The highway is congested, so I scan ahead only to see more cars and more clutter. I smile in my helmet, because none of this matters right now. I twist the throttle and listen to one of the best exhaust notes in the business. The smiles just widens….

My thoughts go back a few minutes to the showroom where I took delivery of the Aprilia RSV4, one of Italy’s latest weapons in the formidable war for top honours in the Superbike battle. This Italian beauty caught my eye the minute I walked inside. Looking at the R300k price tag, I can understand why the sales manager seemed a bit nervous, handing the keys to someone he had just met.

After the main features and functionality were explained, we agreed to do a road based test rather than join the army of reviews that have taken to the race track for answers. This approach suited me, as I have often asked myself the question; “how relevant are sports bikes in the modern road environment?”

Truth be known, and despite this motorcycles’ stellar track credentials, most owners will be using them for the odd commute to work, and escaping life on Sunday mornings to a favourite breakfast run venue for like minded conversation and sharing. Showing off on this Italian steed happens without much effort. There were times that I felt almost embarrased by the amount of attention generated.

I ended up engaging with so many people just because of this phenomenon. People from all walks of life showed interest and admiration for what they saw. It is very hard to ignore an exotic super vehicle, be that on four wheels or two, especially if said vehicle also happens to be Italian!

After a few days of trekking around in the urban scene, I decided it was time to take this beauty on the open road. Nowhere better than Hartbeespoort dam, the most famous and popular breakfast venue in all of the Gauteng region. I chose this route specifically because it would test rider and bike more so than most other public spaces. To enhance the experience, I decided on an early start. I wanted to make sure that I get as much feedback as possible to satisfy my curious mind and off course, enjoy this opportunity to the max.

It was bitterly cold when I straddled the RSV4 in the still dark hours of the winters morning. Daylight was a while away, which made traversing this portion of road quite an event. I harbour the old fashioned belief that a journalist needs to make certain sacrifices to get the best experiences, and of course, the best story.

I was pleasantly surprised by the quality of the light beam that spread out before me as I negotiated bumps, potholes, slow traffic and the like. This further enhances an argument that these bikes are road bikes, first and foremost.

It is worth noting that the RSV4 differs quite a bit to most other sports motorcycles in the seating arrangement. Despite being one of the smallest supers I have ridden, I find it extremely tall in the saddle.

I immediately noticed that you sit “on” the bike, rather than “in” the bike. This makes moving around on the seat quite easy, an attribute which I welcomed, as body positioning is a critical factor if one wants to get the most from your superbiking experience.

Another positive observation is how plush the suspension felt in the first third of the suspension stroke. This helps in filtering the small road irregularities, which in turn, assists in maintaining control. This is a trend that I find more and more on modern day superbikes. Gone are the days of “double vision” harshness found on most suspension setups. Well done Aprilia.

And then there is the 65 degree V4 engine. This was the game changer for me. In my years of circuit racing and track days, I experienced time and time again, that the amount of horsepower on tap, was subject to the usability of that horsepower. Over the years, I was able to bully riders on much more powerful bikes, because the bike I was on, despite a speed deficit, inspired confidence in the way it generated and delivered its power.

This is the case with the Aprilia. Whilst not the most powerful superbike on offer today, it is certainly one of the most tracktable and reassuring. The power delivery resembles that of a big twin, rather than a screaming V-four. Perhaps I am somewhat biased as I had the most enjoyable battles of my race career aboard big twins.

I enjoyed the way the engine reacted to the subtler throttle inputs. The fuelling was spot on, and it was really easy fine tuning the delivery with my right hand. All the while the exhaust note is simply seductive and intoxicating. I would ride around all day, just to have the sound of this bike massage my ears and senses.

In conclusion, the question remains; “how relevant are sports bikes in the modern road environment?” Well here’s the thing.

Exotic motorcycles have captivated the imagination for ages. The superbike battle has intensified in the last few years, with more and more offerings deserving attention and respect.

Most who are able to afford these steeds, have attained a degree of financial security and affluence. They will purchase such an exotic vehicle simply for the allure of owning one of the best sports bikes money can buy. Very few of these bikes will see prolonged action on the racetracks. Most will be paraded to key locations, and bring smiles to the faces of owners and admirers alike. This makes a compelling argument for the existence and ownership of such machines. Sometimes you want something simply because you want it. How boring would life be if it was all about function without passion? In the case of the Aprilia RSV4, many will argue that beauty and desire are a function all on their own. Those few who have the means to explore the qualities of this bike, will not be disappointed.

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

In recent years Triumph’s Tiger range has been dominated by it’s dual sport bikes. The 1050 Sport has kind of got lost in the wood work. Around 2016 the 1050 got a makeover. The motor got upgraded with over 100 changes. It is fair to say that it really is a new motor. The 1050 Triple churns out 126 hp @7000 rpm and 78,1 Ft Lbs of torque @ 9475. These figures almost suggest a peaky motor, given that the peak torque is made at higher revs than the horsepower.

On the road this is not the case at all. Triumph have endowed the 1050 with slightly lower gearing, and the combination of gearing and power curves create a motor that is creamy smooth and willing, right through the rev range. It will toddle along at 70 kph in top gear without complaint, yet howl to redline with gay abandon.

The tar Tiger looks sweet, to my eye anyway. Svelte body work creates a waspish image, with broad shoulders and a narrow waist. It has an almost mega motard look, with suspension that is 20mm longer at both ends compared to the Speed Triple. This look is emphasised by hand guards on wide bars that would not be out of place on a dual sport bike. They are actually really practical, as they keep winter chill off your hands.

The single sided swing arm, 120/70 ZR17 Front wheel with 180/55 ZR17 rear, mounted  on handsome mags, look really cool. The seat is at a highish 830mm. Speaking of seat, it is a pleasant place to chill while you belt out the k’s.

Passenger accommodation is equally proper. You sit in this bike, with legs comfortably straddling the 20 litre tank. The exhaust is a three into one, with the tailpipe exiting high on the right hand side. Like it’s siblings, it makes the most marvellous sonorous three cylinder music.

A subdued burble off idle , rising to a turbine like crescendo at redline. Lovely! Clutch action is super light and smooth, making negotiating traffic a doddle. At 218 kg’s dry, the Tiger is not light, but not really overly porky either. The 4 pot Nissin callipers, allied to 320 mm rotors, provide plenty of feel and stopping power, easily taming the Tiger’s lusty performance. Believe me, the performance is particularly lusty!.

The screen is adjusted for height by hand. Triumph say that this can be done on the fly, and yes, it can, however it requires a bit of fancy hand work. I would recommend stopping to make height adjustments. The screen , together with a couple of wind deflectors on the fairing, do a great job at keeping the cockpit in smooth air.

This is really a bike that can do it all, on tar that is. The benefit of the extra suspension travel makes the ride plush and compliant, even over really crappy surfaces. The ride quality does come at the cost of Speed Triple steering sharpness, but given the Sports Touring nature of the bike, I think they have got it spot on. On a bumpy road, like Long Tom pass, you may well give a sport bike a torrid time, as the Tiger Sport will not be upset by bumps on your chosen line.

The Showa shock and forks are wonderfully damped and sprung, resulting in a sublime ride. Bikes are about form and function. Ideally they look good, and in the perfect world they would work well too. In reality, there is often a compromise. Cruisers are an example of this. They look oh so cool, with their low-slung, laid back look. Unfortunately that also means minimal suspension travel  and feet that are in front of your body. This means that not only do they not do bumps well, but you can also not lift yourself out of the saddle to ride the bump. As alluded to earlier, the 1050 Tiger handles really well, but lacks sport bike accuracy. A sport bike on the other hand, is pin sharp, but generally hard and uncomfortable.

Egos sometimes demand that we “look the part”, and we buy bikes that are not ideal for everyday, real world riding. BMW’s venerable GS has managed the sweet spot really well. Not perfect at any one thing, but damn good overall. The Triumph Tiger 1050 Sport falls firmly in this catergory. With it’s accommodating ergonomics, comfort, wind protection, decent tank size, supple suspension and soulful engine it is close to perfect for all round motorcycling.

I, personally, love the fact that the bike is not over-endowed with electronic trickery. Three engine modes, [Sport, road and rain ], ABS, Traction control and cruise control. One of the guys at Triumph said, “perhaps it should have a TFT Display dash”. Why? If it isn’t broke don’t flippen’ fix it!

The 1050 has everything it needs to be efficient and safe. Leave it at that. Enter into an electronic peeing contest, and you pile on cost and complexity, with no improvement in how the bike works. It’s time we realized that new, or different, doesn’t necessarily mean better. On the contrary, it brings another aspect of reliability to the table.

So, do I like Triumphs tar Tiger? Youbetcha! It is what I call an “honest” motorcycle. No-one who buys one will have a second of buyers remorse. On the contrary, they may just sport the smug smile of someone who has hit the mother lode. At a price of just over R160,000, it is a huge amount of bike for your money. Go sling a leg over one and see for yourself.

For more information visit: www.triumph-motorcycles.co.za

Designed to get the best out of city traffic, the Jet 14 is a high-wheeled scooter that stands out for its aggressive yet elegant design. It is ideal for those looking for practical, every day transport, and who want to stand out from the crowd.

Just like its SYM siblings, it always seemed to be the centre of attention. The Jet 14 has striking double LED head lights, and an attractive rear light with “3D-design”. Check the detail in the styling, and you will notice the imitation carbon fibre on the exhaust heat shield, and other body panels, giving the SYM Jet 14 a really sporty look.

The telescopic forks, combined with the twin rear shock absorbers, give a firm, yet comfortable ride, even when negotiating less than perfect surfaces. Thanks to the 14 inch rims, this scooter handles the tightest, and most congested streets, with ease. The mirrors are excellent, easy to position, and provide good rear vision, eliminating blind spots.

Lightweight and particularly manoeuvrable, the Jet 14 shows its muscle with its air-cooled 168.9 cc single-cylinder 4-stroke engine. A twist of the throttle easily gets rid of chaotic city traffic. Vibrations are minimal, and then only at Idle. Once she’s rolling, all is super smooth.

The SYM Jet 14 does not only ride well, but it stops well, with both front and rear hydraulic powered disc brakes. The rear brake in particular, is phenomenal. It could be due to SYM using a braided hose, instead of running the conventional brake lines found on most scooters.

A helmet can be stored in the compartment under the saddle. There is also a compartment located directly in front of the seat, with a lock, allowing you to safely store your Smart phone or small luggage. Underneath the seat, SYM has cleverly placed an engine lock switch. (kill switch) Leaving your scooter parked, has never been safer.

I did have a clumsy moment when taking my helmet out of the storage compartment. I accidentally flicked the kill switch, and after several minutes of trying to start the scooter, I figured it out. The wide, well shaped saddle, makes it easy to transport a passenger, as well as being very comfortable on long journeys. There is also a bag hook in front of the rider for your Woolies shopping.

The Jet 14’s clocks layout is simple to read, with the analogue fuel gauge on the left, analogue speedometer in the centre, and on the right you find the digital rev counter, trip meter and a clock displaying the time. As for fuel economy, the SYM Jet 14 does a great job. With a 7.5L fuel tank, I managed to get 213.2km before running out of fuel. [28k/l] Small capacity Scooters aren’t meant for highway use, yet I spent roughly 200km on the highway and realised the SYM Jet 14 can do it, albeit at its own pace. The screen on the Jet 14 works well in town, but on the open roads it is a bit lacking. With a top speed of 110km/h, and a rev limit of 10 000rpm, the Jet 14 sits comfortably at 90km/h, [at 7 000rpm] and could do 100km/h all day long. Early morning peak hour traffic seldom does over 80km/h, so highway commuting, whilst not ideal, is possible.

1 of 11

Practically speaking the little SYM is a revelation. Priced at under R23000, you get incredible bang for your buck. Go and price bicycles, then you will realize what a bargain this classy SYM is. This is a real freedom machine. Traffic snarl ups, fuel prices, and general twist and go ease of use, make the Jet 14 the weapon of choice for the savvy city dweller. I find myself questioning why I don’t have one for city use to save my big bikes. It will literally pay for itself with fuel, tyre and service savings on the big chaps. Wise up South Africa! Take your cue from the Europeans and join the SYM freedom revolution! Jet 14, you little revolutionary, Che’ Guevara would be proud of you!

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

(Photography by: Julio Moreira).

SYM JET 14 200

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

Meeting the local importer of Zontes, I cannot help but get excited about its introduction to the South African market.

Enter Jaco van der Merwe, entrepreneur and established business owner from the North of Pretoria. Jaco has been an active, passionate player in the local motorcycling industry for many moons now. It is his knowledge and interaction with the Chinese import market that endeared him to the top brass at Zontes as far back as 2007. This relationship strengthened with time to the point, in 2015, where they offered, he accepted, and the end result is that Zontes Motorcycles then became available in South Africa.

One look at the new Zontes ZT310-R, and you see a motorcycle that is both unique and very modern. The features packed into this young gun put some way more expensive motorcycles to shame.

Your R 63 950 buys you Keyless entry, ABS Brakes, Electrically accessible fuel cap, LED headlight, LED driving lights, Auto-lock steering, Upside down front suspension, cast swingarm and a decent level of finish.

Zontes has clearly aimed this bike at the smart phone generation; well informed, stand out youth that have a very clear picture of what they want from life. Youngsters that expect fresh, new, unique and capable ways of stamping individuality in an ever more conforming society.

The features, ride quality and dashing, modern styling drew attention and curiosity wherever I travelled, parked and paraded this newcomer. I had some very interesting, knowledgeable conversations with many an interested party. It always bodes well for a brand when the reaction is this positive from the potential market place.

Riding the Zontes

I am no stranger to smaller capacity motorcycles. Being a daily commuter, I have long since realized the virtues of this class of travel. My curiosity got the better of me to see how this young ‘un would hold up, once introduced to rigorous, demanding local traffic conditions. Man, was I surprised!

The 30 Nm of torque, backed up by 26 KW of power on tap, propelled this 312cc motorcycle with alacrity, providing flexible power that had me holding my own in most conditions. This is a huge plus and helps cement the argument for smaller capacity, more economic, fuss free and zippy commuting. Fuel economy, as tested was about 24km/L.

The sharp handling was backed up by adequate front stoppers. What surprised me was the good stopping power from the rear that made low speed manoeuvrability in confined spaces a walk in the park. The fuel injection is a bit snatchy at low speeds, but becomes less apparent when the pace picks up. The rear suspension was also a trifle harsh and adjusted to the firmer side of the spectrum. The setup was most likely tuned for two-up riding. A highlight was the very smooth gearbox.

A frequently asked question was about cruising capability. South Africa has much better traffic flow and open spaces than this motorcycle’s country of origin. Would the designers and engineers have factored this in? Would that have been on their priority list for winning over the western market? The answer is certainly yes on all counts. This puppy cruises happily at 120km/h, the rev counter showing about 7 500rpm at this point. Indicated speeds of over 150km/h were seen sitting upright, terrain allowing. The rev limiter is somewhere in the region of 10 000rpm. The Zontes delivers flexible power with very little vibration, which is fairly uncommon in this segment of single cylinder motorcycles. The willingness of the local importer for us to test and review this motorcycle should have been a dead giveaway that he knew something that we were yet to find out.

Down to the serious questions. Parts availability and back-up service are both key components in the decision making process for any buyer, especially for the South-African market. Jaco assures us that the parts holding on local soil is huge and that locally unavailable parts can be sourced from the Chinese mother company within 2 to 3 weeks. This aspect will be key in Zontes’ local success. Strangely, most of these motorcycles are currently sold in the Western Cape. There are registered Zontes dealers as far afield as George, Knysna, Plettenberg Bay, Oudtshoorn, Vredenburg and all along the West Coast.

In summary, this offering is a fresh new look and feel for the South African market. I cannot help but get the impression that this motorcycle is well positioned to fulfil the needs and demands of its target market. Zontes has clearly researched and studied the western way and seems to want to embrace that, rather than win Westerners over to the Oriental way of thought. That is probably the single factor that impressed me the most. The philosophy and execution seems sound and relevant. I personally hope to see many of these motorcycles gracing the streets of our ever growing metros.

The Chieftain Dark Horse is Indian’s player in the Bagger space. As you can deduct from the name “Bagger”, bikes of this ilk come with panniers, or “Bags” if you will, and are designed for touring duty. Indian equip the Dark Horse with a handlebar mounted fairing to complete the long distance picture. This is most definitely a plains animal. It can, at a push, do the commuting thing, but in truth, this is not what it’s designers had in mind. Cast your gaze over the sweeping lines of this bike and you get taken aback by the sheer bulk of it. The fairing sweeps around the wide bars giving really good wind and weather protection. It is capped by an electrically height adjusted screen activated by a toggle on the right hand switch assembly, where the cruise control also lives. The front fender, with its trademark sweeping rear, rides atop a double 300mm disc equipped 130\60 x 19 front wheel. The discs are chomped on by 4 piston callipers. 46mm telescopic cartridge forks suspend the front of the bike, whilst a Fox rear air shock keeps the back wheel on the tar. The fairing and tank proudly bear the Indian war bonnet emblem. The tank is a full 20.8 litres which, allied to real world fuel consumption of around 16.5 Km/L, gives a range of around 340 kays. The single seat means you enjoy this experience ace up. The rear fender, flanked by sweeping panniers and underlined by twin full length tailpipes complete the picture. I know looks are subjective, but, for what it represents, I find the Chieftain Dark Horse absolutely stunning!. The matt black paint job offsets the highlighted engine accents magnificently.

To fill you in on the spec details: The rear disc brake is a single 300mm disc with a 2 piston calliper operating on a 180\60 x 16 rear wheel. Front fork travel is around 119mm with 114mm at the back. The Chieftain’s wheelbase is a lengthy 1668mm. Fully fuelled the Dark Horse weighs a hefty 378 Kg’s. Thankfully it carries that weight low down, and seat height is a lowly 660mm. Even the most seriously vertically challenged riders will be flat footed at the lights on the Indian. The power unit is the familiar, soulful, Thunderstroke engine. The big [1811cc] V Twin churns out a huge 161.6 Nm of torque at a mere 3000 rpm. Rider information provided by a 7 inch touch screen display is comprehensive. The display, which is directly in front of you, is flanked by a conventional speedo on the left, and a rev counter on the right. You can sweep through the display by moving your finger across the screen, or by means of a trigger type toggle on the left switchgear. Twin speakers for the sound system ride in the fairing wings, and radio functions are controlled via the touch screen or toggle switch, also on the left assembly. Now that you have the general layout of the bike, let’s see how it rides.

When all is said and done, it is often the motor that defines the bike. The Thunderstroke mill in this bike is a peach. From the moment that you let out the clutch, you surf towards the horizon on a huge wave of seamless torque. As soon as you gather speed the weight of the bike seems to fall away. For all intents and purposes you really only need 500 revs of the 5000 on offer. At 3000 revs the Dark Horse is cantering along at 128 kay’s an hour. Dip into that bottomless well of torque and you ease into a gallop, with 3500 rpm equating to an effortless 150. The Indian can obviously go faster, but why would you want to? To wring the bikes neck feels almost vulgar. This is a dignified Chieftain after all. 150 is relaxed, and has you covering ground at a good clip. The fairing slips the air around and over you, and you simply haul ass in comfort. It is literally the first bike that I have ridden where the fairing works so well that not one single bug managed to find its way onto my visor. Fuel economy is reasonable at this speed, and you can go a decent distance between fill-ups. Braking is solid and reassuring, with the peace of mind of ABS to keep things tidy. The long wheelbase and decent suspension makes the Indian stable at speed and planted in the sweeps.

You got to understand, you don’t just ride an Indian. The bike just reeks with over a hundred years of Indian heritage. There is a serious sense of occasion when you sling your leg across the bike and nestle into that sumptuous saddle. The wide open plains beckon and you chill out to the visceral mellow rumble that emanates from the belly of the beast. Your arms reach out to the wide bars and your feet chill on the foot boards. I would fit a backrest to the bike if it was mine. As the kay’s mount you tend to hunch your back in a way that can induce fatigue. The back rest would negate that. Cruising across the countryside at a relaxed gallop is a special experience. The big Indian gets a lot of admiring stares. Families in cars all rubber neck the bike as it rumbles by. And oh yes, the Chieftain has an awesome rumble. At speed, the pipes emit a sound like that of distant thunder. I would keep the pipes stock.

I specifically chose a route that would play to the strengths of the Indian. Sweeping through the long curves of Schoemans kloof on the way to Nelspruit, the bike was an absolute pleasure. Serene and stable through the high speed curves, the bike really came into it’s own. The road from White River to Hazyview was also special on the Dark Horse. Typically one dreads highways where you drone along aimlessly. On the Chieftain you set the cruise control and cruise along at speed, in comfort. Lovely. The suspension is supple and controlled. The deteriating South African roads can throw a lot of curved balls, however the Indian handled them all with aplomb.

The panniers are not quite as roomy as they appear. They are solidly mounted and close with a reassuring click. A rubber seal keeps dust and water out. Pack carefully and you have enough space for a weekend away. Longer trips may require a bit more luggage planning. To me, this type of planning and scheming just amps up the excitement and trip anticipation. Investing in a new Indian is going to change the way that you do life. Weekends become sweeter and holidays are planned around your next road trip.

1 of 12

I returned the Dark Horse to Indian’s Melrose Arch dealership. Browsing through the shop is like being in the ultimate man cave. No matter which way I turned, I laid eyes on something I coveted! Damn, there is something about Indian motorcycles that just has so much allure. Take yourself down to Melrose Arch and see for your self. Be warned, it could be life changing.

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

(Photo credit: Bjorn Moreira).

Ducati clinched yet another victory at the hotly contested Pikes Peak International Hill Climb, just outside Colorado Springs this past weekend. It’s the seventh time the Italian marque has conquered the Race to the Clouds, and the fourth win for racer Carlin Dunne, who laid down a blistering time of 9:59:102 to cinch the crown.

His teammate Codie Vahsholtz rounded out the podium in third, with Rennie Scaysbrook’s KTM 1290 Super Duke R wedged between them. Ducati’s weapon of choice: a race-prepped version of the Ducati Multistrada Pikes Peak edition. I’m no racer, but after spending just a few days aboard the non-race edition Multistrada S, I can see why they picked it.

Note: ‘Revisited’ is a series of reviews where we get our most hipster test rider, Wes, to spend some time on a motorcycle that we’ve already reviewed. It’s a fresh perspective, and might not cover all the points you’d typically find in a motorcycle review. We originally reviewed the Ducati Multistrada S here [First Ride: 2018 Ducati Multistrada 1260 S].

Ducati designed the first Multistrada as a Swiss Army bike—a tall-rounder that would do everything except go off-road. (Multistrada translates from Italian into ‘many roads.’) The current Multistrada still clings to that ethos, but it’s much more powerful, exponentially better looking, and better equipped.

It’s powered by Ducati’s liquid-cooled, 1 262 cc Testastretta L-Twin, good for 158 hp and 129,5 Nm. Power is handled by a Bosch fuel injection system, ride-by-wire throttle, a wet, multiplate clutch, and a six speed box.

The Multistrada rolls on road-biased 17” alloy hoops, with a respectable 190 wide tyre out back. Bosch Cornering ABS is standard, with twin 330 mm discs and Brembo monobloc four-piston calipers adding extra stopping power up front. The whole package—complete with its tubular steel trellis frame and a 20 l fuel tank—weighs in at 235 kg wet.

The Multistrada S comes in Red at R260 900, and Iceberg White and Volcano Grey at R264 900. That’s a fair chunk of change more than the base model 1260 (R217 900), but that’s because Ducati have crammed some really nifty additional tech into the S.

Both models get tunable riding modes, Ducati’s standard safety pack (ABS and traction control), wheelie control, cruise control and a really neat touch—backlit switches. But the S also gets electronic suspension adjustment, and a quick-shifter.

Then there’s the dash—a gorgeous full colour TFT display with both day and night modes. Also included is a onboard multimedia system that can interface with your smartphone, and LED lighting with cornering lights.

Ducati has fancy names for each one of those features, but do they really make a difference? They do, and if you don’t feel like reading further, test ride the Multistrada 1260 for yourself and you’ll see why. Is it the perfect motorcycle? No. But it’s damn close.

I thought the Multistrada’s styling would polarise opinion, but it was universally admired wherever I took it. It has more curves than Pikes Peak itself, and a weird, beak-like air intake—but somehow everything harmonises to create an imposing, aggressive motorcycle. There’s just enough of the trellis frame poking out to remind you it’s a Ducati, along with the token single-sided swing arm that shows off the split-spoke wheel design.

Even though the S isn’t meant for dirt (you’ll want the ‘Enduro’ for that), Ducati have added a few dual-sport touches. You get hand-guards with integrated LED indicators, a bash plate, and serrated pegs with removable rubber. There’s even a luggage rack, for added practicality.

It’s a tall bike, with a base seat height of 825 mm that’s adjustable to 845 mm. I admittedly didn’t even try to adjust it, but even at 1,86 m tall the stock setting suited me perfectly. Overall, the Multi’s riding position is commanding and supremely comfortable. The screen’s adjustable too, between two positions. I’d have liked it if the high position also angled the screen forward a bit, to block more wind for tall guys like me.

There’s enough leverage from the handlebars to throw the Multi around in turns, and the seat’s plush enough for long days out—and you’ll want to do plenty of both. It really is a versatile machine, and performed just as well picking its way through traffic, as it did railing turns miles from home.

Piloting it is a game of point and shoot—the throttle is smooth and reactive, and if you can wrap your head around riding a taller bike, it’s surprisingly agile. It’s the sort of bike that adapts to your mood easily, whether you feel like a relaxed cruise, or hanging off the side of it while flying up Franschhoek Pass.

The stock twin cans are expectedly muted, but point the rev counter north of 5,000 and both the engine and exhaust tones come alive. Flicking through the six speed box is bliss, thanks to the quick-shifter (which, let’s be honest, every bike needs). It works best when you’re wide open, so I found myself using the clutch around town—which is perfectly fine, thanks to its light action. Neutral and I didn’t get along though; getting the bike into neutral was a pain every time, except when I accidentally hit a couple of false neutrals between fifth and sixth.

But it’s the Multistrada’s onboard tech that really steals the show. The TFT display is a marvel, and makes traditional dashes feel medieval by comparison. With both day and night modes (you can pick one, or set it to ‘auto’), everything is clear and readable. There’s a ton of info on show, but it’s designed so that your eye can quickly find the important stuff—like your speed, revs, gear, fuel and current riding mode.

The switchgear deserves special mention too. Not only is the backlighting cool, but the switches are solid and easy to navigate with your fingers. One big combo switch helps you navigate the display and onboard menu—so you can flick through info, or change riding modes, in a snap. You can also switch the suspension preload between one or two riders, with or without luggage, with minimal fuss.

Everything is super-intuitive, right down to the cruise control which is one of the easiest systems I’ve experienced. (Ducati have even figured out a better way to reset trip metres, than the trusty hold-for-a-few-seconds method.) On the downside, the supposed self-cancelling indicators never really seemed to self-cancel. #firstworldproblems.

The Multistrada ships with four riding modes, and they’re all pretty self-explanatory: Urban, Touring, Sport and Enduro. Touring mode is a great do-it-all setting, so I defaulted to that most of the time, switching to Sport mode when the situation demanded it. You can change modes on the fly, provided you lay off the throttle and brake once you’ve selected your mode, to let it engage.

You can dig deeper too—and that’s what really got me hooked on the Multistrada. Jump into the menu, and you can fine tune each mode to suit your personal riding style. And I do mean fine tune; you can set the engine output, traction control, anti-wheelie control and ABS levels individually. Plus you can set how stiff the front and rear suspension is for each mode, on top of the separate preload settings.

It’s not snake oil either—the changes really are tangible. The first time I hit a twisty road on the Multistrada, I flicked it over to Sport, but the suspension felt way soft for my liking, with the bike wallowing into corners. A quick fiddle with the suspension stiffness on the side of the road took it to scalpel-like levels of surefooted-ness. A little more fiddling, and I soon had the Multistrada at laughter-inducing levels of liveliness.

The 1260 S is plenty good stock. But if you like to fiddle and you know what works for you, it can be even better. It doesn’t get much more versatile than that.

Images by Wesley Reyneke [www.ratherberiding.co.za]

In many ways this has been my most challenging review to date. The 790 Duke is an extremely important bike for KTM. The middleweight space is a very lucrative one, especially in the competitive European market. To date it has been dominated by two Yamahas. The cheeky little MT-07 and it’s sibling, the brilliant MT-09. KTM developed a totally new motor for this duel. Like the MT-07, the Duke has a 799cc DOHC parallel twin.

The oversquare motor is an absolute gem. It pumps out 105 hp @ 9000 rpm and 86 Nm of torque @ 8000 rpm. It feeds this power through a slipper clutch to a six speed gearbox. 42mm Dell’Orto fuel injection feeds the beast a diet of high octane motion lotion. In typical KTM fashion there is a full house of electronic wizardry. Traction control, [3-modes plus a track setting] Ride by Wire, Cornering ABS, Quickshifter and even Launch Control. All this is conveyed to the rider via a TFT display.

As we tend to say “ad nauseam” all the power in the world is worthless if you can’t lay it down. The Duke is quite small, weighing in at a scant 174 kg’s, fully fueled. It rolls on a 120 70×17 front tyre, allied to a 180 55×17 rear. The tyres look even bigger on the bike, a bit of an optical illusion created by it’s overall small dimensions.

Suspension is non-adjustable WP. This is perhaps the first indication of cost cutting. WP have done an admirable job of making one size fit all. Only really banzai riding suggests that some suspension tune-ability would have been good.

This is perhaps partly to blame on the Maxxis tyres developed specially for the bike. Their overall performance is OK, but I think the bike would feel even better on premium rubber. KTM call the bike “the Scalpel”. This is really apt. the 790 steers without effort, and blasting through the twisties is exhilarating. Track days will be huge fun on this beastie, and I suspect that many sportbike egos will be shattered by a good rider on a 790. But here’s the thing. I’m not sure that track day riders are really the target market. In my opinion, middleweights tend to be utility motorcycles. Commuting and general urban hooning with the odd bit of light touring duty thrown in. In this regard KTM may have a slight identity crisis with the 790 Duke.

On the one hand we have a lightweight that is, or could be, perfect in the urban environment. Thing is, it also sports a whole hob of fancy shmancy electronics that would be more suited to an out and out sports weapon. This looks great on a spec sheet when comparing it to other bikes in it’s class, however it actually hinders its real world performance. Let me explain. KTM make the best gearboxes in the world, bar none. Problem is they went and fitted a Quickshifter. The shifter works great on the open road or on the track, snicking effortlessly both up and down. On the road, in the typical urban sprawl that this bike is intended for, the shift action is wrecked when you use the clutch. If you are just idling through the traffic you can’t use the Quickshifter and the shifter electronics mess with the normal shift action. Back off the throttle between shifts and the motor falls into a hole. Riding smoothly is nigh on impossible.

This was what I was struggling to get my head around. Why didn’t they offer the fancy electronics as a “Track pack” like on the 1290 Super Duke R. If you buy the bike for track days and sports riding rather than in the utility role I mentioned earlier, then pony up for the bells and whistles. As it stands now you have to pay for the whole enchilada. Therein lies the next issue that I have. The price. At R147000 odd, and that is if you totally ignore the mouth watering Power Parts catalogue, the 790 Duke has some SERIOUS competition. Both the Yamaha MT-09, with it’s soulful three cylinder engine and Kawasaki’s superb Z900 will set you back over R10k less. Let me just tell you though, that having said that, the KTM will give a good account of itself in the performance stakes.

Give me a plain Jane 790, as per the MT-07, and drop the price by the cost of the add-ons. Rather give me adjustable suspension. The 790 Duke is fundamentally such a fine motorcycle it really doesn’t need all the so called “rider aids”. It is light, flick able and endowed with a brilliant motor. It is torquey and tractable and you can switch off the Quickshifter, making it sublime in traffic, but why make me pay for something I don’t need or want?. Come on KTM, give us a basic 790 Duke at a reasonable price, somewhere between the cost of a MT-07 and a MT-09, and you are on to a winner. A little bit more attention also needs to be given to the general fit and finish which is a bit iffy in places.

The KTM 790 Duke fills a gap in the Duke line-up. The huge leap from the 690 to the 1290 has been addressed. Members of the orange clan will not be disappointed. The 790 rocks! I can’t wait to lay my hands on the Adventure version. Ample power and light weight. It will throw a serious orange cat amongst the pigeons! This is how to build a parallel twin!

Let me just, as a caveat, say something about KTM’S and the guys that buy them. The Austrian company tend to take their motto “READY TO RACE” really seriously. The discerning guys that buy them love this no compromise approach. They don’t demand Honda like civility. On the contrary, they would find the Honda way rather boring. Katooms are like your macho buddy. The one that is always a blast to hang out with, but you would be nervous to leave him alone with your missus. Life with them is truly exciting. Isn’t that why we ride bikes after all? Sorry guys, got to go. I hear my 1090 Adventure R calling…….

1 of 14

Photo credit: Bjorn Moreira / ZA Bikers.

Here is an exotic Italian sport touring bike with some serious new tech, SCS, for Smart Clutch System, which basically dispenses with using the clutch lever. How does it work? We flew to Italy to find out…  

The clutch housing is transparent, which is evidence that there is a fancy clutch on this new MV Agusta Turismo Veloce 800 Lusso, but it is much more than that. This is a total new riding experience: 99% of the time you won’t need to use the clutch lever at all.

The Honda dual-clutch system, goes even further by eliminating the clutch lever all-together. However, the technology that Honda is using weighs 10 kilograms, whereas the MV Agusta system is accountable for only an extra… 36 grams! And for MV Agusta, that is the point: the bike remains as light and fun to ride as ever, as befits a genuine MV Agusta. The Turismo Veloce Lusso SCS weighs only 192 kilograms dry, which is remarkable for a bike in this class.

So how does it work? The system is a joint venture between MV Agusta and the American company Rekluse, well known for their automatic clutch applications for enduro and off-road bikes, which makes them easier to ride in tricky conditions. MV Agusta has developed complex electronic software to accommodate the Rekluse technology for use on much heavier and more powerful bikes.

A clutch is normally made using discs and plates: there are respectively 8 and 10 of them on the standard Turismo Veloce. The SCS version gets two more (10 and 12, then), and the main disc integrates six weights which engage, with centrifugal force, as determined by the electronics.

Before we go further, please also note that the Lusso is an optional version in the Turismo Veloce range, which also includes a standard version and the “Race Replica” RC (which features more carbon parts and the “World Supersport Machine Colour Scheme”). The Lusso, to give credit to its name, comes with a full set of features such as electronic suspension, three riding modes, eight levels of traction control, cruise control, Bluetooth® connection, a GPS sensor, and an up and down quick shifter. The Lusso version comes either in white/grey, or in a red colour scheme.

We had the chance to go to the MV Agusta factory in Varese (Italy) to ride both bikes, the SCS and the one with the standard gearbox, riding two loops in the sunny Italian Alps next to the Swiss border, which were perfect road testing conditions, indeed.

Look, no hands!

It is so easy to forget that you barely need to use the clutch lever as the SCS system is so seamless and efficient.

Let’s try a couple of things. Engage first gear and then release the clutch as fast as you can, as if you wanted to stall the motor. Nothing happens. No vibration, no weird noise, no mechanical jerk or bike convulsion, absolutely nothing at all. The bike is still running at idle and if you open the throttle gently, it will move like, well, a scooter. But then if you open the throttle wide – Wow. MV Agusta technical director Brian Gillen says that only a professional drag racer will be able to match the SCS system.

So off you go. You can progress in the city, using the gear shifter to shift up and down and forget about using the clutch lever. A robot? A roundabout? No clutch lever is required, and you can even stop in 2nd or 3rd gear, and then pull away. For the sake of  experimentation, I even tried to start in sixth gear, and although it’s not recommended for the clutch longevity, it does it, although you have the kind of 125 cc, Chinese scooter acceleration up to 50 km/h before it gets better, thanks to the in-line triple torque. In the city, you can even do some parking manoeuvres with the first gear engaged and still push the bike backwards to park. All this is done seamlessly, which means it doesn’t take long for the rider to get fully accustomed to the system.

A sport-bike in disguise

According to Claudio’s son, Giovanni Castiglioni, the Turismo Veloce 800 is not, despite its  “road-biased dual sport bike” characteristics, a soft touring machine like the GS’s and the Tiger 1050. It’s an authentic MV Agusta and therefore has genuine sport abilities, matched with an unprecedented level of comfort.

The in-line triple engine has some unique features in its class, in the form of a counter-rotating crankshaft, which helps to improve cornering efficiency. Besides that, the power figures are 110 hp at 10150 rpm and a steady 80 Nm of torque at 7100 rpm. These figures perhaps don’t look that impressive, but the 230 km/h top speed is, and we still need to talk about the engine characteristics!

The engine note is rather soft at low revs but becomes so much more expressive in the second half of the rev range with some popping and other aural magic, thanks to the quick shifter. Touring is what she can do, thrashing is what she likes!

Once on the mountain roads, the chassis is another cause of great enjoyment. The counter-rotating crankshaft certainly plays its part, and paired with the frame geometry and the electronically managed Sachs front fork and rear shock (rider alone or with pillion can be selected, and with or without luggage) provide efficient and very sharp road holding. The front end is so precise that you often feel as if you are on a 600 supersport… with wide handlebars, obviously.

So, with two 30 litre panniers, a weekend away is on, but please indulge yourself by selecting friends riding superbikes, as well as an itinerary including; mountain passes, sharp bends and great tarmac. The Turismo Veloce’s ground clearance and great brakes, make it a bike that will be difficult to follow through many corners, whilst being comfortable enough for enduring the convoy till you get to the real playground.

One might wonder though, why it costs exactly double the price of a Yamaha Tracer 900, which has a lot of similarities. There is the SCS clutch of course, but this is the price for limited quantities, a historic Italian brand with a premium badge, a lot of GP victories and titles and a part of the Giacomo Agostini legend! And on top of that, the level of refinement and sensations are not comparable with more mass produced motorcycles. And, in addition, you’ll be able to forget about your clutch lever 99 % of the time. So what about the remaining 1%?

Well, it’s just for pulling wheelies!

For sure, this MV Agusta is opening a new chapter of motorcycle history. The Italian brand says that the SCS techno will come in more bikes in the near future, and it also has some racing applications.

We asked the people at MV Agusta, why do they not allow us to change gear simply by pushing a button? They replied; “Anything is possible”.

So, perhaps in the future, we will see either push button or paddle shifts as a gear select option on motorcycles.

Husqvarna has existed in some form or another since the late 1600s making muskets, sewing machines, typewriters and most importantly, since 1903, motorcycles. Husqvarna’s earliest motorcycles were known for being simple and lightweight, and this is exactly what Husqvarna’s designer Maxime Thouvenin has done with the 401 Svartpilen, reaching back into the past to pull Husqvarna’s street bike legacy into the future.

Let’s address the elephant in the room, yes, Husqvarna is now owned by KTM and as a result their bikes share several major components. The Svartpilen (Black Arrow) 401 uses KTM’s 390 Duke engine, chassis, brakes, WP suspension, exhaust headers and its ride-by-wire throttle system. There is a major difference though, where the 390 Duke is entirely built in India by Bajaj before being shipped to Europe, Husqvarna’s models are assembled in Austria.

The Svartpilen 401 is propelled by a 373cc single cylinder that is not only phenomenally compact but it also sits low in the frame giving the bike a low center of gravity. This makes the bike manoeuvre well at slow speeds through traffic, and around narrow roads in a typical urban environment. The engine is also protected by an engine guard that is disguised, or rather camouflaged, making it look like part of the engine.

I found that the combination of the bikes gearing, as well as the 37Nm of torque (which kicks in low down in the RPM range), is perfect for urban riding.

The electronic fuel injection is operated by a ride-by-wire system and delivers sharp, but refined and controllable power. The Svartpilen 401 sits comfortably on the horsepower scale with 44hp at the rear wheel. There’s a trick up the Svartpilen’s sleeve and that’s the power-to-weight ratio that can excite even more experienced riders.

The Svartpilen is fitted with perforated steel discs, a 320mm front and a 230mm rear disc, which are coupled with hydraulic ByBre brake callipers, that deliver controllable and confident braking performance. Furthermore, the Svartpilen 401 uses a state-of-the-art Bosch ABS system and yes the abs can be fully disengaged for the more advanced/hooligan riders.

The brake and clutch levers are adjustable, with 5 options of adjustment, the 5th being the longest stretch and the quickest to bite.

Despite its off-road look, the Svartpilen rides well on its 17-inch wheels with Pirelli Scorpion Rally STR’s. The marginally chunky-styled rubber still handles naturally and don’t forsake agility in the name of fashion.

The front suspension features 43mm open cartridge WP forks, while the rear features a progressive damping system connected directly to the swingarm. I found the bikes suspension a slight bit hard in the urban enviroment but that can all be changed with a slight adjustment. With a seat height of 835mm, low footpegs and combined with a straight handlebar, the Svartpilen 401 gives the Supermoto illusion and let me tell you, it put a massive grin on my face.

The front and rear lights form part of the unique design that defines the Svartpilen. The front light looks old in shape but that’s where it ends, using the latest LED technology, the lights are more than just designer pieces and contribute notably to visibility. The rear lights look awesome and can be seen even on the sunniest of days.

The riding position on the Svartpilen is upright which I felt very pleasant in the urban enviroment, not causing any back or wrist pain. Moving towards highway types of speeds, the comfort factor changes typically due to not having any wind protection, but in Husqvarna’s defence the Svartpilen was not designed for highway use.

The seat of the Swartpilen has a motocross styled look to it but that’s where the similarities end. The seat is comfortable, with seven ridges that really grips your butt when cornering and that’s all due to high quality foam and leather fabric.

Let’s face it, exhaust’s these days usually don’t tick the good looking box nor the great sounding either. In my opinion the Svartpilen’s looks the part and sounds the part. This exhaust is made up of two sections, a pre-silencer made of steel, and a final silencer constructed from aluminium and finished off in matt black. To match the Svartpilen’s rugged design, Husqvarna have cleverly mounted a heat shield. The exhaust note at low RPM sounds similar to a motocross bike but once you’ve revved the motor past 5 000 rpm, that is when the strict emission regulations kick in and all becomes tranquil.

The tachometer illustrates all the information a rider needs to know whilst riding with a simple and easy to understand layout. The tachometer also provides the rider a clean and neat looking cockpit, making the whole riding experience that much more enjoyable and less distracting.

Our Husqvarna Svartpilen 401 test bike was fitted with bar end mirrors, and from a visibility point of view they worked well. I for one prefer and think the original scrambler styled mirrors enhance the overall rugged look of the scrambler.

A feature I really thought was functional yet attractive, was the tank mounted luggage rack which allows for the mounting of light luggage, and yes it comes fitted as standard. The overall design of the tank is fantastic with distinctive details that just pop, like the aluminium filler cap proudly displaying the Husqvarna Motorcycles logo.

The Svartpilen only has a 9.5 litre tank opposed to it’s brothers (KTM 390 Duke) which has a 11 litre tank. The average fuel consumption I managed to get from day to day commuting was 28 km/l so with a steady wrist 9.5 liters can take you a reasonable distance.

I think Husqvarna has knocked it out of the park with the Svartpilen 401, they didn’t just make a retro bike, they captured the essence of what motorcycles where in the past. Simple, not intimidating and very enticing not only as an object, but as a riding experience. Husqvarna wanted to create a lightweight bike that is really compact and they have succeeded in my opinion.

The estimated retail price of the Husqvarna 401 Svartpilen is R89 000, this is slightly higher than similar cc’d bikes in its class, but say that, I think it’s worth it because the bike oozes cool and is built in Austria compared to the KTM 390 which is built in India.

A gentleman called Terry Behrens kindly allowed me to park the Svartpilen 401 in his Busted Knuckle Garage for a few hours and before you know it the store was packed. It didn’t matter about; Age, Gender, or Race, the Svartpilen drew attention from Everyone!

At 20 years of age, I am part of this so called young generation, and I love the way the bike looks at first glance. Would I like to own one? Yes, in a heart beat.

This 401 Svartpilen might have been designed to appeal to the typical urban hipster, but in my experience with this bike, and the attention that it received along the way, I think it’s going to appeal to a wider array of riders – Well Done Husqvarna!!

I believe that the supercharged motor that Kawasaki rocked the world with a couple of years ago in the manic H2 has come home. The H2-SX is Kawasaki’s Sports Touring version of the Sports orientated H2. It is the plain Jane version of the SE model that has all the bells and whistles.

The supercharged motor has been tweaked for sports touring duty and, if the truth be known, it is all the better for it. Let us just digress for a moment, and, for the benefit of the less technically minded readers, try and explain in simple terms what a supercharger does to boost engine power. Turbos have become commonplace in cars these days, but only Mini and Mercedes have really utilised superchargers. So, you may ask, what is the difference? A turbo is a pump which is driven by the exhaust gas expelled from an engine during the combustion process. The gas spins an impeller which builds pressure, or boost, in turbo speak, to force more mixture into the motor via the fuel injection, resulting in more power. Problem, especially in small capacity motors is that it takes a little time for the pressure to build, resulting in “lag”. The other side of the coin is that once boosting, the pressure remains high for a short time after you come off the throttle, a phenomenon called “over boost”.

The other force fed motor, and the type used by the H2, is a supercharger. As with a turbo, the supercharger uses an impeller driven pump to build pressure in the inlet manifold. Big difference is that the supercharger is driven by a gear, belt or chain that is connected to the crankshaft. As the motor turns over, the pump immediately starts to turn and the pressure builds exponentially as the revs climb. The H2-SX turns the supercharger at 9.2 times crank speed. So even at a sedate 3000 rpm, the blower [petrolhead name for a supercharger] is spinning the pump impeller 27600 times every minute. At redline, the pump is spinning at a heady 110000 rpm!

Turbos, being spun by exhaust gas, have to contend with the heat of the gas. Hence the use of intercoolers, a radiator between the turbo and the manifold, to try and cool the gas. Firstly to help the engine run cooler and secondly, to make the charge more dense for better combustion and thus more power. Blowers run much cooler, resulting in obvious benefits to the engine. Having said that, force fed motors burn more mixture and tend to generate more heat than normally aspirated mills.

On the SX, Kawasaki tweaked the blower for more midrange power. The intake manifold shrunk slightly, creating more pressure, and they subtly reshaped the impeller for more pressure at moderate revs. The result is quite frankly spectacular! In the real world, the SX motor stomps that of the original H2. Reprofiled cams make the most of these tweaks to produce power from right out of the basement. Interestingly the compression ratio is 11.2 to 1, which is high for a force fed motor. The original H2 is 6.5 to 1. Sophisticated engine management prevents engine destroying detonation, thereby keeping everything under control. Like the original H2 the SX carries the “Rivermark”, Kawasaki’s mark of engineering excellence, and rightly so.

This is as magnificent a motorcycle engine as you will ever experience. Power characteristics are akin to Kawasaki’s own ZX 1400, or Suzuki’s Hyabusa. Perhaps a smidgen les grunt, but as it starts to rev the SX gathers speed with absolute disdain. The motor is silky smooth at all times, with an incredible “whoosh” of shove propelling you towards the horizon at ever increasing velocity. Nothing dents the power. One up, two up, or even five up if it could, that fantastic engine just goes. Your pace may be limited by road conditions, but never by the motor. Adding to the pleasure is a clearly audible chirp from the waste gate on the supercharger, as it bleeds off excess pressure between high speed shifts, as you fly through the box with the aid of the quickshifter. Jumping on the gas and listening to what could be a symphony of squirrels shouting the odds at every shift, must be experienced to be appreciated.

The finest motor in the world would be of little use if you couldn’t use it. No problem in this regard. The SX is so composed, with such excellent suspension compliance, that I believe that this is the quintessential superbike for the current world. The extra weight of the bike allows the suspension to work without losing your fillings, as on the current crop of Sportbikes. Allied to the superb ride quality is the stability that comes with the longer wheelbase. A steering damper is superfluous on this bike. At all speeds over all surfaces it goes where you point it. Super light sports weapons feel flighty over anything but billiard table smooth tar. The SX shrugs of bumps and says, “bring it on” !.

High speed sweeps are food and drink for this bike. It is deceptively fast point to point, due to it’s amazing overall ability and rider confidence which it inspires. I rode the bike day to day, as I do with all bikes. It is so easy to live with due to the overall refinement. The only thing I can criticize is the dash display which is hard to read with a dark visor on your helmet. The TFT display on the SE model will address this. That is it! For the rest, the bike is flawless when it comes to real world riding.

The tank holds 19 litres, allowing decent touring range if you ride with some restraint. Good luck to you! The thrill of using the brilliant power delivery to the full is so intoxicating, it takes a better man than me to cruise at 140ish. Lean hard on the gas and the fuel gauge drops faster than a brides nightie! I did manage 18,4km/l on the last tank of fuel I fed the beast. The bike weighs 256Kg’s, but as is the case with so many modern bikes, mass centralisation and careful packaging negates the weight on the move. 137,7 Nm of twist @ 9,500 rpm allied to 210 odd horses, give it the incredible go it exhibits. Remember that force fed motors create there own atmospheres, so there is no loss of power at altitude. Your normally aspirated crotch rocket sheds 18% of it’s power on the reef. The bodywork offers better protection than it’s H2 sibling. It is easy to tuck in slightly behind the fairing as you conduct the orchestra. The test bike was a stealthy dark silver colour. Subtle touches of metallic green on the shock spring and preload adjuster, as well as the damping adjusters, add to the overall classy look.

The wheels are star shaped and beautiful and sport offset tyre valves to facilitate pumping your tyres. Nice. Said wheels are 17 inchers front and rear, with a 120 and 190 respectively. 287mm twin front discs and a 223mm rear take care of braking. A word of caution. The brakes work perfectly, however, such is the deceptive and effortless manner in which this bike piles on pace, you can easily find yourself going 20Kph faster than planned!

I truly loved my time with this bike. It is the Porsche Panemera Turbo of the motorcycle world. With it’s thoroughly modern styling, brilliant electronics, [traction control, engine modes, ABS and quick shifter] magnificent motor and superb refinement, it is simply superb!

From it’s unique chuntering idle to the rabid squirrel power shifts, it never fails to thrill. Kawasaki I applaud the H2-SX. There is literally nothing like it. There is no better way to spend R260K!

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

The biggest stir of 2018 so far has surely come from Husqvarna. The recent launch of its street bike range – first seen in concept at EICMA in 2014 – is such an audacious showcase of Swedish minimalism that it almost feels rude. Luckily, it’s also a ridiculously good looking showcase. In South Africa the launch focused mainly on the 401 twins – Svartpilen and Vitpilen – two handsome weapons that are quick, nimble and oodles of fun to ride. With smaller-displacement engines enjoying something of a revival, the fuss is justified. But arriving at local dealers soon is their big brother – the Vitpilen 701. I took it to a place that would be perfect setting for me to ask it a question that its smaller 44 bhp brothers can’t answer…

White Arrow vs Black Forest

The Black Forest, or Schwarzwald, stretches for about 160 km down Germany’s southeastern flank. It’s a magnificent sliver of primordial landscape, bordered by the Rhine and crisscrossed in every direction by winding roads that disappear beneath trees as tall as the mythical tales they tell in this region. It was the perfect place to find out: does the White Arrow (Vitpilen) have the legs to match its looks?

The ride

I whipped through the city of Stuttgart and then into the town of Pforzheim where I grabbed a cup of coffee and then pointed the Vitpilen’s 17-inch aluminum wheels south. With the city limits disappearing in the rearview mirrors (which I quickly learned are useless at anything over 100 km/h) the curves began and the big single-cylinder four-stroke growler started pulling at its lead. If you’ve ridden a KTM 690 Duke you’ll recognise this character – it’s the same 692.7cc engine, putting out 75 bhp at 8,500 rpm and 71 Nm of torque at 6,750 rpm. Inside the Vitpilen’s trellis frame (another telltale sign that Husqvarna is now firmly under the direction of the KTM) it’s paired with crafty mapping that lets you dally around as low as 3000 rpm (anything lower and you’ll feel the classic single-cylinder stutter creep in) and then wind it up through the rev range with superb smoothness thanks to a fly-by-wire throttle, twin-spark ignition and second counter balancer shaft. It’s easily the best power delivery I’ve ever felt on a single and, at just 164kg (wet), there’s more than enough of it to pick up the front out of a turn without trying too hard.

Moving south, beneath canopies of green punctuated by cobble-street towns with half-timbered houses and rubbernecking locals, it became clear that despite falling under Husqvarna’s ‘real street’ moniker, the 701 is more than a fashionable commuter. In fact, throwing it into the turns, it feels surprisingly like a sportsbike; there’s great feedback through the 135mm WP forks and the brakes are sharp and predictable. Combined with a tight rake angle, you get the unmistakable feeling that there’s more than just a glob of racing blood in the 701’s DNA.

Stand out features

Engine
Best in class. I wouldn’t be surprised if there are a few more 701 incarnations in Husqvarna’s future. Maybe not Boxer levels of recycling, but something.

Styling
Every now and again a bike manufacturer dares. Sometimes they fail but sometimes they hit it out of the park. This is one of those times. You could hang the fuel tank in a gallery and while you’re there you might as well hang the tail unit beneath it. The single-clock analogue display lets it down a little. It seems like the kind of bike that was just begging for a pin-sharp LED.

Gearbox
Smooth, well-spaced six-speed box with an ‘Easy Shift’ (quickshifter) that works both up and down.

Braking
We don’t need two discs on everything guys. I know it looks fast, but anything that weighs 164kg and has ABS will stop perfectly around a big 320mm disc with a four-piston Brembo caliper. Get on the back brake if things get hairy.

Suspension
Loved the feedback from the WP upside-down forks. That said, I found the overall setup much too hard (I’m only 65kg though). Easy-adjust dials on the forks make it possible to soften the front without tools but with a seat that’s on the hard side you’ll likely want to lose a few clicks on the back for optimal comfort.

Comfort
You’re not going to be doing marathon distances on the seat. At 830mm it’s also relatively high but the ride position is surprisingly comfortable for something that’s on the sportier side of upright. The lack of screen wasn’t an issue for me – Husqvarna built it for the sensory experience and they made damn sure that’s exactly what you get.

Price
Predicted to be tickling the bottom R150 000 at South African dealers, the price tag is on the hefty side (especially for a single cylinder). It’s almost R60 000 more than the 401 and pricier than multi-cylinder performers like the Ducati Monster 797. But as they saying goes, ‘Can you put a price on art?’ That’s up to you.

Overall impressions

Husqvarna have bucked the vintage trend and pulled a (rather good looking) rabbit out of the hat by creating a simple motorcycle with surprising performance. The light weight plays a major part in this but don’t forget – this was a ride designed to give you visceral thrills, built under the watchful eye of a marque with racing in its blood. Wind it up and you’ll be grinning in no time.

Husqvarna Vitpilen 701

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

The smallest member of the Ninja family started it’s life as a 250cc, grew to 300, and now, with styling inspired by the championship-winning ZX-10R and the Ninja H2, enter the new Kawasaki Ninja 400 SE.

The Ninja 400 is not a face lifted Ninja 300. It has received new brakes, suspension, chassis, rider geometry, wheels and bodywork, making this a completely redesigned motorcycle for 2018. The main difference is the trellis frame inspired from the Ninja H2, which features a shorter wheelbase and steeper rake over the previous model. Kawasaki impressively has made the 400 Ninja 8kg lighter than the 300, tipping the scales at 168 kg.

The Ninja 400 doesn’t just leave the traffic behind, it also punches way above it’s weight from robot to robot. The plucky little 399cm³ parallel twin engine pulls well enough at low revs, and produces a noticeable added kick from above 7 000 rpm and lays down 45hp at 10 000 rpm, with a Max Torque output of 38Nm.

The Engine loves being revved out like a sports bike, with a red line at 12 000 rpm It is a pleasure to ride on the highway in where it allows you to travel at a comfy 120 km/h at only 7 000 rpm. Top speed of a motorcycle is always a contest in every motorcycle category and this Ninja tops out on a level road at 192 km/h, which is decently fast for a 399cc motorcycle.

Engineers at Kawasaki maintain that a lot of the bike’s power gains are fulfilled by utilizing a new downdraft intake with a larger air-box. What impressed me almost as much as the bike’s new found power, was the deeper intake note, which gives the bike a mean growl at 6 000 rpm and upwards. What I found enjoyable and practical for everyday use was the assist & slipper clutch which gives you a lighter clutch lever pull, and when downshifting fast, there was no chatter or bouncing rear wheel.

The Ninja 400 is fitted with non-adjustable, traditional Showa front forks and a five-position adjustable preload ring on the rear KYB bottom-link Uni-Trak shock. Although the suspension is non-adjustable, (barring in mind the rear preload), it was no real loss to me, weighing in at 69kg’s, the set-up is spot-on for riders of similar weight. The forks have grown in size from 37mm to 41mm and provide a firm, precise ride that is enjoyable during sporty riding and comfortable around town.

Overall the bike’s balance is remarkable thanks to the new trellis frame which uses the engine as a stressed member and has the swing-arm mounted directly to it.

The brakes are bigger as well, with the front rotor up 20mm to a full-sized 310mm. The new Ninja 400 now uses dual-piston Nissin calipers at the front and the rear, with Nissin’s newest ABS control unit available as an option. Over the past 2 weeks the Ninja and I got the chance to ride in all sorts of weather, and having the ABS option made my life so much less stressed on oily and rainy South African roads. The ABS cannot be disengaged, so if you are a track rider then you could save a few rand and go for the none ABS model. When it comes to brake feel, the initial bite is not instant and the brake lever is non adjustable, but after riding for a while it becomes predictable and second nature when getting on the anchors.

The Ninja comes armed with Lean LED headlamps which gives the Ninja 400 a mean, sharp, aggressive look, so much so that I have nicknamed our test bike “The Gremlin”. The headlamps each featuring low and high beams that are highly visible and offer significantly increased brightness compared to the Ninja 300.

The new five-spoke mag wheels look awesome! and wearing the Dunlop Sportmax GPR-300 radial tyres with a 110/70R17 at the front and a 150/60R17 at the rear – they are also functional too. Original tyres that come fitted on bikes are often a let down, but it was quite the opposite in this case. At times the bike leaned lower than what I expected, pushing me to the point of deciding to suit up and drag a knee.

The clip-on handlebars still feature the same amount of rise, but are pulled 15mm closer to the rider, while the foot pegs are moved 9mm backwards. The seat height remains the same at 785mm and provides an easy reach to the ground, even for short riders.

The seat itself has thick cushioning and low-rebound urethane, all which contributes to a superb comfortable ride. At 170cm tall the cockpit fitted me like a glove, however with a size 8 shoe I did have issues with my heel hitting the exhausts heat shield whilst riding on the ball’s of my feet.

Clocks are from the Ninja 650 and comprise an analogue tacho plus an LCD panel displaying speed, fuel, trip, km/l average, as well as a current and a very useful gear indicator. Overall fit and finish is excellent and on a par, if not better than current competitors in it’s class.

Even though the Ninja 400 doesn’t have an adjustable screen it did it’s job just fine. If you are a taller rider, Kawasaki do make larger screens which are 20mm taller and 40mm wider. The mirrors stick out a fair bit, and more than on the Ninja 300, whilst lane splitting it can give you that hesitant feeling where you ask yourself am I going to fit? When it comes to function they work well with minimal vibration and they can be slightly adjusted, I say slightly because you can only move the mirrors and not the stems.

After riding the Ninja 400 for five days and just under 1 000 km, I can report that I managed, on a good day, to get an average fuel consumption of 27 km/l. You can expect to get between 20 and 23 km/l when riding briskly or in typical rush hour traffic.

A 14 litre tank is what you get, and with those 14 litres of fuel I managed 322 kilometres in which there was urban, sporty and highway riding involved.

When I just got into high school, 125cc bikes were known as beginner bikes and if you had a 250cc, you were the man. Kawasaki changed that with the Ninja 300 and now with the 400 Ninja. Kawasaki have managed to build a bike that is suitable for a beginner, yet exhilarating for pretty much anyone.

What amazed me the most whilst riding the bike and gathering notes for this review, wasn’t how good this bike is for a beginner, but rather how good a motorcycle it is, period! Whether you’re a new rider who wants something that transmits a big-bike style, or you’re a skilful rider looking for a lightweight backroad carver or track-bike, that will cost very little to maintain – the Ninja 400 is certainly going to appeal to a wide variety of riders.

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

The iconic Ducati Monster celebrates its 25th birthday this year. But what’s truly remarkable, is that the contemporary Monster still resembles the design that Miguel Galluzzi first penned in the 90s. The new Monster 821—back from a short hiatus—testifies to that.

The 821’s beautifully sculpted fuel tank, trellis frame and aggressive street fighter stance are all genetic markers referencing the Monster lineage. And it even comes in yellow, just like the M900 did back in 93.

Note: ‘Revisited’ is a series of reviews where we get our most hipster test rider, Wes, to spend some time on a motorcycle that we’ve already reviewed. It’s a fresh perspective, and might not cover all the points you’d typically find in a motorcycle review. We originally reviewed the Ducati Monster 821 here.

Even though the 821 sits wedged between the approachable 797 and beastly 1200 in the range, it’s much closer to its bigger brother in nature. Behind the retro cues lurks a liquid-cooled 821 cc L-twin, capable of a claimed 109 hp and 86 Nm. Then there are bonus features like a TFT display, ABS, traction control and switchable riding modes.

Sure, it doesn’t make quite the same numbers as the 1200—but it doesn’t carry the same price tag either. And after spending a few days on the Monster 821, I can vouch for its capability. It launches off the line—and keeps going way beyond where I’m usually comfortable.

Power is controlled by three riding modes: ‘Urban’, ‘Touring’ and ‘Sport.’ Cycling between modes is simple enough, though it involves using the indicator cancel button, which is a bit fussy. I would have preferred a dedicated ‘mode’ button.

‘Urban’ mode cuts roughly a quarter of the power and retards the delivery a lot, and I struggled to get along with it. Most of my time was spent in ‘Touring’ mode, where the 821’s full power is delivered progressively and smoothly. I flicked over to ‘Sport’ whenever I hit a particularly fun stretch of road. In ‘Sport’ mode, you get all the power, everywhere, but your right hand has to work hard to keep the revs in the sweet spot.

Full disclosure: I wasn’t riding a completely stock 821. My test unit came pre-loaded with Termignoni slip-ons and a quick shifter. It had also been treated to Ducati’s optional ‘Sport Pack,’ which includes a slick tail tidy setup, narrow LED indicators and a couple of carbon fibre bits.

Together they give the 821 a more premium feel—and an incredible sound. But they also come with a couple of idiosyncrasies. With the new cans (and the engine remap that comes with them), the Monster 821 became temperamental under 3 000 rpm.

The quick shifter is a blast to use, but you have to be pinned wide open for it to operate smoothly. Relent even a little, and upshifts became clunky. Regular shifts with the Monster’s slipper clutch are pretty smooth and fuss-free though, so I settled into a pattern of only relying on the quick shifter when I was in full attack mode. But what was really concerning, was the false neutral I’d occasionally find between fifth and sixth.

The Monster’s real strength is that it excels in the midrange. It comes alive on curvy mountain passes, where active and conscious throttle use is highly rewarded. It’s here that the quick shifter’s auto-blip shines, making downshifts a breeze as you scrub speed into the next turn. The chassis is stellar too, and at a svelte 180.5 kg dry, the 821 has no trouble being thrown from corner to corner.

Pirelli Diablo Rosso IIIs are standard issue, with the rear measuring a healthy 180 wide. The suspension is adequately stiff for aggressive riding, but for a big guy like me the front forks are just a touch too soft. Given how primo the rest of the Monster 821’s package is, I’d love to see suspension adjustability.

I can’t fault the brakes though. There’s plenty stopping power from the Brembo grabbers, twin 320 mm front discs and Bosch ABS, and there’s a decent amount of brake feel.

Solid ergonomics also contribute to the 821’s handling prowess. The stepped seat, foot controls and low-rise bars combine to create a neutral riding position that not only gives you ample control, but a surprising amount of comfort too. Even at higher speeds, the height of the bars makes it easy to hunch down and tuck into the wind (as much as you can on a naked bike).

The cockpit area’s a little hit and miss for my taste though. While there’s zero flex from the 22 mm handlebars, the Monster’s aggressive nature begs for a set of fat bars. And those standard Ducati diamond-shaped mirrors are almost impossible to adjust properly.

The TFT display is a real stand-out feature. At a glance it’ll give you your speed, revs, current riding mode and fuel level. Secondary data includes your odometer, trip meter, range, average consumption and more. And when the sun dips, the dash automatically switches over to night mode, where colours are inverted for maximum visibility.

Take a big step back, and you’ll notice this sort of top-shelf design everywhere on the Monster.  Every little detail—from the sharp, stubby front mudguard to the angular pillion seat cover—fits together flawlessly. Ducati are still using a latch to secure the fuel tank up front, and hiding the ignition just in front of it; classic Monster cues that don’t go amiss.

Experts and weekend racers might pine for a Monster that has little more of everything. But for this rider, the Monster 821 hits the sweet spot like Baby Bear’s porridge: not too hot, not too cold, but just right.

1 of 12

Images by Wesley Reyneke

How to make a motorcycle better? The usual recipe is to put more power and retrench some weight. Honda, obviously followed this path. But while the new, so called “neo-sports-café” design slightly changes the bike’s perception, Honda worked hard to keep the previous CB1000R’s main asset: an incredible balance and easiness to ride.

As with the previous CB1000R, launched in 2008 (and not imported in South Africa at the time), the new model’s engine is still developed from the 2006 CBR1000RR Fireblade plant. Although Honda did not want to enter the power race in the super-naked segment (the Triumph Speed Triple now produces 150 hp, the Yamaha MT-10 does 160 hp, and a KTM 1290 Super Duke R makes a steady 178 hp!), the development made to the engine has been far from minor.

In fact, the whole engine has been upgraded, with significant work done on the head and valve train. Like in the SP versions of the Fireblade, the pistons are now forged, hence the compression ratio has grown from 11,2 to 11,6:1. Throttle bodies are bigger: 44 millimetres instead of 36.

Everything is now in place to get more power and torque: if the previous CB1000R was doing 125 hp at 10300 rpm and 100 Nm at 8000 rpm, the new one is now good for 145 hp at 10500 rpm and 104 Nm at 8250 rpm. Not a bad improvement, indeed. For stronger acceleration, the gearbox’s first three gears have been shortened by 7,5 % and a genuine Honda Quick-shifter can be fitted onto the bike.

Honda has also worked on a brand new exhaust (compliant to the Euro 4 regulations), and has lost 4,5 kilograms over the previous generation. Honda are particularly proud of the “deep growl” exhaust note. I’m more sceptical on that point: the exhaust note is fine but not particularly outstanding, although it revs freely and sounds sportier above 8000 rpm.

The CB follows its own path

Before starting our ride, which took place in a sunny south of Spain, between the cities of Malaga and Ronda, which I consider being a kind of biker’s heaven (and, as a bonus, we had a couple of laps on the magnificent, yet private, Ascari racetrack). I keep checking the bike from all angles. With its “neo-sports-café” concept, Honda has moved from the rather aggressive “manga” design chosen by some of its competitors (Kawasaki Z1000, Suzuki GSX-S 1000 and Yamaha MT-10 to mention a few) to get a very subtle mix of minimalistic, futuristic and yet classy design, which is also shared by the MY18 CB125R and CB300R.

The bike‘s bodywork is more compact than on the previous generation, and the upper lines are based on a smaller headlight (it’s surface has been reduced by 30 % compared to the previous one), a rather bulky fuel tank, covered in deep paint (black, red and grey are the three choices of colour) and a seat with no side panels.

Some genuine aluminium parts (front headlight cover, seat, grilled radiator) were fitted on our test bike and they just look great. We also had the Quick-shifter and the optional heated grips, quite useful for an early start, as this was towards the end of winter, in Spain.

Engine management is now controlled by throttle-by-wire technology, which means that the CB1000R now offers

rider assistance. According to your riding style and the road conditions, you have the chance to make your own selection between three traction control modes, three engine braking and three power modes, either preselected on the “rain, standard and sport” menus, or making your own combination in the “user” mode. All of that is very ergonomic and easy to get through, thanks to the left-hand side switch-cubes with the “select” and “mode” functions, and with a brand new digital instrument panel.

A long-time friend

The seat height stands at 830 mm (5 mm higher than before) but, thanks to a brand new chassis (a tubular steel frame), the CB1000R is rather narrow at the seat and tank junction, and that makes the bike very easy to get familiar with. The riding position is quite laid-back, as the handle-bar being is 13 mm higher than the previous generation.

In typical Honda tradition, a couple of kilometres are sufficient enough to transform the new bike into a long-life friend. From the feeling and the precision of all the controls, to the incredible smoothness of the in-line four (at 50 km/h in top gear at below 2000 rpm, the mill is just a peach) to the perfect balance of the chassis, everything feels just so finely tuned. Well, it’s a Honda. Enough said.

That means you really need to split hairs to find something really wrong about this new piece of machinery! Yes, the digital rev-counter is not particularly precise to read and the fuel consumption, during our (rather high-speed) test gave us a fuel reserve light after only 160 kilometres.

Besides that, it was just fun. Loads of fun: once in action, the CB1000R steers totally intuitively. We did nearly 200 kilometres of mainly mountain roads and a couple of laps at Ascari (which was not a proper track session – as we where asked not to wear racing gear, so in blue jeans – yet Kevlar reinforced, you un-consciously become more cautious), although, with such a precise front end, overall easiness to ride, and perfect balance: the Honda CB1000R is such a great bike!

Anyway, I can give you even more good points: 145 hp is enough to get that naked bike speed feeling, and the new in-line four revs quite freely, with a deep sound note from 8 to 11000 rpm. The new Showa suspension gives a subtle mix of great feedback, yet real comfort (much more than its Kawasaki and Suzuki counterparts). The OEM Bridgestone S21 delivered plenty of a grip all day long, including our track sessions.

1 of 15

Yep, some super-naked’s are more powerful, but this one has an unique mix of modern with a classic touch, and its outstanding Honda qualities makes it hard to beat. To commute, for the breakfast run or to make an impression, standing in front of your favourite coffee shop, the CB1000R is a real winner!!

The Scout model from Indian carries a magnificent heritage. It has always been Indians’ performance model, taking the fight to Harley-Davidson. Well, nothing has changed! The Scout, in my opinion, is a real looker. My view was confirmed by all who laid eyes on it. The Bobber sports a tidy headlight cowl which adds to the muscular stance. This is further enhanced by the beautifully shaped 12,5 litre tank, the bottom of which curves gracefully to pick up the curve of the frame. “Bobbed” front and rear fenders add to the butch look. A 130/90-16 front tyre and a 150/80-16 rear keep the Indian low and purposeful.The bike is “blacked out” with the headlight cowl, frame, handlebars, mirrors, mag wheels, engine cases and exhausts all painted satin black. The cam covers and some Indian logos are highlighted in machined aluminium, making them really “pop” on the black background. The test bike was silver with quality Indian Scout badging. Stunning!

The Bobber is certainly not a sheep in wolfs clothing. With 100 horses and 97,7Nm of torque on tap from the 1133cc mill it doesn’t disappoint when you crack the throttle. It is not just the power that pleases, but the way the engine feels that makes the l’ll Injun such a hoot to ride. Perfect fuel injection delivers a velvet throb of surge from the moment you ease the clutch out. Refined and grunty. You know immediately from the sound and feel of the motor that it is a thoroughly modern motor. Vibes are muted and the bike only really has any semblance of vibration at really high revs. Thing is, you don’t have to rev it. The bike bounds from standstill on a whiff of throttle, and short shifting through the solid but smooth 6 speed tranny sees you at 130 and beyond with no effort at all.

The Bobber is super stable all the way to top whack of around 200, which is really academic on a bike of this ilk. Cruising at 130 to 140 is really effortless and almost surreal in its smoothness. At the best of times naked bikes are hard work at high speed. This is even more so with cruisers fitted with forward controls. The Bobber is surprisingly comfortable for a cruiser. The handlebar bend is perfect, as is the height. The seat shape and texture is also comfy. At speeds up to 130 the bike is really pretty ok. Anyone buying a cruiser is, or should be well aware of what they are signing up for. For once, function follows form.

Handling is good. The suspension does an admirable job, in fact, [considering the paltry travel of 50mm on the rear, and only 119mm upfront], an amazing job of keeping things tidy on the road. Smooth sweeps are a pleasure to ride, with the Indian prescribing perfect parabolas from apex to apex. Tighten up the bends and the mere 29 degrees of lean angle frustrates as the foot pegs ground out. This is the frustration common to almost all cruisers. Modern suspension technology allows robust riding which quickly overwhelms the available ground clearance. You soon learn to temper your enthusiasm to suitable levels, but it does somewhat put a damper on cornering proceedings. I must applaud Indian on how well damped the suspension is. Bumpy roads are bearable due to the quality of the damping, despite there being no adjustment to preload or damping. Two up riding could present some challenges to the standard suspension however.

A tidy speedo, with a housing that mimics the styling of the mag wheels, gives you all the info you really need to know. Digital tachometer, odo, tripmeter, engine temp and a low fuel lamp complement the analogue speedo to keep you informed. The beautiful simplicity of it all is hugely appealing to me. In fact, that is part of the appeal of this type of bike. Big motor with spade loads of soul in a decent frame and uber cool looks make for an intoxicating ride. You find yourself riding past shop windows to scope out how cool you look. There is a subtle element of rebel and bad ass that adds to the appeal. A sort of one percenter finger to the establishment feel that seems to come standard with the Bobber.

I surfed the net to see what guys have done to customize their Bobbers. Lets face it, these bikes are fiercely individualistic and buyers will want to put their own stamp on their rides. It is part of the appeal. I am sure that in the fullness of time you will see some amazing Bobber based beasts emerge. Indian offer a passenger seat with sissy bar, saddlebags and a throaty set of slip-on pipes ex factory. I am sure that other custom bits will soon be available too.

So, what is the bottom line on the Indian Scout Bobber then? If you want a power cruiser that is a little unique with a rich American iron heritage, look no further. It has real character without any irritating ways. The more you ride it, the more you enjoy it. It is the kind of bike that gets you up early to take for a scoot just after sunrise when the air, and all around you, is still deliciously fresh. You pull in to your favourite haunt for coffee and a croissant and sit back and simply ogle the bike. You kinda just get that feeling that all is well with your world! The Scout just seems to inject a bit more life into living. Pop into the Melrose Arch dealership, soak up the Indian vibe and check out the Bobber between sips of your cappuccino, you will see what i’m getting at.

111 000 hours of human work, 60 people being involved full time in the R&D department, 604 800 kilometres of intensive dyno testing and more than 900 000 kilometres spent testing on the open road: when KTM creates a new machine, they put all their means into reaching their goals.

The 790 Duke is a hugely important machine for the Austrian manufacturer. KTM is known for bikes that target rather niche markets, like their intensive off-road range, and the more exclusive and powerful 1290 twins. The worldwide market for mid-sized naked bikes is huge, and now KTM has bought out a serious contender to compete in this market.

The KTM 790 Duke is perfect for the South African commuter market, easy and fun to ride.

Brand new content

Apart from the headlight that looks very similar to its bigger sibling the 1290 Super Duke R, the 790 Duke is a completely new bike. The engine is KTM’s first parallel twin, designed and built in-house. The first thing you notice is how unbelievably compact the design is. Once on-board, your knees feel like they are almost touching together, as the bike is so narrow! The engine is the most compact of its class.

With 105 hp at 9000 rpm and 87 Nm at 8000 rpm, the LC8 engine delivers good power for a 800 cm3 twin, although the naked mid-size segment is settled by some strong competition, in the likes of the Ducati Monster 821 (109 hp), the Kawasaki Z900 (125 hp), the Suzuki GSX-S 750 (114 hp), the Yamaha MT-09 (115 hp), the Triumph Street Triple 765 (123 hp) and the Aprilia Shiver 900 (95 hp). Quite busy, isn’t it?

KTM has made a very modern engine, indeed. Forged pistons, horizontally split crankcase (a first in KTM’s engine history), double overhead camshaft, a crank pin offset of 75 degrees, two balancer shafts, DLC coating nearly everywhere and an air-box located under the seat: all of that contributes to make the 790 Duke so nimble.

The KTM has another winning card in its game: with a 169 kilograms weight, the 790 Duke is nearly the lighter of its class (unfortunately, the Triumph 765 Street Triple claims 166 kg), but still, the Duke remains much lighter than any Japanese competition.

The chassis is also brand new. KTM has gone from the typical trellis frame to a tubular steel frame to a combination where the engine is topped by a tubular steel section completed by an aluminium rear sub-frame.

As usual, the suspensions is provided by WP and the brakes are coming from J. Juan Brake Systems (Spanish company), and they know what they are talking about since they supply the brakes to Johnny Rea’s world championship winning ZX-10R.

Tyres come from a little-known brand in the street bike market: they are the Maxxis SuperMaxx ST, which where developed on the 790 Duke.

That’s not all: we are in 2018 and this is modern times. The 790 Duke provides, by far, the most comprehensive electronic package of its segment. Cornering ABS, traction control, wheelie control, riding mode (Rain, Street, Sport and Track), motor slip regulation: the KTM 790 Duke has all it needs to combine safety and fun.

There is a lean angle sensor unit that provides safety under wet or tricky conditions. When you activate the Supermoto mode, this disables the rear ABS, so you can slide your rear wheel into a corner whilst keeping some safety with the front end.

You can do your own research: no bike in that class has so many bells and whistles. Even the clutch-less up & down gear shifter is standard!

Incredibly agile

We had the chance to ride the new KTM 790 Duke on the twisty mountain roads of the Gran Canaria island, right in the Atlantic Ocean and where winter is mild, as its located on the same latitude as the beginning of the Sahara desert. We had also the chance to clock a few laps on the islands main racetrack. And it was a lot of fun.

Let’s put it frankly: the KTM 790 Duke is certainly one of the most agile bike of its class. Take a corner. Many corners. Some fast, some slow, some with an apex that you’ll have to guess while being in action. It doesn’t matter the speed or the radius, the 790 Duke eats them all, even when you have to ride with a bit of improvisation. The 790 Duke, is the kind of bike that gives you instant confidence and ease. A couple of kilometres is like you’ve known each other forever. Just look into a corner and you are there already.

The 790 Duke makes you smile under your helmet. The engine pulls strongly, although always with soft manners, with smooth power delivery at low revs (you can cruise at 50 km/h in 4th gear without vibrations) and a decent power band between 6 and 10 000 rpm. We had the chance to ride stock standard versions and some equipped with the optional Akrapovič exhaust. The Slovenian accessory sounds better at stand still, however, the standard pipe sounds better whist riding, it has a deeper and more metallic note.

Ready to race, really?

If the archetypal KTM is ready to race, the 790 Duke is, well, nearly there, but quite not yet. And for two reasons: the first comes from the nearly non adjustable suspensions (only the rear shock is preload adjustable). They are okay and do the job, as you can still ride fast. However, the overall setting is a bit on the soft side and the feedback is just average. The second reason lies on the tyres. We should not have some prejudice, as the Taiwanese Maxxis performed quite well on the open road and they are, at least, as good as some mid-range Dunlop or Bridgestone that you find on many entry-level bikes. The grip was good and the feeling was okay too.

Once on the racetrack, I’ve been delighted to find a trustable front end, but the rear tire suffered early from a lack of grip during strong acceleration. At least, they slide in a very progressive way.

So far, this test has proven a new strong entrant in the naked bike class. Light and fun, the KTM 790 Duke may not be the biggest, the fastest or the most impressive thing you can buy, but the overall package is a extremely appealing, especially if you consider the sharp lines and the state-of-the-art electronic package.

So on my side, I’m pretty much looking forward to a possibly forthcoming 790 Duke R evolution, with better suspensions and tyres, that will be more in line with the genuine KTM philosophy – Ready To Race.

The other good news of this first ride test relies in the engine potential: it will be inside the  forthcoming (planned for early 2019) 790 Adventure – this will be a gem to ride, I’m sure.

The original 1988 Honda Africa Twin was a real game changer, as it put an end to the single-cylinder trail bike era and it took three years for Yamaha to replicate with the XTZ 750 Super Ténéré.

The 2016 Honda Africa Twin was too another game changer. As big DS bikes were heading to a 150 hp plus path, Honda preferred to stick to a “real life, practical, human-sized” machine. That was a truly smart move, as the Africa Twin went straight to the hearts of all the bikers begging for the return of a “proper-dual-sport” bike, which was versatile, fun, and not too intimidating. Success was there, as the Africa Twin has sold over 51000 units worldwide in less than two years, with 45% of the owners choosing the DCT gearbox.

Celebrating 30 years of the African Twin, Honda is coming out with a new updated version called “Africa Twin Adventure Sports”, this bike is impossible to miss as it features the historical XRV 650 Africa Twin colour scheme.

The family is getting better

The MY18 “Africa Twin Adventure Sports” features some interesting changes. There is also a new colour scheme: black with bronze lettering, which we also had a chance to ride.

The first – and main – version has ride-by-wire. Bye bye old throttle cable; the Africa Twin is becoming more electronic. The by-wire throttle gives Honda a chance to refine the bike’s riders assistance: there are now four rider modes, Tour, Urban, Gravel plus a User mode, where you can choose over 3 power delivery modes, 3 engine braking modes and 7 traction control settings (TC can be disconnected too). The instrument panel is new too, although it’s not too easy to read in some circumstances (in direct sunlight or with a thin layer of dust whilst off-road). Despite the by-wire and unlike some competitors, Honda still does not feature a cruise-control on the Africa Twin.

Foot-pegs are also larger, for better off-road ergonomics. Indicators now have a self-cancelling function, and activate briefly as a warning during emergency braking.

Being only two years old, the engine remains pretty much the same: the 95 hp output is on par with the Triumph Tiger 800 and the forthcoming BMW F850GS, but the Africa Twin has an interesting torque figure, with 98 Nm at 6000 rpm. If you take the “manual” gearbox version, you’ll be please to know that there is now an optional quick shifter which works beautifully when changing gears either up or down.

On the engine, a new balancer shaft and a revised exhaust (2 chambers and 4 litres instead of 4,6 litres and 3 chambers) give a deeper exhaust note and an easier revving engine. A new battery is also part of the MY18 package: it’s 2,3 kilos lighter and supposed to last four times longer.

That’s not all: Honda homologated two new set of tyres on the Africa Twin. New owners will have a chance to ride on the Dunlop Trailmax 610W (supposedly better on wet surface than the previous OEM Dunlops) or the excellent on road Bridgestone Battlax A41. For off-road use, the Continental TKC80 is officially homologated by Honda for use on the Africa Twin.

Shorties forbidden…

So, the Adventure Sports version is made on this revised basis. The adventure package is immediately noticeable, as the Adventure Sports is a bigger, taller, bulkier than the original re-launched 2016 Africa Twin.

The bash plate and crash bars are a genuine invitation to Baviaanskloof on a rainy day! The windscreen is 80 mm taller (but somehow narrower on its basis), the fuel tank is bigger (24,2 litres instead of 18,8 litres), the seat is new and the heated grips are also standard on the Adventure Sports. There is a 6 kilograms increase, making the standard gearbox at 243 kilos and the DCT 10 kilos more, which is not that much if you consider the difference in specifications between the two versions.

Talking about the seat, here is a small warning: instead of the 850/870 mm Africa Twin offering, the Adventure Sports reaches a tall 900/920 mm. The good news is you’ll also benefit from longer suspension travel (252 mm instead of 230 mm for the front fork; 240 mm instead of 220 for the rear shock) and a better ground clearance (270 mm instead of 250).

But with a 900 mm plus height, a figure that is normally in the league of proper enduro machines, plus a wider tank, the Adventure Sports will require its owner to have the proper body shape… and the proper leg size!

Smooth and efficient

Start the engine, close your eyes and you’ll instantly notice the new exhaust note. It’s deeper, more metallic and, the engine revs quicker too (if you blip the throttle a couple of times whilst in neutral, the motor almost has the sound of a Ducati).

If power and torque figures are not outstanding (95 hp at 7500 rpm and 98 Nm at 6000 rpm), the Africa Twin engine is adequate enough for daily use, off-road fun and even long distance touring. This is a very capable engine, obviously not thrilling like a 1290 KTM Adventure can be, but the level of performance makes it a perfect companion and is able to eat miles forever, at only 4500 rpm at 130 km/h in top gear. When engaging the “gravel” mode the TC settings default to 6 out of 7. To increase the TC, just give a couple of pushes from the left index on the switch assembly and the bike is ready.

Once on board, two of the Adventure Sports assets can be noticed. The ride-by-wire throttle delivers perfect fuelling and a great feeling, and the new seat is more comfortable than the one from the standard version.

Once on your way, the windscreen protection could have been a bit better (there is some turbulence if you wear an off-road helmet), but the agility, despite the size and mass of the bike, is just awesome. You can eat twisties all day long like scrambled eggs at breakfast and there is no effort required to get into corners or even change line. The front fork dives a bit under hard braking, like most of the good old trail bikes.

On the gravel road, the standing riding position is also better than on the standard Africa Twin, as the handlebar has been raised by 32,5 mm and is also now 6,5 mm closer. On gravel, high-speed stability and suspension efficiency is spot-on.

Conclusion

The re-launched 2016 Africa Twin was a real winner and the Adventure Sports is even better. More comfort, more fuel range, more off-road abilities, more versatility and more of an adventure look: no doubt the South African market will give it a very warm welcome, as it’s the perfect match for your stereotypical African adventurer.

Suzuki introduced the V-Strom a number of years ago. It was one of the stable of Suzuki’s which used their new at the time 90 degree V twin litre motor. The 2018 V-Strom’s engine is a refinement of this mill, at 1037cc’s it stomps out 100 odd horses at around 8000rpm and what really is noteworthy, it delivers a healthy 103 Nm of torque as low as 3100rpm. To put that into perspective, it is 13 horsepower more than Honda’s new Africa Twin and 13Nm more torque at 2000rpm lower in the rev range.

Weighing in slightly lighter than the AT too, the real world performance of the Suzuki is significantly better, taking it from adequate to proper. The engineers at Suzuki didn’t stop there, they added another balance shaft to the rorty V twin, the end result is a motor that is happy at all speeds.

You never feel that you have to force the pace. Crack the throttle and the big Strom responds with satisfying thrust. Happy motor happy rider! But that is not all. You can’t stall this beast. Drop the clutch at idle and a stall assist function simply allows the bike to chug off the line like a big diesel. This assists tremendously at really slow speeds over uneven terrain.

Let’s talk chassis. Suzuki have redesigned and lightened the frame using clever computer programmes that measure stress and strength etc. The Strom has less suspension travel than most of the other Adventure bikes in it’s class at around 190mm back and front. Same as a GS mind you. Having said that, after riding it properly on dirt, and I mean properly!, it does an excellent job. I did not once bottom out either end, even running standard settings.

There was still significant room to stiffen things up for a passenger or luggage. My Africa Twin by comparison, with a whopping 220mm of travel was way too soft, even on maximum preload, and ridden aggressively, as I rode the Suzuki, bottomed the suspension a number of times. Be careful to compare bikes by their spec sheets, ride them as you intend to use them, real world performance may tell a totally different story. So it was with the big Strom, I purposefully aimed the bike at speed over a line of dinner plate sized potholes on a gravel road. I braced myself for some serious head shake.. Nothing!

The bike tracked straight and true, the whole exercise becoming a non event. Thrashed down a rain rutted dirt road at really high speed, 160kph plus, the Suzuki never lost, or even felt like it would lose it’s composure. To be honest, I was absolutely blown away! There was one place where I got some serious air whilst negotiating a hump, yet the bike landed smoothly without bottoming either end. Nothing you can throw at it on a typical adventure tour will ruffle it’s feathers. On the contrary, it may seriously ruffle the feathers of some of the established alternative brands riding with you!

The firm well damped suspension makes the Suzuki a road weapon of note. It exhibits uncanny stability and changes direction effortlessly. The handling is truly excellent. Looking for negatives I plonked my wife on the back and cruised to Melrose Arch for lunch. A 100k round trip, and Irene was still good for go, giving the back perch her approval. Talking comfort, the Strom is great. 1000k days will be no sweat, seat comfort is excellent.

Really impressive is the heat management, us KTM pilots know all about heat! Not so with the Suzuki. I don’t know where it goes, but you just don’t feel any engine heat anywhere. This is probably the result of the evolution of the bike over a number of years. Slowly but surely niggles get sorted leaving one with a superb end result. The previous models sported cast wheels which, according to South African adventure riders, instantly disqualifies the bike for gravel travel. This latest Strom sports rugged DID alloy rims laced up with sturdy spokes. Bring on the dirt!

Looks are subjective, and the Strom is a slightly acquired taste. The test unit was yellow and grey with stunning gold rims. All good. For me, and most I spoke to regarding the looks, Suzuki should have kept the seat black. Instead they saw fit to make it yellow too. I felt a bit yellowed out after a while. I enjoyed riding it so much that it wasn’t really an issue, but give me a black seat please.

Instrumentation may well be what is considered ‘old’ by modern TFT standards, but for me , ‘if it ain’t broke don’t fix it’. Information is comprehensive, and the dash is just fine! Let’s not do technology for tech’s sake. Similarly you only get one engine mode, and rightly so!

Power delivery is so good and linear you would really be an incompetent oaf to complain. Traction control has three settings with more or less aggressive action. Which is best?. ‘OFF’ that’s what! Again, unless you are totally new to gravel travel, traction control is an unnecessary complexity. Not if you have to control 150+ horses in the dirt, but that is not the case with the Suzy. The ABS cannot be switched off, so again, some may bitch and moan. Just ride it, it works! The bike stops without fuss or bother. A far cry from the dismal ABS on my 800 GS on which I took out a farm gate after forgetting to disable the ABS. Granted, that was years ago. Electronics have come along in leaps and bounds since then. The ABS on the Suzy has a lean sensor too, subtly keeping things tidy even when braking whilst heeled over.

Suzuki has come up with a novel screen design. It adjusts to three heights by means of screws. Once you have set the appropriate height, you simply use the manual tilt feature. Push it forward and it resembles the upright screen on a rally bike. Pull it back, and it is more like a sports beast. I, with my 6’ 3” frame set it to the highest, then used the tilt function – 160kph and no turbulence around my helmet. Perfect.

At a purchase price around R165 000 the Suzuki is quite frankly in a class of it’s own. All you need for serious gravel travel is serrated off-road pegs, a bash-plate and crash-bars. Panniers and top-box are available as factory options from Suzuki. For one moment just engage your brain! You could buy yourself the incredibly competent DL 1000, silence your buddies chirps after the first proper ride, and still have a huge amount of ammo left in your bank account. Enough to fund your next year’s worth of adventure travelling. The bike averaged 5,7l/h on a tank used with gusto in the dirt, on road and two up. Typical real world consumption. The 20l tank giving decent range. The V-Strom has a decal on the front which reads ‘Sports, Adventure, Tourer’. They could not have stated it better.

Adventure bikes are all about finding the correct degree of compromise. Go with a 21” front wheel and your road stability is compromised to a degree. Spoon on long travel suspension and the same applies. Most of our riding is on the road with occasional forays off-road, yet we focus on off-road ability as if that were the Holy Grail. I found in the Suzuki a bike that allows you to be flat footed at a robot, stops and goes better than most, allows you to cross continents reliably and in comfort, and will embarrass supposedly more competent in the dirt. All that at a class leading price! It really doesn’t get better than that.

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

Morocco. Winter. Snowy Atlas mountain foothills, a fleet of brand new 2018 Triumph Tiger 800 XCa’s, some tents in which to sleep, everything is just fine, as we were promised a genuine adventure experience – except it has been raining a lot.

But, hey, this rain is also a blessing, because the roads around here are in poor condition and with the bad weather, they have become seriously rutted.

When there is a combination of gravel, potholes, dodging goats, and water on the road, now that is just perfect to test a proper dual sport bike. Touring bikes start to feel so heavy and agile naked machines behave awkwardly, the dual sport doesn’t give a s**t, and the happy biker continues his trip, smiling under his helmet.

In one word: we had the perfect conditions to test the new Tiger 800 XCa. As a reminder: the Tiger 800 was launched in 2010, revamped in 2014 and now here is the new one. Since the original launch, 68000 units have been sold worldwide. No small success, indeed.

The perfect six

Triumph has been listening to all its customers, different uses, and budget constraints. So, instead of one machine, we have to welcome six of them. They are classified in two environments: XR (R = road) has 4 versions, the basic XR, the mid-spec XRx (including a low seat – 760/780 mm – instead of the normal 810/830 mm) and the luxury XRt. Certainly more suitable for the South African conditions are the XC (C = cross) recognizable with their 21 inches spoked front wheel, with the entry-level XCx and the full spec XCa (the one that we had the chance to test during two days in Morocco, on road and off-road).

How do you recognize the difference?

It’s easy: it’s a mix of technology and premium features, such as new paint schemes, graphics and finishes. Techno-wise, the Tiger 800 features new LED headlights.

A brand new 5 inch TFT colour instrument display with up to 12 different screens, illuminated backlit switchgear and a 5-position joystick control, as well as up to 6 riding modes for the high-spec versions. The XCa and XRt also feature cruise control, as well as heated handgrips and seat, including for the pillion… First class comfort, indeed.

Lower first gear

In the engine compartment, changes have been rather minor. The in-line three cylinder still delivers 95 hp @ 9500 rpm (which makes the Tiger 800 a direct competitor of bigger capacity engines, such as the BMW F 850 GS and Honda 1000 Africa Twin which deliver exactly the same level of power) and 79 Nm @ 8050 rpm. The ride-by-wire throttle has been upgraded. The exhaust is new, the exhaust note is now deeper, now closer to a Street Triple – a sweeter sound indeed.

The torque curve is nearly as flat as Table Mountain: from 2500 to 9000 rpm, there is always more than 70 Nm of torque. That translates into a rather linear, yet always-consistent engine. On the poorly surfaced Morocco B-roads, it did not really matter to exit a corner in 3^rd or 4^th gear, as the traction is strong and the throttle response just felt perfect. Unlike its bigger sibling the Tiger 1200, the 800 does not offer an quick shifter, even in the top-spec versions; same applies with the Arrow exhaust.

The main technical change resides in the gearbox, with a first gear ratio lowered by 12%. Triumph wanted to enhance the Tiger’s off-road abilities, as well as giving more oomph when accelerating in first gear.

A great all-rounder affordable dual sport bike

We had the chance to have a long off-road session with the Atlas mountain as the main horizon, and what was instantly noticeable was the bike’s perfect sense of balance. Unlike the 1200, the Tiger 800 is far less intimidating and requires less riding ability to take it off-road. XC’s have a 840/860 mm seat height, and as the bike still manages to feel reasonably compact and narrow, its size won’t be an issue for mainstream riders.

For off-road use, I’d love to see the handlebars a bit higher and the rear-brake pedal a bit lower: nothing major, just a centimetre or two. Besides that, the off-road session was an absolute joy, thanks firstly to the smooth engine response combined with perfect fuelling.

The surface was quite muddy in places and it was easy to climb hills with perfect traction (fitted with Pirelli Scorpion Rally tyres), at low speed, the shorter first gear was helpful as the clutch was never required.

There is an extra riding mode on the XCa: Off-Road Pro, which disconnects all safety aids. The traction control is free, as well as the ABS; it’s still possible to get into the menu and activate a bit of ABS on the front wheel for safety issues, though.

On the way back to the tented camp (a great idea by Triumph, to give us a proper adventure feel, instead of accommodating us in the usual five star hotel!), the Tiger 800 demonstrated another aspect of its personality.

The XCa is also a great mile-eater. The 5-position adjustable windscreen offers proper wind protection, the heated grips are efficient (with an outside temp of 5°C, the 1 out of 3 setting was sufficient) and the engine provides effortless cruising (5800 rpm at 130 km/h in 6^th, 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.

1 of 15

With nine models to choose from, there’s something for everyone in Harley-Davidson’s new Softail line-up. From classic cruisers like the Heritage and the iconic Low Rider, to the raked-out Breakout and muscular Fat Bob, they’ve covered all the bases.

So where does the Street Bob fit in? Its minimalist, blacked-out styling, solo seat and mini-ape bars, give it an strong bobber vibe. But it’s not just aesthetics that set the Street Bob apart. Starting at R189 500 (for the black version), it’s also the cheapest Softail in the range-and the only one priced under the magical R200k mark.

Note: ‘Revisited’ is a series of reviews where we get our most hipster test rider, Wes, to spend some time on a motorcycle that we’ve already reviewed. It’s a fresh perspective, and might not cover all the points you’d typically find in a motorcycle review. We originally reviewed the Street Bob here:

First Rides: 2018 Harley-Davidson Softails

When you consider the price, and the fact that most buyers will upgrade parts like the mid-mounted foot pegs and the single seat straight out the gate, it’s easy to pigeonhole the Street Bob as an ‘entry level’ Softail. Which isn’t entirely fair-because the Street Bob is far radder than you think.

Full disclosure: I haven’t ridden every single one of the new Softails. But of the five I’ve covered miles on, the Street Bob is hands-down my favourite.

It’s quite a looker for starters (and if anyone tells you they don’t care about their bike’s looks, they’re a liar). I’m a fan of the new generation Softail frame and the Milwaukee Eight engine, visually, and the Street Bob wears both well, thanks to its stripped-down aesthetic. It’s also got a great stance, with spoked wheels measuring 19″ up front and 16″ out back.

The fuel tank’s surprisingly compact for a big cruiser (it holds 13,2 l), and the bobbed seat’s pleated upholstery gives it a hint of custom style. The cockpit’s super-sano too. Everything but the brake and clutch cables has been routed inside the handlebars, but it’s the digital speedo that really sets things off. H-D have designed a refreshingly compact unit that sits in the top handlebar clamp, and still packs in all the info you need.

Then there are subtler details, like the small LED headlight, fork boots and clean rear fender (the rear indicators double up as tail lights). You’ve got a choice of five colour schemes, with ‘Vivid Black’ being the cheapest. The test unit I’ve been riding’s finished in ‘Industrial Gray Denim / Black Denim’. It’s a top-notch matte finish, with most of the hard parts done in black with a handful of chromed and polished accents.

Ergonomically, the Street Bob is just plain kooky. The combination of a low seat and mid pegs mean that you sit with your knees up and your arms stuck out straight forward, like a spider monkey on a mini-bike. It shouldn’t work-and on longer rides it’s actually pretty uncomfortable-but I actually really dig it.

Your hands and feet are in the right spots for manhandling the big V-twin, plus you feel like a bit of a hooligan riding it. The riding position (and lack of wind protection) does limit your top speed though-go fast enough, and your arms and legs will hate you for it.

The Street Bob only comes with the 107 ci Milwaukee Eight power plant option, unlike some of its siblings that can be had in a 114 ci too. But that’s OK; at 297 kg wet, it’s the lightest of the new Softails. So the 145 Nm of torque from the 107 goes a long way, practically launching the Street Bob off the mark or out of corners.

I’ve praised the Milwaukee Eight motor before, and my sentiment hasn’t changed. It’s punchy and smooth, but still grunty enough to keep the Harley feeling just a little rough around the edges. The new clutch design is way lighter than before, the six speed box shifts positively, and the ride-by-wire throttle is responsive. There’s ABS, but no traction control-which is great for the occasional rear wheel skiddy on pull away.

Out on the road, the Street Bob is surprisingly nimble for a 107 ci cruiser. Harley-Davidson have claimed improved stiffness with their new chassis design, and it shows; the new Softails track way better than the old Softails or Dynas ever could.

I can throw the Street Bob through corners even easier than any of the other Softails I’ve ridden-mostly thanks to its more svelte proportions. The narrower front wheel turns in easier too, and there’s more than enough leverage from the bars to move it around. Thanks to their length, the bars do have a tiny bit of flex in them, but I noticed it once and then forgot about it.

Ground clearance is decent enough too, but you’ll eventually start scraping pegs as you pick up the pace (and whoever rode this unit before me even got the exhaust to touch down). Whether you’re tucking your head down, blasting into the wind and hanging on for dear life, or hustling through your favourite mountain pass, the Street Bob is massive bags of fun.

It’s also a blank canvas for anyone that likes throwing more money at their Harley-Davidson. I’d probably swap the exhaust for something with a more appropriate soundtrack, tweak the angle of the bars and call it a day. But there’s a lot more that could be done-whether you’re shopping from the H-D catalogue, sourcing third part parts or fabricating your own. (Just imagine it with no rear fender or struts, and a floating saddle.)

Sure, the Fat Bob has a more radical design, and the Heritage has a windshield, bags and tons more comfort-but the Street Bob is still my favourite. It’s lighter, cheaper, nimbler and-best of all-doesn’t take itself too seriously. What more could you want?

1 of 10

Images by Wesley Reyneke

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!

In 2004, a film-maker called Morgan Spurlock released a movie called: Supersize Me!
The target, to eat as many burgers as possible.

In 2018, a motorcycle manufacturer called Kawasaki released a touring bike: Supercharge Me! The target, to eat as many kilometres as possible.

I prefer the second one, by far!

Highway Queen

“We wanted this bike to be the fastest sport-tourer of the Autobahn”, said project leader Hiroyuki Watanabe, who also created the previous H2 & H2R, as well as the 2003 & 2010 Z1000 and the 2007 ZX-6R, showing us a picture of the bike flying down a German highway with a “Garmish-Partenkirchen” direction board. With Garmish being a bit of the BMW land of joy, one can but wonder if it’s pure coincidence?

The bike promises to be fast, for sure, with a 210 hp (Ram Air figures) claimed, and a sleek aero design. However, it has nothing much in common with the standard H2, apart from a 998 cc engine, the same amount of power, and a supercharger.

The H2 provides a raw and thrilling riding experience as well, and demonstrates once again, Kawasaki’s leadership in the production of high-performance and emotional bikes, a trend started long ago with the 900 Z1 and the ZX 750 Turbo.

The H2 SX certainly launches a new era: it might be the first of a new generation of motorcycles. Let me explain myself. To reduce CO₂ emissions, car manufacturers have been through a downsizing process. Small engines with turbos help to reduce emissions without compromising on power.  In the motorcycle industry, Suzuki and Honda are also interested in this process and have secured some patents. However, Kawasaki is here with the first to market a force fed bike.

Nearly a new engine

If you have never tested a H2, pop in to your nearest Kawasaki dealer. It’s an absolutely frantic experience. The bike is a bit on the hard side for daily use, with a violent power delivery, an engine which releases a lot of heat and neutral is hard to find while standing at a robot.

So, to achieve greater versatility the H2 SX has a nearly new engine. The external cases are the same, but cylinders, cylinder head, crankshaft, camshafts, intake funnels, smaller throttle bodies (diameter 40 mm instead of 50 mm), exhaust (smaller: 7 litres and 2  kilos lighter too), all those components are new. The supercharger impeller is also different.

The compression ratio goes up from 8,5 to 11,2:1 and Kawasaki claim 25% better fuel efficiency. With a 19 litres fuel tank, Kawasaki claims a more than 300 km fuel range. Our test reveals that you’ll have to stick to the speed limit to reach that target and you’ll have to refuel much more often if you are addicted to the supercharged power.

There are a lot of modifications in the chassis department too. The subframe is different, to handle a pillion and luggage (the optional 28 litres panniers are made by Givi, and Kawasaki said they have been extensively tested to the maximum speed on German highways without any issue). The payload is now 195 kilograms instead of 105 kilograms on the single-seater H2. Although the main trellis frame looks the same, the tube has grown from a 22,2 mm section to a stronger 28,6 mm. Hence, the H2 SX is 18 kilos heavier than the H2 (but remains 9 kilos lighter than a ZZR 1400).

Nowadays, a modern motorcycle is nothing without a comprehensive electronic package. The H2 SX has it all. A Bosch IMU unit manages traction control, wheelie control and launch control. There are three power modes delivering 50, 75 and 100 % of the engine capabilities. Cornering ABS and engine brake control are there, as well as the second cruise control in Kawasaki history, after the one fitted on the VN 1700 Voyager. The cruise control can be activated to maintain speeds of up to 200 km/h. A bit slow to cruise on the 250 km/h section of the N14 near Pofadder, perhaps?

On the SE version (the green one, as the standard H2 SX only comes in black) there is also a new color TFT instrument panel with plenty of information and two display modes (touring and sport), cruise control as well as cornering light and a quick shifter up & down (not the smoothest on the market, but it does the job, though).

Amazing power, real versatility

We had the chance to ride the H2 SX and the fully comprehensive SE version, during a one and a half day period, on sunny winter Portuguese roads. Braking, handling and acceleration were covered at the iconic Estoril racetrack in a controlled environment.

As our previous technical section was insinuating, one only has to ride a couple of hundred  metres to discover that the H2 SX is significantly different when compare with the H2. The beast is (slightly) tamed, but the power is still there.

While cruising gently on the city’s boulevards, the H2 SX is wonderfully smooth. Smooth riding position (less leaned forward than on the ZZR 1400), smooth controls, smooth gearbox (with a neutral now easy to find), and a smooth engine, able to do 50 km/h in top gear at below 2000 rpm: a great commuter, by the way. So, the beast is tamed, but the beast is still there: engage the launch control to discover it. Will you dare to keep the throttle wide open to realize the perfect start and trust the electronics, keeping the revs around 6500 rpm?

We had the chance to test the system on the Estoril 985 m long pit straight. Now it’s up to you to release the clutch and let the supercharged power kick your ass. And it does. The traction control combined with the wheelie control struggle to keep the front wheel on the ground and the acceleration is just ballistic. The lower gear ratio’s are not as long as standard superbikes and that makes the acceleration just even more impressive. There is not much time to read the digital speedo. I can see 254 km/h near the rev limiter in fifth before gearing up to sixth, and I apply the radial brakes at over 280 km/h at the end of the main straight. I can feel the 260 kilos weight, but the brakes remain impressive and it is unlikely that you will take them to the limit on the open road.

The open road is also where the H2 SX SE will demonstrate its unique personality. The suspension setting is a bit on the touring side and the overall level of comfort is just impressive, although the head and hands wind protection could have been a tad better.

The H2 SX SE trumps the BMW K1300S and the Honda VFR 1200, and makes the Kawasaki ZZR 1400 and the Suzuki Hayabusa feel so ordinary, although in roll-on acceleration at legal speed in top gear, it won’t do any better.

The H2 SX SE hits a new mark for a simple reason: besides its unprecedented level of safety and electronics, it delivers new sensations. With the supercharger, enjoy a “1.4 liter level of torque” with a “superbike free-revving engine” in the intermediate gears. Touring has never been so much fun.

1 of 22

Neo-retro scramblers are all about style, right? Sure, most of them look like they rolled straight out of On Any Sunday, but aren’t they better suited to hopping cafés than ripping farm roads?

The Scrambler Ducati Desert Sled vehemently disagrees. Not only is it arguably the best looking OEM ‘scrambler’ currently out, but it’s actually a great all-round motorcycle. That’s because while most of the 803 cc models in the Scrambler Ducati range are variations on the base model Icon, the Desert Sled is a bonafide upgrade.

The motor’s gone untouched, so the Desert Sled runs with the same 803 cc, air cooled Desmodromic L-twin power plant as the Icon-good for a claimed 73 hp of power and 67 Nm of torque. You get the same six speed box, wet plate clutch and fuel injection too, and the whole thing is Euro 4 compliant.

But it’s when you take a look at the rolling chassis that you start to notice the differences. The front wheel sees a bump from the 18″ unit on the Icon, to a more off-road worthy 19″. There’s still a 17″ hoop at the rear, but it’s narrower than before. Both wheels are spoked, and are wrapped in Pirelli Scorpion Rally STR rubber, for more grip in the loose stuff.

Then there’s the actual frame, which has extra bracing to stop the Desert Sled from rattling to bits on rougher terrain. And the suspension’s had a boost too: the upside down front forks have been upgraded from 41 mm to 46 mm units, with 200 mm of travel (50 mm more than the Icon), and compression and rebound adjustment. The remote reservoir Kayaba rear shock is adjustable for preload and rebound, with the same travel as the front end. It’s hooked up to an aluminium swing arm too.

Unfortunately all these upgrades have resulted in a weight penalty, with the Sled coming in at 207 kg wet. But there’s an up side: with a tougher frame, a bigger front hoop and better suspension, the Desert Sled comes across as a legitimate retro dual-sport. It looks the part too, with a high enduro-style front fender, a stone guard on the headlight, lower fork protectors and a bash plate as standard. But does it play the part?

During my time with the Desert Sled I made sure to treat it like I would any dual-sport bike-in other words, I rode it wherever I could. So I racked up miles in the city, on the highway, through some twisty mountain passes and on a few unpaved backroads.

Straight out the gate, this Scrambler’s ergonomics feel spot on. The seat stands tall at 860 mm, and the fuel tank’s pretty flat on top-so you sit on the bike rather than in it. A set of wide cross-braced bars put your arms in a perfect position for control and comfort, and the serrated pegs have removable rubber inserts, if you need the extra bite. I’m a tall dude, and would have liked the pegs a little lower for more legroom-but considering my right heel was already getting cosy with the exhaust, I don’t think that’s viable. According to the fine folks at Ducati Cape Town, you get a beefier set of enduro pegs in the box too, which is a nice touch.

The riding position is equally great when you get up out of the saddle. Never once did I pine for handlebar risers, or feel like I was standing too far back or forward. Ducati styled the 13.5 l tank after the Ducati Scrambler of the 60s, and as a happy side effect it’s extremely slim between your knees. That makes it much easier to move the bike around under you when you head into the dirt, whether you’re sitting or standing. It makes the bike feel nimble too, despite its listed curb weight-so scooting around town and darting through traffic is a breeze.

The motor’s punchiness also adds to the experience. There’s enough power and torque on hand to keep you entertained, and the way the Desert Sled launches off the mark and gets up to speed will surprise you. The air-cooled L-twin gives off a healthy rumble for an old-school feel, but the Sled’s begging for a better silencer. While the twin cans might look like the Termignoni units found on some other Scrambler models, they’re sadly not. And those engine vibes get a bit much on really long rides, with the MX-style grips doing little to prevent numb fingers.

When Ducati first released the Scrambler Icon, many lamented the throttle’s snatchiness, but it’s been vastly improved now. It’s still a little rough around the edges, but overall it’s predictable and usable. I was especially chuffed with how well I could modulate the gas while crawling over tricky terrain. And by how forgiving the transmission and motor were, when I found myself in the wrong gear. Cycling through the Sled’s six gears is a cinch, with a clutch that’s light enough not to tucker you out.

Out of the city and onto some of the Cape’s best mountain passes, I found that the Desert Sled didn’t rail corners quite as well as the Icon does. But that’s understandable-it has slacker suspension, a bigger front wheel and more dirt-biased rubber. And it still has plenty composure for spirited jaunts through the curves, made all the more fun by the extra leverage from those enduro-style bars. That bench seat is also more comfortable than it looks, and it’ll take longer than you think for your butt to start complaining.

But it’s when you hit the dirt that the Desert Sled becomes a revelation. It’s not that it’s an exceptional dirt bike, it’s just that you don’t expect it to be that compliant. On most gravel roads it tracks smoothly and predictably. When the surface gets looser, you can feel the bike start to squirm and weave a bit-but it’s still manageable. And the fact that you can adjust the suspension is great-it lets you fine tune the Desert Sled to your body weight, riding style and preferred road surface.

It’s only when you get into sand and loose, rocky surfaces that it really becomes a handful. Especially in deep sand, where I found that the front wheel got sucked down quick, and I really needed to manhandle the Scrambler towards where I wanted it to go. That’s largely down the Ducati’s weight, but I reckon I would have done better had I dropped the tyre pressure a bit-or if the Sled had more aggressive rubber fitted. The fact is, given enough encouragement, it did go where I wanted it to, and I ended up exploring gnarlier trails than I planned.

What’s more, it’s put together well enough that it didn’t feel like it was shaking apart from the abuse. The only thing that had me nervous was the prospect of dropping it-at R171 000 in red, or R175 000 in white or black, it’s not a bike you really want to knock around. Dings are sure to be costly-unless you’re happy to file them under ‘adds character.’

Still, if you’re willing to spend the money, the pay-off is a lively, nimble and fun all-rounder that’s guaranteed to keep you smiling. And if you’ve still got change left, Ducati have a number of tasty bolt-ons at the ready-including crash protection, luggage and a couple of high-mounted exhaust options.

But even in stock form, the Scrambler Ducati Desert Sled is a good-looking bike that I could ride every day…everywhere.

1 of 14

Scrambler Ducati Desert Sled (LE)

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

The pit straight at Valencia MotoGP racetrack is only 876 meters, that doesn’t prevent the new Ducati Panigale V4 S reaching a speed of over 280 km/h. The pit straight is just swallowed in a few seconds, you enter the straight after corner 14, (called Adrian Campos) in second gear, at over 185 km/h, third gear is good for 235 km/h, fourth for 260 km/h and the acceleration seems endless – how is that possible?

With a brand new 90° V4 engine thats inspired by MotoGP technology, Ducati aims at nothing less than being the class leader in the Superbike category. The Panigale V4 offers the best power to weight ratio (1,10 hp per kilo), with a capacity of 1103 cm³, the V4 delivers 214 hp at 13000 rpm and 124 Nm of torque at 10000 rpm (with a very flat curve from 9 to 12000 rpm), while revving up to 14500 rpm. The Ducati Quick Shifter, works both up and down and helps to sustain strong acceleration.

Corner one at the Valencia MotoGP racetrack is full of rubber marks, one of which was ‘signed’ by Marc Marquez himself when he lost the front chasing his fourth world title at over 150 km/h. This environment was perfect for testing the Panigale V4 S!

Another Ducati revolution

Forget about the two cruisers Apollo V4 prototypes from the 1960’s. Forget also about the exclusive Desmosedici RR, of which 1500 units were produced in the 2007. We are now talking about a superbike for the masses. Well, the wealthy masses that is.

With the Panigale V4, Ducati literally brings MotoGP technology to the streets and to the racetracks. And this is not just a marketing ploy, like that of the Dakar winner Peugeot 3008 pretending to be the same as your brother-in-law’s Diesel-powered 3008!

MotoGP technology means: equal 81 mm bore and stroke with the engine tilted backwards by 42°, a reverse rotating crankshaft, twin pulse firing order, and nearly as many electronics as a MotoGP bike.

Rider safety has been taken very seriously by the Ducati team. There are three riding modes; Race, Sport, and Street. In the latter mode, 214 hp is delivered with a ride-by-wire softened response. There is also, an ABS EVO braking system, which allows some slide under braking, in case of strong deceleration with a slide angle between 0 to 35°.

Launch control (DPL), ensures lightning-fast starts, letting the rider focus only on releasing the clutch. Once set, the rider simply engages the first gear and opens the throttle. Wheelie control (DWC EVO), this system, using Bosch 6D IMU information, ensures wheelie control to obtain top acceleration performance in a smooth, safe manner. The DWC EVO detects the occurrence and extent of wheelies to control them with a higher level of precision, ensuring a more accurate response to rider input.

Traction control (DTC EVO), which includes a power-slide model. And last but not least, a engine-braking management system (EBC EVO), which has been developed to help riders optimise vehicle stability under extreme turn-in conditions. The only thing missing is a pit-lane speed limiter! All the above are very easy to manage and select via the left hand push buttons.

Siblings, you said?

On the looks side, the Panigale V4 is very close to its 1299 Panigale V2 sibling. The overall silhouette is the same, although there is a bit of difference in the exhaust, headlights and front nose. Riding alongside each other, you might struggle to spot the difference, although the V4 is more distinctive from the rear, with two kinds of wind tunnels under the rear lights. Awesome!

Any similarity is gone once on board. The 5’’ TFT instrument panel is brand new and proves itself to be very easy to read. The riding position is similar to the V2, with a 830 mm seat height and a narrow fuel tank (part of which goes under the seat), thanks to a V4 engine which is only 2.2 kilos heavier than the V2 (at 64,9 kg), whilst being 28 mm shorter and 38 mm lower than the V2.

The Ducati V4 has a sound of its own; more discrete than an Aprilia RSV4, less raucous than a CrossPlane Yamaha R1, it’s proper! A symphony made in Bologna.

The first few laps show instantly one of the bike’s main assets: an easiness and agility that you never found on the Ducati big V2 Superbikes. With the Panigale V4, I was cornering knee down just after a few corners, the twin cylinder took a few sessions for me to warm up before I could keep a proper race pace. The V4 is definitely a much easier bike to ride.

I started in “Sport” mode, as I wanted to tame the beast progressively. As the pace increased, there was a bit of suspension movement but not too much. There was nothing wrong with the steering damper and the high-speed stability: they are both spot on. The quality of the electronics make you almost forget that they are there. They certainly make this powerful machine easier to ride and deliver its hefty 214 hp to the tar.

“Race” mode makes the Öhlins electronic suspension (with state of the art NIX-30 front fork and a TTX 36 rear shock, plus a steering damper) work amazingly. I only noticed a slight movement whilst I was exiting hard a low speed corner, as the rear tyre searches for traction.

We also had the chance to ride the Panigale S with the Ducati Performance pack which had different engine mapping. An Akrapovic exhaust does not only deliver a divine note, it helps the V4 to generate 226 hp and 135 Nm to an ecstatic rider! Coming with a pair of Pirelli Diablo Supercorsa SC1 slick tyres, it gave us the opportunity to taste the full potential of the Panigale V4, and it’s just brilliant! The slick tyres worked better than the brand new Superdiablo Corsa “road” tyres in that under strong acceleration the bike remained solid, and the rear shock worked perfectly. The agility remains fantastic, as the weight dropped from 195 to 188 kilos – track-day fanatics take note!

A (very fast) gem

Superbike lovers can only be fascinated by this piece of engineering. The aluminium front sub-frame weighs only 4 kilograms, and links the engine (which works as a structural element to the chassis), to the front end. The rear sub-frame weighs only 1,9 kilograms, the single swing-arm weighs 5,1 kilograms, the front headlight is 500 grams lighter than that on the V2 counterpart at 700 grams, the standard exhaust weighs at 9,7 kilograms and the fuel tank (which goes, as the race bike, slightly under the seat for a better weight distribution), weighs 3,1 kilograms. The Panigale V4 is as obsessed as a supermodel about it’s weight!

The weight distribution has also evolved from the 1098, which had a perfect 50/50 ratio. The Panigale 1299 S moved to 47 % (back) / 53 % (front), and the Panigale V4 is now at 45,5 % (back) / 54,5 % (front). A sharper front end does not translate into a lack of grip, thanks to the new rear Pirelli Diablo Supercorsa, with a 4,5 mm larger foot print and it’s 200/60 x 17 size. A longer swingarm (600 mm), a longer wheelbase (1469 mm compared to the V2) and all the electronic gizmos.

While pushing harder and harder on the track, you can see the traction control lights flicker (in orange, on the TFT panel up at the left side), you can barely feel it nor hear it, as it’s extremely subtle and does not give you the feeling of interrupting acceleration at all.

Another one of the V4’s great assets comes in the braking department. Brembo has given its latest generation device, called Stylema, and it’s 700 grams lighter compared to the M50 previous generation (while being even more rigid).

The fact is the Panigale V4 is up there with the best of them as far as braking is concerned. Power, feel, everything is great and that’s quite important when you reach 280 km/h on the straight, or when the tight second-geared corner 8 appears while you exit corner 7 at over 230 km/h! All the while the electronic Öhlins suspension is doing a great job, with the whole setup being controlled by the electronics to maintain stability.

To conclude…

The Ducati Panigale V4 is not only more powerful than the V2. It’s also easier to ride, much more agile and claimed “MotoGP” technology is not just marketing hype. It’s real! As a matter of fact, there is definitely a new leader in the superbike class. While the peak power seems to be a tad less violent than a BMW S1000RR, the Panigale V4 has got more power throughout a more consistent range. It has much more personality than the average traditional Japanese in-line 4, it’s less peaky than a Yamaha R1, more powerful than a Aprilia RSV4. At Valencia, Ducati test rider Alessandro Valia was only 5 seconds away off the MotoGP lap record on the Panigale V4 – impressive!

OK, so it is likely to be pricey? If you consider it as a Ferrari 488 GTB on two wheels, then maybe not really…

Any conversation about modern BMW boxers is going to be dominated by the R 1200 GS. It makes sense: the GS is BMW’s best selling model, especially in the primo dual-sport market that is South Africa.

But there are a couple of boxers hiding in the shadows of the mighty GS that also deserve the spotlight, like the mind-numbingly good BMW R 1200 R.

Don’t get me wrong – I love the GS. It’s powerful, comfortable all day and can take to the dirt when it needs to. But if that last criteria isn’t a deal breaker for you, the R 1200 R is, in some ways, a better motorcycle.

It’s powered by the same 1 170cc, liquid-cooled flat twin, good for 125 hp at 7 750 rpm and 125 Nm of torque at 6 500 rpm. You also get a buttery smooth hydraulic clutch and six speed box, ride-by-wire throttle with four rider modes (Rain, Road, Dynamic and User), electronic suspension adjustment (ESA), traction control and switchable ABS.

But unlike its dirtier big brother, the R is a pure roadster-and a damn fine looking one at that. The older air-and-oil cooled R 1200 R (and its predecessor, the R 1150 R) had an aesthetic that was more functional than emotive. But the new generation R is muscular and aggressive, sharing DNA with the jaw-dropping Roadster Concept that preceded its launch.

I’m riding a 2016 model in these shots, but not much has changed in the last couple of years other than graphics. And not much needs to either-the style, tech and performance in the R 1200 R are still very much contemporary. Details like the exposed tubular steel frame, razor-sharp tail section and belly pan, and the diamond-shaped headlight are all signs that the R came to party. The only bit I don’t like is the exhaust; it’s a chunky, chromed eyesore on a bike that deserves better.

BMW did well with the roadster’s ergonomics too. It’s compact and low, with a manageable seat height and a narrow profile. The riser bars, seat and pegs are right where you want them for maximum control and comfort. The dash is big and clear, with an analogue speedo on the left and more digital info that I can list on the right.

On the bars, you’ll find BMW’s typical switch layout, which is easy enough to operate despite the bevy of functions available. (You even get a dial on the left side that allows you to control BMW’s Navigator GPS, should you fit it.) What you won’t find is a keyed ignition-the BMW R 1200 R works with a keyless fob, and switches on via a chunky ignition button just in front of the bars.

There’s another big change up front: BMW have ditched their traditional Telever front suspension, equipping the R with a beefy set of 45mm upside-down forks instead. Power is still delivered by BMW’s gorgeous Paralever single-sided swing arm. The R rolls on a pair of handsome alloy wheels (17×3.50 at the front and 17×5.50 at the back), with Brembo braking all round and twin 320mm discs up front.

So does it ride as good as it looks? Oh yes-there’s hardly a nit to pick with the R 1200 R’s engine package. Just like every other ‘LC’ boxer in the line-up, the fuelling is smooth, the throttle is predictable, and flicking through gears is effortless. The R loves to be revved, and the sound and feeling of that big twin spooling up as you breeze through the rev range is half the fun of riding it.

In the city the R is quick off the mark, and manageable enough to hustle from robot to robot, thanks to its light clutch. This is where the various electronic aids come in handy: I found myself with both the engine map and ESA in ‘Road’ mode while puttering around town or negotiating traffic. It put the 1200 into a better mannered mood, without killing off any of the motor’s liveliness. Rain mode was a bit more passive, and though I didn’t hit any actual rain I reckon it’s a shoo-in for wet roads, or even for beginner riders.

Out in the countryside though, I quickly switched everything over to ‘Dynamic’ and let loose. Cape Town and its surrounds are a fantastic test environment for motorcycles, and the R 1200 R blew my mind on every one of my favourite roads. I could flick it through corners all day without it ever getting bent out of shape, then eat miles quickly to get to the next mountain pass.

The twin Brembo anchors up front would shave off speed without fuss, and the ABS was effective without being intrusive. Plus the boxer motor’s ability to pull hard from anywhere in the rev range came in handy a few times.

Sure, there are roadsters out there that make more power-but the 125 horses and Newtons on offer are more than enough to satisfy most riders. And even though the liquid-cooled power plant is way smoother than the air-and-oil version in the BMW R nineT, the motor still gives off a little bit of that signature boxer buzz.

So while the R 1200 R is an extremely refined motorcycle with a rider aids package that’s bursting at the seems, it’s far from being sterile or boring. What it is, is versatile: if you’re a novice, you can put it in one of the gentler ride modes and hone your skills; if you’re experienced, it’ll reward you without making you work too hard.

It’s also more comfortable than you’d expect a roadster to be, making it good for extended days in the saddle. BMW Motorrad South Africa have cottoned on to this, so the R 1200 R comes equipped from the dealer with a luggage rack and pannier brackets fitted. (My test unit also had the optional BMW Navigator mount installed.) While I can appreciate the added practicality, these chunky touring accessories would come off with in moments of the R rolling into my garage.

I’m confident that it’d do just fine as an occasional tourer, but I want it for what it is: a gnarly roadster for tearing up the city in the week, and the mountains on the weekend. And if my wife ever let me near our bank account, I’d be in serious danger of actually buying one.

Images by Wesley Reyneke

While the rest of the motorcycling world is strutting about, showing off their new-found ‘retro’ chic, the people at Harley Davidson must be looking at each other and wondering what all the fuss is about, telling themselves that they have been making ‘retro’ bikes since their inception in 1903!

Nowhere can this be more clearly seen than in the Sportster range. Introduced in 1957, as an update of the ‘K’ range of motorcycles by substituting overhead valves for the side-valve items, the ‘XL’ range has been in continuous production ever since and, if you were to put one of the first models alongside the latest, you’d be hard pressed to notice the difference.

It’s not even as if Harley has gone to town on updating the engineering in the intervening 60 years. In 1986, the original’s Iron Head overhead valve engine was changed for the Evolution version of the 45 degree V-Twin, but it took to 2003 to rubber mount it in the frame. In 1991, you got five speeds in the gearbox. And, er….that’s about it, apart, of course, from a change to disc brakes and, eventually, ABS.

So, while modern ‘retro’ bikes comprise classic styling with thoroughly modern mechanicals and electronics, the Harley Sportster is truly retro with classic styling and classic mechanicals. But is that necessarily a recipe for something good? With the current breed of modern classics, have we travelled too far from the bad old days of lumpy engineering, oil leaks, hinged frames and Prince of Darkness electrics to find any merit in a bike that staunchly retains them?

(OK, so oil leaks, dodgy electrics and hinged frames have, thankfully, by and large been consigned to the history books, but you get my point.)

There have always been variations on a theme in the Sportster catalogue. This particular version is called the Roadster and, far from having to look hard to find any positives, they are perfectly clear. It looks ace, with cool, flat-track style wide bars, it sounds great and, just as important to many, it is definitely a real Harley Davidson in that it has a lineage that can be traced back to the original.

Does surface glitter and heritage make a good motorcycle? Well, that’s a bit more complicated. Here we have to examine the typical Harley Davidson customer. Do they want cutting edge technology? No. Do they want ultimate performance? No. Do they want a sharp handling package? No. Do they want bags of style and that name on the tank? Yes and they don’t mind what they give up to get it.

So is it possible that a motorcycle that has been in production for 60 years and hasn’t really changed at all be all that bad or does it have some redeeming features?

The specifications are simple. An 1199cc v-twin engine producing around 60bhp and 100Nm of torque, 259kgs, ABS, keyless starting, self-cancelling indicators and that’s your lot. Performance can be generously described as ‘adequate’, the handling solid – as it should be with so much mass – the brakes fine and the riding position with these wide, low bars, really comfortable.

It’s as honest a motorcycle as you will find anywhere and that is one of its redeeming features; you really do get what it says on the tin and it’s not trying to pretend to be something it’s not.

Has age improved the Sportster? Have all the bad points have been ironed out and is what is left as good as can be? Has it been honed to perfection?

Actually, no!

Some bikes, the longer you ride them, reveal more of their personalities; the more miles you put under the wheels, the more there is to discover and to fall in love with.

I’ve been riding this bike for the last two months and the strange thing is that on my very first ride, it revealed absolutely everything there was to know about it. In the last couple of thousand kilometres, it has taught me nothing new about itself; revealed no hidden depths; surprised me not one jot.

So, this bike has not taught me anything about itself that I didn’t get to know in the first few kilometers. Although, that’s not quite true; it has taught me quite a lot and, while it does tick some boxes in terms of aesthetics and exhaust note, unfortunately, it’s not all good.

As much as I like this bike, I really do have to baulk at its complete lack of mechanical progress in the last 60 years. There really is no excuse for its weight, its clunky gearbox, its dire power output and its old-fashioned dynamics. Surely Harley could update the Sportster as they have the larger engined models, with smoother, more powerful engines and improved chassis dynamics?

And then we get to the details and two elements in particular; the foot pegs and the pillion seat. Both give the impression that Harley stick things on a bike and completely fail to test them in the real world. ‘Oh, look, here are some foot pegs we can put on the bike…yeah, they look OK. That’ll do!’ But they won’t do. They stick out far too much and are guaranteed to crack your shins or calves whenever you put your feet down, unless you splay your legs to a ridiculous degree.

And then there is the issue of the pillion. It is possibly the most uncomfortable and downright dangerous pillion seat that has ever been conceived by man. It slopes backwards and, due to the forward positioning of the pillion foot pegs, you can’t brace yourself and constantly slide off the rear, unless you get very familiar with the rider. But still you are constantly fighting to stay on the seat. Rather don’t put a pillion seat on if it is going to be that dangerous.

At the end of the day, this is a Harley Davidson and that, for many, is enough. In fact, the biggest problem to the Sportster Roadster comes from within its own family. If you look at the Harley price list, you will see that the Street Bob is really not that much more expensive in its standard form than the Sportster Roadster and it is a much more up to date bike; bigger engine, better chassis, arguably better looks; even more of a true Harley.

But one has to look at the fact that, even after all these years and the lack of development, Harley can still sell the Sportster, warts and all. Whether that says something about the company or the customers, I’m not so sure.