In a move to strengthen South Africa’s booming last-mile delivery sector, Bajaj South Africa has partnered with Picup, a leading logistics platform known for its innovative delivery solutions. The partnership will see Picup’s riders equipped with the rugged Bajaj Boxer 150, supporting the company’s rapidly expanding operations across the country.

As one of the most respected logistics technology brands, Picup is known for its reliability, innovation, and commitment to inclusive growth. Through its platform, thousands of South Africans have been given access to income-generating work using smart, app-based tools that enhance efficiency and service delivery.

“Picup is more than a logistics partner – it’s a platform for opportunity,” said Mikael Cloete, Business Head of Bajaj South Africa. “By connecting people, brands, and communities, they’re redefining how last-mile delivery is done in South Africa. We’re proud to support this mission with vehicles designed for real-world performance, fuel efficiency, and reliability.”

This partnership is designed to improve uptime, reduce operating costs, and enhance driver safety and productivity—all while delivering a seamless experience to the end customer. Bajaj’s robust, low-maintenance fleet perfectly complements Picup’s commitment to smart logistics and scalable delivery solutions.

Picup founder Antonio Bruni says the key focus is enabling drivers with reliable vehicles. “Our primary goal is to offer a rent-to-own solution. We’ve done all the hard work to bring this programme to life, and now we’re ready to launch it. In partnership with Bajaj, we’ll also be rolling out electric vehicles later this year – expanding beyond petrol bikes to include sustainable EV options.”

With a client base that includes Pick n Pay, Dis-Chem, Nando’s, and other household brands, Picup is not only trusted for its delivery reliability, but also celebrated for its contribution to South Africa’s digital and economic transformation. This partnership will allow Picup to expand its footprint with even greater efficiency, backed by a fleet that’s been proven across global markets.

It would be fair to say that the DGR has become an established fixture of the motorcycling year; a must-attend event. Established in 2012 by Australian rider Mark Hawwa, it is a true reflection of the old adage, ‘from small acorns mighty oak trees grow.’

Back in 2012, Marnitz Venter was quick to appreciate what Hawwa was doing and organised the first Johannesburg DGR with, if memory serves, six or seven riders attending. Fast forward 13 years, and well over 500 riders take part every year in Johannesburg alone. Around the world, there are rides in 1,000 cities in over 100 countries, raising money for research into prostate cancer and men’s mental health. To date, over $58 million has been raised.

That alone would make it worth it, but beyond the good causes is the simple premise of a brilliant day out in company with friends, acquaintances and complete strangers, all brought together by the common bond of motorcycles. If some participants choose not to follow the relaxed rules about dressing up in their finest clothes, then it does nothing to detract from the spectacle and the experience.

In previous years, I’ve ridden some pretty spectacular bikes on the DGR, including the most memorable, a faithful replica of the Captain America Harley Davidson Chopper from the Easy Rider movie, brilliantly executed by Pat Draper of V-Customs in Centurion.

Pat has always been utterly generous at DGR time, offering me some beautiful custom choppers from his own workshops. This year was no different, but alas, the freshly built bobber lacked one crucial ingredient – a pillion seat. As I had a passenger this year, I didn’t think she would be thrilled with a cushion on a rear carrier bolted solidly to the mudguard, so Pat loaned me his personal 2006 Triumph Bonneville 900.

Now, I’ve ridden nearly every Triumph model from around 2009 onwards, but I’ve never had the opportunity to ride an early Bonneville (they first appeared in 2001), and it was a revelation.

I’ve previously dismissed the early Bonnevilles as being style over substance, but riding this perfect example completely dispelled that notion; what a really lovely machine, in every way, and, as usual, I can’t thank Pat enough for his generosity. If you have it in mind to build a custom bike, or simply buy a used Harley-Davidson, then I can only recommend that you give Pat a call on 012 004 0824.

As has become customary at DGR time in Johannesburg, the day dawned bright but cold as the crowds made their way to the Mall of Africa from 8:30 onwards. By the time the ride started at 10:30, however, it was positively hot under the sun, perfect conditions for a slow but spectacular ride.

From Mall of Africa, the route was the same as last year – south towards Sandton and then back north towards Kyalami and Prison Break market – but rather than being the product of lazy planning, it was more a case of finding a route that could accommodate so many riders without causing undue congestion and sticking to it. Anyway, the point of the ride is not the ride itself, but the message it helps to spread and the money raised. Job done, I’d say!

It was an incredibly impressive sight when riding along the dips and rises of William Nicol Drive, to see lines of motorcycles stretching as far as the eye could see both ahead and behind.

As usual, the Johannesburg Metro Police did a fantastic job of marshalling the ride, in conjunction with dozens of official marshals organised by Triumph South Africa, the custodians of the DGR in SA. It takes a huge amount of work to organise the ride, much of which is invisible to the participants, all of whom benefit in the form of a trouble-free and safe ride.

Prison Break Market is also the ideal end-point, having more than enough space to accommodate the hundreds of bikes and riders. Without the generous cooperation of Mall of Africa, the JMPD and Prison Break Market, the Johannesburg DGR would look very different and be not nearly as successful.

Live music, excellent food and drink and a hundred different friends and acquaintances to meet up with, underneath a hot African sun; the perfect end to a perfect day.

Thanks to Triumph South Africa and Nedbank, and Devils Peak Beer Company, the primary sponsors of the 2025 Johannesburg Distinguished Gentleman’s Ride. Thanks must go, of course, to the riders themselves, all of whom entered into the spirit of the event and helped smash the fund-raising goal of $20,000 with a final tally of $21,141. Here’s to 2026!

Bjorn Moreira writes: Bjorn is ZABikers’ expert photographer and writer, and he also took part in the ride.

‘More riders, more funds raised, and more awareness spread worldwide as more classics rev their engines at each leg of this distinguished event. This year was my 6th year attending the Distinguished Gentleman’s Ride, which led to the annual rush just months before the event, deciding on what to wear and what to ride. Working in the motorcycle media space offers you the opportunity to pick a ride, but with the event growing each year, the transfer window has quickly grown smaller, “get it while it’s hot, they say.” That’s exactly what I did after reading Harry’s article on the new Triumph Speed Twin RS—even Harry was slow on the buzzer.

‘Its silicone smooth and torque-rich twin, good riding position, and two-up comfort levels, thanks to the brat-style seat, immediately ticked the box. If one must be honest, the Speed Twin could have been an awful bike, and I would have still wanted to be seen riding on it. The bike is mouth-wateringly beautiful, and our test bike was dripping in the lovely Baja Orange and wrapped in Öhlins Gold suspension front and rear.

‘Rolling into this year’s DGR saw good weather in the early AMs, the first time in 6 years for me, and Triumph motorcycles made an appearance in their droves. The usual classics and custom builds were showing some chrome, and my personal favourite Thruxton 1200 R and RS models were peacocking in all their special edition colours.

Let’s just say the trigger on the camera was shooting away like the paparazzi ambushing a celeb. The Triumph presence this year was phenomenal, and Meri and I fit right in on the Speed Twin RS cruising side by side with fellow riders who support this wonderful cause.

‘A huge thank you must go out to Triumph JHB for running such a well thought out and tasteful event year on year, and this year’s JHB edition was no exception.’

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If you missed out on this year’s ride and haven’t had a chance to donate, donations can still be made via the DGR website, we entice you to make your mark today.

It is a well-known fact that modern motorcycles are tuned to comply with stringent emissions regulations as laid out by governments around the world, the best-known of these being the Euro rating, which currently stands at Euro5+. These regulations not only dictate the emission levels across the rev range of an engine but also serve to blunt the performance through these measures and, basically, prevent the engine from running at its optimum.

Rapid Bike is also well-known in the industry, being a software programme that enables engineers to re-optimise an engine by adjusting the many parameters of engine management in the ECU – the bike’s brain, so to speak – to regain lost performance.

The only problem with this is that many manufacturers’ electronics systems can recognise when the ECU has been tampered with, or “flashed”, and, in many cases, this can invalidate the warranty.

A popular after-market fitment for a motorcycle is a new exhaust system, the fitting of which often requires the electronics to be tweaked in order to help the engine run at its optimum with a non-factory developed system. This again may invalidate the warranty.

In an important new development, Rapid Bike by Dimsport has forged an alliance with Akrapovič, the world-famous exhaust system manufacturer. Rapid Bike has introduced a new app-based plug-and-play system for BMW S1000 and R1300 models that have been fitted with Akrapovic exhausts.

This new module means you no longer have to “flash” the ECU when fitting a new exhaust, thus jeopardising the warranty. No engine warning lights will illuminate on the dash and, crucially, the air-fuel ratio will be optimised across the rev range.

A more learned explanation of the new exhaust and Rapid Bike SMART 2 software can be found here – Akrapovič

The Fire It Up Group is the South African agent for the Rapid Bike by Dimsport equipment. They can be contacted at 011 467 0737.

Yes, you read the title correctly, KTM have brought back their 2022 model 390 Duke and it is selling for a low price of R72,999.00. We all know that the sub 400 cc market is massive in Asia, so big that manufacturers have to produce models in high quantities and when a new model is about to break cover, wallets are locked up in the safe and the old model is forgotten. The latest version of KTM’s 390 Duke is groundbreaking and a class leader in technology, handling, with its adjustable WP suspension and the most powerful single-cylinder motor in the sub 400 cc market, with its high-revving 399 cc LC4 motor making 45.3 hp and 40 Nm of torque.

If we have to rewind back the clock to 2017, the new back then and now second-generation 390 Duke was also just as impressive, having the first full colour TFT in its class, cell phone connectivity, rider modes and ABS that could also be adjusted. Back then, it was a big deal and being designed around the 1290 Super Duke made it a very attractive commuter. So attractive that I bought one in 2018 and did close to 20,000 km of problem-free and blissful riding.

My 2018 Duke 390 cost around R75,000.00 before putting it on the road, so when I saw this special pop up, I’ve got to be honest and say this 390 Duke is a bargain. Not only is it a bargain because of its price, and you probably won’t find a low-mileage 6-year-old model for the same price, but also because it has proved itself to be a great motorcycle. It might not have the new chassis, adjustable suspension or up and down quick shifter, but as a daily commuter sub 400 cc at 72k, is it really going to stop you? It definitely wouldn’t stop me…

Anyways, features aside, the 2022 model Gen 2 is pretty close to the Gen 3 on paper, and for those who aren’t chasing laptimes or trends, this Gen 2 390 Duke will welcome you to affordable and reliable commuting. The price difference also allows for some tasty upgrades. As mentioned, I did 20,000 km and that included commuting daily for a year and a half, long road trips and track days. The changes I made on mine for my kind of riding and taste were better tyres, three teeth down on the rear sprocket from a 45T to a 42T, K&N filter, removed DB killer as I liked the look of the standard pipe, R&G tail tidy and some orange bits because why not. I must say the sprocket change turned the Duke into a surprisingly decent open road bike, dropping the revs significantly and raising the top end by almost 20 km/h.

KTM haven’t mentioned how much stock is available, but we do know, is that every dealer will have dibs on one from June and colour-wise you’ll have the option of the white livery or the silver—sorry guys, no orange on this one.

If you don’t want to miss out on a bargain, get down to your local KTM dealer and pre-order yours before someone else is smart enough to…

Marc Marquez is arguably one of the greatest riders in MotoGP history, looking to seal a remarkable comeback from injury to claim his seventh MotoGP crown this year, riding for the factory Ducati squad.

Given his domination of the 2025 season so far, it is also not inconceivable that he will overtake both Valentino Rossi and Giacomo Agostini in terms of outright race victories across all MotoGP classes, as well as match or possibly exceed Rossi’s tally of nine titles, although Agostini’s tally of 15 titles might be a tall order.

Similarly, Shoei is acknowledged as one of the premier helmet manufacturers in the world, and its X-SPR range of helmets has been the helmet of choice for many racers since its introduction in 2003, when it won the prestigious Motorcycle News (MCN) product of the year that same year.

In a timely move, given Marquez’ performances in the 2025 MotoGP season, Shoei has announced the arrival this year of two Marquez tribute helmets. The X-SPR Pro Marquez8 TC-1 arrives in May, and the X-SPR Pro Marquez Holi TC-1 will arrive in August.

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Both helmets have been designed and built to Shoei’s exacting standards of design, construction and safety. The shock-absorbent shell is manufactured from AIM+ and comes in four different outer shell sizes, complete with cheek pads of different thicknesses to ensure the perfect fit. All interior linings are detachable for washing.

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As befits a racing-inspired helmet, fastening is a double-D ring, while ventilation is taken care of by seven closable air inlets and six air outlets. Externally, there is a rear stabiliser spoiler and a front lower spoiler for increased stability at speed.

There is no indication of price as we go to press, but your nearest Shoei dealers, Biker’s Warehouse, Bike Kings and TracMac will be able to help on that score.

No great surprise here, but an important pair of bikes from BMW, all the same. We all knew that the new 1300cc boxer twin engine would progress from its initial installation in the GS through other models in the line-up, and this time, it’s the turn of the full touring models to receive it.

As with the R 1300 GS, the new R 1300 RT and RS models are both lighter and more powerful than previous models, featuring as they do the new engine, a new chassis and new aerodynamics to make arguably one of the best touring motorcycles on the market even better.

In truth, there was little wrong with the previous 1250cc models, but time and development never stand still, and the new models promise to be better in every area, even if it is by small increments.

A full touring bike is perhaps the most difficult to engineer as it has to marry the chassis and engine dynamics of a sporty bike with the comfort and weather protection of a touring bike.

The attention to detail is staggering; just when you thought a bike couldn’t get any better, BMW has somehow managed to do that. For example, the seating. The rider triangle – handlebars, seat and foot pegs – has been adjusted to bring the rider further forward, placing more with over the front wheel, which helps with feedback to the rider and controllability. The height and angle of the rider’s seat can be adjusted, while the pillion seat has been lengthened and the panniers redesigned to give more space to the passenger’s legs without compromising the capacity of the panniers themselves.

The panniers are electrified and can be locked using the central locking feature, feature interior lighting and a USB-C charging point, and there is an option to have expandable hard panniers, increasing capacity from 27 to 33 litres. There are two top box options, with 39 and 54 litres capacity respectively, while the pillion backrest is heated! The engine remains untouched from the GS, with 145 horsepower and 149 Nm of torque. Rev limit is 9,000 rpm.

All the usual electronic packages are available, offering multiple riding modes and user-configurable modes. Seats and handlebars are heated and the screen is electrically adjustable, there’s a quick-shifter, electronic suspension adjustment and automatic damping adjustment, ABS and traction control, LED lighting (with BMW’s Headlight Pro, which automatically adjusts the headlight when on low beam to keep it at the correct level, no matter the load or whether accelerating or braking), active cruise control, front collision warning, lane change warning, rear end collision warning, audio system, microwave oven and Nespresso coffee machine.

OK, maybe those last two aren’t strictly accurate…

The styling, as with so many of BMW’s products these days, whether two- or four-wheeled, will be polarising, but it does update the RT/RS theme effectively, with sharper lines than previously. You can guarantee that BMW has carried out extensive work in the wind tunnel to make it stable in cross winds and also supremely effective at protecting the rider and pillion when on the move.

You’ll have to wait for a full test of the new model to hear if the developments have worked, but if previous BMW updates and developments are anything to go by, then you just know it is going to be noticeably better in every respect.

Winning any MotoGP race is special; you are one of the elite few to have achieved it, relative to how many have tried. For a brief moment, you are on top of the world, but racing is about nothing but looking forward, and, all too soon, thoughts turn to the next race.

However, Johann Zarco and the LCR Honda team may take a bit longer to get over the euphoria of winning their home race. Zarco is the first Frenchman to win at home since Pierre Monneret, riding a Gilera, won the French Grand Prix at the Reims street circuit in 1954.

Add to this the fact that the weekend at Le Mans broke the record for attendance at any MotoGP race in the world, with well over 300,000 making the pilgrimage over the weekend, and 110,000 witnessing the victory on race day. You have the recipe for the creation of a new national hero, not to mention a strong contender for race of the century so far. That’s surely worth an extended celebration?

At one point, it looked as if Fabio Quartararo was the rider most likely to become the new national hero, as he was leading by the end of the first lap and quickly built a lead of one second, but the conditions that Zarco mastered so well caught Quartararo out on lap four as he was running second to Marc Marquez and down he went, closely followed by Brad Binder, the intensifying rain catching them out on a notoriously slippery corner.

The word “chaotic” has been widely used to describe the beginning of the French GP, but even that word hardly does justice to what was going on.

Every rider went to the grid on bikes set up and tyres for the dry, despite the fact that the track was still damp after intermittent showers. Cue every rider diving into the pits at the end of the warm-up lap to change bikes, forcing a restart.

Upon leaving the pits for the second formation lap, the majority then realised that perhaps it wasn’t wet enough for rain tyres and came into the pits at the end of the formation lap to swap bikes back to a dry set-up. As the second warm-up lap commenced, all those who had come in to the pits, which was about two-thirds of the grid, including Quartararo and Marc Marquez, set off from pit lane and were able to take up their original positions on the grid, but they would all have to serve a double long-lap penalty for coming into pit lane when it was closed.

Finally, the lights went out and the race was underway, but it didn’t last long for Bagnaia, who was caught up in Bastiannini’s incident at the first chicane. Bagnaia re-mounted but would endure a no-points weekend for the first time in years, and effectively put himself out of championship contention, although 2023 showed that overturning a large points deficit is not impossible. Bagnaia cuts a dejected figure at the moment; his inability to mould the Ducati GP25 into a machine that he can use as he likes is giving his confidence a good old kicking, and it’s not getting any better.

More importantly for the story of the French GP was the fact that Zarco, who had remained on wet tyres and therefore had no penalties to serve, was also forced off-track at the chicane on the first lap by the Bagnaia/Bastiannini incident but kept it upright through the gravel trap and re-joined in 17th.

At this point, Quartararo was making hay at the front, leading by a second from the Marquez brothers, all three riders, among many, having to take double long-lap penalties. Then Quartararo lost it at the final corner, followed closely by Binder, so Marc Marquez now led, but not for long as he took his second long-lap penalty and now Aldeguer was leading from the Marquez brothers. It was actually impossible to keep track of who was running where for the first six or seven laps, what with crashes, long lap penalties being taken and pitting for different bikes.

It was clearly too wet for slicks, and the Marquez brothers both dived into the pits to change bikes. All this time, Zarco was keeping his head cool and trying not to burn up his wet tyres, running in fifth. The top six looked very different to normal at this point; Aldeguer leading, with DiGiannantonio, Savadori, Ogura, Zarco and Oliveira close behind.

By lap eight, Zarco was leading! Where did that come from? Well, we know where it came from: the right and well-informed tyre choice, combined with weather that creates a level playing field, negating the advantages of the Ducatis and masking the deficiencies of the Hondas, combined with multiple penalties and pit stops for everyone but one rider. Luck and skill combined.

From that point on, Zarco simply rode away from everyone, not least of all Marc Marquez, who emerged from the pits around eight seconds behind the Frenchman and who proceeded to drop further and further back, finishing a frankly unbelievable 19 seconds behind at the flag.

More importantly for Marc, his brother suffered a nasty high-side and was out, so with both his closest championship rivals out of the way, Marquez was certain to leave Le Mans with a healthy points lead, which turned out to be 22 points ahead of his brother and a huge 51 points ahead of Bagnaia.

This was an extremely mature ride from Marquez, for once playing the points game. He admitted that, without the Jerez crash two weeks ago, he might have pushed too hard and fallen foul of the conditions in France like so many of his rivals, but he kept a cool head and reaped the reward.

None of which should detract from Zarco’s achievement. This was a spectacularly impressive ride in the worst conditions possible; certainly not dry but, for much of the race, not really wet, either, just greasy and slippery with very little idea of where the limit of adhesion lay; a point proven by the number of crashes behind him.

Championship material he may not be – at least on the Honda as it stands at the moment – but Zarco’s was a hugely popular victory up and down the pit lane and, of course, the vast partisan crowd around the circuit went absolutely mad! It was enough to bring a small lump to the throat.

How appropriate also that Ducati’s winning streak of 22 consecutive victories was brought to a halt by a Honda rider; after all, it was Honda’s record of consecutive wins that Ducati was about to break had the Italian manufacturer won in France!

Another good thing about a wet race is that there was no tyre pressure rule to mess things up. One of the most respected journalists in the pit lane, Mat Oxley, wrote about the rule in his latest piece in Motor Sport magazine and came up with some very good arguments against the rule, and also a much more sensible penalty scheme.

His point was that choosing the right tyre pressure before a race needs a crystal ball and the ability to see into the future, and that getting it wrong, i.e., running at too low a pressure for too long in a race, was in no way cheating; it was just a gamble that didn’t pay off; a guess, in other words. In a sport with such extensive and tight rules, this is an important difference.

With that being the case, awarding a time penalty is unfair as it naturally promotes riders behind the offending rider into potentially better points-paying positions, but it also penalises those who finish ahead of the offending rider by having rivals close the points gap through no effort of their own, which could have huge implications at the end of a season.

A better way of penalising the rider would be to give him a points penalty, so that he is the only one who is affected. He retains the position in which he finishes the race, and this also avoids the situation whereby one rider takes the podium plaudits only to have the position later stripped from him, and the rider who should have been on the podium misses out. It was an interesting idea, and one can only hope the powers-that-be in MotoGP are taking notice.

There was another bombshell immediately after the race concerning Jorge Martin. A Spanish-language edition of www.motorsport.com claimed that Martin wants to activate a get-out clause in his contract to leave Aprilia to join Honda in 2026. The clause states that, if he (Martin) is not amongst the championship contenders by the time of the French GP, he is open to accepting offers from rival manufacturers for 2026 with no penalty for breaking his Aprilia contract early.

The only problem with this is that Martin has completed only a single race in 2025, so there is no chance of him being in a championship position; therefore, does the clause stand? Word is that Aprilia intends to legally block the clause being activated, but to what end? If Martin doesn’t want to be with Aprilia, what’s the point in trying to make him stay? Of course, he has no real idea how good the Aprilia could be through his input, so to want to leave could be jumping the gun, if the rumours are indeed true.

Don’t forget, also, that his great friend Aleix Espargaro is now a Honda test rider. Espargaro was undoubtedly a strong influence in getting Martin to sign for Aprilia after the Ducati factory snub during 2024, so a move to the factory Honda to work with him is clearly tempting to Martin. Espargaro has inside knowledge of where Honda is going, from right now to the change in rules for 2027 and beyond, and you can be sure that his opinion matters to Martin. Maybe Martin knows something we don’t know?

Espargaro is an excellent test and development rider, perhaps Martin isn’t, but the combination of the two could be devastating, provided Honda will listen to them; listening to riders hasn’t always been their strong point.

It’s all hotting up nicely and we’re off to Great Britain next. It’s not always a dry race, so who’s to say that Honda or Yamaha could spring a surprise? It’s also a very fast circuit, which will suit the Ducatis if it’s dry. Any bets?

Let’s just face it, riding a motorcycle in winter, on those cold and moist mornings, 9 times out of 10, the cold forces you to hang up your gloves. Yes, even in South Africa, it can get pretty damn cold and riding into winter now, I’m definitely starting to feel the chill factor significantly begining to ramp up. Having warm winter bike gear can make all the difference, cheaping out and going for an airflow is all good for 8 months of the year, but completely useless for the rest of it, and I mean useless. 

Being a year-round motorcycle commuter helps you quickly understand that ‘one’ doesn’t fit all seasons. No matter how much you love that old leather or jean jacket, it isn’t going to do much more than keep the road rash off your skin. I can’t even begin to explain how the wrong kind of gear can considerably diminish your riding pleasure, or even ruin what promised to be a great ride, because your attention gets dragged towards the discomfort rather than the beauty of the landscapes you’re experiencing. In a nutshell, it’s easier to learn from others’ mistakes rather than making them yourself, especially when it can save you both bucks and discomfort. 

I’ve ridden and bought Alpinestars gloves out of my own pocket for the last 10 years. Being a motorcycle journalist, many gloves have come my way, which have never even come close to the quality, feel, usability and looks of my Alpinestars. Well, that’s not completely true; paying Mark Vine from Autocycles Centre a visit changed that perception. It all started with a question: “Have you ever tried on a ‘FIVE’ glove?” said Mark. 

For those of you who don’t know FIVE, they are a French company that has been solely in the glove game since 2005, and if you’re wondering how the name came about, just count the number of fingers on your hand. 15 years of making quality gloves have seen plenty of money spent on R&D, seeing FIVE gloves competing in multiple motorcycle racing world championships like in MotoGP, Moto3, Superbike, Supersport, Endurance, Supermoto, Motocross, and Enduro. This is not to say they are focused on manufacturing racing gloves, but rather it goes to show how FIVE actively uses racing to help contribute to the evolution of their products.

Most of the people I’ve talked to about FIVE think that the brand only makes Enduro/MX gloves, and that’s probably due to the fact that the dirt bike market is massive in SA and FIVE is doing extremely well. Although FIVE make MX gloves, they have a much wider range, we’re talking Racing, Street, Urban, Custom, Adventure and a few more—they have it all. 

So, going back to trying on a pair of FIVE gloves at Autocycles…

Knowing that I daily commute by bike and enjoy multiple disciplines of riding, Mark made me put on a pair of FIVE WFX PRIME EVO GTX gloves and off into winter I’ve gone. The ‘Prime EVO’ gloves are a crossover winter glove, meaning they work great for both touring and adventure applications, which for many riders is a big green tick as closet space and wallets can only leave that much room for bike gear.

What does R3,800 get you? Firstly, it gets you a glove that doesn’t look like a thick winter ski slope glove, but rather a good-looking black, grey and a splash of orange touring/adventure long-sleeve glove that is packed with features. FIVE have done away with the conventional formula to bring riders a lightweight and highly protective glove, but with winter warmth as a bonus. The Prime EVO is made of goat leather on the palm and Softshell fabric, it includes a GORE-TEX® membrane, Primaloft® thermal insulation, and FIVE Thermo+™ construction for what FIVE says “is unparalleled comfort in the cold.” 

What all these fancy terms essentially mean is that these gloves are waterproof thanks to the seamless design and Gold ultra-high-performance, water-repellent thermal insulation, less wind chill through the areas between your fingers and more feel thanks to the Thermo+™ construction and a FIVE ERGO PROTECH® one-piece shell with a wide panel in SuperFabric® keeps the hand protected when your skill or when grip runs low. But really, the Thermo+™ construction is the most impressive for me, as FIVE use different thicknesses on the palm, fingers and between the fingers stretchy bits to make the glove still keep its warmth and to not feel bulky, meaning it feels more natural when bending the hand or when grabbing a lever compared to other winter gloves I’ve tested. 

I’ve done just over 3000 km with gloves now, riding in hot, cold and rainy conditions. Coming off of a summer street glove, the PRIME EVO felt a bit stiff off the bat, but after two days of riding, they quickly wore in to the point where I felt comfortable enough to wear them daily. Adventure, touring and commuting on my naked were the testing grounds, and when I say my hands were the only thing warm on certain days, I mean it. 

At first, I thought that they were going to be too thick and therefore restrict some movement, especially when reaching for the brake or clutch levers in the city commute, but surprisingly, they weren’t. They are an “easy wear”, if that makes sense. Comfortable, light enough to wear daily in winter and as far as winter gloves go, they still offer you enough feel when using electronic switchgear to change modes on the TFT and answer calls on a com, again thanks to the clever Thermo+™ construction.

I quite liked the fact that the PRIME EVO have a double strap, one closest to your palm and one around your wrist like a racing glove, which gives your wrist that extra support it needs. These two straps are attached to a system made of what looks like rubber, which allows flex and movement for extra comfort, but also a longer-lasting strap system.

At the top of the glove sleeve, you’ll see something called “oversized cuff”, which allows you to zip open the top of the glove to widen the neck to fit the glove over a bike jacket. This clever system allows the glove to still fit snug, even when the zip is open. 

With a few thousand km under the belt, I can say that the FIVE WFX PRIME EVO GTX does what a winter glove is supposed to do and having ridden on a few seriously hot full-day rides too, they weren’t unbearable. So, if you’re a rider looking to commute through winter or a rider wanting to spend full days in the saddle touring with different weather conditions, FIVE has got you covered. 

We will be riding our Suzuki GSX-S1000GX long-termer through winter on some long open road tours, so stay tuned to see how the gloves fare as they rack up some chilly miles. For more information on FIVE gloves and to find a dealer, visit – www.autocyclecentre.co.za

Normally, test bikes are either delivered to our door or we pick them up from the importer, with little fanfare; here’s the keys, sign here and see you in a week.

Nothing wrong with that, as it works for both parties. However, for our latest long-term test bike, the Suzuki GSX-S1000GX, Suzuki SA was keen for us to witness the full dealer experience as if we were buying a brand-new bike for ourselves.

Bike Shop Boksburg is one of the best Suzuki dealers in Gauteng and it was there we headed to collect the machine.

From the moment we walked in, the experience was first class, which is impressive given that BSB is busy rebuilding its premises after a devastating fire gutted everything (through a faulty plug socket, over 200 bikes were lost) and the dealership currently inhabits a temporary location right next to the old.

Right from the moment we walked in, we were treated exactly as we would want to be treated were we spending our own hard-earned cash; the customer is clearly king, and we got the impression that would be the case no matter how much we were spending – scooter money or superbike money.

The pre-delivery process is meticulous, with a full inspection and a wash and wax valet, even though the bike was brand new. In case you are thinking that we got special treatment because we are media, then nothing could be further from the truth. From an independent source, we have it on good authority that everyone gets the same treatment, no matter how much they are spending. The handover of the GX was professional and courteous, with excellent attention to detail.

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We’ve got the bike for six months, during which we shall evaluate the service capabilities of Bike Shop Boksburg. Naturally, we expect nothing to go wrong with the bike, so it’s unlikely we’ll be able to assess the spares situation, but again, on good authority, there is no reason to believe it would be anything other than exemplary.

Keep an eye out for further updates, rides and competitions that will be running on our long-term GSX-S1000GX.

Suzuki GSX-S1000GX

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

2026

Suzuki GSX-S1000GX

Pricing From R304,880 (RRP)

Brand: Suzuki

With just two weeks to go, South Africa is preparing to make motorsport history from 18 to 22 May as it hosts its first-ever round of the World Rally-Raid Championship (W2RC) – the prestigious SA Safari Rally. This landmark event not only signifies a major milestone for South African motorsport, but also places Africa firmly on the global Rally-Raid map.

Traversing some of the country’s most rugged and breathtaking landscapes, the rally will be a true test of endurance, navigation, and technical skill, attracting global competitors, elite factory teams, and top-tier talent.

“This is more than just a race,” says Gillian Dykes, FIM Africa Director and a member of the FIM Cross Country Commission. “It’s a showcase of Africa’s natural beauty, our organisational capacity, and the immense pool of local talent. For many African riders, this event could be their long-awaited gateway to Dakar – without the financial and logistical barriers of competing abroad.”

Confirmed in the bike category are homegrown talents such as Dwain Barnard, Mauritz Meiring, Ruan Burger, and Carien Teessen, who are set to compete against international stars like Ricky Brabec, Skyler Howes, Adrien Van Beveren, and world champion Ross Branch from Botswana. The presence of factory giants like Honda, KTM, and Hero ensures South Africa will witness Rally-Raid action of the highest calibre.

“This rally is a game-changer,” says Vic Maharaj, CEO of Motorsport South Africa. “It’s not only a chance for African riders to earn valuable W2RC points and Dakar eligibility – it’s also a major boost for local tourism, investment, and the motorsport industry at large.”

Hosting a round of the W2RC opens enormous opportunities for the continent. As Dykes notes, “Africa is one of the few regions with the vast open terrain necessary for events of this magnitude. The success of this rally could inspire other FIM Africa nations to host world championship events – be it sand races, Bajas, or even circuit racing. The dream? A transnational rally-raid event crossing two or three African countries. The potential is real.”

Organiser Archie Rutherford confirms preparations are on track. “We’re building this to world-class standards – logistics, route planning, safety, and media included. The response from both public and private sectors has been phenomenal.”

Perhaps most exciting is the rally’s accessibility for African riders. “Expense is the main hurdle,” Dykes explains. “Competing in Morocco, Abu Dhabi, or South America is often out of reach. Hosting the rally in South Africa eliminates huge costs like travel, accommodation, and bike rental. Riders gain crucial experience and, if they meet performance and safety standards, they’re one step closer to Dakar.”

The rally’s global importance is underscored by the confirmed attendance of FIM President Jorge Viegas and the FIM Africa President, both of whom will be on hand to witness the action. “Having the FIM President attend shows how much this event matters,” says Dykes. “It’s a vote of confidence in African motorsport and all the local organisers, officials, and volunteers working tirelessly behind the scenes.”

And the message from their presence? “That we matter,” Dykes affirms. “It recognises the effort put in by Motorsport South Africa and proves our riders are being prepared to compete at the highest international level.”

Dykes is particularly excited about the upcoming Continental Training Session between 14–15 May, which will precede the Safari Rally. This two-day technical seminar, led by Argentina’s Andres Zalazar from the FIM Technical Commission, is targeted at FIM Africa and MSA officials and will focus on machine compliance, safety gear, and environmental responsibility. “It’s about raising the bar across the continent. If our officials are trained well, they take that knowledge home, and the ripple effect elevates African motorsport as a whole,” she says.

Looking ahead, she sees huge potential – but also challenges – in developing Rally-Raid in South Africa. “We’d need a formal commission, proper collaboration with FIA’s car division, and strong sponsorship. This kind of motorsport is expensive, and it needs buy-in from the government and the private sector.”

Africa, she insists, is a critical growth area for the FIM. “We’re talking job creation, new products and training – motorsport can be a catalyst.”

The Red Bull KTM Team delivered a weekend of intense highs and tough setbacks as the third round of the South African National Motocross Championship took place at Rover MX in Port Elizabeth.

Luke Grundy and Trey Cox were the stars of the show, setting the track alight with standout performances across both the MX2 and High School classes. Grundy claimed a flawless 1-1 victory in the MX2 class, walking away with the overall win and taking hold of the coveted red plate for the first time in two years. He made a remarkable comeback in Moto 1 after a flinch at the gate saw him dead last off the start. A race restart gave him a second chance, and he grabbed it with both hands.

“I hit the gate at the start and had to work my way through the pack. After the restart, I pulled a decent start, got to the front early and rode a calm, solid race to take P1. Moto 2, I holeshot and managed another P1. Honestly, after limited riding since the last round because of rain, I wasn’t expecting this, it’s a dream come true to be holding the red plate in MX2,” said an elated Grundy.

Trey Cox wasn’t far behind, overcoming a string of tough starts and a heavy crash in Moto 1 of the High School class to rally back strong. He secured P1 overall in the High School class and celebrated a career-first MX2 overall podium with a second place in Moto 2.

“Bad starts all weekend made it hard, and a big crash in MX High School Moto 1 meant I was coming from the bushes to P3. But I’m absolutely buzzing to land my first ever MX2 overall podium and that P2 in Moto 2 was the cherry on top,” commented Cox.

Meanwhile, Cameron Durow was on pace to dominate both classes, setting the fastest qualifying times in MX1 and MX2, and comfortably claiming victory in the opening MX1 heat. However, disaster struck early in the MX2 race when he was thrown over the bars after an awkward landing, dislocating his shoulder.

“My day started perfectly. I felt amazing on the bike and took the MX1 win in Moto 1. In MX2, I got out front, but halfway through the lap, I hit a knuckle on a single and it kicked the rear wheel out. I tried to save it but went over the bars and dislocated my shoulder. I tried to pop it back in on track but had no luck, so we made the call to head to the hospital,” explained Durow.

Reflecting on the mixed weekend, Team Manager Kerim Fitz-Gerald shared his thoughts, “I’m incredibly proud of the way the team handled this round. Luke and Trey both rode with a lot of passion, and to see them leave with those results is something special. It’s tough to have a setback like Cam’s, especially when he was on such great form, but injuries are part of this sport. We’ll regroup, focus on recovery and come back swinging at the next one.”

The team will regroup and recharge ahead of the next round, carrying momentum from a weekend of bold rides and championship shifts.

While the motorcycling world might have been slow to embrace full electric technology, largely through concerns over range, which is naturally a lot worse than the four-wheel counterparts, there are some fields in which electric bikes can still make an impact.

Indian motorcycle manufacturing giant Bajaj has built a large presence in the delivery bike segment with excellent offerings such as the Boxer 150, but now Bajaj South Africa is hoping that the latest addition to the range will further strengthen that presence.

The Bajaj Chetak has been a great success in India, with 34,863 units sold in March 2025 alone! Of course, the SA market is a lot smaller, but on paper at least, the Chetak looks like it might have the credentials to be successful here.

The battery is lithium-ion and promises a range of 153km on a single charge, with a top speed of 73km/h. Charging is quoted as three hours to 80% using a standard household socket.

Unlike many competitors in the scooter class, the Chetak boasts an all-metal body, which will be useful given the abuse delivery bikes take. The technology is rather impressive too; a touchscreen TFT dash has built-in navigation, accident detection, theft alerts and will pair with your phone for music and taking calls.

Looking to the future, Bajaj Auto is looking to reduce charging times as well as develop swappable battery technology, while, in the present, the South African Bajaj team has been to the factory in India to ensure that the models brought here will be optimised for SA riding conditions.

“We are excited to be working on the introduction of the Bajaj Chetak to SA,’ said Mikael Cloete, Business Head of Bajaj South Africa. “This launch represents our dedication to providing innovative and eco-friendly mobility options that meet the evolving needs of our customers. The Chetak represents more than electric mobility; it symbolises a shift towards sustainable, future-ready transportation solutions.”

Final specifications, pricing and launch timelines will be announced in due course. In the meantime, for more information, visit – www.bajajsouthafrica.co.za

There are so many talking points from Jerez, the Marquez brothers providing some, while being overshadowed by an amazing performance from Fabio Quartararo and another lacklustre one from Pecco Bagnaia.

If the Sprint race went the way they all have so far this season, with a Marc Marquez easy victory, the Main race showed that the only person who can take the title from Marc is Marc himself. That’s two unforced errors so far – America was the first, both with huge point consequences.

He could get away with the errors if there was no consistent challenge behind him, but with both his brother and Bagnaia snapping at his heels at every race, these are mistakes he just can’t afford to make. Luckily, both times, he has escaped uninjured, but he, more than anyone, knows how to properly derail a season through injury. He bounced back once from a serious injury, but it took him a few years. He can’t afford to do that again.

Revelation of the weekend has to be Fabio Quartararo; it was a case of “where the hell did that come from” when he took pole position with a new lap record, beating Marc Marquez to the post, which hasn’t happened this year. Marc was no doubt going to lose his pole streak at some point this year, but few would have bet that it would be to a Yamaha.

But it happened, and in the Sprint race, Quartararo duly took the lead, only to throw it down the road at the beginning of lap two.

In the Main race, not only did Quartararo lead off the line but also held the lead for 10 laps before succumbing to an inspired Alex Marquez, who sensed that this was his day after brother Marc crashed. Quartararo’s disappointment at losing the lead would have been tempered by the fact that he then proceeded to keep Bagnaia behind him to the flag. I doubt there’s a crystal ball anywhere in the world that would have predicted that!

As if to back up the result, both Yamaha riders then professed great satisfaction with a revised engine in the post-race test at the same circuit on Monday, claiming a faster top speed with no loss of sweetness of handling. Now, wouldn’t that be something if the biggest challenge to Ducati dominance this year came from Yamaha?

Marc Marquez’s crash was nothing but carelessness on both his and Ducati’s part. Everyone understands that following other riders closely plays havoc with front tyre temperature, changing the profile of the tyre as the pressure increases and, therefore, reducing grip. At Jerez, it seems to be more of a problem than at some other circuits, and Ducati should have known this. So should Marc. By his own admission, he wasn’t pushing when the accident happened, saving his tyres for the end of the race, but, crucially, he was behind other riders for the first time that weekend, and he was caught out, as simple as that.

We are used to Bagnaia complaining that the smaller fuel tank used for the Sprint races hampers his ability to make the bike do what he wants it to. It does rather beg the question (after he has been complaining about it for the whole time there have been Sprint races), why haven’t Ducati and Bagnaia got to grips with that yet? It almost beggars belief. If he doesn’t like the smaller tank, why not fit the larger tank and half fill it? Or maybe it’s not that simple?

There’s also something going on in the Main races as well for the two-time world champion and, after the Spanish race he was complaining of low front end grip, especially when following other riders, which is something he wasn’t suffering on the GP24 last year, which is the bike Alex Marquez is using this year to great effect. He admits that he needs a strong and predictable front end, which he simply hasn’t got this year, and it’s hurting him in the races.

Overshadowing all this was the victor; what a ride that was by Marquez the Younger! He’s had a torrid time in MotoGP since being promoted in 2020, riding a Honda RC213V, after winning Moto3 and Moto2 titles. In 2023, he joined the Gresini team and immediately gelled with the Ducati, taking two podiums and two Sprint wins, although 2024 wasn’t a great year, despite being on the same machinery as brother Marc – a Ducati GP23.

Now on a GP24, he’s clearly a lot happier, and it’s showing in the results; nine podiums from ten races so far this year, including his first MotoGP win. He’s a serious championship contender, if consistency is anything to go by, and if he can be there to pick up the pieces when the factory Ducatis get it wrong, then a tilt at the title is not so far-fetched.

If the Spanish crowd was there to witness another Marc Marquez victory, then they got what was second-best by only a tiny margin; what a way to chalk up your first win, in front of an adoring home crowd. Watch Alex’s confidence surge with that adulation still ringing in his ears.

All the noise at the front of the race drowned out what was happening behind, which was, predictably, KTM, Aprilia, Honda and some Ducatis slugging it out for crumbs.

For the second race in a row, Maverick Viñales was the leading KTM, running a strong fourth throughout the Main race, after finishing seventh in the Sprint, again the leading KTM. There’s nothing suspicious about this; it’s merely the right rider on the right bike. Viñales is clearly much more comfortable with how the RC16 is working than either Binder or Acosta, and he’s using this advantage to the maximum.

In the post-race test, Binder sounded much happier with the bike, after trying several new ideas which improved his edge grip on corners and therefore the drive out of the corners. The RC16 is undeniably fast in a straight line, but that can’t be taken advantage of if drive out of the corners is compromised. It seems as if the first in-season test has come at just the right time for all of the teams, even if holding at a track where there has just been a race weekend meant that the track was unusually grippy from all the rubber laid down, perhaps skewing the progress apparently made.

So, we head to Le Mans in two weeks with a lot of riders and teams feeling a lot better about their chances after either a good Grand Prix or a good test; Alex Marquez, Fabio Quartararo, Maverick Viñales, Brad Binder and Pedro Acosta on the one hand and KTM and Yamaha on the other. All we need now is for Aprilia to get their house in order, and we could be in for a cracker of a season and, hopefully, more competition for the Marquez brothers.

The 2025 National Enduro Championship kicked off with a bang this past weekend in Robertson, as the Brother Leader Tread KTM team took on a demanding double-header event for Rounds 1 and 2 of the season. Flying the orange flag high, the team delivered an exceptional performance with standout results across both days.

Leading the charge in the E2 class was new addition to the team, but no stranger to the KTM brand, James Moore. Onboard his KTM 300 XC-W, Moore set a blistering pace from the outset, storming to back-to-back victories in the highly competitive class.

Reflecting on his weekend, Moore shared, “I went 5km off track on the first lap but managed to screw my head back on and settle into a good rhythm! My bike felt super good on such a demanding track. Day two wasn’t the cleanest either. I got sent over the bars after a wire wrapped around both my front and back wheels, and then broke my banjo bolt on the back brakes on lap two. But I managed to come back swinging and take the win in E2 again.”

Backing up that success in the E1 class was Matthew Stevens, who delivered a flawless ride aboard his KTM 250 EXC-F. Stevens not only claimed double wins in his class but also secured the coveted overall victory in Round 2, a massive statement to kick off his season.

Stevens commented, “The season couldn’t have started any better for me, two wins in two days, and also claiming the overall is a huge one. I’m so excited for the next rounds and to build on this momentum.” The weekend’s results also secured yet another manufacturer’s win for KTM, further extending their lead in the Constructors’ Championship.

Team Manager Megan Prinsloo expressed pride in the team’s performance, stating, “It was a tough, physical weekend for the riders out there, but both James and Matthew showed incredible skill and composure. To walk away with class wins on both days and an overall is exactly how you want to start a championship season.”

With momentum on their side, the Brother Leader Tread KTM team now looks ahead to the next rounds of the championship with confidence

The 2025 National Enduro Championship got underway this past weekend in Robertson with a demanding double-header event for Rounds 1 and 2. It proved to be a weekend of highs and lows for the Husqvarna Racing team, as the riders tackled some of the toughest terrain on the calendar.

Luke Walker delivered a standout performance in the highly competitive E1 Class, finishing strong with back-to-back second-place finishes over both race days. Consistency and determination saw Walker also secure fourth place overall in both rounds — a solid result to kick off his season campaign.

Walker reflected on his weekend, “Day one was decent. I started off feeling confident, but realised early into lap one that my suspension wasn’t quite set up for the harsh conditions. I pushed through and was happy to finish 2nd in class and 4th overall.” He went on to say, “We made some good changes overnight, and I felt way more confident heading into Day 2. I pushed hard early on, managed to catch the class leader, but the heat took its toll in the second half, and I started battling with a headache. Still, I’m stoked to bring it home in 2nd again and 4th overall. I’m happy with how I rode and know exactly what to work on for the final two rounds.”

In the E2 Class, it was a tough weekend for Travis Teasdale, who put in a solid performance in Round 1 but unfortunately suffered a heavy fall during Round 2, forcing him to retire early from the race.

Teasdale commented, “It was a rough weekend for me. Day one went alright, the track was brutal, but I managed to bring it home. Day two started off well, but I had a big crash and wasn’t able to continue. It’s disappointing, but that’s racing sometimes. I’ll take the positives from this and come back stronger for the next one.”

Despite the mixed fortunes, Husqvarna Racing secured valuable championship points and remains firmly in the hunt in both the E2 and E1 classes. The team now shifts focus to the next rounds of the championship, looking to build on the positives and come back fighting.

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.

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

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.

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.

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

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.

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.

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

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.

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

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.

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.

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.

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.

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!