For a while, rumors have been circulating about the demise of the traditional cafe racer. With scramblers and flat trackers dominating the scene, the low-and-sleek genre has been taking a back seat.

But like a venerable art rock band, the cafe racer is hanging in there. Interest is still high—so high that manufacturers are entering the fray.

So let’s take a very close look at the R nineT Racer—BMW’s factory cafe, and one of three new models based on the R nineT platform. The other two—the Pure and the yet-to-be-released Urban G/S—are styled as a bare-bones roadster and a retro adventure bike, respectively. The Racer is a vintage speed machine through and through.

All three share the same platform as the R nineT Scrambler—a Euro4 compliant, 1,170 cc / 110 hp air- and oil-cooled boxer packed into a tubular steel frame. They also share the same steel fuel tank, the same suspension (fettled according to model), and the same alloy, five-spoke wheels.

On the R nineT Racer, those wheels are a 3.5 x 17” up front, and a 5.5 x 17” out back. Plus it gets a host of café racer-focused mods: clip-ons, rear sets, a sleek nose fairing and a neat little tail hump. With a silhouette that screams 70s steeze, it’s pure two-wheeled nostalgia; the throwback to end all throwbacks.

Think of it as a production version of the Roland Sands-built Concept 90, for those of us who can’t afford a completely bespoke machine. Or, if you prefer, a homage to the legendary R90S, as piloted by Reg Pridmore and Steve MacLaughlin (which the Concept 90 was inspired by).

To nail the look, BMW used a mix of existing R nineT parts and new bits. “The Racer was totally inspired by the Concept 90, for sure,” says BMW Motorrad’s Creative Director of Heritage, Ola Stenegärd. “But we didn’t want to invent a lot of new parts, unless absolutely necessary.”

The tailpiece and headlight are borrowed from the R nineT Roadster, but the plastic nose fairing is a completely new piece. “We tried to work as close to the Concept 90 as production would allow,” says Ola.

Then there’s that livery—a coat of glossy white accented with BMW’s classic motorsport colors. It works so well, that the fact that BMW never actually raced these colors in the 70s (they only introduced them later on) is irrelevant.

“We wanted the bike to clearly carry a flavor of our racing genes in the company—and these colors really do exactly that,” explains Ola. “A Daytona Orange or Smoke Grey would also look super… so I think we have to look closely at this option for the future!”

So as a styling exercise, it scores a perfect ten. But is it any good on the road?

To find out, I reached out to BMW the second the R nineT Racer hit showrooms. A few days later, I picked up a barely ridden-in unit from BMW Donford Motorrad Cape Town, with two days to put it through its paces.

If you think this Beemer’s pretty in photos, wait until you lay your naked eyes on it. It is, in a word, exquisite. (I know, I’ve already waffled on about the looks, but just indulge me for a few more lines.)

It’s really down to the quality of finishes. BMW have covered all their bases, right down to finishing the frame in silver (rather than the traditional black). And though the fairing is plastic, it doesn’t feel dinky at all, and the frame-mounted bracket is very well thought-out. You’ll also notice the mirror stems mount to the frame, not the fairing itself—so they can be removed with no visible scarring.

Tucked in behind the fairing is a set of dual dials—the same analogue/digital combo speedo as the Scrambler on the left, with a tacho on the right that has its own digital readout. Between the two you get the usual odo features, a gear position indicator, and things like voltage and engine temperature. Oddly, there’s no fuel gauge.

The fender brace and top triple clamp are forged aluminum items, and the rear-sets were designed specifically for the Racer. “We decided to go with a unique handlebar setup and foot peg position,” says Ola, “to really get a solid ergonomic, that would reflect the low slung café racer look we were striving for.”

In keeping with that vibe, BMW have made the R nineT Racer a solo affair. There’s no passenger accommodation out the box, but if you’re willing to spring for the parts you can replace the hump with a seat, and fit the subframe braces that hold the passenger pegs.

When I was finally done admiring the Racer, it was time to fire it up and hit the streets of Cape Town. Swinging a leg over it immediately brought my back down to earth—literally. As intended, the Racer is low, and the riding position extreme; my six-foot frame was stretched out over the tank, with my feet kicked back into unfamiliar territory.

This is the both the Racer’s biggest strength and weakness. On the up side, the feeling you get from riding it is damn near perfect. You want to hunch down, you want to lean out of the saddle as you carve through corners…and yes, you will find yourself looking for your reflection in shop windows. (And the constant thumbs ups and stares from passers-by don’t hurt either.)

But take the R nineT Racer into slow town riding—or on a tour—and your wrists, back, shoulders and legs will hate you. A lot. This bike has a one-track mind: get to the café, fuel up, find the nearest curvy road and get loose.

Or, as Ola put it when we quizzed him about the comfort: “It’s a Racer! What did you expect?”

“Seriously, there is always a great danger when you try to compromise too many wills and functions into one bike, the main message easily gets washed away. This bike is not about bags or long distance comfort—we have other bikes that cover this ground much better. This bike is about the looks and spirit of an old-school race bike. And I think that’ll take you a long way, wouldn’t you agree?”

I’m inclined to drink the Kool Aid. Because when you let the Racer loose on the right road, it’s pure bliss. And Cape Town has all the right roads: Victoria Road, Chapman’s Peak Drive, Clarens Drive, Red Hill, Franschhoek Pass—I managed to cram all that (and change) into my time on the Racer.

And I found myself doing something I almost never do—going back and forth through the same sequence of turns to nail them better, faster and tighter. Because this nineT genuinely is a whole bag of fun to ride.

Those extreme ergonomics start to make sense when you’re throwing a 220kg (wet) boxer from turn to turn. With the rider triangle putting the bike’s central mass right under your body, the Racer encourages, and responds to, physical riding.

I could insert something here about man and machine becoming one, but I’ll just sum it up by saying that the more involved I got, the more fun I had. I’d lean into turns more than I needed too; crouching low, hanging off the bars, and picturing myself in a 70s road race.

The Racer’s no slouch off the mark, thanks to that tried, tested and torquey boxer and shaft drive combo. And as I found with the Scrambler, the clutch and gearbox are as slick as you’d expect from Bavaria’s finest.

Then there’s the sound. The Racer might not be sporting an Akrapovič silencer like its big bro, the Scrambler, but the BMW muffler sounds just about perfect—if a touch quieter. It burbles at standstill, rumbles on deceleration, and barks when you blip it. And when you combine the exhaust tone and engine note at full tilt, with your butt smushed right into the tail and your chest flat on the tank, it’s intoxicating and highly addictive.

As for braking, there are four-piston calipers up front with 320mm floating discs—and ABS, naturally. They are more than ample for anything you can throw at the Racer, but if you’re after more peace of mind, there’s the US$400 optional traction control, or ASC (Automatic Stability Control). My test unit didn’t have it, and I didn’t miss it.

I know many of you are disgruntled at the fact that BMW didn’t fit the R nineT Roadster’s upside down forks to the Racer, but it’s really no big deal. The right-side-ups do the job on anything but the bumpiest of roads; and if things do get choppy, the low handlebars become an issue just as much as the suspension. The stock setup is surprisingly stiff, so there’s little dive under braking, and a predictable, planted feel through corners.

So would I ride the Racer all day, every day? Probably not. But am I going to pine for it the next time I’m linking together my favorite corners? Most definitely.

This is usually the part where purists point out that there’s no such thing as a ‘factory cafe racer,’ but I say bah! The Racer has all the right junk in all the right places, and if you want to fettle it further, it shares many bolt-on and swap-out bits with the rest of the range—like the gorgeous aluminum nineT tank with its seam weld (yours for US$850 extra).

Spoked wheels are a US$500 factory option, but I’m a sucker for the old school track vibe of the factory alloy items. And you can kit your Racer with upgrades like heated grips, LED turn signals and even an alarm.

As for me, I’d just ditch the mirrors and turn signals for a bar-end setup, and tidy up the tail. Do that, and it’d be a dead ringer for many of the pukka custom jobs we see.

Coming in at $13,295 in standard form, the Racer is the second cheapest nineT in the range—next to the Pure. That also puts it squarely between Triumph’s Thruxton and Thruxton R, which are probably its stiffest competition.

But if you buy into the R nineT Racer’s purist approach—and the sacrifices that come with it—you’re left with one of the best-looking, grin-inducing bikes out there. Long live the cafe racer!

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

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

It would be accurate to say that, if you want an American-made cruiser, then you are going to have to shell out big bucks. Not only that, but you are hardly buying the latest in cutting-edge technology. And, what’s more, they don’t really do small(er) bikes very well.

Or do they?

Actually, yes they do. Well, one manufacturer does. All you have to do is to turn your attention to Indian and, right there is a perfectly-formed little jewel of a bike; the Scout. Introduced in 2014, the Scout is a thoroughly modern engine and chassis wearing classic but strangely modern clothing. It looks good, goes well and isn’t too expensive.

Now, Indian has simplified things even further with the Scout Sixty. The ‘Sixty’ part refers to the engine capacity in cubic inches which translates to 999cc, 78bhp and 88Nm and that, in turn translates into something quite special.

Prevailing thought says that a bike that is a cheaper version of an existing bike can’t be as good. Well, the Indian Sixty debunks that theory comprehensively. It’s only lost 134cc, 22bhp and 7Nm to the bigger Scout but crucially, this hasn’t unduly affected the performance. The Sixty still has a decent turn of speed. This isn’t your typical low-down grunt V-twin; it actually likes to rev and, once up past 4,000rpm, it seems to gather up its skirts and kick for the horizon when many other American V-twins are running out of steam.

There is a sweet shifting 5-speed gearbox as opposed to the six gears in the Scout but what it feels like they have done is taken out 5^th gear and left 1^st, 2^nd, 3^rd, 4^th, and 6^th gears so there is a type of overdrive gearing feel. It certainly never feels over- or under-geared.

The seat is very low – 643mm – which makes it perfect for anyone aged 6 and up! I’m not the shortest rider but it didn’t feel cramped or too low. Somehow Indian has managed to make a bike that is perfectly comfortable no matter the size and shape of the rider. Of course, this lack of height means there is a very low centre of gravity and this gives the Sixty its most endearing trait; fantastic, quick-steering, secure and fun handling.

As with any cruiser with arms/feet forward riding position, ultimate speed is limited by wind blast. But to concentrate on speed is to miss what this bike is all about. Keep it at 120km/h on the highway and it’s in its element; relaxed, comfortable, smooth. Yes, it will go a lot faster but you don’t need to. This may not be your typical cruiser, but it cruises just like one.

This bike is a lot more fun than any cruiser has a right to be. Unless you ride the two Scouts back-to-back, I guarantee there is no way you will notice the decrease in power or torque of the Sixty. In a way, the Sixty is the better bike of the two; it’s cheaper, just as well made, just as much fun, looks just as good, has the same lengthy options list.

In fact, the Sixty is so good that it begs the question, ‘why would you spend R20,000 more on the Scout?’ Yes, the Sixty comes in at just under R150,000 and it is a lot of bike for the money. This could be the perfect entry into American motorcycling.

SPECIFICATIONS

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Time really does fly when you are having fun. So much so that a full 37 years has passed since the first BMW GS bike, in the form of the R80 GS, burst onto the scene in 1980. Sporting modern motorcyclings first single sided swing-arm, suspended by a lay-down, single shock and conventional front forks, the GS was an instant success. Bored out to 1000 cc, the GS won the Paris-Dakar in 1981, 83, 84 and 85. Interestingly, the bike weighed in at only 183 kg. However, despite modern composite materials and metals, Adventure bikes have got rather porky, with the latest GS’s heavier by a full 60 kg’s – makes you think, doesn’t it!

The launch of the latest GS derivatives, the R1200 GS Rallye and R1200 GS Exclusive, started with a briefing on the new bikes by the new CEO of BMW Motorrad in SA, Edgar Kleinbergen. Edgar has a rich history in European motorcycling spreading over many years and is eminently qualified to lead BMW to even greater heights. Of the two new GS bikes, the Rallye is specced with a strong off-road emphasis, whereas the Exclusive is more biased towards road and touring.

Both models are powered by the familiar, water-cooled boxer motor, pumping out 92 kW @ 7750 rpm and 125 Nm at 6500 rpm. The engine has evolved into one of the great engines in motorcycling. It is smooth in a kind of ‘cruise liner’ way, with no vibration, as such, but rather a soothing thrum, that resonates almost imperceptibly through the bike. From the moment the wet clutch is released (a vast improvement over the old dry version on older GS’s), there is smooth power and torque available, everywhere.

BMW quote a top speed in excess of 200 kph and by my own experience, it easily exceeds that mark by at least 10%! As can be expected, road manners are impeccable. The launch bike tyres were pumped really hard – the screen indicated 2.4 bar and 2.6 bar, back and front, respectively. On really bumpy tar at high speeds, as well as on rutted off-road, I experienced just a smidgen of head-shake. However, the standard fitment steering damper kept things nicely under control. I am certain that dropping the front tyre pressure to around 2.2 bar would eradicate any hint of head-shake and I am equally sure, that such a pressure would be sufficient to protect the rim from ‘lurkers’.

The Rallye and the Exclusive have similar electronic packages. Rain, Road and Enduro modes as standard, as well as Dynamic Pro and Enduro Pro, which are available by means of a coded plug. The various modes employ Automatic Stability Control (ASC) for optimum traction and engine response, to best negotiate the road conditions you are experiencing. Engaging each mode is as easy as pressing the mode button on the right handlebar until the mode you require is displayed on the dash – then pull in the clutch. Easy-Peasy!

Complimenting the engine and braking controls, appropriate to the conditions, is ‘Electronic Suspension Adjustment (ESA). The left hand switchgear has a button with a ‘shock’ icon. Pressing this button enters the shock adjustment menu. ‘Auto’ has a self-leveling function, which, unlike previous generation ESA, now compensates for load automatically. ‘Min’ will reduce ride height to a minimum, whilst ‘Max’ will dial in maximum preload and ride height.

The suspension has 190 mm of travel at each end and fitting the ‘Sports’ suspension option (Rallye version only), will increase travel to 210 mm. This reputedly firmer option, incurs an extra cost over the base price of R241990, by a further R4900. None of the launch bikes were fitted with this option. I did find the ESA a little under-damped on the ‘Max’ setting, making the bike a bit bouncy over large bumps. Perhaps this is addressed by the ‘Sports’ option. It is perhaps stating the obvious that the new GS sports the familiar Telelever anti-dive front suspension. [One wonders if BMW will ever revert to a conventional front fork as on the original 800 and 1000 GS’s – ah!, a little nostalgia popping out here!]

The Rallye is equipped with a harder, slimmer piece Enduro seat; wider Enduro pegs; a smaller ‘Sports’ windshield and frame guards. The Enduro bike is painted in a stunning BMW motorsport blue, white and red colour scheme, with a beautiful blue metallic frame. This enhances the satin black engine and drivetrain. Believe me, the Rallye is a looker!

The Exclusive is painted ‘Iced chocolate metallic’, which, whilst classy, does not in my opinion, have the visual impact of the Rallye. The frame is grey metallic matt. However, this bike has a significantly more comfortable two-piece seat and a larger, more effective, windshield. The Exclusive would be my ‘no brainer’ choice for 1000+ kay days.

Hill start control, a customizable Dynamic Pro and Enduro Pro, are all available with the fitment of a ‘plug’ sourced from your BMW dealership.

Riding the bikes on a variety of tar and gravel roads reminds you why the GS is the iconic Adventure motorcycle. Over a period of 37 years, the bike has been constantly refined and improved to what, in its current form, is a formidable package. Whilst not necessarily class leading in any one facet, it is an excellent all rounder. It is easy to see why, backed by an industry standard dealer network, it remains consistently at the top of the sales charts.

Our sincere thanks to Edgar,Thando and the rest of the BMW Motorrad team, for the privilege of participating in the launch of these two fine motorcycles.

For more information… Click Here <<

At last years EICMA motorcycle show, we witnessed the emergence of a small engine capacity ‘Adventure’ bike class. Honda’s CRF 250 RALLY, BMW’s 310 GS and Suzuki’s V-Strom 250, all debuted, together with the subject of this test; the Kawasaki Versys 300. The question I asked was: are these ‘Adventure’ styled town runabouts or can they justify the ‘Adventure’ tag, in a real sense?

So, what does a bike need to play in the ‘Adventure’ space? Comfort, both in seat and wind protections, adequate fuel range, good riding position as well as reasonable suspension, adequate ground clearance and genuine dirt road ability. Last and certainly not least, the engine must have good ‘open road’ cruising ability.

Well, how does the Kawasaki 300 Versys measure up – Damn well, that’s how!

At the heart of the bike is the 296cc parallel twin, with double overhead cams engine and a six-speed gearbox, from the Ninja 300. Turbine smooth at all speeds, the little mill churns out 40 hp at 11500 rpm and 25.7 Nm of torque at 10000 rpm. Clearly, you need to rev this motor for maximum performance but Kawasaki has endowed the bike with quite short gearing to compensate for the lack of low down torque from the small capacity motor. The oversquare engine design (62 mm bore X 49 mm stroke) achieves two things – the motor revs willingly and piston speeds are kept reasonable, despite the high revving nature of the engine. On the road, this equates to 120 kph at 9000 rpm (still 3000 rpm from the redline). One thing that amazed me, was when I wound-up the throttle on a flat road, I saw the bike run from 120 kph to over 160 at red line, with me sitting bolt upright! This sort of performance from a 300cc bike puts the little Kawi in a class of ONE.

It is seldom necessary to rev the bike beyond 6000 revs in normal traffic. Once in top gear, the bike wafts along effortlessly up hill and down dale. Torque is such that you do not have to gear down on anything but the steepest of hills. Fueling is flawless at all speeds via the 32 mm throttle bodied, fuel injection. Fuel consumption hovers around 25 km/L for both ‘general town’ and ‘highway’ riding and the generous, 17 litre tank thus gives a range of around 400 kays.

Visually, the Versys looks the part with typical ‘Adventure’ bike styling. The cockpit is well laid out behind a decent windshield. This is not a fly-screen but rather something that wards off wind and weather. The radiator shrouds are colour matched and all in all, everything hangs together nicely. The single 290 mm disc shod 19” front wheel (aluminium rim), hangs from conventional forks with 130 mm of travel. Rear wheel is a 130/80 X 17 with a 220 mm disc and 148 mm of travel. (You are unlikely to tackle Baboons Pass with this beastie, after all). With a seat height of 815 mm and weighing in at 184 kg, with ABS, the bike is easily managed by just about anyone.

Steering is absolutely neutral and stable, whether hauling in a straight line or tipped on its ear – it gives huge fun to toss around! The non-adjustable front forks and preload adjustable rear shocks, are set up firmly. This, no doubt, contributes to the excellent handling. It also makes the bike feel surprisingly good over gnarly surfaces. Despite my 82 kg bulk, the suspension resisted bottoming, even when traversing whooped out bumpy terrain – this bike has genuine dirt road composure.

I found the dash easy to read and easy to scroll through via the dash-mounted button. Trip a and b, odometer, fuel gauge, gear indicator, clock, temp gauge, current consumption, average consumption and remaining mileage, are all available. It’s all there, even a little economy icon when the Kawi is just sipping fuel. Oh Yeah, it’s got a speedo and rev counter too!

As you can gather, I really like this bike. Being used to big capacity motorcycles, I was initially unnerved by the high revving nature of the bike but thinking it through, I believe the use of a twin cylinder, water cooled engine, designed to rev reliably, puts this bike firmly at the top of the class. Time will tell but the opposition, with their single cylinder engines are looking down the proverbial barrel. Meanwhile, the little Kawi is looking on and saying “ Go ahead and make my day”!

A wide variety of ‘Adventure’ accessories, allow you to pimp your Versys for the adventure of your dreams. Later in the year, we plan to do an extended African tour on this bike, to test its ‘Adventure’ credentials thoroughly. My initial impression is that it will manage anything we throw at it admirably. At R74995, it is competitively priced. Right now, Kawasaki can face their future, in this segment, with justifiable confidence.

For more information… Click Here <<

A limited number of the MT-10 ‘Touring Edition’ and range topping ‘SP’, Yamaha roadsters, are available for sale at selected Yamaha dealers. These bikes, were bought by Yamaha SA, after the recent World launch that was held in Cape Town. With around 2000 km on the clock, they represent fantastic value for money for what is essentially a brand new, just run-in, bike.

To assess their performance on the Highveld and their general road manners, ZA Bikers Online Editor, Simon Morton and I took a Tourer and a SP, for an early morning blast through the Magaliesburg – and what a blast it was!

MT 10 Touring Edition
The touring version of Yamaha’s R1 Crossplane engined naked bike, is not totally naked. To fit into its touring role, it is equipped with a sporty looking windshield and a comfort seat. Hard shell fabric panniers also come as standard on the Tourer. They are easily detached using a key. Thank heavens Yamaha haven’t resorted to unnecessary complication with so called ‘keyless entry’. Fact is, there is still nothing better than a simple, reliable and inexpensive key to light your bikes fire!

The MT-10 grumbles – not as in ‘complains’, but rather a mixture between a growl and a rumble! The in-line four is wonderfully smooth at all engine speeds. This soulful engine is quite simply, very smooth and has huge, accessible torquey shove – everywhere. Lofting the front wheel, especially in the No1 engine mode, is just a matter of whacking the throttle open. Fueling is perfect and uplifts are seamless, facilitated by an excellent quickshifter. Clutch action too, is beyond reproach.

On the road, the bike feels solid and completely planted. The manually adjustable suspension is supple over bumps and ripples, without upsetting the excellent chassis in any way. The MT-10 Touring Edition is a smooth, powerful, very fast, comfortable and exciting motorcycle.

In addition, the Touring accoutrements make a really good motorcycle even more versatile and better. Typical of new-age sports motorcycle technology, the bike sports a choice of engine modes, level of traction control and ABS brakes. Cruise control gives the right hand a rest when required. The windshield takes all the wind-blast off your chest but leaves your head in the airstream. At a constant 135 kph, the onboard computer was indicating fuel consumption of low 20 km/L. Good luck to you if you have the self-control to cruise at such a sedate pace! Your speed is limited by road conditions and the rider, but never the bike. If you want to go faster, simply open up and enjoy an unrelenting rush of acceleration to a top end of around, 265 kph. The MT-10 Touring Edition will excite and satisfy all your sports touring requirements

MT10 SP
So, how is the SP different then? Well, for starters it is stripped down and naked. Come closer and you will note a different LCD dash and the yellow shock spring and gold fork legs on Öhlins electronic suspension – the same suspension that is fitted to the fabulous YZF-R1M.

Engine performance is similar to that of the Touring Edition. We had a couple of roll-ons and the bikes run neck and neck. Strangely, they don’t feel the same. The windblast makes the SP feel faster and the motor is somehow even smoother and sweeter. This is not just my impression but shared by Simon too. Every aspect of engine performance, as with the Tourer, is flawless. Oh Lordy! Let’s talk about the suspension.

The Öhlins electronic suspension is quite simply the finest sports motorcycle suspension I have ever experienced – Bar None! Let me try and explain. It is different to other electronic suspensions in that it does not think for you and adjust preload and damping automatically, as you ride.

The Öhlins on the SP are adjusted electronically as opposed to being electronically self-adjusted. By entering a suspension menu you can select preset suspension damping levels or use a manual function, which displays 4 bar graphs representing front rebound and compression damping and the same on the rear shock. Here you can fine-tune the damping characteristics to the finest degree. This will determine the preload, i.e., how stiff the spring rate. It is thus manually adjusted electronically, by button, rather than with screwdriver and preload spanner.

No automatic electronic shock that I have experienced gets it quite right. At times they are too hard, too soft or over or under damped. With the Yamaha SP, they are simply perfect. The suspension transforms an already good motorcycle into a different league. The bike feels lighter, steers easier and exhibits a composure, over all surfaces, that is really ‘other Worldly’. Now here’s the thing – combine the ergonomic comfort, the soulful engine and the best suspension available and you have a bike like no other.

The Yamaha MT 10 SP is so good and makes the rider feel so good that, right at this moment, it is the sport bike I would choose to own above any other. I understand the benefits of a fully faired sport bike in attack mode but none of them will be as satisfying to ride daily. If you are a discerning rider with a bent for sport bikes and the means to acquire a SP – DO IT NOW! It will blow your mind!

Selling price for DEMO models (Limited Stock Available!!)
MT-10 Touring Edition = R 195 000
MT-10 SP                   = R 215 000

Contact your nearest Yamaha dealer for more information: www.yamaha-dealers.co.za

Ducati’s Monster has been with us for 25 years and in that time, it would be fair to say, it has become a defining Ducati model. With around 315,000 units sold, it could also be said that it has been the saviour of the company many times. The superbike models might gain all the headlines but, as so often is the case, it is the bread-and-butter models that, well, bring in the bread and butter and keep things afloat.

Back in 1993, the M900 broke new ground for Ducati and, in 1994, the M600 opened up Ducati ownership for a whole new group of riders. The ‘baby’ Monster developed alongside its bigger brother over the years into the 620, 695, 696 and 796 Monsters and that brings us neatly to the new model, the 797.

On the surface, elements of this bike might seem like a bit of a retrograde step for Ducati. In the 797 there is an air-cooled motor – the same engine you will find in the Scrambler – and it would be easy to look at this as a retro bike dressed up in modern clothes. But Ducati is at pains to stress that this is a thoroughly modern bike. It’s still a real Ducati, which means it’s a premium product but it’s an entry-level model making it more accessible to existing and new Ducatisti the world over. It’s just that Ducati have chosen to make its entry-level Monster as simple as possible to keep costs – both buying and running – as low as possible.

The whole ethos behind the ‘baby’ Monster is – and always has been – accessibility and the same is true for the 797. They have done this by making it as uncomplicated as possible; only what has been deemed necessary has been added to the bike. So don’t expect a whole suite of electronics, because they just aren’t there. No ride-by-wire throttle and therefore no traction control or rider modes and there isn’t even a gear-position indicator on the digital display.

At its heart is the Desmodue, 2-valve, air-cooled, 803cc engine. There’s 75bhp and 68.9Nm of torque which provides easy, unintimidating performance. It’s not slow by any means and has a good spread of torque right through the rev range. We didn’t have chance to ride on a highway so have no way of knowing if the motor could get a little breathless at higher sustained speeds.

There’s a light clutch action with a servo-assisted slipper action that prevents rear-wheel lock-up on down-changes when pushing along and relying on engine braking. Standard tyres are Pirelli Diablo Rosso ll and the suspension – Sachs monoshock at the rear and Kayaba upside-down forks at the front – while not being particularly sophisticated is completely adequate for the available performance.

Braking is handled by twin discs clamped by radially mounted Brembo monobloc callipers fitted with ABS as standard.

With the standard silencer it sounds a little strangled but there is a choice of two after-market Termignoni silencers which should allow the Ducati rumble to be unleashed. And, let’s face it; it is the sound that makes a Ducati a Ducati as much as anything.

There are design links to Monsters past and present. The fuel tank and headlight are as found on the Monster 1200 and the swing arm design is taken directly from the old Monster 696. It’s as if the 797 Monster is a celebration of everything that is Monster.

In every way, Ducati have tried to make this bike an easier ride; it really is aimed at new riders. There is a more relaxed riding position compared to the Monster 821 and comfort was obviously high on the agenda when thinking about seat height, reach to the bars and foot peg positioning.

Any chance to ride a bike on the Cote D’Azur in the South of France is not to be passed up, although when it is bucketing down with rain one does start to wonder if it is all worth it. In an ideal world, launches are held in perfect weather conditions so we can ride to our hearts content on the wonderful roads of Europe, getting a feel of the harmony between chassis, engine, steering and braking. Not so this time. With the sensation of water seeping into ones underwear, we steered a cautious path between trying to ascertain what the bike can do and bringing it home in one piece.

What is clear is that the 797 is very comfortable and has a relaxed riding position (compared to the 821 or 1200 Monsters which, while not being superbike extreme, are a little more aggressive in their treatment of the rider). The fuelling is smooth and gave no moments of panic on the very slippery roads and, while the lack of traction control might seem careless in this day and age, safety simply comes down to judicious use of the throttle, even with a relatively low power output. This omission might seem at odds with the projected target audience of new or inexperienced riders but Ducati insiders claim that they found no demand for it at this level.

What is unmistakeable, however, is that the essence of a Ducati is present in spades. It is definitely a Monster; the family resemblance is there – not difficult when the fuel tank is shared with the Monster 1200 – and the trellis frame has returned to being full-length and has lost the bolt-on cast aluminium section that formed the seat support in a few previous models. It might not be possible to call it beautiful but it is distinctive; in fact, legend has it that when a Ducati insider saw the first prototype bike, he declared it to be a bit of a monster, in terms of its looks, and the name quickly stuck as a nickname if not as a full model name at first.

Time has been kind to the Monster, however, and we now accept it as a classic piece of motorcycle design; at once distinctive and aggressive, yet somehow friendly and promising fun at the same time.

How long can Ducati make an air-cooled motor conform to emission regulations that get stricter with every re-draft? Stefano Tarabusi, Product Manager at Ducati, admits that it is getting harder but, for now, the engine complies. The biggest problem is one of noise emission; not from the exhaust but from the engine itself. You might not think it but the cooling fins on an air-cooled engine do make quite a lot of noise when they vibrate. Personally, I think the noise from an air-cooled Ducati motor to be one of the best sounds in motorcycling but, apparently, the bureaucrats in Brussels aren’t fans of noise of any sort, save perhaps for the sound of their own voices.

It could be argued that Ducati have created a problem for themselves with the Monster 797. It retails for the same price as a Scrambler Icon – the base model of the 800cc Scrambler range – and yet you get looks that are iconic within motorcycle design language and not merely a pastiche of something that is perceived to be old.

Ducati maintain that the two bikes are not only aimed at different buyers but will not take sales away from each other. Only time will tell but, for now, if I was presented with one of each and told to choose one, the Monster would win the day.

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Cafe racers! The home built ones have always looked cool but they’re often style over substance; slightly dodgy engineering, mismatched parts and you’re likely to have an argument with the bike as soon as a corner comes up. And let’s not even talk about brakes! What we really need is a bike that you can buy off the showroom floor, a bike that rides as well as it looks.

And this might just be it. This is the Triumph Street Cup, based on the Bonneville Street Twin, which Triumph say is the best-selling model in the Bonneville range.

The Street Cup is, in effect, a baby Thruxton, even though it shares many of the same dimensions. It has the 900cc High Torque version of the brand new parallel twin engine which might only push out around 54bhp but does it so smoothly that this really has no business being a parallel twin.

Smoothness is one thing but being fun to ride is another and, despite the 54bhp, this bike is fun. Actually, it’s really good fun.

The fun starts when you swing a leg over the bike. It feels really solid and meaty. OK, so this could be interpreted as over-heavy and there might be some justification for calling it that; 200kgs dry is the same weight as a superbike that has four times the power. But that is missing the point; this little Street Cup is just as entertaining in its own way as a superbike, possibly even more so because you know you can ride it as hard as you want and the chances are you will still keep your licence.

So, it’s solid and in Triumph’s world, that means really well built. The quality is very high and encompasses the whole bike; there is no single element that lets the bike down. There’s hardly a piece of plastic anywhere.

And, it looks great. Yellow might not be the first choice for everyone on a motorcycle but, in tandem with the metallic grey, it really makes the Street Cup stand out. There is a black option but, to be honest, why would you?

It would be easy to see the Street Cup as a jazzed-up Street Twin. In itself this is no bad thing as the engine, frame, suspension and electronics (ABS and traction control) are top notch. But you also get twin clocks, drop bars, suede-effect single seat with removable cowl, fly screen and bar-end mirrors (that work very well), new footpegs, lovely headlight brackets, fork protectors and bullet indicators. It’s a whole package that is so much more than the sum of its parts.

The suspension has been jacked up by 20mm at the rear, the seat moved back slightly and the handlebars dropped and moved further forward so it’s a bum up, head down riding position that feels much sportier and more agile than the Street Twin.

There’s slightly more ground clearance so it will lean further and, overall, it takes the relaxed feeling of the Street Twin and makes it a bit more aggressive.

Brakes are still single disc front and back but while that might seem like cutting costs slightly, the Nissin-caliper up front has good initial bite with a smooth, progressive feel; it matches the performance well.

It really is a lovely thing to ride; smooth, a wonderful throaty roar from the twin pipes, punchy acceleration and bags of torque right where you need it, comfortable and you just know you look good on it. It will never be great for long distances but that is to miss the whole point of the bike. This is a high-day and holiday bike; zipping round town or making the daily commute as much fun as it can be. Hell, even a track day could be unintimidating and fun on the Street Cup.

In our job, it’s important not to get bamboozled by huge power outputs; yes, they can be fun but not everyone is looking for a zillion horsepower or knows what to do with it. This Triumph Street Cup has everything; looks, style, comfort, good performance, sweet handling and good brakes. It could be the perfect cafe racer.

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

I finally get it. I admit it. I was one of the naysayers but I totally get it now! You need 160 horsepower for your adventure bike!

Why? I hear you say. The answer to that is simple – if you package it in as competent a package as KTM’s new 1290 Super Adventure R, it translates to pure, unadulterated, raw, old fashioned FUN.

KTM saw fit to introduce their new flagship R model in the wild and rugged Peruvian desert. To let a bunch of journalists loose in terrain not unlike a stage of the Dakar and probably more suited to testing their 450 Rally bike, was a massive vote of confidence in the new 1290. This confidence was totally justified. Study the photo’s and I am sure that most will approve of the aggressive styling, accentuated by LED headlights that give the big Katoom an ‘Angry bird’ countenance. The radically styled headlight features cornering lights in the lower section for enhanced night vision.

The Super Adventure R drips with other performance enhancing technologies. 18” and 21” strengthened back and front rims, run tubeless tyres (Continental TKC 80’s) and hang from revised WP suspension with enhanced, adjustable damping and progressive springs. There is a generous 220 mm of travel at both ends.

At the heart of the beast is a 1301cc, 75 V-twin derived from the LC8 unit that powers the Super Duke R. In adventure R form, it pumps out 160 hp and 140Nm of torque. Significantly, 108 Nm is available at a mere 2500 rpm. Tamed by excellent engine management, the 1290 exhibits none of the low speed snatchiness of the ‘old’ 1190 R. There is huge compression in a 1301 V-twin, so it is no surprise that the R is equipped with a slipper clutch to eliminate rear wheel chatter when coming off the gas.

A typically slick KTM 6 speed transmission is further enhanced by a flawless quickshifter [Quickshifter on an Adventure bike? – Brilliant! – I’ll explain later].

The electronics package is really what makes the concept and execution of this bike possible. Sport, Street, Rain and Off-road engine modes map the engine power for the particular application. Sport and Street, access full power with Rain and Off-road dropping down to 100 hp. Allied to this is combined ABS and Off-road ABS. Braking with the front only will apply brake force to the rear disc too. In Off-road mode, the rider can lock the back brake whilst keeping ABS function on the front brake. Traction control for Rain and Off-road helps to keep the abundant power and torque in check. Traction is tailored to complement the engine mode selected. In Off-road mode, enough wheelspin is allowed to effectively rear wheel steer, albeit in a controlled fashion. How does this all hang together when riding on loose dirt?

You are bombing down a gnarly trail approaching a 90’ bend. The well damped and sprung suspension is keeping things under control. To scrub off speed you prod the gear lever down twice, the quickshifter autoblips and downshifts precisely and the slipper clutch keeps the back wheel under control. You dab the back brake, locking the back wheel momentarily, then weight the outside peg as you turn and get back on the gas. The back wheel spins up and the traction control holds it a foot out of line as you drift through the bend, shrieking like a banshee from adrenalin pumping pleasure! You convince yourself that all that happened, thanks to your amazing riding skills!

We rode at high speed on gravel highways; traversed gnarly trails and descended huge dunes with sick gradients and we even rode across the sloping face of dunes. In all honesty, I was brutally wrenched out of my adventure touring comfort zone. The KTM 1290 Super Adventure R, simply took it all in its stride. It is honestly designed and built to be the hardest and most competent off-road, travel enduro Adventure bike, on the planet. Truly, no other Adventure bike in standard trim, can match it for all round ability. Fit suitable rubber and it has the engine and chassis to bait sportbikes on mountain roads. Fit panniers, tank bag and other goodies from the power parts catalogue and traverse continents – at speed! When the road ends, you put on your big boy enduro pants and carry on. This bike ticks all the boxes and then some.

The TFT display is a huge improvement on that of the 1190R. Using bonded armour glass, it is easily read in even the brightest direct sunlight. Backlit switches on the left handlebar scroll through and select modes. Cruise control takes the pain out of open road riding. A one hand adjustable windshield allows screen height suitable for all types of riders and riding. A storage compartment for your smartphone even has a USB port to keep said phone charged.

KTM have seen fit to equip the R with a keyless fob, which when safely in your pocket allows you to start the bike by prodding a ‘race on’ button on the right handlebar. The dash comes alive with a ‘ready to race’ logo after which you prod the starter button incorporated into the ‘kill’ switch to fire up the beast. The ‘race on’ button is integrated with the steering lock and fuel cap. [There is a special ‘limp mode’ procedure to still be able start the bike and open the fuel cap if the transponder battery is flat.]

Make no mistake, this is a mans bike! 890mm seat height; 250mm of ground clearance; 23 litre fuel tank and weighing in at just over 242 kg’s fully fueled.

Having said that, we were privileged to have the Extreme Enduro Master, Chris Birch, lead the talented rider’s group. Chris rides his 1290 R in street mode (160hp) with traction off. He slides wheelies and jumps the bike like a KTM 500 dirtbike. The skill he displayed was absolutely ‘other worldly’. Chris is not a large man, yet by perfect weight placement, he rides the R with incredible ease. The limit of the KTM 1290 Super Adventure R is ultimately physics and the skill of its rider. It will be a poor workman who blames his tools!

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I would like to thank Franziska Brandl and Riaan Neveling of KTM South Africa for the invitation to this launch event and KTM Austria for their awesome hospitality.

After the 939 Hypermotard and the 950 Multistrada, the Supesport is the third platform to receive Ducati 937 cc liquid cooled V-twin. We’ve tested the standard version on the road near Seville in Spain and the S during a couple of sessions on Monteblanco’s racetrack.

1973: performance is everything in the biking world, and the Ducati Supersport is the ultimate dream for bikers, who can then afford the replica of Paul Smart’s historic victory at Imola. An icon for sure.

1988: Ducati’s motorcycle range has become more diverse and a new range of Ducati Supersport air-cooled machines is launched. They are sporty but not extreme and are available in 400, 600, 620, 750, 800, 900 and 1000 cc versions.

2017: marketing has became an exact science, and the Supersport is aimed at the discerning rider who wants the Ducati DNA and looks, but does not want an extreme ride. That’s why Ducati turn the Supersport into a Panigale look-alike. That strategy seems vindicated, as the Supersport has been voted the best-looking bike at the former Milan motorcycle show.

The classic Ducati design has evolved, though: for the first time, the tank flows smoothly into the fairing, and the instrument panel is integrated in a small plastic binnacle, a tribute to supercars dashboard.

However, supercar performance is not what the 937 cc mill, more or less similar to the one known on the Hypermotard and the Multistrada, claims to deliver. Some remapping allows the Supersport to deliver its torque earlier: where the Hypermotard claims 114 hp at 9 000 rpm and 98 Nm of torque at 7 500, the Supersport is good for 113 hp at 9 250 rpm and 96,7 Nm 1 000 rpm earlier than its stablemate. Obviously power and torque figures have been designed for everyday riding rather than the race track.

Nonetheless, the electronic package is spot-on: three riding modes, three levels of ABS and eight levels of traction control. The S version adds full Öhlins suspension and a quickshifter, as well as the classy gloss white colour scheme.

Some accessories are available for both road or sport use: light touring soft cases, heated grips, a higher windscreen, a couple of performance parts (such as a billet aluminium master-cylinder and levers), carbon mudguard, and the almost-compulsory Akrapovic exhaust, which gives the bike an extra 2 % power and 9 % torque.

As the test ride started on the road, I was delighted to discover a comfy riding position, quite comparable to the Kawasaki Ninja 650. The Ducati feels as light and nimble as the mid-sized Kawasaki, and the fuel tank is even narrower. The typical Ducati sound accompanied our start and I found the engine to be relatively smooth at very low revs: 3 000 rpm in 3^rd gear means 50 km/h. The “urban” riding mode reduces the power to 75 hp and the throttle response becomes extremely gentle.

Even in “sport” mode, the power delivery is smooth and quite linear throughout the power band. Sound becomes deeper once the 6 000 rpm line is passed, and although the rev limiter kicks in at 10 000 rpm, the 937 cc engine gives up at 9 500. Performance is there, though, as we managed to get 245 km/h on the speedo, in sixth and near the rev limiter. At a more reasonable speed (120 at 4 800 rpm in 6^th), the Supersport is a peach. The windscreen can be manually moved in high position, 50 mm further up, and offers a bit of wind protection to the shoulders.

Sport-touring bikes are becoming rare these days. Amongst the Supersport competitors are the Honda VFR800 and the Kawasaki Z1000SX, but the Ducati will be a benchmark for the pleasure it delivers in corners, due to the awesome lightness feeling, traditional Ducati chassis feedback, and the more-than-decent Pirelli Rosso 3 tires. Yes, the power figures are nothing exceptional, but the pleasure comes from the bikes’s feel and the Ducati deserves many trips to some of the country’s great twisties.

Time to swap the base model for the S version. The 4430 meters long Monteblanco circuit seems to be designed for cars, as most of the corners are angled at 45°. However, the pit straight is reasonably long and there is an interesting section, with a fast, blind, uphill right-hand corner.

Power and ergonomics are identical for both the Supersport and the S, but the latter’s suspension is in another league: the front Marzocchi 43 mm USD fork is replaced by a Öhlins 48 mm and same applies to the rear shock. Suspension travel is the same, though: 130 mm in the front and 144 mm at the back.

Our first session on the track was not that satisfying, though. The set-up was too soft and a lot of movement occurred during the braking phase. Those brakes are interesting, by the way: as the Supersport is aimed at a wide range of riders, the initial typical Ducati “super-bite” effect is not there. However, if you push very hard, you come to realise that the braking power is really there – a bit like carbon brakes. Flat-out in the straight, with the windscreen in high position, the protection is more than decent and you can fly at over 240 km/h with no wind turbulence.

The great thing about the Öhlins shocks is that they react well to different set-up: with more compression at the front and less rebound at the back, the Supersport is more stable and pleasurable to ride. But on the track, as it’s not a proper superbike, the riding position becomes an issue, and the traction control testified that I gave the the Pirelli rubber a hard time.

However, these bikes are all about compromise: do we ask a sport-touring bike to be a good tourer AND a good track bike, or to give equal pleasure and performance in both cases at the sacrifice of record-setting lap times? The Supersport scored many points by being easy to ride in any condition while capitalizing on the desireble Ducati looks and DNA.

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

The superbike wars are upon us once again and this is something we should all rejoice, not because all of us are ever going to want to or be able to afford to own and ride a superbike but because it marks a resurgence of a previously declining class – in terms of sales – one that reflects the pinnacle of the motorcycle-building art.

The latest contender to throw its hat into the ring is Suzuki with its updated GSX-R1000. Suzuki is the last manufacturer to fully update their superbike and, as such, they are really under the gun to bring it up to the level of all the others.

The name of the game in 2017 is electronics and no superbike worth its salt can hope to keep up with the rest without a full suite of fancy gizmos. There are those who bemoan the fact that so much on these bikes is reined in by electronics; where can the rider make a difference, they argue? Maybe they have a point but the simple fact of the matter is that the sophisticated systems allow many more riders to get more out of the bikes than ever before without planting themselves into the scenery.

Naturally the engine is the heart of the machine but with a superbike, the chassis plays an important, if not equal, part. This really is an overall package scenario. So, where does the Suzuki sit in relation to all its rivals?

The bike hasn’t been officially launched yet in SA, although dealers are taking orders, but ZABikers.co.za was allowed a sneak preview of the new GSX-R1000 for a few too-short laps of Red Star Raceway.

First impressions are good. The bike looks neat and small and resplendent in its MotoGP-inspired livery. Some of the design details could possibly have been subject to a little more modernity of thought; the headlight, for example, is about ten years out of date in its design. Overall quality of plastics, fit and finish and paintwork is good but only time will tell if it is built to last. Only one note jarred and that was the enormous silencer fitted. While other manufacturers have managed to reduce this appendage significantly, Suzuki seems to have gone the other way. If you can afford a superbike in this day and age, maybe the prospect of a further R20,000 on an after-market silencer won’t faze you, but is it really necessary?

Superbikes are made for riding, however, and here the Suzuki shines. The engine is a work of art, giving a fantastically linear spread of power, helped in no small part but its mechanical variable valve timing that adjusts the timing as the revs rise, helping not only with mid-range but also top-end.

Opposite other variable valve timing systems, Suzuki’s setup has steel balls that work on the intake cam and move via centrifugal force to rotate the intake cam at high rpm, thus retarding the intake cam timing and allowing for more valve overlap, for more top-end power. It’s smooth and seamless.

In addition to its variable valve timing system, the GSX-R1000 engine also uses new servo-operated Suzuki Exhaust Tuning-Alpha (SET-A) butterfly valves in the header balance tubes to offer both better mid-range power and improved top-end performance.

Officially, the GSX-R1000 puts out as close to 200bhp as you’d care to argue about but we all know that official figures can be a bit misleading. However, an independent UK workshop put the Suzuki on the dyno alongside an R1 and a ZX10R and measured the Suzuki at 195bhp, the R1 at 184bhp and the ZX-10R at 181bhp. The Suzuki also had 7Nm more torque than the other two. With these figures, the Suzuki should have the upper hand.

Without putting every superbike head-to-head in a group test, it would be useless to draw too many conclusions when riding only the Suzuki at the track but, in the short time we had, it certainly felt monstrously fast, with a seemingly unending surge of power. However, it is a smooth surge, what Suzuki calls its ‘Broad Power System’, which is another way of saying that the new engine is easier to ride and, therefore not so intimidating and broadening sales appeal.

Previous GSX-R1000s have always had strong engines but they also had fairly wild chassis characteristics. The new model has a lighter, stiffer chassis that moves engine weight forward and lengthens the swing-arm without lengthening the overall wheelbase. At the drag strip, this allowed the Suzuki to make blistering full-power take-offs without lifting the front wheel, meaning that more of the acceleration could be used without the electronics chiming in and cutting power to prevent front wheel lift.

At the track, another distinguished motorcycling scribe attested to the sharper turn-in the new chassis permits when he repeatedly found himself turning in too quickly and nearly running off the track on the inside, so quickly did it turn compared to older models.

As mentioned at the beginning of this piece, a superbike is nothing these days without electronics and the Suzuki certainly has them. I could give a full description of the whole bag of tricks but, for now, I’ll content myself with the following list. There are two models – standard and ‘R’ model. We tested the standard model.

• 32-bit dual processor ECM
• Motion Track TCS (Traction Control System) has 10 intervention levels, or modes.
• Inertial Measuring Unit (IMU)—measures pitch, roll, and yaw.
• Suzuki Drive Mode Selector (S-DMS)—adapts throttle response to special conditions via three modes A, B, and C (B and C modes require more throttle grip rotation for a given torque).
• Bi-directional quick-shift system (on GSX-R1000R)—employs ignition retard to unload the gearbox during upshifts and blips the throttle during downshifts.
• Launch Control system (on GSX-R1000R)—rider can concentrate on clutch operation, reduces chance of wheelie, more consistent start.
• Suzuki Easy Start System—once you push the start button, the starter cranks the engine until it fires, without having to keep the button held in
• Low RPM Assist (LRA)— If engine revs drop during a start, this system makes snatching or stalling less likely. This is enabled through the ISC system (ISC = Idle Stepper Control), which supplies idle air to stabilize idle rpm.
• Motion Track Brake System (on GSX-R1000R)—when the IMU detects rear-wheel lift, the ABS unit immediately adjusts front brake pressure to reduce rear-wheel lift. When the front brake is applied while the motorcycle is leaned over, the ABS unit immediately optimizes front brake pressure.
• Full LCD multi-function instrument panel.
• All-LED lighting.
• Sensor suite; front-wheel speed, rear-wheel speed, crank position, gear position, throttle valve position, throttle grip position, IMU data stream.

From this list, you can see that the standard model is a little light on goodies – no quickshifter, for example, but it is still good enough to take the fight realistically to the opposition.

We’ll do a full test in the near future but, for now, this new Suzuki GSX-R1000 has whet our appetites and proved that it has the right stuff to take the fight to the opposition. It’s going to be an interesting year!

Oh, yes; price. Suzuki SA have told us that the GSX-R1000 should retail at R239,000.

When Kawasaki launched the Z800 back in 2013, it didn’t exactly set the world alight. Absolutely nothing wrong with it whatsoever, you understand. In fact, it was a lovely bike with a lot of character and a really forgiving chassis that made it a doddle to ride well.

I remember taking it to Red Star Raceway in company with an MV Agusta Brutale 800 and, while the MV felt nervous, twitchy and difficult to a track-riding novice, on the Kawasaki I felt immediately at home and much more confident.

Maybe the problem with the Z800 was that, despite its angular, insectoid looks, it was a little underwhelming. First of all, it was a naked bike, and they never do particularly well in South Africa but the main problem was bikes such as the MV; much more dramatic and exotic and, perhaps, more desirable, but only if you had the skill to get the best out of it.

So, Kawasaki have gone back to the drawing board and come up with a genius of an idea. Retro is IN at the moment. But whereas most manufacturers have gone for full-blown recreations of older bikes Kawasaki have done it a bit differently. They have taken one of their most iconic bikes and thrown the whole thing in the bin apart from the name. And, when a bike has a name like Z900, why do you need the rest of it?

So, here we have the new Kawasaki Z900. Already it sounds more interesting, with a tangible link to the past that gives it an air of glamour, even if it is seems, at first glance to be simply a larger-engined Z800.

However, delve into the specs and this is a completely different motorcycle.

Most obvious is the adoption of a steel trellis frame, reminiscent of the mighty H2, especially when painted in Kawasaki green. Then there is the engine which is actually a smaller version of the engine as found in the Z1000 and not simply an enlarged Z800 unit, which in turn was a development of the older 750cc unit. It produces a healthy 126bhp, 12 more than the Z800 and with 13Nm more torque and weighs about 25kgs less than the Z800 and 10kgs less than the Z1000.

Elsewhere mechanically, there is a slipper/assist clutch which allows for an extremely light action at the clutch lever and the lack of ride-by-wire means that there are no traction control or rider modes for the engine mapping. Suspension features rebound damping and preload adjustment at the front inverted forks, and a single horizontal shock with preload and rebound damping adjustments.

Styling of the bike follows previous Z model thinking and you either love it or hate it. Personally, I really like it; it has grown on me over the past couple of years, although I’m still not wholly convinced about the headlight styling. From the side, the seat seems very low, an impression fostered by the very tall tank shape and, in reality, the seat is very low, while the foot pegs bring the ankles up under the bum for a sporty feel. The handlebars are flat and quite low and overall the riding position gives you a comfortable, slightly attacking stance which helps with resisting high speed headwinds.

The least successful part of the re-vamp is the instrument panel. For me, the desire to be different and funky has led Kawasaki down a blind alley here, not helped by the semicircular rev counter at the top of the panel blinking distractingly in intermediate gears when the bike thinks you should be changing up for maximum efficiency. I don’t need to be told how I should be riding and there is no option to turn it off. However, if that is the only criticism, then Kawasaki have done a very good job.

So, it looks good. But does it ride well?

After riding the Yamaha MT-09 immediately before the Z900, it was interesting how here were two bikes that used completely different approaches to reach the same conclusion; a sporty, competent all-rounder that can make the daily commute so much fun while being able to hold its head high at a track day or Sunday blast along empty country roads.

The two bikes have such different characters. Where the MT-09 is gruff and full of grunt, the Z900 is turbine smooth, with a screaming top note. The chassis inspires confidence, helped by the feeling that you are really sitting ‘in’ the bike and not on it. Steering is sharp and quick, suspension is flawless and the brakes progressive and powerful. The clutch is super light and the gearbox is one of the best I’ve ever tested, the lever snicking between gears with an absolute minimum of movement; a real joy!

It was one of those bikes that kept me looking for any excuse to swing my leg over it and ride, whether it was to ride 500m to the shops or 50km just for the hell of it.

Just like the Z800, it felt safe and encouraging; perfect for the novice rider looking for his or her first big bike as well as the more experienced rider looking for something that can complement his or her skills.

South African customers will bemoan the lack of any wind protection but, really, if you are looking at spending three or four months of the year touring the country or routinely doing journeys of over 3-400kms, then you are looking at the wrong bike. If you are, however, looking for a great all-rounder that can be as much fun in town as on the open road or track, then the choice has now become even harder.

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

The Zed is back – long live the Zed. Way back in the 1970’s, Kawasaki re-wrote the original superbike rules with their legendary 903cc, 4 cylinder Z1. Back then, ‘Z’ bikes became synonymous with aggressive sports styling and strong motors. They elicited a brand loyalty bordering on the fanatical. The original, wailing ‘Green Meanie’ three cylinder two strokes were eventually replaced by the ‘Z’ range of fourstrokes. Around this time, I remember Dudley Cramond, riding the four cylinder Z650 and regularly spanking the 750 Honda’s on racetracks all over the country. A combination of agility, lightweight and strong performance resulted in excellent road and track performance.

Kawasaki has relied on a similar recipe with their newly launched Z650. Visually, this new ‘Z’ is an absolute knock-out. The minimalistic bodywork is finished in a flat pearly white, which accentuates the black and titanium coloured motor and black mag wheels. The styling ‘coupe de grace’ is delivered by the metallic green trellis frame, which uses the engine as a stressed member. Like the Versys and ER models, the exhaust of this ‘Z’, is tucked neatly under the motor. What you see is a tidy short pipe jutting out just in front of the rear wheel. Look closer and you will see a massive silencer hidden under the bike and I would not be surprised if the aftermarket pipe boys will wring their hands in glee at the prospect of lopping off a lot of weight and liberating some volume with a replacement slip-on. The bike looks fantastic from all angles – there is no doubt this Kawasaki is a stunner.

One change to the original ‘Z’ recipe is the use of a parallel twin, 8 valve engine rather than a four. The motor in fact, is similar to the proven, reliable unit from the ER6-n but the new ‘Z’ bike is a whopping 18kg lighter than its’ stablemate. With a similar power output but superior power to weight ratio, the Z650 is noticeably punchier.

The new trellis frame transmits significantly more vibration to the tank and seat. At cruising speed it is subdued but when accelerating hard through the gears, a low frequency buzz is felt in the nether regions.

I rode the bike in pouring rain and was impressed by the general composure and demeanor of the bike. A decent chassis, good riding position, fluent power delivery and good predictable ABS brakes, combine to inspire confidence despite the treacherous weather conditions I encountered. 160/60×17 rear and 120/70×17 front tyres, give a decent footprint through which to lay down 50.2 kW of power (@8000 rpm) and 65.8 Nm of torque (@6500 rpm). A positive

6-speed gearbox, allied to good fuel injection, make town riding a pleasure. The handlebars have a slight rise and are not too wide and allow the Zed to slip through traffic effortlessly.

The non-adjustable ‘right-way-up’ forks do an excellent job of combining comfort with good front-end feel. The rear shock absorber does an adequate job of balancing control and comfort. However, experienced and really discerning riders, may feel a need for an aftermarket shock with damping adjustment. The mainstream rider, for whom the bike is intended, will feel it is fine just the way it is.

The tidy instrument nacelle houses a digital speedo, rev counter, gear indictor as well as a temperature and fuel gauge. Press a dash-mounted button and you can check current and average consumption, as well as a ‘range-to-empty’ trip meter and odometer.

All-in-all, the little Zed is a competent, fun package. It has an entertaining rorty nature, it’s torquey yet with a revvy top end hit. Expect fuel consumption at around 22 km/l on average for your general ‘town and around’ riding. This gives a range of over 300 km’s on the 15l tank.

Commute in the week saving frustration, time and fuel; head out into the country at the weekend for the fresh air and wide open spaces; do a bit of trackday scratching if you will or just cruise the coffee shops with your significant ‘other’. However you choose to use it, the Zed won’t disappoint.

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

Kawasaki Z650 2019

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

When Yamaha debuted the MT-09 in 2013, it was clear very quickly that they had hit upon a winning formula. It looked great, was small and compact but punched way above its weight; it had a brilliant engine, went like stink and cost peanuts to buy.

It was a naked super-moto styled rocket that could make the daily commute so exciting while being able to mix it with the big boys on the weekend runs or track days. It was very nearly perfect.

Fast forward to 2017 and the next generation MT-09 is with us and, if anything, it is even more perfect. How can that be?

The heart of any bike is naturally the engine and the MT-09 was no different. In fact, it was a large part of what made the bike so special in the first place. The triple-cylinder 850cc motor pushed out 113bhp of utter brilliance; it was punchy, rorty, smooth and chock full of character.

There must have been great temptation among some Yamaha engineers to mess around with it but thankfully, they left it well alone and, for that, we have to be eternally grateful; it needed no interference. The power and torque are right on the money and it has that brilliant triple-cylinder sound track that is so addictive. It will pull smoothly from 30 km/h in top and howl its way round to the red line, somewhere north of 11,000rpm.

So, if the engine has stayed the same, what makes this version significant enough to be called the next generation?

Well, in case you might have missed it, there is the styling. What we now have here, in essence, is a baby MT-10, with all the aggressiveness that implies. Yes, the original was a good looking bike but it looked almost too polite for its devilish character. Now, however, it looks the business, with the two symmetrical lights housing four LED lights; aggressive and effective at the same time.

There are larger air intakes, aerodynamic fins under the headlights and shrouding the radiator, and further tweaks here and there to create a completely new look for the bike. It is also no coincidence that you can order the bike in the MT-10-inspired primer grey and yellow colour scheme.

At the rear, the tail is shorter and stumpier and the rear light and number plate are now on a swing-arm-mounted bracket that looks far more aggressive than before. The stance of the bike remains the same but it has a new edge of aggressiveness.

So much for the visuals; what has happened under the skin? Well, we’ve already ascertained that the engine has remained untouched but there are detail changes that all add up to make a difference. The gearbox gets an assist and slipper clutch that lightens lever load by 20% and helps prevent rear wheel lock-up when braking hard into corners.

Talking of the gearbox, there is now a quick shifter fitted for changes up through the box, although you will have to use the clutch for changing down through the box; this is something I don’t mind because any fool can change up but a smooth, blipped down change makes you feel as if you are contributing to the performance of the bike and not relying on the electronics to do all the work; it helps you feel more involved.

The electronics don’t stop there. On the left handlebar, there is a switch for the traction control – two levels – and, if you don’t turn it off completely, it will stay in the setting of your choice after you turn off the ignition, as will the rider modes, changed by a switch on the right handlebar. This gives three modes offering progressively more aggressive throttle response.

There is upgraded and fully adjustable suspension front and back. The forks now have separate damping controls, with a rebound adjuster on the right leg and a new compression adjuster on the left, plus adjustable pre-load.

The seat has been revised; it’s now flatter and slightly lower and not angled forward so much as before, making it more comfortable for longer journeys. The footpegs sit right under your bum so your knees are thrust into the tank, making for a very stable feel to the riding position which is also really sporty feeling.

Ergonomics are as good as they always were and the instrument cluster has been moved slightly nearer the rider, with no loss in visibility, although the rev counter band at the top of the digital display is almost unreadable when on the move, so small are the numbers. But this is a minor niggle.

All these are small changes but ones that help make an already good bike even better while still staying as cheap as chips. The original MT-09 came in at R109,000 which was a bargain. Four years later and the price has increased but not by as much as you would think. Today, R137,000 gets you the MT-09 and that has to be the bargain of the decade.

This is such an easy bike to like; it has character and personality, something that you don’t always get with Japanese bikes. It is unassuming in some ways but encourages you to be an absolute hooligan in others. A sporty, commuting, shopping, track day, Sunday blast type of bike. In other words, a perfect all-rounder.

The opposition have to be looking at this bike and wondering what they have to do to compete. It is that good.

Yamaha MT-09

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

2025

Yamaha MT-09

Pricing From R234,950 (RRP)

Brand: Yamaha

Almeria, South of Spain, is definitely the place to be these days. Within a couple of hours after the launch of the Ducati Scrambler Desert Sled, a group of bike journalists were invited to test ride the new Kawasaki Ninja 650 and Z900, and then asked to come back for the launch of the new BMW R 1200 GS Rally.

But this review is about the little Kawasaki, so let’s start with a brief history lesson. Back in 2006, Kawasaki introduced the Er-6n, taking over from the Er-5, which was just about good enough to pass a bike licence and deliver pizzas. The Er-6n had a funky look, funky colours (remember that yellow?), a sparkling in-line twin engine and the ability to satisfy beginners as well as experienced bikers.

Not long after, the Er-6n was followed by the Er-6f and its fairing gave it more versatility; if not touring, at least improved commuting abilities with some extra wind and rain protection. In fact, in some markets – notably the UK, USA and Germany – Kawasaki sold nine “f”-models for every “n”-model.

For 2017, Kawasaki decided to open the marketing meetings to the guys working in the heritage department (note: if you pass by Kobe, Japan, treat yourself by visiting the “Good Times” Kawasaki Museum, it’s worth it!). And the heritage guys said: “Hey buddies, we have a great past, let’s capitalise on it.”

Thus the Er-6n became the Z650 and the Er-6f became the Ninja 650. So that’s it? A name game and a bit of a redesign ?

Actually, no. It’s much more than that. Or less, you could say. A whole 18 kg less. That’s a lot of savings for a bike’s dynamics. Obviously, the looks have evolved and the former Er-6f now looks more like a Ninja superbike – with its pointed front end and a tiny tail, it practically screams “Hey, I’m fast!” And if you like that, you might love the Kawasaki Racing Team colour scheme that is available along with the standard black and orange.

But the big improvement is under the skin. New engine covers: minus 2 kg. New swing arm (made of pressed steel) 4.8 kg, instead of 7.5 kg. New trellis frame: 15 kg instead of 25.

Smooth, easy to get along with, the Ninja 650 remains a bike suitable to beginners. The seat height was reduced from 805 mm to 790 mm. The rake angle went down from 25° to 24°, which should make the Ninja 650 much more agile than its predecessor. And yes, as I found out, it is.

The instrument panel is also new. There is a gear indicator, a shift light that can be set from 5 000 to 11 000 rpm, a clock, as well as fuel range and average consumption displays. Not bad for a beginner’s bike.

But does the sportier look make it sportier to ride? Actually not. Well, if you plan to be the pillion, maybe. But as a rider, the riding position remains reasonably neutral and your wrists won’t suffer as they would with a standard sport bike position.

As the weight was seriously reduced, the power is not much of an issue. The Euro4 regulations required Kawasaki to make a few adjustments, and as a result, power output went down from 72 to 68 hp. Bad news! But the good news is that the torque of the new model is higher than its predecessor throughout the rev range.

The engine character has been sweetened a bit: there are now less vibrations at very low revs and the Ninja is happy cruising in town at 50 km/h, showing 3 000 rpm in 4^th gear with no hiccups. Power delivery is quite linear and the 649 cm³ motor delivers peak power at 9500 rpm, so there is no need to try and hit the redline. We experienced an indicated top speed of 200 km/h at 9 500 rpm in 6^th gear on a “no speed limit” section of Spanish highway. Gearbox was faultless, whether gently cruising or thrashing the bike and forgetting about the clutch.

All that combines to make real life riding more efficient. So too does the new mapping on the fuel consumption: Kawasaki claims a 6.8 % improvement and an official 4,3 l/100 km figure. We managed 5.4 l/100 km while seriously thrashing the bike on the Spanish mountain roads, and that can barely be seen as excessive. So the 15 litres fuel tank should deliver a decent range, above 300 km.

As the windshield can be raised up by 60 mm (4 screws and 2 minutes), the open road doesn’t seem to be off the books altogether. Your shoulders will be protected from the elements – your head, less so. Engine vibrations disappeared completely during highway cruising (5 600 rpm in 6^th at 120 km/h), making the ride seem effortless.

The new Ninja hit the spot being far more attractive and efficient. It comes close to being the perfect commuter and beginners bike. The Ninja look is a winner, and the only thing not on par with the package is the standard Dunlop D214 rubber.

Grip is never more than average, the tyres need too much time to warm up (especially the front one), and they do not inspire much confidence. You’d be wise to change them if you plan the occasional track day.

As the old saying goes, “Time flies when you’re having fun”. Well, I’ve been having plenty of that this week testing the Yamaha FJR 1300. It is hard to believe that the FJR is now 15 yrs old. Some reviews suggest that it is too long in the tooth and should be replaced by a totally new FJR model – (Funny they don’t say that about BMW’s ubiquitous GS). However, it seems that Yamaha have sensibly decided that “if it ain’t broke, don’t fix it” and what has happened over the years, is a refinement process which has resulted in the latest model FJR evolving into a very fine motorcycle.

Big news is a 6 speed gearbox. Not only have they added a sixth gear, they have also reshuffled the ratios. The gearbox now employs helical rather than straight cut gears, thereby creating space for the extra gear. A redesigned slipper clutch has a lighter pull and the fly-by-wire throttle raises engine revs slightly on pull-away, easing engagement. The final drive is significantly longer, which results in relaxed high speed cruising. This big Yamaha cruises serenely at the ‘ton’ (old speak) with only 4500 revs showing on the analogue rev counter. Another benefit of this long gearing is good fuel consumption and a longer range between fill ups on the 25ltr tank.

The FJR, fully fueled, weighs 296 kg, however, riding the bike you would swear that it is 100kg lighter. This is partly due to not being over tyred, with a 180/17 rear and 120/17 front. The steering is light and completely neutral yet the bike is stable on all surfaces and at all speeds. The ergonomics are perfect for my 6’3” frame. The seat was set at its higher 825mm height, with the option of dropping to 805mm. The electrically adjusted windshield allows you to sit in a bubble of still air without creating a vacuum that pulls you forward like on some competitor models. The seat is nicely contoured and all-day comfortable for both rider and passenger.

107.5kW (146.2 PS) of power at 8000 rpm and 138 Nm of torque at 7000rpm ensures that the big Yammie is not short of GO! Ask and it delivers without fuss. The four-cylinder in-line 1298cc powerplant is smoother than previous models, courtesy of the revised gearbox. There is absolutely no driveline lash from engine, gearbox or shaft, which makes for effortless commuting through heavy traffic. The fueling is as good, if not the best, of any fuel injected motorcycle I have ever ridden.

The FJR comes comprehensively equipped with an intuitive electronics package: linked brakes with ABS (really good), cruise control, equal sized panniers thanks to the low exhaust pipes, front forks adjustable for preload and damping adjustment on the right fork leg. The rear shock rebound damping is via a knurled adjuster on the bottom of the shock, easily accessed whilst on the mainstand. Preloading the rear shock is as easy as pulling the lever located below the sidecover of the bike, from ‘soft’ to ‘hard’ – Brilliant!

The test bike was painted in a combination of matt and gloss silver paint. As can be seen in the photos, the FJR boasts a handsome look in a sports touring package. Twin headlights cut a swathe through the dark.

At around R225000, the Yamaha, in my opinion, offers fair value for money. What you get is a well equipped, refined and really good sports tourer which has proven utter reliability. I honestly cannot think of anything about the bike that would irritate a long-term owner. On the contrary, the FJR is a really willing and able companion – most definitely a Keeper!

Yamaha FJR 1300

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

Purists will tell you that a true bobber needs to be a custom machine—preferably vintage—stripped of all non-essentials, hard-tailed and hot-rodded. And they’re not entirely wrong.

After all, that’s what the first bobbers were, back in the 40s: single-seat, purpose-built machines that were light, quick in a straight line—and a little sketchy to ride.

But this isn’t the 40s, and not everyone has the time, skill or cash flow to build a puritan bobber. Most people just want a motorcycle that starts every time, rides well and looks damn good doing it.

And that is—pretty much—the Triumph Bonneville Bobber.

Design Development on the Bobber started three years ago, with a very specific set of goals. The bike had to have the T120’s DNA, top-shelf finishes, a more exciting power delivery and exhaust tone, and the right ergonomics and ride feel. It also needed that all-important, minimalist bobber vibe, and had to be ripe for customization.

Has Triumph pulled it off? Yes, spectacularly. Parked, the Bobber is a visual treat—from any angle—and you’re bound to kill a significant amount of time just taking it all in.

The stance is low and lean, with one of the cleanest ‘fake’ hardtail rear ends out there. The ‘cage’ style swing-arm is a thing of beauty, hooked up to a single shock via a beautifully machined linkage. You’ll only see it if you hunch down and look really, really closely.

The shock itself is tucked away between dual air boxes, hidden behind side covers. The wheels are a 16” at the back and a 19” up front, both wrapped in specially made Avon Cobra rubber. There are ribbed steel fenders at both ends too, with a throwback looped fender strut on the rear.

Up top is a cantilevered solo seat, molded on a brushed aluminum plate, and capped off at the back with a stylish brass Triumph badge. The seat can slide between two positions: up and forward for roadster-biased ergonomics, and back and down for a more laid back, cruiser feel.

Slightly forward-mounted foot controls, and a curved, chunky 1” drag bar round out the control package. The tank is a similar shape to the T120’s, but smaller (9 litres). And the ignition’s been moved to the right side of the bike.

And no, there’s no passenger seat option. We asked Triumph why: They said it was a one-track-minded bike, which allowed them to engineer every detail to work together in harmony.

You also get wire-spoked wheels, fork gaiters and a new side cover and sprocket cover, with a removable cap. The clocks, switches, taillight and turn signal are chunky—because OEM. But the headlight is surprisingly compact, and the standard-issue bar end mirrors are a nice touch.

The speedo is good to look at, and a decent size. It uses its real estate wisely, displaying a fuel gauge and gear position indicator as well as your velocity. You can also cycle between various bits of info, including fuel range. You can adjust its angle via a little quick release lever, which is a neat feature if you want it perfectly in your line of sight—or just want a different style.

Most importantly, the detailing on the Bobber is absolutely sublime. We love the battery box with its stainless steel strap, and the brushed engine covers and their bronze badges. Nothing has gone untouched.

Even the faux carbs—a detail I normally dislike—are irresistible, with bronze tops and weathered casings. In fact, the whole bike is loaded with heritage touches that belie just how modern a machine it is.

Engine and vital stats The engine and six-speed gearbox come straight from the T120. So we’ve got Triumph’s new ‘high torque’ 1200cc mill, complete with liquid cooling and a 270-degree firing interval.

Except the Bobber has a unique intake and exhaust system, and a different engine tune—so it makes its numbers lower: 106 Nm at 4,000 rpm, and 77 horsepower at 6,100 rpm. All told, it’s a ten percent horsepower and torque gain at 4,500 rpm over the T120.

This pretty serious grunt is delivered via a ride-by-wire throttle, with two switchable riding modes: ‘Rain’ and ‘Road.’ Neither cut the bike’s overall power; they simply deliver it differently. ABS and traction control are standard (the latter is apparently switchable, but I didn’t see a button anywhere).

But what really impresses is the Tetris-style wizardry that hides the modern tech completely out of sight. The Bobber’s packing all of the baggage associated with Euro 4 compliance and an immobilizer system—but you’d never guess to look it at.

Even the twin stainless steel exhausts maintain that classic Triumph straight-line feel. But they’re actually dual-walled units that divert gasses through a catalytic converter, tucked out of view under the engine.

Ergonomics Before getting on the Bobber, I suspected it would be one of those bikes that look cool in photos, but feel crap in the real world. I was wrong.

Even for a 113kg, six-foot-tall, biltong-eating South African like myself, the Bobber is surprisingly comfortable. The foot pegs are far enough forward to be comfortable, but not so far that you lose control. They don’t get in the way when your feet are on the ground. And the sturdy, wide 1” drag bars have just enough bend to stop you feeling over-extended.

The seat works fine too. It locks you in, but it’s contoured and padded well—and stays compliant for longer than you’d think. I tried both adjustable positions, but found the up-and-forward setting to be far superior—it gives you more control. For me, the lower position just feels too stretched out.

Once you’re tucked in, you also realize just how compact the Bobber really is. I was expecting it to be rather porky, but it feels a lot like, well, a bobber. (Triumph list the dry weight as 228kg).

Ride So it looks cool and feels cool—but how does it ride? Damn well, as it turns out. Triumph’s sweepers led us out of Madrid for some urban and highway riding, and took us through twisty mountain roads out in the Spanish countryside. Winter temperatures and all.

I was smiling the second I fired it up and heard the exhaust’s deep rumble. There’s quality over volume; rather than being loud and tinny, the twin, slash-cut cans pump out a deep, throaty hum.

The fueling, transmission and torque-assisted clutch are buttery smooth—almost to a fault. I say almost, because Triumph have managed to make the Bobber smooth without making it too vanilla—mostly thanks to the 270 degree crank, and that revised tune.

Putting most of the oompf down low was an inspired decision. Pulling away is a gas, and rolling on the throttle out of a corner is pure joy as the bike surges forward, bolstered by the drone of the exhaust.

The ABS and traction control are unobtrusive, but I didn’t notice a massive difference between the ‘Rain’ and ‘Road’ modes.

There’s no adjustment on either the front or rear suspension—and only three inches of rear travel—but it copes just fine. Daily annoyances like speed humps and potholes are no hassle. The only time I managed to make the rear bottom out was when I hopped the bike off a curb with all of my weight.

The one thing the Bobber doesn’t have, though, is ample ground clearance. You can toss it around a lot harder than you’d imagine—but then your foot pegs (or the side of your boot) will hit the asphalt.

That’s par for the course, really. You wouldn’t pick a bobber for its ride height any more than you’d pick a café racer for its long distance comfort. Except this bobber can corner hard—it’s just going to make a noise and send sparks flying while doing so.

Even the big difference between front and back wheel sizes doesn’t seem to hinder it. According to Triumph’s chassis engineer, the frame is all-new, so the geometry is fully optimized.

Bottom line: the Bobber rides much better than it has any business to. A little more braking power would be nice here and there (I found myself squeezing the adjustable lever hard a couple of times), but that’s all I can fault it on.

Customizing Once the riding was done, my mind immediately drifted back to how good the Bobber looks. Specifically, how Triumph have given owners room to fettle their bikes. It took less than a minute for my mind to fill up with ideas.

Triumph already have 150 aftermarket parts available—ranging from various covers in different finishes, to handlebar options, and even a full LED headlight.

On the performance side, they’ve got a couple of Vance & Hines exhaust options, and an adjustable rear shock from Fox. You can fit heated grips (which our test bikes thankfully, had) and cruise control. And both of those accessories interface with the speedo display after installation.

They’ve got two inspiration kits too: Triumph-speak for complementary parts that can be bought as a set. There’s the ‘Old School Bobber’ featuring rather, um, radical ape hangers, and the ‘Quarter Mile Bobber’ with clip-ons for a drag bike aesthetic.

We could see ourselves customizing the Bobber with a mix of Triumph, third party and hand-made bits. Down & Out’s custom Bobber was on display too, and is a testament to how much fun can be had, and quickly. (They built their bike in less than three weeks).

Choosing colors is easier: You can get the Bobber in Morello Red, Ironstone, Jet Black, or a fetching heritage-themed Competition Green and Frozen Silver.

Who’s it for? Triumph have produced a yet another machine that feels modern but looks classic. And it’s resonating with the general public: We’re told that pre-order numbers have already exceeded those of the Thruxton R.

But it’s hard to pigeonhole the Bobber. In some ways, it goes head-to-head with every other modern classic on the market. In others, it’s competition for Harley’s Forty-Eight, or Yamaha’s XV950 Bolt. But we reckon the scene’s gone beyond the point where comparisons matter.

Our conclusion? At the end of the day, don’t get drawn into over-thinking the Bobber. It’s a really cool, well-engineered and single-minded bike—and it’s a total blast to ride.

The biggest downside? I eventually had to get off.

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

I recently attended the International Media Launch for Ducati’s new Multistrada 950, which was held at Fuerteventura in the Canary Islands.

My first time in the Canary Islands and I was excited by what lay ahead. The route that we rode was very interesting with some really nice twisties along the coastal roads. When we rode deeper into the mountains, it felt like I had left Planet Earth and was riding on the Moon! Fuerteventura certainly has a diverse combination of road conditions to test all facets of this new bike.

A picture of a Swiss army knife in the launch material makes the thinking behind this bike very clear. Ducati have taken a unique approach but the base bike gives you a typical, high quality, highly specified, Ducati.

At the very heart of the bike is a 937cc, oversquare Testastretta V twin – 83.1kW (113 bhp) @ 9,000 rpm and 96.2 Nm @ 7,750, provides exhilarating thrust, delivered in a smooth linear way.

Fully adjustable suspension (KYB 48mm USD fork and Sachs shock) allows fettling the shocks for your intended purpose – adjustment is manual.

Brembo monobloc calipers on 320mm rotors upfront and a single 265mm on the back wheel, ensure typical excellent braking performance.

Pirelli Scorpion Trail 11 tyres, ride on a 120/70 x 19 front and a substantial 170/60 x 17 rear. The use of a 19” front clearly enhances gravel road ability. 170mm of quality suspension travel allow the bike to fulfill its intended roles. I say “roles” because, depending on your preferences, the ‘950’ can be dressed for four distinct functions.

Touring Pack
A “touring” pack equips the bike with a center stand and a set of rigid side panniers.

Sport Pack
A titanium Termignoni silencer lops off some weight and together with billet aluminum frame plugs and a brake fluid reservoir cover adds some sports flair.

Urban Pack
Commuting is enhanced by the addition of a top case kit, a tank pocket bag and a power extension cable with USB port.

Enduro Pack
Bashplate, steel footpegs, side tank protectors, LED headlamps and protective radiator covers add an enduro look and function (spoked wheels are also available).

Whatever floats your boat, you can build your ‘950’ from bits available from the various “packs”. No matter how you dress it, the Multistrada oozes Italian flair. Black double-sided swingarm, black engines and exhausts sets off the Star White Silk or Ducati Red paintwork to perfection!

So what is it like to ride? Special, that’s what! In no way does it feel inferior to the “big sisters” in the Multistrada family. On the contrary, the ‘950’ has a “sweetness” about it which I think makes the smaller capacity motor smoother and more tractable, than its 1200 siblings. The Multistrada 950 delivers strong power and torque throughout it’s rev range making it ideal for a smooth and flowing riding style.

At 214 kg’s fully fuelled, the ‘950’ has a really taut, quality feel. A twenty litre fuel tank means prolonged riding enjoyment. The bike is very comfortable, with a “sit-in” feel. My bike was fitted with the low seat (820mm) allowing me to be flat-footed at standstill, despite my modest 5’8” frame. The standard seat height is (840mm) and for the taller rider an (860mm) option is available.

Electronics are simple to operate via handlebar switches and a LCD dash. Bosch ABS (3 level) and 8 level traction control, make up the Ducati Safety pack. Changing the different riding modes allows you to easily change the characteristics of the bike to suit either your riding style or road conditions.

Touring
Touring Riding Mode delivers 113 hp with progressive Ride-by-Wire throttle twist response, DTC is set higher (level 5) as is the ABS (level 3), maximising both braking stability and wheel lift-up prevention.

Sport
Selecting Sport Riding Mode transforms the Multistrada 950 into an adrenalin-fuelled 113 hp machine. This Riding Mode is characterised by a direct Ride-by-Wire throttle twist response, a low DTC setting (level 4) and low ABS setting (level 2) with no rear wheel lift-up prevention.

Urban
Urban Riding Mode delivers a maximum power of 75 hp with progressive Ride-by-Wire throttle twist response; DTC is set to an even higher intervention level (level 6) and the ABS setting is at level 3, maximising braking stability and wheel lift-up prevention.

Enduro
Enduro Riding Mode gives the Multistrada 950 a maximum power of 75 hp with progressive Ride-by-Wire throttle twist response; DTC intervention is suitable (level 2) for off-road use and the ABS setting is low (level 1), deactivating rear wheel lift-up prevention.

Ducati made a big point in the presentation about this bike being a ‘rational’ rather than an ‘emotional’ purchase. This is due to the fact that the running costs are kept reasonable by 15,000 km service intervals, with valves only checked every 30,000 km’s.

So how do you sum up this quality new Ducati? Is it, as they claim, a versatile and effective ‘Swiss army knife’ type motorcycle? Well, let’s consider that in more detail:

As a tourer it is excellent – comfortable, smooth, good weather protection, progressive shock spring accommodating a load and lovely motor. Lightweight, agile and refined, the ‘950’ is a great commuter! Add adjustable suspension and a responsive motor, allied to brilliant brakes and you can embarrass many sportbikes, especially on bumpy “B” roads. That ticks the sport box too. That leaves us with Enduro. All the pack hardware, provides protection. The sweet motor response helps on loose surfaces. The wide bars and lightweight and decent turning circle, inspire confidence – 186mm ground clearance and 170mm suspension travel, are the limiting factors. South Africa has thousands of kilometers of good gravel roads that this bike would devour.

To my mind that ticks all the Swiss army boxes. Pricing will play a big part, but the bike will not disappoint. The unique mix of talents infused with Italian design flair and passion, result in a really versatile and exciting offering… Well done Ducati!

Check out action footage from the Ducati International Media Launch below:

Download Tech Specs… HERE <<

Ducati Multistrada 950

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

The last time I rode the RSV4 was at the Pirelli Bike of The Year event just over a year ago. What was significant was that the new R1, Ducati 1299S Panigale and BMW S1000RR were also there. Riding these fantastic, state of the art, sports motorcycles up and down the legendary “22” was not an experience easily forgotten. This is not a comparison test, however I am often asked “so Dave, which bike is the quickest?”. Let’s put that one to rest. All of these bikes are endowed with eyeball flattening acceleration and eye watering top speeds. Returning from Mpumalanga, we had a number of informal “go’s”. No bike had a clear or really significant advantage. Fact is, modern sportbikes are way better and faster than all but a handful of their riders. The real question is therefore “how accessible is the power and how usable is the performance in the real world?

The Aprilia certainly ticks all the boxes on the spec sheet. 999cc spewing out 200bhp and 115nm of torque to propel a bike weighing a mere 179kg. Specifications only hint at the riding experience. Obviously the RSV4RR is fast. It is how Aprilia harness the speed that really impresses. In my unqualified opinion this bike is endowed with the finest chassis in sports motorcycledom. It is rock steady at all speeds and at all lean angles, even when the road surface is less than perfect. This inspires huge rider confidence. The bike encourages you to explore the full extent of its huge performance. As with all modern sportbikes, this can be done by choosing an appropriate level of electronic idiot proofing. This is via “Aprilia Performance ride control”, a WSBK spinoff. 3 levels of wheelie control, 8 levels of traction control, launch control and even rear wheel lift mitigation, it’s all there. Tune-able or switch off-able ABS and 3 engine modes round off the package. All engine modes access full power but with various levels of aggression. What is also noticeable is how the amount of engine braking changes, with “RACE mode” having engine braking reminiscent of big two strokes of the past. Virtually none. Actuating the various settings and modes is ponderous and hampered even further by the lag time between pressing the button (left handlebar mounted) and the reaction of the display. Aaargh! I hate electronics! Thank heavens the excellent suspension is manually adjusted.

Like its peers, the Aprilia is no tourer. Ergonomics are all about wrapping your body around the bike at speed. It is reasonably tolerable at speeds in excess of 140 kph when the windblast helps to support your body weight. The ‘prilia allows you to adjust the head angle, ride height, swingarm pivot point and even move the engine around in the frame. Woe betide the Boksburg boytjie who starts to fiddle in this space! I think the reason behind this chassis tunability has more to do with WSBK homologation than the expectation that owners will start moving their engines around in the frames!

I never had the opportunity to spend any track time on the RSV4RR. Luckily a mate of mine, Jacques Maritz, owner of Hotspot Cycles in Pretoria, owns an Aprilia, which he regularly thrashes around Phakisa. What is even better is that he also owns a new R1. He is thus in a position to give us some objective insight into the Aprilia and how it measures up as a track tool. He feels that his Aprilia is the easiest of the new crop to go really fast on. Perfect fuelling allied to a sublime chassis and brilliant brakes makes for fulfilling time on track. By comparison he finds his R1 twitchy with more aggressive fuelling. His view is that whilst both bikes are superb, most riders will go faster sooner on the more rideable RSV4RR.

The sweetener for him (and for me) is the wonderful feel, response and sound of the V4 motor. The stock exhaust is mild and fruity at low revs but gets a fantastic sonorous growl cum bark as the revs rise. I found myself grabbing a handful at every opportunity to revel in the aural assault and pure thrust of the beautiful silver missile.

Typical of things Italian, the Aprilia is as beautiful to look at as it is to ride. The single seat with exquisitely finned tailpiece and lack of passenger pegs creates no illusion of anything other than a bike built for one purpose only. To worship at the Altar of Speed. For just shy of R 260,000 you can start a really fulfilling affair with this Italian beauty. Just be sure that your commitment is total. The RSV4RR knows no other way.

If ever there was a company that didn’t believe in change for change’s sake, then that company would be Harley-Davidson. In fact, so adverse to change are they that, in its 113-year history, they have only ever made nine variations of their venerable large capacity V-twin engine. Nine! In 113 years? That’s not exactly pushing the boundaries of technical excellence, is it?

It’s not that they don’t make efforts to keep up with the times; it’s just that whenever they do catch up to a certain extent, they then sit still for the next 25 years or so.

And Harley-Davidson customers wouldn’t have it any other way; they like the visual and engineering link to the past that exists in every one of their products and H-D are too savvy to mess with a good thing. They understand that to make too big a leap would rock the boat so they have to always back off a little on moving forward.

With the introduction of the new Milwaukee 8 engine, Harley has dragged itself kicking and screaming into the late 20^th Century and debuted four-valve-per-cylinder technology. If we were talking about any other manufacturer, we would be less than impressed but, somehow, because it is Harley, we see it as a big step forward. And, you know what? It is.

The engine is pretty much new from the sump plug upwards; new crank, new engine cases, new single chain-driven camshaft with hydraulic tensioner, new twin-plug, four-valve heads and a new high-output alternator to cope with the electrical demands of a fully-equipped touring Harley-Davidson.

For now, the 107 cu. in. motor will be found only on the touring models – Street Glide, Road King, Road Glide and Ultra – and the 114 cu. in. version on the CVO models. No doubt they will filter down to the rest of the big twin range in due course.

H-D went to enormous lengths to find out what their customers wanted and the answers that came back were clear; more power, more refinement – but not too much – and more comfort in terms of heat output. An early pre-production engine had 100% primary balance but that was deemed too smooth so it was knocked back to 75% and that’s where it sits now. See what I meant about not rocking the boat too much?

Has it worked? In a word; yes. In fact, it is hard to convey just how good this new engine is; it has made a whole world of difference. Thumb the starter button and immediately you notice two things; a distinct lack of traditional Harley shake, rattle and roll at idle and an absence of mechanical noise that distinguished the Twin-Cam engine.

Pull off and the smoothness is uncanny, the engine noise firmly muted, the pull relentless and the sound unmistakably Harley-Davidson. The engineers have done an amazing job; you’re definitely on a Harley but, then again, you’re on something completely different; it’s almost unsettling. The new engine also runs a lot cooler which makes for a big relief when crawling through congested urban areas as well as improving efficiency.

Previous generations of H-D touring models suffered from weak charging systems which, given the amount of accessories fitted to such bikes – stereo/radio, additional lighting, satnav – often saw the battery giving out at inopportune moments. The new engine has 50% more charging capacity which should see that problem licked.

As the miles flick past, there is a real joy to be had riding the new bike. In addition to the new engine, H-D has tweaked the suspension front and back and while we’re not talking Ohlins or WP levels of sophistication, the front fork system was developed with the help of Showa and the improvement is very much noticeable; it contributes to the feeling that you really are on a new machine with significant updates rather than a warmed-over new-model-year bike with a new colour scheme.

Very often, differences can only be felt by directly comparing old with new and that is exactly what we were able to do on the launch. On the two day ride around the Western Cape, we had three of the previous-generation touring models and three of the new Milwaukee 8-engined bikes and the unanimous verdict of everyone present upon riding the new after the old was ‘night and day’. Trust me; if hardened and cynical journalists have that reaction, then Harley is to be congratulated on a job very well done.

It’s hard to believe that adopting technology that was new 40 years ago can have such an effect on a bike today, but it has. The changes to engine and chassis on the 2017 touring Harley-Davidson’s have improved the bikes immeasurably and yet I would say that the real achievement of the H-D engineers is that they have made these changes while retaining the core essence that makes a Harley a Harley. It could almost be a case of ‘the more things change, the more they stay the same.’

Are the 2017 Harley’s perfect? No. The brakes still need more power and the lack of traction control is starting to seem negligent, especially with the torque levels available at the twist of a very light throttle. No matter how much more efficient the engine is, at 1,750cc it won’t exactly sip at fuel and they can be daunting things to move through traffic or low-speed manoeuvring.

But, while there are compromises in owning and riding a Harley, with the new Milwaukee 8, the compromises have dwindled significantly and no longer are the bikes ‘good….for a Harley’; they are now good bikes, full stop. New regulations affect every manufacturer but the best manage to stick to them without losing an ounce of personality. Luckily, that is something Harley-Davidson do rather well.

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

We’re all victims of fashion, really. And, before you take a sideways glance at your mate whose dress sense is questionable at the best of times, I’m not talking about fashion victims; although that is such a rich vein to tap into when talking about the dress sense of the male species of South Africa.

No, given that this is a motorcycling website, the topic of discussion today is, not surprisingly, motorcycles and right about now you’re possibly wishing that you hadn’t bothered starting to read this article but for those who have the stamina to push on a bit further, I am about to get to the point.

We have ceased to regard the motorcycle as a means of transport – which it undoubtedly is – and to rather view it as an object of desire. A motorcycle has become a symbol of status, middle age and success and less of a practical solution for shrinking horizons. We’ve lost sight of the true purpose of the machine although, to be fair, it has been replaced by seeing it as a means of recreation which might not be so noble a calling but is still justification enough for owning one.

Now, this is where the fashion bit comes in. The very word ‘fashion’ has come to mean something that is completely superfluous to everyday life; it is a frippery lying on the surface that clouds and obscures what is important underneath. And it is exactly the same when applied to adventure bikes.

At the bottom of it all is the fact that we’re really a bunch of sheep; incapable of individual thought and fearing to be seen to be different to the rest of the crowd. ‘He’s got one so I have to have the same.’

That’s all very well, but it ignores the reason why he has one in the first place and the fact that while he might know what to do with it (and the chances are that he doesn’t) the odds are even that you also do not.

I’m not about to decree that we should only be allowed the bike that we can get the most out of; ‘Let’s see, Sir; you signed up for a superbike, but in fact all you’re good for is a scooter. Hard cheese, old boy.’

But a little bit of sense in choosing your mount is advisable because the chances are you’re not only about to spend far too much money but also, in your haste to join the in-crowd, you might be overlooking a bike that is eminently more suitable for you and from which you will derive so much more pleasure. There won’t be that nagging voice at the back of your mind saying ‘you’re not using this enough. Better get out there and try not to look like a fool when you drop your pride and joy off a cliff because you got in over your head.’

We’re all convinced we need a BMW GS or a KTM 1190 Adventure R or a Yamaha Super Tenere and that we’re going to conquer new territories way off the beaten trail every single weekend; befriending strange new civilisations, eating bugs and tree bark, fixing punctures by stuffing your finger – that you hacked off with a blunt knife – in the hole, arriving back at the office on Monday morning looking like a cross between Ranulph Fiennes after a 30-day trek across the Sahara and Action Man.

Er…no.

In reality, you’re going to play it safe and stick to the tarmac on the one occasion you do venture further than the city limits and for the rest of the time, you may use it once or twice to get to the office until the boss frowns at you walking in looking crumpled after your suit has been re-pressed under your bike jacket for half an hour. And at weekends, you’ll ride to the pub that’s 400m down the road to watch the rugby with your mates.

Let me ask you a question; what is adventure? Is it fighting a 250kg motorcycle through mud, rivers, thick African bush, over hills too steep to walk up, getting filthy, thirsty, possibly injured, stuck or exhausted from picking the bike up too many times? Or is it simply moving away from your everyday pattern and setting out to discover some new place, new people, new roads less travelled, and new experiences?

I love the first option, as much as my mediocre talent will permit, but I also love the second option. There is a time and place for everything and I think that the majority of riders will have more time for just getting on the bike and riding to somewhere new over unchallenging roads than planning and executing a journey that would make Hannibal and his elephants think twice.

So, to return to the theme at the top of this article, we are all victims of fashion; we’ll buy something totally inappropriate for our needs and then try to convince ourselves that it was worth it.

The manufacturers have pandered to our every whim and given us what we think we want. Well, everyone except the Italians that is. Before now, if you wanted an Italian adventure bike with the ability of a GS, 1190, Tenere or Tiger, you were out of luck. If you wanted what the Americans call a Street Enduro – adventure bike styling with road-friendly wheels – the Italians made two of the best out there; Ducati’s Multistrada and Aprilia’s Caponord.

But now, Aprilia have thrown in the towel and produced the Caponord Rally, their attempt at a full-fat adventure bike. And, do you know what, it’s not half bad.

First off, it not only looks the part – tubeless-tyred spoked wheels, crash bars, LED Spotlights, sump guard, panniers – but it is also very beautiful in a way that only the Italians seem to be able to achieve. The electronics package incorporates Aprilia’s active suspension damping system, along with the now ubiquitous ABS and traction control, both of which can be switched off. The ride-by-wire throttle allows for three riding modes and cruise control which is essential or those long highway miles that these bikes are so good at.

The real peach of this bike, however, is the engine or, to be more accurate, the noise the engine makes. It’s an 1197cc, 90 degree, four-cam v-twin so nothing particularly different there, especially when it adheres to the v-twin manual and produces plenty of power and torque. But the Italians must work to a different set of noise emission standards to everyone else who is building motorcycles.

This engine howls. So much so that you find yourself slowing down solely in order to crack the throttle open and hear the racket all over again. It’s fantastic and it’s so Italian that it’s addictive. Once you’ve experienced it, you don’t really care if it’s good off-road because all you want to do is go as fast as possible on tar. Luckily, the rest of the bike – the chassis, suspension, ergonomics, screen, seat and footpeg location – will allow you to do this because, as a road bike, the Capo Rally is a wonderful machine.

It’s not too bad off-road, either. It would be unfair of me to comment extensively on its behaviour because I don’t have the skill of a Darryl Curtis or Alfie Cox but that’s all right because I suspect that many of you reading this also aren’t that great off road and that is where the Capo Rally comes in handy. It brings me back to my initial argument; that we all buy above our talent level or practical requirements merely because of fashion.

If we get over the illusion that we are about to emulate Long Way Round (or Down, if you like) and admit that it is road manners that matter most in selecting a bike – even an adventure bike – then the Caponord Rally is a brilliant choice. Given that some ridiculous percentage of South African roads are not metalled, an ability to ride on smooth dirt roads without completely ruining your bike is a good thing and this the Aprilia has while not being the over-riding characteristic.

So, it’s still an object of desire as opposed to a mere form of practical transport and, along with all its adventure rivals, it’s not cheap, but, if you’re looking in that price range, want something a bit different and you’re content not to follow the herd, why on earth wouldn’t you give the Caponord Rally a closer look?

Available from Cayenne: www.cayenne.co.za

I think it is fair to say that the Taiwanese manufacturer is better known for its range of quality scooters than for its motorcycles. I was therefore intrigued to see how the 250 Wolf would shape up. Whilst new to the South African market, the Wolf has been sold internationally for 4 odd years. 250cc motorcycles generally don’t cut it for commuting duties in South Africa. They are ideal for commercial application, but are somewhat lacking when highway travel is required. The largest commute in S.A. is between Jozi and Pretoria. Hundreds of thousands of people move daily between these two cities, creating traffic chaos which up to ten years ago was relatively rare. A similar scene unfolds in Cape Town with commuters travelling into the city from all directions. Adding to that challenge is “that mountain”! Durban has a similar issue with freeway gridlock most mornings and evenings. So, what is the solution?

A motorcycle, that’s what! It is legal to filter through traffic is S.A. If you own a motorcycle with tidy dimensions (not an adventure mother ship with panniers and top box) commuting becomes really easy. Problem is 250cc bikes are generally to slow for safely maintaining highway speeds. To stay safe in highway traffic you must be able to outperform the cars around you. You can ride in a pro-active rather than reactive way. How does the Sym Wolf cope with freeway traffic? Let me tell you. The Wolf goes through traffic faster and more efficiently than Zuma through taxpayer’s money!

I commute on a Honda CRF 250L. To help the Little Honda compete on the freeway I fitted a full FMF exhaust and K + N air filter. These mods up the power by an incredible 20%. The Sym, stock standard, will absolutely blow the radiator right off my Honda. It is quite bulky for a 250 at 113kg, yet with 26 horsepower at 7,500 rpm and 23.1 nm of torque @ 6,000 rpm it is a little flier. At redline (9,000 rpm), it indicates 120kph in forth, 135kph in fifth and with my 84kg frame tucked in behind the tiny fly screen, 160kph in top gear. Fantastic performance for a water cooled, fuel injected four stroke single.

The motor has a characterful thrum. At all speeds under 7,500 rpm it is really smooth. Only the last 1,500 rpm induces anything resembling vibration. At 120kph in top it is revving at about 6,600 rpm and dynamo smooth. It will run comfortably for days on end at this speed. I would love to tackle some tiddler touring on the little Sym. The bike exudes a robust, big bike feel and is stable and confidence inspiring at all speeds. Suspension is non- adjustable for damping, with only rear preload adjustment. The factory has dialled in the settings superbly. The ride is firm and controlled with no loss of composure even when taking on bumpy roads at speed. A 288mm front disc, chomped on by a four pot calliper assisted by a 222mm single piston rear, stops the Wolf quickly and without fuss, providing plenty of feel.

What really amazed me was the broad spread of power from the 250cc mill. There is no need to thrash it through the gears. 6,000 rpm through the gears will see you outpacing general traffic with ease, and once in 6^th you seldom need to drop a gear. It was actually a challenge to rein the little beast in to cruise at 120kph. It loves to cling to 7,000 rpm and just shy of 130kph. Topping up the tank showed, despite my enthusiastic use of the throttle, fuel consumption of 34kpl. The 14L tank will take you damn near 500k’s! I am sure that town use will see close to 40k’s per litre. It has been my experience that small motors really come alive in terms of economy and performance after a couple of thousand kilometres. The test unit had only 500k’s on the clock. I would love to repeat this test after 3,000 odd kays. I think we would be even more astounded!

It is pretty damn obvious that I like this bike. Are there any downs you might ask? Resplendent in either matt blue or red the Wolf is a looker. Tank and radiator cowl are reminiscent of a Honda CB1000R. The exhaust tailpipe is so so. (Perhaps only given one lash with the ugly stick). A 140/70-17 rear tyre and 110/70-17 front give the Wolf a purposeful stance, mounted on attractive tubeless mags. The instrument panel is dominated by a large analogue rev counter with digital speedo, fuel gauge and trip meters. General fit and finish are up to Syms’ normal decent standards.

The Sym Wolf SB250Ni is a fine motorcycle, and the first really viable 250 commuter. It is fast enough, comfortable, and a hoot to ride. It accelerates with genuine torquey thrust with respectable top end hit. It would make an excellent commercial unit and is a very viable commuter guaranteed to slash your commuting time and costs. The price of R 58,999 is a little steep but we have Zuma and an ailing rand to thank for that. Factor in the savings after a couple of years commuting and it starts to look like a bargain. Then of course there is the fun factor. How do you put a price on that?

800 is the New 750

Seven-hundred-and-fifty cc has been a popular motorcycle engine capacity for decades. It was 1969 that Honda introduced its CB750, rivalling such mainstay models as the Triumph Trident and, later, the Bonneville T140. Where the Honda won, however, was in its silky smooth power delivery and utter reliability and oil-leak-free nature. Not to mention such luxuries as electric start (that actually did what it was supposed to do) and a disc brake up front.

It was so good that it surely helped killed off the British motorcycle industry and spawned multi-cylinder rivals from all the major Japanese factories. From that point on, the inline-four-cylinder engine has been the Japanese standard and no-one has yet done anything to disabuse them of this idea.

True, they weren’t the only manufacturer producing inline-fours; MV Agusta made grand Prix racing their own in the 1960’s with their wonderful – and expensive – 500cc, four-cylinder bikes and you could buy a 750cc version in the 1970s, but it took the mass-production and, therefore, the affordability, of the Japanese bikes to really bring the configuration to the great unwashed masses.

For so many years, 750’s ruled the roost, until 1000 became the new upper limit for sports bikes. The two carried on hand-in-hand until very recently, when 800cc became the new 750cc (although, 1000cc remained for the true Superbikes) and not only for the Japanese, either.

And here we have the latest incarnation of the Japanese four-cylinder; the Kawasaki Z800. Following the normal trend of re-inventing the wheel but with a bigger engine, this bike takes over from the Z750, which has been around for more years than anyone can remember.

The 800 engine offers up about 5 more Nm and kW than the 750 and performs with typical screaming madness on the road. It does still lack a bit of low down torque for roll-on acceleration in 5^th or 6^th but it’s still plenty fast enough for normal road use, even if you do sound like you are going a zillion km/h everywhere. Typical to every Japanese engine, it feels unburstable and somehow you understand that here is an engine that will last and last. No much in the way of character in the sound but as a trade-off for longevity, can you argue with it?

It retains the solidity and perfection of finish that has characterised Japanese bikes for so many years but time and styling waits for no man and, with the Z800, we see a new direction.

With the Z800, Kawasaki has travelled to the very end of the road marked ‘alien mechanical insectoid styling.’ In profile it is very hunchbacked and the clocks sit very low at the front. There are a few fussy details about but overall it works in a complete way; it’s not as if they have tried to mix and match old and new; this bike is new from top to bottom. It’s not unpleasant but it does take a bit of getting used to; no doubt in years to come it will start to look familiar as the styling cues progress to other models in the Kawasaki range and, no doubt, other manufacturers get braver with their designs but it is sufficiently different for now to stand out from the crowd.

For some reason which escapes me, the naked bike has never enjoyed the same popularity in South Africa as in, say, Europe. Some people bang on about the distances involved here but that is mostly utter balls. Most motorcyclists I know would rather jump on a plane to get to Durban or Cape Town than ride their bike there so the lack of full-weather protection is not really an issue.

What makes this bike important is that it is perfect for the urban warrior whose riding rarely takes him or her out of the city. It is light, nimble and punchy enough to make light work of city riding but it also has enough performance to make a longer distance bearable. But we all know that this type of bike won’t be ridden much more than for the daily grind and the weekend blast.

It handles brilliantly – the suspension is smooth and comfortable without losing any ability in the bendy stuff; think of it as a nice compromise between out and out sportiness and comfort on the terrible roads around town. When we took it to the track in company of the MV Agusta Brutale 800 – a direct rival, if ever there was one – at first the Japanese contender appeared to lack the tautness of the Italian bike and, indeed, a more experienced track rider than I bemoaned its softness.

However, for myself and surely for the vast majority of riders who have not the skills of a professional racer, whereas I found the MV to be very twitchy and nervous and requiring a lot more input and nerve to ride fast, the Kawasaki felt a lot more forgiving and smooth; one could almost call it a perfect beginner’s bike. And, let’s face it, riding on public roads does not put as much emphasis on outright chassis performance as riding it hell-for-leather around a track.

So, the Japanese are the masters at making four-cylinder engines of any capacity. Has it made any difference raising the capacity of the Z750 by 50cc? No, not really. But it comes hand-in-hand with a whole new motorcycle and helps define the Z800 from the outgoing model. What Japanese motorcycles sometimes lack is a bit of soul and character, precisely what the Italians are so good at putting into their bikes. The Z800 rectifies that to some extent and it is no longer a case of style over substance; the Kawasaki Z800 is more than good enough to see off the challenge from all comers, no matter from where they hail.

Triumphs Explorer has evolved into a very well rounded and balanced package. This was recognized by the countries foremost motorcycle journo’s , when they voted the XCa version to third place overall in the 2016 Pirelli Bike of the Year competition. What is it then that impressed the judges?

Comprehensive Spec
The range topping Explorer XCa is extremely and comprehensively specced. Forgive me if I miss anything but the spec list is long! Semi active WP suspension, electrically adjusted windshield, heated grips and seats, five engine modes, traction control, A.B.S., self-cancelling indicators, cruise control, mainstand, handguards, spotlights, crashbars and a proper aluminium bashplate. There really is nothing you have to spend any more hard earned loot on, the XCa has it all and then some. There is even an immobilizer, should some son of a seafaring cockroach plan to pilfer your ride!

Engine and Chassis Upgrades
The Explorer was never ever described as underpowered! On the contrary, the three-pot turbine like mill has always impressed with its smooth, effortless power and torque. Triumph, in the course of constantly improving and fettling the Explorer, have upped the power (2 bhp) and torque (2 ft lbs). What’s more, the torque curve is even flatter with 6% more at 5500 rpm. The fuel mapping is superb, allowing you to access the creamy power with nary a stutter or hiccup. Road, rain, off-road, sport and custom engine modes, allow you to set the bike up, to best compliment your riding ability and style. Despite more shove, the XCa has got 5% lighter on fuel, which gives extra range from the 20l fuel tank. Dry weight is a hefty 258 kg but bear in mind, that already includes carrying all the extras that you may still have to add to the weight of some opposition models, in the same class.

What do we mean by semi-active suspension? Well, here’s how it works. The bike has an inertial measurement unit constantly measuring roll, yaw & pitch and acceleration on vertical, lateral and horizontal planes. The rear shock automatically levels the bike by increasing or decreasing the preload and by activating the torque-assisted clutch.

There is even a hill-hold function – overkill perhaps? Definitely not, when two up on a steep, loose incline!

The 305mm front brake rotors are clamped by upgraded, monobloc, 4 piston, radial Brembo calipers. A single 282 mm rear rotor and Nissin two-pot caliper, sorts out back wheel braking.

The XCa comes in some funky colours – crystal white, Lucerne blue and matt khaki green.

The riding position is subtley changed to increase comfort for a wider range of riders (I found the Triumph very comfortable for my 6’3” frame) and I suspect that some of the extra power is courtesy of a more free-flow exhaust. The soundtrack is akin to a jet turbine spooling up – very addictive and very intoxicating.

A 120/70 X 19 front tyre and 170/60 X 17 rear, give a decent footprint.

The Ride
So, what is the XCa like to ride? If I had to sum it up in one word, I would choose “competent”. The bike always feels taut and solid. It has one of the least intrusive shaft drives out there. The gear change is accurate and good when measured against other shafties. Few bikes devour distance as competently as the big Trumpet. One up or two up and loaded, makes no difference. The ample, smooth power and torque, reels in the horizon with alacrity. The inherent comfort makes 1000k days a doddle. The overall quality and build integrity inspires huge confidence. You kinda just know you will get there and back with ease!

The XCa handles better than you would expect any big, dual purpose bike to handle. Whilst you are always aware that the Explorer is a lot of motorcycle, it turns easily and with accuracy. It inspires confidence and feels planted. The high levels of rider and passenger comfort take the sting out of highway droning.

The Triumph explorer in XCa guise with its tubeless, spoked wheels, shaft drive and comprehensive spec, is a truly fine motorcycle. The 16000 km service intervals and good fuel consumption, keeps costs down and encourage the owner to do what the XCa does best – haul long distance butt! Indulge yourself and enjoy!

MV Agusta could never be accused of not getting their money’s worth from a motorcycle platform. For example, take a look at this lot; Brutale 800, Rivale 800, Stradale 800 and the Dragster 800.

Now, the observant among you will notice one faintly common factor; they all use MV’s fabulous 800cc triple cylinder engine which is, it must be said, a fantastic engine; at once powerful, snarling and full of blistering performance. Another pretty obvious observation is that they are all, more or less, naked sports bikes.

What isn’t so obvious unless you have had the chance to ride them all, is that they are all totally uncompromising naked sports bikes which are great for a weekend blast or track day but utterly horrible for longer distances.

But, what were the chances of MV ever producing a touring bike? On previous form, one would have to say that it was pretty unlikely but it seems that the boffins at MV can think on more than one way and have stirred the 800cc pot once more and brought us this, the Turismo Veloce. As the name suggests, it’s a sports touring bike but what are the chances of it being any good? After all, you wouldn’t expect McLaren to make an SUV, would you?

At first glance it’s not completely convincing; they’ve taken the standard 800 theme and made it taller, added a fairing and a tall screen and provided for panniers to be fitted; pretty much the default setting for modern sports touring bikes; a kind of adventure bike without any pretence at off-road ability.

The engine is as found in the other models in the range, although completely re-mapped giving the lowest power rating of the group alongside the second highest torque reading; it’s all been designed to make everything a little less frantic, which sort of takes away one of the great attractions of the 800cc range; that bonkers urgency that was always only a twist of the throttle away. It’s still there, just a little more civilised.

Whilst it may have been tamed a little, there are certainly no shortage of toys; 4-level ABS, 8-way traction control with lean angle sensor, ride by wire throttle with four engine maps, two external power sockets, Brembo brake calipers front and back, Bluetooth connectivity, cruise control; it’s very well equipped.

But – and there is a small but – look at it; where the naked MV sports bikes seem all of a whole, the Turismo Veloce is not very convincing at first. That short wheelbase that looks so purposeful and mean on the other 800s in the series looks a bit odd when the bike appears to be as tall as it is long. There aren’t too many bikes that take a while to grow on you; you either love them straight off the bat or know you will always dislike them. But, it has to be said that, live with the Turismo Veloce for a while and it definitely gets easier on the eye, something that is helped once you ride it and realise how good it is on the road.

Fire it up and shoot it at the horizon and all is forgiven because, underneath the exterior styling, you still have one of the best engines and chassis in motorcycling today. The engine may have shed a few horses but the torque is there where you need it and this quick shifter that works down the gearbox as well as up, is just fantastic.

And here, for once, is an MV that just begs to be taken on the highway in order to explore far distant lands. Not only that, but the chassis, despite the vertigo inducing height, is still as taut and nimble as it always was, and perhaps more user friendly because of the more relaxed and roomy riding position that the higher bars permit. On the other models, your weight and body position are very much right over the top yoke which might be good for quick steering but can make things a bit twitchy. You feel like you’re sitting ‘in’ this model, as opposed to ‘on’ the others; it’s a lot more reassuring. Wind protection is pretty good from the adjustable screen and seat comfort, for the rider, at least, is good. I can’t pass comment on the pillion seat but, to be frank, it doesn’t look the most comfortable ever fitted to a bike.

At R169,000, plus around R10,000 for the optional panniers, this bike isn’t cheap although there are rivals in higher and lower price brackets. Ducati’s Multistrada and BMW’s S1000XR for example; just as exotic, perhaps better all-round but both larger, heavier and hugely more expensive. Cheaper than the MV, there is Triumph’s recently upgraded Tiger 800 XRx or the Kawasaki Versys 650; both variations on the theme but both lacking the style and the Italian flair of the MV.

However, if you’ve always hankered after an exotic Italian thoroughbred but been put off by the overtly sporting nature of the bikes, the solution is now here; the most usable MV Agusta ever, the Turismo Veloce.

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

On the new Flat Track Pro version, the self-expression at the heart of the Ducati Scrambler takes on a grittier, racier attitude. Inspired by the bike ridden in the American AMA Pro Flat Track 2015 Championship by Troy Bayliss and Johnny Lewis, the Flat Track Pro is the latest addition to the Ducati Scrambler range.

Based on the Scrambler Full Throttle, the Flat Track Pro version features an all-new Racing Yellow tank with two-tone painted side panels and a logo identical to the one on the bike that raced in the USA. The low tapered handlebars and an exhaust with low type-approved Termignoni Slip-on are the same as those on the Scrambler Full Throttle. The seat has been fully renewed with a rider-only design and yellow stitching. For the first time on a Ducati Scrambler, this bike features a side-mounted plate holder, while the nose fairing and short front mudguard, the same colour as the tank, are also unique to the Flat Track Pro version.

The Ducati Scrambler Flat Track Pro has the same alloy wheels as the Full Throttle version plus the added feature of wheel rim piping the same colour as the tank. Moreover, the handgrips have been specially designed for this version.

Numerous machined-from-solid parts highlight the racing spirit of the Ducati Scrambler Flat Track Pro. The footrests, sprocket cover, rear-view mirrors and front brake fluid filler cap come from the extensive Ducati Scrambler accessories catalogue, giving the Flat Track Pro an added touch of class.

Apart from the premium innovative details on the Flat Track Pro – The performance and base configuration remains the same within the entire Scrambler range. Please see our full review on the Scrambler Ducati.. HERE <<

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When the members of the judging panel on the 2016 Pirelli SA Bike of the Year voted the Triumph Thruxton R as the winner, we braced ourselves for a storm of abuse and derision. It’s happened every year for the past three, so why would this year be any different?

However, we are made of strong stuff and one of the points about the BotY is to get people talking about bikes, no matter what they are saying; we’d rather an argument than silence.

Imagine our satisfaction, then, when U.S. website: www.motorcycles.com also voted the Thruxton R their Bike of the Year. Actually, that’s a little misleading; they voted the 2016 Bonneville platform, which includes the Thruxton R as well as the standard Thruxton, the Bonneville T120 and Street Twin 900, as their Bike of the Year but it amounts to the same thing.

The point is; a ‘retro’ bike beat all comers to the title and that takes some doing, especially given the strength of the competition. What this means is that ‘retro’ bikes are no longer style over substance; they are no longer simply toys to look good at the pub on. These are proper motorcycles in their own right and the wholesale resemblance to motorbikes from the past is merely a damned good marketing ploy. There is a very real link between the Triumphs and the bikes that inspired them.

So far I’ve ridden – and loved – the Thruxton R and the Street Twin; two bikes with the same chassis but different capacity engines. Now, it’s time for the Bonneville T120, which is basically the roadster version of the Thruxton (or the Thruxton is the sporty version of the Bonneville, whichever way round you see them).

It would be fair to say that Triumph invented the whole retro bike scene with the first of the new Bonnevilles back in 2001. Time and tide waits for no-one, however, and the Bonnie was in danger of being left behind by the scene it begat. The 865cc parallel twin motor was underpowered and the brakes were of the ‘am-I-going-to-stop-at-all?’ variety. The style was there but the substance was not.

Now, along with the Thruxton, things have got a whole lot better for the T120.

The T120 shares a frame and engine capacity with the Thruxton, but that’s about as far as it goes. These are two completely different beasts. What can be said for both of them, however, is that they are beautiful; beautiful to look at and beautifully made and finished. If there is one area that Triumph have really nailed, it is this. The paintwork is deep and lustrous, the chrome is perfection and the finish to the alloy parts second to none. Pride of ownership is high.

What is not immediately apparent is that the new-for-2016 Bonnevilles are liquid cooled. The engine is still unmistakeably a Triumph parallel twin, with cooling fins on the cylinder head and barrel where they always were. What is not so obvious is the small unobtrusive radiator fitted to the front downtubes of the frame. You really have to look hard to see it, and then from the front of the bike only; it is invisible from the side. It’s a very nice bit of packaging.

Swing a leg over the T120 and the first thing that strikes you is the weight. It’s only 13kgs heavier than the Thruxton R but it feels a whole lot more. It does wear this weight very low down so it’s never a problem and, with the bike being physically small, you never feel overwhelmed. On the road, this weight equates to a supremely solid and planted bike; it almost makes every other bike seem flimsy. Of course, there’s barely a piece of plastic in sight so you just get this feeling of solidity and longevity.

The T120 loses 16bhp and 6Nm over the Thruxton which is a tad confusing as the engine in the Thruxton is called the High Power and that in the T120, the High Torque. What it actually means is that the T120 engine has been tuned to give its torque much lower in the rev range. To achieve this, it has a heavier crank and lower compression ratio and, overall, it does feel a lot lazier than and not as punchy as the engine in the Thruxton.

But punch it does still have. It really is the most understated engine. Open the throttle at almost any revs and there is creamy smooth surge of power, helped by the uncannily smooth parallel twin engine. No Triumph I ever owned (and I’m talking about the ‘original’ Triumphs here; the ones from Meriden) was ever as smooth and it’s hats off to ‘new’ Triumph that they have retained the exact feel of the old while bringing it bang up to date in terms of vibration… or lack of!

It really is a testament to modern engineering that an engine that is nearly two and a half times bigger than the original 500cc Triumph Twin should be so smooth. Naysayers back in the day recoiled in horror as the 500 was stretched first to 650 and then 750 and boy, were they right! My 750 Bonneville buzzed like a chainsaw. Now, a 1200cc engine is as smooth as a multi-cylinder engine.

The only problem with riding the Bonneville – and I’m really fishing for something here – comes if you ride it after the Thruxton, which, let’s face it, not many of us are going to do. The brakes on the Thruxton R are simply fantastic; instant bite with so much feel. The T120’s brakes by comparison, lack that initial bite although, if one compares them with those on the outgoing Bonneville, it is like night and day.

It’s hard to see the youth of today going for the Bonneville but that’s the brilliant thing about the bike. For once a manufacturer has made a bike for the older generation; for those who remember the bike the first time around. Having said that, what a distinctive and statement-making bike for any rider.

As a motorcycle journalist, one has to keep a thoroughly objective viewpoint in one’s pocket at all times. Not for us to be swayed by stratospheric power outputs or to show preference for the glamour of traversing Africa on the best adventure bikes in the world. Whatever we ride, we have to press the re-set button in our heads and look at the bike under our backsides with all the innocence of the fresh-from-the-licence-test rider or, at the very least, the rider at whom the bike in question is aimed.

However, personal bias has to set in at times, at least in private; this is only human nature. But there are times when that same nature can blinker one against attributes displayed by a bike that might not be on your immediate personal radar. And it also means that one can be wrong sometimes. Very wrong.

When the Honda NC700X first appeared, it garnered much interest due to its car engine-derived motor and the amazing fuel consumption figures it boasted. We all knew that bikes were cheaper than cars to run, but short of a scooter or moped, who knew that a grown-up bike could be this cheap?

Was it glamorous? Fast? An adventure bike? Er, that will be no on all accounts. But it didn’t matter. Honda realised that there were plenty of people out there who wanted practicality, efficiency and affordability over power, speed and high price. To this end, they thought out of the box about the engineering and controlled build costs and the result was a bike that was remarkably cheap to buy and run but which had all the Honda quality.

Fast forward a few years and the updated NC700X arrived, called the NC750X to reflect its hike in engine capacity. All the same attributes with even more fun. Now, in 2016, the NC750X has been updated once again, with new styling and a host of detail improvements. And this is the bike I’ve been running as a long-term test bike for four months.

And right here, right now, let me admit that I’ve been horribly wrong about the ‘commuting’ Honda. No, it won’t set the world alight but use it as it was intended and it is one of the strongest arguments I can think of for using a bike for the daily grind of commuting or any type of practical A-B riding.

Every bike takes a bit of adjustment on the part of the rider to get the best out of it. The parallel twin engine of 745cc pushes out 40kW and 68Nm, all delivered way down the rev range, whose ceiling is a very low 6,500rpm. So low is it, in fact, that it takes a while to stop bouncing it off the rev limiter, so freely does it spin up. In addition, cruising at highway speeds in 6^th gear, you might find that, to punch past a car or truck, you need to downshift to fifth to give any worthwhile acceleration but once you are used to riding within these parameters, all is fine.

The NC750X might have the ‘commuter’ tag but it is capable of so much more. OK, so we didn’t take it on a track day but there’s no reason to suspect that it would be absolutely hopeless. To subject it to such treatment might have been a bit unfair but the point is, this bike has so many hidden talents that taking it to the track would not seem totally out of order. One thing’s for certain; it would be the most comfortable bike ever to have graced a track. Riding position can’t be faulted and the seat is good for many hundreds of kilometres before bum-fade creeps in.

Ride it for short hops, ride it for longer hops; ride it from Johannesburg to Durban or ride it for fun at the weekend; but most of all, just ride it. And no matter how you ride it, it won’t cost you very much at all. In over 1,500kms, I never saw the dash readout show more than 4 litres/100kms consumption. On a longer trip, it went down to 3.6l/100km. To fill the tank never took more than R140 and it lasted for a good 260kms. That surely could be a week’s worth of commuting? For R140! Are you mad? Why aren’t we all riding one?

Then there is the NC’s party piece. With the fuel tank situated below the seat, there is a very useful 21-litre stowage space where the tank should be, atop the engine. Big enough to fit a full face helmet in or a full set of waterproofs or enough food for an evening meal for a family of four with a bottle of wine thrown in for good measure. It was this feature that really impressed me; having always carried a backpack on a bike, it was so refreshing to not have to and it all adds up to the unexpected pleasure of riding the NC.

If there is one niggle, it would be the situation of the filler cap for the petrol tank underneath the pillion seat. Oh, it’s easy enough to access – tip the seat pad up (there is a neat built-in stay) and there’s the filler cap – however, if one has baggage strapped to the pillion seat, it all has to be removed to fill up. A small thing and not an issue for everyday use but, if one were to go touring, it could get a bit tiring.

I can’t actually get over how good this bike is; it took me completely by surprise, once I’d adjusted my viewpoint accordingly. It is so utterly easy to ride and completely non-intimidating, especially in the urban environment, that is isn’t hard to see why Honda have sold so many of them. If I’m brutally honest with myself, I have no need for any more motorbike underneath me for day-to-day use. Sure, there’s the cachet of riding a Kawasaki H2 or the sheer dominance of riding an adventure bike but, really, how often do I need those extremes of attributes in a bike? Once or twice a year? The numbers simply don’t stack up.

Call me a boring old fart, if you want, but I am a convert to the NC750X. Don’t agree with me? Then I bet you haven’t ridden one because, if you had, you’d also see the light.

It seems as if the more we look forward and advance the technology of motorcycles, the more we look behind us for inspiration. The modern craze for ‘retro’ bikes is well and truly upon us and what was once the preserve of the home mechanic toiling away in his garage to create something individual has been annexed by the manufacturers who are now offering those very same customisations as production models.

Triumph were the first to look back when they introduced the new Bonneville range in 2001. It was the success of this bike, so clearly a pastiche – albeit a good one – of its famous forebear, that set all the other manufacturers thinking and, while they were initially slow to catch on, once they did, the floodgates opened.

Moto Guzzi launched the V7 in 2008, Honda the CB1100 in 2013 and BMW announced the RnineT in 2014. Ducati’s Scrambler came along in that same year and now, in 2016 we have the next contender; the Yamaha XSR900.

In all fairness, the Yamaha isn’t really a ground-up new model, as are the others, but a styling job on an existing platform – that being the MT-09 – and this is no bad thing. The MT-09 is a fantastic bike with a great engine in a great chassis and the nature of the model was such that it lent itself to a makeover perfectly.

If anything, in the MT-09 and the later MT-07, Yamaha already had two bikes that were slightly retro in conception and appeal. Both were naked bikes that fell short of being full-on sports bikes but which were also much more than mere commuter jobs.

The versatility of the MT-09 package was illustrated when Yamaha launched the MT-09 Tracer, a touring orientated version with more wind protection and so on. Now, the XSR900 is trying to tap into the craze for all things retro and the question is; does it work?

The answer is, of course it does. Being a mere styling job on an existing bike means that none of the capability of the donor bike is lost. Whether it is the bike for you is purely down to personal taste; do you have a soft spot for Yamahas of old or not? If you do, then this is definitely the bike for you.

The main styling difference is in the petrol tank; it now resembles, in both shape and the lettering on it, tanks on old RD two-stroke Yamahas and, seeing as these are some of the best remembered models, Yamaha have done well to resurrect the style.

Opt for the yellow and black colour scheme lifted from Yamaha race bikes of the seventies, and you have something that looks as good as it goes.

The bike on test had the optional dusty blue colour scheme and, while not being as striking as the yellow and black, it still shows off the lines to great effect. The only other splash of colour is on the headlight shell and I can’t help thinking that it would have looked better in chrome. But it’s a small point not worth getting worked up about.

Other nice touches are the headlight bracket, which is a drilled aluminium casting, aped by a frame ‘bracket’ beneath the seat; small touches that lift the appearance.

The single clock is straight out of the good old days but is, in fact, a very modern instrument, being fully digital and containing all the information you could possibly need.

The only jarring note is the rear light. It may match the speedo in shape but it is mounted in a very vulnerable place, sitting right on top of the rear mudguard; it is easy to imagine it falling victim to a carelessly thrown-over leg getting on or off the bike. It’s not unattractive in itself but possibly it could have been a bit better integrated into the rear styling.

On the road, the XRS900 is anything but retro. BMW have kept the air-cooled boxer-twin in production for the RnineT long after it has ceased to be used in any other bike in the range and Triumph have the parallel twin and, while both are modern, updated versions of those engines, they don’t exactly represent new thinking in engine design.

The Yamaha is bang up to date and the triple-cylinder motor is as sweet an engine as you could wish for and gives the XSR distinctly modern performance, with an equally stirring and up-to-date exhaust note. I’ve always been a fan of triples and the Yamaha’s is at once throaty, lusty and smooth; the best of a twin and a four in one. Yamaha have fiddled with the ECU to give a little more low-down torque.

The chassis is as you would find it on an MT-09, although Yamaha have tweaked the suspension settings a little, to allow for slightly less weight; the MT-09 was never as harsh as a sports bike, with a perfect balance between comfort and handling and the XSR is no different despite the subtle changes. ABS and traction control are present alongside three riding modes, which don’t affect the power output but rather the throttle response. Quality of everything is typical Yamaha which translates as very good indeed.

The whole thing about retro bikes is that the concept is not necessarily about out-and-out performance or practicality. It’s about appeal, style and how it makes you feel. Even the look of a bike when walking towards it is important as it either makes you want to get on the bike and ride or it is merely a means of transport with no passion attached whatsoever. I never once approached the Yamaha with anything but anticipation.

The problem with many home-built customs or café racers is that they look like a million dollars but can be pretty awful to ride. The new breed of factory customs get over this nicely; you can sit and look at it and derive a great deal of satisfaction or you can swing a leg over and get even more satisfaction.

By going the modern-bike-with-a-styling job route, Yamaha have worked the best of both worlds into the XSR900; whether you look or ride, you won’t be disappointed.

Let’s face it; South African’s don’t really have a love affair with the naked bike. Show them an adventure bike and they’ll jump through hoops to buy one: show them a superbike and the bar-room bragger comes out in them.

But show them a naked bike and their indifference is deafening. And, frankly, this makes the average South African motorcycle buyer a bit of a fool because I’d like to bet that 70% of motorcyclists who buy adventure bikes or superbikes could actually own a naked bike and not notice the lack of go-anywhere practicality or miss the ability to go from 0 – 300km/h in the blink of an eye.

So, having insulted a large proportion of motorcyclists in SA, I will now introduce the latest entry into the naked sports bike class; Yamaha’s MT-10.

Of the Big Four Japanese manufacturers, Yamaha have, of late, been the most prolific; there’s the MT-09 (two versions) and MT-07, not to mention the astounding new R1 and this is most appropriate as the MT-10 joins the other two bikes in the MT range whilst being a naked version of the R1. Almost.

Just launched 2016 YAMAHA MT10 #zabikers #yamahasa #sabikefest2016 #southafricabikefestival

A photo posted by ZA Bikers (@za.bikers) on May 27, 2016 at 3:34am PDT

The MT-10 is actually a naked version of the R1S, a detuned version of the R1 not available outside of the US. Quite why only the US gets an R1 with less power is beyond me although one could look at who they are likely to elect as their next President and maybe things become a bit clearer.

Whichever way you look at it, however, 160bhp is still plenty of bang and, coupled with a chassis this good, it makes for a sensational ride. For those who think that a naked version of a superbike must be as just as hard core and uncompromising, you need to think again. The MT-10, in common with its super-naked rivals (think Aprilia Tuono, KTM 1290 Super Duke, Triumph Speed Triple, etc) is slightly softer all round, without sacrificing too much raw performance. If anything, losing that edge makes it a much more user-friendly bike; the suspension is a little more cossetting, the brakes have slightly more feel, if not being quite as powerful and, naturally, the riding position is much more comfortable. The average rider could probably get more out of the MT-10 than the R1.

At the heart of the bike is the four-cylinder, cross-plane crankshaft, 998cc motor found in the R1 but Yamaha have altered 40% of the internals, losing some of the exotic materials (cheaper) and re-tuning it for more torque lower down the rev range where you are more likely to use it in normal riding conditions. That doesn’t mean the MT-10 doesn’t get a move on. Accompanied by one of the great exhaust notes in motorcycling this is still a very fast motorbike, with more of the feel of a V-twin or V-four when punching out of corners. The noise of the engine, wonderful as it is, leads you to expect a lot of vibration but, in fact, it’s uncannily smooth; it’s all very Jekyll and Hyde.

The R1 came out of the blocks with the all-singing, all-dancing six-axis gyro system for the traction control but, in all truth, unless you’re going to be sliding your way out of corners on a race track, you simply don’t need that kind of complexity. The MT-10’s wheel-speed sensor-based system works just as well in real world situations and, unlike the 1290 Super Duke, will allow you to pull wheelies without turning it off. If that’s your bag, of course.

The chassis is just as you find it on the R1, with KYB suspension front and back, although set up a little softer and, therefore, better on anything other than a billiard table-smooth race track.

One aspect of the bike that will divide people are the looks. To be fair, the photos of the bike don’t do it justice at all; it looks squat and pugnacious. In reality, it still has the appearance of a two-wheeled Transformer but the dimensions are perfect. It looks like what it is; a cutting edge design, that really stands out from the crowd. Perhaps the choice of colour scheme – primer grey bodywork with bright yellow wheels – could be too different but, give it a chance and have a look at one in the flesh. Such a bold design needs a bold colour scheme and, while it certainly divides opinions, this reviewer thinks it is brilliant; striking, different and matching the styling to perfection. Other, less flamboyant, colours are available but why go half-way?

There are three riding modes for the throttle; Standard, A and B. In reality, Standard is perfectly fine; it doesn’t actually cut any of the power, just softens the initial throttle response to a degree where you can make smooth progress. ‘B’ is the most aggressive mode and the difference in punch is remarkable, so much so, that going back to Standard feels a little tame. Let’s face it; in any mode, it’s still blisteringly fast.

Yamaha makes a big thing of the practicality of the MT-10. Woah! Hang on a minute, I hear you say; a naked sports bike; practical? This sounds a bit screwy. But hold on; I’m not finished.

First of all; cruise control (limited to a maximum of 183 km/h, naturally….). Secondly, catalogue options for panniers, touring screen and seat, and heated grips; Yamaha see a role for this bike that not many would see at first glance. Third; wind protection. As standard, there is no screen to speak of: rather a small lip that you take one glance at and go; ‘oh well, there go the neck muscles after 100kms.’ But no! Yamaha have performed some aerodynamic wizardry and that small lip actually deflects a lot of the airflow over your head. The riding position leans you slightly forward in a mild attack stance but it’s fine for long rides, aided by a wide and generous seat.

Problems? Build quality is excellent, as you’d expect from Yamaha but some of the plastic pointy add-on bits of the bodywork seem really flimsy and cheap; so much so that you almost want to snap them off. And, if practicality is something that Yamaha are pushing, then best you have a pillion passenger with no legs; the pillion pegs are mounted so high that the old saying, ‘knees around your ears’ really does seem a possibility.

But these are niggles that shouldn’t detract from what is possibly, the new contender for King of the Naked Sports bikes. BMW have laid a strong claim to that title with the S1000R but, now, it seems there’s a power struggle at the top and, really, it’s down to the individual as to which bike wears it.

If ever there was a motorcycling dichotomy, it is this bike. We know the Diavel as a testosterone fuelling muscle bike – a kind of Dodge Viper cum AC Cobra of the bike World. So, when Ducati built the XDiavel S, they didn’t just slap on some forward controls, they virtually re-engineered the whole motorcycle. What is so dichotomous is the re-make of the Worlds most radical production muscle bike into the Worlds most insane power cruiser. If Yamaha started this craziness with their V-Max, Ducati certainly finished it with the XDiavel S! This motorcycle makes sense because it makes no sense at all!!

This motorcycle makes sense because it makes no sense at all!! See more at: www.zabikers.co.za #xdiavel #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jul 11, 2016 at 4:50am PDT

Instantly recognisable as a Diavel, the X takes the radical styling a step further. The massive 240mm rear wheel is mounted on the exquisite black rim with polished aluminium highlights. This theme carries over to a black motor with aluminium accents. The profile of the bike is reminiscent of a massively muscled sabre tooth tiger crouching, ready to pounce, only this tiger is a mutant black panther. “Awesome” does not even begin to describe this bikes looks. Scroll back through the articles posted on this website and look at the images and detail shown and discussed at the launch of the XDiavel. You will see that this is a totally reconfigured motorcycle. The wheelbase is slightly longer than the normal Diavel and the seat is a low 728mm, yet the bike still sports a 40′ lean angle. You got to just love Ducati!

The massive 240mm rear wheel is mounted on the exquisite black rim polished aluminum highlights – See more at: www.zabikers.co.za #xdiavel #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jul 11, 2016 at 4:58am PDT

The X is a technological and electronic tour de force. A 1262cc Testastretta engine with Desmo variable valve timing and twin spark plugs, churns out 156 potent ponies at 9500rpm. Maximum torque is 1.3 ft lbs less than the Diavel at 95, but delivered a huge 3000 revs lower in the rev range at 5000 rather than 8000 rpm.

The huge low rev torque means that you never miss the 4 horse power deficit compared to the stocker. In fact, the drag-bike power characteristics, long wheelbase and low centre of gravity, enable this beast to accelerate with a ferocity unmatched by any other motorcycle that I have ever ridden. The XDiavel S will paralyse any sport-bike between robots – period! If you are short on talent, you can engage the electronic launch control to produce starts so intense that your brain struggles to catch up!

The electronics on this bike boggle the mind. Riding modes, power modes, cruise control, Ducati power launch, keyless ignition, ride-by-wire, traction control, cornering ABS, LED lighting, daytime running lights, bluetooth, the list goes on and on. Everything you can think of and then some. Six electronic control units each with the power of your average smartphone, manage this formidable electronics package.

So, what is it like to ride this mighty “X”? Frikkin’ unbelievable, that’s what! See more at: www.zabikers.co.za #xdiavel #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jul 11, 2016 at 5:20am PDT

As you have no doubt gathered, this is not a bike for the faint hearted. Having said that, it allows you to throttle it with gay abandon. The trellis frame uses the motor as a stressed member and allied to 50mm Marzocchi forks with preload, compression and rebound adjustment and a rear shock adjustable for preload and rebound, the whole plot is kept on the road.

The ride quality is not great on bumpy roads, perhaps somewhat emphasised by the forward control riding position. Road irregularities are transferred straight up your spine. On the flip side there is nary a wiggle or a wobble. You can, like the regular Diavel, ride the X very fast down a winding road. Up-rated M50 Brembo calipers provide eye-popping braking. A first for Ducati is drive to the back wheel via a toothed belt, rather than the customary chain.

Up-rated M50 Brembo calipers provide eye-popping braking – See more at: www.zabikers.co.za #xdiavel #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jul 11, 2016 at 5:03am PDT

Really cool features are the full colour display on the tidy instrument panel which mounts for and aft of the handlebars on the top triple clamp. Twice as cool are the backlit handlebar switches – a brilliant idea. The switches glow red like the gauges in a jet fighter – ubercool!

The passenger accommodation is minimal – fat chicks need not apply. There is a range of accessories that transforms the bike to be a more comfortable tourer or urban tool. The thought of being a passenger on the XDiavel S, when the rider launches in full attack mode, turns my bowels to water!

The passenger accommodation is minimal – fat chicks need not apply. There is a range of accessories that transforms the bike to be a more comfortable tourer or urban tool – See more at: www.zabikers.co.za #xdiavel #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jul 11, 2016 at 5:14am PDT

So, what is it like to ride this mighty “X”? Frikkin’ unbelievable, thats what! The motor does not, like many high performance V twins, like to lug. It really hits its sweet spot over 4000rpm. Crack the fly-by-wire throttle in anger and prepare for a sensory overload. The exhaust emits a cacophonic aural assault as the bike does its absolute best to rip the bars from your white knuckled grasp. Your butt is slammed up against the stepped back of the seat as the horizon is reeled in at warp speed. There is no discernable drop in thrust as you hook the next gear and then the next. Nothing you have ever ridden would have prepared you for the sphincter clenching accelerative experience that is the Ducati XDiavel S.

The motor does not, like many high performance V twins, like to lug. It really hits the sweet spot over 4000rpm – See more at: www.zabikers.co.za #xdiavel #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jul 11, 2016 at 5:17am PDT

Select urban mode, which kills 50 ponies and the fury is tamed. The X becomes a purring pussycat as you go about your commute. This is the wonder of electronics. At the push of a button Clark Kent becomes Superman! As I said in the beginning, it makes no sense but therein lies the appeal. The Ducati XDiavel S is a magnificent two-wheeled missile that absolutely marches to its own staccato V-twin drumbeat. If you feel your biking has become stereotyped or jaded, consider a walk on the wild side. Your life will never be the same again.

The Street Twin is the base model in Triumph’s Modern Classic range. It also caters to an emerging genre of modern motorcyclist. Market research has revealed a niche for motorcycles with soul, that are simple to operate and ideal for playing in an extended urban environment. Bikes that bring the fun back into motorcycling. The Street Twin is such a bike.

The Bonnie has classic Triumph looks. Teardrop tank, waspish waist, sculpted seat. The vertical parallel twin, 900cc, twin balance shaft engine is painted black apart from the silver accent polished on the cooling fins. The motor has a 270-degree crank, ride by wire fuel injection and a five-speed gearbox. A subtle 900HT logo is apparent at the base of the barrels. This hints at a unique engine design.

The “HT” refers to high torque, 80Nm at 3,200rpm to be exact. Horsepower is only 55PS (40.5kW) at a lowly 5,900rpm. These figures translate into a wonderfully usable spread of thrust. The rich vein of torque available at low revs makes this an awesomely relaxing bike to ride. You never and I mean literally never, have to rev the hell out of this bike. From the moment the clutch is out the torquey motor simply punts you down the road. This is accompanied by a lovely baritone burble that is really music to the ear of any petrol head. The torque allows you to almost change up to get a hurry up. Short shift the solid and slick 5 speed box and latch onto the surging wave of thrust. Really pleasant.

Subtle logo on the barrel hints at the high torque emphasis of this Triumph motor. #triumphstreettwin #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 28, 2016 at 1:29am PDT

The test bike was painted “Cranberry Red”. In truth, only the tank, adorned with the paint on Triumph logo, is red. There is a red pinstripe on the satin black mag wheels. The rest of the bike is shades of black. The exhaust and fuel injection covers are brushed stainless steel. Said exhausts have gracefully curved headers feeding into mildly upswept, reverse cone capped mufflers. The Street Twin is a handsome motorcycle. Mudguards, both back and front are painted black and are tidy, almost “bobbed”.

Gorgeous “Cranberry Red” fuel tank! #triumphstreettwin #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 28, 2016 at 1:28am PDT

What I have not yet mentioned, and it is probably because it is not really apparent, is the Street’s engine is liquid cooled. Nestled between the down tubes of the steel tubular frame is a small, almost petite radiator. The hoses are so subtly routed that you would be forgiven for thinking it is an oversize oil cooler. Neat.

Incredibly tidy radiator. #triumphstreettwin #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 28, 2016 at 1:18am PDT

The suspension is by Kayaba. 41mm front forks sport 120mm of travel, the same as the Twin preload adjustable rear shocks. The suspension copes admirably with road irregularities, giving a decent ride quality. As with most bikes with limited suspension damping adjustments, flaws only become apparent at higher speeds when you start pushing on through the corners and curves. The wide majority of riders will be perfectly happy with the suspension. The discerning few, who ask more of the bikes handling, will no doubt be satisfied by aftermarket suspension options.

The suspension is by Kayaba. 41mm front forks sport 120mm of travel. #triumphstreettwin #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 28, 2016 at 1:35am PDT

Speaking of aftermarket options, Triumph themselves offer a range of around 150 accessories with which to customise your Bonnie. This is part of the allure of the Modern Classic range. Very few bikes remain the way the factory built them. A cottage industry has sprung up building bits and bobs for these bikes. The bike you buy is simply a blank canvas on which to create your own masterpiece.

Wheel sizes are 100/90/18 front and 150/70/17 rear. The handsome mags are shod with tyres that are a re-creation of the MT28 Pirelli Phantom of the early 1980’s. Obviously compound is modern, but the pattern brings back sweet memories to those who have been around bikes for a while. Braking is sorted by twinpot Nissin calipers biting on a single 310mm front disc and a 255mm rear. The brake power and feel, coupled to ABS, does a sound job of bringing the bike to a swift controlled stop. Other features are what Triumph call a “slip-assist” clutch. This results in a light and linear clutch action.

The brake power and feel, coupled to ABS does a sound job of bringing the Street Twin to a swift controlled stop! #triumphstreettwin #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 28, 2016 at 1:21am PDT

The single instrument nacelle provides all the info you need to know. Gear indicator, fuel gauge, current average consumption, distance to empty, clock and traction control setting. Why a bike with this user friendly power delivery needs traction control, I would not know. The Street Twin has absolutely flawless fuelling, which adds to the enjoyable riding experience. The seat is a mere 750mm from the ground, so even shorter riders can be flatfooted at standstill. A wet weight of just over 200kg’s make’s the bike easy to manage, ideal for less confident or lady riders.

Triumph Street Twin rocking at Rocomamas at Irene Village Mall. #triumphstreettwin #rocomamas #irenevillagemall #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 28, 2016 at 1:25am PDT

Running costs are also kept low by frugal fuel consumption (around 20km/L) and 16,000km service intervals. At just over 12L, the tank is a bit on the small side, however at touring speed, consumption would probably easily allow a 250km range.

So what do you get when you invest in a Street Twin? You get a really competent motorcycle that has that indefinable “cool” factor. A bike to express yourself. Instant entry to the next “distinguished gentleman’s ride”, and a bike that will reward with its versatility, ride quality, lovely motor and user friendly nature. If you find these qualities appealing then the Triumph Street Twin deserves serious consideration.

KTM South Africa recently launched the 1290 SuperDuke GT at the South Africa Bike Festival. We had the oportunity to ride one lap on the newly refurbished Kyalami circuit, this however left us lusting for more. So, we got our hands on a couple of the 1290 SuperDuke GT’s and took to the roads of Mpumalanga for a one day 700+ Km ride. This is how it went down…

With much excitement, we filled up the bikes and left Pretoria at around 8:00 am. However, heading out towards Bronkhorspruit on the R25, our spirits were soon dampened when we hit dense fog. The next 20 minutes or so of riding was difficult as visibility was down to about 20m!! To add to the difficulty, my visor steamed up, which meant I had to ride with it up and as a guy who wears glasses, I had to use my finger every few seconds to wipe away the moisture. Luckily after about 5 km’s, a van passed me and I was able to follow it by keeping my eyes fixed on it’s hazards.

You gotta love winter touring! #KTM #superduke1290gt #touring #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 15, 2016 at 11:33pm PDT

We stopped at the on-ramp to the N4 to recuperate and clean our visors, then headed down the N4 towards Witbank and luckily, a few km’s down the road, the fog began to lift… HOORAY!! My hands were wet and cold from the fog and 4 degree temperature that led me to think… surely the KTM comes with heated grips? Navigating the on-board computer whilst riding in cruise-control, I was able to easily find the settings. Min > Med > Max? (Max of course) Set > Done! How easy was that!! Within seconds, my hands were nice and toasty.

We arrived at Millys, our breakfast spot, at around 10:00 am. The bikes at this point were getting plenty of attention from bystanders!

Stoping at Millys for a quick breakfast and to fill up the bikes. #KTM #superduke1290gt #touring #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 16, 2016 at 9:10pm PDT

Before we go again – a quick check of the settings: First, drive mode – options are: sport, street and rain. Next, damping – options are: sport, street and comfort. As it was not raining and I was not planning on riding the bike hard, I opted for the street set up for both. I would like to mention that the on-board computer was very intuitive to use, not over the top in anyway at all.

We headed out towards Barberton on the R541 then the R38. It was the first time riding these roads for me and I was pleasantly surprised.. the road twisted down past the Nelshoogte Nature Reserve… STUNNING!!

We then turned left onto the R40 through Nelspruit to White River then stopping at the turn-off to the White River Estate. At this point I had to take off some layers as it was getting seriously HOT in this neck of the woods. It was time to turn off the heated grips and revel in the long sweeping curves past the Dagama dam. The GT was rock solid and pin point accurate on these high speed roads.

30k’s from Hazyview – had to stop to take off some layers as it’s seriously hot up in this part of the world!! #KTM #superduke1290gt #touring #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 16, 2016 at 4:00am PDT

We then turned left at the Kiepersol turn-off towards the R536. Finally, we rode the famous 22km’s of road between Hazyview and Sabie. Riding the GT through the twisties of the 22 was very special!! The 1290 GT is designed for this kind of riding and it excels! At 205kg it feels more sport than tourer. Coupled with the factory fitted quick-shifter, traction control and cornering ABS it has the ability to make touring far more exciting. I don’t think any other bike I have ridden up to now quite sums up – best of both worlds, like the GT does.

We arrived in Sabie and pulled into the Woodsman at around 13:30 for a lunch-stop. You will notice that I have up till now made now mention of the bikes performance. Developing north of 170 hp and making more than 140 nm of torque, suffice to say the GT has power everywhere!

Riding the famous 22 Km’s of road from Hazyview towards Sabie!! #KTM #superduke1290gt #touring #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 16, 2016 at 11:36am PDT

Off again… We rode from Sabie along the R37 (Long Tom Pass) stopping at the Long Tom cannon for a quick photo stop. I love the styling of these bikes and personally, I would buy the GT just based on the looks alone. They really are photogenic machines especially in the beautiful settings you can find in Mpumalanga. The whole day and everywhere we stopped, people admired these beasts. Eventually, we pulled into Lydenburg and then continued on the R540 to Dullstroom.

Two missiles at Long Tom canon! #KTM #superduke1290gt #touring #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 16, 2016 at 5:55am PDT

We stopped in Dullstroom to fill up the bikes and at this point, the winter layers were added as it was starting to get chilly again. We left Dullstroom at around 16:00 and rode towards Belfast. Back on the highway I put the cruise-control on and settled in for the last stretch back to Pretoria. Riding along the N4, I had time to ponder the days riding. We had done more than 700km’s at this point but on-board the GT, it was like a walk in the park. Very comfortable seat and riding position and no pain was felt in hands or lower back. Only the occasional stretching of the legs was required during this iron butt ride.

Almost home!! #KTM #superduke1290gt #touring #zabikers

A photo posted by ZA Bikers (@za.bikers) on Jun 16, 2016 at 8:52am PDT

I arrived home at 18:00 after travelling a total of 785.8 KM with the GT averaging about 17 k’s per litre. What an unbelievable day of riding!! The KTM 1290 SuperDuke GT surpassed all my expectations as a Grand Tourer. If Sport touring is your thing then you must go and experience the GT – you will not be disappointed!

Video: KTM 1290 SUPER DUKE GT Features & Benefits

We can’t deny that Ducati have been the movers and shakers of 2016. Four new models entered South African shores in early March – and were launched very successfully – but it was the new 939 Hypermotard that really captured my eye and imagination. So when the opportunity came my way I jumped at the chance to see what the V-twin sports bike was all about.

The Hypermotard has really come a long way since it won the award in its drawing stage for best design at the Eicma Show in Milan in 2005. The current version is the 3rd generation Hypermotard to hit SA roads, but would it live up to the hype created by Ducati and carry on the legacy of predecessors?

The Italians never disappoint! The design is filled with passion straight from the heart – it is still considered the most eye-catching motard on the road. Just look at that trellis frame and you will see what I mean. The new Hypermotard comes either in Ducati Red and Black or alternatively in Silk White/Red and Black. No matter what you choose there is Ducati red splashed onto the bike, which is critical because everyone knows that if it is a Ducati it has to be RED! The overall finish is really neat and there are a few elements on the bike that catch your eye, like the super-cool integrated indicators on the hand guards. To keep up the Ducati tradition they have stuck to the single sided swingarm that exposes the beautiful 8 spoke rims – one side for show and the other for go…

In the engine department the Hypermotard is now powered by the larger 937cc Testastretta 11 degree V-twin motor, which has seen a 10% increase in torque. Updates include an increase in compression ratio from 12.8.1 to 13.1:1, and a redesigned 2-into-1 exhaust system that doesn’t look bad at all for a standard pipe – but it just doesn’t give you the signature Ducati drone that you expect when rolling on the throttle. The Ducati also has three more horses than its predecessor’s 110. To be honest, 113 hp didn’t sound like much to me but I have to admit that I had to eat a nice slice of humble pie – the roll on is rapid, and will leave you smiling in any gear. There is plenty of Ducati V-twin torque to drive you out of corners, a subtle reminder of why we love riding motorcycles. Dry weight on the 939 Hypermotard is 181 kg, which is surprising as the bike feels really light at slower speeds filtering through traffic, and quick direction changes are an absolute pleasure.

Keeping it connected to the floor, the 939 Hypermotard is equipped with a 43mm diameter upside down Kayaba fork, with 170mm travel, and a Sachs shock absorber with adjustable rebound damping, providing a 150mm wheel travel. This does the job with ease and gives the rider good feedback and confidence when aiming and shooting through the bends.

Making up probably the most important part of the Ducati is a Bosch ABS 90MP controlled Brembo braking system (all Hypermotards are kitted out with this standard ‘Safety Pack”). This duo delivers huge stopping power, with maximum stability in short distances and with the riding mode integration takes climbing on the anchors to the next level. The bike uses a 3-level system: Level 1 with the track in mind and 3 for most braking stability with minimum rear end lift. On the front wheel you will find twin radially mounted Brembo 4 piston mono bloc calipers grabbing 320mm discs. The master cylinder has a 4-point adjustable lever, which leaves it all up to the rider as to what type of braking he prefers. The rear end has a 245mm disc hiding inside the rim with a single caliper. All Hypermotards are fitted with ABS System as a standard but riders have the option to disable it if they so choose.

On the dash the LCD screen displays the selected riding mode (Sport, Touring or Urban), including the associated ABS and DTC (Ducati Traction Control) level programmed. The riding modes can be changed on the go by simply scrolling through the displayed modes using the indicator cancel button. The DSP (Ducati Safety Pack) technology incorporates a 3-level ABS and 8-level DTC to combine safety and performance. The Ducati riding modes gives the Hypermotard three different personalities, which gives the rider the opportunity to set the bike up according to his mood or riding conditions.

In Sport Mode the full 113 hp is unleashed with high RBW throttle response, level 3 DTC and level 1 ABS with sport orientated braking mode, with rear end lift up prevention.

In Touring Mode you still get full power, but with medium RBW throttle response, level 4 DTC and level 2 ABS and increased rear end lift up prevention.

The Urban riding mode cuts the power down to only 75 horses with low RBW throttle response, maximum safety and braking stability and increased rear lift up which is a perfect setting if you are caught in a sudden downpour.

The DTC (Ducati Traction Control) is a really intelligent system which filters between the riders hand and the rear tyre, detecting wheel spin and making the adjustment accordingly without giving the rider a nasty surprise. The Hypermotard is equipped with the very latest software, optimized with seamless intervention ignition timing. The DTC system offers up to 8 levels of sensitivity each setting with a level of wheel spin tolerance, option 1 offering the least and 8 the most electronic assistance. DTC settings are initially setup as pre-programmed riding modes on all the Hypermotards and are preset but you can customize the rider modes to whatever tickles your fancy, just click save and you are ready to go. If at any stage you want to revert back to the factory settings just hit default and everything is restored, which takes out the anxiety of setting up a monstrosity and being stuck with a couch until your trade-in day.

I initially found the seating position to be very far forward, almost as if I was sitting on the handle bars. But once you roll on the throttle and the RBW throttle response wakes up all 113 horses, it all makes perfect sense, especially if you want to try and keep the front wheel on the ground. The forward seating position also really sharpens up the steering and makes quick steering and tipping the bike in an absolute pleasure. The high ride on the Ducati is perfect for the rider looking for a best-of-both experience: when filtering through the traffic you are high enough to look over the cars, but not too high to get your knee down at the local track day. The only issue I had with the bike was lack of wind protection. When you start to make the V-twin sing you tend to be buffeted around quite a bit, which can be exhausting over long distances.

When you’re at the Ducati showroom for your test ride, keep an eye out for the Hypermotard SP which offers upgrades such as:

• fully adjustable upside-down Ohlins forks and rear shock with 175 mm of travel
• taller stance: 890mm as opposed to the 850mm on the Hypermotard
• addtional power modes (Race, Sport and Wet )
• 5-point adjustable lever on the master brake cylinder
• 3 kg weight reduction, largely thanks to the Marchesini Forged rims and some few carbon bits and pieces

If that still doesn’t float your boat, enquire about accessory options available for all Hypermotard models. There are some really awesome accessories if you looking to customize your new bike.

All in all, I thoroughly enjoyed my weekend on the Hypermotard 939cc. The Hypermotard will do the daily commute comfortably and get you to your destination with a smile on your face but it will as easily mix it up with the guys on a breakfast run or on the track. Just set up your riding mode and away you rrroar!

Of all the Japanese manufacturers, Yamaha, over the years, has built interesting, almost enigmatic bikes. Whilst catering to the mainstream motorcyclist, they have, with certain models, built bikes with rare appeal – the appeal of a home-built special but with factory quality and backup. Take the first bike of their MT range as an example – the brutal MT-01. Imagine stuffing a slightly hopped up 1700 cc V-twin cruiser engine, into a sporting chassis. Give it suspension, wheels and brakes that would not be out of place on a R1 and for good measure, toss in some wild styling such as two booming exhausts bracketing the seat. All a far cry from what has been termed “the universal Japanese motorcycle”. It was almost reminiscent of something Vincent would build if they were still around! And so it has been with the rest of the MT range – Yamaha’s with a unique appeal and character.

The subject of this review, the MT-07, is no different. The bike is compact and tidy. The humped, yet attractive tank is accentuated by flat bars and an instrument nacelle on the top triple clamp. The thoroughly modern shape headlight is recessed between the forks. The seat tapers to the back and gives the bike a prizefighter look – broad shoulders, narrow hips, if you get my drift. The bike is quite small making the 120/70-17 front wheel and 180/55-17 back wheel look fatter than they really are. The wheels are a mere 1400mm apart – once again accentuating the stubby, muscular look of what is a handsome beastie!

Yamaha have got the powerplant for this bike spot on. A 689cc, eight valve parallel twin with a 270 degree crank churns out 55 kw (75hp) at 9000 rpm. Anywhere between 3000 and 6500 rpm there is decent torque. Combine this with perfectly spaced gear ratios and an all-in weight of 182kg’s and you have a motorcycling equivalent of a really muscular and fit Jack Russell! Wheely off the power at will and have decent shove when you crack the throttle. The MT-07 always entertains.

The seat height, at 806mm, makes the bike accessible to almost all riders. I found the riding position intuitive and comfortable. The seat is firm yet broad enough to “spread the load”. Certainly comfortable enough for light touring and the daily commute. Speaking of commute, this bike slices and dices traffic with aplomb – narrow, light, agile and fast!

The instrument cluster provides all the usual info – bar graph, rev counter, digital speedo, fuel gauge, trips, odo and clock. Speaking fuel gauge, the 14 litre tank is good for around 260 to 280 k’s. However, I reckon another 3 litres would have been more ideal.

Having spent a few days riding the MT-07, I got to thinking how, from a motorcycling perspective, our ego’s lead us up the garden path. We start off riding small light bikes because of affordability, practicality and personal skill-set. We get hooked on the fun and freedom that is motorcycling. Inevitably we start buying bigger, better, more complicated and yes, faster bikes. At some point the ego takes you across the rubicon and you now own a bike that is too big, too fast, too complicated and too expensive. The only boxes that are really ticked are the ego and bragging rights! [What am I saying?].

Go ride a MT-07 is what I am saying. Sure, it’s not perfect – the suspension is a little under-damped; the brakes, whilst more than adequate, perhaps lack the bite and feel of those on a top flight sports bike but, here is the thing – you will always feel in control! Whenever you ride and wherever you ride, be it commuting, trackdays or general looning around, this bike delights! Ridden properly on the right roads, this little beast will give a tentatively ridden sportbike a torrid time. As a project it will be endlessly rewarding. Trick exhaust, braided hoses, aftermarket shock and some fork re-valving and you will have a giant killer of note!

In the meantime, just ride it and enjoy it exactly the way it is. Dare to be different and put the real fun and enjoyment back in your biking.

It is probably fair to say that Ducati was really put on the map in America by their bevel drive overhead cam Scrambler, introduced in 1962. By the time production of the Scrambler ceased, the engine had grown in capacity to a 350cc and eventually a 450cc. If you think that the 399cc Scrambler, introduced in the wake of the 803cc version, is less of a bike, perhaps you should think again.

The ’62 is way more in keeping with the original. Narrower rear wheel and higher handlebar is distinctly more Scrambler than the 803cc, which is more “Flattracker” in execution. On the ’62 the tank, a 0.4 litre larger than its sibling, is very reminiscent of Ducatis original 250. The right side of the bike has a cleaner, less cluttered look with a way simpler and neater exhaust system. The stubby tailpipe is black, matching the cambelt covers on the motor. The swingarm, with tubing reinforcing the swingarm proper, is also black.

Suspension on the ’62 is by Kayaba. Supposedly cheaper than on the 803, but it works superbly. Budget suspension is often found wanting in the damping department but not so with the ’62. The suspension soaks up gnarly roads with aplomb – firm yet supple. In my opinion, it is every bit as good as big brother.

The single offset round “clock” is digital and it really tells you all you need to know. Odometer, trip A and B, digital speedo, time clock and the same strange, right to left, rev counter – also digital. It also has a “Low fuel warning light” and even a “sidestand out” warning. It’s all there. The round, yet modern headlight integrates neatly into the front end and throws a decent bright beam.

I have purposely left talking about the engine towards the end. Here’s why! South Africans seem to be somewhat speed and power obsessed. Current road conditions however, are not conducive to really using excessive power and speed. You end up having to ride your fast bike slowly. Enter the ’62. The smaller capacity motor only makes 57% of the power of the 803, yet the way it does it is really entertaining. Torquey enough to be able to short shift if you aren’t in a hurry, the motor gets a surprising hurry up if you rev it to the 8750 rpm limit. In a slight crouch it will run 160 kph – not too shabby for a 400.

The single 320mm front disc; the smaller rear disc and the Brembo calipers, provide excellent progressive braking power. A low 790mm seat height makes for secure footing when at a standstill. ABS is also standard. Fully fueled the ’62 weighs 183kgs.

What is difficult to put a price on is the undeniable “cool” factor of the Scrambler Ducati’s. Neither model has any indication of motor capacity, so the street cred of the “small” bike does not get diluted. Given that naked bikes work wonderfully in the urban sprawl and top end is not so relevant, the ’62 makes lots of sense. For me, the ’62 is an absolute blast! I want one!! A modern take on a classic original with engine capacity that is also more in keeping with the legend. If you are a true enthusiast rather than just a speed and power junkie, you need to be on a ’62. Prepare to be Scrambled!

2nd Opinion:
Given the easy-going nature of the ’62, it lends itself to new riders and ladies, who find the low seat height and weight, confidence inspiring. We asked Ruby van Rensburg, who is an accomplished off-road rider but by her own admission, intimidated by roadbikes, to ride the Scrambler and give us her opinion. Here it is

The design and styling of the bike has that old school vintage look, something I really like. Given the option to accessorise the bike and purchase rider gear to match is something that got me interested in the Scrambler long before I had the opportunity to ride it.

The seating position on the bike is great. Although I am quite short I found it easy to place both my feet on the ground at a standstill. The scrambler is exceptionally easy to ride. It is light, easy to handle and made me feel confident when negotiating tight turns at low speed. Previously I have been put off by road bikes because they can be intimidating based on size, weight and power. The scrambler is quite the opposite.

Power delivery is smooth through all six gears, with a decent amount of torque from low to mid-range. The power output is not intimidating but enough to have a fair amount of fun. You will feel the need to gear down when overtaking out on the open road but there is enough torque on hand for leisure riding, solo or with a passenger.

I would love to buy myself a Ducati Scrambler 62. The total look, comfortable ride and power distribution makes me feel confident and at ease with the bike. It’s a rad bike and a head turner of note. It makes a person feel young and reminds you why we fell in love with bikes in the first place. Despite the cool factor it’s also really good on fuel economy. In my opinion the best stand out urban traveller available.

Well, they certainly weren’t kidding with the “SUPER” part. To review this bike properly, I took a ride to Port Elizabeth to spectate at the Ironman SA Triathlon. There was no better “Iron” on which to tackle the 1150 k’s trip than KTM’s top of the range Adventure Tourer. Sorry, make that ‘Sports Tourer”!

This bike is dominated by its 1290 LC8 motor. It has a glut of power everywhere. From the moment the wonderfully smooth, light action hydraulic clutch is released, the big Katoom reels in the horizon with ridiculous ease. Once in sixth you can simply stay in top and roll on and off the throttle as required. Slowed down by an eighteen wheeler truck, you back off to around 95 kph and when appropriate, roll on in 6^th gear. By the time you move back into your lane, you are doing 150+. Mind blowing. You never tire of the relentless, effortless, free revving nature of this motor. Massive torque and horsepower treat the national speed limit with a disdain only equaled by Zuma’s regard for the constitution.

Sport touring is best done in comfort. The KTM delivers!! A firm yet supportive seat and decent ergonomics, allow 400k fill-ups, easily achieved cruising at 150 kph thanks to good fuel economy and a 30 liter tank. I left Pretoria around 4am, breakfasted in Bloemfontein and by 1:30 pm, I was enjoying the sea view from the pier in P.E. That, Laverne, is sports touring!

Features that enhance the experience are the advanced electronics on this bike. Select “Comfort” and the suspension becomes plush. Not wallowy, mind you, but just soaks up the bumps better. Get into the twisties and select “Sport” and everything firms up and you strafe sweeps and clip apexes with control and precision. “Street” gives you perhaps the best of both worlds. “Off-road” allows an optimum setup for gravel travel. All this is achieved whilst on the go, even by a BC (before computers) silver surfer like me.

Similarly, engine power modes are easily accessed and selected. With this sort of power on tap “Rain” mode” makes sense. Power softens and traction control sharpens to keep the shiny side up. Dependent on the load the bike is carrying, electronic adjustment sets the suspension accordingly. Two up with luggage? Simply scroll to the appropriate screen, click on the two helmets and baggage icon and away you go.

The gearbox on the big 1290 deserves special mention. Why? Because quite simply, it is perfect. Light action, positive feel, no slop. Precise, accurate and perfect shifts whether going up or down in the box – Faultless!! In my opinion, the best shift action in all of motorcycledom.

Those familiar with KTM V-Twins, and especially the new generation 1190 LC8 engine, will recognise the distinctive nature of the engine. Up to 6,000 rpm they are wonderfully smooth. As you approach the red line, or should I say the red shift light in the case of the 1290, the motor exudes a metallic raspiness unique to KTM. You can feel the “built to race” mantra coming through – Very intoxicating. The engine has a distinct happy zone. Lug the motor out of a corner in too high a gear and chain slap or clatter soon tells you to drop a gear. No big deal on what is, like all the KTM’s, a riders bike – Exciting and involving.

As befits a bike of this ilk, factory luggage is available with mounting points already integrated into the frame design. ‘Touring” or “Trekker” cases are available depending on how far off the beaten track you choose to go. The “Trekker” cases being 1.5mm thick aluminium.

The KTM 1290 Super Adventure really is completely specced with every feature you can dream of and then some. In no particular order you get WP semi-active suspension, Bosch Motorcycle stability control utilizing traction control, Brembo brakes, ABS, lean angle sensors and even optional Hill hold control. Lean sensitive integrated cornering lights augment the excellent headlight to provide road following illumination. Cruise control, engine modes, slipper clutch, heated seats and handgrips , the works!! The footpegs are even adjustable through a 10mm range.

The screen has a range of vertical and tilt adjustment achieved by two knurled knobs inside the fairing. Easy to adjust but only when stationary as it requires both hands. The screen is effective with only the most determined suicide bugs making it onto your helmet visor. Buffeting is easy to eliminate by “turning” the windshield to suit. The only negative is that the edge of the screen can obscure cornering vision if set too high. That being the sides as they flair somewhat.

Integrated crashbars, or “cowling ornaments”, as Honda euphemistically call them, as well as an “engine ornament” or bashplate, as we adventure bikers know them, protect vitals in case of the inevitable capsize. Speaking of which, despite the “Super Adventure” name, to me the 1290, with its 19 inch front wheel, should really be seen as a “go anywhere there is a road” sport tourer. Real dirt donks will opt for the 1190 Adventure R.

With 160 hp and 140Nm of torque allied to a wet weight north of 255kgs, this is not a bike for the faint hearted, or for that matter, the inexperienced. This is a bike for that discerning individual who wants absolute quality in a package that is without compromise. In car terms this would equate to a Porsche Cayenne Turbo S. I just don’t think the Porsche could ever be such fun!

Enthusiasts are really spoiled for choice when it comes to performance motorcycles and no more so than the current crop of naked superbikes. In a way these are real world superbikes. Traffic volumes and dodgy road surfaces have relegated superbikes to racetracks as their ideal playground. Radical, aggressive riding positions make them a pain, literally, if used as commuters. Enter the naked’s. Light, blisteringly fast, comfortable and agile. These bikes flex their muscles with aggressive styling that flaunts their top-notch hardware. Speaking of styling, absolutely no one does styling like the Italians. Enter Ducati’s Monster 1200R.

The top of the range Monster absolutely drips with class. The front end is exquisite. A lightweight, black, handsome Marchesini alloy wheel is topped by a painted abbreviated carbon fibre front fender that in itself is a work of art. Add to this gold anodized upside down Ohlins fork sliders and gold Brembo monoblock brake calipers and you simply can’t get better.

The 200 back wheel is accentuated by a single sided swing-arm, making it appear even bigger. Both wheels are 17 inch. The familiarly shaped Monster tank rides on top of the signature Trelliswork Ducati steel frame. Rear wheel suspension is Ohlins too. Yellow spring with a gold remote reservoir – stunning. Like God intended, the test unit was painted red. Bikini headlight cowl, front fender, frame, tank, tailpiece and tiny bellypan, all finished in flawless, glorious red paint with white highlights and subtle logos.

I know I am gushing but honestly, Ducati’s often qualify as two wheeled fine art. You could buy one just to display it in your lounge as a conversation piece.

That would be a travesty, because this bike was built to ride! You sit “in” this bike. The seat is height adjustable (785mm to 810mm) firm, yet comfortable. Footpegs are perfectly located and your torso angles forward to wide, motard style bars. You’re thighs grip the 17,4 litre tank, making you feel “settled” on the bike immediately. The fully adjustable Ohlins can be tuned for rider preference and application. Similarly, you can choose between Sport, Touring and Urban engine maps. The fuel injection is so sweet you can leave it on Sport and let you’re wrist do the rest. Smaller throttle bodies (56mm), allied to 12,5 to 1 compression, result in fit bottom end power and a smooth torque curve. Wet weight is 216 kgs.

In my opinion, the 1200R is best used by experienced riders. I say this because it is at its brilliant best when you really wring its neck. This Monster is incredibly rewarding when you ride fast. The engine is powerful with excellent torque allied to the familiar Testastretta top end rush. The whole quality package is balanced and gives the rider a feeling of control. This is enhanced by an Ohlins steering damper which is mounted just behind the steering head. I never experienced any semblance of headshake. Perhaps the damper is reassurance for putting the wheel down badly from a wicked wheelie – something, the wheelie that is, that comes naturally to the Monster. If you have self-control to stay at the same speed of around 130kph, the 1200R will reward you with excellent (4,1L/100) fuel consumption. Good luck to you! The Monster feels sublime at 150 kph. The tiny cowl is an aerodynamic masterpiece. My 6’3” frame could maintain 150kph all day long in comfort. Function meeting form in perfect harmony.

Performance wise the Monster matches any other bike in its class (Aprilia Tuono, KTM1290 Super Duke, BMW1000R, etc) It achieves the ¼ mile in the low ten seconds bracket and competitive roll on and braking figures. ABS and adjustable tractions control are also standard and good.

A couple of negatives are a rather abrupt clutch action, which you soon get used to and an instrument display that is often illegible in bright South Africa sunlight. This is an all too common malady with the new age LCD instrument clusters

So, how do you sum up the Ducati Monster 1200R? It’s like that ridiculously good looking Italian buddy. He’s loud and expressive, the life and soul of every party. A night on the town with him will never be boring. To top it all he is sickly talented and you just know you should never trust him alone with you’re wife! Fact is, the world would be a poorer place without him! The nicest kind of Monster, he has an aura about him that frankly makes him unique.