As I write this, the start of the MotoGP season is almost exactly one month away, and that is surely going to be the longest month ever! When the season ends, we can bask in the glory of what has just been, and that sustains us through the Christmas period. Come January, we are all too busy licking the financial wounds from the holidays to worry about anything else. But February? Well, February is murder!

At least we in SA have the sunshine. Imagine being in the Northern hemisphere, suffering through the cold, grey, short days with sod all to distract you from it!

Even though it has not been televised, at least the season is underway, with the first test, or shakedown, taking place in Sepang as I type. There really is nothing much to glean from this test, with no factory riders taking part, apart from the Yamaha duo of Fabio Quartararo and Alex Rins, the rest being satellite teams and official test riders for the factory teams.

Given that this season will be the last under the current engine and aero rules, it is unlikely that there will be many differences between the 2025 and 2026 bikes lining up on the grids, so the pre-season testing is going to be less crucial than in other years. The main interest is going to be the performances of the rookies in the field: Diego Moreira, fresh from Moto2 and Toprak Razgatlioglu, fresh from World Superbikes.

No, the real interest at this stage of the year concerns who will be riding for which team in 2027. All but three of the riders on the grid are out of contract at the end of 2026, the three being Johann Zarco and Diogo Moreira at LCR Honda and Razgatlioglu at Pramac Yamaha.

Marc Marquez stated that some of the key seats would be decided before racing even got underway at the end of February, and it seems that he might not be far wrong.

Marquez himself is almost certain to extend his Ducati contract by another two years, taking him to the end of 2028. The main question is, who will be his teammate? You would think that it would take more than one bad season – and that, don’t forget, coming after two titles and a runner-up spot over the previous three years – to give Ducati the ammunition to ditch Pecco Bagnaia, but it seems as if his position might not be all that secure.

Pedro Acosta is not shy in coming forward when talking about the lack of potential of the KTM to give him a winning machine, and it is no secret that he is on Ducati’s radar. What a pairing that would be over two seasons; the legend, coming to the end of his career but by no means on the slippery downhill slope just yet, and the Next-Big-Thing, on what he hopes will still be the best bike.

Of course, there is no telling whether Ducati will be the dominant force heading into sweeping new rules, as it has been in recent seasons. And this is the conundrum facing every top rider jockeying for seats at the top table. Acosta might sign for Ducati for 2027 before the 2026 season even starts, only to find the KTM capable of winning races and challenging for championships in 2026. By then, of course, he’s committed to Ducati for 2027, only to find that the 2027 850 cc Ducati GP27 is a dog, and it’s another manufacturer that has got its sums right.

Fabio Quartararo is another rider who is fed up with his team’s lack of progress and, if the rumours are to be believed, he has already penned a deal to leave Yamaha and head to the factory Honda team in 2027. Mind you, Yamaha is well on the way to developing its new V4 engine, so Quartararo could be another rider who may well rue his hasty decision to jump ship, especially as he has not yet ridden the V4 M1. He would surely feel a right chump if, like Acosta, he starts winning in 2026, only to leave the team for 2027.

If Quartararo does head to Honda, there is a possibility that Jorge Martin could fill the Yamaha seat, the route to Honda being effectively closed off. Personally, I’d love to see what a fully fit Martin could do on the Aprilia, as I’m pretty certain he’s as good as Marco Bezzecchi and look at what he achieved on the RS-GP Aprilia last year. But it seems as if Martin is determined to leave Aprilia when his contract finishes at the end of 2026; perhaps the relationship has never fully healed after Martin’s hissy fit at the beginning of 2025, when he tried to get out of his contract early.

If Acosta does head to Ducati, what then for Bagnaia? He could head to his mentor Valentino Rossi’s VR46 team, which has a single current-spec Ducati to run. That, of course, would mean that either Fabio DiGiannantonio or Franco Morbidelli would have to make way, and it’s hard to say who would get the nod.

Fermin Aldeguer had a brilliant 2025, with a maiden victory in Indonesia on a year-old Ducati GP24. After two years on a year-old machine, he would obviously like to be promoted to a current-spec bike, and a move to the factory team alongside Marc Marquez isn’t out of the question for 2027, but that all depends on Acosta, if the rumours are to be believed.

Maverick Viñales’ work on the KTM RC-16 possibly had a lot to do with Acosta’s surge in form in the second half of 2025, even as his own form slumped due to injury. He might be getting on a bit (31 this month) and has a bit of an erratic reputation, but his experience with four MotoGP teams – KTM, Suzuki, Yamaha and Aprilia – makes him a valuable asset. If Bastiannini and Binder continue to struggle while Viñales makes the bike work, then guess who’s going to get the nod for the factory KTM in 2027?

Binder scored a huge goal when he signed a multi-year deal for KTM, but that is coming to an end at the end of this season and, as much as it pains me to say it, from the outside, he hasn’t done nearly enough to justify the factory seat. Mind you, if paddock gossip is to be believed, he spent much of 2025 testing new parts on race weekends, in which case the powers-that-be behind the scenes know exactly what he is capable of, even while the results were nothing to shout about. He certainly deserves to be on the grid, but maybe it’s time to face up to the fact that KTM isn’t the place to be. Again, that might all change this year or next, but, without a crystal ball, it’s all guesswork.

Any move he does make is likely to be to a satellite team, which, as was proven in no uncertain terms in 2025, is no bad thing, but he’ll have to get a move on, as there are plenty of young pretenders snapping at MotoGP’s heels, deserving a chance.

If most of the big questions are answered before a wheel is turned in anger, then that will only leave us all the less distracted when the racing does resume, as well as providing an interesting subtext to the season. Who will have made the right decision: Acosta, Quartararo, or Martin at the moment, but every rider in the long run? As long as the on-track action matches the off-track intrigue, then we’re in for a cracking season.

Biker’s Warehouse officially kicked off the 2026 racing season last week with the launch of its highly anticipated Race Team, welcoming media, sponsors, riders, and supporters to an afternoon of team introductions, photography, and season previews.

We know Biker’s Warehouse as one of South Africa’s leading motorcycle dealerships and accessory specialists. This is no ordinary bike shop; Biker’s Warehouse supports riders across motocross, enduro, cross-country, road, and lifestyle segments. Beyond retail, the company remains deeply invested in the riding community through events, rider development, and motorsport sponsorship.

The team launch highlighted Biker’s Warehouse’s continued commitment to growing South African enduro and cross-country racing, supporting talent from junior development riders through to elite pro competitors across premier national and regional championships, including FarmJam, GXCC, EWXC, IMPI Hard Enduro, National Cross Country, and Northern Region Cross Country.

“Racing is part of who we are,” said the team. “We’re proud to support our riders with the equipment, backing, and platform they need to compete at their best while inspiring the next generation of off-road racers.” With a full calendar ahead across multiple championships, the team looks forward to representing Biker’s Warehouse and its partners at events nationwide throughout the season—united not just by competition, but by camaraderie and a shared love for riding.

This season’s line-up showcases one of the team’s strongest and most diverse squads to date, with experienced veterans, rising youth talent, and multiple pro-class contenders all competing under the Biker’s Warehouse banner.

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2026 Biker’s Warehouse Race Team

Wayne Farmer – #29
Team Manager | Master Class
Series: FarmJam, GXCC, National Cross Country, Northern Region Cross Country, IMPI

A cornerstone of the team both on and off the track, Farmer leads the squad while continuing to compete at the highest level in the Masters division.

Chris Kruger – #47
Senior Class
Series: FarmJam

A consistent performer with strong technical skill and race craft.

Blake Kruger – #J110
50cc & 65cc Classes
Series: FarmJam, GXCC, National Cross Country

One of the team’s exciting young development riders represents the future of the sport.

Luke Battersby – #504
Pro B Class
Series: EWXC, Farmjam

A competitive force pushing for podium finishes in the Pro B field.

Matt Battersby – #507
Pro Elite Class
Series: EWXC

Competing at the sharp end of the field, Battersby brings elite-level speed and experience.

Bianca Edwards – #522
OR1 Pro AM Class
Series: FarmJam, EWXC, National Cross Country

Stepping up into OR1 Pro AM for the first time, Edwards marks an important progression in her racing career beyond the Ladies category.

Fergal Mc Adam – #225 / #90
Senior Pro Class
Series: FarmJam, GXCC, IMPI

A seasoned pro with multi-series experience and a strong contender across both cross-country and hard enduro formats.

Erik Merry – #12
OR3 Class
Series: GXCC, National Cross Country, Northern Region Cross Country, FarmJam

A reliable and determined rider with consistent finishes across regional and national rounds.

Ruan Merry – #130
OR1 Pro Class
Series: GXCC, National Cross Country, Northern Region Cross Country, FarmJam

Competing in one of the toughest classes, Merry continues to establish himself among the top off-road competitors.

Scott Heygate – #130
OR1 Pro Class
Series: GXCC, National Cross Country, Northern Region Cross Country

A strong OR1 contender bringing speed and endurance to every round.

Matthew Pretorius – #217
OR1 Pro Class
Series: GXCC, Northern Region Cross Country, FarmJam

A focused and aggressive racer targeting consistent top-tier results this season.

Ruben Pieters – #698
OR2 Pro Class
Series: GXCC

A proven competitor in OR2 Pro with solid pace and race consistency.

So, there we have it, the official 2026 Biker’s Warehouse Racing Team. Make sure to follow them on social media as they charge for podium positions and strong finishes.

With prices of virtually every consumer product rising relentlessly, it is good to talk about a product that offers excellent value-for-money for once, and one that won’t break the bank.

The world of four-wheeled ATVs might not be one that you are familiar with, but it is big business, especially in the agriculture, forestry, game lodge and industrial sectors, where ruggedness, practicality and go-anywhere ability are paramount.

Quite naturally, you’d expect this to be an expensive sector of the market and, largely, you wouldn’t be wrong. But what if I told you that there was a way of getting into that market for a lot less than R100,000?

You’ll all be familiar with the Big Boy brand through seeing thousands of their two-wheelers on the roads of our cities performing delivery duties. Now, SAM, the local importer of Big Boy, is rightly proud to announce two new four-wheel ATVs, called the Big Boy Tracker.

There are two models: a 4×4 and a 4×2. The 4×4 is powered by a fuel-injected 287 cc single-cylinder engine, producing 17kW and 28 Nm, coupled to a CVT transmission, feeding power to all four wheels via a shaft. Low and high gear ratios are available, and the maximum payload is 200 kg. There are front and rear carry racks, a tow hook, steel wheel rims and LED lights. Ground clearance is 270 mm. There’s even a USB-C socket! Fuel capacity is 14 litres.

All of that must sound normal for a vehicle of its intended use, but what might not be so normal is the price; would you believe, R79,999!

If even that is too expensive for your tastes, there is the Tracker 250 4×2. The engine is a 224 cc single, producing 10.8 kW, driving the rear wheels through a CVT gearbox. The final drive is by chain, which will reduce operating and maintenance costs. Lighting is LED, the fuel capacity is also 14 litres, load capacity is 150 kg and, at R49,999, it could be the perfect tool for your farm, estate or lodge. Oh, and both options have a reverse gear too, making it easy to get out of a tight spot…

With over 100 Big Boy dealers across the country, purchasing, servicing and maintenance will never be a problem. For more information, head to www.samotorcycles.co.za

In the days before we rode to Wakkerstroom, we fixated on the weather forecasts. La Niña brought abundant rains to the country, and rain was predicted every day from Thursday to Sunday. Our tour leader, Theo van Rooyen, grew up in Wakkerstroom and still farms there. He warned that unless there was a break in the weather, the clayey dirt roads would be so slippery as to be impassable. There was doubt whether the ride would even take place. But hope springs eternal, and five of us met at 07:00 on Thursday morning at Westend Sasol on the outskirts of Nelspruit.

My ride for the weekend was a Suzuki DL800DE Rally, the new midrange dual-purpose bike that completes Suzuki’s V-Strom range. The V-Strom family now comprises the entry-level single-cylinder 250SX, the ultra-capable V-Twin DL650XA, the big banger, long-distance V-Twin DL1050 DE and the DL800. Unlike its siblings, the DL800 is a parallel twin, a completely new engine littered with high-tech innovations. The parallel twin configuration enables compact front to rear dimensions that promote optimal weight distribution and an all-day comfortable riding position. The 270° crankshaft delivers a smooth ride, which is further enhanced by twin balancers positioned at 90° to the crankshaft. The liquid cooled 776cm3 mill features DOHC, 4 valves per cylinder, fuel injection, electronic ignition and a lusty 9500rpm redline. The bike was resplendent in Suzuki’s funky Rally paint scheme, and in profile, it bore a striking resemblance to the legendary single-cylinder Suzuki DR800S Big. There’s a proud heritage manifest in the DL800. I’m not a fan of aftermarket exhausts, but the bike I rode was fitted with a Black Widow can that barked like an angry baboon. The bike was fitted with Michelin Anakee Adventure tyres, an excellent choice for the combination of tar and dirt planned for the weekend.

Years ago, one of my colleagues, a recently divorced minx, insisted on wearing a wedding ring. She called it her afskrikmiddel, her deterrent to keep lecherous fellows at bay. In the same vein, I always pack a rain suit to keep the rain at bay. Murphy never sleeps; he waits! If you forget your rain suit, you will get rained on. If you pack your rain suit, the chances of rain are significantly reduced. But on this morning, it didn’t look as if my anti-Murphy strategy would work. Heavy-bellied, pewter coloured clouds hung low over the mountains.

As we left The Spruit on the R40 towards Barberton, we rode into sifting drizzle that beaded our visors but didn’t warrant stopping to put on rain suits. We turned west onto the R38 and rode up Nelshoogte Pass. The mountains were shrouded in dense orographic mist. The road was slick, and in places visibility was a few metres. Despite our cautious speeds, it wasn’t long before we descended the steep western slopes of the mountains and rode under high cloud across the plains to Badplaas, where we regrouped. The riders and bikes were: Theo – BMW R1200GS, James – Husqvarna Norden 901, Helen – Suzuki DL800, Phil – Triumph Tiger 900. Nice bunch of people!

From Badplaas, we followed the R541 to Lochiel, turned west on the N17 and south on the R33 towards Amsterdam. At the sign that read “Giant Footprint”, we left the tar and rode sandy tracks through a pine forest, and after a few clicks stopped at the foot of a rocky outcrop. The remarkable footprint is carved into granite and measures 1.5 metres from heel to toe. It is thought to be around 200 million years old. In Amsterdam, we stopped at Flip’s Slaghuis to stock up on droëwors and biltong for the weekend. A hundred metres along the road, two traffic cop cars were parked under a tree, and I hoped they would stop me so that I could validate a theory: “Om jou vinger saggies op iemand se lippe te sit en sê “Nie nog ‘n woord nie” is uiters romanties maar spietkops laaik dit fokol!” (To place your finger softly on someone’s lips and to say ‘Not another word’ is very romantic, but cops don’t like it!) But they just waved at us as we rode past, so I’ll have to test the theory on another ride. From Amsterdam, it was a swift and scenic 50km ride through never-ending plantations of pine and eucalyptus to Piet Retief, where we stopped for fuel. We followed the R543 west along the shores of the Heyshope Dam. On the road to Dirkiesdorp, Theo signalled to us to pull over and pointed to the imposing massif that dominates the southern skyline. Nhlanga Mpesi, the gathering of the hyenas, was a rendezvous for Shaka’s raiders, whence they launched their raids on other tribes.

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Just before Dirkiesdorp, Theo led us into the first dirt of the day. For 35km, we traversed a mountainous landscape of astonishing greenery and breathtaking beauty. We stopped at the 2001 metre summit of Jantjieshoek Pass and gazed in awe at the panorama spread at our feet, a vista of emerald meadows, coppices and meandering streams, and mountains fading to purple on the distant horizon. That was the first time I rode Jantjieshoek, but it won’t be the last. At the entrance to Wakkerstroom, we stopped at Vleiland Dop en Tjop to buy booze and then cruised to Crowned Crane View our home for the weekend.

Our hosts for the weekend were Emma and Dion, who own several guesthouses in the town. Their home was nearby, and as the sun set over the meadows and wetlands, we walked across for an early dinner. Emma is an excellent cook. Over the weekend, we were treated to elegant, hearty cuisine, fine dining in a converted stone barn decorated with agricultural artefacts and implements. After dinner, as we walked back to our house, it began to rain and continued to rain until the early hours. There was certainly snot on the menu for our ride on Friday, and to make our joy complete, single-digit temperatures were forecast. As I slipped into the arms of Morpheus, I seriously considered staying in bed instead of exposing my cosseted carcass to the hostile elements.

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Friday dawned bleak and forbidding with layers of zinc cloud, moist and icy, pressing down on the land. I gritted my teeth, put on my big boy pants, and after wolfing down Emma’s breakfast, I was ready to ride. We rode the mist-obscured tar road to Volksrust and Charlestown. The summit of serpentine Laing’s Nek is 1680m, and the temperature rose gradually as we descended the escarpment to the plains of Northern Natal 400m below. At the turn off to Ingogo, Theo led us onto the first dirt of the day. There was a thin crust of dry dirt covering a layer of slime, but it was easy to ride, and soon everyone was lighting up the rear tyres, scouring long muddy darkies and grinning like demented apes. On long straight sections, I unleashed the hounds of hell and rode at 160km/h, the bike surefooted and nimble, delivering the thrills it was designed for. We raced past Ingogo and Flentershoek, across limitless bushveld terrain until we joined the R34 to Utrecht.

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In Utrecht, we were joined by Jean, a farmer from Majuba on his 1200GS. We parked our bikes on the grounds of the historic Utrecht NG Kerk. Theo had organised access for us, and we spent the next hour exploring the wonderful building, which was consecrated in 1893. The church is remarkable for its magnificent organ and vaulted ceiling. Two of the church deacons acted as our guides and were keen to answer our questions. Countrywide, the historic NG Kerke are under threat. The rise of secularism and the depopulation of the rural areas mean that congregations have dwindled. The church in Utrecht can seat 300, but services are attended by 40 worshippers at most. The churches are unattended much of the time, which makes them a target for vandals and thieves. I fear these remarkable heritage sites will suffer the same fate as other cultural landmarks, which have been desecrated and turned to rubble.

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On the way out of town, we stopped at the graveyard. The British Military section of the cemetery is well maintained by the Commonwealth War Graves Commission. It features an arrow-shaped layout pointing north, the final resting place of soldiers who died during the Anglo-Zulu War of 1879. Of course, the bronze plaques that were mounted on the wall of the cemetery and which told the history of the war have been stolen and sold to buy nyaope.

We rode northeast into the fastnesses of the Balele Mountains. Hattingshoogte Pass is 25km long and reaches an altitude of 1965 metres. It’s not for the faint-hearted, but it was in reasonable condition and dry, which made for relaxed riding and sightseeing. It’s wild out there, and we were lucky enough to see giraffe and sable roaming the mountainsides. The pass ends at Groenvlei, and from there Theo led us eastwards deep into the mountains on the road towards Luneburg. He signalled a halt where a spring, filtered and flavoured by lichen and ferns, flowed from the rocks. We sipped ambrosia, but there’s only so much Adam’s Ale one can consume before it becomes a little bland. Fortunately, I’d had the foresight to buy a six-pack of bitterly cold Black Labels in Utrecht. We parked off at the side of the road, quaffed our Zamaleks and swapped stories. But tempus fugit, so we saddled up, rode west through Groenkloof and into Wakkerstroom. It would have been foolish not to stop at the historic Wakkerstroom Hotel for a cleansing, throat-charming lager, so that’s exactly what we did to celebrate a day of fine riding.

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Saturday’s weather was a much happier prospect with sunshine forecast from midmorning onwards. After breakfast, we rode at speed under high overcast to Volksrust. I think we were all full of joy at the prospect of a sunny day. The Suzuki was running like a long dog, smooth and swift and on a long straight, I saw 200km/h with the mill spinning at 9000 rpm. My one criticism was the minimalist windscreen, which provided negligible protection, so I did my best to duck out of the wind blast, but it really wasn’t a big deal. A nice aftermarket screen will sort it out. Saturday morning traffic in Volksrust was chaotic. Unlike my law-abiding companions, I rode on pavements, across barrier lines and down side streets to escape the mayhem. I wanted to get ahead of them so I could stop for photos at a house in Charlestown, the spookiest joint I’ve ever seen. Local legend has it that it’s a witchdoctor’s house, and judging by the macabre ornamentation, that seems to be a reasonable hypothesis. Check the photos and judge for yourself.

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A few clicks past the spookhuis we left the tar and followed the road to Kwaggasnek and Amajuba. The road was mainly dry, but ten clicks in, it suddenly turned into a skating rink. Jean said, “I know this road very well. My farm is ten minutes away from here. This is clay, and from here on it gets worse. We’re gonna go down like skittles!” There’s no substitute for local knowledge. We turned back to the tar and rode down Laing’s Nek. Our immediate destination was Memel, and I thought we were going to have to ride through Newcastle to get to the R34 and Botha’s Pass, but Theo and Jean had other plans. Long before Newcastle, we turned right onto the D38, a nondescript dirt road that ran due west over plains and mountains and intersected Botha’s Pass after just 15km. We cruised into Memel, took photos at the church and then set off to tackle some of the legendary northern Drakensberg passes.

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It was a glorious day as we headed into the mountains. After the rains, the cloudscapes were spectacular in their variety. I rode along singing Joni Mitchell’s unforgettable lyrics:

Rows and flows of angel hair
And ice cream castles in the air
And feather canyons everywhere
I’ve looked at clouds that way…

The ride up Normandien Pass was an absolute delight. The Suzuki was in its natural habitat, bounding up rocky slopes, howling along middelmannetjie tracks, blitzing down dirt highways and churning through river crossings. The beauty of that ride will stay with me for a long time; water streaming from the mountains, rivulets flowing out of the veld across the road and into the vleis, herds of fat cattle grazing in emerald leas, sheep lying down in green pastures, flocks of blue cranes, reed beds, rivers in flood, stands of ancient bluegums on the mountainsides, willow trees tracing the meandering course of a stream, wetlands teeming with wildfowl, the roadsides and meadows thick with multicoloured wildflowers, herds of horses and crystalline high altitude skies. It was beyond magical, a garden of earthly delights.

We stopped at The Ark at the summit of Normandien to revel in the 180° views over the Natal lowlands. On this wonderful, clear day, we could see forever to the indistinct horizon where earth and sky became blurred. The descent of the pass was a little tricky. Washaways and ruts and exposed rocks were ambushes for the unwary, but we all managed the ride unscathed. At Normandien police station, we turned left and followed the P39-1, a narrow tar road in the middle of nowhere, which led to the foot of Muller’s Pass. It was an easy ride up Muller’s despite steep inclines and lurking ruts. It was 15:00 when we dismounted at the Memel Hotel for a drink. The hotel is owned by Stella and Rudi, who named the bar Stafford Saloon, but that’s nothing to do with me, even though I have been known to frequent biker boozers. As we were leaving, a group of ten blokes on big dirt bikes arrived. Memel Hotel was their destination for the night, and it should also be yours if you’re riding the northern Berg. Expect a friendly place and a warm welcome.

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We retraced our ride to Botha’s Pass, and yet again, local knowledge proved its value. Near the summit of the pass, we left the tar and rode east across steep mountainsides with the Amajuba massif bulking ever larger on the horizon. This was the route we abandoned in the morning. Thanks to the warm sunny weather, what had been perilous snot six hours earlier was now excellent, grippy dirt. Short before long, we popped out in Charlestown and cruised back to Wakkerstroom.

Theo had one last surprise for us. Ossewakop looms over the eastern side of Wakkerstroom. Ossewakop is so named because of the ox wagon depicted in whitewashed stones on the side of the mountain and the dates 1838 – 1938 to commemorate the centenary of the Great Trek. The project was the brainchild of Mr Vercuil, the headmaster of the school. To comprehend the magnitude of the task, it’s informative to understand the scale. For example, the digit 1 is 27 metres high and 1.2 metres wide. Every afternoon, the schoolboys climbed the mountain and packed stones to create the image and the digits. On a day when all the stones had been placed, the boys climbed the mountain carrying buckets of whitewash and painted the stones to reveal the results of their endeavours. It is said that the whole town stood and watched as the image materialised. There’s a 4X4 track that runs from the far side of Ossewakop to the summit. Theo said, “I’m riding to the top of the berg. You’re welcome to join me, but let me warn you that the ascent is very difficult, steep, narrow and rocky. The trail has a RED grading! There’s no place to turn around. If you bugger up, you’re gonna go down hard in the rocks. But the views from the summit are worth the effort.” Sounded like fun. James and I were in. Theo had not exaggerated the difficulty. Near the top, I was riding on a concrete tweespoor when I lost my momentum and my mojo and ran into the rocks. I knew I was going to crash, but by some miracle, the bike clawed its way out, and I continued to the summit shaken and stirred. The views were as promised. The town lay spread out 400 metres below us. To the south, Zaaihoek Dam sparkled in late afternoon sunshine. From our vantage point, we could see the extent of the wetlands that surround Wakkerstroom and appreciate the stunning bucolic beauty of this unique spot on the planet. We could have stayed longer, but the wind was pumping, the shadows were lengthening, and we needed fodder and beer. We descended the berg in the gloaming and pulled into the cottage as the sun dipped below the horizon in a technicolour blaze of red and orange and yellow and purple. Our companions had the braai fire going, and that evening we chowed ourselves dik on delicious steak, wors and potato bake. A fitting denouement to a brilliant weekend.

We said our farewells on Sunday morning and went our separate ways. I needed to deliver the bike to Suzuki on Monday morning, and therefore, my destination for the day was Johannesburg. I rode tar to Volksrust and Standerton and then rode dirt to the silos at Holmdene, from where I followed the railway line service road to Val. In the days of steam locomotives, Val used to be a bustling railway town, but these days its main claim to fame is the Val Hotel and the Moeggeploegkroeg. Val is a fine breakfast run destination. Try it. You’ll like it.

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From Val, it was a skip and a jump to Joburg. When I parked the Suzuki, the cumulative trip meter read 1280km. Over four days, the Suzuki DL800 acquitted itself with power and precision. The DL800 is an exceptional midrange dual-purpose bike. Do yourself a favour and ride one. Price: R201,500. A trivial sum for your passport to adventure.

Our total distance covered for the tour was 1280km.

Suzuki DL800

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

2026

Suzuki V-Strom 800 DE

Pricing From R203,520 (RRP)

Brand: Suzuki

We South Africans are a predictable lot; give us something new, and we’ll take our time to warm to it, before fully embracing it and ensuring its success.

Such has been the fate of the fledgling AMID motorcycle Expo, held at Red Star Raceway. While many will lament the passing of the huge (and expensive) AMID shows of old, held at Kyalami or NASREC, the reality was that it was simply financially unsustainable for the industry, given the market conditions.

By re-inventing the show as a much more informal and relaxed event at Red Star Raceway, the industry is still able to have a showcase for both existing and new models without it costing the earth.

2026 was the third edition of the show and was by far the biggest and best, in every sense of the word. The first year, around 1,600 people attended. In 2025, that figure had risen to 2,500. In 2026, the astonishing figure of 6,000 people came for free through the gates over the two days. That is a huge leap and can only bode well for the future. Such success will only serve to make the show even better next year and beyond, as nothing helps businesses to commit more to being there than high visitor numbers.

Not only has attendance improved, but the number of manufacturers involved was also way above what it has been before. All the major manufacturers had a presence, either through the importer or through dealers.

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The full list was as follows: Suzuki, Yamaha, Honda, Kawasaki, Harley-Davidson, Triumph, BMW, KTM (who used the event to launch the new 1390 Super Adventure S and the 990 RC to the public), Husqvarna, GasGas, Royal Enfield, CFMOTO, Kayo, QJMotor, Hero, Beta, Can Am, Polaris, Linhai, and Tromox electric bikes. It would be impossible to pick out a highlight, so much mouth-watering machinery was on display, but it was good to get a close look at the Royal Enfields, while the Chinese brands – CFMOTO and QJMOTOR – have to be giving the established Japanese and European manufacturers a wake-up call.

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What AMID and the motorcycle industry as a whole have achieved in three short years with the Expo is very encouraging for the future of motorcycling in South Africa, and, if the attendance was anything to go by, it seems those sentiments are shared by the public.

If on-track demo rides are not yet a feature of the show, then at least there was some track action thanks to a regular Suzuki Rider Safety Day taking place, which provided some welcome sights and sounds. There are ongoing discussions about including the demo rides for future shows, but, as yet, nothing is confirmed…

I have heard many people saying that Red Star is too far away, but, in reality, it is a short hour’s drive or ride away from Sandton, and, when the weather is perfect, as it was on Saturday morning, then where is the hardship in getting out of the city for a day?

In conclusion, the AMID Motorcycle Expo has, in three short years, established itself as a must-attend event on the motorcycling calendar. As long as we, the public, continue to support it, then the manufacturers will too, and it will be fascinating to watch it grow in the coming years.

I am old enough to remember when the Japanese tide changed the motorcycling landscape forever. Naysayers called them ‘Jap scrap’ and ‘rice burners’, but the proof of the pudding was in the riding, and the motorcycling world as we knew it changed forever. Undeniable quality, reliability and fair pricing soon saw the Japanese manufacturers dominating the sales charts, even contributing to the demise of some European and Italian brands.

In recent times, we have seen both European and Japanese manufacturers experiencing a bit of a reverse déjà vu with the influx of Chinese motor cars and motorcycles. The offerings from China have improved exponentially in quality and specifications to a point where they have become an attractive and viable option to the long-established brands. The Chinese have looked and learnt. The huge domestic market has allowed them to become adept at maximising economies of scale and shortening component supply lines, which has resulted in significantly lower production costs. Passing these savings on to the retail market has resulted in nothing short of spectacular value for money offerings.

The brains trust at KMSA, Chris Speight and his protégé, Kibble Jelliman, have been keeping close tabs on motorcycle trends and market conditions in SA. Chris has been at the helm of KMSA for yonks and has probably forgotten what many industry players still need to learn! Kibble, too, has paid his dues, and together they make a formidable management entity. Noting the constantly escalating cost of Japanese motorcycles and the ageing South African motorcycle buyer profile, not to mention emigrants, they realised that they needed to look at the future differently. Illustrating this point, Chris, in his presentation to assembled dealers and members of the motorcycling media, played a clip of the epic Bob Dylan song ‘The Times They Are a-Changing’. Enter QJMOTOR and BRC MOTO.

After exhaustive research and identifying suitable product providers, Chris, Kibble and KMSA tech boff, Jonno Proudfoot, took themselves off to China on the final part of their due diligence exercise. The bikes and vehicles that we got to sample at Formula K – SA were the culmination of all this hard work. During my recent visit to EICMA at the end of 2025, I identified what I considered the Chinese brands that we need to watch. The brands that are forging their own way and making huge waves internationally in terms of engineering excellence, design, fit and finish and equipment levels are QJMOTOR, CFMOTO, VOGE, Zontes and KOVE. Seeing the bikes in bright South African sunlight confirmed my impressions from EICMA. This brand is proper!

We had the opportunity to do a few laps of the cart circuit to get a feel for the bikes. The offering is quite comprehensive. There are sportbikes with capacities of 450 cc, 600 cc, 800 cc and a range-topping SU 9, a four-cylinder 900, which is handsome, with serious MV Agusta styling cues. In fact, all the bikes look the business and are all dressed in Marzocchi suspension and Brembo brake-equipped. Performance is impressive across the board. The fuelling on some of the bikes will need some sorting, but considering that it was the first time they have run on African soil, and on the Highveld, they impressed. There is a V4 600 cc power cruiser, the SRV 600 V4, which I reckon is an absolute winner for the urban warrior, especially at a recommended retail of R119,995.

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All the bikes are thoroughly modern with TFT displays, and everything we have become accustomed to on current premier offerings. The sport bikes have DOHC, 16–valve, 4-cylinder motors, whereas the Adventure bikes in 900 and 700 cc variants have parallel twin, DOHC 8-Valve motors. Recommended retail prices are incredibly good. The 700 cc SRT 700 SX Adventure bike, as with the SRT 900 SX, comes complete with crash bars and aluminium panniers and top box at prices that are beyond competitive. With all the mod cons of modern Adventure bikes and then some, it is difficult to look past them when shopping for your next Adventure travel bike.

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A R100,000 saving on the purchase price when compared to bare bones opposition, which then still have to be kitted out, is serious food for thought. We cannot wait to experience these bikes on extended tests to give more meaningful feedback. KMSA is bringing in the top-of-the-range models with features like heated seats and grips, quickshifters, and the luggage kit and crashbars already mentioned. It’s almost too good to be true.

Starry-eyed after the QJMOTOR motorcycle encounter, we turned our attention to the four-wheelers. QJMOTOR offer the SFA 1000 P, a V–Twin winch–equipped quad, selling for a price that will have the other competing manufacturers weeping in their saki.

BRC MOTO make side by sides, the SA WARRIOR 1000 MXD 6-seater and the shorter wheelbase version, which run CFMOTO running gear and perform surprisingly well. Our Simon, with Bjorn squealing in the passenger seat, had fun chasing the slower bikes around the cart track. They look like something out of Mad Max, with a full metal jacket (built for South African conditions), and are a hoot to drive. Farming, mining and security work have never been so much fun. Again, pricing is extremely attractive for what appear to be comprehensively specc’ed utility vehicles.

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What makes all of this extremely attractive and reassuring for potential buyers is that these products enjoy the support of KMSA, an organisation that is in its 50th year of service to the South African public. You can lay your money down with absolute peace of mind. As I see it, KMSA had two choices, given the state of the South African market. They could cut their cloth accordingly and draw into their shell, accepting a low road scenario and eke out an existence, to the detriment of their shareholders and their customers, or they could embrace the change inherent in the world in which we find ourselves and take control of their own destiny. Chris, Kibble and team, I applaud you. Who dares wins, and I think you guys deserve all the success that comes your way, and I wish you well on this exciting new venture.

For more information, visit BRC Moto & QJMOTOR

We all know that owning a motorcycle is an emotional thing; it’s head over heart, and, because of that, the decision to sell is never easy. It’s like losing a member of the family. Stories of terrible dealer experiences abound, as do private sale disasters. So much so that it is difficult to know who to turn to when the time comes to move your machine on, but there is one point I’d like you to consider.

A large used bike shop can only be a large used bike shop if it has a massive amount of stock on the showroom floor. It can only maintain that stock if it is constantly buying from the public, and it can only continue to do that if it has built an excellent reputation for fairness and respect towards both the customers and the motorcycles it buys.

Bikeshop Rivonia is one of the biggest buyers of used motorcycles in South Africa; you only have to visit the hugely impressive premises to realise that is no idle boast. They can only achieve this scale with the genuine support of their customers. People trust them to act in their interests, which means they are doing it right.

A Seamless Process

The process of selling your bike to Bikeshop Rivonia couldn’t be more straightforward. Firstly, get in touch and let them know you have a bike you’d like to sell. You can do this either on their website or by sending an email to [email protected].

Alternatively, you can head to the showroom and talk to either Kyle or Zane. Given how busy the floor is, it’s always a good idea to let them know you’re coming first; it ensures they can clear the decks and give you their undivided attention. While they are often knee-deep in assessing half a dozen other machines, they will always prioritise making time for you if you give them the heads-up.

Getting the Best Value

If you are starting the process via the website or email, my advice is to send some good, clear, and up-to-date photos. We all have that one “glamour shot” of our bike from years ago, but providing an honest, current look at the machine helps the team provide an accurate valuation right out of the gate.

To keep the wheels turning smoothly, ensure you have the following ready:

• A valid NATIS document (the bike must be registered in your name).
• The original owner’s book and spare keys (these always add value).
• Any service records and invoices for work done—this is the best way to prove the bike has been loved and justifies a better price.
• A copy of your ID, proof of residence, and bank details.

Speed and Respect

After an on-site assessment—which usually takes no more than twenty to thirty minutes—they’ll make you an offer. If you accept, they’ll pay you on the spot, immediately. They’ll even help you get home if you live within a 50km radius of the premises.

But what if you are nowhere near Johannesburg? Absolutely no problem. Bikeshop Rivonia has a network of authorised brokers and assessors across the country—from Gauteng to Durban to Cape Town to Bloemfontein, and all points in between. You get the same professional Rivonia experience regardless of your location.

At no point will you feel as if you are being taken advantage of, nor that your bike is anything but important to them. They’re all riders themselves, and they understand the emotional connection you have with your bike, and you really get the feeling that they’ll treat the bike with the reverence and respect it deserves.

Each bike bought will go through their workshops to ensure it’s 100% from top to bottom, inside and out and that it looks as good as it can. It might even get more pampering than you gave it yourself…!

The Final Verdict

Of course, you can read this with a cynical mind, and you’d be perfectly within your rights, but the proof, as they say, is in the pudding, so why not give them a try? There is absolutely no obligation to sell, even after the assessment has been carried out and the offer made; the final decision is yours. We’d like to wager, however, that dealing with Bikeshop Rivonia might just be the experience that restores your faith in the motorcycle industry.

Red Bull KTM Factory Racing’s Luciano Benavides has conquered the 2026 Dakar Rally in the most dramatic fashion imaginable, sealing overall victory by just two seconds after a never-give-up fight across Saudi Arabia. Refusing to surrender despite setbacks, pressure, and one of the closest battles in Dakar history, the Argentine delivered when it mattered most, attacking right to the final kilometre on his KTM 450 RALLY to claim his first Dakar Rally victory. Daniel Sanders and Edgar Canet both reached the finish of the world’s toughest rally-raid in fifth and 32nd positions respectively, completing an extraordinary Dakar campaign defined by resilience, belief, and relentless determination from the Red Bull KTM team.

Benavides delivered a standout performance throughout the event, combining outright speed, consistency, and intelligent race management to fight for the overall victory right to the very end of the rally. The Argentine claimed three stage wins, including a decisive victory during the event’s first marathon stage, and consistently ran at the front as the terrain became increasingly demanding. By refusing to give up and attacking until the last day, Luciano sealed an extraordinary Dakar Rally victory, the greatest achievement of his career to date, and underlined his status as one of the leading forces in rally-raid competition.

Benavides’ win – the closest in the history of the event – marks KTM’s 21st Dakar Rally title and continues a remarkable family legacy, following Dakar triumphs by his brother Kevin in 2021 and 2023.

Luciano Benavides: “I still can’t believe it. I never stopped dreaming. I woke up today full of energy and motivation, just thinking about what I could do and trusting in myself, and that was the key to this Dakar. I did this for myself, and this feeling is unreal. To win by just two seconds is unbelievable. I even missed the last two corners and nearly crashed, so it was right on the limit, but it paid off. I honestly can’t describe this moment. This is my ninth Dakar, and it shows that if you never stop dreaming, never stop believing, and keep fighting for your goals, anything is possible. I never gave up. Even today, when I was losing time, and I saw Ricky pushing hard, I kept telling myself it wasn’t over until the last kilometre. In the end, he made a small mistake, and I got it right. It’s just unreal. Vamos Argentina! Now it’s time to celebrate with my family, my friends, my sponsors, and everyone who has supported me through all these years to achieve this dream.”

Daniel Sanders’ Dakar was defined by determination and resilience. After showing front-running pace in the opening half of the rally and spending multiple days at the head of the overall standings, the Australian suffered injuries during the second week that significantly impacted his ability to push at full speed. Despite the pain, Sanders dug deep to complete the remaining stages and reach the finish in an incredible fifth place overall, demonstrating the grit and toughness that took him to the 2025 Dakar and World Rally-Raid Championship titles in dominant fashion.

Daniel Sanders: “I’m really happy for the team, and that’s just Dakar – it’s never over until it’s over. Every day is different, and anything can happen. I only heard the news at the finish. I was in a lot of pain and honestly just ready to lie down, but that gave me the extra motivation to go and see Luciano and congratulate him. It’s so cool and really incredible for the whole team. Unfortunately, I was unlucky in my own race and out of the fight for the win, but the result is still in the team, and that’s something special. Huge congratulations to everyone who worked so hard again this year—consistency has really paid off.”

For Edgar Canet, the 2026 Dakar Rally represented a major milestone in his career. Competing in the RallyGP category for the first time, the Spaniard made an immediate impact by winning the prologue and stage one, becoming the youngest-ever stage winner in the bike category. An issue with his rear mousse while pushing hard on stage five halted his charge in the overall standings, but Canet continued to demonstrate impressive speed and strong navigation throughout the remainder of the rally. Gaining invaluable experience, Edgar completed his second Dakar and first at RallyGP level in emphatic fashion, finishing the event on a high with a commanding victory on the final stage.

Edgar Canet: “It’s been a really crazy race for me. These two weeks were full of emotions, so many ups and downs, but the most important thing is that we made it to the end. I won three stages, and Luciano taking the overall win is huge. I’m super, super happy for him. It’s been a crazy Dakar, and I couldn’t be happier for the whole team and the entire KTM family. We showed throughout the race which bike is the fastest in the desert, and that was a big objective for us. Now the motivation is even higher to keep working, keep fighting, and keep improving. I know exactly what my main goal is for next year, so I’m really motivated to keep pushing and keep training.”

Andreas Hölzl – Rally Team Manager: “We are incredibly proud of what Luciano, Edgar, Chucky, and the entire team have achieved – it’s honestly unbelievable. We fought right until the very last meter and never gave up, and that was the key. Dakar always writes its own stories, and this year was another perfect example of that. Luciano fought from day one until the finish; he’s a true fighter, and without doubt, this has been the best race of his career. It’s an incredible achievement. Edgar once again showed just how strong he is in winning the final stage. I’m really happy we have him in the team, because I’m convinced he will win a Dakar one day. And Chucky, our real survivor, deserves massive respect. I’m extremely proud of these three riders and of the whole team.”

KTM’s success at the 2026 Dakar Rally extended well beyond the overall classification, with victories across multiple categories. In Rally2, Toni Mulec delivered a commanding performance to secure class victory and claim a second Dakar win for BAS World KTM, underlining the competitiveness of the KTM 450 RALLY REPLICA at the highest level of customer racing. The celebrations continued in the Malle Moto class, where Benjamin Melot claimed a long-awaited Dakar victory aboard his KTM, finally stepping onto the top of the podium after four previous top-three finishes.

With the 2026 Dakar Rally now complete, Red Bull KTM Factory Racing turn their attention to the next chapter of the rally-raid season, building on a campaign defined by podium finishes, stage victories, and the continued development of both riders and the dominant KTM 450 RALLY at the highest level of the sport.

Provisional Results – 2026 Dakar Rally, Stage 13
1. Edgar Canet (ESP), KTM, 0:49:03
2. Luciano Benavides (ARG), KTM, 0:49:09 +0:06
3. Tosha Schareina (ESP), Honda, 0:49:50 +0:47
4. Michael Docherty (RSA), KTM, 0:49:53 +0:50
5. Adrien Van Beveren (FRA), Honda, 0:50:18 +1:15
Other KTM
23. Daniel Sanders (AUS), KTM, 57:13 +8:10

Provisional Standings – 2026 Dakar Rally (after 13 of 13 stages)
1. Luciano Benavides (ARG), KTM, 49:00:41
2. Ricky Brabec (USA), Honda, 49:00:43 +0:02
3. Tosha Schareina (ESP), Honda, 49:25:53 +0:25:12
4. Skyler Howes (USA), Honda, 49:57:22 +0:56:41
5. Daniel Sanders (AUS), KTM, 50:03:56 +1:03:15
Other KTM
9. Toni Mulec (SLO), KTM, 51:57:59 +2:57:18
32. Edgar Canet (ESP), KTM, 61:10:38 +12:09:57

With the cessation of the large-scale AMID motorcycle shows held at Kyalami, much to the disappointment of enthusiasts, it was feared that the motorcycle industry in SA would no longer have a collective public showcase, especially in light of falling sales and reduced revenue.

However, in 2024, AMID decided to start all over again, this time on a much smaller scale, and, if attendance figures are anything to go by, it has proven to be a hit with the public.

The first year, 2024, 1,600 visitors headed to Red Star Raceway to see a sprinkling of brands showing their wares. In 2025, that figure grew to 2,500, and now, with the 2026 edition of the show about to happen, all players are hoping for yet another jump in attendance, and, with the selection of brands committed to attending, it is certain that this will happen.

AMID is to be commended for realising that such a show would need three or four years to gain traction and, happily, it seems as if this is happening.

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Taking place on the weekend of the 31st January and 1st February, visitors can expect to see all the major manufacturers:

BMW Motorrad, BRC Moto, Can-Am, CFMOTO, GASGAS, Harley-Davidson, Honda, Husqvarna, Kayo, Kymco, KTM, Kawasaki, Linhai, Polaris, Suzuki, Triumph, Yamaha,
and a new brand in South Africa for 2026—which we are excited for—QJMOTOR. Along with a representative selection of accessory and apparel dealers.

As in previous years, entrance is free, and the show runs from 08:30 to 16:00 on Saturday and 08:30 to 15:00 on Sunday. Sadly, it doesn’t seem as if on-track demo rides will be available – this was always a big attraction of the old Kyalami days – but who’s to say that it won’t happen in the future if attendance keeps rising and the demand justifies the expense for the manufacturers.

The motorcycle industry in SA definitely needs this showcase, so make an effort to get to Red Star Raceway on the last weekend of January to ensure that it continues into the future.

Sometimes the best laid plans go out the window, and then new plans need to be made. Such was my planned trip to George. The plan was simple: ride down to George, stay a few nights with a friend and meander back to Gauteng. To do this though, I arranged the ultimate mile muncher in the BMW stable, the BMW R 1300 RT. If I were going to do this in the allotted timeframe, at least I would be doing it in Business Class. No sooner had I arranged a bike when my friend’s plans changed, and I was left with a road to ride, but nowhere to rest my head. I quickly had to make alternate plans for accommodation. Being December did make it a bit more difficult, but I managed to find accommodation in central George. Having mentioned this predicament to my colleague, Dave Cilliers, he offered to ride down with me. He was planning to ride to Port Elizabeth later anyway, so now he would arrive a little ahead of schedule.

We left Pretoria around 5 am to get the worst of the Big Smoke behind us. Dave rides this road a lot, so he had all the fuel stops laid out, and I merrily followed in the wake of Dave’s Honda NC 750. We hit a few patches of rain, but nothing that warranted a stop to change to rain gear. I had the added advantage of the exceptional weather protection the RT provides. The RT has body panels on either side of the fairing that lift up, and once in the up position, they deflect wind and rain away from your legs. It does make the bike look slightly awkward, but the new RT’s look is a bit of a sore point anyway. Where the older 1250 RT had flowing lines, the 1300 has a more angular look. The look is definitely polarising. In my opinion, the RT is not a pretty bike, but its practicality will make you overlook its appearance.

The model I had was decked out in Option 719 extras, but the luggage-carrying ability of the RT was the real clincher for me. The top box holds 57 litres and has a USB-C socket to keep your phone juiced up. This came in handy as I was using the BMW connected app, and that is one power-hungry beast. Although the app records trip details, it only has turn-by-turn navigation, which is a bit rudimentary. Come on BMW, give me Android Auto or Apple CarPlay. That massive TFT screen had more than enough space for that. The two side panniers hold 27 litres each, and use BMW’s Vario system that can expand their carrying capacity to 33 litres. For the first time in a very long time, I had more than enough space to pack all my stuff. My camera bag is usually my biggest challenge, but the RT gobbled up everything with ease.

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It also gobbled up the miles, and before long, we pulled in at our breakfast stop, 35 km south of Bloemfontein. We were making good time, despite the traffic. Everywhere we stopped, people would walk over and chat. The most common phrases were: “we are from Pretoria,” and “we are going to Stilbaai.” It sounded like Stilbaai was the destination of choice for the whole of Pretoria this year.

After our breakfast, we headed further towards Colesberg. Here, we treated ourselves to a proper milkshake as the weather was turning out to be quite pleasant. One thing I noticed about Dave is that he will happily sit behind me for miles on end until the Márquez in him smells a twisty bit coming up. Then, the NC would come flying past, and I have to engage the thrusters on the Starship Enterprise to try and keep up. Coming from Pretoria, the Loodsberg Pass outside Middelburg has a few gentle curves in the road that serve as a warm-up. Once over the pass, the road has some glorious kinks in it. The Honda was coming perilously close to scraping footpegs, and the BMW was in its tracks. It is quite remarkable how nimble the big RT can be when the road gets twisty. The Telelever suspension makes this heavy bike feel surprisingly nimble.

Past Loodsberg Pass is the less impressive Naude’s Mountain Pass that consists of a left and a right, and that is about it. After these two, we turned off the N1 towards Nieu-Bethesda, our overnight stop. Dave knew a few locals, and of course, we had to have a well-deserved beer. We stopped at “The Brewery and Two Goats Deli” where we had a delicious platter served, and of course, a beer. We had some time to kill, so we took the bikes and just rode through parts of Nieu-Bethesda that I had never seen. This is really a fantastic little stopover on your way down to the Garden Route.

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The next morning, we headed to Graff-Reinett, where we said our goodbyes and parted ways. Dave was heading to Port Elizabeth, and I was headed straight to Willowmore for breakfast. I had to make a quick stop in De Rust to pick up an old stopwatch, and then I headed to George over the Outeniqua Pass. Again, I was impressed by the handling of the RT. I met up with some friends in George and Hartenbos. Dinner was spent with good food in good company.

The sun was out the next morning, so my plan was to go to Stilbaai. A part of me wanted to go, but I knew that the place was going to be anything but still, as was evident by the number of people who were heading that way. So, as I got to the Mossel Bay turnoff, I pushed the RT off the highway and headed in the direction of Robinson Pass. I stopped at the first farm stall and ordered coffee and something sweet. Two riders on GS’s also stopped, and we had a long chat about bikes and riding.

Just as I was about to leave, a tow truck pulled in, towing a very broken truck. It collided with the barriers on the pass, spilling mangoes down the ravine. As I rode past the accident scene, the barriers were already being fixed, and they were not even hosting a G20!

I continued to Oudtshoorn, stopping at two more farmstalls, hoping that my small monetary input would make a difference. From here, I headed back to George, and I got to ride the Outeniqua Pass again.

I planned to leave George the next morning and see how far I could get before sunset, and then find a place to sleep. I decided to get an early start and left George in the pouring rain. But, as everyone who lives here knows, once you clear the Outeniqua Pass, the rain will stop, and they were not wrong.

Past Willowmore, the sun was starting to bathe the mountains in warm light. I could see the remnants of some good rain that fell in this area. My heart goes out to the people who make a living in this barren landscape, knowing that the rain was very welcome. I kept going and only stopped when the RT needed fuel. I had the occasional smattering of rain, but if I kept my speed above 100 km/h, the RT mostly kept me dry.

The heavens opened outside Kroonstad, and riding at 100 km/h was simply not an option. It rained so hard that the front radar gave an error – it simply could not pierce the water to see ahead, so it assumed the worst. When I cleared the worst of the storm, everything on me and around me was soaked. I switched on the heated seat and grips to ward off the cold, and just kept going. I reached Pretoria long before sunset, and here I rode into another cloudburst, this time with the added challenge of late afternoon traffic.

I stopped at home, absolutely drenched, but I must give the RT credit for the fact that, even after all that rain, the contents of my panniers stayed dry. The BMW R 1300 RT is made for this type of trip, and it did not disappoint. Even the looks were starting to grow on me. I have to say that if you ever had to do an Iron Butt challenge, doing it on the RT would be like cheating.

BMW R 1300 RT

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

2025

BMW R 1300 RT

Pricing From R392,550 (RRP)

Brand: BMW Motorrad

E-commerce is becoming ever more important to South African brands, as more and more people turn to shopping from the comfort of their homes. Everything is available online these days, from groceries to household items.

Triumph South Africa has long been a player in the e-commerce field, but its all-new online shop promises to take things to a whole new level, delivering one of the best digital shopping experiences in the local motorcycling industry, bringing convenience, speed and premium design to riders who love the Triumph brand.

The website has been built with a completely redesigned user interface that adapts seamlessly across all devices. Whether customers are browsing on desktop, tablet, or mobile, they’ll enjoy a clean, intuitive layout that makes navigation effortless.

Large, crisp product images allow riders to see every detail, perfect for browsing riding gear, casual wear, and accessories. Combined with lightning-fast loading speeds, the site ensures a smooth, frustration-free experience from the moment users arrive.

A new, improved filtering system helps customers find what they’re looking for quickly and easily. Shoppers can now streamline their browsing by gender, size, fit, colour, product category, lifestyle, price and more.

To make purchasing more accessible, Triumph SA has introduced convenient new payment methods, including PayJustNow, allowing riders to shop for their favourite items with flexible, interest-free instalments. Everything is streamlined for quicker checkouts and better account control.

The platform is an evolving digital hub designed to support, engage, and grow South Africa’s Triumph community. From premium gear and lifestyle apparel to accessories and merchandise, the new shop brings the Triumph experience right to customers’ fingertips. With Christmas just around the corner, there’s never been a better time to log on and enter the world of Triumph.

For more information, visit: www.triumph-store.co.za

South Africa is an adventure rider’s paradise: you could ride for years without repeating yourself. Many South African riders are happy to head out into the wild unknown on their own or in company with a friend or two, but for those who prefer to take part in an organised group ride, there are always plenty of options.

Anyone starting to plan their riding for 2026 could do no better than to consider the Pangea Rally, taking place in October 2026 down in the Cape and organised by some of the most respected adventure guides in the business.

The Pangea Rally is a premium multi-day motorcycle adventure across South Africa’s Western Cape, covering more than 2,100 km of coastline, 20+ high mountain passes and open desert plains, including over 800 km of gravel. It is designed for adventure riders who want a professionally supported, world-class rally experience that blends approachable terrain, spectacular scenery and genuine camaraderie. “Rally” in the international sense of the word, perhaps not what many South Africans perceive a rally to be.

The rally includes seven nights of accommodation, all meals, full mechanical and medical support and a rider gear issue. It is a timed navigation-based event rather than a race, so riders enjoy the landscapes at their own pace. The rally starts beneath Table Mountain in Noordhoek and finishes in Franschhoek in the Cape Winelands, with an optional prologue on registration day to Cape Point. A large fleet of rental bikes from 450 cc to 1300 cc is available, fuelled and waiting at the start line, or riders can ride their own bikes.

The rally is aimed at passionate adventure riders, both local and international, who want a fully supported multi-day ride through some of the most dramatic and diverse terrain in South Africa. It is positioned at the higher end of the market. Riders can fly in, ride and fly out. The Pangea Rally team handle all the logistics behind the scenes so the focus stays on the experience.

It is aimed at a niche audience, but that is exactly what sets it apart. Packages were announced a month ago, and so far, 30 of the 80 available slots have been allocated. Riders have signed up from the US, UK, Australia, Europe and South Africa.

The rally was founded by Greg Bergh and Ant Butler, who have been riding together for more than 15 years. Greg lived in Europe recently and completed several long-distance rallies in the UK, Europe and the Arctic, which sparked the idea of bringing an event of similar calibre to the Western Cape. Ant is a lifelong rider and craftsman who knows the Cape’s backcountry intimately and rides it year-round.

Greg’s wife, Kasia, oversees rider experience and marketing, while Renée Jordaan is in place as Rally Director. Renée previously managed the Comrades Marathon, the Cape Town Cycle Tour and the Cape Town Marathon, so the operational and safety components are in excellent hands.

Route description

The route showcases the incredible range of landscapes in the Western Cape. Riders link the Atlantic and Indian Oceans, crossing the 300-million-year-old Cape Fold Mountains, the Little Karoo, the Garden Route coastline, the edge of the Tankwa and the red sandstone formations of the Cederberg.

Day zero: registration. Optional prologue ride out to Cape Point. Welcome dinner.
Day one: Chapman’s Peak to Swellendam
Day two: Southern Cape passes into the Little Karoo
Day three: Swartberg Pass, Prince Alfred’s Pass and the Garden Route
Day four: Outeniqua Mountains and the Karoo plateau into the Cederberg
Day five: deep Cederberg wilderness
Final day: open plains, Bainskloof Pass and Franschhoek Pass to the finish. Celebratory dinner.

Each night, riders arrive at a different private venue, with three teams working ahead to set up camp in advance. Every location has been selected to feel uniquely distinct from the previous one to reinforce the sense of progression and transition underlying the essence of being on a journey. The event organisers place a strong emphasis on good food, hospitality and regional touches that make each stop memorable.

Anyone who is feeling the adventure riding itch and needs to scratch it could do no better than to head to Pangea Rally to find out more about the event, the various packages on offer and other details…

On 23 November 2025, under clear skies at Lavender Kontrei Mark in Pretoria, a sea of motorcycles rolled in for one of the most heartwarming events on the biking calendar: the annual Toy Run. Among the many riders, families, and excited children, one of the standout presences was GCKL Services, partnering with Forbatt SA to showcase two of their premium battery solutions, the advanced OUTDO I-Gel motorcycle battery and Forbatt’s trusted standby power range.

The annual Toy Run has long been more than a gathering of motorcycles and revving engines; it is a celebration of giving, compassion, and solidarity. Riders from across the region came together to donate toys, school stationery, toiletries, and non-perishable food items that were all intended to bring joy and support to local communities in need. The event started early and culminated in a mass ride that converged at Lavender Kontrei Mark, where hundreds of riders arrived together to create a striking scene filled with unity, generosity, and the unmistakable freedom of the open road. Through this powerful tradition, the Toy Run continues to show that when communities unite, meaningful change follows.

Lavender Kontrei Mark, a vibrant and family-friendly venue featuring more than 120 stalls, play areas, diverse food options, and expansive lawns, provided the perfect backdrop for the day’s festivities.

For GCKL Services and Forbatt SA, the Toy Run offered more than a marketing opportunity. It was a chance to connect directly with riders, demonstrate the reliability of their products, and support a socially meaningful cause. Their OUTDO I-Gel motorcycle batteries attracted particular interest. Engineered for serious riders, these high-tech batteries feature a built-in micro-electronic chip that measures capacity, displays an LED status in green, yellow, or red, and offers instant internal diagnostics through a simple “TEST” button. With a rugged operating temperature range from –30 °C to 65 °C, they are designed to perform in almost any riding condition. For added confidence, Forbatt SA supports their gel products with a three-year warranty and offers a one-year warranty on sealed lead-acid variants.

Forbatt’s wider power-backup range, including AGM and gel batteries from 1.4 Ah to 200 Ah, was also showcased to highlight their expertise in energy solutions for security systems, power outages, and industrial applications. Throughout the day, many bikers stopped at the stall between ride-ins and gear checks, drawn by the glowing LED indicators on the OUTDO batteries. Representatives from GCKL Services demonstrated how the self-test function works and explained how capacity intelligence helps extend battery life. The demos quickly sparked conversations, with seasoned riders sharing stories of unreliable starts and battery maintenance struggles. The I-Gel range stood out as a sleek and smart solution.

Some moments that captured attention included live demonstrations of the “TEST” button showing real-time capacity status, side-by-side comparisons with older battery models, which highlighted the I-Gel’s modern design, and detailed discussions about how gel and sealed lead-acid technologies perform under vibration, extreme temperatures, and long idle periods.

Beyond the technical showcase, GCKL Services’ involvement highlighted a deeper commitment to the biking community. By supporting the Toy Run, they helped contribute to a larger mission which involved uplifting underprivileged children, strengthening bonds among riders, and giving back to the community. Forbatt SA also benefited from the visibility and goodwill, connecting their brand with an event that blends passion with purpose. It was not just a display of horsepower; it was an expression of heart-power.

With the success of this year’s showcase, both GCKL Services and Forbatt SA are positioned to strengthen their presence within the biking community. Future initiatives may include offering on-site battery diagnostics at motorcycle rallies, collaborating with riding clubs to provide special pricing, and hosting technical workshops such as battery care and installation during charitable events.

The 2025 Toy Run at Lavender Kontrei Mark became far more than a charity ride; it evolved into a platform for innovation, connection, and community upliftment. Through their presence, GCKL Services and Forbatt SA did not simply present batteries; they inspired a conversation about technology and reliability while helping reinforce the spirit of giving. In doing so, they powered more than just motorcycles; they helped power a cycle of goodwill.

For more information, visit: www.forbatt.co

Not being satisfied with its huge Black Friday sale, Bike Shop Rivonia is entering into the spirit of Christmas with a further R700,000-worth of savings.

Christmas is a time for giving, and Bike Shop Rivonia is giving back to the motorcycling community and their customers with a huge chunk of savings across the board.

You’ll find discounts on every type of bike from every manufacturer, from the smallest scooter to the largest cruisers and adventure bikes, not to mention the fastest sports bikes.

What you mustn’t forget is that Bike Shop Rivonia also deals with brand-new bikes from the likes of Honda, Kawasaki, Sym, Lifan, CFMOTO and Beta, so if your dream is riding a brand-new bike out of the showroom, then there really isn’t a better place to go.

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If you love your Hondas, then these current specials have to be mentioned and highlighted. Young, old, adventurer or first-time rider, Bike Shop Rivonia have some great deals, and dare I say it, near dealer billing costs. So, if owning a Honda has been the dream but finances have been a bit tight, then now is the opportunity to take advantage of some of the best pricing we’ve seen on new Hondas.

Just to make it even more tempting, there will also be savings on brand new models from all the above-mentioned makes. So, it really doesn’t make any sense to go anywhere else for your Christmas gift to yourself or your loved ones.

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Call into Bike Shop Rivonia any day leading up to Christmas and talk to the friendly staff to learn more about the deals on offer. We get the feeling you won’t regret it.

At the recent Hobby Show at NASREC, the first edition of this new family event, Suzuki took the opportunity to showcase four new models to the South African media and public.

On display were two cosmetically-updated versions of the already-successful GSX-8, parallel-twin-engined range, in the form of the GSX-8T and GSX-8TT, plus two new DR-Z models, the DR-Z4S and DR-Z4SM.

The two GSX-8 models bring a lovely retro touch to the range, with alternative colour choices, and some neat styling touches. The GSX-8T is the fully naked roadster model, while the GSX-8TT adds a headlight cowling, incorporating a small clear screen. Both models have bar-end mirrors. Price is R179,950 for the GSX-8T and R189,900 for the GSX-8TT.

For modern urban riding conditions, the two DR-Z models will surely find an appreciative audience. The DR-Z4S a dual sport model – what older riders might have called a trail bike in days past – a road-legal off-road bike, in effect.

Powered by a liquid-cooled, 398cc, single, the DR-Z4S is equipped with 21”/18” spoked wheels, and comes as standard with dual-purpose tyres. It retails for R159,950. The DR-Z4SM is, as the name tells us, the super motard version, featuring 17” spoked wheels front and back, equipped with road tyres. Price is the same as the DR-Z4S.

Both models have full LED lighting, an LCD dashboard and come in at a reasonable +/- 150kg weight. ABS is present, as is traction control, which also features a ‘gravel mode’, allowing for a limited amount of rear wheel slip.

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All four models will be in Suzuki showrooms countrywide and, having seen them in the flesh, we can’t encourage you enough to go and take a look at them for yourself; the pictures really don’t do them justice.

I’ve been lucky to have been a part of some exceptional motorcycle tours and adventure rides whilst working at our publication, some were led by riders with years of experience, others were gnarly “let’s wing it” rides, but the best have to be the detailed treks. You don’t always have to be prepared for anything and everything, but you do want to have a great ride and see everything you planned on seeing along the way. For years, the simple GPS has helped the adventurer do so, I mean, early versions of the GPS that used the Doppler Effect helped the United States track satellites back in the “Sputnik Era”. GPS systems have been around for years and have helped us track, log and share some amazing routes and experiences with other like-minded travellers.

Nowadays, more and more people are beginning to get the adventure itch, and the less hardcore travellers are also looking to get off the beaten path and experience the same lifestyle, but not as intensely and not as far off the grid. Technology, although overwhelming to most, is always adapting, getting better and also simpler for the average Joe. We see this with these new and seriously affordable CarPlay & Android Auto displays. Yes, it’s no Garmin, but it also doesn’t pretend to be; it’s a simple plug-and-play unit that you could use daily to listen to music, answer calls, make notes, find local coffee spots, or, in fact, mirror most Apps off of your phone.

There are what feels like hundreds of these displays online, and they cost you less than a quarter of the price of what we’ve come to think is the only navigation option out there. Maybe your top-of-the-range adventure or touring bike already has turn-by-turn navigation or cell phone connectivity built in, then maybe one of these systems isn’t for you; maybe it’s for your mate who is struggling to keep up.

With so many options on the market, and yes, Chinese ones, it’s tough to decide which company to trust or which brand to go for. We found carplaymotorcycle.com to be the most informative, well laid out and easy to understand and order from. There’s nothing wrong with going to an AliExpress, Temu or any other online website, but ‘CPMC’ is so much simpler, direct and therefore, in my opinion, trustworthy.

On the tail end of “Black Friday” and heading into the Christmas festive season, CPMC has two units on promotion, in particular the CPMC P7 (7-inch) and the Aoocci C3 Plus (5-inch). These units with the ZaBikers30 code are 30% off till the 5th of December and are thereafter 22% off with the code ZaBikers22. Both units are hands-free voice-assisted (once you connect your helmet intercom), feature a 60FPS refresh rate for smoother performance, are waterproof and dustproof, have glove-friendly touchscreens, and are compatible with any motorcycle.

When it comes to setup, carplaymotorcycle.com gives you a few fitment and wiring options to choose from in the box. In the neatly branded and packaged box of the CPMC P7, you’ve got a 360° adjustable mount and a choice of USB or battery to fuse wiring. I like the idea of having a temporary touring setup, so the USB ticks my preference, but for full-time use, the latter is the best route. In the Aoocci C3 Plus box, we see a bracket kit for a handlebar or GPS bar mount, which is attached to a 4-hole shock-absorbing bracket. Wiring is similar to the P7, but with an additional option of wiring directly to the battery supply.

In due course, we will bring you a review of both units tested in the Southern African adventure environment. As for now, both units are feature-packed and even come with tyre pressure monitors that screws directly onto the front and rear valves. For under 3K for the P7, I doubt you will find something that can compete at this screen size and for 2K on the dot, the C3 is sleek and just about all the light-weight traveller needs.

For more information, please visit carplaymotorcycle.com and remember to use the ZA Bikers discount code ZaBikers22 for even more of a bargain.

Intense battles in both the Best Whip and Best Trick contests at the 2025 Volkswagen Amarok King of the Whip saw the USA’s Wyatt Fontenot crowned the new King of the Whip, while Australia’s Pat Bowden successfully defended both of his Best Trick titles. The action unfolded in front of a sold-out crowd at Montecasino, Johannesburg. The event was presented by LW Mag in association with Monster Energy, Yamaha, Garmin, Motul, GoPro, Fox Racing, PlayTSOGO and Estrella Cerveza.

Top Freestyle Motocross and Motocross riders took to the ramps to compete in the Best Whip and Best Trick contests, all vying for a share of the R250 000 prize purse. The 2025 rider lineup featured 21 South African competitors and nine international athletes: Julien Vanstippen (Belgium), Wyatt Fontenot (USA), Pat Bowden (Australia), Genki “Wanky” Watanabe (Japan), Vicki Golden (USA), Ry Hazell (Australia), Marc Pinyol (Spain), Julien Mannon (France) and Stav Orland (Uganda).

Event organiser Ryan van der Spuy said, “Seeing what we achieved this year is something I’m extremely proud of. I can confidently say that King of the Whip has grown into one of the world’s premier Freestyle Motocross events. The calibre of international athletes who come out to South Africa to compete against our local stars was insane. The action was non-stop from start to finish, with energy building all the way through to the final and prize giving.

A huge thank you to everyone involved and for helping turn this vision into reality, and most importantly, to our riders who put it all on the line – this event is for you and for the sport. I can’t wait to see what the future holds.”

The Best Whip contest kicked off the day with riders going head-to-head across four qualifying rounds, each battling for a spot in the next stage. Judges assessed amplitude, style, and variation as they narrowed the competitors down to the 16-rider semi-final. From there, eight riders were eliminated, leaving the top eight to advance into the highly anticipated Finals.

Before the King of the Whip could be crowned, the spotlight shifted to the FMX riders as they showcased their skills in the Best Trick Right-Side-Up and Upside-Down competitions, where each rider had three chances to take to the ramps and pull off the best trick possible. Defending champion Pat Bowden dominated both categories, reaffirming his status as the undisputed King of the Tricks.

Bowden claimed the top spot in the Right-Side-Up category with his electrifying Christ Air Stage Dive (No-Hander Lander). Genki Watanabe unveiled his new trick, The Octopus — a whipped-out seat-grab Indy to Aeroplane — earning him a well-deserved second place, while Julien Vanstippen followed in third with a whipped-out Aeroplane to Seat Grab.

In the Upside-Down category, Bowden once again dominated, this time with his show-stealing Rowedova Backflip to One-Hander Lander. Marc Pinyol, who won the 2023 Best Trick contest with his iconic California Roll Body Varial, brought the trick back for 2025 to secure the runner-up position. Julien Vanstippen completed the podium with a powerful Backflip Tsunami.

Pat Bowden, winner of the Best Trick contests, stated, “It means a lot to me, honestly. I was lying in a hospital bed in Russia six weeks ago, and I honestly didn’t think that I would be here. Obviously, the first place feels good, but what really means the most to me is the fact that I’m even here right now. Just so grateful for Ryan (van der Spuy) for putting this event on, everyone who supports it, the hospitality here is absolutely crazy. This is definitely a world-class event. I was here last year, and he somehow manages to step this thing up year after year, so I think the future looks bright. It will be interesting to see where this event goes.”

Before the evening’s main event, the Best Whip Final, fans were treated to Monster Energy’s Rig Riot – a spectacular laser and light show that transformed Montecasino’s façade into a breathtaking display, marking a first-of-its-kind experience in South Africa.

As riders got ready to send it into the final, the tempo intensified, enhanced by pyrotechnics and a crowd brimming with anticipation. Riders left nothing on the table as they attempted to dethrone reigning champion Julien Vanstippen.

The Final delivered a fiercely contested showdown between Julien Vanstippen and the two Stark Varg riders, Wyatt Fontenot and Ry Hazell. Vicki Golden, the event’s first female competitor, was also in the mix along with Genki Watanabe, Stav Olrand, Ryan Adler and Trent Valsecchi.

With each jump, the whips got bigger and crazier. In the end, Fontenot rose above the pack to claim the crown from Vanstippen. Hazell delivered an outstanding performance to secure third place, with Stav Orland and Vicki Golden rounding out the top five.

Best Whip winner Wyatt Fontenot said, “It’s amazing. The guys out here pushed me to the fullest. Julien (Vanstippen) has always been a big inspiration to me, and to be able to ride with him and compete with him is crazy. South Africa has the sickest crowd I’ve ever seen. Since I’ve landed, I’ve had the coolest people around me. South Africa, I’m definitely coming back. Nicest people out here.”

Ryan Adler delivered an impressive performance throughout the day, advancing from the qualifying rounds to the semi-finals and ultimately earning his place in the Final. On his opening jump of the last round, he unleashed one of his biggest whips of the event but suffered a heavy crash. Despite returning to a badly damaged bike, Adler managed to get it patched up well enough to make another attempt before the Final wrapped. His determination, spirit, and unwavering energy throughout the competition earned him the newly introduced Ricky Raaff Award—presented in honour of the late Ricky Raaff.

King of the Whip 2025 Final Results

Best Whip
1st Wyatt Fontenot (R60 000.00)
2nd Julien Vanstippen (R40 000.00)
3rd Ry Hazell (R20 000.00)
4th Stav Orland (R15 000.00)
5th Vicki Golden (R10 000.00)
6th Genki Watanabe
7th Trent Valsecchi
8th Ryan Adler

Best Trick Upside Down
1st Pat Bowden (R28 500.00)
2nd Marc Pinyol (R18 000.00)
3rd Julien Vanstippen (R14 000.00)

Best Trick Right Side Up
1st Pat Bowden (R18 500.00)
2nd Genki Watanabe (R13 000.00)
3rd Julien Vanstippen (R8 500.00)

Ricky Raaff Award
Ryan Adler

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I have to admit that I’ve got a thing for riding apparel, jackets especially, and particularly the modern textile jacket. A good leather jacket is great and stylish, but I appreciate the features, comfort and flexibility of a well-designed and practical textile jacket.

The only problem, if it can even be called a problem, is that they’re not always suitable for ‘social’ events; you always look as if you’re wearing a bike jacket, which isn’t always appropriate, no matter how much we might like the look.

I hope you have all read Bjorn’s review of the latest arrival to these shores, the BobHead range of biking apparel, brought in by the guys at Behind The Bars. In BobHead, there is a range of products that tick a lot of boxes not ticked by other offerings on the market right now.

(Yes, I know that two reviews of the same product in a short space of time is slightly overkill, but, having tried them for myself, I couldn’t resist singing their praises.)

There are two types of jacket; leather and what BobHead call ‘protective’ shirts, with a cotton outer. It is with the latter that this review is concerned.

Basically, what you are looking at is what looks like an ordinary brushed cotton ‘lumberjack’ shirt, but with a very useful level of built-in impact and abrasion resistance.

Behind the cotton layer is a layer of Kevlar, which provides the abrasion resistance as well as a surprising level of wind protection. Behind that is a mesh lining and, incorporated into that, is shoulder, back and elbow armour; not full, thick armour, as you might find in a dedicated adventure jacket, which would be too bulky, but protection all the same. High-quality YKK zips fasten at the front and the cuffs, with gunmetal poppers finishing it off.

It’s stylish, comfortable and could literally be worn anywhere. In the heat of a Gauteng summer’s day, it is a warm jacket – there is no ventilation – but, given the tendency for evenings to be cool, you would appreciate the insulation on the ride home in the dark. Similarly, it’s not waterproof, but again, I don’t see that as a deal-breaker, given the number of waterproof over-jackets that pack up super small and are carried easily.

If I have any slight criticism, it is that there are only two chest pockets, neither big enough to fit a modern smartphone (that’s an issue that you don’t have with the Camel Protective Jacket as introduced by Bjorn in his review). It’s not a deal-breaker and is rendered null and void if a backpack or waist pack is worn.

But, really, in the face of style and comfort, any minor criticisms melt away, and this jacket is supremely comfortable and, to my mind, very stylish. It’s the apparel equivalent of a modern classic motorcycle, such as a Triumph Bonneville; retro style on the outside, modern engineering and safety on the inside.

One thing I would point out is that, when ordering online, make sure to go for a larger size than you might normally expect to. I generally take a Medium and, while the Medium Lumberjack shirt fits me like a glove, I would appreciate a little more room, which a Large would afford, if only to be able to wear more than a t-shirt underneath. To their credit, this is something that BobHead recognise, stating on their website that the sizing is based on European measurements and that other countries should consider moving up a size or two when ordering.

I’ll bring you a long-term report in a few months, but for now, I can’t recommend the Lumberjack Protective Shirt highly enough. It’s something different.

For more information on BOBHEAD gear, visit – www.behindthebars.co.za 

As a motorcycle enthusiast, it’s inevitable that you have your preferences in terms of motorcycle sport, while there are many other strands that completely pass you by. Then you delve a little deeper, and you understand that there are some incredible athletes out there performing some pretty amazing and gravity-defying stunts on two wheels that really should be consistently on your radar.

Around 30 of those athletes are in Johannesburg this weekend, competing in the King of the Whip competition at Montecasino. This is an event that has grown year-on-year for the past ten, twelve years into an event that attracts riders from all over the world, cementing its status as a must-attend event.

On the Thursday before the Saturday event, the riders were introduced to the press and select members of the public at World of Yamaha, and it was fascinating. Naturally, all the competing men and women are disgustingly young – maybe that’s the secret of their success! – but they all possess a skill that is as beyond mere mortals such as you and I as the MotoGP or WSBK riders we watch week-in, week-out.

This is a sport that is constantly evolving, as riders push the boundaries of what is physically possible while soaring metres high in the night sky. Listening to them, it is clear that what they bring to the competition is as varied as their accents, and they are all constantly thinking about how to add something new to their routines.

If you have never witnessed first-hand what these guys and girls can do with two wheels and an engine and a scarily-steep ramp, then you really owe it to yourself to make an effort to attend a King of the Whip event. 6,000 tickets have been sold for the 2025 event at Montecasino, giving you some indication of the popularity that has been generated over the years. If you miss out this year, then definitely make a plan for 2026.

The final round of the Hard Enduro World Championship (HEWC) Series, the iconic Roof of Africa, concluded on Saturday, 22 November, with a stunning blend of high-octane racing, navigational drama, and a triumphant new champion being crowned the “King of the Roof.” The challenging three-day event in the Maloti Mountains of Lesotho delivered a spectacular finale to the 2025 HEWC season.

The final day of racing saw riders start and finish at Music Box near Roma (which also served as the DSP), under great, clear weather conditions that were notably warmer than the previous day. Competitors faced two loops, requiring them to sweat it out as they tackled gruelling climbs and descents. The primary challenge of the day proved to be navigation, demanding precision alongside physical endurance.

International riders were challenged not only by the brutal terrain but also by the navigational requirements – an element where many of the South African riders, more familiar with both the landscape and GPS tracking, held a distinct advantage.

Moore Takes the Roof Title, Lettenbichler Secures the World Championship

The drama unfolded early on in the Gold class. James Moore (Brother Leadertread KTM/Rigo Racing) opened the stage but suffered a major setback when his GPS failed, costing him significant time and positions as he got lost in the mountains.

After the first loop, the standings at the DSP saw Teodore Kabakchiev (Sherco Factory Racing) and his teammate Mario Roman looking strong, with Matthew Green (F61 Racing) also maintaining a good pace with the leading group. Both Billy Bolt (Husqvarna Racing) and Mani Lettenbichler (Red Bull KTM Factory Racing) were aggressively pushing to close the gaps and position themselves for podium contention. Moore arrived outside the top 10 after Loop 1, putting his bid for the Roof title on shaky ground.

However, the young rider, leveraging his lead from the previous day and demonstrating a tenacious spirit, dug deep and finished the final day in an impressive sixth position. This critical finish was enough: James Moore, who was also recently crowned the Junior Hard Enduro World Champ, was officially crowned the new 2025 Roof of Africa Champion. The “Mother of Hard Enduro” has a new title holder – the young guns are coming through the ranks!

Meanwhile, Mani Lettenbichler crossed the final finish line in second place for the day, a result that secured his overall season victory. Mani was subsequently crowned the 2025 Hard Enduro World Champion!

The final stage win of the Roof went to an on-form Billy Bolt, while Mario Roman took third for the day. A serious incident occurred when Kabakchiev suffered a bad tumble while climbing a waterfall, sadly ending his day early. Mitch Brightmore (X-Grip Racing) put in a consistent ride to finish fifth, just two seconds behind Matthew Green in fourth for the day. Sandra Gomez (Gomez Racing Team) won Top Performing Woman in the HEWC, a huge accolade in hard enduro racing.

2025 HEWC Series Final Podium:

Mani Lettenbichler (Red Bull KTM Factory Racing)
Billy Bolt (Husqvarna Racing)
Mitch Brightmoore (X-Grip Racing on GasGas)

2025 Roof of Africa Overall Top 5 (Gold Class):

James Moore (Brother Leadertread KTM/Rigo Racing)
Mani Lettenbichler (Red Bull KTM Factory Racing)
Billy Bolt (Husqvarna Racing)
Mario Roman (Sherco Factory Team)
Mitch Brightmoore (X-Grip Racing on GasGas)

Top Performing Woman in HEWC

Sandra Gomez (Gomez Racing Team)

Final Results Across All Classes

The spirit of Hard Enduro was on full display with brilliant riding from all classes. The final overall results for the supporting classes are as follows:

Silver 2025 Roof of Africa Overall Top 5:

Grant Burton-Durham (Beta Racing South Africa)
Branden Swanepoel (Trademore Sherco)
Matthew Burger (KTM)
Barend JL Du Toit (KTM)
Charan Moore (Triumph Racing)

Bronze 2025 Roof of Africa Overall Top 5:

Stiaan van Den Heever (KTM)
Geoff Patterson (KTM)
Jamie Wilson (KTM)
Michael Morris (Sherco)
Altus de Wet (Altie Create KTM)

Iron 2025 Roof of Africa Overall Top 5:

Gideon Malherbe (Sherco)
Ian Rall (Brother Leadertread KTM)
Seamus McCarthy (Beta)
Tom Classen (KTM)
Zane Do Amaral (KTM)

Community Outreach and HEWC 2026 News

Riders, support crews, and spectators provided overwhelmingly positive feedback on this year’s Roof of Africa. The people of Lesotho were once again lauded as gracious and welcoming hosts.

As a showing of gratitude to the local communities most affected by the event, the organisers have arranged a free dental clinic. They have partnered with four dentists from Spain, part of the One Life, Smile organisation, to offer free dental check-ups and assistance, alongside handing out clothing, toothbrushes, and gifts. The One Life, Smile clinics, led by Dr Pablo Beardo, will operate throughout the week in various communities, starting with the village near Music Box.

In a key announcement during the wrap-up festivities, Glenn Olsson, CEO of KONG Event and Forza Orza Event Manager, confirmed that the Hard Enduro World Championship will be expanding in 2026. Sweden will join the series with the new event, Forza Orza, taking place in Orsa Grönklitt on August 20–23, 2026.

Final word from Roof of Africa 2025

“What a phenomenal week! As the 2025 Roof of Africa concludes, I want to extend my deepest gratitude to everyone who contributed to its success. Thank you to all the dedicated participants for tackling the Maloti Mountains with such heart. A huge thank you also goes to our invaluable partners like LORA, Lesotho Tourism and ISSC, and all our sponsors, including FNB Lesotho, LNDC, ZMG ISUZU, Plews Tyres, Avani, Starlink by T-Connect, Beta South Africa, NPL, Lizzard, Econet, MGC, Maluti, Tib Insurance, Sox, XCO and Bandit Graffix. And of course, a special shout-out to our fuel partner Trademore Sherco and the ever-popular Motul Bike Wash for keeping the machines running and shining. We couldn’t have done it without you all!” – Ross Whitehead, Event Director.

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For videos, photos and interviews from this thrilling finale, follow The Roof of Africa on Facebook and Instagram. For results from all the classes over all the days, go to: www.theroofofafrica.com and click on Results.

‘Adventure’ is defined in the dictionary as ‘Unexpected or exciting experience, daring enterprise, hazardous activity’. Now, as motorcyclists, we know that even cruising to a coffee spot by motorcycle is a minor adventure as opposed to rolling there in a four-wheel shopping basket. Sometimes the planned adventure takes a twist before you even get going, and so it was on this occasion. Let me explain. My son Dave trains and mentors staff in the motor industry. On this occasion, it involved visiting a Ford dealership in Kokstad. When he saw that getting to Kokstad involved traversing a large part of the KZN Midlands, he started thinking of a motorcycle trip, and I got a call, ‘Hey Pops, are you up for a road trip?’ ‘Hell yeah!’ was my predictable response. Let the planning begin! That’s when I thought of what could make a great story, so I contacted Rory at Honda SA.

My idea was to do a touring comparison between Honda’s ubiquitous NC 750, which is a road bike with dirt road capability, and their TransAlp 750, which is decent off-road but with great road manners. With a special deal running on the TransAlp at the moment, which comes in at a purchase price of around R190,000, it is a huge amount of bike for that money. I have always been of the opinion that the Trannie is vastly underrated and one of the gems in the Honda range for someone in the market for a do-it-all bike. Rory arranged for the knobblies on their demo bike to be swapped for Pirelli STRs, which are ideal tyres for the skills of the TransAlp. I picked up the bike from Bikers Warehouse, and a new 750 manual NC 750 was dropped off at my home. Let the games begin!

We planned to leave on a Thursday at lunchtime when Dave had completed his online training of Ford staff in Cambodia and Myanmar. Ain’t the internet something! This meant a brisk ride to Nottingham Road, where we planned to overnight at the iconic ‘Notties’ hotel, then leave early the next morning to ride from Howick to Underberg and on to Kokstad. The bikes were packed and ready to roll, so we kitted up and hopped aboard. Dave was going to do the first stint on the TransAlp and wheeling it out of the garage, he gave a cry of dismay. The front tyre had totally deflated overnight. Pressed for time, we had to change our plan. My NC DCT 750 was wheeled out, luggage transferred, and we got on our way. Adventures don’t always happen as you planned, and over the years, I have, on a few occasions, had to roll with the punches that Murphy throws at me.

I rode my DCT, and Dave was on the manual NC. We successfully negotiated hectic Johannesburg lunchtime traffic and felt a sense of calm wash over us as we headed towards Heidelberg. The first tollgate eradicated that sense of calm. For at least 4 kilometres, the highway approaching the tollgate was gridlocked solid with trucks. I thought that there had to be a massive accident, but no, it was simply an accumulation of the trucks that infest our roads, creating total chaos. We idled past the mess and nipped the tollgate and proceeded on our way, so grateful to be on bikes. We settled into a comfortable 120 plus VAT and enjoyed the laid-back and relaxed demeanour of the NCs. There was a brisk headwind which was going to haunt us for the duration of our trip. Inexplicably, the wind changed direction as we did and, by and large, smacked us in the beak. Despite this, our fuel consumption was typically NC frugal, with the manual consistently giving an extra kilometre on every litre consumed.

We rolled into Nottingham Road in a heavy mist so typical of the Midlands. The temperature also dropped dramatically. ‘Notties’, as the hotel is affectionately known, is a typical Old English-style country hotel. The pub is a watering hole for some interesting locals. There was a TOPS festival being hosted at the hotel in full swing, with superb snacks and various purveyors of fine wines, whiskeys and gin with their wares to sample. Because of this, the kitchen in the hotel was closed, so we voiced our displeasure at not being advised when booking that this would be the case. We unpacked our kit into our room whilst mumbling and grumbling about where we would find a meal. As if on cue, the receptionist arrived and issued us with complimentary tickets to the festival. Score! We punished a couple of ‘vuil cokes’ in celebration of the first day of our road trip, then joined the festival for further refreshments. Chatting about the ride as bikers are wont to do, I could sense that the NC was weaving its magic on Dave. He commented that it is endowed with the sweetest clutch and gearbox that he had ever experienced, and he was gobsmacked by the general refinement.

As is customary, we rose early on Friday morning. We needed to be in Kokstad by 9 AM, and the road to Kokstad is ‘technical’ in nature. It would be a real-world crucible of fire, testing the abilities of the two NCs to the max. It meant getting on the N3 to turn off at Howick, where we would ride the mountainous route through Bulwer and a number of rural Zululand villages before Underberg, literally in the lee of the mighty Drakensberg. All these villages must have got a special deal on speed bumps, as you first negotiate rumble strips before bunny hopping a bunch of speed bumps. From there, the road opened up for the run down to Kokstad. The weather threw a huge challenge. We rode out of Nottingham Road in heavy mist, which was destined to envelop us in varying degrees of density all the way to Underberg. The road surfaces were slick and wet, pothole-strewn and incredibly bumpy in places. In some places, feeble attempts were being made to repair potholes, leaving big rectangles of dirt devoid of tar to traverse. The two NCs were a revelation! The perfect power delivery and dialled suspension, allied to a perfect rider triangle, simply gives great rider confidence despite the dire road conditions. To add to our misery, it was extremely cold with temperatures hovering around 7 degrees. Well, as the old saying goes, ‘a bad day on the bike is better than a good day in the office’.

Thankfully, we dropped out of the mist as we exited Underberg and descended down the mountain to Kokstad. To lift our spirits even more were the incredible mountain vistas in all directions. The road surface was also vastly improved. The NCs swept through the sweeping bends with commendable accuracy. I normally ride the DCT NC in Standard mode, dropping a gear with a quick prod of my thumb on the paddle shifter to drop a gear for more go. Needing to get a hurry up, I selected Sport mode, powering through the sweeps and then upshifting with my index finger. We were able to make up time lost on the road to Underberg and rolled up to the Ford dealership in Kokstad at exactly 9 AM. It was straight to work for Dave while I went in search of a cup of coffee and some chain lube. The wet roads had washed all the lube from our chains, and being endowed with a big dollop of mechanical sympathy, I wanted to sort that situation. I also wanted to study my map as I didn’t want to ride that shocking bit of toxic tar twice on the same day. I decided we would ride the road to Pietermaritzburg, which, chatting to the locals, was in reasonable nick. Dave had to see more staff than anticipated, so we only managed to get back on the bikes at 2 PM, with a 420-k ride in the offing to our destination, Amphitheatre Backpackers near Bergville.

The ride to ‘Maritzburg was a goodie. The first stretch out of Kokstad was brand new and apparently goes all the way to Port Shepstone. It undulates and sweeps through stunning mountain scenery. We then turned off onto an older, but relatively decent road, which took us into ‘Maritzburg. We got to strafe some serious mountain passes where we had the opportunity to thoroughly test the handling capabilities of the NCs. Suffice to say, we wore all the hero knobs off the tyres and had a whole heap of fun. Even bumpy sweeps do not deviate the bikes from their course, and ground clearance is good. We rolled into Maritzburg at rush hour and eventually found our way onto the N3 and made haste towards Bergville. Bikes rock when it comes to maintaining speed through heavy traffic, and so it was through the course of the ride, slicing and dicing traffic with aplomb. We eventually pulled into the Backpackers at 6.15 PM, properly weary from muscling the bikes over mountains and fighting headwind for the better part of the day.

With a shared sandwich, our only meal of the day, we were properly famished. The Amphitheatre Backpackers is highly recommended. It has an amazing view of the Drakensberg in the distance. We watched the last vestiges of sun kissing the peaks of the Berg as we sipped on our first drink, before tucking into a plate of tasty pasta. Needless to say, we had no trouble sleeping. We were not sure what the next day’s ride would bring, with weather apps predicting significant rain just about everywhere. The wind, which had transpired to be in our faces irrespective of which way we rode, picked up even more during the night. I opened the door the next morning to an angry, windswept sky but no rain as yet. The power was out, so coffee was not in the offing, so we packed the bikes, took some pics, then hit the road. The R74 past the Backpackers takes you over Oliviershoek pass and past the Sterkfontein dam to Harrismith. What transpired was one of those epic rides that stays etched in the memory for aeons.

It was cool but not cold. The bikes were running sweetly, and the light on the pass was sublime. Streaks of sun played on the mountain, doing its best to penetrate the clouds. The views from Oliviershoek pass must be experienced, especially at first light. It was so good to be alive and on a bike in that place at that time. All too soon, we pulled into the Harrismith Wimpy for a triple-shot mega coffee, then it was back on the bikes. It was one of those rides where everything just feels good. The bikes were singing their 4200 rpm song at 135 kph, devouring the distance effortlessly. It is a speed which allows you to relax and enjoy the ride without fatigue. It seemed like no time before we were past Heidelberg and pulled into the Steers for a brekkie. The weather had been kind thus far, but the bank of dark clouds over Jo’burg told a different story. We pulled on rain kits and rode straight into spots of rain, which varied in intensity all the way onto the R21 from OR Tambo to Pretoria, where it was raining steadily, and the NCs were throwing up plumes of spray in their wake. We had made short work of a 400-odd km ride home.

Dave and I chatted about the NCs that had carried us far and wide without so much as a murmur. When you fire them up in the morning, the motor instantly settles into this even idle that shouts refinement and reliability. These bikes are beyond dependable. The 23-litre locked storage space or ‘frunk’, as it is affectionately called, is a game changer.

Weatherproof and instantly accessible, you wonder how you can get by without it. My rain suit, spare gloves, puncture repair kit, camera, wallet and cellphone were gobbled up effortlessly and with space to spare. Having experienced the wide array of talents of the NC, I will be the next guy who labels it ‘a commuter’ in the nether regions! This is a travel bike par excellence! In stock trim, it is extremely comfortable. Spend a little loot, and you can kit it out for far more adventurous journeys. I have Honda’s touring screen with a wind deflector and the excellent quality SW-Motech crashbars, soft luggage racks and bashplate fitted for a bit of dirt road without pain. Barkbuster handguards keep the worst of the weather off my hands. The final pieces of the puzzle will be a radiator guard and mainstand, then my NC will be totally sorted.

The NC has such an easy-going nature, it works with you no matter what terrain you are traversing. It carries its weight low and is extremely comfortable. In real-world riding, it punches way above its weight. Reliability is a given, and fuel consumption is spectacular; our average for the trip, despite the headwind, settled at around 25 km/L, giving a range of over 300 km between fill-ups. The option of DCT [Auto] and Manual shifting is another winner. Both versions function superbly in their own way. 6th gear is an overdrive, which keeps the motor relaxed at highway speed. With maximum torque at a low 4,750 rpm, it results in a punchy midrange, easily accessed by dropping a gear.

In 20,000 k’s of travel on my personal DCT NC, I have never experienced under 20 km/L, even after extended 150 kph cruising. For someone like me who rides his bike every day and everywhere, there is quite simply nothing like it. It is like that dependable buddy who never lets you down and never says no. Dave’s parting shot was ‘Pops, there is definitely an NC in my future’. I get it! Needless to say, thanks to that sod Murphy, I have unfinished business with Honda’s TransAlp. Watch this space.

Honda NC750X:

For more information on the Honda NC750X featured in this article, click on the link below…

2025

HONDA NC750X (DCT)

Pricing From R165,599 (RRP)

Brand: Honda

2025

HONDA NC750X

Pricing From R153,899 (RRP)

Brand: Honda

With the South African manner of living, where each household is likely to have at least two or more cars or bikes, some of which will stand idle for weeks, maybe months, wouldn’t it be a great idea if your car or motorcycle could earn its keep while you’re not using it? That’s where www.gorider.co.za comes in.

This was the thought that came to Menachem Altman after he sold his bike; “After selling my previous bike, I still wanted something to ride over December, but there were no proper rental options in South Africa. I ended up buying a bike on Facebook Marketplace, using it for two months and then having to sell it again. The entire process was unnecessary. That experience made me realise riders needed a simple, safe way to rent bikes without the hassle, which pushed me to build GoRider. As we developed the platform, the same need became clear across all vehicle types, but the biking community remains the origin and heart of the start-up.

“We are currently in the pre-launch stage, focused only on onboarding owners. Bike owners and car owners can already sign up, submit their vehicle details and complete verification so their listings are ready before launch. Early owners receive founding-owner perks, and their vehicles will automatically appear on the platform when we open to the public at the beginning of February 2026.”

Registering your vehicle for rental couldn’t be easier; all you’ll need are the vehicle details and photos, proof of residence, ID document and a facial scan for identity verification.
Small rental businesses can also onboard now, with additional tools to manage larger fleets, business details and multiple staff members. This provides a streamlined way for smaller agencies to sync their vehicles and operate through one unified system.

Naturally, at the top of everyone’s mind will be indemnification in the event of accident or theft – insurance, in other words.

“Insurance is handled through our insurance partners, who provide full comprehensive cover for all bookings made on the platform,’ said Menachem. ‘Our tracking partners support the system with device installation where needed, live monitoring and recovery teams, ensuring strong protection for owners.

“There are two ways for the owners to insure their vehicles under the scheme. The first way is that they switch to an insurance policy under GoRider for personal and the rental vehicle, for which GoRider have negotiated very good rates, or they can keep their regular insurance, and there is an additional insurance policy for their vehicle during the rental period.”

GoRider is still in the formation stages, ahead of the anticipated February 2026 launch.
“The renter side of the platform is fully built and ready. We are holding off on opening it until we have a strong national pool of vehicles, so that renters have a real choice and availability from day one.

“Because GoRider began as a biking solution, we especially want the biking community involved at this stage. Pre-listing bikes now helps shape the platform from launch and ensures riders lead the way in this new access-first mobility model.”

The other big question is, ‘how much will this both cost and earn?’ Menachem again; “The daily rental rate is whatever the owner decides to charge, obviously within reason. There is a user fee, or service fee, which is based on how much the daily rental rate is and the rental period. GoRider take a 10-15% commission per trip, again based on each individual trip’s details.”

If this seems like something you’d be interested in getting involved with, you can contact Menachem on 064 751 1160 or email him at [email protected]

The annual spend-fest that is Black Friday is almost upon us, and the lovely people at Bikeshop Rivonia have jumped on the bandwagon for your benefit.

They have discounted around 100 units, which is close to around R1,000,000-worth of savings in total. The majority of bikes are discounted by R10,000, while some have discounts of up to R20,000 or as little as R5,000.

All the discounted bikes will have their own special Black Friday price tag fixed to the bike. As you walk into the shop, you will find the majority of the bikes on special on the right-hand side of the showroom, with others dotted around the shop.

In addition, all the discounted bikes can be found on the Bikeshop Rivonia pages on Autotrader, identified by a corner banner, stating that they are subject to Black Friday discounts.

If that wasn’t enough, there will also be some brand-new bikes featuring special trade-in assistance. The best way to find out about those is to talk to one of the staff members.

If you hadn’t realised, Bikeshop Rivonia also has a car section and there will be around 20% of the stock featuring Black Friday special offers, ranging from R10,000 off to R20-30,000 off. Again, these will be identifiable by special price tags on the cars. You can find these in the vehicle showroom, which is downstairs from the bike showroom.

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So, if all you needed was a small push to get you onto your next bike or in your next car, then head to Bikeshop Rivonia and see what they have on offer.

Esposizione Internazionale Ciclo Motociclo e Accessori, or just EICMA for short, is the world’s foremost and longest-running Motorcycle and Accessory Expo. Hosted at the spectacular Milano Rho Fiera Expo Facility in Milan, it gives a whole new insight into the motorcycle and accessory industry. We have already told you about most of the standout bikes launched this year, so what I want to do is give you some different perspectives on this spectacle. I was privileged to have been invited by the Italian Trade Agency to cover the event, which, to my mind, not only lived up to expectation, but raised the bar significantly.

Living on the Southern tip of the African continent as we do, our cities are all relatively ‘young’ when compared to your typical European city. These cities were established before cars were even a figment of our imagination. As populations have exploded over time, the mayhem of the modern world is real, and it is imperative that solutions be found that make inner city living a pleasure rather than a pain. 

In South Africa, motorcycles have generally been considered an indulgence rather than a necessity. When I consider the daily ‘lemming run’ of commuters between Pretoria and Jo’burg, the craziness of Cape Town traffic, and the congestion around greater Durban during peak hours, I believe we should adopt a more European way of thinking. EICMA put together some panel discussions on the challenges of urban mobility with European city management, as well as motorcycle manufacturers’ representatives, which were very illuminating. 

European cities have many inner-city dwellers as well as businesses that are established in the cities. The city dwellers need to get around, and commuters to work from the suburbs also need to be considered. An interesting statistic is that one third of the car owners in European cities seldom use their cars, preferring more practical means of transport, be it buses, trams, motorcycles, scooters, trains and bicycles. For the first time, listening to the issues that they face, I started to understand the relevance of smaller vehicles, electric vehicles and practical solutions like small three-wheelers (two front wheels and a single rear driving wheel) that take up much less space, whether driven or parked. In many European countries, these can be ridden without a special licence. Your car licence will suffice.

Remember the BMW scooter with a roof, which could be ridden without a helmet, the BMW C1? Watch that space as manufacturers design simple, practical motorcycles for urban travel. The exciting thing for me is the change of thinking required by South African motorcyclists. Motorcycles as essential urban transport? Why not? I hear the naysayers suggesting that urban motorcyclists are vulnerable. Yes, they are, but the more bikes on our roads, the more motorcar drivers will consider them. Decent safety, skills, and awareness training also play a huge part in keeping you safe on the road. I have literally ridden bikes daily for 55 years and have had very few near misses, thanks to a constant high level of situational awareness.

A huge thumbs up to the EICMA organisers for putting the spotlight on the vital issue of urban mobility and bringing stakeholders together in a constructive manner to collaborate and come up with workable solutions. One thing was clear… two-wheelers have a vital role to play. Nothing deals with city snarl-ups better than a bike. That’s a fact! Motorcycles take up way less space, have a smaller eco footprint and require little space to park. It was refreshing to see that a significant number of the many thousands of people attending the Expo were there to find practical solutions to make their daily lives easier. Of course, there were enthusiasts aplenty drooling over their dream ride, and oh boy, there were plenty drool-worthy bikes to be seen! Hall upon hall was packed with two-wheeled kit. There were also plenty of excellent food and drink stalls to chill at and reflect on the experience. An outdoor display and a programme of events paid homage to Dakar, with riders strutting their stuff in the dirt.

Honda is huge all over the world and certainly in Europe. They had the biggest presence at EICMA by some margin. Having said that, they had all their models on display, so they needed lots of space. Goldwing to Grom and everything in between. The new V3R Electronically force-fed engined roadster looks proper! Slim, thanks to the narrow engine, with good suspension components and quality brakes. The tyres on the test bike showed proper track time use! Ricky Brabec’s 450 Rally bike was eye candy for the off-road boys, as was Luca Marini’s RC213V for those MotoGP fans. The 1000 Hornet, its retro CB1100 F-inspired sibling, and the stunning GT Sports Touring derivative, which all share the same 150-plus horsepower motor, drew huge attention. Africa Twins, TransAlps, NX500s and especially Honda’s incredible NC 750-derived X-ADV 750 Adventure drew huge attention too.

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Ducati never fails to impress. On the mainstage backdrop to their stand was their all-conquering MM93 emblazoned GP25 MotoGP weapon, flanked by Nicolo Bulega’s Panigale V4 R and their Desmo 450MX. Also noteworthy were the two Panigale V2 tribute bikes, honouring Marc Marques and Pecco Bagnaia, sporting special paint jobs, subtly incorporating their race numbers. The stand was swamped by current and potential Ducatisti, ‘trying on the various models for size’. The Brembo stand next door had one of Marc’s GP25s in a glass case, showing off its super trick braking system. Huge carbon discs dominate the front wheel while a tiny metal disc rides on the rear. The cockpit of a modern MotoGP bike is a confusing array of buttons, levers and dampers. How the riders play such spectacular tunes on these instruments while exceeding 350 kph and then absorb eye-popping braking G forces is way beyond me.

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Royal Enfield is making massive inroads into the world motorcycle market. Their magic mix of simple, real-world motorcycles that hark back to a time when the world made sense has struck a chord with the motorcycling world. Their stand sported all their current models as well as some cool custom takes on some models. A crated race-prepped Interceptor looked particularly sweet. A similar crate contained a dusty 750 Himalayan test bike. Adjustable shocks, tubeless spoke wheels, and what looks to be all-day comfortable ergonomics hint at a potentially hugely successful model when it comes to market, probably to be launched at EICMA next year. RE’s blend of real-world performance at excellent prices across their range is a sure-fire recipe for success, especially when you throw a whole bunch of soul into that mix! I’m a fan! Their electric bike, under development, the Flying Flea, looks unique and quirky in an old school cool kind of way.

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Somewhere around 14 halls, each the size of a rugby field, jam-packed with motorcycles and every conceivable accessory that you can think of, is almost a system overload! If you can’t find what you are looking for at EICMA, it almost certainly isn’t made! Having said that, KTM, focusing on restructuring and getting the iconic Austrian brand back on track, chose not to indulge in the significant spend to have an EICMA presence. I suspect they will be back next year, all the better for it.

The premier Chinese brands had large stands. CFMOTO unveiled their V4 Superbike with variable front aero. It looks superb. I suspect that we may see a World Superbike contender in the near future. These brands seem to have a bottomless pit of funding to draw on as they churn out model after impressive model. Honda led the way back in the day. The sale of millions of humble C50 Step Throughs provided the cash flow for the legendary CB750 and all the other amazing models that we have seen from the big H over the years. The Chinese benefit from the huge market for small commuters in Asia, which they also satisfy in their millions. KTM could well learn from these examples. Tiny Dukes sold in huge numbers can fund the next generation of Super Dukes….Cash flow is king in business.

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Kove continues to impress with attractive, well-built bikes with modern tech, at an affordable price point. The Chinese are also managing to build competitive bikes which are significantly lighter than their Japanese and European counterparts. The market has called for lighter bikes for ages, yet somewhat arrogantly, the established brands have ignored the cry, leaving the door ajar for attentive Chinese brands looking for every chink in their armour to exploit. New ‘old kids’ back on the block are Norton and BSA. Norton, now owned by Indian giant TVS, brought a svelte range of new bikes to EICMA. BSA, also now funded with Indian money (Mahindra, I believe), launched an incredibly good-looking 350cc adventure bike called the Thunderbolt. If it goes half as well as it looks, it will be a roaring success. The price point is also likely to be very attractive, going by comparative pricing with Royal Enfield models in the UK.  

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Familiar brands like Benelli, Moto Morini, Mondial, SWM, Loncin, QJMotor and Voge all had impressive stands. The scooter flag was also properly flown by Italjet, with their new 700cc beast making huge waves. Vespa displayed their range on a classy pastel shade stand, mirroring the classic colours of their scoots. Particularly impressive was the Lambretta stand with its beautifully crafted and coloured range spread on a classic white floor. They displayed a numbered, limited-edition range as well as a truly beautiful electric offering. Resisting the general urge to make electric bikes look sort of space age, their offering is thoroughly modern, but at the same time, classically Lambretta. It was cool to hang out with the South African Lambretta importer Corrie Moolman, sipping on cappuccinos surrounded by two-wheelers.

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Taiwanese scooter manufacturers Kymco and SYM were also well represented. SYM featured two separate stories of their scooters used for extended tours by their owners. In one instance, a 20,000-kilometre return trip up the Dalton highway in Alaska, and the other an 8,000 km trip through part of Africa, over dirt roads and sand dunes. This emphasises the point I have always made. The adventure lies in the trip and not in how appropriate the bike is on which you do it. In fact, the less appropriate the bike, the greater the adventure.

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BMW had their full range on display, including the parallel-twin-engined 450 GS, which was featured as a concept bike at EICMA 2024. Various versions of the new 450 were on display, but pride of place was undoubtedly the wire-wheeled GS version, resplendent in BMW Motorsport red, white and blue livery with gold wheel rims. I can’t wait to see the pricing on the 450s in South Africa. The CFMOTO 450, Royal Enfield Himalayan 450, and KTM 390 range have even more competition. The middleweight wars are hotting up!

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Suzuki presented all the models that we are familiar with, from the iconic Hayabusa and GSX-Rs to the V-Strom Adventure bikes. An interesting new bike launched was the SV-7 EX, a middleweight Sports tourer powered by the iconic 650 90-degree V-Twin from the discontinued SL range. Triumph too had its full range, including their recently launched dirt bikes on show. Beautifully turned out and meticulously finished, their bikes ooze with class. I have yet to be disappointed with any new Triumph. Every bike they build takes the iconic brand up another notch. 

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The Indian manufacturers have certainly drawn a line in the sand. Hero unveiled a range of innovative electric urban mobility solutions under the ‘Vida’ banner. This included a super funky single gull wing door car, a motorcycle and, get this, a backpack which morphs into a ride-on electric tracked platform. Amazing! I bumped into current World Rally Champ and next-level nice guy Ross Branch on the Hero stand. His Championship-winning rally bike was on show, as well as a special Ross Branch signature edition 210 X-Pulse, complete with the no 1 plate numbers proudly displayed. He chuckled when I suggested that, whilst blasting his dirt bike through the Botswana bush as a kid, he could surely never have imagined putting his signature on thousands of bikes commemorating his world championship win. What an athlete and what an incredible brand ambassador! The other special bike on the Hero stand was an electric dirt bike for kids, the ‘Dirt e Bike’, which can literally be expanded in size as the child grows. Clever! 

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TVS had their new Apache Adventure model on display, which looks great, as well as their scooters and even a Shimano XT-equipped, full suspension, TVS-made mountain e-bike. Yamaha also went big. The R9, R7 and similarly engined Tracers, as well as their ‘Dark Side of Japan’ XSR range. Two XSR900 GPs in Kenny Roberts’ classical yellow and white colours looked fantastic, one with an endurance racing style half fairing, and the other with a full belly pan. Stunning! This is a bike that really blew me away when I had it on review. The superb CP3 900cc Triple is housed in an excellent chassis with suspension to match. An incredibly rewarding and competent real-world sportsbike. The ‘Blu Crew’ range of dirtbikes also drew much attention, as did the venerable T-Max scooter range. Both Harley-Davidson and Indian had ‘Battle of the Baggers’ race bikes on their stands. It takes real men to ride those monsters!

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The sheer scale of EICMA could have me going nigh on forever. Every accessory manufacturer of note, Givi, Shad, Kappa, Puig, SW Motech, Wunderlich, Oxford, LS2 and then some seriously good new ones such as Loboo from China all impressed with brilliant, innovative and quality kit. Helmet brands like Arai, Airoh, Shoei, HJC, AGV and others, and lubricant maestros Liqui Moly and Motul were all represented. The array of Chinese and Taiwanese suppliers of comms systems, bespoke machined alloy goodies, replacement instruments and TFT displays, brake and clutch levers …you name it! If you can think of it, someone at EICMA will be displaying it.

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What I have tried to bring across is the incredible array of manufacturers and accessory suppliers who bring their wares to EICMA. If you are looking to expand your motorcycle or urban mobility offering, you need to be at EICMA. For over 100 years, EICMA has served players in the two-wheeled industry by providing a platform for them to gain exposure to world markets. If you have a product or are looking for a product related to motorcycles, bicycles, or that enhances urban mobility, you need to be there! There is quite simply nothing like it! Take a ‘stroll’ through some of the pics I took to try and convey the scale of this remarkable event.

And so, the season draws to a close, without champion Marc Marquez but also with a pair of new stars coming to the fore in the shape of Aprilia and Marco Bezzecchi.

Aprilia has been knocking on the door of sustained success since Aleix Espargaro scored the manufacturer’s first podium in 2021 and the first outright victory in 2022. Coming into 2025, it seemed as if the stars were aligning thanks to the signing of Jorge Martin, fresh from his championship year on a Pramac Ducati. We all know how that worked out, with Martin competing in only seven GPs thanks to persistent injury problems and not doing his stock any good through a messy contractual argument.

And don’t forget that, coming into 2025, Aprilia and Bezzecchi weren’t necessarily on the cards; Aprilia was trying hard to retain Maverick Viñales to ride alongside Martin, but Viñales chose to go to Tech3 KTM, leaving the door open for Bezzecchi, who might have been seen as a consolation prize for Aprilia, not a guaranteed star.

True, he won three GPs in 2023, but struggled to make the podium in 2024, scoring only one visit to that exalted piece of real estate. But his arrival at Aprilia was one of those happy coincidences of the right rider on the right bike at the right time in its development. Put simply, Bezzecchi is the reason why Aprilia has finished second in the manufacturer’s title race, and he himself is third in the rider’s title race; three GP victories, six further GP podiums, five Sprint race podiums and a single Sprint victory. This has been a very happy year for both team and rider.

Aprilia has another reason to be very happy, and that is the existence of a satellite team that is capable of winning races and therefore giving more-than-relevant technical feedback. Yes, Ducati has that in place as well, but the same can’t be said for KTM or Yamaha and, to an extent, Honda, although Zarco won for LCR in France. Frequently sporting the best livery, Trackhouse has shown that, if Aprilia continues to give it the equipment, the team can be expected to spring a surprise or two.

What has been interesting in the last four races of the season without champion Marc Marquez is the realisation that a championship season needs a leader. Yes, the title was decided already, so his absence had no effect on the outcome, and yes, it was good to approach each race weekend without any knowledge of who might be dominant and to potentially see new winners come to the fore, but it all felt a little directionless. Some of that can be attributed to the absence of the champion and some to the fact that there is not an obvious pretender to the throne.

Marquez’s teammate Bagnaia was nowhere; his brother had his moments in the sun, as did Bezzecchi and Acosta and Quartararo, but none of them, in all honesty, had a title-winning season. No, without Marc Marquez, the season ended on a slight whimper, not a bang.

That is, of course, all subjective. Personally, I was looking forward to watching Marquez, free of the pressures of delivering a title, continuing his dominance, and there is little to suggest that he wouldn’t have won the final four races as he pleased. Maybe he wouldn’t; maybe the rest of the front-runners, freed also from the shackles of trying to win the title, would have gone out to just have fun, and this might have thrown up some surprise results and hard fights at the front. It’s all conjecture, of course, but still fun for all that.

One rider who will be happy the season is finished will be Pecco Bagnaia. The series of events in the past four races couldn’t have been made up by even the most fanciful script writer, and then came Valencia, running out of fuel in qualifying? Who does that? Then, getting taken out by Zarco during the first lap of the GP. That’s five DNFs in a row for the Ducati rider. He, more than most, will be looking forward to concentrating on next season, starting on the Tuesday after the Valencia race, perhaps because the GP26 Ducati is widely acknowledged to be in reality a thinly-disguised GP24, with which Bagnaia did great things in 2024.

Pedro Acosta has enjoyed a strong finish to the end of the season, but he will be hoping that KTM can solve the RC16’s appetite for tyres, spoiling any chance KTM’s riders have of fighting to the finish. It’s the same for Yamaha, which will, of course, be putting all its eggs in the V4 basket from Tuesday’s test onwards. The engine has been raced at the end of the 2025 season, without any startling results, which does beg the question: Is Yamaha holding back in this area? The YZF-M1 chassis is widely acknowledged to be one of the best-handling on the grid, but that means nothing if they get swallowed up on the straights and cook their tyres trying to make up the difference in the corners. With every team using V4 engines, will Yamaha’s version be enough to pick the team up from the gutter? Certainly, Fabio Quartararo will be hoping so. As with Acosta, Quartararo has stated in no uncertain terms that he will jump ship if the manufacturer can’t give him a machine with which he can fight for wins and titles. We shouldn’t necessarily expect the Yamaha V4 to be topping time sheets just yet, but it would be good to see them making progress towards the front.

And so, the season is over, and we head into an extended period of testing, with two new faces to get used to: WSBK champion Toprak Razgatlioglu and newly-crowned Moto2 champion Diogo Moreira. The first race of the 2026 season is at the end of February and, as usual, the wait will be interminable, even with the distraction of Christmas to while away a couple of weeks.

Thank you to everyone who has taken the time to read these MotoGP reports throughout the year. I hope we’ve brought some insight to the season and entertained you along the way. Rest assured that we’ll continue to cover the off-season, as and when anything of interest occurs, but like you, we’re setting the alarm for February, when the real action begins again.