Dirt and Trail May 2020



MAY 2020


Moto Guzzi

V85 TT

A Classic Italian Travel Enduro

Suzuki DL


An in-depth look at the new bike



with Monster Energy Yamaha MX

rider Jago Geerts & Red Bull KTM

Enduro rider Manuel Lettenbichler

Dunlop’s new 50/50 adventure tyre.

Your chain.

Any time.

K&N Style Filters

Available sizes 28, 35, 39, 42, 48,

52, 54 and 60mm R125.00


Jump Starter & Power Bank R1299.00

18L / min

Taddy Blazusiak

RAC610 Inflator R449.00 RTG5 Gauge R249.00

Photocredit: Marcin Kin

Bike and ATV Covers

Available sizes S - XL

From R270.00

Ring Globes

H7 150% Power R330.00

H4 150% Power R290.00

EMGO Top Box


Diverse and S innovative filters –




also for motorcycles.

The largest filter range for maximum workshop performance.

Our filters protect not only the engines, but also the people in the vehicle. With our comprehensive filter range in uncompromising quality and

with maximum market coverage, we ensure that the right product is available for every requirement to keep dirt, abrasion and the finest particles

away from the powertrain and the occupants. With MAHLE, your workshop delivers 100% performance, today and tomorrow.









R110.00 R465.00

Tubeless Puncture Kits

License Disc Holders


Bar Ends


Hand Guards

Various Colours available

ABS Plastic R470.00

Alloy R990.00

Scooter V Belts

From R110.00

Tyre Levers

From R95.00

Rim Locks Front and Rear

From R48.00


Fork Boots

from R120.00




50081406/L CARB CLEANER 400ML 50.00




50500192/L CHAIN LUBE 150ML 34.00

50500193/L CHAIN LUBE 400ML 69.00

50510403/L CHAIN WAX 400ML 71.00

50510404/L CHAIN WAX 150ML 34.00


53203200/L AIR FILTER SPRAY 55.00

53203500/L AIR FILTER OIL 500ML 55.00

53204005/L BIO FILTER CLEANER 5l 325.00

53204400/L BIO FILTER CLEANER 400ML 47.00

53780300/L SPARK 300ML 44.00

55000314/L TYRE FIX 200ML 45.00

56000001/L FORK OIL SYN 5W 125.00

Jerry Cans

The new ZSE chains are the result of an intense development process made

From R450.00

side by side with the best Enduro Racing Teams, with the aim to deliver the

while preserving durability. The result is the best light-running chain

available on the market today. The new narrow Z-Ring, together with high

Enduro bike range. These features, added to light weight and narrow width,

make ZSE the best choice in terms of performance for Enduro competitions.

56000002/L FORK OIL SYN 10W 125.00

56000003/L FORK OIL SYN 2.5W 135.00

56000400/L MOUSSE LUBRICANT 100.00

Distributed by Autocycle Centre




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GAME FAST KTM MOTOR SERVICES 011 849 867 7000 0092


MOTO-MATE EDENVALE RIVONIA 011 234 027 5275 0545


PRIMROSE JUST BIKING MOTORCYCLES 011 016 828 421 9091 1153


OFF-ROAD CYCLES 012 333 6443





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MOTOS INSANE @ BIKERS KLERKSDORP 014 018 594 468 2111 1800





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Glenn Foley



Rob Portman




Who would ever have thought....

A global pandemic of epic scale.

Business very unusual in SA and -

well everywhere. One of the reasons

that you are looking at all of this on

your phone, tablet or PC.

Lots of down sides to this and

I’m not going to go into all of that,

there is already enough doom and

gloom - but much good has come

of it too. Hopefully, you got to spend

lock down as a family. I know that

a lot of you did not - and we really

do feel terrible for the guys and girls

who weathered/are weathering the

storm alone. We are locked down

as a family - and to be quite frank,

in such a busy world, this has been

pretty amazing. They say that you

only get your kids for a little while -

and then they find their own way on

the world...

Despite the fact that we cannot ride

and it is driving the boys NUTS, it’s

been pretty cool. Absence makes

the heart grow fonder. We have

missed the bikes and all of our

riding buddies terribly. But as soon

as this is all over - we’ll make up for

lost time in a world that is maybe a

little cleaner. Your job now is to help

to get the motorcycle industry back

to where it should be. Spread the

gospel of motorcycles. Tell people

why you love them so much. Get

them onto bikes - even old used

ones and most of all, support your

local dealer.

Don’t be the guy who imports direct

to save a buck or two. Dealers and

importers have invested in your

pastime. Give them the support when

you need something. And if the price

seems too high and you can prove

your figures, chat to your dealer.

That’s it for now, some dealerships

are opening slowly... with a bit of

luck, things will be back to the new

normal soon...

We always include a funny so

here goes...

The man said to the dentist, “Doc,

I’m in one heck of a hurry. I have

two buddies sitting out in my bakkie

waiting for us to go riding, so forget

about the anesthetic, I don’t have

time for the gums to get numb. I

just want you to pull the tooth, and

be done with it! We have a 10:00

flag at the best track in town and it’s

9:00 already... I don’t have time to

wait for the anesthetics to work!”

The dentist thought to himself,

“Well, well, how about that.

These bike oakes are really tough”

So the dentist asks him, “Which

tooth is it, sir?”

The man turned to his wife and

said, “Open your mouth, honey, and

show the dentist.”

Until next month, stay safe!

Cheers, Glenn.


Sinead Foley


Sean Hendley



071 684 4546

For CPT: Lorna






Office no (011) 979-5035

(011) 979-0053


Kurt Beine

Zygmund Brodalka

Tristan Foley

Mike Wessels

Jaun Delport

Shado Alston




Piston and Gasket Sets

Cranks, Conrods and Camshafts

Cylinder Kits, Rebores, Main Bearings and Clutch Plates



no 4 Fifth avenue



011 425 1081/4



The Motorcycle World

Takes On A Pandemic.

COVID Diaries.

This is a weird time in our history.

Locally, motorcycle dealerships and

importers are all shut – or merely

offering skeleton services to essential

providers. Motorcycle racing and

events have stopped… but, globally

there are silver linings in the moto

world during uncertain times.

Shelter at home. Self-quarantine. PPE

shortages. Social distancing…

Even if you’re hunkered down in a panic room

near the basement, you’re probably hearing

those ominous buzzwords on a daily basis.

The ever-growing list of mandated actions (or

inactions) and recommended responses to the

novel coronavirus is daunting, and everyone’s still

trying to figure out how their daily lives (whether

personal or professional) are supposed to adapt

to the COVID-19 pandemic and stay sane—or in

the case of businesses, solvent.

You’ve already heard some of the bigger events

and companies have slowed their roll or even

shut facilities—Harley’s factory closures, and

MotoGP season cancellation, Erzberg, WESS

are prime examples. Locally, hundreds of

events and race series have been affected—but

for every depressing action, surely there’s a

corresponding ray of light?

We dug around to find more than a dozen

examples of silver linings in this virus madness.

Some of them are just feel-good videos, and

some of them are awesome acts of generosity,

but when taken together, they’ll all help get us

out of this crap. Uplifting stuff, to be sure.

Working Through It:

Sheltering in place? Sounds like the perfect time

to build a bike. Roland Sands, has responded

with a pitch-perfect, kick-in-the-pants activity

we all needed to distract us from the deepening

anxiety, and help, you know, flatten the curve.

His answer to COVID-19 is the CoronaVirus Bike

Build-Off (CVBB).

Sands told us, “The CVBB was a call to arms to

not sit idly in your home and rot while this virus

takes from each of us. At the end of this, if you

are stuck in your home and you have the ability

to at least accomplish something you’ve been

putting off, it can turn into a positive experience.

I know I started piecing together some long


ignored projects and it still makes me feel good

to see a motorcycle go together.”

To enter, all you have to do is post your

project on social media with the hashtag:

#coronavirusbikebuildoff. Various companies

are stepping in with cash and prizes for the

competition, including Motul, Dunlop, Bell

Helmets, Fox Suspension, and Paughco, and

there’s a good chance more will jump in as the

word spreads, so stay tuned. Things are still

pretty open-ended as the contest evolves, but

as RSD puts it:

“We are all in this together; borders and

oceans may separate us, but the heart of the

two-wheeled culture is alive and well and lives

through the CoronaVirus Bike Build-Off.”

Details will continue to come from @

RolandSandsDesign on Instagram, and you can

follow along with #coronavirusbikebuildoff or get

more details at rolandsands.com.

In a time of enforced social isolation, for some,

reading is good therapy. Get your hands on a

good novel or dig up a back issue of Dirt And Trail

magazine and kill time while you learn something.








Promotion limited to 2020 Enduro and Cross Country models (XC, XC-W and EXC range) until 31 May 2020.

T’s and C’s apply. Please contact your local KTM dealer for further information.

Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic

regulations! The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at

additional cost.

Photo: R. Schedl

Giving Back.

Veteran NHS

fundraiser Captain

Tom Moore was also

a motorcycle racer

The veteran fundraising hero Cpt. Tom Moore

has so far raised millions for the NHS and he

used to be a keen motorcycle racer

THE hero veteran who has so far raised over

£18m for the NHS used to ride motorcycles

during the war and was a keen motorcycle racer.

Originally setting out to raise just £1,000, Cpt.

Moore began walking laps of his garden, hoping

to manage 100 laps before his 100th birthday at

the end of this month.

Completing the task and gaining global notoriety

for his efforts, Cpt. Moore has since gone on to

raise a staggering £18,031,258.02 – at the time

of writing.

One thing you might not be aware of though is

that Cpt. Tom Moore was an avid motorcyclist,

even taking part in motorcycle races wearing

the number 23 – a number that is still used by

the Army endurance racing team to this day.

Bought his first bike at the age of 12, his lifelong

passions for motorcycles came in handy while

serving in India with his regiment. There he

would set up a motorcycling course for the

Brembo donate €1m to

fight COVID-19

Italian braking technologies giant Brembo

has donated €1,000,000 to help fight the

COVID-19 virus.

Brembo’s Italian headquarters are located in the

city of Bergamo, northern Italy, just a few miles

north of Milan. The city is located in Lombardy

and to date is one of the hardest hit areas in Italy.

Covering nearly 10k square miles and containing

around 10m people, the region includes the

second-most populous city in Italy, Milan, just one

reason the death toll in the area has been so high.

The money donated by Brembo is going to be

shared by three medical facilities, the Fondazione

per la Ricerca Ospedale di Bergamo (FROM)

foundation, the Papa Giovanni XXIII Hospital,

and the Mario Negri Institute. The three centres

of excellence are all situated in the region’s


brigade he was part of. Once returning back to

the UK after service, bikes were still a big part

of Cpt. Moore’s life.

Since he completed his challenge, Cpt. Moore

has received global acclaim for his efforts, being

featured in newspapers and even getting some

time on morning television.

From all of us at, you are a true hero sir, well


To place a donation, please head to Cpt.

Moore’s JustGiving page here: justgiving.com/


worst hit area, and all three combine clinical and

pharmacological research.

Alberto Bombassei, President of Brembo, said in

a statement:

“After an initial donation to a nursing home at the

Bergamo hospital, we needed to do our own

research to find a drug for COVID-19 as soon

as possible, Research is also the art in which we

see ourselves as a company. We believe that it is

the payment method to find a future solution to

this important situation.”

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Vanson Leathers,

Cycle Gear, Revzilla,

Honda & Kawasaki

America give back

After being forced to close its doors as a

“nonessential business,” renowned gear

company Vanson Leathers in Massachusetts

repurposed its facilities to produce face masks

for local hospitals. With a staff that was still

willing to work, Vanson spaced its machines at

least 6 feet apart and applied for consideration

as an essential business. Willing employees were

brought back to work and are making masks

built with two layers of 152-gram cotton with

rayon straps, which exceed the International Red

Cross requirements. The masks have started

shipping out to local hospitals.

This virus is so nasty, it turns out that eyewear

is a crucial tool in the Personal Protective

Equipment (PPE) arsenal. The 100% eyewear

company has stepped up to help first

responders in the battle against the virus by

donating eyewear in early March to over 2,000

health care and first responders. The shortage

of PPE is severe, so the company also sent a

shipment of “performance protective eyewear”

(its words) to the United Fire Fighters of Los

Angeles City, and is also preparing PPE eyewear

for frontline personnel in New York City, Denver,

Phoenix, and others. There’s also its partnership

with Goggles for Docs, an effort encouraging

brands and individuals to donate new and used

goggles to help fulfill demands for PPE.

When a bunch of PPE-strapped, dirt bikeriding

nurses in Central California told Rodger

O’Keefe, Cycle Gear’s vice president of retail

store operations, that medical staff could actually

use motorcycle goggles to help protect them

from the novel coronavirus, he told his higherups.

O’Keefe’s boss at Comoto Holdings (parent

company of Cycle Gear and RevZilla), CEO Ken

Murphy, decided that Comoto would donate

$50,000 worth of inventory to hospitals and

emergency management offices to help in the

COVID-19 fight. Cool Huh!

No one’s calling Honda a small business, but it

has stepped up as well. With auto production

halted, Honda of America Manufacturing put

its North American 3-D-printing capabilities

to create protective face shields for medical

providers, and is investigating additional ways

it can help with the critical need for medical

equipment. Beyond redeploying work, Honda

also is redirecting supplies. The company said it

has inventoried its stock of personal protective

equipment throughout North America and has

donated much of it, including N95 face masks,

to frontline health care workers.

Kawasaki’s had to adapt as well—big time.

When Kawasaki Motors Mfg. Corp. USA in

Lincoln, Nebraska, shut down its assembly

lines amid escalating COVID-19 concerns and

supplier shortages, the plant found a way to

help one of the largest hospitals in the area by

supplying them with key ingredients for hand

sanitizer (the hospital was granted FDA approval

to make their own). Kawasaki donated two

55-gallon barrels of isopropyl alcohol and two

55-gallon barrels of hydrogen peroxide so the

medical staff could create hundreds of gallons of

the much-needed sanitizer.

Kawasaki also stepped in to help the Nebraska

Innovation Studio in its quest to 3-D print face

shields for local hospital staff. Even though the

plant had shut down, Kawasaki’s engineering

group fired up its large 3-D printer and is printing

face shields at a rate of about 12 a day, and will

continue until other supply sources can catch up.

Doing Right

With more and more people staying at home

and driving less, there have been fewer

accidents and fewer insurance claims. And the

prospect of paying claims is what insurers base

their rates on, so some insurers are re looking

at rates.

Virtual Bonuses

And then there are the virtual bonuses—web

content that’ll get your mind off reality, entertain

you, or even smarten you up in the form of

photos, videos, and music.

Indian Motorcycle has put out a series of

Spotify playlists to keep DIY mechanics in the

right mood while they’re wrenching away in the

home garage.

MotoAmerica is streaming past races on

YouTube for free.

While the Harley-Davidson Museum campus

is currently closed, Harley has a virtual tour

Scott Motors CPT

Scott Motors or SM is a premium pre-owned

motorcycle dealership specialising in selling

ONLY the best pre loved motorcycles.

Based in Paarden Eiland, Cape Town they

have already created a formidable name within

the industry.

At SM they strive to keep their overheads low

and pass on these saving to their customers

of its museum as well as other cool bike

videos on Facebook—for free. In an effort to

stay connected with fans and enthusiasts,

the Harley-Davidson Museum social media

channels (Facebook, Instagram, and Twitter) are

featuring stories and videos about the museum

collection and Harley-Davidson history.



And here’s some more cool stuff:

Videos To Replace Your Rides During

Coronavirus Lockdown - https://www.



And if you are flat-out bored:

Popular Science has a handy recipe for

homemade hand sanitizer.


Meanwhile, stay alert, keep your distance, and

ride safe. And wash your hands...

with their unbeatable deals!

By offering a large variety, from commuters

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professional team has dedicated their efforts to

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Pop in for a visit or a chat at 8 Shropshire

street, Paarden eiland.

065 816 5902



Retro banger: Mash

X-Ride Classic 650

In South Africa Mash is imported

by V-Custom cycles under the

name: Crosby

Fancy classic ’70s Yamaha XT500 or even retro

Ducati Scrambler style but at a fraction of the

price? Say hello to the Mash X-Ride Classic 650

- the latest from the retro bike specialists, and a

funkily-fashioned single-cylinder trailster.

Although best known for their simple, affordable

air-cooled 125 and 250 singles, larger versions

including 400cc singles and now this latest –

Mash’s second – 650 are becoming popular.

And after the fairly conventional Dirt Track 650,

this new X-Ride is the firm’s most ambitious

model yet.

It’s based around the same 647cc, air-cooled,

single, producing a claimed 40bhp at 6000rpm

but this time with longer travel, monoshock rear

suspension (Mash’s first) and conventional but

equally long, front forks. Wheels are 17in wires,

there’s a twin silencer exhaust, dual seat and

neat touches like a Monza fuel cap.

Cycle parts are improving, too: along with the

alloy-rimmed wheels there’s a beefy front disc

and radially-mounted four-piston brake caliper

and the swingarm looks impressively beefy.

But the biggest talking point, surely, is the

X-Ride’s XT-alike styling, from its gold anodised

rims to blacked-out engine and red/white livery.

We can’t blame them – the ‘70s scrambler-style

is hugely fashionable right now. Price has yet to

be confirmed but it ure looks cool.

Mash X-Ride Classic 650 at a glance

• Engine: 647cc 4v single is basically a copy of

the old Honda Dominator unit producing 40bhp

at 6000rpm and with a five-speed gearbox.

• Suspension: X-Ride is the first Mash with

monoshock rear and a beefy, box-section

swingarm. Front is conventional telescopics.

• Styling: White/red livery with black engine and

gold rims is a modern take on 1976 Yamaha

XT500 – as is that of Ducati’s Desert Sled.

• Brakes: Front stopper is a 320mm disc

grasped by a radially-mounted four-piston

caliper. There’s a 240mm disc at the rear.

• Show not go? Despite style, off-road ability will

be hampered by fairly high weight (169kg) and

17-inch wheels – still be a laugh, though.


The science

of riding

gear: All

about Gore

Tex Fabric:

By Jenny Smith.

If you have a look at your Enduro jacket,

MX boots or riding pants, chances are

pretty good that you’ll see a Gore Tex

label somewhere. We took a look at the

people that make the stuff and how it all


What is GoreTex?

Gore-Tex is a waterproof, breathable

fabric membrane and registered

trademark of W. L. Gore and Associates.

Invented in 1969, Gore-Tex can repel

water while allowing water vapor to

pass through and is designed to be a

lightweight, waterproof fabric for allweather


W.L. Gore & Associates is one of those

success stories of American ingenuity

and innovation. Founded in 1958 by

the husband-and-wife team of Wilbert

(Bill) Lee — who had spent 16 years

with DuPont — and Genevieve Walton

Gore, the company got its start making

wire and cable insulation before the

couple’s son, Bob, made an accidental

and extremely fortuitous discovery. In

1969, he was trying to stretch extruded

polytetraflouroethylene (PTFE, otherwise

known as Teflon) for use in plumbers’

tape, but no matter how gently he pulled,

it always broke. Frustrated and down to

his last few samples of test material, he

grabbed one of the heated rods and gave

it a hard yank — and to his astonishment

it didn’t snap, it expanded.

The company called it “expanded PTFE,”

or ePTFE: with uses in everything from

laptop computers to prosthetic arteries

to astronaut suits…and, of course,

waterproof motorcycle gear.

Gore makes more than 300 different

membrane types, and each finished

product goes through more than 600

quality control tests — that’s before it


All Gore-Tex apparel includes a DWR (durable

water-repellant) coating that sheds water from

the outer fabric.

Banks of washing machines agitate

continuously for days, testing the durability of

Gore-Tex apparel.

Gore’s wet flex test machine puts Klim’s boots

to the ultimate waterproof test.

goes to the manufacturer, which in the case of

riding gear means motorcycle-specific testing,

including CE certification.

There’s a biophysics lab that tests for comfort

and acoustics (important for hunting and military

gear), six rain rooms for waterproofness and an

environmental room that goes from -50 to 50

degrees C (-58 to 122 F), 5% to 98% humidity

and zero to 22 mph wind speed. Upstairs is a

huge room full of washing machines that are

used for wet flex and abrasion testing; they are

stopped and the material tested every eight

hours until it fails.

At the Elk Creek facility we got a look at the

glove and boot test labs, where Gore-Tex

membrane booties are tested for leaks. A big

machine in the corner subjects finished boots

to a submerged wet flex test; Klim boots must

pass at least 200,000 flexes without a leak

before hitting the market.

Gloves are probably the toughest item to

waterproof, and every Gore-approved factory

(which apparel partners must use) has a whole

glove leak test machine. Klim uses a special

Gore-Tex membrane insert with glue on one side

that bonds it directly to the outer shell, and a soft

Trica liner bonded to the other side for optimum

control feel. Still, gloves are where most riders will

say they’ve experienced waterproofing failure…

The folks at Gore suggested that what we

often think is a leak is actually either a lack of

breathability causing moisture buildup or the

waterlogged outer shell feeling cold against

our skin, which our brain interprets as “wet.”

Gore-Tex is only a part of what Gore does;

its products are used in the medical,

automotive, consumer electronics and

aerospace industries, among others.

Gore’s quality control testing includes six

different “rain rooms,” where finished

Gore-Tex apparel like this suit from Klim

is tested in real-world conditions. This

room includes a nozzle simulating riding

at speed

Our sensory system has no “wet” register,

only temperature, and if the water is cooler or

warmer than our skin we perceive it as “wet.”

This is how sensory deprivation chambers work:

by floating in saline water that’s exactly our body

temperature, our brain registers no contact at all.

To be comfortable, a piece of waterproof apparel

needs to breathe and shed water. “Breathability”

doesn’t mean airflow, however; it means the

removal of warm, moist air from the body. This is

what makes Gore-Tex apparel more comfortable

than, say, wearing a plastic bag — it “breathes”

while keeping you dry. As our Gore guide

put it, “it’s not magic, it’s physics.” But as we

noted above, if the fabric outside the Gore-Tex

membrane is waterlogged your skin thinks it’s

wet, so a DWR (durable water-repellant) coating

is important.

Every Gore-Tex-branded item comes from the

factory with a DWR coating, and the instructions

for keeping it in good shape might surprise you:

throw it in the dryer. Yep, you should be washing

and tumble-drying your Gore-Tex. The heat

reactivates the DWR, so water will bead rather

than soaking in. You’ll still need to reapply a

new coating every few years, just make sure it’s


When properly cared for — and assuming they

don’t have an unfortunate meeting with the

pavement — Gore-Tex products should remain

waterproof for life.

There you go! Don’t say you don’t learn stuff

from motorcycle magazines!


A slimmer,

meaner Triumph

1200 Adventure

on the way?

to sample, providing plenty of additional power

to offset any losses felt as a result of more

stringent Euro fuel emissions standards. Great

brand for sure!


Spy shots have emerged of a new 2021 Triumph

Tiger 1200 being put through its paces in

Europe. We’d wager this to be a Rally edition of

the machine, owing to the beefed-up skid plate

and wire-spoked wheels, though there are a

number of upgrades we notice that could mean

a more expansive model-line update.

The first is a new suspension package, which by

the look of the gold forks could be Öhlins. The

monoshock isn’t as clearly visible, however, but

on a premium package like this we’d imagine

this to be Öhlins as well.

Another interesting element is the apparently

slimmed-down aspect of the bike, which looks

to have a lower, less pronounced fuel tank,

revised bodywork, and an updated frame and


It’s also likely that the engine will get a bump in

power too, if Triumph’s recent approach to the

Tiger line is any indication. For 2020, the Tiger

800 became the Tiger 900, which we have yet



Husqvarna Motorcycles reached a significant milestone this year -

100 World championship titles! To celebrate, we’re giving you

R 5,000 worth of geniune Husqvarna Motorcycles products of your choice as well as a

FREE FIRST SERVICE at your local Husqvarna dealership when buying a 2020

Enduro model.

Promotion limited to 2020 Enduro models (TE and FE range) until 31 May 2020.

T’s and C’s apply. Contact your neareast Husqvarna Motorcycles dealer for furhter information.


The worlds

most senior

trials rider?

How does he keep them that way? A lifetime

of practice. If you work that practice into your

routine, just like daily exercise or scheduled

mealtimes, you’ll start to see little improvements

you can build on. If you’re lucky enough to have

both a suitable bike and a clear space like this

where you can practice every day with ease, so

much the better.

It’s important to exercise your hand

controls every day.

We all know that the more you practice the

likelier you are to improve. No matter how good

you are now, you can always be a little bit better,

right? This is eleven-time British Trials Champion

Sammy Miller. He’s 86 years old, and has won

over 1,400 trials throughout his career. As you

can see in this video, his focus and skill are

incredibly sharp.

Gas Junky -


good local stuff

Tie downs, Grab handles, Wheel

locks, Alarm locks, Key rings…

Local IS Lekker!

moves the bike or tampers – it SCREAMS at you

sending would be crooks scarpering for the closest

escape route. Go and have a look, support local

industries – local IS lekker!!!

Trade enquiries are welcome.


As a part of our lockdown schedule, we

decided to pop down to a real lockdown

emergency and check out the Kempton Park

based Gas Junkie operation.

Andre Van Niekerk is the friendly guy who runs

this lot – and he can basically do anything you

want him to with strapping. He is most famous

for his range of super strong tie downs, but he

also manufactures grab handles for dirtbikes

when you get stuck in the mud. Got nerf straps

going vrot on your ATV? He makes them up

and will have them sorted for you chop-chop.

Interestingly, he also manufactures bits like

bakkie nets, SXS netting for the doors, dog

collars and leashes – all from his premises just

down from JHB International Airport. AND he’ll

brand it for you no prob, so that your buddy

can’t get away with nicking your tie downs…

He re-covers dirtbike and quad seats in virtually any

design that you’d like AND He is the sole importer

for the alarm disc lock – a device that hooks into

your motorcycles btake disc – the moment anyone



The new Just 1

J39 helmet – after

lockdown you

deserve a new lid!

Judging by the amount of new

lids that they keep churning

out, Just 1 has to be one of the

leading helmet manufacturers on

the planet…

The brand new J39 has just arrived – as

usual, the designs are fresh and funky and the

helmets are priced really well. After lockdown,

get to your dealer and have a looksee:

Heres a brief description: The Just1 J39 helmet

was developed with the primary goal of safety

and comfort for the rider. During the design

phase, the helmet was designed from the inside

out in order to have the best possible and a

radical ventilation system.


• High quality thermoplastic resin external shell

• 2 shell size

• 3 eps size

• J.1.e.r. emergency cheek pad removal system

• Double D retention system

• New inner lining fitting for a better comfort

• Removable and washable inner lining

• 8 intake and 6 exhaust vents

• Peak extension included

• Weight: approx.1380 gr. (+/- 50g)


Rings smart


Keep your


fresh during


The guys from RING manufacture a wide

range of chargers and electrical goodies for

your bike. This is the 1A smart maintenance

charger, which is ideal for infrequently used

vehicles like your bike currently, classic cars,

second cars, motorcycles, lawn mowers and

all that. It is suitable for 6V and 12V vehicles

and recommended for START/STOP batteries.

Compatible with lead acid, gel, calcium,

EFB and AGM batteries. The smart charge

maintenance cycle keeps batteries in good

condition, without overcharging. The compact

design makes it easy to store, and the simple

interface makes it easy to use: simply connect

and select 6V or 12V.

It is rated IP65, making it weatherproof for

charging outdoors.

Compatible with the Ring RSCBM Battery


The Battery charger monitor clips onto the

smart charger connectors, to give indication of

the battery charge level. The traffic light system

gives easy to read indication of charge level.

Leave connected to the battery to monitor its

condition. If charging is required connect your

smart charger to RSCBM to top up.

Aint technology grand!

Available with three pin plug and two pin plug.

Available from your dealer.



“I couldn’t podium

without BaseFit”

– Bruce Viljoen

Bruce Viljoen #44

Multiple GXCC & Northern

Regional Champion





Contact us NOW at: info@basefit.co.za | 082-461-1443

Photo by: Chantelle Melzer Photography


DNA High


Lifetime Airfilters.

Next generation multilayer cotton

gauze, oil impregnated air filter.

The DNA Cotton: This unique cotton media is

actually a “hairy hybrid” featuring extremely high

air flow rates and excellent filtering efficiency that

exceeds 98%. The basic media is a non woven

surgical cotton gauze with an extremely high

break strength.

The DNA Wire Mesh: Made out of marine

grade 5000 series Aluminium, features a

unique “wrap & fill” and precisely calculated

wire diameter, to have the necessary high

tensile strength and elasticity to last a lifetime.

Additionally it is protected against oxidation by a

fine layer of epoxy coating.

The DNA Filtering Media: The DNA Filtering

Media consists of 4 layers of DNA cotton,

sandwiched between 2 layers of DNA wire

mesh, precisely pleated all together. Another

important feature of their filtering media is the

“Large pleat edge radius”. This feature allows the

edge to be an active part of the filtering media,

instead of a “dead” inactive area. The result is a

unified high air flow of the filter.

The DNA Filter Oil: This is an extremely important

part of the DNA filter. As soon as the DNA Oil is

added to the cotton media, the cotton is “static

charged” making it extremely efficient in filtering

out in the smallest dust particles. The oil formula

is made in house to a secret recipe. Humidity will

not attack the oil, even if the filter is submersed in

water. The flow of the filter remains unchanged

even under extreme rainy conditions with high

humidity. It will uniformly spread and stay on the

filter regardless the temperature. Additionally, it is

UV resistant and easily soluble with the DNA filter

cleaner to assist cleaning the filter.

The DNA PU (elastomer polyurethane):

The DNA PU is a thixotropic material, used

to manufacture the high quality “frame” of the

filter. High tensile strength with the necessary

hardness for each application, high temperature,

fuel and oil resistance, the DNA PU will keep the

filtering media in place, it will absorb vibration

and will last for a life-time.

The DNA EVA: (Ethylene Vinyl Acetate polymer)

closed cell seals.

They use only high quality EVA seals. Precisely

cut and factory installed (glued) using industrial

grade adhesive, guaranty a perfect airtight

sealing and trouble free filter installation for the

user. The DNA EVA seals and the industrial

adhesive are fuel, oil and temperature resistant.

Additionally the DNA cleaner will not affect them

when the filter is cleaned!

The DNA FCd design technology: The DNA

FCd design gives at least 20% and up to 80%

more filtration area. The unique revolutionary

design, an innovation by DNA, allows the pleated

filtering media to follow precisely the air box

contour, regardless the complexity of the shape,

seriously increasing air flow. Taking advantage

of the complete footprint of the air box, they

eliminate “dead spots” that rob power. If the area

is there why not use it?

Check out www.bikewise.co.za or give them

a call on 011 5660333 for more information or

your closest stockist.






Western Cape:

In January 2016, Rider-MX now known as ridersports

started from humble beginnings from a

single garage in Cape Town by Dominic Pestana,

‘like Travis Pastrana’ but the Portuguese/South

African version.

After purchasing his first off-roader in 2015 he

went off looking for gear, not being in the position

to afford new gear. He decided to buy used gear

as it was a lot more affordable for him, especially

since it was a new hobby and he wasn’t 100%

sure how long he would do it for.

Having driven all over Cape Town trying to put

kit together, Dom realized the need for a one

stop shop stocking pre-loved riding gear that

people of all ages can go to, pick up everything

they need to get started - and thus rider-sports

was born. He started up buying, selling and

trading in all types’ of used motocross gear.

Today rider-sports stocks everything that

the novice/newbie rider needs to get going

along with more premium items for the more

advanced riders from affordable boots to

helmets, neck braces, knee guards, chest

guards, gloves, camel packs and much more.

There is also the option for you to sell your gear

to them when you need to upgrade your gear

or if your kids have outgrown theirs.

The best part is that you do not need to be in

Cape Town to buy or sell to them, they buy

and send gear to you anywhere in the country

and even overseas with the most recent gear

finding its way to Zimbabwean Adventure

rider Graeme Sharp who just successfully

completed Dakar 2020.

Besides just selling off road gear rider-sports

is also an agent for the very popular X-RAMP

Bike Carriers. They offer bike Carriers for any

vehicle that simply attaches to your car’s tow

bar (anyone can install them) or for a heavier

duty XRAMP the dual bracket ramps fit directly

to your cars chassis to carry any type of bike of

up to 200-300kg. A great product that is easy

to fit, easy to use and when not in use just store

away taking very little space in the garage...

more on that soon.

076 130 8375 www.ridersports.co.za, email:




by Bruce de Kock, owner of Bike Tyre Warehouse Midrand




Dunlops new 50/50 Adventure

Tyre, the Trailmax Mission…

Dunlop hosted the world launch of

these new adventure tyres in the US

at the end of last year. Dirt And Trail

Mag did not crack the nod, but a few of

our international colleagues were very

impressed with what they say and felt.

The tyres have taken a while to get

here, so no local riders have tried them

out just yet.

The Tyres are in SA – currently loafing

at customs until normal business

resumes. Knowing Dunlop, the prices

will be sharp. This is a great addition to

an already impressive Dunlop lineup.

We have ordered a pair and we’ll fit

them on one of our bikes and get you

our opinion in a local feature soon! But

here is some info on the new rubber.

By Bruce de Kock – Bike Tyre





Dunlop spent time with adventure

people, at adventure rallies and all

over the place getting feedback and


These tyres are a result of direct

feedback from adventure enthusiasts.

In collaboration with Falken Tyre,

Dunlop has developed what they claim

to be a 50/50 tyre that’s capable of

tackling a variety of terrain and offering

the best tread life in its class.

The positive side of this lockdown crisis

is that I get to write this article, for the

first time ever, during office hours on a

Monday instead of late (too late!) on a

Thursday evening, just hours before print

deadline, with Rob on my case because

he still needs to do the layout while

dealing with late advert submissions!

I have never been jealous of full-time

journos and the constant pressure they

work under – except for when they get

to test bikes and new rubber, of course.

Now onto some

exciting news…

I am aware there have been riders

waiting for feedback on the new Dunlop

Trailmax Mission 50/50 Adventure Tyre

- the latest offering from the Dunlop

stable. I must be honest and point

out that this is the first time I’ve ever

written about a tyre product that I have

not personally put through its paces.

Instead, lockdown means that I’m going

on the media presentation sent to me

from Dunlop, which includes feedback

from contracted test riders who test for

a living for multiple brands around the

globe, so I’m confident we have been

given fair and honest test results from

these independent sources.

Let me kick off with a media statement

by Mike Buckley, Senior VP, Sales and


“This is a very difficult segment to

tackle because of the wide variety

of uses and fitments, but I believe

customers will be surprised that

the Mission delivers such a high

level of grip no matter the surface

and will also exceed their mileage



It is safe to say the Mission was one of

the most comprehensive tyre projects

Dunlop has ever undertaken. Customer

input was key. Engineers and researchers

attended consumer shows, rallies and

other events for years gathering data,

while rider surveys were conducted

among a vast audience.

The challenge to the Mission team

was to create a tyre that did not

force customers to compromise

between street performance, dirt

performance, ruggedness, or longevity.

This presented one of the biggest

challenges that the design team in

Buffalo, USA has ever faced.


For the first time in its history,

Dunlop tapped into newly available

resources. Dunlop Motorcycle Tyres’

re-acquisition by Sumitomo in 2015

gave the design team access to the

engineers at Falken tyres. Falken, a

Sumitomo brand, has had tremendous

success with the Wildpeak A/T3W,

an off-road oriented light truck tyre

that puts a premium on ruggedness

without sacrificing street performance.

The Dunlop team was able to learn

from the successes of the Wildpeak’s

unique design and ultimately

incorporated several elements into

the all-new Trailmax Mission. Utilizing

elements from a light truck tyre design

to create a motorcycle tyre—possibly

an industry first—was certainly a first

for Dunlop.


Two years in development, more

than 30 prototypes, and 12 months

spent developing the unique tread

pattern alone, the Mission delivers

knobby-like performance off-road,

has impressive grip on the street,

plus great ride quality and stability

everywhere it goes. One of the

primary goals was durability.

Several months were spent

piling on the miles—on the

street, at the Huntsville

Proving Grounds in wet and

dry conditions, on gravel

roads, trails, tyre-shredding

rocky terrain, and every

condition Dunlop test riders

could find. Dunlop also

utilized a high-speed testing

oval in Texas to put the

Mission through durability

torture. The result:

Consumers can expect to

get double the miles of

some of the competitive

rear tyres, and more than

that from the front. The

production version of the

Mission rear tyre delivered

8 000 miles in testing.


One of the things that

make the Mission unique is

that Dunlop did not create

a one-design-fits-all tyre.

Different bikes impose different

demands on tyres, so Dunlop

engineers tuned popular fitments

of front and rear tyres for a diverse

application of ADV bikes so that the

tyres consistently achieved Dunlop’s

Tel: 011 205 0216 • Cell: 073 777 9269 / 083 467 1349

Unit 9 Sable Park, 997 Richards Drive, Midrand

Facebook @BikeTyreWarehouse • Twitter @biketyrewhse



by Bruce de Kock, owner of Bike Tyre Warehouse Midrand



objective of performance and longevity.

These differences apply to both

the tread pattern and construction.

The front Mission tyre features a

symmetrical tread pattern that helps

reduce uneven wear. If you look closely,

you will see that the 17- and 19-inch

sizes feature hollowed out knobs to

create additional biting edges and knob

flex for greater off-road traction. In

21-inch front sizes, the tyre achieved

Dunlop’s performance objectives

without this additional detail, as the

larger size of the tread blocks provided

the desired level of traction without

the need for hollowed out knobs. Some

rear sizes utilize tie bars between

knobs to achieve performance targets,

while other sizes and fitments achieve

the performance goals without the tie

bars. Dunlop incorporated Staggered

Step technology in both the front and

rear tyres. These steps give the side

knobs more rigidity and lug stability

to prevent flex and create more biting

edges so, as the tread wears, the next

biting edge “steps up” to grab hold

of the substrate. In the rear, there

are three different sizes and shapes

of lateral blocks depending on tyre

fitment, a direct result of testing,

testing and more testing on a wide

variety of machines.


Front and rear tyre patterns have more

in common than differences. One visual

distinction for both front and rear is

the prominent wraparound side lug

inspired by Falken’s Wildpeak truck tyre.

These lugs have several advantages:

they add rigidity and durability in rocky

terrain; allow lower pressures to be run

off-road with less risk of pinch-flatting;

they help provide steering stability in

sand, mud and gravel surfaces; and

they have an uncanny ability to allow

riders to steer out of ruts off-road,

even on the really big and heavy ADV

bikes. Additionally, the sidewall rubber

is thicker to add higher durability and

puncture resistance. Both front and

rear tyres feature a distinctly higher

land/sea ratio with about 60% land for

greater street performance compared

to the dirt oriented D606 at 30% land

ratio. Increased tread depth over the

Trailsmart adds to Mission’s superior offroad

performance. These comparisons

serve to illustrate just how different the

Mission is compared to other Dunlop

adventure and off-road tyres.


To meet the performance and mileage

goals, bias construction was used, with

the line featuring a mix of bias and bias

belted tyres as needs dictated. Bias

construction is generally better for offroad

since tread and sidewall elements

are designed as one component. Bias

tyre construction also allowed designers

to use heavy-duty ply material such as

nylon, polyester and/or fiberglass belts

that are like those used in tough touring

tyres such as the American Elite®

and Elite® 4. The result is a tyre with

excellent off-road performance that

delivers the desired stability at higher

speeds. Just like the tread pattern,

construction varies based on fitment

application—different sizes of the

Mission have their own unique touches

to maximize performance on different

bikes. For example, belts were removed

on some designs during development

to help improve compliance of the

tyre in off-road terrain. This is tailored

to bikes more likely to be the “most”

adventurous when it comes to off-road.

The Mission tyres are tubeless but can

also be run on tube-type rims.




The Dunlop tyre factory in Buffalo,

New York enjoys a long track record

of building everything from highperformance

racing tyres to premium

touring tyres. The Mission is the first

off-road capable tyre designed and

manufactured in Buffalo, so having

the proper equipment on hand was

vital. While no new equipment was

required for the Mission line, some

tyre machines had to be modified

to build them—the same machines

used to build the bias-ply E4,

American Elite and D408F/D407

Harley-Davidson® touring tyres.

However, Mission tyres incorporate

a tread depth twice as deep as

any other motorcycle tyre made in

Buffalo before. A huge change and

manufacturing challenge.

This is a big statement for any

brand putting out a new product

on the market and as far as

Dunlop is concerned, they have


They tested many competitor tyres,

and while there are a lot of good

products on the market, no one tyre

can do all the things Mission does, as

well as it does, on such a variety of

machines. With the Mission, Dunlop

has stayed focused on delivering a

higher level of performance, mileage

and durability over a wider range of

conditions and terrain than any other

tyre. Today’s ADV bikes, Scramblers

and Crossovers make enormous

demands on tyres, and deserve

nothing less than the best technology.

The Mission delivers. Now it is your

Mission to see for yourself and

personally I cannot wait to fit a set to

my 1190 and hang it flat.

Current Available Sizes: Front

90/90-21 54T 110/80-19 59T

120/70B19 60T Rear 150/70B17

69T 170/60B17 72T 140/80B18 70T

150/70B18 70T

Contact Bike Tyre Warehouse 073

777 9269 | 083 467 1349 or sales@

biketyrewarehouse.com for

PRICING or more info.


• An aggressive tread pattern yields traction in

hard terrain.

• Built-in rugged tread blocks feature Staggered

Step design, a step-down feature to provide rigidity

in the contact patch to enhance stability and


• Wrap-around lugs on the tire’s edge help protect

the tire from sharp rocks and provide additional

off-road traction.

• New compounds deliver the perfect balance

between road and off-road performance, and

deliver class-leading mileage performance.

• Deep grooves excel in wet weather conditions

and offer additional biting edges for off-road


• The Trailmax Mission tires are tubeless, however

if mounting on rims that require a tube (i.e., spokes)

the appropriate tube may be fitted.

• Fits popular large and small displacement

machines including the Honda Africa Twin, Suzuki

V-Strom, BMW GS models, KTM 790/1090/1190/1290

Adventure, Yamaha Super Tenere, Triumph Tiger

800/1200 models and many more.

Tel: 011 205 0216 • Cell: 073 777 9269 / 083 467 1349

Unit 9 Sable Park, 997 Richards Drive, Midrand

Facebook @BikeTyreWarehouse • Twitter @biketyrewhse





Is winning Dakar like you

dreamed Or is there anything

that caught you off guard?

Ricky Brabec: The aftermath of

winning the Dakar is a dream

come true. There’s a lot of work, a

lot of PR, media stuff, but nothing

caught me off-guard. We have to

accept the fact that there’s a lot of

media in the next few weeks, but

for sure it’s a dream come true.

Do you think your life will

change, or will it be back to the


RB: It’s going to be back to the

routine. We gotta prepare for

2021. We want to back this up

with another championship.

We’re going to take a couple of

weeks off, maybe a month. Then

we’re going to take it slowly at

first and then work the hardest

between August and Christmas.

As a team Honda did well this

year. That hasn’t been the

case in the past. What was the


RB: The difference this year

versus other years was we spent

a lot of time out here in the

Mojave, testing and developing

the bike. I think that’s a real big

part of it. The Japanese have

done a great job building this

motorcycle. I think the whole

team is real confident now with

the new specs.

In the past you said that you

and Johnny Campbell were like

a separate team within Honda.

Is it different now?

RB: In the past, we Americans

felt a little left out at the Bivouac,

but now we have a new team

manager. Rubin Faria and Helder

Rodriguez are former racers and

rally experts. Now, since the

Americans have picked up the

training program and started to

make a push toward the front,

they really respect us. It feels

really nice. It feels like family.

When fellow American Andrew

Short gave a wheel to Toby

Price, your primary competitor

at KTM, what was your initial


RB: When I heard about that, my

initial thought was ‘naw, Andrew

isn’t going to do that. They’re on

two different teams!’ That wasn’t

how it worked out, though. Toby

got the wheel and I thought, ‘oh

man, we’re still here racing. Toby’s

a real strong guy.’ He lost a little

time that day, but you never want

to count him out, whether he has a

couple of down times or not.

What was Saudi Arabia like?

How did they respond to your

tattoos and clothing?

RB: With my shorts and tattoos,

I was a little scared at first, but I

think they understood that our

culture isn’t like theirs. Still, we

didn’t go out in public that often.

Some guys had shorts in the

bivouac, and that wasn’t a really

big deal, but when we went out in

public, we tried to take care, wear

long pants and long sleeves–obey

the law and respect the culture.

On the days when you got the

map book just before the start,

was that difficult?

RB: When we got the map book

in the morning, no one had any

more time to study it than anyone

else. We had 25 minutes to load

it and look at it, and that’s really

a fair game. When people get the

map book the day before, there’s

a possibility that map guys can

make an overlay of the course.

Hopefully in the future we can

get it like that every morning.

That gives us more time to rest

in the evenings and it’s equal for

everybody and I really like that.

It’s the way I train.

You seemed like you always

had speed in reserve this year.

Is that new?

RB: Yes and no. We didn’t have

the best set up in the past and we

didn’t feel that confident. Now,

training with Jimmy Lewis and

having all the confidence in the

world that we can keep up with

the other guys, it’s really nice.

For sure, there’s a little more

speed in reserve now, but you

have to make sure you’re not

going to get lost. Just having

speed isn’t the most important

thing. You have to be smart, as

well. You can only ride as fast as

you can read. It’s really difficult

Did you crash or have any

major issues?

RB: I tipped the bike over two

times in the dunes, but other

than that, for me, it was the

perfect rally.

How close were Paulo

Goncalves and you?

RB: Paulo was really close to

all of us. He was a part of the

team when I got there. Paulo

and his family are great people.

What happened, happened. We

can’t bring him back. We have

to accept the fact that racing is

dangerous. Every time we put

the helmet on we know there are


Was the day off after Paulo’s

accident good or bad?

RB: The day off was good. The

brain gets fatigued, the body get

fatigued, so having a day off is

nice. It makes the Dakar a little

longer. We’re trying to get our

laundry done, we’re trying to get

through town and get food for

the motorhomes. We have media

stuff, so a day off doesn’t seem

like a day off. The only thing is

that you get to sleep an extra

hour. Now, we’re excited. We got

the win–first American; stoked

on that.

See you at the races.




What would have happened had

Ducati entered the world of Quads?

Here is one very cool build by a Polish

custom crowd called ATV Swap Garage.

Even if you don’t like quads, we bet

that you looked twice…

What they have done with much ingenuity is

convert a Yamaha 660 Raptor to a fire breathing

1299cc monster Ducati Panigale.

We’ve seen some pretty radical builds in our

time – but this is quite possibly the most exotic

to date.

But – with great power comes the need for

control - so the folks from Swap garage packed

this little number with some pretty high end

stuff to keep things in shape.

The frame has been cut in half, gusseted and

reinforced. The swingarm is extended for added

traction… and above all of that, you’ll find a

custom built long range fuel tank.

Lone star A-arms, Fox piggyback suspension,

even the A-arms received carbon fibre detailing.

Very cool! Jet Black Custom Nerf Bars meld

perfectly with this machine.



Full Termignoni exhaust system with a Larger volume

radiator to keep things cool.

Lots of custom paintwork – in Ducati red of course,

Black and silver SS mag wheels – low profile fitted with

custom road tyres complete with white wall detail…

The quad boasts an extended axle with gearing by JT

heavy duty sprockets and a DID 520 MX chain.

On the extended steering column they mounted topof-the-line

Pro Taper EVO bars.

Then there are the special parts from Ducati, like the

translucent clutch cover, always a talking point. Ducati

Brembo Hydraulic brake and clutch setup is found up

front. Bar end mirrors and the Panigale digital display

keeps the rider informed.

A Precision steering damper keeps thing going more

or less in a straight line.

Standard plastics, custom decal kit. Very cool custom

seat. Custom laser cut covers litter the bike, along

with much bling in the way of anidised bolts and

engine covers.

205 HP top speed around 215KPH.

These Polish guys are crazy! Would love to try and

hold on to that!









Ending 2019 as the new WESS Enduro World

Champion marked an incredible season for Manuel

Lettenbichler, but signing with Red Bull KTM Factory

Racing for 2020 and beyond ensures an even

brighter future for the young German…

by Robert Lynn/Future7Media (KTM Blog)




Most riders dream of winning

world championships, and

Manuel Lettenbichler is no

different. Through hard work,

determination and skill he

realised his dream last year when

he became the 2019 WESS Enduro

World Champion. Ensuring it

was an extra special moment,

the German did so on home soil,

claiming victory at the final round

of the season at GetzenRodeo in

front of thousands of spectators

and fans.

It was a remarkable moment for

the 21-year-old, but even more so

when you consider his success

came while still a privateer rider.

From eight WESS starts, Mani

secured seven top-five finishes, of

which five were podium results.

He also became the youngest-ever

winner of the demanding Red Bull


Factoring in his AMA

Extreme Off-Road Grand

National Championship

at Tennessee Knockout,

the likeable German

is now one of the most

exciting prospects in

enduro and the rider

to beat once the 2020

season gets underway…

Mani, with time to reflect, what

did it feel like to become the

WESS Enduro World Champion

by winning your home race at

GetzenRodeo last year?

Manuel Lettenbichler: “Ah, for

sure it was a special moment

to become world champion at

GetzenRodeo. It’s a home race for

me and last year with it being a

WESS race over 30 people from

my hometown came to watch me

race, too. Having won the race

in 2018 I really wanted to win it

again and try to take the title in

style. GetzenRodeo is so tough –

by the time you reach the finish

line you are exhausted, so when

I took the chequered flag I think

the emotion of the occasion really

hit me then. It was a cool moment

and for sure one I will carry with

me for a very long time.”

When did you begin to believe

that you could win the 2019


“Going to Hawkstone Park for

round six (of eight) I was so

nervous about things because

it was cross-country. But after

finishing second in the race I felt

different. I did a good job and

showed that I could be strong

on the KTM 350 EXC-F in a race

that was out of my comfort zone.

I wasn’t as worried about those

fast races as I previously was.

I guess it was then that I began

to realise that I was a contender

for the title and that I was good

enough to become champion.

Moving on to BR2 Enduro Solsona

I tried my best and it showed with

a fourth place. It put me in a good

place heading to GetzenRodeo.”

Do you feel those results showed

that you’re more than a hard

enduro rider, that you’re now a

complete all-rounder instead?

“I hope so. I’m naturally better at

the hard enduro races, but now

I’m beginning to bridge that gap

in the faster conditions. I’ve a

long way to go to match guys like

Josep Garcia or Nathan Watson,

but I’m feel better out of my

comfort zone than I did before.”

You enjoyed a lot of success as

a child riding trials, do those

skills still help you in enduro?

“Having a trials background

is one of my best assets. The

skills I learned as a child never

go away. I use them every time

I ride, and they get me out of

every bad situation I might get

into too! Trials teaches you so

much – balance, throttle control

and clutch use. You learn how

to find traction where normally

there shouldn’t be. I think if you

ride motocross or enduro, they’re

skills that will always stay with

you as a rider.”




What was it like competing as

a privateer at the highest level

of enduro? It brings difficulties

but also rewards, right?

“My support from KTM was

really good and I never felt like

I was at a disadvantage with my

bike. Enduro is unique because

it always rewards the skill of the

rider and once I was out on track

I felt equal. But it’s the other

things that come with racing – the

behind-the-scenes stuff that make

it tougher for a privateer. There

is a lot more to organise and you

spend a lot of hours driving to

and from the race that people

forget about. But at the end of the

day what our small Flatschingfast

team of Jeff, my father and myself

achieved was incredible. I hope we

showed to other privateer riders

that in enduro it’s possible to win.”

“Enduro is unique because it always rewards

the skill of the rider and once I was out on

track I felt equal. But it’s the other things that

come with racing – the behind-the-scenes

stuff that make it tougher for a privateer.”

What differences and help can

joining a team like Red Bull

KTM Factory Racing bring?

“I’m sure there will be differences

even if it’s only the beginning of

this new chapter for me. For sure

I will have less organising to do

to go racing. We can prepare the

bikes better and also prepare

specifically for certain races, which

is an important thing for a rider. I

feel like it will be the little things

they do, the things you don’t

easily see, that will make the job

of focusing about what happens

on the racetrack easier. I’m excited

to work closely with the team this

season when it begins and become

better as a rider.”

Spend five minutes in the

race paddock and it’s easy to

feel your positive vibes and

enjoyment of racing carry

through. Is being happy the

secret to being fast?

“It definitely helps a lot! Of course,

you need skills and to be happy

with your bike to be the complete

rider, but being happy makes me

faster, I’m sure of it. I always want to

be a positive person because when

you enjoy what you do it makes

your job easier. I started riding bikes

to have fun and I always try to keep

it that way. So many people would

love to race motorcycles as a job, so

I’m humbled that I can. Even when

it’s raining, muddy and cold it’s still

better than working 9-5 in an office.

Keeping a smile on my face reminds

me of that every time I ride!”

This year you will also do some

races in the USA. As the current

AMA Extreme Off-Road Grand

National Champion, what’s

the scene like and how is hard

enduro growing there?

“In the USA hard enduro is growing

massively. Everyone you speak to is

excited to go ride and try something

new. It’s cool to see because before

it wasn’t that well understood.

When I raced the Tennessee

Knockout last year I could see that

there is a big push to make it bigger,

so I’ve been excited to be back in




the US to do some more races. Also,

with WESS going to the USA more

people will tune in and it will make

the sport even bigger.”

You’ve won Red Bull Romaniacs

and GetzenRodeo, so is winning

Erzbergrodeo Red Bull Hare

Scramble the next big race on

your bucket list?

“I’m so happy with my wins at Red

Bull Romaniacs and GetzenRodeo,

but of course winning Erzbergrodeo

is on the list. It’s the Holy Grail for

every hard enduro rider. If you win

this race then the world knows about

it – it’s that important to the sport.

I’ve been trying my hardest for the

last two years to win it, but it hasn’t

yet worked out for me even though I

have been on the podium twice. I’m

really motivated to go there again

and try my best. That’s all I can keep

doing. It’s a special race because

it’s so unique. With 500 riders on

the start line, you need a good race

from the beginning, and it has to

go perfectly right. It’s become so

competitive now that if one thing

goes wrong then you can’t win.”

Looking at the 2020 WESS Enduro

World Championship calendar

and what are your thoughts

on defending your world title?

**Editor’s note: this interview was

given before the Covid-19 outbreak.

“The calendar for this year looks

exciting. There are some great races

in there – all of the big ones. It’s cool

to have Red Bull Megawatt back. We

start again at Extreme XL Lagares

and though I haven’t won it I’ve been

on the podium twice, so it’s a strong

one for me. It’s cool to go to America

with the series too. It’s going to

make our sport more worldwide and

professional. I think with Hixpania

as the final, the atmosphere will be

similar to GetzenRodeo, too. I haven’t

really thought about defending my

title yet but for sure it’s what I want

to do. But I’m going to take it one

race at a time and just get out there

and have fun racing my bike.”

Editor’s note: The eight-round 2020

WESS Enduro World Championship

was due to begin in May – however,

due to the global Covid-19 pandemic,

at the time of writing this article, the

racing schedule has been delayed and

will be announced later this year.


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Available at selected dealers nationwide






Last month, we told you all about team South Africa winning

the international GS Trophy AGAIN. This month, Byron

Coetsee, who went along as the official media body gives a

more in depth view of what went down, deep down under…

South Africa first won the

International GS Trophy in

2016 in Thailand. In 2018,

we won it again in Mongolia.

This year in New Zealand,

South Africa placed 1st again,

making us the most successful

team in the event’s history

and to top it off, doing it on a


Words and pics Byron Coetsee

There have been many questions

around why South Africa produces

such strong riders and in my opinion,

it’s because of a number of key things

which are unique to South Africa. One

of the biggest contributing factors is

the fact that we have nearly unbeatable

riding terrain – from the soft sands in

the Western Cape to the rocky, hard and

loose tracks up country. If you really feel

like challenging yourself you can head

into Lesotho. There, even the hardest

riders are tested, regardless of their

machine of choice. It has become a little

bit of a tradition now for each new SA

team to head into Lesotho for a few days

to “bond”. As for what that bonding is,

well, I’ll leave it to the imagination but

what I can say is if the team makes it

through there without losing their minds

(or bikes!), they’ve conquered something

far more physically demanding than the

Trophy can provide and we prove to one

another that in the toughest of times, we

are a team and we’ll stay that way.


The team had a few official

training sessions before they

headed off to New Zealand

to face the rest of the world.

With Brandon Grimstead

being in the Freestate and BJ

Vosloo, Cobus Theron and

myself (Byron Coetsee) being

in the Cape, it made training

as a full team quite tricky.

Doing so is vital however –

knowing where each rider’s

strengths and weaknesses are,

how they ride, being able to

read them – that’s what gives

you an edge.

Apart from the Lesotho

weekend, the team got

together on Cobus’ farm in

Tulbagh for a weekend to

focus on the more technical

side of things where

communication, timing,

team-work and strategy were

worked on. Having competed

in 2016 myself and been

through the event and what it

has to offer, I had some past

experiences to share with

the guys and spent that time

giving them as much of a taste

of the real event as possible.

A final training session

was held in Moolmanshoek

with veteran BMW man Stefan

Boshoff, offering up his take

on the training and refining

the team even further.

New Zealand boasts some

of the longest single flights

in the world, with an almost

18 hour flight time from

Doha and a 17 hour flight

from Dubai. Coming from

South Africa, you can add

another 8 or 9 hours on top

of that just to get to those

hubs. Then, to make matters

even more exciting, there’s

a +11 hour time difference

between New Zealand and

back home. Getting the body

into the habit of sleeping

when its used to being awake,

within a day or two so not to

affect performance, is quite

difficult. Fatigue is the number

1 challenge on the trophy. 8

days of early morning wake

up, 10 hours in the saddle and

sometimes a little late to bed

– it gets to you. By the end

you could see the effects of it.

People were falling ill, making

silly mistakes, struggling to lift

and actually stay on the bike

at times. The worst crash of

the trophy happened on the

final day (rider OK).

The format of this years

Trophy was the same as

previous years but with a

change in the special stages.

BMW put massive emphasis

on safety this year, both

towards the media and the

participants. It also made

an effort to “even out the

playing field” for teams which

weren’t always very strong

riders. To do this, there were

more team-based, non-riding

related challenges. There was

a lot of debate whether this

affected the overall feeling

towards the event being

known as a motorcycle related

competition. There is some

merit in that however BMW

make it very clear that it is

not in fact a competition but

rather a “fun ride”.

The media personnel were

under close scrutiny too after

previous years problem with

riders carrying cameras and

trying to operate them while

on the move. This made it

tough for us to capture the

moment when there was one;

and in New Zealand there’s a

moment pretty often.

Our team rode well

throughout the event. When

one person fell and cost us

time, another would step up

and pull the rabbit out the hat

to make it all back up. We got

lucky a few times but overall,

a win over 8 days can’t come

down to luck alone. Being

such a mentally strong team

means almost more than

pure riding ability. After 8

days of cold, wet mornings

and evenings, fatigue so bad

that every 5 minute smoke


eak is spent trying to catch

a few minutes of sleep and

constant pressure from all

sides, keeping your cool

becomes difficult. When a

teammate slips up and drops

the bike, costing the team a

few places, being able to stay

calm and not berate them for

their sudden lack of talent is

the difference between a team

that wins or loses. Remaining

a team is what it’s all about.

Arriving back home for

the guys was something they

aren’t used to. The small

crowds waiting at the airport,

suddenly everyone knows

your name and everyone

wanting a picture – its special.

The other side of the new

experience was the little taste

of the sponsored life. Being

flown across the globe to

ride in remote places, being

given custom branded kit, all

while paying for none of it.

BMW Motorrad SA had custom

helmets designed and painted

with one of a kind decals

to match the New Zealand

landscape. It’s this kind of

support that makes it that much

easier to go over and compete

at our best and ultimately take

home the 3rd consecutive

International GS Trophy title…

After eight days and about

2,500km, GS Trophy Oceania

2020 reached its conclusion at

the ski resort of Coronet Peak

near Queenstown on Sunday,

with team SA narrowly beating

France and Italy.

The SA team was represented

by BJ Vosloo from Cape Town,

Brandon Grimsted from

Fouriesburg and Cobus Theron

from Tulbagh.

The event had 22 teams from

around the world competing

on identical BMW F 850 GS

motorcycles over eight days.

Teams are scored for their

riding skills over a series of

challenging off-road trails and


It was the seventh edition of

the event, which has previously

been staged in Tunisia, SA,

Patagonia, Canada, Thailand

and Mongolia.

“We’re super happy to take

the win and we know for the

GS community at home this

is cause for celebration. Our

third win, it’s wonderful,” said


“Equally, we had a fun week.

We thoroughly enjoyed it and

it was some of the best off-road

riding I’ve done. As a team,

we were already close, but the

week of being in each other’s

company all the hours of every

day has bonded us. And the

friends we’ve made along the

way, from all these different

nations — well, it makes the

experience complete.”

BMW Motorrad International

GS Trophy 2020 Oceania

Final standings:

1 South Africa 394

2 France 382

3 Italy 380

4 Netherlands 375

5 South Korea 361



S u z u k i V - S t r o m 1 0 5 0 X T


Yellow Arrives

It’s been a long time coming – and with COVID on a

global rampage, everything has been delayed. Four bikes

are here for now, with two shipments due to arrive at the

end of the month – so the bikes should be at dealers by

the time we all get out. It’s so good to see a new bike from

Suzuki. We cannot wait to ride it!!

With design heavily influenced by the Suzuki

iconic off-road machines like the DR-Z and DR

Big, Suzuki returns with the new Suzuki DL1050

XT V-Strom, with new updates to comfort,

performance and usability.

Housed in a lightweight twin spar aluminium

chassis, the new DL1050 XT utilises the tried

and tested 1037cc 4-stroke, liquid cooled V-twin

engine found in the Suzuki DL1000, with internal

changes to make the new 1050 V-Strom the best

V-Strom ever. The engine setup is now Euro 5

compliant and it boosts the power output over

the previous generation V-Strom.

Before lockdown we did have a look at the

bike and a listen to thatV-twin rumble. The

engine sounds amazing at lower rpm. They

tell us that it has strong, linear torque in the

mid-range and increased horsepower higher

in the rev range. The Strom engine has always

offered brilliant versatility so, the V-Strom 1050

XT should be fun for all kinds of riding, from

the urban jungle to the technical twisties and

hairpin bends.


Beneath the familiar beak of

the Suzuki V-Strom 1050 lies the

radiator, which has increased in size

by 15% over the previous incarnation.

New toys also include a liquid-cooled

oil cooler; located where the oil

filter is attached, it takes up less

space and is both lightweight

and compact. The liquid-cooled

oil cooler provides flawless

lubrication for a more powerful

engine. Dual spark plug technology

utilises two iridium spark plugs per cylinder

head; the primary plug is used for all rpm ranges,

resulting in greater power at the top end while the

secondary plug improves combustion at lower rpm

for a smoother output, combustion efficiency and

improved fuel economy. Couple this with the largevolume

catalyser and the Suzuki V-Strom 1050 XT

easily meets the necessary criteria to meet Euro 5


They tell us that the twin-spar aluminium chassis

that houses this engine makes for a lightweight

frame that offers stability and great handling

performance. Equipped with aluminium tapered

handlebars, the DL1050XT further enhances the

comfort of the rider as well as furthering the offroad

aesthetic of the bike. Offering plenty of leg

room thanks to improved ergonomics and a new,

slimmer fuel tank, the Suzuki V-Strom 1050 is

optimised for longer touring rides with less

fatigue while remaining equally capable on

shorter off-road rides too. Greater stability is

achieved through the 1,555mm wheelbase of the

bike while greater control is gifted to you with the

wider footrests, offering greater stability when

standing on the pegs.

Longer distance riding is made

easier thanks to the inclusion of

the Suzuki Clutch Assist System;

this system works as an assist

clutch to make the clutch lever

easier to pull while transmitting

power, reducing the fatigue felt

by the rider when travelling over

longer distances. The SCAS also

works as a slipper clutch when

downshifting, offering a certain

degree of clutch slip and making it

easier to downshift when riding.

Electronic stuff:

The new DL1050 XT features

a host of electronic aids designed

to make life even easier, whether

on the road or off it. Low

RPM Assist technology

monitors the idle speed

of the machine and

automatically raises

this when pulling away

from a stop or riding slowly. The inclusion

of this system makes it much easier on you

as a rider when travelling at slower speeds,

whether you’re filtering through traffic,

pulling away from a roundabout or tackling

uneven terrain when travelling off road.

Thanks to the inclusion of a new ride by

wire throttle system, throttle response

and control is now vastly improved and

with greater accuracy. Simpler, smaller and

lighter, this new ride by wire throttle body

is completely electronically controlled and

contributes to accurate throttle response,

more stable idle speed and greater control

when using the throttle.

Other electronics include the Suzuki Easy Start

system; no mess, no fuss, no holding in

levers. A single press of the button

starts the engine in the DL1050.

An aesthetic change with

increased brightness, the LED

headlight features a stacked

headlight for a distinctive styling

with enlarged visibility. The LED setup

is carried on to the rear of the bike

with LED rear combination lights; the

housing of these LED combinations is

clear on the XT model for a cleaner,

sharper look. LED indicators are

fitted to the V-Strom XT as standard, for

brighter and clearer signalling when riding,

helpful in conditions where visibility is poor.

The DL1050 XT features many exclusive

extras that are not featured on the standard

V-Strom 1050 as part of the Suzuki Intelligent Ride

System. One of these features is Cruise Control.

The inclusion of a ride-by-wire throttle system

and a newly programmed ECM result in a

very easy to use cruise control system,

and can be set from 60KPH, in fourth

gear or above. A switch on the right

handlebar can be pressed to put cruise


In addition to the Hill Hold

system, the DL1050 XT features

a Slope Dependent Control

System; further utilising the

Inertial Measurement Unit, the

bike is constantly monitoring

the posture of the vehicle, even

when travelling downhill. If you’re

travelling downhill and apply the

brake, the Slope Descent Control

System kicks in, controlling your

braking pressure to prevent the

rear wheel of the bike from lifting.

Furthering the intelligence

of the new DL1050 XT, a Load

Dependent Control System offers

optimal braking when riding

with luggage, a pillion passenger

or both by remembering the

optimal relationship between

the deceleration conditions and

brake hydraulic pressure for a

stable and controlled braking

performance when riding

with additional weight and/or


Suzuki’s Drive Mode Selector,

or SDMS for short, offers the

rider the choice of three output

modes, allowing you to tailor your

new Suzuki DL1050 V-Strom XT

to the riding that you’re about to

undertake. Helpfully labelled as A,

B and C (It really is pretty simple),

the rider can choose between the

modes to help regulate power

output when riding in various


A mode offers the most direct

throttle response, B offers a

reduction in response and C

provides the softest response

of the three modes. The SDMS

system works in conjunction

with the traction control system,

which has three modes and an

‘Off’ feature. The traction control

system on the new V-Strom

continuously monitors the front

and rear wheel speed sensors,

throttle position, crank position

and gear position, feeding data to

the ECM (Engine Control Module)

and interacting with the throttle

body and ignition coil when

wheelspin is detected. Mode 1

is designed for sport riding and

presents the least interruption

while Mode 3 provides the most

control and is recommended for

wet weather and cold climate

riding. Mode 2 sits evenly

between the three and is ideal for

regular road riding.

As standard on the new

DL1050 XT, 43mm diameter KYB

inverted forks along with a link

type KYB mono-shock. The forks

offer smooth operation and are

control system into standby and

the selector switch on the lefthand

switchgear allow the rider

to adjust the speed. The cruise

control system is cancelled under

certain conditions to maintain the

safety of the rider but can easily

be restored by pressing the ‘RES’

button on the left switchgear.

New to the Suzuki DL1050 XT

is a Motion Track ABS Braking

System with a Combined Braking

System. The inclusion of an

Inertial Measurement Unit (IMU)

from Bosch monitors the pitch,

roll and yaw based on angle rate

and acceleration, the same system

found in the Suzuki GSX-R1000R.

With the addition of Controller

Area Network (CAN) technology,

information is transferred much

faster than conventional wiring

for even faster responses from

your electronics. CAN technology

is also lighter, simpler and easier

to diagnose too. The Motion

Track Braking System combines

information from the IMU with

the front and rear wheel speed

sensors, which makes it possible

for the ABS system to activate

both in a straight line and while

leaning, controlling braking

pressure according to the available

traction. The ABS system has two

different modes on the DL1050

XT, allowing the rider to tailor

the ABS experience to suit their

riding style and road conditions.

The Combined Braking System

automatically applies pressure

to the rear brake to help stabilise

the vehicle when the front brake

pressure rises to a certain degree,

helping to stabilise the bike when


New and exclusive

to the XT model of the

DL1050 is a Hill Hold

Control System; when

stopped on an upward

slope and the brake is

applied, the Inertial

Measurement Unit

operates the rear brake

for a period of 30 seconds,

preventing the bike from

backing down the hill and

allowing the rider to pull

off smoothly. When the

rider releases the front

brake, the ECU within the

bike detects the rider’s

decision and will slowly

decrease rear brake

pressure for a smooth,

controlled movement

away from your stop.


suitable for a wide variety of

situations and terrains. These

forks can be adjusted. The KYB

mono-shock has adjustable fluid

pressure and spring preload,

which can be adjusted by

hand to offer more comfort

for your pillion passenger or

to accommodate your luggage

cases and their contents. The

new Suzuki V-Strom packs some

efficient stopping power with

two Tokico monobloc front brake

calipers. Radially mounted, these

Tokico calipers grip the 5mm

thick, 310mm floating discs,

which when coupled with the

260mm rear disc with single

piston pin-slide caliper creates

efficient stopping power when

you need it most. Mounted to the

DID aluminium spoked wheels are

Bridgestone A41 tyres


The screen of the V-Strom 1050

XT can be quickly adjusted by

hand using a quick release handle

toward the front, lower section of

the screen, with no tools required.

The screen can be adjusted to

one of 11 levels.

The seat of the V-Strom XT

can be adjusted too, allowing

the rider change the seat height

from 850mm to 870mm with ease

while remaining cushioned and

supportive for longer touring

riding, Beneath the seat of the

DL1050 XT lies a 12V DC outlet,

offering power for your hairdryer

if the USB socket is occupied.

The DL1050 XT models feature

a host of additional accessories

as standard. The lower engine

cowling is manufactured from

aluminium with a satin finish,

offering cover and protection

to the lower of the engine when

travelling off road. Furthering the

protection and enhancing the

adventure potential are engine

bars and brush guards, protecting

the engine and the control levers

in the event of dropping the bike.

Beneath the bike, you’ll also find

a robust centre stand as standard,

perfect for maintenance, loading

and parking on uneven surfaces.

Nice touch.

We cannot wait to ride it.

We asked if we could make an

emergency COVID run – but we

were told to bugger off.

Local feature – maybe on the

Suzuki weekend away, hopefully

soon. Go and watch the SUZUKI

SA walkabout of this bike at:







KTM 300 EXC TPI vs

Husqvarna TE 300i

Globally, KTM and Husqvarna have had a great run dominating the enduro scene. This is

apparent by the sea of Austrian machines in each enduro parking lot and pits. Their bikes

are light, advanced and they occupy plenty of podium spots all around the world.

Quite frankly, given their 2019 model success, the R&D departments at both brands could

have sat back and rested upon their laurels. And yet, cheekily, they released completely

revised 2020 models with yet more improvements, gapping their dominant position yet

further and leaving jaws heavily floored. Donovan and Dylan take a look at them both…

Story: Donovan Fourie | Pics: Meghan McCabe

Given that the choice

for many people seems

to be strictly Austrian,

the big question then is

which Austrian? Since

Husqvarna joined the

KTM Group stables, there remains a

stigma that they are the same darn thing

and it doesn’t matter what you choose.

However, I remain dubious about such

presumptions, and this is down to pure

office politics.

While they share a building, there is

a distinct Orange office and a separate

Yellow and Blue one. As is the way

with all offices, especially those with a

passion for their product like motorcycle

producers, there is office rivalry with

each quarter wanting to oust the other.

And so, while given the parameters set by

upper management, each office is going

to be damn sure they outdo the other.

And so, we arrive in the West Rand

with the fruits of both their labours. For

this, we chose the 300 models because

– despite considerable improvements in

weight and usability by their four-strokes,

and a drastic widening of the usable

power of the smaller 250s – the 300s are

still the favourite among endurorers.

In many ways, the accusation of

sameness among the two brands is

justified because each machine is, in fact,

mostly the same. They both use the same

300 single-cylindered, liquid-cooled motor

with an updated fuel injection (TPI)


system, now with ambient air

pressure sensors that tell it

whether the bike is riding on

the beach or at the top of a

mountain. Both frames have

the same adjusted rigidity

for better handling, and

both bikes are lighter, have

with longer seats, narrower

bodywork, new graphics,

stronger improved exhausts

and new settings on their WP

front forks.

Really, under the covers,

both are the same, and yet

the devil is in the detail.

Outwardly, the KTM looks

like the techy new kid, with

sharper, more minimalistic

plastics, a shaped headlight

and an orange and black

graphics kit that makes it look

mean and formidable. The

Husqvarna adopts a more oldschool

appeal, looking almost

retro, with bigger, rounder

plastics, a square headlight

and a colour-scheme that

harks back to this famous

brands roots.

Looking inwards, the two

seem to swap roles with the

KTM keeping its traditional

aluminium sub-frame while

Husqvarna embraces its

carbon unit, saving 250g

of weight. Then there’s the

matter of rear suspension, a

set of components that make

up a meagre percentage of

the intricacies of the overall

motorcycle and yet their

effect can make or break the

entire system.

The first bike with the no-link

PDS rera suspension was the

1997 KTM Jackpiner.


Back in 1996, KTM’s offroad

bikes had linkage

connecting the rear shock

to the swingarm, just like

everyone else’s. Then came

the 1997 Jackpiner. This was

a limited-release bike that

commemorated the 30th

anniversary of the first KTM/

Penton motorcycle sold

in America. It was named

after Penton’s most famous

model, coloured blue and

had John Penton’s signature

on the front fender. There

were only 133 of them sold.

The importance of that bike,

however, extended far beyond

its numbers. It was the first

KTM to use the Progressive

Damping System (PDS) and

had no linkage, only a solid

mount between the swingarm

and the Ohlins shock. Within

the shock there was a needle

that would engage a twinpiston

design, progressively

increasing damping through

the stroke of the shock.

Within a year most

of KTM’s production

motorcycles had PDS, using

a WP shock rather than an

Ohlins. It became a KTM

trademark. Many riders

loved it; some didn’t. Mike

Fisher had some success

in Supercross during the

subsequent years, but for

the most part, KTM became

known as an off-road brand.

Perhaps the most negative

publicity came when

Jeremy McGrath signed

to ride for KTM at the end

of his Supercross career.

He reportedly hated the

mannerisms of the PDS rear

suspension and retired in 2002

after a short time with KTM.

In late 2010 Roger DeCoster

signed to manage KTM’s pro

motocross team. It might or

might not be a coincidence

that the 2011 KTM 450SX-

F had linkage-style rear

suspension. Over the next

few years KTM divided up the

tasks; the motocross models

got linkage while the off-road

bikes—namely the XC-W and

EXC models—stuck with PDS.

While Husqvarna has

adopted the linkage system.

The importance is down

to the progression of the

shock stroke – don’t panic

if you don’t know what

that is, we shall explain:

When the bike is travelling

on relatively flat surfaces,

absorbing little bumps and

ripples, the suspension

needs to be soft, plush and

easily able to jig in small

movements, and so the first

few inches of the stroke has

little damping. However, when

the bike hits a big rock or a

jump, the shock has to start

toughening up, offering more

damping; otherwise, it will

merely bottom out leaving the

rider scarred both physically

and emotionally. This is not

good for business so, as

the shock compresses, the

damping needs to increase.

The two brands approach

this quandary from two

different angles. KTM uses their

Progressive Damping System,

the one they have stuck with

since they were still wearing

shorts, whereby the internal

damping mechanism of the

shock is designed in such a way

that it will increase damping

as the shock compresses.

Husqvarna fitted a linkage

system to their shock that

changes the way it receives the

forces applied to it.

From an engineering

point of view, the differences

are very straight forward.

PDS is very simple and low

maintenance. There are no

pivot or bearings to grease.

Without linkage, a motorcycle

has a little more ground

clearance, which can be

an advantage on logs and

obstacles. A bike with PDS is

also a bit lighter.

The advantage to linkage

is that it can have more of a

rising rate. Back in the early

’80s, several manufacturers

came up with this concept.

Linkage allows a configuration

where less shock-shaft travel

is used in the initial inches of

rear-wheel travel than in the

final inches. Theoretically, this

allows for plush movement

on small bumps with good

bottoming resistance. In

truth, the same thing can be

accomplished with multistage

compression damping.

Fixed shock mounts can also

be situated to provide for a

limited rising rate. Linkage

simply gives a suspension

tuner more tools to work with.

In the motocross world,

the question is moot. KTM no

longer offers PDS on any of its

motocross bikes, and virtually

all other manufacturers use

linkage. In off-road, however,

the debate is alive.

The linkage system.

The PDS system

where the shock

mounts directly

onto the swingarm.


These are two opposing

systems attempting to achieve

the same world-dominating goal,

but which did it best?

To answer this, we let loose

our favourite madman, Dylan


He set forth on both, first

laying the groundwork on his

familiar Dirt Bronco motocross

track before reaching into the

nearby mine dump labyrinth for

more traditional enduro riding.

The 300cc motor on both is, as

we have come to expect – eyeball

popping when the throttle is wide

open, friendly when the throttle is

open only a little and effortlessly

able to switch between the two.

The new TPI better sets up the

fuel mixture for the environment

for better performance at all

throttle levels and an easier time

for the rider.

The front end of the KTM feels

so solid that turning becomes

effortless and it soaks up ripples

and ruts so well that the rider

feels, literally, on cloud nine. The

Husqvarna, on the other hand,

feels a little slower, not quite

giving that feeling of confidence

and comfort of the KTM. This is

a problem, especially for newer

enduro riders hoping to find their

feet without getting them swiped

from beneath them.

However, this is not a newbie

– it’s Dylan Smith, who cut his

teeth in the world of motocross

and thrives in hitting things

high and hard. Here is where the

Husqvarna comes into its own.

Where it falls short on the light

riding, it begs for bigger jumps,

harder rocks and hitting stuff

flat out. It is also 20mm lower

than the KTM, thanks to the new

linkage, bringing the rider closer

to earth – literally – and more in


It can remain stable even when

the suspension is completely

compressed, at a stage where the

KTM doesn’t have quite the same

suspension muscle.

And so, the difference between

these two machines winds down

to the terrain and the style of

rider. With that in mind, it makes

sense that the more aggressive,

serious racer might find happy

grounds on the Husqvarna,

whereas the more subdued, silky

riders will find the grace of the

KTM more endearing.

We could leave it there; but…

In standard trim, the two bikes

show these two preferences,

but both give the rider lengthy

options to change just about

anything on the suspension. More

so, there are so many experts on

dirt suspension running around

these days that there should be

a queue waiting to click your


The base setup might give

you an indication, but not a

conclusion. The proof is in the

pudding, and both bikes in the

right hands with the proper

setup seem to be able to handle

anything. And this has been

proved time and again at endure

events all around the world.

Therefore, your choice of a

motorcycle is more down to your

choice of colour and dealer rather

than the motorcycle itself….

2nd Opinion: We were

sent a second feature on

the same bikes from a

friend in the US.

It makes for a good read.

Thanks to my riding buddies

Dave and Scott who just

bought new bikes I got a

chance to ride a 2020 Husky

TE300i and a 2020 KTM

300XCW back to back and

get a feel for them. These

comments are from a couple

of hours of riding.

I am a 50+ rider that enjoys

riding off road, MX, and lots of

different bikes. I am 6’2” tall and

weigh 88KG’s. I currently own a

2019 TX300 and 2020 FX350.

Compared to my 2019

Husky TX300 (with Keihin

carburetor) these TPI engine

bikes have a softer initial

throttle response which

helps find traction then come

on strong in the mid. The

TPI engine is very smooth

especially at low RPM’s and

can run a gear high lugging

the engine and this helps

control that quick revving feel

of the TPI engine at higher

RPM’s on the trail. These

TPI engines pull so smoothly

from low rpm’s. Power wise

both are fast and feel like they

have the same peak power.

Though not recommended by

the dealer on TPI engines we

found a little quicker throttle

response and more torque

feeling low to mid going 1/2~1

turn out from the factory

setting on the power valve

screw on both bikes.

I preferred both bikes with

the PV turned out a little:

It livened up the low to mid

response and made them

more fun to ride. There is a

quickness to the power once

in the midrange on these TPI

bikes. Both bikes started and

ran cleanly - as expected! The

2-stroke engines with fuel and

oil injection run clean and

never need jetting.

Gas and Go!

From a chassis point

of view there are bigger

differences in feel between

the bikes. The latest XPLOR

suspension settings on

both the 2020 KTM and

2020 Husqvarna work great

off road: Plush, absorbing,

and compliant right off the

showroom floor. Both offer a

little more hold up and control

in the suspension overall in

this 2020 XPLOR setting and

both still use lots of stroke to

absorb the bumps.

Jumping between the bikes

the first thing I noticed is the

KTM feels a little taller while

riding it (mostly in the rear)

compared to the Husky.

The 300 KTM chassis has

a more active feel overall

compared to the linkage

TE300i chassis. I noticed

more chassis pitching as

weight transfers front or

rear during acceleration

and braking on the 300XCW

compared to the TE300i.

We did make a few clicker

changes on the KTM and it

responded well - reducing

some of the chassis

movement. The Husqvarna

is also very plush yet feels

less active and lower overall.

This is also noticeable in the

corners - the TE300i feels a

little more “hunkered down”.

The TE300i comes with

external preload adjusters

on the XPLOR forks but the

300XCW does not. Both bikes

were agile and quick handling

and felt surprisingly planted

and connected to the ground

for 2-strokes.

There is a weight difference

between a 2020 TE (114kg)

and the KTM (110KG) fully

fueled. Not a huge deal either

way but when you’re spending

this much money it’s always

nice to get something that’s a

little bit lighter.

The 300 Katoom had a

slightly lighter steering feel at

the handlebars compared to

the Husky. The last PDS bike I

owned was a 2011 250XC so it

was fun to ride the latest version

of PDS. I like the simplicity and

light weight of PDS.

Other things I noticed:

While sitting on the bikes

and blipping the throttle the

300XCW has a little more

intake noise compared to

the TE300i. The seat on the

KTM feels a little flatter and

is slightly more comfortable

than the seat on the TE300i.

The TE300i comes stock

with a plastic skid plate

(the 300XCW has weld nuts

ready to accept a skid plate).

The Brembo brakes on the

300XCW have a little more

aggressive initial bite feel

compared to the Magura

brakes on the TE300i.

Both bikes are really good.

Plush and compliant woods

focused suspension. Both

have quick handling, agile, and

responsive chassis and offer

the choice of linkage or PDS.


The sag on the Husky TE300i

was set for owner who is same

weight at me. The 300XCW

rear spring has 2 turns out

on spring preload (owner is

about 70Kg’s) so that was

running low with me riding it

but still felt higher in the rear

than the TE300i. The new

chassis is slightly stiffer in

torsion up near the headset

(according to KTM). I think

the lower radiator position

along with thinner and lower

radiator shrouds is easily

noticeable on the new chassis

(these changes were already

on the 300XC in 2019).

For me the PDS is a more

active feeling chassis while the

linkage rides lower in the rear

is generally feels more level

with less movement overall.

The thought of not messing

with jetting, gas and go

simplicity, and crisp clean

running 2-strokes really makes

the new TPI bikes appealing.

Go and ride both – and

make up your mind…




Jago Geerts

Rene Baeten of Herlentals, Belgium won the second-ever Federation

Internationale de Motocyclsime 500cc Motocross World Championship in 1957.

Since then, in 63 years, 48 titles have been claimed by Belgian riders across a

multitude of classes. Based on that alone it could be argued that the nation of 11

million people is one of the greatest in the history of professional motocross.

Editorial: Monster Energy / Eric Johnson / Photography: Monster Energy / Ray Archer


“I rode my bike two

times the week after

Valkenswaard but then

it became worse with

the Covid-19 virus so we

decided with the team

that it was best to stop

riding for a while.”

Imaging the roar from the

paddock and the grandstands

then when 19 year-old Jago

Geerts - from Balen, Belgium - won

the MXGP of Great Britain, at

Matterley Basin – Winchester. A

week later over in sandy Holland,

it was again Geerts racing to the

podium - with third at the MXGP

of The Netherlands. A dream start

to the season. Almost.

Now, like the rest of us, Geerts

is at home, in lockdown, and

wondering what to do with

himself. With a little help from

Jago’s manager Stefan Geukens,

we rang up the 19 year-old Belgian

to see what he has going on.

Jago, how are you and what

are you up to during your

lockdown in Belgium?

Jago: “I’m also pretty bored at

the moment. I can’t do much

physical training because I

have two weeks of rest on my

schedule. We have been working

in the garden of my grandpa for

a couple of days now. Now I can

feel that we have a good life as

professional Motocross riders.

Every day we go out and walk

the dog and most of the days I

am the one cooking the food. As

far as being on the motorcycle, I

rode my bike two times the week

after Valkenswaard but then it

became worse with the Covid-19

virus so we decided with the team

that it was best to stop riding

for a while. I have been doing

some cycling and running to keep

myself busy. I don’t like to stop

completely with training when I

have rest so I keep training a little

bit. It is more about having fun

than really training.”

Have you been close

communication with the

Monster Energy Yamaha

Factory MX 2 team and have

you guys been able to plan

anything at all in advance?

Jago: “Yes, my team is also

following the situation with the

Covid-19 virus closely. So we

already made a plan together for

the next weeks.”

You came out totally swinging

in 2020 winning the season

opening MXGP of Great Britain

at Matterley Basin. You backed

that up with an opening

moto win at the MXGP of The

Netherlands in Holland. You

guys really came in prepared…

Jago: “Yes, I was feeling very good

on the bike at the start of the

season. We made a big step with

the bike during the winter break.

I also made a small step both

physically and riding wise. So the

whole package is better than last

season. Yes, Matterley Basin was

a weird race for everyone, I think.

We had only one practice session

on Saturday because of the bad

weather so it was difficult to

adapt to the track. But I felt good

on Sunday. The first race I didn’t

have the best start but I passed

a lot of riders in the first laps

and after fifteen minutes I was in

second place. The leader crashed

and suddenly I was in the lead

and I won the first moto of the

year. The second heat I got the

holeshot and the second lap I was

battling for the lead and crashed

pretty hard. I rejoined the race

in tenth place I think and came

back to fourth which was enough


for the overall win. I was happy

with a win in the first round, I

didn’t expect that. Valkenswaard

is only thirty minutes from home

so a lot of fans and friends came

to support me . I won the first

heat after a late pass for the lead

with four laps to go. The second

heat my start was very good but

I crashed hard in the second

corner. I restarted in last place

and the leader almost lapped me.

I rode consistent lap times and

felt good on the track. I finished

in seventh place and I was happy

about that because I was so far

behind on the first lap and this

result was enough for my second

podium of the year. The start of

the season was good and I hope

to do the same when the season

restarts again.”

Although you guys only got

two rounds of the World

Championship in, how did you

size up your competition?

Jago: “That’s a difficult question

for me. I just want to focus on

myself. So I don’t look too much

at my competitors. I ride the

best when I focus on myself and I

“Yes, of course. Belgium has had so many

good riders and World Champions in

the past. But at the moment there are

not so many good riders anymore. The

government closed a lot of tracks.”

Geukens is doing a good job with

that. He knows a lot of journalists

and media companies so it is

going in the right direction. It is

important to get Motocross in the

news as much as possible to get it

more popular again.

don’t know how my competitors

deal with that. According to the

updated calendar the season

will start again on seven June in

Russia. Nobody knows how the

situation will evolve with the

Covid-19 virus. So we will need to

wait and see. I hope we can start

again in Russia because otherwise

the season will be so long that

it will be difficult to stay in good

shape the whole time.”

You’re the first Belgian racer to

score a World Championship

win since 2012. A lot of people

love motocross in that nation.

Have you sensed Belgian fans

and media getting behind You?

Jago: “Yes, of course. Belgium

has had so many good riders and

World Champions in the past.

But at the moment there are not

so many good riders anymore.

The government closed a lot of

tracks. We only have around six

tracks in whole Belgium. I hope

that I can achieve good results

the next years so that Motocross

gets more popular again over

here. There are some good talents

coming up the next years. For

example Liam Everts is riding

very good so I hope we can

make Motocross more popular

again. Also, now I start to get

some media attention from the

Belgian media. My manager Stefan

I have you ask you this: Do you

know Stefan Everts? That guy

was a pretty good racer in his

day, eh?

Jago: “Yes, he still is the most

successful Belgian Motocross

rider ever and arguably the best

Motocross rider ever. I don’t know

him really well personally but I

was a fan during his Motocross

career. He had such a nice riding

style and was always so smooth. I

think a lot of riders are jealous of

his style.”



Riding in the footsteps of

Genghis Khan

R i d i n g M o n g o l i a

You might have seen the feature we ran

on the GS Trophy when the event visited

Mongolia. We figured that it was worth

another look. Our international motorcycle

roamer Julian Challis headed for a week of

epic riding in the wide-open spaces under

the massive skies of Mongolia…

We’re stopped at the top of a hill on the outskirts of

Karakorum, the ancient capital of Mongolia. Ahead of us is a

vast valley framed by impossibly large mountains that stretch

into the distance, and from our vantage point we can see

the criss-cross pattern of the trails that will take us into this

achingly beautiful wilderness. For an incredible two hundred

miles we will have the entire landscape to ourselves, free to ride

anywhere we want for hour upon glorious hour without a single

square inch of tarmac anywhere to be seen. If you like off-road

riding, this place is heaven on earth and we were ready to drop

the clutch and get riding.


A trip into the wetlands.

I’d arrived in Mongolia a few

days before, touching down

at Genghis Khan International

Airport in the unnecessarily

vowel-rich city of Ulaanbaatar

in the early morning sunshine.

Having already got my visa,

I breeze through customs with

surprising ease and once my kit

bag rattles off the carousel, I’m

relieved to see a driver waiting

for me, name card in hand.

The city is a strange mix

of faceless Soviet-style shops

and blocks of flats for mile

after mile before we reach the

jarringly modern glass-clad

skyscrapers that surround

the central square in front of

City hall, suitably bedecked

with more heroic statues

of Genghis Khan, the only

Mongolian the rest of the

world has ever heard of! The

hotel is alongside the square

and seeing my tired-looking

face, the receptionist sends

me off for breakfast while she

organises a room.

Hours later I’m refreshed

and rested, and I catch

up with Toby from Ride

Expeditions who’s just arrived

from South Africa via Dubai.

I’m here to join him and

another British rider. Paul,for

a recce trip prior to running

full tours in the country next

year. Ride Expeditions’ video

guy and drone operator Ian

is due to join us too, but as

possibly the unluckiest man

in the universe, the chances

of him arriving on time are

remote. When he eventually

staggers into the hotel looking

like a hobo who’s found some

cameras, he’s ready for dinner,

so we jump in a cab and spend

an hour travelling about a mile

in Ulaanbaatar’s gridlocked

streets to reach a ‘hot bowl’

restaurant. We spend a good

couple of hours cooking

our own soup of delicately

diced vegetables and finely

sliced horse accompanied

by arguably too much of the

predictably named Genghis

Khan Vodka.

The next morning it’s time

to get riding so we take a

frustratingly slow trip out to

the dealership where we’ve

organised to pick up the bikes.

We were originally going to

use Royal Enfield Himalayan’s,

but not being sure we could

rely on the weather or the

trails away from the tarmac,

we went with a safe and

lightweight option in a trio

of Yamaha XT250s with their

torquey but reliable air-cooled

engines. We also meet up with

our guide, the impossibly

smiley Tolga and, as we need

to cart about luggage, camera

equipment, fuel and our

cameraman Ian, our support





UB city scape






truck with its driver Dorje.

His truck is a Russian built

UAZ 452, which looks like a

VW Camper on steroids with

massive ground clearance,

four-wheel drive and

legendary off-road capability.

Sadly, the truck lacks

either power steering or a

synchromesh gearbox and it’s

a wonder that the diminutive

Dorje hasn’t got shoulders like

“The Rock” Dwayne Johnson.

All loaded up, we set

off out of the city, the UAZ

making slightly slower

progress than the XTs as we

weave through the morning

traffic. It’s more organised

and orderly than many places

I’ve driven in Asia, but still

requires a high degree of

concentration to survive

unscathed. As the buildings

begin to thin out, we pass

through what is clearly the

slaughterhouse district of

Ulaanbaatar, with packed

lorries loaded with uncertain

looking livestock waiting

outside menacing looking

warehouses, the air thick

with the coppery tang of

spilled blood.

Riding along the river

Yak ride...

In an instant the buildings

and cars have gone, and we

are into the massive open

plains that form the backdrop

to the pencil straight roads

that slice across the country.

We’ve got a lot of distance

to travel today, so we keep

the 250s pinned to eat up the

miles. As we travel, the wide

green plains are populated by

assorted livestock, from the

solidly built horses favoured

by the Mongol warriors over

millennia to the well-fed cattle

gently mowing the grass as

they roam across the flat

landscape. Occasionally, vast

herds of goats flow across the

road ahead of us in a stream

of black, white and brown,

Tolga revving his bike to make

a path through the sea of

animals, as overhead eagles

swoop away towards the

distant hills.

The road continues west

with the occasional climb

over a ridge breaking up the

long straights, as between us

we take turns to lead. With

no turnings to make there’s

no navigating to be done,

so we can just enjoy the

bright sunshine and perfect

riding conditions, even if the

occasional deep pothole or

oversized roadkill keep us on

our toes. By midday we’ve

travelled some 85 miles, so

it’s time for a stop, and it’s

clear that in such a sparsely

populated land, everyone

else on the road has headed

the same way. The roadside

restaurant is packed and

deservedly so as we are

served an unexpectedly tasty

home-cooked meal chosen

from their extensive menu.

Suitably refreshed we’re

back on the road for another

80-mile schlep to reach our

evening destination. After

about an hour, Toby decides

we need to break away from

the road and ride down to the

river half a mile or so away from

the tarmac. Paul wisely stays

put, but I bravely go along with

the plan and in fairness the

first hundred metres are fun,

but then we enter into a huge

flood plain covered with tufts of

grass surrounded by water. The

Yamahas bounce up and down

and we’re getting progressively

damper and muddier. I stop and a

few minutes later Toby is forced

to concede defeat.

At five o’clock, the profile of

the enormous Elsen Tasarkhai

Sand Dunes appears on the

distance horizon and in such

a green landscape it looks like

it’s been CGI’d into the scenery.

The area is known as the ‘mini

Gobi’ and for good reason, the

mountains of soft sand cutting

across plains like a deep slash.

It’s a popular place to visit,

with tourists catered for by a

community of locals and their

camels and horses that plod

across the dunes. Not keen on

the four-legged options, Toby

disappears into the dunes and

does his best to turn his little XT

into a Dakar winner. After half an

hour or so, both he and the bike

are exhausted, so we press on

alongside the dunes to our first

overnight stop at a yurt camp

The support truck arrivived not

long after with a smiling Dorje

and, more importantly, cool

beers. After bouncing around in

the truck for seven hours, Ian is

smiling less, and his mood isn’t

improved when his vegetarian

option looks suspiciously like our

lamb stew with the meat carefully

removed. But the beers flow and

with the arrival of an unexpected

bottle of Jägermeister, Ian’s spirit

lifts and the night slips away

under the star-filled sky.

After a chilly night, we’re up

and loaded by half eight, excited

by knowing that we reach the

start of the off-road riding today.

The morning passes quickly,

our progress only paused by

a decision to do a bit of camel

herding when we spot a small

group of them to the right of the

road. As the three bikes head

towards them the camels trot

off, their twin humps flopping

from side to side and they move

together away from the bikes. It’s

a wonderful sight and Ian has sent

the drone up to record the action,

a film that would have been so

much better if he’d pressed the

record button!

You had one job mate …

After the camels, we head

down to a rare border post,

although what quite they are

checking for is uncertain. It’s

handy we’ve stopped as Paul

has picked up a rear puncture,

so,we wait while Tolga and Dorje

whip out the tyre and replace

the tube in double quick time.

Fifteen minutes later we head into

Karakorum, the former capital

city of Mongolia. We visit the

museum, although faced with

cases of ancient artefacts, we

default to schoolboy mode and

bugger about, get told off for

taking photos and trying on the

silly hats in the gift shop.

The temples in the remains of

the walled city are slightly more

captivating, as is the huge golden

Riding round the crater

Julian by the gorge


By the lake

eagle that Toby pays to be

perched on his arm, its young

minder encouraging Toby to

wave his arm about frantically

to get the massive bird to flap

its wings.

We grab a leisurely lunch

at a very luxurious western

hotel with super-fast internet,

and knowing it may be our

last chance for days, send off

a flurry of essential emails and

social media gloating. With

the world now aware of our

location and liberally supplied

with fresh images we’re back

on the Yams, riding between

the loose grid of wooden

houses and up behind the

town. And then it’s there – a

massively wide valley with a

web of sinuous trails wending

their way down the side to the

valley floor and disappearing

into the distance.

It’s picture book beautiful

and waiting to be ridden.

The afternoon passes

in a blur of great trails and

wonderful riding. We swoop

along the trails drifting the

back ends into corners and

popping wheelies like we’re

ten and on our BMX bikes.

With nothing to stop us riding

anywhere we want we’re

constantly criss-crossing over

the main trail, one-minute

heading high up to the side of

the hill, the next going all the

way to the side of the river

where wild horses are cooling

off in the afternoon sun. The

freedom is intoxicating.

As we climb onto a small

plateau, there’s a small group

of yurts and when Tolga stops

to chat to the people it turns

out that we’ve arrived during

wedding celebrations. As we

are apparently considered

good luck to have, we’re

invited in to sit with the family

for some of the feast. It might

be a great honour, but I can

categorically tell you that

horse cheese isn’t great but

it’s vastly better than the

bowls of fermented horse milk

we’re then offered. To recreate

the effect, mix gone-off milk

with vinegar and a dash of

battery acid …

The vodka and snuff that

finish the festivities are more

welcome than I could have

ever imagined.

With wedding photos taken

of the happy couple in their

matching trilby hats, we head

off again, climbing away from

the valley floor and into a

huge boulder field overlooking

the valley.

As the truck catches up

with us, we weave between

the monolithic rocks and

pretend we’re Tony Bou. As

we continue along the high

ground, we pass a polo camp,

the yurts clustered together

on the side of the pitch, before

the trail begins to drop down

again to the banks of the river

and leads us eventually to

our second overnight stop

at the Talibun Orkhon River

resort. The yurts are cosy, the

showers hot and the spaghetti

Bolognese is delicious.

When Toby whips out a

bottle of Johnny Walker Red it’s

hard to imagine a better way to

finish such a fantastic day.

After breakfast we’re out

to the bikes again and keen to

see if we can ride on the other

side of the deep river gorge

that borders the camp as the

drone shots will be epic. The

plan hits the skids soon after

we watch some horses cross

the river, the water reaching

to the tops of their legs.

Sending the drone to capture

the scenery, it’s on westward

along the valley where we

meet a cheery if slightly manic

French rider and his longsuffering

pillion on a Chinese

bike. He’s carrying around

thirty kilos of ancient cameras

and accessories, while his

wife appears to have been

Julian and abandoned buildings

allocated about a sandwichbox

full of luggage space.

After around twenty-five

miles, we stop to visit an

incredibly beautiful waterfall

that drops down into the

rocks below. It’s a popular

tourist spot, so in Mongolian

terms that means there are

about seven people there.

The trusty UAZ has caught

up with us and Dorje and

Ian have bought a selection

of odd biscuits and snacks

for an early lunch but after

bouncing round in the truck

as it speeds through the trails

to reach us, Ian is looking

decidedly green, so, goes for

a lie down in the shade.

Camp at lake last day

Back on the bikes and

we retrace our steps for our

about twenty miles to pick

up a trail that follows a wide

lazy river along the valley

floor. Toby finds what looks

like a suitable river crossing

and decides that we should

all cross over with the truck

following as it will make a

cracking drone shot. I’m

unconvinced and suggest he

tries on his own rather than

risking drowning three bikes

and more importantly getting

my feet wet for the entire day.

When he plunges into

the water and it comes up

to just below the tank as

he bravely powers the little

motor through the torrent,

I’m pretty sure I made the

right call. The truck follows

through successfully although

the depth of the water means

that Ian has to jump up onto

the seat to keep his feet as dry

as mine.

A few miles later we cross

a much more sensible bridge

and start a long climb from

the valley floor that will

take us towards a distant

ridge. The trails are simply

wonderful, and we swoop

right and left either side of

the main track as we head

higher and higher. When we

eventually arrive at the top of

the ridge the view is beyond

incredible, with mile after mile

of massive hills and valleys in

every direction, dotted with

the occasional larch forest.

This place is just beautiful

We slowly drop down from

the ridge, carving through

the landscape, one moment

ripping along wide trails, the

next cutting through cool

forests over root strewn

tracks. Dropping out of a tree,

a large insect finds its way

into Pauls helmet and stings

him on the neck. He manages

to shrug this off, but when

the beast then tries to crawl

across his face behind his

visor, he loses the plot and the

front wheel simultaneously,

ditching the bike and rolling of

into the long grass beside the

trail. With the antihistamine

tablets and cream quickly

administered, order is

restored, and the afternoon

delivers hour after hour of

stunning trails in truly vast

landscapes. Even when Paul’s

exhaust can falls off, probably

loosened in the fall, it doesn’t

spoil the day one jot. If you

can’t enjoy trails like this then

you have no business on a


At just after six we arrive

at the Duut Hot Springs and

Hot Spa resort at Tsenkher.

The woman who checks

us in and escorts us to our

yurt, bears an uncanny

resemblance to Roy Orbison,

but I’m not convinced she’ll

appreciate me pointing it out.










Tel: 011 823 5830/1

Address: Unit 14 The Terminal

Cnr Dr Vosloo and Trichardt Roads, Dr

Vosloo Rd, Boksburg

Email: sales@holeshotmotorcycles.co.za



TEL: 011 362 2182

Unit 9 The Terminal Centre, c/o Trichardts & Dr

Vosloo Street, Bartlett, Boksburg







087 808 3650 / 087 808 3649

Email: info@offroadcycles.co.za / Website: www.offroadcycles.co.za

Not wanting to miss out on

the opportunity, it’s off with

the riding kit, on with the

board shorts and straight into

the deliciously hot bubbling

spring water armed with a big

glass of Mongolian beer. What

a way to end a day!

We’re up again bright and

early and after a breakfast

of pancakes and coffee it’s

back onto our trusty XTs

and off out of the village. For

such a modest little bike,

the Yamahas have been

wonderfully fun to ride, their

compact dimensions but

punchy little motor taking on

the vast landscapes without

complaint and best of all for

adventure travel, the seat is

comfortable all day long –

maybe I’ll send one to KTM to

them show how it’s done!

The trail climbs swiftly for

a mile or so, and then we’re

up on the high plains again

with nothing but wide-open

space in every direction. Our

guide Tolga leads us for mile

after mile across wide valleys,

up sweeping hill trails and

through forests with nothing

more than an incredible

knowledge of his country –

there’s not a Sat nav or a map

to be seen.

After thirty miles we

drop down from the high

country and head to the

first town we’ve seen in two


hundred miles to refuel and

get supplies. Leaving the

town, we have a mile or so

of tarmac before we hit a

long climb that is reverts to

rutted and uneven gravel and

is thoroughly unpleasant to

ride. Apparently, they don’t

surface the hills because

once the winter comes and

the roads get covered in ice

and snow, the vehicles stand

more chance of getting up if

it’s rough underneath rather

than smooth tar. Once down

the other side, we regain the

tarmac and ride for about

a couple of hours of long

straight roads. We’re heading

to Ih-Tamir for lunch, and

as we drop a winding hill

it’s clear why. In the middle

of a large field there’s an

enormous monolithic rock

called Taihar Chulluu, without

a single other rock for miles

in any direction. No one is

quite sure how it got here,

but local legend implicates a

benevolent giant who placed

it there to trap a vast serpent

beneath the ground. It’s a bit

of a tourist destination so we

grab a quick lunch of fresh

meat pasties and I even get

to ride a highly decorated, if

slightly bad-tempered Yak.

The afternoon brings

more road work to take us up

towards Terkhilin Tsagaan

Lake. After a small village,



031 035 0090

21 Park Boulevard Centre,

11 Brownsdrift Road, Durban




033 264 3240

316 BOOM STREET, 3201,


our route leaves the road and

turns into a rock trail leading

west towards our overnight

destination. Before we reach

there, we stop off to climb

up the crater of the extinct

Khorgo volcano, and the view

from the top is jaw dropping,

allowing us to see hundreds

of miles in every direction and

of course down into the vast

crater below.

Back on the bikes we

continue on the trail, which

according to the signs is

frequented by wild bears so

we up the pace a bit and in

an hour, we finally reach the

enormous lake, the perfectly

still surface mirroring the

azure skies above.

Our camp is a little further

up the lake, and as we follow

the shore, we pass a flock of

jet-black cormorants diving

for fish and then a small

herd of Yak standing in the

shallows cooling off from the

late afternoon sun. When we

reach camp, our yurt is right

on the shores of the lake and

there’s a cold beer waiting. It

doesn’t get better than this.

The following day we have

to retrace our steps back

to the town and on the trail

leading past the volcano we

catch up with a pair of bikers

on a heavily loaded Suzuki

DR650 and a BMW 1200 GS

Adventure. In terrain like

this we’re happy to be on the

lightweight Yamahas, but then

again, we’ve got a support

truck following us, Ewan and

Charley style!

The day passes quickly on

the roads, interrupted briefly

by lunch in a strangely Russian

looking hotel in the town

where the menu is vast, but

the service lamentably slow.

30 miles later we leave the

tarmac to catch a 60-mile long

sandy trail that will lead to our

last overnight stop of the trip.

A huge storm is brewing to

our left and for two hours we

are chased by massive black

clouds, blasting as fast as we

can to avoid getting drenched.

Briefly safe from the rain, we

break off for a few minutes to

do a bit more camel herding

and thankfully, Ian manages

to hit the record button as we

circumnavigate the herd.

As the sun sets, we reach

the camp at Ugii Lake just

as the storm catches up,

and we dive into the central

restaurant building as the

heavens open. After the

deluge abates, we ditch our

riding kit and return for

dinner, joined by a party of

Italians who are touring the

country in 4 x 4s. The evening

takes a bizarre turn when two

of the Italian men disappear

and return dressed as a

traditional Mongolian couple.

When the women break

out the samba music and

we discover Tolga is also a

dance teacher, the evening

is so far into the twilight

zone I begin to wonder if I’m

still hallucinating from the

fermented horse milk!

Our final day beckons and

while the full Mongolian tour

won’t return this way, we head

back to Ulaanbaatar on the

highway, a long if enjoyable

blast east flanked by the

vast open plains either side

of the road. There are more

flocks of goats, more eagles,

more horses and more sights

than we can ever hope to

see in one trip - we don’t say

anything to each other, but

you can see that we’ve all

been overwhelmed by the


This will be our final day

on the bikes, and although

are due to visit the enormous

Genghis Khan statue in the

morning, even a 60m high

metal sculpture can’t compete

with the beauty and scale of

this incredible country. It’s

been a fantastic trip and if you

ever have the chance to visit

this vast and friendly place,

seize it with both hands.

Mongolia is epic.

Want to ride this?

So if you fancy a slice of

Mongolian trail riding heaven,

Ride Expeditions will be

running full tours from 2020.

Pretty much everything

except flights is included,

from bike hire and airport

transfers to a great range

of accommodation that will

include everything from cosy

yurts to top notch hotels. In

terms of riding you need to

be a reasonably confident

trail rider as there will be

long days in the saddle and

some testing terrain, but don’t

worry it’s not the Dakar! Go

on your own and make friends

for life or get a group of mates

together and you’ve got one

hell of an adventure. Go to

www.rideexpeditions.com for

more details…



M O T O G U Z Z I V 8 5 T T

Something quite


The V85 TT entices a load of perplexity-induced

questions, especially from our ardent GS/Orange/rallykeen/conquer

the world South African adventure diehards,

who have never seen such a strange thing in their

lives. It invokes a vivid image of these people circling it

inquisitively, like Vikings discovering French cuisine for

the first time after weeks of meat gobbling.

Why does it look like that? Why isn’t it

faster? Where’s the off-road?

The question of looks extends beyond the

realm of pure aesthetics. This is an all-Italian

motorcycle, and yet you would be forgiven

for mistaking it for not being thusly. Italians

traditionally approach everything with

oodles of poise, grace and uncompromising

sexuality, whereas this looks about sexual

as a pair of Crocs. And yet, there is a real

functional, nostalgic charm to it.

For some, it is love at first sight. For

others, it begins to grow on you the more

time you spend with it, and as its unwavering

charm begins to seep through the cracks.

Some tech stuff:

The motor, turned 90º in traditional Moto

Guzzi fashion, is 853cc of V-twin bliss. It’s

also air-cooled and chugs out 90hp and

90Nm of torque.

Words: Donovan Fourie / Photography: Meghan McCabe


The TFT dash on the V85 looks

like something out of a 90s sci-fi

movie, yet without the complexity

that requires a technician to run it.

The seating is beautifully neutral

and the seat itself, in opposition

to its contemporaries on other

makes that seem to covet design

over comfort, is something you

wouldn’t mind sitting on the whole

day – a novel change.

The motor idles with

archetypical Guzzi finesse,

balancing delicately on that fine

line between character and teeth

chattering. Blasting down the

road results in, well, not that

much blasting, but more of a

sort of relentless series of surges

forward. That is the nature of a

V-twin, the character of a longstroke

air-cooled-motors and part

of the charm of a Guzzi.

It is just so cool - and relaxed to


The top speed we saw on a

steep downhill was 186km/h. This

is a geological speed in a world

of 160hp adventure titans, but

the journey to 186 on the Guzzi

is more rewarding than maxing

300 on most superbikes. Where

many people misunderstand

motorcycling is that getting to

places quickly runs a distant

second to how a motorcycle

makes you feel.

What the V85 does is make you

feel like a trooper from the 1960s.

A hardcore adventure rider living

off your wits and boldly exploring

the unknown. A galloping cowboy

in a mechanical era.

The issue here is that this is

all quite make-believe because,

technically, it’s an era that never

existed. Adventure motorcycling

only really began in 1980 when

the first BMW GS, aimed at both

touring and off-roading, was

released. Still, this is Moto Guzzi,

a company that has never let

trivial matters such as reality

stand in their way.

The fact that ‘60s adventure

biking didn’t exist is no reason to

not hark back to it.

We spent most of the day

cruising the meandering tar

ribbons of the Cradle. The twin

rear shocks made light work of

the road’s little ripples, and the

notorious speed bumps are a

doddle. The handling isn’t light

but extremely solid, and that

motor is happiest at low revs

chugging out happy torque.

The V85 is graced with every

bit of electrickery available,

except a quick shifter, however,

the gear shifts work happily

without it. These electronics

are inherited from Guzzi’s sister

company, Aprilia, who are famous

for their digital mastery.

The wet weight is 229kg which isn’t bad, the

wheels are spoked but they have not fitted a 21-inch

front option and the suspension travel is 170mm.

Where we went:

We headed into the realm of comprehensive

motorcycle Investigation with a ride through the

Cradle area, a trip that ended with some unexpected

exploration and discovery.

Bidon Bistro is the usual meeting point, both

for the TV film crew and our intrepid camera lady,

Meghan McCabe. We meet there because it is in

the heart of some of the grandest scenery and

roads that Jo’Burg has to offer (Cape Town people,

don’t laugh). Also, the site itself has some unique

photographic opportunities, it is a brilliant location

to work out our strategy and, above all, the coffee is


Turn right out of their driveway, and you are

ensconced in riding country – towering peaks, green

meadows, babbling brooks, nearly no traffic and

roads shaped like an unraveled string.

“What the V85

does is make you

feel like a trooper

from the 1960s.

A hardcore


rider living off

your wits and

boldly exploring

the unknown.

A galloping

cowboy in a

mechanical era.”


With our tar photographic

obligations met, we set forth to

find some dirt, a trivial task on the

surface because dirt roads dart

off in every direction out here.

Sadly, most of them soon ended

in a gate, some guarded by big,

mean-looking men with guns.

Eventually, we made our way

back towards Bidon, thinking

we would have to make the

journey towards Magaliesberg

and hope we didn’t run out of

daylight. However, before the

bistro, there was one more

quite interesting looking road,

surfaced with martian-red sand

and not showing any promise of

adventure glory.

The first kilometre or two

didn’t help as it seemed to drop

into a farmyard, and would

undoubtedly conclude in a gate

and probably a shotgun.

Yet it didn’t. The road made

a sharp right and descended

into a Tolkien Shire of rolling

greens, a willow-lined river and

the looming peaks of the Cradle

Moon Reserve. As it progresses,

it narrowed, got rougher and got

windier. We are not suggesting

that the V85 is a prime candidate

for an MXGP title, but it handled it

all really well.

The progressive damping on the

suspension is obviously dialled in

extremely well because even with

only 170mm of travel there was

very little clunking and juddering.

The stable tar handling translated

to a confident off-road ride as the

road made its way further into the

valley, ending at the river next to

Bergsig Trout Farm.

Truthfully, the road was over in

a few kilometres, and this is not

a day trip for adventure riders.

Still, we had been exploring

trails in search of photographic

opportunities and reached a

series of disappointments. After

that, to find a gem like this is an

adventure success. Seeing new

places, experiencing new things

and discovering new routes is the

epicentre of the adventure ethos,

even if they are not that far away.

The V85 isn’t terribly quick

nor overly kitted for hardcore

“We are not suggesting that the V85

is a prime candidate for an MXGP title,

but it handled it all really well.”


off-road; however, it really offers a unique

sense of character and theatre that

transcends mere speed and power. More

so, and bear with us here, it might even be

the responsible choice.

Simplicity of design:

This Guzzi is the only middleweight

adventure machine to be equipped with

a shaft drive. Many may lament such a

thing and dismiss its power-sapping,

handling-stunting ways, but there is a

far greater chance of a chain ruining

your trip than a shaft. The

motor is air-cooled, a feature

that immediately portrays

an image of reduced

performance and dinosaur

technology, however, low-stress

air-cooled machines have a

tendency to keep steaming

forward when the radiator kids

have since had heart failure.

The frame – in Pennywise colouring

– is steel tubing and, in the unlikely

event that it might be necessary, can

be bent straight using a brick.

With this simplicity, is the very

unique V85 hardier machine than its

peers? Guzzi seems to think so.

Our experience – a bike to be used

every day.

Very nostalgic and unique. Fun

to ride with excellent handling and


And she handled the gravel bits that

we rode just beautifully.

I’m pretty sure that this bike will

soon be included in a mid-range

adventure comparative ride in this here

magazine as soon as lockdown ends…


Ladies and gentlemen, I can’t believe

I’m saying this, do the responsible

thing – go and check out this Guzzi.

The price for all this, with some

extras, is R225,700.

Included in that price is a threeyear/60,000km

maintenance plan

covering everything except tyres.

Think carefully about that – most

people buying this class of motorcycle

generally replace them within two to

three years. That means that during

the ownership of this motorcycle,

you will spend nothing on mechanical

maintenance – apart from tyres.

Pop down to IMI in Bryanston and

take it for a ride. You’ll see exactly what

we mean. www.italianmi.co.za



the CDBA

Andrew Katay calls.

C’mon G! it’s time you come

and do one of Rika’s events.

Mumble mumble ya… but

it’s busy and kids and dogs

and… No bud! You said

ride more – stress less.

And now?

Ya but, SWAMBO (She

Who Always Must Be

Obeyed) and – errrmmm…

ah what the heck let’s go!

Man was I glad that I went along. What

is actually better than a bunch of mates on

cool bikes in the fairest Cape? Fairest? No

doubt. We’ve said it before and we’ll say it

again – the guys and girls down there are

so lucky to have the terrain that they do –

and for this one, we were treated to some

new spots that are generally restricted to

the general riding public. AND we visited

a couple of very cool spots on the garden

route. More on those elsewhere in this

here fine magazine.

60 odd enthusiasts were hosted at the

beautiful Louvain Guest farm just up the

road from George. We have been there


before – years ago for some bike thing or

another, so it was cool to see how much

the property has been developed since

then. It’s an amazing place – self catering

cottages right up in the mountains,

literally in the middle of nowhere. With

a bit of luck, it will be one of our holiday

stops over the December break – but it is

such a cool venue for adventurers. Just

four hours odd from CT, down the road

from Knysna and all the mountain passes

in between.



Rather than dragging a bike

down, we rented a fantastic

XR650R from Nico Besters

Ride Out Africa Crew. They are

based near George and you

can book them to take you

for a ride. They started years

ago, and then popped the

business on the back burner.

They have started again and

they have a whole bunch of

well-maintained bikes for you

to rent. They have XR650’s

and a few Africa Twins… so

it’s your call.


About the event:

Rika started the famous Dual

Bike Adventure series, LDBA

and NDBA 14 events ago with

her partner in crime Mark

Taylor. Dual Bike Adventures.

Rika recently moved to Walvis

bay… so it was natural that a

CDBA would follow and this

was the first one in this area.

They worked out 3 different

levels of routes and being

the tuff oakes that we are,

we decided to opt for the

“Black” or manne route. It

was spectacular. Day 1 was

the more technical of the two

days with a loop on the farm

to start off with. The route is

all GPS’ed, so that took some

getting used to and there were

a few times in the tighter stuff

around Louvain where the

guys went pear shaped. But

man was it fun. After that,

it was up and off into the

surrounding mountains. There

were quite a few occasions

that I laughed in my helmet at

the guys huffing and puffing

on their big cc adventures as I

trundled past on the little 650.

Man I think it’s time to get one

into the garage!

Our partner in crime,

Veron who was on his 500

KTM ADV was putting on a

good show for the crowd on

his back wheel – when things

went a bit pear shaped and he

literally saw his ass. The bike

was not really suitable for any

form of straight riding after

that, so he skulked back to

camp. He then rented a bike

from RideOut and took off

for the day exploring all the

nearby mountain passes. The

more genteel (read civilized)

riders were treated to some

incredible terrain and riding…

if you don’t ride a bike, you’ll

never know.

DeRustica Estates, Lidikwe

Game Farm, Ou Wapad,

Voortrekker pass / Bergplaas

and numerous private farm

lands. We saw massive red

kloofs where CJ Langenhoven

was inspired to write “Die

Stem” and so many cool


Lunch was in the middle

of the Klein Karoo at the

Doornkraal Padstaal where

the tall tales and bench racing

got larger and larger… and

then we did it all over again –

across the tops of mountains

all the way back to Louvain

for some R&R and more

mandatory bench racing.

Bikes, Friends under starry

skies… what is actually better

than this?

Day 2 was more of the


After an early morning

microlight flip over the farm –

just to wake up properly – we

were back on the bike and

way up into the clouds. It is

difficult to describe just how

beautiful the routes from the

farm were – amazing vista’s,

some tricky terrain and big

smiles all round. Then we

were into familiar terrain on

all the back passes down to

Sedgefield, the 7 passes road,

Phantom pass, all stuff we’ve

ridden before, with a few

unknown extras and one of

the big reasons to live in this

part of the world. We were

reminded about caution when

we came around a corner and

found that Charles Vining had

overestimated the handling

skills of his sidecar and ended

up plunging over the side of

one of the roads. Amazingly,

the rig was held up by some

skinny trees and vines – and

the rider was completely

unscathed. Even more

amazing was the fact that the

bike was absolutely unscathed

when we managed to drag it

back up onto the road. So full

marks for entertainment!

Lunch was at the famous

Angies “G” Spot. They need

every adventure riders

support when you are in

the area… angiesgspot@



Excerpt from the George Herald:

Harold and Angie Beaumont who ran Angie’s G

Spot in De Vlugt, are in the process of rebuilding

their disrupted lives. The couple lost a court battle

against the George Municipality last year when the

court ruled that structures on the property were

illegal and that they were not allowed to run Angie’s

G Spot as a business anymore.

In May this year the sheriff personally carried

out a demolition order and all structures except

the Beaumonts’ house and an ablution facility

were torn down. The house was also on the list

of buildings to be demolished, but the George

Municipality agreed to let it remain until such time

as plans for a new dwelling were submitted and


At the time that the structures on the property

were being removed, the Beaumonts were also

involved in a different court case involving a

neighbour. They approached the court last year

to file a case of victimisation and harassment

against the neighbour, who they maintain has been

harassing them for years. They also maintain that

the neighbour is the main cause of the action taken

against them by George Municipality…

Anyway. It’s a cool stop, go and buy a burger say

hello to the sheep and tell them we sent you! Rika

chose this as our 2nd lunch stop.

From there it was up into the mountains, via

the old wagon road on a private farm with bokkies

and buffalo looking on in amusement. Guys, it was

amazing! Back to Uniondale where a couple of us

took the unscheduled hard road up to the old boer

fort on top of the mountain. Well worth the effort!

It was getting late so two options – one was to

hit the tar back to Louvain, the other was to take

the mountain road on the Kamanassie pass. Man.

If you’ve ridden that you’ll know what we mean.

What a cool way to end the ride. And the riders

blessed the farm with rain – as we arrived home,

the heavens opened…

Cool ride, cool event with lots of support from

sponsors like the guys from Mitsubishi and some of

the local dealers like KTM Cape Town.

Informative too, CDBA gave local businesses

the opportunity to chat about the area with talks

by Morne Jonker about the area and history of

Louvain, Andre Britz about the amazing Spekboom

and Van Wyksdorp community projects and then

Dean came aslong and chatted about the 10 Oxes

Gin distillery. Thanks to the drought, they needed

to diversify and it is a great success.

Mitsubishi George and KTM Capetown were at

the event in force, the car guys with some really

lekker Mitsubishi vehicles on display and KTM

Cape Town with a horde of KTM mounted riders.

At the auction held for one of the kids charities, we

did notice that KTM Cape Town was one of only

two bidders for the Leatt Neck Brace that was up

for grabs. It’s great to see dealers giving back.

Chaps and chops – this side of The Cape is truly

amazing, if you own an adventure bike, make sure

you get down there – there is just so much to see

and explore. And an event like this is a perfect

staging point. Two more events are planned for this

year – the LDBA and the NDBA. If you are keen, visit

their website: www.dualbikeadventures.co.za

Great organization and backup – and the beauty

of a ride like this is that you get to meet like-minded

friends and ride routes that nobody else does.

The elephant calling trumpets

somewhere in the Knysna forests

One of the sidecars overestimated a

corner and took a tumble. Rider and

bike were recovered unscathed.



Your guides are Gary

Hodgkinson and

Norman Tinkler...


The Motorcycle Room. Thesen Island. Knysna.

There are road and dirtbikes from

the 1950s all the way to more modern

offerings. Almost every brand is

represented, some well-known and

others that are a bit more rare.

The Motorcycle Room has its own onsite

workshop, and this is where bikes

are stripped down and restored, or

simply cleaned up and maintained after

a ride. And that’s another thing that

makes this collection so cool; it’s a

living museum where most of the bikes

do get ridden from time to time.

Dirtbikes and streetbikes are equally

represented, but it seems that Colin has

lots of love for the orange brand - there

is a great selection on the museum floor.

Included is the bike that won the Roof of

Africa in 2014.

Odd stuff is always cool, and they

have a ’90s NHRA Pro Stock drag racer,

some weird three-wheelers, and even a

1978 Suzuki Wetbike.

Go and look at the detail that went

into building the café racers with brass

and leather finishes. Really, really cool

and well worth a visit.

@themotorcycleroom info@


Wade Youngs

Roof bike 2014

Cool custom CR250

The R1150 GS

If you happen to visit the Knysna area,

please do make sure that you go and visit

the Motorcycle Room on Thesen Island.

This is just a small selection of the more

dirt oriented bikes on display – in RideFast

Magazine you can check out some of the

road collection.

Guys – even if you are not even remotely interested in

classic motorcycles, this place is worth every second. For

a Paltry R50.00 you can easily spend an hour or 3 perusing

this collection of motorcycles, each of which are lovingly

looked after. Some are original, some are restored, most of

them start and run.

If you are looking at rarities that are worth zillions –

then this is the wrong place. This is a collection of real

world bikes, bikes that we all kind of grew up with – and

wish that we’d never sold – or modified – or worse…

The museum is the pride and joy of Colin Stunden, a

lover of all things two-wheeled. Over the years he’s owned

some pretty special bikes and some equally average ones.

For him, it’s always been more about the passion, and it’s

this passion that created this very cool facility.

The Suzuki

dirtbike corner

Lots of Orange


The Honda

dirtbike corner



In 2017 an amazing opportunity

presented itself in the form

of the Honda Quest and I was

lucky enough to be picked

as a contestant. It was an

incredible experience and a

privilege to visit this magical

place; it was better than I

could have ever imagined! Surely this was

a dream come true? Yet, something was

missing... I needed to show this amazing

part of the world to my other half.

I stayed up at night studying maps,

putting together GPS routes, saving critical

numbers on the satellite phone, which was

our only lifeline. Meticulous planning is

essential when traveling to such a remote

area. The option of going with a tour

came to mind due to safety and logistical

reasons, but we decided to rather go

by ourselves, unsupported. What can

possibly be more romantic than traversing

the vast wilderness of the Damara- and

Kaokoland with your partner?

As this challenging trip would entail

nearly 2000km of sand, riverbeds,

treacherous passes and even dunes, it

was decided to travel as light as possible,

our bikes of choice being 2x KTM 500s,

with only the utmost essential clothing,

food, camping equipment and additional

fuel. The day we finally loaded our bikes

onto the trailer and left for Namibia it felt

almost surreal. This is going to be the

adventure of a life time.

Northern Namibia and especially the Kaokoland has always intrigued me.

I’ve sat up reading numerous ride reports about the brave riders who have

ventured there. Is it the last frontier or the pinnacle of adventure riding? I

honestly didn’t see myself going to this part of the world any time soon as it all

seemed too remote, too dangerous and too difficult to access, but then......

Words: Barbara Muszynski | Pics: Barbara Muszynski


A rare, precious and privileged sighting of the

Desert Elephants in the Twyfelfontein Conservancy

KTM 500’s

Johan on the Twyfelfontein

Conservancy sandy roads

Barbara riding through

Khowarib Schlucht

We spent our first night in

Windhoek and left early for

a small town called Uis the

following day. This is where

we would leave the comfort

and safety of our bakkie and

trailer behind.

Day 1 – Brandberg

Rest camp (Uis) to

Khowarib Campsite

The full moon rises over the

Brandberg as we departed

in the dark. As it was winter

the sun only came up late.

We got off the beaten track

within several kilometres of

our departure and traversed

the sandy tracks skirting

this majestic red mountain

towards the Ugab River. This

would be the first of many

riverbeds we traversed and

we followed it deep into the

heart of the Damaraland.

The sand and dunes turned

to jagged rocks as we rode

through Twyfelfontein

Conservancy, a formidable

landscape. It had been a long

day and as we neared the

main road to Palmwag a herd

of desert elephants appeared

almost like a mirage near an

oasis. We were in awe of all

the special things we have

seen and it was only our first

day. We had a late lunch at

Palmwag and head for the

Khowarib Campsite, where

we spent the first night in our

little tent.

Day 2 – Khowarib

Campsite to Opuwo

This was the only day we’d be

riding all day on a “normal”

dirt road, making our way up

the C43 past fields of baobab

trees to Opuwo, the last

bastion of civilization and

place to get supplies before

entering the Kaokoland. While

here we admired the diverse

and different cultures. There

are the Himba, a nomadic

people, bare chested and

dressed in animal skins, then

there are the Herero, more

modern, the women wearing

colourful traditional gowns.

Day 3 – Opuwo to

Marble Camp, via Van

Zyls Pass

Again we left at the break

of dawn, stopping only to

refuel from containers in

the village of Okangwati.

From there on we rode the

notorious D3703, now this is

no “normal” dirt road with

names like Heartbreak Hill

Barbara at Twyfelfontein


given to obstacles found

along its path. We finally

reached the treacherous

Van Zyls Pass, a bucket

list item for many a

seasoned adventure rider.

We traversed the pass

with caution, reaching the

top early that afternoon

where we gazed over the

Marienfluss. During the

Honda Quest, I decided

to walk my bike down the

most difficult part, The

Step. I knew this time I

would conquer it. We both

successfully rode down

the last stretch of the pass,

which met with cheers

from local Himba, who

were curiously watching

us. There was no time to

celebrate though, as from

here on we rode the red

sands of the Marienfluss

to Rooidrom, a famous

landmark in the area.

Our last challenge for the

day was Joubert’s Pass

with a steep rocky ascent

before we reached Marble

Community Camp where

we spent the night.

Pictured above:

Top left: Baobab Trees on the road to

Opuwo, gives you an idea of the size of

these giants of the desert.

Top right: The sand dunes are

mysteriuosly beautiful and seem to go on


Middle right: Barbara with some of the

friendly Himba people.

Bottom: Klein Serengeti


Day 4 – Marble Camp to Puros

We didn’t rush this morning, taking time

to enjoy the beauty of the area as this

day would be a fairly short day, with only

about 112km to ride for the day. The catch

is that most of it was in the sands of the


Shortly after leaving Marble Camp,

we rode through the vast Otjiha Plains, a

highlight of the day was also seeing one

of the Stone Men of the Kaokoland, placed

in the middle of nowhere by a mysterious

artist. In the Khumib River we were met

with an abundance of wildlife and giraffe

galloping across the banks of the riverbed

when hearing us approach. We also

stopped on the top of a hill, with the most

spectacular views of the Hoarusib River

which meets with the sandy plains and the

dunes surrounding Puros, a small village

in an exotic desert oasis of palm trees.

Here we refuelled again from a container

provided by the local people and retired

for the night after watching the sun set

behind the dunes.

Barbara at D3703

to Van Zyls Pass

Barbara at The

Step, Van Zyls Pass

Marble Mine

Day 5 – Puros via the Canyon

and Hoanib River back to

Khowarib Lodge.

Old cars in the


We rode further down the Hoarusib River

through the Puros Canyon, a lush green

paradise, a veritable Garden of Eden in

the middle of the desert. We crossed the

river numerous times, taking care not to

drown our bikes. Just a few days ago even

seeing water was unthinkable, but this

day we crossed it numerous times. What a

place of amazing contrasts this is. Further

south we were met by the cold Atlantic

winds coming from the Skeleton Coast as

we embraced the solitude of the Ganias

Plains. From there we travelled back inland

Marble Campsite

Barbara at the Top

of Van Zyls Pass

via the Hoanib River, stopping to rest

under the ancient trees rooted there. As

we made our way to the main road, the

wind drastically picked up and we saw a

giraffe running away in the distance, the

sand blasted at us so badly that we could

not see in front of us. We stopped and tried

to cover ourselves as best we could until

the sandstorm was over. Eventually we

reached the main road again taking us to

the historical Fort Sesfontein, which was

built by Imperial Germany as an outpost in

1896. We stopped here to refuel our bodies

and our bikes. The last stretch of road to

Khowarib Campsite was straightforward

and I reflected on the epic times we had.

After all the riding as well as the sand

storm we also changed the air filters, the

only maintenance we needed to do on our

500s for the entire journey.

Day 6 – Khowarib Campsite to Uis via

Khowarib Schlucht and Klein Serengeti

This would be our last day on the bikes,

but by no means our easiest. Leaving the

campsite we headed through the Schlucht,

another surprise as we are met with more

beautiful landscapes and greenery. So

far we had found that the most beautiful

parts of Namibia, are all kept secret,

off the beaten track. We rode through

powder dust, the infamous fesh-fesh,

through rugged mountains, and down the

menacing Ombonde riverbed, which had

many deep ruts, holes and unrelenting

churned up thick sand waiting to catch the

unsuspecting rider. We also traversed the

Klein Serengeti and another rocky descent

through the mountains which eventually

lead us back to the main dirt road, the C43.

Stone man of the



Johan at Rooidrom

Puros Community Campsite

Johan in a sandstorm

near Sesfontein

Barbara at Puros Canyon

Sesfontein Fort

And, that was it, it was over. Johan

and I stop and embraced each other. We

had done it. We had conquered the wilds

of Namibia and we did so with only each

other, without any mishaps, accidents

or incidents, without any mechanical

problems or hassles. It truly was the

perfect trip, the ultimate adventure?

We still had a long way back to Uis and

I rode all the way with a big grin on my

face. We spent our last night at Brandberg

Rest Camp in Namibia. It all seemed so

surreal all of a sudden. The last canyon

trail, the last sandy riverbed, the last rocky

pass were all behind us. There was no

time to rest, we loaded our bikes and left

the following day for Botswana, where we

spent the night before getting back to busy


Puros Canyon

Johan Khowarib Schlucht

Johan at Khowarib

Schlucht Fesh Fesh

Barbara at the Road to Uis

A final thought:

To my partner Johan:

There is something special about

sharing the same spirit of adventure

and passion for travel as the one you

love. Together we make an incredible

team and I am sure we will still ride

to the ends of the earth together. This

has been our most epic trip so far, and

has proved that together we can do

anything! Next up … Angola?





By Mandy Thomas, BASE FIT: Specialised in Fitness for Dirt Bike Riding

With lockdown, chances

are good that your world

as you know it has been

turned upside down. A

side effect is that your

health and fitness has

probably taken a knock!

Although not your fault,

this lack of wellness is now

contributing to your stress

and leaving you feeling

drained, frustrated, run

down and possibly a bit


When you are in a state of longterm

stress, as you have been

with this lock-down, you have

been operating in survival mode,

which means none of your energy

resources have been going towards

repair and vitality. This leaves

you open to getting sick or feeling

depleted, as your system has

no longer been dealing with the

short-term stress such as healing,

warding off bugs and keeping your

immune system strong as it usually

does on autopilot.

Being aware of this is the start

of positive change. Below are my 3

steps to help you begin the process

of bouncing back after this lockdown


Step 1: Challenges that you

experience are actually ‘neutral

props’! It is your choice whether

you infuse them with positive or

negative. So the first thing you

need to is ask the question “How

can this work for me?”

No matter if it is a weight

problem, fitness, health or mindset

issue… there is always a lesson

which is there to move you in the

direction you actually want to go.

Allow your mind to get creative

for a while of how you would

prefer things and then let the

outcome go for now. Carry on with

your day maintaining your vision

of how you would like things to

turn out. This is the first step to

creating a positive shift as it all

starts with the mind.

Step 2: Understand there is a

timeline for things to play out.

Maintaining the vision you created

in step 1 is important as that is the

direction you are going, despite

the time it may take. Think of it a

steering a ship. You may not see

the shift initially but if you stay

on course, you will eventually get

there. The problem comes in when

you get thrown off by the seemly

endless sea of water so keep looking

back. Looking back will keep you

in a holding pattern of ‘sameness’.

Always hold your focus forward, as

that is where you are going.

Step 3: Be selfish in this process.

Now to be clear I do to mean this

in a greedy or spiteful manner, I

mean that it is important that you

look after YOU first. If your cup is

not full you are no good to others

anyway. Unfortunately, you have

been brought up in a world where

you were taught that being selfish

is bad and that you should always

put others needs before your

own. I’m saying it is 100% perfect

to look after others but NOT to

the detriment or sacrifice of your

own needs. Understanding the

difference will have a huge impact

on your progress and headspace.

In closing, think of your world as

a University, which means you are

here to learn. So use every situation

as ‘feedback’ and work with it in

gratitude, not resistance. As long as

you are making progress daily, no

matter how small, you are winning.

If you are feeling overwhelmed,

I suggest you follow my YouTube

Channel Mandy Thomas Base Fit

– Five Thirty Club, where you will

find lots of free videos addressing

various situations with will help

you move forward and accelerate

your progress. Alternatively, you

can reach me on mandy@basefit.

co.za or visit www.basefit.co.za

If you need assistance in taking

your fitness or nutrition to the next

level for your riding, or have any

questions, please send an e-mail to

mandy@basefit.co.za or call me on










R nineT Scrambler R204,400

G 310 GS R81,400

F 750 GS R179,400

F 850 GS R188,900

F 850 GS Adventure R223,300

R 1250 GS R263,000

R 1250 GS Adventure R288,900


Multistrada 950 R207,900

Multistrada 950 S R253,200

Multistrada 1260 R232,000

Multistrada 1260 S R284,700

Multistrada 1260 Enduro R283,400

Multistrada Pikes Peak R345,300

Multistrada Grand Tour R312,900

Sixty 2 Scrambler R119,500

Icon Scrambler R144,900

Full Throttle Scrambler R172,900

Classic Scrambler R164,900

Desert Sled Scrambler R187,900

1100 Scrambler R199,900

1100 Scrambler Special R216,900

1100 Scrambler Sport R230,900


Africa Twin 1100 Manual R210,000

Africa Twin 1100 DCT R229,499

Africa Twin 1100 AS Man R236,000

Africa Twin 1100 AS ES R269,000

XR190 R49,620

XR150L R32,960

XR125L R30,000

CRF250L R74,999

CRF250 Rally R77,999

CRF110F R34,400

CRF125F R42,900

CRF250RX 19 R105,999

CRF250RX 20 R116,600

CRF250R 19 R98,900

CRF450RX 19 R110,999

CRF450RX 20 R122,100

CRF450R 19 R109,999

CRF450R 20 R121,000

TRX250TM R98,000

TRX420FA R154,999


TC50 mini R44,699

TC50 R44,699

TC65 R53,699

TC85 R66,699

TC125 R87,699

TC250 R99,699

FC450 R109,699

FC350 R113,699

FC450 R115,699

FC Rockstar 2019 POD

TE150i R107,699

TE250i R127,699

TE300i R133,699

FE250 R127,699

FE350 R129,699

FE450 R132,699

FE501 R134,699

701 Enduro R141,699

TX125 R94,699

TX300i R123,699

FX350 R126,699

FX450 R128,699

FS450 R122,699

701 Supermoto R141,699


Versys-X 300 19 R79,995

Versys-X 300 20 R85,995

KX65 R41,995

KX85 BW R54,995

KX250 R115,995

KX450 R119,995

Brute Force 300 R74,995

Mule SX 2×4 R145,995

Mule SX 4×4 R179,995

Mule PRO-MX 4×4 R209,995

Teryx 800 ESP LE R299,995


50 SX R43,999

50 SX Mini R43,999

65 SX R52,999

85 SX R65,999

SX-E 5 R58,999

125 SX R85,999

150 SX R89,999

250 SX R97,999

250 SX-F R106,999

350 SX-F R110,999

450 SX-F R112,999

450 SX-F FE R126,999

150 XC-W TPI R104,999

250 XC TPI R121,999

250 XC-W TPI R122,999

250 EXC Six Days TPI R130,999

300 XC TPI R126,999

300 XC-W TPI R127,999

300 XC-W Six Days TPI R136,999

300 EXC TPI ERZBERG R141,999

250 XC-F R122,999

250 EXC-F R122,999

250 EXC-F Six Days R129,999

350 XC-F R124,999

350 EXC-F R124,999

350 EXC-F Six Days R133,999

50 XC-F R127,999

450 EXC-F R127,999

450 EXC-F Six Days R135,999

500 EXC-F R129,999

500 EXC-F Six Days R136,999

FREERIDE 250 F R101,999

390 Adventure R85,999

790 Adventure R181,999

790 Adventure R R194,999

790 Adventure R Rally R273,999

1290 Super Adventure S R241.999

1290 Super Adventure R R249,999

690 Enduro R R159,999

690 SMC R R159,999


V85 TT R209,000


EGL Madix 250cc R38,990

EGL Madix ATV 125cc R15,999

MXR 180 - MX R24,990

STX200-Enduro R26,999

STX200-Motard R26,999

STX250 - Enduro R32,999

Thumpa 70cc R9,499

Whiz Kid 70cc R9,499

XP 125cc R11,999

XP Stomper 125cc R12,999


TF125K5 R33,550

DR200SEL5 R52,500

DL650XAMO R128,500

DL1000XAL9 R172,900

DL1050RCM0 R221,950

RM-Z250M0 R99,982

LT-F250L8 R76,950

LT-A400FM0 R131,750

LT-A750XL9 R160,700

LT-F400FM0 R131,855


SE 125 Racing 2T R99,000

SE 250 Racing 2T R129,400

SE 300 Racing 2T R132,700

SE 125 Factory 2T R109,900

SE 250 Factory 2T R137,300

SE 300 Factory 2T R137,900

SC Cross Country 125 2T R112,300

SC Cross Country 250 2T R135,400

SC Cross Country 300 2T R133,600

SE-F 250 Racing 4T R132,300

SE-F 300 Racing 4T R134,200

SE-F 450 Racing 4T R138,600

SE-F 500 Racing 4T R139,800

SE-F 250 Factory 4T R142,700

SE-F 300 Factory 4T R145,000

SE-F 450 Factory 4T R149,100

SE-F 500 Factory 4T R147,700

SE-F 455 Factory BAJA 4T R198,900

ST125 Racing R93,900

ST250 Racing R112,500

ST300 Racing R112,900

ST300 Factory R115,900

X-Ride 290 R90,700

All pricing correct as at time of publishing, but may vary due to exchange rates etc.

All pricing correct as at time of publishing, but may vary due to exchange rates etc.






SD 650T R132,572

SD 650 X R132,572

RS 300 R R111,198

RS 500 R R121,950


Tiger 800XCX R186,000

Tiger 800XCA R205,000

Tiger 900 Rally CN7 R192,000

Tiger 900 Rally Pro CS7 R215,000

Tiger 1200 XCX VN3 R226,000

Tiger 1200 XCA VS3 R260,000


PW50 R27,950

TTR50E R27,950

TTR110E R46,950

XT1200Z R209,950

XT1200ZE R239,950

YFM350 Grizzly 2x4 R114,950

YFM350 Grizzly 4x4 R124,950

YFM450 Kodiak 4x4 R149,950

YFM450 Kodiak 4x4 EPS R164,950

YFM700 Grizzly R214,950

YFM700 Grizzly SE R229,950

YFM90R R44,950

YFZ450R R179,950

YFM700 Raptor R199,950

YFM700 Raptor SE R209,950

YZ65 R66,950

YZ85 R72,950

YZ125 R84,950

YZ250 2 Stroke R99,950

YZ250F R119,950

YZ450F R134,950

YZ125X R84,950

YZ250X 2 Stroke R99,950

YZ250FX R119,950

YZ450FX R134,950

WR450F R139,950


ZT310-T R74,900

All pricing correct as at time of publishing, but may vary due to exchange rates etc.





Michelin wins

Roof Of



The new Michelin Enduro xtreme.

Traction when you need it most.

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