We attended this years ‘Cancervive Ride’ between the 14th – 24th of September 2017. What set out to be a 10-day bike trip (or so I thought) turned out to be a journey of a lifetime! Never before have I experienced so many different emotions all in one day! I have been back in the office for a few days and I am getting extreme withdrawal symptoms… especially the bond that was formed with all my soulful sisters. Hope you ALL enjoy our highlights video!! (Photo credit: Anelia Loubser) #wewillnotbesilent #youarethesolution #youarenotalone #cancervive #fortheride #zabikers
KTM Adventure Rally 2017
The Orange Clan gathered from far and wide in the magnificent Champagne Valley Sports Resort, northern Drakensberg for a long weekend of awesome riding and general frivolity. The event kicked off with check in and dinner on Thursday the 31st of August. The Sports resort was resplendent in KTM livery and the excitement was palpable. The events area was laid out along the lines of a Dakar bivouac, and the registration area KTM banner bedecked and lined with over 160 goody bags. Hee Ha! Let the games begin!
After dinner we crowded into the events hall for briefing. Routes were rated green [300 odd k’s], red [80 k’s] and black [70k’s], with riders expected to finish in roughly the same time. A KTM Adventure bike black or red route is typically the preserve of pukka dirt bikes, but these Katoom boys are another breed! I, however, try and avoid things that are almost certainly likely to end in tears so I chose the fast and flowing green routes that Adventure bikes are actually built for.
I rode to the event from Gauteng on a 1290 Adventure R. As we now know, the newly crowned Pirelli Bike of the Year for 2017. Magnificent it is too. Tearing, touring or smashing the dirt, it conquers all with consummate ease and ability. I rode this bike on the first days green route with off road mode engaged and all electronics off. Sure footed and well suspended, the 1290 R was a treat.
Enter Kevin Payne and his partner Margi. Riding two up on a Super Adventure 1290 T, they ride swift and smooth. Kevin, an ex 500cc national motocross competitor, showed all of the skills imbedded from years of top flight competition. They have ridden most of the countries proper adventure routes on the big KTM and communicate intuitively, whether seated or standing. I, together with Richard Carter from KTM Centurion , followed them in awe. We so enjoyed riding together that we agreed to ride together the next day too.
Joey Evans, the eminently likeable Dakar finisher also rode green with his wife Meredith riding pillion on an Adventure bike for the first time. Joey’s book, telling the story of his epic Dakar journey will be released in the next month or so. Look out for it at KTM dealerships and popular bookstores. It is an absolute must read. “I can’t” is simply not part of Joey’s vocabulary. Joey booked Meredith into the spa the next day while he went out and smashed the red route on his 1090 R.
Day two saw me on a 1090 Adventure R. What an incredible bike! Street mode, which gives you full power accessed more softly, with all electronic aids off, is the way to go. 3rd gear for rear wheel steering and 4th for traction control as the bike then hooks up and gives you seamless drive. Smoother engine, lighter weight and sublime suspension copes with anything that you throw at it even better than the 1290 R. It never feels under powered. I’ll definitely have one of these, thank you very much!
We got back to spectate the skills challenge. Set up on steeply sloped lawn by Hein and Dieter Engelbrecht, the father and son proper gentlemen from ADA, the skills course really tested the abilities of the riders. Rock garden, log hopping, turns on serious inclines and mud. It was all there. Riaan Neveling, the hugely talented National Sales Manager from KTM SA, set the benchmark time which put him in the final against the winner of a shootout between legends Alfie Cox and Darryl Curtiss. Alfie, the wily old fox, narrowly pipped Darryl at the post.
All looked over for Alfie when he capsized, only to have Riaan return the compliment. Up in a flash, Riaan had it in the bag only to lay the bike down in the mud. Alfie sneaked past to take the win. “We always put our Dealers first”, was Riaans laughing retort.
In the evenings we were rocked by Ballyhoo while filling our faces with sumptuous fare. Lucky draws for awesome rider gear, charity auctions and lots of giveaways kept the fun flowing till late. Brilliant venue, brilliant food, brilliant riding and new friends made. What more could one ask for? A huge shout out to Franziska, Riaan and their team for an outstanding event. 160 weary but happy participants left for home on Sunday morning. Bring on 2018!
Note: Thanks to KTM SA for the privilege of attending this event and the use of your magnificent bikes. It is greatly appreciated!
First Ride: The 2018 Suzuki GSX-R125
Since 1985, the Suzuki GSX-R has been an icon to sport bike lovers. With several victories and titles in local championships as well as World Endurance and World SBK series, the emblem has made its own legend, of which access is now granted to teenagers. We’ve tested it, knee down, in Silverstone racetrack.
In a world ruled by social media, image and self-perception is crucial for teenagers. Those with a biking heart can now start their motorcyclist career straight with a GSX-R: a dream come true when you are sixteen or seventeen.
The GSX-R 125 comes in a MotoGP replica that suits the bike well, although it comes at a little extra cost from the standard white or black paintings. Both have black wheels and red decals. Slim and racy, the bodyworks belong to the GSX-R family, no doubt about that. The build quality is great and the sense of detail is quite impressive for a 125cc bike; it has the vented fairing or the 3D Suzuki logo on the side, just to mention a couple. The front LED headlight is also part of the bikes strong visual impact and identity.
Suzuki also gave to the GSX-R 125 the kind of attention that is usually reserved for big capacity bikes. The instrument panel is fully digital and features nearly everything you would need: shift-light, gear position indicator, fuel gauge and fuel consumption, clock and oil change reminder (for track use, I would also like to have seen a water temperature indicator). Large and easy to read, that instrument panel is nearly similar to the one fitted on bigger sibling GSX-R 1000.
That’s not all: like luxury BMW’s and Harley-Davidson’s, the GSX-R 125 has a keyless start. You just need to keep a remote device in your pocket and the bike can start. An easy start then, as the GSX-R is also fitted with the well-named Suzuki Easy Start System, with a one-push start button. The keyless feature is specific to the GSX-R 125 and is not fitted to the GSX-S 125. Suzuki launched this naked bike based on very similar technology at the same time (the two bikes are nearly the same, the naked has obviously no fairing and a 10 cm higher handlebar).
Powerful engine, classic chassis
For Suzuki, the 125 engine is new technology, and is very far away from the VanVan beach bike, Burgman scooters and some cheap commuters. The fact is 150 sport bikes are hugely popular in Asia (Thailand, Indonesia and other countries) where they sell like hot cakes. The 125 motor is very close to the 150, as Suzuki opted for the expensive concept of keeping the piston size (62 x 41,2 mm) the same and reduced the length of the crankshaft to get that 125 cm3. It stands out from its competitors, not on the power side, which is legally limited to 11 kW in many countries, but by its usability. The peak torque comes at 8000 rpm (11,50 Nm), the power at 10000 rpm, the redline at 11500 rpm and the rev limiter at 12000 rpm. For a 125 engine, the power band is huge. Well, nearly huge.
Don’t be mistaken by the bikes lateral covers: they are actually made from plastic and hide a very classic tubular steel frame. We’ll discover later if it’s fortunate or not but the GSX-R 125 is a step backward compared to its competitors here: no upside-down front fork (the KTM RC 125, Aprilia RS 125 and Yamaha YZF-R 125 has one) and a very basic steel swing arm, while, once again, the GSX-R contenders are more sophisticated. However, with 11 kW, the balance and feelings are certainly as important as Moto2 chassis! With a kerb weight of 134 kilos, the GSX-R is the lightest of its class, with an average 8 kg over its competitors. The GSX-R 125 is also rather a small bike, tiny and narrow, and the average Springbok fullback will probably feel cramped on board.
So, time for the main question: is the GSX-R 125 a proper race bike?
Knee down in Silverstone!
Organised in Silverstone, UK, just a couple of days after a frantic MotoGP where we’ve seen a raging Andrea Dovizioso taking another victory, the press launch was great although being slightly paradox, as we rode the bike on a race track mainly built to bring teenagers to high school and college. Obviously, we did not ride on the Silverstone GP track (remember, we have 11 kW!), but in the infield Stowe track, a 1.73 kilometres track with a lot of fun, perfectly suited for the bike.
From that test, we’ve noticed two strong points and one more average:
First is the handling: the bike is extremely agile, very precise and, as we would expect, very easy to ride. The narrow front tyre (90/80 x 17) gives an incredible ability to reach the apex with minimal work on the bike (just look down, or push one toe on the foot-peg, or open the inside arm) and the GSX-R goes cornering like weight was just a concept. Thanks to a precise front end and decent brakes with an ABS sensor, the track test is a lot of fun and the small 125 4-stroke motor proves itself to be quite strong. As a matter of fact, it revs happily, does not vibrate a lot when approaching the rev-limiter and when exiting corners with the throttle wide open, you don’t have the feeling that mosquitos are going to hit you from the back.
That 11 kW engine is the second good news of the day – it is exceptional.
Now for the average point:
As the session goes on and you keep pushing and pushing, you start to wish for better tyres (the Dunlop D102 has average feedback and grip). In addition, you want a more solid front end, as on Stowe’s bumpier section, the GSX-R 125 had a lot of movement and did not inspire much confidence. You name it: KTM, Aprilia and Yamaha have equipped their 125 cm3 sport bikes with an upside-down front fork. Nothing major but tyres are easy to change as well as front fork oil. Please note that these comments relate to track racing and are not a real issue, if you keep the bike on the open road, which after all, is Suzuki’s intention.
We also had the chance to ride the sibling GSX-S 125 in the British countryside the following day and the small naked bike proved to be great fun and easy to ride. Once again, the engine proved to be a class leader, with a sensible torque from 6000 rpm. We recorded 4 litres /100 km on the race track while Suzuki claims 2,3 litres as official fuel consumption. With an eleven litres fuel tank, that makes a lot of cheap commuting. Teenagers crave to have a great image at low cost and I think this bike provides all out that!
Specifications
| DIMENSIONS & WEIGHTS | |
| Overall length | 2000mm (78.7in) |
| Overall width | 700mm (27.56in) |
| Overall height | 1070mm (42.1in) |
| Wheelbase | 1300mm (51.2in) |
| Ground clearance | 155mm (6.1in) |
| Seat height | 785mm (30.9in) |
| Kerb mass | 134.0kg (295.42lbs) |
| Fuel capacity | 11.0 litres (2.4UK gallons) |
| ENGINE SPECIFICATIONS | |
| Engine capacity | 124.4cc |
| Engine | 4-stroke, 1-cylinder, liquid-cooled, DOHC |
| Bore | 62.0mm x 41.2mm (2.4in x 1.6in) |
| Compression ratio | 11.0 : 1 |
| Lubrication | Wet sump |
| Ignition | Electronic ignition |
| Fuel system | Fuel injection |
| Transmission | 6-speed, constant mesh |
| Drive | Chain |
| Starter | Electric |
| MPG* | 122.82 |
| CO2 | 54g/km |
| Power | 11.0 kW @ 10000rpm (15PS) |
| Torque | 11.50Nm @ 8000rpm (8.48lb.ft)† |
| CHASSIS SPECIFICATION | |
| Front suspension | Telescopic, coil spring, oil damped |
| Rear suspension | Link type, coil spring, oil damped |
| Front brakes | Disc (Petal) |
| Rear brakes | Disc (Petal) |
| Front tyres | 90/80-17M/C |
| Rear tyres | 130/70-17M/C |
First Ride: The 2018 Suzuki V-Strom 250
We’ve seen lately the creation of a new motorcycle category: the smallish, dual-purpose bike. After Kawasaki and the Versys-X 300, after Honda CRF 250 Rally and while waiting for the BMW G310 GS, here is the new Suzuki V-Strom 250!
On one side is the V-Strom family: for the last fifteen years (the 1000 V-Strom has been launched in 2002 and the 650 V-Strom in 2004), they have never been the prettiest, the fastest or even the most sophisticated of the dual purpose bikes. However, they built their success by being a dependable and affordable proposition for the free-spirited and pragmatic biker looking for a go-everywhere-do-everything-hassle-free, set of wheels.
On the other side is the Suzuki 250 Inazuma: a cheap commuter that is supposed to last forever, easy to run, light on fuel and very cheap to maintain.
Mix the two and you have the new Suzuki V-Strom 250 (the ‘V’ is there for marketing reasons, as the new bike features the Inazuma’s parallel twin). The proportions of the bike have a certain sense of harmony and the bike features Suzuki’s off-road DNA, with the peaky front nose inherited from the DR 750 Big era and the yellow colours from the RM family. The big and very round headlight looks curious at first sight, but once you’ve stepped back, it looks the part. The windscreen is fairly tall (the bike height sits at 1295 mm).
The engine has been slightly revamped with a bit of work in the combustion chamber area, as the port section on the intake valves have been redesigned to optimise thermal efficiency – the target was to improve the torque and reduce emissions. The engine is Euro 4 compliant, delivers 18,4 kW at 8000 rpm and 23,4 Nm at 6500 rpm. The new Suzuki should be good for beginners. The Kawasaki Versys-X 300 offers better performance with 29,3 kW and so does the BMW G310GS with 25 kW. The Honda delivers the same output as the Suzuki, with a single cylinder engine. However, 18,4 kW from the V-Strom is enough to get speeding fines: flat out, the little Suzuki shows a steady 140 kph plus on the digital speedo.
Incidentally, the display is easy to read and quite comprehensive, with the gear position, fuel gauge, fuel consumption, shift-light, clock plus oil change reminder. Being in an upright position, the windscreen offers more than decent protection and is good enough to deviate the wind from the shoulders of a tall rider.
Heavy but light
With a kerb weight of 188 kg, the Suzuki V-Strom is rather on the heavy side! It’s heavier than a mid-size dual sport bike such as the Yamaha XTZ 660 Ténéré, and also heavier than its competitors (169 kg for the BMW, 175 kg for the Kawasaki and 157 kg for the little Honda). However, the exhaust, being in the low position, helps to maintain a low centre of gravity and combined with the category’s lowest seat height (800 mm), the Suzuki is just so easy to ride. The handlebars might feel a bit narrow to dual sport standards but the Suzuki accommodates any kind of body shape with the same ease.
Speed is obviously not, but it can gently cruise on B-roads at 90 kph at 7000 rpm in 6th) and despite its modest capacity (248 cm3), the engine has a long stroke character (53,5 x 55,2 mm) and does not feel underpowered as the rider is always working within the torque band.
The narrow tyres (110/80 x 17 front, 140/70 x 17 rear) ensure great agility and while cornering, the V-Strom 250 does not feel so heavy. The suspensions work quite well; not too firm and not too floppy. The brakes, (290 mm disc at the front with 2 piston callipers; 187 mm disc at the back with a single piston calliper), while not being particularly sharp, are good enough regarding the overall performance. The ABS made by Bosch is good and is not too sensitive on bumpy surfaces. And the last good news comes from the tyres: the IRC Road Runner has good grip on dry tar, although the brand does not have a great reputation on wet roads. For us, we couldn’t tell as we enjoyed what the locals called “Spanish weather” during our trials, which happened to be located near to Silverstone in the UK.
A great DS commuter
While IRC also manufactures more orientated off-road tyres, the 17 inches front wheel is obviously a limitation to proper off-road riding. Ground clearance is only 160 mm and the protection plate under the frame is just made of regular mild steel: nothing that a good stone would not harm. Sticking to easy gravel roads might be a better option. Optional crash bars are not proposed by Suzuki, while heated grips, knuckle guards, centre stand, tank bag and a comprehensive set of luggage (23 litres top case plus a pair of 20 litre side cases) is offered at extra cost. A 12V DC socket is standard, located on the LHS of the instrument panel, which is ideal, for example, to power a GPS.
While remaining reasonably narrow, the fuel tank capacity is an impressive 17,3 litres. Suzuki claims an official 3,2 l/100 fuel consumption but during our test, which was usually at full throttle, we recorded 4 l/100. However, with a touring mindset, the fuel range should at least reach 500 kilometres – Namibia is just one fuel stop away from Johannesburg! A full week of commuting without one stop at the petrol station, is also appealing.
In my opinion, I believe the little V-Strom will prove to be a great (although low speed) trans-African traveller.
Specifications
| DIMENSIONS & WEIGHTS | |
| Overall length | 2150 mm (84.65in) |
| Overall width | 790 mm (31.10in) |
| Overall height | 1295 mm (50.98in) |
| Wheelbase | 1425 mm (56.10in) |
| Ground clearance | 160 mm (6.30in) |
| Seat height | 800 mm (31.50in) |
| Kerb mass | 188 kg (414.47lbs) |
| Fuel capacity | 17.3 litres (3.8UK gallons) |
| ENGINE SPECIFICATIONS | |
| Engine capacity | 248cc |
| Engine | 4-stroke, liquid-cooled, SOHC, parallel twin |
| Bore | 53.5 mm x 55.2 mm (2.11in x 2.17in) |
| Compression ratio | 11.5 : 1 |
| Lubrication | Wet-sump |
| Ignition | Electronic ignition |
| Fuel system | Fuel injection |
| Transmission | 6-speed constant mesh |
| Drive | Chain |
| Starter | Electric |
| MPG* | 88.28 |
| CO2 | 72 g/km |
| Power | 18.4kW @ 8000rpm (25PS) |
| Torque | 23.40Nm @ 6500rpm (17.26lb.ft) |
| CHASSIS SPECIFICATION | |
| Front suspension | Telescopic, coil spring oil damped |
| Rear suspension | Swingarm type, coil spring, oil damped |
| Front brakes | Disc brake |
| Rear brakes | Disc brake |
| Front tyres | 110/80-17M/C 57H |
| Rear tyres | 140/70-17M/C 66H |
KTM 390 Duke – Long Term Test Report
A few months ago, I was considering buying a daily run-around, come highway commuter bike. I work in Pretoria but at least twice a week I need to pop through to Johannesburg for meetings.
There are many smaller capacity bikes available in the market at the moment, and with my budget of up-to R70 000, I was spoilt for choice.
Available options at the time were:
- BMW G 310 R
- Kawasaki Versys 300
- SYM Wolf SB250 Ni
- Kawasaki Ninja 300R
- Yamaha R3
- KTM 390 Duke
After careful consideration of what turned out to be a superb set of small motorcycles, I finally decided to buy the KTM 390 Duke – Why? First of all, the engine capacity is at least 25% higher than all the other options, which I thought was important for my highway commuting requirements. Next is the styling (I absolutely love the new looks of this bike) and finally, at this year’s South Africa Bike Festival, I rode the Duke around Kyalami and oh boy, what a blast I had riding it!
Usually, when testing bikes at the South Africa Bike Festival, you have to follow a Marshal and this can be a little annoying because the level of riders in the group is so diverse they usually move slowly round the track, which means you can’t feel the true aspects of the bike. Luckily in this case, the group I went out with was so slow that the lead Marshal waved me past. Normally you only get to ride 3 laps, but now I had nobody controlling me so, I just kept going and going and I think I must have done something like 6-8 laps before returning to the KTM stand. Apparently, the staff there had been worried about me – they thought maybe I had crashed or something but after seeing my huge grin they didn’t need much explanation as to what had happened.
My Dad has always told me that when you are planning to buy something significant in your life, “the hunt is always better than the kill”, by which he meant, take your time and enjoy doing the research. So, in this case I did just that and in particular, I enjoyed spending time on KTM’s website using it’s configurator feature. With this you can build the bike by adding and removing parts prior to previewing how it will look in a nifty 360 degree view – Nice!
I have been riding the bike now for a few months and this is my feedback. As I mentioned earlier, the bike looks stunning! This small ‘run-around’ doesn’t look like a little bike, on the contrary, you can easily mistake this for one of its bigger siblings. The ergonomics are spot on – initially, I thought the hard seat was going to need changing to the gel version available at KTM but surprisingly, I found the wide surface area seat to be comfortable (I think it must spread your bodyweight over a bigger surface area so that you don’t get pressure on one point). I also found that you can hook on your leg very nicely when climbing off the bike.
Riding through traffic is a blast; the bike is so nimble and cuts through the traffic with ease. The short wheel base makes the bike very easy to ride – on the highway the Duke travels comfortably at 120 kph – you don’t feel like you are ringing its neck at that speed, which it did when testing some of the other smaller capacity bike options.
I love the new LCD screen; very intuitive to use and definitely brings the electronics up to date for all those Playstation generation types, to which this bike is going to appeal to.
What I don’t like about the bike: well not much here to be honest, just a little nit-picking. The clutch lever on mine feels a bit flimsy, but on KTM’s website in their powerparts section, I discovered there are upgraded versions which I’ll probably move to in due course.
Then there is the gearing. I often feel like I’m in mid – gear but when I check the LCD dash, I get surprised that I am actually in a much higher gear. This can be annoying sometimes, as I have found myself shifting down a couple of gears when bringing the bike to a stop. To improve this, I will fit a 42 teeth rear sprocket, which is also available from KTM. I actually think this will improve the ride on the highway, as it will effectively raise the gearing, which means the bike won’t have to work as hard.
A few minor tweaks to the bike and for me, it will be perfectly suited for my intended usage. Overall, I am really very happy with my purchasing decision and I am sure that the 2017 KTM 390 Duke will bring me lots of happy miles with smiles!
SPECIFICATIONS
| Engine | |
| Design |
1-cylinder, 4-stroke engine |
| Displacement | 373.2 cm³ |
| Bore x Stroke | 89 x 60 mm |
| Power in KW | 32 kW |
| Starter |
Electric starter |
| Lubrication | Wet sump |
| Transmission |
6-speed |
| Primary Drive | 30:80 |
| Secondary Gear Ratio | 15:45 |
| Primary Drive | 30:80 |
| Cooling | Liquid cooled |
| Clutch | PASC™ antihopping clutch, mechanically operated |
| EMS | Bosch EMS |
| CHASSIS | |
| Frame Design | Steel trellis frame, powder coated |
| Front Suspension | WP upside-down Ø 43 mm |
| Rear Suspension | WP monoshock |
| Suspension Travel (front) | 142 mm |
| Suspension Travel (rear) | 150 mm |
| Front Brake | Four-piston radial fixed calliper, brake disc |
| Rear Brake | Single-piston floating calliper, brake disc |
| Front Brake Disc Diameter | 320 mm |
| Rear Brake Disc Diameter | 230 mm |
| ABS | Bosch 9MB two-channel ABS |
| Chain | X-Ring 5/8 x 1/4″ |
| Steering Head Angle | 66 ° |
| Wheelbase | 1357 ± 15.5 mm |
| Ground Clearance | 185 mm |
| Seat Height | 830 mm |
| Tank Capacity | (approx.) 13.4 l |
| Dry Weight | 149 kg |
For more information visit: www.ktm.com/za
My Indian Blog
This little blog came about because I was recently invited to attend the Alfie Cox Invitational Enduro event, which was to be held in Umzumbe on the South Coast (KZN).
My wife and I decided that if we were going to travel all that way from Pretoria to Umzumbe and back, then why not make it a pleasant scenic trip on a suitable ‘Tourer’ and preferably one I had not ridden before.
So, which bike? It needed to be a comfortable two up, with decent packing space and a ‘head turner’. Right, I contacted our friends at Indian Motorcycles and asked them if they could help me out with this to which they generously suggested I try out one of their excellent ‘Indian Chief Vintage’ machines – not the style of bike that I usually go for, but I have always wanted a try that genre of bike.
The excitement of any trip always starts with the preparation. I needed to pack my camera/video equipment, which these days, isn’t as big as you might think, plus all of our luggage (bearing in mind that my wife was travelling with me). I quickly realised that the panniers on the bike wouldn’t give me enough space, so, a quick advice call to my friend and experience adventure traveller, Dave Cilliers, was definitely needed. He hooked me up with a nifty waterproof ATG bag, which easily mounted on-top of one of the panniers. He also, rather surprisingly as it was about 28 degrees hot at the time, advised that we pack extra thermals and windbreakers, as it might just get cold in the Drakensberg region at this time of year. I thought he was crazy but non-the less, I took his advice and packed the lot.
Packed and ready to go, we headed off to our first planned overnight, which was Bergville (KZN). Leaving Pretoria the weather was pleasant, but quickly changed. As we rode down through the Freestate towards Harrismith, the conditions got very, very windy but the Vintage felt very planted in these conditions and I was more than greatful for the huge screen, as this provided much protection in the gusty winds.
On the open road, the 1,811cc air-cooled V-twin, cruised so smoothly and effortlessly! Overtaking slow moving trucks was made easy as this huge motor puts out 161 Nm of torque at a mere 3,000 rpm – the Vintage has such a wonderful, grunty and powerful engine that never ceased to surprise me throughout the trip.
We turned off at Harrismith and headed out on the R74 passing by the Sterkfontein Dam. This part of the country is stunning so, we stopped to take lots of pics before carrying on down through the twisty mountain road to Bergville.
That night we stayed at a B&B called ‘The Drakensburg Terrace’, which turned out to be a really lovely place. If you every find your-self in this part of the world then you must stay there – it really was a home away from home and they make a great breakfast.
When I know I’m going to be out of office for several days, I always make sure that I get on top of all my work and clear my desk and computer of clutter before I leave. However with me, and I am sure this happens to most of you, sods law kicks in as soon as you hit the road and some sort of crisis goes down – smart phone’s are a real pain aren’t they. I have found myself becoming more and more addicted to these devilish devices, and they can be really annoying!
My dad once told me that the first time he ever saw a cell phone was in Sweden in the late 1980’s when he was on the road there with his Sales Agent. He asked what’s the purpose of carrying that when you can do much of your daily phone work before you leave and can always stop at ‘Road Services’ and use a pay phone, if needed. Well it’s usually very cold here was the reply and with this little beauty, I don’t have to get out of the car so often. They both agreed that that was a good enough reason for Swede’s to have them but it would never catch on in most other places!
Anyway, I decided on day two to switch off the little chap! Riding the serene Indian Chief Vintage confirmed that this was the right move, with its non-complicated, authentic, old school feel and combined with the stunning roads around the Drakensberg region, it takes you back to a place that is much simpler, to a place which my friend Dave calls BC (before computers). I assure you this was a great and pleasant place to be although, I knew, it would only be very temporary.
We headed out on the R517 towards Bulwer and stopped for a snack at a quaint little spot called ‘The Pickle Pot’ – great name. At this point it was FREEZING and the first thing we did was change into our thermals – thanks to Dave’s advice. There was a definite cold front in the Drakensburg’s and without the thermals, we would have been screwed. You must stop at The Pickle Pot if you are ever passing by and try their hot chocolate and famous apple pie.
Back on the bike, we decided to take the shortest route possible down to the coast, which was a good decision as it was bloody cold riding for the rest of the day. We arrived late afternoon at the Pumula Hotel in Umzumbe, which was going to be our home for the next two days.
On Day 3 we attended the Alfie Cox invitational Enduro event. You can see my highlights of the event here: The 2017 Alfie Cox Invitational
This was a very cool event and I really had a blast filming the day’s proceedings. What these guys do on a bike blows your mind. Oh yeah, and the weather was great!
At breakfast on day 4 we contemplated our route home, now it was warm at the coast so we assumed the cold front had probably passed by the Drakensburg’s. Because we missed the Oribi Gorge Nature reserve on the way down, we decided to ride back a different route so that we wouldn’t miss it on the way back. We took the N2 road towards Kokstad and stopped at a café called ‘Leapolds Rock’ for a quick milkshake and to take in the beautiful surrounding of the Oribi Gorge region… Stunning!
The roads from Oribli Gorge to Kokstad, albeit cold, were amazing to ride and I was surprised how enjoyable the Chief Vintage was to ride through the twisties. Stereotypically, big heavy American tourers have a reputation of not being good in corners but I had an absolute blast riding through the bends. You adapt to the style of riding required very quickly; just ride big sweeping lines and ‘roll on roll off’ the throttle and just feather the brake when necessary – beautiful.
Now, as we got closer to Kokstad the weather got very cold; in fact, even colder than on the way down – ‘thermals out: thermals on’ – thanks again Dave. What I did not tell you at the start is that when I picked up the bike from Indian, they explained to me about the keyless ignition. They told me not to let the key fob get really cold, as the bike might not start. Fortunately, they did provide a secret code that I could apply if that happens but unfortunately, I had forgotten what this was. Sods law kicked in again and I quickly entered panic mode when the bike didn’t start first time at the fuel station in Kokstad. You can imagine my relief when luckily, on the second attempt, the bike powered itself up – phew!
From Kokstad we carried on the R617 to Howick and for the rest of the day it was basically riding in survival mode, just trying to get to the overnighter and out of the freezing cold. At Howick we stayed at a B&B called ‘Meander Inn’, which turned out to be an absolute godsend. The people there were super nice and our stay was made really special due to their superb hospitality, great breakfast, and their clean and comfortable rooms. The next morning their garden boy leathered-down my bike in preparation for the days ride – great service, great place; I highly recommend it.
Remember the key incident? Well, I didn’t want anymore frights, so that night I found myself nurse-maiding the key – I wrapped it in a clean sock and rested it on the heater in our room – Ah, a little touch of paranoia, I think. Which brings me to the point, why did they ever invent keyless ignitions? What was wrong with a key for the ignition?
Riding home, I quietly reflected on the trip. I found the experience to be the most purest form of motorcycle riding that I have ever done. Everytime we went to climb on the bike, there was someone there admiring it and asking lots of questions and giving compliments –the Indian Chief Vintage bike is really attractive, a great ‘head-turner’. The feedback from my wife was that she was very comfortable on it (apart from the cold) and we did cover many km’s during the trip and it was her debut as a pillion rider. You felt like a ‘King of the Road’ – I would not have swapped the bike for anything else!
When I returned the bike back to Indian, I found myself drooling over some of their other models, like the Springfield, for example – I have to say, many thanks to them for a brilliant experience and I can honestly say that 5 days with an Indian – I am converted!!
The Honda CRF250 Rally
What is it about an adventure bike that is so appealing? And why do they sell in the volumes that they do? On my daily commute on my motorcycle, I see a number of adventure bikes cheating traffic in the morning and evening and in this world, they make sense as comfortable, manoeuvrable and relatively efficient. But there is the other adventure bike world, the world of Dakar, of cross-country touring, of travelling around the world north to south and east to west and a great deal of adventure bike owners have the dream, dreaming on their daily commute of taking on an adventure! “My bike could, if I wanted to”, “one day is one day”.
Now, some of us do take our adventure bikes off the tar and many of us have learned our riding craft on this type of bike. In conversations with a colleague, we discussed the adventure bike industry and explored the pro’s and con’s for both experienced and inexperienced riders. Some of the topics were size and weight of the bikes; how easy is the bike to handle off-road; comfort and, of course, styling. This is where Honda’s new CRF250 Rally came up. Having used one for a few days here are some of my thoughts.
On my approach to the Rally my first impression was that the styling is superb! Honda have done an amazing job linking the design of this motorcycle to its Dakar bike and as you approach the bike you begin to imagine taking on all challenges, be it mountains or your daily commute.
The second impression was when I got on the bike. Here my over-arching thought, was one of a tall and narrow bike, with a feeling of ‘mechanicalness’, with an overlay of typical Honda build quality.
And throughout my time with the bike these impressions were just built on and made even stronger. Each time I saw the bike parked, ready and waiting to go ride, I was struck by the success of the styling and each time I rode I was more and more impressed. But let’s dig down into what this bike is about.
The Honda CRF 250 Rally takes the CRF250L and moves it up a notch, appealing to a slightly different customer. This bike has lost none of the substance but has gained greatly in the style stakes. You can clearly see the design inspiration from the HRC CRF450 RALLY Dakar racer, with the double headlight design with carbon fibre-look surround, Honda’s HRC colours beautifully draped over the body of this bike and a very “MX” or “Rally Raid” look from certain angles. Each time I stopped I had a few curious enthusiasts asking all manner of questions, from the bike to the environments in which the bike could survive.
I particularly liked some of the details, such as the “Rally” in the front headlight and the feel of the grips, which had a smooth surface where your palm rests and a textured surface where your fingers rest. The bike has a comfortable riding position, with a comfortable seat, great layout of everything from bars to pedals, typical Honda execution.
And what is the bike like to ride? Here the definition of “fit for purpose” is important, as this bike excels in some areas and is average in others. By this I mean if you plan to use this bike a great deal on freeways at high speeds, you might find the power insufficient and the vibration from the single cylinder engine tiresome over a long distance. For the occasional freeway stint, I found the CRF250 Rally able to hold highway speeds, with a necessary drop into 5th gear from 6th occasionally to keep the speed up and it didn’t feel like a chore. Learn to work the bike in this environment and she’ll work with you.
For the daily commute in traffic though, this bike was a revelation. Comfortable on the softly sprung suspension with enough power to keep ahead of the flow of traffic, the narrowness of the bike also gave confidence in the hustle and bustle of big city morning commutes. And Honda, for those of us who commute in the evenings and into the night and where lighting is important, thank you for giving us a bike with great lights – this bike’s LED’s are magnificent.
But where the bike felt completely at home was when I felt like spending a day exploring the roads less travelled. I spent the day finding those gravel roads, those trails, seeking the ultimate photo spot to best highlight the bike and what I found was a motorcycle that gave me more as I asked for more. Cruising happily on gravel roads at 80 km/h, perfect in the tight and twisty stuff it gave me more confidence as the kilometres piled on. Some of the details here add up to an impressive package, such as the ground clearance being 15mm more than the CRF250L (at 270mm), and interesting front fork design with one side housing the spring and the other the damper, well-chosen gear ratios with first being short enough for the slow stuff and subsequent ratios being spaced out perfectly as the speeds increased, the details can go on for ages!
Together with the gear ratios, the engine can cruise all day at 100 km/h feeling unburstable at that speed, almost as if it could do that forever, eating up many many kilometres. It will pull from 3000 rpm, with a noticeable power spike and an extra buzz over 7000 rpm, and this is where you will need to keep the engine if power situations are the order of business. And with a relatively long throttle travel, you can easily modulate the power, depending on the situation. The bike also comes with ABS and there is the option to disable the ABS on the rear wheel, which is useful for those off-road conditions.
On to some of the sensible topics such as fuel consumption. With the larger 10,1 litre tank my range was around 290 kilometres, running at about 3,5 l/100kms (but obviously different riding styles will get different results).
My only real criticism of substance? Well, I really had to nitpick because once I was in the right mindset with this bike everything seemed to really make sense. The only thing I found annoying was when putting out the stand I would occasionally put my foot on the spring rather than the stand when pushing down, and I would worry that this might break over time. You see, nitpicking. And yes, it is a tall bike, even more so than the CRF250 L, so shorter riders be warned.
My summary of the CRF250 Rally is that it’s a bike that gives you more confidence with more kilometres and this makes it perfect for a rider to learn their adventure bike craft on. It is also a fantastic bike for the more experienced riders, looking to take a bike to places the larger and heavier adventure bikes might struggle. For your R84995, you are getting an adventure bike that exudes fun and adventure. It is certainly the perfect “fit for purpose” bike as it easily meets the Adventure Bike criteria.
Technical Specifications:
| ENGINE | |
| Type | Liquid-cooled, Single, DOHC |
| Engine Displacement (cm³) | 250cc |
| No. of Valves per Cylinder | 4 |
| Bore ´ Stroke (mm) | 76.0 x 55.0 |
| Compression Ratio | 10.7:1 |
| Max. Power Output | 18.2kW/8500rpm |
| Max. Torque | 22.6Nm/6750rpm |
| Oil Capacity | 1.8L |
| FUEL SYSTEM | |
| Carburation | PGM-FI |
| Fuel Tank Capacity | 10.1L |
| Fuel Consumption | 33.3L/100km |
| ELECTRICAL SYSTEM | |
| Starter | Electric |
| Battery Capacity | 12V-7AH |
| ACG Output | 324W / 5000rpm |
| DRIVETRAIN | |
| Clutch Type | Wet multiplate hydraulic |
| Transmission Type | 6-speed |
| Final Drive | Chain |
| FRAME | |
| Type | Steel Twin Tube |
| CHASSIS | |
| Dimensions (LxWxH) | 2210 x 900 x 1425mm |
| Wheelbase | 1455mm |
| Caster Angle | 28.1° |
| Trail | 114mm |
| Seat Height | 895mm |
| Ground Clearance | 270mm |
| Kerb Weight | 157kg |
| Turning radius | 2.3m |
| SUSPENSION | |
| Type Front | 43mm Telescopic Upsidedown |
| Type Rear | Prolink |
| WHEELS | |
| Rim Size Front | 21 inch |
| Rim Size Rear | 18 inch |
| Tyres Front | 3.00-21 51P |
| Tyres Rear | 120/80-18M/C 62P |
| BRAKES | |
| ABS System Type | 2 channel |
| INSTRUMENTS & ELECTRICS | |
| Instruments | Digital |
| Headlight | LED |
| Taillight | Bulb |
For more information visit: www.honda.co.za
Suzuki – SV650 2017
I recently got the opportunity to ride Suzuki’s new 2017 SV 650 both at Red Star Raceway as well as in Mpumalanga. The two totally different environments highlighted what an accomplished all-rounder the SV is, despite the fact that this is an unfaired version of the SV that South African motorcyclists know and love. The 2017 take on Suzuki’s popular middleweight has undergone some significant tweaks. The familiar 90 degree V-twin dohc 8 valve motor, sports a new air box with staggered velocity stacks, which enhance mid-range power. 39mm throttle bodies provide what can only be described as perfect fuelling. This is enhanced by an anti-stall feature whereby the revs rise ever so slightly as you let out the clutch. Rather than feel strange it translates into a feeling of exceptional throttle response. Obviously it makes the bike an absolute doddle to ride for learner riders.
At 197kg’s weight, the Suzuki is effortless to pilot around a racetrack or anywhere else for that matter. Non-adjustable 41mm forks and a preload only rear shock, provide an admirable job of keeping the SV 650 in shape. The bike steers accurately and sticks fiercely to its chosen line. The result is a bike that is simply loads of uncomplicated fun to ride. Previous generation SV’s made favourite track tools, and I see the same thing happening here. Really discerning riders may feel the need to spoon in some fancy suspension but the standard kit is perfectly adequate for most.
On the road the little SV is an absolute hoot. The flawless fuelling and linear power delivery make hooning around on your favourite road a pleasure. Speaking of power, the SV revs to 10700rpm but peak power is at 8500rpm. So, although you can hang on to a gear a bit longer if needed, you don’t have to rev the hell out of the motor to get a proper hurry up. Decent torque and a linear, albeit slightly buzzy top end, make the Suzuki really rewarding to ride really fast. At the legal limit, the SV is loping along at a smooth and relaxing 5500 rpm. The way the bike allows you to utilise every one of its 75 odd ponies, and with decent torque thrown into the mix, it means that in the real world, on real roads, it punches way above its weight. Firm yet supple suspension allows the SV to hold a line on less than perfect surfaces. 13, 8 litres of fuel allows at least 250 k’s of fun between fill ups.
Comfort is good for long stints in the saddle thanks to spot on ergo’s. That said, your butt may take some strain as the seat is pretty damn hard. Seat height is at 785mm and the seat’s slim profile allows even the vertically challenged to perch quite comfortably. The bars have a nice spread and fall nicely to hand yet are slim enough to allow traffic filtering. Oh yes, and the six speed gearbox is like the fuelling; flawless. The LCD display is neat and gives you all the info required. Fuel level, consumption, range, temperature, clock, speedo and revs – it’s all there. The engine hangs from a trellis frame as a stressed member in a manner reminiscent of Ducati’s Monster. In fact, in typical Japanese fashion, Suzuki have fashioned a bike very much along the lines of the Monster but with a huge dose of simplicity and reliability and practicality thrown in, and at a brilliant price!
R98500 is a steal for a bike with this diverse spread of talent and appeal. The only accessory that you may need is a wind shield of sorts. The dash nacelle does an amazing job of flowing air smoothly over your head and shoulders but high speed cruising in comfort will require additional protection. That said, for the rest, the little SV 650 from Suzuki is an absolute blast! No one who buys this bike will be disappointed. On the contrary, it will most likely be the start of a long, satisfying relationship. Welcome back little SV, we sure have missed you!
For more information: www.suzukimotorcycle.co.za
Suzuki – DL650 V-Strom 2017
Why is it that some bikes gain all the headlines but some others fly below the radar? And why is it that sometimes the ones that fly under the radar are the better bike?
The Adventure bike market is teeming at the moment; they are the bike of the moment. Bikes such as BMW’s GS or KTM’s 1090s and 1290s are the heroes of the day, selling in huge numbers around the world. Every headline concerns them; every world-traveller is riding them.
But if you take the time to delve a little under the surface, there are bikes that are just as competent, if not more so, if only the world at large would care to glance in their direction. Oh, the motorcycling press knows which bikes they are but, despite being told, the buying public is strangely immune to their charms. It all comes down to peer pressure influencing the choice of bike one buys but when ever has that had anything to do with a true measure of ability of the bikes in question?
For example; are BMWs really that much better than anything else out there or is that simply a perception based on sheer numbers and column inches? If the rider has the talent, then any bike can be made to do anything that any other bike can do; the machine is simply the tool.
The Suzuki DL650 has been around for an age but it has been quietly racking up the plaudits over the years, especially in the US where the slightly hysterical cacophony over the litre-plus contenders is tastefully muted in an uncharacteristically un-American manner.
In September 2006, Cycle World magazine wrote “the DL650 may just be the most shockingly competent machine in the world today.” In 2004, MotorcycleUSA.com said “it was hard to imagine another machine with a competitive versatility-per-dollar ratio.” In Germany, the DL650 twice consecutively earned the title “Alpenkoenig” or King of the Alps, winning German Motorrad magazine’s trans-alp multi-bike test in 2005 and 2006. In, 2004, at the bike’s launch, a noted motorcycle journalist said that “taking everything into account – price, comfort, fuel range, general ability, you could argue it was the bike of the year.”
OK, all very fuzzy and warm but that was a long time ago; does the same ring true in 2017? The advances in adventure bike thinking have been fantastic and profound so the question here is really; has the DL650 kept up?
In truth, the DL650 was seen primarily by Suzuki as a road bike with adventure styling. With the advent of the DL650XT, the company has made a serious attempt at attacking the serious adventure market.
Changes over previous models are; new exhaust system, fuel injection and instruments as well as detail attention to the overall chassis. There are two models; the base and the XT, the former being road-orientated. The XT gets spoked wheels, hand guards and a lower engine cowl.
In looks, it harks back not to earlier versions of the V-Strom, but to the DRZ800 Dakar rally bike, which was as pukka an off-road bike as you could wish to ride. However, to imagine that the latest DL650 XT has drawn deeply from the talent cup of that bike would be to misunderstand the nature of the market for mid-range adventure bikes.
It has been estimated by Suzuki insiders that only 10 or 15 per cent of V-Stroms will venture anywhere off-road. What is more likely is that a higher proportion of owners want to go off-road, or want to look like they want to. With this in mind, is ultimate off-road ability really that important?
We’d have to say yes; the world will soon winkle out those bikes that are all mouth and no trousers so a measure of ability is important. Unfortunately for the Suzuki, it is playing in a hotly contested segment of the market where there are a good few bikes with a lot of ability. Not only that, but all the Suzuki’s opposition in the ‘middleweight’ category, are all at least 800cc – think Triumph, BMW, Ducati and KTM – making the DL650s job even harder.
Detail changes have made the DL650 more user-friendly especially to those who are vertically challenged. A Slimmer fuel tank – still holding 20-litres – coupled with a re-profiled seat means getting your feet flat on the ground is possible, aiding rider confidence. If anything, this coupled with the footpeg position can make it feel a little cramped for taller riders.
As standard, there is no cruise control or heated grips – no doubt omitted to keep costs down – but which, once experienced, are greatly missed on long journeys. The screen is adjustable but only with the use of an allen key and twenty minutes of your time. However, if I’m honest, I pretty much set the screen in one position and leave it there, no matter what bike I’m on and however easy it is to adjust.
So, the DL650 gives away engine capacity and therefore power as well as creature comforts to all its rivals. It’s not painting a rosy picture.
Outwardly and according to the spec sheet, the engine is the same as the older models. However, whatever the figures might be (Suzuki are being very tight-lipped about power output) what is clear is that the engine has been re-worked to move the power lower down the rev range which, let’s face it, is where most of us will ride it anyway. An adventure bike is never about top-end performance but low-down lugging power and it is this that the new engine does superbly.
Electronics are there but not in profusion. ABS is standard, as is three-level traction control, including ‘off’. This will stay off even if the ignition is turned off and then on again – a small point but this can be useful when off-road. There is low-RPM Assist, which prevents the bike stalling when the revs get too low, again a useful feature that will prevent potentially disastrous moments off-road.
But the crux of the matter is that this really is a go-anywhere machine; it’s perfectly rugged enough to tackle whatever you can throw at it off-road while it is powerful and comfortable enough to make road-riding a pleasure. We are getting slightly obsessed with monstrous power outputs but, really, is all that power necessary? One good look at the DL650 V-Strom XT and you’d have to say no. This bike will cruise at the speed limit all day or exceed it by enough to lose you your licence. What more really do you need?
So, it’s not the hottest property in adventure biking but most of the perception of what is hot is all based on what everyone else is riding and not what they should be riding. At R120,000, the DL650 V-Strom actually is what we should all be riding.
| General Information | |
|---|---|
| Model: | Suzuki V-Strom 650 |
| Year: | 2017 |
| Category: | Super motard |
| Rating: | Do you know this bike? . We miss 2 votes to show the rating. |
| Engine & Transmission | |
| Displacement: | 645.00 cm (39.36 cubic inches) |
| Engine type: | V2, four-stroke |
| Engine details: | 90-degree V-Twin |
| Power: | 69.00 HP (50.4 kW)) @ 8000RPM |
| Torque: | 69.00 Nm (7.0 kgf-m or 50.9 ft.lbs) @ 6400 RPM |
| Top speed: | 185.0 km/h (115.0 mph) |
| Compression: | 11.2:1 |
| Bore x stroke: | 81.0 x 62.6 mm (3.2 x 2.5 inches) |
| Fuel system: | Injection |
| Fuel control: | Double Overhead Cams/Twin Cam (DOHC) |
| Ignition: | Electronic ignition |
| Lubrication system: | Wet sump |
| Cooling system: | Liquid |
| Gearbox: | 6-speed |
| Transmission type, final drive: |
Chain |
| Driveline: | Chain, DID525V8, 118 links |
| Chassis, Suspension, Brakes & Wheels | |
| Frame type: | Twin-spar aluminum-alloy frame |
| Front suspension: | Telescopic, coil spring, oil damped |
| Front wheel travel: | 150 mm (5.9 inches) |
| Rear suspension: | Link type, coil spring, oil damped |
| Rear wheel travel: | 160 mm (6.3 inches) |
| Front tyre: | 110/80-19 |
| Rear tyre: | 150/70-17 |
| Front brakes: | Double disc. Tokico 2-piston calipers |
| Front brakes diameter: | 310 mm (12.2 inches) |
| Rear brakes: | Single disc. Nissin, 1-piston |
| Rear brakes diameter: | 260 mm (10.2 inches) |
| Wheels: | Ten-spoke cast wheels. Bridgestone BATTLAX tyres. |
| Physical Measures & Capacities | |
| Dry weight: | 213.0 kg (469.6 pounds) |
| Power/weight ratio: | 0.3239 HP/kg |
| Seat height: | 830 mm (32.7 inches) If adjustable, lowest setting. |
| Overall length: | 2,275 mm (89.6 inches) |
| Ground clearance: | 175 mm (6.9 inches) |
| Wheelbase: | 1,560 mm (61.4 inches) |
| Fuel capacity: | 20.06 litres (5.30 gallons) |
| Other Specifications | |
| Color options: | Black, white, yellow |
| Starter: | Electric |
| Factory warranty: | 12 month unlimited mileage limited warranty. |
Team South Africa selected ahead of the BMW Motorrad International GS Trophy 2018.
Over the weekend of the 12th August, 28 BMW GS riders participated in the BMW Motorrad GS Trophy National Qualifier 2017, just outside Amersfoort in Mpumalanga. All the participants were competing for a place on the teams that will participate at the International GS Trophy 2018 taking place in Mongolia in June 2018.
The 28 participants qualified for the opportunity at the GS Trophy SA Regional Qualifier 2017 hosted across six provinces in March. The top three male contestants from each region made it to the national qualifying round, where nine female contestants also competed for a place in the next round of qualifying for the International GS Trophy Women’s Team.
Over the three-day event, all 28 participants had their mettle and riding skills tested during 19 rigorous exercises designed to measure endurance, team work, technical skills and mental tenacity. The event culminated with the announcement of the team that will represent South Africa in Mongolia in 2018. The men who make up Team South Africa are Mark Dickinson (Gauteng), Eugene Fourie (Gauteng) and Chris Meyer (Eastern Cape).
Also announced were the two women (Linda Steyn and Ezelda van Jaarsveld) who secured their place for the International GS Trophy Female Team Qualifier;
“A well-deserved congratulations to the members of Team South Africa, whose skill was head and shoulders above the rest. Having seen them put through their paces at the event, I am confident that they will lead South Africa to yet another victory next year in Mongolia,” says Edgar Kleinbergen, General Manager of BMW Motorrad South Africa.
Kleinbergen also extended his congratulations to the two women who made it to the final qualifier for the International GS Trophy Female team. “Congratulations to Linda and Ezelda, who both displayed enormous commitment and skill. I am confident of their success in November at the final qualifier.”
Edgar Kleinbergen says that all the participants of the National Qualifier can be proud of themselves as getting to that level of the competition shows how high their level of skill is. “South Africa offers the perfect landscape for GS riders. We are very fortunate to have such loyal, skilled and committed customers who live the spirit of GS.”
For members of Team South Africa, the training for the seven day International GS Trophy 2018 will begin immediately. The three-man team is keen to emulate the success of the predecessors, Charl Moolman, Byron Coetsee and John Harris, who were crowned the International GS Trophy 2016 champions in Thailand.
The BMW International GS Trophy
The BMW Motorrad International GS Trophy is open to all non-professional BMW riders. The competition tests riders on their riding, adventure and teamwork skills while confident handling of the BMW GS motorcycle is at the core of the skill set. The regional qualifiers held throughout 2017 typically replicate the challenges of the International GS Trophy and are often two or multi-day competitions with riders scoring points, leading to a final where the top scorers will compete for the three team positions.
The three will then be fully equipped by BMW Motorrad for the adventure ahead, flown to Mongolia and each presented with a brand new personalised BMW GS motorcycle to ride for the duration of the event.
The International GS Trophy Female Team.
Following a successful introduction in 2016, women will again compete in Mongolia. GS riding women from all over the world will now qualify for the final through a new procedure.
They can qualify for their national team at the regional qualifiers, competing like-for-like with the men. Furthermore, the best two women in each regional qualifier (who have not reached the top three overall anyway) will move forward to an International GS Trophy Female Qualifier where, as before, the best of the best will be selected for the International GS Trophy Female Team.
Discovering a beautifully restored 1957 BSA Gold Star 500 whilst renewing my wife’s driver’s license in Bronkhorstspruit
Meeting Mike Longley proves once again that there is a silver lining to every dark cloud. As it turned out it wasn’t a cloud but rather a Star and the lining was Gold not silver. Standing in the queue to renew my wife Irene’s driver’s license in the sleepy town of Bronkhorstspruit, I struck up a conversation with Mike. The 4 ½ hour wait gave us plenty of time to chew the fat.
It turns out Mike is the restorer and owner of a pristine 1957 BSA Gold Star 500 single. Mikes passion for his Goldie is palpable. Mike retired from Ford SA as a quality manager and took the opportunity to join Ford Europe for a further 8 odd years. The Gold Star has an interesting history. The bike was bought by a Mr D Davies who lived in Greenside in Johannesburg, and used the Goldie to commute to work at Crown Mines.
The BSA was then sold to Bob Parry, a late friend of Mikes, who was doing his articles as a Chartered Accountant. He too used the bike to commute to work. Bob appears to have been a really keen motorcyclist. He lost half a leg in an accident on a 1956 Triumph T100, yet he rode the Gold Star till 1963, when he was again involved in a front end smash. The bike was sorely damaged and Bob was destined to never ride again.
For 36 years the BSA gathered dust in Bob’s garage. Perhaps Bob hung on to the bike in the hope that just maybe they could ride again one day. In 1999 he relented, and Mike acquired what remained of the Goldie. Mike was just about off to his stint in France. He sold a 50% share in a 1969 Triumph Bonneville to fund the parts needed for a “bolt for bolt” restoration of the Gold Star.
No doubt the closer proximity to England helped in the search for parts. For four long years Mike worked on the B.S.A. It had been a dream since boyhood to own a Goldie, so it was with huge satisfaction that Mike fired it up in 2003, pristinely restored. He celebrated with taking part in several classic bike rallies ,as well as a day ride to Champagne to visit the house and grave of General de Gaullle.
I took a ride through to Cullinan to visit Mike and drool over the Goldie. He told me that he had owned a 350 Gold Star in race trim. In 1960 he rode his first race at Grand Central circuit and two race meetings in East London on the GP circuit. The bike was running a factory race tuned motor, and was imported by the local agents and campaigned by Mikes’ friend Guinness Smyth. Guinness ran the Goldie through the traps at the P.E 200 at 103 mph, officially the fastest 350 Goldie in the country.
The 500 Gold Star has had a meticulous engine rebuild. There is no hint of an oil sweat, let alone a leak sullying the big single motor. The Gold Star has classic dimensions and form. To my eye it is really beautiful. The Smiths instruments, speedo, rev counter and amp meter are simple and uncluttered. The silver tank has chrome side panels sporting large BSA badges. The fuel tap is bronze, as are some other bits and bolts. The side covers are painted black with Birmingham Small Arms stickers. The bike is simply so “right” from every angle. It looks like it was intended to last 60 years, at least!
Mike has a car project too. He is restoring a 3.8 litre Jaguar. The engine is rebuilt and ready to go back in the car. Seeing the workmanship and build integrity of the Goldie and Jaguar really gets one thinking. We really have lost something in the high tech world that we now live in. How well will the current technology age? Will we see current bikes lovingly restored 60 years from now? Who knows?
What I do know is that the world needs its Mike Longleys. People with the patience, passion and will to keep an incredible part of history alive and well. In his display cabinet is a clubman’s version, in miniature, but exquisite details of his Gold Star.
Mike has the original service manual that came with the Gold Star. It is really comprehensive, more like a modern day workshop manual. Although, having said that, the modern version would probably be a pdf file that you access on your computer. Future generations will never experience the pleasures of gently turning the pages of a book that describes every mechanical facet of their pride and joy.
Maybe, just maybe we will see the folly of it all, and, in the fullness of time return to a more simple way of life. Until then we will have to make do with enjoying bikes like the BSA Gold Star 500, to remind us of a time when men were men and bikes were “irons”.
Social SYM kicks up dust at Stof Skop 2017
Once a year a really mixed bag of motorcycles gather at the Walkerville showground’s for “Stof Skop”. What transpires is a classic “run what you brung“ day of dirt oval flat track racing. Various classes are formulated with no real guidelines for what bike should be in what class. Only when you line up for the start of your race do you know what you are up against.
The start line itself is a line of string pulled across the track to which are attached panties and bloomers of all shapes and sizes. Two weights trigger the yanking of the whole caboodle sky wards and the action begins. There was a demonstration by pukka speedway bikes to gee everyone up for the event. The rip snorting methanol fuelled beasts launched with a cacophony of potent single cylinder high compression music. Pitched sideways and spewing dirt and dust the effect was spectacular. With the heady scent of dust and methanol hanging in the air the days racing commenced.
As you would probably have gathered from the title of this tale, our feisty little scooter with the heart of a lion decided to make a statement at Stof Skop. Social SYM put on his race face as he rolled to the line in the “moped madness” class. He was up against a really weird mix. A modern Yamaha 250 MX bike (moped?) and a 300 cc 3 wheeler city bike (two wheels in the front and one at the back) amongst others. Mini bikes, 80 cc two stroke moto crossers, and an old Vespa and two Suzuki Fat Cats. When the dust settled Social had seen off all comers apart from the 250 plastic and the 300 three wheeler. If the truth be told he was helped by a 4 stroke mini bike petering out on the last lap, allowing the little SYM past.
Racing was fierce in all classes. Jason, of suspension fettling fame, on a well set up old Triumph single was for me the rider of the day. Slow off the line, he coaxed the Triumph up to speed and with an excellent display of smooth fast track riding he won all his heats. His worn leather jacket, jeans, boots and a bubble equipped open face helmet really got the nostalgia going.
Similarly Mercia from Motul (got a ring to it hey?) campaigning a flat track style Yamaha 250 single really looked the part. Red and white striped socks peeking out the top of her boots and mouse face paint looked really cute.
The one and only Skinny van Schalkwyk was out on “Dapple” her dirt trackified Suzuki B120! She was sporting a Zuma style shower head stuck to her helmet. Hilarious!
The plastics put on a fantastic show. Motocross ace David Goosen won closely contested heats against decent opposition on his booming YZF 250 Yamaha.
Rob Portman kept the excitement at fever pitch as he commentated and raised crowd support.
Social SYM had his moment of glory when he gate crashed the Vespa race. Despite having the smallest engine in a field of more than a dozen scooters our little hero managed to get the hole shot and held the lead until the last corner of the last lap. A single pesky Vespa forced his way past and Social just didn’t have the oomph to re-pass the bigger displacement scoot . What a boykie!
A massive thumbs up to Motul and Triumph and Odin power sports who supported this event. Craft beer, SBK glasses stand and live music courtesy of Triumph and all manner of yummy food and arts and crafts stuff was available and on display. Believe me, Stof Skop is not an event to be missed. The tongue in cheek yet fierce racing reminded us all what bikes are about. Pure unadulterated fun!
Inside the Surreal World of the Gumball 3000
I’m making my way through parc fermé, with a Dodge Hellcat to my left and a Lamborghini Aventador to my right. In front of me, two Russians are handing a breathalyzer back and forth, trying to figure out who’s more eligible to drive.
This is the Gumball 3000, and I’m here on a motorcycle.
For the uninitiated, the Gumball 3000 is a non-competitive (yeah, right) rally, aimed at wealthy folk in supercars. It has everything you can imagine: cars you’ll never own, stars you’ll never meet, people with more money than sense and massive parties. Everything, that is, except motorcycles.
Our friends at Harley-Davidson International (Harley’s primary non-US operation) wanted to find out why. So they got on board as a Gumball sponsor, entered a couple of bikes, and rang us up to find out if we wanted to tag along.
This year was the 19th year of the rally, and the course ran from Riga in Latvia to Mykonos in Greece—via Warsaw, Budapest, Dubrovnik, Tirana and Athens. The rally was book-ended by a pre-race day celebration in Riga, and a two-day party in Mykonos.
The Gumball is every bit as over the top as you think it is. There was enough exotic machinery on the grid to make any automotive fan boy weak at the knees, surrounded by the charm of Riga’s cobbled streets and old-world architecture. Very stern military men kept an eye over the vehicles, and an enthusiastic DJ made it impossible to imagine what Riga would sound like on a normal day.
With celebrities like CeeLo Green, Major Lazer, Afrojack and Gumball founder Maximillion Cooper and his rapper wife Eve all in attendance, the Gumball parties are reportedly massive. I say ‘reportedly’ because I didn’t actually go to any of them. On average they start at 11pm…which is fine if you’re sharing driving duties in a car with a co-driver the next day, but not great if you need to ride large and unfamiliar motorcycles over great distances.
And I do mean great distances—the detailed Gumball route isn’t released until the last minute, and included close to 700km a day on average. So we attended the surprisingly tame ‘welcome drinks’ do, and turned in early.
All was revealed at the driver’s briefing the next day—in between participants shaking off hangovers, or still drunk from the night before. Max Cooper delivered your typical route and safety briefing—including the small detail that we’d need to cross Albania in convoy and under armed escort.
He also touched on the Gumball’s humanitarian side—this year, the rally raised £215,000 (US$280,000) for charities like the Nelson Mandela and Tony Hawk foundations.
A typical Gumball start is a massive spectacle. You get huge crowds, a European TV presenter in a pink suit covered in Batman logos, loud music and supercars revving their engines furiously—only to gingerly putter down the start lane one at a time, as the flag drops for each of them. It was noon before we rolled off the grid—rather late to start the 700km slog to Warsaw.
The best way to tackle the Gumball on a motorcycle is alone, with a screw loose and a slight death wish. But our group was seven-strong: Harley’s PR lead, Nik; ride leader Alex, myself and and four riders from the Asia Pacific region who’d won a competition. That meant the average pace was a little slower, fuel stops took longer, and filtering through massive amounts of traffic was tricky.
The riding itself was a pretty mental too. Within minutes of leaving the city center, the heavens opened and we pulled over to don rain suits. The crappy weather would persist all day—outdone only by the even crappier road conditions. Then there were the cars that would attempt to pass our group, only to have to duck into the middle of us halfway because of oncoming traffic (I almost became a trunk ornament for a Lexus on one occasion).
We pulled into the day’s lunch stop—the old medieval city of Vilnius—at about four. The ride had been such a blur, I hadn’t realized we’d crossed over from Latvia to Lithuania. And we were only halfway.
A few hours later, we rolled into the small Polish town of Augustów, still almost 300 kilometers from where we were supposed to be. It was already half past eight, and we’d heard reports of police patrolling the Belarus border further along the route, holding up entrants for silly reasons. Knackered, we booked into a cozy hotel on a lake and called it a day.
Catching up with the cars the next day would mean tackling 1,200 km (745 miles) in one day. So the Harley crew made the best call ever; we officially retired from the madness of the Gumball 3000, and would spend the next few days road-tripping across Europe, with Harley’s motorcycles and credit card.
While I tucked into a steak and a bourbon, the Harley crew—Nik, Alex, logistics and transport whizz Josh, and Charlie (I’m not sure what her official job description is, except that she does ‘everything’) mapped out a route. The bikes would go to Wroclaw and Prague, where I was due to leave, and then on to Salzburg and Munich, before everyone flew to Mykonos for the Gumball finale.
The pressure was off and the pace of riding became more manageable. The two days it took us to get to Prague were spectacular.
We rode through dense Polish forests, gunned it on Polish highways, and found Poland’s dodgiest outhouse. Our first leg was still a bit of a reach, mileage-wise, but a decent start time meant significantly less stress.
Warsaw was a blur—we landed just long enough for lunch—but Wroclaw was a pleasant surprise. I had a bit of time to wander around, and take in the beauty of the old world.
The stint from Wroclaw to Prague was pretty short, and took us through some spectacular scenery on twisty—but rough—roads. We even found a motorcycle race start grid just outside one village, and marveled at how hairy it must be to race on the roads we were riding.
I spent my days switching between a Street Glide and Road Glide, both powered by Harley’s latest 107ci ‘Milwaukee-Eight’ big twin. I prefer the Road Glide with its fixed fairing, but both were pretty practical machines for the task at hand, with big, comfy seats, foot boards, storage space, cruise control, the ability to chug along all day, and a sound system hooked up to my iPhone via Bluetooth.
If I had to attempt the Gumball again, I’d probably pick the same bike—with a few choice mods of course. I couldn’t get a solid answer out of Nik if Harley would be back the next year to give it another shot. But he had a look in his eyes that said if he did, he’d know exactly how to tackle it.
We made it to Prague just in time to see Guns N’ Roses exit our hotel, and I had just enough time for a brief walk around the square before I had to hop a plane out of there (while the rest of the team bagged tickets to the concert). With a couple more days of riding ahead for the guys—and a party waiting in Mykonos—I was pretty bummed to be leaving.
And the Gumball itself? Yes, it’s a little silly. But going cross country on a big ol’ bagger with a rad crew is something every motorcyclist should experience at least once. Or, as Nik put it when asked why Harley were there in the first place, “we just love riding motorcycles.”
With thanks to Harley-Davidson International | Instagram Images by 8 Seconds and Wesley Reyneke.
This article first appeared on Bike EXIF. Reproduced with permission.
SMALL IS BEAUTIFUL
If I were to say to you, ‘small bikes’, chances are you would think about 125cc or 150cc or similar. However, rider licensing laws around the world have brought about a different breed of small bike; those of around 400cc.
Right now, the class is blossoming and not necessarily from the manufacturers you would expect. If I were to say to you, ‘KTM, BMW and Ducati’, would you be surprised? Yes, that’s right; BMW. Actually, for that matter; yes, that’s right; Ducati! Two manufacturers of whom you wouldn’t immediately think of when considering a small capacity bike. But exist they do and ignore them at your peril you will.
So, allow me to introduce to you the BMW G310R, the KTM 390 Duke and the Ducati Scrambler Sixty2. The KTM you will all be familiar with but not so the Ducati and the BMW. The Ducati is a reduced-fat Scrambler; a bike which should be 800cc but which is now 399cc. It’s still a v-twin and definitely a Ducati, being built alongside Monsters and Panigales in Bologna, Italy.
The BMW has a 313cc single-cylinder engine and is built in India by TVS, but you can forget any corny jokes about Indian build quality because do you really think BMW would put its badge on anything that wasn’t 100% BMW? It is a completely new bike and is aimed squarely at the Asian and Indian markets where such a machine will be seen as aspirational. And it will do extremely well.
The KTM could be seen as the cocky upstart of the trio. The company’s foray into road bikes has been fantastically successful at both ends of the capacity spectrum and the 375cc 390 Duke – also built in India – has stunning performance and funky good looks in a youth-friendly package.
But are they any good? Three- or four hundred cc’s might not necessarily be a recipe for a fun ride but, actually, they are just that. There is something about being able to use all of a bike’s performance absolutely everywhere without the possibility of going too fast although, having said that, each of them will sit at 150km/h on the highway very comfortably without undue strain on the engine.
Around town, all the available revs need to be used to get going with any urgency and, in this respect, the KTM has the edge on acceleration, being remarkably punchy. The BMW’s single cylinder seems a little weak at lower revs but comes alive if you wring its neck. The Ducati lies somewhere between the two. The KTM makes 44bhp, the Ducati 41bhp and the BMW 33bhp. The KTM is the lightest at around 155kg, the BMW 158.5kg and the Ducati a slightly porky – in this company -183kg so the KTM’s performance edge is not surprising over the Ducati, while the BMW can’t really compete with them but, for all that, isn’t left too far behind, either.
Of the three, the Ducati feels the most solid which is its handicap, being essentially an 800cc Scrambler in all but engine capacity and, therefore, power. It does feel a bit overweight but the upside to this is a feeling of solid quality that should last. The BMW is undoubtedly well-built with good quality plastics and chassis components but feels light, while the KTM feels a little plasticky and insubstantial.
Swing a leg over all three and the differences are even more stark. The BMW is the most comfortable, being roomy and with good foot peg/seat/handlebar dimensions; it fits even my six-foot plus frame without feeling at all cramped. The KTM is the complete opposite, especially when jumping straight off the BMW; it feels short and aggressive, giving it a much sportier riding position than the other two. The Ducati feels like a big bike but is spoilt by a terribly uncomfortable seat, a hump between rider and pillion positions that is completely in the wrong place and pitches you too far forward if you sit in front of it and too far back if behind it. No doubt there is an option seat in the catalogue that would address this.
The chassis of all three are nothing short of fantastic; the Ducati you would expect to be so, being designed for much more power but the KTM and BMW give nothing away to the Italian in handling prowess; you can really chuck them all around with abandon, confident that they will do what you ask of them.
And so to the crux of the matter; price. With the BMW and KTM being built in India, the price of both makes them very hard to ignore. The BMW is cheapest at – wait for it – R62,000, which is a fantastic price for a bike that could easily justify being more expensive, such is the quality and performance of both engine and chassis. Only the front brake lets the G310R down.
The KTM 390 Duke is next up at R69,000, which is still a fabulous price for what you are getting and that leaves us with the Ducati Sixty2 which costs, I’m afraid, a whopping R116,000. Place a good quality helmet on the seat of the Ducati and it would nearly equal the price of both the other two bikes combined. What’s more, for R13,000 more, you could have the 800cc-engined Scrambler Icon! That makes the Sixty2 just too expensive which is a shame as it is a great bike.
Straight away, all three are desirable bikes; one does not look at any of them and think; no way, not that one. Which is as it should be as they are all premium brands. They are all quite easy to place into the profile of a particular owner. The KTM is the youngster’s bike; the BMW is the thinking/professional man’s bike and the Ducati is, well – how to put this politely? – the bike for the man who can afford everything. It all depends on how you see yourself and, maybe, who is picking up the bill.
Bavaria Bound with the BMW R nineT Urban G/S
BMW has a truly fanatical fan base: if you need proof, a visit to the BMW Motorrad Days is all it takes. It’s an annual three-day shindig held in July, smack bang in the middle of the sun-drenched German summer, in a ski resort town called Garmisch-Partenkirchen, right on the Austrian border.
Garmisch is only about 55 miles from Munich, but you can double or triple that if you avoid the Autobahn and know the right roads. Thankfully I had a local with me: Christian Pingitzer, BMW’s marketing lead for heritage and custom. Christian’s own bike is a handsome bobber, but my ride for the trip was the new BMW R nineT Urban G/S.
The Urban G/S is basically a dressed-up R nineT Scrambler. And that’s not a bad thing. I loved the Scrambler when I first rode it, and the Urban G/S takes all of that goodness and wraps it in an even more retro-fabulous package.
Visual cues come straight from the iconic R80 G/S of the early 80s—the grand-pappy of BMW’s entire ‘GS’ family, and the first big-bore dual-sport bike to hit the market. So you get a white paint job with the classic G/S blue graphics, a red seat, a small nose fairing, and a high front fender that shares duties with a smaller fender lower down.
The tank is the same steel unit as the Scrambler’s, and the single speedo, bars and pegs are carried over too—making the ergonomics identical. The only other notable difference is the exhaust; instead of the Scrambler’s twin Akrapovič unit, the Urban G/S has the same unbranded silencer as the R nineT Pure and Racer models.
It’s done nothing to hamper performance or sound though, and the boxer sounds just as fruity as any other R nineT.
The model I was riding came with spoked wheels, heated grips and LED turn signals… but those are all optional extras. At $12,995, an Urban G/S will set you back the same amount as a Scrambler—but that’s with the standard alloy wheels, and none of the other frills. I can live without the heated grips, but the throwback enduro vibe just doesn’t quite work without spokes. Be prepared to cough up if you agree.
BMW were pretty intentional with the Urban G/S name, making no bones about the bike’s intended usage. The slash in ‘G/S’ is a nice touch too; it’s a clear nod to the R80 (the slash was dropped on subsequent models), and separates this bike from BMW’s dedicated dual-sport GS series.
I’d have no qualms putting it through some light off-roading, but it’s refreshing that BMW aren’t pretending that this nineT is something it’s not.
Having spent time on the Scrambler, riding the Urban G/S was a pretty familiar feeling. I had some time to explore Munich on it before heading to Motorrad Days, and I managed to squeeze in a couple of rides around Garmisch-Partenkirchen during the weekend.
Whether urban exploring or canyon carving, the Urban G/S is a total blast. All the characteristics that I love about the air- and oil-cooled, 1,170cc boxer are present: oodles of linear torque, with just the right amount of vibration. There’s a raw feel that the newer, liquid-cooled engines just don’t have.
The fuelling and transmission are buttery smooth, the ABS-equipped brakes bite well, and I still think that the traction control is pretty rudimentary (so I switched it off most of the time).
I commented previously that I found the Scrambler a more playful ride than the planted feel from the original R nineT Roadster, and that still holds true here. The Urban G/S is surprisingly light on its feet for a big boxer, and a ton of fun to flick from corner to corner on flowing Bavarian roads—especially when kitted with road-specific rubber (you can ask for Continental TKC80s, but this one had the standard Metzeler Tourances on).
It’s also probably the most comfortable nineT over distance, and while I’m not sure the fairing actually blocks any wind, it certainly doesn’t create any unwanted buffeting. We stretched our meander to Garmisch-Partenkirchen out over half a day, arriving with enough time to take the late afternoon off and prepare for the festivities.
Admission to Motorrad Days is free, so the festival is always jam-packed. This year (the 17th edition) saw an estimated 40,000 fans from all over the globe come and go over the course of the weekend.
Yes, it’s a brand-specific event—so naturally much of the festivities are centered around BMW. That means all the latest gear and models were on display, along with areas dedicated to BMW classics, the GS Trophy and BMW’s racing programme. And many of the vendors on hand have close ties to the brand: top-shelf names like Siebenrock, Öhlins, Touratech, SW-Motech and Wunderlich.
BMW also used the occasion to debut some new tech and products. One highlight was the ‘BMW Spezial’ range—gorgeous accessories for the R nineT and K-series bikes, which can be ordered from the factory (along with hand-done pin striping), or as aftermarket bolt-ons.
Another launch was BMW’s new, high-tech TFT display—a full color system that integrates with the rider’s smartphone and in-helmet comms.
There’s a lot of universal motorcycling appeal too. For starters, Garmisch-Partenkirchen is surrounded by alpine roads—so the riding in the region is spectacular. BMW had a full test fleet on hand, and test rides, and half- and full-day tours were constantly on the go.
Other highlights included stunt shows by Mattie Griffin and Sarah Lezito, and the incredible Motodrom—which, for the first time ever, featured not one but four BMW R25s on the wall of death at once. And since this is Bavaria, there was no shortage of beer or food—chased down by live music on three separate stages.
Most importantly, it was a great weekend for catching up with some of Europe’s best custom shops. As a reminder of how popular BMWs still are with customizers, a whole section of the grounds was dedicated to the scene.
We drooled over R nineTs from Rough Crafts, JVB-Moto, Heiwa MC and Hell on Wheels. And shops like Berham Customs, KRT Framework, VTR Customs, Nagel Motors, Luis Moto, Unit Garage, Motor Circus and Kingston Custom all had tents set up.
The uber-friendly Urban Motor crew was there too, piecing together a ‘live build’ over the course of the weekend. The number of random custom bikes strewn across the area was amazing—and even more so was the number of BMW staffers hanging out there…
It was great to swap stories with people I call friends, but seldom get to see, and even better to ride with them. BMW brought everyone together for an exhilarating ‘customizers’ ride out into the countryside on the Saturday, and I got to put a few miles on JVB-Moto’s sharp R nineT Scrambler custom.
I also had the chance to swing a leg over another special machine over the weekend—an Urban G/S with a number of prototype parts and a killer Paris-Dakar inspired livery. It’s more a collection of subtle tweaks than a proper custom build, but it shows off the nineT’s potential.
I spotted an Akrapovič silencer, a headlight grill, radiator guards, alternative valve covers, number boards, hand guards, a sump guard, chunky pegs, and a solo seat and luggage rack combo. Some of these parts (like the headlight grill and valve covers) are already available aftermarket, while others (like the seat) might be going into production soon.
I noticed that the ‘special’ was kitted with handlebar risers, which highlighted my only gripe with the Urban G/S (and the Scrambler). With the tank as long as it is, it’s a bit of the stretch to the bars. The risers improve the reach, and the higher bars just look ‘right.’
I have a hunch that the Urban G/S is going to be BMW’s most popular nineT. It has all the sex appeal of the Racer, with none of the comfort drawbacks, and it’s priced cheaper than the Roadster. And when you look past how many heads it will turn (seriously, I lost track), it’s a genuinely good motorcycle that’s a joy to pilot.
And for scooting around a massive BMW party in the middle of a balmy Bavarian summer, it was just perfekt.
With thanks to BMW Motorrad | Images by BMW Press, Peter Musch, AmyLee Photography and Wesley Reyneke.
Wes’ gear: whatever he had on that day, plus Shoei’s RYD helmet, and Velomacchi’s Speedway gloves and Hybrid duffel.
This article first appeared on Bike EXIF. Reproduced with permission.
The Tuning fork Phenomenon – Yamaha Motor Company
Torakusu Yamaha was born in a small rural village in Japan in 1851. Fascinated by Western technology, he qualified as a watchmaker after completing his schooling. Blessed with an enquiring mind and an exceptional ability to grasp the workings of precision instruments, he repaired the American made reed organ of the Hamamatsu Elementary school. A year later, in 1888, he slung his prototype portable organ over his shoulder on a carrying pole and trudged over the Hakone mountains. He proudly presented his creation to the music institute of Japan for evaluation but to his dismay, the organ was rejected as ‘badly tuned’, with poor sound quality.
Not one to give up, Yamaha invested in a tuning fork and studied music, literally day and night, for the next four months. The rest, as they say, is history. The Yamaha Company is today, the World’s largest manufacturer of quality musical instruments – testimony, I think, to the work ethic and resolve of a remarkable man. The tuning fork became symbolic of Yamaha’s commitment to quality and it was to become the iconic Yamaha logo, which sports three crossed tuning forks.
In 1954, the Yamaha Corporation launched its first motorcycles under the banner of ‘Yamaha Motor Company’. The logo of this subsidiary is subtly different to that of the music company – the familiar three tuning forks are red on a white background rather than the violet on white of the parent company. The Yamaha name has a ‘M’ with even length legs in the Motor Company logo but a shorter middle for the parent. “OK, be honest, how many of you noticed that?”
The YA-1, a 125cc two stroke single, was Yamaha’s first production model. As with the BSA Bantam and Harley Davidson’s Hummer, it was a crib on the DKW RT125. At its first attempt, it won its class at the Mt Fuji hill climb. The year was 1954. The YA-2 featured upgraded frame and suspension. In 1957, the YD-1, a two stroke 250cc twin, was launched. The YDS-1, a high performance version, was the first Japanese motorcycle to feature a 5 speed gear box.
In the early 60’s, together with arch rivals Honda, Yamaha broke the race track dominance of the British and European marques. The racetrack success was replicated in showrooms, with Yamahas arriving in the U.S.A. from as early as 1968. Two stroke fans still wax lyrical about Yamahas 250cc and 350cc twins. The RD350 aircooled, ‘Autolube’ bikes had decent chassis’ and good brakes. This allowed them to punch way above their weight and spank many bigger capacity fourstroke engine motorcycles.
1968 saw the arrival of the XS-1, a 650cc overhead cam, fourstroke twin. This heralded the XS range of fourstrokes like the three cylinder 750, with a shaft final drive and the mighty XS1100; also a shaftie. In 1985, the radical FZ750 featured a motor canted forward at 45’ in the frame and a trick cylinder head with 5 valves per cylinder. South African race fans will remember Russell Wood powersliding the wailing FZ around racetracks all around the country.
Enter the R1 – Yamahas answer to Hondas Fireblade and Suzukis GSXR – and what an answer it was! Fast and sweet handling, the R1 built a rabidly loyal fan base. Predictably nicknamed the ‘One Buck’ in South Africa, R1’s became the weapon of choice for many. The 600cc R6 established itself in similar fashion as the go-to, middleweight missile.
Racing has always been part of the Yamaha ethos. World Championships have been won in virtually every class of motorcycle competition. Legends like Giacomo Agostini, Phil Read, Eddie Lawson, Kenny Roberts, Wayne Rainey, Ben Spies, Kel Carruthers and Rod Gould have all won on Yamahas. Oh yes, and then there is a certain Valentino Rossi fellow!
On the dirt, Jeremy McGrath, Bob Hannah, Chad Reed, James (Bubba) Stewart and a host of European riders, have all kept the Yamaha flag flying high.
When you take the time to consider the stellar achievements of these iconic machines, you realize what an incredible impact Yamaha has had on the world of motorcycling. XT500 Dakar victories, and speaking of the Dakar, remember the utter dominance of Stephan Peterhansel and his mighty Tenere desert racer.
A little known fact is that Yamaha designed engines have powered cars like the Toyota 2000GT, Celica, Lexus and some high performance Fords and Volvos. Their cylinder heads power the mighty 4.4 litre Bi-turbo motor in the Noble supercar. Fact is, for petrolheads, the world would be a poorer place without Yamaha.
Today, Yamaha have perhaps the most complete range of superb motorcycles available. I am sure, if he had been able to glimpse the future whilst trudging over Mount Hakone, Torakusa Yamaha would have been justifiably proud of what has been achieved by the company with the tuning fork logo that bears his name.
The 2017 Yamaha YZF-R6
The Yamaha R6 is an enigma. I absolutely love it and yet there are times when I detest it. Here is the thing. I first rode it around Kyalami. It was early in the day and the track was still relatively deserted. On a racetrack one is automatically in “attack mode”. Accelerate hard, sitting in a racer crouch, banging through the gearbox using the quick-shifter with the throttle pinned. The rev counter lives in the top 40% of the rev range. The airbox intake honk and the 16,500rpm shriek from the exhaust is utterly intoxicating.
This is the R6’s reason for being. The motor is super smooth and revvy in its upper reaches. Everything on the bike comes together in perfect harmony. Singing its high rev falsetto song the R6 is an absolute sportbike symphony. As you conduct the orchestra of throttle, chassis and brakes, the bike is sheer riding music. The little Yamaha steers with a lightness and precision that belies belief. The relative lack of crankshaft inertia and overall light weight allows it to turn and change direction in a way that a litre bike can only dream of.
To really get a hurry up you have to take it to the R6. Focus on staying in the right gear and ride decent lines that allow you to carry good corner speed. This allows you to get good drive onto the straights where the motor really sings. Get it right and the R6 rewards like few others. You need real skill to keep it cooking, but when you even get it half right the reward is immense. Sports 600s are real riders bikes.
The R6 is comprehensively specced to assist in “conducting the orchestra”. 3 full power, but different throttle response engine modes, easily adjusted on the fly via a right thumb switch and 6 traction control levels adjusted on the left bar. ABS seems so unobtrusive that you don’t even think about it. You climb on the brakes and the twin 330mm R1 derived rotors and calipers stop the bike effortlessly. In fact the KYB 43mm forks come straight off the R1 and are 3 way adjustable (preload, compression and rebound damping). The back shock is also a KYB remote reservoir unit.
The wheels are both 17inch magnesium alloy with 120/70 up front and a 180/55 rear. Providing the drive to the rear wheel is the familiar 599cc inline 4 motor with 4 titanium valves per cylinder. The gearbox is a six speed stacked unit. A slipper clutch keeps the rear wheel honest on aggressive downshifts.
A factory data logger is available as an accessory. The R6 is wired up to suit, so it is plug and play. Engine rpm, gear position, wheel speed, throttle position, traction control intervention, lap times, the whole shooting match can all be downloaded by WiFi to your Android or Apple device. Wild!
All this, and just so you know, the R6 is achingly beautiful to look at. Even non-bikers came up to me and commented on how stunning the R6 is to the eye. The test unit was painted the familiar Yamaha blue. The lights in the fairing are so sculpted and subtle, it could, at a glance, pass as a race bike. The tailpiece is finned and vented for aerodynamics. Speaking of aerodynamics, this is the most slippery roadbike that Yamaha has ever built.
“All good then Dave”, I hear you say. So what’s the enigma? Well, you see, almost everything that makes the R6 such a track weapon makes it hard work on the road. The lack of low down torque feels like bad turbo lag on the road. Keeping the motor in the power is a thrill on the track, but a pain on the road. Talking pain, the track perfect ergos are hell on the wrists and neck around town.
Once on the open road the R6 becomes tolerable. With the motor in the happy zone, and the windblast taking the weight off your wrists and neck, you start enjoying the ride once more. When the road starts twisting, turning and undulating, all, once again, is forgiven. Stop for a coffee and park where you can just let your eyes caress those perfect looks. She may be hard to live with day to day, but indulge her talents and it could be a match made in heaven.
We teamed up with Superbike Magazines resident racer Gareth Davidson to get a racers perspective of the 2017 Yamaha YZF-R6 – Watch our highlights video to see what he thought of the bike.
To download tech specs… CLICK HERE <<
KTM 1290 Super Duke GT (Long-term Test) Part 2
What’s Hot and What’s Not
Two months into my time with the KTM 1290 Super Duke GT and I’m still enjoying it as much as I did in the first week. Not everything is perfect about it but these are such minor points that they don’t overshadow the positives in any way.
First, let’s address the elephant in the room; the looks. More specifically, the front end. It’s not that pretty with that long, drooping headlight. From head on, it’s ugly; there’s no other way of saying it. From the side, it’s better but still not Cindy Crawford, which is a shame because from the headlight back, it’s a well-styled bike.
What is most striking about the bike as a whole is that it doesn’t look heavy; there’s a lot of space in the design. Compare it to something like the BMW S1000XR and it looks positively skinny and lithe. Swing a leg over it and it feels physically small, too. This isn’t an intimidatingly large bike and yet the riding position never feels cramped.
The engine continues to impress, if only because of its sheer grunt and performance. It’s not the smoothest of engines but it feels raw and alive and, while that might seem like a tiring prospect for long-distances, it smoothes out decently at cruising speeds with a steady throttle. Snap the throttle open, however, and all hell breaks loose. Not only that, but it has a throaty, growling bark of an exhaust note which is addictive.
The gearbox is not what you might call smooth and switch-like but it works well, so what more can you ask for? The quickshifter up through the ‘box is a bonus but don’t try and use it at low speeds; it’s just too jerky. Thankfully the (hydraulic) clutch is light and smooth and, really, you don’t need to use it much on down-changes if you blip the throttle.
Normally I’m not a fan of active- or semi-active suspension; it always feels as if it’s second-guessing what you want the bike to be doing in a corner. But maybe my prejudice is based on early systems because that on the KTM is as unobtrusive as normal suspension. At the track, where such systems can feel a little unnatural, I had no qualms tipping the bike into a corner and tracking solidly through it.
There are three settings for the damping – comfort, street and sport – and they really do make a difference. On the rough Johannesburg roads, ‘Comfort’ takes away the jarring harshness you feel in ‘Sport’ while ‘Street’ is a balance between the two.
Then you can adjust the suspension according to load – rider only, rider with luggage, rider with pillion, rider with pillion and luggage and again this does seem to make a difference, especially when taking a pillion; it firms up everything without making it feel hard and incompliant.
So, yes, all round I’m really into this bike; the more I ride it, the more I like it. I never approach it with a feeling of ‘oh well, at least I can beat the traffic on it’. It’s always ‘oh yeah, got to go somewhere; I’ll take the bike!’ If it’s a sports tourer, then the needle is definitely in the ‘sports’ segment but it tours as well as anything else I’ve ridden.
However, it’s not perfect. There are two small niggles.
Firstly, even though the heated grips are the hottest I have ever come across, turning them on and off is a real pain. KTM have opted for the digital menu on the left of the instrument pod through which one has to scroll to get to the various options; traction control, throttle settings, damping settings, heated grips control and so on. It takes eleven (yes, 11!) button pushes to turn them on to full (there are three levels of heat) and return to the main menu and that’s just too many.
The second niggle concerns the right handlebar and, more specifically, the huge black plastic box that houses the start button, kill switch and cruise control switches. Not only is it HUGE for the number of switches it houses but operating the cruise control on/off switch is difficult due to its position. And, if you’re going to make it that big, then put another switch on it, such as the heated grip switch, for example. Just a thought.
But, really, these aren’t deal breakers. The rest of the bike is so good you can forgive the odd anomaly.
Right, enough words. I’m off to ride.
For more information visit: www.ktm.com/za
Ride Review: 2017 BMW R nineT
It could be said that, when BMW entered the retro-bike market, it really kick-started the whole movement. After all, if a brand as staid and traditional as BMW could rise to new heights of playfulness, then surely anyone could? They weren’t the first manufacturer to go down this route, but it could be argued it was the most significant.
In 2014, BMW Motorrad introduced the R nineT to a largely disbelieving world and it was an immediate hit. I’m not sure that any country predicted the demand and ordered enough bikes to satisfy that demand. Here was the good old air-cooled boxer-twin engine rescued from obscurity and placed in a funky, hipster style; it looked good and it rode well.
Since then, the range has expanded to the Scrambler, Cafe Racer, Urban G/S and Pure models but the original is still with us and has been refreshed for 2017.
The thing with these retro bikes is that you can’t really mess with the original recipe; yes, you can bring out new variations, but the original is rather stuck with being what it is. And this is really no problem as it was very good to begin with.
So, what have they done to the new model? Well, not an awful lot, really and not necessarily enough to call it the ‘New R nineT’. Criticisms of the too-soft suspension of the original have been addressed and it now sports fully-adjustable upside-down forks in conjunction with ‘optimised suspension geometry’ which basically means they’ve fiddled with the rake and trail to address problems that possibly weren’t there in the first place.
The rest of the changes are cosmetic; there are slightly revised clocks – both speedo and rev counter are separate units now and not moulded into one – new wheels with black spokes and black finish to the engine, swingarm, driveshaft and frame.
If anything, this is not a ‘new’ R nineT; it’s a refresh of the original to give it a new lease of life in the face of all the new variants. To be perfectly honest, they could have left it well enough alone because the original was still special enough even after the familiarity of four years on the roads.
Swing a leg over the bike and there is that indefinable air of quality that you always had with the bike. Maybe it’s excessive weight but I’d like to think that it’s just because it’s been put together so well.
It’s always fun starting up the old air-cooled boxer twin. It rumbles into life with a not-unpleasant exhaust note and it still shimmies and shakes on tickover; it’s not a sophisticated engine. Give the throttle a blip and the whole bike lurches to one side as the torque reaction from the longitudinal crank takes over; it’s almost reassuringly BMW, reminding one of days gone by and BMW bikes that were a part of it.
So familiar have we become to the new liquid-cooled boxer engine that has graced BMWs since 2013, with its smooth and punchy power delivery and lack of fuss that the air-cooled version seems initially to be a bit of a dud; it’s not particularly fast or punchy and only goes to show how far engines have come in a short space of time.
However, you soon get used to it and, more importantly, start liking it again. It has a roughness, yes, but it’s a solid kind of roughness; it actually matches the character of the bike. Yes, I know that the engine is the heart of the bike but sometimes you get a bike that is more than the sum of its parts, where more than just the engine defines the bike.
The riding position is at once familiar and yet still exciting; the angle of attack that the seat/footpeg/handlebar positioning gives is perfect and, because of this, comfort is good. The seat still looks thin and insubstantial and might not be the best for long days in the saddle but that is not what this bike is about. It’s about sunny days and a blast through the countryside; it’s about enjoying the ride to work more than usual; it’s about making a style statement.
So, the R nineT hasn’t changed all that much and for that, we should be thankful; why would you mess with a winning formula?
For more information visit: www.bmw-motorrad.co.za
Ride Review: Triumph Street Scrambler
Street Cup, Street Twin and Street Scrambler. This trio of Triumphs all share the new 900cc, water-cooled twin, tuned for mild-horsepower but good low down torque. Curiously the 270 degree crank motor develops its 80 Nm of torque at 3,230 rpm in Street Twin and Cup guise, but at a mere 2,850 rpm in the Scrambler. As the motor specs appear identical, it must be the exhaust on the Scrambler that causes the maximum grunt to be produced 400 odd rpm lower.
The motor is an absolute peach. Uncannily smooth and grunty, the Scrambler lunges off the line and through the gears absolutely effortlessly. The five speed box is an extremely willing accomplice. Buttery smooth and precise on both up and downshifts – it is superb. Clutch action is smooth, seamless and snatch free.
Riding this bike got me doing some serious soul searching. It is simple and refined and effortless to ride. Everything works in perfect harmony. The torquey engine feel, easy stable steering and firm, decently damped suspension and neutral riding position, is just so right! It is everything that I love about bikes. So what is the soul searching I refer to?
Well, here’s the thing. Too many riders measure motorcycles by one yardstick only- speed. If a bike doesn’t hoik the wheel in the air on a whiff of throttle or pin the speedo on 300 kph, it is not worthy of consideration. Fact is, bikes that fit this mould, whilst exciting and adrenaline pumping, are intense and narrow focused. The only time you really enjoy them is when on the limit. Short of that and they are literally a pain in the neck. They are also complex. Engine modes, suspension settings, traction control, engine braking adjustment and who knows what else?
And then we have the Street Scrambler. No playstation here. Simply everything that makes a motorcycle an enduring pleasure. For starters it looks the business! From any angle the proportions are just right.
17inch rear wheel, 19inch front, adorned with a single 310mm front disc chomped on by a 2 piston Nissin caliper. Wheels are chromed spokes laced to black steel rims. A single clock rides above a black headlight mounted on aluminium brackets. The tank is truly a thing of beauty. It totally captures the spirit of the original Bonnie. Fenders are black and bobbed. Flickers are black and tidy and look like classy custom units. The taillight too is small, black and classically shaped. The red and silver paint job on the test bike is stunning. In scrambler fashion, the pipes are upswept, culminating in two reverse cone megaphone silencers stacked on the right side of the bike. Black springs on chromed twin rear shocks complete a perfect picture. To top it all, the seat has a suede finish.
Scrambler owners get a pillion seat as well as a tidy aluminium rack. The pillion foot-pegs are easily removed if you mount the rack. Damn, the guys at Triumph have done a really complete job. The single circular speedo is analogue with a digital readout in a rectangular shape in the clock face. Pushing an “i” button on the left handlebar switch scrolls between odo, 2 x trip meters, current fuel consumption, average consumption, ABS on/off, traction control on/off, clock and very cleverly a digital rev counter. So wonderfully simple. Push the button to scroll, or hold it in to switch a function on or off or reset.
Switch the bike on with the key mounted behind the speedo; pull the clutch and thumb the starter incorporated into the kill switch. The big twin settles into a throaty burbling idle. The seat is low, (120mm of shock travel both ends) so swinging a leg over is a cinch. Settle on the comfy seat. The bars are the perfect width, shape and height. Snick the Trumpet into gear, and off you go. Fueling and response from the ride-by-wire-throttle is perfect. If you think I’m sugar coating this, you are right! In fact, I am pouring the whole bloody tin of syrup over it. For what it is, the bike is flawless.
Speed freaks will call it slow and boring and you know what? I couldn’t give a rats! For me the Triumph Street Scrambler, with its classic good looks, fantastic light and agile ride and wonderful demeanor, oozes soul and class. Nuff said, I have placed my order. Buy yourself one before the Rand tanks, you will not regret it! Keep your crotch rocket by all means, but buy a Scrambler too. I know which one you’ll spend the most time on!
For more information visit: www.triumphmotorcycles.co.za
Kawasaki Versys-X 300 – Long-term Report
We initially rode the Kawasaki Versys-X 300 when it was first launched back in April 2017. At the time we only got to test the bike for a few days, so we went back to Kawasaki South Africa and arranged for a long-term test bike which we then had for one month – see what we thought of the bike having lived with it for an extended period.
Ride Review: KTM 390 Duke
It’s no secret that the lightweight motorcycle war is entering a new and intense phase. Recent entries to the fray are Kawasaki, with their parallel twin Versys-X 300, the Honda CRF 250 Rally and the BMW G 310 R. KTM’s 390 Duke has undergone a total remake to stave off the new threat.
The 390 Duke has been totally restyled. It is now the spitting image of the bigger members of the Duke clan, like as in “Honey I shrunk the Duke!” It has the split LED Angry Bird headlight of its larger siblings as well as a multi colour TFT display complete with smartphone link. Ubercool!
The tank has grown to 13.4 L, which when allied to decent fuel consumption, results in a decent fuel range of around 330+ kays. The seat is stepped with the rider perch wide and flat. My 6’ plus frame felt really comfortable aboard the 390. Short riders might find the front of the seat a little wide with their feet down when stopped. I had no such hassles. With its angular sharp modern look and orange frame and wheels, gunmetal motor, and white sub-frame and black and white tank and radiator shrouds, the Duke is a looker. The exhaust has a neat end can exiting on the right of the bike.
Suspension is by WP and on a bike in this class, beyond reproach. The rear shock is adjustable for preload and overall damping is good. The ABS equipped single Brembo discs, back and front, are bigger than on the old model and excellent both in feel and power.
Hit the starter button and the twin cam 6 speed single fires up instantly. The fuel injection is really good. No flat spots or fluffing. Crack the throttle after easing out the light action clutch and the 390 astounds with its performance. This little beastie hauls! Torquey with decent top end hit, the Duke is huge fun to ride. Should have known KTM doesn’t do boring.
The handling is superb. Light and endowed with a short wheelbase, the little katoom turns intuitively. It is so quick steering that you think it will be nervous at high speed or through long sweeps, but no, stable and planted everywhere. This is a lovely bike!
The KTM 390 Duke not only looks the part, it is the part. It is fast enough to be properly entertaining on a twisty road, and agile enough to scythe through traffic effortlessly. Open the throttle and the bike responds instantly. As the Americans say, “there is no substitute for cubes”. The 390 Duke has an almost 25% advantage in engine capacity over its rivals. This makes a significant difference in real world performance.
How KTM managed to upgrade this bike so significantly and keep the price at just under R70k, only they will know. What I know after spending a few days riding it is that it offers huge bang for the buck. The battle line in the lightweight class is drawn and I think they’ve used orange paint!
As usual, there is a huge range of accessories available for the 390 Duke. If you go onto their website you can configure the bike using a nifty application that gives you a 360 degree impression of how the bike would look after adding your desired parts.
For more information visit: www.ktm.com/za
SPECIFICATIONS
| Engine | |
| Design |
1-cylinder, 4-stroke engine |
| Displacement | 373.2 cm³ |
| Bore x Stroke | 89 x 60 mm |
| Power in KW | 32 kW |
| Starter |
Electric starter |
| Lubrication | Wet sump |
| Transmission |
6-speed |
| Primary Drive | 30:80 |
| Secondary Gear Ratio | 15:45 |
| Primary Drive | 30:80 |
| Cooling | Liquid cooled |
| Clutch | PASC™ antihopping clutch, mechanically operated |
| EMS | Bosch EMS |
| CHASSIS | |
| Frame Design | Steel trellis frame, powder coated |
| Front Suspension | WP upside-down Ø 43 mm |
| Rear Suspension | WP monoshock |
| Suspension Travel (front) | 142 mm |
| Suspension Travel (rear) | 150 mm |
| Front Brake | Four-piston radial fixed calliper, brake disc |
| Rear Brake | Single-piston floating calliper, brake disc |
| Front Brake Disc Diameter | 320 mm |
| Rear Brake Disc Diameter | 230 mm |
| ABS | Bosch 9MB two-channel ABS |
| Chain | X-Ring 5/8 x 1/4″ |
| Steering Head Angle | 66 ° |
| Wheelbase | 1357 ± 15.5 mm |
| Ground Clearance | 185 mm |
| Seat Height | 830 mm |
| Tank Capacity | (approx.) 13.4 l |
| Dry Weight | 149 kg |
The BMW G 310 R – First Ride Impressions!
For the first time, BMW Motorrad is entering the under 500cc market with their newly developed G 310 R, which offers a quality BMW product just in a smaller package. The G 310 R was developed in Munich by BMW Motorrad and produced in Bangalore, India by TVS Motor Company.
TVS Motor Company is India’s third largest motorcycle manufacturer with a production volume of some 2.5 million vehicles per year. Founded in 1911 the success of the TVS group is rooted in their founder’s personal belief system – commitment to the values of trust and customer service. In fact, the letters TVS actually stand for Trust, Value, and Service.
I visited the TVS factory back in 2011 and was very impressed with the high standards they set both in engineering and manufacturing. Unbelievably, they employ over 450 people in there R&D department alone.
TVS’s manufacturing systems and expertise were developed over a 19 year relationship with Suzuki. They manufactured legendary bikes such as the B120, which was used extensively as a delivery motorcycle in South Africa and was known to be bulletproof.
I have also owned a TVS Apache RTR 180. Back in 2012, we rode a convoy of these bikes from Pretoria to Victoria Falls and back. This was a 2600 kay’s round trip via Botswana and Zimbabwe. We had no reliability issues at all, riding through conditions of 40 degrees heat and averaging at 42 km/l, with only having to occasionally lube the chain. After the trip, the oil was still golden in all of the bikes.. Very impressive motorcycles!
To read more about our trip click.. HERE <<
I can personally endorse the quality of TVS engineering and I see them as being a natural fit for BMW Motorrad, who is also renowned for quality and durability.
The design of the G 310 R is stunning – Very stylish!
During the test we rode the G 310 R mainly in the built up urban areas of Johannesburg, which is its natural enviroment. Riding in these conditions was amazing. The bike is light and you can cut through the traffic with ease. The G 310 R reminded me why I started riding bikes in the first place.. So much fun!
The relaxed riding position and low seat height of just 785 millimeters inspired confidence, especially for shorter riders like myself. There is a 815 millimeter seat option available for taller riders. The G 310 R is very smooth to ride and oozes quality in every way.
In terms of suspension, the G 310 R is fitted with KYB 41mm upside-down forks in the front and a single spring shock in the rear – both working as good as they look. The forks are non-adjustable but I did find them, to be well set up. The pre-load adjustable shock is firm and well-damped. All in all a very comfortable bike to ride.
At the heart of the new G 310 R is a 313cc, liquid-cooled, single-cylinder engine with two overhead camshafts together with electronic fuel injection. It has an output of 25 kW at 9 500 rpm and a maximum torque of 28 Nm at 7 500 rpm. A very innovative feature is a backward-tilted cylinder, open-deck design with the cylinder head turned by 180 degrees, making it possible to position the intake tract at the front, viewed in the direction of travel.
The fuel tank holds 11 litres and performance figures claim 30 km/l. This then gives you in excess of 300 km’s on a tank, potentially making it a great option as a highway commuter. I say ‘potentially’ because during the test we rode a short section of highway. Cruising at 120 kph the motor was working very hard – the rev counter was showing around 8000 rpm (the G 310 R redlines at 10 000 rpm). Ideally the bike would feel less stressed at 7500 rpm. If I was buying this bike as a highway commuter, I would seriously consider a 1 tooth larger front sprocket. In my opinion, this would improve the characteristics of the bike for highway use.
The G 310 R is fitted with ABS as standard. It combines a powerful brake system with 2-channel ABS. At the front wheel, a single disc brake with radially bolted 4-piston fixed caliper and brake disc. At the rear, this function is performed by a 3-piston floating caliper in conjunction with a 240-millimetre brake disc. These are from Bybre, Brembo’s Indian built brand. I found the brakes to be excellent and I was very impressed with the progression and power.
The G 310 R has a very nice designed LCD screen, which displays fuel guage, average fuel consumption, range till empty, average speed, gear indicator, time and date – basically everything you would ever need.
With an attractive selling price of R62 900, which comes with a 2 year standard BMW warranty and 3 year BMW roadside assistance package. Add to this an excellent country wide dealer network and then you have got a very dominant offering from BMW Motorrad.
Specifications – BMW G 310 R
| Engine | ||
| Capacity | cc | 313 |
| Bore/stroke | mm | 80/62 |
| Output | kW | 25 |
| at engine speed | rpm | 9500 |
| Torque | Nm | 28 |
| at engine speed | rpm | 7500 |
| Type | liquid-cooled single-cylinder engine | |
| No. of cylinders | 1 | |
| Compression/fuel | 10.6:1 / premium unleaded (95 RON) | |
| Valve/accelerator actuation | DOHC | |
| Valves per cylinder | 4 | |
| Ø intake/outlet | mm | 33.5/27.2 |
| Ø Throttle valves | mm | 42 |
| Engine control | BMS-E2 | |
| Emission control | closed-loop 3-way catalytic converter | |
| Electrical System | ||
| Alternator | W | 330 |
| Battery | V/Ah | 12/8 |
| Headlamp | W | H4 12 V 60/55 W |
| Starter | kW | 0.5 |
| Power Transmission | ||
| Clutch | Multi-plate wet clutch | |
| Gearbox | constant-mesh 6-speed gearbox | |
| Primary ratio | 3.083 | |
| Transmission ratios | I | 3.000 |
| II | 2.063 | |
| III | 1.588 | |
| IV | 1.286 | |
| V | 1.095 | |
| VI | 0.955 | |
| Rear wheel drive | O-ring chain | |
| Suspension and Brakes | ||
| Frame construction type | Tubular steel frame in grid structure with bolt-on rear frame | |
| Front wheel suspension | Telescopic fork, Ø 41mm | |
| Rear wheel suspension | Aluminium swinging arm in conjunction with a directly mounted spring strut | |
| Total spring travel, front/rear | mm | 140/131 |
| Wheel castor | mm | 102.3 |
| Wheelbase | mm | 1374 |
| Steering head angle | ° | 64.9 |
| Brakes | front | Single-disc brake Ø 300 mm |
| rear | Single-disc brake Ø 240 mm | |
| ABS | BMW Motorrad ABS | |
| Wheels and Tyres | ||
| Wheels | 5-spoke light alloy die-cast | |
| front | 3.0 x 17″ | |
| rear | 4.0 x 17″ | |
| Tyres | front | 110/70 R 17 |
| rear | 150/60 R 17 | |
| Dimensions and Weights | ||
| Total length | mm | 1988 |
| Total width with mirrors | mm | 896 |
| Seat height | mm | 785 |
| DIN unladen weight, road ready | kg | 158.5 |
| Permitted total weight | kg | 345 |
| Fuel tank capacity | l | 11 |
| Performance Figures | ||
| Fuel consumption (WMTC) | l/100 km | 3.33 |
| Top speed | km/h | 145 |
To find out more visit: www.bmwmotorrad.co.za
Shoei NXR
Shoei launched their NXR helmet as a replacement for their popular XR1100. Whilst the X-Spirit is their premier helmet for racetrack use, the NXR is a more all-round choice for both road and track.
In many ways, road use is more demanding than that of a pure race helmet. Issues like noise levels, comfort, peripheral vision, weight and stability are of secondary importance on a racetrack where protection is paramount. Road riders need top levels of protection too but in addition, need to consider all the issues contributing to rider fatigue.
Comfort becomes crucial in a 1000 km day on a bike. South African summer heat finds many a helmets ventilation wanting. Weight and stability put neck muscles to the test. Poor build quality causes premature wear and tear. These are all factors which good helmet manufacturers consider, when designing and building their products.
Shoei has over the years, built a formidable reputation as an absolutely premier helmet manufacturer. Many riders will gushingly tell you that they have a ‘Shoei shaped’ head. For many, nothing fits like a Shoei. Like good leather shoes, the more you wear your Shoei, the better it feels. The new NXR is no exception.
The NXR shell is manufactured from 4 layers sandwiched together into what Shoei call their Advanced Integrated Matrix composite. The inner shell is a dual-layer, multi-layer polystyrene called EPS. Different parts have different impact absorption levels, which are utilized to protect your head optimally. The lining is removable and washable and made up of multiple pieces of padded foam. This all comes together into an extremely comfortable, snugly fitting package with a real quality feel.
Shoei visor changes are a cinch! Open the visor fully, pull down a springloaded latch and that side pops free. Repeat on the other side and you are sorted. Reverse the process to refit. Various clear, smoked, dark and iridium visors are available as accessories. Experience has shown the visors to be really long-lasting if handled with care.
The NXR visors also have the Shoei Pinlock, anti-mist system as standard. It features a clip-on visor insert lining, which inhibits misting effectively. Also standard is a nosepiece or breathguard as well as a ‘chin curtain’, which drops noise levels even more, as well as warding off the winter chill. New on premier Shoei’s is their EQRS system, which allows easy removal of the lower lining to facilitate helmet removal in the event of an emergency.
To sum up. The NXR is a premier quality, lightweight helmet, which is all-day comfortable, well ventilated (adjustable front and back), with class-leading levels of protection. The shape is modern, yet classic and offers 4 shell sizes to accommodate almost anyone. Quiet and stable at speed, it quite simply is as good as you will get. and I highly recommend it. Whilst not cheap, what you pay is what you get. If you value your head, dig deep – you will not regret it!
Shoei NXR
For more information view the Shoei NXR product listing below…
The Indian Story
The relatively small American City of Springfield, Massachusetts, was founded in 1636 and has been home to some iconic American brands. Springfield Armory produced the first American musket in 1794 and later, the legendary Springfield rifle. The Pentagon closed the armory in 1968 during the Vietnam war. Other notable companies attracted to Springfield were Rolls Royce, who built their luxury cars for the American market from 1919 until closure in 1931. The Wall St crash and subsequent Great Depression, effectively destroyed the market for Rolls Royce. With the influx of skilled labour attracted to Springfield by numerous precision manufacturers, it is not surprising that the first American motorcycle was built in the City in a forest. In 1901, George M. Hendee and C. Oscar Hedstrom, founded the Indian Motorcycle Manufacturing Company. For interest sake, it is worth noting that the Smith and Wesson firearm manufacturers, established in 1852, still call Springfield home.
To be historically accurate, Hendee Manufacturing Company changed its name to Indian in 1928. By this time, ‘Indian’ was a household name for motorcycle enthusiasts worldwide. In 1910, Hendee Manufacturing built more motorcycles than any other manufacturers in the world. 1911 saw Indian take 1st, 2nd and 3rd places at the Isle of Man.
Between 1920 and 1946, the Scout became established as Indians most popular model. Sporting a 42º V-twin engine, designed by a fellow named Charles Franklin, the Scout built a reputation for strength and reliability. Engine capacity grew from 610cc to 740cc. The Scout 101 was known for its excellent handling.
The other iconic Indian model was the Chief. Also a V-twin, the Chief had a bigger capacity engine at 1000cc, growing to an eventual 1300cc. The Chief sported the swooping, skirted fenders that were to become an Indian trademark. From 1930, Indian motorcycles sported the famous Chiefs head logo, either on the tank or as a die-cast fender emblem. The Springfield plant became affectionately known as the ‘Wigwam’.
Indian sowed the seeds of their eventual demise by selling virtually their total production to the U.S. Government at the end of WW1 in 1917/18. This caused numerous Indian Dealers to fold, with negative long-term consequences. Many of these Dealers turned to Harley-Davidson, Indians arch-rival. Despite a merger with Du Pont Motors, a division of the Du Pont chemical empire in 1930, the strategic blunders resulted in the eventual bankruptcy in 1953.
Various entities flirted with the Indian brand by re-badging Royal Enfields and Matchless motorcycles as Indians in the USA. Floyd Clymer, of Clymer Technical manual fame, tried to resurrect the American Icon from 1963 to 1977. His death in 1970 resulted in his widow selling the rights to the Indian name to a Los Angeles lawyer, called Alan Newman.
The Indian story lay fallow until 2011. Enter Polaris Industries. Emerging from the 1960’s as snowmobile and ATV manufacturers, Polaris bought the rights to the Indian name and started building new, modern Indian motorcycles in tandem with their own Victory brand. Victory, in a short period of time built a solid reputation for engineering excellence, with a range of superb V-twin power cruises. In the beginning of 2017, Polaris announced that they would halt production on Victory in order to focus all their attention and resources on the legendary Indian brand.
The loss of the Victory has undoubtedly been Indians gain. What has emerged is a growing range of V-twins that are truly worthy of the Indian name and heritage. The ‘Scout Sixty’ sports a 1000cc V-twin motor with really sweet styling and good performance. The straight ‘Scout’ has similar styling to the Sixty but with upgraded suspension, styling accents and a 1200cc potent motor.
‘Indian Chief Dark Horse’ is predictably painted various shades of black and sports the classic Chief skirted fenders and Indian head tank decal and fender emblem. The 111 cubic inch Thunder stroke V-twin pumps out a massive 161.6 Nm of torque at only 3000 rpm. A classic power cruiser of note, dripping with heritage and nostalgia, yet totally modern – Awsome!
The Indian Chief Vintage is a classic ‘bagger’. Touring windshield, leather seat and saddle bags and powered by the 111cu in Thunder Stroke mill. Two-tone paint completes what is a timeless Indian picture.
In this crazy world of constant change, I find myself hankering more and more for something classic and timeless. Something that is functionally modern yet harks back to a time when sanity prevailed; something that looks like it was built by a craftsman, not a computer; something that stirs the soul and the blood. The new Indians are all of these things and more – Truly classic Americana.
All of these and other new Indians are available in South Africa – the Chief Classic, Springfield, Chieftain, Roadmaster and more. Visit: www.indianmotorcycle.co.za to see the full range.
Ride Review: Kawasaki Z1000SX
Sometimes a bike is so good at what it does that you wonder why the manufacturer bothers to try and improve it. Such a bike is the Kawasaki Z1000SX. It’s been around for a good few years now and it has always been a fast, comfortable, competent and practical bike; a smooth and powerful engine, good chassis and brakes and typically brilliant build quality. It was simple, effective and almost a bit old-fashioned in its approach to the sports-touring category.
However, time marches on and, more specifically, electronics march on and manufacturers simply have to keep up with the Joneses if they’re not to fall behind in sales. While there are many out there who decry the increasing dependence on sophisticated electronics, there is no denying that they have only added to the joy of riding motorcycles and that, in this enlightened age, safety is not something to be disregarded and if there is one area to which electronics have contributed, it is safety.
Now there is an updated Z1000SX and, for all of you fans of the previous generation who might wonder how the new can possibly be better than the old, rest assured that Kawasaki has made it so without losing anything that was great about the bike in the first place.
Stand the old version alongside the new one and the differences are small but noticeable. The previous generation was not a bad looking bike at all but the revisions for 2017 have brought it bang up to date. The face of the bike is more aggressive, the indicators flush, the headlight is LED, the pillion seat has been re-profiled, as has the pillion grab handle. There are new instruments, a new and slightly lower (by 5mm) seat and the fairing is wider to provide more wind protection. It’s a whole host of detail changes that have made all the difference visually.
Thankfully, Kawasaki has left the engine well alone; how could you improve on it? It was always turbine smooth, powerful and bulletproof and it still is. There are no hiccups from the fuel injection and, in character it is more sports than tourer although brilliant in both guises. In keeping with the tradition of sports tourers, or Grand Tourers if you will, the available performance is deceptive and a weather-eye has to be kept on the speedo if fines are to be avoided.
Sometimes, Japanese inline-fours can be a bit characterless but, to be perfectly honest, the last thing you want for relaxed long days in the saddle is a screaming, highly-strung engine between your legs. The engine of the Z1000SX steers a cautious path between being smooth and quiet and arm-stretching performance when required; it’s an engine that grows on you the more you ride it until you really can’t imagine tackling a long journey without it.
With four kilos more weight, revised suspension and a slightly shorter wheelbase, there is nothing to choose between the old and the new when it comes to pointing the bike down the road. The Z1000SX behaves as it always did, wearing its weight well and feeling secure in every possible road condition.
But we have to talk about the electronics at some point and it might as well be now. The previous model had traction control and ABS but the difference between then and now is night and day. For 2017 things get a lot more advanced and Kawasaki has added a six-axis IMU to provide cornering ABS and lean-sensitive traction control. In other words, the new bike does a lot of thinking for you which is where resistance to such rider-aids makes an appearance.
However, if having such systems make a long and tiring day – possibly in inclement weather conditions providing a nice greasy surface – that much safer, then who could argue against them? Especially if one factors in the safety of the passenger. And, really, does the possibility of impending doom really enhance your riding pleasure?
There are three levels of traction control, with 1 being the least intrusive and 3 being for slippery conditions. Why would you ever need level 3? Well, go back a paragraph or two and imagine that you are ten hours into a ride, it’s getting dark and starting to rain. Why not let the bike take some of the strain?
So, the engine’s a peach, the chassis is fantastic, the brakes are perfectly good without being spectacular, the headlight is flipping bright, the electronics are bang up-to-date, so what’s not to like?
Well, in my opinion, three things. It’s a touring bike, right? So, where’s the cruise control? Where are the heated grips and seat? Small things that can make a huge difference. If you’re going to move the goalposts with new electronics, then why not go the whole hog? Of course it all adds cost but when you see who you are playing against, then you have to use every trick to coax the customer into your dealership and away from another manufacturer’s. Finally, I’m not massively convinced by the white digits on black face of the new dash; it looks very stylish but can be difficult to read with a quick glance.
But let’s not get too bogged down in details; this is still a great bike; competent, fast, comfortable, nicely updated over the last model, while losing none of the essence that made the first generation of the bike so good. Kawasaki has been clever in leaving well enough alone and improving by degrees rather than make swingeing changes. That approach is sure to retain old fans and attract new ones.
SPECIFICATIONS
| Engine | |
| Engine Type |
Liquid-cooled, 4-stroke In-Line Four |
| Displacement | 1,043 cm³ |
| Bore x Stroke | 77 x 56 mm |
| Compression ratio | 11.8:1 |
| Valve System |
DOHC, 16 valves |
| Fuel System | Fuel injection: Ø38 mm x 4 with oval sub-throttles |
| Starting System |
Electric |
| Lubrication | Forced lubrication, wet sump |
| PERFORMANCE & Transmission |
|
| Maximum power | 104.5 kW {142 PS} / 10,000 rpm |
| CO2 emission | 159 g/km |
| Maximum torque | 111 N•m {11.3 kgf•m} / 7,300 rpm |
| Transmission | 6-speed |
| Final drive | Sealed chain |
| Primary Reduction Ratio | 1.627 (83/51) |
| Gear Ratios 1st | 2.600 (39/15) |
| Gear Ratios 2nd | 1.950 (39/20) |
| Gear Ratios 3rd | 1.600 (24/15) |
| Gear Ratios 4th | 1.389 (25/18) |
| Gear Ratios 5th | 1.238 (26/21) |
| Gear Ratios 6th | 1.107 (31/28) |
| Clutch | Wet multi-disc, manual |
| Brakes & Suspension | |
| Brakes, front |
Dual semi-floating 300 mm petal discs. Caliper: Dual radial-mount, monobloc, opposed 4-piston |
| Brakes, rear | Single 250 mm petal disc. Caliper: Single-piston |
| Suspension, front | 41 mm inverted fork with stepless compression and rebound damping and spring preload adjustability |
| Suspension, rear | Horizontal Back-link, gas-charged, with stepless rebound damping and remote spring preload adjustability |
| DETAILS | |
| Frame Type | Twin-tube, aluminium |
| Trail | 102 mm |
| Wheel travel front | 120 mm |
| Wheel travel rear | 144 mm |
| Tyre, front | 120/70ZR17M/C (58W) |
| Tyre, rear | 190/50ZR17M/C (73W) |
| L x W x H | 2,100 x 790 x 1,185 (1,235 mm high position screen) mm |
| Wheelbase | 1,440 mm |
| Ground clearance | 130 mm |
| Fuel capacity | 19 litres |
| Seat height | 815 mm |
| Curb mass | 235 kg |
For more information visit: www.kawasaki.co.za
Honda Fireblade CBR1000RR & SP – South African Launch, Red Star Raceway (18/05/2017)
The local launch of the new Fireblade was held recently at Redstar Raceway. The President of Honda in SA, Toshiaki Konaka, reaffirmed the Fireblades flagship sportbike status, reminding us that the Fireblade legend started in 1992. The new ‘Blade’ is true to the mission statement of the original bike, namely, excellent power to weight, handling, cornering and balance.
For all intents and purposes, the new ‘Blade’ is a totally new bike, sharing only 10% of its parts with the previous model. Power is up to 141kW @ 13000rpm, with 114 Nm of torque @11000 rpm. The new chassis is lighter and tighter, improving aerodynamics with a reduced frontal area. The ‘Blade’ sports a slipper ‘assist clutch’ with 17% less lever effort required. [Everyone seems to have discovered this ‘assist’ technology, as it is vogue on many new bikes. However, I have never seen or heard complaints about heavy clutch pull before, but whatever!]
Wheels are lighter 5 spoke Mags, and the exhaust is now titanium. The SP has a titanium fuel tank and a 1kg lighter lithium-ion battery.
Electronics include a fly-by-wire throttle, various power modes, ABS, traction control and even adjustable engine braking – technology that has trickled down from the mighty RC213V-S.
The throttle has a conventional return spring to give the rider the familiar ‘cable’ feel. Wheelie control keeps things tidy and works with the traction control. The SP comes standard with a bi-directional quickshifter, (optional on the double R).
Suspension is electronic, adaptive Ohlins on the SP and fully adjustable Showa on the RR. The Ohlins have settings for Track, Windings Roads and Street and adapts the damping characteristics to suit.
Colours are HRC Red, White and Blue for the SP and Victory Red (with black and white accents), as well as a sort of Graphite Black, for the RR. All the colour schemes are stunning, however, the SP in HRC colours and gold Ohlins forks, is breathtaking.
Visually, the new ‘Blade’ is truly beautiful. Sleek, small and tidy, every styling element hangs together to create a bike that is as satisfying to look at, as it is to ride. The Fireblade, from the first 1992 model, has flattered the rider’s ability but this ‘Blade’ takes that flattery to a new level. Simply stated, it puts you in control. Accelerating, turning, braking or strafing sweeps, is all achieved effortlessly. I rode the RR and really enjoyed it. Despite feeling more like a 600 size-wise, I found the riding position reasonably comfortable for my 6’2” frame. Not ‘tour-to-Cape Town’ comfortable but rather ‘breakfast run’ comfortable. At around R240,000 the RR offers fair value in this day and age.
And the SP? How am I going to put this in a way that you will ‘get it’? Both SP and RR are gorgeous to look at and lovely to ride. However, if these bikes were identical twin supermodels, the SP has read and applies the Kama Sutra! Everything the RR does, the SP does better. The sheer quality of the Ohlins suspension package elevates the SP to another level. The standard quickshifter is superb. Ride only the RR, especially on the road and you will probably want one. Ride the SP on a track and you will have to have one! – the extra R60000 suddenly seems small change.
Well done Honda – the Fireblade is back with a vengeance!
Kawasaki Ninja ZX-10RR
Kawasaki’s ZX10 Double R is Kawasaki’s homologation special. The bike to take on the likes of Yamahas R1M and Honda’s Fire blade SP or more specifically SP2. These are all breathed on versions of the regular production superbikes.
The ZX10RR is immediately recognized by its Ninja like flat black livery. The wheels, a 190/55/17 Rear and a 12/70/17 front, have the Kawasaki green accentuating pinstripe on the black Marchesini forged rims. The second “R” in the ZX10RR emblem is green as opposed to the white of the rest of the logo. The rear Showa gas-charged shock, adjustable for high and low speed damping with 114mm of travel, sports a green spring. The subtle green accents on the black bike with white “Ninja” emblems emblazoned across the fairing complete a stunning look. Only a limited number of RR’s will be built, (some say 500 and others 1000), so a degree of exclusivity is guaranteed.
Over the years Kawasaki have built a reputation for building strong engines. With 210PS (154,4Kw) at 13,000 rpm and 113.5Nm at 11,500 the RR emphatically preserves this tradition. The cylinder head is modified over the stock ZX 10 to accept .7mm higher lift cams. Tappets have a hard and durable diamond like coating. The crank cases on the RR are also beefed up. Hit the starter button and the engine fires up instantly. The raspy growl from the neat exhaust shouts horsepower! The bike settles into a lumpy cammy idle.
Prod the bike into gear and ease out the rather abrupt action slipper clutch and perfect fuelling squirts you off down the road. This is a wonderful engine. The six speed close ratio gearbox with bi-directional quick shifter harnesses the abundant power and torque of the motor to produce absolutely ferocious acceleration. The engine is wonderfully smooth yet has a soulful midrange urgency that is truly awesome. The exhaust emits a whip crack of glorious sound as you hook the next gear and the quick shifter works its magic. The auto blip on down shifts is equally intoxicating.
I unfortunately was not able to fit in any track time on the RR. Make no mistake the racetrack is the natural habit of the RR. Only the most dedicated sport bike pilots will be able to live with a RR as a daily ride. The riding position is full attack, and who would want to waste those fantastic Pirelli Supercorsa SP tyres on trolling through traffic. Big piston, fully adjustable Showsa forks with 120mm of travel keep the front end under control. Brembo M50 Monobloc calipers chomp on 330mm petal discs with a 220 mm rear. Needless to say the stopping power and feel is epic.
It actually boggles my mind to think that we live in an age where we can buy a street legal sport bike that is virtually world Superbike spec. Yes, you do get a race kit for the RR if you feel that 210 horses are a little tame! Yea right! If you are half honest you will concede that on a bike this good the rider is the limiting factor. The bike comes standard with traction control, ABS and Bosch cornering management system. All these electronics help to make the bikes massive performance accessible to mere mortals.
How do I sum this up? Kawasaki’s double RR is a hard-core sport bike that does the Ninja heritage proud. I would be surprised if any other bike is faster in a straight line. There may be some a trifle more nimble but when you pull the trigger in the straight I would bet on the Black winter edition Kawasaki Ninja to stamp its authority. If however, you don’t own a set of one piece race leathers with worn out knee sliders, don’t even consider buying this bike. The limited number of these iconic bikes deserve to be owned by really competent pilots. At R290, 000 consider it a steal.
SPECIFICATIONS
| POWER | |
| Engine | 4-stroke, 4 cylinder, DOHC, 4-valve, Liquid-cooled |
| Displacement | 998cc |
| Bore x Stroke | 76.0 x 55.0mm |
| Compression ratio | 13.0:1 |
| Fuel System | DFI® w/47mm Mikuni throttle bodies (4) with oval sub-throttles, two injectors per cylinder |
| Ignition | TCBI with digital advance and Sport-Kawasaki Traction Control (S-KTRC) |
| Transmission | 6-speed, return shift |
| Final Drive | Sealed chain |
| Electronic Rider Aids | Kawasaki Launch Control Mode (KLCM), Kawasaki Intelligent anti-lock Brake System (KIBS), Kawasaki Sport Traction Control (S-KTRC), Kawasaki Engine Braking Control, Kawasaki Quick Shifter (KQS) (upshift & downshift), Kawasaki Corner Management Function (KCMF) |
| PERFORMANCE | |
| Front Suspension / Wheel Travel |
43mm inverted Balance Free Fork, adjustable stepless rebound and compression damping, spring preload adjustability/4.7 in |
| Rear Suspension / Wheel Travel |
Horizontal back-link with Balance Free gas-charged shock, stepless, dual-range (low-/high-speed) compression damping, stepless rebound damping, fully adjustable spring preload/4.5 in |
| Front Tire | 120/70 ZR17 |
| Rear Tire | 190/55 ZR17 |
| Front Brakes | Intelligent Braking (KIBS), Brembo dual semi-floating 330mm discs with dual radial mounted monobloc 4-piston calipers |
| Rear Brakes | KIBS-controlled, single 220mm disc with aluminum single-piston caliper |
| DETAILS | |
| Frame Type | Aluminum perimeter |
| Rake/Trail | 25.0°/106.68 mm |
| Overall Length | 2090.42 mm |
| Overall Width | 739.14 mm |
| Overall Height | 1145.54 mm |
| Ground Clearance | 144.78 mm |
| Seat Height | 835.66 mm |
| Curb Weight | 206 Kg** |
| Fuel Capacity | 17.0344 Ltr |
| Wheelbase | 1440.18 mm |
| Color Choices | Flat Ebony |
| Warranty | 12 Month Limited Warranty |
| Kawasaki Protection Plus™ (optional) |
12, 24, 36 or 48 months |
For more information visit: www.kawasaki.co.za
First Ride: Harley-Davidson ‘Road King Special’
5:55am flight from OR Tambo to Cape Town with the prospect of riding Harleys’ new Road King Special in the fairest Cape of them all. Oh, yes please! Riding big Harleys always gives me a sense of occasion, especially when the bike in question is the naked bagger with the new 107 cubic inch, 8 valve, ‘Milwaukee Eight’, engine.
The original Road King debuted in 1994 and has been a consistently good seller ever since. Joe Watkins, Dealer Principal of Harley-Davidson, Tyger Valley, arranged for Charl Bester to familiarize me with the bike.
The Special I rode was painted black. I have always had a thing for black bikes. The old school headlight nacelle, shrouded front forks, tank, sidecovers and flared fenders, as well as the neat panniers, are all a deep, glossy, rich black. The twin pipes are matt black and even the semi-highrise handlebars are black chrome. Subtle chrome trim and badging, complete a really pretty picture.
With my kit stowed in the rain and dust proof panniers, I was ready to rumble. Switch the tank mounted rotary ignition knob to on and hit the starter on the right handlebar switchgear and the big V-twin instantly comes alive. Ease the heel and toe gear lever, mounted above the left footboard, into gear and it engages with a familiar Harley thunk. This is no cruiser wannabe – This is real American iron! Ease out the exquisitely shaped clutch lever and the Road King launches on a Tsunami of creamy torque.
This bike has oodles of power everywhere in the rev range. The big V-twin is eerily smooth. Open the throttle and the bike hurtles forward in a dignified, regal kind of way. There is absolutely no need to rev the motor. With a torque curve like Table Mountain, peaking at a mere 2900 rpm, the Road King carries its creamy thrust from gear to gear, till it lopes along effortlessly in 6th, treating inclines with kingly disdain. You hear a muted baritone burble from the pipes but feel no engine vibes – Nothing, nada, Zilch!!
Road King is such an apt name for this bike. You don’t just sit on it, you enthrone yourself. Your butt is cupped and cosseted in the comfy cosy seat and your feet rest on the perfectly angled footboards. Your hands grasp the bars in a wide and commanding fashion as you roll through your Kingdom.
The King rides on turbine style black Mags – a 180/18 rear with a 19” front. Once rolling, the long wheelbase and low centre of gravity contribute to an incredibly stable ride. I covered over 500 k’s on highways, byways and mountain passes and despite some spirited riding, did not feel the slightest hint of a wobble or weave.
The twin back shocks have limited travel of around 5.2 cm with 11 cm of fork travel, yet only on really knarly tar did the Showa suspension feel limited. On smooth tar the smooth motor and suspension create a surreal riding experience.
Harleys can frustrate on mountain passes. They feel really stable until at relatively easy lean angles, they start to drag hardware on the tar. This really dents cornering confidence. I was pleasantly surprised by the ‘S’. The footboards are significantly narrower than footpegs thereby giving you over 30’ of lean angle. I found myself really enjoying mountain passes as the wonderful motor punted us through the sweeps with no sparks coming off the undercarriage.
The speedo is tank mounted and flanked by a fuel gauge on the left and the filler cap on the right. In the bottom of the speedo is a rectangular window with a digital information display. Clock, Total mileage, two trip meters, a gear indicator and engine rpm are easily accessed via a toggle button on the left handlebar switch.
The motor is so smooth it is easy to leave it in 4th or 5th after gearing down for a bend or whatever. However, the gear and rpm display keep reminding you to go back to top gear. At a mere 3630 rpm, the Milwaukee Eight is cruising at 160 kph with absolutely no fuss or bother – apart from the windblast that is. Sustained high speed will have you developing biceps and stomach and neck muscles that make a super fifteen prop forward look puny. Alternatively, you can fit a factory aftermarket screen.
Cruising from Paarl through Stellenbosch, Franschoek, over mountains and down dales I just utterly and completely get the Harley thing. The Road King Special gets nods of approval and thumbs up from fellow motorists. This is something you just seldom, if ever, get on other bikes. Stopping for a cappuccino, I smile as people stop and stare at my magnificent ride. Selfies with the bike in the background are the order of the day. On a warm winters day under perfect blue skies in the fairest Cape of them all, I could not have asked for a more relaxing and stately steed. A tank capacity of over 22 litres and consumption of around 20 kpl, allows extended saddle time as you chase the horizon. There are few more enjoyable ways to roam our magnificent land.
A big word of thanks and appreciation to Aidan Johnson from Harley-Davidson and Joe and his team from Tyger Valley H-D, for the privilege of reviewing this fantastic bike.
For more information visit: www.harley-davidson.com
South Africa Bike Festival 2017 – It’s a Wrap!
It’s a wrap – the second instalment of South Africa Bike Festival, powered by Discovery Channel, took place at the Kyalami Grand Prix Circuit this past weekend (26th – 28th May 2017) and was a roaring success. The promise of a weekend of two-wheeled motoring mayhem did not disappoint the huge number of festival-goers that came out in their droves to take up the opportunity to view, learn, try, test, ride & buy from the vast array of manufacturers and exhibitors that were showcasing their wares.
This year boasted even bigger leading manufacturer displays and pit garage activations from KTM, Harley-Davidson, Ducati, BMW Motorrad, Suzuki, Yamaha, Honda, Can-Am, Aprilia, MV Agusta, Hyosung, CSR, BetaRacing, Polaris, Linhai, Zontes, Husqvarna and Indian Motorcycles with an estimated over R2.5 Billion worth of bikes on display.
SA Bike Festival 2017 was proud to play host to the SuperGP Champions Trophy, where over 30 of SA’s top superbike riders battled out the 1000cc Class on South Africa’s most renowned race circuit. TISSOT were the official time-keeping sponsor and clocked the winning times of Clinton Seller who took the podium on both Saturday and Sunday.
The pro’s weren’t the only ones to test their skills out on the track, a firm favorite for visitors to SA Bike Festival were the Circuit Test Rides that offered two laps around the Kyalami Circuit on the latest models of the major brands. Offered in association with ZABikers.co.za, over 3000 test drives were had, giving some of the lucky visitors the opportunity to get out on the legendary race track on some of the latest and greatest machines that the manufacturers have on offer.
Monster Energy brought a spectacle of death defying tricks, jumps & stunts from 3 of the very best Pilot riders, international FMX daredevil, Jimmy Hill (Yamaha) hailing all the way from the US of A, as well as Monster’s “local elites”, Alastair Sayer (Yamaha) and Dallan Goldman (Yamaha). Visitors literally had their hearts in their throats watching the insane stunts that these fearless riders took on.
Yesterday, (Sunday, 28 May) the chilly morning start didn’t deter riders from joining the DUNLOP Sunday Charity Motorcycle Ride which welcomed over 1200 motorcyclists who rode from Fairland’s Shopping Centre and ended with two laps around the Kyalami Circuit. The support for this ride was incredible with ALL the proceeds of the ride going towards Ride for a Reason-Claw and Paws Charity organisation.
All in all, a great weekend was had by all at South Africa Bike Festival, powered by Discovery Channel, which continues it’s reputation as South Africa’s premier motorcycle, music and lifestyle festival.
KTM 1290 Super Duke GT (Long-term Test) Part 1
I have to be honest; the first time I rode the Super Duke GT last year, I wasn’t sure I liked it. It seemed harsh and brash and really unrefined and not sure of its identity and I got off it feeling as confused as the bike seemed to be.
And this bothered me; how could it be so bad?
And therein lies the beauty of the long-term test bike. Having a bike for two days, as we often do, teaches you nothing about it of significance.
But get to live with a bike on a day-to-day basis and things start to fall into place. In the first month of ownership, the Super Duke GT has demonstrated abilities and qualities that I had completely missed the first time around and, guess what; I now absolutely love it.
Some motorcycles have no one particular standout feature. I’m not saying that as a bad thing; they are good in all departments but with no one element that really stands out. And then there is the breed of bikes that are defined by one element.
And the element that defines the Super Duke GT is the engine!
Normally, when a manufacturer takes a bike and modifies it into a different role, they play around with the settings, often to cries from customers of ‘Why?’ Either they soften the suspension or de-tune the engine, or some other pointless exercise.
KTM hasn’t done that; this is the same insane motorcycle that the 1290 Super Duke R is but with a lot more practicality added. The engine is rough and brash but you can forgive it everything because, like a Northern English football fan, it’s always up for a bit of a fight. The performance is enormous; it’s unbelievably quick. It’s just not the engine you’d expect in a practical bike but because of that, it’s brilliant. It’s added a new dimension to touring bikes; this is a touring bike that has sharp teeth.
The chassis remains sharp and dynamic suspended by WP semi-active suspension.
Comfort is a whole lot better than you would think looking at that thin seat cushion. The riding position is sporty but on the right side of comfort for long days in the saddle. Wind protection is good without being spectacular but there’s no buffeting. Standard equipment is very comprehensive but more about that in a later post. It’s not perfect but I don’t want to dwell on that either at the moment.
Because for now I’m just blown away by this bike and I want you to concentrate on that.
The best route between two far-divided points on a map is never the straightest one and with the 1290 Super Duke GT, KTM has built a bike that can handle long, boring, mile-eating stretches with ease and then, when you want to turn up the wick and have some fun, it can handle that also. Not just handle it, but revel in it. On this bike, the best route could also be the fastest!
To end on, a bit of owner advice; make sure you budget for tyres. More specifically, the back tyre. This Pirelli Angel GT tyre comes as standard equipment on GTs and, as you can see if you use all the torque available – and there is a lot and you will use it all the time – this is going to happen in 8,000kms. Square and ruined! Something to consider when calculating running costs.
For more information visit: www.ktm.com/za
2017 KTM Adventure Launch
The sight of more than twenty KTM 1290 and 1090’s, lined up on either side of a huge blow up KTM arch at the entrance to the magnificent Arabella Hotel near Hermanus, was truly something to stir the blood.
Resplendent in their striking orange, black and white livery, this was the first look at the highly anticipated ‘S’ models. The ‘S’ is the more road oriented model in KTM’s Adventure line up – 19” as opposed to 21” front wheels, with slightly less wheel travel and suspension set up for rapid road use. Like anything with an Adventure label from KTM, they still claim off-road prowess with the mag wheel Shod ‘S’ model.
We set off towards Gordons Bay into the teeth of a howling, blustering gale. I was astride the 1290 S. Having ridden the ‘R’ model in Peru, I was familiar with the gargantuan shove from the 1301cc motor. 160 hp at 8750 rpm and a torque curve that is as flat as Table Mountain, is an absolute guarantee of huge performance. Crack the throttle and the big Katoon paws the air before taking off like a rooster with a fire in its tail-feathers.
Every gap in the mountain allowed huge gusts of wind to do their damndest to blow us off the road. It is a tribute to the stability of the new KTM’s that there were no mishaps– the wind was that severe! Stopping on occasion to admire the magnificent view across False Bay, we struggled to keep our footing as the wind had its wicked way with us.
A highlight of the launch was having Sam Sunderland, 2017 Dakar winner for KTM, as well as our own Alfie Cox, a Dakar legend in his own right and Joey Evans, the only South African finisher at this years Dakar, along for the ride.
At Gordons Bay, we turned inland on the N2 towards Botrivier and thankfully, the wind abated. We could now give the magnificent machines their head and significantly turn up the wick. Following Riaan Reveling, the stupidly talented Marketing Manager from KTM, we blitzed the straights and strafed the corners – only at 120 kph plus VAT, of course!) The drought gripping the Cape was obvious as we traversed an arid landscape and empty dams. We rode a short stretch of hardpack, dusty dirt road to emphasize the versatility of the ’S’ model. With hard road tyre pressures, although capable on dirt, the 1290 ’S’ I was riding, was prone to some headshake on rutted dirt. However, the standard steering damper, kept things nicely under control.
After lunch, I swapped to the new 1090 S. Sporting a totally new motor, the overall balance of the bike is great. 125 hp and 109 Nm of torque is not to be sneezed at. Smooth and free revving, the 1090 is a blast! Descending a swoopy mountain pass in the company of Bike SA’s Gavin Morton and Superbikes Clinton Pienaar, I was blown away by the stability, poise and outright pace of the smaller KTM. Current 1190 owners will recognise the instrument layout and electronic package of the 1090, however, the 1290 is different and sports the class leading dash display of the 1290 Adventure ‘R’, with its wonderful state of the art electronics package.
Day 2 dawned with a light breeze and somewhat cooler. This was the day for the ‘R’ models. KTM 1290 Adventure R and 1090 R share similar chassis and suspension with up-rated springs and damping and progressively sprung WP shocks. Familiar 21” spoked front and 18” rear wheels, allow fitment of almost any suitable off-road rubber. Our bikes were shod with Continentals epic TKC-80’S- the go-to choice for serious off-road adventure. And off-road, it certainly was!!
Dirt highways, jeeptracks, steep, loose, rocky ascents and descents, we rode them all. Both KTM models established their off-road superiority, out of the crate, and and probably above anything else available on the Adventure bike market. Love them or hate them, these KTM’s set the standard against which Adventure bike off-road ability, is judged. On a rutted, loose and sandy uphill, we watched in awe as Sam, Alfie and Riaan demonstrated what the new R’s are capable of. Riaan then hopped on a 1090 and rode up a nearby hill strewn with rocks and bushes. I would have been intimidated by the trackless hill on a 250EXC. Riaan rode to the top, pivot turned and rode down again – all in a days work!
Both the big KTM Adventure R models are excellent. So much so, that I question the need for the ‘S’ model – the ’R’ model seems able to do it all and more. However, the ‘S’ model, with its lower seat height, will allow shorter riders access to the KTM Adventure experience. The 1090 has as much bike as you will ever need but the 1290 provides as much as you could ever want. Aggressive pricing is going to turn our highways, byways and trails orange – mark my words.
Once again, a huge thanks to Franziska, Riaan and the KTM team for the privilege of attending this epic launch of a very fine range of motorcycles. It was wonderful to see Franziska on the back of Alfie’s bike and Riaan, absolutely living the passionate KTM lifestyle. Well done guys, you deserve the ongoing success, which I believe is coming!
For more information visit: www.ktm.com/za
Ride Review: BMW R NineT Racer
For a while, rumors have been circulating about the demise of the traditional cafe racer. With scramblers and flat trackers dominating the scene, the low-and-sleek genre has been taking a back seat.
But like a venerable art rock band, the cafe racer is hanging in there. Interest is still high—so high that manufacturers are entering the fray.
So let’s take a very close look at the R nineT Racer—BMW’s factory cafe, and one of three new models based on the R nineT platform. The other two—the Pure and the yet-to-be-released Urban G/S—are styled as a bare-bones roadster and a retro adventure bike, respectively. The Racer is a vintage speed machine through and through.
All three share the same platform as the R nineT Scrambler—a Euro4 compliant, 1,170 cc / 110 hp air- and oil-cooled boxer packed into a tubular steel frame. They also share the same steel fuel tank, the same suspension (fettled according to model), and the same alloy, five-spoke wheels.
On the R nineT Racer, those wheels are a 3.5 x 17” up front, and a 5.5 x 17” out back. Plus it gets a host of café racer-focused mods: clip-ons, rear sets, a sleek nose fairing and a neat little tail hump. With a silhouette that screams 70s steeze, it’s pure two-wheeled nostalgia; the throwback to end all throwbacks.
Think of it as a production version of the Roland Sands-built Concept 90, for those of us who can’t afford a completely bespoke machine. Or, if you prefer, a homage to the legendary R90S, as piloted by Reg Pridmore and Steve MacLaughlin (which the Concept 90 was inspired by).
To nail the look, BMW used a mix of existing R nineT parts and new bits. “The Racer was totally inspired by the Concept 90, for sure,” says BMW Motorrad’s Creative Director of Heritage, Ola Stenegärd. “But we didn’t want to invent a lot of new parts, unless absolutely necessary.”
The tailpiece and headlight are borrowed from the R nineT Roadster, but the plastic nose fairing is a completely new piece. “We tried to work as close to the Concept 90 as production would allow,” says Ola.
Then there’s that livery—a coat of glossy white accented with BMW’s classic motorsport colors. It works so well, that the fact that BMW never actually raced these colors in the 70s (they only introduced them later on) is irrelevant.
“We wanted the bike to clearly carry a flavor of our racing genes in the company—and these colors really do exactly that,” explains Ola. “A Daytona Orange or Smoke Grey would also look super… so I think we have to look closely at this option for the future!”
So as a styling exercise, it scores a perfect ten. But is it any good on the road?
To find out, I reached out to BMW the second the R nineT Racer hit showrooms. A few days later, I picked up a barely ridden-in unit from BMW Donford Motorrad Cape Town, with two days to put it through its paces.
If you think this Beemer’s pretty in photos, wait until you lay your naked eyes on it. It is, in a word, exquisite. (I know, I’ve already waffled on about the looks, but just indulge me for a few more lines.)
It’s really down to the quality of finishes. BMW have covered all their bases, right down to finishing the frame in silver (rather than the traditional black). And though the fairing is plastic, it doesn’t feel dinky at all, and the frame-mounted bracket is very well thought-out. You’ll also notice the mirror stems mount to the frame, not the fairing itself—so they can be removed with no visible scarring.
Tucked in behind the fairing is a set of dual dials—the same analogue/digital combo speedo as the Scrambler on the left, with a tacho on the right that has its own digital readout. Between the two you get the usual odo features, a gear position indicator, and things like voltage and engine temperature. Oddly, there’s no fuel gauge.
The fender brace and top triple clamp are forged aluminum items, and the rear-sets were designed specifically for the Racer. “We decided to go with a unique handlebar setup and foot peg position,” says Ola, “to really get a solid ergonomic, that would reflect the low slung café racer look we were striving for.”
In keeping with that vibe, BMW have made the R nineT Racer a solo affair. There’s no passenger accommodation out the box, but if you’re willing to spring for the parts you can replace the hump with a seat, and fit the subframe braces that hold the passenger pegs.
When I was finally done admiring the Racer, it was time to fire it up and hit the streets of Cape Town. Swinging a leg over it immediately brought my back down to earth—literally. As intended, the Racer is low, and the riding position extreme; my six-foot frame was stretched out over the tank, with my feet kicked back into unfamiliar territory.
This is the both the Racer’s biggest strength and weakness. On the up side, the feeling you get from riding it is damn near perfect. You want to hunch down, you want to lean out of the saddle as you carve through corners…and yes, you will find yourself looking for your reflection in shop windows. (And the constant thumbs ups and stares from passers-by don’t hurt either.)
But take the R nineT Racer into slow town riding—or on a tour—and your wrists, back, shoulders and legs will hate you. A lot. This bike has a one-track mind: get to the café, fuel up, find the nearest curvy road and get loose.
Or, as Ola put it when we quizzed him about the comfort: “It’s a Racer! What did you expect?”
“Seriously, there is always a great danger when you try to compromise too many wills and functions into one bike, the main message easily gets washed away. This bike is not about bags or long distance comfort—we have other bikes that cover this ground much better. This bike is about the looks and spirit of an old-school race bike. And I think that’ll take you a long way, wouldn’t you agree?”
I’m inclined to drink the Kool Aid. Because when you let the Racer loose on the right road, it’s pure bliss. And Cape Town has all the right roads: Victoria Road, Chapman’s Peak Drive, Clarens Drive, Red Hill, Franschhoek Pass—I managed to cram all that (and change) into my time on the Racer.
And I found myself doing something I almost never do—going back and forth through the same sequence of turns to nail them better, faster and tighter. Because this nineT genuinely is a whole bag of fun to ride.
Those extreme ergonomics start to make sense when you’re throwing a 220kg (wet) boxer from turn to turn. With the rider triangle putting the bike’s central mass right under your body, the Racer encourages, and responds to, physical riding.
I could insert something here about man and machine becoming one, but I’ll just sum it up by saying that the more involved I got, the more fun I had. I’d lean into turns more than I needed too; crouching low, hanging off the bars, and picturing myself in a 70s road race.
The Racer’s no slouch off the mark, thanks to that tried, tested and torquey boxer and shaft drive combo. And as I found with the Scrambler, the clutch and gearbox are as slick as you’d expect from Bavaria’s finest.
Then there’s the sound. The Racer might not be sporting an Akrapovič silencer like its big bro, the Scrambler, but the BMW muffler sounds just about perfect—if a touch quieter. It burbles at standstill, rumbles on deceleration, and barks when you blip it. And when you combine the exhaust tone and engine note at full tilt, with your butt smushed right into the tail and your chest flat on the tank, it’s intoxicating and highly addictive.
As for braking, there are four-piston calipers up front with 320mm floating discs—and ABS, naturally. They are more than ample for anything you can throw at the Racer, but if you’re after more peace of mind, there’s the US$400 optional traction control, or ASC (Automatic Stability Control). My test unit didn’t have it, and I didn’t miss it.
I know many of you are disgruntled at the fact that BMW didn’t fit the R nineT Roadster’s upside down forks to the Racer, but it’s really no big deal. The right-side-ups do the job on anything but the bumpiest of roads; and if things do get choppy, the low handlebars become an issue just as much as the suspension. The stock setup is surprisingly stiff, so there’s little dive under braking, and a predictable, planted feel through corners.
So would I ride the Racer all day, every day? Probably not. But am I going to pine for it the next time I’m linking together my favorite corners? Most definitely.
This is usually the part where purists point out that there’s no such thing as a ‘factory cafe racer,’ but I say bah! The Racer has all the right junk in all the right places, and if you want to fettle it further, it shares many bolt-on and swap-out bits with the rest of the range—like the gorgeous aluminum nineT tank with its seam weld (yours for US$850 extra).
Spoked wheels are a US$500 factory option, but I’m a sucker for the old school track vibe of the factory alloy items. And you can kit your Racer with upgrades like heated grips, LED turn signals and even an alarm.
As for me, I’d just ditch the mirrors and turn signals for a bar-end setup, and tidy up the tail. Do that, and it’d be a dead ringer for many of the pukka custom jobs we see.
Coming in at $13,295 in standard form, the Racer is the second cheapest nineT in the range—next to the Pure. That also puts it squarely between Triumph’s Thruxton and Thruxton R, which are probably its stiffest competition.
But if you buy into the R nineT Racer’s purist approach—and the sacrifices that come with it—you’re left with one of the best-looking, grin-inducing bikes out there. Long live the cafe racer!
(This article first appeared on Bike EXIF. Reproduced with permission.)
For more information visit: www.bmw-motorrad.co.za
Indian Scout Sixty – Long-term Report
It would be accurate to say that, if you want an American-made cruiser, then you are going to have to shell out big bucks. Not only that, but you are hardly buying the latest in cutting-edge technology. And, what’s more, they don’t really do small(er) bikes very well.
Or do they?
Actually, yes they do. Well, one manufacturer does. All you have to do is to turn your attention to Indian and, right there is a perfectly-formed little jewel of a bike; the Scout. Introduced in 2014, the Scout is a thoroughly modern engine and chassis wearing classic but strangely modern clothing. It looks good, goes well and isn’t too expensive.
Now, Indian has simplified things even further with the Scout Sixty. The ‘Sixty’ part refers to the engine capacity in cubic inches which translates to 999cc, 78bhp and 88Nm and that, in turn translates into something quite special.
Prevailing thought says that a bike that is a cheaper version of an existing bike can’t be as good. Well, the Indian Sixty debunks that theory comprehensively. It’s only lost 134cc, 22bhp and 7Nm to the bigger Scout but crucially, this hasn’t unduly affected the performance. The Sixty still has a decent turn of speed. This isn’t your typical low-down grunt V-twin; it actually likes to rev and, once up past 4,000rpm, it seems to gather up its skirts and kick for the horizon when many other American V-twins are running out of steam.
There is a sweet shifting 5-speed gearbox as opposed to the six gears in the Scout but what it feels like they have done is taken out 5th gear and left 1st, 2nd, 3rd, 4th, and 6th gears so there is a type of overdrive gearing feel. It certainly never feels over- or under-geared.
The seat is very low – 643mm – which makes it perfect for anyone aged 6 and up! I’m not the shortest rider but it didn’t feel cramped or too low. Somehow Indian has managed to make a bike that is perfectly comfortable no matter the size and shape of the rider. Of course, this lack of height means there is a very low centre of gravity and this gives the Sixty its most endearing trait; fantastic, quick-steering, secure and fun handling.
As with any cruiser with arms/feet forward riding position, ultimate speed is limited by wind blast. But to concentrate on speed is to miss what this bike is all about. Keep it at 120km/h on the highway and it’s in its element; relaxed, comfortable, smooth. Yes, it will go a lot faster but you don’t need to. This may not be your typical cruiser, but it cruises just like one.
This bike is a lot more fun than any cruiser has a right to be. Unless you ride the two Scouts back-to-back, I guarantee there is no way you will notice the decrease in power or torque of the Sixty. In a way, the Sixty is the better bike of the two; it’s cheaper, just as well made, just as much fun, looks just as good, has the same lengthy options list.
In fact, the Sixty is so good that it begs the question, ‘why would you spend R20,000 more on the Scout?’ Yes, the Sixty comes in at just under R150,000 and it is a lot of bike for the money. This could be the perfect entry into American motorcycling.
SPECIFICATIONS
| ENGINE | |
| Engine Type | Liquid Cooled V-Twin |
| Displacement | 61 cu in |
| Electronic Fuel Injection System | Closed loop fuel injection / 60 mm bore |
| DRIVETRAIN | |
| Primary Drive | Gear Drive Wet Clutch |
| Final Drive | 2.357 : 1 |
| PERFORMANCE | |
| Horsepower | 78 hp (58.2 kW) |
| Peak Torque | 65 ft-lbs. (88.8 Nm) |
| Peak Torque RPM | 5800 rpm |
| GEAR RATIO (OVERALL) | |
| 1st | 10.782 : 1 |
| 2nd | 7.328 : 1 |
| 3rd | 5.841 : 1 |
| 4th | 4.957 : 1 |
| 5th | 4.034 : 1 |
| SUSPENSION | |
| Suspension: Front – Type/Travel | Telescopic Fork / 4.7 in (120 mm) |
| Suspension: Rear – Type/Travel | Dual Shocks / 3.0 in (76 mm) |
| CHASSIS | |
| Brakes/Front | Single / 298 mm Rotor / 2 Piston Caliper |
| Brakes/Rear | Single /298 mm Rotor / 1 Piston Caliper |
| Wheels/Front | Cast 16 in x 3.5 in |
| Wheels/Rear | Cast 16 in x 3.5 in |
| Tires/Front | 130/90-16 72H |
| Tires/Rear | 150/80-16 71H |
| Exhaust | Split dual exhaust with crossover |
| DIMENSIONS | |
| Wheelbase | 61.5 in (1562 mm) |
| Seat Height | 25.3 (643 mm) |
| Ground Clearance | 5.3 in (135 mm) |
| Overall Height | 47.5 in (1207 mm) |
| Overall Length | 91.0 in (2311 mm) |
| Overall Width | 34.6 in (880 mm) |
| Rake | 29° |
| Lean Angle | 31° |
| Trail | 4.7 in (119.9 mm) |
| Fuel Capacity | 3.3 gal (12.5 liters) |
| GVWR | 988 lbs (449 kg) |
| Weight (Empty Tank / Full of Fuel) | 534 lbs / 555 lbs (242 kg / 252 kg) |
| FEATURES | |
| Color / Graphics | Thunder Black |
| ELECTRICAL | |
| Gauges | Digital tachometer, odometer, trip meter, engine temp, and low fuel lamp |
BMW R1200GS RALLYE and R1200GS EXCLUSIVE – First Ride Impressions!
Time really does fly when you are having fun. So much so that a full 37 years has passed since the first BMW GS bike, in the form of the R80 GS, burst onto the scene in 1980. Sporting modern motorcyclings first single sided swing-arm, suspended by a lay-down, single shock and conventional front forks, the GS was an instant success. Bored out to 1000 cc, the GS won the Paris-Dakar in 1981, 83, 84 and 85. Interestingly, the bike weighed in at only 183 kg. However, despite modern composite materials and metals, Adventure bikes have got rather porky, with the latest GS’s heavier by a full 60 kg’s – makes you think, doesn’t it!
The launch of the latest GS derivatives, the R1200 GS Rallye and R1200 GS Exclusive, started with a briefing on the new bikes by the new CEO of BMW Motorrad in SA, Edgar Kleinbergen. Edgar has a rich history in European motorcycling spreading over many years and is eminently qualified to lead BMW to even greater heights. Of the two new GS bikes, the Rallye is specced with a strong off-road emphasis, whereas the Exclusive is more biased towards road and touring.
Both models are powered by the familiar, water-cooled boxer motor, pumping out 92 kW @ 7750 rpm and 125 Nm at 6500 rpm. The engine has evolved into one of the great engines in motorcycling. It is smooth in a kind of ‘cruise liner’ way, with no vibration, as such, but rather a soothing thrum, that resonates almost imperceptibly through the bike. From the moment the wet clutch is released (a vast improvement over the old dry version on older GS’s), there is smooth power and torque available, everywhere.
BMW quote a top speed in excess of 200 kph and by my own experience, it easily exceeds that mark by at least 10%! As can be expected, road manners are impeccable. The launch bike tyres were pumped really hard – the screen indicated 2.4 bar and 2.6 bar, back and front, respectively. On really bumpy tar at high speeds, as well as on rutted off-road, I experienced just a smidgen of head-shake. However, the standard fitment steering damper kept things nicely under control. I am certain that dropping the front tyre pressure to around 2.2 bar would eradicate any hint of head-shake and I am equally sure, that such a pressure would be sufficient to protect the rim from ‘lurkers’.
The Rallye and the Exclusive have similar electronic packages. Rain, Road and Enduro modes as standard, as well as Dynamic Pro and Enduro Pro, which are available by means of a coded plug. The various modes employ Automatic Stability Control (ASC) for optimum traction and engine response, to best negotiate the road conditions you are experiencing. Engaging each mode is as easy as pressing the mode button on the right handlebar until the mode you require is displayed on the dash – then pull in the clutch. Easy-Peasy!
Complimenting the engine and braking controls, appropriate to the conditions, is ‘Electronic Suspension Adjustment (ESA). The left hand switchgear has a button with a ‘shock’ icon. Pressing this button enters the shock adjustment menu. ‘Auto’ has a self-leveling function, which, unlike previous generation ESA, now compensates for load automatically. ‘Min’ will reduce ride height to a minimum, whilst ‘Max’ will dial in maximum preload and ride height.
The suspension has 190 mm of travel at each end and fitting the ‘Sports’ suspension option (Rallye version only), will increase travel to 210 mm. This reputedly firmer option, incurs an extra cost over the base price of R241990, by a further R4900. None of the launch bikes were fitted with this option. I did find the ESA a little under-damped on the ‘Max’ setting, making the bike a bit bouncy over large bumps. Perhaps this is addressed by the ‘Sports’ option. It is perhaps stating the obvious that the new GS sports the familiar Telelever anti-dive front suspension. [One wonders if BMW will ever revert to a conventional front fork as on the original 800 and 1000 GS’s – ah!, a little nostalgia popping out here!]
The Rallye is equipped with a harder, slimmer piece Enduro seat; wider Enduro pegs; a smaller ‘Sports’ windshield and frame guards. The Enduro bike is painted in a stunning BMW motorsport blue, white and red colour scheme, with a beautiful blue metallic frame. This enhances the satin black engine and drivetrain. Believe me, the Rallye is a looker!
The Exclusive is painted ‘Iced chocolate metallic’, which, whilst classy, does not in my opinion, have the visual impact of the Rallye. The frame is grey metallic matt. However, this bike has a significantly more comfortable two-piece seat and a larger, more effective, windshield. The Exclusive would be my ‘no brainer’ choice for 1000+ kay days.
Hill start control, a customizable Dynamic Pro and Enduro Pro, are all available with the fitment of a ‘plug’ sourced from your BMW dealership.
Riding the bikes on a variety of tar and gravel roads reminds you why the GS is the iconic Adventure motorcycle. Over a period of 37 years, the bike has been constantly refined and improved to what, in its current form, is a formidable package. Whilst not necessarily class leading in any one facet, it is an excellent all rounder. It is easy to see why, backed by an industry standard dealer network, it remains consistently at the top of the sales charts.
Our sincere thanks to Edgar,Thando and the rest of the BMW Motorrad team, for the privilege of participating in the launch of these two fine motorcycles.
For more information… Click Here <<
Ride Review: Kawasaki Versys-X 300
At last years EICMA motorcycle show, we witnessed the emergence of a small engine capacity ‘Adventure’ bike class. Honda’s CRF 250 RALLY, BMW’s 310 GS and Suzuki’s V-Strom 250, all debuted, together with the subject of this test; the Kawasaki Versys 300. The question I asked was: are these ‘Adventure’ styled town runabouts or can they justify the ‘Adventure’ tag, in a real sense?
So, what does a bike need to play in the ‘Adventure’ space? Comfort, both in seat and wind protections, adequate fuel range, good riding position as well as reasonable suspension, adequate ground clearance and genuine dirt road ability. Last and certainly not least, the engine must have good ‘open road’ cruising ability.
Well, how does the Kawasaki 300 Versys measure up – Damn well, that’s how!
At the heart of the bike is the 296cc parallel twin, with double overhead cams engine and a six-speed gearbox, from the Ninja 300. Turbine smooth at all speeds, the little mill churns out 40 hp at 11500 rpm and 25.7 Nm of torque at 10000 rpm. Clearly, you need to rev this motor for maximum performance but Kawasaki has endowed the bike with quite short gearing to compensate for the lack of low down torque from the small capacity motor. The oversquare engine design (62 mm bore X 49 mm stroke) achieves two things – the motor revs willingly and piston speeds are kept reasonable, despite the high revving nature of the engine. On the road, this equates to 120 kph at 9000 rpm (still 3000 rpm from the redline). One thing that amazed me, was when I wound-up the throttle on a flat road, I saw the bike run from 120 kph to over 160 at red line, with me sitting bolt upright! This sort of performance from a 300cc bike puts the little Kawi in a class of ONE.
It is seldom necessary to rev the bike beyond 6000 revs in normal traffic. Once in top gear, the bike wafts along effortlessly up hill and down dale. Torque is such that you do not have to gear down on anything but the steepest of hills. Fueling is flawless at all speeds via the 32 mm throttle bodied, fuel injection. Fuel consumption hovers around 25 km/L for both ‘general town’ and ‘highway’ riding and the generous, 17 litre tank thus gives a range of around 400 kays.
Visually, the Versys looks the part with typical ‘Adventure’ bike styling. The cockpit is well laid out behind a decent windshield. This is not a fly-screen but rather something that wards off wind and weather. The radiator shrouds are colour matched and all in all, everything hangs together nicely. The single 290 mm disc shod 19” front wheel (aluminium rim), hangs from conventional forks with 130 mm of travel. Rear wheel is a 130/80 X 17 with a 220 mm disc and 148 mm of travel. (You are unlikely to tackle Baboons Pass with this beastie, after all). With a seat height of 815 mm and weighing in at 184 kg, with ABS, the bike is easily managed by just about anyone.
Steering is absolutely neutral and stable, whether hauling in a straight line or tipped on its ear – it gives huge fun to toss around! The non-adjustable front forks and preload adjustable rear shocks, are set up firmly. This, no doubt, contributes to the excellent handling. It also makes the bike feel surprisingly good over gnarly surfaces. Despite my 82 kg bulk, the suspension resisted bottoming, even when traversing whooped out bumpy terrain – this bike has genuine dirt road composure.
I found the dash easy to read and easy to scroll through via the dash-mounted button. Trip a and b, odometer, fuel gauge, gear indicator, clock, temp gauge, current consumption, average consumption and remaining mileage, are all available. It’s all there, even a little economy icon when the Kawi is just sipping fuel. Oh Yeah, it’s got a speedo and rev counter too!
As you can gather, I really like this bike. Being used to big capacity motorcycles, I was initially unnerved by the high revving nature of the bike but thinking it through, I believe the use of a twin cylinder, water cooled engine, designed to rev reliably, puts this bike firmly at the top of the class. Time will tell but the opposition, with their single cylinder engines are looking down the proverbial barrel. Meanwhile, the little Kawi is looking on and saying “ Go ahead and make my day”!
A wide variety of ‘Adventure’ accessories, allow you to pimp your Versys for the adventure of your dreams. Later in the year, we plan to do an extended African tour on this bike, to test its ‘Adventure’ credentials thoroughly. My initial impression is that it will manage anything we throw at it admirably. At R74995, it is competitively priced. Right now, Kawasaki can face their future, in this segment, with justifiable confidence.
For more information… Click Here <<
Yamaha MT-10 SP & Touring Edition – Riding Impressions!
A limited number of the MT-10 ‘Touring Edition’ and range topping ‘SP’, Yamaha roadsters, are available for sale at selected Yamaha dealers. These bikes, were bought by Yamaha SA, after the recent World launch that was held in Cape Town. With around 2000 km on the clock, they represent fantastic value for money for what is essentially a brand new, just run-in, bike.
To assess their performance on the Highveld and their general road manners, ZA Bikers Online Editor, Simon Morton and I took a Tourer and a SP, for an early morning blast through the Magaliesburg – and what a blast it was!
MT 10 Touring Edition
The touring version of Yamaha’s R1 Crossplane engined naked bike, is not totally naked. To fit into its touring role, it is equipped with a sporty looking windshield and a comfort seat. Hard shell fabric panniers also come as standard on the Tourer. They are easily detached using a key. Thank heavens Yamaha haven’t resorted to unnecessary complication with so called ‘keyless entry’. Fact is, there is still nothing better than a simple, reliable and inexpensive key to light your bikes fire!
The MT-10 grumbles – not as in ‘complains’, but rather a mixture between a growl and a rumble! The in-line four is wonderfully smooth at all engine speeds. This soulful engine is quite simply, very smooth and has huge, accessible torquey shove – everywhere. Lofting the front wheel, especially in the No1 engine mode, is just a matter of whacking the throttle open. Fueling is perfect and uplifts are seamless, facilitated by an excellent quickshifter. Clutch action too, is beyond reproach.
On the road, the bike feels solid and completely planted. The manually adjustable suspension is supple over bumps and ripples, without upsetting the excellent chassis in any way. The MT-10 Touring Edition is a smooth, powerful, very fast, comfortable and exciting motorcycle.
In addition, the Touring accoutrements make a really good motorcycle even more versatile and better. Typical of new-age sports motorcycle technology, the bike sports a choice of engine modes, level of traction control and ABS brakes. Cruise control gives the right hand a rest when required. The windshield takes all the wind-blast off your chest but leaves your head in the airstream. At a constant 135 kph, the onboard computer was indicating fuel consumption of low 20 km/L. Good luck to you if you have the self-control to cruise at such a sedate pace! Your speed is limited by road conditions and the rider, but never the bike. If you want to go faster, simply open up and enjoy an unrelenting rush of acceleration to a top end of around, 265 kph. The MT-10 Touring Edition will excite and satisfy all your sports touring requirements
MT10 SP
So, how is the SP different then? Well, for starters it is stripped down and naked. Come closer and you will note a different LCD dash and the yellow shock spring and gold fork legs on Öhlins electronic suspension – the same suspension that is fitted to the fabulous YZF-R1M.
Engine performance is similar to that of the Touring Edition. We had a couple of roll-ons and the bikes run neck and neck. Strangely, they don’t feel the same. The windblast makes the SP feel faster and the motor is somehow even smoother and sweeter. This is not just my impression but shared by Simon too. Every aspect of engine performance, as with the Tourer, is flawless. Oh Lordy! Let’s talk about the suspension.
The Öhlins electronic suspension is quite simply the finest sports motorcycle suspension I have ever experienced – Bar None! Let me try and explain. It is different to other electronic suspensions in that it does not think for you and adjust preload and damping automatically, as you ride.
The Öhlins on the SP are adjusted electronically as opposed to being electronically self-adjusted. By entering a suspension menu you can select preset suspension damping levels or use a manual function, which displays 4 bar graphs representing front rebound and compression damping and the same on the rear shock. Here you can fine-tune the damping characteristics to the finest degree. This will determine the preload, i.e., how stiff the spring rate. It is thus manually adjusted electronically, by button, rather than with screwdriver and preload spanner.
No automatic electronic shock that I have experienced gets it quite right. At times they are too hard, too soft or over or under damped. With the Yamaha SP, they are simply perfect. The suspension transforms an already good motorcycle into a different league. The bike feels lighter, steers easier and exhibits a composure, over all surfaces, that is really ‘other Worldly’. Now here’s the thing – combine the ergonomic comfort, the soulful engine and the best suspension available and you have a bike like no other.
The Yamaha MT 10 SP is so good and makes the rider feel so good that, right at this moment, it is the sport bike I would choose to own above any other. I understand the benefits of a fully faired sport bike in attack mode but none of them will be as satisfying to ride daily. If you are a discerning rider with a bent for sport bikes and the means to acquire a SP – DO IT NOW! It will blow your mind!
Selling price for DEMO models (Limited Stock Available!!)
MT-10 Touring Edition = R 195 000
MT-10 SP = R 215 000
Contact your nearest Yamaha dealer for more information: www.yamaha-dealers.co.za
Africa Twin Performance Upgrades That Work
Untap your bikes full potential with precise fueling and beneficial electronic aids. ZA Bikers was blown away with improved performance on our own Africa Twin!
Rapid Bike by Dimsport is now available in SA and is imported by Fire It Up!
You can find out more about this product right here: Rapid Bike by Dimsport Now Available in SA
Fire it Up Contact information:
Shop 3&4, showrooms and workshop, entrance on Leslie, corner William Nicol and Leslie drive, Sandton between the Cycle Lab, and the Pro Shop.
Call Fire It Up on: 011 4670737
Call Craig on: 082 883 2872 or email: [email protected]
The Yoshimura pipe and BMC air filter was supplied by TD Agencies.
For more information please visit: www.tdagencies.co.za or Call: 011 839 1660
First Ride: Ducati Monster 797
Ducati’s Monster has been with us for 25 years and in that time, it would be fair to say, it has become a defining Ducati model. With around 315,000 units sold, it could also be said that it has been the saviour of the company many times. The superbike models might gain all the headlines but, as so often is the case, it is the bread-and-butter models that, well, bring in the bread and butter and keep things afloat.
Back in 1993, the M900 broke new ground for Ducati and, in 1994, the M600 opened up Ducati ownership for a whole new group of riders. The ‘baby’ Monster developed alongside its bigger brother over the years into the 620, 695, 696 and 796 Monsters and that brings us neatly to the new model, the 797.
On the surface, elements of this bike might seem like a bit of a retrograde step for Ducati. In the 797 there is an air-cooled motor – the same engine you will find in the Scrambler – and it would be easy to look at this as a retro bike dressed up in modern clothes. But Ducati is at pains to stress that this is a thoroughly modern bike. It’s still a real Ducati, which means it’s a premium product but it’s an entry-level model making it more accessible to existing and new Ducatisti the world over. It’s just that Ducati have chosen to make its entry-level Monster as simple as possible to keep costs – both buying and running – as low as possible.
The whole ethos behind the ‘baby’ Monster is – and always has been – accessibility and the same is true for the 797. They have done this by making it as uncomplicated as possible; only what has been deemed necessary has been added to the bike. So don’t expect a whole suite of electronics, because they just aren’t there. No ride-by-wire throttle and therefore no traction control or rider modes and there isn’t even a gear-position indicator on the digital display.
At its heart is the Desmodue, 2-valve, air-cooled, 803cc engine. There’s 75bhp and 68.9Nm of torque which provides easy, unintimidating performance. It’s not slow by any means and has a good spread of torque right through the rev range. We didn’t have chance to ride on a highway so have no way of knowing if the motor could get a little breathless at higher sustained speeds.
There’s a light clutch action with a servo-assisted slipper action that prevents rear-wheel lock-up on down-changes when pushing along and relying on engine braking. Standard tyres are Pirelli Diablo Rosso ll and the suspension – Sachs monoshock at the rear and Kayaba upside-down forks at the front – while not being particularly sophisticated is completely adequate for the available performance.
Braking is handled by twin discs clamped by radially mounted Brembo monobloc callipers fitted with ABS as standard.
With the standard silencer it sounds a little strangled but there is a choice of two after-market Termignoni silencers which should allow the Ducati rumble to be unleashed. And, let’s face it; it is the sound that makes a Ducati a Ducati as much as anything.
There are design links to Monsters past and present. The fuel tank and headlight are as found on the Monster 1200 and the swing arm design is taken directly from the old Monster 696. It’s as if the 797 Monster is a celebration of everything that is Monster.
In every way, Ducati have tried to make this bike an easier ride; it really is aimed at new riders. There is a more relaxed riding position compared to the Monster 821 and comfort was obviously high on the agenda when thinking about seat height, reach to the bars and foot peg positioning.
Any chance to ride a bike on the Cote D’Azur in the South of France is not to be passed up, although when it is bucketing down with rain one does start to wonder if it is all worth it. In an ideal world, launches are held in perfect weather conditions so we can ride to our hearts content on the wonderful roads of Europe, getting a feel of the harmony between chassis, engine, steering and braking. Not so this time. With the sensation of water seeping into ones underwear, we steered a cautious path between trying to ascertain what the bike can do and bringing it home in one piece.
What is clear is that the 797 is very comfortable and has a relaxed riding position (compared to the 821 or 1200 Monsters which, while not being superbike extreme, are a little more aggressive in their treatment of the rider). The fuelling is smooth and gave no moments of panic on the very slippery roads and, while the lack of traction control might seem careless in this day and age, safety simply comes down to judicious use of the throttle, even with a relatively low power output. This omission might seem at odds with the projected target audience of new or inexperienced riders but Ducati insiders claim that they found no demand for it at this level.
What is unmistakeable, however, is that the essence of a Ducati is present in spades. It is definitely a Monster; the family resemblance is there – not difficult when the fuel tank is shared with the Monster 1200 – and the trellis frame has returned to being full-length and has lost the bolt-on cast aluminium section that formed the seat support in a few previous models. It might not be possible to call it beautiful but it is distinctive; in fact, legend has it that when a Ducati insider saw the first prototype bike, he declared it to be a bit of a monster, in terms of its looks, and the name quickly stuck as a nickname if not as a full model name at first.
Time has been kind to the Monster, however, and we now accept it as a classic piece of motorcycle design; at once distinctive and aggressive, yet somehow friendly and promising fun at the same time.
How long can Ducati make an air-cooled motor conform to emission regulations that get stricter with every re-draft? Stefano Tarabusi, Product Manager at Ducati, admits that it is getting harder but, for now, the engine complies. The biggest problem is one of noise emission; not from the exhaust but from the engine itself. You might not think it but the cooling fins on an air-cooled engine do make quite a lot of noise when they vibrate. Personally, I think the noise from an air-cooled Ducati motor to be one of the best sounds in motorcycling but, apparently, the bureaucrats in Brussels aren’t fans of noise of any sort, save perhaps for the sound of their own voices.
It could be argued that Ducati have created a problem for themselves with the Monster 797. It retails for the same price as a Scrambler Icon – the base model of the 800cc Scrambler range – and yet you get looks that are iconic within motorcycle design language and not merely a pastiche of something that is perceived to be old.
Ducati maintain that the two bikes are not only aimed at different buyers but will not take sales away from each other. Only time will tell but, for now, if I was presented with one of each and told to choose one, the Monster would win the day.
Bandit Bike Graphics
Bling your Dirt Bike to the MAX with Bandit Bike Graphics! Order your own Custom Designed Sticker Kit or select from a range of Pre-Designed options! Worldwide Delivery!!
Bandit Signs are pioneers in developing the highly sought after “thick stuff” bike graphics. They have been manufacturing bike graphics since 1997 and have perfected the art. Predominantly used for the motocross, off road racing and go-cart industries, there are many other applications for this top secret product. A unique lamination process ensures that the end product is of the highest quality. Bandit Bike Graphics supplies most of the top local race teams and also exports product to clients abroad.
Bandit Signs
38 Langwa Street, Strijdom Park,
Randburg,
South Africa.
Tel: 011 462-5520
e-mail: [email protected]
Web: www.banditsigns.co.za
Oxford Melbourne Air 2.0 Jacket
This is the perfect summer jacket for street riders! It’s styling is spectacular; aggressive while minimalistic. The black and white colour contrasts are just in the right spots to look great with any colour motorcycle.
Its made mainly of 600d polyester but all your impact zones have a combination of pads with extra dobby nylon (ripstop) worked through with double stitching – this really beefs up those impact zones…. Quality!
Then there is a massive mesh paneling working its way throughout. Riding with this jacket on a HOT summers day feels great, the jacket flows a ton of air keeping you nice and cool.
The inside collar and cuffs are neoprene edged synthetic suede. Very comfortable against the skin…. Nice touch!
The Melbourne Air 2.0 comes with a 2-way waterproof rain liner that can be worn both under and over the jacket. Personally, I felt the rain liner works well over the top of the jacket and is roomy enough to not get bound up or feel too tight. I didn’t like it inside the jacket as it felt too confining. Having said this, I will mostly wear the jacket in hot weather, so the interior insert is not too much of a concern for me. They do a really nice job of colour coding the connections in the wrist area as well, both red and black, so you don’t have to worry about the lining getting twisted inside the actual jacket…. Impressive!
Also included are CE level 1 comfort armour inserts in both the shoulder and elbows. I say comfort armour because it works very nicely to move with you and feels really comfortable when you have the jacket on. There is a pocket for optional back protection (sold separately) on the Melbourne Air 2.0 and it does come fitted with a back pad. I would recommend you replace this with a decent back protector. Personally I would have preferred Oxford to have supplied this as a standard item.
All the adjustments on the Melbourne Air 2.0 are made of a velcro stretch material, with the bicep adjustments ratcheted down to fit and with this stretchy stuff on, it’s not uncomfortable when throwing yourself around on a sporting ride. There are button adjusters at the forearm with elastication down there as well. The cuff has a velcro adjuster (set it and forget it) which you can ratchet down to where it fits you, then, on the back is a zip entry which is nice because you can easily take the jacket on and off without having to mess with the velcro every single time you are putting the jacket on…. Really nice touch from Oxford. Finally, there are adjusters at the hip – again elastication really adding to the comfort and allowing you to fine tune the fit.
One of the good things that Oxford does well is that they put a lot of attention to detail to those fail points, to make sure that this is a piece that will last the test of time. A good example of this is the double tacked stitching at the velcro adjustment points.
The Melbourne Air 2.0 has a drop style finish at the rear, giving you maximum coverage where your pants and jacket begin, which is GREAT for those sport riders in that full tuck position. Also comes with a connecting zip (compatible with all Oxford trousers) and also worth mentioning that it has water-resistant zippers on all air vents and reflective detailing, cleverly integrated into the oxford logo, which improves the visibility of the jacket at night.
If you are looking to tackle the summer months and you don’t want to break the bank, there is a lot of functionality coming into play here, for under R3000.
For more information visit: www.dmd.co.za
Ride Review: Triumph Street Cup
Cafe racers! The home built ones have always looked cool but they’re often style over substance; slightly dodgy engineering, mismatched parts and you’re likely to have an argument with the bike as soon as a corner comes up. And let’s not even talk about brakes! What we really need is a bike that you can buy off the showroom floor, a bike that rides as well as it looks.
And this might just be it. This is the Triumph Street Cup, based on the Bonneville Street Twin, which Triumph say is the best-selling model in the Bonneville range.
The Street Cup is, in effect, a baby Thruxton, even though it shares many of the same dimensions. It has the 900cc High Torque version of the brand new parallel twin engine which might only push out around 54bhp but does it so smoothly that this really has no business being a parallel twin.
Smoothness is one thing but being fun to ride is another and, despite the 54bhp, this bike is fun. Actually, it’s really good fun.
The fun starts when you swing a leg over the bike. It feels really solid and meaty. OK, so this could be interpreted as over-heavy and there might be some justification for calling it that; 200kgs dry is the same weight as a superbike that has four times the power. But that is missing the point; this little Street Cup is just as entertaining in its own way as a superbike, possibly even more so because you know you can ride it as hard as you want and the chances are you will still keep your licence.
So, it’s solid and in Triumph’s world, that means really well built. The quality is very high and encompasses the whole bike; there is no single element that lets the bike down. There’s hardly a piece of plastic anywhere.
And, it looks great. Yellow might not be the first choice for everyone on a motorcycle but, in tandem with the metallic grey, it really makes the Street Cup stand out. There is a black option but, to be honest, why would you?
It would be easy to see the Street Cup as a jazzed-up Street Twin. In itself this is no bad thing as the engine, frame, suspension and electronics (ABS and traction control) are top notch. But you also get twin clocks, drop bars, suede-effect single seat with removable cowl, fly screen and bar-end mirrors (that work very well), new footpegs, lovely headlight brackets, fork protectors and bullet indicators. It’s a whole package that is so much more than the sum of its parts.
The suspension has been jacked up by 20mm at the rear, the seat moved back slightly and the handlebars dropped and moved further forward so it’s a bum up, head down riding position that feels much sportier and more agile than the Street Twin.
There’s slightly more ground clearance so it will lean further and, overall, it takes the relaxed feeling of the Street Twin and makes it a bit more aggressive.
Brakes are still single disc front and back but while that might seem like cutting costs slightly, the Nissin-caliper up front has good initial bite with a smooth, progressive feel; it matches the performance well.
It really is a lovely thing to ride; smooth, a wonderful throaty roar from the twin pipes, punchy acceleration and bags of torque right where you need it, comfortable and you just know you look good on it. It will never be great for long distances but that is to miss the whole point of the bike. This is a high-day and holiday bike; zipping round town or making the daily commute as much fun as it can be. Hell, even a track day could be unintimidating and fun on the Street Cup.
In our job, it’s important not to get bamboozled by huge power outputs; yes, they can be fun but not everyone is looking for a zillion horsepower or knows what to do with it. This Triumph Street Cup has everything; looks, style, comfort, good performance, sweet handling and good brakes. It could be the perfect cafe racer.
For more information visit: www.triumphmotorcycles.co.za
First Ride: KTM 1290 Super Adventure R
I finally get it. I admit it. I was one of the naysayers but I totally get it now! You need 160 horsepower for your adventure bike!
Why? I hear you say. The answer to that is simple – if you package it in as competent a package as KTM’s new 1290 Super Adventure R, it translates to pure, unadulterated, raw, old fashioned FUN.
KTM saw fit to introduce their new flagship R model in the wild and rugged Peruvian desert. To let a bunch of journalists loose in terrain not unlike a stage of the Dakar and probably more suited to testing their 450 Rally bike, was a massive vote of confidence in the new 1290. This confidence was totally justified. Study the photo’s and I am sure that most will approve of the aggressive styling, accentuated by LED headlights that give the big Katoom an ‘Angry bird’ countenance. The radically styled headlight features cornering lights in the lower section for enhanced night vision.
The Super Adventure R drips with other performance enhancing technologies. 18” and 21” strengthened back and front rims, run tubeless tyres (Continental TKC 80’s) and hang from revised WP suspension with enhanced, adjustable damping and progressive springs. There is a generous 220 mm of travel at both ends.
At the heart of the beast is a 1301cc, 75 V-twin derived from the LC8 unit that powers the Super Duke R. In adventure R form, it pumps out 160 hp and 140Nm of torque. Significantly, 108 Nm is available at a mere 2500 rpm. Tamed by excellent engine management, the 1290 exhibits none of the low speed snatchiness of the ‘old’ 1190 R. There is huge compression in a 1301 V-twin, so it is no surprise that the R is equipped with a slipper clutch to eliminate rear wheel chatter when coming off the gas.
A typically slick KTM 6 speed transmission is further enhanced by a flawless quickshifter [Quickshifter on an Adventure bike? – Brilliant! – I’ll explain later].
The electronics package is really what makes the concept and execution of this bike possible. Sport, Street, Rain and Off-road engine modes map the engine power for the particular application. Sport and Street, access full power with Rain and Off-road dropping down to 100 hp. Allied to this is combined ABS and Off-road ABS. Braking with the front only will apply brake force to the rear disc too. In Off-road mode, the rider can lock the back brake whilst keeping ABS function on the front brake. Traction control for Rain and Off-road helps to keep the abundant power and torque in check. Traction is tailored to complement the engine mode selected. In Off-road mode, enough wheelspin is allowed to effectively rear wheel steer, albeit in a controlled fashion. How does this all hang together when riding on loose dirt?
You are bombing down a gnarly trail approaching a 90’ bend. The well damped and sprung suspension is keeping things under control. To scrub off speed you prod the gear lever down twice, the quickshifter autoblips and downshifts precisely and the slipper clutch keeps the back wheel under control. You dab the back brake, locking the back wheel momentarily, then weight the outside peg as you turn and get back on the gas. The back wheel spins up and the traction control holds it a foot out of line as you drift through the bend, shrieking like a banshee from adrenalin pumping pleasure! You convince yourself that all that happened, thanks to your amazing riding skills!
We rode at high speed on gravel highways; traversed gnarly trails and descended huge dunes with sick gradients and we even rode across the sloping face of dunes. In all honesty, I was brutally wrenched out of my adventure touring comfort zone. The KTM 1290 Super Adventure R, simply took it all in its stride. It is honestly designed and built to be the hardest and most competent off-road, travel enduro Adventure bike, on the planet. Truly, no other Adventure bike in standard trim, can match it for all round ability. Fit suitable rubber and it has the engine and chassis to bait sportbikes on mountain roads. Fit panniers, tank bag and other goodies from the power parts catalogue and traverse continents – at speed! When the road ends, you put on your big boy enduro pants and carry on. This bike ticks all the boxes and then some.
The TFT display is a huge improvement on that of the 1190R. Using bonded armour glass, it is easily read in even the brightest direct sunlight. Backlit switches on the left handlebar scroll through and select modes. Cruise control takes the pain out of open road riding. A one hand adjustable windshield allows screen height suitable for all types of riders and riding. A storage compartment for your smartphone even has a USB port to keep said phone charged.
KTM have seen fit to equip the R with a keyless fob, which when safely in your pocket allows you to start the bike by prodding a ‘race on’ button on the right handlebar. The dash comes alive with a ‘ready to race’ logo after which you prod the starter button incorporated into the ‘kill’ switch to fire up the beast. The ‘race on’ button is integrated with the steering lock and fuel cap. [There is a special ‘limp mode’ procedure to still be able start the bike and open the fuel cap if the transponder battery is flat.]
Make no mistake, this is a mans bike! 890mm seat height; 250mm of ground clearance; 23 litre fuel tank and weighing in at just over 242 kg’s fully fueled.
Having said that, we were privileged to have the Extreme Enduro Master, Chris Birch, lead the talented rider’s group. Chris rides his 1290 R in street mode (160hp) with traction off. He slides wheelies and jumps the bike like a KTM 500 dirtbike. The skill he displayed was absolutely ‘other worldly’. Chris is not a large man, yet by perfect weight placement, he rides the R with incredible ease. The limit of the KTM 1290 Super Adventure R is ultimately physics and the skill of its rider. It will be a poor workman who blames his tools!
I would like to thank Franziska Brandl and Riaan Neveling of KTM South Africa for the invitation to this launch event and KTM Austria for their awesome hospitality.
First Ride: Ducati Supersport & Supersport S
After the 939 Hypermotard and the 950 Multistrada, the Supesport is the third platform to receive Ducati 937 cc liquid cooled V-twin. We’ve tested the standard version on the road near Seville in Spain and the S during a couple of sessions on Monteblanco’s racetrack.
1973: performance is everything in the biking world, and the Ducati Supersport is the ultimate dream for bikers, who can then afford the replica of Paul Smart’s historic victory at Imola. An icon for sure.
1988: Ducati’s motorcycle range has become more diverse and a new range of Ducati Supersport air-cooled machines is launched. They are sporty but not extreme and are available in 400, 600, 620, 750, 800, 900 and 1000 cc versions.
2017: marketing has became an exact science, and the Supersport is aimed at the discerning rider who wants the Ducati DNA and looks, but does not want an extreme ride. That’s why Ducati turn the Supersport into a Panigale look-alike. That strategy seems vindicated, as the Supersport has been voted the best-looking bike at the former Milan motorcycle show.
The classic Ducati design has evolved, though: for the first time, the tank flows smoothly into the fairing, and the instrument panel is integrated in a small plastic binnacle, a tribute to supercars dashboard.
However, supercar performance is not what the 937 cc mill, more or less similar to the one known on the Hypermotard and the Multistrada, claims to deliver. Some remapping allows the Supersport to deliver its torque earlier: where the Hypermotard claims 114 hp at 9 000 rpm and 98 Nm of torque at 7 500, the Supersport is good for 113 hp at 9 250 rpm and 96,7 Nm 1 000 rpm earlier than its stablemate. Obviously power and torque figures have been designed for everyday riding rather than the race track.
Nonetheless, the electronic package is spot-on: three riding modes, three levels of ABS and eight levels of traction control. The S version adds full Öhlins suspension and a quickshifter, as well as the classy gloss white colour scheme.
Some accessories are available for both road or sport use: light touring soft cases, heated grips, a higher windscreen, a couple of performance parts (such as a billet aluminium master-cylinder and levers), carbon mudguard, and the almost-compulsory Akrapovic exhaust, which gives the bike an extra 2 % power and 9 % torque.
As the test ride started on the road, I was delighted to discover a comfy riding position, quite comparable to the Kawasaki Ninja 650. The Ducati feels as light and nimble as the mid-sized Kawasaki, and the fuel tank is even narrower. The typical Ducati sound accompanied our start and I found the engine to be relatively smooth at very low revs: 3 000 rpm in 3rd gear means 50 km/h. The “urban” riding mode reduces the power to 75 hp and the throttle response becomes extremely gentle.
Even in “sport” mode, the power delivery is smooth and quite linear throughout the power band. Sound becomes deeper once the 6 000 rpm line is passed, and although the rev limiter kicks in at 10 000 rpm, the 937 cc engine gives up at 9 500. Performance is there, though, as we managed to get 245 km/h on the speedo, in sixth and near the rev limiter. At a more reasonable speed (120 at 4 800 rpm in 6th), the Supersport is a peach. The windscreen can be manually moved in high position, 50 mm further up, and offers a bit of wind protection to the shoulders.
Sport-touring bikes are becoming rare these days. Amongst the Supersport competitors are the Honda VFR800 and the Kawasaki Z1000SX, but the Ducati will be a benchmark for the pleasure it delivers in corners, due to the awesome lightness feeling, traditional Ducati chassis feedback, and the more-than-decent Pirelli Rosso 3 tires. Yes, the power figures are nothing exceptional, but the pleasure comes from the bikes’s feel and the Ducati deserves many trips to some of the country’s great twisties.
Time to swap the base model for the S version. The 4430 meters long Monteblanco circuit seems to be designed for cars, as most of the corners are angled at 45°. However, the pit straight is reasonably long and there is an interesting section, with a fast, blind, uphill right-hand corner.
Power and ergonomics are identical for both the Supersport and the S, but the latter’s suspension is in another league: the front Marzocchi 43 mm USD fork is replaced by a Öhlins 48 mm and same applies to the rear shock. Suspension travel is the same, though: 130 mm in the front and 144 mm at the back.
Our first session on the track was not that satisfying, though. The set-up was too soft and a lot of movement occurred during the braking phase. Those brakes are interesting, by the way: as the Supersport is aimed at a wide range of riders, the initial typical Ducati “super-bite” effect is not there. However, if you push very hard, you come to realise that the braking power is really there – a bit like carbon brakes. Flat-out in the straight, with the windscreen in high position, the protection is more than decent and you can fly at over 240 km/h with no wind turbulence.
The great thing about the Öhlins shocks is that they react well to different set-up: with more compression at the front and less rebound at the back, the Supersport is more stable and pleasurable to ride. But on the track, as it’s not a proper superbike, the riding position becomes an issue, and the traction control testified that I gave the the Pirelli rubber a hard time.
However, these bikes are all about compromise: do we ask a sport-touring bike to be a good tourer AND a good track bike, or to give equal pleasure and performance in both cases at the sacrifice of record-setting lap times? The Supersport scored many points by being easy to ride in any condition while capitalizing on the desireble Ducati looks and DNA.
For more information visit: www.ducati.co.za
There is a new ‘Flasher in Town’!!
Some of you may remember my blog ‘To flash or not to flash’, which was based on my experience with re-mapping or ‘flashing’ my Yamaha Super Tenere’. The result was spectacular.
I was recently intrigued when Craig from ‘Fire it Up’ got his hands on Simon’s Triumph Thruxton – we are talking about the 900cc air-cooled Thruxton. I too have a similar Thruxton, so I was really keen to ride Simon’s bike after the ‘flashing’. Yamaha electronically govern the Super 10, so a significant power increase results from re-mapping the ECU (Electronic Control Unit). The Triumph is not governed, so how would re-mapping benefit the bike? Simon’s bike has a two-in-one, Arrow exhaust fitted, whereas mine has a pair of megaphone pipes.
Predictably, given that the design of the bike goes back a few years, the mapping was a bit ‘hit and miss’. Craig found with road and dyno testing that the bike was running way too rich in the mid-range. To maximize air flow, Dirk Du Plooy from T.D.Agencies, came to the rescue with a BMC air filter. These filters are cleanable and re-usable and flow much better than the standard item. I have used them on various bikes over the years and always been happy with the result.
Interestingly, the bike needs some riding time to optimize the remap as the Lambda sensors send information to the ECU. Riding was never a problem so I ran the Thruxton on the road and Simon spanked it around Redstar Raceway. In both worlds, the bike performed faultlessly.
So, what does this feel like through the old seat of the pants dyno? If I have to use one word to describe the difference it would be that the bike is ‘Sweeter’. The engine is significantly smoother at all rpm. The standard bike can stutter occasionally at low revs but this has now totally gone. The mid-range response is noticeably enhanced – where you would have dropped a gear to overtake with proper thrust, you now just roll it on in top gear. The bike revs cleaner and more fluently. The natural torquey nature of the engine is so much better you find yourself short shifting on a big wave of creamy torque. The top end feels about the same as on my bike but it gets there quicker.
Would I recommend having your bike ‘flashed’? Without any hesitation! In fact, I have already taken my CRF1000 Africa Twin to Craig and I can’t wait to feel how he unleashes the beast in that one. When he is done, I want him to ‘sweeten’ my Thruxton too. The improved rideability achieved without any invasive mechanical intervention is really worth every cent – give it a GO, you won’t regret it!
The recipe for optimized performance from a standard engine has always been to allow it to breath better (courtesy of the BMC filter), burn the mixture better with optimized mixture and timing, (The re-map) and get the burnt hydrocarbons out (The Arrow). All of the above create one very happy Thruxton rider!
For more info on bike tuning/flashing visit: www.fire-itup.co.za
First Ride: Suzuki GSX-R1000 2017
The superbike wars are upon us once again and this is something we should all rejoice, not because all of us are ever going to want to or be able to afford to own and ride a superbike but because it marks a resurgence of a previously declining class – in terms of sales – one that reflects the pinnacle of the motorcycle-building art.
The latest contender to throw its hat into the ring is Suzuki with its updated GSX-R1000. Suzuki is the last manufacturer to fully update their superbike and, as such, they are really under the gun to bring it up to the level of all the others.
The name of the game in 2017 is electronics and no superbike worth its salt can hope to keep up with the rest without a full suite of fancy gizmos. There are those who bemoan the fact that so much on these bikes is reined in by electronics; where can the rider make a difference, they argue? Maybe they have a point but the simple fact of the matter is that the sophisticated systems allow many more riders to get more out of the bikes than ever before without planting themselves into the scenery.
Naturally the engine is the heart of the machine but with a superbike, the chassis plays an important, if not equal, part. This really is an overall package scenario. So, where does the Suzuki sit in relation to all its rivals?
The bike hasn’t been officially launched yet in SA, although dealers are taking orders, but ZABikers.co.za was allowed a sneak preview of the new GSX-R1000 for a few too-short laps of Red Star Raceway.
First impressions are good. The bike looks neat and small and resplendent in its MotoGP-inspired livery. Some of the design details could possibly have been subject to a little more modernity of thought; the headlight, for example, is about ten years out of date in its design. Overall quality of plastics, fit and finish and paintwork is good but only time will tell if it is built to last. Only one note jarred and that was the enormous silencer fitted. While other manufacturers have managed to reduce this appendage significantly, Suzuki seems to have gone the other way. If you can afford a superbike in this day and age, maybe the prospect of a further R20,000 on an after-market silencer won’t faze you, but is it really necessary?
Superbikes are made for riding, however, and here the Suzuki shines. The engine is a work of art, giving a fantastically linear spread of power, helped in no small part but its mechanical variable valve timing that adjusts the timing as the revs rise, helping not only with mid-range but also top-end.
Opposite other variable valve timing systems, Suzuki’s setup has steel balls that work on the intake cam and move via centrifugal force to rotate the intake cam at high rpm, thus retarding the intake cam timing and allowing for more valve overlap, for more top-end power. It’s smooth and seamless.
In addition to its variable valve timing system, the GSX-R1000 engine also uses new servo-operated Suzuki Exhaust Tuning-Alpha (SET-A) butterfly valves in the header balance tubes to offer both better mid-range power and improved top-end performance.
Officially, the GSX-R1000 puts out as close to 200bhp as you’d care to argue about but we all know that official figures can be a bit misleading. However, an independent UK workshop put the Suzuki on the dyno alongside an R1 and a ZX10R and measured the Suzuki at 195bhp, the R1 at 184bhp and the ZX-10R at 181bhp. The Suzuki also had 7Nm more torque than the other two. With these figures, the Suzuki should have the upper hand.
Without putting every superbike head-to-head in a group test, it would be useless to draw too many conclusions when riding only the Suzuki at the track but, in the short time we had, it certainly felt monstrously fast, with a seemingly unending surge of power. However, it is a smooth surge, what Suzuki calls its ‘Broad Power System’, which is another way of saying that the new engine is easier to ride and, therefore not so intimidating and broadening sales appeal.
Previous GSX-R1000s have always had strong engines but they also had fairly wild chassis characteristics. The new model has a lighter, stiffer chassis that moves engine weight forward and lengthens the swing-arm without lengthening the overall wheelbase. At the drag strip, this allowed the Suzuki to make blistering full-power take-offs without lifting the front wheel, meaning that more of the acceleration could be used without the electronics chiming in and cutting power to prevent front wheel lift.
At the track, another distinguished motorcycling scribe attested to the sharper turn-in the new chassis permits when he repeatedly found himself turning in too quickly and nearly running off the track on the inside, so quickly did it turn compared to older models.
As mentioned at the beginning of this piece, a superbike is nothing these days without electronics and the Suzuki certainly has them. I could give a full description of the whole bag of tricks but, for now, I’ll content myself with the following list. There are two models – standard and ‘R’ model. We tested the standard model.
- 32-bit dual processor ECM
- Motion Track TCS (Traction Control System) has 10 intervention levels, or modes.
- Inertial Measuring Unit (IMU)—measures pitch, roll, and yaw.
- Suzuki Drive Mode Selector (S-DMS)—adapts throttle response to special conditions via three modes A, B, and C (B and C modes require more throttle grip rotation for a given torque).
- Bi-directional quick-shift system (on GSX-R1000R)—employs ignition retard to unload the gearbox during upshifts and blips the throttle during downshifts.
- Launch Control system (on GSX-R1000R)—rider can concentrate on clutch operation, reduces chance of wheelie, more consistent start.
- Suzuki Easy Start System—once you push the start button, the starter cranks the engine until it fires, without having to keep the button held in
- Low RPM Assist (LRA)— If engine revs drop during a start, this system makes snatching or stalling less likely. This is enabled through the ISC system (ISC = Idle Stepper Control), which supplies idle air to stabilize idle rpm.
- Motion Track Brake System (on GSX-R1000R)—when the IMU detects rear-wheel lift, the ABS unit immediately adjusts front brake pressure to reduce rear-wheel lift. When the front brake is applied while the motorcycle is leaned over, the ABS unit immediately optimizes front brake pressure.
- Full LCD multi-function instrument panel.
- All-LED lighting.
- Sensor suite; front-wheel speed, rear-wheel speed, crank position, gear position, throttle valve position, throttle grip position, IMU data stream.
From this list, you can see that the standard model is a little light on goodies – no quickshifter, for example, but it is still good enough to take the fight realistically to the opposition.
We’ll do a full test in the near future but, for now, this new Suzuki GSX-R1000 has whet our appetites and proved that it has the right stuff to take the fight to the opposition. It’s going to be an interesting year!
Oh, yes; price. Suzuki SA have told us that the GSX-R1000 should retail at R239,000.
Ride Review: Kawasaki Z900
When Kawasaki launched the Z800 back in 2013, it didn’t exactly set the world alight. Absolutely nothing wrong with it whatsoever, you understand. In fact, it was a lovely bike with a lot of character and a really forgiving chassis that made it a doddle to ride well.
I remember taking it to Red Star Raceway in company with an MV Agusta Brutale 800 and, while the MV felt nervous, twitchy and difficult to a track-riding novice, on the Kawasaki I felt immediately at home and much more confident.
Maybe the problem with the Z800 was that, despite its angular, insectoid looks, it was a little underwhelming. First of all, it was a naked bike, and they never do particularly well in South Africa but the main problem was bikes such as the MV; much more dramatic and exotic and, perhaps, more desirable, but only if you had the skill to get the best out of it.
So, Kawasaki have gone back to the drawing board and come up with a genius of an idea. Retro is IN at the moment. But whereas most manufacturers have gone for full-blown recreations of older bikes Kawasaki have done it a bit differently. They have taken one of their most iconic bikes and thrown the whole thing in the bin apart from the name. And, when a bike has a name like Z900, why do you need the rest of it?
So, here we have the new Kawasaki Z900. Already it sounds more interesting, with a tangible link to the past that gives it an air of glamour, even if it is seems, at first glance to be simply a larger-engined Z800.
However, delve into the specs and this is a completely different motorcycle.
Most obvious is the adoption of a steel trellis frame, reminiscent of the mighty H2, especially when painted in Kawasaki green. Then there is the engine which is actually a smaller version of the engine as found in the Z1000 and not simply an enlarged Z800 unit, which in turn was a development of the older 750cc unit. It produces a healthy 126bhp, 12 more than the Z800 and with 13Nm more torque and weighs about 25kgs less than the Z800 and 10kgs less than the Z1000.
Elsewhere mechanically, there is a slipper/assist clutch which allows for an extremely light action at the clutch lever and the lack of ride-by-wire means that there are no traction control or rider modes for the engine mapping. Suspension features rebound damping and preload adjustment at the front inverted forks, and a single horizontal shock with preload and rebound damping adjustments.
Styling of the bike follows previous Z model thinking and you either love it or hate it. Personally, I really like it; it has grown on me over the past couple of years, although I’m still not wholly convinced about the headlight styling. From the side, the seat seems very low, an impression fostered by the very tall tank shape and, in reality, the seat is very low, while the foot pegs bring the ankles up under the bum for a sporty feel. The handlebars are flat and quite low and overall the riding position gives you a comfortable, slightly attacking stance which helps with resisting high speed headwinds.
The least successful part of the re-vamp is the instrument panel. For me, the desire to be different and funky has led Kawasaki down a blind alley here, not helped by the semicircular rev counter at the top of the panel blinking distractingly in intermediate gears when the bike thinks you should be changing up for maximum efficiency. I don’t need to be told how I should be riding and there is no option to turn it off. However, if that is the only criticism, then Kawasaki have done a very good job.
So, it looks good. But does it ride well?
After riding the Yamaha MT-09 immediately before the Z900, it was interesting how here were two bikes that used completely different approaches to reach the same conclusion; a sporty, competent all-rounder that can make the daily commute so much fun while being able to hold its head high at a track day or Sunday blast along empty country roads.
The two bikes have such different characters. Where the MT-09 is gruff and full of grunt, the Z900 is turbine smooth, with a screaming top note. The chassis inspires confidence, helped by the feeling that you are really sitting ‘in’ the bike and not on it. Steering is sharp and quick, suspension is flawless and the brakes progressive and powerful. The clutch is super light and the gearbox is one of the best I’ve ever tested, the lever snicking between gears with an absolute minimum of movement; a real joy!
It was one of those bikes that kept me looking for any excuse to swing my leg over it and ride, whether it was to ride 500m to the shops or 50km just for the hell of it.
Just like the Z800, it felt safe and encouraging; perfect for the novice rider looking for his or her first big bike as well as the more experienced rider looking for something that can complement his or her skills.
South African customers will bemoan the lack of any wind protection but, really, if you are looking at spending three or four months of the year touring the country or routinely doing journeys of over 3-400kms, then you are looking at the wrong bike. If you are, however, looking for a great all-rounder that can be as much fun in town as on the open road or track, then the choice has now become even harder.
For more information visit: www.kawasaki.co.za
Ride Review: Kawasaki Z650
The Zed is back – long live the Zed. Way back in the 1970’s, Kawasaki re-wrote the original superbike rules with their legendary 903cc, 4 cylinder Z1. Back then, ‘Z’ bikes became synonymous with aggressive sports styling and strong motors. They elicited a brand loyalty bordering on the fanatical. The original, wailing ‘Green Meanie’ three cylinder two strokes were eventually replaced by the ‘Z’ range of fourstrokes. Around this time, I remember Dudley Cramond, riding the four cylinder Z650 and regularly spanking the 750 Honda’s on racetracks all over the country. A combination of agility, lightweight and strong performance resulted in excellent road and track performance.
Kawasaki has relied on a similar recipe with their newly launched Z650. Visually, this new ‘Z’ is an absolute knock-out. The minimalistic bodywork is finished in a flat pearly white, which accentuates the black and titanium coloured motor and black mag wheels. The styling ‘coupe de grace’ is delivered by the metallic green trellis frame, which uses the engine as a stressed member. Like the Versys and ER models, the exhaust of this ‘Z’, is tucked neatly under the motor. What you see is a tidy short pipe jutting out just in front of the rear wheel. Look closer and you will see a massive silencer hidden under the bike and I would not be surprised if the aftermarket pipe boys will wring their hands in glee at the prospect of lopping off a lot of weight and liberating some volume with a replacement slip-on. The bike looks fantastic from all angles – there is no doubt this Kawasaki is a stunner.
One change to the original ‘Z’ recipe is the use of a parallel twin, 8 valve engine rather than a four. The motor in fact, is similar to the proven, reliable unit from the ER6-n but the new ‘Z’ bike is a whopping 18kg lighter than its’ stablemate. With a similar power output but superior power to weight ratio, the Z650 is noticeably punchier.
The new trellis frame transmits significantly more vibration to the tank and seat. At cruising speed it is subdued but when accelerating hard through the gears, a low frequency buzz is felt in the nether regions.
I rode the bike in pouring rain and was impressed by the general composure and demeanor of the bike. A decent chassis, good riding position, fluent power delivery and good predictable ABS brakes, combine to inspire confidence despite the treacherous weather conditions I encountered. 160/60×17 rear and 120/70×17 front tyres, give a decent footprint through which to lay down 50.2 kW of power (@8000 rpm) and 65.8 Nm of torque (@6500 rpm). A positive
6-speed gearbox, allied to good fuel injection, make town riding a pleasure. The handlebars have a slight rise and are not too wide and allow the Zed to slip through traffic effortlessly.
The non-adjustable ‘right-way-up’ forks do an excellent job of combining comfort with good front-end feel. The rear shock absorber does an adequate job of balancing control and comfort. However, experienced and really discerning riders, may feel a need for an aftermarket shock with damping adjustment. The mainstream rider, for whom the bike is intended, will feel it is fine just the way it is.
The tidy instrument nacelle houses a digital speedo, rev counter, gear indictor as well as a temperature and fuel gauge. Press a dash-mounted button and you can check current and average consumption, as well as a ‘range-to-empty’ trip meter and odometer.
All-in-all, the little Zed is a competent, fun package. It has an entertaining rorty nature, it’s torquey yet with a revvy top end hit. Expect fuel consumption at around 22 km/l on average for your general ‘town and around’ riding. This gives a range of over 300 km’s on the 15l tank.
Commute in the week saving frustration, time and fuel; head out into the country at the weekend for the fresh air and wide open spaces; do a bit of trackday scratching if you will or just cruise the coffee shops with your significant ‘other’. However you choose to use it, the Zed won’t disappoint.
For more information visit: www.kawasaki.co.za
Kawasaki Z650 2019
For more information on the bike that we tested in this article, click on the link below…
Social SYM explores Mpumalanga
ADVENTURE is not determined by the size of the bike but rather the unwavering will to explore.. ANYTHING is possible on a SYM Scooter! #symscooterssa
Ride Review: Yamaha MT-09
When Yamaha debuted the MT-09 in 2013, it was clear very quickly that they had hit upon a winning formula. It looked great, was small and compact but punched way above its weight; it had a brilliant engine, went like stink and cost peanuts to buy.
It was a naked super-moto styled rocket that could make the daily commute so exciting while being able to mix it with the big boys on the weekend runs or track days. It was very nearly perfect.
Fast forward to 2017 and the next generation MT-09 is with us and, if anything, it is even more perfect. How can that be?
The heart of any bike is naturally the engine and the MT-09 was no different. In fact, it was a large part of what made the bike so special in the first place. The triple-cylinder 850cc motor pushed out 113bhp of utter brilliance; it was punchy, rorty, smooth and chock full of character.
There must have been great temptation among some Yamaha engineers to mess around with it but thankfully, they left it well alone and, for that, we have to be eternally grateful; it needed no interference. The power and torque are right on the money and it has that brilliant triple-cylinder sound track that is so addictive. It will pull smoothly from 30 km/h in top and howl its way round to the red line, somewhere north of 11,000rpm.
So, if the engine has stayed the same, what makes this version significant enough to be called the next generation?
Well, in case you might have missed it, there is the styling. What we now have here, in essence, is a baby MT-10, with all the aggressiveness that implies. Yes, the original was a good looking bike but it looked almost too polite for its devilish character. Now, however, it looks the business, with the two symmetrical lights housing four LED lights; aggressive and effective at the same time.
There are larger air intakes, aerodynamic fins under the headlights and shrouding the radiator, and further tweaks here and there to create a completely new look for the bike. It is also no coincidence that you can order the bike in the MT-10-inspired primer grey and yellow colour scheme.
At the rear, the tail is shorter and stumpier and the rear light and number plate are now on a swing-arm-mounted bracket that looks far more aggressive than before. The stance of the bike remains the same but it has a new edge of aggressiveness.
So much for the visuals; what has happened under the skin? Well, we’ve already ascertained that the engine has remained untouched but there are detail changes that all add up to make a difference. The gearbox gets an assist and slipper clutch that lightens lever load by 20% and helps prevent rear wheel lock-up when braking hard into corners.
Talking of the gearbox, there is now a quick shifter fitted for changes up through the box, although you will have to use the clutch for changing down through the box; this is something I don’t mind because any fool can change up but a smooth, blipped down change makes you feel as if you are contributing to the performance of the bike and not relying on the electronics to do all the work; it helps you feel more involved.
The electronics don’t stop there. On the left handlebar, there is a switch for the traction control – two levels – and, if you don’t turn it off completely, it will stay in the setting of your choice after you turn off the ignition, as will the rider modes, changed by a switch on the right handlebar. This gives three modes offering progressively more aggressive throttle response.
There is upgraded and fully adjustable suspension front and back. The forks now have separate damping controls, with a rebound adjuster on the right leg and a new compression adjuster on the left, plus adjustable pre-load.
The seat has been revised; it’s now flatter and slightly lower and not angled forward so much as before, making it more comfortable for longer journeys. The footpegs sit right under your bum so your knees are thrust into the tank, making for a very stable feel to the riding position which is also really sporty feeling.
Ergonomics are as good as they always were and the instrument cluster has been moved slightly nearer the rider, with no loss in visibility, although the rev counter band at the top of the digital display is almost unreadable when on the move, so small are the numbers. But this is a minor niggle.
All these are small changes but ones that help make an already good bike even better while still staying as cheap as chips. The original MT-09 came in at R109,000 which was a bargain. Four years later and the price has increased but not by as much as you would think. Today, R137,000 gets you the MT-09 and that has to be the bargain of the decade.
This is such an easy bike to like; it has character and personality, something that you don’t always get with Japanese bikes. It is unassuming in some ways but encourages you to be an absolute hooligan in others. A sporty, commuting, shopping, track day, Sunday blast type of bike. In other words, a perfect all-rounder.
The opposition have to be looking at this bike and wondering what they have to do to compete. It is that good.
Yamaha MT-09
For more information on the bike that we tested in this article, click on the link below…
