The guys from Bonafide Moto Co. invited me to One Night in the Dirt, an event aimed at people who ride modern classic motorcycles that don’t have much off-road riding experience. This was perfect for me as I do fit this criteria. All of my 10+ years of riding experience has been on Asphalt and I am a huge fan of modern classic bikes, owning a Triumph Street Twin myself.
The event was held at the iRide Training Centre, which is based at the Leeuwenkloof Farm just outside Harties. The bike of choice was a Ducati Desert Sled, unlike most modern classics, the Desert Sled comes standard with decent suspension and off-road style tyres. Perfect for the type of riding that I was going to be doing, and it had the right look for this event.
The morning of the 18th was wet and rainy. I was not surprised though, as usually the Bonafide guys get caught out in the rain at most of their events. Luckily by 9ish the rain stopped – Hooray!
The day started out with a riders briefing, where Andre (the iRide Training Coach) explained some basic off-road techniques. The importance of distributing your weight onto the outside foot-peg, was demonstrated using a tyre.
I was amazed by how much more grip there was when pressure was applied to the outside of the tyre Vs the inside. Andre also explained how to apply this technique whilst taking corners. This included standing up, positioning your head towards the direction you are wanting to turn the bike, and keeping your body, and shoulders parallel with the handle-bars.
Throughout the day we practiced these basic skills by doing a series of practical exercises. This included; riding our bikes ‘slalom style’ though cones, donuting around a cone, and a figure of eight, which was similar to the donut technique just repeated in the opposite direction. Having developed our skills we then put them to the test out on the farm, riding a mixture of single track routes with loose rocky climbs.
Oh, I did I mention the sand challenge? Something that I was not particularly looking forward to. As all my previous sand experience usually ended with me falling off the bike. On this occasion, having spent the day honing in my newly acquired off-road riding skills, I managed to conquer my sand fears, and I actually started to enjoy riding in the soft stuff.
That evening we where treated to a delicious meal. Followed by sundowners under the stars. With the campfire in full flame, we watched (with a projector and screen) a biking movie/documentary about a group of Aussies who ride across Australia on Harley’s. It was a magical evening spent with the Bonafide Moto Co. and new found friends that I had met that day. Oh, and nice touch eating popcorn out in the bush and under the stars.
We spent the night in chalets on the Leeuwenkloof farm. The following morning we awoke to an outstanding breakfast, before heading out on an outride around the Leeuwenkloof farm grounds. Over too soon we headed home around lunch time.
Overall I really enjoyed the event. Met some new friends and learnt some new skills, and now I have more confidence in the dirt than before. Thanks to the guys at Bonafide Moto Co. for such an awesome event, thanks to Ducati SA for loaning me the Desert Sled, it was definitely the right choice of bike, and thanks to Andre, what a great coach you are. I will be back for sure at the next one.
Chatting with Joe Fleming (Bonafide Moto Co.) on their future plans for One Night in the Dirt, this is what he had to say:
“We really think that training is an essential part of becoming a confident rider. Any time you can take advantage of learning new skills in a controlled environment; whether it be at a Track Day or an event like this, it really helps a tremendous amount out on the road, or on the trail. What we love (and why we created) the concept of One Night In the Dirt is that it is open to riders of all skill levels, they get trained by the instructors at iRide and throughout the day they get to partake in a great “Bonafide” experience. For this first event it was just a Basic introductory course, but at the following ones we will provide continuous education, especially for those who attended this event and want to do it again. We’ve a lot of demand for this event so we will offer this again. The next ONITD will take place in the Cape Town area sometime in the next 2-3 months. The dates aren’t locked in, but it’s happening. Here’s to the next adventure!”
One Night In The Dirt – Johannesburg from Bonafide Moto Co on Vimeo.
Joe Fleming, [email protected], 076-816-0061. You can also contact us directly on the Bonafide Moto Co Facebook and Instagram site.
Everything is now in place to get more power and torque: if the previous CB1000R was doing 125 hp at 10300 rpm and 100 Nm at 8000 rpm, the new one is now good for 145 hp at 10500 rpm and 104 Nm at 8250 rpm. Not a bad improvement, indeed. For stronger acceleration, the gearbox’s first three gears have been shortened by 7,5 % and a genuine Honda Quick-shifter can be fitted onto the bike.
Honda has also worked on a brand new exhaust (compliant to the Euro 4 regulations), and has lost 4,5 kilograms over the previous generation. Honda are particularly proud of the “deep growl” exhaust note. I’m more sceptical on that point: the exhaust note is fine but not particularly outstanding, although it revs freely and sounds sportier above 8000 rpm.
The CB follows its own path
Some genuine aluminium parts (front headlight cover, seat, grilled radiator) were fitted on our test bike and they just look great. We also had the Quick-shifter and the optional heated grips, quite useful for an early start, as this was towards the end of winter, in Spain.
Engine management is now controlled by throttle-by-wire technology, which means that the CB1000R now offers
A long-time friend
That means you really need to split hairs to find something really wrong about this new piece of machinery! Yes, the digital rev-counter is not particularly precise to read and the fuel consumption, during our (rather high-speed) test gave us a fuel reserve light after only 160 kilometres.
Anyway, I can give you even more good points: 145 hp is enough to get that naked bike speed feeling, and the new in-line four revs quite freely, with a deep sound note from 8 to 11000 rpm. The new Showa suspension gives a subtle mix of great feedback, yet real comfort (much more than its Kawasaki and Suzuki counterparts). The OEM Bridgestone S21 delivered plenty of a grip all day long, including our track sessions.
The Scout model from Indian carries a magnificent heritage. It has always been Indians’ performance model, taking the fight to Harley-Davidson. Well, nothing has changed! The Scout, in my opinion, is a real looker. My view was confirmed by all who laid eyes on it. The Bobber sports a tidy headlight cowl which adds to the muscular stance. This is further enhanced by the beautifully shaped 12,5 litre tank, the bottom of which curves gracefully to pick up the curve of the frame. “Bobbed” front and rear fenders add to the butch look. A 130/90-16 front tyre and a 150/80-16 rear keep the Indian low and purposeful.The bike is “blacked out” with the headlight cowl, frame, handlebars, mirrors, mag wheels, engine cases and exhausts all painted satin black. The cam covers and some Indian logos are highlighted in machined aluminium, making them really “pop” on the black background. The test bike was silver with quality Indian Scout badging. Stunning!
The Bobber is super stable all the way to top whack of around 200, which is really academic on a bike of this ilk. Cruising at 130 to 140 is really effortless and almost surreal in its smoothness. At the best of times naked bikes are hard work at high speed. This is even more so with cruisers fitted with forward controls. The Bobber is surprisingly comfortable for a cruiser. The handlebar bend is perfect, as is the height. The seat shape and texture is also comfy. At speeds up to 130 the bike is really pretty ok. Anyone buying a cruiser is, or should be well aware of what they are signing up for. For once, function follows form.
Handling is good. The suspension does an admirable job, in fact, [considering the paltry travel of 50mm on the rear, and only 119mm upfront], an amazing job of keeping things tidy on the road. Smooth sweeps are a pleasure to ride, with the Indian prescribing perfect parabolas from apex to apex. Tighten up the bends and the mere 29 degrees of lean angle frustrates as the foot pegs ground out. This is the frustration common to almost all cruisers. Modern suspension technology allows robust riding which quickly overwhelms the available ground clearance. You soon learn to temper your enthusiasm to suitable levels, but it does somewhat put a damper on cornering proceedings. I must applaud Indian on how well damped the suspension is. Bumpy roads are bearable due to the quality of the damping, despite there being no adjustment to preload or damping. Two up riding could present some challenges to the standard suspension however.
I recently had another ride on KTM’s magnificent 1290 R. Incredible bike, however aspects of the bike got me thinking. I am re-reading ‘ Zen and the art of motorcycle maintenance’, the all time classic by Robert Persig. By his own admission the book has nothing to do with Eastern religion, or, for that matter, motorcycle maintenance. What it is, is a philosophical look at quality. Persig does a tour with his son on the pillion of his Honda 305. Riding along are a friend and his wife on a BMW R60. As he rides he thinks around the impact of technology on modern life. This is in the late 1960’s mind you! His buddy abhors technology, and bought the BMW because ‘you don’t have to fiddle with it’. He just wants to follow the instructions in the owners manual, which were pretty basic in 1960, and expects the bike to perform faultlessly.
Amsterdam is a amazing city to visit, but it’s not about to top anyone’s list of hot motorcycling destinations. Crazy inner city traffic makes it easier to get around by train, tram or foot, and once you venture outside the city, the roads are flat and straight. Then there’s that winter snow…
111 000 hours of human work, 60 people being involved full time in the R&D department, 604 800 kilometres of intensive dyno testing and more than 900 000 kilometres spent testing on the open road: when KTM creates a new machine, they put all their means into reaching their goals.
Brand new content
With 105 hp at 9000 rpm and 87 Nm at 8000 rpm, the LC8 engine delivers good power for a 800 cm3 twin, although the naked mid-size segment is settled by some strong competition, in the likes of the Ducati Monster 821 (109 hp), the Kawasaki Z900 (125 hp), the Suzuki GSX-S 750 (114 hp), the Yamaha MT-09 (115 hp), the Triumph Street Triple 765 (123 hp) and the Aprilia Shiver 900 (95 hp). Quite busy, isn’t it?
KTM has made a very modern engine, indeed. Forged pistons, horizontally split crankcase (a first in KTM’s engine history), double overhead camshaft, a crank pin offset of 75 degrees, two balancer shafts, DLC coating nearly everywhere and an air-box located under the seat: all of that contributes to make the 790 Duke so nimble.
The chassis is also brand new. KTM has gone from the typical trellis frame to a tubular steel frame to a combination where the engine is topped by a tubular steel section completed by an aluminium rear sub-frame.
Tyres come from a little-known brand in the street bike market: they are the Maxxis SuperMaxx ST, which where developed on the 790 Duke.
That’s not all: we are in 2018 and this is modern times. The 790 Duke provides, by far, the most comprehensive electronic package of its segment. Cornering ABS, traction control, wheelie control, riding mode (Rain, Street, Sport and Track), motor slip regulation: the KTM 790 Duke has all it needs to combine safety and fun.
There is a lean angle sensor unit that provides safety under wet or tricky conditions. When you activate the Supermoto mode, this disables the rear ABS, so you can slide your rear wheel into a corner whilst keeping some safety with the front end.
Let’s put it frankly: the KTM 790 Duke is certainly one of the most agile bike of its class. Take a corner. Many corners. Some fast, some slow, some with an apex that you’ll have to guess while being in action. It doesn’t matter the speed or the radius, the 790 Duke eats them all, even when you have to ride with a bit of improvisation. The 790 Duke, is the kind of bike that gives you instant confidence and ease. A couple of kilometres is like you’ve known each other forever. Just look into a corner and you are there already.
The 790 Duke makes you smile under your helmet. The engine pulls strongly, although always with soft manners, with smooth power delivery at low revs (you can cruise at 50 km/h in 4th gear without vibrations) and a decent power band between 6 and 10 000 rpm. We had the chance to ride stock standard versions and some equipped with the optional Akrapovič exhaust. The Slovenian accessory sounds better at stand still, however, the standard pipe sounds better whist riding, it has a deeper and more metallic note.
Ready to race, really?
So far, this test has proven a new strong entrant in the naked bike class. Light and fun, the KTM 790 Duke may not be the biggest, the fastest or the most impressive thing you can buy, but the overall package is a extremely appealing, especially if you consider the sharp lines and the state-of-the-art electronic package.
The other good news of this first ride test relies in the engine potential: it will be inside the forthcoming (planned for early 2019) 790 Adventure – this will be a gem to ride, I’m sure.
The original 1988 Honda Africa Twin was a real game changer, as it put an end to the single-cylinder trail bike era and it took three years for Yamaha to replicate with the XTZ 750 Super Ténéré.
The 2016 Honda Africa Twin was too another game changer. As big DS bikes were heading to a 150 hp plus path, Honda preferred to stick to a “real life, practical, human-sized” machine. That was a truly smart move, as the Africa Twin went straight to the hearts of all the bikers begging for the return of a “proper-dual-sport” bike, which was versatile, fun, and not too intimidating. Success was there, as the Africa Twin has sold over 51000 units worldwide in less than two years, with 45% of the owners choosing the DCT gearbox.
The family is getting better
The first – and main – version has ride-by-wire. Bye bye old throttle cable; the Africa Twin is becoming more electronic. The by-wire throttle gives Honda a chance to refine the bike’s riders assistance: there are now four rider modes, Tour, Urban, Gravel plus a User mode, where you can choose over 3 power delivery modes, 3 engine braking modes and 7 traction control settings (TC can be disconnected too). 
Foot-pegs are also larger, for better off-road ergonomics. Indicators now have a self-cancelling function, and activate briefly as a warning during emergency braking.
On the engine, a new balancer shaft and a revised exhaust (2 chambers and 4 litres instead of 4,6 litres and 3 chambers) give a deeper exhaust note and an easier revving engine. A new battery is also part of the MY18 package: it’s 2,3 kilos lighter and supposed to last four times longer.
The bash plate and crash bars are a genuine invitation to Baviaanskloof on a rainy day! The windscreen is 80 mm taller (but somehow narrower on its basis), the fuel tank is bigger (24,2 litres instead of 18,8 litres), the seat is new and the heated grips are also standard on the Adventure Sports. There is a 6 kilograms increase, making the standard gearbox at 243 kilos and the DCT 10 kilos more, which is not that much if you consider the difference in specifications between the two versions.
Talking about the seat, here is a small warning: instead of the 850/870 mm Africa Twin offering, the Adventure Sports reaches a tall 900/920 mm. The good news is you’ll also benefit from longer suspension travel (252 mm instead of 230 mm for the front fork; 240 mm instead of 220 for the rear shock) and a better ground clearance (270 mm instead of 250).
But with a 900 mm plus height, a figure that is normally in the league of proper enduro machines, plus a wider tank, the Adventure Sports will require its owner to have the proper body shape… and the proper leg size!
Once on your way, the windscreen protection could have been a bit better (there is some turbulence if you wear an off-road helmet), but the agility, despite the size and mass of the bike, is just awesome. You can eat twisties all day long like scrambled eggs at breakfast and there is no effort required to get into corners or even change line. The front fork dives a bit under hard braking, like most of the good old trail bikes.
On the gravel road, the standing riding position is also better than on the standard Africa Twin, as the handlebar has been raised by 32,5 mm and is also now 6,5 mm closer. On gravel, high-speed stability and suspension efficiency is spot-on.
Conclusion
At a purchase price around R165 000 the Suzuki is quite frankly in a class of it’s own. All you need for serious gravel travel is serrated off-road pegs, a bash-plate and crash-bars. Panniers and top-box are available as factory options from Suzuki. For one moment just engage your brain! You could buy yourself the incredibly competent DL 1000, silence your buddies chirps after the first proper ride, and still have a huge amount of ammo left in your bank account. Enough to fund your next year’s worth of adventure travelling. The bike averaged 5,7l/h on a tank used with gusto in the dirt, on road and two up. Typical real world consumption. The 20l tank giving decent range. The V-Strom has a decal on the front which reads ‘Sports, Adventure, Tourer’. They could not have stated it better.
Morocco. Winter. Snowy Atlas mountain foothills, a fleet of brand new 2018 Triumph Tiger 800 XCa’s, some tents in which to sleep, everything is just fine, as we were promised a genuine adventure experience – except it has been raining a lot.
When there is a combination of gravel, potholes, dodging goats, and water on the road, now that is just perfect to test a proper dual sport bike. Touring bikes start to feel so heavy and agile naked machines behave awkwardly, the dual sport doesn’t give a s**t, and the happy biker continues his trip, smiling under his helmet.
A brand new 5 inch TFT colour instrument display with up to 12 different screens, illuminated backlit switchgear and a 5-position joystick control, as well as up to 6 riding modes for the high-spec versions. The XCa and XRt also feature cruise control, as well as heated handgrips and seat, including for the pillion… First class comfort, indeed.
Lower first gear
The torque curve is nearly as flat as Table Mountain: from 2500 to 9000 rpm, there is always more than 70 Nm of torque. That translates into a rather linear, yet always-consistent engine. On the poorly surfaced Morocco B-roads, it did not really matter to exit a corner in 3rd or 4th gear, as the traction is strong and the throttle response just felt perfect. Unlike its bigger sibling the Tiger 1200, the 800 does not offer an quick shifter, even in the top-spec versions; same applies with the Arrow exhaust.
The main technical change resides in the gearbox, with a first gear ratio lowered by 12%. Triumph wanted to enhance the Tiger’s off-road abilities, as well as giving more oomph when accelerating in first gear.
For off-road use, I’d love to see the handlebars a bit higher and the rear-brake pedal a bit lower: nothing major, just a centimetre or two. Besides that, the off-road session was an absolute joy, thanks firstly to the smooth engine response combined with perfect fuelling.
There is an extra riding mode on the XCa: Off-Road Pro, which disconnects all safety aids. The traction control is free, as well as the ABS; it’s still possible to get into the menu and activate a bit of ABS on the front wheel for safety issues, though.
The XCa is also a great mile-eater. The 5-position adjustable windscreen offers proper wind protection, the heated grips are efficient (with an outside temp of 5°C, the 1 out of 3 setting was sufficient) and the engine provides effortless cruising (5800 rpm at 130 km/h in 6th, with a 10500 rpm red line). On board computer values tend to reveal a rather frugal motorcycle, with an average of 4,7 l/100 after our road test, and 5,65 l/100 during the off-road session. The 19 litres fuel tank will then provide a proper range.
On the rather frantic b-roads, the Tiger’s agility was also a great asset. One downside was the brakes: the Brembo callipers do the job, but with no particular finesse in terms of feeling.
The Tiger 800 XCa scores in every department: it’s a perfect commuter, a proper long-distance tourer and has some really decent off-road abilities. On top of that, it’s surely the most high-tech bike in its class, with comfort and safety features which will be quite hard to match. Add the charm and the sound of a great in-line three engine, and you’ll get a combo that is hard to beat.
Oubaai, the Ernie Els golf estate development at Herolds Bay, just outside George, was the scene of the official launch of the G 310 GS. Anything with the suffix ‘GS’ seems to elicit a fair amount of interest amongst the motorcycling fraternity. Off road, or back road touring on a light nimble bike can be huge fun, so I too was keen to sample Bee Emms little GS. We were briefed on the bike over pre-dinner drinks. To quote the BMW brass: the GS is built for ‘everyday adventures’ involving ‘light off-road’. The other phrase used was ‘spontaneous adventure’. In anticipation for the next day’s ride, we turned in early after a great dinner with the usual motorcycle banter around the table.
An early breakfast was followed by a route briefing, and then we set off on a wonderfully scenic route that had a bit of everything. Cruising into George we started up Outeniqua pass then turned onto Montague pass. This pass is a must for anyone touring around this area, a winding dirt road meanders over the Outeniqua mountains to deposit you in the small Karoo. We stopped at the top to admire the spectacular scenery and allow any stragglers to catch up. This was the first opportunity to test the dirt worthiness of the little Beemer. Despite plush suspension, the GS handled the pass with aplomb. The front fork topped out audibly over little jumps, but neither end bottomed out under my 80 odd kg weight. Some riders who habitually scoff a few more pies may find things a little soft though.
After a tar section blast enjoyed by all, we got onto a real typical karoo dirt highway and gave the little beasts their heads. I saw 138 kph on the digital clock with the bike feeling, for the most part, rock steady. On some big undulating hoops I did bottom the back shock, which was due to a combination of speed and inertia. Back on the tar, we stopped to lash some coffee and illegally good carrot cake before strafing the billiard smooth constant radius bends on Outeniqua pass. The tiny GS is huge fun in this environment. A stable chassis and light weight combine to allow enthusiastic corner carving, aided and abetted by a willing and torquey little mill.
Cruising through George, on our way to our lunch stop in Wilderness, the GS showed its urban prowess. The same qualities that make it fun in the mountains make it a doddle in town. The gearbox likes precise shifts and sometimes baulks when shifting under power. The motor uses its 25 Kw to good effect and has no trouble relegating traffic to the rear view mirrors. 28 Nm of twisting power at 7500 rpm allow you to not haemorrhage too much speed on the hills. Using backroads strewn with sand on narrow blacktop, the bike is almost motard like in its flickability. Riding slow bikes fast remains a total hoot!
After lunch we rode through town and then traversed country roads to Herolds Bay for some pics. With our sea vista thirst slaked, we made our way up the hill to Oubaai to clean up for our flight back to the big smoke. An hour and a half delay (due to bad weather) allowed a lot of time for reflection on a great days riding. The suspension is non adjustable yet perfectly adequate for most likely owners. Taller riders will be comfortable with the seat height, which can adjust from 835mm down to 820mm. Shorter riders still have the option of the regular lower G 310 R if they are happy to stick to the tar. Excellent fuel consumption allows silly distances on the 11 litre tank. ABS is standard and can be switched off, however, having said that, we left ours on for the duration of the ride with absolutely no issues. The G 310 GS retails at a very competitive R79 650 and is available in red, black, and white highlighted with BMW Motorsport colours – this is my favourite!
So, what’s this baby GS about then? Some have commented online that it is not a GS at all. After all, it even wears mag wheels and not spokes. Well, when a bike only weighs 164 odd kays, then mags will manage ‘light off-road’ riding (that it’s actually designed for) just fine.. Ok? In Europe large GS models are often specced with mags. Fact is, South African riders tend to do things with GS’S that were never quite part of the design brief. So, understand that the G 310 GS was not created to tame Dakar, but rather to conquer the urban sprawl, even if that means doing some dirt. Mark my words, sooner or later someone is going to do some totally hectic ride on this tiny Beemer and silence all the naysayers, in Ewan and Charlie fashion. Why? Because they will understand that the adventure is in the rider and not the bike. It is just that the GS version will make it that wee bit easier.
Thanks to BMW Motorrad for a really pleasant and enjoyable launch. Get yourself down to your local BMW dealer and take a skwizz at Bee Emms newest addition and take it for a trundle. It is good to remind yourself why you started riding in the first place, and the fun to be had on a light responsive bike. Buy one ‘for your missus’, nudge ,nudge wink wink, and pinch it to use in town and around, keeping the big GS for the serious stuff. You may just get hooked and plan a tiddler tour!
Highway Queen
The bike promises to be fast, for sure, with a 210 hp (Ram Air figures) claimed, and a sleek aero design. However, it has nothing much in common with the standard H2, apart from a 998 cc engine, the same amount of power, and a supercharger.
The H2 provides a raw and thrilling riding experience as well, and demonstrates once again, Kawasaki’s leadership in the production of high-performance and emotional bikes, a trend started long ago with the 900 Z1 and the ZX 750 Turbo.
The compression ratio goes up from 8,5 to 11,2:1 and Kawasaki claim 25% better fuel efficiency. With a 19 litres fuel tank, Kawasaki claims a more than 300 km fuel range. Our test reveals that you’ll have to stick to the speed limit to reach that target and you’ll have to refuel much more often if you are addicted to the supercharged power.
There are a lot of modifications in the chassis department too. The subframe is different, to handle a pillion and luggage (the optional 28 litres panniers are made by Givi, and Kawasaki said they have been extensively tested to the maximum speed on German highways without any issue). The payload is now 195 kilograms instead of 105 kilograms on the single-seater H2. Although the main trellis frame looks the same, the tube has grown from a 22,2 mm section to a stronger 28,6 mm. Hence, the H2 SX is 18 kilos heavier than the H2 (but remains 9 kilos lighter than a ZZR 1400).
Nowadays, a modern motorcycle is nothing without a comprehensive electronic package. The H2 SX has it all. A Bosch IMU unit manages traction control, wheelie control and launch control. There are three power modes delivering 50, 75 and 100 % of the engine capabilities. Cornering ABS and engine brake control are there, as well as the second cruise control in Kawasaki history, after the one fitted on the VN 1700 Voyager. The cruise control can be activated to maintain speeds of up to 200 km/h. A bit slow to cruise on the 250 km/h section of the N14 near Pofadder, perhaps?
On the SE version (the green one, as the standard H2 SX only comes in black) there is also a new color TFT instrument panel with plenty of information and two display modes (touring and sport), cruise control as well as cornering light and a quick shifter up & down (not the smoothest on the market, but it does the job, though).
While cruising gently on the city’s boulevards, the H2 SX is wonderfully smooth. Smooth riding position (less leaned forward than on the ZZR 1400), smooth controls, smooth gearbox (with a neutral now easy to find), and a smooth engine, able to do 50 km/h in top gear at below 2000 rpm: a great commuter, by the way. So, the beast is tamed, but the beast is still there: engage the launch control to discover it. Will you dare to keep the throttle wide open to realize the perfect start and trust the electronics, keeping the revs around 6500 rpm?
We had the chance to test the system on the Estoril 985 m long pit straight. Now it’s up to you to release the clutch and let the supercharged power kick your ass. And it does. The traction control combined with the wheelie control struggle to keep the front wheel on the ground and the acceleration is just ballistic. The lower gear ratio’s are not as long as standard superbikes and that makes the acceleration just even more impressive. There is not much time to read the digital speedo. I can see 254 km/h near the rev limiter in fifth before gearing up to sixth, and I apply the radial brakes at over 280 km/h at the end of the main straight. I can feel the 260 kilos weight, but the brakes remain impressive and it is unlikely that you will take them to the limit on the open road.
The open road is also where the H2 SX SE will demonstrate its unique personality. The suspension setting is a bit on the touring side and the overall level of comfort is just impressive, although the head and hands wind protection could have been a tad better.
The H2 SX SE hits a new mark for a simple reason: besides its unprecedented level of safety and electronics, it delivers new sensations. With the supercharger, enjoy a “1.4 liter level of torque” with a “superbike free-revving engine” in the intermediate gears. Touring has never been so much fun.
The motor’s gone untouched, so the Desert Sled runs with the same 803 cc, air cooled Desmodromic L-twin power plant as the Icon-good for a claimed 73 hp of power and 67 Nm of torque. You get the same six speed box, wet plate clutch and fuel injection too, and the whole thing is Euro 4 compliant.
Then there’s the actual frame, which has extra bracing to stop the Desert Sled from rattling to bits on rougher terrain. And the suspension’s had a boost too: the upside down front forks have been upgraded from 41 mm to 46 mm units, with 200 mm of travel (50 mm more than the Icon), and compression and rebound adjustment. The remote reservoir Kayaba rear shock is adjustable for preload and rebound, with the same travel as the front end. It’s hooked up to an aluminium swing arm too.
During my time with the Desert Sled I made sure to treat it like I would any dual-sport bike-in other words, I rode it wherever I could. So I racked up miles in the city, on the highway, through some twisty mountain passes and on a few unpaved backroads.
The riding position is equally great when you get up out of the saddle. Never once did I pine for handlebar risers, or feel like I was standing too far back or forward. Ducati styled the 13.5 l tank after the Ducati Scrambler of the 60s, and as a happy side effect it’s extremely slim between your knees. That makes it much easier to move the bike around under you when you head into the dirt, whether you’re sitting or standing. It makes the bike feel nimble too, despite its listed curb weight-so scooting around town and darting through traffic is a breeze.
When Ducati first released the Scrambler Icon, many lamented the throttle’s snatchiness, but it’s been vastly improved now. It’s still a little rough around the edges, but overall it’s predictable and usable. I was especially chuffed with how well I could modulate the gas while crawling over tricky terrain. And by how forgiving the transmission and motor were, when I found myself in the wrong gear. Cycling through the Sled’s six gears is a cinch, with a clutch that’s light enough not to tucker you out.
But it’s when you hit the dirt that the Desert Sled becomes a revelation. It’s not that it’s an exceptional dirt bike, it’s just that you don’t expect it to be that compliant. On most gravel roads it tracks smoothly and predictably. When the surface gets looser, you can feel the bike start to squirm and weave a bit-but it’s still manageable. And the fact that you can adjust the suspension is great-it lets you fine tune the Desert Sled to your body weight, riding style and preferred road surface.
What’s more, it’s put together well enough that it didn’t feel like it was shaking apart from the abuse. The only thing that had me nervous was the prospect of dropping it-at R171 000 in red, or R175 000 in white or black, it’s not a bike you really want to knock around. Dings are sure to be costly-unless you’re happy to file them under ‘adds character.’
Because you are reading this article on the ZA Bikers website we can safely assume you are a Biker Person. This is important because we have a problem: our industry is shrinking. Globally motorcycle sales are under pressure and, although some markets aren’t feeling this, our market has been particularly hard-hit. There are many reasons for this and this would be a topic all on its own. We can talk for hours about the pricing and import duties, and the mindset that motorcycles are toys, luxuries, non-essentials for most bikers out there and are the first things to be sold when trying to tighten the financial belt. There is also the factor that pure commuting on 2 wheels is not a mainstream principle, with 4 wheels being the majority’s choice and the occasional dodging and weaving seen dawn and dusk by the occasional superbike and GS.
The pit straight at Valencia MotoGP racetrack is only 876 meters, that doesn’t prevent the new Ducati Panigale V4 S reaching a speed of over 280 km/h. The pit straight is just swallowed in a few seconds, you enter the straight after corner 14, (called Adrian Campos) in second gear, at over 185 km/h, third gear is good for 235 km/h, fourth for 260 km/h and the acceleration seems endless – how is that possible?
With a brand new 90° V4 engine thats inspired by MotoGP technology, Ducati aims at nothing less than being the class leader in the Superbike category. The Panigale V4 offers the best power to weight ratio (1,10 hp per kilo), with a capacity of 1103 cm3, the V4 delivers 214 hp at 13000 rpm and 124 Nm of torque at 10000 rpm (with a very flat curve from 9 to 12000 rpm), while revving up to 14500 rpm. The Ducati Quick Shifter, works both up and down and helps to sustain strong acceleration.
Corner one at the Valencia MotoGP racetrack is full of rubber marks, one of which was ‘signed’ by Marc Marquez himself when he lost the front chasing his fourth world title at over 150 km/h. This environment was perfect for testing the Panigale V4 S!
With the Panigale V4, Ducati literally brings MotoGP technology to the streets and to the racetracks. And this is not just a marketing ploy, like that of the Dakar winner Peugeot 3008 pretending to be the same as your brother-in-law’s Diesel-powered 3008!
Rider safety has been taken very seriously by the Ducati team. There are three riding modes; Race, Sport, and Street. In the latter mode, 214 hp is delivered with a ride-by-wire softened response. There is also, an ABS EVO braking system, which allows some slide under braking, in case of strong deceleration with a slide angle between 0 to 35°.
Launch control (DPL), ensures lightning-fast starts, letting the rider focus only on releasing the clutch. Once set, the rider simply engages the first gear and opens the throttle. Wheelie control (DWC EVO), this system, using Bosch 6D IMU information, ensures wheelie control to obtain top acceleration performance in a smooth, safe manner. The DWC EVO detects the occurrence and extent of wheelies to control them with a higher level of precision, ensuring a more accurate response to rider input.
Traction control (DTC EVO), which includes a power-slide model. And last but not least, a engine-braking management system (EBC EVO), which has been developed to help riders optimise vehicle stability under extreme turn-in conditions. The only thing missing is a pit-lane speed limiter! All the above are very easy to manage and select via the left hand push buttons.
Any similarity is gone once on board. The 5’’ TFT instrument panel is brand new and proves itself to be very easy to read. The riding position is similar to the V2, with a 830 mm seat height and a narrow fuel tank (part of which goes under the seat), thanks to a V4 engine which is only 2.2 kilos heavier than the V2 (at 64,9 kg), whilst being 28 mm shorter and 38 mm lower than the V2.
The Ducati V4 has a sound of its own; more discrete than an Aprilia RSV4, less raucous than a CrossPlane Yamaha R1, it’s proper! A symphony made in Bologna.
I started in “Sport” mode, as I wanted to tame the beast progressively. As the pace increased, there was a bit of suspension movement but not too much. There was nothing wrong with the steering damper and the high-speed stability: they are both spot on. The quality of the electronics make you almost forget that they are there. They certainly make this powerful machine easier to ride and deliver its hefty 214 hp to the tar.
We also had the chance to ride the Panigale S with the Ducati Performance pack which had different engine mapping. An Akrapovic exhaust does not only deliver a divine note, it helps the V4 to generate 226 hp and 135 Nm to an ecstatic rider! Coming with a pair of Pirelli Diablo Supercorsa SC1 slick tyres, it gave us the opportunity to taste the full potential of the Panigale V4, and it’s just brilliant! The slick tyres worked better than the brand new Superdiablo Corsa “road” tyres in that under strong acceleration the bike remained solid, and the rear shock worked perfectly. The agility remains fantastic, as the weight dropped from 195 to 188 kilos – track-day fanatics take note!
The weight distribution has also evolved from the 1098, which had a perfect 50/50 ratio. The Panigale 1299 S moved to 47 % (back) / 53 % (front), and the Panigale V4 is now at 45,5 % (back) / 54,5 % (front). A sharper front end does not translate into a lack of grip, thanks to the new rear Pirelli Diablo Supercorsa, with a 4,5 mm larger foot print and it’s 200/60 x 17 size. A longer swingarm (600 mm), a longer wheelbase (1469 mm compared to the V2) and all the electronic gizmos.
While pushing harder and harder on the track, you can see the traction control lights flicker (in orange, on the TFT panel up at the left side), you can barely feel it nor hear it, as it’s extremely subtle and does not give you the feeling of interrupting acceleration at all.
Another one of the V4’s great assets comes in the braking department. Brembo has given its latest generation device, called Stylema, and it’s 700 grams lighter compared to the M50 previous generation (while being even more rigid).
To conclude…
OK, so it is likely to be pricey? If you consider it as a Ferrari 488 GTB on two wheels, then maybe not really…
I have recently been side-lined from the heaven of riding motorcycles. Unfortunately a car decided to turn in front of me: the bike didn’t survive, and I luckily did. While I am still in recovery from a couple of surgeries and new metal bits, I get to watch other riders and dream about riding again, one day, as soon as possible.
Any conversation about modern BMW boxers is going to be dominated by the R 1200 GS. It makes sense: the GS is BMW’s best selling model, especially in the primo dual-sport market that is South Africa.
Don’t get me wrong – I love the GS. It’s powerful, comfortable all day and can take to the dirt when it needs to. But if that last criteria isn’t a deal breaker for you, the R 1200 R is, in some ways, a better motorcycle.
But unlike its dirtier big brother, the R is a pure roadster-and a damn fine looking one at that. The older air-and-oil cooled R 1200 R (and its predecessor, the R 1150 R) had an aesthetic that was more functional than emotive. But the new generation R is muscular and aggressive, sharing DNA with the jaw-dropping Roadster Concept that preceded its launch.
I’m riding a 2016 model in these shots, but not much has changed in the last couple of years other than graphics. And not much needs to either-the style, tech and performance in the R 1200 R are still very much contemporary. Details like the exposed tubular steel frame, razor-sharp tail section and belly pan, and the diamond-shaped headlight are all signs that the R came to party. The only bit I don’t like is the exhaust; it’s a chunky, chromed eyesore on a bike that deserves better.
BMW did well with the roadster’s ergonomics too. It’s compact and low, with a manageable seat height and a narrow profile. The riser bars, seat and pegs are right where you want them for maximum control and comfort. The dash is big and clear, with an analogue speedo on the left and more digital info that I can list on the right.
On the bars, you’ll find BMW’s typical switch layout, which is easy enough to operate despite the bevy of functions available. (You even get a dial on the left side that allows you to control BMW’s Navigator GPS, should you fit it.) What you won’t find is a keyed ignition-the BMW R 1200 R works with a keyless fob, and switches on via a chunky ignition button just in front of the bars.
There’s another big change up front: BMW have ditched their traditional Telever front suspension, equipping the R with a beefy set of 45mm upside-down forks instead. Power is still delivered by BMW’s gorgeous Paralever single-sided swing arm. The R rolls on a pair of handsome alloy wheels (17×3.50 at the front and 17×5.50 at the back), with Brembo braking all round and twin 320mm discs up front.
So does it ride as good as it looks? Oh yes-there’s hardly a nit to pick with the R 1200 R’s engine package. Just like every other ‘LC’ boxer in the line-up, the fuelling is smooth, the throttle is predictable, and flicking through gears is effortless. The R loves to be revved, and the sound and feeling of that big twin spooling up as you breeze through the rev range is half the fun of riding it.
In the city the R is quick off the mark, and manageable enough to hustle from robot to robot, thanks to its light clutch. This is where the various electronic aids come in handy: I found myself with both the engine map and ESA in ‘Road’ mode while puttering around town or negotiating traffic. It put the 1200 into a better mannered mood, without killing off any of the motor’s liveliness. Rain mode was a bit more passive, and though I didn’t hit any actual rain I reckon it’s a shoo-in for wet roads, or even for beginner riders.
Out in the countryside though, I quickly switched everything over to ‘Dynamic’ and let loose. Cape Town and its surrounds are a fantastic test environment for motorcycles, and the R 1200 R blew my mind on every one of my favourite roads. I could flick it through corners all day without it ever getting bent out of shape, then eat miles quickly to get to the next mountain pass.
The twin Brembo anchors up front would shave off speed without fuss, and the ABS was effective without being intrusive. Plus the boxer motor’s ability to pull hard from anywhere in the rev range came in handy a few times.
So while the R 1200 R is an extremely refined motorcycle with a rider aids package that’s bursting at the seems, it’s far from being sterile or boring. What it is, is versatile: if you’re a novice, you can put it in one of the gentler ride modes and hone your skills; if you’re experienced, it’ll reward you without making you work too hard.
I’m confident that it’d do just fine as an occasional tourer, but I want it for what it is: a gnarly roadster for tearing up the city in the week, and the mountains on the weekend. And if my wife ever let me near our bank account, I’d be in serious danger of actually buying one.
While the rest of the motorcycling world is strutting about, showing off their new-found ‘retro’ chic, the people at Harley Davidson must be looking at each other and wondering what all the fuss is about, telling themselves that they have been making ‘retro’ bikes since their inception in 1903!
Does surface glitter and heritage make a good motorcycle? Well, that’s a bit more complicated. Here we have to examine the typical Harley Davidson customer. Do they want cutting edge technology? No. Do they want ultimate performance? No. Do they want a sharp handling package? No. Do they want bags of style and that name on the tank? Yes and they don’t mind what they give up to get it.
And then there is the issue of the pillion. It is possibly the most uncomfortable and downright dangerous pillion seat that has ever been conceived by man. It slopes backwards and, due to the forward positioning of the pillion foot pegs, you can’t brace yourself and constantly slide off the rear, unless you get very familiar with the rider. But still you are constantly fighting to stay on the seat. Rather don’t put a pillion seat on if it is going to be that dangerous.
Back then, big capacity trail bikes were very capable and efficient, but slightly boring to ride on the road. 
A X-Diavel engine
85% of the torque is already available at 3500 rpm. At 5500 rpm, the Multistrada 1260 has 18% more torque than the Multistrada 1200. Above 4000 rpm, there is no big dual-sport bike with more torque than the Multistrada 1260!
Another great asset is the up & down quick shifter, which is now fitted as standard on the Multistrada 1260. It’s not only fun to use; it’s also extremely efficient, and during our test on the Canary Islands mountain roads, where we spent most of our time in 2nd and 3rd gear, I quickly dispensed with using the clutch, even when down-changing to 1st gear in some of the tight hairpins.
A very wide range of capabilities
Hardcore riders will be able to use the TFT dials to access and fine tune chassis set up. For an aggressive riding style the suspension works best set at the “hardest” setting, and the pre-load needs to be adjusted too. Even in that configuration, the front end lacks a slight bit of feedback. The rear shock, managed by the electronic suspension SkyHook Evo, can be a bit too soft in rebound, giving the bike a bit of movement mid corner.
The amount of power, the real ease with which it turns, the neutral riding position, the great brakes and grip from the Pirelli Scorpion II tires: so, as the pace gets faster and faster you end up expecting the same feedback as a proper sport bike. Hardcore dual sport riders will find some relief in the Pikes Peak version of the Multistrada 1260.
During our ride, we recorded 6.6l/100 km on the compute – enough for a 300 km plus fuel range. This was with some seriously spirited riding. The Multistrada 1260 does not pretend to be a cross-country traveller, the Multistrada Enduro and Enduro Pro remain in the range, although they stick to the 1200 engine.
But for one afternoon in early December, their activities spill out of their front door, as half of Barron Street is shut down for the annual Garage Built Show. A massive moto-themed street party—the only one of its kind in Cape Town—the Garage Built Show is an amplification of what the WMC is all about.
I get roped in each year to curate the custom bike exhibition—one of the core features of the show. So I get a unique look at what goes on behind the scenes too. In the days leading up to the event, the WMC crew is tasked with pulling off a small miracle; transforming their warehouse-style workshop into a festival-friendly space.
This year—the show’s fourth—eleven unique custom motorcycles dominated the WMC’s main floor. There were bikes from pro and garage builders, spanning multiple styles, marques and ages. Highlights included a brand new Royal Enfield with heaps of hand-shaped bodywork, a burly Harley-Davidson Sportster, and an 80s-model Suzuki GS450 that was built entirely at the WMC by one of its members.
Alongside the bikes, photography and illustrations from multiple photographers and artists lined the wall. WMC resident Greasers Garage and Cape Bike Tyre were on hand to show off their wares to the public, with the latter hosting a tyre changing contest. And in one corner, WMC members completed a live custom bike build in front of scores of curious eyes.
Outside, headline show sponsor Motul had their full range of products on display. They also ran demos throughout the day, treating a Honda CX500 café racer to various cleans and polishes. Fellow sponsors Harley-Davidson Cape Town brought down some of their latest models, and hosted a special custom Harley parking area. Also on hand were Deus Africa, Journeymen and local bicycle company Rook Cycles, who held a track stand contest throughout the day.
Visitors were fed tasty pork neck and chicken burgers by Tailgate Foods, and hot dogs from Baguette Sandwiches. Tribe Coffee handled caffeine-related refreshments, Red Bull ran a fully licensed bar, and Striped Horse kept the liquid gold flowing.
Local vinyl ninjas Roastin’ Records kept heads bobbing all day long with their eclectic choice in tunes—ranging from blues and classic rock, to hip-hop.
While the main custom display was happening inside the WMC’s building, the street outside showed equal creativity with designated parking for anyone arriving on a custom motorcycle. Eyes shifted and necks bent as bikes rolled in one-by-one, filtering their way through the crowd.
Judging at the Garage Built Show is a casual affair each year, with a panel of judges each picking their favourite motorcycle, and the people picking a ‘People’s Choice’ winner for the day. Motul picked Stoos Customs’ off-the-wall Harley-Davidson Sportster as their winner, while I (Rather be Riding) opted for Johnston Moto’s awe-inspiring Paris-Dakar style BMW R80G/S. Greasers Garage gave Barry Ashmole (The Garage) the nod for his Enfield, finished mere hours before the show. Ian Ketterer at BlackSilver Customs bagged an honourable mention, for his 81 BMW R100RT.
Outside, Harley-Davidson picked their favourite bike from their own parking lot—a beautifully maintained 1942 Flathead. Devin was tasked with choosing his favourite custom bike from the parking lot as the official Woodstock Moto Co. pick, and settled on a slick Honda CB café racer that nearly didn’t make it there on the day. As for the people, they voted via Facebook, crowing Leo van Staden the winner with his classy 1975 Honda CB400F Supersport café racer.
Leo walked away with a brand new Bell Helmet for his efforts. The full pool of prizes for winners included goodies from Motul, Harley-Davidson, WMC, Timber City, Deus and Dirasi. But for the winners, it was less about the prizes, and more about the kudos for the hard graft they’d put in.
And they weren’t the only ones smiling. Just about everyone wandering around the show looked like they were having a good time—whether they came there by motorcycle or not. That easy-going, inclusive vibe is what makes the Garage Built Show an excellent way to spend a Saturday afternoon.
To find out, I’ve been working my way through the range. At the European Softail launch, I squeezed in saddle time on the Fat Bob, Street Bob, Breakout and Heritage Classic. Back on home soil, I grabbed the keys to this guy—the 2018 Harley-Davidson Softail Fat Boy.
That’s because Harley have put a new-school spin on an old-school look. Yes, there’s a fair helping of chrome, but a lot of it is ‘satin chrome’—a brushed finish that’s gorgeous to both the eye and the touch. That’s complemented by an assortment of polished metal, and yes, some blacked-out, parts.
The other big visual hit comes from those gigantic, machined aluminium ‘Lakester’ wheels. The wheels measure 18”, with a 240 out back and a whopping 160 up front—the largest front wheel Harley’s ever put on a stock bike. Harley calls it a ‘steamroller stance,’ and there’s no denying that the Fat Boy has serious presence. Even the broad fenders look great—especially out back where the rear light is integrated into the indicators, leaving the tail smooth.
But on the Fat Boy, that improved handling is held back by those steamroller wheels. It’s not that it won’t turn, it’s just that it needs a little encouragement (and a lot of body English) to do so at any sort of pace. And at 304kg dry, it’s also one of the heaviest of the new models, making slower manoeuvres just as much of a chore.
The cockpit is refreshingly neat, with all of the wiring—and the new Softail ride-by-wire throttle—hidden inside the bars. You’ll find the speedo down on the tank, and while I’m not usually a fan of looking down for info, I can’t imagine it any way. It’s also a really well-designed unit, combining an analogue speed readout with a digital display that includes fuel level, gear position and all the regular info. Nice details abound—like the drilled tank ‘strap’ and the chunky bar clamps.
You can get the Fat Boy in either a 107 (1 745cc) or a 114 (1 868cc). My test unit was a 114, and pulled like a freight train with 155Nm of torque on hand. Kudos to H-D for improving the rest of the performance package too; like the fuelling, which is much smoother than before. The new torque-assist clutch is a treat, and won’t leave you with a tired left hand. Each gear still responds with a solid click as you move through the box, but I can’t fault the feel (and I can actually find neutral, unlike on previous models).
Harley-Davidson’s design philosophy is “form follows function, but both report to emotion.” On the Fat Boy, that emotion refers to the classic Harley aesthetic that it evokes. I lost track of how many thumbs up, approving nods and ‘nice bikes’ I got during my time with it.
There is a real move to retro bikes. Hence, for quite a long time, the market has been full of machines which could claim some historical heritage and some genuine posing value, while propped on their side-stands in front of a trendy pub. Truth is, many are slow with below average riding qualities. This is not the case with the Z 900 RS.
The old-style dashboard keeps the same max speed indication as the original Z1 (240 km/h), and the centre parts of the dials looks exactly the same. However, a large digital screen sits in between and shows many features such as a fuel gauge, a gear indicator, traction control level, as well as air temperature, fuel range, and average + instant fuel consumption.
Everything is easy to access thanks to a left hand button. With no fly-by-wire throttle, the Z 900 RS cannot offer any riding modes to follow the current trend. That does not really matter anyway, as the lovely engine characteristics all but render such wizardry redundant.
Aside the obvious overall design, the styling department went very far indeed, to pay homage to the original Z 1. The painting looks the part, although, in the old times, they used a bit of arsenic powder to get that sparkling effect. Environmental laws became strict, but modern technologies allowed Kawasaki to keep the same colour attitude. The seat strap is fixed by a part that has the same plate and the same crosshead screw as before. If Kawasaki never considered a four pipes exhaust for weight and cost reasons, they studied 20 prototypes (
Besides the green Café version, the Z 900 RS will be available in three colours – matt green, black and orange/brown, so you should find one that suits your tastes.
All of this changes the riding experience. Between the Z and the RS, the peak power difference is easy to notice as the retro-bike does not have the engine revving freely to the red line with a deep intake sound. The RS is more linear between 7 and 10000 rpm but below 7000 rpm, it offers more power and torque than its “modern” naked sibling.
If we all admit that an average Z 900 RS fan is looking for more everyday life riding pleasure rather than a succession of thrilling acceleration, then the RS scores a big mark. In real life, while gently cruising on the Mediterranean coast south of Barcelona or winding through a variety of mountain roads, the amount of usable power is always a source of great fun. The inline four pulls strongly from low revs and the acceleration is always very consistent. A great engine then and definitely on par with the bike’s spirit and the Z1 heritage.
I was positively surprised by the overall level of comfort on this bike, which has never been one of the Z family’s qualities. The riding position is very neutral, with handlebars higher and closer to the rider than on the Zed. The bike has smooth controls and an assisted clutch. The seat is great, with a small step which aids comfort while cruising and when pushing hard. Great news also comes from the suspensions department with a 41mm upside-down front fork (travel: 120mm) and a single-shock rear absorber (travel: 140mm). They are both very well mannered and decently damped. They are even a bit soft, but not wallowy in any way and the good chassis provides comfort and riding pleasure. Unlike the Z 900, the RS version features radial front brakes, the radial brakes are set in the same way: good braking power but no brutal initial byte.
All that gives the 900 RS a dual personality. Easy to ride (once in action, the 215 kilograms just disappear) and absolutely neutral bike to handle, which should appeal to the urban commuter or for the beginner rider. But, different to many retro-bikes, the Z 900 RS can also handle a higher pace and still deliver lots of fun with much more ground clearance than a Honda CB 1100 RS; more mechanical character than a BMW R nineT and more agility than a Triumph Thruxton, which can be seen as the RS’s natural competition. While pushing harder and harder, the only downsides will come from a riding position that is too upright, which minimises loading the front end and the riders movement on the bike. But then, if that is what you want, you start to exit the Z 900 RS’s design parameters and purpose.
In conclusion… 
After a tasty breakfast, and rundown on the Bagger by the BMW brass, we kitted up and chose a bike to ride on the first leg of a 300k ride. I claimed the R1200R for the first leg. What a beautifully torquey and refined and balanced motorcycle this is! I cannot help thinking that with a little bit of wind protection, the R1200R would make a way better choice than a GS for riders who never venture off road. The conventional front forks give excellent feedback. I love this bike.
Next up I hopped on the F800 GS. This GS is now starting to show it’s age. The motor is vibey at revs, and the steering is vague. This was exacerbated by the fact that it was shod with TKC 80 knobbly tyres. Opposition brand offerings have caught and passed the 800 GS on most fronts. I do know that a replacement is under development. Watch this space.
Wow! Now for the Bagger. I rode this beauty up Longtom pass to the cannon site. It is inconceivable that something this big can feel so light and, dare I say it, almost nimble. 118Kw and 170Nm of torque delivered in a silky smooth six cylinder fashion, make for an intoxicating ride. The decent ground clearance allows the fun to continue in the twisties too. Impressive!
Going from the Gor’Blimey to the ridiculous, I jumped from the Bagger mothership, onto the impish G 310 R. As the pass tightened up the little 310 absolutely railed through the turns. On big bikes like the Bagger, the riding sensation becomes muted. You know there are wheels down there somewhere but almost ride on faith rather than feel. On the littlest Beemer it is the exact opposite. It is totally engaging to ride! First of all it punches way above it’s weight, performance wise. Secondly, it corners so fiercely that every bike in front of you in the tight stuff becomes a moving chicane. More fun than a bag of monkeys on the right road.
The R9T Urban GS is the street scrambler of the R9T range. Styled like the original R80 GS it is a charming blast from the past. As with the whole R9T range, the bike sports the venerable 81Kw air/oil cooled motor from the previous GS range. It is a lovely mill, with plenty of power and torque in this application. The bike is taught and really pleasant to ride. I dig it.
Once again I climbed from a naked bike onto the super tourer K1600 GTL. As competent as the Bagger, but with a back perch that will satisfy the most fastidious passenger, the GTL will waft over vast distances in serene comfort. Once again, not as engaging as smaller lighter offerings, but a magnificent horse for the super touring course. The same 6 Cylinder mill as the Bagger raises refinement to amazing levels.
What can I say about the R1200 GS that hasn’t already been said? In RALLYE guise it is meant to be the most dirt worthy GS. We only rode on tar, but the bumpy tight road out of Pilgrim’s Rest reminded me of what an accomplished performer the GS is on damn near any road. Little wonder they sell as well as they do. Mr. Do-it-all.
The S1000R is an absolute weapon! Faster than a fast thing, with a chassis to match, and ALL the electronics needed to control the beast. You will not find a better naked sport bike. You may favour another engine configuration or whatever, but you will not find a BETTER bike, period!
My next ride, after a scrumptious lunch, was on one of the most beautiful Bee Em’s of all time. Certainly if you were around bikes in the 70’s. Yes, you guessed it, the R9T Racer. Stunning in BMW Motorsport livery, the Racer is a feast for the eye balls. Unfortunately riding it is another story. If you have legs like Danny De Vito and the arms of an orangutan, then you will be comfortable. The riding position is seriously uncompromising. The Germans will be the first to tell you that form should follow function. It is a Racer after all! The faster you ride it , the better it gets. The Racer loves long sweeps taken at speed, then all is forgiven. I f your neck and wrists take too much strain just stop and gaze at it. It makes the pain bearable.
Practicality has never been more exciting than on the S1000 XR. Put a decent fairing and comfy seat on a S1000 R and you come up with a truly practical super bike that can do it all. You sometimes find yourself looking for another gear. The motor, like that of the S1000R, feels busy, even when it is loafing along. The fact that there is such abundant power, at almost any revs, supports the feeling of needing to hook another gear.
The S1000 XR carried me back to the airport, and the conclusion of a wonderful days riding. As fortune would have it, the weather was absolutely perfect. A bit like baby bears porridge, not too hot and not too cold, just right! The range of BMW bikes that we rode emphasized how incredibly this manufacturer has progressed in recent years. They truly have a bike for all seasons. Not just any old bike either, but bikes that reflect the thorough design and build quality that are synonymous with BMW. No matter what your fancy, there is a motorcycle with the familiar blue and white roundel on it that virtually guarantees rider satisfaction. Pop down to your local BMW dealer and see for yourself. You will not be disappointed!
The medium rise handlebars have a trick looking stainless steel slotted brace and sport colour coded wind deflectors cum handguards. The front indicators are mounted unobtrusively below the handguards. The windshield is adjusted via two knurled knobs, which, once loosened, allow manual raising or lowering of the screen. Simple and effective.
The motor hangs from the steel trellis frame as a stressed member. An aluminium swing arm, finished in a classy flat black, suspends a handsome black mag wheel. Once again, as with a number of their engines, Yamaha use a stacked gearbox tucked in behind the motor. The result is a lovely narrow motor and sleek motorcycle.
Instrumentation is digital and comprehensive. Average and current consumption, fuel gauge, odo, trip meters, air and engine temperatures, gear indicator, the lot. Brakes are twin discs up front with a single rear. Suffice to say there is plenty of power and good feel. ABS lurks in the background for when your talent runs out.
Specifications
Yellow submarine:
The yellow was part of the Monster range until the end of the 2004 and for some, the yellow scheme has been missed for about 13 years: well, not any more, the ‘yellow submarine’ is back – welcome back! I should tell you though, that the yellow scheme is not the only way to recognise the 2018 Ducati Monster 821, as red and black are also offered in the colour chart, but for me, it has to be YELLOW!
Other new features: 
Second: a new seat and tail cover – slimmer than before.
Third: a new exhaust, thanks to the Euro4 regulations.
Four: a new dashboard, which is now a full TFT colour tablet, including some useful information from a fuel gauge and a gear indicator.
Six: the new fuel tank hinge, which is like the one fitted on the old Monster!
Seven: the new up & down quick shifter, although it’s an optional fitment.
The eight point is more difficult to spot: the engine has suffered a little bit due to the Euro4 regulations, shrinking from 112 hp to 109 hp (at 9250 rpm) and from 91 to 88 Nm of torque (at 7750 rpm). 
Still perfectly balanced:
We did not ride in a touring fashion, so it’s hard for me to say how the 821 will fare. However, the bike has a really good feel to it; is light (188 kg dry, 206 kg full); narrow (the fuel tank has lost one litre at 16,5); has a torquey engine; the riding position is slightly leaned over the front (enough to face the wind but not to put more pressure on the wrists) and the new foot pegs are (at last!), much more comfortable. I can see myself enjoying the Monster 821 on the Blyde River Canyon roads, although, while pushing harder, I could handle an adjustable front fork, because as it is, it’s slightly unbalanced being much softer than the rear shock. The Brembo radial M4-32 callipers do not prevent the sometimes brutal initial byte but is probably fine for a large cross section of potential riders.
Summary:
So, when Yamaha told me that they were introducing a smaller version of the T-Max, called the X-Max 300, I was extremely keen to get my hands on one to see if the smaller sibling could be as equally surprising.
What immediately got my attention was the build quality of the X-Max 300. I had dropped off the new 2017 Tracer 700, which costs around twice the price of the X-Max and right away when climbing aboard the X-Max 300, I could feel the same build quality and that no short-cuts had been made by Yamaha in making this entry level commuter.
The headlights and taillights are both LED and have been derived from the same DNA as the top of the range T-Max; they have a distinguished, high-tech look, which I really like.
Other stand-out features include; a ‘Smart Key’, keyless ignition system and a 12V outlet so you can charge your cell phone whilst on the go.
The X-Max 300 comes with a powerful and efficient new 300cc, 4-stroke, liquid-cooled SOHC 4-valve engine. Power is just under 28 bhp at 7250 rpm with torque clocking in at 29 Nm at 5750rpm. In and around town the X-Max is such a blast to ride. It’s light-weight and nimble and this makes cutting through the traffic very easy.
The X-Max 300 is also very comfortable. It has a couple of feet position options, the first giving you a more sit up and beg position and the other a laid-back cruising style. Both screen and handlebar positions are adjustable, the screen can be moved up and down by 50mm and the bars can be moved closer by 20mm. I did not need to make any adjustments to the demo model as the set-up was perfect for me. However, taller riders should check this out before buying, as I feel they might feel crammed-in on the X-Max 300.
Braking power is supplied by a 267mm front disc and 240mm rear disc, and ABS is fitted standard. Being critical, the front brake could do with a bit more power, but it’s certainly not bad. When using both brakes together, as they should be used, then braking is much better and I can say, they feel nicely balanced.
The price tag for a Yamaha X-Max 300 is R69, 960, which is great value for money!
Specifications
As it happened, Gary knew a bit about carbon fibre. He was running a company called ProCarbon who made aftermarket bits and bobs for superbikes. The performance of the lightweight carbon Dymags left such an impression on him that, upon returning to SA he started to plot and scheme in true “Skunkworks” fashion. The Council for Scientific and Industrial Research had developed some state of the art carbon fibre technology for military application. Notably the airframe for the cutting edge Rooivalk attack helicopter. Gary applied this technology with a few ideas of his own and the rest as they say “is history”.
OK, so that is obviously a massive over simplification! Around this point the other half of the BST success story arrived on the scene. Terry Annecke, an ex IBM Systems Engineer and then Marketing Director of Microsoft S A, was looking for a new challenge and fresh stimulation. With Gary’s technical skill and Terry’s business and marketing acumen BST took off. Gary developed a technique whereby the wheels were assembled from pre- cut carbon sheets, moulded in two halves using special silicone inserts to keep the spokes hollow and then baked in big “oven bags” for 4-5 hours at 125 degrees C. The oven is also pressurized to 6 bar.
Lest you think that sounds simple, consider this. The sheets of carbon fibre are imported from the U K. To maintain the integrity of the materials the sheets are packed in dry ice for the trip. BST keep the sheets of carbon fibre in a huge cold room at a constant -20 degrees C. In order to keep the particular resins happy the sheets are warmed to 0 degrees C daily. Bloody hell! Each wheel is made from around 130-180 carbon components, laser cut for each application. The hubs are machined in house from billet aluminium. The latest wheels are 100% carbon and can shave between 40 to 60% off the weight of a normal mag wheel. This equates to the equivalent of a 5 hp gain on your typical super bike. The handling improvement is huge! Turn in is improved and braking significantly better. All this without compromising the bike in any way, as with engine modifications. Bikes with less power benefit even more because they have to get their wheels turning and the weight of the rims is a major factor as the engine tries to get them rolling. The same applies to braking. Cyclists understand the benefits of light wheels because they are the engine!
Last but not least is the fact that BST’s look spectacular. The finish is on another level entirely. The clear coat is an UV screen that will last for 50 years. If you are really serious about extracting the best performance from your bike then lightweight wheels are a must. It is not only the performance gain, but the enhanced “feel” of the bike and the way it rides. Interestingly enough BST”s are gaining huge traction with cruiser riders, both for the way they feel as well as the way they look.
BST are recognized as world leaders in motorcycle carbon fibre applications. Apart from Ducati, for whom they build wheels and swing arms, KTM RC8 fuel tanks and all the Confederate Wraith suspension components are built by them too. They are building supercar wheels too, for cars like the Ariel Atom. The German authorities have approved BST for road use too. This is testimony to the strength and durability built into this incredible product.
I 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.
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.
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).
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.
From that test, we’ve noticed two strong points and one more average:
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.
Specifications
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).
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.
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.
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.
Specifications
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 
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.
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
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.
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: 
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!!
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.
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!
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.
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?
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.
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.
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.
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.
Also announced were the two women (Linda Steyn and Ezelda van Jaarsveld) who secured their place for the International GS Trophy Female Team 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.”
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?
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”.