“This is a revolution!” This expression was made famous by the late Steve Jobs but it could be assignable to Ducati too. In 2010, the Italian firm launched the first generation Multistrada 1200 in the Canary Islands, in the middle of the Atlantic Ocean. That was a proper revolution, a high-powered, 160 hp, high-techno super-trail bike. After the rather erratic 1000 & 1100 air-cooled Multistradas designed by local ace Pierre Terblanche, the 1200 Multistrada was a real game changer.

Back then, big capacity trail bikes were very capable and efficient, but slightly boring to ride on the road. Since then, many things happened: the big GS’s gained power and are more entertaining to ride, the Germans also entered the high speed trail family with the S 1000 XR. The Austrians pump adrenaline too, with the 160 hp Super Adventure 1290 range. Triumph now has (for the ’18 range) more than 140 hp in the 1200 Tiger. Only Yamaha remains outside of the fun with the ageing XTZ 1200 Super Ténéré, which Yamaha see fit to limit electronically, for some inexplicable reason!

In terms of sales, no manufacturer has managed to remove the crown from the R 1200 GS’s head. However, since it’s launch in 2010, the Multistrada has managed to sell over 10 000 units worldwide, making it a serious contender in the super-trail bike sector, and appealing specifically to a rider with a taste for style, comfort and performance.

The range consists of a standard version, the 1260 S, the 1260 S D/Air (fitted with airbag sensors from Dainese) and the racy Pikes Peak (with a special livery, carbon parts, Termignoni exhaust, Öhlins shocks and 6 kilos less), we had the chance to test the S version on the mountainous and sunny roads of the Canary Islands. A great ride, indeed!

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A lot of subtle changes

The bike looks rather similar to the 1200, cosmetic changes are quite minor, you can distinguish the new Multistrada, as it’s easy to spot the new “1260” logos on the side fairings. Other subtle cosmetic changes include; new rear LED indicators and rear hand grabs, new engine covers, and finally new wheels and new TFT instrument panel.

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The Ducati Multistrada 1260 is also a Y2K kind of bike: launching in February 2018, a new Ducati Link App will work a full telemetry system, allowing you to record your rides, your speed, bike set up and lean angle. A social network bike, as you’ll be able to share all these on your favourite social network. A reward system gives prizes to users who reach several different goals based on the use of their motorcycles and different riding experiences. So, who will be the first to take their Multistrada 1260 up Sani Pass, to get a special bonus?

With the keyless device in your pocket, it’s time to get on board. The seat can be adjusted from 825 to 845 mm but the Multistrada remains quite narrow. The new instrument panel was designed with two goals: have more technology and make that technology easier to select and adjust. These goals were achieved, as the left hand push buttons make it very logical to select a dedicated riding mode, or to enter and go beyond the pre-selected set-up and make your own preferences in terms of suspension set-up or throttle response.

A X-Diavel engine

With an increase from 1198 to 1262 cm3, the Multistrada switched from the former Superbike engine to the latest X-Diavel mill. Figures are now an impressive 158 hp at 9500 rpm and 129 Nm at 7500 rpm. However, for real life use, torque is probably more important than power. The Multistrada 1260 has torque. Plenty of torque.

85% of the torque is already available at 3500 rpm. At 5500 rpm, the Multistrada 1260 has 18% more torque than the Multistrada 1200. Above 4000 rpm, there is no big dual-sport bike with more torque than the Multistrada 1260!

Do you want to talk about power now? In proper modern Ducati tradition, the big V-twin is strong and fast revving. Second gear gets you to 150 km/h, 3rd is good for 190 km/h, 4th goes above 210 km/h. There are still two gears to go and yet they still call it a touring bike? Pure madness!

Another great asset is the up & down quick shifter, which is now fitted as standard on the Multistrada 1260. It’s not only fun to use; it’s also extremely efficient, and during our test on the Canary Islands mountain roads, where we spent most of our time in 2nd and 3rd gear, I quickly dispensed with using the clutch, even when down-changing to 1st gear in some of the tight hairpins.

A very wide range of capabilities

Even though the previous Multistrada 1200 did not suffer from any instability issues, the 1260 now features new geometry: the steering angle has been increased by 1° (25° instead of 24°), the wheelbase from 56 mm (@ 1585 mm) and the swing-arm is 48 mm longer.

The different set-up has a strong impact on the bike’s behaviour. From the throttle response to the suspension smoothness, the Multistrada can be a real two in one bike. At 235 kilos (wet weight) the Multistrada remains quite light for a 1200 cm3 dual-sport bike. The agility is spot on, and the braking, with 330mm discs bitten by M-50 radial four callipers by Brembo, is beyond reproach, with precise lever feel and a lot of usable power.

Hardcore riders will be able to use the TFT dials to access and fine tune chassis set up. For an aggressive riding style the suspension works best set at the “hardest” setting, and the pre-load needs to be adjusted too. Even in that configuration, the front end lacks a slight bit of feedback. The rear shock, managed by the electronic suspension SkyHook Evo, can be a bit too soft in rebound, giving the bike a bit of movement mid corner.

You’ve just noticed that, in the above paragraph, I use superbike vocabulary to analyse a touring bike. A fast, high-powered and sophisticated machine indeed; but still a touring bike with amazing versatility.

The amount of power, the real ease with which it turns, the neutral riding position, the great brakes and grip from the Pirelli Scorpion II tires: so, as the pace gets faster and faster you end up expecting the same feedback as a proper sport bike. Hardcore dual sport riders will find some relief in the Pikes Peak version of the Multistrada 1260.

During our ride, we recorded 6.6l/100 km on the compute – enough for a 300 km plus fuel range. This was with some seriously spirited riding. The Multistrada 1260 does not pretend to be a cross-country traveller, the Multistrada Enduro and Enduro Pro remain in the range, although they stick to the 1200 engine.

The Multistrada 1260 is a prime choice for the biker looking for comfort, safety, technology, versatility and cornering talent. A lot of assets, indeed, especially while being powered by such a breath-taking engine.

The birth of Harley-Davidson’s new Softail platform meant the death of the beloved Dyna. But the Motor Co. wasn’t about to ditch some of their most popular motorcycles—so they absorbed the best Dyna models into the new range.

That brought the new Softail line up to eight models; then nine, when H-D released the new Sport Glide. Can nine bikes sharing the same chassis and motor retain some individualism, or does each one just feel like a rehash of the same theme?

To find out, I’ve been working my way through the range. At the European Softail launch, I squeezed in saddle time on the Fat Bob, Street Bob, Breakout and Heritage Classic. Back on home soil, I grabbed the keys to this guy—the 2018 Harley-Davidson Softail Fat Boy.

Full disclosure: I really like Harleys, mostly because of their torque-y, vibe-y v-twin power plant. But I lean towards Harleys that are blacked-out and edgy—and far away from chromed-out cruisers with that traditional American cruiser silhouette.

The Fat Boy is one of the latter, with a look that’s so iconic, that when I brought it home my 8-year-old son immediately asked, “is that a Harley-Davidson?” While that would normally turn me off, I actually really liked the Fat Boy’s vibe.

That’s because Harley have put a new-school spin on an old-school look. Yes, there’s a fair helping of chrome, but a lot of it is ‘satin chrome’—a brushed finish that’s gorgeous to both the eye and the touch. That’s complemented by an assortment of polished metal, and yes, some blacked-out, parts.

A couple of design features hog the spotlight—like that retro-futuristic front end. Up top, a squared-off nacelle wraps around the fully LED-equipped headlight, with a set of fork covers keeping things burly lower down. Both the nacelle and the light itself are absolutely gorgeous, giving the Fat Boy a progressive look while still feeling classic.

The other big visual hit comes from those gigantic, machined aluminium ‘Lakester’ wheels. The wheels measure 18”, with a 240 out back and a whopping 160 up front—the largest front wheel Harley’s ever put on a stock bike. Harley calls it a ‘steamroller stance,’ and there’s no denying that the Fat Boy has serious presence. Even the broad fenders look great—especially out back where the rear light is integrated into the indicators, leaving the tail smooth.

But there’s a down side to the Fat Boy’s steamroller design: it doesn’t love corners. Sure, no-one really buys a cruiser to carve canyons. But even within the Softail range there are bikes that are actually fun to corner on—like the Fat Bob and Street Bob. They’re a testament to how hard Harley-Davidson worked on the new platform. The new chassis is lighter and stiffer than both the Softail and Dyna models it replaces, and on most new Softails that translates to a livelier ride.

But on the Fat Boy, that improved handling is held back by those steamroller wheels. It’s not that it won’t turn, it’s just that it needs a little encouragement (and a lot of body English) to do so at any sort of pace. And at 304kg dry, it’s also one of the heaviest of the new models, making slower manoeuvres just as much of a chore.

The suspension and brakes perform admirably, but a second brake disc up front wouldn’t go amiss. I’m assuming Harley excluded it to show off the design of the wheel, but the front end has a tendency to twitch under braking—which is unnerving if you’re grabbing a handful. I’m no engineer, but I’m sure a second disc would help spread the load and balance things out.

Those gripes aside, the Fat Boy does do one thing extremely well: cruise. The seat is wide, plush and deep, so you sink into the bike as you hop on. The bars rise up and back to meet you, and the forward-mounted floorboards put your legs in just the right spot for relaxed, all-day riding. There’s no wind protection though, since a windshield would kill the Fat Boy’s vibe. So at high speeds that comfy rider position works against you—catching your body like a parachute and trying to lift you off the bike.

The cockpit is refreshingly neat, with all of the wiring—and the new Softail ride-by-wire throttle—hidden inside the bars. You’ll find the speedo down on the tank, and while I’m not usually a fan of looking down for info, I can’t imagine it any way. It’s also a really well-designed unit, combining an analogue speed readout with a digital display that includes fuel level, gear position and all the regular info. Nice details abound—like the drilled tank ‘strap’ and the chunky bar clamps.

The Fat Boy isn’t short on grunt either. Like all the other new Softails, it’s powered by Harley-Davidson’s Milwaukee Eight motor. I’ve sampled the Milwaukee Eight in various models and really dig it. I love how it looks, for starters, but I also like how punchy it is. With dual counter balancers under the hood it runs surprisingly smooth, but there’s still enough vibration in the mix to remind you what you’re riding. A little more bark from the shotgun exhausts would be nice, but then you wouldn’t have any reason to buy those Screamin’ Eagle cans, right?

You can get the Fat Boy in either a 107 (1 745cc) or a 114 (1 868cc). My test unit was a 114, and pulled like a freight train with 155Nm of torque on hand. Kudos to H-D for improving the rest of the performance package too; like the fuelling, which is much smoother than before. The new torque-assist clutch is a treat, and won’t leave you with a tired left hand. Each gear still responds with a solid click as you move through the box, but I can’t fault the feel (and I can actually find neutral, unlike on previous models).

Harley-Davidson’s design philosophy is “form follows function, but both report to emotion.” On the Fat Boy, that emotion refers to the classic Harley aesthetic that it evokes. I lost track of how many thumbs up, approving nods and ‘nice bikes’ I got during my time with it.

So while it wouldn’t be my first pick, I can see it the Fat Boy hitting the sweet spot for many riders. Which just proves how versatile the new Softail platform really is.

Images by Wesley Reyneke

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35 years after the iconic Z1, this new 900 Kawasaki will warm the hearts of biking enthusiasts and stir up plenty of nostalgia for the good old times. But is the Z 900 RS a skilfully redesigned Z 900 or a whole new bike?

To be honest, the motorcycle revolution started with the 1969 Honda CB 750 K0. Inline four cylinder, electric start, disc brake and 67hp: the Honda brought power and performance simultaneously, reliability and with a real ease of use and that was more than enough to change the rules in an old world dominated by placid German, awkward American, and fragile British motorcycles.

If Honda invented a new world, Kawasaki made it better – Much better!! In 1972, the Kawasaki 900 Z1 raised the game with more capacity (903cc), more power (82hp) and more technology (DOHC engine). The Kawasaki was definitely the Japanese bike for the real men. With a weighty flywheel, its engine delivered a raw and instant kind of power. Add an amazing build quality and that was enough to become a legend in its own right. Nowadays, Kawasaki estimates that between 70 and 80% of the 900 Z1’s built are still in running order, and you can expect to pay up to R 300000 for a mint original Z1.

There is a real move to retro bikes. Hence, for quite a long time, the market has been full of machines which could claim some historical heritage and some genuine posing value, while propped on their side-stands in front of a trendy pub.  Truth is, many are slow with below average riding qualities. This is not the case with the Z 900 RS.

This is much more than a redesigned Z900

For Kawasaki, the Z 900 RS is a tribute to the 900 Z1. A tribute that keeps the spirit but delivers modernity. That’s why the original cradle frame and the twin rear shocks are not part of the package. The frame is not from the Z 900 either, the trellis frame has been totally re-designed with a higher front and a lower end section, and both the fuel tanked and seat have been re-designed to a classic retro style.

The Z 900 RS is a classic yet modern bike. Lights are full LEDs and the tail section has been specially designed to give the same old bulb halo, instead of the crowded look that you get with the LEDs.

The old-style dashboard keeps the same max speed indication as the original Z1 (240 km/h), and the centre parts of the dials looks exactly the same. However, a large digital screen sits in between and shows many features such as a fuel gauge, a gear indicator, traction control level, as well as air temperature, fuel range, and average + instant fuel consumption.

Everything is easy to access thanks to a left hand button. With no fly-by-wire throttle, the Z 900 RS cannot offer any riding modes to follow the current trend. That does not really matter anyway, as the lovely engine characteristics all but render such wizardry redundant.

Aside the obvious overall design, the styling department went very far indeed, to pay homage to the original Z 1. The painting looks the part, although, in the old times, they used a bit of arsenic powder to get that sparkling effect. Environmental laws became strict, but modern technologies allowed Kawasaki to keep the same colour attitude. The seat strap is fixed by a part that has the same plate and the same crosshead screw as before. If Kawasaki never considered a four pipes exhaust for weight and cost reasons, they studied 20 prototypes (included a dual pipe one) to get a perfect deep exhaust note.

Besides the green Café version, the Z 900 RS will be available in three colours – matt green, black and orange/brown, so you should find one that suits your tastes.

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Stronger, torque rich…

The 948cc engine (74.3 x 56mm) is also slightly different from the one mounted in the Z 900, although they obviously share the same overall conception. The torque is nearly the same (around 98Nm) but available at 6500 rpm instead of 7700 rpm on the Zed. The power, however, has been reduced from125 hp at 9500 rpm to 111 hp at 8500 rpm; the compression ratio is lower (10.8:1 instead of 11.8:1); the cam shaft is different and the flywheel is heavier by 12%, which delivers more instant torque. The gear ratio features a shorter first gear, and there is still a light “overdrive” effect when engaging sixth gear.

All of this changes the riding experience. Between the Z and the RS, the peak power difference is easy to notice as the retro-bike does not have the engine revving freely to the red line with a deep intake sound. The RS is more linear between 7 and 10000 rpm but below 7000 rpm, it offers more power and torque than its “modern” naked sibling.

If we all admit that an average Z 900 RS fan is looking for more everyday life riding pleasure rather than a succession of thrilling acceleration, then the RS scores a big mark. In real life, while gently cruising on the Mediterranean coast south of Barcelona or winding through a variety of mountain roads, the amount of usable power is always a source of great fun. The inline four pulls strongly from low revs and the acceleration is always very consistent. A great engine then and definitely on par with the bike’s spirit and the Z1 heritage.

I was positively surprised by the overall level of comfort on this bike, which has never been one of the Z family’s qualities. The riding position is very neutral, with handlebars higher and closer to the rider than on the Zed. The bike has smooth controls and an assisted clutch. The seat is great, with a small step which aids comfort while cruising and when pushing hard. Great news also comes from the suspensions department with a 41mm upside-down front fork (travel: 120mm) and a single-shock rear absorber (travel: 140mm). They are both very well mannered and decently damped. They are even a bit soft, but not wallowy in any way and the good chassis provides comfort and riding pleasure. Unlike the Z 900, the RS version features radial front brakes, the radial brakes are set in the same way: good braking power but no brutal initial byte.

All that gives the 900 RS a dual personality. Easy to ride (once in action, the 215 kilograms just disappear) and absolutely neutral bike to handle, which should appeal to the urban commuter or for the beginner rider. But, different to many retro-bikes, the Z 900 RS can also handle a higher pace and still deliver lots of fun with much more ground clearance than a Honda CB 1100 RS; more mechanical character than a BMW R nineT and more agility than a Triumph Thruxton, which can be seen as the RS’s natural competition. While pushing harder and harder, the only downsides will come from a riding position that is too upright, which minimises loading the front end and the riders movement on the bike. But then, if that is what you want, you start to exit the Z 900 RS’s design parameters and purpose.

In conclusion…

The Z 900 RS has a lot of appeal. It’s a great looking bike with a historical soul, but mixed in with modern technology and it has top quality components and finishes. It’s a great city bike; it’s extremely easy to ride; it looks the part and it can also handle some sporty moments on the tail of sharper bikes. It does not claim to be a long distance tourer (although the engine will handle it forever as it runs at 4700 rpm in 6^th gear at 120 kph), but, despite the wind exposure, the overall level of comfort is truly amazing. That’s a lot of in-depth features for a bike that will be first noticed for its looks, but will definitely deliver much more…

Kawasaki Z900 RS

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

At 7am we were already landing in Mbombela to attend a BMW Media day. The star of the show was undoubtedly the introduction of the K1600 Bagger. Resplendent in “Blackstorm Metallic” paint, the bike looked simply magnificent. In typical Bagger fashion the panniers follow the line of the sweeping fender. With the sleek , yet substantial fairing, the Bagger has a “Puma about to pounce” look to it. There was the odd comment about the different handlebar style, but on reflection i really liked the overall styling.

After a tasty breakfast, and rundown on the Bagger by the BMW brass, we kitted up and chose a bike to ride on the first leg of a 300k ride. I claimed the R1200R for the first leg. What a beautifully torquey and refined and balanced motorcycle this is! I cannot help thinking that with a little bit of wind protection, the R1200R would make a way better choice than a GS for riders who never venture off road. The conventional front forks give excellent feedback. I love this bike.

Next up I hopped on the F800 GS. This GS is now starting to show it’s age. The motor is vibey at revs, and the steering is vague. This was exacerbated by the fact that it was shod with TKC 80 knobbly tyres. Opposition brand offerings have caught and passed the 800 GS on most fronts. I do know that a replacement is under development. Watch this space.

Wow! Now for the Bagger. I rode this beauty up Longtom pass to the cannon site. It is inconceivable that something this big can feel so light and, dare I say it, almost nimble. 118Kw and 170Nm of torque delivered in a silky smooth six cylinder fashion, make for an intoxicating ride. The decent ground clearance allows the fun to continue in the twisties too. Impressive!

Going from the Gor’Blimey to the ridiculous, I jumped from the Bagger mothership, onto the impish G 310 R. As the pass tightened up the little 310 absolutely railed through the turns. On big bikes like the Bagger, the riding sensation becomes muted. You know there are wheels down there somewhere but almost ride on faith rather than feel. On the littlest Beemer it is the exact opposite. It is totally engaging to ride! First of all it punches way above it’s weight, performance wise. Secondly, it corners so fiercely that every bike in front of you in the tight stuff becomes a moving chicane. More fun than a bag of monkeys on the right road.

The R9T Urban GS is the street scrambler of the R9T range. Styled like the original R80 GS it is a charming blast from the past. As with the whole R9T range, the bike sports the venerable 81Kw air/oil cooled motor from the previous GS range. It is a lovely mill, with plenty of power and torque in this application. The bike is taught and really pleasant to ride. I dig it.

Once again I climbed from a naked bike onto the super tourer K1600 GTL. As competent as the Bagger, but with a back perch that will satisfy the most fastidious passenger, the GTL will waft over vast distances in serene comfort. Once again, not as engaging as smaller lighter offerings, but a magnificent horse for the super touring course. The same 6 Cylinder mill as the Bagger raises refinement to amazing levels.

What can I say about the R1200 GS that hasn’t already been said? In RALLYE guise it is meant to be the most dirt worthy GS. We only rode on tar, but the bumpy tight road out of Pilgrim’s Rest reminded me of what an accomplished performer the GS is on damn near any road. Little wonder they sell as well as they do. Mr. Do-it-all.

The S1000R is an absolute weapon! Faster than a fast thing, with a chassis to match, and ALL the electronics needed to control the beast. You will not find a better naked sport bike. You may favour another engine configuration or whatever, but you will not find a BETTER bike, period!

My next ride, after a scrumptious lunch, was on one of the most beautiful Bee Em’s of all time. Certainly if you were around bikes in the 70’s. Yes, you guessed it, the R9T Racer. Stunning in BMW Motorsport livery, the Racer is a feast for the eye balls. Unfortunately riding it is another story. If you have legs like Danny De Vito and the arms of an orangutan, then you will be comfortable. The riding position is seriously uncompromising. The Germans will be the first to tell you that form should follow function. It is a Racer after all! The faster you ride it , the better it gets. The Racer loves long sweeps taken at speed, then all is forgiven. I f your neck and wrists take too much strain just stop and gaze at it. It makes the pain bearable.

Practicality has never been more exciting than on the S1000 XR. Put a decent fairing and comfy seat on a S1000 R and you come up with a truly practical super bike that can do it all. You sometimes find yourself looking for another gear. The motor, like that of the S1000R, feels busy, even when it is loafing along. The fact that there is such abundant power, at almost any revs, supports the feeling of needing to hook another gear.

The S1000 XR carried me back to the airport, and the conclusion of a wonderful days riding. As fortune would have it, the weather was absolutely perfect. A bit like baby bears porridge, not too hot and not too cold, just right! The range of BMW bikes that we rode emphasized how incredibly this manufacturer has progressed in recent years. They truly have a bike for all seasons. Not just any old bike either, but bikes that reflect the thorough design and build quality that are synonymous with BMW. No matter what your fancy, there is a motorcycle with the familiar blue and white roundel on it that virtually guarantees rider satisfaction. Pop down to your local BMW dealer and see for yourself. You will not be disappointed!

The introduction of a Tracer version of Yamaha’s excellent 700cc parallel-engined middleweight, brings a whole new set of skills to this class. Naked motorcycles, whilst a lot of fun, are limited on the practicality scale. South Africa, with its long distances between major centres, is hard work, even at legal speeds on bikes with no wind protection. Enter the Tracer MT-07.

As with the MT-09 Tracer, Yamaha have fitted a decent frame mounted fairing with an adjustable windscreen and increased fuel tank capacity. Other minor tweaks have created a middleweight that can tour, do track days, or commute with aplomb. The MT-07 Tracer, with the same Transformer like styling as it’s larger sibling, is one handsome bike.

The medium rise handlebars have a trick looking stainless steel slotted brace and sport colour coded wind deflectors cum handguards. The front indicators are mounted unobtrusively below the handguards. The windshield is adjusted via two knurled knobs, which, once loosened, allow manual raising or lowering of the screen. Simple and effective.

Suspension features non-adjustable right side up front forks, which are firm yet supple. The rear shock is the familiar Yamaha lay down affair with 9 preload adjustments. Base settings are already firm which means there is plenty of adjustment to compensate for a passenger and luggage.

The motor hangs from the steel trellis frame as a stressed member. An aluminium swing arm, finished in a classy flat black, suspends a handsome black mag wheel. Once again, as with a number of their engines, Yamaha use a stacked gearbox tucked in behind the motor. The result is a lovely narrow motor and sleek motorcycle.

Bodywork, incorporating rubber knee pads, shroud the tank. Magnetic tank bags will therefore not work. A full 17 litre tank, allied to decent fuel consumption, will give you a decent touring or commuting range. The exhaust exits tidily behind the right foot peg. The bulk of the exhaust, necessary for Euro 4 compliance, is tucked away under and behind the engine.

Instrumentation is digital and comprehensive. Average and current consumption, fuel gauge, odo, trip meters, air and engine temperatures, gear indicator, the lot. Brakes are twin discs up front with a single rear. Suffice to say there is plenty of power and good feel. ABS lurks in the background for when your talent runs out.

Typical of a modern Yamaha, the little Tracer is a really polished package. It runs an indicated 200 kph in 5^th gear on the redline, and cruises effortlessly at 160 – the motor is then spinning at 6,700 rpm. All this from a mere 700 cc! Impressive. Handling is excellent. Firm suspension and good frame geometry combine to give a thrilling ride. The MT is stable even over dodgy surfaces. Scratching down racer road may not quite put you in R6 territory, but the small Tracer, properly ridden, will punch way above it’s weight.

The Tracer treatment sits well on the MT-07. What we now have is a fun bike for all seasons. Two up touring may be a challenge over really long distances for the simple reason that the bike is quite small.  In every other respect, the MT-07 Tracer more than delivers. A truly excellent motorcycle offering value for money. The Tracer, ridden sensibly will not intimidate newbies, yet has the dynamic ability to still satisfy experienced riders. Once again we have a winner from the ‘Tuning fork factory’!

Specifications

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For 2018, the Ducati Monster 821 enjoys some new aesthetics and technological improvements. Nothing really major but enough to renew interest in this great looking, mid-size, iconic, naked bike.  

The past six months has been a bit lonely for the Ducati Monster 821. The recent launch of the Monster 797 brought another entry model into the range and last year, the Monster 1200 was revamped enough to lose its rather clumsy chassis and become much more convincing and thrilling to ride. In between, the Monster 821 was slightly lost in a gloomy mood, suffering from of a small identity crisis. So Ducati then decided to bring more sparkles to its life and I had an opportunity to ride this new version recently. Our location was in Italy, near Rimini, both on the Adriatic coast and on the Apennines mountain roads, on an autumn sunny day. Not bad at all, you might even say, IDYLLIC!

Yellow submarine:

October, 2^nd, 1992: at the Cologne Motor Show, the biking brotherhood discovered the new Monster. The machine was an air-cooled 900 twin with a rather modest output (73 hp), but was still minimalist, evocative and sporty, enhancing emotional and physical sensations. 25 years later, the Monster family has been a genuine hit with the Ducati fans and the bike is still as popular as ever.

Fans also gave credit to the yellow (Giallo Ducati colour, code Pantone PMS123) as it appeared first on the 1994 Monster 600 and represented a major part of the customer choice.

The yellow was part of the Monster range until the end of the 2004 and for some, the yellow scheme has been missed for about 13 years: well, not any more, the ‘yellow submarine’ is back – welcome back! I should tell you though, that the yellow scheme is not the only way to recognise the 2018 Ducati Monster 821, as red and black are also offered in the colour chart, but for me, it has to be YELLOW!

Other new features:

First: a new headlight with some LED parts.

Second: a new seat and tail cover – slimmer than before.

Third: a new exhaust, thanks to the Euro4 regulations.

Four: a new dashboard, which is now a full TFT colour tablet, including some useful information from a fuel gauge and a gear indicator.

Five: some new footrests – Ducati listened to the critics on the previous model as some riders complained they couldn’t put their foot properly on the pegs and had to ride with a position which could be compared to a duck suffering from poliomyelitis!

Six: the new fuel tank hinge, which is like the one fitted on the old Monster!

Seven: the new up & down quick shifter, although it’s an optional fitment.

The eight point is more difficult to spot: the engine has suffered a little bit due to the Euro4 regulations, shrinking from 112 hp to 109 hp (at 9250 rpm) and from 91 to 88 Nm of torque (at 7750 rpm). 

Still perfectly balanced:

Let’s say it straight away: despite the weight being increased by one kilogram, the minimal loss of power is impossible to notice as the peppy V-twin has all the boxes ticked and delivers a lot of pleasure. It’s smooth enough to cruise easily on the boulevards at 3000 rpm in 4^th gear; has a good mid-range torque between 4 and 6000 rpm and is entertaining enough to enjoy exploring the rev limiter. The three engine mappings bring the Monster their own personalities. The Urban mode limits the power to 75 hp and the throttle response is really suave; the Touring mode delivers all the 109 hp but with a progressive response. However, as the global power is not that impressive, I spent most of my day riding on the Sport mode, which has 109 hp and a quick response. On the Italian roads, which unfortunately are poor on grip, the 8-level traction control has to come into action more often than not.

We did not ride in a touring fashion, so it’s hard for me to say how the 821 will fare. However, the bike has a really good feel to it; is light (188 kg dry, 206 kg full); narrow (the fuel tank has lost one litre at 16,5); has a torquey engine; the riding position is slightly leaned over the front (enough to face the wind but not to put more pressure on the wrists) and the new foot pegs are (at last!), much more comfortable. I can see myself enjoying the Monster 821 on the Blyde River Canyon roads, although, while pushing harder, I could handle an adjustable front fork, because as it is, it’s slightly unbalanced being much softer than the rear shock. The Brembo radial M4-32 callipers do not prevent the sometimes brutal initial byte but is probably fine for a large cross section of potential riders.

Summary:

The new Monster 821 is not the most exhilarating bike to ride but it’s easy and perfectly balanced. Its name is an icon on its own, as are its looks. It’s fun enough and fast enough to compete, heads up, with the likes of Aprilia Shiver 900, Kawasaki Z900, Yamaha MT-09 and Triumph Street Triple 675.

Technical Specifications:

Out of all the bikes I have ridden this year, the one that surprised me the most was the 2017 Yamaha T-Max. Why you might ask? Well, let me explain. In ‘T’ mode the T-Max bike delivers gentle power, which is ideal for the urban sprawl. However, when switching to ‘S’ mode, the T-Max changes into a totally different beast! I learnt this whilst in Cape Town earlier in the year at the 2017, T-Max launch. Riding the coastal roads around Cape Town in ‘S’ mode, the T-Max changed from a tame, ‘Urban’ scooter to a thrilling ‘Hyper-Scooter’ – all with just 1 push of a button; the T-Max is just insane!

So, when Yamaha told me that they were introducing a smaller version of the T-Max, called the X-Max 300, I was extremely keen to get my hands on one to see if the smaller sibling could be as equally surprising.

So, here’s what I think of the X-Max:

The X-Max 300 is a thing of beauty! In my opinion Yamaha is making the nicest range of scooters in the market today – bar none! (no wonder they are the #1 selling scooter brand in Europe).

What immediately got my attention was the build quality of the X-Max 300. I had dropped off the new 2017 Tracer 700, which costs around twice the price of the X-Max and right away when climbing aboard the X-Max 300, I could feel the same build quality and that no short-cuts had been made by Yamaha in making this entry level commuter.

The instrument panel features an analogue speedometer and tachometer and in between is a fairly comprehensive LED panel with fuel gauge, temperature read out and a host of scroll through functions including; trip counter, air temp, odometer, fuel consumption and time; simple but all you really need.

The headlights and taillights are both LED and have been derived from the same DNA as the top of the range T-Max; they have a distinguished, high-tech look, which I really like.

Other stand-out features include; a ‘Smart Key’, keyless ignition system and a 12V outlet so you can charge your cell phone whilst on the go.

The X-Max 300 comes with a powerful and efficient new 300cc, 4-stroke, liquid-cooled SOHC 4-valve engine. Power is just under 28 bhp at 7250 rpm with torque clocking in at 29 Nm at 5750rpm. In and around town the X-Max is such a blast to ride. It’s light-weight and nimble and this makes cutting through the traffic very easy.

What impressed me the most was whilst riding back from Johannesburg to Pretoria on the highway. The X-Max cruised easily at 120 kph at a mere 6500 rpm and did not feel in any way, that it was working hard, which, compared to other similar cc’d bikes that I have tested recently, is very impressive. Incidentally, at 7500 rpm, the X-Max 300 cruises at 140kph. For a 300cc scooter this is brilliant and amazing; I don’t know how Yamaha have got this right, but they have. Oh yeah, and the fuel consumption read out shows an average of 28 km/L – which is great!

The X-Max 300 is also very comfortable. It has a couple of feet position options, the first giving you a more sit up and beg position and the other a laid-back cruising style. Both screen and handlebar positions are adjustable, the screen can be moved up and down by 50mm and the bars can be moved closer by 20mm. I did not need to make any adjustments to the demo model as the set-up was perfect for me. However, taller riders should check this out before buying, as I feel they might feel crammed-in on the X-Max 300.

The X-Max 300 is fitted with motorcycle style telescopic forks at the front and 5 way adjustable shocks at the rear (riders can tweak the set up to their own preferences). With a 15-inch front wheel and 14-inch rear, the X-Max 300 has great stability and has the ride feel of a motorcycle. Traction Control System (TCS) comes standard with the X-Max 300, which again, underlines Yamaha’s commitment to quality. I rode in some wet conditions during the test and I must say, this X-Max 300 gave me tons of confidence.

Braking power is supplied by a 267mm front disc and 240mm rear disc, and ABS is fitted standard. Being critical, the front brake could do with a bit more power, but it’s certainly not bad. When using both brakes together, as they should be used, then braking is much better and I can say, they feel nicely balanced.

A massive benefit with the X-Max 300 is the packing space. I stopped off at Woollies on route and was able to pack my camera bag, shopping bags and helmet (Yamaha claim that you can actually fit two full face helmets under the seat) – nice!

The price tag for a Yamaha X-Max 300 is R69, 960, which is great value for money!

As I mentioned at the start of this review, I was keen to see if the X-Max 300 had hidden surprises. Well I am happy to conclude that it did. Not in an ‘Emotional’ way, like the T-Max but in a ‘Rational’ and practical way. Let me summarize the X-Max 300 for you; quality, fuel efficient, comfortable, stylish, fun, great for highway use, and with decent packing space, making the Yamaha X-Max 300 perfect as a daily commuter!

Specifications

Find your local Yamaha dealer: www.yamaha-dealers.co.za

Yamaha XMax

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

2026

Yamaha XMax

Pricing From R134,950 (RRP)

Brand: Yamaha

This is a new, badass version of the famous Scout: welcome to the Indian Scout Bobber, a model designed for a younger and urban type of biker. We had a chance to ride this new motorcycle on the sunny French Riviera… WOW!

Indian is the fastest growing premium motorcycle brand at the moment: plus 15 % in the US, plus 29 % on the international markets, plus 44 % in Europe and a steady plus 23 % in Africa & Asia! Indian is doing very well and intends to produce and sell more motorcycles.

Talking about that, be prepared to discover a brand new 750 inspired by the US’s so popular, flat-track racing (a racing series that saw Indian winning the US championship this year), but this won’t be before the end of 2018. For now, the new model is the Scout Bobber, which is, as you might expect, derived from the Scout.

Black is the new black

Figuring out the new model is simple: just sit on it! If the speedo is designed over a black background, this is the Bobber. If it’s white, this is the Scout. Really easy, isn’t it? The speedo looks quite classic but figures some useful information such as, clock, tripmeter, rev counter and battery charge. A fuel range indication would have been welcomed, though.

Dark is the new trend, and if we were at Harley-Davidson, we’d call it “dark custom”. The expression is trademarked, so we just have to count where the Scout has been darkened. Engine covers, exhaust, wheels, frame and radiator covers: all are now dark. To stick to the bobber philosophy, the fenders have been chopped, the seat is now made with a new kind of leather and the riding ergonomics are slightly different, with new handlebars and the footpegs closer by 38 mm. To complete the picture, we need to mention the new lettering and logos on the fuel tank, as well as the new seat made with brown leather.

Red scheme aside, all the Bobbers are also on the dark side: olive green, grey and two shades of black.

Despite its mean attitude, the Indian Scout Bobber is also a fantastic bike for ladies, beginners and mid-framed bikers: the seat height is only at 649 mm and the weight is officially at 255 kilograms with a full tank, but the centre of gravity is so low that you barely feel it. With very good stability at low speed, a decent turning circle and a smooth engine at low revs: city cruising is just a peach.

The Bobber chassis comes from the Scout: 16 inches wheels and the very same geometry. Bad new: the ground clearance is lower, as it has been lowered from 31° to 29°. The engine was also detuned from 100 hp to 94 hp: making the Indian legal for the A2 regulation for beginner bikers in so many countries, and that will also be the spec sold in South Africa. Note, the US market keeps the 100 hp engine.

However, the engine is strong enough to deliver some great fun. The engine happily revs up to 8000 rpm and the torque is quite consistent, at 97 Nm @ 5000 rpm.

Whatever the spec, this V-twin is just excellent. It can city cruise at 2000 rpm in 4th gear (50 km/h) and, just a couple of seconds later, throttle wide opened, hit the rev-limiter. The acceleration is quite consistent and the sound note from the exhaust is deep enough to make the optional Remus (also dark, but with shorter muffler) not a compulsory expense. To personalise your bike, you can also go to a genuine passenger seat and sissy bar, light luggage bags, a lot of branded clothing and also an ape-hanger handlebar.

So light!

Once on board, 250 kilos has never felt so light! The Indian Scout Bobber is extremely easy to ride and everyone should instantly feel at home. When Indian launched the Scout, it was a big stone in Harley’s garden: basically, V-Rod kind of performance for the shape and price of a Sportster. The Bobber still follows this path, although the limited ground clearance won’t make it the best ‘corner carver’. The Scout Bobber is more of a relaxed Sunday bike: perfect for a breakfast run, where its attitude and strong acceleration will impress. Long distance runs are not its cup of tea, with the lack of wind protection and slightly cramped riding position.

On the other hand, the grip provided by the knobby Kenda tires is excellent, at least on a dry surface, and the cartridge front fork (travel: 120 mm) is faultless. Comfort is also not the Bobber’s main attribute, as the seat reveals itself to be slightly on the firm side, and the dual rear shock, with a travel of only 50 mm (25 mm less than the Scout) can’t provide much help. But if comfort is one of your major preoccupations, Indian can also sell you a Roadmaster.

My final image: I can just picture myself cruising along the Cape Coast on the Scout Bobber – Magnificent!

Specifications:

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Exciting news: Indian Motorcycle South Africa will be launching the Indian Bobber early in December 2017 – Keep an eye on ZA Bikers as we will keep you posted!

Last year, Harley-Davidson made its own revolution for the MY17 range, with a brand new engine, the 8-valve Milwaukee Eight that was available in three different technical specs. First was the 107cubic inch (17454cc), with oil-cooled head engines, with no lower fairing, such as Freewheeler, Street Glide, Road Glide Special and Road King. Then came the twin-cooled 107ci for the bikes which could hide a pair of radiators in the lower fairing: Road Glide Ultra, Ultra Limited and Tri Glide Ultra, all had their heads liquid-cooled to reduce engine noise and heat emissions. Finally, the twin-cooled 114ci (1868cc) for the top of the range, the CVO Limited and CVO Street Glide and note that nowadays, there is no need to rob a bank to access the CVO pleasures.

The MY18 Softail range now utilizes the oil-cooled 107ci and, for four of them, 114ci engines – More power, for sure. All the new Softail models come with new LED headlights, key-less start, improved electrical charging system (more than doubled at idle speed), new instrumentation and a USB port near the steering head.

A Brand New Softail Frame (More Power and Less Weight)

The new Softail frame has been redesigned to keep the Softail spirit but in a different way. From 1984 to 2017, the Harley-Davidson Softail has hidden its twin shocks under the frame, where they worked in extension. There is now one single shock, working in compression, and it is located between the main upper tube and the rear triangle. The engine is rigid mounted in the frame and contributes to the overall stiffness. The new frame has 50% less parts and 22% less welds than the previous one. More than that, the new Softail frame claims to be 34% more rigid compared to the previous one, which helps to improve steering precision and riding pleasure. Front fork is also new, made by Showa and with the same cartridge technology that appeared last year on the Touring range, names “Dual Bending Valve”.

The rear suspension can be adjusted for the preload: depending on the models, it requires a tool under the seat, or it has an external knob on the 114ci versions with the wide rear tyre (Breakout, Fat Bob). Considering the new frame as the main component, Harley-Davidson has three steering head angles, two front fork widths and two swing-arm widths as well, depending on whether the bike is fitted with a narrow or a fat tire.

Two Engines

Be aware: the time of slow and broken down Harleys is gone! Choice has to be made between the 107ci and the 114ci engine, all having a dual counter-balancer to reduce primary vibrations, and there is now some useful information. On the 0 to 60 mph (96 kph), the 107ci accelerates 11 % faster than the previous 103ci (1585cc). That’s the length of three motorcycles. You want more? The 114ci brings an extra 9% over the 107ci, and that’s another two bikes length. When overtaking, from 100 to 120 kph in fifth gear, the 114ci is also 13 % faster than the 107ci.

Speaking about figures, the 107ci is good for 86 hp at 5020 rpm and 145 Nm at 3000 rpm, whereas, the 114ci delivers 94 hp and 155 Nm at the very same engine revs. One may wonder: 155 Nm, that’s becoming serious, and it’s higher than that on a wet surface. So, do the bikes come with any traction control? Answer: No, not yet, but Harley-Davidson reckons they’re working on it…

After the technical presentations, time to ride! We had the chance to ride four bikes from the new Softail range in the mountain roads near Barcelona, Spain.

The Street Bob (107ci)

Bye-bye the Dyna family! The Street Bob appeared in 2006 and now the new Street Bob is part of the Softail range. Besides the new chassis definition, it keeps the fundamental elements. First is the look, very neat and neatly pared-down: small mud-guards, wired wheels, a single-seat, two wheels and a (big) engine – nothing fancy, the Street Bob is a real bobber. Engine, exhaust and wheels are now in a black finish, instead of the chrome from the previous Street Bob generation.

The Street Bob is also the cheapest way to access a “big” Harley, and a great go-between of the Sportster family and the Big Twin range. Hence, the design has been modernised: LED headlights, new and slimmer fuel tank (13.2 litres instead of 17.8 l).

Once on board, it takes a little time to get accustomed to the riding position with the mini ape-hanger handlebar and the foot-pegs in a middle position. However, after a few kilometres, I felt very comfy on board and started to focus on the new instrument panel. I initially thought it a bit ‘cheap’ but eventually decided it was fine: it’s very easy to read, has all the required information (rev counter, fuel range, two trips, clock, gear indicator…) and is well integrated in the handlebar.

The second thing to come into my mind was that I had never felt a 286 kg bike feel so light! The Street Bob has lost 8 kg’s from the previous generation, but it just feels so much more than that. With a seat height as low as 680 mm, the centre of gravity is just near the ground and the bike feels so agile. On the road, the bikes ergonomics makes sense: the combination of the narrow tires and the lever arm given by the mini ape-hanger, provides so much pleasure going from one corner to the next.

We’ve seen that the new chassis is 34% more rigid: however, that’s comparing the two Softail generations. You have to remember that the Street Bob has previously been a Dyna, so, the gain is now 75 % over the old Dyna chassis. And that changes everything.

On the down side, the riding position does not make the Street Bob the perfect tool for long distance touring, as the wind pressure is sensitive from 110 km/h and above. And the new seat is a little firm, too. However the Street Bob deserves its name: it’s the perfect tool for boulevard cruising.

The Fat Bob (114ci)

Like the Street Bob, the Fat Bob is also not a member of the Dyna family and has also joined the Softail range. The Fat Bob has always made a departure from the archetypal Harley-Davidson range: with its dual headlight and fat, nearly knobby tyres, it always stands apart.

For 2018, the Fat Bob’s DNA has just been stretched by the Harley design team. Massive and aggressive, the Fat Bob is just a mean machine. “This is the bike on which to escape a zombie apocalypse”, said H-D chief stylist Brad Richards. With its fat tires, the bronze exhaust cover and the thin headlight that looks like a death-ray coming from a Battleship Galactica cruiser, the Fat Bob is very intimidating. Yamaha V-Max and Ducati Diavel, watch your back!

On board, though, the Fat Bob proves itself to be very accommodating. Compared to the Street Bob, the riding position is much more neutral. Hands firmly gripped on the wide flat bar, I unleash all the power of the 114ci engine and the seat (710 mm height) has a little backrest which helps to support the strong acceleration.

The Fat Bob is the “sport” bike of the new Softail family. It has an upside-down front fork and twin front disc with four piston calipers. On the instrument panel, the rev-counter takes the main position.

The lean angle is now 31° on the right side, and 32° on the left side. The Fat Bob now weighs 306 kg, which is 16 kilograms less than the previous generation. That, combined with the new chassis, gives a completely renewed riding experience. The Fat Bob is fast; The Fat Bob is fun; The Fat Bob can take corners.

Obviously, while riding hard, it’s still possible to find the ground clearance limits. But it does not really matter because you can still ride at a very good pace without touching the ground. The new chassis benefits are instantly appreciable: precise steering and a solid, steady motorcycle in any circumstances.

The new Fat Bob will be able to attract the young and dynamic Harley rider, but is now a natural step for the user of a Japanese or European super-naked who wants a slightly more relaxed and comfy bike, but who doesn’t want to give up on riding pleasure. Downsides? The pillion comfort is on the firm side and the speedo is not very easy to read.

The Breakout (114ci)

The new Breakout is supposed to have more lean angle than the previous generation but as we started our ride in rain and on wet roads, we managed to touch the foot-pegs and the side-stand while cornering. Good news: the new generation of Michelin Scorcher’s do the job; bad news: the lean angle is still not the Breakout’s main asset!

Launched in 2013, the Breakout was a mix between a cruiser and a drag bike: with its fat tire (240 mm!) and its narrow front wheel (210 mm), it screams the word “acceleration” at every robot, which is one reason to prefer the 114ci engine over the 107ci!

We already mentioned the new chassis; the Breakout also has a new steering angle (34° instead of 37° on the previous generation), the fuel tank is smaller and thinner (13,7 litres instead of 18,9) and together these enhance the Milwaukee Eight V-Twin presence. The Breakout also has a very distinctive LED headlight. The instrument panel is quite minimalist (not much bigger than an Apple watch!) but it delivers the main information, such as rev counter, gear position, fuel range and so on. There is even a fuel gauge.

With a 26,8° ground clearance, the Breakout cannot promise to enjoy cornering. The chassis is obviously better than before and it has a better front end but its limited capabilities reduce the benefits of all these improvements. With 305 kg’s, the weight has been reduced by 16 kilograms.

In other words: the Breakout is a poser, and a dragster. The 114ci engine is a peach; smooth at low revs and very consistent with throttle wide open. The acceleration is solid – under the wet surface conditions that we experienced we had a few power slides, but fortunately they were easy to control with the 1695 mm wheelbase (until the second gear hits 105 km/h near the rev limiter!). A proper dragster, this Breakout, which you can also enjoyed along some fancy boulevards at 50 km/h with just over 2000 rpm in third gear, is just waiting to teach the next Ford Mustang or Camaro that pulls alongside a power lesson.

The Heritage Classic (114ci)

The Heritage Classic is an icon on its own within the Harley-Davidson Softail range. It’s been available for so long (it was launched in 1988) and it has been produced with all the Big Twin engines: 1340, 1450, 1585 and 1690 cm³! It now has the Milwaukee Eight mill and this seems a logical evolution to me.

However, the new Heritage Softail is just much more than a new engine. The philosophy has also changed: the bike is now more mature. The inspiration from the 1950’s; white side-walled tires, fringed and nailed saddlebags, white and candy colour scheme, is gone.

Now, the Heritage Classic goes for a black colour scheme on the engine, wheels and frame. Less chrome, dark colours and the lower side of the wind-screen (easy to detach, in less than 5 seconds) is also tinted in black – a bit like the police and military bikes from the 1940’s. Harley calls this a “Young Elvis” posture.

The Heritage Classic comes standard with cruise control, and the saddlebags, now more rigid and sealed, can be removed: it just needs a tool and two minutes of your time. One thing is sure: with this colour scheme and its three LED headlights, the Heritage Classic stands apart.

The seat (680 mm height) is wide and comfortable. Handlebars are slightly high for me but with the narrow tires, the handling is good and easy, even at low speed it has great self-stability. The 330 kg’s (16 less than the previous generation) are not very difficult to tame, except while parking the bike.

Even with the 1585cc engine, the Heritage Classic has always been the kind of bike, which was perfect for lazy touring. It can still do that, but it can also do so much more. Thanks to the new chassis, the Heritage Classic can now support a bit of dynamic riding and delivers much more pleasure, thanks to a very precise front end. I reckon writing “Heritage Classic”, “dynamic riding” and “precise steering” in the same sentence does not feel so natural, while reporting about a Harley-Davidson.

However, the Heritage Classic deserves a proper test ride to be convinced of its new dynamics. This is the perfect incarnation of the light Tourer, with just enough kit to enjoy the ride, and a serious dose of style.

Downsides? The saddlebag capacity could have been slightly bigger and for highway touring, the windshield could handle a couple of centimetres more for better wind protection. Besides that, the Heritage Classic is a great combination and to be honest, it’s my favourite of all the four bikes tested!

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My first motorcycle was very nearly a Ducati—the Monster 620 Dark. As a new motorcyclist, my reasons had little to do with performance. It looked cool, it was a Ducati and, most importantly, I could afford it.

Ducati have pulled this trick for years—keeping a ‘baby’ Monster on the books to attract new riders. But recently they’ve left that task up to the Scrambler, pushing the smallest Monster into liquid-cooled (read: pricier) territory with the 821.

Now there’s a new baby Monster on the scene: the 2017 Ducati Monster 797. It’s powered by the same air-cooled, 803cc L-twin as—you guessed it—the Scrambler. And, like the Scrambler’s Icon model, it costs R129 000 in red, or R131 000 in black or white.

Granted, that’s more than some Japanese bikes in its class, like Suzuki’s new SV650 or Yamaha’s MT-07. But it’s twenty grand less than an 821—making it a very viable option for anyone that wants an Italian roadster, but can’t quite stretch their budget.

Sure, the 821 is a significantly more powerful motorcycle, but does the 797 feel like it’s short-changing you? After spending a few days with one, I can honestly say no.

For starters, it’s a damn good looking machine. The Monster’s strength has always been its basic, stripped-back vibe, and the 797 wears it well. The design is uncluttered and unfussy, just like a Monster should be. Shades of the original M900 are everywhere: from the trellis frame, to the contoured tank and classic humped seat.

Ducati have paid attention to the details too: the logos are tasteful and discreet, there’s a traditional tank clip up front, and even plastic bits like the fender and side panels have been executed well. Despite sporting a whopper of a catalytic convertor, the exhaust is tucked in low and tight, and the swing arm and wheels are classier than you’d expect.

Cast your eyes to the cockpit though, and you’re quickly reminded that this is a budget Duc. Between the spindly 22mm bars, and levers and switches that feel like cheap imports, you get the impression that this is where the accountants stepped in. Even the mirrors are throwaway; their tear-drop shape is nice enough, but visibility is poor and they’re difficult to adjust.

The dash puzzles me a bit too. Ducati did well on size, placement and visibility, and it feels premium with all the vital info easy to find. But for all of its size, there’s no fuel gauge or gear position indicator, despite there being ample space for both.

Those gripes don’t take away from how starry-eyed I was each time I approached the 797. It has the same brawny stance that’s made the Monster a true modern classic, and it looks just as good outside your local café as more expensive retro bikes, like the BMW R nineT. The matte black test unit I had is delightfully stealthy, but the red trellis frame on the red and white versions will appeal more to some riders.

Looks will only get you so far though, so I put the Monster 797 through its paces on the Cape’s best roads. Most new motorcycles either blow me away or disappoint me straight out the gate, but the 797 felt, for lack of a better word, neutral.

On day one I couldn’t figure out if I loved it or hated it. By day two, it dawned on me that, despite my lack of conviction, the Monster and I were getting along really well. And by the time I handed the keys back to Ducati Cape Town, I felt like I’d owned it for years.

Does that mean it’s gutless? Not at all. Ducati list power and torque at 73 hp and 67 Nm—more than enough to guarantee fun times. But those numbers are delivered at 8 250 rpm and 5 750 rpm respectively, so it’s not going to surprise you off the mark. The throttle and fuelling are relatively smooth, making the power delivery predictable and, more importantly, controllable. (There is a small hiccup when rolling on the throttle, but not a big enough one to cause serious concern).

In fact, that neutral feel is the 797’s best characteristic. It means that beginners won’t be intimidated, and more experienced riders will be able to work the throttle to extract maximum enjoyment from it. In short, it’s as responsive as you make it.

The clutch and six-speed box perform as well as to be expected, and though I did find the odd false neutral, I can’t fault Ducati’s gear ratios. The air-cooled motor (which is still Euro 4 compliant) is lively, with enough character to keep you smiling. It’s let down a little by an overly muffled exhaust though, so if the Monster’s on your short list, budget for an aftermarket can.

Never once did I feel like the Monster was lacking, and the harder I pushed it, the better it responded. The chassis deserves some kudos here: at 175 kg dry it’s not quite a featherweight, but it’s not porky either. More importantly, it’s surprisingly responsive, and was more than happy to flick its way through some of my favourite passes.

The 43mm Kayaba upside-down forks and Sachs mono-shock are peachy on smooth roads, but take strain on less than ideal surfaces. There’s no adjustment up front, but the rear shock’s preload and rebound can be set. With twin 320 mm discs up front and Bosch ABS all round, the 797’s brakes do a stellar job of keeping you in check, but they can be a little snatchy.

At a hair over 1.8 metres tall I was worried that the little Monster would be too small, but Ducati have nailed the ergonomics. Make no mistake, it’s a compact bike—but the relationship between the pegs, handlebars and seat is bang-on, which makes it that much easier to throw the bike around on the road. The seat is surprisingly comfortable, and I managed about 200 km in the saddle before my rear started complaining—more than enough for a roadster.

I was impressed by the Monster’s versatility too. It’s a cracking daily runner, and shines in tight city riding thanks to its narrow profile and ability to point-and-squirt its way out of trouble. And like a true weekend warrior, it comes alive when let loose on faster, curvier roads.

Admittedly, advanced riders might pine for more power or better suspension. But for beginners and intermediate riders, the Monster 797 is an approachable and easy-going roadster that’ll hone your skills. It’s the sort of bike you’ll buy with an eye to upgrading later, but end up hanging onto for a lot longer than planned.

Plus, you know, it’s a Monster. And Monsters are cool.

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Since 1985, the Suzuki GSX-R has been an icon to sport bike lovers. With several victories and titles in local championships as well as World Endurance and World SBK series, the emblem has made its own legend, of which access is now granted to teenagers. We’ve tested it, knee down, in Silverstone racetrack.

In a world ruled by social media, image and self-perception is crucial for teenagers. Those with a biking heart can now start their motorcyclist career straight with a GSX-R: a dream come true when you are sixteen or seventeen.

The GSX-R 125 comes in a MotoGP replica that suits the bike well, although it comes at a little extra cost from the standard white or black paintings. Both have black wheels and red decals. Slim and racy, the bodyworks belong to the GSX-R family, no doubt about that. The build quality is great and the sense of detail is quite impressive for a 125cc bike; it has the vented fairing or the 3D Suzuki logo on the side, just to mention a couple. The front LED headlight is also part of the bikes strong visual impact and identity.

Suzuki also gave to the GSX-R 125 the kind of attention that is usually reserved for big capacity bikes. The instrument panel is fully digital and features nearly everything you would need: shift-light, gear position indicator, fuel gauge and fuel consumption, clock and oil change reminder (for track use, I would also like to have seen a water temperature indicator). Large and easy to read, that instrument panel is nearly similar to the one fitted on bigger sibling GSX-R 1000.

That’s not all: like luxury BMW’s and Harley-Davidson’s, the GSX-R 125 has a keyless start. You just need to keep a remote device in your pocket and the bike can start. An easy start then, as the GSX-R is also fitted with the well-named Suzuki Easy Start System, with a one-push start button. The keyless feature is specific to the GSX-R 125 and is not fitted to the GSX-S 125. Suzuki launched this naked bike based on very similar technology at the same time (the two bikes are nearly the same, the naked has obviously no fairing and a 10 cm higher handlebar).

Powerful engine, classic chassis

For Suzuki, the 125 engine is new technology, and is very far away from the VanVan beach bike, Burgman scooters and some cheap commuters. The fact is 150 sport bikes are hugely popular in Asia (Thailand, Indonesia and other countries) where they sell like hot cakes. The 125 motor is very close to the 150, as Suzuki opted for the expensive concept of keeping the piston size (62 x 41,2 mm) the same and reduced the length of the crankshaft to get that 125 cm3. It stands out from its competitors, not on the power side, which is legally limited to 11 kW in many countries, but by its usability. The peak torque comes at 8000 rpm (11,50 Nm), the power at 10000 rpm, the redline at 11500 rpm and the rev limiter at 12000 rpm. For a 125 engine, the power band is huge. Well, nearly huge.

Don’t be mistaken by the bikes lateral covers: they are actually made from plastic and hide a very classic tubular steel frame. We’ll discover later if it’s fortunate or not but the GSX-R 125 is a step backward compared to its competitors here: no upside-down front fork (the KTM RC 125, Aprilia RS 125 and Yamaha YZF-R 125 has one) and a very basic steel swing arm, while, once again, the GSX-R contenders are more sophisticated. However, with 11 kW, the balance and feelings are certainly as important as Moto2 chassis! With a kerb weight of 134 kilos, the GSX-R is the lightest of its class, with an average 8 kg over its competitors. The GSX-R 125 is also rather a small bike, tiny and narrow, and the average Springbok fullback will probably feel cramped on board.

So, time for the main question: is the GSX-R 125 a proper race bike?

Knee down in Silverstone!

Organised in Silverstone, UK, just a couple of days after a frantic MotoGP where we’ve seen a raging Andrea Dovizioso taking another victory, the press launch was great although being slightly paradox, as we rode the bike on a race track mainly built to bring teenagers to high school and college. Obviously, we did not ride on the Silverstone GP track (remember, we have 11 kW!), but in the infield Stowe track, a 1.73 kilometres track with a lot of fun, perfectly suited for the bike.

From that test, we’ve noticed two strong points and one more average:

First is the handling: the bike is extremely agile, very precise and, as we would expect, very easy to ride. The narrow front tyre (90/80 x 17) gives an incredible ability to reach the apex with minimal work on the bike (just look down, or push one toe on the foot-peg, or open the inside arm) and the GSX-R goes cornering like weight was just a concept. Thanks to a precise front end and decent brakes with an ABS sensor, the track test is a lot of fun and the small 125 4-stroke motor proves itself to be quite strong. As a matter of fact, it revs happily, does not vibrate a lot when approaching the rev-limiter and when exiting corners with the throttle wide open, you don’t have the feeling that mosquitos are going to hit you from the back.

That 11 kW engine is the second good news of the day – it is exceptional.

Now for the average point:

As the session goes on and you keep pushing and pushing, you start to wish for better tyres (the Dunlop D102 has average feedback and grip). In addition, you want a more solid front end, as on Stowe’s bumpier section, the GSX-R 125 had a lot of movement and did not inspire much confidence. You name it: KTM, Aprilia and Yamaha have equipped their 125 cm3 sport bikes with an upside-down front fork. Nothing major but tyres are easy to change as well as front fork oil. Please note that these comments relate to track racing and are not a real issue, if you keep the bike on the open road, which after all, is Suzuki’s intention.

We also had the chance to ride the sibling GSX-S 125 in the British countryside the following day and the small naked bike proved to be great fun and easy to ride. Once again, the engine proved to be a class leader, with a sensible torque from 6000 rpm. We recorded 4 litres /100 km on the race track while Suzuki claims 2,3 litres as official fuel consumption. With an eleven litres fuel tank, that makes a lot of cheap commuting. Teenagers crave to have a great image at low cost and I think this bike provides all out that!

Specifications

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We’ve seen lately the creation of a new motorcycle category: the smallish, dual-purpose bike. After Kawasaki and the Versys-X 300, after Honda CRF 250 Rally and while waiting for the BMW G310 GS, here is the new Suzuki V-Strom 250!

On one side is the V-Strom family: for the last fifteen years (the 1000 V-Strom has been launched in 2002 and the 650 V-Strom in 2004), they have never been the prettiest, the fastest or even the most sophisticated of the dual purpose bikes. However, they built their success by being a dependable and affordable proposition for the free-spirited and pragmatic biker looking for a go-everywhere-do-everything-hassle-free, set of wheels.

On the other side is the Suzuki 250 Inazuma: a cheap commuter that is supposed to last forever, easy to run, light on fuel and very cheap to maintain.

Mix the two and you have the new Suzuki V-Strom 250 (the ‘V’ is there for marketing reasons, as the new bike features the Inazuma’s parallel twin). The proportions of the bike have a certain sense of harmony and the bike features Suzuki’s off-road DNA, with the peaky front nose inherited from the DR 750 Big era and the yellow colours from the RM family. The big and very round headlight looks curious at first sight, but once you’ve stepped back, it looks the part. The windscreen is fairly tall (the bike height sits at 1295 mm).

The engine has been slightly revamped with a bit of work in the combustion chamber area, as the port section on the intake valves have been redesigned to optimise thermal efficiency – the target was to improve the torque and reduce emissions. The engine is Euro 4 compliant, delivers 18,4 kW at 8000 rpm and 23,4 Nm at 6500 rpm. The new Suzuki should be good for beginners. The Kawasaki Versys-X 300 offers better performance with 29,3 kW and so does the BMW G310GS with 25 kW. The Honda delivers the same output as the Suzuki, with a single cylinder engine. However, 18,4 kW from the V-Strom is enough to get speeding fines: flat out, the little Suzuki shows a steady 140 kph plus on the digital speedo.

Incidentally, the display is easy to read and quite comprehensive, with the gear position, fuel gauge, fuel consumption, shift-light, clock plus oil change reminder. Being in an upright position, the windscreen offers more than decent protection and is good enough to deviate the wind from the shoulders of a tall rider.

Heavy but light

With a kerb weight of 188 kg, the Suzuki V-Strom is rather on the heavy side! It’s heavier than a mid-size dual sport bike such as the Yamaha XTZ 660 Ténéré, and also heavier than its competitors (169 kg for the BMW, 175 kg for the Kawasaki and 157 kg for the little Honda). However, the exhaust, being in the low position, helps to maintain a low centre of gravity and combined with the category’s lowest seat height (800 mm), the Suzuki is just so easy to ride. The handlebars might feel a bit narrow to dual sport standards but the Suzuki accommodates any kind of body shape with the same ease.

Speed is obviously not, but it can gently cruise on B-roads at 90 kph at 7000 rpm in 6th) and despite its modest capacity (248 cm3), the engine has a long stroke character (53,5 x 55,2 mm) and does not feel underpowered as the rider is always working within the torque band.

The narrow tyres (110/80 x 17 front, 140/70 x 17 rear) ensure great agility and while cornering, the V-Strom 250 does not feel so heavy. The suspensions work quite well; not too firm and not too floppy. The brakes, (290 mm disc at the front with 2 piston callipers; 187 mm disc at the back with a single piston calliper), while not being particularly sharp, are good enough regarding the overall performance. The ABS made by Bosch is good and is not too sensitive on bumpy surfaces. And the last good news comes from the tyres: the IRC Road Runner has good grip on dry tar, although the brand does not have a great reputation on wet roads. For us, we couldn’t tell as we enjoyed what the locals called “Spanish weather” during our trials, which happened to be located near to Silverstone in the UK.

A great DS commuter

While IRC also manufactures more orientated off-road tyres, the 17 inches front wheel is obviously a limitation to proper off-road riding. Ground clearance is only 160 mm and the protection plate under the frame is just made of regular mild steel: nothing that a good stone would not harm. Sticking to easy gravel roads might be a better option. Optional crash bars are not proposed by Suzuki, while heated grips, knuckle guards, centre stand, tank bag and a comprehensive set of luggage (23 litres top case plus a pair of 20 litre side cases) is offered at extra cost. A 12V DC socket is standard, located on the LHS of the instrument panel, which is ideal, for example, to power a GPS.

While remaining reasonably narrow, the fuel tank capacity is an impressive 17,3 litres. Suzuki claims an official 3,2 l/100 fuel consumption but during our test, which was usually at full throttle, we recorded 4 l/100. However, with a touring mindset, the fuel range should at least reach 500 kilometres – Namibia is just one fuel stop away from Johannesburg! A full week of commuting without one stop at the petrol station, is also appealing.

In my opinion, I believe the little V-Strom will prove to be a great (although low speed) trans-African traveller.

Specifications

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A few months ago, I was considering buying a daily run-around, come highway commuter bike. I work in Pretoria but at least twice a week I need to pop through to Johannesburg for meetings.

There are many smaller capacity bikes available in the market at the moment, and with my budget of up-to R70 000, I was spoilt for choice.

Available options at the time were:

• BMW G 310 R
• Kawasaki Versys 300
• SYM Wolf SB250 Ni
• Kawasaki Ninja 300R
• Yamaha R3
• KTM 390 Duke

After careful consideration of what turned out to be a superb set of small motorcycles, I finally decided to buy the KTM 390 Duke – Why? First of all, the engine capacity is at least 25% higher than all the other options, which I thought was important for my highway commuting requirements. Next is the styling (I absolutely love the new looks of this bike) and finally, at this year’s South Africa Bike Festival, I rode the Duke around Kyalami and oh boy, what a blast I had riding it!

Usually, when testing bikes at the South Africa Bike Festival, you have to follow a Marshal and this can be a little annoying because the level of riders in the group is so diverse they usually move slowly round the track, which means you can’t feel the true aspects of the bike. Luckily in this case, the group I went out with was so slow that the lead Marshal waved me past. Normally you only get to ride 3 laps, but now I had nobody controlling me so, I just kept going and going and I think I must have done something like 6-8 laps before returning to the KTM stand. Apparently, the staff there had been worried about me – they thought maybe I had crashed or something but after seeing my huge grin they didn’t need much explanation as to what had happened.

My Dad has always told me that when you are planning to buy something significant in your life, “the hunt is always better than the kill”, by which he meant, take your time and enjoy doing the research. So, in this case I did just that and in particular, I enjoyed spending time on KTM’s website using it’s configurator feature. With this you can build the bike by adding and removing parts prior to previewing how it will look in a nifty 360 degree view – Nice!

I have been riding the bike now for a few months and this is my feedback. As I mentioned earlier, the bike looks stunning! This small ‘run-around’ doesn’t look like a little bike, on the contrary, you can easily mistake this for one of its bigger siblings. The ergonomics are spot on – initially, I thought the hard seat was going to need changing to the gel version available at KTM but surprisingly, I found the wide surface area seat to be comfortable (I think it must spread your bodyweight over a bigger surface area so that you don’t get pressure on one point). I also found that you can hook on your leg very nicely when climbing off the bike.

Riding through traffic is a blast; the bike is so nimble and cuts through the traffic with ease. The short wheel base makes the bike very easy to ride – on the highway the Duke travels comfortably at 120 kph – you don’t feel like you are ringing its neck at that speed, which it did when testing some of the other smaller capacity bike options.

I love the new LCD screen; very intuitive to use and definitely brings the electronics up to date for all those Playstation generation types, to which this bike is going to appeal to.

What I don’t like about the bike: well not much here to be honest, just a little nit-picking. The clutch lever on mine feels a bit flimsy, but on KTM’s website in their powerparts section, I discovered there are upgraded versions which I’ll probably move to in due course.

Then there is the gearing. I often feel like I’m in mid – gear but when I check the LCD dash, I get surprised that I am actually in a much higher gear. This can be annoying sometimes, as I have found myself shifting down a couple of gears when bringing the bike to a stop. To improve this, I will fit a 42 teeth rear sprocket, which is also available from KTM. I actually think this will improve the ride on the highway, as it will effectively raise the gearing, which means the bike won’t have to work as hard.

A few minor tweaks to the bike and for me, it will be perfectly suited for my intended usage. Overall, I am really very happy with my purchasing decision and I am sure that the 2017 KTM 390 Duke will bring me lots of happy miles with smiles!

SPECIFICATIONS

For more information visit: www.ktm.com/za

What is it about an adventure bike that is so appealing? And why do they sell in the volumes that they do? On my daily commute on my motorcycle, I see a number of adventure bikes cheating traffic in the morning and evening and in this world, they make sense as comfortable, manoeuvrable and relatively efficient. But there is the other adventure bike world, the world of Dakar, of cross-country touring, of travelling around the world north to south and east to west and a great deal of adventure bike owners have the dream, dreaming on their daily commute of taking on an adventure! “My bike could, if I wanted to”, “one day is one day”.

Now, some of us do take our adventure bikes off the tar and many of us have learned our riding craft on this type of bike. In conversations with a colleague, we discussed the adventure bike industry and explored the pro’s and con’s for both experienced and inexperienced riders. Some of the topics were size and weight of the bikes; how easy is the bike to handle off-road; comfort and, of course, styling. This is where Honda’s new CRF250 Rally came up. Having used one for a few days here are some of my thoughts.

On my approach to the Rally my first impression was that the styling is superb! Honda have done an amazing job linking the design of this motorcycle to its Dakar bike and as you approach the bike you begin to imagine taking on all challenges, be it mountains or your daily commute.

The second impression was when I got on the bike. Here my over-arching thought, was one of a tall and narrow bike, with a feeling of ‘mechanicalness’, with an overlay of typical Honda build quality.

And throughout my time with the bike these impressions were just built on and made even stronger. Each time I saw the bike parked, ready and waiting to go ride, I was struck by the success of the styling and each time I rode I was more and more impressed. But let’s dig down into what this bike is about.

The Honda CRF 250 Rally takes the CRF250L and moves it up a notch, appealing to a slightly different customer. This bike has lost none of the substance but has gained greatly in the style stakes. You can clearly see the design inspiration from the HRC CRF450 RALLY Dakar racer, with the double headlight design with carbon fibre-look surround, Honda’s HRC colours beautifully draped over the body of this bike and a very “MX” or “Rally Raid” look from certain angles. Each time I stopped I had a few curious enthusiasts asking all manner of questions, from the bike to the environments in which the bike could survive.

I particularly liked some of the details, such as the “Rally” in the front headlight and the feel of the grips, which had a smooth surface where your palm rests and a textured surface where your fingers rest. The bike has a comfortable riding position, with a comfortable seat, great layout of everything from bars to pedals, typical Honda execution.

And what is the bike like to ride? Here the definition of “fit for purpose” is important, as this bike excels in some areas and is average in others. By this I mean if you plan to use this bike a great deal on freeways at high speeds, you might find the power insufficient and the vibration from the single cylinder engine tiresome over a long distance. For the occasional freeway stint, I found the CRF250 Rally able to hold highway speeds, with a necessary drop into 5^th gear from 6^th occasionally to keep the speed up and it didn’t feel like a chore. Learn to work the bike in this environment and she’ll work with you.

For the daily commute in traffic though, this bike was a revelation. Comfortable on the softly sprung suspension with enough power to keep ahead of the flow of traffic, the narrowness of the bike also gave confidence in the hustle and bustle of big city morning commutes. And   Honda, for those of us who commute in the evenings and into the night and where lighting is important, thank you for giving us a bike with great lights – this bike’s LED’s are magnificent.

But where the bike felt completely at home was when I felt like spending a day exploring the roads less travelled. I spent the day finding those gravel roads, those trails, seeking the ultimate photo spot to best highlight the bike and what I found was a motorcycle that gave me more as I asked for more. Cruising happily on gravel roads at 80 km/h, perfect in the tight and twisty stuff it gave me more confidence as the kilometres piled on. Some of the details here add up to an impressive package, such as the ground clearance being 15mm more than the CRF250L (at 270mm), and interesting front fork design with one side housing the spring and the other the damper, well-chosen gear ratios with first being short enough for the slow stuff and subsequent ratios being spaced out perfectly as the speeds increased, the details can go on for ages!

Together with the gear ratios, the engine can cruise all day at 100 km/h feeling unburstable at that speed, almost as if it could do that forever, eating up many many kilometres. It will pull from 3000 rpm, with a noticeable power spike and an extra buzz over 7000 rpm, and this is where you will need to keep the engine if power situations are the order of business. And with a relatively long throttle travel, you can easily modulate the power, depending on the situation. The bike also comes with ABS and there is the option to disable the ABS on the rear wheel, which is useful for those off-road conditions.

On to some of the sensible topics such as fuel consumption. With the larger 10,1 litre tank my range was around 290 kilometres, running at about 3,5 l/100kms (but obviously different riding styles will get different results).

My only real criticism of substance? Well, I really had to nitpick because once I was in the right mindset with this bike everything seemed to really make sense. The only thing I found annoying was when putting out the stand I would occasionally put my foot on the spring rather than the stand when pushing down, and I would worry that this might break over time. You see, nitpicking. And yes, it is a tall bike, even more so than the CRF250 L, so shorter riders be warned.

My summary of the CRF250 Rally is that it’s a bike that gives you more confidence with more kilometres and this makes it perfect for a rider to learn their adventure bike craft on. It is also a fantastic bike for the more experienced riders, looking to take a bike to places the larger and heavier adventure bikes might struggle. For your R84995, you are getting an adventure bike that exudes fun and adventure. It is certainly the perfect “fit for purpose” bike as it easily meets the Adventure Bike criteria.

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Technical Specifications:

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

I recently got the opportunity to ride Suzuki’s new 2017 SV 650 both at Red Star Raceway as well as in Mpumalanga. The two totally different environments highlighted what an accomplished all-rounder the SV is, despite the fact that this is an unfaired version of the SV that South African motorcyclists know and love. The 2017 take on Suzuki’s popular middleweight has undergone some significant tweaks. The familiar 90 degree V-twin dohc 8 valve motor, sports a new air box with staggered velocity stacks, which enhance mid-range power. 39mm throttle bodies provide what can only be described as perfect fuelling. This is enhanced by an anti-stall feature whereby the revs rise ever so slightly as you let out the clutch. Rather than feel strange it translates into a feeling of exceptional throttle response. Obviously it makes the bike an absolute doddle to ride for learner riders.

At 197kg’s weight, the Suzuki is effortless to pilot around a racetrack or anywhere else for that matter. Non-adjustable 41mm forks and a preload only rear shock, provide an admirable job of keeping the SV 650 in shape. The bike steers accurately and sticks fiercely to its chosen line. The result is a bike that is simply loads of uncomplicated fun to ride. Previous generation SV’s made favourite track tools, and I see the same thing happening here. Really discerning riders may feel the need to spoon in some fancy suspension but the standard kit is perfectly adequate for most.

On the road the little SV is an absolute hoot. The flawless fuelling and linear power delivery make hooning around on your favourite road a pleasure. Speaking of power, the SV revs to 10700rpm but peak power is at 8500rpm. So, although you can hang on to a gear a bit longer if needed, you don’t have to rev the hell out of the motor to get a proper hurry up. Decent torque and a linear, albeit slightly buzzy top end, make the Suzuki really rewarding to ride really fast. At the legal limit, the SV is loping along at a smooth and relaxing 5500 rpm. The way the bike allows you to utilise every one of its 75 odd ponies, and with decent torque thrown into the mix, it means that in the real world, on real roads, it punches way above its weight. Firm yet supple suspension allows the SV to hold a line on less than perfect surfaces. 13, 8 litres of fuel allows at least 250 k’s of fun between fill ups.

Comfort is good for long stints in the saddle thanks to spot on ergo’s. That said, your butt may take some strain as the seat is pretty damn hard. Seat height is at 785mm and the seat’s slim profile allows even the vertically challenged to perch quite comfortably. The bars have a nice spread and fall nicely to hand yet are slim enough to allow traffic filtering. Oh yes, and the six speed gearbox is like the fuelling; flawless. The LCD display is neat and gives you all the info required. Fuel level, consumption, range, temperature, clock, speedo and revs – it’s all there. The engine hangs from a trellis frame as a stressed member in a manner reminiscent of Ducati’s Monster. In fact, in typical Japanese fashion, Suzuki have fashioned a bike very much along the lines of the Monster but with a huge dose of simplicity and reliability and practicality thrown in, and at a brilliant price!

R98500 is a steal for a bike with this diverse spread of talent and appeal. The only accessory that you may need is a wind shield of sorts. The dash nacelle does an amazing job of flowing air smoothly over your head and shoulders but high speed cruising in comfort will require additional protection. That said, for the rest, the little SV 650 from Suzuki is an absolute blast! No one who buys this bike will be disappointed. On the contrary, it will most likely be the start of a long, satisfying relationship. Welcome back little SV, we sure have missed you!

For more information: www.suzukimotorcycle.co.za

Why is it that some bikes gain all the headlines but some others fly below the radar? And why is it that sometimes the ones that fly under the radar are the better bike?

The Adventure bike market is teeming at the moment; they are the bike of the moment. Bikes such as BMW’s GS or KTM’s 1090s and 1290s are the heroes of the day, selling in huge numbers around the world. Every headline concerns them; every world-traveller is riding them.

But if you take the time to delve a little under the surface, there are bikes that are just as competent, if not more so, if only the world at large would care to glance in their direction. Oh, the motorcycling press knows which bikes they are but, despite being told, the buying public is strangely immune to their charms. It all comes down to peer pressure influencing the choice of bike one buys but when ever has that had anything to do with a true measure of ability of the bikes in question?

For example; are BMWs really that much better than anything else out there or is that simply a perception based on sheer numbers and column inches? If the rider has the talent, then any bike can be made to do anything that any other bike can do; the machine is simply the tool.

The Suzuki DL650 has been around for an age but it has been quietly racking up the plaudits over the years, especially in the US where the slightly hysterical cacophony over the litre-plus contenders is tastefully muted in an uncharacteristically un-American manner.

In September 2006, Cycle World magazine wrote “the DL650 may just be the most shockingly competent machine in the world today.” In 2004, MotorcycleUSA.com said “it was hard to imagine another machine with a competitive versatility-per-dollar ratio.” In Germany, the DL650 twice consecutively earned the title “Alpenkoenig” or King of the Alps, winning German Motorrad magazine’s trans-alp multi-bike test in 2005 and 2006. In, 2004, at the bike’s launch, a noted motorcycle journalist said that “taking everything into account – price, comfort, fuel range, general ability, you could argue it was the bike of the year.”

OK, all very fuzzy and warm but that was a long time ago; does the same ring true in 2017? The advances in adventure bike thinking have been fantastic and profound so the question here is really; has the DL650 kept up?

In truth, the DL650 was seen primarily by Suzuki as a road bike with adventure styling. With the advent of the DL650XT, the company has made a serious attempt at attacking the serious adventure market.

Changes over previous models are; new exhaust system, fuel injection and instruments as well as detail attention to the overall chassis. There are two models; the base and the XT, the former being road-orientated. The XT gets spoked wheels, hand guards and a lower engine cowl.

In looks, it harks back not to earlier versions of the V-Strom, but to the DRZ800 Dakar rally bike, which was as pukka an off-road bike as you could wish to ride. However, to imagine that the latest DL650 XT has drawn deeply from the talent cup of that bike would be to misunderstand the nature of the market for mid-range adventure bikes.

It has been estimated by Suzuki insiders that only 10 or 15 per cent of V-Stroms will venture anywhere off-road. What is more likely is that a higher proportion of owners want to go off-road, or want to look like they want to. With this in mind, is ultimate off-road ability really that important?

We’d have to say yes; the world will soon winkle out those bikes that are all mouth and no trousers so a measure of ability is important. Unfortunately for the Suzuki, it is playing in a hotly contested segment of the market where there are a good few bikes with a lot of ability. Not only that, but all the Suzuki’s opposition in the ‘middleweight’ category, are all at least 800cc – think Triumph, BMW, Ducati and KTM – making the DL650s job even harder.

Detail changes have made the DL650 more user-friendly especially to those who are vertically challenged. A Slimmer fuel tank – still holding 20-litres – coupled with a re-profiled seat means getting your feet flat on the ground is possible, aiding rider confidence. If anything, this coupled with the footpeg position can make it feel a little cramped for taller riders.

As standard, there is no cruise control or heated grips – no doubt omitted to keep costs down – but which, once experienced, are greatly missed on long journeys. The screen is adjustable but only with the use of an allen key and twenty minutes of your time. However, if I’m honest, I pretty much set the screen in one position and leave it there, no matter what bike I’m on and however easy it is to adjust.

So, the DL650 gives away engine capacity and therefore power as well as creature comforts to all its rivals. It’s not painting a rosy picture.

Outwardly and according to the spec sheet, the engine is the same as the older models. However, whatever the figures might be (Suzuki are being very tight-lipped about power output) what is clear is that the engine has been re-worked to move the power lower down the rev range which, let’s face it, is where most of us will ride it anyway. An adventure bike is never about top-end performance but low-down lugging power and it is this that the new engine does superbly.

Electronics are there but not in profusion. ABS is standard, as is three-level traction control, including ‘off’. This will stay off even if the ignition is turned off and then on again – a small point but this can be useful when off-road. There is low-RPM Assist, which prevents the bike stalling when the revs get too low, again a useful feature that will prevent potentially disastrous moments off-road.

But the crux of the matter is that this really is a go-anywhere machine; it’s perfectly rugged enough to tackle whatever you can throw at it off-road while it is powerful and comfortable enough to make road-riding a pleasure. We are getting slightly obsessed with monstrous power outputs but, really, is all that power necessary? One good look at the DL650 V-Strom XT and you’d have to say no. This bike will cruise at the speed limit all day or exceed it by enough to lose you your licence. What more really do you need?

So, it’s not the hottest property in adventure biking but most of the perception of what is hot is all based on what everyone else is riding and not what they should be riding. At R120,000, the DL650 V-Strom actually is what we should all be riding.

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BMW has a truly fanatical fan base: if you need proof, a visit to the BMW Motorrad Days is all it takes. It’s an annual three-day shindig held in July, smack bang in the middle of the sun-drenched German summer, in a ski resort town called Garmisch-Partenkirchen, right on the Austrian border.

Garmisch is only about 55 miles from Munich, but you can double or triple that if you avoid the Autobahn and know the right roads. Thankfully I had a local with me: Christian Pingitzer, BMW’s marketing lead for heritage and custom. Christian’s own bike is a handsome bobber, but my ride for the trip was the new BMW R nineT Urban G/S.

The Urban G/S is basically a dressed-up R nineT Scrambler. And that’s not a bad thing. I loved the Scrambler when I first rode it, and the Urban G/S takes all of that goodness and wraps it in an even more retro-fabulous package.

Visual cues come straight from the iconic R80 G/S of the early 80s—the grand-pappy of BMW’s entire ‘GS’ family, and the first big-bore dual-sport bike to hit the market. So you get a white paint job with the classic G/S blue graphics, a red seat, a small nose fairing, and a high front fender that shares duties with a smaller fender lower down.

The tank is the same steel unit as the Scrambler’s, and the single speedo, bars and pegs are carried over too—making the ergonomics identical. The only other notable difference is the exhaust; instead of the Scrambler’s twin Akrapovič unit, the Urban G/S has the same unbranded silencer as the R nineT Pure and Racer models.

It’s done nothing to hamper performance or sound though, and the boxer sounds just as fruity as any other R nineT.

The model I was riding came with spoked wheels, heated grips and LED turn signals… but those are all optional extras. At $12,995, an Urban G/S will set you back the same amount as a Scrambler—but that’s with the standard alloy wheels, and none of the other frills. I can live without the heated grips, but the throwback enduro vibe just doesn’t quite work without spokes. Be prepared to cough up if you agree.

BMW were pretty intentional with the Urban G/S name, making no bones about the bike’s intended usage. The slash in ‘G/S’ is a nice touch too; it’s a clear nod to the R80 (the slash was dropped on subsequent models), and separates this bike from BMW’s dedicated dual-sport GS series.

I’d have no qualms putting it through some light off-roading, but it’s refreshing that BMW aren’t pretending that this nineT is something it’s not.

Having spent time on the Scrambler, riding the Urban G/S was a pretty familiar feeling. I had some time to explore Munich on it before heading to Motorrad Days, and I managed to squeeze in a couple of rides around Garmisch-Partenkirchen during the weekend.

Whether urban exploring or canyon carving, the Urban G/S is a total blast. All the characteristics that I love about the air- and oil-cooled, 1,170cc boxer are present: oodles of linear torque, with just the right amount of vibration. There’s a raw feel that the newer, liquid-cooled engines just don’t have.

The fuelling and transmission are buttery smooth, the ABS-equipped brakes bite well, and I still think that the traction control is pretty rudimentary (so I switched it off most of the time).

I commented previously that I found the Scrambler a more playful ride than the planted feel from the original R nineT Roadster, and that still holds true here. The Urban G/S is surprisingly light on its feet for a big boxer, and a ton of fun to flick from corner to corner on flowing Bavarian roads—especially when kitted with road-specific rubber (you can ask for Continental TKC80s, but this one had the standard Metzeler Tourances on).

It’s also probably the most comfortable nineT over distance, and while I’m not sure the fairing actually blocks any wind, it certainly doesn’t create any unwanted buffeting. We stretched our meander to Garmisch-Partenkirchen out over half a day, arriving with enough time to take the late afternoon off and prepare for the festivities.

Admission to Motorrad Days is free, so the festival is always jam-packed. This year (the 17th edition) saw an estimated 40,000 fans from all over the globe come and go over the course of the weekend.

Yes, it’s a brand-specific event—so naturally much of the festivities are centered around BMW. That means all the latest gear and models were on display, along with areas dedicated to BMW classics, the GS Trophy and BMW’s racing programme. And many of the vendors on hand have close ties to the brand: top-shelf names like Siebenrock, Öhlins, Touratech, SW-Motech and Wunderlich.

BMW also used the occasion to debut some new tech and products. One highlight was the ‘BMW Spezial’ range—gorgeous accessories for the R nineT and K-series bikes, which can be ordered from the factory (along with hand-done pin striping), or as aftermarket bolt-ons.

Another launch was BMW’s new, high-tech TFT display—a full color system that integrates with the rider’s smartphone and in-helmet comms.

There’s a lot of universal motorcycling appeal too. For starters, Garmisch-Partenkirchen is surrounded by alpine roads—so the riding in the region is spectacular. BMW had a full test fleet on hand, and test rides, and half- and full-day tours were constantly on the go.

Other highlights included stunt shows by Mattie Griffin and Sarah Lezito, and the incredible Motodrom—which, for the first time ever, featured not one but four BMW R25s on the wall of death at once. And since this is Bavaria, there was no shortage of beer or food—chased down by live music on three separate stages.

Most importantly, it was a great weekend for catching up with some of Europe’s best custom shops. As a reminder of how popular BMWs still are with customizers, a whole section of the grounds was dedicated to the scene.

We drooled over R nineTs from Rough Crafts, JVB-Moto, Heiwa MC and Hell on Wheels. And shops like Berham Customs, KRT Framework, VTR Customs, Nagel Motors, Luis Moto, Unit Garage, Motor Circus and Kingston Custom all had tents set up.

The uber-friendly Urban Motor crew was there too, piecing together a ‘live build’ over the course of the weekend. The number of random custom bikes strewn across the area was amazing—and even more so was the number of BMW staffers hanging out there…

It was great to swap stories with people I call friends, but seldom get to see, and even better to ride with them. BMW brought everyone together for an exhilarating ‘customizers’ ride out into the countryside on the Saturday, and I got to put a few miles on JVB-Moto’s sharp R nineT Scrambler custom.

I also had the chance to swing a leg over another special machine over the weekend—an Urban G/S with a number of prototype parts and a killer Paris-Dakar inspired livery. It’s more a collection of subtle tweaks than a proper custom build, but it shows off the nineT’s potential.

I spotted an Akrapovič silencer, a headlight grill, radiator guards, alternative valve covers, number boards, hand guards, a sump guard, chunky pegs, and a solo seat and luggage rack combo. Some of these parts (like the headlight grill and valve covers) are already available aftermarket, while others (like the seat) might be going into production soon.

I noticed that the ‘special’ was kitted with handlebar risers, which highlighted my only gripe with the Urban G/S (and the Scrambler). With the tank as long as it is, it’s a bit of the stretch to the bars. The risers improve the reach, and the higher bars just look ‘right.’

I have a hunch that the Urban G/S is going to be BMW’s most popular nineT. It has all the sex appeal of the Racer, with none of the comfort drawbacks, and it’s priced cheaper than the Roadster. And when you look past how many heads it will turn (seriously, I lost track), it’s a genuinely good motorcycle that’s a joy to pilot.

And for scooting around a massive BMW party in the middle of a balmy Bavarian summer, it was just perfekt.

With thanks to BMW Motorrad | Images by BMW Press, Peter Musch, AmyLee Photography and Wesley Reyneke.

Wes’ gear: whatever he had on that day, plus Shoei’s RYD helmet, and Velomacchi’s Speedway gloves and Hybrid duffel.

This article first appeared on Bike EXIF. Reproduced with permission.

What’s Hot and What’s Not

Two months into my time with the KTM 1290 Super Duke GT and I’m still enjoying it as much as I did in the first week. Not everything is perfect about it but these are such minor points that they don’t overshadow the positives in any way.

First, let’s address the elephant in the room; the looks. More specifically, the front end. It’s not that pretty with that long, drooping headlight. From head on, it’s ugly; there’s no other way of saying it. From the side, it’s better but still not Cindy Crawford, which is a shame because from the headlight back, it’s a well-styled bike.

What is most striking about the bike as a whole is that it doesn’t look heavy; there’s a lot of space in the design. Compare it to something like the BMW S1000XR and it looks positively skinny and lithe. Swing a leg over it and it feels physically small, too. This isn’t an intimidatingly large bike and yet the riding position never feels cramped.

The engine continues to impress, if only because of its sheer grunt and performance. It’s not the smoothest of engines but it feels raw and alive and, while that might seem like a tiring prospect for long-distances, it smoothes out decently at cruising speeds with a steady throttle. Snap the throttle open, however, and all hell breaks loose. Not only that, but it has a throaty, growling bark of an exhaust note which is addictive.

The gearbox is not what you might call smooth and switch-like but it works well, so what more can you ask for? The quickshifter up through the ‘box is a bonus but don’t try and use it at low speeds; it’s just too jerky. Thankfully the (hydraulic) clutch is light and smooth and, really, you don’t need to use it much on down-changes if you blip the throttle.

Normally I’m not a fan of active- or semi-active suspension; it always feels as if it’s second-guessing what you want the bike to be doing in a corner. But maybe my prejudice is based on early systems because that on the KTM is as unobtrusive as normal suspension. At the track, where such systems can feel a little unnatural, I had no qualms tipping the bike into a corner and tracking solidly through it.

There are three settings for the damping – comfort, street and sport – and they really do make a difference. On the rough Johannesburg roads, ‘Comfort’ takes away the jarring harshness you feel in ‘Sport’ while ‘Street’ is a balance between the two.

Then you can adjust the suspension according to load – rider only, rider with luggage, rider with pillion, rider with pillion and luggage and again this does seem to make a difference, especially when taking a pillion; it firms up everything without making it feel hard and incompliant.

So, yes, all round I’m really into this bike; the more I ride it, the more I like it. I never approach it with a feeling of ‘oh well, at least I can beat the traffic on it’. It’s always ‘oh yeah, got to go somewhere; I’ll take the bike!’ If it’s a sports tourer, then the needle is definitely in the ‘sports’ segment but it tours as well as anything else I’ve ridden.

However, it’s not perfect. There are two small niggles.

Firstly, even though the heated grips are the hottest I have ever come across, turning them on and off is a real pain. KTM have opted for the digital menu on the left of the instrument pod through which one has to scroll to get to the various options; traction control, throttle settings, damping settings, heated grips control and so on. It takes eleven (yes, 11!) button pushes to turn them on to full (there are three levels of heat) and return to the main menu and that’s just too many.

The second niggle concerns the right handlebar and, more specifically, the huge black plastic box that houses the start button, kill switch and cruise control switches. Not only is it HUGE for the number of switches it houses but operating the cruise control on/off switch is difficult due to its position. And, if you’re going to make it that big, then put another switch on it, such as the heated grip switch, for example. Just a thought.

But, really, these aren’t deal breakers. The rest of the bike is so good you can forgive the odd anomaly.

Right, enough words. I’m off to ride.

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For more information visit: www.ktm.com/za

It could be said that, when BMW entered the retro-bike market, it really kick-started the whole movement. After all, if a brand as staid and traditional as BMW could rise to new heights of playfulness, then surely anyone could? They weren’t the first manufacturer to go down this route, but it could be argued it was the most significant.

In 2014, BMW Motorrad introduced the R nineT to a largely disbelieving world and it was an immediate hit. I’m not sure that any country predicted the demand and ordered enough bikes to satisfy that demand. Here was the good old air-cooled boxer-twin engine rescued from obscurity and placed in a funky, hipster style; it looked good and it rode well.

Since then, the range has expanded to the Scrambler, Cafe Racer, Urban G/S and Pure models but the original is still with us and has been refreshed for 2017.

The thing with these retro bikes is that you can’t really mess with the original recipe; yes, you can bring out new variations, but the original is rather stuck with being what it is. And this is really no problem as it was very good to begin with.

So, what have they done to the new model? Well, not an awful lot, really and not necessarily enough to call it the ‘New R nineT’. Criticisms of the too-soft suspension of the original have been addressed and it now sports fully-adjustable upside-down forks in conjunction with ‘optimised suspension geometry’ which basically means they’ve fiddled with the rake and trail to address problems that possibly weren’t there in the first place.

The rest of the changes are cosmetic; there are slightly revised clocks – both speedo and rev counter are separate units now and not moulded into one – new wheels with black spokes and black finish to the engine, swingarm, driveshaft and frame.

If anything, this is not a ‘new’ R nineT; it’s a refresh of the original to give it a new lease of life in the face of all the new variants. To be perfectly honest, they could have left it well enough alone because the original was still special enough even after the familiarity of four years on the roads.

Swing a leg over the bike and there is that indefinable air of quality that you always had with the bike. Maybe it’s excessive weight but I’d like to think that it’s just because it’s been put together so well.

It’s always fun starting up the old air-cooled boxer twin. It rumbles into life with a not-unpleasant exhaust note and it still shimmies and shakes on tickover; it’s not a sophisticated engine. Give the throttle a blip and the whole bike lurches to one side as the torque reaction from the longitudinal crank takes over; it’s almost reassuringly BMW, reminding one of days gone by and BMW bikes that were a part of it.

So familiar have we become to the new liquid-cooled boxer engine that has graced BMWs since 2013, with its smooth and punchy power delivery and lack of fuss that the air-cooled version seems initially to be a bit of a dud; it’s not particularly fast or punchy and only goes to show how far engines have come in a short space of time.

However, you soon get used to it and, more importantly, start liking it again. It has a roughness, yes, but it’s a solid kind of roughness; it actually matches the character of the bike. Yes, I know that the engine is the heart of the bike but sometimes you get a bike that is more than the sum of its parts, where more than just the engine defines the bike.

The riding position is at once familiar and yet still exciting; the angle of attack that the seat/footpeg/handlebar positioning gives is perfect and, because of this, comfort is good. The seat still looks thin and insubstantial and might not be the best for long days in the saddle but that is not what this bike is about. It’s about sunny days and a blast through the countryside; it’s about enjoying the ride to work more than usual; it’s about making a style statement.

So, the R nineT hasn’t changed all that much and for that, we should be thankful; why would you mess with a winning formula?

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For more information visit: www.bmw-motorrad.co.za

Street Cup, Street Twin and Street Scrambler. This trio of Triumphs all share the new 900cc, water-cooled twin, tuned for mild-horsepower but good low down torque. Curiously the 270 degree crank motor develops its 80 Nm of torque at 3,230 rpm in Street Twin and Cup guise, but at a mere 2,850 rpm in the Scrambler. As the motor specs appear identical, it must be the exhaust on the Scrambler that causes the maximum grunt to be produced 400 odd rpm lower.

The motor is an absolute peach. Uncannily smooth and grunty, the Scrambler lunges off the line and through the gears absolutely effortlessly. The five speed box is an extremely willing accomplice. Buttery smooth and precise on both up and downshifts – it is superb. Clutch action is smooth, seamless and snatch free.

Riding this bike got me doing some serious soul searching. It is simple and refined and effortless to ride. Everything works in perfect harmony. The torquey engine feel, easy stable steering and firm, decently damped suspension and neutral riding position, is just so right! It is everything that I love about bikes. So what is the soul searching I refer to?

Well, here’s the thing. Too many riders measure motorcycles by one yardstick only- speed. If a bike doesn’t hoik the wheel in the air on a whiff of throttle or pin the speedo on 300 kph, it is not worthy of consideration. Fact is, bikes that fit this mould, whilst exciting and adrenaline pumping, are intense and narrow focused. The only time you really enjoy them is when on the limit. Short of that and they are literally a pain in the neck. They are also complex. Engine modes, suspension settings, traction control, engine braking adjustment and who knows what else?

And then we have the Street Scrambler. No playstation here. Simply everything that makes a motorcycle an enduring pleasure. For starters it looks the business! From any angle the proportions are just right.

17inch rear wheel, 19inch front, adorned with a single 310mm front disc chomped on by a 2 piston Nissin caliper. Wheels are chromed spokes laced to black steel rims. A single clock rides above a black headlight mounted on aluminium brackets. The tank is truly a thing of beauty. It totally captures the spirit of the original Bonnie. Fenders are black and bobbed. Flickers are black and tidy and look like classy custom units. The taillight too is small, black and classically shaped. The red and silver paint job on the test bike is stunning. In scrambler fashion, the pipes are upswept, culminating in two reverse cone megaphone silencers stacked on the right side of the bike. Black springs on chromed twin rear shocks complete a perfect picture. To top it all, the seat has a suede finish.

Scrambler owners get a pillion seat as well as a tidy aluminium rack. The pillion foot-pegs are easily removed if you mount the rack. Damn, the guys at Triumph have done a really complete job. The single circular speedo is analogue with a digital readout in a rectangular shape in the clock face. Pushing an “i” button on the left handlebar switch scrolls between odo, 2 x trip meters, current fuel consumption, average consumption, ABS on/off, traction control on/off, clock and very cleverly a digital rev counter. So wonderfully simple. Push the button to scroll, or hold it in to switch a function on or off or reset.

Switch the bike on with the key mounted behind the speedo; pull the clutch and thumb the starter incorporated into the kill switch. The big twin settles into a throaty burbling idle. The seat is low, (120mm of shock travel both ends) so swinging a leg over is a cinch. Settle on the comfy seat. The bars are the perfect width, shape and height. Snick the Trumpet into gear, and off you go. Fueling and response from the ride-by-wire-throttle is perfect. If you think I’m sugar coating this, you are right! In fact, I am pouring the whole bloody tin of syrup over it. For what it is, the bike is flawless.

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Speed freaks will call it slow and boring and you know what? I couldn’t give a rats! For me the Triumph Street Scrambler, with its classic good looks, fantastic light and agile ride and wonderful demeanor, oozes soul and class. Nuff said, I have placed my order. Buy yourself one before the Rand tanks, you will not regret it! Keep your crotch rocket by all means, but buy a Scrambler too. I know which one you’ll spend the most time on!

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

We initially rode the Kawasaki Versys-X 300 when it was first launched back in April 2017. At the time we only got to test the bike for a few days, so we went back to Kawasaki South Africa and arranged for a long-term test bike which we then had for one month – see what we thought of the bike having lived with it for an extended period.

It’s no secret that the lightweight motorcycle war is entering a new and intense phase.  Recent entries to the fray are Kawasaki, with their parallel twin Versys-X 300, the Honda CRF 250 Rally and the BMW G 310 R. KTM’s 390 Duke has undergone a total remake to stave off the new threat.

The 390 Duke has been totally restyled. It is now the spitting image of the bigger members of the Duke clan, like as in “Honey I shrunk the Duke!” It has the split LED Angry Bird headlight of its larger siblings as well as a multi colour TFT display complete with smartphone link. Ubercool!

The tank has grown to 13.4 L, which when allied to decent fuel consumption, results in a decent fuel range of around 330+ kays. The seat is stepped with the rider perch wide and flat. My 6’ plus frame felt really comfortable aboard the 390. Short riders might find the front of the seat a little wide with their feet down when stopped. I had no such hassles. With its angular sharp modern look and orange frame and wheels, gunmetal motor, and white sub-frame and black and white tank and radiator shrouds, the Duke is a looker. The exhaust has a neat end can exiting on the right of the bike.

Suspension is by WP and on a bike in this class, beyond reproach. The rear shock is adjustable for preload and overall damping is good. The ABS equipped single Brembo discs, back and front, are bigger than on the old model and excellent both in feel and power.

Hit the starter button and the twin cam 6 speed single fires up instantly. The fuel injection is really good. No flat spots or fluffing. Crack the throttle after easing out the light action clutch and the 390 astounds with its performance. This little beastie hauls! Torquey with decent top end hit, the Duke is huge fun to ride. Should have known KTM doesn’t do boring.

The handling is superb. Light and endowed with a short wheelbase, the little katoom turns intuitively. It is so quick steering that you think it will be nervous at high speed or through long sweeps, but no, stable and planted everywhere. This is a lovely bike!

The KTM 390 Duke not only looks the part, it is the part. It is fast enough to be properly entertaining on a twisty road, and agile enough to scythe through traffic effortlessly. Open the throttle and the bike responds instantly. As the Americans say, “there is no substitute for cubes”. The 390 Duke has an almost 25% advantage in engine capacity over its rivals. This makes a significant difference in real world performance.

How KTM managed to upgrade this bike so significantly and keep the price at just under R70k, only they will know. What I know after spending a few days riding it is that it offers huge bang for the buck. The battle line in the lightweight class is drawn and I think they’ve used orange paint!

As usual, there is a huge range of accessories available for the 390 Duke. If you go onto their website you can configure the bike using a nifty application that gives you a 360 degree impression of how the bike would look after adding your desired parts.

For more information visit: www.ktm.com/za

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SPECIFICATIONS

For the first time, BMW Motorrad is entering the under 500cc market with their newly developed G 310 R, which offers a quality BMW product just in a smaller package. The G 310 R was developed in Munich by BMW Motorrad and produced in Bangalore, India by TVS Motor Company.

TVS Motor Company is India’s third largest motorcycle manufacturer with a production volume of some 2.5 million vehicles per year. Founded in 1911 the success of the TVS group is rooted in their founder’s personal belief system – commitment to the values of trust and customer service. In fact, the letters TVS actually stand for Trust, Value, and Service.

I visited the TVS factory back in 2011 and was very impressed with the high standards they set both in engineering and manufacturing. Unbelievably, they employ over 450 people in there R&D department alone.

TVS’s manufacturing systems and expertise were developed over a 19 year relationship with Suzuki. They manufactured legendary bikes such as the B120, which was used extensively as a delivery motorcycle in South Africa and was known to be bulletproof.

I have also owned a TVS Apache RTR 180. Back in 2012, we rode a convoy of these bikes from Pretoria to Victoria Falls and back. This was a 2600 kay’s round trip via Botswana and Zimbabwe. We had no reliability issues at all, riding through conditions of 40 degrees heat and averaging at 42 km/l, with only having to occasionally lube the chain. After the trip, the oil was still golden in all of the bikes.. Very impressive motorcycles!

To read more about our trip click.. HERE <<

I can personally endorse the quality of TVS engineering and I see them as being a natural fit for BMW Motorrad, who is also renowned for quality and durability.

The design of the G 310 R is stunning – Very stylish!

During the test we rode the G 310 R mainly in the built up urban areas of Johannesburg, which is its natural enviroment. Riding in these conditions was amazing. The bike is light and you can cut through the traffic with ease. The G 310 R reminded me why I started riding bikes in the first place.. So much fun!

The relaxed riding position and low seat height of just 785 millimeters inspired confidence, especially for shorter riders like myself. There is a 815 millimeter seat option available for taller riders. The G 310 R is very smooth to ride and oozes quality in every way.

In terms of suspension, the G 310 R is fitted with KYB 41mm upside-down forks in the front and a single spring shock in the rear – both working as good as they look. The forks are non-adjustable but I did find them, to be well set up. The pre-load adjustable shock is firm and well-damped. All in all a very comfortable bike to ride.

At the heart of the new G 310 R is a 313cc, liquid-cooled, single-cylinder engine with two overhead camshafts together with electronic fuel injection. It has an output of 25 kW at 9 500 rpm and a maximum torque of 28 Nm at 7 500 rpm. A very innovative feature is a backward-tilted cylinder, open-deck design with the cylinder head turned by 180 degrees, making it possible to position the intake tract at the front, viewed in the direction of travel.

The fuel tank holds 11 litres and performance figures claim 30 km/l. This then gives you in excess of 300 km’s on a tank, potentially making it a great option as a highway commuter. I say ‘potentially’ because during the test we rode a short section of highway. Cruising at 120 kph the motor was working very hard – the rev counter was showing around 8000 rpm (the G 310 R redlines at 10 000 rpm). Ideally the bike would feel less stressed at 7500 rpm. If I was buying this bike as a highway commuter, I would seriously consider a 1 tooth larger front sprocket. In my opinion, this would improve the characteristics of the bike for highway use.

The G 310 R is fitted with ABS as standard. It combines a powerful brake system with 2-channel ABS. At the front wheel, a single disc brake with radially bolted 4-piston fixed caliper and brake disc. At the rear, this function is performed by a 3-piston floating caliper in conjunction with a 240-millimetre brake disc. These are from Bybre, Brembo’s Indian built brand. I found the brakes to be excellent and I was very impressed with the progression and power.

The G 310 R has a very nice designed LCD screen, which displays fuel guage, average fuel consumption, range till empty, average speed, gear indicator, time and date – basically everything you would ever need.

With an attractive selling price of R62 900, which comes with a 2 year standard BMW warranty and 3 year BMW roadside assistance package. Add to this an excellent country wide dealer network and then you have got a very dominant offering from BMW Motorrad.

Specifications – BMW G 310 R

To find out more visit: www.bmwmotorrad.co.za

Sometimes a bike is so good at what it does that you wonder why the manufacturer bothers to try and improve it. Such a bike is the Kawasaki Z1000SX. It’s been around for a good few years now and it has always been a fast, comfortable, competent and practical bike; a smooth and powerful engine, good chassis and brakes and typically brilliant build quality. It was simple, effective and almost a bit old-fashioned in its approach to the sports-touring category.

However, time marches on and, more specifically, electronics march on and manufacturers simply have to keep up with the Joneses if they’re not to fall behind in sales. While there are many out there who decry the increasing dependence on sophisticated electronics, there is no denying that they have only added to the joy of riding motorcycles and that, in this enlightened age, safety is not something to be disregarded and if there is one area to which electronics have contributed, it is safety.

Now there is an updated Z1000SX and, for all of you fans of the previous generation who might wonder how the new can possibly be better than the old, rest assured that Kawasaki has made it so without losing anything that was great about the bike in the first place.

Stand the old version alongside the new one and the differences are small but noticeable. The previous generation was not a bad looking bike at all but the revisions for 2017 have brought it bang up to date. The face of the bike is more aggressive, the indicators flush, the headlight is LED, the pillion seat has been re-profiled, as has the pillion grab handle. There are new instruments, a new and slightly lower (by 5mm) seat and the fairing is wider to provide more wind protection. It’s a whole host of detail changes that have made all the difference visually.

Thankfully, Kawasaki has left the engine well alone; how could you improve on it? It was always turbine smooth, powerful and bulletproof and it still is. There are no hiccups from the fuel injection and, in character it is more sports than tourer although brilliant in both guises. In keeping with the tradition of sports tourers, or Grand Tourers if you will, the available performance is deceptive and a weather-eye has to be kept on the speedo if fines are to be avoided.

Sometimes, Japanese inline-fours can be a bit characterless but, to be perfectly honest, the last thing you want for relaxed long days in the saddle is a screaming, highly-strung engine between your legs. The engine of the Z1000SX steers a cautious path between being smooth and quiet and arm-stretching performance when required; it’s an engine that grows on you the more you ride it until you really can’t imagine tackling a long journey without it.

With four kilos more weight, revised suspension and a slightly shorter wheelbase, there is nothing to choose between the old and the new when it comes to pointing the bike down the road. The Z1000SX behaves as it always did, wearing its weight well and feeling secure in every possible road condition.

But we have to talk about the electronics at some point and it might as well be now. The previous model had traction control and ABS but the difference between then and now is night and day. For 2017 things get a lot more advanced and Kawasaki has added a six-axis IMU to provide cornering ABS and lean-sensitive traction control. In other words, the new bike does a lot of thinking for you which is where resistance to such rider-aids makes an appearance.

However, if having such systems make a long and tiring day – possibly in inclement weather conditions providing a nice greasy surface – that much safer, then who could argue against them? Especially if one factors in the safety of the passenger. And, really, does the possibility of impending doom really enhance your riding pleasure?

There are three levels of traction control, with 1 being the least intrusive and 3 being for slippery conditions. Why would you ever need level 3? Well, go back a paragraph or two and imagine that you are ten hours into a ride, it’s getting dark and starting to rain. Why not let the bike take some of the strain?

So, the engine’s a peach, the chassis is fantastic, the brakes are perfectly good without being spectacular, the headlight is flipping bright, the electronics are bang up-to-date, so what’s not to like?

Well, in my opinion, three things. It’s a touring bike, right? So, where’s the cruise control? Where are the heated grips and seat? Small things that can make a huge difference. If you’re going to move the goalposts with new electronics, then why not go the whole hog? Of course it all adds cost but when you see who you are playing against, then you have to use every trick to coax the customer into your dealership and away from another manufacturer’s. Finally, I’m not massively convinced by the white digits on black face of the new dash; it looks very stylish but can be difficult to read with a quick glance.

But let’s not get too bogged down in details; this is still a great bike; competent, fast, comfortable, nicely updated over the last model, while losing none of the essence that made the first generation of the bike so good. Kawasaki has been clever in leaving well enough alone and improving by degrees rather than make swingeing changes. That approach is sure to retain old fans and attract new ones.

SPECIFICATIONS

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

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The local launch of the new Fireblade was held recently at Redstar Raceway. The President of Honda in SA, Toshiaki Konaka, reaffirmed the Fireblades flagship sportbike status, reminding us that the Fireblade legend started in 1992. The new ‘Blade’ is true to the mission statement of the original bike, namely, excellent power to weight, handling, cornering and balance.

For all intents and purposes, the new ‘Blade’ is a totally new bike, sharing only 10% of its parts with the previous model. Power is up to 141kW @ 13000rpm, with 114 Nm of torque @11000 rpm. The new chassis is lighter and tighter, improving aerodynamics with a reduced frontal area. The ‘Blade’ sports a slipper ‘assist clutch’ with 17% less lever effort required. [Everyone seems to have discovered this ‘assist’ technology, as it is vogue on many new bikes. However, I have never seen or heard complaints about heavy clutch pull before, but whatever!]

Wheels are lighter 5 spoke Mags, and the exhaust is now titanium. The SP has a titanium fuel tank and a 1kg lighter lithium-ion battery.

Electronics include a fly-by-wire throttle, various power modes, ABS, traction control and even adjustable engine braking – technology that has trickled down from the mighty RC213V-S.

The throttle has a conventional return spring to give the rider the familiar ‘cable’ feel. Wheelie control keeps things tidy and works with the traction control. The SP comes standard with a bi-directional quickshifter, (optional on the double R).

Suspension is electronic, adaptive Ohlins on the SP and fully adjustable Showa on the RR. The Ohlins have settings for Track, Windings Roads and Street and adapts the damping characteristics to suit.

Colours are HRC Red, White and Blue for the SP and Victory Red (with black and white accents), as well as a sort of Graphite Black, for the RR. All the colour schemes are stunning, however, the SP in HRC colours and gold Ohlins forks, is breathtaking.

Visually, the new ‘Blade’ is truly beautiful. Sleek, small and tidy, every styling element hangs together to create a bike that is as satisfying to look at, as it is to ride. The Fireblade, from the first 1992 model, has flattered the rider’s ability but this ‘Blade’ takes that flattery to a new level. Simply stated, it puts you in control. Accelerating, turning, braking or strafing sweeps, is all achieved effortlessly. I rode the RR and really enjoyed it. Despite feeling more like a 600 size-wise, I found the riding position reasonably comfortable for my 6’2” frame. Not ‘tour-to-Cape Town’ comfortable but rather ‘breakfast run’ comfortable. At around R240,000 the RR offers fair value in this day and age.

And the SP? How am I going to put this in a way that you will ‘get it’? Both SP and RR are gorgeous to look at and lovely to ride. However, if these bikes were identical twin supermodels, the SP has read and applies the Kama Sutra! Everything the RR does, the SP does better. The sheer quality of the Ohlins suspension package elevates the SP to another level. The standard quickshifter is superb. Ride only the RR, especially on the road and you will probably want one. Ride the SP on a track and you will have to have one! – the extra R60000 suddenly seems small change.

Well done Honda – the Fireblade is back with a vengeance!

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Kawasaki’s ZX10 Double R is Kawasaki’s homologation special. The bike to take on the likes of Yamahas R1M and Honda’s Fire blade SP or more specifically SP2. These are all breathed on versions of the regular production superbikes.

The ZX10RR is immediately recognized by its Ninja like flat black livery. The wheels, a 190/55/17 Rear and a 12/70/17 front, have the Kawasaki green accentuating pinstripe on the black Marchesini forged rims. The second “R” in the ZX10RR emblem is green as opposed to the white of the rest of the logo. The rear Showa gas-charged shock, adjustable for high and low speed damping with 114mm of travel, sports a green spring. The subtle green accents on the black bike with white “Ninja” emblems emblazoned across the fairing complete a stunning look. Only a limited number of RR’s will be built, (some say 500 and others 1000), so a degree of exclusivity is guaranteed.

Over the years Kawasaki have built a reputation for building strong engines. With 210PS (154,4Kw) at 13,000 rpm and 113.5Nm at 11,500 the RR emphatically preserves this tradition. The cylinder head is modified over the stock ZX 10 to accept .7mm higher lift cams. Tappets have a hard and durable diamond like coating. The crank cases on the RR are also beefed up. Hit the starter button and the engine fires up instantly. The raspy growl from the neat exhaust shouts horsepower! The bike settles into a lumpy cammy idle.

Prod the bike into gear and ease out the rather abrupt action slipper clutch and perfect fuelling squirts you off down the road. This is a wonderful engine. The six speed close ratio gearbox with bi-directional quick shifter harnesses the abundant power and torque of the motor to produce absolutely ferocious acceleration. The engine is wonderfully smooth yet has a soulful midrange urgency that is truly awesome. The exhaust emits a whip crack of glorious sound as you hook the next gear and the quick shifter works its magic. The auto blip on down shifts is equally intoxicating.

I unfortunately was not able to fit in any track time on the RR. Make no mistake the racetrack is the natural habit of the RR. Only the most dedicated sport bike pilots will be able to live with a RR as a daily ride. The riding position is full attack, and who would want to waste those fantastic Pirelli Supercorsa SP tyres on trolling through traffic. Big piston, fully adjustable Showsa forks with 120mm of travel keep the front end under control. Brembo M50 Monobloc calipers chomp on 330mm petal discs with a 220 mm rear. Needless to say the stopping power and feel is epic.

It actually boggles my mind to think that we live in an age where we can buy a street legal sport bike that is virtually world Superbike spec. Yes, you do get a race kit for the RR if you feel that 210 horses are a little tame! Yea right! If you are half honest you will concede that on a bike this good the rider is the limiting factor. The bike comes standard with traction control, ABS and Bosch cornering management system. All these electronics help to make the bikes massive performance accessible to mere mortals.

How do I sum this up? Kawasaki’s double RR is a hard-core sport bike that does the Ninja heritage proud. I would be surprised if any other bike is faster in a straight line. There may be some a trifle more nimble but when you pull the trigger in the straight I would bet on the Black winter edition Kawasaki Ninja to stamp its authority. If however, you don’t own a set of one piece race leathers with worn out knee sliders, don’t even consider buying this bike. The limited number of these iconic bikes deserve to be owned by really competent pilots. At R290, 000 consider it a steal.

SPECIFICATIONS

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

5:55am flight from OR Tambo to Cape Town with the prospect of riding Harleys’ new Road King Special in the fairest Cape of them all. Oh, yes please! Riding big Harleys always gives me a sense of occasion, especially when the bike in question is the naked bagger with the new 107 cubic inch, 8 valve, ‘Milwaukee Eight’, engine.

The original Road King debuted in 1994 and has been a consistently good seller ever since. Joe Watkins, Dealer Principal of Harley-Davidson, Tyger Valley, arranged for Charl Bester to familiarize me with the bike.

The Special I rode was painted black. I have always had a thing for black bikes. The old school headlight nacelle, shrouded front forks, tank, sidecovers and flared fenders, as well as the neat panniers, are all a deep, glossy, rich black. The twin pipes are matt black and even the semi-highrise handlebars are black chrome. Subtle chrome trim and badging, complete a really pretty picture.

With my kit stowed in the rain and dust proof panniers, I was ready to rumble. Switch the tank mounted rotary ignition knob to on and hit the starter on the right handlebar switchgear and the big V-twin instantly comes alive. Ease the heel and toe gear lever, mounted above the left footboard, into gear and it engages with a familiar Harley thunk. This is no cruiser wannabe – This is real American iron! Ease out the exquisitely shaped clutch lever and the Road King launches on a Tsunami of creamy torque.

This bike has oodles of power everywhere in the rev range. The big V-twin is eerily smooth. Open the throttle and the bike hurtles forward in a dignified, regal kind of way. There is absolutely no need to rev the motor. With a torque curve like Table Mountain, peaking at a mere 2900 rpm, the Road King carries its creamy thrust from gear to gear, till it lopes along effortlessly in 6^th, treating inclines with kingly disdain. You hear a muted baritone burble from the pipes but feel no engine vibes – Nothing, nada, Zilch!!

Road King is such an apt name for this bike. You don’t just sit on it, you enthrone yourself. Your butt is cupped and cosseted in the comfy cosy seat and your feet rest on the perfectly angled footboards. Your hands grasp the bars in a wide and commanding fashion as you roll through your Kingdom.

The King rides on turbine style black Mags – a 180/18 rear with a 19” front. Once rolling, the long wheelbase and low centre of gravity contribute to an incredibly stable ride. I covered over 500 k’s on highways, byways and mountain passes and despite some spirited riding, did not feel the slightest hint of a wobble or weave.

The twin back shocks have limited travel of around 5.2 cm with 11 cm of fork travel, yet only on really knarly tar did the Showa suspension feel limited. On smooth tar the smooth motor and suspension create a surreal riding experience.

Harleys can frustrate on mountain passes. They feel really stable until at relatively easy lean angles, they start to drag hardware on the tar. This really dents cornering confidence. I was pleasantly surprised by the ‘S’. The footboards are significantly narrower than footpegs thereby giving you over 30’ of lean angle. I found myself really enjoying mountain passes as the wonderful motor punted us through the sweeps with no sparks coming off the undercarriage.

The speedo is tank mounted and flanked by a fuel gauge on the left and the filler cap on the right. In the bottom of the speedo is a rectangular window with a digital information display. Clock, Total mileage, two trip meters, a gear indicator and engine rpm are easily accessed via a toggle button on the left handlebar switch.

The motor is so smooth it is easy to leave it in 4^th or 5^th after gearing down for a bend or whatever. However, the gear and rpm display keep reminding you to go back to top gear. At a mere 3630 rpm, the Milwaukee Eight is cruising at 160 kph with absolutely no fuss or bother – apart from the windblast that is. Sustained high speed will have you developing biceps and stomach and neck muscles that make a super fifteen prop forward look puny. Alternatively, you can fit a factory aftermarket screen.

Cruising from Paarl through Stellenbosch, Franschoek, over mountains and down dales I just utterly and completely get the Harley thing. The Road King Special gets nods of approval and thumbs up from fellow motorists. This is something you just seldom, if ever, get on other bikes. Stopping for a cappuccino, I smile as people stop and stare at my magnificent ride. Selfies with the bike in the background are the order of the day. On a warm winters day under perfect blue skies in the fairest Cape of them all, I could not have asked for a more relaxing and stately steed. A tank capacity of over 22 litres and consumption of around 20 kpl, allows extended saddle time as you chase the horizon. There are few more enjoyable ways to roam our magnificent land.

A big word of thanks and appreciation to Aidan Johnson from Harley-Davidson and Joe and his team from Tyger Valley H-D, for the privilege of reviewing this fantastic bike.

For more information visit: www.harley-davidson.com

I have to be honest; the first time I rode the Super Duke GT last year, I wasn’t sure I liked it. It seemed harsh and brash and really unrefined and not sure of its identity and I got off it feeling as confused as the bike seemed to be.

And this bothered me; how could it be so bad?

And therein lies the beauty of the long-term test bike. Having a bike for two days, as we often do, teaches you nothing about it of significance.

But get to live with a bike on a day-to-day basis and things start to fall into place. In the first month of ownership, the Super Duke GT has demonstrated abilities and qualities that I had completely missed the first time around and, guess what; I now absolutely love it.

Some motorcycles have no one particular standout feature. I’m not saying that as a bad thing; they are good in all departments but with no one element that really stands out. And then there is the breed of bikes that are defined by one element.

And the element that defines the Super Duke GT is the engine!

Normally, when a manufacturer takes a bike and modifies it into a different role, they play around with the settings, often to cries from customers of ‘Why?’ Either they soften the suspension or de-tune the engine, or some other pointless exercise.

KTM hasn’t done that; this is the same insane motorcycle that the 1290 Super Duke R is but with a lot more practicality added. The engine is rough and brash but you can forgive it everything because, like a Northern English football fan, it’s always up for a bit of a fight. The performance is enormous; it’s unbelievably quick. It’s just not the engine you’d expect in a practical bike but because of that, it’s brilliant. It’s added a new dimension to touring bikes; this is a touring bike that has sharp teeth.

The chassis remains sharp and dynamic suspended by WP semi-active suspension.

Comfort is a whole lot better than you would think looking at that thin seat cushion. The riding position is sporty but on the right side of comfort for long days in the saddle. Wind protection is good without being spectacular but there’s no buffeting. Standard equipment is very comprehensive but more about that in a later post. It’s not perfect but I don’t want to dwell on that either at the moment.

Because for now I’m just blown away by this bike and I want you to concentrate on that.

The best route between two far-divided points on a map is never the straightest one and with the 1290 Super Duke GT, KTM has built a bike that can handle long, boring, mile-eating stretches with ease and then, when you want to turn up the wick and have some fun, it can handle that also. Not just handle it, but revel in it. On this bike, the best route could also be the fastest!

To end on, a bit of owner advice; make sure you budget for tyres. More specifically, the back tyre. This Pirelli Angel GT tyre comes as standard equipment on GTs and, as you can see if you use all the torque available – and there is a lot and you will use it all the time – this is going to happen in 8,000kms. Square and ruined! Something to consider when calculating running costs.

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