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Chasing Winding Roads and Mountain Views – A Ride in the Western Cape

Features

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Apr 17, 2025

On a recent road trip, which my wife Meredith and I dubbed “the ultimate road trip”, we got to experience the ever-so-green and beautiful Garden Route and Cape Town’s surrounds. The Garden Route naturally slows you down to a “smelling of the roses” pace, not because we started our trip driving a Suzuki Jimny but because there’s so much to see, taste and experience. You do see a lot when racing down a road isn’t your primary objective; in other words, it’s all about the route and not so much about the end destination. You name it, and you’ll see it along the Garden Route, from forestry landscapes and sandy beaches to towering cliffs and unforgettable mountain passes. It’s a must for anyone who loves the great outdoors and for those who enjoy a constant change in scenery, which changes from town to town.

Photo credit: Meredith Moreira / ZA Bikers

Although the Garden Route is a top pick for those who love the open road, I’ve always heard people and especially my motorcyclist friends, rave about what’s waiting in Cape Town’s surroundings. Being a mountain pass fan since childhood, I’ve tried ticking most of them off: Long Tom Pass, the “22” (R536), Sani Pass, Outeniqua Pass (N9), Meiringspoort (N12), Helshoogte Pass (R310), etc. So, as we reached the end of the Garden Route on our ultimate road trip and started heading towards the Cape, my bucket list riding roads were slowly starting to approach, I’m talking about Franschhoek Pass (R45), Clarence Drive (R44), Bains Kloof Pass (R301) and Chapman’s Peak.

The only thing we needed was to trade our four-wheeled companion for a two-wheeled companion. That “need” was quickly met after paying Dave Griffin at FAST. Cape Town, a visit. The name “FAST” might ring a bell to you Gautengers, and that’s because the FAST. KTM franchise has been well established in Alberton under the name FAST. Johannesburg, which has worn the Orange crown as they’ve held the KTM Dealer title for the last five years, and they’ve held the GASGAS Dealer of the Year title for three years. With that said, it’s fair to say that Nathaniel Do Amaral, Dave Griffen (the guys behind FAST. KTM), and their passionate team of employees have built an extremely successful and reputable reputation as a motorcycle dealership.

You can find FAST. Cape Town, nestled amongst the nest of motorcycle stores and the motorcycle accessory juggernaut Bike Kings on 46 Marine Drive in Paarden Eiland—conveniently established almost at the halfway mark between the CBD and the Northern suburbs. Anything Orange, Red or Blue, FAST. Cape Town has got you covered, from steamy coffee, fanwear and motorcycle accessories to the latest machines on the block and a workshop that is set up to take on some serious work as well as deliver quick turnaround times.

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After Dave showed us around the dealership, he recommended a Husqvarna Norden 901 for our ventures around the Cape and gave us a recommended route to ride and a stunning stopover at Ayama wines to score points with the wife.

So, our two-wheeled journey began with our maiden voyage taking us from our stay over in Bloubergstrand up to the breathtaking Chapmans Peak Drive, and when I say breathtaking, I mean it! This beautiful stretch of tarmac that essentially hangs off the side of a cliff is a road that truly holds its reputation of being one of the world’s most spectacular marine drives. It might not be a canyon carver’s dream because of the sheer drops and countless tourists, but man, it is a view you can’t beat.

From “Chappies”, Meredith chose the next stretch, which would lead to a photograph she’s wanted to capture for a while. This could only be the famous Muizenberg Beach Huts, huts that were built in the early 1900s as changing rooms for beachgoers across the world. Because Muizenberg was such an attraction back in the day, they invested in their own. Over the years, our societal norms relaxed somewhat and “bathing machines”, as they were formally known, were done away with. However, Muizenberg, with the help of the City of Cape Town, have preserved these huts and has cleverly painted them in colourful colours as a testament to the area’s rich heritage.

After some snaps at the huts, a lunch in quirky Kalk Bay, and a quick two-way blast down Clarence Drive, we turned off the sea route and headed inland towards Durbanville for a dinner with some close family. Honestly, I’m jealous of anyone who stays in the Cape. Cape Town isn’t exactly my cup of tea, but boy, all the best roads are either a few kilometres away or just a few minutes of commuting from. For us Gautengers, it’s anywhere from two to three hours of riding before we get anything twisty or beautiful to bask in. Sure, Hartbeespoort is a stone’s throw away, but it just doesn’t compare. For example, we got to ride one of the best sea side routes in the world, see a colourful heritage site on the beach, taste some world class chow and enjoy some country side riding much like back home in GP, all in less than 200 km with no numb bum over an afternoon—matchless.

Our last ride on the 901 was one of the best rides to date, just under 240 km of riding through the best wine routes in the country and three completely different but equally stunning mountain passes. From our base in Bloubergstrand, we headed out on Dave’s recommended route, which saw us head up to Ayama wines through the gem that is Philadelphia and then onto Slent road, which offers riders endless rolling vineyard hills with the occasional tractor pulling a couple of tons of grapes. These roads are in fantastic condition, and all one needs to look out for is grapes that have fallen off the back of a trailer, as they are extremely slippery and can bring your awesome ride to an abrupt end.

Meredith and I call Ayama “little Italy” as this vineyard is Italian through and through, from the owners to the grapes, starters, mains and dessert. It’s a place that’s proud of its heritage, but at the same time, it has a bit of South African aftertaste to it as well. A wine tasting for the Mrs, a pasta and a tiramisu later, we were back on the road to enjoy another twisty pass.

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Bainskloof is an 18-kilometre stretch of “how the heck did they build this in 1854?” Andrew Geddes Bain built this stretch of hanging road 171 years ago, and it was the primary gateway to the northern parts of South Africa until Du Toitskloof Pass was built in 1949.

‘Bain’s’ is a narrow road that flows through what almost feels like a nature reserve with over hanging trees and then as you start to climb the already narrow road feels like it sucks in its stomach. Once at the top, you get to bask in a beautiful view of the valleys below, and towards the end of Bain’s, you ride right up against the mountain’s rock face with a few rock formations hanging over the road and flowing rivers on the opposite side.

Bain’s led us to Slanghoek Valley, which translates to “Snake Corner”, and no, it’s not because there are plenty of slithering limbless reptiles, but interestingly enough, its name is derived from the winding Slanghoek River that meanders through the area. Besides the fast-flowing road and vibrant colours, Slanghoek is known to produce the best Chenin Blanc wines in the world. So, while your wife enjoys the grapes, you can enjoy the ride.

With us riding Bain’s earlier that day and knowing a bit more history, I wanted to find out how the construction of roads had differed from 1854 (Bain’s) to 1949 (Du Toitskloof Pass). Du Toitskloof is a pass that you can stretch some cable on. The road isn’t as smooth as Bain’s, but it is wider, has more runoff, and has armco safety barriers rather than massive rocks to stop a runoff. It’s safe to say that the safety standards have been upgraded since the early pioneers of mountain pass travel started, but it is very impressive to see old roads like these still being maintained, brought to modern-ish standards and somewhat preserved for the next generation.

Nowadays, Du Toitskloof hasn’t been completely forgotten about, but is somewhat forgotten due to the Huguenot tunnel. This 3.9 km tunnel was built back in 1988 and helped shorten the commute from Worcester to Paarl by 11 km. It has helped people save millions of litres of fuel and generate money to keep the roads in tip top condition, but we petrolheads want mountain passes not tunnels, I know for a fact that I’ll probably never see the inside of that tunnel after experiencing Du Toitskloof Pass, unless it is bucketing down with rain of course.

As we dropped into Paarl, we had to make a very tough decision due to very strong winds; we are talking about 31 km/h winds, and the sun was beginning to dip. We, unfortunately, had to skip the peg scratchers’ paradise that is the Franschhoek Pass. Maybe next time we’ll bring our leathers and ride a Duke on one of South Africa’s best passes. Until then, we will never be happy and forever be envious of those who stay so near and haven’t been!

As for the Norden 901, it proved once again how good a travel companion it is. We at ZA Bikers have ridden Husqvarna’s Norden range far and wide, from East to West and from North to South and even across the border in Botswana. On this trip we spent 90% of our time riding on the tarmac and for such an occasion the base specced Norden was perfectly suited for the task offering Meredith and I a very comfortable seat with heating, cruise control, a light two up fuel average of 5,1 L/100km at a speed between 135 and north, good wind protection for my 176 cm frame and ergonomics that made us want to spend more time in the saddle.

For someone who is looking for a twin cylinder that makes you giggle every time you twist the throttle from Monday to Sunday, on tarmac or off-road, single rider or pillion, this machine always impresses. The “plenty of go” and character are matched with plenty of standard features like the up and down quickshifter, tubeless wheels, integrated spotlights, adjustable headlight beam, two USB charge ports, cruise control, and top-of-the-line rider aids—making the Norden the perfect choice for adventure and so much more.

As we speak, FAST. Cape Town are running a promotion or blowout special on their Norden 901 machines, basically offering riders a R30,000 deal assistance while stocks last. Also worth mentioning is that the Husqvarna Norden comes with KTM’s/Husqvarna’s Premium Manufacturer’s Warranty, which helps reassure customers riding into the future. What this warranty essentially covers is all the new 2023, 2024, and 2025 street and travel motorcycles with the LC8 or LC8c engine platform, with a warranty that stretches to 4 years.

So, if you are in the market for an incredible adventure bike that now offers even more bang for the buck, a motorcycle that rolls off the showroom floor adventure-ready, visit – www.fastcapetown.co.za

BMW R 1300 R Breaks Cover

Motorcycle News

Harry Fisher

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Apr 17, 2025

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As inevitable as winter following autumn, BMW has released news of the next bike to receive the brand new 1300 cc boxer twin engine, after the R 1300 GS and R 1300 GS Adventure.

The R 1300 R is a logical development of the naked BMW roadster theme, with BMW claiming that it is significantly sportier, both technically and visually, while delivering a more dynamic riding experience than the outgoing R 1250 R, which was introduced in 2019.

The heart of the new model is the new engine, which develops 143.5 bhp and 110 lb.ft of torque at 6,500 rpm. The final drive is by shaft, the forks are upside-down items, and Dynamic Suspension Adjustment (DSA) is available as an option.

There are three riding modes as standard – Road, Rain and Eco, with Dynamic and Dynamic Pro as extra-cost options. On the safety front, there is cornering ABS and a slipper clutch to prevent rear wheel lock-up during aggressive downshifts.

BMW’s claim that the R 1300 R is sportier and more aggressive is backed up with the fitting of 17-inch wheels, giving access to a wide range of tyre choices. The cast wheels also shed 1.4 kg over those on the R 1250 R.

According to BMW, the riding position has been brought forward, with flatter handlebars and footpegs set further back, bringing more of the rider’s weight over the front wheel. The seat height is 785 mm, but this can be raised to 810 mm through the options catalogue. Weight is quoted at 239 kg without fuel, with a tank capacity of 17 litres.

The previous model’s tubular steel chassis has been replaced with a sheet metal monocoque design, which promises to be stiffer and lighter. Completing the chassis is a die-cast aluminium subframe.

With the S 1000 R already adopting the mantle of the so-called “super-naked”, the R 1300 R is touted as more of a sporty roadster with a much more relaxed power delivery, thanks to the huge low-down torque characteristics of the engine.

Arrival dates for South Africa have yet to be announced, as well as pricing. Contact your local BMW dealer for more information.

MotoGP 2025: Qatar – Bittersweet

Features

Harry Fisher

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Apr 17, 2025

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It’s funny, but I was just thinking before the Qatar Main race how there hasn’t been much impact of the tyre-pressure rule in MotoGP in 2025, at least amongst the leaders. How devastating, therefore, that it should happen to the most deserving podium-sitter in recent memory.

In a season where KTM can’t buy a decent race performance, Maverick Viñales’ second place on the satellite RC16, after leading convincingly for a good few laps and then holding off Pecco Bagnaia to take second place at the flag, was nothing short of miraculous. It had many onlookers wondering just exactly what Acosta and Binder had been up to.

To have that second place taken away, thanks to one of the most contentious recent rules in the sport, must be galling, even though quiet contemplation will emphasise the positives of the performance and not the disappointment of the final result.

This result makes a mockery of the tyre pressure rule; how is a rider expected to spring a surprise during a race if there is the danger of having that result nullified post-race?

Viñales went to the grid expecting to run in traffic, which would heat up his front tyre, so he could afford to start with a too-low tyre pressure. As it transpired, the opposite happened, and his laps at the front meant that his front tyre ran under pressure for more than 60% of race time, hence the penalty.

Let’s not forget that the tyre-pressure rule was brought in after no one, not any rider or any team, had raised concerns that running tyres too soft was a safety issue, as no safety issue had ever been encountered. There was a minimum pressure “rule”, but it was largely self-policed by the teams, and the general thought seemed to be, “if they can run that low and get away with it, then so be it.”

Now, it is heavily policed and is making a mockery of the action we are seeing on track. Viñales completely deserved that podium (as did we, the viewer, watching a bike other than a Ducati running at the front) and let’s face it, how much advantage did running his front tyre a couple of tenths of a bar of pressure under the legal limit really help him? The best rider on the day deserves to be rewarded as such, and even though KTM can take encouragement from the performance, that will do little to ease the disappointment. Of course, rules are rules and breaking one by a fraction has to be seen as the same as breaking it by a mile; otherwise, where do you draw the line? Doesn’t mean the rule is right to be there in the first place, however.

Quite aside from that incident, it was a spectacular race. Marquez got the hole shot, only to be bashed into by brother Alex Marquez at the first corner (not the only contact Marquez the Younger would make with another rider during the race). This let fast-starting Franco Morbidelli through into first place, and he then proceeded to streak off into the distance, leading by more than a second at one point.

Bagnaia converted his lowly 11th place on the grid to third by lap four and second by lap five, although Marc Marquez took that place back a couple of laps later. Then came the hurricane that was Maverick Viñales.

He took third from Bagnaia on lap seven, second from Marc Marquez on lap 10 and first from Morbidelli on lap 11, all while Acosta and Binder were faffing around further down the order, making no impression at all on the leaders, albeit engrossed in their own personal and close battles.

It was hard to escape the conviction that Marquez was merely biding his time in second place, conserving his tyres for the end of the race (he had said before the race that the race would be a tyre-conservation exercise). Viñales looked comfortable in the lead, but he wasn’t breaking away from Marquez, and neither was Bagnaia being dropped.

But Marquez is nothing but menacing, and all it took was one mistake from Viñales, and Marquez was through and away, eventually crossing the line 1.8 seconds clear. However, Viñales’ pace was clearly no short-lived fluke, as Bagnaia failed to get past the KTM, eventually crossing the line 2.6 seconds behind the KTM rider. Morbidelli took a fine fourth and Zarco a remarkable fifth; again, where were the factory Hondas? It’s an all-too-familiar story this year as Zarco on the satellite Honda makes Mir and Marini look ham-fisted.

Alex Marquez clattered into the back of Fabio DiGiannantonio, who was running a strong third at the time, sending the VR46 rider to the back of the field and completely ruining his race, which had been shaping up nicely at the front, while Marquez was given a long-lap penalty, re-joining 12th and finishing seventh, thus ending his P2 streak in 2025.

All across the weekend, there were encouraging signs; Zarco’s fifth place (fourth after Viñales’ penalty), pushing Morbidelli hard all the way, albeit after a disastrous Sprint race where his Honda was so bad on the soft rear tyre that he retired rather than risk injury through crashing; Quartararo’s third place on the grid after an epic qualifying effort, finally finishing eighth in the Main race; the pace of the VR46 Ducatis, only one of which is a GP25 don’t forget, and that wasn’t the one that lead the race for ten laps. If Morbidelli’s tyres were spent far too early and he had nothing left to fight against Viñales, Marquez and Bagnaia by halfway through the race, then at least he contained the damage to bring it home fourth, which, of course, became third after the race.

There was an epic battle for seventh, with seventh to 15th all contesting at close quarters, including the factory KTMs, both Gresini Ducatis, a couple of Aprilias and both factory Yamahas.

On the flip side, there were also some worrying events, not least of which was Jorge Martin’s nasty crash in the Main race, in which he continued his painful start to the season by fracturing six ribs as he slid over the kerbs. Has there ever been a worse start to a defence of a title? Even without Marc Marquez’ dominance at the front, Martin’s 2025 title defence is basically a write-off; he would be well-advised to simply stop until fully and properly fit, even if that takes six months, and use the remainder of the year to get used to the Aprilia and help develop it for 2026.

At the end of the day, however, the Qatar race was another step in Marc Marquez’s seemingly inexorable charge towards the title; seven wins out of eight races so far (Sprint and Main) and four pole positions. A lead of 17 points over brother Alex is nothing to get excited about – as the race in America showed, such a small deficit can be overturned in an instant of miscalculation – but it is the psychological effect that cannot be understated, especially regarding Pecco Bagnaia. Simply put, can he only win when Marquez makes a mistake? If so, that is not how championships are won, and Bagnaia knows that.

He continues to struggle in the Sprint races, apparently ill-at-ease with the smaller fuel tank used for the shorter distances, and he has no answer for Marquez’s pace in the Main races. To suggest that Bagnaia won’t win a Main race on merit in 2025 would be disrespectful to his talents, but even the Marquez haters must have to admit that, on current form, he is going to be very hard to beat if he keeps it rubber side down.

For our part, as long as the races remain as entertaining as Qatar, then does it matter if Marquez wins every race? I’ve long said that I really don’t mind who wins, as long as the result is in doubt right to the flag or very nearly at the flag. More races like Qatar, and my wish will have come true.

Ruche Moodley: South Africa’s Next Big Hope

I rarely talk about Moto3, not because it isn’t great racing – it always is! But simply because trying to do justice to what are always incredible races is really difficult in mere words. Watching them is far more exciting than reading about them.

However, special mention must be given to a newcomer to the Moto3 class, South African Ruche Moodley. The competition in Moto3 is intense, with dozens of fiery young riders looking to make their mark while competing in the junior of the three MotoGP classes.

Out of the four races so far this year, Moodley has scored points in three, including a fine 13th place in Qatar. His post-race comments showed a keen intelligence and proved that he is a rider to watch in the coming months.

“I had a big wheelie off the line, so I had to get off the gas to bring the front wheel back to the ground. We opted to race on the slightly harder compound tyre. This meant the bike wouldn’t have the initial grip, but it would get better and be more consistent over the full race distance.

“I knew that I could learn a bit from racing with guys who are in their second and third year of Moto3. I had managed my tyre wear to keep a little in reserve for the end of the race. The race pace today was really quick. The heat, for the tyres and riders, was tough to deal with. It was the first time I had ridden in these conditions, and now I know how tough it is. I am glad that I kept my cool, as gaining experience is very important. To leave here with points is great.”

We’ll keep you posted as to his progress through the year.

All Eyes On South Africa As Plans For W2RC Heat Up

Lifestyle

ZA Editorial Team

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Apr 17, 2025

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The countdown has begun! Next month, between the 18th and 24th of May 2025, South Africa will make motorsport history as it hosts the South African Safari Rally—Round 3 of the prestigious World Rally-Raid Championship (W2RC) for the first time ever.

The inaugural event, presented by event partner Toyota Gazoo Racing, is no ordinary event. It’s a global spotlight moment – and South Africa is ready to shine.

“This is definitely a defining moment for motorsport in South Africa,” says Vic Maharaj, CEO of Motorsport South Africa. “It’s about more than racing – it’s about showcasing our talent, terrain, and ability to deliver world-class events. With SA-manufactured cars making up more than half of the field, a testament to our engineering excellence and deep motorsport roots, having the event on our home ground for the first time is incredibly exciting. We believe this could open doors to even bigger opportunities, including F1 in the future.”

Anton Roux, Chairman of Motorsport South Africa, concurs. “This event has the potential to pave the way for many more international motorsport events in South Africa. It is most probably the largest international event South Africa has hosted since the last Formula 1 was held at Kyalami in 1993.”

“With entries closing at the end of April, the lineup of top local and international participants is growing and fans can expect to see some of the biggest names in international rally-raid on local soil,” says Archie Rutherford, CEO of SA Rally Raid Championship (SARRC).

Exciting news for South Africans is the inclusion of Ross Branch, Botswana’s homegrown FIM W2RC champion and fan-favourite “Kalahari Ferrari”, riding with Hero Motorsports.

Breaking news this month is also the addition of Giniel de Villiers, Dakar Rally legend, who is coming out of retirement and joining the high-octane #TeamHiluxRallyRaid for the next two seasons. Rutherford says he will be making his debut right here at the SA Safari Rally. “Having Giniel on board is like adding a turbocharger to our team,” says teammate Fouché Blignaut. “He brings unmatched experience and passion to the track.”

On the international front, headlining the entries received is, of course, Qatari star, Nasser Al-Attiyah, and French co-driver Edouard Boulanger from the Dacia Sandriders team. Al-Attiyah is not only the reigning W2RC champion but has won all three titles since this premier international rally-raid championship debuted in 2022. This is backed up by no less than five FIA World Cup for Cross-Country Rallies titles, as well as five Dakar Rally wins.

But Al-Attiyah will have to face some stiff local competition. Bracing up are the young guns from TGRSA – Saood Variawa and Guy Botterill, Neil Woolridge Motorsport’s (NWM) Gareth Woolridge – 2023 South African Rally Raid Champion and Century Racing’s Brian Baragwanath.

“This is a once-in-a-lifetime opportunity for our local talent, regardless of rank, to compete with and learn from the best drivers in the world. Where else would SA talent have an opportunity to share the same bivouac as these huge global Dakar stars,” says Roux.

The event will attract approximately 100 participants across the different classes.

From Sun City to the desert dunes, the W2RC route will test the best of the best in a uniquely African setting. “This is the moment we’ve worked so hard for. The world is watching – and we’re almost ready,” concludes Rutherford.

Fans can follow the action on social media (Facebook, Instagram & YouTube), meet the drivers, and get behind the scenes of this thrilling international spectacle.

South African Isle Of Man TT Competitor Gets Huge Local Sponsorship Boost

Motorcycle News

Harry Fisher

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Apr 11, 2025

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We’re at the time of year when motorcycle sport is getting into its stride in both the World Superbike and MotoGP championships. For some fans, however, there are only two weeks that really matter, and they are the last week in May and the first week in June, for that is when the Isle of Man dusts off the marshal’s flags and the grandstands, closes the roads and welcomes the modern-day gladiators to its shores.

The TT is the oldest motorcycle race in the world and not far off the oldest motorsport event on two or four wheels. It is also by far the most dangerous, although, judging by the men and women who strain to get there every year, it’s obvious that potential glory outweighs the spectre of death.

South Africa is well-represented in international circuit racing thanks to the Binder brothers, Darryn and Brad, who race in the Moto2 and MotoGP World Championships, respectively. What is less well-known is that, for the past eight years, another South African sportsman has been putting himself and his machine to the unbelievable strains and stresses of the 60.75 km of town, country and mountain roads that make up the Isle of Man TT course. That man is AJ Venter.

The TT is not a place for the faint of heart; the top riders cover a lap, complete with 219 corners, at an average of 220km/h in around 17 minutes, with top speeds well in excess of 300 km/h.

But here’s the rub; the vast majority of riders who take part are doing it for personal glory. Prize money is virtually non-existent; even the podium places pay very little in comparison to other forms of international motor sport, even while the danger is multiplied many times over the antiseptic closed circuits that MotoGP uses.

Therefore, to even begin to contemplate competing at the Isle of Man TT is to face cripplingly huge expenses, even more so if you have to transport everything half way around the world instead of simply half way across the Irish Sea from the UK mainland.

Venter has competed eight times at the TT, and each time, there has been just as much juggling of stretched-thin finances as there has been time on the bike. That he has finished the majority of the races is remarkable; that he has had top ten finishes is unbelievable, given the budget he has had to work with.

Step into the picture Zunaid Moti, successful businessman, philanthropist and owner of FuturExotics cars on Sandton Drive. He has petrol and oil running through his veins, and when he was exposed to the infinite excitement of the TT and, more importantly, met AJ Venter, he knew he had to get involved.

The result is an incredible sponsorship deal worth R4.2 million over three years to give AJ the boost he needs to really make his mark at the TT (not that he hasn’t already!) It cannot be overstated how much this will mean to Venter’s efforts over the two weeks that comprise the TT event – one practice week and one racing week. With that kind of backing, he can concentrate on getting the best out of himself, the bike and the circuit, without continually having to hustle for the next set of tyres, litre of petrol or even the next meal. As a TT rider, you are constantly on the edge every second of every day of the two weeks, but smooth off one of those edges – in this case, finance – and a lot of others will be smoothed off as well.

The TT takes place over the last week of May and the first week of June. In recent years, television coverage has improved out of all recognition, and you can listen to live radio commentary from the races. Of course, there are also multiple ways of following the action online, including, of course, AJ’s own social media profiles. Do yourself a favour and tune in and support AJ and the South African flag he is waving over there; you won’t be disappointed.

For more information, visit: www.iomtt.com

Royal Enfield launch their First Exclusive Store in the Mother City

Motorcycle News

Dave Cilliers

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Apr 11, 2025

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When I was fortunate enough to ride Royal Enfield’s brilliant Himalayan 450 early in January, there was feverish activity at 216B Victoria Road, Salt River, Cape Town. A palpable air of excitement was all-pervasive as work progressed on preparing the facility for Royal Enfield’s first exclusive official store on South African soil. True to their promise, Adam and Sabrina, two Directors of the holding company Moto Royale, who are actively involved in the day-to-day operations, sent me an invite to their official opening on the 5th of April 2025.

What an excellent excuse for a ride to the Mother City. With my son doing Ironman in Qeberha a week earlier, I rode down to support him and then cruised down to Cape Town via the magnificent and unique Garden Route. The Saturday of the launch coincided with the iconic Two Oceans Marathon, so Cape Town was jam-packed with visitors. Two wheels are the only way to cruise Cape Town, so no problem there. Pulling up to the spanking new Royal Enfield store, I was delighted to catch up with my old friend Jos Matthysen and his good lady Lida. Jos is the owner of World of Motorcycles in Centurion, Gauteng, a multi-franchised state-of-the-art motorcycle dealership. I was thrilled to learn that they will be the first outlet for Royal Enfield in Gauteng.

The Cape Town store is stunning! It has a sort of industrial “Ace Café” type vibe, amplified by an array of Royal Enfield models and cool merch on display. The plan for the day was for the media to get the lowdown on what Royal Enfield is planning for SA, followed by a short ride to capture the essence of the brand and then, back at the shop, the local Enfield family would pull in for a store opening celebration. Mark Spiller, Royal Enfield’s manager for marketing for Europe, the Middle East and Africa, started where every good story starts. In the beginning…

Royal Enfield has an illustrious history. It all started back in 1901 with the launch of The Enfield Cycle Company of Redditch, Worcestershire, England. As with all iconic brands, the early motorcycles were essentially bicycles with puny engines attached. Over time, these designs morphed into the motorcycles that we are familiar with today. Perhaps fortune smiled on Royal Enfield when, after gaining independence from England, India ordered Royal Enfield Bullet 350s for their military. Such was the demand that it was deemed prudent to assemble the bikes in Madras (modern-day Chennai). These bikes were built by Madras Motors in collaboration with, and under licence to, the Redditch factory. Not being built in England, they were known simply as Enfields. As the British motorcycle industry wilted under the influx of Japanese motorcycles, the Redditch factory sold the factory tooling to Madras Motors, who then also acquired the right to the “Royal” prefix to the name.

Royal Enfield was now a proudly Indian brand with roots in England, which were destined to sprout once again in the fullness of time. Over the years, Royal Enfield India built on the legendary platform which they had inherited. They did this by establishing a core value of excellence. Their plan is evidently to play to their traditional strengths. They have endeavoured to build bikes that are what they term “pure”. Simple, uncomplicated bikes that are rider-friendly and a joy to ride. This I discovered when I rode both their 650 twin engine models as well as their Classic 350. Everything works in harmony and with that timeless charm that has you turning to look back at your bike after dismounting to go on your way. An unpretentious “rightness” that just leaves you with a warm and fuzzy feeling.

Mark Spillar ran us through RE’s history, bringing us up to the present time. It really is a fascinating success story. Like any manufacturer, there have been lean times, yet the inherently sensible nature of bikes with wide appeal has won through. They are very excited about their partnership with Moto Royale, who are well known to them through RETZA, who have, and currently still run bike hire and tours on Royal Enfields in the Western Cape. This whole venture is marked and fuelled by passion for the brand.

Some of the roots that sprouted in England again were when Royal Enfield acquired UK chassis specialists Harris Performance Products in 2015. RE had already collaborated with Harris on the chassis design of the Café Racer-styled Continental GT. The Harris influence is immediately apparent when you ride any modern Enfield down a windy road. The bikes turn intuitively. Without having to put any apparent pressure on the handlebars, the bikes sweep through bends, neither under- nor over-steering. This effortless handling demeanour adds to the overpoweringly friendly nature of the bike.

Motors are mildly powered but torquey, providing satisfying real-world thrust. The gearboxes are slick, smooth and accurate, with a pleasantly light action. Suspension is by Showa and, as I mentioned in my Himalayan ride feedback, extremely well-calibrated. It actually baffles me. Showa belongs to Honda, yet when fitted on many Honda models, they feel under-cooked, too softly sprung, and often under-damped. The RE engineers have got them set up just right. One of the media folks, who had not yet ridden the Himalayan 450, commented that “once you have fitted fully adjustable suspension, it would be a great option”. My immediate retort was, “You haven’t ridden it yet, have you?” We so easily become conditioned in our thinking rather than judging each case on its merits. The Royal Enfields that I have ridden are “right”, out of the box. Additional spend will be on optionally pimping your bike to taste rather than making it work as it should.

Royal Enfield again has a big UK presence. Over 150 engineering types, located in a facility near the Bruntingthorpe Test facility in Leicestershire, are responsible for taking new models from the design stage right through to prototype bikes and beyond. This, allied to a similar Indian facility with over 300 odd engineers, is indicative of the brand’s commitment to excellence. Three manufacturing facilities in Tamil Nadu in India, employ state-of-the-art technology in the manufacture of Royal Enfields.

After a ride which took us on a scenic jaunt around the Mother City and back to the store, it was time for the big reveal of the day, the Bear 650 Street Scrambler. Paying homage to the Bear Desert Race in California, won by a youngster Eddie Mulder on an Enfield back in 1960. He started stone last, yet the 16-year-old passed around 700 riders over three 50-mile laps to record a historic win. The Bear sports a high torque and lower geared version of the proven 650 twin motor. The reinforced frame with more suspension travel and upside-down forks makes the Bear suitable for gravel travel. It looks the business, too! Stunning colours and a “bobbed” back fender all contribute to a desirable package on which to cruise the ‘burbs and tour wherever the fancy takes you. As with the range in general, the Bear offers insanely good value for money at a starting price of a mere R136,500.

Most of the range is available to ride before you place your order. Stock is expected in store by June. What is a given is that Royal Enfield is committed to building their brand in South Africa. A three-year warranty and roadside assistance to new owners show serious commitment. What was also evident was the family vibe, which is encouraged. If you are feeling lonely and left out, get a Royal Enfield and become part of a unique and traditional family while enjoying the essence of pure motorcycling.

The entry of Royal Enfield into the South African motorcycling scene could not come at a better time. Motorcycles, by and large, have become symptomatic of the world we live in. Ridiculously complicated and overloaded with electronic gadgetry. Allied to that is the cost of all that gadgetry, which severely impacts our pockets. What we get with Royal Enfield is well-engineered, simple yet functional motorcycles with a huge dollop of soul. Electronics are aimed at functionality, not gimmickry, and do not intrude on the riding experience but rather enhance it. They remind me of why I started riding bikes. Pure, uncomplicated fun which makes every day an adventure, whether commuting or touring our magnificent country. Recover your sanity on a Royal Enfield!

Thank you, Moto Royale, for a really fun day out. To Adam, Sabrina and the team in Cape Town, and Jos with World of Motorcycles in Gauteng, may you grow from strength to strength as you promote this iconic and superb brand. Let’s make pure, affordable motorcycling fun again and get more bums on bikes!

For more details on the full range of bikes available in South Africa, visit Royal Enfield.

Kawasaki Ninja 500 – is it worthy of the Ninja name?

Bike Reviews

Dave Cilliers

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Apr 4, 2025

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Riding the Ninja 500 really got me thinking as well as reminiscing. South Africans have always been besotted with speed, so when that relates to motorcycles, it means the bigger the engine, the better. This is all good and well, but the more power and speed you build into the equation, the more skill is needed to unleash the potential performance. It also means that no matter what your skill level, a modicum of restraint is required, or you will reap the whirlwind!

Every now and then, a motorcycle comes along which is so much more than the sum of its parts. It becomes a giant killer in the right hands and on the right road. A few classic examples that come to mind are Yamaha’s legendary RD350LC, Honda’s VFR400 NC30 and Kawasaki’s ZXR400, all bikes that hark back to the 80s and 90s. The bikes we had back then were actually mind-blowing when viewed with the wisdom of hindsight. By comparison, current bikes are almost somewhat sterile. Let’s see how Kawi’s Ninja 500 stacks up against their own 1995 vintage ZXR400, a 30-year-old model.

2025 Ninja 500	1995 ZXR400
Engine: 451 cc DOHC parallel twin	Engine: 399 cc DOHC 4-cyl inline
Power: 45,4 hp @ 9,000 rpm, 42,6 Nm @ 6,000 rpm	Power: 59 hp @ 12,000 rpm, 40 Nm @ 10,000 rpm
Brakes front: Single 310 mm disc 2 piston	Brakes front: Double 300 mm disc 4 piston
Brakes rear: Single 220 mm disc	Brakes rear: Single 240 mm disc
Front suspension: 41 mm conventional, no adjustment	Front suspension: 42 mm USD, fully adjustable
Wet weight: 172 kg	Wet weight: 177 kg
Top speed: 190 km/h	Top speed: 215 km/h
Standing ¼ mile: 12,98 sec @ 160,38 km/h	Standing ¼ mile: 12,20 sec @ 170,3 km/h

Makes you think, doesn’t it? Kudos to Kawasaki, as in 2023, they built a modern rendition of the ZXR400 called the ZX-4RR Ninja KRT, which we unfortunately do not get in SA. This screamer makes 76,43 hp @ 14,000 and 39,6 Nm @ 13,200 rpm. That, sports lovers, is almost 200 bhp to the litre!

Ok, let’s stop dreaming and get back to the reality of what the Ninja 500 represents. In the real world, the 500 (actually 451 cc) produces its power in a user-friendly way. It makes only a smidge more power than the 400 Ninja that it replaces, but significantly, it does it at 1000 fewer revs. Similarly, and significantly, the 500 produces a full 5.6 Nm more torque at 2000 lower revs. Incredible what Kawasaki has achieved with 52 cc’s more capacity! This makes the 500 a different motorcycle entirely.

No clutch slipping to get away and usable power right through the rev range. The 500 can literally be short-shifted at 4,000 rpm and out-accelerate traffic. In fact, the way it slices and dices traffic is both effortless and fun. Power delivery is linear, and the higher it revs, the harder it pulls. Its ¼ mile acceleration matches that of Kawasaki’s giant killing GPZ 550/4, a bike that I raced with some success in 6-hour endurance races back in the early 80s.

Here is the kicker: the Kawasaki Ninja 500 has a chassis and handling characteristics that are almost otherworldly. The bike is light and extremely agile, so it requires no effort to change direction or steer where you want it to go. Ridden smoothly with clinical input and the Ninja steers with absolute precision, allied to uncanny stability. The fact that the rear shock is preload adjustable only, and there is no front suspension adjustment, matters not a jot. This is as good a handling motorcycle as I have ever ridden and better than most. Granted, it doesn’t make the sort of power that corrupts, but it makes much of what it does! On a tight and twisty road, and in the hands of a competent rider, it will humble bikes with four times the power.

Once again, we are reminded of what absolute fun and enjoyment can be had on a lightweight bike with decent power and a good chassis and suspension. The ride quality is good, even over poor surfaces, and the bike is small enough to not have a huge stretch to the clip-on bars. The screen keeps the windblast off your chest but leaves your head in clean air.

140 km/h cruising is easy with still 3,000 revs in hand before the redline. Light touring is, therefore, a doddle. Fuel economy is excellent, with 30 km/L quite easily attainable with normal riding (including the odd special stage). A 14L tank gives a decent range. Being narrow, means that the little Kawi sneaks through traffic with aplomb. The widest point is probably the mirrors, which stand out on long stalks from the fairing. They give you a clear image at all speeds.

The Ninja 500 is a seriously sharp-looking bike. From the supercharged H2 down to the 500, the look is pure Ninja. The riding position is sporting but not extreme like a ZX10. Despite my somewhat lanky 6’3” frame, I found the Kawi comfortable in sports motorcycle terms. The 785 mm seat height makes it accessible to virtually all riders. With its light weight, agility and all-round ergonomics, it would be a brilliant bike for women with a sport bike bent.

The suspension, which is adjustable for preload only on the back shock, once again makes a strong case for non-adjustable, well-set-up suspension. It has been my experience over the years that suspension adjustment is an acquired science that, in reality, not many riders have acquired! When the suspension gives a compliant ride like this and keeps things tidy on all road surfaces at all speeds, then all you really need is preload adjustment to compensate for a seriously porky rider or when loading a passenger. Short hop passenger duty is cool, however, if two-up touring was your objective, this would not be the bike you would consider.

At R124,995, the Kawasaki Ninja 500 offers fair value. If you are a sportbike kind of guy or girl and want to commute in the week, and do some light touring on the weekend, then this could be the bike for you. The trump card is that you have a weapon for a windy road. Fire the little Ninja through a set of tight curves, and you too, will become a believer!

Kawasaki Ninja 500

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

2024

Kawasaki Ninja 500

Pricing From R124,995 (RRP)

Brand: Kawasaki

BMW R 12 G/S Breaks Cover

Motorcycle News

Harry Fisher

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Apr 4, 2025

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Nothing sells like nostalgia; just ask the majority of the world’s motorcycle manufacturers who, following Triumph’s lead in the early 2000s, have increasingly turned to rose-tinted spectacles in order to sell motorcycles. Mind you, you could also say that they sell so well because of nostalgia on the part of the customers, who want the style of the bikes they owned when they were young, without any of the constant maintenance and reliability hassles that running classics entail.

BMW has enjoyed huge success with the R nineT range of retro roadsters, café racers and style-over-substance ‘scramblers’, none of which actually copied any BMW model from the past but all of which offer classic style with modern engineering.

Now, BMW has once again stirred the pot and brought us a full-on homage to the original adventure bike, the R 80 G/S. In essence, this is the latest (and confusingly named) R 12 nineT modern classic, with a little more than a mere nod to off-road ability and a huge
nod to the style of the original R 80 G/S.

The engine remains the 1,170cc, 107 horsepower, 84.9 lb.ft. air/oil cooled boxer twin engine, housed as a stressed member alongside a tubular steel space frame. It is Euro5 compliant, while the exhaust has been mounted high up on the left-hand side to keep it out of the way when riding the technical trails.

In line with the intended use of the original, the R 12 G/S should be just as at home on dirt and tar, if the name is to be believed. G/S stands for Gelände/Straße, or ‘off-road/street’.

Wheels are 21” front and 17” rear, and the standard solo seat sits 860mm from the ground. The optional Enduro Package Pro raises the seat height to 875mm.

Of course, being a BMW, the options list is extensive, including different foot peg set ups, a larger 18” rear wheel, handlebar risers and alternative seat options, including ones to accommodate pillions, as well as a Rallye Seat, which takes the height up to 880mm, when paired with the 17” rear wheel and a giraffe-like 895mm with the 18” rear wheel.

There are three riding modes as standard – Rain, Road and Enduro – as is traction control. The Enduro Pro Package is an option and allows the rider to turn off the ABS at the rear wheel (the traction control can be turned off without the Pro package). A quick-shifter is also an option. The forks are 45mm diameter, fully-adjustable upside-down items, offering 210mm of travel, while the single rear shock and Paralever system gives 200mm of travel. Brakes are 310mm twin discs up front, with cornering ABS and a 265mm rear disc.

Fuel capacity is 15.5 litres, and the R 12 G/S will be available in three colours: matt black, light white and an Option 719 colour scheme of ‘sandrover’/red/mineral grey.

1 of 3

Pricing hasn’t been announced as yet, but no doubt a call to your local BMW Motorrad dealer will provide an indication.

MotoGP 2025: Circuit of the Americas – Another Marquez Takes the Lead

Features

Harry Fisher

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Apr 4, 2025

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How do you view Bagnaia’s victory in America? Did he win, or did Marc Marquez lose? Even though they ultimately come to the same thing, there is a distinction.

Bagnaia was having a much better race weekend in the U.S. than at the first two races, but the fact remains that he was still behind Marc Marquez in every practice, qualifying and the races. On the evidence of the first laps in the Main race, it was looking likely that Bagnaia had nothing to offer against Marquez’s pace. Marquez making a mistake was the only opportunity for Bagnaia.

Of course, Bagnaia was in the right place to benefit from such a mistake when it came, but the fact remains that, without that mistake, Bagnaia looked as if he was destined to finish second, and he was the first to acknowledge that; “I know that the win came because of a crash for Marc. He was faster than us, faster than everybody else today. So I was trying to match his pace as best as possible.”

However, displaying a new sense of confidence – and worryingly for his rivals – Bagnaia seems to have a handle on the problems that have been troubling him. “The start of the season hasn’t been easy. From the winter tests to the first two races, I struggled to find my feeling under braking. But this weekend helped me a lot – I finally found what I was searching for,” he said. Of course, that doesn’t mean that he can necessarily match the pace of Marquez, but a confident rider is a fast rider, and Marquez will almost certainly not get things all his way this season.

Bagnaia has traditionally struggled at COTA, finishing eighth and fifth last year in the Sprint and Main races, respectively. He’s never won here, so to do so this year will be a big boost, especially as the next round in Qatar is at a track where he has excelled in the past.

Another consequence of the Marquez crash is that a huge points advantage has been wiped out in one fell swoop; Bagnaia now sits only eleven points behind Marc, while Alex Marquez takes over at the top of the table, 1 point clear of his brother.

The start of the Main race was chaotic. A shower of rain right before the start prompted most riders to head to the grid on wet tyres, only Binder, Bastiannini and Ogura opting for slicks. But it was too dry for full wets and so, with three minutes to go before the warm-up lap, Marc Marquez made the decision to swap to a dry set-up bike in pit lane. Others quickly followed, with a gaggle of riders waiting to start the race from pit lane.

Now, the rules state that if there are ten or more riders wanting to start from pit lane, then the red flag will be shown, and a new start procedure will take place. Marquez knows the rule book back to front and realised that if he went, then so would many others, triggering the red flag. However, it now turns out that they hadn’t quite got the interpretation right.

According to the rules, should a rider leave the grid to swap bikes before the warm-up lap, they can take their place on the grid but will have to serve a ride-through penalty during the race, a point that Marquez and his crew weren’t clear on. If riders come into the pits after the warm-up lap, they have to start from pit lane when all the riders have passed the pit exit and still serve a ride-through penalty.

So Marquez gambled that enough riders would follow him into the pits to swap bikes, and luckily for him, they did, the ensuing chaos forcing a red flag and restart. Naturally, there were a few angry riders, some of whom had gone to the grid on slicks and who, perhaps rightly, thought that if you abandon your place on the grid, then it is forfeit. And so it would be if only one or two riders did that. Expect a clarification of the rules in the future.

From lights out, Marquez was in a league of his own, but Bagnaia was enjoying himself, battling with Alex Marquez for second place. The top ten was looking interesting, with Di Giannantonio, Miller, Morbidelli, Quartararo, Binder, Acosta and Aldeguer running in close formation. The plight of the Yamahas was there for all to see, as they lost out on the straights to the faster Ducatis and KTMs.

Marquez’ progress looked inexorable, leading by 2.2 seconds by lap nine. But that’s where it stopped as he slid gracefully out at turn four after taking too much kerb, which was still wet. He rejoined, but with a broken right foot peg, there was no carrying on, and the flawless start to 2025 was over.

That left Bagnaia with a comfortable lead over Alex Marquez, who couldn’t relax with Di Giannantonio right behind. If brother Marc’s 100% record was in tatters, then Alex’s would remain intact, with six second places from six starts.

Behind all this, both factory KTMs were out, Acosta crashing and Binder stopping with a technical issue. Zarco was running well but also crashed, as did Aldeguer and, surprise, surprise, Joan Mir, although Jack Miller went against form to get to fifth place and stay there, rather than falling down the order like fellow Yamaha rider, Quartararo.

For once, there were only four Ducatis in the top ten, even if they were in the top four positions. Completing the top ten were two Yamahas, two Aprilias, a Honda and a KTM. Encouraging as this may be, none of them are capable of mounting a serious challenge to the Ducatis, although it makes the midfield racing a lot more interesting than what’s happening at the front, unless, of course, you are a Marquez or Ducati fan!

At the end of the two races in Argentina and the U.S.A., Marquez hasn’t left with the points advantage many were predicting, given that both those tracks are Marquez strongholds. But they also prove that the pace is very much there and, barring mistakes, expect normal service to resume in Qatar, although Bagnaia and Alex Marquez will certainly have something to say about that.

Triumph Enduro Models: They Are Coming, Honest…

Motorcycle News

Harry Fisher

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Apr 4, 2025

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It seems like we’ve been reading about the new Triumph enduro models for a long time: how they’re being developed with the help of five-time World Champion Ivan Cervantes and four-time World Enduro Champion Paul Edmondson, and how there will be brand new 250 and 450cc engines mounted in a lightweight aluminium chassis.

Well, a recent press release has officially announced the new TF 250-E and TF 450-E.

Reading between the overt PR speak lines, it’s clear that the long gestation period has been necessary for Triumph to come to market with models that must compete out of the box with the likes of KTM, Honda, Kawasaki, etc, not to mention fellow newcomer Ducati.

Triumph is predictably bullish about the models, with phrases such as “class-leading”, “unparalleled”, “confidence-inspiring”, “optimum”, and “cutting edge” sprinkled liberally throughout the text.

This is a huge investment for Triumph, the smallest of the major manufacturers, and they completely deserve to be rather pleased with themselves, knowing that they need to make a lot of noise to be heard in a very competitive market. Of course, making a lot of noise can backfire spectacularly if the sales and competition results do not stack up, hence Triumph taking its time to get things absolutely right before releasing the models onto an impatient world.

Triumph claims the TF 250-E is the most powerful engine in its class, delivering 42.3 PS of power and 27.8 Nm of torque, with a broad power curve and strong low-rev pull, with an insane rev-limit of 12,800 rpm. Output figures haven’t been released yet for the 450 cc model.

Front suspension is by KYB and is fully adjustable, while the KYB rear shock has a three-way adjustable linkage and a seat height of 955 mm.

Electronics comprise traction control, launch control and quick-shifter, adjusted via backlit handlebar switches, while braking is taken care of by Brembo front and rear. Michelin Enduro 2 tyres are fitted as standard.

Both enduro models are fully road-legal and can be converted to race trim quickly and easily. Triumph dealers worldwide will provide expert race preparation services, as well as regular servicing, spares supply and a Triumph-branded enduro clothing range designed in partnership with Alpinestars.

Pricing has yet to be confirmed, and you should be able to see the new models in the flesh here in SA sometime in June 2025.

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

Brother Leader Tread KTM Kicks Off Cross Country Season In Bronkhorstspruit

Motorcycle News

ZA Editorial Team

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Apr 1, 2025

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Brother Leader Tread KTM Kicks Off Cross Country Season In Bronkhorstspruit

After a delayed start to the 2025 Cross Country season due to heavy rains, the Brother Leader Tread KTM team finally lined up for their season opener in Bronkhorstspruit this past weekend. Despite the worry of yet another postponement, the team made the most of the muddy conditions and delivered an impressive performance on a rewarding track set by Louwrens Mahoney.

Scott Heygate, on a mission for championship glory this season in the Open Class, put in a solid ride. Starting third after the time trial, he fought hard throughout the race, making up significant time to finish second on the day and earn valuable championship points.

Reflecting on his race, Heygate said, “I had a great day out there. I found a good flow, but I still have a few things to work on. The track was amazing, and it changed a lot after lap three with all the rain we’ve had, which made things really interesting and fun.”

In the Seniors Class, Kerim Fitz-Gerald delivered a masterful performance to secure a first-place finish despite facing early setbacks. Starting the main race from seventh after a less-than-ideal time trial, Fitz-Gerald encountered brake issues just a few kilometers into the race, making for a challenging ride. “I wasn’t too happy with my time trial result, and about a couple of km in, my back brakes failed. It was tough riding, and I had a couple of close calls. The team managed to fix my brake problem, and I kept pushing and managed to bring home the win,” he commented.

Matthew Wilson also put in a determined ride in the OR3 class, overcoming an early crash within the first 10km that set him back. Despite the setback, he pushed hard for the remainder of the race, finishing just a minute behind competitor Luke after four hard hours of racing and claiming second. “Even with the crash, I gave it my all and raced my heart out. To finish that close after such a long and tough race feels great,” Wilson shared.

With a strong start to the season, despite the unpredictable conditions, the Brother Leader Tread KTM team has laid a solid foundation for the championship battle ahead. As the season unfolds, they remain focused and ready to take on whatever challenges come their way.

KTM secured the manufacturer award in both the Junior and Senior categories. This achievement is a testament to the hard work and dedication of our riders, teams, and everyone behind the scenes. Leading the manufacturers’ championship after round one sets a strong foundation, and we’re motivated to carry this momentum forward into the next rounds.

Husqvarna Racing Dominates Cross Country Season Opener

Motorcycle News

ZA Editorial Team

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Apr 1, 2025

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The long-awaited start to the 2025 National Cross Country Championship saw the Husqvarna Racing team making a bold statement as they charged into the season with back-to-back victories. After the initial round was postponed due to extreme weather conditions, the team was eager to hit the track – and they did so in a dominant fashion.

Davin Cocker and Luke Walker both clinched first place in their respective classes, setting the tone for what promises to be another thrilling season.

Cocker, coming off a championship-winning season in 2024, wasted no time in showcasing his intent to defend his title in the Open Class. Leading the way from the start after a strong time trial, he controlled the race from the front despite the lingering muddy conditions. “The race was still very muddy, but I enjoyed it a lot. It was interesting to see how the track formed throughout the day, and I am happy with a strong race for the day,” Cocker shared.

Walker, also entering the season as a defending champion, delivered a solid and composed ride to secure the top spot in the OR3 class. “It was a good start to the season, and I’m excited for what’s to come,” he commented after the race.

With both riders carrying championship momentum into 2025, the Husqvarna Racing team has made it clear that they are here to stay at the top. As the season progresses, all eyes will be on Cocker and Walker as they look to maintain their winning ways and keep the competition chasing.

Stay tuned as the team gears up for the next round, ready to take on whatever the season throws their way.

CFMOTO 450SR S: More Bounce to the Ounce

Bike Reviews

Harry Fisher

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Apr 1, 2025

0

CFMOTO 450SR S: More Bounce to the Ounce

Every now and again, a motorcycle comes along that completely surprises you, forcing you to reassess everything you assumed about a particular type of motorcycle, what that motorcycle should cost (or the cost/reward ratio, if you like) and, last but not least, encourage you to dismiss formerly strongly-held opinions about the quality of motorcycles from the country of origin.

If Chinese brands have previously suffered a poor reputation, in both automotive and motorcycle applications, then it is quickly becoming very clear that a complete consumer rethink is necessary. The rate of development has been quite staggering, accompanied by the Chinese industries looking outside their own borders to understand what the wider motoring and motorcycling world actually wants rather than expecting it to put up with inferior designs aimed at the home market.

In the automotive world, brands such as Jaecoo, Omoda, GWM, Jetour, etc. are making serious inroads into territory once the preserve of German and Japanese brands. The cars are well built, well-equipped, not unattractive visually inside and out and incredibly good value for money.

Now the South African motorcycling world has its own Chinese brand that needs to be taken very seriously for exactly the same reasons, and this is CFMOTO.

We covered the media launch of the brand last year and, even in the tight confines of the Formula K track in Boksburg, we came away seriously impressed by the extensive range of models. It was an all-too brief introduction that left us impatient to try them for an extended period. At last, that has happened and I am very happy to report that initial impressions were in no way wide of the mark.

The first model we have had access to is the pocket sports bike, the 450SR S. Right from the start, you need to stifle any inclination to scoff at the idea of a sports bike with such a small engine; the 450SR S is fast, classy, stylish, extremely refined, well-built and equipped, and in no way reflects the low-price tag. In fact, you wonder how something this inexpensive can be so good.

It may be small both in terms of the engine displacement and physical size, but it’s almost perfectly realised. There is nothing toy-like about it; this is a proper motorcycle, with plenty of big-bike touches. In addition, I could find no fault with the quality of both workmanship and materials used.

The heart of the machine is the 449cc parallel twin engine, featuring a 270-degree crank which gives it all the characteristics of a V-Twin and that means both smoothness and lovely linear punch. 46 horsepower is more than enough to match the competition in the form of the KTM RC390, Kawasaki Z400, Aprilia RS457 and Yamaha R3 and isn’t far behind the Honda CBR500R.

Twin interior balancer shafts keep things very smooth; it revs freely and willingly. The exhaust note is fantastic and aurally addictive, and the power delivery is completely usable. The throttle linkage could be better; there was a tendency for snatchiness, thanks to a little too much play at the twist grip, but maybe that could be adjusted out. Having said that, the fuelling was spot on, with no flat spots.

There isn’t much point in reaching for the red line, which is an impressive 12,000rpm, as the torque curve is so linear that the engine might be making lovely noises at those heights, but they aren’t accompanied by any more urge. Rather stir the gearbox and revel in the surprisingly gruff noises from the exhaust at lower revs; close your eyes and you could be listening to a small-displacement Ducati V-Twin.

The gearbox is slick and positive, the ratios match the engine output perfectly and you really don’t miss a quickshifter. A slipper clutch is fitted to smooth things out on downshifts.

If the performance naturally falls way short of a 1000cc sports bike, then that doesn’t mean that it isn’t completely entertaining and, in reality, more than adequate for modern riding conditions. 450cc is possibly the perfect size for a ‘baby’ sports bike; there’s enough performance to be very interesting, but in line with any low-powered bike, it teaches you to maintain high speed averages through better riding techniques.

The only thing you do miss is the instant, bullet-from-a-gun acceleration at highway speeds that 1000cc gives you but to my mind this is a good thing as it encourages the rider of the 450SR S to look ahead, think ahead and understand the strengths of the engine and ride accordingly; it makes riding the 450SR S a much more immersive experience; you really have to ride it to get the best out of it, rather than letting power do all the work for you.

The chassis is a chrome moly tubular affair, weighing in at a measly 11kg, a weight that includes the subframe (overall weight of the bike is given at 179kg, complete with 14 litres of fuel). There’s a very sexy single-sided swing-arm, the rear shock is preload adjustable, while front suspension is via 37mm USD forks, with compression adjustment. What this adds up to is a lovely, sweet-handling machine.

There’s excellent agility, precision and stability, combined with a very welcome suppleness that is a long way from being too soft, but helps keep things comfortable, a trait enhanced by the excellent seat. The riding position is typical sports bike, with weight on the wrists but it’s not excessive and the relationship of seat/foot pegs/handlebars is as good as any other sports bike I have ridden. Even the relatively diminutive size of the bike was no barrier to my six-foot-plus frame feeling comfortable.

Visually, there are very few, if any, criticisms you can sling at the 450SR S. The fairing is shapely and attractive, the single sided swing arm shows off the bright red alloy rear wheel to perfection, the underslung exhaust is subtle, the small winglets a humorous excess (CFMOTO claims that it generates 1kg of downforce at around 130kmh!), the LED headlight typically quirky but not unattractive and very effective. A neat touch is the integrated crash bobbins on the fairing sides.

The single Brembo disc brake at the front looks purposeful and proves to work very effectively. But, for me, the best view was from the seat, the view across the top triple clamp and handlebars to the 5-inch full-colour TFT dash being worthy of any Italian sports bike you care to mention. It oozes class and top-spec components and adds to the impression that you are riding something a lot more expensive. The 450SR S is also loaded with all the tech the latest generation of riders enjoy dabbling with, which is all accessible through the CFMOTO RIDE App, allowing riders to connect their mobile phone to the bike to unlock navigation, music and a neat security feature that allows you to track your bike.

Which brings us neatly to the price. R124,999 is not a lot of money for an awful lot of motorcycle. The price is not far off the likes of the Kawasaki, KTM or Yamaha, and it would be impossible to say which one is better, as that is purely subjective. What is important is how close the new kid on the block is to the established players in this category; even beating them in some respects. In terms of the cost/reward ratio, the CFMOTO 450SR S is excellent; there was never a time when I didn’t look forward to riding it, and it never disappointed.

There will be many reading this who will maintain that they really ‘need’ and can control over 200 horsepower in their sports bike. My contention is that a well-ridden CFMOTO 450SR S could match an A-to-B journey time set by any litre-superbike and be just as much fun along the way, while also possessing the ability to be an enjoyable everyday motorcycle. Excess isn’t always great, and the 450SR S is proof that less is often more.

For more information, contact your nearest CFMOTO dealer (of which there are 14 countrywide) or visit the website: www.cfmoto.co.za

Suzuki Jimny – Pioneer Speaker Upgrade

Lifestyle

Simon Morton

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Mar 31, 2025

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One of the aspects of the new 5-door Suzuki Jimny that I was not particularly happy with is the standard speakers that come fitted. They just don’t sound good. When you turn up the volume, the sound distorts, which led me to believe that the standard speakers must be of a non-branded type.

Chatting with the guys in the parts division at Suzuki SA, I was intrigued to find out that they had an upgrade kit available for the Jimny from Pioneer. This got me excited, as I am very familiar with Pioneer products. I’ve been DJing since the 90s, and I currently own Pioneer turntables and headphones, so I know the quality of Pioneer products is excellent!

Fitment day arrived, and on opening the boxes, I was thrilled to see a set of 4 Pioneer 260W (max) speakers with an additional pair of tweeters (which don’t come standard on the Jimny).

Comparing the standard speakers against the Pioneers. It was very easy to spot the difference as the standard ‘non-branded’ speakers had no weight to them and were flimsy, whereas the Pioneer speakers were much heavier and of better quality.

The fitment took roughly two hours. The door panels were removed, and it looked to be a simple ‘plug-n-play’ process with no drilling required.

What impressed me at this point was seeing that also included in the kit were soundproofing panels. They were applied behind the speakers onto the door panel, which, having an understanding of how this works, gives better acoustics, taking away that tinny sound.

What also impressed me was that the tweeters were developed specifically for the Jimny as they are housed in a plastic part that replaces part of the front door trim. They look the business and could easily be mistaken as a factory-fitted part.

How about the sound? Overall, I am very happy with the upgraded Pioneer speaker kit. They have a much clearer, crisper sound than before; the bass is better (although if you are looking for more bass, then there are options available to fit an additional amplified subwoofer under the passenger seat). For me, this is not necessary as I am satisfied with the basic upgrade, especially now that I can play my music at full blast without any more distortion.

See the comparison video below of old vs new speakers…

Note: This was recorded with a lapel microphone, so the sound isn’t the same as hearing it for real. But it should give you a good indication of what I am saying…

For more information, visit your local Suzuki dealer at www.suzuki.co.za

All Muddied Up! We Test Motul’s Car Care Range…

Lifestyle

Simon Morton

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Mar 31, 2025

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All Muddied Up! We Test Motul’s Car Care Range…

Over the December holiday, we took a 2500km ‘all terrains’ road trip exploring the East Cape of South Africa. During the trip, a lot of crud had baked onto the outside of the car, combined with snacking along the way, and having gotten in and out of the vehicle, dragging in different terrains into the footwells. I wasn’t looking forward to the deep cleaning the car needed when it got back.

Photo credit: Simon Morton / ZA Lifestyle

Why not just take it to a car wash? Look, if my vehicle is mostly clean, then I do usually take it to get cleaned at a car wash. However, when it’s in a disaster, having had such a rough adventure, the only person that I trust to clean it the way I want is me. So, I was delighted when Motul, who knew I was going on the adventure, gave me a set of their Car Care products to try out on the vehicle once I got back…

Wheel Clean:

First up was to clean the rims using Motul’s Wheel Clean.

Our wheels had gotten extremely dirty from the different terrains we had travelled on our road trip. So, I was keen to see how Motul’s Wheel Clean would tackle the dried-on crud.

After applying some water, I sprayed the rim and waited 3 minutes (as indicated on the bottle). During the waiting process, you could see the cleaner getting to work on loosening that dirt.

I then rubbed it with a wet sponge and sprayed it down with a power washer.

The results: no more crud, the wheels were back to mint shiny condition again. Wow, this is an excellent product from Motul.

Car Body Shampoo:

Now, onto the soapy stuff: enter Motul’s Car Body Shampoo.

The first step was to hose down the Jimny. Then, after adding 30ml of liquid into a 5L bucket of warm water, I sponge down the vehicle and power wash away all of the soap and grime, after which I leather the vehicle dry. I even used the product on all of the door hinges and wheel arches, which were full of dust and dirt, having driven on a combination of dirt highways and salty beaches.

The result: a shiny, clean Jimny. I have no complaints about Motul’s Car Body Shampoo, it did exactly as promised on the tin.

Tyre Restorer:

Next up were the tyres, and for this, I would be using Motul’s Tyre Restorer.

Now, I am not a fan of using tyre shine. Usually, if I take my car to be washed at a car wash, I specifically ask them not to put any tyre shine on my tyres. The reason, I hate having to get home and take out a rag and rub off the greasy crap that they put on the tyres. It just doesn’t look good. In my book, they are making the tyre dirty, and I don’t see the point. So I was very sceptical about using this product, to be honest with you.

Spraying Motul’s Tyre Restorer onto the already cleaned tyre, and I could see straight away that this product wasn’t greasy compared to my previous experiences with tyre shine.

Once sprayed, I wait 1 minute (as indicated on the bottle) and then polish it up with a microfiber cloth.

Not only did the cloth stay clean, but the tyre wasn’t greasy like when at a car wash, it had a matte finish which brought out the darkness of the rubber and gave the tyre a fresh factory look. I am sold, this product has now changed my perspective on tyre shine, I am very impressed!

Plastics Clean:

On any long road trip, you’re inevitably going to spill that sticky, cool drink of sorts. This happened to us, so I was keen to put Motul’s Plastics Clean to the test.

Once vacuumed, I sprayed the affected area and rubbed it up clean with a microfiber cloth. Voila! No more sticky residue—another great product from Motul.

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Overall, I was very impressed with Motul’s Car Care range, they certainly aided me in getting my adventurous Jimny back into factory condition.

The standout product for me, which will be going into my collection of cleaners, is the Tyre Restorer. I will certainly be using this product going forward on my vehicles. I’ll go one further, when I take my Jimny to be cleaned at a car wash, I will ask them not to put tyre shine on, then do it myself when I get home with Motul’s Tyre Restorer.

For more information, visit – www.motul.com

Yamaha Bounces Back In Style

Motorcycle News

ZA Editorial Team

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Mar 31, 2025

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On Saturday, Yamaha returned to the South African Cross Country Motorcycle Championship in winning style. The Everest Wealth Ridgeway Racing Blu Cru won several classes and came home with podiums across the board in a tough fight through the mielies at the BeefCor Bronkhorstspruit season opener.

“Wow, that was the perfect start to Everest Wealth Ridgeway Racing’s National season and a dream return to the South African Cross Country Motorcycle Championship for Yamaha!” team boss Harry Grobler beamed after the race. “We dominated the Junior classes with wins in the 65, 85 and 125cc classes, and enjoyed podium finishes in both National classes and also in Seniors and Masters. What a day!”

The day started in perfect style in the Junior classes Saturday morning as Everest Wealth Ridgeway Racing Yamaha duo Ruald Potgieter powered to victory in the 85 Seniors and Ryan Wichman took the 65 cc Juniors win. It went even better in the Senior race Saturday afternoon, where Murray Smith led Tyler Petersen home in a dominant Yamaha High School 125 cc 1-2.

Third overall, Maddy Malan meanwhile powered his Everest Wealth Ridgeway Racing Yamaha YZ 450 FX to third in the Open Class, while Tyron Beverly stormed home to a top-ten ninth and third in OR3 aboard his YZ 250 FX. Marco Cocci rode his Shimwells Yamaha to second in Seniors ahead of Blu Cru man Gerhard Vorster in third, while legend Warrick van Schalkwyk was also second among the Masters men.

“We were on the podium in every class we entered this weekend,” Harry Grobler concluded. “That’s huge considering this was Yamaha’s comeback race in the South African Cross Country Motorcycle Championship, which also means that we start off at the sharp end of the championship in every class we compete in.

“So, hats off to a job very well done to every member of our great team. “It’s only onward and upward from here, and Everest Wealth Ridgeway Racing Yamaha is ready to go from strength to strength in 2025!” The team’s next appointment is the third round Gauteng GXCC regional on Saturday, 26 April.

ZA Bikers & ZA Lifestyle Joins The Tag Your Car Community!

Lifestyle

ZA Editorial Team

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Mar 25, 2025

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Photo credit: Bjorn Moreira / ZA Lifestyle

If Suzuki Jimny owners had to have a love language it would be ‘Giving Gifts’, they just can’t help themselves, whether it’s kitting their mini 4×4 with adventure-ready practicalities, storage or just adding that signature look, the Jimny owner hopelessly empties their wallet for their beloved ‘Suzie’ and we’ve fallen into the same boat, a second time might I add, but this time with our 5-door. Whilst we Jimny folk enjoy upgrading, our budgets can get a bit constrained with the norms of life and let’s just face it: customising ain’t cheap.

A new and what we think is a no-brainer-must-have accessory that has taken the Jimny community by storm are these unique tags that stick to your vehicle. We’ve come across several images taken of these so-called “tags” on Facebook and Instagram, and we have quickly seen how trendy they have become in such a short time. They naturally grab attention; some may even think someone left something sticking out of the door, only to realise it’s your unique Tag Your Car accessory.

A brief conversation with Jarred, the founder of Tag Your Car SA, soon saw us get our own custom ZA Bikers and ZA Lifestyle tags made. Jarred stumbled upon “the idea” while admiring customised Jimnys overseas. He spotted a little pixelated tag sticking out of a car boot and instantly knew: “This is something South African drivers will love.” We certainly like the idea and see it as a subtle yet unique way of branding a vehicle.

Much like premium clothing brands add small fabric tags for authenticity, these car tags bring the same level of personalisation to vehicles. They give your ride that unique finishing touch, making it stand out from the crowd. Not only do they fit seamlessly onto the Jimny, they’re also designed to fit just about any vehicle and come with a variety of pre-made designs, from sports team logos to your quirky bumper sticker designs; there’s something for everyone. But we think the real magic lies in customising your own.

Thanks to a smart application method, the tags seamlessly attach to various seams on your car and are available in three sizes: Small, Medium, and Large. For the car show guys and even car dealers, Tag Your Car also offers a magnetic strip alternative that allows you to place the tag on just about any car. They are currently working on a Velcro option so depending on your mood, you can change it up as and when you please.

Jarred has also filmed an in-depth video on where you can place your tags and how to apply them to your vehicle. We’ve gone for the ZA Bikers tag on the boot seam, and the ZA Lifestyle tag has been placed on the left passenger top door pillar seam.

The quality of the tags is pretty good, and that’s thanks to premium materials ensuring long-lasting durability. Made from PVC (Polyvinyl Chloride) with scratch-resistant HP Latex ink—allowing them to withstand harsh weather conditions and maintain their vibrant colours. As with anything exposed to harsh conditions and the African sun, natural fading can occur over time with UV exposure, but Tag Your Car SA ensures that their products are designed to last.

So, what are they going to cost you? Unlike most vehicle accessories that come with hefty price tags, Tag Your Car offers pre-made tags from just R165 and custom tags from R280, making personalisation accessible to everyone. So, do your vehicle a favour and gift it a personalised tag by visiting – www.tagyourcar.co.za

Yamaha “Sports Heritage” XSR 900 GP – Welcome to the “Faster Sons of Japan”

Bike Reviews

Dave Cilliers

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Mar 25, 2025

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Yamaha “Sports Heritage” XSR 900 GP – Welcome to the “Faster Sons of Japan”

Yamaha introduced a unique and exciting dynamic to their road bike range a while back with their “Dark Side of Japan” bikes, encapsulated in their XSR range. In their words, it would be “a side that is raw and characterful compared to the more supple Japanese ride”. Compared to their European counterparts, the Japanese factories have, by and large, become a little sterile. The phrase, “universal Japanese motorcycle” or “UJM”, has been coined, describing efficient, reliable, but somewhat sterile bikes produced in the Land of the Rising Sun. Yamaha have turned this UJM mindset on its head with their Dark Side approach, and taken it to another level with their “Faster Sons” philosophy.

In their words, “the Faster Sons philosophy pays homage to Yamaha’s rich heritage while being focused on the performance of the future”. Enter the Yamaha XSR 900 GP Sport Heritage model. It is inspired by the likes of the World Championship-winning YZR 500 ridden by Wayne Rainey, and the Suzuka 8-hour winning YZF 750 ridden by “Nitro” Noriyuki Haga and Colin Edwards. The result is a factory-built custom bike which is totally unique. ‘Heritage’ models are becoming more and more popular. Perhaps they remind us of a world that was a little less frenetic and not changing at a pace that has us feeling as if we are hanging on for dear life.

In the world of heritage motorcycles, Yamaha’s XSR 900 GP is absolutely beautiful. I get it that beauty is subjective, and that my sports motorcycling history played out in the era that spawned this bike’s styling, but just look at it will you? Literally, everyone who laid eyes on it raved about the styling. It looks like nothing else out there. It does remind me a bit of my Yamaha TRX 850, another quirky yet soulful bike. The GPs that Yamaha is selling in SA all have the optional belly pan fitted as standard. My test bike was painted in the ‘Marlboro colours’, complete with yellow number boards like those that adorned Wayne Rainey’s 500 GP bike. An orange-red (better known as legend red) and pearl white, with mag wheels painted to match. Stunning! Little niceties abound, like the ‘R’ clips that secure the fairing uppers. The rear preload has a remote adjuster, making shock adjustment for load a doddle. Rear passenger accommodation lurks under the seat cowl with fold-out footpegs.

Typical of a modern premium bike, the GP 900 enjoys a full complement of electronics. Four riding modes are rain, street, sport and custom, which allow you to adjust parameters to your preference. For me, you stick it in sport and leave it there. The fuelling, unlike on the early MT-09s, is precise. Let your wrist be the traction control, etc. ABS and traction control are meant to keep things tidy and idiot-proof the bike to some extent. The GP employs a six-axis Inertial Measurement Unit (IMU) which provides lean-sensitive traction control, slide control system, and wheelie control (or Front wheel lift control in Yamaha speak). It has Bluetooth connectivity, which allows you to connect your phone or access Garmin StreetCross navigation on the 5” TFT dash. All the other typical information like fuel levels, range, trips and so on can be accessed by utilising the toggle switch on the left handset.

The heart of the bike is Yamaha’s gruff, torquey and soulful CP-3 engine, as found in their MT-09, naked XSR 900 and 900 Tracer models. To my mind, it is one of the great motorcycle engines of all time. An 890 cc, DOHC, 4-valve per cylinder, liquid-cooled and fuel-injected triple, it produces 117,5 hp @ 10,000 rpm in a wonderfully usable way. Its torque of 93 Nm peaks at 7000 rpm, with good thrust right out of the basement. I can already hear the scoffers saying “only” 117,5 horses, my crotch rocket has over 200… Well sure cupcake, but how many of those horses do you actually need and use on your typical road rides? Looking at Yamaha’s own 200 hp Superbike, the R1, we see that the 900 GP produces more power and torque than its big brother up to 7,500 rpm, giving it a real-world advantage for road riding. 7,500 rpm on the GP 900 equates to a road speed of 175 km/h. The bike, fully fuelled, weighs a tad over 200 kgs, but you wouldn’t say so. Pushing it around or riding it is effortless. It turns intuitively yet is uncannily stable at all lean angles. This would be a weapon on the 22, that fabled piece of road between Sabi and Hazyview, which has unfortunately, like the rest of SA, fallen into disrepair in recent times.

The fit low and mid-range power means that this is not a bike on which you are compelled to rev the hell out of it all the time to get a hurry up. It is also extremely pleasant to ride at moderate speeds as it always has enough power and torque on tap to not have to constantly stir the gear lever. This makes it a satisfying bike to live with day to day, be that in the cut and thrust of peak hour traffic or blasting through the twisties. On two of the five days that I had the bike, I literally got up early with the sole purpose of riding the XSR. It’s been a while since that happened. I ride bikes by choice day to day, so it’s not that I don’t get adequate saddle time. It’s just that this bike is simply magnificent in the way that it rides.

The ride quality on its KYB suspension is good. It is firm but wonderfully controlled. It makes much of its 137 mm front wheel and 150 mm rear wheel travel. The footpeg position is such that you can lift yourself out of the saddle if you anticipate bad bumps without pulling yourself up on the bars. You do a kind of jockey action, raising your tail from the seat over the obstacle.

Wheels are 17 inches at both ends with a 180/55 at the back and a 120/70 up front. The bike does not feel “over tyred” and the slightly narrower back wheel aids in turning on what is a relaxed yet supremely stable chassis. Using Yamaha’s Deltabox frame design results in a confidence-inspiring ride. Modern Sports motorcycles are designed primarily to strafe racetracks rather than to work optimally on roads where surfaces are far from perfect. The GP 900 has a 1-degree more relaxed head angle allied to a 9.1 cm longer wheelbase than an R1. It turns and changes direction effortlessly but is never twitchy or highly strung. It inspires incredible confidence. There is front-end weight bias, which gives a planted front end, again inspiring huge confidence when trail braking. Brakes are powerful and well-controlled with a reasonable feel.

The riding position is very reminiscent of my Honda VFR 800, but perhaps with a smidge more leg room. Shorter riders (under 5’10”) may feel a bit stretched over the tank, but for my 6’3” frame, I could smash Cape Town in a day, no problem. The seat is great, again encouraging long saddle time without issues. Unfortunately, the 14-litre tank will call time on the fun every 280 k’s if you are riding with any sort of gusto. The motor is turbine smooth at 6,000 and 150 km/h, at which speed you should achieve around 20 km/L in ideal conditions. The clip-on bars are not too low, and the fairing works very well at these speeds, with the wind supporting your head and shoulders. The standard cruise control makes it easy to rest your throttle hand as required.

The sound and visceral feel which emanates from the belly of the beast when you whack it is spine-tingling. The first time I gave it a bit of a squirt, hooking through the gears with the superb bi-directional quick-shifter, I found myself cackling in my helmet like a demented banshee! The 6-speed gearbox is a trifle notchy when using the clutch, more so when the motor is not at optimum operating temperature, but this is totally negated by one of the best quick shifters that I have experienced on any motorcycle. The symphony of sound and taught purposeful feel of the bike combine to create one of the most rewarding sensory experiences that you will ever enjoy on a motorcycle.

This bike is so much more than the sum of its parts. It looks so spectacular that you are almost nervous that the ride will be underwhelming by comparison. Happily, that is not the case. If anything, it is even better to ride! Being in the privileged position that I am to get to ride the latest and greatest, it is easy to become blasé. With this bike, that can never be the case. I thought that my sport bike era had ended, given the limited roads to really use their talents, as well as traffic volumes and such. The Yamaha XSR 900 Sports Heritage has changed that jaded view completely. It tugs on the heartstrings in such a way that the old BMW 3 Series advertisement from yesteryear comes to mind. “I want it because I want it”! Bikes this evocative don’t always have to make sense. It also represents excellent value at R269,950. Sportbikes, by and large, will set you back up to two times that amount, and for me, none of them have the deep appeal and real-world ability of the XSR 900 GP.

At this stage of my life, I try to be a bit more circumspect when it comes to buying bikes. I have owned so many bikes that it is not generally a problem to come up with good reasons as to why I don’t have to have a bike, given that it is similar to what I have previously owned and therefore not compelling enough to “have to have it”. The Yamaha XSR 900 GP has thrown a frikken’ huge cat amongst those pigeons! It is different enough and unique enough to warrant unbridled lust. When Bjorn and I met up for a photo shoot, he arrived on his Anniversary model Yamaha XSR 900 in classic Kenny Roberts livery. I used to own this bike. This gave me a deep love for the CP-3 engine, but also, over time, frustrated me as I felt that the chassis, whilst good, didn’t completely live up to the full potential of the magnificent motor. With the XSR 900 GP, this has totally changed. Here is a harmonious marriage of engine and chassis packaged as a thing of absolute beauty.

I also believe that slowly but surely the world is coming to its senses as far as sportbikes are concerned. Certainly, when it comes to road riding. The latest V2 Ducati Panigale has lost over 30 horsepower to its predecessor, and yet on the road is all the better for it. The fact is, very, very few riders have the skill to harness 200-horsepower motorcycles irrespective of where we ride them. We love to think we can or egotistically give our peers the illusion that we can, but realistically, they are a bridge too far. Bikes with a good usable engine like the new Duc and this Yamaha XSR 900 GP, housed in a good chassis, allow us to ride in a way that is simply so rewarding because we are in control and feel like riding gods when we ride them in a spirited manner. Its faults are few and pale into insignificance when measured against its huge talents and emotive appeal. I fear that there has to be a Yamaha XSR 900 Heritage Sport in my future…I’ll have mine in the ‘Marlboro colours’, thank you very much.

Yamaha XSR900 GP

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

2025

Yamaha XSR900 GP

Pricing From R289,950 (RRP)

Brand: Yamaha

MotoGP 2025: Argentina – Marquez Brothers Continue Domination

Features

Harry Fisher

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Mar 25, 2025

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MotoGP 2025: Argentina – Marquez Brothers Continue Domination

We may be only two races in, but with another dominant weekend for the Marquez/Ducati trio and another lacklustre performance from Bagnaia, are we too early to see a trend? On balance, you’d have to say no, that Bagnaia and the other Ducati riders will have a say in proceedings sooner rather than later and, hopefully, throughout the season. Bagnaia even indicated that he might revert to last year’s GP24, on which he was so comfortable.

A Ducati whitewash is all but inevitable. On initial showings, it’s not looking likely that Honda, KTM or Yamaha will be able to challenge consistently at the front, relying yet again on freak conditions to spring a surprise.

Aprilia is a bit more difficult to predict, with the absence of Jorge Martin, but Ai Ogura’s performances have been brilliant and show that there is something in the RS-GP that will allow it to fight at the front, as long as it suits Martin’s riding style. Having missed so much pre-season testing, when he does return, he will have to do his testing and familiarisation during Grand Prix weekends; never an easy task.

It was always known that Argentina and the U.S.A. would play into Marc Marquez’ strengths, but there must have been a few groans up and down the pit lane when he and brother Alex took off at the front and then when Marc got past and took a relatively easy win. He’s looking so comfortable on the Ducati, and it’s doing what he both expects and wants it to do; it’s a dangerously effective combination, and it doesn’t seem as if anyone can do anything about it right now.

Despite the processional look to the race, there was tension at the front, even if the outcome was rather predictable; predictable but not certain as Alex Marquez was looking very comfortable in the lead but there is just something inexorable about Marc; that he would win was never really in doubt, if we’re honest.

More excitement was to be found behind the Marquez pair, as first Johann Zarco’s LCR Honda improbably tussled with Bagnaia, then Franco Morbidelli took over and took third place away from Bagnaia. It is high time that Morbidelli starts to earn his keep, which he certainly has to as he is the only Ducati seat that is up for grabs in 2026. Given KTM’s on-track struggles and overall uncertainty about the team’s future, there are inevitably many rumours doing the rounds that Pedro Acosta could jump ship for 2026 to Ducati – more specifically, Morbidelli’s seat – long-term KTM contract notwithstanding. He is certainly a talent that deserves the best equipment, and I don’t think there is anyone in the pit lane who wouldn’t like to see KTM up there with the leaders at every race, but sadly, they’re just not managing to get there.

Make no mistake, where KTM has got to in a few short years, compared to the multi-decade careers of the likes of Honda and Yamaha, is nothing short of remarkable, but the last few percentage points of development are eluding the Austrian concern. Following Ducati’s dominant 2007, the team languished in the wilderness for many years before Gigi Dall’Igna came on board, so a long gestation period is nothing new, but with the attendant financial worries that KTM is facing, will the team last long enough to come right?

In terms of our entertainment in 2025, we have to hope that Bagnaia, Martin, and all the rest will close the gap to the Marquez brothers. I don’t really care if Marquez wins every race, as long as each race result is in doubt to the last corner of the last lap. On the evidence of the first two races, that may be a forlorn hope.

A word or two about Simon Crafar, ex-racer, ex-TV pundit and now head race weekend steward for the FIM (and, no doubt, working behind the scenes with the FIM on safety and the spectacle of the series.)

When he was first introduced to us on our screens during race weekends, he was clearly uncomfortable, to the point where his on-screen personality came across as slightly inept. However, if you listened carefully, all the expertise he later brought to the job was there for all to see; he just didn’t know how to be natural and relaxed.

Happily, as he grew into the role, his pieces – either on the microphone or to camera – became well-presented and fascinating insights, allowing his natural affinity with what he was talking about to shine through, and he had a flair for putting even the most technical details into layman’s terms without seeming condescending; they were erudite and entertaining and he became a highlight of the race weekends.

It seemed a real shame, therefore, when it was announced that he would be exchanging the commentary team for the stewards’ room during race weekends. A loss for us, the viewers, certainly, but it seems, on early evidence, that it is an excellent move for MotoGP in general.

The first two races of the 2025 season might have been lacking in absolute excitement at the front, but that’s not to say that there haven’t been plenty of incidents throughout the weekends that have required investigation and potential penalties applied. And, throughout all, the stewarding has been notable for its calm-headedness, and there has been a clear indication that common sense is prevailing.

Stewards have generally been chosen in terms of their racing experience and have, for the majority, been excellent at their jobs. But not all have been universally liked.

Of course, that’s irrelevant; whether they are liked or not, and neither is it an indication of competency. But this isn’t a question of personal feelings; some have just rubbed the riders up the wrong way, and the lack of consistency and transparency of decisions have been issues all too often at the forefront of criticism. None of us can know the internal or external pressures of making decisions in mere minutes, without the benefit of hindsight, and there always is the human element to contend with.

The Crafar era has started well, with both consistency and common sense prevailing, and he has been widely praised for both qualities. Now, all we need to see is him once again in front of the camera, explaining why a particular penalty was awarded, so that the logic (or otherwise) is there for all to see. For sure, there will be some questionable decisions, but if these remain in the minority, then it’s a win for MotoGP and for us, the spectators.

Bikeshop Rivonia and CFMOTO, poised to shoot the lights out!

Motorcycle News

Dave Cilliers

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Mar 25, 2025

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Bikeshop Rivonia and CFMOTO, poised to shoot the lights out!

CFMOTO is making inroads worldwide with a range of motorcycles that offer decent build quality, excellent performance and features, all at a price that, in the current inflated value world offers excellent value. They are one of the creditable companies spearheading a Chinese revolution that could just change the motorcycling landscape in years to come. Chinese manufacturers may still be viewed with suspicion. The flood of dirt-cheap bikes that washed up on African shores catering to the delivery and absolute budget end of the market were in many cases substandard. What you paid was what you got.

Having said that, it cannot be argued that because of their cheap prices, they did still offer value. A couple from Cape Town rode two of these bikes up through Africa, then shipped the bikes back and still commute on them. They have proven generally reliable despite horrific abuse. And then we have Chinese offerings like CFMOTO. CFMOTO has been in the motorcycle manufacturing business for 35 years and has always endeavoured to build bikes that are globally competitive in their respective classes. They build ATVs, side by sides, scooters and a range of motorcycles. So confident were they in the quality of their products that they decided to go head-to-head with motorcycling’s finest in the fiercest crucible of motorcycle racing on earth, MotoGP.

2024 was their year. David Alonso lifted the Moto 3 World Championship on a CFMOTO. There is no greater testimony to manufacturing ability than that. Looking over the range of motorcycles that CFMOTO SA is now importing, it is obvious that this brand is going to make huge inroads, both globally and locally. Their joint venture with KTM is testimony to the high regard in which they are held globally.

They seem to be listening to what riders want because they are bringing out models that are uncannily ‘right’. Their MT 450 middleweight Adventure bike is a case in point. It is superb in both form and function with decent KYB suspension and a rocking 450 parallel twin motor which is proving to be mega reliable. All this for under R125,000! Cash-strapped South Africans are buying them in their droves.

James Ridley and his team at Bikeshop Rivonia were quick to recognise the phenomenon which is CFMOTO and got them onto their floor in a heartbeat. In a relatively short space of time, Bikeshop Rivonia has become a dominant force amongst motorcycle retailers. Offering both selected new bikes and a very wide selection of quality used bikes for sale, they are pretty much your one-stop bike shop.

Strolling around their floor is quite an adventure. You name it and chances are they have it! Cruisers, Sports bikes, Adventure bikes, modern retro’s, they have them all. I have bought bikes from them as well as sold bikes to them and all our dealings have been highly professional. In short, they have delivered on their promises and then some!

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I chatted at length with James at their recent CFMOTO open day and I came away hugely excited. There are expansion moves afoot that are going to enhance what is already a one-stop-shop even more. It would be slightly premature to spill the beans now but trust me, it is exciting stuff, and I will keep you posted! James is a visionary as regards motorcycle retail and is bucking the general trend of stagnating or declining bike sales. It seems that if you give people what they want they will buy it!

CFMOTO and similar offerings that offer desirable bikes at value-for-money prices are going to rock the industry to the core! They have a range of bikes that are modern, handsome and loaded with tech (to lure Gen Z buyers) and functionally good. I am amazed that the Japanese manufacturers have not seen the writing on the wall and responded sooner. I believe we will see some serious pencil sharpening from them soon.

The CFMOTO happening is good news. The local importers are serious and hungry and have a long track record of establishing good brands in SA. Creating a nationwide dealer network will make CFMOTO motorcycles a common sight on SA roads. Bikeshop Rivonia’s success with the brand is testimony to that!

Reviewed: Thule’s EnRoute Camera Backpack 20L

Lifestyle

Simon Morton

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Mar 25, 2025

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Reviewed: Thule’s EnRoute Camera Backpack 20L

When out in the field creating content for our platform, we generally carry expensive digital equipment such as a Nikon mirrorless camera, GoPro, and Apple Laptop.

Back in December, on our annual end-of-year adventure, we were planning a trip to the Eastern Cape, with the main activity being hiking, both at Tsitsikamma National Park and Hogsback.

Knowing we’d be carrying expensive digital equipment, plus essentials for a day’s hiking, and not having quite the right bag that would be fit for purpose. I chatted with the guys at Thule SA to get their advice on a suitable backpack for such an adventure. They recommended and loaned us the perfect backpack.

Enter Thule’s EnRoute 20L Camera Backpack.

Immediately apparent is the high quality that is synonymous with all Thule products. Compact in size (29 x 20 x 48 cm) and weighing in at 1.6kg, the outer shell is made of a durable nylon fabric. Located at the top of the bag is the main compartment area. On opening, I was immediately impressed with the brightly coloured blue interior lining.

A dedicated slip pocket that’s padded at the back means you can store a tablet or small laptop up to 13″. In addition, there’s a zipable zone for smaller items, such as cables and enough space above the camera pod to store other stuff. We mainly stored our food/snacks in this area when out on the trails.

A second smaller top compartment has a hard-shell outer with a soft-lined inner, making it perfect to protect smaller valuables. We used this zone to store our GoPro and phones and found it to be conveniently placed. There’s a zipable pocket for smaller items too—which we used to keep the Jimny’s key safe.

At the side of the backpack, there’s a removable camera pod with customizable storage for a DSLR or mirrorless camera with adjustable, origami-inspired dividers. Our Nikon Z50 fit perfectly without any adjustments. What’s nice is that the protective camera pod can be removed to leave the camera behind or to carry the camera in another bag. I found that being able to quickly access our camera from the side-zippered entry was handy for those run-and-gun moments when out in the wilderness.

A second side zip-away pocket can securely hold a water bottle or tripod and can be fixed in place with a clipable adjustable strap.

Finally, a front pouch is conveniently placed so you can quickly stash and retrieve go-to items such a raincoat, for example.

Other features include an integrated luggage pass-through strap at the rear so that you can carry the backpack safely on top of rolling luggage.

I was very impressed with Thule’s EnRoute Camera Backpack 20L. What stood out to me the most was how comfortable it was when fully loaded and out on the trails. This is thanks to its ergonomically padded shoulder straps and back panel. There is also a chest clip, which is always preferred when hiking and/or riding on a motorcycle, as it just secures the bag firmly to your body.

At a cost of R3,699, you certainly get a lot of features with this backpack, which to me makes it well-priced for what you get. I would highly recommend this backpack for both smallish hiking excursions (like what we did) or as a general daypack for commuting to work.

For more information, visit: www.thulestore.co.za

Reviewed: Dometic’s CFX3 25 Cooler/Freezer…

Lifestyle

Simon Morton

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Mar 25, 2025

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During the December break, we got to test Dometic’s CFX3 25 Cooler/Freezer. Right off the bat, I will tell you that this is one of those products that I didn’t realise I needed in my life until I experienced it on a 10-day, 2500km trip to the Eastern Cape of South Africa.

The CFX3 has 25 litres of usable storage space. I say ‘usable’ because not needing to add any ice means that none of the space is wasted. Although compact and lightweight, the CFX3 is built tough, with impact-resistant edges and aluminium spring-loaded grab handles that give the product a premium touch. Not only do they make carrying the cooler a doddle, but they are also handy for tying down the fridge. We used them to fasten the seatbelt through on the backseat so that we could get access to the cooler whilst on the go. We also had the Protective Cover fitted for extra protection.

The CFX3 can be used as both a fridge or freezer, with a powerful compressor cooling technology that efficiently refrigerates and deep-freezes to as low as -22°C. There’s even an App that allows you to control the temperature on the fly from your smartphone device. However, we didn’t find the need for this as we only used it for keeping our drinks and snacks cool. Therefore, using the very intuitive, high-resolution colour display, we set the fridge at -2°C for the duration of our trip—which was perfect for our intended use.

Being able to reach for a cold drink when out on a day’s adventuring was very convenient, and something that I certainly could get used to having with me on future trips. Compared to a traditional cooler box, not having ice melting with your stuff floating around at the end of a hot day is a real game-changer for me.

What also stood out, was that the cooler can be powered by both AC/DC, and comes with both cables. We found this to be particularly handy whilst driving, as the fridge would be powered via DC. Then at our accommodation, using the AC cable, we could keep things cold overnight.

One particular night whilst glamping in Hogsback, our Teepee was very basic and the shared kitchen we had access to was a short walk away. So, plugging in the cooler by our tent, we were able to enjoy our New Year’s Eve celebrations without having to keep on walking to and from the kitchen area.

Other features include an internal basket to keep your items organised and an LED light to keep things lit up under low-light conditions. There’s even a USB port to charge your mobile devices whilst out in the field—making the CFX3 Fridge extremely practical as an all-round travel companion.

For more information on Dometic portable fridges, visit: www.frontrunneroutfitters.com

Third Generation Renault Duster Launched in South Africa

Lifestyle

Brian Cheyne

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Mar 24, 2025

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The Renault Duster was launched globally in 2010 and made its way to South Africa in 2013. What always drew me to the Duster was the fact that they had a 4WD variant that was actually quite capable off-road. Since then, there have been a few nips and tucks and one major update. More than 26,000 Dusters have been sold in South Africa, and now Renault has its work cut out to keep the momentum going. The third generation of the Duster has just been launched in South Africa and we got to sample it in Cape Town.

We were greeted at Cape Town International Airport and headed straight to Stellenbosch for our business briefing. What struck me first about the new Duster was its angular design. It looks muscular and modern. Up front, the bold new grill wears the Renault name proudly, flanked by Y-shaped daytime running lights. This theme extends to the rear, as well as the interior where the air vents have a similar shape. To aid the modern look, the rear door handle is integrated into the C-pillar, but the car is still undeniably a Duster! Roof rails are standard, and on the 4WD model, they are modular. The design is such that you can unscrew one end, turn it 90 degrees, and attach it to the other end of the car. This arrangement can carry up to 70 kg of weight. There are also two different designs of the front bumper. The 4WD model has a more sloping design to improve the approach and departure angles of the car.

Of course, the elephant in the room is the new drivetrains. There have been many comments about the fact that Renault is ditching the diesel variant in favour of a new, mild-hybrid system. Unfortunately, South Africa has to tow the European party line, which is moving towards NEV (New Energy Vehicles). The new system (only available in the 4×4 variant) uses a 1.2-litre turbocharged petrol engine, paired with a 48 V electrical system. The final drive is through a 6-speed manual gearbox. This combination is said to be 12.3% more fuel efficient than a non-hybrid system. The 4×2 variant relies on a 1.3-litre turbocharged engine, paired with a 7-speed EDC automatic gearbox. Gearshifts are done with paddles on the steering wheel.

The Duster comes in two specification levels – Zen and Intens. Intens adds features like blind spot detection and a multi-view camera. This gives you the ability to have a bird’s eye view of the car to the surroundings. Strangely, Renault opted for the Zen specification on the 4WD model. I would argue that the 360-degree view would be more useful out in the bush than in the Woolworths parking lot. But Renault also understands that not all their cars will ever go bundu-bashing, so they made the new Duster more driver-focused.

The interior is a pleasant place to be, with a 10.1” touchscreen in the centre that is angled towards the driver. The instrumentation cluster is also a 7” digital unit. There is an abundance of storage compartments throughout the cabin and there is a wireless charging pad in the Intens model. In typical French style, Renault introduced the YouClip system for the new Duster. Depending on the variant, there are up to 12 small mounting points scattered throughout the cabin. To this, you can mount any number of YouClip accessories that include things like lights, hooks and cup holders. You can even get a phone holder with built-in wireless charging. The YouClip system allows you to customise the interior of your Duster to your heart’s content.

After some lunch, we headed back towards Cape Town and hit a gravel section. The car was surprisingly quiet; Renault did quite a lot of work to reduce the noise levels within the car. Following other cars, I could not help but notice the substantial ground clearance on the Duster. The 4WD model is equipped with a metal skid plate underneath for added protection. For a 1.2-litre engine, it has a raspy growl to it, and you can feel the hybrid assistance when overtaking another car. I would not describe the performance as earth-shattering, but it gets the job done, and you have to work the gearbox to get the best out of this car.

The next day, we headed to the Atlantis dunes where we got to experience the ability of the 4WD system. Sure, most people will never venture so far off-road, but the Dusters had the time of their lives, kicking up sand and conquering most dunes. I say most, as some of the cars did bury themselves, but that was most likely down to driver error. But, when the dust finally settled, we all left pleased with the new Duster. It is a very good-looking car with good off-road ability. It remains to be seen if the South African market will accept the new drivetrain over the tried-and-tested diesel engine.

I look forward to spending more time in the new Duster as I have a few ideas already brewing!

All models come standard with a 3-year/45,000 km service plan and a 5-year/150,000 km warranty.

Pricing is as follows:

Duster Zen EDC 4×2 – R489,999
Duster Intens EDC 4×2 – R519,999
Duster Zen 6MT 4WD MHEV – R549,999

For more information, visit: www.renault.co.za

Gavin Walton Favoured to Collect Seventh DJ Rally Win

Motorcycle News

ZA Editorial Team

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Mar 7, 2025

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Gavin Walton of Springs is strongly favoured to score a seventh win in the iTOO VVC DJ (Durban-Johannesburg) Rally for classic motorcycles when he takes the start of the 2025 event in Hillcrest, outside Durban, on 14 March. Not only has he won this prestigious event in 2009, 2017, 2018, 2019, 2022, and 2024, but he also put up a phenomenal performance in the recent Pre-DJ Rally, scoring a total of only 52 seconds error at 11 control points. Mike Venables was second with 106 penalty points.

This year’s event, which commemorates the road race held between Durban and Johannesburg from 1913-1936, is the 53rd of these regularity rallies, which began in 1970 and have been held annually except for 1974 (fuel restrictions) and 2021 (Covid). In keeping with the historic nature of this event, the competing motorcycles must have been made before 1936.

Clerk of the Course Gwyneth Cronje has received entries from riders of 76 motorcycles and two sidecar combinations for the 2025 DJ Rally. “We are delighted at the support because we know how costs have risen, which ruled out many of the previous competitors who came from the Western Cape,” commented Gwyneth, whose late husband, Pierre, had been both an enthusiastic DJ competitor and Clerk of the Course.

The field this year includes nine first-timers – Lloyd Weber from Zimbabwe, Robert Cantwell, Candice Truda, Helen Nicolau, Brian Bontekoning, Michael Buchan (the youngest rider at the age of 21), Justin Langley, Jason le Roux, and Claude Oberholzer. The oldest rider is Neville Smith, aged 89.

There are also five woman riders this year – Helen Nicolau, Tamarin Skead, Candice Truda, Benita Palmer, and Bev Jacobs – while Camilla Hyson will be the passenger in Hans Coertse’s 1921 Harley-Davidson sidecar combination. The other sidecar entrant is Brian Lange, who will have Patrick Dacey as the sidecar passenger in his 1928 AJS Big Twin combination.

Martin Davies, a former DJ winner, is Route Director this year, and he says he has tried to stick close to the R103 road route that was used for the race more than 100 years ago.

From the start at 06:00 on Friday, the route takes competitors to refuels in Pietermaritzburg and Mooi River and a lunch stop in Estcourt before an overnight stop in Newcastle. The restart is at 07:00, with the route taking the riders over the Majuba and Laingsnek passes to Volksrust for a refuel. The next refuel is in Standerton, and then there is a lunch stop and final refuel in Balfour. The first competitor is expected to arrive finish at the finish at the Benoni Northerns Sports Club at 14:00.

This year, there are only three previous DJ winners in the field, which is fewer than in recent years. Besides Gavin Walton, there is Mike Ward (1936 Velocette) and Adrian Hollis (1935 Sunbeam Lion sidecar combination). Ward won in 2004 and 2023, while Hollis took first place in 2000.

Gavin Walton has a long and distinguished history in the DJ Rally, beginning in 2005 when he was invited to ride Hugh Hollard’s 1929 Ariel. The DJ bug bit, and he soon bought a 1936 Model 9 side valve 500 cc AJS, which he continues to ride to this day.

He won his first DJ in 2009, and then tragedy struck in 2013 when he was involved in a nasty accident on the way home from that year’s Pre-DJ Rally. He had 11 fractures in his leg and could not ride for a year. He repaired the AJS and rode the 2014 event with a crutch strapped to the motorcycle. He still managed to finish as runner-up.

Gavin Walton had his only DNF (did not finish) in 2015, and then won again in 2017, 2018, 2019, 2022 and last year.

Another enthusiastic DJ Rally competitor is Jaycee van Rooyen, who comes from a motorcycle racing background. His grandfather on his mother’s side was Boet Fereira, a South African champion in the late 1940s and early ’50s riding Norton’s and Velocette, while Jaycee’s dad, Jack, enjoyed speedway racing and later got involved with classic motorcycles and cars.

Jaycee began his involvement in the DJ in 2014 when he rode the 1936 350 cc Ariel Red Hunter his father had ridden in previous DJ Rallies. Jaycee and the Ariel completed eight out of the last 10 DJs, but this year, he has loaned that motorcycle to his friend, Jason le Roux, and will ride a 1929 500 cc Sunbeam.

Another regular DJ competitor who rides a motorcycle previously ridden by his father is Mark Palmer, who uses the 1936 350 cc Royal Enfield his father, Geoff, rode to win the first DJ Commemorative Regularity Rally in 1970. Mark has ridden it in the last four DJ Rallies, with his best placing being 16th in 2023.

The 2025 DJ Rally is organised by a group of people from several Gauteng motorcycle clubs on behalf of the Vintage and Veteran Club of South Africa.

The Fastest Trek Supercaliber Yet?

Lifestyle

Bjorn Moreira

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Mar 5, 2025

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Three years of development, multiple prototypes and something special called IsoStrut, yes, this was the birth of the first gen Trek Supercaliber. The “OG” Supercaliber was designed to not only supersede Trek’s beloved Top Fuel in the very competitive XC/marathon arena, but to bring racers the ultimate master of all trades. The idea behind the frame and IsoStrut was to eliminate the inherent problem that comes with a full suspension, and that’s flex in the rear end from all of the pivots. So to help eliminate the rear flex, Trek engineers took their time to refine their design and bring racers a bike that almost acts as a hardtail and a full-suspension bike all in one, better known as an anti-squat system.

A few years down the line, Trek has brought out their new generation of Supercaliber, but the question is: Can they improve on the already very impressive package? To find out Trek South Africa made their Supercaliber SLR 9.9 XX AXS Gen 2 available for us to test over a few weeks.

So what’s new on the second-generation champ? Well, Trek seem to have crossed over some trail bike character traits onto this year’s bike with an increase in front and rear suspension travel now up 20 mm at the rear to 80 mm and 10 mm up front to 110 mm (compatible with 120 mm fork), we see a 10 mm longer reach and lastly a slacker headtube at 67.5° opposed to 65°. What these changes essentially mean is that the Supercaliber is also going to be more suited to shorter and faster XC riding than ever before.

Now Trek has got four different Supercalibers in the form of their 9.6, 9.7, 9.8 and 9.9 model range and within this range, we see two different carbon lay-ups, so you can roll light on the Supercaliber SL or ride even lighter with the World Cup-ready featherweight Supercaliber SLR. The 9.6 and 9.7 run the SL frame and we see the 9.8 and 9.9 run the SLR frame with some very high-end components that benefit the lightweight ideology of the SLR.

With Trek’s vast range of Supercalibers, you can easily choose your ideal bike depending on your skill or budget. You can get into the Supercaliber family for as little as 75k on the SL 9.6 Gen 2 and spend upwards of 300k for the state-of-the-art SLR 9.9 Flight Attendant Gen 2. As mentioned, we are on the runner-up to the Flight Attendant and the only real forfeit was the electronic suspension and in turn this brings the price down to R265,000.

The SLR 9.9 XX AXS is a mouthful and almost sounds like something that would be classified intel and hidden in some military air hanger and only ever brought out for secret missions. Nontheless this particular model is dripping in carbon components, it runs a RockShox SID SL Ultimate fork, a RockShox SIDLuxe shock, fully wireless SRAM XX SL AXS 12-speed electronic transmission, SRAM Level Ultimate 4-piston hydraulic disc brakes and we see lightweight Bontrager parts join the party in the form of Kovee RSL carbon wheels and carbon RSL integrated bar/stem combo.

Specs and spoils aside, the Gen 2 Supercaliber is a sexy looking bike. The cleared carbon on our test bike’s livery blends into the grey paint and gives the SLR frame an exotic factory racer look. I also love the look that has naturally evolved due to the new slacker headtube. It gives the Supercaliber a more attractive rounded-off side profile as opposed to the conventional triangular top tube we’ve seen on bicycles for the last 200 years. Our test bike came in the stealthy grey, carbon and black livery, and although I love the stealthy look, boy would I have loved some red forks, but hey, I’m a 90s kid.

Practicalities, if there is such a thing on a race bike, it would be the full suspension grip shift lockout on the left side of the handlebar, the dropper post for some faster descents, the internal trunking and in the case of our test bike the fully wireless SRAM XX SL AXS—such a smooth and flawless system to use.

How does it handle the trails? ‘Cleating’ up, I decided to plan three different rides to get a feel of how the Supercaliber would handle typical marathon riding, fast and technical XC, and why not throw in a bit of free-ride into the equation, especially because there’s a dropper post and we all know what that means. So we visited Hennops for a good 42 km of ebbing and flowing trails, Klapperkop nature reserve for the technical rocky climbs and Wolwespruit for a free ride and shakedown before comparing notes.

One of my best mates Marco Leibrandt (bit of a Specialized fanatic), joined to form a second opinion and since I’m the camera guy too, room to do my job. We both have very different riding styles, myself being more of a technical rider and sprinter and Marco being more of a climber and endurance rider.

As mentioned above, the Supercaliber has gained more trail bike characteristics, and what we found out is that this doesn’t make it any less of a marathoner than before, but it broadens its already race-winning XC capabilities. At Hennops, I could feel that the bike was very responsive whether it was attacking a climb or acceleration out of tight corners, those initial pedal strides made it a breeze to leave a few riders in the dust.

Adding to the fast rolling character of the IsoStrut and how the Supercaliber puts its power down is the TwistLoc remote, this instantly turns the shock and fork solidly shut. Although this is probably never going to get used outside of racing for that extra 1% push to cross a line seconds quicker or to win a sprint, it does make those longer flat sections a breeze with zero movement.

Rocky terrain is less of a challenge for the Supercaliber now because of its increased travel. Climbing some seriously silly technical hiking trails at Klapperkop was almost too easy, almost equivalent to riding Trek’s EXe, jip I’m talking about Trek’s gnarly sending machine. I rode a similar trail not too long ago on the EXe, which is an e-bike with almost double the suspension travel and has wider and grippier tyres, yet the Supercaliber was seconds slower.

The first generation Supercaliber had to be properly set up for a rider, due to having such little suspension travel, making a badly setup Supercaliber either a really jarring ride or one that would bottom out regularly. The second gen is more refined in that sense, both in its damping quality and with its increased travel allowing for more tunability.

How does it feel to ride with the IsoStrut or the anti-squat setup compared to a normal bike? Is it more similar to a hardtail or softtail? Similarly to a hardtail, the Supercaliber is a fast roller. It can feel a bit slippery when pushed hard on loose terrain or on tree routes, but it feels progressive in its action, which translates to a smoother and more connected ride than a hardtail. In a nutshell, it rides more like a softtail, but with more feedback, faster rolling speed and less fatigue as you can put the hammer down more often on different kinds of terrain.

Coming from a BMX and enduro background, I enjoy my free rides and my fast XC riding these days. For me, the Supercaliber was a massive surprise even at Wolwespruit, where the dropper was down, and the cranks were level. I won’t call it a Unicorn, but rather a Rhino. It handles all XC and Marathon riding at the top with the big boys and girls. Marc from Trek Bicycle Wolwespruit did an amazing job setting up the suspension, seeing us really push the Supercaliber on the jumps, berms and rocky sections. Even with Marco onboard, the front forks didn’t bottom out, and the rear shock never felt lacking. Obviously, if we were planning on riding the Supercaliber on more Enduro-like routes, we would put more suitable rubber for grip and possibly wider tyres. For this kind of riding, other Trek bikes would suit ‘Wolwe’ much better, but it’s surprising to see and to know that a lower travel bike like the Supercaliber can get the job done.

At the end of the trail, I think Trek have made a very good and attractive option available in the form of the generation 2 Supercaliber and, in turn, a very tough choice for those who are racers and also not racers. The thing is, Trek know racers are going to jump onto a Supercaliber singing its praise and winning races, but I think there will be a crossbreed of Top Fuel and Procaliber riders or hardtail and softtail XC riders jumping ship because the Supercaliber is just that good.

If not from me, visit your local Trek Store and take a Supercaliber for a Demo ride here.

A Quick Trip to Kaapschehoop on the GSX-S1000GX

Features

Brian Cheyne

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Mar 5, 2025

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A Quick Trip to Kaapschehoop on the GSX-S1000GX

The year started off so good. In January, we had the AMID expo that showed promise of a motorcycle market on the up. And then some orange-haired man made some statements which flooded my social media feed with vitriol. I needed to get away—away to a place that has wild horses, peace and tranquillity. Of course, I am referring to Kaapsehoop in Mpumalanga. I phoned my friend, Maarten, to find out if he felt the same. He did, and so a weekend was planned at Angels Mist Guest House with our host, Abrie Visser. The beauty of booking with Abrie is that the entire booking was done on WhatsApp with only three thumbs-up emojis. It was settled then, but I needed transport. Another quick mail to the good folks at Suzuki South Africa, and I fetched one of their latest models: the Suzuki GSX-S1000 GX.

One more item on my agenda was to finish the last challenge of the Turkana Safari Challenge. For those who don’t know what this is about: the Turkana Safari Challenge is the brainchild of Elsebie and Michnus Olivier. They are the people behind the Turkana range of luggage and off-road gear. The entire range is manufactured locally, and even the material used is mostly sourced right here in South Africa. The Turkana Safari Challenge is a list of 15 tasks that you need to complete within a year, in order to be entered into the draw for some amazing prizes. Challenges include things like “Photograph your bike at Gariep Dam” or “Visit and support a local farm stall”. I had one more challenge to do, and that was: “Photograph your bike at a roadside braai.” Now, apparently, a roadside braai is a common thing in the Western Cape, but not so much here in Gauteng. So, Maarten and I made plans to do this together.

As I was strapping my overnight bag to the sturdy metal rack of the GX, I had a good look at the bike, and I must say, it is very pleasing to the eye. I was a bit confused when I saw this is being touted as a sports tourer, as Suzuki already has the GT model, which is supposed to do just that. Even though the GT puts the rider in a more upright position, the GX takes that even further. Not only does it put you even more upright, but it also provides more suspension travel than on the GT. That makes the GX a tall bike, with the seat measuring 845 mm from the ground. But what sets this bike apart is the fact that it’s fitted with Suzuki’s first-ever semi-active suspension. Something that I found quite useful riding up the Kaapsehoop Pass.

As we navigated the boring N4 towards Kaapsehoop, I had plenty of time to appreciate the GX. In hindsight, I was sorry I did not read Howard’s article about not riding the N4 earlier. It would have made the trip more exciting! What I have to commend Suzuki for is the quick-shifter. It is incredibly smooth and precise. In my book, it ranks amongst the best. The other huge bonus is the cruise control. You can set it and forget it. The engine has enough grunt to flatten any uphill, but should you find yourself with a particularly steep uphill, you can shift down or up without disengaging the cruise control. This makes for such a smooth ride.

You smell the Sappi paper mill long before you reach it, and the smell means only one thing: Kaapsehoop Pass is close. We stopped at the Ngodwana filling station, and then it was time for a blast up the pass. There are some spectacular corners on this road, albeit a bit bumpy. For that reason, I set the GX’s suspension to its “Soft” setting, and it just soaked up the bumps. The area also had a lot of rain the last couple of weeks, so the lush green scenery was quite a distraction. We unloaded at Angels Mist and then set off again in the direction of Nelspruit for some photos. As the sun was making its way to the horizon, we found a nice spot overlooking the escarpment, and all thoughts of the ills of our world just vanished. I revelled in the silence and was reluctant to head back, but by now, my stomach was in charge, complaining about the lack of attention it was getting. After a nice dinner, we settled in. A group of adventure riders also pulled in. Abrie was going to take them on a spectacular route to a secluded waterfall the next morning. I vowed to return with a suitable bike and ask Abrie for the guided tour! It looked epic!

The next morning, after breakfast, we headed towards Sabie, again taking the scenic and twisty route. We stopped at the local Spar for some rolls, some drinks, and two pieces of boerewors. We headed up Long Tom pass to the Long Tom canon, found a nice rocky outcrop and prepared to do the final Turkana challenge. We saw quite a few motorcycle clubs meandering by, but this was our moment. Our little braai next to the road. The rolls went down so well, and unlike most visitors here, we put all our rubbish in a bag and put it in the bin. I wonder why this is such a difficult concept for people to grasp. With the challenge now done, we headed back to Kaapsehoop, parked the bikes, and explored the town on foot. There is just so much to see and do here, but a stop at the local pub, Die Nagkantoor, is a must. You meet the most interesting people there.

The next morning, we were up early again, making our way back to Pretoria. Helmet time is healing time. Time spent with your own thoughts, and to clear your head a bit. The Suzuki GSX-S1000 GX is a superb motorcycle for a weekend like this. You can go either very fast or very slow. Either way, the GX will oblige. The Turkana challenge was also the motivation I needed to explore our country.

Now I can face my social media feed again!

An adrenaline-fuelled weekend awaits KwaZulu-Natal at the Supertech Torque Motoring Festival 2025

Lifestyle

ZA Editorial Team

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Mar 5, 2025

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An adrenaline-fuelled weekend awaits KwaZulu-Natal at the Supertech Torque Motoring Festival 2025

From heart-pounding circuit racing to adrenaline-pumping stunt shows and drift rides, the Supertech Torque Motoring Festival promises non-stop action and fun for petrolheads in KwaZulu-Natal.

Image source: Supertech Torque Motoring Festival

Get ready, KZN! The Supertech Torque Motoring Festival 2025 is revving up for the first time at Port Shepstone’s Dezzi Raceway on April 19th and 20th. An unforgettable celebration of speed, style, and performance, the festival will bring the world of high-performance cars to Dezzi Raceway in spectacular fashion.

Powered by Supertech Torque—the official car club of the Supertech Group—the event’s signature attractions include heart-pounding circuit racing, a legendary model showcase featuring BMW M cars like the iconic M3 and all-new M5, adrenaline-pumping stunt exhibitions, and a spinning extravaganza with international and local stars like Didi Bizarro, Stacy May, Luke Williamson, Cameron Williamson, Kayla Oliphant, Preshu Singh, and more.

For those seeking hands-on thrills, there’ll be first-hand drift rides, hot laps with the BMW Driving Experience team, and helicopter flips for an added rush (an additional fee applies for certain activities).

But that’s not all—expect racing simulators, exclusive auctions, mainstage entertainment, an exclusive hospitality lounge, and the stylish Torque Fashion Show. With fun for the whole family and culinary delights for all to enjoy, this festival isn’t just for car enthusiasts—it’s for everyone who loves high-energy excitement and community spirit.

This festival goes beyond the track; it’s a showcase of the energy, excitement, and dedication that define performance car culture. Tickets are selling fast—purchase yours here and get a front-row seat to this celebration of high performance!

MotoGP 2025: Thailand – Back in Business!

Features

Harry Fisher

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Mar 4, 2025

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MotoGP 2025: Thailand – Back in Business!

Was anyone really surprised? Pre-season testing didn’t show anything conclusively, but – and maybe it was just me – there seemed to be a sense of inevitability about how Marc Marquez would go when it came to lights-out when racing proper resumed.

But surely no-one, least of all Marquez himself, could have predicted such complete and effortless dominance; pole position, Sprint and Main race victories; maximum points from the opening round. I’m not sure who took the fastest lap, but it wouldn’t surprise me at all if it was Marquez.

It all looked so easy. Even when Marquez M abruptly slowed and allowed his brother and rival Marquez A through, it quickly became clear that at worst it had been a missed gear and nothing more serious, given the way that he then shadowed every move Alex made, before taking the lead again and setting off into the distance without ever looking as if he was on the ragged edge.

As we now know, Marquez had been sent to the line with too low a front tyre pressure, an odd situation given that it was highly likely that he would lead from the front as he had in the Sprint race. Running in clear air, and riding well within his limit, he was in danger of incurring a penalty for too long with too low a pressure, so he let his brother through so he could run in his dirty air and get temperature into his front tyre. With that achieved, he calmly took the lead again, and that was that.

There are a lot of whingers who, for whatever reason, don’t like Marquez M; they had better find a way of liking him because this isn’t going to be his last victory this year so, if they’re going to enjoy the 2025 season, they’d better learn to accept it!

Meanwhile, Bagnaia had nothing to offer to counter the pace of the Marquez brothers ahead of him and even, in the Sprint race, had to defend against an incredible performance from rookie Ai Ogura on the satellite Trackhouse Aprilia. Bagnaia has every right to be worried for the rest of the season if this is how Marquez M can perform straight out of the box. Let’s not forget, also, that the next two races, in Argentina and the USA, are two of Marc’s favourite tracks.

Alex Marquez could be forgiven for being despondent at coming so close to his maiden GP victory and realising that his lead in the Main race was not through his own talent but because Marc needed it to be that way, but second on the grid and two second places in the races is nothing to be ashamed of (and what he predicted for himself at the beginning of the weekend). Look at it this way, he was an honest second – not gained through the misfortune of others – and managed to keep Bagnaia at bay for every racing lap. There’s no lack of skill there, just bad luck at having the best rider of his generation on the best bike of the moment as an opponent. Even if it’s your brother, it will still be hard for Alex to (potentially) see him lifting yet another title trophy. Of course, it’s going to be a long season and, as we know all too well, anything can and probably will happen, but right now, the signs aren’t good for anyone who’s not named Marc Marquez.

Bagnaia, by his own admission, was not riding at his best this weekend, and that is simply something you can’t do when Marquez M is your teammate. Bagnaia’s calm and kindly demeanour can’t entirely hide the extremely tough fighter underneath, and it is inconceivable that he won’t take the fight to Marquez more convincingly in the coming races. He proved in 2022 that he can overcome a large points deficit, but that’s not going to work every time, and he just can’t afford to fall any further behind Marquez if he is to be a title challenger this year.

So much for the podium finishers but, with this being the first race of a new season, there was plenty to talk about all the way down the field and you can’t start anywhere other than with yet another brilliant rookie performance, following on from Pedro Acosta last year (second place in only his second race). The protagonist this year was Ai Ogura on a satellite Aprilia RS-GP, run by Trackhouse racing and sporting one of the best liveries in recent memory – the light blue and orange colours of the Gulf Oil company.

Even with Bagnaia admitting he was riding below his best, he wasn’t left for dead by the Marquez brothers, but neither was he getting away from Ogura, who claimed a remarkable fourth place in the Sprint race and fifth in the Main race; that’s the best rookie performance since Marc Marquez in 2013. He was by far the best of the Aprilias and, if that is an indication of how good the Aprilia is, then we can’t wait for Jorge Martin to return in America, even if it’s by no means guaranteed that the RS-GP will suit the reigning champion.

Marco Bezzecchi on the factory Aprilia might have been beaten in both races by the rookie Ogura, but he messed up his weekend by crashing in qualifying, meaning he had to battle his way through both races, rather than having the clear air in which to demonstrate his speed. His wild start in the Sprint race with excessive wheelspin didn’t help his cause. The Aprilia clearly has the speed to run with the Ducatis so, if Bezzecchi can qualify cleanly, then he could spring a surprise or two.

Enea Bastiannini won the Sprint race here last year, which will make it all the more galling that his Sprint race time this year, albeit on a different bike – the KTM RC16 against the Ducati GP24 – was a full 27 seconds slower! 12^th in the Sprint and ninth in the Main race show that there is a lot of work to be done for the ex-factory Ducati rider. His teammate in the Tech3 team, Maverick Viñales, had an even worse weekend, finishing 14^th and 16^th, battling in the Main race with the Thai rookie, Somkiat Chantra on the LCR Honda.

Regarding the factory KTMs, it wasn’t the most encouraging start for the Austrian manufacturer, even taking away all the pre-season confusion about the very existence of the brand, which can’t have been a calm environment in which to prepare. Brad Binder managed eighth place in both races, while Pedro Acosta finished sixth in the Sprint and second last in the Main race after sliding out, and it’s an uncomfortable fact that the midfield might be the RC16’s natural place in the pecking order. Buriram offers completely different conditions to many of the races on the calendar, however, so maybe it’s premature to condemn the KTMs to underperformance all year; they might well spring a surprise or two, but as for running consistently at the front with the Ducatis, it looks a tall order.

In practice and qualifying, it looked as if progress had been made by Yamaha but the races belied that impression, for all Jack Miller’s efforts, which ended with a crash in the Sprint race while running sixth and 11^th in the Main race. Quartararo finished seventh in the Sprint but could only manage 15^th in the Main, while Alex Rins could only manage two 17^th-place finishes. About the only thing Yamaha can take away from Thailand, is the fact that top speed is no longer an embarrassment.

It was another weekend to forget for Honda, neither Joan Mir, Luca Marini, Johann Zarco nor Chantra looking at all competitive. For both Yamaha and Honda, 2027’s new rules can’t come soon enough.

So, the long wait is over and we’re back in business, even if that business looks to be largely similar to 2024 and 2023, with Ducati on top, Aprilia second best and the rest messing around behind. The least we can hope for is an intra-team battle between Marquez M and Bagnaia, with the satellite Ducati riders causing an upset or three and, hopefully, Aprilia getting stuck in. Quite how quickly Jorge Martin will be able to get up to speed will be an interesting storyline from America onwards, but it’s hard to envisage, even at this early point in the season, any plot other than a factory Ducati walkover in 2025.

Red Bull KTM Kicks Off MX Season with East London Domination

Motorcycle News

ZA Editorial Team

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Mar 4, 2025

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The Red Bull KTM team made a statement at the Wetherd MX Race Track this past weekend, delivering a dominant performance across multiple classes. With Cameron Durow, Luke Grundy, and Trey Cox all stepping onto the podium, the team’s return to East London was nothing short of spectacular.

Fresh off a challenging off-season, Cameron Durow proved why he’s one of the top riders in the country. Despite undergoing ACL reconstruction in late October, Durow fought through adversity to secure overall wins in both MX1 and MX2.

“It was a tough day yesterday. I had to dig deep to bring home both overalls. I came into this round with no expectations after the off-season I’ve had. In late October, I had an ACL reconstruction that set me back. Moto 1 felt like I had been thrown in the deep end—so many big mistakes, and my riding was so tense. I regrouped for Moto 2, started to relax, and finally found my flow,” he shared.

It was a day of mixed emotions for Luke Grundy, who claimed his first-ever MX2 moto win before a brutal crash in the second heat forced him to fight his way back through the pack. Despite the setback, he still secured P2 overall.

“A day to remember but also one to forget. Claiming my first-ever MX2 moto win has left me hungry for more. Moto 2 was really late in the day, and the glare was brutal. I got a fourth-place start, but on lap one, I dragged my footpegs up one of the jump ruts, sending me over the bars. I got up quickly, nearly last, and fought my way back to fifth, which was enough to secure second overall,” said Grundy.

Rising star Trey Cox put on a clinic in the High School class, going 1-1 for the overall win. Taking on MX2 for the first time, he put in a strong ride to finish P5, proving he’s ready to take on the next level.

“What a day! Super stoked to walk away with the 1-1. Just have to work on my starts, coming from 15th, every start is hard work,” Cox said with a grin.

With podiums across all three classes and standout performances from the entire team, Red Bull KTM has set the tone for the season ahead. The team now turns their focus to the next round, where they’ll be looking to build on their momentum and continue their winning ways.

Eastern Cape Escapes…

Lifestyle

Simon Morton

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Feb 27, 2025

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Photo credit: Simon Morton / ZA Lifestyle (shot with a Nikon Z50)

The excitement of doing a road trip for me—especially towards the end of a long year—always begins with the planning of the trip; deciding on activities that we want to do and places we want to see always stirs the soul…

This year we decided that a mixture of beach and mountains with hiking being the main activity was our preference. Google Maps is great for plotting the route and planning the stop-overs. Having studied a few different options, and with 10 free days available between Christmas and the beginning of Jan, the Eastern Cape quickly became our exploration destination of choice.

Checking out the different accommodation availability options in that region, an estimated 2500km round trip was planned that would take us from Johannesburg down to the Tsitsikamma region, and then onto Hogsback before heading back home.

Even more exciting was that this was going to be our first proper road trip in our 5-door Suzuki Jimny, and I was particularly looking forward to seeing how it would perform on the long open road and different terrains that we had planned.

In addition, the same could be said for the accessories that have been fitted to our Jimny; the tyres, we upgraded the standard highway terrains to General Tire’s AT3 Grabbers, Takla Products has fully kitted the interior, so these would get properly tested too.

For this trip, we were just two people so all of our luggage was fitted inside the vehicle, therefore, our Front Runner roof rack’s only task was to carry our Maxtrax Recovery Tracks in case we got stuck somewhere along the way…

Although we did have a Dometic fridge on loan for testing from Front Runner, which we were super excited about.

Our first day’s drive was from Jo’burg to Colesburg. I pumped the tyres to 2.0 bar for highway driving and we set off bright and early. Stopping for a quick Wimpy breakfast at the Engen Grasmere 1 stop, we filled the Jimny with fuel with the plan to fill up again just outside of Bloem, with a 400km range from the 40-litre fuel tank of the Jimny, this should work out fine. Or so I thought… What I didn’t factor in was the strong winds and torrential rains that we experienced along the way, this affected the fuel economy somewhat as 50km outside of Bloem the fuel light came on, to make things worse, at that moment it was raining extremely hard and our comms were not working as a result, so we couldn’t see when the next fuel station was. Driving through a tollgate, we asked the lady how far the next fuel station was, and she said there was one 40km away. We’d now done about 20km since the fuel light had come on, so it was touch-and-go whether we’d make it. I set the trip meter at this point and watched the km’s go up in anticipation. At 40km there was still no sign of the fuel station and I was now starting to get worried as we must have been driving on fumes, luckily 2km later we saw the fuel station, we pulled in and filled up, almost kissing the fuel attendee, 40 litres exactly was put in—I was very thankful at this point.

What I’ve learnt from this experience is that next time, I will take extra fuel with me on long road trips, especially with the Front Runner roof rack system fitted to our Jimny, they have Jerry Can Holder accessories for carrying extra fuel. We live and learn.

Our stop-over for the night was booked at Honeylocust Guest House in Colesburg, I’ve stayed here several times over the years and always found it to be an excellent place to stay over when driving down to the Cape.

I was telling Cathryn about the excellent Karoo lamb that I’ve eaten there before, and we were both looking forward to the prospect.

What I hadn’t anticipated was how these small towns were affected by the COVID era, as the last time I was there was in 2018. To my disappointment, the restaurant now only serves breakfast, as they can’t sustain a fully operational kitchen anymore. It’s sad to see that 3 years on, places like this are still affected by what Covid did to the South African Tourism industry. So we ventured out and discovered the local hotspot in town, “Die Plattelander”.

The restaurant was very busy and there were no outside tables available. At that moment, the town had no electricity, so sitting inside, we discovered very quickly that it was unpleasant. We then asked the young waitress if we could move our table outside to the courtyard, which she very willingly obliged and helped move us straight away. Luckily, lamb was their speciality dish and it turned out to be excellent! A very pleasant evening was had, even with the generator sounds wallowing in the background—you’ve got to love South Africa.

Photo credit: Cathryn Heathfield (shot with Samsung phone)

On our second day, we headed down to the Tsitsikamma Region, which we were very excited about as the route was going to be more interesting than on day one.

A good highway travelling speed in the 5-door Jimny is 110km/h, which is mostly fine. You need to adopt a ‘smell the roses’, not ‘flattening landscapes’ mindset when travelling open roads. Driving the long, straight, bumpy roads on the way down to Graaff-Reinet was made challenging as it was windy that day and we were constantly being overtaken—I looked forward to days on dirt roads when our Jimny would have the upper hand.

We stopped for a quick breakfast in Graaff-Reinet and we were both pleasantly surprised by how clean and well-kept the town was, which isn’t usually the case when travelling through small towns these days in South Africa.

After breakfast, we meandered our way down to the coast and joined up with the N2 on the Garden Route around mid-afternoon. Our stay for the next three nights was at Fynbos Golf & Country Estate, which is located roughly between Plettenberg Bay and Jeffreys Bay—about an hour’s drive to each town.

As you turn off the N2 towards Fynbos Golf & Country Estate, there’s a ‘Padstal’ called Oudebosch Country Cafe, which we found to be very conveniently placed. We would stop there often for fresh Roosterkoek in the morning and also to fetch water and stuff for the evenings on our way back at the end of the day’s adventuring…

From there, a 12km corrugated gravel road takes you to the entrance of Fynbos Golf & Country Estate. Now time to deflate the General AT3 Grabbers down to 1.6 bar for gravel road driving. Deflating the tyres down to the correct pressures for different terrain is important as it lengthens the footprint of the tyre, which gives you better traction and flotation over poor surfaces—it’s basically like standing in mud in stilettos versus slip-slops.

This was the time for our Jimny to shine… Similar-looking cars that passed us on our trip down were travelling at around 20km/h on this dirt highway. Right payback time, we now had the upper hand and were cruising along at 60km/h, leaving a wake of dust as we roosted past these very sad-looking family vehicles. Each time I would look at Cathryn and smile, and she would just laugh back at me. I would be lying if I said that I didn’t get satisfaction from this experience. Off-road driving is really where Jimnys are the happiest, and with the tyre pressures lowered, not even the bumpiest of corrugated roads could loosen any tooth fillings—the Jimny cruised along in a very smooth, comfortable fashion.

Fynbos Golf & Country Estate is a very cool spot to visit, it’s off the beaten track, so each day when we got back from visiting busy tourist areas having peace and tranquillity was awesome. There’s a restaurant at the clubhouse serving great food. We would often take a stroll around the golf course most nights after dinner, taking photos of buck that roamed around the area, which made the whole winding down experience very pleasant.

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We had two full days of adventuring planned while at the coast. The first day we took a drive out to Oyster Bay, mainly sticking to the network of gravel roads that are in that area, again dropping the tyre pressures down to 1.6 bar for a smooth driving experience. Our route took us past huge Windmill farms which were incredible to see up close.

Oyster Bay is such an awesome place to visit, being accessible only by gravel roads, it has an unspoilt feeling to it that is unique to the Wild Coast of South Africa. We took this opportunity to explore the beaches in our Jimny, this time dropping the tyre pressures down to 1.2 bar for an even bigger footprint, which in theory should keep us from getting stuck. With 4×4 engaged, it was time to explore…

This had to be one of the highlights of the trip for me. It was awesome driving along the coastline, and having all the comforts that we needed on hand during a hot summer day was very convenient.

Talking about convenience, the Dometic CFX3 25L fridge that we had with us on this trip was fantastic. I never realised that I needed one in my life until after doing this trip. Having ice-cold water on hand was just what the doctor ordered after a long, hot day at the beach (read full review HERE).

As for the driving, the little Jimny cruised around the beaches and dunes with aplomb, at no point did we get stuck, therefore, we didn’t need to use our recovery tracks at any point, their only purpose was to give our ride a bit of extra ‘rugged’ bling—it was an absolute blast!

The Grabber AT3s yet again have proven themselves to be an excellent ‘all-rounder’ tyre upgrade choice from the standard highway terrans fitted standard on the Jimny. Compared to other offerings on the market they offer incredible value for money too.

As for the interior protection from Takla, their products are so well thought out, and the durability and quality of their products are outstanding. This is something we’ve now gotten accustomed to, as this is the second time we’ve fitted out our ride with Takla. I found that having the dashboard bags on this trip was very handy for storing my phone and essentials such as a petrol card. Plus, the seat covers and footwell protection did a great job of keeping everything tidy.

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Our second outing was hiking at Storms River Mouth at Tsitsikamma National Park, although very busy that time of year, we had an amazing day exploring the wonders of the forest trails that hug the coastline—the suspension bridge that crosses the mouth is quite spectacular. There’s nothing quite like spending the day out in nature, it does wonders for the mind, body and soul. Surprisingly, a lot of international tourists walked through the park, which was nice to see in the post-COVID era. Hopefully, this is a sign that tourism is picking up again, well certainly at the main tourist hotspots anyway…

Another product that we tested on this trip was Thule’s EnRoute 20L Camera Backpack. Whilst out in the field on trips like this, keeping expensive camera equipment and my laptop safe from all weather conditions is very important to me. The EnRoute 20L Backpack was the perfect companion for this trip. I was able to carry our Nikon Z50 mirrorless camera, plus my laptop, and other essentials for days out adventuring (read full review HERE).

Talking about Nikon, at the ZA Bikers office, we have always used Nikon equipment from our designated professional photographers to our journalists. Being more of a hobby photographer myself, I wasn’t interested in taking a “Pro Body” DSLR or a top-of-the-range Mirrorless, but rather something light and compact, a camera that would be comfortable to pull out of the bag multiple times a day and just as comfortable hanging around my neck.

My outdated Nikon D5500 was just right for me and ticked those so-called boxes back then, but in today’s mirrorless world, even the D5500 feels a bit porkish and more of a chore to carry about. Nikon has stopped making DSLR cameras and has taken the mirrorless world by storm with 9 different mirrorless options. Where do I even begin?

Nikon’s entry-level into the mirrorless Z mount world with a viewfinder is their Z50. Although “entry-level”, the little Z punches way above its weight class, especially if you compare it to DSLRs from not too long ago. The Nikon Zfc with its vintage look was an option, but I preferred the hand grip on the Z50, especially whilst out hiking. The Z30 was also a contender with it being so compact, but I’m still a stickler for a viewfinder, even if they are electronic these days.

The Z50 and its Z DX 16-50mm f/3.5-6.3 lens were the perfect companion for our trip, the little Z worked in aperture priority most of the time with ISO and white balance still in manual use. After using and spending many days with the Z50 in hand, the just under 21MP, in-body stabilization and UHD 4K video recording ‘really’ did impress. Coming from a Nikon D5500 and a Panasonic Lumix GH5, I would happily adopt a Z50 for more run-and-gun moments like these.

For more information on these cameras, visit: www.nikonsa.co.za

Our next destination was Hogsback. Hogsback is a little village hidden away, high up in the Amatola Mountains in the Eastern Cape of South Africa. It is surrounded by indigenous ‘Afromontane’ forest that provides a certain mystical, magical charm that soothes the spirit and rejuvenates the soul and is one of my favourite places in South Africa to visit.

Our drive there took us up the N2 coastal road towards Port Elizabeth (Gqeberha), which was very scenic, stopping along the way for fuel at the Wind Farm Petrol Station. We were very amused by the giant bull-like statue that had a set of ‘ginormous’ bright blue hanging balls…

After a quick coffee break, we headed up towards King William’s Town (Qonce), which was very run down, after which we wound our way up the mountain to Hogsback.

Our stay for the next two nights was at The Magical Teepee Experience. As the name suggests, it was a magical experience indeed. The set-up is rustic, there are 4 Teepees, each having a double bed, freestanding fireplace and a power supply, which we found to be very handy for plugging in our Dometic fridge. There’s a communal kitchen that is divided into 4 areas so that each tenant has their own fridge, cupboard, sink, etc… The same applies to the bathrooms, there are 4, so again each tenant has their own private bathing space. It was New Year’s Eve when we arrived, tired from the day’s travelling, we enjoyed a very blissful evening under the stars and in our cosy little dwelling.

Chatting with new owners Pierre & Alex, they plan on doing plant medicine-style retreats at their venue in the future which sounds amazing! We will certainly be going back there. The Magical Teepee Experience would be a perfect getaway for adventure bike riders who are planning to explore the area too.

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Activities we enjoyed whilst in Hogsback were mainly hiking and also hanging out at some of the many eateries that Hogsback has to offer.

The hiking is spectacular! The many hiking trails lead to glorious waterfalls and ancient trees. It is also home to the last remaining Cape parrots and the colourful Knysna Loerie. The majestic views and spectacular sunrises and sunsets can only fill you with wonder, peace and tranquillity.

Unfortunately, the litter that was chucked around at the entrance to one of the hiking spots was a disgrace—it is very sad to see this kind of disrespect to the environment.

Because of this, we opted to park at Away with the Fairies Backpackers as it’s one of the places where the hiking trails begin. We discovered The Green Dragon Cafe there, which makes delicious pizzas and serves some interesting craft beers. This was great to come back to after a morning’s hike. Situated at the edge of the mountainside, they have a “Cliff Bath” which is perched on the edge of it and is available for private bookings.

We took the opportunity to reflect on life and take some memorable photos of our trip…

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Our final two nights in Hogsback were at the Treehaven Retreat, which was a step up in luxury compared to our glamping experience in the Teepees.

The unit comes fully equipped with a Braai facility, an indoor fireplace and features a wood-burning-style hot tub. The attention to detail from the owner was superb! They even made the effort to set up all of the fire-lighting areas with pre-stacked wood and fire lighters. A great place to unwind and relax before heading back home.

Packing for our drive back home, I reflected on how good the Takla products were at keeping the inside of our vehicle protected when fully loaded. It really is quality stuff and makes a massive difference over the standard trim.

Do yourself a favour and go and check out their range of interior protection products, they make for most bakkies and SUVs, a quality product that is proudly South African – www.takla.co.za

As we were driving out of town, a very excited Jimny owner pulled us over and asked if he could take a photo of our two vehicles together.

This is what makes ownership of a Jimny unique, as there is an instant camaraderie between Jimny drivers that is different to owning any other vehicle. Both Cathryn and I had big smiles on our faces as we drove out of Hogsback. What a memorable experience it was!

Our drive up to Bloemfontein was pretty much uneventful, apart from almost losing my drone as we were taking footage on the long gravel road that leads north from Hogsback. I lost the signal, and the drone decided it was going to land back where it took off. We turned around and headed back in search of it, and then the signal came back and we could see it being carried by a lady who was walking to her white bakkie. We then saw the bakkie ahead and flagged them down, luckily it wasn’t crashed or stolen.

Photo credit: Simon Morton (shot with Drone camera)

Our final night stopover was at the Blue Rain Guest House just on the outskirts of Bloemfontein. This was a very pleasant surprise; it had very clean and comfy rooms, yummy breakfast (which was included), excellent service, and it was by far the cheapest of all the places that we’d stayed at…score! If you’re looking for a stopover in this area, I would highly recommend this place. Oh, and our room had a visitor just outside, a small baby bat that was sleeping on a plant—it was very cute!

Driving back to the Big Smoke after our 10-day road trip, reflecting on what was an epic adventure! Our hearts were full, and we were ready now to get back home.

We both really enjoyed our trip in the Suzuki 5-door Jimny. Sure, highway travel is limited to a chilled cruising speed, but the places it can take you and the adventures you can have, with a cool factor, versatility and value for money (which is unmatched for a 4×4). To be honest with you, if I had the choice between driving a normal boring SUV or a 5-door Jimny, I would choose the Jimny every time!

As for the General Tire Grabber AT3s, for over two and a half years, we have put our faith in General Tire’s rubber on our 4x4s, specifically the General Grabber AT3s. My previous Jimny 3-door had them fitted and they took us far and wide.

The biggest compliment I can pay them is that apart from adjusting tyre pressures for the terrain we traversed, we didn’t have to consider them at all. They got us through deep water, sand and over rocks without fuss or bother. On the tar, they gave good feel through bends and on the brakes. All this was without howling about their performance, which is tiresome on long journeys. Truly a tyre for all seasons.

What an amazing trip! We are already looking forward to our next Jimny adventure…

Honda Wing Centurion Open Day

Motorcycle News

ZA Editorial Team

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Feb 27, 2025

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If Honda is your best motorcycle brand, or if you are merely curious about what they have to offer, then you need to head to Honda Wing Centurion on the 1 st March for their open day, where you can ride a selection of Honda models and take a good look at the new and very exciting Hornet 1000SP naked sports bike (sadly not available for a demo ride!)

Between 9 a.m. and 12 p.m., you can chat to the knowledgeable staff about anything Honda, while munching on a boerie roll and quenching your thirst with a cold drink.

There will be prizes given out on the day so why not get a bunch of mates together and head out for a ride to Honda Wing Centurion, c/o Heuwel and Lenchen South.

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For more information, contact Honda Wing Centurion on 012 663 8718.

Excitement Builds for South Africa’s Inaugural SuperEnduroX Championship

Motorcycle News

ZA Editorial Team

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Feb 26, 2025

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Excitement Builds for South Africa’s Inaugural SuperEnduroX Championship

The 2025 SA SuperEnduroX Championship kicks off this weekend on Saturday 1 March, at Monte Casino, Johannesburg. Organised by BPM (Beats Per Minute) Events Co. in partnership with Tsogo Sun, this thrilling new series offers a closed-course format that is set to deliver high-octane entertainment in a stadium environment.

The championship will feature six exhilarating rounds across various venues in Gauteng, Mpumalanga, Free State, and Natal. The inaugural round this Saturday is sure to delight fans with a carefully designed 320-metre track loaded with challenges for the riders.

Event Details:

Date: Saturday, 1 March 2025
Venue: Monte Casino, Fourways, Johannesburg
Time: Gates open for spectators at 2 PM
Tickets: R300 for adults and R150 for kids under 14. Tickets can be purchased online at BPB Events.

What to Expect:

To prepare for this exciting event, the organisers are bringing in over 40 tons of rocks, dirt, tyres, concrete, and logs to design a challenging course. More than 60 riders are set to compete, including Wade Young, who finished 2nd in the FIM Hard Enduro World Championship Series in 2024 and has had an incredible nine victories at the legendary Roof of Africa. The roster also features notable riders like Branden Swanepoel and Dylan Jones from the Trademore Racing Team, as well as talents such as Matt Stevens, Armand Fourie, Matthew Wilson, and Heinrich Aust. Female competitors, including Charisse Piazza Musso and Maddi Goudie, are also part of the impressive line-up.

“We’re pumped to bring the SuperEnduroX experience to South Africa,” said Brett Stevens, co-organiser at BPM Events Co. “Our goal is to create a vibrant family-friendly carnival atmosphere where fans can enjoy exciting racing, great food and refreshments, and an overall fun day out!”

Ockie Fourie, also a co-organiser, added, “As BPM we’re committed to ensuring a memorable experience for the whole family and believe this championship will be a milestone for motorsports in the country. We can’t wait for everyone to enjoy the action, from riders to spectators!”

The 2025 SA SuperEnduroX Championship event would not be possible without the support of valued sponsors and partners including Tsogo Sun, Yamaha, Raceworx, KTM, Husqvarna, GasGas, Grass Factory, Oxygen Tyres and Motul.

For more information and to secure your tickets, please visit BPM Events Website. Stay connected for updates on confirmed riders, track progress, and behind-the-scenes content by following SuperEnduroCross on Instagram.

Join us on Saturday as we launch an exciting chapter in South African motorsport!

Yamaha Racing into 2025

Motorcycle News

ZA Editorial Team

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Feb 26, 2025

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While there may be many stories floating around about the state of the motorcycle industry in South Africa, that hasn’t prevented local importers from committing time, effort and money to supporting local motorcycle sport, particularly in the Cross Country off-road and MX fields.

Yamaha South Africa is particularly active in these fields and two notable beneficiaries are the Everest Wealth Ridgeway Racing Yamaha Team and Out of Africa Monster Energy Yamaha, competing in Cross Country and MX racing respectively.

Harry Grobler is the team principal for the Everest Wealth Ridgeway Yamaha team and, after many years competing on Honda machinery, he was bullish about the prospects for the season ahead.

“After a couple of years riding in red, we were keen on a change and Yamaha was looking for a way back into both National Cross Country Racing. We’d like to thank Honda for two great seasons together, but the Everest Wealth Ridgeway Yamaha is now ready to race. All that’s left, on behalf of the entire team, is to thank Yamaha for the tremendous effort it has put in to get back into Cross Country as we look forward to a really true blue season ahead.

The feeling is obviously mutual, as Yamaha spokesperson Adrian Bac had this to say; ‘Yamaha Motor South Africa is most excited about our new partnership with the Everest Wealth Ridgeway Racing Yamaha Team. We couldn’t be more excited about what lies ahead together in a dynamic new force in both off-road racing and Motocross as the Blu Cru prepares to compete across several championships. We know that there are great results on the horizon.’

The team has an extensive and strong line-up of riders, all of whom are ready to race at the season opener at Bronkhorstspruit towards the end of February. Maddy Malan and Hayden Louw lead the attack for the team, riding factory OR 1 Yamaha YZ450 FXs, ably backed by Tyron Beverley and Bryce Peterson riding OR 3 Yamaha YZ250 FXs.

Gerhard Vorster will ride in the Seniors and Warrick van Schalkwyk will ride in the Masters class, both on YZ450 FXs. In the 125cc High School class, Murray Smith and Tyler Peterson will do battle, while Ruald Potgieter will race 85cc Seniors and Ryan Wichmann is in the 65cc class.

Displaying no less effort or ambition and a similarly impressive line-up of talent, is the Out Of Africa Monster Energy Yamaha Racing Team, racing in the MX class events. After a strong 2024 season, the team’s 2025 line-up is an intriguing mix of seasoned riders and emerging talent.

Jayden Proctor will be competing in both MX1 and MX2, bringing versatility and championship experience to the team. Mark Carty, will also be tackling MX1 and MX2, showcasing his consistent drive and relentless competitiveness. Garrick Henley, representing the team in MX2, will be eager to make his mark in one of the toughest classes. Aiden Henley, stepping into the MX High School class, promises to continue his rise through the ranks, and Thor Johnson, also racing in MX High School, will bring fierce dedication and determination to the team.

With such strength in depth of talent, the Out Of Africa Monster Energy Yamaha Racing Team will be a tough proposition for rival manufacturers to beat and the on-track action is certain to be fiercely competitive. It looks as if 2025 is going to be a vintage year for the South African MX scene.

You can follow both teams on their social media pages and, of course, at the venues for the races. Any effort made to get to the events will be richly rewarded by watching some of SA’s brightest new hopefuls as well as seasoned veterans challenging for championship honours.

For more information visit: Everest Wealth Ridgeway Racing Yamaha Team – Out of Africa Monster Energy Yamaha.

South African Safari Rally Boasts Top Two-Wheel Line-Up

Motorcycle News

Harry Fisher

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Feb 26, 2025

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South African Safari Rally Boasts Top Two-Wheel Line-Up

Excitement is rapidly building for the South African Safari Rally, with the FIM World Rally-Raid Championship (W2RC) set to touch down on Southern African soil for the first time. As the third round of the premier international rally-raid series, taking place from 18 to 24 May 2025 at the Sun City Resort, the South African event represents the mid-way point in this fiercely competitive motorcycle championship.

Accordingly, the South African Safari Rally, brought to you by Toyota Gazoo Racing, will play a vital role in determining who tops the points table when the season draws to a close at Rallye du Maroc in October this year. Therefore, it’s no surprise that it had already attracted some of the biggest names in the sport by the close of early bird entries on 14 February.

“We are thrilled that amongst the first entries for our inaugural event, we can confirm that our local hero from Botswana and reigning FIM W2RC champion, Ross Branch, will be competing on what is effectively home soil for him,” said Archie Rutherford, CEO of the South African Safari Rally. “Ross, who many people refer to as the “Kalahari Ferrari”, has elevated motorcycle rally-raid to new heights in Southern Africa, and he is a fantastic ambassador for the sport.”

Branch competes in the top-tier Rally GP category in the Hero Motorsports Team Rally squad, and will be joined by team-mates Jose Cornejo (Chile) and Sebastian Bühler (Germany). Proving the impressive calibre of riders in the Hero team, Cornejo finished seventh at the 2025 Dakar Rally, while Bühler was seventh overall in the 2024 FIM World Rally-Raid Championship.

“We’re also delighted that the Red Bull KTM Factory Racing team has confirmed that 2025 Dakar Rally winner Daniel Sanders will be competing at our event, which further raises the level of competition and excitement for rally-raid fans,” Rutherford added.

The factory KTM team is expected to confirm other riders for the SA Safari Rally after the Abu Dhabi Desert Challenge (21-27 February), but Sanders will certainly be a rider that everyone will be watching after the Australian claimed impressive five-stage victories on his way to winning his first Dakar title at this year’s event in Saudi Arabia.

The HRC Honda team has provisionally submitted five entries, but none of the riders have been confirmed yet.

Rally 2

In the Rally 2 category, a total of 24 entries were received by the early bird closing date on 14 February. This includes three BAS World KTM entrants, led by South African rider Michael Docherty who performed exceptionally well at the 2025 Dakar, finishing fifth in Rally 2 and an impressive 14th overall in the Bikes category. Docherty will be joined by teammates Nathan Rafferty (Sweden) and Filip Grot from Poland.

The HT Rally team will be fielding no less than five riders on Husqvarna FR450 Rally machines, comprising Massimo Camurri, Gustavo Milutin, Deen Munsters, Julian Sanchez, and Robert Przebylowski.

They will be joined by four XRaids Experience team riders on the KTM 450 Rally, made up of Andro Korlaet (Chile), Dominique Cizeau (Spain), and Argentinian riders Santiago Rostan and Sebastian Urquia.

There’s also a strong contingent of South African privateer competitors, including Martin Camp and Alex Torrao, along with Martin Lourens and Anthony Raynard.

Malle Moto

Many people consider the Malle Moto riders the true heroes of rally-raid, as these are amateur riders who compete without any form of assistance. Aside from enduring long and tough hours in the race, they perform all the servicing and maintenance of the motorcycles themselves at the bivouac between stages with limited tools and resources at their disposal – making this an especially tough challenge.

Thus far, of the 24 riders competing in Rally 2, six riders have confirmed that they will be taking on the South African Safari Rally in the Malle Moto class: Jasti Yugandhar Prasad (India), French riders Benjamin Pousset and Matthieu Jauffraud, Italians Nicola Quinto and Andrea Gava, as well as South African Ruan Burger.

Quads

The quad category always delivers spectacular action as the riders battle the tough conditions on their compact four-wheel machines. Six early bird quad entries have been received, featuring two CFMoto Thunder Racing riders, Antanas Kanopkinas (Lithuania) and Gaëtan Martinez (France). They will be going head-to-head with the Can-Am Dakar Team duo of Bolivians Leonardo Martinez and Suany Martinez, and the privateer entries of Marcin Wilkolek (Poland), and South African rider Carien Teessen.

It is a huge feather in the cap of South African motorsport to host a round of the World Rally Raid Championship and reflects both the importance and also the influence of South African riders and manufacturing specialists on the international motorsport scene. This is an event that is sure to grow in stature in the coming years and every South African should be proud to support it, in whatever way they can.

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

KTM 1290 Super Adventure S – The Domesticated Bully

Bike Reviews

Harry Fisher

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Feb 25, 2025

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KTM 1290 Super Adventure S – The Domesticated Bully

KTM has been snapping at the heels of BMW for many years and, with the arrival of first the 1190 and then the 1290, the company proved that it could convincingly match, if not beat, the Germans at their own game. The BMW GS is a brilliant machine but KTM brought fire and brimstone to the battle against the traditionally staid and sensible Germans, to great effect.

The general thinking has been that the BMW is a great all-rounder while the KTM is for the serious off-road adventure rider. However, with the more road-focused 1290 S, KTM has proven that it has the ability to build a bike with impeccable road manners, combining those manners with undeniably addictive sportiness.

The 1290 S is by no means a new model and not necessarily worthy of a brand new road test but, in light of the recent test of the R 1300 GS, it seemed appropriate to make a reacquaintance with its main rival.

The KTM 1290 is the reason why BMW has been chasing ever greater horsepower, although you have to wonder why, when the German contender is never going to catch the Austrian upstart. The KTM 1,301cc V-twin pushes out a very healthy 160 horsepower, while ‘all’ the BMW’s boxer twin engine can muster is 145 in its latest 1300cc guise. When the 1390 Super Adventure arrives, there will be even more power, perhaps up to 180 horsepower, which will put BMW properly in the shade.

Of course, this is all academic and really only for the bar-room boasters; no rider could possibly ever need those kind of power outputs, especially off-road, and anyone who tells you otherwise is talking out of their backside. But it sells motorcycles, so who are we to argue?

The result of all this power is brilliantly bonkers performance, which is totally addictive but not necessarily good for a long and productive life. The BMW R 1300 GS may have received more power but it can’t hold a candle to the big KTM, another reason to wonder why BMW has bothered to try.

For all the horsepower fireworks, the engine in the KTM never feels over-stressed; if anything, it retains the familiar V-twin laziness, although this, of course, is merely an impression rather than reality. It’s commendably smooth but not to the point of being bland and, as it’s been around for so long now, in one form or another, there’s no reason to believe it will be anything other than reliable. The gearbox is slick and smooth, the quick-shifter night-and-day-better than that on the BMW, which must have something to do with the contrasting layouts of the engine/gearbox/final drive configurations of the two bikes.

Photo credit: Meredith Potgieter / ZA Bikers

The 1290 S ‘cockpit’ is a very comfortable place to inhabit for any length of journey; for the first time, I found it more comfortable than the equivalent BMW. The seat has lost much of the traditional KTM plank-like qualities, the rider triangle – seat, footpegs, handlebars – feels natural and roomy, the dash is large and clear and the manually-adjustable screen works very well. Overall, wind protection for the rider is excellent.

I can’t help feeling that the switchgear is a bit style-over-substance, susceptible to inadvertent damage, and there are a couple of buttons that are far too easy to knock in general use but, as is normal, a couple of weeks’ acclimatisation negates any criticisms of how to navigate the extensive menus. The BMW felt more intuitive in that respect but only marginally.

I’m never quite sure if aesthetics are as important as overall ability. On reflection, I’d have to say yes; it doesn’t matter how good the performance and ability is, if a bike looks like it’s been beaten with the ugly stick, then it’s just not going to sell; that’s how shallow we are! Luckily, big adventure bikes tend to be very good-looking – maybe they have to be to disguise the sheer bulk! – and, in this department, the KTM 1290 S is close to top of the class. There’s a pleasing lack of fiddly styling details, keeping it simple and classy overall.

Of course, when it comes down to brass tacks, there is very little, if anything, to choose between the KTM 1290 Super Adventure S and the BMW R 1300 GS. In every important area, they are both exceptional motorcycles, whether you choose to make use of the off-road ability or ride them solely on the road. Despite the lower power output of the BMW, it is no less quick in real-world riding conditions than the KTM, which has the edge in performance excitement. They are both well-equipped, comfortable, safe, incredibly capable, practical, good looking and hugely expensive, leaving prospective owners with only one conundrum; which one to choose?

Riding both the BMW and the KTM raises one important question; where next in terms of development? More power will certainly always be on the cards, even if it is rather pointless, but I find myself wondering how much further the development of electronics can be pushed, without making the bike ride itself, which surely defeats the whole point of the exercise. Added lightness will always be welcome but power will always need control and that doesn’t come from flimsiness. Let’s not forget, of course, that more performance and more electronics will only make them cost more.

Which begs another question; have we reached peak adventure bike design?

The cost of motorcycling is increasingly becoming the sole topic of conversation whenever riders gather. While it seems that the upward trend of prices for new motorcycles is unlikely to be reversed at any time soon, there are other ways of affording your dream motorcycle…

Current KTM Promotions:

KTM is currently running some very attractive deal assist packages, the details of which you will see in the accompanying images. In addition, every new KTM comes with a standard manufacturer’s warranty but the concept of the Premium Manufacturer’s Warranty is a fresh way for the company to reassure customers.

The warranty applies to all new 2023, 2024, and 2025 street and travel motorcycles with the LC8 or LC8c engine platform. This ranges from the KTM 790 DUKE and KTM 790 ADVENTURE up to the KTM 1390 SUPER DUKE R EVO.

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KTM’s Premium Manufacturer’s Warranty is a no-fuss provision that stretches all the way to 4 years. This warranty scheme is a worldwide policy so KTM owners can roam the globe without a thought. The warranty is attached to the motorcycle and not the rider and therefore can also help sustain value in the event of a resale. Customers simply have to book a regular service according to the service schedule of their motorcycle through their authorized KTM dealer to keep the warranty valid for up to 4 years.

For more details on the warranty and the deal assist packages, contact your favourite KTM dealer countrywide.

KTM 1290 Super Adventure S

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

2024

KTM 1290 SUPER ADVENTURE S

Pricing From R359,999 (RRP)

Brand: KTM

RIDE WORRY-FREE WITH KTM’S WARRANTY SCHEME OFFERING UP TO 4 YEARS OF COVERAGE

Motorcycle News

ZA Editorial Team

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Feb 25, 2025

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KTM is providing a reassuring boost to all incoming customers and passionate ‘orange bleeders’ with an upgraded warranty program. The PREMIUM MANUFACTURER’s WARRANTY, which is completely free, will ensure up to four years of coverage for certain KTM street and travel motorcycles.

KTM continues to be fully focused on adventure, excitement, and adrenaline through a comprehensive and diverse product portfolio. Reassurance and peace of mind to deal with all situations underpins the strong emotions felt through the bars, saddle and pegs of a KTM. Every new KTM comes with a standard manufacturer’s warranty but the concept of the PREMIUM MANUFACTURER’s WARRANTY is a fresh way for the company to reassure customers.

The PREMIUM MANUFACTURER’s WARRANTY applies to all new 2023, 2024, and 2025 STREET and TRAVEL motorcycles with the LC8 or LC8c engine platform. This ranges from the KTM 790 DUKE and KTM 790 ADVENTURE up to the KTM 1390 SUPER DUKE R EVO.

KTM’s PREMIUM MANUFACTURER’s WARRANTY is a no-fuss provision that stretches all the way to 4 years. This warranty scheme is a worldwide policy so KTM owners can roam the globe without a thought. The PREMIUM MANUFACTURER’s WARRANTY is attached to the motorcycle and not the rider and therefore can also help sustain value in the event of a resale. Customers simply have to book a regular service according to the service schedule of their motorcycle through their authorized KTM dealer to keep the PREMIUM MANUFACTURER’s WARRANTY valid for up to 4 years.

“Every KTM motorcycle that leaves our factory comes with the promise of quality and excitement for both new and regular customers. To offer extra protection against any-and-all eventualities, we’ve added a PREMIUM MANUFACTURER’s WARRANTY, ramping up the value for our customers,” says Spela Kovacic, VP Global Customer Service. “This warranty is designed to be hassle-free, with all paperwork handled by us. Simply bring your bike to an authorized dealer for regular service. We believe riders will appreciate the benefits of this scheme and continue to enjoy their KTM experience on the road.”

For more details about the PREMIUM MANUFACTURER’s WARRANTY visit the warranty section of KTM.com or click HERE.

* Please note that some motorcycles, such as track-only models, are not covered by the manufacturer’s warranty. Additionally, adhering to the service schedule outlined in the owner’s manual is essential for maintaining all types of warranties – standard and premium. The extensive authorized KTM dealer network is always on hand, ready to provide expert maintenance and regular servicing to keep all KTM motorcycles running like new.

**The warranty kicks in for models in stock purchased from 3 February 2025.

DISCLAIMER

KTM Sportmotorcycle GmbH reserves the right – without prior notice and without specifying reasons – to change the Premium Manufacturer’s Warranty campaign for the LC8c models as well as LC8 Street and Travel models including the services offered and provided therein, as well as any requirements, etc., or to discontinue them without replacement. Before ordering or purchasing any of the products or models mentioned, please obtain information regarding the respective scope of the possible existence of a Premium Manufacturer’s Warranty as well as the respective requirements and services from any KTM Sportmotorcycle GmbH authorized dealer. All details are non-binding and specified with the proviso that errors, for instance in printing, setting and/or typing, may occur; such information is subject to change without notice at any time.

Issued by: KTM South Africa

Motul All in One – Magic Muti for your Motor

Lifestyle

Dave Cilliers

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Feb 24, 2025

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I recently changed my Jimny’s engine oil to Motul’s 6100 SAVE-LITE 5W30 (a highly spec’ed lube ideal for my workhorse), after using their engine flush to be sure that no ‘goggas’ were lurking in the nooks and crannies of the motor. I’m a bit of a belts and braces guy. I like to have total piece of mind when it comes to caring for my cars and bikes. The engine coolant was changed to Motul too.

Lubrication system sorted ✅
Cooling system sorted ✅

What about the fuel system?

In modern engines, fuel system cleanliness plays a massive role in overall performance. Over time, fuel injectors, intake valves, and carbon deposits in the combustion chamber can cause inefficient fuel atomization, misfires, increased fuel consumption, and slow throttle response. One could almost think of it as running with a blocked nose—your car just can’t achieve its best.

Enter, Motul’s All in One, a petrol additive that sorts out your motor internals affected by the combustion process. It starts by ‘degunging’ carburettors or injectors, sorts out deposits on the valves and combustion chamber, and boosts the octane of the fuel, thereby boosting performance, fuel efficiency, and lowering emissions. Kinda like Popeye’s spinach for your motor!

My car got all muddied up whilst attending a triathlon training camp in the Waterberg. They don’t call it ‘Waterberg’ for nothing. The result was a lot of Jimny fun, but a properly muddied up car. This got me thinking of the old Afrikaans saying which goes ‘bo blink maar onder stink’ which literally means ‘shiny on top but stinky on the bottom’. Being as particular as I am, it got me thinking about the fuelling system which I had still not cleaned. I was not only going to get the Jimny shiny again, but I was going to make sure that the fuel system, the unseen bits, were shiny too.

It is actually super simple. Get a can of Motul’s All in One. Whip the cap off, screw on the long neck nozzle provided and decant it into your fuel tank. Job done! It works for a tank of up to 50 litres. As you drive around, the All in One goes to work, cleaning all the deposits and fouling in your motor. It also lubricates while it cleans and, as an added bonus, protects against corrosion in the fuel system. One treatment will do the job. Every couple of months I will add a can to be sure that all is well with my fuelling system. The way I see it, if you look after your vehicles they will look after you and save a fortune in preventable repairs. It’s a no-brainer!

MotoGP 2025 Preview: Let Battle Commence

Features

Harry Fisher

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Feb 21, 2025

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MotoGP 2025 Preview: Let Battle Commence

With less than two weeks to go to the season’s first race and the two main pre-season tests behind us, things are not as clear as you might have expected.

Of course, testing ultimately reveals nothing, as every team and rider concentrates on different things while developing the bike. So lap times might tell a story, but they’re not necessarily a clear picture. Having said that, the cream inevitably rises to the top, and, predictably, Ducati was the bike everyone was chasing.

But it’s not as simple as that. Despite the Ducati GP25 being in existence, both Marquez and Bagnaia looked to be favouring last year’s GP24 engine and chassis during testing, which is not entirely surprising given its level of performance and superiority over the rest of the field in 2024.

Don’t forget also, that whatever engine is homologated for 2025 will also have to be used in 2026 as well, with no development allowed, so Ducati’s decision to stick with a known quantity of an engine is hardly surprising. What this means, of course, is that Marc Marquez had only to get to grips with an already-developed chassis and engine, rather than trying to sort out whole new designs, which can only help his confidence for the season.

The prospect of another Ducati-dominated season shouldn’t necessarily fill us with enthusiasm but when has MotoGP been any different? Also, if the fight between Bagnaia and Marquez is anything like that between Bagnaia and Jorge Martin in 2024, then we should be in for another vintage year of racing, especially as Marquez is not one to sit back and defer to a teammate who has been with the team a long time and had great success.

It would just be nice to have a couple of other manufacturers getting a sniff of a podium or race win, although, on the sketchy evidence of testing, neither Yamaha nor Honda are in a position to challenge at the front and KTM might be able to if the conditions are right, but consistently challenge, even with Acosta on board? As much as I’d like to see it, I’m not sure.

Talking of Martin, he was unfortunate enough to suffer a nasty, bone-fracturing high side after only 13 laps on the Aprilia in the first test of 2025, meaning that he missed the second test and will therefore enter the 2025 season rather unprepared, on a bike that is completely different to the Ducati GP24. The Aprilia RS-GP is a proven race winner but it hasn’t been as consistent as the Ducati. Could Martin be that magical and elusive “right rider on the right bike at the right time,” that brings success to Aprilia? Aprilia team manager Paolo Bonora admitted that the first four races of the season will be extended tests for Martin, having missed so much of the pre-season testing. That means he’ll be playing catch-up for the first two or three races but we know he’s got the pace if the Aprilia can match his talent.

There are a lot of new rider/team combinations this year, even if some teams have remained stable. The factory Yamaha and Honda teams retain the same rider line-up as in 2024 but elsewhere, it is all changed.

After being snubbed by Ducati, Enea Bastiannini moved to Tech3 KTM but he’s been struggling to adapt to the KTM whilst trying to unlearn how he rode the Ducati. Maverick Viñales, Bastiannini’s teammate, is also citing a completely different braking style to get the best out of the front end of the KTM. In the factory KTM squad, Pedro Acosta was again working his magic and was the fastest of the four KTMs, ending the test fourth overall.

Jack Miller definitely likes the front-end grip of the Yamaha, confirming what Quartararo has been saying all along. The Yamaha, like the Honda, just needs more power, although would that upset the balance of the chassis? It’s not a case of simply bolting in the rumoured V4 as that will necessitate a whole new chassis, designed around the power and torque characteristics of a V4 configuration. With the engine freeze, is it likely that Yamaha will take a chance on the new V4 for 2025, as untried as it is, or will the team wait until 2027 to bring it in? That could mean a further two years of pain and non-results at a time when they can least afford it.

Yamaha will at least have four bikes on the grid this year, with Pramac making the shock transfer to the Japanese team from Ducati at the end of 2024, despite having won the title on the Italian machine. This added rider input will likely only have an effect from 2027 when the new rules are introduced, but who knows how it will pan out through 2025 and 2026? The engine development freeze will negate some of the advantages of having four riders but the chassis might benefit.

Elsewhere, Franco Morbidelli has headed to the Pertamina Enduro VR46 squad, although he remains on Ducati machinery. Miguel Oliveira joins Miller at Pramac Yamaha, Marco Bezzecchi joins Martin at the factory Aprilia squad, and rookies Fermin Aldeguer, Ai Ogura and Somkiat Chantra make their MotoGP debut at Gresini (Ducati), Trackhouse (Aprilia) and LCR Honda respectively.

Let’s face it, though: for all the flurry of news and conjecture around pre-season testing, the season really begins when the pit lane lights turn green for the first practice session at the first GP which, this year, is set to be in Thailand on the 28th February. Only then will we have a proper idea of the pecking order and, even if the odds favour Bagnaia and Marquez being at the front, it is by no means a foregone conclusion.

BMW X3 Launch Test

Lifestyle

Harry Fisher

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Feb 20, 2025

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The brand-new BMW X3, with the internal code name G45, has been seen on SA roads since late 2024, but BMW South Africa chose to delay the press launch until February 2025 for reasons unknown to them.

The G45 is the fourth generation X3, and some versions will be built at BMW’s Rosslyn plant, north of Pretoria, where the third-gen X3 was also built. A pre-drive tour of the factory was fascinating, the production was largely performed by robots in an environment that can only be described as clinically spotless. Marrying the body and drivetrain is completed by a combination of robot and human effort, while the interior is largely assembled by hand. Given that almost no X3 will roll off the production line the same as another in terms of final specification, we witnessed a miracle of logistics with parts arriving at the assembly stations with military precision so that there are no hold-ups. Given that there are about 6,000 components in each X3, that is some organisation.

Interestingly, the Rosslyn factory was the first BMW facility outside Germany and it has been in operation for just over 50 years. The investment has been enormous and is a testament to the confidence BMW Germany has in its oldest satellite facility.

In reality, the new X3 is an evolution of the X3 theme, rather than a revolution, and it is wider, lower and longer. Whether you like the new styling, in particular the front-end treatment, is up to you. Personally, I find it a retrograde step, especially when viewed alongside the previous generation X3 and I’m not quite sure where BMW is going with its grill design across its whole range of models but, given that the X3 is BMW’s most popular model – one out of every four BMWs sold is an X3 – it is clear that BMW is confident it is on the right path in terms of styling.

Of course, styling is merely the surface glitter and what it conceals remains an impressive mechanical specification. In South Africa, there will be three drivetrain options; the X3 20d xDrive four-cylinder turbodiesel, the X3 30e xDrive, combining a two-litre turbo petrol engine and plug-in hybrid electric power unit and the range-topping M50, featuring a three-litre inline six-cylinder turbo petrol engine. Both the 20d and 30e models are available in M-Sport trim as well as basic trim options.

Unless you really feel that you need the power of the 280kW/580Nm M50, there is nothing in the way that the 20d performs that suggests it is the poor relation of the line-up. With 145kW and 400Nm of torque, driving through an eight-speed automatic gearbox, performance is more than adequate, while the ride is noticeably more supple and forgiving than the tautly-sprung M50.

Both the M-Sport versions of the 20d and 30e feature larger wheels with lower-profile tyres and slightly firmer suspension settings, which will affect the ride quality, although not to a great extent.

The 30e sits somewhere in the middle of both power and torque outputs and ride qualities, the combined four-cylinder turbo engine and electric batteries/motors giving a combined 220kW and 450Nm. BMW claims a fuel consumption figure of 1.1L/100km, which sounds remarkable, although BMW personnel did say that this is achievable with a fully-charged battery; a more reasonable 7.9L/km is claimed with a discharged battery.

While the petrol/electric hybrid is a fascinating engineering exercise, with much more real-world relevance than a pure electric drivetrain, especially in South Africa, the 20d is surely the most practical for everyday driving. There is really no area, other than outright performance, where it loses out significantly to the alternative models and the fact that it is the cheapest model in the range makes it a very attractive proposition.

Mind you, “cheapest” is perhaps the wrong word. By no means are the new X3s inexpensive, even if that is in line with all of the opposition from the likes of Audi’s Q5 and Mercedes-Benz’s GLC. The X3 20d starts at R1,136,417, the X3 30e at R1,260,000 and the M50 at R1,545,447. Naturally, those are prices before the extensive options catalogue has been thumbed through.

There is some indication that the price is justified when you climb into the cabin; the appearance, fit and finish can only be described as premium. BMW has long been known for its ergonomically excellent interiors of distinctive design and practicality, and the interior of the new X3 is no different, as long as you like acres of digital screen in front of you. I know that this is the modern trend and, to be honest, car interior design is all the better for it but when it comes to practicality of use, I’m not convinced, at least on first acquaintance.

What I mean is this: once properly familiar with the operating system and its voice control function, perhaps it will be possible to adjust the A/C temperature or fan speed but, until then, eyes have to be taken off the road to locate the appropriate touch button on the vast screen, and then more glances to locate the temperature or fan controls. It’s far too dangerous and surely the presence of two physical knobs for adjustment would not have detracted from the integrity of the interior design.

However, I admit that with familiarity such criticisms would be rendered largely irrelevant. The infotainment system is similarly complicated on first acquaintance and will require practice to navigate safely while driving. Elsewhere, the cabin is pleasantly trimmed using “fabrics” created from recycled materials. The dash cover is made from a broad-weave fabric which is actually a great improvement on acres of shiny plastic mouldings.

The cabin is pleasing to the eye and a relaxing space in which to sit, while wind and tyre noise are well-suppressed. It all exudes quality and there are very few jarring notes in either the design or execution.

BMW appears to have been careful to not mess with the DNA of the X3 too much, which isn’t surprising given its popularity, but the fourth generation X3 features useful developments over the outgoing model. Let’s not kid ourselves that it is anything but a road car, despite the ‘X’ nomenclature and the four-wheel drive but, taken as such, it makes a very good case for itself; spacious and stylish interiors, comfortable, excellent refinement from the power trains and road manners that are on the right side of sporty without descending into harshness.

If the price is within your budget and you can live with the exterior styling, then the 2025 X3 has a lot going for it.

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

Fighting Off the Inevitable: The Daily Struggle of Surviving at the Back of the Dakar

Features

ZA Editorial Team

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Feb 19, 2025

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The Dakar Rally is the ultimate test of endurance, skill, and mental fortitude. Every competitor lining up at the start dreams of making it to the finish line, but the odds of survival diminish drastically for those who fall behind early in the race. Once you slip into the back of the pack, making up time is nearly impossible. Statistics show that riders who fall behind tend to exit the rally within the next day or two. The reason? A brutal combination of terrain conditions, vehicle traffic, and an unforgiving race structure that turns the back of the Dakar into a battlefield where survival is the only goal.

The Hell at the Back

The further back you start, the worse the conditions become. Unlike the leading riders who experience the dunes and trails in their relatively untouched form, those in the back face a course that has been completely destroyed by the passage of hundreds of vehicles before them. What was once smooth sand is now a relentless labyrinth of deep ruts, massive holes, and churned-up fesh-fesh (fine, powdery sand that swallows bikes whole). Rocks that were buried in the morning are fully exposed, turning sections into treacherous minefields. Every turn, every crest, and every kilometre presents a new battle to stay upright.

The Dust, the Cars, and the Trucks

Falling to the back means riding in perpetual dust clouds that reduce visibility to nearly zero. The trucks and cars that started later in the day catch up quickly, and when they do, the real danger begins. Unlike a motorcycle, a car or truck driver has limited visibility and often relies on their Sentinel warning system to alert slower riders. But in the chaos of the Dakar, that beep might come too late. Being passed by a truck in the dust is a harrowing experience—several tons of metal moving at high speed, unable to see you, leaving you choking in a cloud so thick it blots out the sun. Every moment in this environment is a gamble, and the more time you spend here, the higher the risk of a catastrophic crash.

The Time Spiral: No Way Forward

When you start late, you lose daylight. And in the Dakar, daylight is everything. The early starters have the advantage of racing in full visibility, with clearer trails and less fatigue. The further back you are, the more likely it is that you’ll be racing against the clock, literally, as the sun sets and darkness sets in. Riding at night in the Dakar is a nightmare—navigation becomes infinitely harder, shadows distort the terrain, and exhaustion sets in faster. The later you finish, the less rest you get before the next brutal stage.

The numbers don’t lie: The more time you spend on the bike each day, the worse your chances of finishing. Riders in the back spend significantly longer in the saddle than the leaders, increasing their physical and mental fatigue.

A prime example—my total riding time for Dakar was 116 hours on the bike (Specials only, if you include liaisons it is 160 hours), compared to 53 hours for the winner. That’s more than double the time in brutal conditions. My average? 9 hours per day of non-stop riding. Compare that to 4 hours per day for Daniel Sanders. The longer you ride, the more drained you become, making mistakes more likely. Fatigue leads to crashes, crashes lead to injury, and injury leads to withdrawal.

The Emotional Toll: Losing Friends Every Day

Historically, depending on the year, weather, difficulty, and terrain, only 50-60% of riders finish the Dakar each year. For me, emotionally, the hardest part was “losing friends” every day. Just as I made friends with a rider in the back and got to know him, the next day or the day after, he was gone. The mental anguish, stress, and fatigue of losing my riding partner every second day was incredibly difficult. It was inevitable—given the statistics, every time a riding partner did not show up to the start line, I knew I was one position closer to being in the same boat. Consistently being in the back and staying in the race, given the physical and mental challenges each day, is one of the hardest things to do. The loneliness of seeing those you bond with disappear from the rally makes the fight for survival even harder.

Defying the Odds

If you find yourself in the back and somehow manage to stay in the rally, you are fighting against every statistic. The withdrawal list tells a clear story: once a rider drops back, the likelihood of finishing drops with each passing stage. Every day spent at the back of the pack is a day spent defying the numbers, pushing through exhaustion, dodging trucks, and fighting through terrain that has become nearly unrideable. The Dakar is already the toughest race on earth, but for those stuck in the back, it transforms into a relentless war of attrition.

To survive here is to embrace suffering on a level most riders will never understand. It’s not just about speed; it’s about pure, unfiltered willpower. Because at the back of the Dakar, you’re not racing to win—you’re racing just to see another sunrise.

After sharing his preparation and insights through the Decoding Dakar series, Willem Avenant successfully completed the Dakar Rally. Drawing from the invaluable experience gained there—alongside years of rally racing across the globe, race director roles, training camps, and expert roadbook writing—his passion is to grow the rally community and help others succeed. Whether you’re looking to tackle your first rally, compete in Dakar, master navigation, or need a seasoned race director or team manager, Willem is here to help.

Reach out at [email protected] or connect via social media: @willemavenantracing.

Husqvarna Racing’s Star-Studded Lineup for the 2025 Season

Motorcycle News

ZA Editorial Team

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Feb 19, 2025

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Husqvarna Racing is set to charge into the 2025 racing season with a dominant line-up of championship-winning riders. Every rider on the roster is a proven titleholder, ready to defend their crowns and chase even greater success.

Leading the charge is Davin Cocker (#1), who dominated the 2024 season by clinching both the Overall and Open Cross Country championships. A fierce competitor known for his relentless drive and aggressive racing style, Cocker will once again take on the Open class aboard his Husqvarna FX 350. With a target on his back as the reigning champion, all eyes will be on him as he aims to defend his title.

Returning for his second year in the OR3 class is Luke Walker (#312), who had a standout 2024 season, securing the OR3 championship while also finishing third overall in the series. Armed with his Husqvarna FE 250, Walker is determined to hold onto his title and build on last year’s success. Not one to be confined to a single discipline, Walker also made waves in the Enduro scene, showing remarkable consistency by finishing second in the final three rounds of the season in the E1 class. This year, he will continue to push the limits in Enduro aboard his Husqvarna FE 250.

Completing the trio is Travis Teasdale (#1), an undisputed force in the Enduro world. Teasdale had a phenomenal 2024 season, securing both the Overall and E2 Traditional Enduro titles, while also dominating the National Hard Enduro Gold Class. His expert technical skill, coupled with unmatched endurance, makes him a formidable opponent in every race he enters. For 2025, Teasdale will be back on his Husqvarna TE 300, determined to maintain his hold on the top spot.

The action kicks off this coming weekend in Bronkhorstspruit, where Cocker and Walker will line up to defend their Cross Country titles in the season opener. With a rider lineup stacked with talent and commitment to excellence, Husqvarna Racing is primed for another season of high-octane success.

Suzuki GSX-S1000GX – Not The N4

Features

Howard Stafford

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Feb 19, 2025

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I don’t like riding the N4 from Gauteng to the Lowveld. It’s 350km of mostly uninspiring riding. The East Rand is a happy hunting ground for Gauteng traffic cops and shortly after crossing the provincial border, Mpumalanga cops are keen to give you a warm, expensive welcome. The road is infested with 26 and 34-wheel behemoths which usually stay in the left lane but have an irritating habit of overtaking each other on steep uphills and then battling it out for last place while a queue of cars builds up behind them. The Middelburg toll fee is R79.00 for a bike. It’s also R79.00 for a taxi carrying 18 passengers and towing an overloaded trailer. Clearly, this is unjust and therefore it behooves us bikers to sashay through without disturbing the moths breeding in our wallets. From Middelburg, it’s 100km to the Machadodorp toll plaza where the fee is an eye-watering R118.00, the country’s most expensive Class 1 toll fee. Total toll fees for a return trip are R394.00! Eina! After Machadodorp things get better. There’s a choice between riding Schoemanskloof or the Elands River Valley road past the gargantuan Sappi mill at Ngodwana. Both are excellent riding roads characterised by fast-flowing sweepers. But they hardly compensate for the tedium of the N4 and the outrageous toll fees.

On the infrequent occasions when I ride to Joburg I make a point of riding alternative routes. The destination is important but the journey is where adventure awaits. There’s real Africa out there and it’s easy to discover away from the N routes. In the immortal words of Lou Reed:

“Hey babe, take a walk on the wild side”
I said, “Hey Joe, take a walk on the wild side”

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On Tuesday morning I collected a Suzuki GSX-S1000GX from Freedom Motorcycles in Nelspruit. The GX is a razor-sharp sport touring bike, a crossover motorcycle that combines the precision and performance of the legendary GSX-R1000 with the upright seating position and long-distance comfort of a touring machine. It weighs 232kg full of fuel. The GX is characterised by sharp lines, aggressive styling and rakish good looks. The vertically stacked pair of LED headlights is flanked by upswept LED position lights, the menacing eyes in the GX’s predatory lupine face. The GX is a wolf in wolf’s clothing.

I spent time with Dewald, the Sales Manager, so he could explain the myriad electronic settings of the Suzuki Intelligent Ride System (SIRS). For long-distance, high-speed riding, I chose medium settings for Power Mode, Traction Control, and Suspension Damping. Over more than 1000km on roads that varied from excellent blacktops to patched, potholed deathtraps, the settings suited me perfectly.

Brilliant TFT screen. All the info you need except for tyre pressures.

With my minimalist travelling kit strapped to the GX, I rode south on the R40. Nelspruit to Barberton is 40km of high speed, excellent condition tarmac which features the extremely tricksy Hilltop Pass. Hilltop has eight vicious corners that will give you big eyes if you run in too hot. But if you get them right, you’ll grind the hero blobs and erase every vestige of chicken strips on your rear tyre. It’s a brilliant pass. From the foot of the pass, the road runs through the valley of the Noordkaap River where the never-ending sweepers tempt you to hang off further and further and give your tyres a good scrubbing.

Barberton to Badplaas. 50km of amazing scenery and fast challenging roads.

At the junction with the R38, I rode east into the mountains. The first of two passes is Botha’s Nek which winds up rugged mountainsides cloaked in pine and eucalyptus plantations. The corners are fast and flowing and overtaking slow-moving vehicles is easy. From the summit the views over the Lowveld are spectacular. The second pass is Nelshoogte which drops steeply to undulating grasslands. Over the three passes, I discovered that the GX is a finely crafted weapon for dealing with challenging roads. Handling is precise and predictable, brakes are potent and progressive, and the bi-directional quick shifter is uncannily smooth and seamless. The GX was fitted with new Michelin Road 6 tyres which are developing a reputation as the best all-round tyre on the market. With all these factors in my favour and on roads that I know well I was riding like a maniac with his hair on fire, loving the speed and the confidence instilled by the Suzuki.

After the recent good rains, the Vygeboog Dam overflowed into the Komati River, which rushed like a torrent under the road bridge. On the flatlands approaching Badplaas, I bombed along at 180km/h, enjoying the soulful aural accompaniment of the 999cc mill spinning easily at 8000rpm. Despite the slim dimensions of the windscreen, the wind protection was remarkably good, and I was becoming increasingly impressed with the bike’s blitzing long-distance capabilities. This was going to be an exceptional ride.

I could have continued straight on to Carolina but I like the deserted R541 that runs southeast to Lochiel across vast savannahs. On one of the long straights, I tucked in and wound the GX to 230km/h with the engine howling sweetly at 10000 rpm. I’m sure I would have seen 260 if I tried but sometimes enough is enough. At the intersection with the N17, I stopped for a photo of the sign that declares this to be the Grasslands and Wetlands route. The N17 to Chrissiesmeer and thence to Ermelo is 100km of bucolic verdant meadows scattered with sparkling pans like sapphires strewn on a billiard table. It’s one of the most beautiful roads in the land but on this day I had no eyes for the scenery. I was focused on the ominous darkening sky on the eastern horizon. In the metropolis of Warburton, I stopped and donned a jacket that was gifted to me on a Harley launch many years ago. I had never worn the jacket and always assumed it was a rain jacket. Short before long, I discovered how wrong I was.

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20 kilometres from Chrissiesmeer I rode into a maelstrom. On the grasslands, there was no place to hide and I had no choice but to ride on. It was the worst storm I’ve ever ridden in. Swirling torrents of rain and thrashing winds reduced visibility to practically nil. The darkness under the cloud was riven by incandescent lightning bolts and I found myself wondering what it would be like to be struck by lightning. Cars and trucks loomed like spectres out of the gloom and as I passed I imagined them thinking “Why is that fool riding in this weather?” The only upside was the Michelin Road 6 tyres which didn’t twitch once, even when I was navigating rivers running across the road. After twenty minutes of insanity, I stopped at the petrol pumps in Chrissiesmeer chilled to the marrow and dripping. It was still raining heavily so I sat in the garage shop and ate a Russian and Chips washed down with a cleansing lager.

Eventually, the rain slackened. I refuelled the bike and rode onwards to Ermelo. Now I was properly cold as the water evaporated from my sodden apparel. I resigned myself to a long cold afternoon in the saddle. I weaved my way through the chaotic Ermelo traffic and joined the N17 to Bethal. The road from Ermelo to Bethal has existed forever. Now it just happens to be a toll road with no viable alternative route. Therefore I considered toll fees to be optional and I opted to dawdle through with a smile on my face and a song on my lips. If I had stopped to pay I would have occupied an entire lane for at least five minutes. Stop. Switch off the bike. Remove wet gloves. Find a wet wallet. Remove card. Hand card to fee collector. Receive card. Drop card from trembling hand. Get off the bike. Replace card in wallet. Place the wallet back in the wet pocket. Get back on the bike. Struggle to put wet gloves back on while swearing loudly. Wipe mist from the visor. Start bike. Ride away. Just give bikers a dedicated metre-wide bike lane and be done with it. But Nooooooo! Rools is Rools! Bureaucratic idiots.

Just after Bethal, I rode out from under the clouds into bright, warm Highveld sunshine. I started to feel human again as my clothes began to dry. A few clicks past Trichardt I left the N17 and followed the R29 through Kinross, Leandra and Devon. It’s been many years since I rode through those towns. One word to describe them: Shattered. This is what I saw in the main streets: cattle and goats roaming free, piles of rotting garbage, litter everywhere, informal dwellings, shebeens, gutted buildings, wrecked vehicles, tatty spaza shops, broken fences, unemployable people sleeping in doorways. The degradation of once thriving platteland dorps is a microcosm of the destruction taking place on a massive scale across this country.

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I continued the ride in a sombre mood and rejoined the N17 on the outskirts of Springs. At 17:00 I parked the GX outside Tonino’s Restaurant in Orange Grove. Tonino’s is a biker-friendly joint specialising in Portuguese cuisine. There were eight of us for dinner. I ordered 15 queen prawns for R225; excellent value for money. We spent a splendid evening swapping stories and talking twak as bikers do. After dinner Jamie and I rode in the rain to his casa in Victory Park. Despite tough conditions, it was an excellent day on the road. 480km of not the N4.

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On Wednesday morning I inspected the bike before setting off. The rains of the previous day had washed every hint of lubricant from the chain. I like to think I’m a mechanically sensitive rider and therefore it makes sense to maintain the only exposed mechanical part of the bike. Jamie didn’t have any lube; he rides a shaft-drive GS and a belt-drive Harley. But I had a plan B. My route out of town was the N3 past the Suzuki HQ in Marlboro. I pulled in, Shane lubed the chain and I was back on the road at 11:00. I rode the R21 past the airport and then took the R25 to Bapsfontein and Bronkhorstspruit aka Dronkwordspruit. Riding conditions were ideal, overcast and cool. I set the cruise control at 150km/h and watched the emerald-green countryside fly by. In Bronkhorstspruit I stopped for photos at the magnificent Nan Hua Temple. The R25 crosses over the N4 and on the far side of the bridge, two female traffic cops were sitting on their BMW R1250RTs. Of course, I stopped to chat with them. They were polite enough but declined to talk about their duties so I continued on my merry way.

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The road from Bronkhorstspruit to Groblersdal is a special ride. It traverses lush, mountainous bushveld terrain, a delight to the eye. There’s not much traffic but there are a few large settlements along the road with names you might never have heard of: Sokhulumi, Chief Magodongo, Verena and Dennilton. There are good reasons to take it easy when riding through these places. Firstly, there are myriad cattle, sheep, donkeys and goats on the road and the verges, and, secondly, there are bastard unpainted, slab-sided speed humps that launch you out of the saddle if you hit one at speed. North of Verena I stopped for a photo of the weather-beaten, almost illegible signboard at the entrance to Zithabiseni Resort. In 1999 Zithabiseni was the venue for the one and only, the first and last, the legendary Hustler Rally. In the months leading up to the rally, Hustler Magazine promised an extravaganza the likes of which South Africa had never experienced. And they did not lie. I don’t know where Hustler found so many gorgeous women but there they were in all their naked glory, basking in the sunshine, cavorting in the pool and parading their assets on stage. It was a fiesta of unbridled, gratuitous female nudity. I nearly went blind. But that was then and now I needed to gijima because I still had distance to cover.

In 1999 Zithabiseni was the venue for the one and only Hustler Rally a fiesta of gratuitous nudity. I nearly went blind!

I stopped in Dennilton for a photo of an old, abandoned Komatsu grader standing forlornly on perished tyres, slowly decaying in its final resting place. That sad machine suggested these lines from Shakespeare:

Fear no more the heat ‘o the sun,
Nor the furious winter’s rages;
Thou they worldly task hast done,
Home art gone, and ta’en they wages…

On the outskirts of Dennilton this old grader was gradually rotting away.

After Dennilton the road runs through the astonishingly fertile valley of the Olifants River, an Eden of citrus orchards, vineyards, maize, and a cornucopia of vegetable crops. The roadsides approaching Groblersdal are a colourful array of stalls selling crops from the valley; oranges, pumpkins, watermelons, mangoes, potatoes, onions and butternuts. It’s a happy scene and the stalls appeared to be doing good business as motorists stopped to stock up on fruit and veggies. It was a quick 60km blitz from Groblersdal to Stofberg through beautiful game-fenced bushveld panoramas and past Rooikraal Dam. I was expecting the R555 from Stofberg to Roossenekal to be a potholed disaster area but it wasn’t too bad. I turned off the R555 and rode the R577 across the plains towards the bulwarks of the Steenkampsberge looming ever larger on the eastern horizon. It was an exhilarating ride up and over De Berg Pass down into the flatlands. If you’ve never ridden De Berg, add it to your bucket list. It’s a magnificent spanking road on a wild, rugged mountain. Just before Jaap se Hoogte chrome ore trucks from Burgersfort join the R577 and for the next 10 kilometres the road is smashed. It’s a very bad section but to put things in context this was the only dodgy tarmac in two days and more than 1000km.

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In Lydenburg, I had a decision to make. Long Tom Pass or Robber’s Pass? Robber’s was the longer option and it was only 15:30 so time was on my side. I rode north towards Ohrigstad on the R36. The last time I travelled the R36 was in July 2024. Then it was a potholed deathtrap but it has since been repaired and is in reasonable condition. 30 kilometres from Lydenburg I hooked right onto the R533 and steeked across the grassy plains to the foot of the pass. I have a healthy respect for Robber’s Pass. It never sleeps; it waits! I rode fast on the ascent to Crystal Springs and then took it easy on the steep hairpin descents to the valley of the Sabie River and Pilgrim’s Rest. The road is almost always littered with loose gravel and this day was no different. I love the tight bumpy road from Pilgrim’s up and over the mountain. It’s a good workout for rider and machine. No surprise, the GX bounded up the mountain like a surefooted goat. The R532 to Sabie is an iconic Mpumalanga road characterised by long, balls-to-the-wall sections as well as the butt-clenching corners near Forest Falls and Mac Mac Falls. If you know the road it’s high speed heaven. If you’re not familiar with the road err on the side of caution. And then, like a horse scenting the stable, I left Sabie and rode full tilt on the R537 to White River. That road is 44km of come-to-glory sweepers interspersed with flatstick straights, one of the best +200km/h biking roads in the country guaranteed to have you grinning in your helmet like a demented ape. As the sun set I pulled into my casa in Nelspruit with a very satisfying 560km day on the road behind me.

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Allow me to restate the point of this article. If you’re riding from Gauteng to the Lowveld there are magical roads and intriguing places to the north and south of the N4. Challenging roads, amazing vistas, unexpected experiences, friendly people, and weird platteland dorps are yours to discover. Why drone along the N4 when an African adventure awaits you?

KTM South Africa Power-Packed Racing Line-up for 2025 Season

Motorcycle News

ZA Editorial Team

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Feb 18, 2025

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KTM South Africa is set to ignite the 2025 racing season with an electrifying line-up across Motocross, Cross Country, and Enduro disciplines. With a strong team of defending champions and rising talents, the Red Bull KTM Motocross team and the Brother Leader Tread KTM Cross Country and Enduro teams are primed to fly the orange flag high for the 2025 season.

The Red Bull KTM Motocross team will be led by Cameron Durow, Luke Grundy, and Trey Cox. Durow returns as a dual defending champion, aiming to retain his MX1 and MX2 titles aboard the KTM 450 SX-F and KTM 250 SX-F, respectively. Grundy enters his second year in the MX2 class, eager to make his mark on his KTM 250 SX-F. Meanwhile, Cox will take on the High School class once again aboard his KTM 125 SX, determined to defend his championship title.

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The Brother Leader Tread KTM Cross Country team features a mix of seasoned champions and ambitious contenders. Kerim Fitz-Gerald will return aboard his KTM 350 XC-F, following a strong finish last season. Scott Heygate, aboard his KTM 450 XC-F, is ready to chase the Open Class title after narrowly missing it last year. Matthew Wilson, a two-time OR3 champion, is set to regain his title on the KTM 250 XC-F, aiming to further cement his dominance in the class.

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The Brother Leader Tread KTM Enduro team welcomes a blend of fresh energy and experienced talent. James Moore, new to the Brother Leader Tread KTM Enduro team but no stranger to the KTM Group family, will compete in the E2 class aboard his KTM 300 XC-W, bringing his technical expertise and endurance to the forefront. Young talent Matthew Stevens rounds out the team and will step up to the E1 class on his KTM 250 EXC-F, eager to put his skills to the test in the discipline.

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The adrenaline-fueled 2025 season kicks off this coming weekend in Bronkhorstspruit, where the Brother Leader Tread KTM Cross Country team will take on the first round of the year. With a powerhouse line-up across all three disciplines, KTM South Africa is set to make an unforgettable impact on the championship territory.

Stay tuned as these riders push the limits, chase podiums, and uphold KTM’s legacy of racing excellence. The orange squad is ready, let the 2025 season begin!

#ReadyToRace

Suzuki’s Fabulous Frontier X – Road Tripping in the Fronx

Lifestyle

Dave Cilliers

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Feb 14, 2025

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It was a sad day indeed when a fellow decided that red robots were overrated and just put foot. Irene, waiting to turn, was directly in his path and he hit the Swift Sport head-on. The airbags deployed, the car was spun through 180 degrees and the front of the Swift was destroyed. Credit to Suzuki’s build integrity the passenger cell was totally intact, and she emerged from the car shaken but not stirred. We loved “Sporty” as our Suzuki Swift Sport was affectionately known, but one look at the damage and I realised that Sporty had gone to the garage in the sky.

Considering how Irene uses her car we determined that an auto would best suit her needs, and the result was a brand-new Suzuki Fronx GLX in stunning silver. Irene loves the car! The GLX is comprehensively specced with all the bells and whistles that you can hope for, and then some. In no time her phone was paired, her music playing, and she enjoyed all the benefits of Android Auto. The reverse camera with its 360-degree bird’s eye view of the surroundings is a boon for anyone operating in an urban environment. She tells the car where she wants to go, and it pops up with directions on the display in front of her—amazing features on a car in this class.

The 1.5-litre engine, paired with a four-speed automatic transmission, performs unexpectedly well even at high altitudes. It is the same unit used in the Jimny yet feels significantly livelier in the Fronx. So why am I telling you all this? Cause we went road-tripping in January that’s why! After our family Botswana adventure Irene and I drove down to the Mother City. My brother and sister-in-law were visiting from the UK, where they have lived for the last 17 years, and a good mate of mine lives in Cape Town and we were overdue a visit. I was interested in testing the Fronx on the open road, so a road trip beckoned.

As we are known to do, we drove out of Pretoria at around 7 AM with no plans in terms of where we would overnight. We decided we would see how the travelling went and then take a “potluck” on accommodation. The Fronx has comfortable yet yielding seats which I felt may be too soft on a long journey. Not so. We spent a full 12 hours in the car, getting take-aways to minimise stopping time which I have found erodes your travelling time. At no point did we start feeling squirmy in our seats or fatigued. Allied to the seat comfort is the excellent ride quality of the Fronx. The suspension is supple and controlled. It would impress even more later in the day.

The elephant in the room, having changed from the pocket rocket Swift Sport, was whether we would find the Fronx “flat” and underpowered. Open road travel must deal with challenging road conditions. Travellers deal with hundreds of trucks on our national roads, courtesy of our ailing rail system. Your car needs to have enough power to overtake safely and effectively. I was very pleasantly surprised. The Fronx has an overdrive feature in the transmission engaged via a button on the side of the gearshift. When needing to overtake, I would disengage the overdrive and floor it. The Fronx motor loves to rev and gets quite a hurry up. Overtaking is really not an issue. Re-engage the overdrive and the revs drop then you re-engage the cruise control.

The result is a relaxed open-road cruiser. Fuel economy is another strong point. I set the cruise control on 125, allowing for some speedo error and over the course of our trip to and from Cape Town the Fronx averaged 15,5 k’s per litre. We arrived in Laingsburg in the late afternoon and started making some calls for accommodation. We didn’t want to stay in town but favoured a farm stay of sorts. Oh boy, did we strike it lucky! We came across a spot called Paardefontein Karoo Stay on Bookings.com. The turnoff is between Laingsburg and Matjiesfontein. We got explicit directions, which was just as well as there are a few junctions, farm gates and splits in the road to negotiate. The road is best suited for high clearance vehicles, with a “twee spoor” track to the accommodation.

Irene had a bit of a sense of humour failure with her car traversing what she termed a “goat track”, but in reality, it just required exercising a bit of care and driving slowly. The distance from the tar was a bit more than we had anticipated, probably almost 20 k’s, but the Fronx made short work of it. The ride height of 190 mm proved a boon. The karoo vistas were truly spectacular. When we got to the accommodation we parked in a carport and then walked along a pathway for maybe 200 metres to a stunning cottage. Nestled against the hillside it has a magnificent view of the surrounding koppies, which, when we got there were painted gold by the setting sun.

We plonked down our bags, poured a couple of whiskies and just soaked in the serene setting. A cool breeze had sprung up and the advancing chill eventually drove us inside. The cottage is comprehensively equipped with all you need to be comfortable. We had a leisurely dinner, eating chicken salad picked up in Laingsburg on our way through. It is hard to explain the tranquillity which seeps into your soul when you spend time in the karoo. The deliciously fresh air, the unique flora, the wonderful vistas and the magnificent late afternoon and early evening glow create an ambience which is a salve for the soul.

We slept well in the comfortable and cosy cottage (which accommodates two adults and two children) and woke to another beautiful karoo morning. There was nary a cloud in the porcelain blue sky, and we sipped coffee on the stoep, revelling in the early morning chill, enjoying the golden hour as the rising sun painted the karoo in all its glory. It was with some reluctance that we packed up and took a slow drive back to the N1, stopping once or twice for photos of the Fronx along the way.

We stopped for a coffee and muffin in Touws River and reflected on our serendipitous “find” in Paardefontein Karoo Stay. Over the years of road-tripping, we have rarely booked but rather take our chances along the way. Whilst it has added immensely to the adventure it has also revealed a few gems. None more so than Paardefontein. I had spoken to Peter McMillan, the owner of Paardefontein on our way there the previous evening, somewhat exasperated by the distance from the N1 as well as by the state of the road. I phoned him to tell him how we had enjoyed the stay and to apologise for my grumpiness. I spoke to his wife as he was occupied, and she shared that Bookings.com didn’t elaborate sufficiently and that they had taken them to task. If you have a suitable vehicle, adventure bike or a Fronx, hee hee, make this a must-do stopover on your road trip. You will not be disappointed. They have options for larger groups too.

Down the Hex River pass and through the beautiful Hex River valley, then through the Huguenot Tunnel and on to Cape Town, we went. This, my friends, is truly “the fairest Cape of them all”. The weather was stunning for the duration of our stay. Pleasantly mild but sunny with cotton wool clouds in a blue sky. We stayed with our friend Peter who has a magnificent home with views over Noordhoek beach and Ou Kaapseweg. A perfect spot from which to frequent Kalk Bay, Simon’s Town and its surrounds.

We had a great breakfast at the Simon’s Town Yacht Club catching up with family. Well worth a visit if you have not yet been there. We also travelled through to Somerset West to visit Penny Sterley at her new Vespa Dealership, where she has now added Lambretta’s to the mix of cool scoots that she rents out and sells. The peninsula and surrounds are best explored on two wheels as the traffic is then totally negated. As already documented in another blog, we spent a stunning morning on a Royal Enfield Himalayan 450. Like a good boy scout, we were prepared and had brought riding gear along for just such a possibility.

All too soon it was the end of our visit, and we tackled the long road home. The Fronx made short work of the 1000 k’s to Bloemfontein where we overnighted at Tom’s Place, about 40 k’s before Bloem. Cheap and cheerful and old school, we enjoyed a pleasant evening before resuming our journey home. On reflection, the Fronx delivered on all fronts. It is a wonderfully efficient daily driver, negotiating city sprawl without fuss or bother. What we learned on our trip is that it also doubles as a supremely reliable, comfortable, spacious and economical tourer. The X in Fronx is not just for show. It made short work of the “goat track” to Paardefontein and was sure-footed through the mountain passes. Irene reckoned that when we got home it would be bragging to its Jimny stable mate about its off-road prowess! Once again Suzuki has knocked it right out of the park with a car that offers brilliant value for money and delivers a good driving experience! Good job!

Eswatini Ubuntu Ride

Features

Howard Stafford

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Feb 14, 2025

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Swazi Boyz were the organisers of the event. The large fellow third from the right is named Bonecrusher!

I must have been in a coma for a decade. Until a month ago I had never heard of the Ubuntu Run even though the first run was held in 2015. I’m a member of a WhatsApp group, Moz/Swazi Sun Riders and one of the members posted the Eswatini Ubuntu Run flyer on the group. I spoke to my friend Carlos Paiva, convenor of the Swazi Rally, and we agreed to ride together. Done deal!

The Ubuntu Run was the brainchild of Rod McBride. The intention was to connect diverse groups of bikers who might not usually ride together. Ubuntu means “I am because we are” and embodies virtues like compassion and humanity. The idea caught on and from small beginnings, the Ubuntu Run is celebrated in nineteen African countries, in Portugal and the USA.

Francesco’s collection of Ubuntu badges.

On Saturday afternoon I rode from Nelspruit to Eswatini via Barberton, Badplaas, Lochiel and Oshoek Border Post. The border crossing was swift, painless and short before long I was flying down the magnificent sinuous two-lane blacktop that runs from the border to Mbabane. Near Manzini, I rode south and pulled into Riders’ Ranch for the weekend as the guest of Carlos and Sonia.

Sunday was a perfect day for riding. We rode to Matsapha Inn, the starting point for the run. The parking lot started to fill up as the Swazi clubs rode in: King’s Brigade, Hyena, Swazi Boyz, Harley Boyz, and Macs. Many of the Swazi guys were on litre-class superbikes, mainly BMW S1000RR, and all of them were without number plates. Seems the Swazi cops have a very relaxed attitude towards bikers. There was a big contingent of Mozambican bikers who rode in from Maputo. It was good to meet them face to face having only connected with them on WhatsApp before.

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The ride began just before 10:00. 111 bikes left Matsapha Inn on a 200km lap. For the first 100km, we followed roads I had never ridden before. Eswatini has had excellent rains. The rivers were flowing strongly and the countryside was a patchwork of lush green meadows and eucalyptus plantations. We regrouped at the crossroads at Gege. Like an idiot, I hadn’t filled up that morning and I wasn’t sure I would make it to Nhlangano. There was a derelict fuel station at the crossroads. Half the roof had collapsed and the other half looked very dodgy. But the fuel pumps were still there. I’m an optimistic fellow so I rode in but it was obvious the pumps hadn’t worked in years. And then Sylvester appeared bearing a five-litre bottle of 95 octane. While he decanted the precious fuel into my bike he gave a well-rehearsed speech about how he was looking for a business partner to invest in re-opening the garage. I politely declined.

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Carlos and I left Gege ahead of the pack and rode the brand-new road to Nhlangano. The road had been open for less than a year and was in immaculate condition. From Nhlangano I was back on familiar roads riding north in the valley of the Mkhondvo River. I always stop on a low-level bridge over the river and this ride was no exception. In previous years the river flowed gently through the pipes under the bridge but this time there was a deluge roaring through the pipes. We rode down the valley and ten kilometres from Riders’ Ranch the TFT screen on my GSA went blood red. I had ridden over a roofing screw which made such a big hole that the tyre deflated instantly. I always carry a tubeless tyre puncture repair kit but the tyre was so flat that it was impossible to insert a plug and the hole was so big that a CO2 bomb rushed straight in and straight out. I limped back to Riders’ Ranch. Carlos continued back to Matsapha for lunch at the end of the ride. I stayed behind with my wounded bike. Later that afternoon Carlos’s factotum Nene inflated the tyre with a compressor and plugged the hole but by now it was too late to ride back to Nelspruit which wasn’t a problem. I’m retired so one day is just like any other.

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As things turned out it was a good thing I didn’t ride to Oshoek on Sunday afternoon. There was a monumental catastrophe up at the border post. A 26-wheel, 50-ton, coal carrier interlink lost its brakes on the steep downhill to the border post. The juggernaut demolished buildings destroyed sixteen cars and dumped its load of coal before grinding to a halt. Miraculously nobody was killed. On Monday morning the border post was back in action even though all the staff still had startled expressions and big eyes from the drama of the previous afternoon. I retraced my Saturday route and once I was through the border I was home in under two hours.

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That was my first Ubuntu Run and it won’t be my last. I met many new friends and travelled new roads. And that’s what biking is all about, the road, the ride and the brothers. Roll on Ubuntu 2026.

Hanging with my Eswatini homies – Howie, Carlos, Nhlanhla, Francesco.

Putting The BMW R 1300 GS To The Test

Bike Reviews

Harry Fisher

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Feb 13, 2025

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Nothing in this world can be allowed to stand still; in the motorcycling world nowhere more so than when it comes to the development of adventure bikes. With so many impressively accomplished adventure bikes on the market, the bike that arguably started the whole trend, the BMW GS, has had to hustle in recent years to keep up. Even being outshone by certain manufacturers has never harmed sales nor, it has to be said, the ability, of the GS but, clearly, BMW engineers have felt the need for a complete rethink of the model, perhaps the most important of the bike’s life.

There have been several ‘problems’ facing the GS – losing out in the power stakes and an ever-increasing weight and bulk being the two main issues – although it could be argued that only the latter problem was one that urgently needed to be addressed. In chasing the power outputs of KTM, Triumph and Ducati, BMW has entered a battle it cannot possibly win as long as it sticks to the boxer-twin engine. In that case, you could ask, ‘why bother chasing more power?’ The idea of 160-180bhp in an adventure bike is frankly ridiculous so would BMW have been better concentrating on weight and bulk and gaining performance that way?

Whatever your thoughts, the R 1300 GS is here, with more power, less weight and bulk and more electronics than you can shake a stick at. There’s also an extensive list of options and a healthy new price tag, even before you start looking at the options list.

So, has it worked and, more importantly, is it worth the money?

Make no mistake, this is still a GS, it’s just that it is more compact, more powerful, lighter, slightly more refined, better-equipped (if you break the bank with the options list) and possessed of a new-found ability and agility that enables it to be more things to more people than ever before. If anything, the GS was always successful and a great ride no matter how it lost out to its rivals in various departments. The great thing about the GS was that it was always such a good all-rounder and the new R 1300 GS takes that quality and builds on it in an impressive manner.

The R 1300 GS really is all-new. The tubular steel chassis has been replaced with a steel monocoque shell that uses the engine as a stressed member. The suspension – Telelever at the front and Paralever at the back – is familiar but has been completely reworked to be lighter and stronger. The subframe is now a cast aluminium affair which raises a question about its ability to withstand serious accident damage; at least the previous tubular subframe would bend and be easy to weld up in an emergency but can you say the same about cast aluminium?

If the R 1300 GS still looks like a big bike well, yes, it is, but looks can be deceptive as, in every measurable parameter, the GS now lighter, slimmer and much less bulky. The fuel tank has one litre less capacity and sits lower, making the riding position feel even more spacious although it’s still not a bike for small people, despite the self-lowering suspension (an option, of course!). Personally, I found the foot pegs set too far back, meaning the feet are folded back under your bum but perhaps a month or two of getting used to the position would help.

Despite the new chassis structure, those riders familiar with GSs of old will feel immediately as if they’re in familiar territory, with an unmatched feeling of stability and balance and, if the semi-active electronic suspension option is ticked, superb ride quality with, at times, an almost magic carpet feel to the ride. The agility has been enhanced and it remains one of the most fun bikes to throw around on a twisty road.

This has to be thanks to the revised suspension, in which the electronics not only adjust the damping while on the move, but also the spring rate at the front and rear. This means that the ride can be as plush as you could ever need it to be but, when you’re in the mood and you change the electronics to a sportier mode, extra springs located in the piggy-back shocks come into play and stiffen things up when you want to get a move on along a twisty road. The rear suspension is self-levelling and will drop by 30mm when at rest as a concession to shorter riders.

In line with any modern bike, there is nothing to worry about in the braking department, with new front calipers and slightly larger front discs giving all the stopping power and control you could ever need.

Aside from the new structure, the other big news is the engine. With a slightly increased capacity to exactly 1,300cc, from 1,254cc, this is now BMW’s most powerful production boxer twin. More importantly, the torque curve has been flattened even further than it already was to give more torque all the way through the rev range. Figures of 143bhp and 149Nm of torque are impressive but you have to ask how far can BMW push the design in the face of rivals’ power outputs? More pertinently, is there any point chasing any more power if it means over-stressing the engine?

The cylinder heads utilise BMW’s Shiftcam variable valve timing technology to enhance low-rev torque and higher rev power. I found the engine to be mechanically a lot noisier than ever before, especially from the cylinder heads, which detracts slightly from the improved performance. As ever, the exhaust note isn’t particularly distinguished, remaining a drone that experienced GS owners will be familiar with.

What isn’t in question is the performance provided at any speed, in any gear. If it lacks the ultimate fireworks of the KTM 1290 or the Ducati Multistrada V4, then it is by no means disgraced and offers more than enough performance. The engine is smooth and brilliantly flexible in any riding situation.

The gearbox quick-shifter works well although nothing is ever going to make the boxer engine gearbox change gears without a significant clunk between gears. It’s about the only old-fashioned thing about the bike as a whole.

The electronics are significant and there is a lot of adjustability available (depending, of course, on which boxes you tick on the options sheet when ordering your bike.) Thankfully, the dashboard interface is relatively intuitive to use, although I suspect that many owners will set parameters once and then forget them, unless they are particularly skilful off-road riders who can detect the difference between settings.

One useful feature is a rocker switch on the left-hand cluster that can be configured to adjust one thing on the fly; the electric screen (another option), traction control, damping, ride height or the heating.

The screen is much smaller than before but, in its highest position, works extremely well, allowing the rider to ride with the helmet visor open with no wind blast on the face.

Performance is effortless and the engine is remarkably smooth. There’s so much torque everywhere at any speed and it really doesn’t seem to mind being lugged along slowly in a higher gear. Only time will tell if the engine can continue the reputation for reliability enjoyed by previous models.

The KTM 1290 Super Adventure R might be marginally better off-road and the Triumph and Ducati better road performers but the BMW remains what it has always been, a brilliant all-rounder capable, in the right hands, of some incredible technical off-road riding feats, never mind impressive mile-eating touring capability. There’s a lot of competition in the adventure bike market but the R 1300 GS can hold its own with any of them.

But hang on; in my humble opinion, the biggest challenger to the R 1300 GS is the R 1250 GS. Or even the R 1200 GS. Both of which can be bought with low mileage – and likely no off-road miles to boot – for less than half the price of a new 1300 with all the bells and whistles fitted. But – and here’s the rub – the 1200 and 1250 are nowhere near 50% less capable. If anything, the R 1300 GS is maybe 10 to 15% better but, at the price, it’s a lot of money for not a lot of gain.

What isn’t in doubt is that, in the R 1300 GS, BMW has successfully updated the GS theme with possibly the biggest advance in many years. It will sell like hotcakes around the world and be another huge success for BMW. What it also does is beg the question; how can you make it any better? Well, BMW has been doing that successfully for more than forty years and there’s no reason to believe that it won’t happen again in five or ten years. Whether a petrol-engined adventure bike will be relevant then is another matter entirely.

Team Green Opens 2025 GXCC with a Triple Victory

Motorcycle News

ZA Editorial Team

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Feb 13, 2025

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Team Green Opens 2025 GXCC with a Triple Victory

Pepson Plastics Racing Kawasaki with Motul and Michelin enjoyed the perfect start to its 2025 Gauteng GXCC Cross Country Series season with a cracking performance at the Rysmierbult season opener on Saturday.

“Now that’s the way to open a new season!” Pepson Plastics Kawasaki team boss Iain Pepper explained. “We won three of the five classes we entered and the lads enjoyed a brilliant day in the saddle all around, our Kawasakis ran like clockwork and the entire team simply clicked back into action after the off-season.”

Fourth overall, Cameron Becker rode his Pepson Plastics Kawasaki KX250X to a compelling OR3 class victory. Pepson Plastics Kawasaki Masters King Pieter Holl kicked off his championship defence with a dominant class victory riding his familiar Pepson Plastics Kawasaki KX450X. And young Jake Pretorius started his 2025 season with an OR4 victory on his Pepson Plastics Kawasaki KX250X.

“Congratulations also to the rest of the Pepson Plastics Kawasaki guys. To our team riders, Wian Wentzel, who was fourth in his OR1 debut and Jaycee Nienaber who had a steady run to seventh in OR1, Jayden Boyce seventh in OR3 Pro Am and last year’s 85cc South African champion Derek van Aswegen eighth on debut in OR3.

Also to the rest of our brilliant team, well done one and all. “What more can I say than to congratulate our three winners and the rest of the team on an incredible performance, well done one and all,” Pepper concluded. “All the hard work, especially over the off-season has paid off handsomely and Pepson Plastics Kawasaki has started the 2025 season in perfect winning style!

Liqui Moly Kick-Off 2025

Lifestyle

ZA Editorial Team

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Feb 6, 2025

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Finding something you do today, something that you do well, and can give yourself credit for is a demanding task and most of the time, especially in today’s world, is not one’s priority. But who are we if we don’t have goals to work towards and what meaning does life have if we cannot enjoy our earnings and success—are we even allowed to give ourselves a pat on the back these days?

Thankfully, Liqui Moly South Africa understands that everyone needs a pat on the back, sometimes it’s just to help find your mojo or to help remind yourself that you are overcoming obstacles and fears and objections and also sometimes it’s a simple reminder that you’re getting the job done!

Every two years Liqui Moly likes to kick their year off with a select group of partners, supporters, and industry leaders. This year we at ZA Bikers received an exclusive invitation to the LIQUI MOLY Kick-Off Event—a prestigious gathering where passion met performance. We’ve worked with Liqui Moly for several years now both in the Automotive and the Lifestyle side and we’ve enjoyed building a strong bond with such a passionate brand, team and family.

The event took place at the notorious home of racing that is Ridgeway Racebar in Edenvale, this invitation-only event was an unforgettable evening giving everyone insight into “LM’s” strategy, celebration, and shared vision for the road ahead. I must say, LM turned Ridgeway into a second home base, it almost felt like you were walking into Liqui Moly’s head office. From 19:00 up until just after 21:00 LM celebrated benchmark after benchmark and also unveiled their 2025 plans to strengthen the partnerships that drive their success—it was a night that set the tone for another extraordinary year.

From our side, it was exciting to see Liqui Moly motivate their dealers’ sales teams through the Liqui Moly Advantage App, allowing each salesman to track their sales, unlock points to increase their knowledge through training programs and win prizes along the way. After the two-year mark, the best salesman in Southern Africa and Africa would receive a handsome prize of R100,000 for their efforts. This App is also available to the enthusiast which can help you find and research the products for your specific vehicle and potentially earn you enough points to join the VIP Club (this also comes with its benefits and prizes).

A hard-working employee Kaifo Amade from a dealer based in Maputo Mozambique by the name of AAGP (Auto Acessórios Grande Prémio) took the honours for best sales record in Africa recorded on the Advantage App. The smile said it all, Liqui Moly are empowering individual salesmen across all their stores and also lightening the load as far as “pats on the backs” and bonuses for the dealers across the country go. In SA, Goldwagen rounded off the top 5 retail stores with Alberton taking top honours and another top-performing salesman collecting his R100,000.

Liqui Moly welcomed a massive selection of sponsored athletes to the stage to say thank you for 2024 and a “let’s go get ’em” 2025. Two wheels, four wheels, pedal power and some young talent were also celebrated on stage. LM made it clear that they aren’t just involved in sports and sponsoring athletes for wins, but they are supporting people who are good brand ambassadors, those who can represent the brand well and show good sportsmanship.

Dealers, suppliers, media and athletes aside, Liqui Moly also highlighted their passion for education and giving back to the communities in need. The communities or charities that LM are passionate about are the Tshepang Programme for Orphaned and Vulnerable Children and the Bramley Children’s Home. The team are out there sweating, playing soccer, chatting with the kids and sharing words of motivation. Melicia Labuschagne (Managing Director Liqui Moly SA) and her team wanted to help these two heroes start the year on an up so R50,000 was donated to each cause.

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Liqui Moly South Africa: “Here’s to pushing boundaries, fuelling passion, and showing both our partners — and our fans — the love they deserve in 2025!”

For more info on Liqui Moly products visit – www.liqui-moly.co.za

Ducati SA Now With The VW Group

Motorcycle News

ZA Editorial Team

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Feb 6, 2025

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The next chapter in Ducati’s South African journey was written last night as Volkswagen Group South Africa officially took over responsibility for the importing and sales, including parts supply and servicing, of the iconic Italian brand.

Ducati has been owned by Lamborghini, itself a member of the Volkswagen Group, since 2012 so to bring the brand under that umbrella in South Africa is a logical step and should secure the future of the brand in this country for many years to come.

Simphiwe Nghona, Head: Sales and Marketing at VWGA, said: “Ducati is a premium international motorcycle brand with a strong and proud heritage. Over the years, it has built a loyal and passionate client base in South Africa which our company is excited and looking forward to servicing from now on. We are confident that the current and future Ducati clients will positively benefit from our established sales and after-sales processes, as well as our dealer network.”

In a difficult time for the motorcycle industry in SA, VWGA is planning to grow the Ducati brand and broaden the client reach by integrating the Ducati brand into three dealer sites, which will be located in Gauteng, Western Cape and KwaZulu Natal. The current approved retailer in Gauteng (World of Motorcycles in Centurion) has been retained for the region. A new retailer in Cape Town, which is an existing Audi dealer, has been appointed. The plans are in progress to appoint a retailer in Durban for KZN.

Nghona added: “We have set an ambitious growth target for the brand in its first two years of full operations under the VWGA stewardship. Our target is to achieve a double-digit market share in South Africa by the end of 2026 from the current market share base. The brand growth will be boosted by a range of exciting models which will be introduced in South Africa over the next two years.”

VWGA has appointed Tertius Cronje to head the Ducati Brand in South Africa. Cronje has 24 years of experience in the automotive retail business gained in the local and international markets. His experience includes 10 years in the motorcycle retail business.

“South Africa is the ideal environment for our motorcycle range, either for track use, twisty roads or gravel. I am sure that this, together with the passion and professionalism of our new partner, Volkswagen Group Africa, will allow us to provide great experiences to our Ducatisti, allowing us to expand our presence in the country and get closer to their needs, also considering that in the country there are some of the greatest collectors in the world of special cars and bikes,” commented Francesco Milicia, Director: Global Sales & After Sales at Ducati Motor Holding Spa.

KTM Factory Racing: HOW WE WON DAKAR 2025!

Features

ZA Editorial Team

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Feb 6, 2025

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The 2025 Dakar Rally is certainly one for the history books, with Daniel Sanders claiming KTM Factory Racing’s 20th victory at the iconic event after leading from the very first day. Also, 19-year-old Edgar Canet dominated his Dakar debut to bring home the Rally2 trophy. From the pre-season photoshoot to the epic finish-line celebrations, here is the story of how we won the 2025 Dakar Rally!

Earlier this month, Daniel Sanders led Red Bull Factory Racing to victory at the 2025 Dakar Rally, securing KTM’s 20th win at the event. Sanders claimed five stage victories and dominated the race from start to finish, winning by nearly nine minutes. Rookie Edgar Canet impressed by topping the Rally2 category with four stage wins and finishing eighth overall. Luciano Benavides achieved his best Dakar result in fourth place after back-to-back stage wins. Despite withdrawing early, Kevin Benavides showed resilience with strong performances in the first week.

MOTORCYCLES • MOTORING • LIFESTYLE

Ruche Moodley: South Africa’s Next Big Hope

Kawasaki Ninja 500

Kawasaki Ninja 500

Pricing From R124,995 (RRP)

See the comparison video below of old vs new speakers…

Wheel Clean:

Car Body Shampoo:

Tyre Restorer:

Plastics Clean:

Yamaha XSR900 GP

Yamaha XSR900 GP

Pricing From R289,950 (RRP)

Enter Thule’s EnRoute 20L Camera Backpack.

I look forward to spending more time in the new Duster as I have a few ideas already brewing!

Pricing is as follows:

From heart-pounding circuit racing to adrenaline-pumping stunt shows and drift rides, the Supertech Torque Motoring Festival promises non-stop action and fun for petrolheads in KwaZulu-Natal.

We took the opportunity to reflect on life and take some memorable photos of our trip…

What an amazing trip! We are already looking forward to our next Jimny adventure…

Event Details:

What to Expect:

Join us on Saturday as we launch an exciting chapter in South African motorsport!

Rally 2

Malle Moto

Quads

Which begs another question; have we reached peak adventure bike design?

Current KTM Promotions:

KTM 1290 Super Adventure S

KTM 1290 SUPER ADVENTURE S

Pricing From R359,999 (RRP)

KTM is providing a reassuring boost to all incoming customers and passionate ‘orange bleeders’ with an upgraded warranty program. The PREMIUM MANUFACTURER’s WARRANTY, which is completely free, will ensure up to four years of coverage for certain KTM street and travel motorcycles.

What about the fuel system?

The Hell at the Back

The Dust, the Cars, and the Trucks

The Time Spiral: No Way Forward

The Emotional Toll: Losing Friends Every Day

Defying the Odds

So, has it worked and, more importantly, is it worth the money?

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