Once a year a really mixed bag of motorcycles gather at the Walkerville showground’s for “Stof Skop”. What transpires is a classic “run what you brung“ day of dirt oval flat track racing. Various classes are formulated with no real guidelines for what bike should be in what class. Only when you line up for the start of your race do you know what you are up against.
The start line itself is a line of string pulled across the track to which are attached panties and bloomers of all shapes and sizes. Two weights trigger the yanking of the whole caboodle sky wards and the action begins. There was a demonstration by pukka speedway bikes to gee everyone up for the event. The rip snorting methanol fuelled beasts launched with a cacophony of potent single cylinder high compression music. Pitched sideways and spewing dirt and dust the effect was spectacular. With the heady scent of dust and methanol hanging in the air the days racing commenced.
As you would probably have gathered from the title of this tale, our feisty little scooter with the heart of a lion decided to make a statement at Stof Skop. Social SYM put on his race face as he rolled to the line in the “moped madness” class. He was up against a really weird mix. A modern Yamaha 250 MX bike (moped?) and a 300 cc 3 wheeler city bike (two wheels in the front and one at the back) amongst others. Mini bikes, 80 cc two stroke moto crossers, and an old Vespa and two Suzuki Fat Cats. When the dust settled Social had seen off all comers apart from the 250 plastic and the 300 three wheeler. If the truth be told he was helped by a 4 stroke mini bike petering out on the last lap, allowing the little SYM past.
Racing was fierce in all classes. Jason, of suspension fettling fame, on a well set up old Triumph single was for me the rider of the day. Slow off the line, he coaxed the Triumph up to speed and with an excellent display of smooth fast track riding he won all his heats. His worn leather jacket, jeans, boots and a bubble equipped open face helmet really got the nostalgia going.
Similarly Mercia from Motul (got a ring to it hey?) campaigning a flat track style Yamaha 250 single really looked the part. Red and white striped socks peeking out the top of her boots and mouse face paint looked really cute.
The one and only Skinny van Schalkwyk was out on “Dapple” her dirt trackified Suzuki B120! She was sporting a Zuma style shower head stuck to her helmet. Hilarious!
The plastics put on a fantastic show. Motocross ace David Goosen won closely contested heats against decent opposition on his booming YZF 250 Yamaha.
Rob Portman kept the excitement at fever pitch as he commentated and raised crowd support.
Social SYM had his moment of glory when he gate crashed the Vespa race. Despite having the smallest engine in a field of more than a dozen scooters our little hero managed to get the hole shot and held the lead until the last corner of the last lap. A single pesky Vespa forced his way past and Social just didn’t have the oomph to re-pass the bigger displacement scoot . What a boykie!
A massive thumbs up to Motul and Triumph and Odin power sports who supported this event. Craft beer, SBK glasses stand and live music courtesy of Triumph and all manner of yummy food and arts and crafts stuff was available and on display. Believe me, Stof Skop is not an event to be missed. The tongue in cheek yet fierce racing reminded us all what bikes are about. Pure unadulterated fun!
And I do mean great distances—the detailed Gumball route isn’t released until the last minute, and included close to 700km a day on average. So we attended the surprisingly tame ‘welcome drinks’ do, and turned in early.
We pulled into the day’s lunch stop—the old medieval city of Vilnius—at about four. The ride had been such a blur, I hadn’t realized we’d crossed over from Latvia to Lithuania. And we were only halfway.
Catching up with the cars the next day would mean tackling 1,200 km (745 miles) in one day. So the Harley crew made the best call ever; we officially retired from the madness of the Gumball 3000, and would spend the next few days road-tripping across Europe, with Harley’s motorcycles and credit card.
The pressure was off and the pace of riding became more manageable. The two days it took us to get to Prague were spectacular.
With thanks to 
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.
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.
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.
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.
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.
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).
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.
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.
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.
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.
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…
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 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.’
And for scooting around a massive BMW party in the middle of a balmy Bavarian summer, it was just perfekt.
This article first appeared on 
Torakusu Yamaha was born in a small rural village in Japan in 1851. Fascinated by Western technology, he qualified as a watchmaker after completing his schooling. Blessed with an enquiring mind and an exceptional ability to grasp the workings of precision instruments, he repaired the American made reed organ of the Hamamatsu Elementary school. A year later, in 1888, he slung his prototype portable organ over his shoulder on a carrying pole and trudged over the Hakone mountains. He proudly presented his creation to the music institute of Japan for evaluation but to his dismay, the organ was rejected as ‘badly tuned’, with poor sound quality.
To really get a hurry up you have to take it to the R6. Focus on staying in the right gear and ride decent lines that allow you to carry good corner speed. This allows you to get good drive onto the straights where the motor really sings. Get it right and the R6 rewards like few others. You need real skill to keep it cooking, but when you even get it half right the reward is immense. Sports 600s are real riders bikes.
The wheels are both 17inch magnesium alloy with 120/70 up front and a 180/55 rear. Providing the drive to the rear wheel is the familiar 599cc inline 4 motor with 4 titanium valves per cylinder. The gearbox is a six speed stacked unit. A slipper clutch keeps the rear wheel honest on aggressive downshifts.
A factory data logger is available as an accessory. The R6 is wired up to suit, so it is plug and play. Engine rpm, gear position, wheel speed, throttle position, traction control intervention, lap times, the whole shooting match can all be downloaded by WiFi to your Android or Apple device. Wild!
“All good then Dave”, I hear you say. So what’s the enigma? Well, you see, almost everything that makes the R6 such a track weapon makes it hard work on the road. The lack of low down torque feels like bad turbo lag on the road. Keeping the motor in the power is a thrill on the track, but a pain on the road. Talking pain, the track perfect ergos are hell on the wrists and neck around town.
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.
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.
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.
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.
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?
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.
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.
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!
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!
SPECIFICATIONS
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.
To read more about our trip click.. 
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.
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 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.
The NXR visors also have the Shoei Pinlock, anti-mist system as standard. It features a clip-on visor insert lining, which inhibits misting effectively. Also standard is a nosepiece or breathguard as well as a ‘chin curtain’, which drops noise levels even more, as well as warding off the winter chill. New on premier Shoei’s is their EQRS system, which allows easy removal of the lower lining to facilitate helmet removal in the event of an emergency.
To be historically accurate, Hendee Manufacturing Company changed its name to Indian in 1928. By this time, ‘Indian’ was a household name for motorcycle enthusiasts worldwide. In 1910, Hendee Manufacturing built more motorcycles than any other manufacturers in the world. 1911 saw Indian take 1st, 2nd and 3rd places at the Isle of Man.
The other iconic Indian model was the Chief. Also a V-twin, the Chief had a bigger capacity engine at 1000cc, growing to an eventual 1300cc. The Chief sported the swooping, skirted fenders that were to become an Indian trademark. From 1930, Indian motorcycles sported the famous Chiefs head logo, either on the tank or as a die-cast fender emblem. The Springfield plant became affectionately known as the ‘Wigwam’.
Indian sowed the seeds of their eventual demise by selling virtually their total production to the U.S. Government at the end of WW1 in 1917/18. This caused numerous Indian Dealers to fold, with negative long-term consequences. Many of these Dealers turned to Harley-Davidson, Indians arch-rival. Despite a merger with Du Pont Motors, a division of the Du Pont chemical empire in 1930, the strategic blunders resulted in the eventual bankruptcy in 1953.
‘Indian Chief Dark Horse’ is predictably painted various shades of black and sports the classic Chief skirted fenders and Indian head tank decal and fender emblem. The 111 cubic inch Thunder stroke V-twin pumps out a massive 161.6 Nm of torque at only 3000 rpm. A classic power cruiser of note, dripping with heritage and nostalgia, yet totally modern – Awsome!
The Indian Chief Vintage is a classic ‘bagger’. Touring windshield, leather seat and saddle bags and powered by the 111cu in Thunder Stroke mill. Two-tone paint completes what is a timeless Indian picture.
In this crazy world of constant change, I find myself hankering more and more for something classic and timeless. Something that is functionally modern yet harks back to a time when sanity prevailed; something that looks like it was built by a craftsman, not a computer; something that stirs the soul and the blood. The new Indians are all of these things and more – Truly classic Americana.
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.
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.
SPECIFICATIONS
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!]
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).
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.
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.
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
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.
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.
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 motor is so smooth it is easy to leave it in 4th or 5th after gearing down for a bend or whatever. However, the gear and rpm display keep reminding you to go back to top gear. At a mere 3630 rpm, the Milwaukee Eight is cruising at 160 kph with absolutely no fuss or bother – apart from the windblast that is. Sustained high speed will have you developing biceps and stomach and neck muscles that make a super fifteen prop forward look puny. Alternatively, you can fit a factory aftermarket screen.
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.
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.
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.
2017: marketing has became an exact science, and the Supersport is aimed at the discerning rider who wants the Ducati DNA and looks, but does not want an extreme ride. That’s why Ducati turn the Supersport into a Panigale look-alike. That strategy seems vindicated, as the Supersport has been voted the best-looking bike at the former Milan motorcycle show.
Up at first light we rolled out of Itumela at 6 am. The plan was to do some serious distance in the cool of the morning. The route took us to Serowe, and then past the Khama Rhino Sanctuary to Letlekhane. From there we passed below the Orapa diamond mine, through Rakops and north to T-junction on the Nata Maun road, hang a left and cruise to Maun and our Oasis for the night, Old Bridge backpackers. The first 220k’s were despatched at speed. The KTM’S are fast, frugal and comfortable. Topping up in Letlekhane we rode northwest under a big sky and bracketed by the Makgadikgadi pans on the right and the endless expanse of the central Kalahari on our left. We stopped for photos with a typical Kalahari backdrop. Simon, having developed a case of “the backdoor trots”, disappeared into the bushes with a roll of “wit goud” (or white gold for our American friends.) Needless to say this elicited more mirth than sympathy from his travel mates!
Day three was a mere 200k hop to planet Baobab at Gweta. “Planet Baobab Kalahari Surf Club” is a very, very cool place. It sports what is maybe the nicest pool and surrounds in Botswana. This was our first night camping. We lounged in the pool till the setting sun turned the Baobabs, which dominate the lodge, pink in the early dusk. Retiring to our campsite we got a blazing fire going and toasted a perfect African day. Dinner was salads, braai bread and incomparable Botswana fillet steak, bought earlier in the day at Shoprite in Maun for R70 per kg. That my friends is a mere $2.20 a pound!
THE BIKES
