul in a decent frame and uber cool looks make for an intoxicating ride. You find yourself riding past shop windows to scope out how cool you look. There is a subtle element of rebel and bad ass that adds to the appeal. A sort of one percenter finger to the establishment feel that seems to come standard with the Bobber.
I surfed the net to see what guys have done to customize their Bobbers. Lets face it, these bikes are fiercely individualistic and buyers will want to put their own stamp on their rides. It is part of the appeal. I am sure that in the fullness of time you will see some amazing Bobber based beasts emerge. Indian offer a passenger seat with sissy bar, saddlebags and a throaty set of slip-on pipes ex factory. I am sure that other custom bits will soon be available too.
So, what is the bottom line on the Indian Scout Bobber then? If you want a power cruiser that is a little unique with a rich American iron heritage, look no further. It has real character without any irritating ways. The more you ride it, the more you enjoy it. It is the kind of bike that gets you up early to take for a scoot just after sunrise when the air, and all around you, is still deliciously fresh. You pull in to your favourite haunt for coffee and a croissant and sit back and simply ogle the bike. You kinda just get that feeling that all is well with your world! The Scout just seems to inject a bit more life into living. Pop into the Melrose Arch dealership, soak up the Indian vibe and check out the Bobber between sips of your cappuccino, you will see what i’m getting at.
TECHNOLOGY – Curse or blessing?
I recently had another ride on KTM’s magnificent 1290 R. Incredible bike, however aspects of the bike got me thinking. I am re-reading ‘ Zen and the art of motorcycle maintenance’, the all time classic by Robert Persig. By his own admission the book has nothing to do with Eastern religion, or, for that matter, motorcycle maintenance. What it is, is a philosophical look at quality. Persig does a tour with his son on the pillion of his Honda 305. Riding along are a friend and his wife on a BMW R60. As he rides he thinks around the impact of technology on modern life. This is in the late 1960’s mind you! His buddy abhors technology, and bought the BMW because ‘you don’t have to fiddle with it’. He just wants to follow the instructions in the owners manual, which were pretty basic in 1960, and expects the bike to perform faultlessly.
He gets frustrated when the bike won’t start with the choke when hot. His lack of mechanical understanding doesn’t allow him to twig that you only need the choke for a cold start. It is a steep learning curve as he kicks the bike over with no joy as he floods the motor. If it was a problem for him in 1960, can you just imagine how he would struggle today! Back to the future. Shondor from KTM SA runs us through the start up procedure for the 1290 R. The key fob, or transponder, or whatever you want to call it, must be near the bike, perhaps ideally in your pocket. You then press the grey activate button on the right handset which brings the TFT dash to life. At this point you can press the starter button integrated into the kill switch to bring the beast to life. But, sports lovers, that’s not all. Now you scroll through the menu via arrowed switches on the left hand switch gear to check which engine mode you are in. It is quite possible that, by this stage, a blue notice flashes on the screen to tell you to download the ‘KTM I RIDE’ app onto your smartphone. [God help you if you still have an old Nokia!] With this installed you can access a Satnav function as well as all the other info already available. If you are curious you may also wish to see if traction control is activated as well as ABS. Maybe just maybe you can now ride the bike.
You may think I am having a go at KTM. Not so!. Buy a new BMW or Ducati and you have the same story. In fact, some of those allow you to set up your suspension, adjust your engine braking and even more, as well. Fact is, Persigs’ mate would be doing push ups on his pen knife by now! I am not in the least anti technology, for example the replacement of points and condenser [remember those?] with electronic ignition was a milestone in automotive technology that was a massive leap forward. Problem with mankind is that we don’t know when to stop leaping, until we leap right of a cliff. Manufacturers will tell you that these are rider aids to make bikes safer. Hate to break it to you guys, but bikes are inherently unsafe! Leave them to their own devices and they fall over. You simply cannot idiot proof bikes. What you can do is upskill the riders so that they don’t get into poo in the first place.
Take another KTM example. My 1090R is lit up by inserting the key in the ignition switch and turning it to bring the bike to life. Now simply prod the starter button and Hey Presto, you can go. No worries about the ignition not ‘reading’ the fob, or were to put it. It is in the ‘Ignition switch’, It’s not going anywhere and will keep the fire in the engine burning until you switch it off. Who do you phone when your GS will not talk to it’s transponder at Cape McLear in Malawi, or a similarly exotic location far from home. I would like to be a fly on the wall when BMW on call get that call! OK, let’s talk traction control. If you want to spin up the back wheel and rear wheel steer you simply keep it in third gear. Want traction control? Hook fourth gear. It really is that simple. All electronic aids do is allow you to be ham fisted and get away with sloppy riding. The true joy of motorcycling , I put it to you, is to be had by honing your skills to the point that you are in control of what the bike is doing, rather than the ECU.
The same thinking applies to engine modes. Set the bike up properly with smooth throttle response that allows you to access the engine power in a smooth and predictable way. Now it is up to the rider to hone his skills to suit. Take the true story of one of my mates, who, for the purposes of this illustration, shall remain nameless. We arrive at Khama Rhino sanctuary in Botswana. To get to our accommodation we have to ride down a sand track with a deep ‘middlemannetjie’. The sand is quite firm in the tracks, so no real problem. Until my buddy suddenly comes to the realisation that he has not put his 1190 Katoom into ‘offroad’ mode, and he is, after all, now offroad! He immediately starts scrolling through the menu to engage the ‘appropriate’ mode. Needless to say, he stops paying attention to where he is going and runs off the track which he was managing perfectly up to that point. He runs the front wheel into the deep sand next to the adjacent electric fence and capsizes! I wasn’t sure if it was the headlight or his eyes flashing with the current from the fence, but it certainly got his attention! Fact is, as a hugely experienced rider he had no need for anything other than to pay attention to where he was going and for appropriate throttle control. The so called ‘rider aids’ played mind games with him, making him doubt his own ability. The end result was quite literally, shocking!
So, what exactly is the point I am trying to make? Simply this. Let us retain function over form. If it is not a real enhancement, like electronic ignition was, back in the day, let’s not just slap it on the bike ‘because we can’. Sometimes it just seems to be a peeing contest between manufacturers for ‘we were first’ bragging rights. Arguably, the likes of electronic ignition, ABS, fuel gauges, gear indicators, disc brakes and fuel injection have all benefitted riders. These have all improved the riding experience significantly. [Fuel injection took a while to sort out to compete with a good carb setup] Bike prices keep on skyrocketing, no doubt in part due to the electronics which are constantly fettled. Look at the appeal of the ‘Modern classics’, which combine the benefits of technology with the wonderful simplicity of a bygone age. Simple yet effective. Just the way I personally like them!.
Perhaps the answer lies in BMW’s approach to how they offer their cars. Prospective buyers order their cars in the spec that they want. In this way you take the things in the package that you want, and leave those that you don’t. Porsche and other discerning manufacturers offer similar options to buyers, so why not bike manufactures too? You start with the basic package, then ‘roll your own’. How cool would that be? I would be interested to hear your thoughts.
Striking Moto-Gold in Amsterdam
Amsterdam is a amazing city to visit, but it’s not about to top anyone’s list of hot motorcycling destinations. Crazy inner city traffic makes it easier to get around by train, tram or foot, and once you venture outside the city, the roads are flat and straight. Then there’s that winter snow…
Still, that hasn’t dampened the spirits of Amsterdam’s growing motorcycle community. Custom motorcycle builders like Ironwood Custom Motorcycles and Nozem Amsterdam call it home, and a handful of motorcycle and gear manufacturers keep offices in the area.
It’s also home to the raddest little moto gear and apparel shop I’ve ever walked into: Rusty Gold Motorshop. You’ll find them on the edge of the city centre, on the bustling Overtoom street. “It’s one of Amsterdam’s busiest streets,” says proprietor Zoran Holtkamp, “so the neighbors are used to traffic noise, which is a good thing for me and my clientele if you catch my drift.”
“The area used to be mainly residential, but because of the growing number of cool hotels and little bars and restaurants, it is now becoming more popular with tourists and and youngsters. Vondelpark is around the corner and great in the summer—you can’t ride your bike there though.”
Zoran opened up shop in 2016, to escape the clutches of a career in advertising. “’Art Director’ was my last job,” he says. “I didn’t hate it, and was pretty good at it, but never saw myself doing it for forever.”
“There’s a lot of BS you need to sell and work with, plus loads of endless meetings about absolutely nothing. Not my cup of tea…I’m too honest.”
Zoran really is a down-to-earth, authentic dude—and his shop reflects this. It’s a modestly sized space, that feels like a cross between a skate shop and a bike gear outlet. Apparel and riding gear line the walls, on industrial fittings that range from repurposed shelves and racks, to hooks made from spanners and rails made from metal piping.
Everything feels either reused or recycled—like the vintage riding boots, old fuel tanks and various rusted up bike parts hiding in the corners and piled up in the shop window. My favourite bit of décor’s the vintage Montessa trials bike in the window, and I once even spotted an empty bottle of Parow Brandewyn lying around (Jack Parow’s a regular when he’s in town).
It borders on being a random collection of junk—but with Zoran’s background, there’s no doubt that every last knick knack’s been carefully curated. Look closely, and you’ll even spot the Rusty Gold mascot—a crow in a helmet—perched on the main display cabinet.
The only new stuff inside is the gear Zoran sells. Rusty Gold stocks items from Biltwell Inc., Rusty Butcher, Red Wing, DMD, Bell, DePalma, Dickies and Wrenchmonkees, and are about to add Cycle Zombies to that list. They also carry riding gear from fellow Dutch company, REV’IT!. You can also pick up Stance socks, the latest issue of Sideburn magazine, or maybe a couple of pins, patches and stickers.
But Zoran tells me his biggest seller is Rusty Gold’s own apparel—a range that consists mostly of sweatshirts, t-shirts, caps and wallets, and that ranges from staple designs to one-off creations. Zoran’s sister is a screen printer by trade, and works from Rusty Gold’s basement, so naturally she handles all of the shop’s apparel printing. Caps are pressed in-house too, and the shop’s planning to branch out into leather goods and, eventually, riding gear.
“I use my experience as a former graphic designer for the designs, and know a lot of cool artists who help me too,” says Zoran. “The idea behind it is that I only use premium and durable quality clothing which we hand screen print locally with cool bike related—but not overly stigmatised—designs. No angry stuff!”
“The yellow Rusty Race sweater has been the all time best seller and is still going very strong. Racing in it at Dirt Quake, alongside Guy Martin in the chopper class, was a great accidental marketing stunt!”
Rusty Gold also serves up a basic menu of daily essentials: espresso-based coffees, tea, soft drinks and delicious ham and cheese toasties. You’ve got a choice of a couple of tables in one corner, or an old leather sofa in the other, to kick back and kill a few hours.
Then there’s the shop’s latest addition—an underground workshop, accessed via a secluded staircase, or the freight elevator platform that’s hiding under the carpet. “My friend Martijn is a very skilled mechanic, electrician and welder,” says Zoran, “but doesn’t have any space at home to work on his bikes. I have space and love to design and tinker too, especially with an occasional helping hand from Martijn.”
“So now we have three workbenches and a bunch of bikes downstairs, which we are working on two or three days a week. At this moment we’re working on our first complete build, for another friend, which is supposed to be ready this summer, and is going to be pretty radical if I may say so!”
Rusty Gold Motorshop is more than just a cool place to buy stuff at though. It’s a hub for the local alt moto scene—where you can hang out on ‘chilli night,’ buy and sell bits and pieces at a swap meet, or just hang out on a Thursday night (when they’re open until nine).
But more importantly, it’s a spot you should definitely pop in at, the next time you’re in Amsterdam.
Images by Wesley Reyneke
Rusty Gold Motorshop, Overtoom 487, Amsterdam
Website | Instagram | Facebook
The 2018 KTM 790 Duke – First Ride Impressions!
111 000 hours of human work, 60 people being involved full time in the R&D department, 604 800 kilometres of intensive dyno testing and more than 900 000 kilometres spent testing on the open road: when KTM creates a new machine, they put all their means into reaching their goals.
The 790 Duke is a hugely important machine for the Austrian manufacturer. KTM is known for bikes that target rather niche markets, like their intensive off-road range, and the more exclusive and powerful 1290 twins. The worldwide market for mid-sized naked bikes is huge, and now KTM has bought out a serious contender to compete in this market.
The KTM 790 Duke is perfect for the South African commuter market, easy and fun to ride.
Brand new content
Apart from the headlight that looks very similar to its bigger sibling the 1290 Super Duke R, the 790 Duke is a completely new bike. The engine is KTM’s first parallel twin, designed and built in-house. The first thing you notice is how unbelievably compact the design is. Once on-board, your knees feel like they are almost touching together, as the bike is so narrow! The engine is the most compact of its class.
With 105 hp at 9000 rpm and 87 Nm at 8000 rpm, the LC8 engine delivers good power for a 800 cm3 twin, although the naked mid-size segment is settled by some strong competition, in the likes of the Ducati Monster 821 (109 hp), the Kawasaki Z900 (125 hp), the Suzuki GSX-S 750 (114 hp), the Yamaha MT-09 (115 hp), the Triumph Street Triple 765 (123 hp) and the Aprilia Shiver 900 (95 hp). Quite busy, isn’t it?
KTM has made a very modern engine, indeed. Forged pistons, horizontally split crankcase (a first in KTM’s engine history), double overhead camshaft, a crank pin offset of 75 degrees, two balancer shafts, DLC coating nearly everywhere and an air-box located under the seat: all of that contributes to make the 790 Duke so nimble.
The KTM has another winning card in its game: with a 169 kilograms weight, the 790 Duke is nearly the lighter of its class (unfortunately, the Triumph 765 Street Triple claims 166 kg), but still, the Duke remains much lighter than any Japanese competition.
The chassis is also brand new. KTM has gone from the typical trellis frame to a tubular steel frame to a combination where the engine is topped by a tubular steel section completed by an aluminium rear sub-frame.
As usual, the suspensions is provided by WP and the brakes are coming from J. Juan Brake Systems (Spanish company), and they know what they are talking about since they supply the brakes to Johnny Rea’s world championship winning ZX-10R.
Tyres come from a little-known brand in the street bike market: they are the Maxxis SuperMaxx ST, which where developed on the 790 Duke.
That’s not all: we are in 2018 and this is modern times. The 790 Duke provides, by far, the most comprehensive electronic package of its segment. Cornering ABS, traction control, wheelie control, riding mode (Rain, Street, Sport and Track), motor slip regulation: the KTM 790 Duke has all it needs to combine safety and fun.
There is a lean angle sensor unit that provides safety under wet or tricky conditions. When you activate the Supermoto mode, this disables the rear ABS, so you can slide your rear wheel into a corner whilst keeping some safety with the front end.
You can do your own research: no bike in that class has so many bells and whistles. Even the clutch-less up & down gear shifter is standard!
Incredibly agile
We had the chance to ride the new KTM 790 Duke on the twisty mountain roads of the Gran Canaria island, right in the Atlantic Ocean and where winter is mild, as its located on the same latitude as the beginning of the Sahara desert. We had also the chance to clock a few laps on the islands main racetrack. And it was a lot of fun.
Let’s put it frankly: the KTM 790 Duke is certainly one of the most agile bike of its class. Take a corner. Many corners. Some fast, some slow, some with an apex that you’ll have to guess while being in action. It doesn’t matter the speed or the radius, the 790 Duke eats them all, even when you have to ride with a bit of improvisation. The 790 Duke, is the kind of bike that gives you instant confidence and ease. A couple of kilometres is like you’ve known each other forever. Just look into a corner and you are there already.
The 790 Duke makes you smile under your helmet. The engine pulls strongly, although always with soft manners, with smooth power delivery at low revs (you can cruise at 50 km/h in 4th gear without vibrations) and a decent power band between 6 and 10 000 rpm. We had the chance to ride stock standard versions and some equipped with the optional Akrapovič exhaust. The Slovenian accessory sounds better at stand still, however, the standard pipe sounds better whist riding, it has a deeper and more metallic note.
Ready to race, really?
If the archetypal KTM is ready to race, the 790 Duke is, well, nearly there, but quite not yet. And for two reasons: the first comes from the nearly non adjustable suspensions (only the rear shock is preload adjustable). They are okay and do the job, as you can still ride fast. However, the overall setting is a bit on the soft side and the feedback is just average. The second reason lies on the tyres. We should not have some prejudice, as the Taiwanese Maxxis performed quite well on the open road and they are, at least, as good as some mid-range Dunlop or Bridgestone that you find on many entry-level bikes. The grip was good and the feeling was okay too.
Once on the racetrack, I’ve been delighted to find a trustable front end, but the rear tire suffered early from a lack of grip during strong acceleration. At least, they slide in a very progressive way.
So far, this test has proven a new strong entrant in the naked bike class. Light and fun, the KTM 790 Duke may not be the biggest, the fastest or the most impressive thing you can buy, but the overall package is a extremely appealing, especially if you consider the sharp lines and the state-of-the-art electronic package.
So on my side, I’m pretty much looking forward to a possibly forthcoming 790 Duke R evolution, with better suspensions and tyres, that will be more in line with the genuine KTM philosophy – Ready To Race.
The other good news of this first ride test relies in the engine potential: it will be inside the forthcoming (planned for early 2019) 790 Adventure – this will be a gem to ride, I’m sure.
Would You Ride an Electric Bike to Save the Motorcycle Industry?
A couple of weeks ago I was privileged to drive one of these new plug-in-hybrid cars. The premise is that the batteries can be charged from a wall socket plug either overnight or at a quick charge station, and the petrol engine works together with the electric motor to provide both power and efficiency. There was something novel, unique and quite frankly, cool, about cruising around, for at least some of the drive, on electric power only. Quiet, smooth and surprisingly immediate…..
And it got me thinking: What about an electric motorbike? Would I ride one? Would you ride one? What are the pros and cons, is there an appeal?
Now, electric cars are seen as an evolution of mobility and the future of transport, and it seems logical to deduce that bikes will be the same. There are some new manufacturers already, such as Zero Motorcycles, and existing manufacturers like Harley-Davidson with their partnership with Alto Motors. The evolution of the technology is so rapid at the moment that the ownership proposition is becoming more feasible by the day. Let’s sum it up though:
Pros: Firstly, the main benefit is that running costs are lower, from fuel versus electricity prices, to servicing costs, its much cheaper to run an electric bike. No oil filters to change, to chain to lube, it seems so simple.
Secondly, Power – yes, there is power. And by power I mean torque, lots of it. And an electric motor is different because as soon as the motor starts turning it produces all of its torque, so its immediate. No need for riding in the power band, fancy gearboxes with slipper clutches and quickshifters and the like.
Cons: The noise. Or the lack thereof. For a generation of riders who have the meerkat-pick-up-of-the-head-to-listen-to-the-bike-in-the-distance pose, noise has been a major part of defining the experience. On my track bike 15 000 rpm is a thing to be savoured and used often (as often as possible). An electric bike has no engine noise, perhaps just the wine from the motor, some tyre noise, and the unique noise from the brakes as pads and disc meet to change momentum energy into heat.
Another con is the cost (at this stage). As with any new technology the costs are high, but ever-improving. But electric bikes are becoming more and more viable, especially taking into account the total-cost-of-ownership equation.
The biggest con at the moment is range. Range anxiety is a very real scare for the South African commuter, considering we do tend to travel larger distances to work and back than the averages in Europe, as an example. There is also the challenge of our charging infrastructure, with Europe in particular much further ahead with rapid charging stations, variable pricing structures for off-peak charging times etc .
To change tone slightly, I would also like to discuss the future of the industry. With even Harley Davidson are developing an electric bike, realising that the new, younger customer is very different to the thumping-idle addict and noise that their current (older) customers are. This new consumer has an energy conscience, a sustainability thinking and is also very used to plugging in their cellphones each night. Why would a car or bike be different?
Motorcycle sales globally are under tremendous pressure, with only a few countries showing growth. And those countries have a strong “commuter” and “cheap-to-run” mind-set when it comes to bikes, such as India.
Our market is quite different to this. But is there a possibility that we can use the electric motorcycle to bring new riders in, young riders who are looking for style, comfort, ease of use, and have a social conscience? Much industry discussion seems to think that the future of the motorcycle will still include the high-performance, loud and emotive motorcycles, but this will only be a part of a much bigger industry which will include a large commuter / electric bike segment.
Is an electric bike the future of the industry, the saviour of the two-wheeled world?
The 2018 Honda Africa Twin Adventure Sports – First Ride Impressions!
The original 1988 Honda Africa Twin was a real game changer, as it put an end to the single-cylinder trail bike era and it took three years for Yamaha to replicate with the XTZ 750 Super Ténéré.
The 2016 Honda Africa Twin was too another game changer. As big DS bikes were heading to a 150 hp plus path, Honda preferred to stick to a “real life, practical, human-sized” machine. That was a truly smart move, as the Africa Twin went straight to the hearts of all the bikers begging for the return of a “proper-dual-sport” bike, which was versatile, fun, and not too intimidating. Success was there, as the Africa Twin has sold over 51000 units worldwide in less than two years, with 45% of the owners choosing the DCT gearbox.
Celebrating 30 years of the African Twin, Honda is coming out with a new updated version called “Africa Twin Adventure Sports”, this bike is impossible to miss as it features the historical XRV 650 Africa Twin colour scheme.
The family is getting better
The MY18 “Africa Twin Adventure Sports” features some interesting changes. There is also a new colour scheme: black with bronze lettering, which we also had a chance to ride.
The first – and main – version has ride-by-wire. Bye bye old throttle cable; the Africa Twin is becoming more electronic. The by-wire throttle gives Honda a chance to refine the bike’s riders assistance: there are now four rider modes, Tour, Urban, Gravel plus a User mode, where you can choose over 3 power delivery modes, 3 engine braking modes and 7 traction control settings (TC can be disconnected too). The instrument panel is new too, although it’s not too easy to read in some circumstances (in direct sunlight or with a thin layer of dust whilst off-road). Despite the by-wire and unlike some competitors, Honda still does not feature a cruise-control on the Africa Twin.
Foot-pegs are also larger, for better off-road ergonomics. Indicators now have a self-cancelling function, and activate briefly as a warning during emergency braking.
Being only two years old, the engine remains pretty much the same: the 95 hp output is on par with the Triumph Tiger 800 and the forthcoming BMW F850GS, but the Africa Twin has an interesting torque figure, with 98 Nm at 6000 rpm. If you take the “manual” gearbox version, you’ll be please to know that there is now an optional quick shifter which works beautifully when changing gears either up or down.
On the engine, a new balancer shaft and a revised exhaust (2 chambers and 4 litres instead of 4,6 litres and 3 chambers) give a deeper exhaust note and an easier revving engine. A new battery is also part of the MY18 package: it’s 2,3 kilos lighter and supposed to last four times longer.
That’s not all: Honda homologated two new set of tyres on the Africa Twin. New owners will have a chance to ride on the Dunlop Trailmax 610W (supposedly better on wet surface than the previous OEM Dunlops) or the excellent on road Bridgestone Battlax A41. For off-road use, the Continental TKC80 is officially homologated by Honda for use on the Africa Twin.
Shorties forbidden…
So, the Adventure Sports version is made on this revised basis. The adventure package is immediately noticeable, as the Adventure Sports is a bigger, taller, bulkier than the original re-launched 2016 Africa Twin.
The bash plate and crash bars are a genuine invitation to Baviaanskloof on a rainy day! The windscreen is 80 mm taller (but somehow narrower on its basis), the fuel tank is bigger (24,2 litres instead of 18,8 litres), the seat is new and the heated grips are also standard on the Adventure Sports. There is a 6 kilograms increase, making the standard gearbox at 243 kilos and the DCT 10 kilos more, which is not that much if you consider the difference in specifications between the two versions.
Talking about the seat, here is a small warning: instead of the 850/870 mm Africa Twin offering, the Adventure Sports reaches a tall 900/920 mm. The good news is you’ll also benefit from longer suspension travel (252 mm instead of 230 mm for the front fork; 240 mm instead of 220 for the rear shock) and a better ground clearance (270 mm instead of 250).
But with a 900 mm plus height, a figure that is normally in the league of proper enduro machines, plus a wider tank, the Adventure Sports will require its owner to have the proper body shape… and the proper leg size!
Smooth and efficient
Start the engine, close your eyes and you’ll instantly notice the new exhaust note. It’s deeper, more metallic and, the engine revs quicker too (if you blip the throttle a couple of times whilst in neutral, the motor almost has the sound of a Ducati).
If power and torque figures are not outstanding (95 hp at 7500 rpm and 98 Nm at 6000 rpm), the Africa Twin engine is adequate enough for daily use, off-road fun and even long distance touring. This is a very capable engine, obviously not thrilling like a 1290 KTM Adventure can be, but the level of performance makes it a perfect companion and is able to eat miles forever, at only 4500 rpm at 130 km/h in top gear. When engaging the “gravel” mode the TC settings default to 6 out of 7. To increase the TC, just give a couple of pushes from the left index on the switch assembly and the bike is ready.
Once on board, two of the Adventure Sports assets can be noticed. The ride-by-wire throttle delivers perfect fuelling and a great feeling, and the new seat is more comfortable than the one from the standard version.
Once on your way, the windscreen protection could have been a bit better (there is some turbulence if you wear an off-road helmet), but the agility, despite the size and mass of the bike, is just awesome. You can eat twisties all day long like scrambled eggs at breakfast and there is no effort required to get into corners or even change line. The front fork dives a bit under hard braking, like most of the good old trail bikes.
On the gravel road, the standing riding position is also better than on the standard Africa Twin, as the handlebar has been raised by 32,5 mm and is also now 6,5 mm closer. On gravel, high-speed stability and suspension efficiency is spot-on.
Conclusion
The re-launched 2016 Africa Twin was a real winner and the Adventure Sports is even better. More comfort, more fuel range, more off-road abilities, more versatility and more of an adventure look: no doubt the South African market will give it a very warm welcome, as it’s the perfect match for your stereotypical African adventurer.
The unsung hero. Suzuki DL 1000 V-Strom
Suzuki introduced the V-Strom a number of years ago. It was one of the stable of Suzuki’s which used their new at the time 90 degree V twin litre motor. The 2018 V-Strom’s engine is a refinement of this mill, at 1037cc’s it stomps out 100 odd horses at around 8000rpm and what really is noteworthy, it delivers a healthy 103 Nm of torque as low as 3100rpm. To put that into perspective, it is 13 horsepower more than Honda’s new Africa Twin and 13Nm more torque at 2000rpm lower in the rev range.
Weighing in slightly lighter than the AT too, the real world performance of the Suzuki is significantly better, taking it from adequate to proper. The engineers at Suzuki didn’t stop there, they added another balance shaft to the rorty V twin, the end result is a motor that is happy at all speeds.
You never feel that you have to force the pace. Crack the throttle and the big Strom responds with satisfying thrust. Happy motor happy rider! But that is not all. You can’t stall this beast. Drop the clutch at idle and a stall assist function simply allows the bike to chug off the line like a big diesel. This assists tremendously at really slow speeds over uneven terrain.
Let’s talk chassis. Suzuki have redesigned and lightened the frame using clever computer programmes that measure stress and strength etc. The Strom has less suspension travel than most of the other Adventure bikes in it’s class at around 190mm back and front. Same as a GS mind you. Having said that, after riding it properly on dirt, and I mean properly!, it does an excellent job. I did not once bottom out either end, even running standard settings.
There was still significant room to stiffen things up for a passenger or luggage. My Africa Twin by comparison, with a whopping 220mm of travel was way too soft, even on maximum preload, and ridden aggressively, as I rode the Suzuki, bottomed the suspension a number of times. Be careful to compare bikes by their spec sheets, ride them as you intend to use them, real world performance may tell a totally different story. So it was with the big Strom, I purposefully aimed the bike at speed over a line of dinner plate sized potholes on a gravel road. I braced myself for some serious head shake.. Nothing!
The bike tracked straight and true, the whole exercise becoming a non event. Thrashed down a rain rutted dirt road at really high speed, 160kph plus, the Suzuki never lost, or even felt like it would lose it’s composure. To be honest, I was absolutely blown away! There was one place where I got some serious air whilst negotiating a hump, yet the bike landed smoothly without bottoming either end. Nothing you can throw at it on a typical adventure tour will ruffle it’s feathers. On the contrary, it may seriously ruffle the feathers of some of the established alternative brands riding with you!
The firm well damped suspension makes the Suzuki a road weapon of note. It exhibits uncanny stability and changes direction effortlessly. The handling is truly excellent. Looking for negatives I plonked my wife on the back and cruised to Melrose Arch for lunch. A 100k round trip, and Irene was still good for go, giving the back perch her approval. Talking comfort, the Strom is great. 1000k days will be no sweat, seat comfort is excellent.
Really impressive is the heat management, us KTM pilots know all about heat! Not so with the Suzuki. I don’t know where it goes, but you just don’t feel any engine heat anywhere. This is probably the result of the evolution of the bike over a number of years. Slowly but surely niggles get sorted leaving one with a superb end result. The previous models sported cast wheels which, according to South African adventure riders, instantly disqualifies the bike for gravel travel. This latest Strom sports rugged DID alloy rims laced up with sturdy spokes. Bring on the dirt!
Looks are subjective, and the Strom is a slightly acquired taste. The test unit was yellow and grey with stunning gold rims. All good. For me, and most I spoke to regarding the looks, Suzuki should have kept the seat black. Instead they saw fit to make it yellow too. I felt a bit yellowed out after a while. I enjoyed riding it so much that it wasn’t really an issue, but give me a black seat please.
Instrumentation may well be what is considered ‘old’ by modern TFT standards, but for me , ‘if it ain’t broke don’t fix it’. Information is comprehensive, and the dash is just fine! Let’s not do technology for tech’s sake. Similarly you only get one engine mode, and rightly so!
Power delivery is so good and linear you would really be an incompetent oaf to complain. Traction control has three settings with more or less aggressive action. Which is best?. ‘OFF’ that’s what! Again, unless you are totally new to gravel travel, traction control is an unnecessary complexity. Not if you have to control 150+ horses in the dirt, but that is not the case with the Suzy. The ABS cannot be switched off, so again, some may bitch and moan. Just ride it, it works! The bike stops without fuss or bother. A far cry from the dismal ABS on my 800 GS on which I took out a farm gate after forgetting to disable the ABS. Granted, that was years ago. Electronics have come along in leaps and bounds since then. The ABS on the Suzy has a lean sensor too, subtly keeping things tidy even when braking whilst heeled over.
Suzuki has come up with a novel screen design. It adjusts to three heights by means of screws. Once you have set the appropriate height, you simply use the manual tilt feature. Push it forward and it resembles the upright screen on a rally bike. Pull it back, and it is more like a sports beast. I, with my 6’ 3” frame set it to the highest, then used the tilt function – 160kph and no turbulence around my helmet. Perfect.
At a purchase price around R165 000 the Suzuki is quite frankly in a class of it’s own. All you need for serious gravel travel is serrated off-road pegs, a bash-plate and crash-bars. Panniers and top-box are available as factory options from Suzuki. For one moment just engage your brain! You could buy yourself the incredibly competent DL 1000, silence your buddies chirps after the first proper ride, and still have a huge amount of ammo left in your bank account. Enough to fund your next year’s worth of adventure travelling. The bike averaged 5,7l/h on a tank used with gusto in the dirt, on road and two up. Typical real world consumption. The 20l tank giving decent range. The V-Strom has a decal on the front which reads ‘Sports, Adventure, Tourer’. They could not have stated it better.
Adventure bikes are all about finding the correct degree of compromise. Go with a 21” front wheel and your road stability is compromised to a degree. Spoon on long travel suspension and the same applies. Most of our riding is on the road with occasional forays off-road, yet we focus on off-road ability as if that were the Holy Grail. I found in the Suzuki a bike that allows you to be flat footed at a robot, stops and goes better than most, allows you to cross continents reliably and in comfort, and will embarrass supposedly more competent in the dirt. All that at a class leading price! It really doesn’t get better than that.
For more information visit: www.suzukimotorcycle.co.za
First Ride: 2018 Triumph Tiger 800 XCa
Morocco. Winter. Snowy Atlas mountain foothills, a fleet of brand new 2018 Triumph Tiger 800 XCa’s, some tents in which to sleep, everything is just fine, as we were promised a genuine adventure experience – except it has been raining a lot.
But, hey, this rain is also a blessing, because the roads around here are in poor condition and with the bad weather, they have become seriously rutted.
When there is a combination of gravel, potholes, dodging goats, and water on the road, now that is just perfect to test a proper dual sport bike. Touring bikes start to feel so heavy and agile naked machines behave awkwardly, the dual sport doesn’t give a s**t, and the happy biker continues his trip, smiling under his helmet.
In one word: we had the perfect conditions to test the new Tiger 800 XCa. As a reminder: the Tiger 800 was launched in 2010, revamped in 2014 and now here is the new one. Since the original launch, 68000 units have been sold worldwide. No small success, indeed.
The perfect six
Triumph has been listening to all its customers, different uses, and budget constraints. So, instead of one machine, we have to welcome six of them. They are classified in two environments: XR (R = road) has 4 versions, the basic XR, the mid-spec XRx (including a low seat – 760/780 mm – instead of the normal 810/830 mm) and the luxury XRt. Certainly more suitable for the South African conditions are the XC (C = cross) recognizable with their 21 inches spoked front wheel, with the entry-level XCx and the full spec XCa (the one that we had the chance to test during two days in Morocco, on road and off-road).
How do you recognize the difference?
It’s easy: it’s a mix of technology and premium features, such as new paint schemes, graphics and finishes. Techno-wise, the Tiger 800 features new LED headlights.
A brand new 5 inch TFT colour instrument display with up to 12 different screens, illuminated backlit switchgear and a 5-position joystick control, as well as up to 6 riding modes for the high-spec versions. The XCa and XRt also feature cruise control, as well as heated handgrips and seat, including for the pillion… First class comfort, indeed.
Lower first gear
In the engine compartment, changes have been rather minor. The in-line three cylinder still delivers 95 hp @ 9500 rpm (which makes the Tiger 800 a direct competitor of bigger capacity engines, such as the BMW F 850 GS and Honda 1000 Africa Twin which deliver exactly the same level of power) and 79 Nm @ 8050 rpm. The ride-by-wire throttle has been upgraded. The exhaust is new, the exhaust note is now deeper, now closer to a Street Triple – a sweeter sound indeed.
The torque curve is nearly as flat as Table Mountain: from 2500 to 9000 rpm, there is always more than 70 Nm of torque. That translates into a rather linear, yet always-consistent engine. On the poorly surfaced Morocco B-roads, it did not really matter to exit a corner in 3rd or 4th gear, as the traction is strong and the throttle response just felt perfect. Unlike its bigger sibling the Tiger 1200, the 800 does not offer an quick shifter, even in the top-spec versions; same applies with the Arrow exhaust.
The main technical change resides in the gearbox, with a first gear ratio lowered by 12%. Triumph wanted to enhance the Tiger’s off-road abilities, as well as giving more oomph when accelerating in first gear.
A great all-rounder affordable dual sport bike
We had the chance to have a long off-road session with the Atlas mountain as the main horizon, and what was instantly noticeable was the bike’s perfect sense of balance. Unlike the 1200, the Tiger 800 is far less intimidating and requires less riding ability to take it off-road. XC’s have a 840/860 mm seat height, and as the bike still manages to feel reasonably compact and narrow, its size won’t be an issue for mainstream riders.
For off-road use, I’d love to see the handlebars a bit higher and the rear-brake pedal a bit lower: nothing major, just a centimetre or two. Besides that, the off-road session was an absolute joy, thanks firstly to the smooth engine response combined with perfect fuelling.
The surface was quite muddy in places and it was easy to climb hills with perfect traction (fitted with Pirelli Scorpion Rally tyres), at low speed, the shorter first gear was helpful as the clutch was never required.
There is an extra riding mode on the XCa: Off-Road Pro, which disconnects all safety aids. The traction control is free, as well as the ABS; it’s still possible to get into the menu and activate a bit of ABS on the front wheel for safety issues, though.
On the way back to the tented camp (a great idea by Triumph, to give us a proper adventure feel, instead of accommodating us in the usual five star hotel!), the Tiger 800 demonstrated another aspect of its personality.
The XCa is also a great mile-eater. The 5-position adjustable windscreen offers proper wind protection, the heated grips are efficient (with an outside temp of 5°C, the 1 out of 3 setting was sufficient) and the engine provides effortless cruising (5800 rpm at 130 km/h in 6th, with a 10500 rpm red line). On board computer values tend to reveal a rather frugal motorcycle, with an average of 4,7 l/100 after our road test, and 5,65 l/100 during the off-road session. The 19 litres fuel tank will then provide a proper range.
On the rather frantic b-roads, the Tiger’s agility was also a great asset. One downside was the brakes: the Brembo callipers do the job, but with no particular finesse in terms of feeling.
The Tiger 800 XCa scores in every department: it’s a perfect commuter, a proper long-distance tourer and has some really decent off-road abilities. On top of that, it’s surely the most high-tech bike in its class, with comfort and safety features which will be quite hard to match. Add the charm and the sound of a great in-line three engine, and you’ll get a combo that is hard to beat.
Revisited: Why the Harley-Davidson Softail Street Bob is the Raddest Softail
With nine models to choose from, there’s something for everyone in Harley-Davidson’s new Softail line-up. From classic cruisers like the Heritage and the iconic Low Rider, to the raked-out Breakout and muscular Fat Bob, they’ve covered all the bases.
So where does the Street Bob fit in? Its minimalist, blacked-out styling, solo seat and mini-ape bars, give it an strong bobber vibe. But it’s not just aesthetics that set the Street Bob apart. Starting at R189 500 (for the black version), it’s also the cheapest Softail in the range-and the only one priced under the magical R200k mark.
Note: ‘Revisited’ is a series of reviews where we get our most hipster test rider, Wes, to spend some time on a motorcycle that we’ve already reviewed. It’s a fresh perspective, and might not cover all the points you’d typically find in a motorcycle review. We originally reviewed the Street Bob here:
When you consider the price, and the fact that most buyers will upgrade parts like the mid-mounted foot pegs and the single seat straight out the gate, it’s easy to pigeonhole the Street Bob as an ‘entry level’ Softail. Which isn’t entirely fair-because the Street Bob is far radder than you think.
Full disclosure: I haven’t ridden every single one of the new Softails. But of the five I’ve covered miles on, the Street Bob is hands-down my favourite.
It’s quite a looker for starters (and if anyone tells you they don’t care about their bike’s looks, they’re a liar). I’m a fan of the new generation Softail frame and the Milwaukee Eight engine, visually, and the Street Bob wears both well, thanks to its stripped-down aesthetic. It’s also got a great stance, with spoked wheels measuring 19″ up front and 16″ out back.
The fuel tank’s surprisingly compact for a big cruiser (it holds 13,2 l), and the bobbed seat’s pleated upholstery gives it a hint of custom style. The cockpit’s super-sano too. Everything but the brake and clutch cables has been routed inside the handlebars, but it’s the digital speedo that really sets things off. H-D have designed a refreshingly compact unit that sits in the top handlebar clamp, and still packs in all the info you need.
Then there are subtler details, like the small LED headlight, fork boots and clean rear fender (the rear indicators double up as tail lights). You’ve got a choice of five colour schemes, with ‘Vivid Black’ being the cheapest. The test unit I’ve been riding’s finished in ‘Industrial Gray Denim / Black Denim’. It’s a top-notch matte finish, with most of the hard parts done in black with a handful of chromed and polished accents.
Ergonomically, the Street Bob is just plain kooky. The combination of a low seat and mid pegs mean that you sit with your knees up and your arms stuck out straight forward, like a spider monkey on a mini-bike. It shouldn’t work-and on longer rides it’s actually pretty uncomfortable-but I actually really dig it.
Your hands and feet are in the right spots for manhandling the big V-twin, plus you feel like a bit of a hooligan riding it. The riding position (and lack of wind protection) does limit your top speed though-go fast enough, and your arms and legs will hate you for it.
The Street Bob only comes with the 107 ci Milwaukee Eight power plant option, unlike some of its siblings that can be had in a 114 ci too. But that’s OK; at 297 kg wet, it’s the lightest of the new Softails. So the 145 Nm of torque from the 107 goes a long way, practically launching the Street Bob off the mark or out of corners.
I’ve praised the Milwaukee Eight motor before, and my sentiment hasn’t changed. It’s punchy and smooth, but still grunty enough to keep the Harley feeling just a little rough around the edges. The new clutch design is way lighter than before, the six speed box shifts positively, and the ride-by-wire throttle is responsive. There’s ABS, but no traction control-which is great for the occasional rear wheel skiddy on pull away.
Out on the road, the Street Bob is surprisingly nimble for a 107 ci cruiser. Harley-Davidson have claimed improved stiffness with their new chassis design, and it shows; the new Softails track way better than the old Softails or Dynas ever could.
I can throw the Street Bob through corners even easier than any of the other Softails I’ve ridden-mostly thanks to its more svelte proportions. The narrower front wheel turns in easier too, and there’s more than enough leverage from the bars to move it around. Thanks to their length, the bars do have a tiny bit of flex in them, but I noticed it once and then forgot about it.
Ground clearance is decent enough too, but you’ll eventually start scraping pegs as you pick up the pace (and whoever rode this unit before me even got the exhaust to touch down). Whether you’re tucking your head down, blasting into the wind and hanging on for dear life, or hustling through your favourite mountain pass, the Street Bob is massive bags of fun.
It’s also a blank canvas for anyone that likes throwing more money at their Harley-Davidson. I’d probably swap the exhaust for something with a more appropriate soundtrack, tweak the angle of the bars and call it a day. But there’s a lot more that could be done-whether you’re shopping from the H-D catalogue, sourcing third part parts or fabricating your own. (Just imagine it with no rear fender or struts, and a floating saddle.)
Sure, the Fat Bob has a more radical design, and the Heritage has a windshield, bags and tons more comfort-but the Street Bob is still my favourite. It’s lighter, cheaper, nimbler and-best of all-doesn’t take itself too seriously. What more could you want?
Images by Wesley Reyneke
BMW G 310 GS Launch – George, Western Cape
Oubaai, the Ernie Els golf estate development at Herolds Bay, just outside George, was the scene of the official launch of the G 310 GS. Anything with the suffix ‘GS’ seems to elicit a fair amount of interest amongst the motorcycling fraternity. Off road, or back road touring on a light nimble bike can be huge fun, so I too was keen to sample Bee Emms little GS. We were briefed on the bike over pre-dinner drinks. To quote the BMW brass: the GS is built for ‘everyday adventures’ involving ‘light off-road’. The other phrase used was ‘spontaneous adventure’. In anticipation for the next day’s ride, we turned in early after a great dinner with the usual motorcycle banter around the table.
An early breakfast was followed by a route briefing, and then we set off on a wonderfully scenic route that had a bit of everything. Cruising into George we started up Outeniqua pass then turned onto Montague pass. This pass is a must for anyone touring around this area, a winding dirt road meanders over the Outeniqua mountains to deposit you in the small Karoo. We stopped at the top to admire the spectacular scenery and allow any stragglers to catch up. This was the first opportunity to test the dirt worthiness of the little Beemer. Despite plush suspension, the GS handled the pass with aplomb. The front fork topped out audibly over little jumps, but neither end bottomed out under my 80 odd kg weight. Some riders who habitually scoff a few more pies may find things a little soft though.
After a tar section blast enjoyed by all, we got onto a real typical karoo dirt highway and gave the little beasts their heads. I saw 138 kph on the digital clock with the bike feeling, for the most part, rock steady. On some big undulating hoops I did bottom the back shock, which was due to a combination of speed and inertia. Back on the tar, we stopped to lash some coffee and illegally good carrot cake before strafing the billiard smooth constant radius bends on Outeniqua pass. The tiny GS is huge fun in this environment. A stable chassis and light weight combine to allow enthusiastic corner carving, aided and abetted by a willing and torquey little mill.
Cruising through George, on our way to our lunch stop in Wilderness, the GS showed its urban prowess. The same qualities that make it fun in the mountains make it a doddle in town. The gearbox likes precise shifts and sometimes baulks when shifting under power. The motor uses its 25 Kw to good effect and has no trouble relegating traffic to the rear view mirrors. 28 Nm of twisting power at 7500 rpm allow you to not haemorrhage too much speed on the hills. Using backroads strewn with sand on narrow blacktop, the bike is almost motard like in its flickability. Riding slow bikes fast remains a total hoot!
After lunch we rode through town and then traversed country roads to Herolds Bay for some pics. With our sea vista thirst slaked, we made our way up the hill to Oubaai to clean up for our flight back to the big smoke. An hour and a half delay (due to bad weather) allowed a lot of time for reflection on a great days riding. The suspension is non adjustable yet perfectly adequate for most likely owners. Taller riders will be comfortable with the seat height, which can adjust from 835mm down to 820mm. Shorter riders still have the option of the regular lower G 310 R if they are happy to stick to the tar. Excellent fuel consumption allows silly distances on the 11 litre tank. ABS is standard and can be switched off, however, having said that, we left ours on for the duration of the ride with absolutely no issues. The G 310 GS retails at a very competitive R79 650 and is available in red, black, and white highlighted with BMW Motorsport colours – this is my favourite!
So, what’s this baby GS about then? Some have commented online that it is not a GS at all. After all, it even wears mag wheels and not spokes. Well, when a bike only weighs 164 odd kays, then mags will manage ‘light off-road’ riding (that it’s actually designed for) just fine.. Ok? In Europe large GS models are often specced with mags. Fact is, South African riders tend to do things with GS’S that were never quite part of the design brief. So, understand that the G 310 GS was not created to tame Dakar, but rather to conquer the urban sprawl, even if that means doing some dirt. Mark my words, sooner or later someone is going to do some totally hectic ride on this tiny Beemer and silence all the naysayers, in Ewan and Charlie fashion. Why? Because they will understand that the adventure is in the rider and not the bike. It is just that the GS version will make it that wee bit easier.
Thanks to BMW Motorrad for a really pleasant and enjoyable launch. Get yourself down to your local BMW dealer and take a skwizz at Bee Emms newest addition and take it for a trundle. It is good to remind yourself why you started riding in the first place, and the fun to be had on a light responsive bike. Buy one ‘for your missus’, nudge ,nudge wink wink, and pinch it to use in town and around, keeping the big GS for the serious stuff. You may just get hooked and plan a tiddler tour!
The 2018 Kawasaki H2 SX – First Ride Impressions!
In 2004, a film-maker called Morgan Spurlock released a movie called: Supersize Me!
The target, to eat as many burgers as possible.
In 2018, a motorcycle manufacturer called Kawasaki released a touring bike: Supercharge Me! The target, to eat as many kilometres as possible.
I prefer the second one, by far!
Highway Queen
“We wanted this bike to be the fastest sport-tourer of the Autobahn”, said project leader Hiroyuki Watanabe, who also created the previous H2 & H2R, as well as the 2003 & 2010 Z1000 and the 2007 ZX-6R, showing us a picture of the bike flying down a German highway with a “Garmish-Partenkirchen” direction board. With Garmish being a bit of the BMW land of joy, one can but wonder if it’s pure coincidence?
The bike promises to be fast, for sure, with a 210 hp (Ram Air figures) claimed, and a sleek aero design. However, it has nothing much in common with the standard H2, apart from a 998 cc engine, the same amount of power, and a supercharger.
The H2 provides a raw and thrilling riding experience as well, and demonstrates once again, Kawasaki’s leadership in the production of high-performance and emotional bikes, a trend started long ago with the 900 Z1 and the ZX 750 Turbo.
The H2 SX certainly launches a new era: it might be the first of a new generation of motorcycles. Let me explain myself. To reduce CO2 emissions, car manufacturers have been through a downsizing process. Small engines with turbos help to reduce emissions without compromising on power. In the motorcycle industry, Suzuki and Honda are also interested in this process and have secured some patents. However, Kawasaki is here with the first to market a force fed bike.
Nearly a new engine
If you have never tested a H2, pop in to your nearest Kawasaki dealer. It’s an absolutely frantic experience. The bike is a bit on the hard side for daily use, with a violent power delivery, an engine which releases a lot of heat and neutral is hard to find while standing at a robot.
So, to achieve greater versatility the H2 SX has a nearly new engine. The external cases are the same, but cylinders, cylinder head, crankshaft, camshafts, intake funnels, smaller throttle bodies (diameter 40 mm instead of 50 mm), exhaust (smaller: 7 litres and 2 kilos lighter too), all those components are new. The supercharger impeller is also different.
The compression ratio goes up from 8,5 to 11,2:1 and Kawasaki claim 25% better fuel efficiency. With a 19 litres fuel tank, Kawasaki claims a more than 300 km fuel range. Our test reveals that you’ll have to stick to the speed limit to reach that target and you’ll have to refuel much more often if you are addicted to the supercharged power.
There are a lot of modifications in the chassis department too. The subframe is different, to handle a pillion and luggage (the optional 28 litres panniers are made by Givi, and Kawasaki said they have been extensively tested to the maximum speed on German highways without any issue). The payload is now 195 kilograms instead of 105 kilograms on the single-seater H2. Although the main trellis frame looks the same, the tube has grown from a 22,2 mm section to a stronger 28,6 mm. Hence, the H2 SX is 18 kilos heavier than the H2 (but remains 9 kilos lighter than a ZZR 1400).
Nowadays, a modern motorcycle is nothing without a comprehensive electronic package. The H2 SX has it all. A Bosch IMU unit manages traction control, wheelie control and launch control. There are three power modes delivering 50, 75 and 100 % of the engine capabilities. Cornering ABS and engine brake control are there, as well as the second cruise control in Kawasaki history, after the one fitted on the VN 1700 Voyager. The cruise control can be activated to maintain speeds of up to 200 km/h. A bit slow to cruise on the 250 km/h section of the N14 near Pofadder, perhaps?
On the SE version (the green one, as the standard H2 SX only comes in black) there is also a new color TFT instrument panel with plenty of information and two display modes (touring and sport), cruise control as well as cornering light and a quick shifter up & down (not the smoothest on the market, but it does the job, though).
Amazing power, real versatility
We had the chance to ride the H2 SX and the fully comprehensive SE version, during a one and a half day period, on sunny winter Portuguese roads. Braking, handling and acceleration were covered at the iconic Estoril racetrack in a controlled environment.
As our previous technical section was insinuating, one only has to ride a couple of hundred metres to discover that the H2 SX is significantly different when compare with the H2. The beast is (slightly) tamed, but the power is still there.
While cruising gently on the city’s boulevards, the H2 SX is wonderfully smooth. Smooth riding position (less leaned forward than on the ZZR 1400), smooth controls, smooth gearbox (with a neutral now easy to find), and a smooth engine, able to do 50 km/h in top gear at below 2000 rpm: a great commuter, by the way. So, the beast is tamed, but the beast is still there: engage the launch control to discover it. Will you dare to keep the throttle wide open to realize the perfect start and trust the electronics, keeping the revs around 6500 rpm?
We had the chance to test the system on the Estoril 985 m long pit straight. Now it’s up to you to release the clutch and let the supercharged power kick your ass. And it does. The traction control combined with the wheelie control struggle to keep the front wheel on the ground and the acceleration is just ballistic. The lower gear ratio’s are not as long as standard superbikes and that makes the acceleration just even more impressive. There is not much time to read the digital speedo. I can see 254 km/h near the rev limiter in fifth before gearing up to sixth, and I apply the radial brakes at over 280 km/h at the end of the main straight. I can feel the 260 kilos weight, but the brakes remain impressive and it is unlikely that you will take them to the limit on the open road.
The open road is also where the H2 SX SE will demonstrate its unique personality. The suspension setting is a bit on the touring side and the overall level of comfort is just impressive, although the head and hands wind protection could have been a tad better.
The H2 SX SE trumps the BMW K1300S and the Honda VFR 1200, and makes the Kawasaki ZZR 1400 and the Suzuki Hayabusa feel so ordinary, although in roll-on acceleration at legal speed in top gear, it won’t do any better.
The H2 SX SE hits a new mark for a simple reason: besides its unprecedented level of safety and electronics, it delivers new sensations. With the supercharger, enjoy a “1.4 liter level of torque” with a “superbike free-revving engine” in the intermediate gears. Touring has never been so much fun.
The Scrambler Ducati Desert Sled is Actually a Scrambler
Neo-retro scramblers are all about style, right? Sure, most of them look like they rolled straight out of On Any Sunday, but aren’t they better suited to hopping cafés than ripping farm roads?
The Scrambler Ducati Desert Sled vehemently disagrees. Not only is it arguably the best looking OEM ‘scrambler’ currently out, but it’s actually a great all-round motorcycle. That’s because while most of the 803 cc models in the Scrambler Ducati range are variations on the base model Icon, the Desert Sled is a bonafide upgrade.
The motor’s gone untouched, so the Desert Sled runs with the same 803 cc, air cooled Desmodromic L-twin power plant as the Icon-good for a claimed 73 hp of power and 67 Nm of torque. You get the same six speed box, wet plate clutch and fuel injection too, and the whole thing is Euro 4 compliant.
But it’s when you take a look at the rolling chassis that you start to notice the differences. The front wheel sees a bump from the 18″ unit on the Icon, to a more off-road worthy 19″. There’s still a 17″ hoop at the rear, but it’s narrower than before. Both wheels are spoked, and are wrapped in Pirelli Scorpion Rally STR rubber, for more grip in the loose stuff.
Then there’s the actual frame, which has extra bracing to stop the Desert Sled from rattling to bits on rougher terrain. And the suspension’s had a boost too: the upside down front forks have been upgraded from 41 mm to 46 mm units, with 200 mm of travel (50 mm more than the Icon), and compression and rebound adjustment. The remote reservoir Kayaba rear shock is adjustable for preload and rebound, with the same travel as the front end. It’s hooked up to an aluminium swing arm too.
Unfortunately all these upgrades have resulted in a weight penalty, with the Sled coming in at 207 kg wet. But there’s an up side: with a tougher frame, a bigger front hoop and better suspension, the Desert Sled comes across as a legitimate retro dual-sport. It looks the part too, with a high enduro-style front fender, a stone guard on the headlight, lower fork protectors and a bash plate as standard. But does it play the part?
During my time with the Desert Sled I made sure to treat it like I would any dual-sport bike-in other words, I rode it wherever I could. So I racked up miles in the city, on the highway, through some twisty mountain passes and on a few unpaved backroads.
Straight out the gate, this Scrambler’s ergonomics feel spot on. The seat stands tall at 860 mm, and the fuel tank’s pretty flat on top-so you sit on the bike rather than in it. A set of wide cross-braced bars put your arms in a perfect position for control and comfort, and the serrated pegs have removable rubber inserts, if you need the extra bite. I’m a tall dude, and would have liked the pegs a little lower for more legroom-but considering my right heel was already getting cosy with the exhaust, I don’t think that’s viable. According to the fine folks at Ducati Cape Town, you get a beefier set of enduro pegs in the box too, which is a nice touch.
The riding position is equally great when you get up out of the saddle. Never once did I pine for handlebar risers, or feel like I was standing too far back or forward. Ducati styled the 13.5 l tank after the Ducati Scrambler of the 60s, and as a happy side effect it’s extremely slim between your knees. That makes it much easier to move the bike around under you when you head into the dirt, whether you’re sitting or standing. It makes the bike feel nimble too, despite its listed curb weight-so scooting around town and darting through traffic is a breeze.
The motor’s punchiness also adds to the experience. There’s enough power and torque on hand to keep you entertained, and the way the Desert Sled launches off the mark and gets up to speed will surprise you. The air-cooled L-twin gives off a healthy rumble for an old-school feel, but the Sled’s begging for a better silencer. While the twin cans might look like the Termignoni units found on some other Scrambler models, they’re sadly not. And those engine vibes get a bit much on really long rides, with the MX-style grips doing little to prevent numb fingers.
When Ducati first released the Scrambler Icon, many lamented the throttle’s snatchiness, but it’s been vastly improved now. It’s still a little rough around the edges, but overall it’s predictable and usable. I was especially chuffed with how well I could modulate the gas while crawling over tricky terrain. And by how forgiving the transmission and motor were, when I found myself in the wrong gear. Cycling through the Sled’s six gears is a cinch, with a clutch that’s light enough not to tucker you out.
Out of the city and onto some of the Cape’s best mountain passes, I found that the Desert Sled didn’t rail corners quite as well as the Icon does. But that’s understandable-it has slacker suspension, a bigger front wheel and more dirt-biased rubber. And it still has plenty composure for spirited jaunts through the curves, made all the more fun by the extra leverage from those enduro-style bars. That bench seat is also more comfortable than it looks, and it’ll take longer than you think for your butt to start complaining.
But it’s when you hit the dirt that the Desert Sled becomes a revelation. It’s not that it’s an exceptional dirt bike, it’s just that you don’t expect it to be that compliant. On most gravel roads it tracks smoothly and predictably. When the surface gets looser, you can feel the bike start to squirm and weave a bit-but it’s still manageable. And the fact that you can adjust the suspension is great-it lets you fine tune the Desert Sled to your body weight, riding style and preferred road surface.
It’s only when you get into sand and loose, rocky surfaces that it really becomes a handful. Especially in deep sand, where I found that the front wheel got sucked down quick, and I really needed to manhandle the Scrambler towards where I wanted it to go. That’s largely down the Ducati’s weight, but I reckon I would have done better had I dropped the tyre pressure a bit-or if the Sled had more aggressive rubber fitted. The fact is, given enough encouragement, it did go where I wanted it to, and I ended up exploring gnarlier trails than I planned.
What’s more, it’s put together well enough that it didn’t feel like it was shaking apart from the abuse. The only thing that had me nervous was the prospect of dropping it-at R171 000 in red, or R175 000 in white or black, it’s not a bike you really want to knock around. Dings are sure to be costly-unless you’re happy to file them under ‘adds character.’
Still, if you’re willing to spend the money, the pay-off is a lively, nimble and fun all-rounder that’s guaranteed to keep you smiling. And if you’ve still got change left, Ducati have a number of tasty bolt-ons at the ready-including crash protection, luggage and a couple of high-mounted exhaust options.
But even in stock form, the Scrambler Ducati Desert Sled is a good-looking bike that I could ride every day…everywhere.
Scrambler Ducati Desert Sled (LE)
For more information on the bike that we tested in this article, click on the link below…
Biker people – time to spread the word!
Because you are reading this article on the ZA Bikers website we can safely assume you are a Biker Person. This is important because we have a problem: our industry is shrinking. Globally motorcycle sales are under pressure and, although some markets aren’t feeling this, our market has been particularly hard-hit. There are many reasons for this and this would be a topic all on its own. We can talk for hours about the pricing and import duties, and the mindset that motorcycles are toys, luxuries, non-essentials for most bikers out there and are the first things to be sold when trying to tighten the financial belt. There is also the factor that pure commuting on 2 wheels is not a mainstream principle, with 4 wheels being the majority’s choice and the occasional dodging and weaving seen dawn and dusk by the occasional superbike and GS.
This article is not to debate, argue and agree on the above points, but to bring some exciting news – there is an opportunity coming for us to expand our biking community and bring new people to the biking world! Let’s make riding more mainstream! Let’s get the passion back! Let’s get more people on two wheels!
Now, what am I bleating on about? There were many reasons why I, and many others, debated whether to ride a motorcycle or not. These topics we know (safety, skill, costs and so on). But one of the big fears I, as many, have had was the situation where while riding comfortably on the road the situation may present itself where we would have to grab a handful of front brake (to avoid impending doom) or we have carried to much speed into a corner; what could happen is the front end washing out and rider ending up at the scene of the crash.
Not ideal. Front end stability is key. The rear end is taken care of by fancy electronics, while the front end may have the assistance of anti-lock braking, but running out of grip is running out of grip – crashing is the result. I was once told by an instructor, when asking what I should do if the front tyre of the motorcycle starts sliding (having my car brain on and thinking about correcting understeer) and the answer was simple: “You Crash”.
So manufacturers have known this and have developed solutions, such as the above-mentioned electronics, ABS, cornering brake control and so on. But the New Yamaha Niken has taken a concept, that has been tried before mind you, and pretty much made it mainstream. As you can see in the pictures there are two front tyres – twice the grip, less risk of front end washing out, less impending doom. There is a huge amount of technology, science and engineering to discuss but this I will save for a ride review, but the result is what matters: perhaps a slide wide, reined in by electronics, and a change of underwear.
Less risk of crashing. More front-end stability. More happy riders.
So what is my point? We, as biker people, must spread the word that this bike exists, engage with our non-biking friends and family, introduce new people to our world, grow our industry and basically make the world better because bikers make the world better. Let’s get talking, sharing, Facetubing and more! And thank you Yamaha for making the Niken, for us bikers and for the bikers-to-be……
The 2018 Ubuntu Run – Gauteng (28/01/2018)
The Ubuntu Run is now into its 3rd year and I must say that the event just keeps on growing and growing. For those of you who know anything about the Ubuntu Run, then let me explain; this is an annual event, which happens across 9 South African provinces, and several other African countries. This grand event takes place on the last Sunday of January each year. The spirit of ‘Ubuntu’ is all about bikers coming together to show unity and brotherhood in biking, and ultimately breaking barriers across racial divide.
At ZA Bikers, we think the work done by the members of the ‘African Bikers Brotherhood Forum’ is incredible! So we gave our support again this year by filming the Gauteng ride, which started off at Honda West Rand and finished at the BKS Chisanyama in Vosloorus – See our highlights video of the days proceedings.. Enjoy!
The Ducati Panigale V4 S – First Ride Impressions!
The pit straight at Valencia MotoGP racetrack is only 876 meters, that doesn’t prevent the new Ducati Panigale V4 S reaching a speed of over 280 km/h. The pit straight is just swallowed in a few seconds, you enter the straight after corner 14, (called Adrian Campos) in second gear, at over 185 km/h, third gear is good for 235 km/h, fourth for 260 km/h and the acceleration seems endless – how is that possible?
With a brand new 90° V4 engine thats inspired by MotoGP technology, Ducati aims at nothing less than being the class leader in the Superbike category. The Panigale V4 offers the best power to weight ratio (1,10 hp per kilo), with a capacity of 1103 cm3, the V4 delivers 214 hp at 13000 rpm and 124 Nm of torque at 10000 rpm (with a very flat curve from 9 to 12000 rpm), while revving up to 14500 rpm. The Ducati Quick Shifter, works both up and down and helps to sustain strong acceleration.
Corner one at the Valencia MotoGP racetrack is full of rubber marks, one of which was ‘signed’ by Marc Marquez himself when he lost the front chasing his fourth world title at over 150 km/h. This environment was perfect for testing the Panigale V4 S!
Another Ducati revolution
Forget about the two cruisers Apollo V4 prototypes from the 1960’s. Forget also about the exclusive Desmosedici RR, of which 1500 units were produced in the 2007. We are now talking about a superbike for the masses. Well, the wealthy masses that is.
With the Panigale V4, Ducati literally brings MotoGP technology to the streets and to the racetracks. And this is not just a marketing ploy, like that of the Dakar winner Peugeot 3008 pretending to be the same as your brother-in-law’s Diesel-powered 3008!
MotoGP technology means: equal 81 mm bore and stroke with the engine tilted backwards by 42°, a reverse rotating crankshaft, twin pulse firing order, and nearly as many electronics as a MotoGP bike.
Rider safety has been taken very seriously by the Ducati team. There are three riding modes; Race, Sport, and Street. In the latter mode, 214 hp is delivered with a ride-by-wire softened response. There is also, an ABS EVO braking system, which allows some slide under braking, in case of strong deceleration with a slide angle between 0 to 35°.
Launch control (DPL), ensures lightning-fast starts, letting the rider focus only on releasing the clutch. Once set, the rider simply engages the first gear and opens the throttle. Wheelie control (DWC EVO), this system, using Bosch 6D IMU information, ensures wheelie control to obtain top acceleration performance in a smooth, safe manner. The DWC EVO detects the occurrence and extent of wheelies to control them with a higher level of precision, ensuring a more accurate response to rider input.
Traction control (DTC EVO), which includes a power-slide model. And last but not least, a engine-braking management system (EBC EVO), which has been developed to help riders optimise vehicle stability under extreme turn-in conditions. The only thing missing is a pit-lane speed limiter! All the above are very easy to manage and select via the left hand push buttons.
Siblings, you said?
On the looks side, the Panigale V4 is very close to its 1299 Panigale V2 sibling. The overall silhouette is the same, although there is a bit of difference in the exhaust, headlights and front nose. Riding alongside each other, you might struggle to spot the difference, although the V4 is more distinctive from the rear, with two kinds of wind tunnels under the rear lights. Awesome!
Any similarity is gone once on board. The 5’’ TFT instrument panel is brand new and proves itself to be very easy to read. The riding position is similar to the V2, with a 830 mm seat height and a narrow fuel tank (part of which goes under the seat), thanks to a V4 engine which is only 2.2 kilos heavier than the V2 (at 64,9 kg), whilst being 28 mm shorter and 38 mm lower than the V2.
The Ducati V4 has a sound of its own; more discrete than an Aprilia RSV4, less raucous than a CrossPlane Yamaha R1, it’s proper! A symphony made in Bologna.
The first few laps show instantly one of the bike’s main assets: an easiness and agility that you never found on the Ducati big V2 Superbikes. With the Panigale V4, I was cornering knee down just after a few corners, the twin cylinder took a few sessions for me to warm up before I could keep a proper race pace. The V4 is definitely a much easier bike to ride.
I started in “Sport” mode, as I wanted to tame the beast progressively. As the pace increased, there was a bit of suspension movement but not too much. There was nothing wrong with the steering damper and the high-speed stability: they are both spot on. The quality of the electronics make you almost forget that they are there. They certainly make this powerful machine easier to ride and deliver its hefty 214 hp to the tar.
“Race” mode makes the Öhlins electronic suspension (with state of the art NIX-30 front fork and a TTX 36 rear shock, plus a steering damper) work amazingly. I only noticed a slight movement whilst I was exiting hard a low speed corner, as the rear tyre searches for traction.
We also had the chance to ride the Panigale S with the Ducati Performance pack which had different engine mapping. An Akrapovic exhaust does not only deliver a divine note, it helps the V4 to generate 226 hp and 135 Nm to an ecstatic rider! Coming with a pair of Pirelli Diablo Supercorsa SC1 slick tyres, it gave us the opportunity to taste the full potential of the Panigale V4, and it’s just brilliant! The slick tyres worked better than the brand new Superdiablo Corsa “road” tyres in that under strong acceleration the bike remained solid, and the rear shock worked perfectly. The agility remains fantastic, as the weight dropped from 195 to 188 kilos – track-day fanatics take note!
A (very fast) gem
Superbike lovers can only be fascinated by this piece of engineering. The aluminium front sub-frame weighs only 4 kilograms, and links the engine (which works as a structural element to the chassis), to the front end. The rear sub-frame weighs only 1,9 kilograms, the single swing-arm weighs 5,1 kilograms, the front headlight is 500 grams lighter than that on the V2 counterpart at 700 grams, the standard exhaust weighs at 9,7 kilograms and the fuel tank (which goes, as the race bike, slightly under the seat for a better weight distribution), weighs 3,1 kilograms. The Panigale V4 is as obsessed as a supermodel about it’s weight!
The weight distribution has also evolved from the 1098, which had a perfect 50/50 ratio. The Panigale 1299 S moved to 47 % (back) / 53 % (front), and the Panigale V4 is now at 45,5 % (back) / 54,5 % (front). A sharper front end does not translate into a lack of grip, thanks to the new rear Pirelli Diablo Supercorsa, with a 4,5 mm larger foot print and it’s 200/60 x 17 size. A longer swingarm (600 mm), a longer wheelbase (1469 mm compared to the V2) and all the electronic gizmos.
While pushing harder and harder on the track, you can see the traction control lights flicker (in orange, on the TFT panel up at the left side), you can barely feel it nor hear it, as it’s extremely subtle and does not give you the feeling of interrupting acceleration at all.
Another one of the V4’s great assets comes in the braking department. Brembo has given its latest generation device, called Stylema, and it’s 700 grams lighter compared to the M50 previous generation (while being even more rigid).
The fact is the Panigale V4 is up there with the best of them as far as braking is concerned. Power, feel, everything is great and that’s quite important when you reach 280 km/h on the straight, or when the tight second-geared corner 8 appears while you exit corner 7 at over 230 km/h! All the while the electronic Öhlins suspension is doing a great job, with the whole setup being controlled by the electronics to maintain stability.
To conclude…
The Ducati Panigale V4 is not only more powerful than the V2. It’s also easier to ride, much more agile and claimed “MotoGP” technology is not just marketing hype. It’s real! As a matter of fact, there is definitely a new leader in the superbike class. While the peak power seems to be a tad less violent than a BMW S1000RR, the Panigale V4 has got more power throughout a more consistent range. It has much more personality than the average traditional Japanese in-line 4, it’s less peaky than a Yamaha R1, more powerful than a Aprilia RSV4. At Valencia, Ducati test rider Alessandro Valia was only 5 seconds away off the MotoGP lap record on the Panigale V4 – impressive!
OK, so it is likely to be pricey? If you consider it as a Ferrari 488 GTB on two wheels, then maybe not really…
What is all this safety about?
I have recently been side-lined from the heaven of riding motorcycles. Unfortunately a car decided to turn in front of me: the bike didn’t survive, and I luckily did. While I am still in recovery from a couple of surgeries and new metal bits, I get to watch other riders and dream about riding again, one day, as soon as possible.
While having a coffee with a couple of my friends and watching the bikes ride by, I was struck by a number of emotions, as I had been since the crash. And my number one emotion watching other riders? Annoyance and disbelief. I am stunned by the number of riders out there who, most of whom on some amazing machinery, ride with barely the basic safety equipment. By this I mean a helmet, and then maybe a jacket. Shorts, shoes, often no gloves…… There seems to be some superhuman confidence that they will not be involved in an accident at all!
Now, if you are the rider to rides fully “suited-and-booted”, this venting session is not aimed at you. I am in your camp. And if you are that rider who rides with basic kit I am also aware of the reasons. Some include “its too hot”, “where do I put my gear when I get to my destination?” and my personal bugbear “but I am a good rider and don’t intent to crash”. We can all pick holes in these arguments and I am sure the psychology is the same as it is with seatbelts in cars. Some do and some don’t, for various reasons. But in motorcycling it doesn’t change the rule:
Dress for the crash, not for the ride.
I am willing to acknowledge that there is a certain freedom, and for some a rebelliousness from riding motorcycles. It is why we all love it. But there is also the responsibility to other road users, the attitude towards others and the respect that we all need to share. If you want other road users to respect you, to see you, to move slightly out of your way in traffic, you should sure-as-all-hell ride accordingly. This means riding well (and this topic is covered by many other articles all over the motorcycle-internet-world) and wearing the correct gear.
I was fortunate enough to spend some time in Europe last year and I was amazed by the standard of riding. The bikes were all number-plated and rear-view-mirrored, and the riders were all in full kit. And the modern bike is an amazing piece of engineering and fairly accessible to us all. The modern bike has all the assistance systems and aids pretty much possible. But what about the rider?
What is a suggested wish-list of the correct kit to wear? I am dead-keen to debate this and I would like to start this list with the following:
- Helmet
- Jacket
- Gloves
- Boots
- Riding pants
And some new options I am seeing are neck braces and under-the-jacket airbag systems.
This topic has been discussed many times before, and I’m sure I will not change many attitudes of those who ride in shorts and so on. All I can say is that I was blessed in my accident to have great gear on, saving me from definite further injuries and potential paralysis, and the knowledge in my gut that I did all I could to ride conservatively and be a good ambassador for motorcycle riding. I can also say that accidents can happen, and they are unintentional in their definition. Lastly, I will say that I am blessed to have survived my accident relatively ok, and have deep gratitude and love to all who helped me, from medics, surgeons and nurses, to family and friends whom I put through the emotional wringer.
I will ride again, I will ride with as much safety gear as is available and I will continue to try and be an ambassador for motorcycle riding. To all of the car, truck, taxi and bus drivers out there, most of us riders are responsible and all we want is to share the road. Do not let your attitude be influenced by the reckless and irresponsible.
To the shorts, tekkies and t-shirt-only brigade – my trauma doctor was very clear in what he said to me. “Brett, we are waiting for the bikers, we know they are coming”. I can only hope that your loved ones aren’t hurt through your preventative and/or avoidable actions…..
And by the way, I cant wait to ride again. The road is for commuting and the track is for play. The next trackday is coming up and hopefully I’ll be ready….
The Other Boxer: Riding the BMW R 1200 R
Any conversation about modern BMW boxers is going to be dominated by the R 1200 GS. It makes sense: the GS is BMW’s best selling model, especially in the primo dual-sport market that is South Africa.
But there are a couple of boxers hiding in the shadows of the mighty GS that also deserve the spotlight, like the mind-numbingly good BMW R 1200 R.
Don’t get me wrong – I love the GS. It’s powerful, comfortable all day and can take to the dirt when it needs to. But if that last criteria isn’t a deal breaker for you, the R 1200 R is, in some ways, a better motorcycle.
It’s powered by the same 1 170cc, liquid-cooled flat twin, good for 125 hp at 7 750 rpm and 125 Nm of torque at 6 500 rpm. You also get a buttery smooth hydraulic clutch and six speed box, ride-by-wire throttle with four rider modes (Rain, Road, Dynamic and User), electronic suspension adjustment (ESA), traction control and switchable ABS.
But unlike its dirtier big brother, the R is a pure roadster-and a damn fine looking one at that. The older air-and-oil cooled R 1200 R (and its predecessor, the R 1150 R) had an aesthetic that was more functional than emotive. But the new generation R is muscular and aggressive, sharing DNA with the jaw-dropping Roadster Concept that preceded its launch.
I’m riding a 2016 model in these shots, but not much has changed in the last couple of years other than graphics. And not much needs to either-the style, tech and performance in the R 1200 R are still very much contemporary. Details like the exposed tubular steel frame, razor-sharp tail section and belly pan, and the diamond-shaped headlight are all signs that the R came to party. The only bit I don’t like is the exhaust; it’s a chunky, chromed eyesore on a bike that deserves better.
BMW did well with the roadster’s ergonomics too. It’s compact and low, with a manageable seat height and a narrow profile. The riser bars, seat and pegs are right where you want them for maximum control and comfort. The dash is big and clear, with an analogue speedo on the left and more digital info that I can list on the right.
On the bars, you’ll find BMW’s typical switch layout, which is easy enough to operate despite the bevy of functions available. (You even get a dial on the left side that allows you to control BMW’s Navigator GPS, should you fit it.) What you won’t find is a keyed ignition-the BMW R 1200 R works with a keyless fob, and switches on via a chunky ignition button just in front of the bars.
There’s another big change up front: BMW have ditched their traditional Telever front suspension, equipping the R with a beefy set of 45mm upside-down forks instead. Power is still delivered by BMW’s gorgeous Paralever single-sided swing arm. The R rolls on a pair of handsome alloy wheels (17×3.50 at the front and 17×5.50 at the back), with Brembo braking all round and twin 320mm discs up front.
So does it ride as good as it looks? Oh yes-there’s hardly a nit to pick with the R 1200 R’s engine package. Just like every other ‘LC’ boxer in the line-up, the fuelling is smooth, the throttle is predictable, and flicking through gears is effortless. The R loves to be revved, and the sound and feeling of that big twin spooling up as you breeze through the rev range is half the fun of riding it.
In the city the R is quick off the mark, and manageable enough to hustle from robot to robot, thanks to its light clutch. This is where the various electronic aids come in handy: I found myself with both the engine map and ESA in ‘Road’ mode while puttering around town or negotiating traffic. It put the 1200 into a better mannered mood, without killing off any of the motor’s liveliness. Rain mode was a bit more passive, and though I didn’t hit any actual rain I reckon it’s a shoo-in for wet roads, or even for beginner riders.
Out in the countryside though, I quickly switched everything over to ‘Dynamic’ and let loose. Cape Town and its surrounds are a fantastic test environment for motorcycles, and the R 1200 R blew my mind on every one of my favourite roads. I could flick it through corners all day without it ever getting bent out of shape, then eat miles quickly to get to the next mountain pass.
The twin Brembo anchors up front would shave off speed without fuss, and the ABS was effective without being intrusive. Plus the boxer motor’s ability to pull hard from anywhere in the rev range came in handy a few times.
Sure, there are roadsters out there that make more power-but the 125 horses and Newtons on offer are more than enough to satisfy most riders. And even though the liquid-cooled power plant is way smoother than the air-and-oil version in the BMW R nineT, the motor still gives off a little bit of that signature boxer buzz.
So while the R 1200 R is an extremely refined motorcycle with a rider aids package that’s bursting at the seems, it’s far from being sterile or boring. What it is, is versatile: if you’re a novice, you can put it in one of the gentler ride modes and hone your skills; if you’re experienced, it’ll reward you without making you work too hard.
It’s also more comfortable than you’d expect a roadster to be, making it good for extended days in the saddle. BMW Motorrad South Africa have cottoned on to this, so the R 1200 R comes equipped from the dealer with a luggage rack and pannier brackets fitted. (My test unit also had the optional BMW Navigator mount installed.) While I can appreciate the added practicality, these chunky touring accessories would come off with in moments of the R rolling into my garage.
I’m confident that it’d do just fine as an occasional tourer, but I want it for what it is: a gnarly roadster for tearing up the city in the week, and the mountains on the weekend. And if my wife ever let me near our bank account, I’d be in serious danger of actually buying one.
Images by Wesley Reyneke
The Harley Davidson Sportster Roadster
While the rest of the motorcycling world is strutting about, showing off their new-found ‘retro’ chic, the people at Harley Davidson must be looking at each other and wondering what all the fuss is about, telling themselves that they have been making ‘retro’ bikes since their inception in 1903!
Nowhere can this be more clearly seen than in the Sportster range. Introduced in 1957, as an update of the ‘K’ range of motorcycles by substituting overhead valves for the side-valve items, the ‘XL’ range has been in continuous production ever since and, if you were to put one of the first models alongside the latest, you’d be hard pressed to notice the difference.
It’s not even as if Harley has gone to town on updating the engineering in the intervening 60 years. In 1986, the original’s Iron Head overhead valve engine was changed for the Evolution version of the 45 degree V-Twin, but it took to 2003 to rubber mount it in the frame. In 1991, you got five speeds in the gearbox. And, er….that’s about it, apart, of course, from a change to disc brakes and, eventually, ABS.
So, while modern ‘retro’ bikes comprise classic styling with thoroughly modern mechanicals and electronics, the Harley Sportster is truly retro with classic styling and classic mechanicals. But is that necessarily a recipe for something good? With the current breed of modern classics, have we travelled too far from the bad old days of lumpy engineering, oil leaks, hinged frames and Prince of Darkness electrics to find any merit in a bike that staunchly retains them?
(OK, so oil leaks, dodgy electrics and hinged frames have, thankfully, by and large been consigned to the history books, but you get my point.)
There have always been variations on a theme in the Sportster catalogue. This particular version is called the Roadster and, far from having to look hard to find any positives, they are perfectly clear. It looks ace, with cool, flat-track style wide bars, it sounds great and, just as important to many, it is definitely a real Harley Davidson in that it has a lineage that can be traced back to the original.
Does surface glitter and heritage make a good motorcycle? Well, that’s a bit more complicated. Here we have to examine the typical Harley Davidson customer. Do they want cutting edge technology? No. Do they want ultimate performance? No. Do they want a sharp handling package? No. Do they want bags of style and that name on the tank? Yes and they don’t mind what they give up to get it.
So is it possible that a motorcycle that has been in production for 60 years and hasn’t really changed at all be all that bad or does it have some redeeming features?
The specifications are simple. An 1199cc v-twin engine producing around 60bhp and 100Nm of torque, 259kgs, ABS, keyless starting, self-cancelling indicators and that’s your lot. Performance can be generously described as ‘adequate’, the handling solid – as it should be with so much mass – the brakes fine and the riding position with these wide, low bars, really comfortable.
It’s as honest a motorcycle as you will find anywhere and that is one of its redeeming features; you really do get what it says on the tin and it’s not trying to pretend to be something it’s not.
Has age improved the Sportster? Have all the bad points have been ironed out and is what is left as good as can be? Has it been honed to perfection?
Actually, no!
Some bikes, the longer you ride them, reveal more of their personalities; the more miles you put under the wheels, the more there is to discover and to fall in love with.
I’ve been riding this bike for the last two months and the strange thing is that on my very first ride, it revealed absolutely everything there was to know about it. In the last couple of thousand kilometres, it has taught me nothing new about itself; revealed no hidden depths; surprised me not one jot.
So, this bike has not taught me anything about itself that I didn’t get to know in the first few kilometers. Although, that’s not quite true; it has taught me quite a lot and, while it does tick some boxes in terms of aesthetics and exhaust note, unfortunately, it’s not all good.
As much as I like this bike, I really do have to baulk at its complete lack of mechanical progress in the last 60 years. There really is no excuse for its weight, its clunky gearbox, its dire power output and its old-fashioned dynamics. Surely Harley could update the Sportster as they have the larger engined models, with smoother, more powerful engines and improved chassis dynamics?
And then we get to the details and two elements in particular; the foot pegs and the pillion seat. Both give the impression that Harley stick things on a bike and completely fail to test them in the real world. ‘Oh, look, here are some foot pegs we can put on the bike…yeah, they look OK. That’ll do!’ But they won’t do. They stick out far too much and are guaranteed to crack your shins or calves whenever you put your feet down, unless you splay your legs to a ridiculous degree.
And then there is the issue of the pillion. It is possibly the most uncomfortable and downright dangerous pillion seat that has ever been conceived by man. It slopes backwards and, due to the forward positioning of the pillion foot pegs, you can’t brace yourself and constantly slide off the rear, unless you get very familiar with the rider. But still you are constantly fighting to stay on the seat. Rather don’t put a pillion seat on if it is going to be that dangerous.
At the end of the day, this is a Harley Davidson and that, for many, is enough. In fact, the biggest problem to the Sportster Roadster comes from within its own family. If you look at the Harley price list, you will see that the Street Bob is really not that much more expensive in its standard form than the Sportster Roadster and it is a much more up to date bike; bigger engine, better chassis, arguably better looks; even more of a true Harley.
But one has to look at the fact that, even after all these years and the lack of development, Harley can still sell the Sportster, warts and all. Whether that says something about the company or the customers, I’m not so sure.
Africa Shox: A Hard-Charging R80G/S From Cape Town
This past Saturday, the Dakar Rally kicked off in Lima, Peru. It’s the 40th edition of the notorious race, and a lot has changed since 1978, when intrepid racers lined in up Paris.
Modern Dakar bikes are lightweight, sophisticated off-roaders, with a maximum capacity of 450cc. But the early days of the rally were dominated by mammoth desert racers—like the mighty BMW R80G/S, which racked up four wins in the 80s.
This immaculate 1982 model is a restomod owned by Mark Johnston, and it’s a spectacular homage to the Dakar-winning days of the Gelände/Straße. And remarkably, it’s only Mark’s second build.
Mark lives in the northern suburbs of Cape Town, South Africa, but bought the bike blind from a guy upcountry in Pretoria.
“I wasn’t too concerned about the overall condition, as most of it was going to be replaced anyway,” he says. “But the bike turned out to be OK in the end.”
‘OK’ didn’t stop Mark from ripping out the G/S’s motor and shipping it to Volker Schroer in Port Elizabeth. Volker rebuilt it from the ground up, bumping the capacity to 1,000 cc with a big bore kit from Siebenrock. The work included gas flowing the heads, and installing valves suitable for unleaded petrol. The exhaust silencer is from Akrapovič, but the header is custom, courtesy of Scorch Design.
Back home, Mark began transforming the classic Beemer’s chassis. He started with a set of 48mm upside-down WP Suspension forks up front, liberated from a KTM 525 EXC. The forks were also fully rebuilt, with new stanchions and stiffer springs.
They’re hooked up to the bike via a set of custom triples, made by Mark’s go-to guy for machining: Ian Ketterer at BlackSilver Customs. The front wheel is an all-new custom setup, and the front brake caliper was rebuilt and connected to a new master cylinder.
Out back, the swingarm was lengthened by almost two inches, and an offset added so that a 140-section tire could be squeezed in. The rear shock’s a one-off too, built by local suspension guru Martin Paetzold at MP Custom Valve.
The subframe’s another custom piece, built for one and with a non-removable luggage rack. Look further down, and you’ll notice that the subframe support struts also include tiny hooks for securing luggage straps.
For the seat, Mark used the original two-up pan, but cut it shorter and reshaped the back with fiberglass to accommodate the rear fender. He then re-shaped the foam, added a gel pad and sent the seat to Alfin Upholsterers for a fresh cover.
Just in front of it is an HPN rally tank, imported from Germany and painted in a variant of the original Paris Dakar race livery.
The headlight mask is an OEM BMW item (from the original ‘Paris Dakar’ edition of the R80G/S), but revised to work with quick-release straps. Off-road style fenders conclude the bodywork at each end.
Most of those changes are glaringly obvious, but there’s an endless list of subtle mods too. Mark built a new side stand (and side stand mount), relocating it to further back. The foot pegs have been swapped for burly off-road items, mounted on lowering spacers. And the rear brake lever setup has been modded to keep it safe from rocks.
There’s no choke lever up top though—Mark ditched it in favor of small choke pulls on the carbs. He also built custom breathers for the diff and gearbox.
The cockpit’s a combination of original switchgear, a simple Acewell speedo and ProTaper Evo handlebars, attached to custom risers. Also present are foldaway mirrors and a set of Barkbuster hand guards. And both the headlight and spots are LED-equipped.
We can also spot crash bars, a sump guard, and support strut for the front fender. It’s clear that Mark designed this R80G/S to go off-piste, which it already has.
“The bike rides like a dream,” he reports. “With all the changes, you wouldn’t think you’re riding a 37-year-old bike. I put on 4,000 km in no time riding the South African countryside.”
Though it wasn’t Mark’s plan originally, the R80G/S is already sold. And we’re not surprised—even though building bikes is an after-hours endeavor for Mr Johnston, he certainly has the eye, talent and determination to make it work.
The sale also spurred him on to tackle more projects. So he’s officially launched Johnston Moto, with a view to cranking out a couple of builds a year.
Who else is looking forward to seeing what he comes up with next?
In addition to the mentioned suppliers, Mark would also like to thank Willie De Kock and Ian Blomeyer for their support.
Links:
Johnston Moto Facebook: https://www.facebook.com/johnstonmoto/
Instagram: https://www.instagram.com/johnston_moto/
Images by Devin Paisley: http://devinpaisley.com/
This article first appeared on Bike EXIF and is reproduced with permission.
The Maverick Viñales – Yamaha R World Track Experience!
We attended the ‘The Maverick Viñales – Yamaha R World Track Experience’, which was held at the Kyalami Grand Prix Circuit on the 13th of December 2017. We are starved of having international motorcycle racing stars here in South Africa, a great initiative from Yamaha South Africa – Job well done!
We were asked by Yamaha South Africa to document the day, which involved positioning Go Pro’s on Maverick Viñales bike, and doing a private interview with him. This was a huge privilege, definitely a climax to an already eventful year for us at ZA Bikers. Check out our highlights video to see how it all went down. #maverickvinales25 #yamaha #kyalamigrandprixcircuit #motogp #zabikers
First Ride: 2018 Ducati Multistrada 1260 S
“This is a revolution!” This expression was made famous by the late Steve Jobs but it could be assignable to Ducati too. In 2010, the Italian firm launched the first generation Multistrada 1200 in the Canary Islands, in the middle of the Atlantic Ocean. That was a proper revolution, a high-powered, 160 hp, high-techno super-trail bike. After the rather erratic 1000 & 1100 air-cooled Multistradas designed by local ace Pierre Terblanche, the 1200 Multistrada was a real game changer.
Back then, big capacity trail bikes were very capable and efficient, but slightly boring to ride on the road. Since then, many things happened: the big GS’s gained power and are more entertaining to ride, the Germans also entered the high speed trail family with the S 1000 XR. The Austrians pump adrenaline too, with the 160 hp Super Adventure 1290 range. Triumph now has (for the ’18 range) more than 140 hp in the 1200 Tiger. Only Yamaha remains outside of the fun with the ageing XTZ 1200 Super Ténéré, which Yamaha see fit to limit electronically, for some inexplicable reason!
In terms of sales, no manufacturer has managed to remove the crown from the R 1200 GS’s head. However, since it’s launch in 2010, the Multistrada has managed to sell over 10 000 units worldwide, making it a serious contender in the super-trail bike sector, and appealing specifically to a rider with a taste for style, comfort and performance.
The range consists of a standard version, the 1260 S, the 1260 S D/Air (fitted with airbag sensors from Dainese) and the racy Pikes Peak (with a special livery, carbon parts, Termignoni exhaust, Öhlins shocks and 6 kilos less), we had the chance to test the S version on the mountainous and sunny roads of the Canary Islands. A great ride, indeed!
A lot of subtle changes
The bike looks rather similar to the 1200, cosmetic changes are quite minor, you can distinguish the new Multistrada, as it’s easy to spot the new “1260” logos on the side fairings. Other subtle cosmetic changes include; new rear LED indicators and rear hand grabs, new engine covers, and finally new wheels and new TFT instrument panel.
The Ducati Multistrada 1260 is also a Y2K kind of bike: launching in February 2018, a new Ducati Link App will work a full telemetry system, allowing you to record your rides, your speed, bike set up and lean angle. A social network bike, as you’ll be able to share all these on your favourite social network. A reward system gives prizes to users who reach several different goals based on the use of their motorcycles and different riding experiences. So, who will be the first to take their Multistrada 1260 up Sani Pass, to get a special bonus?
With the keyless device in your pocket, it’s time to get on board. The seat can be adjusted from 825 to 845 mm but the Multistrada remains quite narrow. The new instrument panel was designed with two goals: have more technology and make that technology easier to select and adjust. These goals were achieved, as the left hand push buttons make it very logical to select a dedicated riding mode, or to enter and go beyond the pre-selected set-up and make your own preferences in terms of suspension set-up or throttle response.
A X-Diavel engine
With an increase from 1198 to 1262 cm3, the Multistrada switched from the former Superbike engine to the latest X-Diavel mill. Figures are now an impressive 158 hp at 9500 rpm and 129 Nm at 7500 rpm. However, for real life use, torque is probably more important than power. The Multistrada 1260 has torque. Plenty of torque.
85% of the torque is already available at 3500 rpm. At 5500 rpm, the Multistrada 1260 has 18% more torque than the Multistrada 1200. Above 4000 rpm, there is no big dual-sport bike with more torque than the Multistrada 1260!
Do you want to talk about power now? In proper modern Ducati tradition, the big V-twin is strong and fast revving. Second gear gets you to 150 km/h, 3rd is good for 190 km/h, 4th goes above 210 km/h. There are still two gears to go and yet they still call it a touring bike? Pure madness!
Another great asset is the up & down quick shifter, which is now fitted as standard on the Multistrada 1260. It’s not only fun to use; it’s also extremely efficient, and during our test on the Canary Islands mountain roads, where we spent most of our time in 2nd and 3rd gear, I quickly dispensed with using the clutch, even when down-changing to 1st gear in some of the tight hairpins.
A very wide range of capabilities
Even though the previous Multistrada 1200 did not suffer from any instability issues, the 1260 now features new geometry: the steering angle has been increased by 1° (25° instead of 24°), the wheelbase from 56 mm (@ 1585 mm) and the swing-arm is 48 mm longer.
The different set-up has a strong impact on the bike’s behaviour. From the throttle response to the suspension smoothness, the Multistrada can be a real two in one bike. At 235 kilos (wet weight) the Multistrada remains quite light for a 1200 cm3 dual-sport bike. The agility is spot on, and the braking, with 330mm discs bitten by M-50 radial four callipers by Brembo, is beyond reproach, with precise lever feel and a lot of usable power.
Hardcore riders will be able to use the TFT dials to access and fine tune chassis set up. For an aggressive riding style the suspension works best set at the “hardest” setting, and the pre-load needs to be adjusted too. Even in that configuration, the front end lacks a slight bit of feedback. The rear shock, managed by the electronic suspension SkyHook Evo, can be a bit too soft in rebound, giving the bike a bit of movement mid corner.
You’ve just noticed that, in the above paragraph, I use superbike vocabulary to analyse a touring bike. A fast, high-powered and sophisticated machine indeed; but still a touring bike with amazing versatility.
The amount of power, the real ease with which it turns, the neutral riding position, the great brakes and grip from the Pirelli Scorpion II tires: so, as the pace gets faster and faster you end up expecting the same feedback as a proper sport bike. Hardcore dual sport riders will find some relief in the Pikes Peak version of the Multistrada 1260.
During our ride, we recorded 6.6l/100 km on the compute – enough for a 300 km plus fuel range. This was with some seriously spirited riding. The Multistrada 1260 does not pretend to be a cross-country traveller, the Multistrada Enduro and Enduro Pro remain in the range, although they stick to the 1200 engine.
The Multistrada 1260 is a prime choice for the biker looking for comfort, safety, technology, versatility and cornering talent. A lot of assets, indeed, especially while being powered by such a breath-taking engine.
The Woodstock Moto Co. Garage Built Show
On the edge of Woodstock, just before you cross over into Cape Town’s CBD, lies Barron Street. On the cusp of full-blown gentrification—but not quite all the way there yet—it’s home to such diverse businesses as a print shop, a bus depot and a swanky pet day-care. It’s also where you’ll find Cape Town’s first community DIY motorcycle workshop: the Woodstock Moto Co.
Woodstock Moto Co. founder Devin Paisley has a simple mantra: ‘Motorcycles for Everyone.’ He’s set the WMC up as an inclusive space where riders and non-riders can congregate around the love of motorcycles. Day-to-day, the WMC is a place to wrench on your own machine (with help from others), grab a coffee and a toastie, and make new friends.
But for one afternoon in early December, their activities spill out of their front door, as half of Barron Street is shut down for the annual Garage Built Show. A massive moto-themed street party—the only one of its kind in Cape Town—the Garage Built Show is an amplification of what the WMC is all about.
I get roped in each year to curate the custom bike exhibition—one of the core features of the show. So I get a unique look at what goes on behind the scenes too. In the days leading up to the event, the WMC crew is tasked with pulling off a small miracle; transforming their warehouse-style workshop into a festival-friendly space.
This year—the show’s fourth—eleven unique custom motorcycles dominated the WMC’s main floor. There were bikes from pro and garage builders, spanning multiple styles, marques and ages. Highlights included a brand new Royal Enfield with heaps of hand-shaped bodywork, a burly Harley-Davidson Sportster, and an 80s-model Suzuki GS450 that was built entirely at the WMC by one of its members.
Alongside the bikes, photography and illustrations from multiple photographers and artists lined the wall. WMC resident Greasers Garage and Cape Bike Tyre were on hand to show off their wares to the public, with the latter hosting a tyre changing contest. And in one corner, WMC members completed a live custom bike build in front of scores of curious eyes.
Outside, headline show sponsor Motul had their full range of products on display. They also ran demos throughout the day, treating a Honda CX500 café racer to various cleans and polishes. Fellow sponsors Harley-Davidson Cape Town brought down some of their latest models, and hosted a special custom Harley parking area. Also on hand were Deus Africa, Journeymen and local bicycle company Rook Cycles, who held a track stand contest throughout the day.
Visitors were fed tasty pork neck and chicken burgers by Tailgate Foods, and hot dogs from Baguette Sandwiches. Tribe Coffee handled caffeine-related refreshments, Red Bull ran a fully licensed bar, and Striped Horse kept the liquid gold flowing.
Local vinyl ninjas Roastin’ Records kept heads bobbing all day long with their eclectic choice in tunes—ranging from blues and classic rock, to hip-hop.
While the main custom display was happening inside the WMC’s building, the street outside showed equal creativity with designated parking for anyone arriving on a custom motorcycle. Eyes shifted and necks bent as bikes rolled in one-by-one, filtering their way through the crowd.
Judging at the Garage Built Show is a casual affair each year, with a panel of judges each picking their favourite motorcycle, and the people picking a ‘People’s Choice’ winner for the day. Motul picked Stoos Customs’ off-the-wall Harley-Davidson Sportster as their winner, while I (Rather be Riding) opted for Johnston Moto’s awe-inspiring Paris-Dakar style BMW R80G/S. Greasers Garage gave Barry Ashmole (The Garage) the nod for his Enfield, finished mere hours before the show. Ian Ketterer at BlackSilver Customs bagged an honourable mention, for his 81 BMW R100RT.
Outside, Harley-Davidson picked their favourite bike from their own parking lot—a beautifully maintained 1942 Flathead. Devin was tasked with choosing his favourite custom bike from the parking lot as the official Woodstock Moto Co. pick, and settled on a slick Honda CB café racer that nearly didn’t make it there on the day. As for the people, they voted via Facebook, crowing Leo van Staden the winner with his classy 1975 Honda CB400F Supersport café racer.
Leo walked away with a brand new Bell Helmet for his efforts. The full pool of prizes for winners included goodies from Motul, Harley-Davidson, WMC, Timber City, Deus and Dirasi. But for the winners, it was less about the prizes, and more about the kudos for the hard graft they’d put in.
And they weren’t the only ones smiling. Just about everyone wandering around the show looked like they were having a good time—whether they came there by motorcycle or not. That easy-going, inclusive vibe is what makes the Garage Built Show an excellent way to spend a Saturday afternoon.
For more information about Woodstock Moto Co. visit: www.woodstockmoto.co
Riding the 2018 Harley-Davidson Softail Fat Boy
The birth of Harley-Davidson’s new Softail platform meant the death of the beloved Dyna. But the Motor Co. wasn’t about to ditch some of their most popular motorcycles—so they absorbed the best Dyna models into the new range.
That brought the new Softail line up to eight models; then nine, when H-D released the new Sport Glide. Can nine bikes sharing the same chassis and motor retain some individualism, or does each one just feel like a rehash of the same theme?
To find out, I’ve been working my way through the range. At the European Softail launch, I squeezed in saddle time on the Fat Bob, Street Bob, Breakout and Heritage Classic. Back on home soil, I grabbed the keys to this guy—the 2018 Harley-Davidson Softail Fat Boy.
Full disclosure: I really like Harleys, mostly because of their torque-y, vibe-y v-twin power plant. But I lean towards Harleys that are blacked-out and edgy—and far away from chromed-out cruisers with that traditional American cruiser silhouette.
The Fat Boy is one of the latter, with a look that’s so iconic, that when I brought it home my 8-year-old son immediately asked, “is that a Harley-Davidson?” While that would normally turn me off, I actually really liked the Fat Boy’s vibe.
That’s because Harley have put a new-school spin on an old-school look. Yes, there’s a fair helping of chrome, but a lot of it is ‘satin chrome’—a brushed finish that’s gorgeous to both the eye and the touch. That’s complemented by an assortment of polished metal, and yes, some blacked-out, parts.
A couple of design features hog the spotlight—like that retro-futuristic front end. Up top, a squared-off nacelle wraps around the fully LED-equipped headlight, with a set of fork covers keeping things burly lower down. Both the nacelle and the light itself are absolutely gorgeous, giving the Fat Boy a progressive look while still feeling classic.
The other big visual hit comes from those gigantic, machined aluminium ‘Lakester’ wheels. The wheels measure 18”, with a 240 out back and a whopping 160 up front—the largest front wheel Harley’s ever put on a stock bike. Harley calls it a ‘steamroller stance,’ and there’s no denying that the Fat Boy has serious presence. Even the broad fenders look great—especially out back where the rear light is integrated into the indicators, leaving the tail smooth.
But there’s a down side to the Fat Boy’s steamroller design: it doesn’t love corners. Sure, no-one really buys a cruiser to carve canyons. But even within the Softail range there are bikes that are actually fun to corner on—like the Fat Bob and Street Bob. They’re a testament to how hard Harley-Davidson worked on the new platform. The new chassis is lighter and stiffer than both the Softail and Dyna models it replaces, and on most new Softails that translates to a livelier ride.
But on the Fat Boy, that improved handling is held back by those steamroller wheels. It’s not that it won’t turn, it’s just that it needs a little encouragement (and a lot of body English) to do so at any sort of pace. And at 304kg dry, it’s also one of the heaviest of the new models, making slower manoeuvres just as much of a chore.
The suspension and brakes perform admirably, but a second brake disc up front wouldn’t go amiss. I’m assuming Harley excluded it to show off the design of the wheel, but the front end has a tendency to twitch under braking—which is unnerving if you’re grabbing a handful. I’m no engineer, but I’m sure a second disc would help spread the load and balance things out.
Those gripes aside, the Fat Boy does do one thing extremely well: cruise. The seat is wide, plush and deep, so you sink into the bike as you hop on. The bars rise up and back to meet you, and the forward-mounted floorboards put your legs in just the right spot for relaxed, all-day riding. There’s no wind protection though, since a windshield would kill the Fat Boy’s vibe. So at high speeds that comfy rider position works against you—catching your body like a parachute and trying to lift you off the bike.
The cockpit is refreshingly neat, with all of the wiring—and the new Softail ride-by-wire throttle—hidden inside the bars. You’ll find the speedo down on the tank, and while I’m not usually a fan of looking down for info, I can’t imagine it any way. It’s also a really well-designed unit, combining an analogue speed readout with a digital display that includes fuel level, gear position and all the regular info. Nice details abound—like the drilled tank ‘strap’ and the chunky bar clamps.
The Fat Boy isn’t short on grunt either. Like all the other new Softails, it’s powered by Harley-Davidson’s Milwaukee Eight motor. I’ve sampled the Milwaukee Eight in various models and really dig it. I love how it looks, for starters, but I also like how punchy it is. With dual counter balancers under the hood it runs surprisingly smooth, but there’s still enough vibration in the mix to remind you what you’re riding. A little more bark from the shotgun exhausts would be nice, but then you wouldn’t have any reason to buy those Screamin’ Eagle cans, right?
You can get the Fat Boy in either a 107 (1 745cc) or a 114 (1 868cc). My test unit was a 114, and pulled like a freight train with 155Nm of torque on hand. Kudos to H-D for improving the rest of the performance package too; like the fuelling, which is much smoother than before. The new torque-assist clutch is a treat, and won’t leave you with a tired left hand. Each gear still responds with a solid click as you move through the box, but I can’t fault the feel (and I can actually find neutral, unlike on previous models).
Harley-Davidson’s design philosophy is “form follows function, but both report to emotion.” On the Fat Boy, that emotion refers to the classic Harley aesthetic that it evokes. I lost track of how many thumbs up, approving nods and ‘nice bikes’ I got during my time with it.
So while it wouldn’t be my first pick, I can see it the Fat Boy hitting the sweet spot for many riders. Which just proves how versatile the new Softail platform really is.
Images by Wesley Reyneke
First Ride: Kawasaki Z 900 RS
35 years after the iconic Z1, this new 900 Kawasaki will warm the hearts of biking enthusiasts and stir up plenty of nostalgia for the good old times. But is the Z 900 RS a skilfully redesigned Z 900 or a whole new bike?
To be honest, the motorcycle revolution started with the 1969 Honda CB 750 K0. Inline four cylinder, electric start, disc brake and 67hp: the Honda brought power and performance simultaneously, reliability and with a real ease of use and that was more than enough to change the rules in an old world dominated by placid German, awkward American, and fragile British motorcycles.
If Honda invented a new world, Kawasaki made it better – Much better!! In 1972, the Kawasaki 900 Z1 raised the game with more capacity (903cc), more power (82hp) and more technology (DOHC engine). The Kawasaki was definitely the Japanese bike for the real men. With a weighty flywheel, its engine delivered a raw and instant kind of power. Add an amazing build quality and that was enough to become a legend in its own right. Nowadays, Kawasaki estimates that between 70 and 80% of the 900 Z1’s built are still in running order, and you can expect to pay up to R 300000 for a mint original Z1.
There is a real move to retro bikes. Hence, for quite a long time, the market has been full of machines which could claim some historical heritage and some genuine posing value, while propped on their side-stands in front of a trendy pub. Truth is, many are slow with below average riding qualities. This is not the case with the Z 900 RS.
This is much more than a redesigned Z900
For Kawasaki, the Z 900 RS is a tribute to the 900 Z1. A tribute that keeps the spirit but delivers modernity. That’s why the original cradle frame and the twin rear shocks are not part of the package. The frame is not from the Z 900 either, the trellis frame has been totally re-designed with a higher front and a lower end section, and both the fuel tanked and seat have been re-designed to a classic retro style.
The Z 900 RS is a classic yet modern bike. Lights are full LEDs and the tail section has been specially designed to give the same old bulb halo, instead of the crowded look that you get with the LEDs.
The old-style dashboard keeps the same max speed indication as the original Z1 (240 km/h), and the centre parts of the dials looks exactly the same. However, a large digital screen sits in between and shows many features such as a fuel gauge, a gear indicator, traction control level, as well as air temperature, fuel range, and average + instant fuel consumption.
Everything is easy to access thanks to a left hand button. With no fly-by-wire throttle, the Z 900 RS cannot offer any riding modes to follow the current trend. That does not really matter anyway, as the lovely engine characteristics all but render such wizardry redundant.
Aside the obvious overall design, the styling department went very far indeed, to pay homage to the original Z 1. The painting looks the part, although, in the old times, they used a bit of arsenic powder to get that sparkling effect. Environmental laws became strict, but modern technologies allowed Kawasaki to keep the same colour attitude. The seat strap is fixed by a part that has the same plate and the same crosshead screw as before. If Kawasaki never considered a four pipes exhaust for weight and cost reasons, they studied 20 prototypes (included a dual pipe one) to get a perfect deep exhaust note.
Besides the green Café version, the Z 900 RS will be available in three colours – matt green, black and orange/brown, so you should find one that suits your tastes.
Stronger, torque rich…
The 948cc engine (74.3 x 56mm) is also slightly different from the one mounted in the Z 900, although they obviously share the same overall conception. The torque is nearly the same (around 98Nm) but available at 6500 rpm instead of 7700 rpm on the Zed. The power, however, has been reduced from125 hp at 9500 rpm to 111 hp at 8500 rpm; the compression ratio is lower (10.8:1 instead of 11.8:1); the cam shaft is different and the flywheel is heavier by 12%, which delivers more instant torque. The gear ratio features a shorter first gear, and there is still a light “overdrive” effect when engaging sixth gear.
All of this changes the riding experience. Between the Z and the RS, the peak power difference is easy to notice as the retro-bike does not have the engine revving freely to the red line with a deep intake sound. The RS is more linear between 7 and 10000 rpm but below 7000 rpm, it offers more power and torque than its “modern” naked sibling.
If we all admit that an average Z 900 RS fan is looking for more everyday life riding pleasure rather than a succession of thrilling acceleration, then the RS scores a big mark. In real life, while gently cruising on the Mediterranean coast south of Barcelona or winding through a variety of mountain roads, the amount of usable power is always a source of great fun. The inline four pulls strongly from low revs and the acceleration is always very consistent. A great engine then and definitely on par with the bike’s spirit and the Z1 heritage.
I was positively surprised by the overall level of comfort on this bike, which has never been one of the Z family’s qualities. The riding position is very neutral, with handlebars higher and closer to the rider than on the Zed. The bike has smooth controls and an assisted clutch. The seat is great, with a small step which aids comfort while cruising and when pushing hard. Great news also comes from the suspensions department with a 41mm upside-down front fork (travel: 120mm) and a single-shock rear absorber (travel: 140mm). They are both very well mannered and decently damped. They are even a bit soft, but not wallowy in any way and the good chassis provides comfort and riding pleasure. Unlike the Z 900, the RS version features radial front brakes, the radial brakes are set in the same way: good braking power but no brutal initial byte.
All that gives the 900 RS a dual personality. Easy to ride (once in action, the 215 kilograms just disappear) and absolutely neutral bike to handle, which should appeal to the urban commuter or for the beginner rider. But, different to many retro-bikes, the Z 900 RS can also handle a higher pace and still deliver lots of fun with much more ground clearance than a Honda CB 1100 RS; more mechanical character than a BMW R nineT and more agility than a Triumph Thruxton, which can be seen as the RS’s natural competition. While pushing harder and harder, the only downsides will come from a riding position that is too upright, which minimises loading the front end and the riders movement on the bike. But then, if that is what you want, you start to exit the Z 900 RS’s design parameters and purpose.
In conclusion…
The Z 900 RS has a lot of appeal. It’s a great looking bike with a historical soul, but mixed in with modern technology and it has top quality components and finishes. It’s a great city bike; it’s extremely easy to ride; it looks the part and it can also handle some sporty moments on the tail of sharper bikes. It does not claim to be a long distance tourer (although the engine will handle it forever as it runs at 4700 rpm in 6th gear at 120 kph), but, despite the wind exposure, the overall level of comfort is truly amazing. That’s a lot of in-depth features for a bike that will be first noticed for its looks, but will definitely deliver much more…
Kawasaki Z900 RS
For more information on the bike featured in this article, click on the link below…
Travelling like a Chief.
I find myself traversing dense traffic on the N1 South as I head towards Johannesburg. Fast approaching the Buccleuch interchange I have to make a swift decision; Western or Eastern Bypass?? East, it is, as I carefully lean left, feeling my way through the long decreasing radius corner aboard the Black Indian Chieftain that I am fortunate enough to pilot for the next few days.
This Black Beauty is a 1811cc Bagger type, Luxury Cruiser. Born and bred in the USA, the 49 degree V-Twin is huge fun. A maximum torque output of 162 Nm at 3000 rpm provides effortless riding pleasure, as can be imagined.
At 389 kg (wet weight), you can be forgiven for thinking the Chieftain is hard work, but surprisingly, she handles the congestion better than anticipated. Of course, there is a higher calling to this work of art as the wide-open spaces beckons. Beat by beat, the engine propels me into the freedom zone of the open road as we leave the metal cages and blue city smoke behind. The green, rolling hills of KwaZulu-Natal, will be our ultimate destination for a true test of virtues.
I am one of the most fortunate people I know. I have a long list of very diverse riding and racing experience to my credit and I often find myself aboard a two-wheeler of some sort.
On our way, we approach the railway town of Van Reenen. This forgotten gem bears the same name as the very well-known and heavily travelled Van Reenen’s Pass that splits the town in two. You might not know this, but Van Reenen has a rich and interesting history and once upon a time, this was a bustling little town, as the railway system formed the heart for travelling in South Africa.
A friend recommended the Green Lantern Inn, so we decide to go and investigate. Very little prepares you for what you are about to experience when you stand outside, gazing at the unassuming old building.
Stepping through the front door is like stepping back in time. Early 20th century artifacts and furniture don the floors and walls of this charming Inn. The locals are friendly and the en-suite bar becomes very popular after the sun goes down.
A number of comfortable lounges invites you to stay for as long as you want and a delicious meal, enjoyed in the company of new friends, always rewards my travels. This is truly an experience.
Awoken the following morning by the sound of rain on the tin roof, I smile and realized that another eventful, satisfying day is at hand. How glorious to greet my new friends and head off into the fresh, early morning mist and overcast skies. Typical of South Africa, I travel for only about 50 kilometers before the morning sun beats the clouds and points the way towards Howick, Boston, and then the famous winding undulating road to Bulwer, Underberg, and then ultimately Himeville, my final stop. I laugh in my helmet, as I enjoy the smooth, neutral handling of this fine motorcycle. I find myself humming an eighties tune, as I pen my thoughts to paper. I gaze at the Chieftain, gracefully parked under a massive, age old oak tree. So many emotions, such a unique experience, timeless character and artful in appearance.
The Chieftain is every bit as competent as others in its class. I cannot help but think back to the passion of the sales staff, when fetching her from the local importer. They truly believe that their products will put a smile on your face (which it did).
The brakes work really well. As we bear down on corners and slower moving traffic, the rear brakes work especially good, aided by lots of weight to help find traction. The front brake lever, travels a bit far before it bites but a small adjustment in riding technique quickly counters this concern.
Next stop is the Mountain Park Hotel in Bulwer. Recommended by Lee-Anne from the Green Lantern Inn, I was pleased to make this my next overnight stop. Built during the Second World War by Italian prisoners of war, the Mountain Park Hotel is certainly worth a visit. Now under new management, this hotel is undergoing some refurbishment. It seemed ironic to me that the timeless character of this ghostly place seemed to match the timeless character to be found in the Chieftain and I am not alone in thinking this – the attention she garnered from onlookers was inspiring!
Purring along on the back roads at 3000 rpm, I’m seeing about 135km/h on the speedo. The torque of this big motor makes travelling at these speeds effortless! Her stability gets tested in some windy conditions, but there seems to be very little that upsets her handling – which is a welcome reassurance.
People buy and ride motorcycles for a number of reasons, this motorcycle was designed and formed to awake the deeper virtues of appreciation and inner peace – she’s a mobile work of art! But can art be functional? The answer is yes, and here’s why – well, because of the way this graceful lady rolls into a corner, because of the way the engine purrs effortlessly on the freeway, and because of her awesome stability.
The last part of my journey brings me back to the life and sounds of the big city, my mind awakens to all the activity around me. In the midst of this, there is the gift of yet another quiet moment, this gives me just time enough to contemplate once more why we ride. In my arsenal of ten ideal motorcycles, there just may be a new addition, it could very well be an ‘Indian Chief’ guarding over the rest of my collection…… only time will tell.
Sundays are for Motos and Friends: Getting to Know Ducati Cape Town
To the average Capetonian, the sight of shiny red Ducati signage on the way into the V&A Waterfront is no big deal. But to Cape Town’s Ducatisti, it signals a return to the Mother City for this iconic brand.
Cape Town went four years without a dedicated Ducati dealership. For the last two and a half of those, current branch manager Anston Collins ran a bare-bones operation out of local workshops Superbike Solutions and The Bike Doctor. But in August of this year—after four months of prep—the new Ducati Cape Town finally flung its doors open.
You’ll find the new 380 square metre showroom on Dock Road, in the fairly new Waterway House development. It’s really easy to spot, though Anston tells me it’s just enough off the street to limit superfluous foot traffic. Parking’s a breeze too (something that’s unheard of in Cape Town), thanks to an underground garage with thirteen dedicated bays.
I was out of town for the official opening, so I sweet-talked Anston into hosting a small group ride from the shop—and opening the shop on a Sunday morning for a dedicated tour. That meant a chance to explore the space uninterrupted, and a chance to swing a leg over some of the motorcycles in Ducati Cape Town’s well-stocked demo fleet.
He let me bring some friends, so I called up good friend, photographer and Woodstock Moto Co. proprietor Devin Paisley; his fiancé Sanela Bozic; and Hypermotard owner / all-round Ducati fan boy, Jonathan Tee. Anston was joined by Ducati CT staffers Louis and Chris.
The dealership’s full staff complement is actually nine. The breakdown is three sales people, two technicians, a parts and service specialist, a housekeeper, a driver and an admin whizz. The sales and workshop guys all go through official Ducati training, and the team also includes one of the country’s best Ducati techs: Zoki, previously from Zoki Tech.
We congregated at eight AM on a banging pre-summer’s morning, kicking the day off with coffee. The showroom’s front-of-house is pretty huge, packed with bikes, gear, and a generous reception desk-cum-coffee counter. Sport bikes, nakeds and tourers are grouped together, and there’s even a clearly-branded Scrambler Ducati corner.
The back of the showroom narrows into a short corridor, flanked by offices, before opening up into the workshop. Inside you’ll find a couple of dedicated work bays, with neatly arranged tool boxes and boards lining the walls. Since it was a Sunday, everything was packed away and locked up—we snuck a peak inside one of the tool boards, and were blown away by how clinically everything was stacked. The workshop has its own easily accessible entrance too, which is where we allocated bikes and set off from later in the morning.
Our little arsenal included the Ducati Monsters 797 and 1200, Multistrada 950, SuperSport, XDiavel, Scrambler Desert Sled and Scrambler Café Racer. Since these are all current models, I quizzed Anston on what you get when you buy a brand new Ducati; a two year, unlimited mileage warranty, roadside assistance and an optional maintenance plan (the costs for which depend on what model you’re buying). The guys also offer a collection and delivery service, a bonus for us lazy Capetonians.
I also asked him how easy it is to get parts these days—something that’s often a concern with European brands. According to him, anything that’s not already in stock can be ordered from the factory, and typically takes a week to arrive in the country, then a couple of days extra to get to Cape Town. Orders are placed as often as needed, even if that means ordering new parts every day.
Once we had the formalities out the way, it was time to fight over who’d be riding what. Anston immediately gravitated towards one of his personal favourites: the gorgeously-styled Scrambler Café Racer. I hopped onto the monstrous XDiavel, a curious blend of cruiser styling and V-twin performance. Sanela was instantly comfortable on the Monster 797, and pretty much held onto the keys all day. The rest of the guys settled on whatever was left, but it didn’t matter—we chopped and changed for most of the day, swapping bikes whenever we felt like a change of pace.
I’d mapped out a route that would take us through Wellington, over Bainskloof Pass, through the breathtaking Slanghoek Valley and back over Du Toitskloof Pass. We then headed from Paarl in Franschhoek’s general direction, before diverting back over Helshoogte, returning to the CBD via Stellenbosch and the N1.
In that time, I managed to put miles into just about every bike in the set. Sunday rides with good friends are always fun—but Sunday rides where you get to ride different bikes on different roads are a riot. Digging into the details of each model would fill too many pages, but I will say that the Multistrada 950, Monster 1200 and Scrambler Desert Sled occupy my Ducati fantasy top three.
As all-rounders go, there’s little to complain about on the Desert Sled (I’ll have a full review coming soon). The Monster 1200 is downright brutal, but somehow comfortable enough to munch miles with little fuss. And hooning the Multistrada 950 through Bainskloof’s bumpy corners gave me newfound respect for a motorcycle that, if I’m being honest, I hadn’t given much thought to before.
If you want to pick your own favourites, all of the models we rode (plus a few more) are available for test rides. And Anston, Louis and Chris are genuinely rad guys to deal with. I spent a whole day with them and quickly realised that, even though they work for a swanky European OEM, they’re really down-to-earth people that love motorcycles as much as I do.
I’m already trying to figure out how to convince Anston that we need to do this again.
Who’s with me?
Contact information:
Ducati Cape Town, 3 Dock Road, Waterway House South, V&A Waterfront, tel: 021 000 2100. Open Monday to Friday 07h30 to 17h30, Saturdays 07h30 to 13h30.
BMW Media Day – Mpumalanga.
At 7am we were already landing in Mbombela to attend a BMW Media day. The star of the show was undoubtedly the introduction of the K1600 Bagger. Resplendent in “Blackstorm Metallic” paint, the bike looked simply magnificent. In typical Bagger fashion the panniers follow the line of the sweeping fender. With the sleek , yet substantial fairing, the Bagger has a “Puma about to pounce” look to it. There was the odd comment about the different handlebar style, but on reflection i really liked the overall styling.
After a tasty breakfast, and rundown on the Bagger by the BMW brass, we kitted up and chose a bike to ride on the first leg of a 300k ride. I claimed the R1200R for the first leg. What a beautifully torquey and refined and balanced motorcycle this is! I cannot help thinking that with a little bit of wind protection, the R1200R would make a way better choice than a GS for riders who never venture off road. The conventional front forks give excellent feedback. I love this bike.
Next up I hopped on the F800 GS. This GS is now starting to show it’s age. The motor is vibey at revs, and the steering is vague. This was exacerbated by the fact that it was shod with TKC 80 knobbly tyres. Opposition brand offerings have caught and passed the 800 GS on most fronts. I do know that a replacement is under development. Watch this space.
Wow! Now for the Bagger. I rode this beauty up Longtom pass to the cannon site. It is inconceivable that something this big can feel so light and, dare I say it, almost nimble. 118Kw and 170Nm of torque delivered in a silky smooth six cylinder fashion, make for an intoxicating ride. The decent ground clearance allows the fun to continue in the twisties too. Impressive!
Going from the Gor’Blimey to the ridiculous, I jumped from the Bagger mothership, onto the impish G 310 R. As the pass tightened up the little 310 absolutely railed through the turns. On big bikes like the Bagger, the riding sensation becomes muted. You know there are wheels down there somewhere but almost ride on faith rather than feel. On the littlest Beemer it is the exact opposite. It is totally engaging to ride! First of all it punches way above it’s weight, performance wise. Secondly, it corners so fiercely that every bike in front of you in the tight stuff becomes a moving chicane. More fun than a bag of monkeys on the right road.
The R9T Urban GS is the street scrambler of the R9T range. Styled like the original R80 GS it is a charming blast from the past. As with the whole R9T range, the bike sports the venerable 81Kw air/oil cooled motor from the previous GS range. It is a lovely mill, with plenty of power and torque in this application. The bike is taught and really pleasant to ride. I dig it.
Once again I climbed from a naked bike onto the super tourer K1600 GTL. As competent as the Bagger, but with a back perch that will satisfy the most fastidious passenger, the GTL will waft over vast distances in serene comfort. Once again, not as engaging as smaller lighter offerings, but a magnificent horse for the super touring course. The same 6 Cylinder mill as the Bagger raises refinement to amazing levels.
What can I say about the R1200 GS that hasn’t already been said? In RALLYE guise it is meant to be the most dirt worthy GS. We only rode on tar, but the bumpy tight road out of Pilgrim’s Rest reminded me of what an accomplished performer the GS is on damn near any road. Little wonder they sell as well as they do. Mr. Do-it-all.
The S1000R is an absolute weapon! Faster than a fast thing, with a chassis to match, and ALL the electronics needed to control the beast. You will not find a better naked sport bike. You may favour another engine configuration or whatever, but you will not find a BETTER bike, period!
My next ride, after a scrumptious lunch, was on one of the most beautiful Bee Em’s of all time. Certainly if you were around bikes in the 70’s. Yes, you guessed it, the R9T Racer. Stunning in BMW Motorsport livery, the Racer is a feast for the eye balls. Unfortunately riding it is another story. If you have legs like Danny De Vito and the arms of an orangutan, then you will be comfortable. The riding position is seriously uncompromising. The Germans will be the first to tell you that form should follow function. It is a Racer after all! The faster you ride it , the better it gets. The Racer loves long sweeps taken at speed, then all is forgiven. I f your neck and wrists take too much strain just stop and gaze at it. It makes the pain bearable.
Practicality has never been more exciting than on the S1000 XR. Put a decent fairing and comfy seat on a S1000 R and you come up with a truly practical super bike that can do it all. You sometimes find yourself looking for another gear. The motor, like that of the S1000R, feels busy, even when it is loafing along. The fact that there is such abundant power, at almost any revs, supports the feeling of needing to hook another gear.
The S1000 XR carried me back to the airport, and the conclusion of a wonderful days riding. As fortune would have it, the weather was absolutely perfect. A bit like baby bears porridge, not too hot and not too cold, just right! The range of BMW bikes that we rode emphasized how incredibly this manufacturer has progressed in recent years. They truly have a bike for all seasons. Not just any old bike either, but bikes that reflect the thorough design and build quality that are synonymous with BMW. No matter what your fancy, there is a motorcycle with the familiar blue and white roundel on it that virtually guarantees rider satisfaction. Pop down to your local BMW dealer and see for yourself. You will not be disappointed!
Yamaha MT-07 Tracer – Middleweight Cruise Missile
The introduction of a Tracer version of Yamaha’s excellent 700cc parallel-engined middleweight, brings a whole new set of skills to this class. Naked motorcycles, whilst a lot of fun, are limited on the practicality scale. South Africa, with its long distances between major centres, is hard work, even at legal speeds on bikes with no wind protection. Enter the Tracer MT-07.
As with the MT-09 Tracer, Yamaha have fitted a decent frame mounted fairing with an adjustable windscreen and increased fuel tank capacity. Other minor tweaks have created a middleweight that can tour, do track days, or commute with aplomb. The MT-07 Tracer, with the same Transformer like styling as it’s larger sibling, is one handsome bike.
The medium rise handlebars have a trick looking stainless steel slotted brace and sport colour coded wind deflectors cum handguards. The front indicators are mounted unobtrusively below the handguards. The windshield is adjusted via two knurled knobs, which, once loosened, allow manual raising or lowering of the screen. Simple and effective.
Suspension features non-adjustable right side up front forks, which are firm yet supple. The rear shock is the familiar Yamaha lay down affair with 9 preload adjustments. Base settings are already firm which means there is plenty of adjustment to compensate for a passenger and luggage.
The motor hangs from the steel trellis frame as a stressed member. An aluminium swing arm, finished in a classy flat black, suspends a handsome black mag wheel. Once again, as with a number of their engines, Yamaha use a stacked gearbox tucked in behind the motor. The result is a lovely narrow motor and sleek motorcycle.
Bodywork, incorporating rubber knee pads, shroud the tank. Magnetic tank bags will therefore not work. A full 17 litre tank, allied to decent fuel consumption, will give you a decent touring or commuting range. The exhaust exits tidily behind the right foot peg. The bulk of the exhaust, necessary for Euro 4 compliance, is tucked away under and behind the engine.
Instrumentation is digital and comprehensive. Average and current consumption, fuel gauge, odo, trip meters, air and engine temperatures, gear indicator, the lot. Brakes are twin discs up front with a single rear. Suffice to say there is plenty of power and good feel. ABS lurks in the background for when your talent runs out.
Typical of a modern Yamaha, the little Tracer is a really polished package. It runs an indicated 200 kph in 5th gear on the redline, and cruises effortlessly at 160 – the motor is then spinning at 6,700 rpm. All this from a mere 700 cc! Impressive. Handling is excellent. Firm suspension and good frame geometry combine to give a thrilling ride. The MT is stable even over dodgy surfaces. Scratching down racer road may not quite put you in R6 territory, but the small Tracer, properly ridden, will punch way above it’s weight.
The Tracer treatment sits well on the MT-07. What we now have is a fun bike for all seasons. Two up touring may be a challenge over really long distances for the simple reason that the bike is quite small. In every other respect, the MT-07 Tracer more than delivers. A truly excellent motorcycle offering value for money. The Tracer, ridden sensibly will not intimidate newbies, yet has the dynamic ability to still satisfy experienced riders. Once again we have a winner from the ‘Tuning fork factory’!
Specifications
| ENGINE | |
| Type | Liquid-cooled, DOHC, 4-stroke, 4-valves, 2-Cylinder |
| Displacement | 689cc |
| Bore x Stroke | 80.0 mm x 68.6 mm |
| Compression Ratio | 11.5 : 1 |
| Maximum Power | 55.0 kW (74.8PS) @ 9,000 rpm |
| Maximum Torque | 68.0 Nm (6.93 kg-m) @ 6,500 rpm |
| Lubrication System | Wet sump |
| Clutch Type | Wet, Multiple Disc |
| Fuel System | Fuel Injection |
| Ignition System | TCI |
| Starter System | Electric |
| Transmission | Constant Mesh, 6-speed |
| Final Transmission | Chain |
| Fuel Consumption | 4.3 l/100km |
| CO2 Emission | 100 g/km |
| CHASSIS | |
| Frame | Diamond |
| Front Suspension | Telescopic Forks |
| Rear Suspension | Swingarm, (link suspension) |
| Front Brake | Hydraulic dual disc, Ø 282 mm |
| Rear Brake | Hydraulic single disc, Ø 245 mm |
| Front Tyres | 120/70 R17 M/C 58W (tubeless) |
| Rear Tyres | 180/55 R17 M/C 73W (tubeless) |
| DIMENSIONS | |
| Overall Length | 2,138 mm |
| Overall Width | 806 mm |
| Overall Height | 1,270 mm |
| Seat Height | 835 mm |
| Wheelbase | 1,450 mm |
| Min. Ground Clearance | 140 mm |
| Wet Weight (including full oil and fuel tank) | 196 kg |
| Fuel Capacity | 17.0 L |
| Oil Capacity | 3.0 L |
Nitro Circus 2017 with Nick de Wit (Sick Nick).
The 2017 South African ‘Nitro Circus’ tour was a huge success! It was the second time for this prestigious event in South Africa, the first time was back in 2014. We caught with Nick de Wit (Sick Nick), who was the ONLY South African MX Free-style rider at this years event – He shares with us his perspective on Nitro Circus 2017. #nitrocircus #zabikers
First Ride: Ducati Monster 821
For 2018, the Ducati Monster 821 enjoys some new aesthetics and technological improvements. Nothing really major but enough to renew interest in this great looking, mid-size, iconic, naked bike.
The past six months has been a bit lonely for the Ducati Monster 821. The recent launch of the Monster 797 brought another entry model into the range and last year, the Monster 1200 was revamped enough to lose its rather clumsy chassis and become much more convincing and thrilling to ride. In between, the Monster 821 was slightly lost in a gloomy mood, suffering from of a small identity crisis. So Ducati then decided to bring more sparkles to its life and I had an opportunity to ride this new version recently. Our location was in Italy, near Rimini, both on the Adriatic coast and on the Apennines mountain roads, on an autumn sunny day. Not bad at all, you might even say, IDYLLIC!
Yellow submarine:
October, 2nd, 1992: at the Cologne Motor Show, the biking brotherhood discovered the new Monster. The machine was an air-cooled 900 twin with a rather modest output (73 hp), but was still minimalist, evocative and sporty, enhancing emotional and physical sensations. 25 years later, the Monster family has been a genuine hit with the Ducati fans and the bike is still as popular as ever.
Fans also gave credit to the yellow (Giallo Ducati colour, code Pantone PMS123) as it appeared first on the 1994 Monster 600 and represented a major part of the customer choice.
The yellow was part of the Monster range until the end of the 2004 and for some, the yellow scheme has been missed for about 13 years: well, not any more, the ‘yellow submarine’ is back – welcome back! I should tell you though, that the yellow scheme is not the only way to recognise the 2018 Ducati Monster 821, as red and black are also offered in the colour chart, but for me, it has to be YELLOW!
Other new features:
First: a new headlight with some LED parts.
Second: a new seat and tail cover – slimmer than before.
Third: a new exhaust, thanks to the Euro4 regulations.
Four: a new dashboard, which is now a full TFT colour tablet, including some useful information from a fuel gauge and a gear indicator.
Five: some new footrests – Ducati listened to the critics on the previous model as some riders complained they couldn’t put their foot properly on the pegs and had to ride with a position which could be compared to a duck suffering from poliomyelitis!
Six: the new fuel tank hinge, which is like the one fitted on the old Monster!
Seven: the new up & down quick shifter, although it’s an optional fitment.
The eight point is more difficult to spot: the engine has suffered a little bit due to the Euro4 regulations, shrinking from 112 hp to 109 hp (at 9250 rpm) and from 91 to 88 Nm of torque (at 7750 rpm).
Still perfectly balanced:
Let’s say it straight away: despite the weight being increased by one kilogram, the minimal loss of power is impossible to notice as the peppy V-twin has all the boxes ticked and delivers a lot of pleasure. It’s smooth enough to cruise easily on the boulevards at 3000 rpm in 4th gear; has a good mid-range torque between 4 and 6000 rpm and is entertaining enough to enjoy exploring the rev limiter. The three engine mappings bring the Monster their own personalities. The Urban mode limits the power to 75 hp and the throttle response is really suave; the Touring mode delivers all the 109 hp but with a progressive response. However, as the global power is not that impressive, I spent most of my day riding on the Sport mode, which has 109 hp and a quick response. On the Italian roads, which unfortunately are poor on grip, the 8-level traction control has to come into action more often than not.
We did not ride in a touring fashion, so it’s hard for me to say how the 821 will fare. However, the bike has a really good feel to it; is light (188 kg dry, 206 kg full); narrow (the fuel tank has lost one litre at 16,5); has a torquey engine; the riding position is slightly leaned over the front (enough to face the wind but not to put more pressure on the wrists) and the new foot pegs are (at last!), much more comfortable. I can see myself enjoying the Monster 821 on the Blyde River Canyon roads, although, while pushing harder, I could handle an adjustable front fork, because as it is, it’s slightly unbalanced being much softer than the rear shock. The Brembo radial M4-32 callipers do not prevent the sometimes brutal initial byte but is probably fine for a large cross section of potential riders.
Summary:
The new Monster 821 is not the most exhilarating bike to ride but it’s easy and perfectly balanced. Its name is an icon on its own, as are its looks. It’s fun enough and fast enough to compete, heads up, with the likes of Aprilia Shiver 900, Kawasaki Z900, Yamaha MT-09 and Triumph Street Triple 675.
Technical Specifications:
| ENGINE | |
| TYPE | Testastretta 11°, L-Twin, 4 Desmodromically actuated valves per cylinder, Water cooled |
| DISPLACEMENT | 821 cc (50.1 cu in) |
| BORE X STROKE | 88 x 67.5 mm (3.46 x 2.66 in) |
| COMPRESSION RATIO | 12.8:1 |
| POWER* | 80 kW (109 hp) @ 9,250 rpm |
| TORQUE* | 86 Nm (8.8 kgm / 63 lb-ft ) @ 7,750 rpm |
| FUEL INJECTION | Electronic fuel injection system, Ø 53 mm throttle bodies, Full Ride-by-Wire |
| EXHAUST | 2-1-2system,two lambda probes,stainless steel muffler with aluminium end cap |
| TRANSMISSION | |
| GEARBOX | 6 speed |
| PRIMARY DRIVE | Straight cut gears, Ratio 1.85:1 |
| RATIO | 1=37/15, 2=30/17, 3=28/20, 4=26/22, 5=24/23, 6=23/24 |
| FINAL DRIVE | Chain drive, Front sprocket Z15, Rear sprocket Z46 |
| CLUTCH | Slipper and self-servo wet multiplate clutch with mechanical control |
| CHASSIS | |
| FRAME | Tubular steel trellis frame linked to cylinder heads |
| FRONT SUSPENSION | Ø 43 mm usd fork |
| FRONT WHEEL | 10-spoke light alloy, 3.5″ x 17″ |
| FRONT TYRE | 120/70 ZR 17 Pirelli Diablo Rosso III |
| REAR SUSPENSION | Progressive linkage with adjustable monoshock, Aluminium double-sided swingarm |
| REAR WHEEL | 10-spoke light alloy, 5.5″ x 17″ |
| REAR TYRE | 180/55 ZR17 Pirelli Diablo Rosso III |
| WHEEL TRAVEL (FRONT/REAR) | 130 mm /140 mm (5.12 in / 5.51 in) |
| FRONT BRAKE | 2 x Ø 320 mm semi-floating discs, radially mounted monobloc Brembo M4-32 callipers, 4-piston, axial pump with Bosch ABS as standard equipment |
| REAR BRAKE | Ø 245 mm disc, 2-piston calliper with Bosch ABS as standard equipment |
| INSTRUMENTATION | TFT colour display |
| DIMENSIONS AND WEIGHT | |
| DRY WEIGHT | 180,5 kg (398 lb) |
| WET WEIGHT (KERB) | 206 kg (454 lb) |
| WET WEIGHT (NO FUEL) | 195 kg (430 lb) |
| SEAT HEIGHT | Adjustable 785 mm – 810 mm (30.91 in – 31.89 in) |
| WHEELBASE | 1,480 mm (58.27 in) |
| RAKE | 24,3° |
| TRAIL | 93.2 mm (3.67 in) |
| FUEL TANK CAPACITY | 16.5 l (4.36 US gal) |
| NUMBER OF SEATS | 2 |
| STANDARD EQUIPMENT | |
| Riding Modes, Power Modes, Ducati Safety Pack (Bosch ABS + Ducati Traction Control DTC), Ride-by-Wire, TFT colour display, Passenger seat cover. Up&down Quickshift (DQS), Anti-theft system, Ducati Data Analyzer (DDA) ready. | |
| WARRANTY | |
| Warranty | 24 months, Unlimited mileage |
| Mainteinance service intervals | 15,000 km (9,000 mi) / 12 months |
| Valve clearance check | 30,000 km (18,000 mi) |
| EMISSIONS E CONSUMPTION** | |
| Standard | Euro 4 |
| CO2emissions | 125 g/km |
| Consumption | 5.4 l/100 km |
Yamaha X-Max 300 – First Ride Impressions!
Out of all the bikes I have ridden this year, the one that surprised me the most was the 2017 Yamaha T-Max. Why you might ask? Well, let me explain. In ‘T’ mode the T-Max bike delivers gentle power, which is ideal for the urban sprawl. However, when switching to ‘S’ mode, the T-Max changes into a totally different beast! I learnt this whilst in Cape Town earlier in the year at the 2017, T-Max launch. Riding the coastal roads around Cape Town in ‘S’ mode, the T-Max changed from a tame, ‘Urban’ scooter to a thrilling ‘Hyper-Scooter’ – all with just 1 push of a button; the T-Max is just insane!
So, when Yamaha told me that they were introducing a smaller version of the T-Max, called the X-Max 300, I was extremely keen to get my hands on one to see if the smaller sibling could be as equally surprising.
So, here’s what I think of the X-Max:
The X-Max 300 is a thing of beauty! In my opinion Yamaha is making the nicest range of scooters in the market today – bar none! (no wonder they are the #1 selling scooter brand in Europe).
What immediately got my attention was the build quality of the X-Max 300. I had dropped off the new 2017 Tracer 700, which costs around twice the price of the X-Max and right away when climbing aboard the X-Max 300, I could feel the same build quality and that no short-cuts had been made by Yamaha in making this entry level commuter.
The instrument panel features an analogue speedometer and tachometer and in between is a fairly comprehensive LED panel with fuel gauge, temperature read out and a host of scroll through functions including; trip counter, air temp, odometer, fuel consumption and time; simple but all you really need.
The headlights and taillights are both LED and have been derived from the same DNA as the top of the range T-Max; they have a distinguished, high-tech look, which I really like.
Other stand-out features include; a ‘Smart Key’, keyless ignition system and a 12V outlet so you can charge your cell phone whilst on the go.
The X-Max 300 comes with a powerful and efficient new 300cc, 4-stroke, liquid-cooled SOHC 4-valve engine. Power is just under 28 bhp at 7250 rpm with torque clocking in at 29 Nm at 5750rpm. In and around town the X-Max is such a blast to ride. It’s light-weight and nimble and this makes cutting through the traffic very easy.
What impressed me the most was whilst riding back from Johannesburg to Pretoria on the highway. The X-Max cruised easily at 120 kph at a mere 6500 rpm and did not feel in any way, that it was working hard, which, compared to other similar cc’d bikes that I have tested recently, is very impressive. Incidentally, at 7500 rpm, the X-Max 300 cruises at 140kph. For a 300cc scooter this is brilliant and amazing; I don’t know how Yamaha have got this right, but they have. Oh yeah, and the fuel consumption read out shows an average of 28 km/L – which is great!
The X-Max 300 is also very comfortable. It has a couple of feet position options, the first giving you a more sit up and beg position and the other a laid-back cruising style. Both screen and handlebar positions are adjustable, the screen can be moved up and down by 50mm and the bars can be moved closer by 20mm. I did not need to make any adjustments to the demo model as the set-up was perfect for me. However, taller riders should check this out before buying, as I feel they might feel crammed-in on the X-Max 300.
The X-Max 300 is fitted with motorcycle style telescopic forks at the front and 5 way adjustable shocks at the rear (riders can tweak the set up to their own preferences). With a 15-inch front wheel and 14-inch rear, the X-Max 300 has great stability and has the ride feel of a motorcycle. Traction Control System (TCS) comes standard with the X-Max 300, which again, underlines Yamaha’s commitment to quality. I rode in some wet conditions during the test and I must say, this X-Max 300 gave me tons of confidence.
Braking power is supplied by a 267mm front disc and 240mm rear disc, and ABS is fitted standard. Being critical, the front brake could do with a bit more power, but it’s certainly not bad. When using both brakes together, as they should be used, then braking is much better and I can say, they feel nicely balanced.
A massive benefit with the X-Max 300 is the packing space. I stopped off at Woollies on route and was able to pack my camera bag, shopping bags and helmet (Yamaha claim that you can actually fit two full face helmets under the seat) – nice!
The price tag for a Yamaha X-Max 300 is R69, 960, which is great value for money!
As I mentioned at the start of this review, I was keen to see if the X-Max 300 had hidden surprises. Well I am happy to conclude that it did. Not in an ‘Emotional’ way, like the T-Max but in a ‘Rational’ and practical way. Let me summarize the X-Max 300 for you; quality, fuel efficient, comfortable, stylish, fun, great for highway use, and with decent packing space, making the Yamaha X-Max 300 perfect as a daily commuter!
Specifications
| Engine | X-MAX 300 |
| Engine type | Single cylinder, liquid-cooled, 4-stroke, SOHC, 4-valves |
| Displacement | 292cc |
| Bore x stroke | 70.0 mm x 75.9 mm |
| Compression ratio | 10.9 : 1 |
| Maximum power | 20.6 kW @ 7,250 rpm |
| Maximum Torque | 29.0 Nm @ 5,750 rpm |
| Lubrication system | Wet sump |
| Fuel system | Fuel Injection |
| Ignition system | TCI |
| Starter system | Electric |
| Transmission system | V-Belt Automatic |
| Fuel consumption | N/A |
| CO2 emission | N/A |
| Chassis | X-MAX 300 |
| Front suspension system | Telescopic fork |
| Front travel | 110 mm |
| Rear suspension system | Unit Swing |
| Rear Travel | 79 mm |
| Front brake | Hydraulic single disc, Ø 267 mm |
| Rear brake | Hydraulic single disc, Ø 245 mm (ABS) |
| Front tyre | 120/70-15 |
| Rear tyre | 140/70-14 |
| Dimensions | X-MAX 300 |
| Overall length | 2,185 mm |
| Overall width | 775 mm |
| Overall height | 1,415 mm (adjustable screen 1,465mm) |
| Seat height | 795 mm |
| Wheelbase | 1,540 mm |
| Minimum ground clearance | 135 mm |
| Wet Weight | 179 kg |
| Fuel tank capacity | 13 litres |
Find your local Yamaha dealer: www.yamaha-dealers.co.za
Yamaha XMax
For more information on the bike that we tested in this article, click on the link below…
First Ride: Indian Scout Bobber
This is a new, badass version of the famous Scout: welcome to the Indian Scout Bobber, a model designed for a younger and urban type of biker. We had a chance to ride this new motorcycle on the sunny French Riviera… WOW!
Indian is the fastest growing premium motorcycle brand at the moment: plus 15 % in the US, plus 29 % on the international markets, plus 44 % in Europe and a steady plus 23 % in Africa & Asia! Indian is doing very well and intends to produce and sell more motorcycles.
Talking about that, be prepared to discover a brand new 750 inspired by the US’s so popular, flat-track racing (a racing series that saw Indian winning the US championship this year), but this won’t be before the end of 2018. For now, the new model is the Scout Bobber, which is, as you might expect, derived from the Scout.
Black is the new black
Figuring out the new model is simple: just sit on it! If the speedo is designed over a black background, this is the Bobber. If it’s white, this is the Scout. Really easy, isn’t it? The speedo looks quite classic but figures some useful information such as, clock, tripmeter, rev counter and battery charge. A fuel range indication would have been welcomed, though.
Dark is the new trend, and if we were at Harley-Davidson, we’d call it “dark custom”. The expression is trademarked, so we just have to count where the Scout has been darkened. Engine covers, exhaust, wheels, frame and radiator covers: all are now dark. To stick to the bobber philosophy, the fenders have been chopped, the seat is now made with a new kind of leather and the riding ergonomics are slightly different, with new handlebars and the footpegs closer by 38 mm. To complete the picture, we need to mention the new lettering and logos on the fuel tank, as well as the new seat made with brown leather.
Red scheme aside, all the Bobbers are also on the dark side: olive green, grey and two shades of black.
Despite its mean attitude, the Indian Scout Bobber is also a fantastic bike for ladies, beginners and mid-framed bikers: the seat height is only at 649 mm and the weight is officially at 255 kilograms with a full tank, but the centre of gravity is so low that you barely feel it. With very good stability at low speed, a decent turning circle and a smooth engine at low revs: city cruising is just a peach.
The Bobber chassis comes from the Scout: 16 inches wheels and the very same geometry. Bad new: the ground clearance is lower, as it has been lowered from 31° to 29°. The engine was also detuned from 100 hp to 94 hp: making the Indian legal for the A2 regulation for beginner bikers in so many countries, and that will also be the spec sold in South Africa. Note, the US market keeps the 100 hp engine.
However, the engine is strong enough to deliver some great fun. The engine happily revs up to 8000 rpm and the torque is quite consistent, at 97 Nm @ 5000 rpm.
Whatever the spec, this V-twin is just excellent. It can city cruise at 2000 rpm in 4th gear (50 km/h) and, just a couple of seconds later, throttle wide opened, hit the rev-limiter. The acceleration is quite consistent and the sound note from the exhaust is deep enough to make the optional Remus (also dark, but with shorter muffler) not a compulsory expense. To personalise your bike, you can also go to a genuine passenger seat and sissy bar, light luggage bags, a lot of branded clothing and also an ape-hanger handlebar.
So light!
Once on board, 250 kilos has never felt so light! The Indian Scout Bobber is extremely easy to ride and everyone should instantly feel at home. When Indian launched the Scout, it was a big stone in Harley’s garden: basically, V-Rod kind of performance for the shape and price of a Sportster. The Bobber still follows this path, although the limited ground clearance won’t make it the best ‘corner carver’. The Scout Bobber is more of a relaxed Sunday bike: perfect for a breakfast run, where its attitude and strong acceleration will impress. Long distance runs are not its cup of tea, with the lack of wind protection and slightly cramped riding position.
On the other hand, the grip provided by the knobby Kenda tires is excellent, at least on a dry surface, and the cartridge front fork (travel: 120 mm) is faultless. Comfort is also not the Bobber’s main attribute, as the seat reveals itself to be slightly on the firm side, and the dual rear shock, with a travel of only 50 mm (25 mm less than the Scout) can’t provide much help. But if comfort is one of your major preoccupations, Indian can also sell you a Roadmaster.
My final image: I can just picture myself cruising along the Cape Coast on the Scout Bobber – Magnificent!
Specifications:
| ENGINE | |
| Engine Type | Liquid cooled V-Twin (60 degrees) |
| Transmission | 6-speed Constant Mesh |
| Displacement | 1133 cc – (Same as Scout) |
| Bore | 99 mm |
| Stroke | 73.6 mm |
| Compression Ratio | 10.7:1 |
| Primary Drive | Gear Drive Wet Clutch |
| Final Drive | 2.357:1 |
| Horsepower | 70 kW |
| Peak Torque | 97 Nm |
| Peak Torque RPM | 5600 rpm |
| Exhaust | Split Dual Exhaust with Crossover |
| WHEELS & BRAKES | |
| Front Wheel | Cast 16″ x 3.5″ |
| Rear Wheel | Cast 16″ x 3.5″ |
| Tyre Size Front | 130/90-16 73H |
| Tyre Size Rear | 150/80-16 71H |
| Brakes/Front | Single / 298 mm Rotor / 2 Piston Caliper |
| Brakes/Rear | Single /298 mm Rotor / 1 Piston Caliper |
| SUSPENSION | |
| Front – Type/Travel | Telescopic Fork / 120 mm – Cartridge Type Suspension |
| Rear – Type/Travel | Dual Shocks / 50 mm |
| DIMENSIONS | |
| Wheelbase | 1562 mm |
| Seat Height | 649 mm |
| Ground Clearance | 123 mm |
| Overall Height | 1154 mm |
| Overall Length | 2229 mm |
| Overall Width | 926 mm |
| Rake | 29° |
| Trail | 119.9 mm |
| Fuel Capacity | 12.5 litres |
| GVWR | 449 kg |
| Weight with Empty Tank | 245 kg |
| Weight with Full Tank | 255 kg |
Exciting news: Indian Motorcycle South Africa will be launching the Indian Bobber early in December 2017 – Keep an eye on ZA Bikers as we will keep you posted!
BlackStone Tek / BST
The aircraft manufacturer, Lockheed, have a Special Ops department known as their “Skunkworks”. Aircraft like the SR-71 Blackbird trace their origins back to this incredible, innovative and truly brilliant bunch of people. Well, it seems we have a motorcycling “Skunkworks” of our own. This bunch of boffins go by the name of BlackStone Tek, or, as they are known by discerning motorcyclists, simply BST. These guys, and I will go out on a limb here, build the best high performance motorcycle wheels that money can buy. Testimony to this is the fact that BST’s come as standard original equipment on Ducati’s magnificent 1299 Superleggera. So how did this come about?
Gary Turner, the design and production guru at BST, raced in the European Supermono Series back in the mid 1990’s. The Ducati 578cc single that he was campaigning lacked the sheer horse power of the 700cc Yamaha competition. Sir Alan Cathcart, mounted on a similar Ducati, pitched up with a set of lightweight carbon fibre Dymag wheels. The Dymags, with their lower rotational inertia and reduced unsprung weight, allowed Sir A’s bike to accelerate, brake, and turn better. So much so that the improvement was good for at least a second a lap!
As it happened, Gary knew a bit about carbon fibre. He was running a company called ProCarbon who made aftermarket bits and bobs for superbikes. The performance of the lightweight carbon Dymags left such an impression on him that, upon returning to SA he started to plot and scheme in true “Skunkworks” fashion. The Council for Scientific and Industrial Research had developed some state of the art carbon fibre technology for military application. Notably the airframe for the cutting edge Rooivalk attack helicopter. Gary applied this technology with a few ideas of his own and the rest as they say “is history”.
OK, so that is obviously a massive over simplification! Around this point the other half of the BST success story arrived on the scene. Terry Annecke, an ex IBM Systems Engineer and then Marketing Director of Microsoft S A, was looking for a new challenge and fresh stimulation. With Gary’s technical skill and Terry’s business and marketing acumen BST took off. Gary developed a technique whereby the wheels were assembled from pre- cut carbon sheets, moulded in two halves using special silicone inserts to keep the spokes hollow and then baked in big “oven bags” for 4-5 hours at 125 degrees C. The oven is also pressurized to 6 bar.
Lest you think that sounds simple, consider this. The sheets of carbon fibre are imported from the U K. To maintain the integrity of the materials the sheets are packed in dry ice for the trip. BST keep the sheets of carbon fibre in a huge cold room at a constant -20 degrees C. In order to keep the particular resins happy the sheets are warmed to 0 degrees C daily. Bloody hell! Each wheel is made from around 130-180 carbon components, laser cut for each application. The hubs are machined in house from billet aluminium. The latest wheels are 100% carbon and can shave between 40 to 60% off the weight of a normal mag wheel. This equates to the equivalent of a 5 hp gain on your typical super bike. The handling improvement is huge! Turn in is improved and braking significantly better. All this without compromising the bike in any way, as with engine modifications. Bikes with less power benefit even more because they have to get their wheels turning and the weight of the rims is a major factor as the engine tries to get them rolling. The same applies to braking. Cyclists understand the benefits of light wheels because they are the engine!
Last but not least is the fact that BST’s look spectacular. The finish is on another level entirely. The clear coat is an UV screen that will last for 50 years. If you are really serious about extracting the best performance from your bike then lightweight wheels are a must. It is not only the performance gain, but the enhanced “feel” of the bike and the way it rides. Interestingly enough BST”s are gaining huge traction with cruiser riders, both for the way they feel as well as the way they look.
BST are recognized as world leaders in motorcycle carbon fibre applications. Apart from Ducati, for whom they build wheels and swing arms, KTM RC8 fuel tanks and all the Confederate Wraith suspension components are built by them too. They are building supercar wheels too, for cars like the Ariel Atom. The German authorities have approved BST for road use too. This is testimony to the strength and durability built into this incredible product.
I could rattle on for ages about BST, but suffice to say, that right here in sunny South Africa, nestled away in an industrial park in Randburg, is an amazing enterprise building the best motorcycle wheels that money can buy. How cool is that?
First Rides: 2018 Harley-Davidson Softails
Last year, Harley-Davidson made its own revolution for the MY17 range, with a brand new engine, the 8-valve Milwaukee Eight that was available in three different technical specs. First was the 107cubic inch (17454cc), with oil-cooled head engines, with no lower fairing, such as Freewheeler, Street Glide, Road Glide Special and Road King. Then came the twin-cooled 107ci for the bikes which could hide a pair of radiators in the lower fairing: Road Glide Ultra, Ultra Limited and Tri Glide Ultra, all had their heads liquid-cooled to reduce engine noise and heat emissions. Finally, the twin-cooled 114ci (1868cc) for the top of the range, the CVO Limited and CVO Street Glide and note that nowadays, there is no need to rob a bank to access the CVO pleasures.
The MY18 Softail range now utilizes the oil-cooled 107ci and, for four of them, 114ci engines – More power, for sure. All the new Softail models come with new LED headlights, key-less start, improved electrical charging system (more than doubled at idle speed), new instrumentation and a USB port near the steering head.
A Brand New Softail Frame (More Power and Less Weight)
The new Softail frame has been redesigned to keep the Softail spirit but in a different way. From 1984 to 2017, the Harley-Davidson Softail has hidden its twin shocks under the frame, where they worked in extension. There is now one single shock, working in compression, and it is located between the main upper tube and the rear triangle. The engine is rigid mounted in the frame and contributes to the overall stiffness. The new frame has 50% less parts and 22% less welds than the previous one. More than that, the new Softail frame claims to be 34% more rigid compared to the previous one, which helps to improve steering precision and riding pleasure. Front fork is also new, made by Showa and with the same cartridge technology that appeared last year on the Touring range, names “Dual Bending Valve”.
The rear suspension can be adjusted for the preload: depending on the models, it requires a tool under the seat, or it has an external knob on the 114ci versions with the wide rear tyre (Breakout, Fat Bob). Considering the new frame as the main component, Harley-Davidson has three steering head angles, two front fork widths and two swing-arm widths as well, depending on whether the bike is fitted with a narrow or a fat tire.
Two Engines
Be aware: the time of slow and broken down Harleys is gone! Choice has to be made between the 107ci and the 114ci engine, all having a dual counter-balancer to reduce primary vibrations, and there is now some useful information. On the 0 to 60 mph (96 kph), the 107ci accelerates 11 % faster than the previous 103ci (1585cc). That’s the length of three motorcycles. You want more? The 114ci brings an extra 9% over the 107ci, and that’s another two bikes length. When overtaking, from 100 to 120 kph in fifth gear, the 114ci is also 13 % faster than the 107ci.
Speaking about figures, the 107ci is good for 86 hp at 5020 rpm and 145 Nm at 3000 rpm, whereas, the 114ci delivers 94 hp and 155 Nm at the very same engine revs. One may wonder: 155 Nm, that’s becoming serious, and it’s higher than that on a wet surface. So, do the bikes come with any traction control? Answer: No, not yet, but Harley-Davidson reckons they’re working on it…
After the technical presentations, time to ride! We had the chance to ride four bikes from the new Softail range in the mountain roads near Barcelona, Spain.
The Street Bob (107ci)
Bye-bye the Dyna family! The Street Bob appeared in 2006 and now the new Street Bob is part of the Softail range. Besides the new chassis definition, it keeps the fundamental elements. First is the look, very neat and neatly pared-down: small mud-guards, wired wheels, a single-seat, two wheels and a (big) engine – nothing fancy, the Street Bob is a real bobber. Engine, exhaust and wheels are now in a black finish, instead of the chrome from the previous Street Bob generation.
The Street Bob is also the cheapest way to access a “big” Harley, and a great go-between of the Sportster family and the Big Twin range. Hence, the design has been modernised: LED headlights, new and slimmer fuel tank (13.2 litres instead of 17.8 l).
Once on board, it takes a little time to get accustomed to the riding position with the mini ape-hanger handlebar and the foot-pegs in a middle position. However, after a few kilometres, I felt very comfy on board and started to focus on the new instrument panel. I initially thought it a bit ‘cheap’ but eventually decided it was fine: it’s very easy to read, has all the required information (rev counter, fuel range, two trips, clock, gear indicator…) and is well integrated in the handlebar.
The second thing to come into my mind was that I had never felt a 286 kg bike feel so light! The Street Bob has lost 8 kg’s from the previous generation, but it just feels so much more than that. With a seat height as low as 680 mm, the centre of gravity is just near the ground and the bike feels so agile. On the road, the bikes ergonomics makes sense: the combination of the narrow tires and the lever arm given by the mini ape-hanger, provides so much pleasure going from one corner to the next.
We’ve seen that the new chassis is 34% more rigid: however, that’s comparing the two Softail generations. You have to remember that the Street Bob has previously been a Dyna, so, the gain is now 75 % over the old Dyna chassis. And that changes everything.
On the down side, the riding position does not make the Street Bob the perfect tool for long distance touring, as the wind pressure is sensitive from 110 km/h and above. And the new seat is a little firm, too. However the Street Bob deserves its name: it’s the perfect tool for boulevard cruising.
The Fat Bob (114ci)
Like the Street Bob, the Fat Bob is also not a member of the Dyna family and has also joined the Softail range. The Fat Bob has always made a departure from the archetypal Harley-Davidson range: with its dual headlight and fat, nearly knobby tyres, it always stands apart.
For 2018, the Fat Bob’s DNA has just been stretched by the Harley design team. Massive and aggressive, the Fat Bob is just a mean machine. “This is the bike on which to escape a zombie apocalypse”, said H-D chief stylist Brad Richards. With its fat tires, the bronze exhaust cover and the thin headlight that looks like a death-ray coming from a Battleship Galactica cruiser, the Fat Bob is very intimidating. Yamaha V-Max and Ducati Diavel, watch your back!
On board, though, the Fat Bob proves itself to be very accommodating. Compared to the Street Bob, the riding position is much more neutral. Hands firmly gripped on the wide flat bar, I unleash all the power of the 114ci engine and the seat (710 mm height) has a little backrest which helps to support the strong acceleration.
The Fat Bob is the “sport” bike of the new Softail family. It has an upside-down front fork and twin front disc with four piston calipers. On the instrument panel, the rev-counter takes the main position.
The lean angle is now 31° on the right side, and 32° on the left side. The Fat Bob now weighs 306 kg, which is 16 kilograms less than the previous generation. That, combined with the new chassis, gives a completely renewed riding experience. The Fat Bob is fast; The Fat Bob is fun; The Fat Bob can take corners.
Obviously, while riding hard, it’s still possible to find the ground clearance limits. But it does not really matter because you can still ride at a very good pace without touching the ground. The new chassis benefits are instantly appreciable: precise steering and a solid, steady motorcycle in any circumstances.
The new Fat Bob will be able to attract the young and dynamic Harley rider, but is now a natural step for the user of a Japanese or European super-naked who wants a slightly more relaxed and comfy bike, but who doesn’t want to give up on riding pleasure. Downsides? The pillion comfort is on the firm side and the speedo is not very easy to read.
The Breakout (114ci)
The new Breakout is supposed to have more lean angle than the previous generation but as we started our ride in rain and on wet roads, we managed to touch the foot-pegs and the side-stand while cornering. Good news: the new generation of Michelin Scorcher’s do the job; bad news: the lean angle is still not the Breakout’s main asset!
Launched in 2013, the Breakout was a mix between a cruiser and a drag bike: with its fat tire (240 mm!) and its narrow front wheel (210 mm), it screams the word “acceleration” at every robot, which is one reason to prefer the 114ci engine over the 107ci!
We already mentioned the new chassis; the Breakout also has a new steering angle (34° instead of 37° on the previous generation), the fuel tank is smaller and thinner (13,7 litres instead of 18,9) and together these enhance the Milwaukee Eight V-Twin presence. The Breakout also has a very distinctive LED headlight. The instrument panel is quite minimalist (not much bigger than an Apple watch!) but it delivers the main information, such as rev counter, gear position, fuel range and so on. There is even a fuel gauge.
With a 26,8° ground clearance, the Breakout cannot promise to enjoy cornering. The chassis is obviously better than before and it has a better front end but its limited capabilities reduce the benefits of all these improvements. With 305 kg’s, the weight has been reduced by 16 kilograms.
In other words: the Breakout is a poser, and a dragster. The 114ci engine is a peach; smooth at low revs and very consistent with throttle wide open. The acceleration is solid – under the wet surface conditions that we experienced we had a few power slides, but fortunately they were easy to control with the 1695 mm wheelbase (until the second gear hits 105 km/h near the rev limiter!). A proper dragster, this Breakout, which you can also enjoyed along some fancy boulevards at 50 km/h with just over 2000 rpm in third gear, is just waiting to teach the next Ford Mustang or Camaro that pulls alongside a power lesson.
The Heritage Classic (114ci)
The Heritage Classic is an icon on its own within the Harley-Davidson Softail range. It’s been available for so long (it was launched in 1988) and it has been produced with all the Big Twin engines: 1340, 1450, 1585 and 1690 cm3! It now has the Milwaukee Eight mill and this seems a logical evolution to me.
However, the new Heritage Softail is just much more than a new engine. The philosophy has also changed: the bike is now more mature. The inspiration from the 1950’s; white side-walled tires, fringed and nailed saddlebags, white and candy colour scheme, is gone.
Now, the Heritage Classic goes for a black colour scheme on the engine, wheels and frame. Less chrome, dark colours and the lower side of the wind-screen (easy to detach, in less than 5 seconds) is also tinted in black – a bit like the police and military bikes from the 1940’s. Harley calls this a “Young Elvis” posture.
The Heritage Classic comes standard with cruise control, and the saddlebags, now more rigid and sealed, can be removed: it just needs a tool and two minutes of your time. One thing is sure: with this colour scheme and its three LED headlights, the Heritage Classic stands apart.
The seat (680 mm height) is wide and comfortable. Handlebars are slightly high for me but with the narrow tires, the handling is good and easy, even at low speed it has great self-stability. The 330 kg’s (16 less than the previous generation) are not very difficult to tame, except while parking the bike.
Even with the 1585cc engine, the Heritage Classic has always been the kind of bike, which was perfect for lazy touring. It can still do that, but it can also do so much more. Thanks to the new chassis, the Heritage Classic can now support a bit of dynamic riding and delivers much more pleasure, thanks to a very precise front end. I reckon writing “Heritage Classic”, “dynamic riding” and “precise steering” in the same sentence does not feel so natural, while reporting about a Harley-Davidson.
However, the Heritage Classic deserves a proper test ride to be convinced of its new dynamics. This is the perfect incarnation of the light Tourer, with just enough kit to enjoy the ride, and a serious dose of style.
Downsides? The saddlebag capacity could have been slightly bigger and for highway touring, the windshield could handle a couple of centimetres more for better wind protection. Besides that, the Heritage Classic is a great combination and to be honest, it’s my favourite of all the four bikes tested!
Riding the 2017 Ducati Monster 797
My first motorcycle was very nearly a Ducati—the Monster 620 Dark. As a new motorcyclist, my reasons had little to do with performance. It looked cool, it was a Ducati and, most importantly, I could afford it.
Ducati have pulled this trick for years—keeping a ‘baby’ Monster on the books to attract new riders. But recently they’ve left that task up to the Scrambler, pushing the smallest Monster into liquid-cooled (read: pricier) territory with the 821.
Now there’s a new baby Monster on the scene: the 2017 Ducati Monster 797. It’s powered by the same air-cooled, 803cc L-twin as—you guessed it—the Scrambler. And, like the Scrambler’s Icon model, it costs R129 000 in red, or R131 000 in black or white.
Granted, that’s more than some Japanese bikes in its class, like Suzuki’s new SV650 or Yamaha’s MT-07. But it’s twenty grand less than an 821—making it a very viable option for anyone that wants an Italian roadster, but can’t quite stretch their budget.
Sure, the 821 is a significantly more powerful motorcycle, but does the 797 feel like it’s short-changing you? After spending a few days with one, I can honestly say no.
For starters, it’s a damn good looking machine. The Monster’s strength has always been its basic, stripped-back vibe, and the 797 wears it well. The design is uncluttered and unfussy, just like a Monster should be. Shades of the original M900 are everywhere: from the trellis frame, to the contoured tank and classic humped seat.
Ducati have paid attention to the details too: the logos are tasteful and discreet, there’s a traditional tank clip up front, and even plastic bits like the fender and side panels have been executed well. Despite sporting a whopper of a catalytic convertor, the exhaust is tucked in low and tight, and the swing arm and wheels are classier than you’d expect.
Cast your eyes to the cockpit though, and you’re quickly reminded that this is a budget Duc. Between the spindly 22mm bars, and levers and switches that feel like cheap imports, you get the impression that this is where the accountants stepped in. Even the mirrors are throwaway; their tear-drop shape is nice enough, but visibility is poor and they’re difficult to adjust.
The dash puzzles me a bit too. Ducati did well on size, placement and visibility, and it feels premium with all the vital info easy to find. But for all of its size, there’s no fuel gauge or gear position indicator, despite there being ample space for both.
Those gripes don’t take away from how starry-eyed I was each time I approached the 797. It has the same brawny stance that’s made the Monster a true modern classic, and it looks just as good outside your local café as more expensive retro bikes, like the BMW R nineT. The matte black test unit I had is delightfully stealthy, but the red trellis frame on the red and white versions will appeal more to some riders.
Looks will only get you so far though, so I put the Monster 797 through its paces on the Cape’s best roads. Most new motorcycles either blow me away or disappoint me straight out the gate, but the 797 felt, for lack of a better word, neutral.
On day one I couldn’t figure out if I loved it or hated it. By day two, it dawned on me that, despite my lack of conviction, the Monster and I were getting along really well. And by the time I handed the keys back to Ducati Cape Town, I felt like I’d owned it for years.
Does that mean it’s gutless? Not at all. Ducati list power and torque at 73 hp and 67 Nm—more than enough to guarantee fun times. But those numbers are delivered at 8 250 rpm and 5 750 rpm respectively, so it’s not going to surprise you off the mark. The throttle and fuelling are relatively smooth, making the power delivery predictable and, more importantly, controllable. (There is a small hiccup when rolling on the throttle, but not a big enough one to cause serious concern).
In fact, that neutral feel is the 797’s best characteristic. It means that beginners won’t be intimidated, and more experienced riders will be able to work the throttle to extract maximum enjoyment from it. In short, it’s as responsive as you make it.
The clutch and six-speed box perform as well as to be expected, and though I did find the odd false neutral, I can’t fault Ducati’s gear ratios. The air-cooled motor (which is still Euro 4 compliant) is lively, with enough character to keep you smiling. It’s let down a little by an overly muffled exhaust though, so if the Monster’s on your short list, budget for an aftermarket can.
Never once did I feel like the Monster was lacking, and the harder I pushed it, the better it responded. The chassis deserves some kudos here: at 175 kg dry it’s not quite a featherweight, but it’s not porky either. More importantly, it’s surprisingly responsive, and was more than happy to flick its way through some of my favourite passes.
The 43mm Kayaba upside-down forks and Sachs mono-shock are peachy on smooth roads, but take strain on less than ideal surfaces. There’s no adjustment up front, but the rear shock’s preload and rebound can be set. With twin 320 mm discs up front and Bosch ABS all round, the 797’s brakes do a stellar job of keeping you in check, but they can be a little snatchy.
At a hair over 1.8 metres tall I was worried that the little Monster would be too small, but Ducati have nailed the ergonomics. Make no mistake, it’s a compact bike—but the relationship between the pegs, handlebars and seat is bang-on, which makes it that much easier to throw the bike around on the road. The seat is surprisingly comfortable, and I managed about 200 km in the saddle before my rear started complaining—more than enough for a roadster.
I was impressed by the Monster’s versatility too. It’s a cracking daily runner, and shines in tight city riding thanks to its narrow profile and ability to point-and-squirt its way out of trouble. And like a true weekend warrior, it comes alive when let loose on faster, curvier roads.
Admittedly, advanced riders might pine for more power or better suspension. But for beginners and intermediate riders, the Monster 797 is an approachable and easy-going roadster that’ll hone your skills. It’s the sort of bike you’ll buy with an eye to upgrading later, but end up hanging onto for a lot longer than planned.
Plus, you know, it’s a Monster. And Monsters are cool.
The 2017 Distinguished Gentleman’s Ride
This years Distinguished Gentleman’s Ride kicked off from the W C Club [unfortunate name] at 3 Athol Oaklands in Johannesburg. I rode through with a bunch of distinguished gents from V-Custom Cycles in Centurion.
What an awesome event this is! Distinguished gentleman all over the world, firing up there classic bikes and riding in support of a worthy cause. [Raising funds for prostate cancer and mental health] Around 800 faithful gathered at the W C Club. As per usual there were some sights to behold. Many beautifully restored classics and wonderfully attired riders. The growing popularity of modern classics was also evident.
We then rode en masse to the Rand Club in the centre of old Jo’burg city. What a grand old building. Harking back to a bygone era, one could just imagine filthy rich mining magnates arriving in horse drawn carriages with ladies in ballroom finery on their arms. Both this venue and the type of bikes parked outside reminded us of a simpler and saner world. Some costumes were just so in keeping with the opulent surroundings.
A couple of us left before the main body of riders for the S A National Museum of Military History where a group photo was to be done. Riding east from the Rand Club past the once larney Carlton Centre, you cannot help not being saddened by the filthy cesspit that this part of the city has become. The deep piles of rubbish are a rat fest of note. Main street, once home to motorcycle shops like Rubes, Poultons and Continental Cycles, now makes downtown Lagos look pristine by comparison! How can we ever hope to build a prosperous nation when we are up to our armpits in our own filth? Oh well, enough of that.
The Military Museum is a fascinating place. The bikes lined up outside for a group photo and then, without further ado, proceeded to the final stop for the day at Melrose Arch. The distinguished gentleman’s ride is growing from strength to strength, and is one of those really fun events that should not be missed! See you there in 2018.
