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November 2020

Suzuki

Vstrom 1050

Revisited in our Multi Test

November 2020 RSA R35.00

20011

9 771815 337001

YAMAHA’S

WR450 & YZ450FX

KTM’S 2021

300 TPI & 250 EXC-F

19 INCHES OF FUN

MULTI ADVENTURE BIKE TEST

KTM 890

WORLD LAUNCH

ADVENTURE R AND RALLY


SPECIALISTS IN MOTOCROSS GEAR AND ACCESSORIES

FOllOw instructiOns

belOw

HJC i50

Advanced Polycarbonate shell : Lightweight, Superior fit and comfort using advanced CAD technology.

Extended eyeport provides maximum visibility and enhanced safety.

A perfect goggle fit shell design: dual positions for goggle band

Superior ventilation: 9 intakes, 4 exhaust ventilation channels to keep head cool and comfortable.

Spacious chin area enables rider to breathe comfortably.

Sliding Layer Impact Distribution (SLID) : SLID reduces rotational acceleration caused by oblique impacts

and provides a multi-directional range of motion and additional comfort.

Aerodynamic and Adjustable Peak visor: Reduces lift at high speeds.

Adjustable peak visor postion for anycircumstance.

Maximum range adjustable and unbreakable visor.

PURCHASE ANY HJC i50 AND STAND A CHANCE TO WIN

www.go-mx.co.za

SCAN TO VISIT

WWW.GO-MX.CO.ZA

173 Blaauwberg Road, Table View info@go-mx.co.za 079 270 8958 @go_mx @GO.MX.CT

1ST PRIZE – SET OF MICHELIN OFF ROAD TYRES

2ND PRIZE - F61 PERFORMANCE PRODUCT HAMPER

HOW TO WIN.

SIMPLY POST A PICTURE OF YOU AND YOUR HJC i50 HELMET

AND TAG US TO ENTER.

COMPETITION RUNS FROM

1ST OCTOBER 2020- 1ST DECEMBER 2020

Distributed by:

TAG US ON FACEBOOK (POWERED BY AUTOCYCLE)

TAG US ON INSTAGRAM (powered_by_autocycle)

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Intro. Keeping the wheels turning...

Understanding asset ownership:

A guy was riding his dirtbike on some farm

when he encountered a problem and the bike

stopped.

Miles from anywhere, he decided to leave the

bike, walk to the road, hitch a ride home to

grab his bakkie.

Two hours later he returned with ramps and

tie downs to load - only to find the farmer who

owned the land waiting for him.

The farmer refuses to hand over the bike

saying “Around here we have a little game

to solve problems like this. Each person

gets to kick the other is the crotch as hard

as possible; the person who makes the least

noise wins. Since the bike on my land I get to

go first.”

The rider, eager to get his bike back, accepts.

The farmer proceeds to kick him with all of his

might.

The poor guys collapses on the ground in

agony but manages not to utter the tiniest

whimper.

After recovering he approaches the farmer

and says “Now it’s my turn, let’s see if you

can beat that!” To which the farmer replies

“Nah it’s okay you can have the bike back.”

Have a great riding month!

October Issue 2020

PUBLISHER:

Glenn Foley

foleyg@mweb.co.za

ADVERTISING AND EDITORIAL:

Sean Hendley

sean@motomedia.co.za

071 684 4546

OFFICE &

SUBSCRIPTIONS:

Anette

anette.acc@ mweb.co.za

011 979 5035

ONLINE &

DESIGN LAYOUT:

Kyle Lawrenson

kyle@motomedia.co.za

011 979 5035

Cape Town Sales and News:

Lorna Darrol

lornad48@yahoo.com

074 122 4874

PHOTOGRAPHY

Stefan van der Riet

CONTRIBUTORS

Shado Alston

Donovan Fourie

Michelle Leppan

Tristan Foley

Kurt Beine

Mike Wessels

Mizz B

Kyle Foley

Africa ' s

Widest range of Motorcycle parts

RACETECH Caters for MX, ENDURO, TRAIL RIDING, SUPERMOTO, FREESTYLE, SPORT & RECREATIONAL

ATVS, ROAD RACING, SPORTS BIKES, TOURERS, VINTAGE BIKES, CRUISERS AND HARLEYS

Spring Kits Available

WISECO PISTON KITS Wiseco leads the aftermarket performance kits by producing the

highest quality pistons on the highest quality forgings.

HOTRODS CRANKS AND RODS HOT RODS HAS BEEN MAKING THE BEST AFTERMARKET

CRANKSHAFTS AND CONNECTING RODS SINCE 1993.

Pic of the month:

Who Says

that a

V-strom

Can’t Fly?

Videos and more

available online...

KPMI® PRODUCT BRAND COVERAGE INCLUDE:

HARLEY DAVIDSON'S, SPORT BIKES, DIRT BIKES,

ATV/UTV'S, TOURERS, CRUISERS, CUSTOMS AND

CLASSICS

PIVOT WORKS BEARING KITS FOR MX,

ENDURO, ATV AND STREET BIKES. WHEEL BEARINGS,

SWING ARM BEARINGS AND LINKAGE.

*Professional rider in a controlled

environment.

Copyright © Dirt And Trail Magazine: All rights reserved. No part of this publication may be reproduced,

distributed, or transmitted in any form or by any means, including photocopying, articles, or other methods,

without ASking nicelly...

WWW.MOTOMEDIA.CO.ZA

no 4 Fifth avenue

Northmead Benoni

Email:G124@mweb.co.za 011 425 1081/4

www.gameservices.co.za


Leatt Twenty21

Arrives

The Leatt company originally hit the market

with their patented neck brace technology Leatt

changed the landscape of our industry. No longer

just focusing solely on the safety and protection

side of the market Leatt has now evolved into a

head-to-toe gear company having everything a

rider could possibly need all in one place. The

2021 Leatt line sees the introduction of a brand

new helmet and a bunch of refinements across

the entire line.

Protect your head:

For 2021, Leatt introduces the 9.5 Carbon Helmet

and 8.5 Composite Helmet.

With premium protective features like four

densities of impact foam cut into five sections,

a visor with breakaway function and emergency

cheek pad removal. They tell us that the highest

level of impact protection is achieved using

360⁰ Turbine Technology, which reduces forces

associated with concussion and rotational

acceleration to the brain.

While large ventilation channels, a Pro-Fit elastic

comfort liner and a hydration port provide all-day

coolness and comfort. All helmets also feature

a washable, anti-odor X-Static® Inner liner

that wicks away moisture and offers excellent

breathability.

The new the 9.5 Carbon Helmet is well vented

and feels exceptionally light. All Leatt helmets are

built to be compatible with the Leatt neck brace,

allowing for maximum head and neck mobility.

Leatt’s 9.5 Carbon is undoubtedly one of the

lightest DOT/ECE approved helmets you can buy.

If you are looking for a stylish lidt that features the

latest technology in safety and comfort, Leatt’s

2021 range of Moto helmets is definitely worth a

look.

JERSEYS

Leatt’s bold, stylish 2021 jerseys include the 5.5

laser-cut and welded, ultra-light race fit jersey with

MoistureCool stretch mesh and the 4.5 classic

fit jersey that’s super vented with X-Flow mesh.

Dirt, water and stain resistant, these impressive

jerseys will keep you cool and comfortable on the

track.

PANTS

The 5.5 pants offer a pre-curved race fit, internal

knee brace system to reduce wear and tear,

and inner knee reinforcement with full-grain

leather for superior bike grip. While the light and

breathable 4.5 pants feature a pre-curved classic

fit, RipStop stretch and X-Flow mesh panels for

cool, ventilated comfort that keeps you fresher for

longer.

GLOVES

Leatt’s 2021 glove technology feature, highperformance

materials like: SubZero – cold

weather insulated material, WindBlock –

windproof and water-resistant four-way stretch

material, light – breathable four-way stretch

material and X-Flow – Vented four-way stretch

mesh.

Leatt also offers two levels of palm, with a slim,

durable Micron Grip palm setting a new standard

for gloves in this price range, offering you good

wet and dry grip. While the durable, breathable

ultra-thin NanoGrip palm offers superior wet and

dry grip and handlebar feel.

Their 2021 gloves are fully touchscreen

compatible and supremely comfortable thanks

to FormFit finger stitching. The range includes

the 3.5 and 4.5 Lite, 2.5 X-Flow, WindBlock and

SubZero, and 1.5 GripR.

More news on this lot on next months issue. At

dealers nationally.

COMFORTABLE, SAFE

& STYLISH PROTECTION

WITH FREE GOGGLES

LEATT.COM


The All New

Concept Store

Accessory Hyper at the World of Yamaha...

Bikes, Boats, Power Products and all the gear to match...

23 October 2020 saw the all new revamped Concept Store Accessory Hyper at The World of Yamaha

officially launched to the public with a massive variety of products, accessories and gear for avid

Motorcycle and Marine enthusiasts.

“The World of Yamaha has always been a place where you can find almost anything but it was lacking

variety”, says Ben Robertson - Dealer Principal and the man behind the revamped space. Thus,

the idea began to turn the store into an Accessory Hyper with far more variety from apparel to kit to

accessories from a wide range of well recognized brands.

The revised store has a dedicated section for ladies and junior riders alike to help inspire the next up

and coming generation of racers and enthusiasts.

“The plan for the store in the long run is to become a one-stop store with everything an avid Motorcycle

and Marine enthusiast could need with events taking place more frequently, once restrictions have been

lifted,” says Ben Robertson.

It was a great launch weekend - complete with a PW track for the kiddies.

Go and pay them a visit... It is mighty impressive!

www.yamaha.co.za/world_of_yamaha

In a world where everything is becoming mobile, you should be too!

CRF1000 manual

R185 000

NOW ONLY

R179 999

Get moving with our

special offer of a R5000 discount

on our CRF1000 range! While stocks last.

CRF1000 manual

R205 000

NOW ONLY

R199 999


Bike Tyre Warehouse

is expanding ... and expanding ... and expanding ...

A few weeks ago our lady in the Cape, Lorna,

went off to the launch of BTW Cape Town,

situated in the same building as Bike Kings Cape

Town in Paarden Eiland.

It was a well attended 4 day festival of all things

motorcycles, Starting on the Thursday and

ending on the Sunday with some great opening

specials on all brands. They have a symbiotic

relationship with Bike Kings Cape Town with both

businesses benefiting from each other, a win-win

situation for everybody especially the customers.

The set-up is really well thought out with a well

laid out accessories shop for customers to

browse around while they wait for their tyres,

brake pads, chains and sprockets to be fitted

and when they finished shopping they can enjoy

a great cup of coffee with a light snack at the in

house coffee bar.

Pop down to Unit 1, 46 Marine Drive, Paarden

Eiland if you are in the area. The staff are

well trained, professional, enthusiastic and

knowledgeable and always ready with a friendly

smile.

Cape Town makes four branches so far for Bike

Tyre Warehouse.

Other branches include the very well established

Midrand branch, essentially the head office which

we have brought you a lot of news about in the

past - then a month or two ago, we told you about

Alan Hughes and the Port Elizabeth branch at

Restitution Ave, Fairview, Port Elizabeth, which is

growing from strength to strength.

Then there is Eden Bike & Tyre down in George

situated at 23 Cathedral St, George Central

who are still getting brought up to speed with

upgrades to their fitment centre and branding but

do run the same specials and pricing and have

the same stock consistency as the rest of the

branches with equally well trained, enthusiastic

and friendly staff.

Then, a little bit on the down low because they

are still waiting for all their proper corporate

branding and so-on, the East Rand branch

opened its doors in Boksburg and started trading

thanks to the high demand in the area. We will

bring you more details on that as soon as they

guys are ready.

Here is a list of all the contact number and

addresses if you are in the market for tyres,

brake pads/discs, chains and sprockets:

Midrand - 011 205 0216 - 997 Richards Dr,

Halfway House, Midrand

Cape Town - 079 735 2951 - Unit 1, 46 Marine

Drive, Paarden Eiland, Cape Town

Port Elizabeth - 083 267 2685 - Unit 6,

Moffet Business Centre 4, Cnr Restitution &

Overbaakens, Fairview, Port Elizabeth

George - 079 981 0377 - 3 Cathedral St, George

Central, George

East Rand - 082 878 6091 - Unit 17, Saligna

Park, 3 Saligna St, Witfield, Boksburg

Toni Bou Wins

28th World Championship

Toni Bou clinches earlier than expected a 28th

world championship title at the Italian Trials GP…

there seems to be a bit of a trials theme these

days…

Repsol Honda Team’s Toni Bou has just been

crowned world champion at the TrialGP event in

Italy.

The occasion marks a 14th outdoor title – adding

to the previous 14 indoor titles – taking his overall

top-flight championship tally to a whopping 28.

The season began with a battle against the

pandemic, which had forced a major overhaul of

the scheduled championship calendar and limited

the amount of pre-season training that Repsol

Honda Team riders were able to do. Things

worsened with an arm injury picked up in the

opening round of the world championship. Yet, in

spite of everything, Toni Bou faced and was able

to overcome these adversities, going on to clinch

the championship title.

Adding to the other 14 titles from the ‘indoor’

discipline, Toni now sports no less than 28 world

titles since the unstoppable reign began back

in 2007. Bou, aboard the Montesa Cota 4RT,

reaffirmed the supremacy that has seen Repsol

Honda Team dominate in trial competitions over

the last fourteen years…

Toni Bou said:

“I really didn't expect to win the championship. It

was a very tight trial, like all the others this year,

so it was very easy to drop from first to seventh,

so I could not afford to fail. I am super happy with

this title, and even more so this year, which has

been so strange with many training sessions and

few trials. We have won both titles, indoor and

outdoor, which I am very happy about. Now it’s

time to enjoy and celebrate.”

12 Twelve

Decals Kits

The Reid family name is synonymous with Moto

Cross and Off Road Racing in South Africa.

Yeah, and when we said that, Teegan’s name

immediately came to mind. Her folks have

been very involved in dirt bike racing for years,

developing and sponsoring, particularly lady

racers over the years. Mom, Natalie, also does

really top end decal kits for all dirt bikes under

her brand 12Twelve. Even cooler - she can do

you a personalised scale model of your bike in

your own personal livery, (A really great Christmas

prezzie idea), along with a bunch of other really

amazing personalised stuff. Give her a call on 082

338 9077 for all your custom decal needs.

Sole Racer

Key Rings

Dad, Mark makes really natty personalised key

rings in the shape of your number board with your

race number on it in your race colours. We got

one from him the other day with our Dirt & Trail

logo on it, needless to say it caused a bit of a bun

fight in the office as to who would get it. He also

kindly donated 30 extra units as give aways to our

readers, watch to see to see how you can win one

for yourself, they really are very cool. Mark tells

us that they are being inundated with orders from

all over the world. He also tells us that he is busy

developing a few other very interesting products

that we are not allowed to tell you about right.

Suffice to say that we will be first in line when they

hit the market, but to order your key rings so long

you can call Mark on 082 462 5656.

Trade enquiries: For all the bike dealers out there

he supplies in bulk on a really cool display stand.


Redhot Products

Chain + Parts Cleaner and Cable Oil

Over the last couple of months we have been

testing RHP's range of products and have been

very impressed with all of them so far. This

month Justin and Maxine sent us a few aerosol

products, namely their 'Chain + Parts Cleaner'

and 'Cable Oil'. The other company within our

group is "The Adventure Company" which

tiresomely generates a lot of chores for us in the

office, mostly cleaning, maintaining and repairing

some very well used bikes.

Often we end up using petrol to clean chains and

bike parts which is not good for the rubber bits in

them, but we do it for expedience sake. So when

Justin gave us his 'Chain + Parts cleaner' to test

we were very keen as we had a couple of chains

to sort out in short order. On the can it says

spray on to the surface in need of cleaning, let

it marinate for 3 minutes or so and then rinse off

with water, so we did. The chain was quite thickly

coated with dirt and chain wax, so we gave it

quite a liberal dose the 3 minutes later we got the

hose pipe off and rinsed away at least 95% of the

dirt and wax, we think that is good. Maybe if we

had left it for a minute or two extra and used a bit

more water pressure we would have gotten it all

off, but nonetheless we are mighty happy with the

results and will add this product to our arsenal.

Next up was their 'Cable Oil' and here we

dragged out one of The Adventure Company's

grubby old Honda CRF 230 bikes used for

marking trails. On the can it says the surface

must be clean and dry, so we squirted a good

dose of the parts cleaner then marinated it for

a bit before giving it a good rinse with water a

solid blast from the air gun to dry it off. Then a

liberal dose of the cable oil went in, got jiggled

about for a bit before being refitted to the bike.

The clutch immediately felt softer and smoother

in its operation, so another successful test there.

Check out www.redhotproducts.co.za for more

great products or your nearest stockist or give

Maxine a call on 083 704 4555.

Red Hot

Service Centre

Over the last few months you would

have read about some really great

products we have been testing and

reviewing from Red Hot Products

that really do work very well.

It turns out that that side of the

business is supplemented with

a really professional race prep

workshop/service centre. Justin

Broughton is an old racing hand

having been through the school of

hard knocks and learned everything

the hard way.

From a struggling privateer with

support from some legends to a

fully sponsored rider contending for

the championship, he has seen and

experienced it all.

Fellow competitors started asking

him who looked after his bike for

him, because they also wanted that

extra little of a competitive edge. He

told sorts his own bike as he has

been a mechanic for well over 25

years. They started arriving at his

house and dropping off their bikes

for his magic touch, a few years on

and he now has 15 bikes that he

looks after permanently and a bunch

of others that come in just for major

work and set ups.

Everything from race preparations.

Justin does, however stress

emphatically that he does not work

on just any bike for just anybody,

he is wholly and solely focused on

racing. He offers monthly service

contracts to racers that includes

a full lube service and cleaning

after each practice and race and a

thorough checking over which he

will then quote you on if anything is

needed.

Give him a call on 060 505 2222 to

set up an appointment and get his

address.

Motomate Boksburg

Moves to new premises

And you are not going to have to look too far to find them,

they have literally moved out of Bikeshop Boksburg into the

shop next door. The ever effervescent Mpho has put together

a really well stocked and beautiful store that is light and airy

and well laid out.

She has to divide her time between her two hot shot shops in

Edenvale, but her two right hand men, Mandi and Tyler are

incredibly knowledgeable, service oriented and run a very

tight ship. Anything and everything you can imagine should

be in stock and your size or colour and if not they can get it

for you very quickly.

122 North Rand Rd, Bardene, Boksburg. 011 025 8272.

Oxford Cliqr

Smartphone Holders from DMD:

So here is something that we all wish we had at some point

or the other, especially when using apps like Google maps,

waze and etc. How the heck do you hold your phone to

follow directions to a new destination while hanging onto the

bars and using the controls to keep your bike pointing in the

correct direction... Admit it, we've all done that.

Oxford has come up with this easy to use CLIQR system that

simply mounts to your handle bars, mirror stems or onto your

dashboard. CLIQR uses a dual locking, fail-safe mechanism

to mount almost any device in the most convenient position

for you. Simply stick the CLIQR Device Adaptor onto the

back of your device and CLIQR it into the mount in the

orientation that suits you. Installation of the mount is quick

and easy and slotting your smart device onto the CLIQR is

natural and instinctive and very secure. Look up the system

that best suits your application and your nearest stockist on

www.dmd.co.za.


19 INCHES OF FUN

MULTI ADVENTURE BIKE TEST

6 great Adventure Bikes all with 19”

front wheels…

When you have been doing adv bike

stuff for as long as we have, you can

get sucked in to the school of thought

that if it ain’t got a 21 inch wheel, then

it ain’t good enough.

We roped in a selection of most of

the 19 inch front wheel models on

the market, roped in a gang of experienced

riders – and set them loose on

the JHB countryside…

Most?

Well – yes! There is one obvious

exception which happens to be one

of this eds all-time favourite motorcycles.

Hopefully, in the future we can

secure some test units.

But everyone else came to the party

and we roped in a great variety of

bikes. Thank you to the peeps

involved.


Present for duty:

Moto Guzzi V85

Guzzi’s rendition of an adventurer

from IMI.

R234 800

www.italianmi.co.za

Suzuki V-Strom 1050.

From Suzuki SA, a brand new entry to

the ADV market.

R221 950.00

www.suzuki.co.za

The BMW R1250 GS.

From BMW Motorrad Fourways

dealership.

R285 000.00

www.bmw-motorrad.co.za/cedar-isle

The KTM 1290-S.

From the guys at KTM SA.

R259 999.00

www.ktm.com

The Yamaha 1200 Super Tenere ZE

From in Randburg Linex.

R249 950.00

www.linexyamaha.co.za

The Triumph Tiger 1200 XCa

From Triumph South Africa.

R274 999.00

Includes topbox and panniers

www.triumph-motorcycles.co.za

The Riders:

Our riders included a bevy of very experienced

peeps the usual galloots from the

magazine, Glenn, Sean and Kyle. Then

we included 3 guest riders in the form of

The Bike Shows Donovan Fourie (Who

we last found sprawled in the desert sand

after getting things wrong at the KTM 790

launch. Kurt Beine - who has been riding

since before most of us were even born.

Debbie Van Rensburg is usually found

on her 950 KTM came to share some

ladies perspectives. Yes – lots of ladies

ride adv – so it’s important to include

them.The bikes were collected from

all around Gauteng and on the balmy

summers morning of the ride, we all

gathered at BMW Motorrad Fourways for

a quick cuppa before heading out.

What could be better?

A bunch of like-minded individuals meeting

at a big persons toy store to take a

day off during the week in order to ride

some the latest and greatest machinery

on earth…

Like that!

The routes:

Now. We know that a lot of you lot who

live outside Gauteng might just snigger

at us. We might not quite have the Cape

Fold Mountains or Mpumalanga’s ET

routes – but we do know guys who know

guys… and we made Donovan our route

captain for the day. The bikes were all

filled up before departure and clocks

were zeroed.

Well…

To be fair only one clock was zeroed

– the rest of us couldn’t figure out the

electronics. It was actually quite funny

watching this panel of experts trying to

work it all out. If you do get yourself a

modern ADV – get ready to read the

manual. Once we had all given up trying,

the journey began.

And what a great day it was!. Our route

took us out of the hussle and bustle of

Randburg and into the Cradle of Mankind.

And the focus was not only on

finding dirt – we spent a lot of time finding

our way along twisty back roads. We

needed everyone to spend a bit of time

on each bike so that they could share an

opinion – so lots of stops, lots of laughs

and swearing at Donovan for taking so

long to film stuff - and we got to see some

new places. There is the coolest trout

farm in The Cradle called Bergsig Trout

Farm. It’s on the banks of a river in the

mountains. Green grass, shady trees and

perfect photo opportunities.

Outstanding.

Once we had convinced the owner that

this was not, in fact a land invasion…

we were allowed to proceed. Take your

fishing rods and pay them a visit some

time. Too cool!

bergsigtroutfarm.co.za

We roared our way down the Hekpoort

Pass, with lots of diversions all along

exploring the countryside and side paths.

Magaliesberg town was our venue for a

quick bite at the Wimpy.

Man! There are lots of trucks roaring up

and down the main street these days.

With the demise of the railways it is now

a main thoroughfare for transporters. We

took a trundle up to the top of the mountain

outside town for more pics and the

exchange of war stories. If you don’t ride

a motorcycle, you will never see spots

like these.

We know of a fantastic road that leads

out of town – through a canopy of green

trees and onto a really interesting gravel

run. That was brilliant fun! And at the end

of that, we reluctantly turned the bikes

homeward and back to the big smoke….

It wasn’t a really long ride – just on 200

for the day, but it was GREAT!

Motorcycles do that you know.

Here is a rundown of all of the bikes –

and some of the opinions expressed by

our riders…

‘‘WHO SAYS SIZE MATTERS’’


Moto Guzzi V85.

In every test, there has to be at least one

unusual motorcycle – and this V85 is it

for this feature.

Firstly – at 850cc’s it is the smallest

capacity bike of the batch. With its

massiveTwin cylinder donk and Italian

styling, it is quite possibly the bike that

turned the most heads in this feature. A

posers bike that is totally comfortable on

the tar – as well as in the gravel. It is

also, physically, the smallest bike of the

pack with the lowest saddle height of all

the bikes. The V85 TT comes with an

830mm seat height as standard, meaning

an unintimidating reach to the ground for

a large percentage of riders, helped by

the narrow, comfortable seat that tapers

off just before the massive cylinders. The

seat is adjustable to be either 10mm taller

or shorter, depending on your preference.

As is tradition with Moto Guzzi, the V85

TT is powered by an air-cooled 90-degree

transverse V-Twin engine, producing

79.1bhp, delivered to the back wheel

via a shaft drive. With the black cylinder

heads protruding out from under the 23-litre

tank, it’s a perfect configuration for the

retro vibe.

The engine itself is a re-worked version of

the existing V9 platform for greater torque

and power, thanks to development of

the top end. The result is an engine that

produces 90% of its torque by 3750 rpm

and the ability to rev to 8000rpm, before

lights on the dash ignite and let you know

that it’s time to change up.

At a standstill, the old school styled donk

rocks from side to side beneath you with

a gentle rumble. Open up and she emits

a gruff bark under hard acceleration

and all sorts of pops and bangs under

deceleration. Few engines have so much

character.

Once on the move, there’s a natural,

comfortable reach to the bars and pegs,

with the standard screen providing good

protection from the elements. The screen

is adjustable with the bike’s tool kit to

move forwards and back, however not up

or down. A larger screen is available as

an optional extra.

In-line with most modern motorcycles,

Moto Guzzi have equipped the V85 TT

with a TFT dash, which is designed to

adapt to the ambient light conditions, to

ensure it’s always visible. A very modern

touch on what appears in every way to be

an old school bike.

Flick the centrally-placed key at the front

of the petrol tank and the whole dash

lights up , displaying every potential

warning light at once before disappearing

to reveal a 3D graphic of the company

name. Very cool!

Moto Guzzi V85

The friendly ergonomics spread to the

switchgear too, with both the right-hand

menu and left-hand cruise control buttons

easily operated with your thumbs. What’s

more, they’re also highly intuitive, relying on

just a series of quick and prolonged presses.

For stopping duties, the bike uses dual

four-piston radial Brembo calipers, which

bite hard on to 320mm floating discs. They

are very good. The rear brake comes with

ABS that you can switch off.

Moto Guzzi V85 TT suspension

The bike is suspended on preload and

rebound adjustable springs, in the form of

a set of 41mm upside down forks and an

unusually mounted right-side-mounted rear

shock. Once on the move the whole bike

feels well sprung and balanced. Its awesome

fun to ride both in the dirt and on the

streets.

Kurt Says: I could only describe this

Moto Guzzi as ‘quirky’ and minimalist.

Very comfortable to ride, easy to read

dash, minimal switches on the handlebars,

more than enough power for a

weekend jaunt. The Guzzi felt good on

dirt, very stable on tar, brakes were good,

certainly the most colourful bike of the six

we tested. The customary Moto Guzzi

V- Twin motor protruding out the sides

just trundles away in a very unfussed

manner , low centre of gravity, low seat

height, such an easy bike to ride.

Donovan Says: The Guzzi poses some

mathematical problems when kept in

the company of such giants as the KTM

1290 Super Adventure and the BMW

R1250GS, mostly on the grounds that

has a spec sheet that is dwarfed

massively.

It has the smallest capacity and the least

power output of the group.

It’s also the only model that is bereft of a

coolant radiator and, despite these shortcomings,

is not the cheapest.

And yet, should all six models grace

my garage, there are days I would walk

out of my house, see the Guzzi, giggle

gleefully to myself and have a joyful,

Guzzi-filled day. And as time goes on,

I suspect these days will become more

and more numerous.

The Guzzi is a mathematical anomaly –

it shouldn’t hold a candle to its peers, and

even less so to the gale force models on

this group test, and yet it so very charming,

so inexplicably joyous that it circumvents

all logical thought.

Its charm became evident when people

who had dismissed it in the morning

began surreptitiously vying for it in the

afternoon.

Debbie Says: My second ride of the day.

A lovely, charming lady. She is pretty too,

a mix of yellow, white and red. You can

get your feet on the ground. She is comfy

to ride, simple. She holds her own with

the bigger steeds. She negotiated the

steep down-hill very well. She is solid on

the road.

Kyle says: I didn’t enjoy the bike at first.

It initially felt a bit old fashioned to me –

but over time it got better and better. It

has a real old-school nostalgic feel to it.

Glenn says: If you are looking for an

unassuming, unintimidating bike that you

can ride almost anywhere, every day,

then the Guzzi fits the bill. This one is not

about horsepower or speed – it’s about

comfortable practicality with a big dose

of individualism. So much fun – road or

gravel – it’s a great choice!

Sean says:

We were granted a very short, (literally

30 minutes), ride about a year ago when

these bikes were first launched so we

had a very limited opinion on it - and to

be brutally honest I was a little underwhelmed

by it. The bikes were brand new

and we had limited time, so we couldn’t

put them through their paces properly.

On this ride I made every effort to give

it a proper old thrash and came back

smiling from ear to ear. The V85 is a

surprisingly good motorcycle. We got into

the dirt almost immediately after I swung

my leg over it and having ridden all the

other bikes first, I wasn’t really expecting

much, but I have never been so pleasantly

surprised by a motorcycle in my entire

biking life. Generally, when I get onto any

bike I switch off all the electronic nannies

as much as they can be switched off, but

true to Italian design nothing was recognisable,

so I just rode it as is.

Normally I end up falling on my arse

because the traction control overrides

my input so I started off quite gingerly in

the dirt on the Guzzi, but could feel the

traction control and all the other electronic

wizardry correcting my mistakes ever

so politely that I eventually threw caution

to the wind and gave the V85TT proper

horns in the dirt. The faster I went, the

better the electronics worked that I was

eventually flying along somewhere between

150 and 160 kays an hour before I

came across a T-junction.

Grabbing on the hooks I did expect

things to get a little bit squirly, but the

ABS kept everything in a straight line

and brought me to neat halt at the stop

sign. I turned around and went and did

the last 3 or 4 kays a few times more

just to be sure.

So, my thoughts were, if it is this good

in the dirt maybe it might be a bit bland

on the tar, well it wasn’t. Our old Granny

rider warned that at 160kmh engine

Armageddon would happen because the

dash lit up like a Christmas tree. Yes, it

does light up, but it is the electronic rev

counter setting off the fireworks of joy.

I saw 195kmh while cranking over

through long tight twisties. At our final

change over stop for the day young

Donovan Fourie had to pull himself up

to his full height, flex his biggest muscle

and growl warnings at my solo plexus to

get me to hand over the keys for the last

leg of the test. I followed him and Megan

along the N14 for about 30 kays watching

them cruise at 193kmh … two up.

What a cool, unique motorcycle this is!


The New Suzuki V-Strom 1050.

We are going to start this feature by

telling you that you NEED to go and ride

this bike. It’s a helluva lot of bike for your

money…

Here is a history lesson for you: Suzuki

introduced the first-generation DL1000

V-Strom in 2002. This was before the

term adventure bike was even really

coined. When it launched the DL1000

V-Strom, Suzuki became the first Japanese

manufacturer to offer a big adventure

bike and its domestic competitors

effectively stayed on the sidelines until

Yamaha introduced the Super Ténéré for

2012.Our editor has a copy of Bike-SA

where he wrote that this style of bike was

going to be massive…

Suzuki DL1050 XT

At that time – superbikes were everything

and the comment was met with quiet sniggering.

Look around you now. In 18 years,

the ADV-touring segment has exploded in

popularity with more focused subcategories

and, of course, higher price tags

Fast forward to 2020.If it aint broke don’t

fix it!

The V-Strom is only now in its third generation

and yet its chassis and 1,037cc

90-degree V-twin engine are little changed.

A new design direction by Ichiro Miyata

looks contemporary and fresh, inspired by

the classic Suzuki DR Big, a single-cylinder

dual sport designed by the same man way

back in 1988. The restyle gives the V-Strom

a presence the previous generations more

conservative looks could never command.

The 2020 V-Strom’s new 1050 XT designation

is a displacement boost in name

only, as bore and stroke figures remain

unchanged. Compensating for power-sapping

Euro 5 compliance, Suzuki boosted

horsepower by about six ponies by using

new pistons, larger bore throttle bodies,

and a camshaft with revised cam profiles

that decreases valve overlap and increases

valve lift. Suzuki claims 106 hp and 74

pound-feet of torque. It’s all about its easy,

willing, even-handed delivery, exactly what

you want on any ADV machine.

KYB forks and rear shock have new

internals, which give the 1050XT a tauter,

plusher feel compared to the old bike.

43mm upside-down fork and rebound- and

(remote) preload-adjustable link-type rear

shock, both with 6.3 inches of travel, as

before, though damping is softer in the front

and stiffer in the rear. It’s not a massive

change, but does feel slightly firmer. The

Tokico monobloc brakes easily cope with

the XT’s 247kg, the cornering/combined

ABS now has two modes, offering more, or

less intervention, but it cannot be turned off.

The XT comes with new ride-by-wire tech

and rider aids, tubeless spoked wheels, a

centerstand, crash guards, a hand-adjustable

windscreen, lightweight brush guards,

and cruise control. The addition of a Bosch

six-axis IMU provides a modern suite of

rider aids, including two-level cornering

ABS, three-level traction control (plus off),

Hill Hold Control, Slope Dependent Control,

and Load Dependent Control. A new ECU

operates a ride-by-wire system with three

rider modes.

All as standard.

The bike is big, bold and comfortable –

without having a massive bike feel to it. Relation

from the bars to bum to (New, Wider)

pegs is totally natural and comfortable.

One thing that every commented on is how

narrow the tapered standard bars feel. This

is not an issue – merely an observation.

The XT’s new windscreen deflects air

well and is height adjustable over a

two-inch range, but because the quick-release

lever is on the lower front of the

windscreen, just above the headlight,

adjustments must be made while the bike

is parked. Behind the windscreen is an

accessory bar that’s ideal for mounting a

smartphone or GPS, and there’s a new

USB outlet on the left side of the dash

(there’s also an SAE 12V socket under

the seat). The new seat is comfortable

and height adjustable (33.5/34.3 inches),

but the adjustment process requires

swapping out bolts under the seat using

the wrench in the toolkit. The brake lever,

clutch lever, shifter and rear brake pedal

are all adjustable, so riders should have

little difficulty dialing in the V-Strom to suit

their preferences.

What has made the V-Strom 1000 a firm

favorite over the years is its user-friendliness.

It has always been an approachable,

versatile, dependable motorcycle

that’s easy to ride and free of quirks. With

its new electronics, the V-Strom 1050XT

is the most technologically advanced

V-Strom to date but it retains its friendly

personality. From seating comfort and

wind protection to throttle response,

engine performance and handling, the

V-Strom 1050XT is just so well rounded

and fun to ride.

What was once a fun and competent but

rather basic adventure touring motorcycle

has become sophisticated and

refined. The V-Strom 1050XT offers more

versatility and more touring features while

retaining the fun, go-anywhere spirit of

the original.

Kurt Says: The new Suzuki 1050 V

-Strom impressed me no end, it was the

last bike in the row for me to ride,

and I had a hard time giving it to someone

else. I never liked its predecessor,

but the all-new 1050 is incredible, with

the headlight and front mudguard very

reminiscent of the age old DR 800 BIG.

The 1050 is amazing all round, very

stable on dirt, ample power on tar, very

comfortable, the only fault I could find

was wind protection at speed, although

only after I gave it to someone else did I

realize the screen could adjusted higher,

with an extremely simple locking system.

If I was looking for a Cape to Cairo bike

the 1050 would be right up there. It was

economical, had a comfortable saddle,

fairly easy to read dash, straight forward

handlebar controls, overall a very cool

bike!

Donovan Says: The apt word to describe

the V-Strom is Lovely. It’s a word

a mother uses to describe her son’s new

girlfriend. It’s mother-code for: “you better

bloody-well marry this one and not take

back that b**** ex of yours!”

The V-Strom is a machine that ticks every

single box – a motor that’s perky yet useable,

a chassis that is light and steady,

comfort for days, enough electronics to

keep it from falling off cliffs and a price

tag that says “is it” to everything else on

this test.

And it has looks from the days when

Dakar racing machines were built hardy

and rough, a claim modern Dakar racers

will dispute with a litany of case busting

facts and figures but we shall pursue this

line of thought nonetheless.

The V-Strom is a machine any rider could

enjoy every single day in nearly every

circumstance.

And mother always knows best.

Debbie Says: I started out on her. A lovely

stable solid, reliable ride. Comfortable.

Easy to negotiate through the traffic.

So, we find our first dirt track… for me

it was don’t drop this girl, I mean how

embarrassing would that be amongst the

Big Boys…!! She negotiated well and

swallowed up the road with solid determination.

I did not find her heavy at all. A

lovely all-round bike.

Kyle says: I have always had a soft

spot for the V-Strom and I am always

astonished that there are not a lot more

of them running around. This bike should

be a best seller. It is one of my absolute

favorite bikes. It just does everything so

well. The kind of bike that you can do

anything on without any fuss.

Glenn Say: I have always really enjoyed

the ‘Stroms – however… I referred the

650 to the old 1000. The 1050 really is a

breath of fresh air and I think that it is a

brilliant, comfortable, practical machine.

Oh yes – I love the Dr Big styling too. My

eyes keep getting drawn to the prices –

and in my head, the big Suzuki represents

great value for money. We need

to get one for a good long trip across

Lesotho soon…

Sean says:

I really do not understand the South

African biking public. Maybe everybody is

trying to over compensate for something

and … judging by the amount of Ford

Rangers out there with ox wagon wheels,

bonnet scoops and ‘Raptor’ sticker kits

out there I am pretty convinced that that

is the case.

If the SA biking public was as serious

about biking as they were about the

image they portrayed there would be a lot

more of these Suzuki DL 1050’s on the

road and trails. Check out this month’s

centrespread, that’s our Kyle Lawrenson

catching some ‘Big Air’ on the boss of

Suzuki Bikes SA personal 1050 XT.

Yes, it is only a 1050cc, not a 1200, 1250

0r 1290cc, but it packs a pretty mean kick

off the line and easily runs over 200kmh.

Yes it doesn’t have a power shifter or

some of the electronic gadgets that the

other bikes have, but it also doesn’t have

their price tag. The new V-Strom brilliant

off road, excellent on the tar … even two

up with luggage it can accelerate from

120kmh to well over 180kmh when overtaking

a long line of traffic and no real

gap to do it in quite safely and quickly.

It is also nice and narrow, so squeezing

through almost non-existent gaps in traffic,

between trees and rocks or down narrow

gulley’s is a breeze. Similar ground

clearance to most adventure bikes means

it can traverse mostly anything any other

bike can.

Just outside the town of Magaliesberg, I

followed a goat track into a ravine which

eventually faded into dense riverine bush

and I had to blaze a new trail through

virgin bush over rocks and anthills up the

side to get out… No problem for the DL

1050, not once did I feel that the Suz was

not up to the task. In fact, all the other

riders were a little dumbstruck at where

we, (the DL and I), emerged from.

So do me a favour, ignore that loud

mouth tjommie leaning against the bar

or around the braai fire, ignore all the

keyboard ninja’s who spend more time

on their keyboards than on their bikes, (if

they even have a bike), ignore the paid

brand ambassadors and go spend a day

or two on the new DL 1050 XT V-Strom,

then make an informed decision.


The BMW R1250 GS.

Ok OK! If you read this here quality

publication much, you will have seen us

praising BMW’s new 1250 Shiftcam Boxer

from the mountain tops. In our opinion,

it is the single defining thing that BMW

has done since the bikes inception in the

year Og. Although the 1250 power plant

only makes a claimed 9 more horsepower

and 14 more pound-feet of torque than

the 1200 unit, the way it produces that

power transforms the GS into the boxer

we always wanted it to be.

By moving the peak horsepower up to

136 horsepower, it leaves the 110 horsepower

Yamaha Ténéré 1200 parallel twin

behind, and settles just behind the 139

horsepower Triumph Tiger 1200 triple.

The R 1250 powerplant still is a fair bit

short of the V-twin hotrod of this test,

the KTM 1290 Super Adventure at 160

horses.

The addition of power can negatively

impact handling and suspension, but that

is avoided on the BMW R 1250 GS. BMW

added the power so transparently, that

the only way you notice it is that it just

accelerates better and is more confident

everywhere.

‘Strue!

With identical styling to its R1200GS predecessor

and a chassis left unchanged,

not a lot seems to be new with the BMW

R1250GS at first glance. Delve a little

deeper and you’ll find a higher level of

standard equipment and if you tick the

options boxes, more advanced electronic

rider aids, too.

It’s the all-round package that the tech

peeps will absolutely fall in love with. Our

bike for the day boasted the Premium

Package, which includes traction control,

active suspension, a quickshifter (up/

down), extra ride modes, heated grips,

cruise control, additional LEDs, and saddlebag

mounts.

Just like all of her predecessors, BMW

focussed on comfort and this is still one

of the best bikes to consider for any long

distance adventure. The soft seat, comfortable

riding position, adjustable screen

have been developed throughout this

bikes illustrious life. It has superb wind

protection and despite the change from

Brembo to BMW-branded Hayes calipers,

you’re never left short of solid braking

power.

The colorful TFT dash is visually impressive,

though not entirely intuitive. Like we

said at the start of this lot – you’ll need

to spend some time getting used to all

the settings. We love the Multi-Controller

inside the left handgrip. Plus, it now interacts

via Bluetooth with your smartphone

via BMW Motorrad’s free Connected app.

BMW R1250 GS

Make sure that your dealer walks you

through it all…

Street riders will appreciate the Premium

Package’s Dynamic Pro riding mode. You

get all sorts of goodies, including cornering

ABS, configurable traction control,

and Dynamic Brake Control that prevents

unintentional throttle application during

hard braking.

The latest Hill Start Control feature is

impressive.

While we often think of quickshifters as

a street feature, it is fun in the dirt. If you

find yourself needing to shift up or down

in a sand wash, which we had lots of, you

will be happy to be able to smoothly do

this without releasing the grips.

On the street, it’s just a great convenience—some

of our more snobby testers

are getting to the point where they are

disappointed when a motorcycle doesn’t

have this feature. When you pay a premium

price, you do come to expect all of

this kind of stuff.

With no changes to the chassis from the

GS1200LC, it’s no surprise the R1250GS

rides and handles just like the R1200GS

and revels in the extra power. It might

look big and clumsy to the uninitiated,

but it isn’t. It’s actually a spacious tourer,

performance road bike or gravel explorer,

depending on where the road takes you.

The GS has always sold well thanks to its

amazing comfort and very user friendly

engine characteristics and with the latest

offering, BMW absolutely nailed it!

Chaps and chops. To understand, you

NEED to go and ride the 1250. It isn’t the

cheapest out there, especially if you want

all the goodies, but a full-spec GS will

hold its value well. And you know what

they say? You do get what you pay for…

R1200, 2008

47,000km

R65t 000

C400 GT 2020

2,300km - Top Box - Carbon Covers

R129 000

R 1200 GS LC, 2016

39 00km - Crash Bars - Spot Lights -

Top Box Brackets

R17t5 000

R1200 GS, 2015

47,000km

R130 000

F800 GS, 2019

2,900km

R129 000

R 1200 GS LC, 2014

57,000km

R125 000

S1000RR 2020

2,300km

R300 000

BMW Motorrad Fourways

ADVENTURE

TOURING

The Toledo 2.0 Adventure-Touring

jacket has been given a significant

update ensuring it is perfect for

summer riding and high-mileage

riders who want maximum

performance but with massive

air-flow through the jacket.

WET WEATHER

The polyester mesh jacket now

features tough nylon overlays on

the shoulder and elbows, creating

a very durable jacket for summer

use. It also has a removable

waterproof liner just in case of

inclement weather which also

can be used as an over-jacket,

meaning you don’t have to

refit the liner to the inside of the

jacket if you’re caught out in wet

weather.

It has a fully adjustable rolled

Neoprene collar and soft-edged

cuffs for maximum comfort and

features handwarmer pockets

and an outside Napoleon pocket

plus adjustment points on arms

and hips. A Mandarin collar

keeps the rider cool around

the neck.

Subtle black reflective elements

give the rider full visibility when

riding in low light conditions,

giving the rider a full humanoid

shape to other road users,

ensuring the Rider is fully

registered.

The Toledo 2.0 Air has CE

Level 1 protectors to shoulders

and elbows as standard and

provision for Oxford level 1 or 2

back protectors.

R1200GS Adventure 2013

50,000km

R135 000

// NEW BIKE SALES

// USED BIKE SALES

// WORKSHOP

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// ACCESSORIES

Cnr Witkoppen and Cedar Road.

Fourways, Gauteng.

Tel: (011) 367-1600

Email: rodney.serfontein@cedarisle.co.za

TOLEDO 2.0 AIR

R2,850

Contact DMD on 011 792 7691 or visit www.dmd.co.za for a dealer near you. Prices shown are recommended retail pricing including VAT. E&OE.


Cycle Technology ccT/A

EST. 1978

Adventure, Classic & Custom

Motorcycle & Accessory Specialists

Kurt Says: The new 1250 GS, the most

powerful GS so far, lots of fun to ride,

pretty much the same chassis, styling

and suspension as the 1200 GS, but a

very different motor. The 1250 accelerates

hard, is deceptively fast, you’d be

wise to keep an eye on that speedo, or

use the cruise control on the long road

to avoid speeding fines. The GS has the

best TFT dash I’ve seen, very clear matt

surface, very uncluttered and informative.

Our test bike had a quickshifter, up and

down, but it felt a bit vague, as did the

suspension, I am used to standard forks

and swingarm, I don’t get the suspension

feedback on a GS… Nevertheless, the

GS is very stable in all conditions, the

different suspension setup just takes getting

used to, and it works very well. The

left handlebar Sony Playstastion is very

busy, but very functional. Comfort and

wind protection is great, this is an all day

long distance tourer, as well as a very

competent dirt road adventure bike. The

GS was well worth the long wait before I

got the chance to enjoy it.

Donovan Says: We don’t need to write

anything about the GS because it’s a GS

– everyone knows it will most likely be

the motorcycle everyone buys regardless

of we write in this test.

Saying that, its major drawback might

just tempt those die-hard loyals to start

perusing the alternatives – in the region

of R300,000, it’s a massive chunk more

wallet relieving than anything else.

On the other hand, the 1250 version of

the GS has managed a new feat that has

until now alluded it: I like it.

By that, we don’t mean that the BMW

head honchos sat in board meetings in

Bavaria, racking their brains in an effort to

figure out how to impress some guy living

at the bottom of Africa. Rather, I am an

example of a chunk of the population that

never quite saw the allurement of the GS.

It had something missing – it didn’t

create a pantomime in which the rider

was a godly warrior battling all the world

can throw at it. Instead, this rider felt

like merely a tool for moving to different

places. A very good tool, but a tool nonetheless.

That’s where the 1250 is different. It will

move the rider as elegantly as before but

should the Spartan inside wishes to be

unleashed, a dab of throttle at any revs

will quickly disperse with any tedious

sanity plaguing your mind.

It can be a gentleman or a hooligan – the

choice is yours.

Debbie Says: My fourth ride for the day.

By now I am finding my derriere in the

saddle and really enjoying the change

of steeds. We did the same dirt road as

the KTM 1290. An extremely comfortable

bike, great to stand as well as to sit.

It handled the road very well. For me,

the difference between the 1290 KTM

and this Beemer on the dirt was that the

Beemer ‘floats’ on the dirt for lack of a

better expression. Her suspension is not

as forgiving as the KTM.

The heated grips work like a bomb!

(Glenns favourite trick!).

Kyle says: Hollee sh…t I love this bike.

Our editor has always raved about it and

I did not quite believe him until I tried it

for myself. That engine is just so good

for – well anything. Love it! What a great

improvement over the old GS. It’s like a

whole new motorcycle.

Glenn says: If you read my thoughts at

the press intro to these bikes a while ago,

you’ll know what I think. BMW suddenly

gave the GS lots of personality while

retaining its day to day ease of use and

all round practicality. This is, absolutely,

one of the very coolest adv offerings on

the market. Best of all– it’s just so much

fun to ride…

Sean says: Another bike that I blow hot

and cold on … or so I thought.

I am not a huge fan of the GSA version

purely because it is soooo big and quite

a handful for me, especially in very thick

sand.

The HP on the other hand is quite petite

by comparison. Like a cage fighter it has

plenty muscle and agility especially in

‘dynamic pro’ and ‘enduro pro’. We did a

couple of ‘3rd gear roll on’ dices against

some of the other 1200cc plus bikes and

completely destroyed them by a country

mile … well, most of them. The big boxer

HP has got some serious kick in the

pants but is still predicable and controllable

right through the rev range - but if you

aren’t careful you will get prison shower

eyes, especially when you forget about

the big speed bumps in “The Cradle”

while drag racing very motivated riders

on similarly matched bikes.

Fortunately, the BM’s suspension is really

good as are the brakes keeping a potentially

eina situation all nice and tidy which

only served to encourage the stupidity.

Our resident KTM fan chose this as his

overall favourite bike for the dayAnd that

says something. With the traction control

and ABS fully switched off it is a proper

hooligan bike, spending most of the day

on its back wheel or completely sideways

in the dirt, yet you can still switch on the

cruise control and aim south down the N1

towards Cape Town in absolute comfort

and then go mountain climbing with it.

THE ADVENTURE

& DIRTBIKE

SPECIALISTS

IN PRETORIA!

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

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The KTM 1290-S.

Big, bold, in your face, the KTM1290-S

delivers exactly what KTM promises.

Ready to Race!

Of this collection of bikes, this is the one

that the sportier riders naturally gravitate

towards. KTM does not know conservative

– they only really do exciting.

Just as the 950/990 Adventure was the

genesis for spin-off models like the Super

Duke, Super Enduro and Supermoto,

the 1190 Adventure gave life to the 1290

Super Duke R naked sportbike, the 1290

Super Duke GT sport tourer and the

latest crop of adventure tourers—the offroad-ready,

1290 Super Adventure R and

this 1290 Super Adventure S.

To be frank – it really is all about this

bikes beating heart… the liquid-cooled,

75-degree LC8 V-twin that’s been bulked

up and sharpened over the past 15 years.

This bike is just so fast and exciting to

ride… and yet it retains a comfortable upright

riding position and boasts adjustable

suspension that soaks up imperfections.

It is packed with just about every electronic

innovation known to man.

A 6.5-inch, full-color TFT display that

automatically switches from a white

background in bright light to a black

background in low light. Also on this

one are auto-cancelling turn signals,

the Race On remote keyless system for

the ignition and fuel cap (inside the fob

is a spring-loaded key for removing the

seat and locking/removing the accessory

panniers), a waterproof smartphone compartment

with a USB charging port in the

cockpit and the KTM My Ride Bluetooth

system. This bike was equipped with the

optional Travel Pack,

which adds Hill Hold Control, Motor Slip

Regulation and Quickshifter + (up and

down clutchless shifting).

Four riding modes (Sport, Street, Offroad

and Rain), Motorcycle Stability Control

(multi-mode, lean angle-sensitive ABS

and traction control). In Sport mode, this

version of the 1,301cc LC8 makes 132

horsepower at 9,300 rpm and 81 lb-ft of

torque at 7,400 rpm at the chain-driven

rear wheel, on a bike that weighs just

over 240 KG’s fully lubed. Street mode

softens throttle response a bit and clicks

up the traction control sensitivity, but it

still delivers full power. Rain and Off-road

mode, on the other hand, dial down engine

output to 86 horsepower and 63 lb-ft

of torque, taming the 1290’s red-blooded

temper for tricky conditions.

Suspension is WP semi-active front and

rear, allowing riders to select the best

option for their load and conditions, from

Comfort, Street, Sport and Off-road via

the control menu – even on the go.

In terms of comfort and wind protection

the 1290 ticks the boxes. Its height-adjustable

seat (33.9/34.4 inches) is firm

and the simple, manually adjustable on

the fly windscreen provides fair coverage

and it deflects airflow smoothly.

Hand guards and heated grips keep

hands warm, and, as with most adventure

bikes, rider ergonomics are spacious with

upright natural comfort..

Cast aluminum wheels in 19-inch front

and 17-inch rear sizes carry Pirelli Scorpion

Trail II 90/10 adventure tyres that

favour on-road performance but have

pretty impressive off-road manners too.

Include standard features like cruise control,

a tyre-pressure monitoring system, a

centerstand, a luggage rack and integrated

mounts for accessory panniers, as

well as a 24 litre tank that’s good for more

than 300 KM’s, and what you get a fully

specced motorcycle for sport and adventure

touring.Oh – and did we tell you how

fast it feels?

Kurt Says: Admittedly I am biased here,

I own a 1290 R, and did an extensive trip

on board a 1290 S in Europe last year,

I am very familiar with the KTM 1290,

but still, it amazes me every time I ride

one, the power is mind blowing, handling

is sublime! On tar the 1290 S will chew

up the miles, cruise control is essential

on the highways to keep from getting

arrested for speeding. But, is the 19” front

17” rear wheel and electronic suspension

suitable for dirt? Yes, although the S has

mag wheels the Y – shaped spokes give

the alloy wheels incredible strength, the

electronic suspension soaks up most

surfaces, the S will cope with most dirt

roads in SA, for the really tough stuff, buy

an MX bike!

Donovan Says: Each bike on this test

has a level of seduction that will no doubt

catch your imagination, and with that

there is a tendency to loose allegiance to

your held beliefs. Each has that something

that tickles a different part of your

being and elicits a personalised

happiness.

By chance, I happened to ride each of

the other bikes before I had a go on my

long-time favourite – the 1290 Super

Adventure. During that time of unfaithfulness,

I began to question my previous

choice – surely the GS is enough

excitement? Wouldn’t the Super Tenere

go anywhere the 1290 could? Why do I

need more than the cheerful V-Strom or

V85TT? What could be better than the

Triumph’s luxury?

Then, at the end of the day, the 1290

growled back into my life, and all

thoughts of everything else dissolved

away. I completely understand why

anyone would buy something else, and

I’ll completely support your decision.

Whatever motorcycle you choose out of

this group will be a good decision.

Personally, I’m going to stick with the

1290.

Debbie Says: My third bike of the day.

I was kinda ready for this, finding my

derriere in the saddle, more than what I

had started in the morning with,…anxious

of course. Well, what a bike! What

a superb bike. I was doing those corners

(within my capability) with so much ease,

what power she has, what magnificent

cornering handling feel she has. She is

slick and smooth. I am tall and I would

normally stand on dirt with my 950ADV,

I found that I was amazingly comfortable

to sit and take up the road. I did not feel

comfortable standing with this steed. It

felt as though all the work, if any, was

done by the KTM 1290.

I could literally ride this steed from under

my seat!! She handled the dirt solidly, the

suspension is amazing, sucked up the

bumps and grooves as though on a

tar road!!

Kyle says: You know you get that little

devil on your shoulder telling you to go

faster? He comes out a lot when I ride

any 1290. For an experienced rider, this

is a fantastic, fun to ride bike with more

raw horsepower on tap than just about

anything out there. It constantly brings

out the hooligan and makes you smile

every time you hit the starter. I love the

fact that the dash said NOT LEGAL every

time I started this one…

Glenn says: I only got a short stint on

this one on the day of the test – although I

have ridden it quite a lot in the past. If you

are a performance junkie, this is absolutely

one of the bikes that you need to ride.

The only other adv bike of this ilk that I

have ridden that makes you smile due

to sheer horsepower is the Ducati Multi

which, sadly is not available to us. Like

all big bores – you can expect some heat

from the engine in the slow stuff – but

who wants to ride it slowly anyway? This

is a great big race bike. So capable, so

much fun… So - well KTM.

Sean says: The naughty kid of the bunch

and the most powerful that, properly destroyed

everything during the impromptu

drag races.

The 1290S does everything very well and

after a while in the dirt you forget that it

has 17” rear and a 19” front wheel unless

you get into some really hardcore off

road riding. The advantage of the 17/19”

combo also has the advantage of getting

most average riders feet flat on the

ground inspiring more confidence to push

your limits.

I snapped on the throttle in 3rd gear

at about 90kmh and the front wheel

changed trajectory almost instantaneously

aiming skywards getting my sphincter

to pucker up properly. I didn’t get to ride

the 1290S in the dirt a lot on this ride

but did spend a day wandering the goat

paths of Lesotho about a year ago and

also had the privilege of riding it down

Sani Pass. Bar being a bit heavy … as

most big adventure bikes are … I could

not fault its off road handling at my skill

level.

On the same trip I watched some real pro

riders ride the 1290S’ where goats fear

to tread like they were on little dirt bikes

… with the photographer lady happily

hanging off the back clicking away.

I had to ride back along the A1 in the dark

and being quite night blind I enjoyed the

adaptive headlights and cornering lights.

KTM 1290 Adventure S


The Yamaha 1200 Super Tenere

Big, bold go anywhere. Of all the bikes in

this lineup, this bike really does feel like the

school bully. It is large with a huge presence

– and there is a sense if indestructability

when you climb aboard…

The venerable XT1200 is the largest in a

series of dual-sport Yamaha motorcycles

named after the Ténéré, a desert region in

the south central Sahara.

Over the years, Yamaha has bumped up the

horsepower year on year. MotoGP tech features

in this engine – a 1199cc liquid-cooled

parallel twin that is just as good at freeway

speeds as it is lugging rider, pillion and luggage,

or tearing along a gravel road in the

Karoo. Performance isn’t ground-breaking

but the engine is really smooth and solid. By

placing the crankshaft closer to the rider and

low in the chassis, while maintaining decent

off-road ground clearance, the crank’s gyro

effect doesn’t intrude on the bike’s steering.

Yamaha’s ECU-servo throttle-injection

system also figures.

Yamaha XTZ1200

In terms of electronic tech, the Super

Ten is still pretty old school, but this will

appeal to riders who don’t want the fuss.

It features multi-mode traction control

system and electronic throttle control

(YCC-T) with programs to support offroad

use, switchable engine mapping,

and combined brakes with ABS.

Power delivery can also be tamed

by switching to Touring mode via a

bar-mounted button. Smoother throttle

response and claimed improved fuel

economy are the result. A wet weight

figure of 261kg puts this bike bigger and

heavier than most of the opposition, but

the he truth is that the Tenere loses any

sensation of bulk when its wheels are

turning.

Yamaha have got the weight distribution

spot on and the only time weight is a

problem is pushing the bike around.

The Super Ténéré is a tall bike, but

thanks to its narrow waist it isn’t as intimidating

as you would expect.

The riding position is typical adventure

bike comfortable and thanks to a

four-position manually-adjustable screen

and brush guards as standard, weather

protection is good.

It’s a genuine all-day comfortable bike.

It has grooved footpegs that, when

seated, give you a cushy peg underfoot.

When you get into more technical

riding and you stand up, the cushioning

compresses under your weight and gives

you more sure footing on the underlying

metal pegs.

Rounding out some of the more stand-out

features, the Super Ténéré comes with

cruise control and dual cat-eye projector

headlights. Those projector headlights really

throw some light for extra brightness

during nighttime rides. It does not boast

a TFT screen, but the digital display is

simple and easy to read.

The Tenere is so stable – well everywhere.

At 160 plus it’s so comfortable rock

steady and can cut an easy swathe

through fast roads and the twisties. At

speed on the pretty crappy gravel we

rode, the bike has great manners and

tears along like a juggernaut.

Interesting fact: Yamaha’s Super Tenere

turned 10 in 2020.

Kurt Says: The Yamaha Super Tenere

is quite dated, and in need of an update,

but remains a very competent all round

motorbike, it is a solid bike, very comfortable.

On dirt it is quite competent, our dirt

route had fairly good surfaces and the

Super Tenere handled everything with

ease, the ABS system cannot be totally

disengaged, but it works phenomenally

well on dirt. I’ve ridden the Super Tenere

on much rougher terrain in previous

years, it coped well.

Donovan Says: The Super Ten was

launched in 2010, got a mild upgrade

in 2014 and here we are six years later.

Since then, fuel mapping as evolved in

such a way that motors are dumping out

bottom-end and midrange at a level that

they have no right to. TFT dashes, modern

connectivity and electronic everything

is at the forefront of adventuring.

And here we have the Super Ten, requiring

an obligatory down-change to summit

previously unregarded hills and weighing

enough to attract its own moon.

By all rights, Yamaha should simply put

it out of its misery, except for a couple of

things – it’s uncannily comfortable and it’s

been around for so long without anything

going wrong with it that we are more likely

to see the demise of celestial bodies

than behold a Super Ten going pop.

If that is what you are after in life, the

Super Ten is a no-brainer.

Debbie Says: Sadly, I did not get to ride

her.

Kyle says: Big, bold, conservative.

It’s one of those bikes that just does

everything well. To me it feels like this is

the most planted of all the bikes in the dirt

roads. Very confidence inspiring…

Glenn says: It’s a big bike and makes no

apologies for that. If I were to undertake

a long cross country trip – in terms of

reliability and sheer comfort, this would

be near the top of the pile. But…

There is no getting away from the fact

that in this company, as good as it is, the

T12 needs an upgrade. There is nothing

wrong with the bike at all, it is big and

fast and comfortable – but modern tech

has made the current crop of adventures

so light and nimble – moving them away

from the old school heavy, solid tourers.

Yamaha just gave us a T7 from the MT07

– how about a T9 from the MT09?

That would be something…

Sean says: I have always had a love

hate relationship with this bike for

some reason. When the original Tenere

launched in SA I was a bit underwhelmed

with the power, overwhelmed by the girth

and weight and I battled with the ergonomics

as well, to the point that I kind of

avoided riding the bike. A couple of years

on, and I figured to be fair I would have a

go on it again.

The power is on point and more like what

you might expect from a 1200cc parallel

twin, especially when you take it out

of ‘Granny mode’. It revs strong off the

bottom, launching you off the line with a

fair amount of gusto and pulls strongly

all the way through to a healthy top end,

not the fastest or most powerful bike of

the day, but definitely no

slouch. As far as weight

and girth are concerned,

there doesn’t seem to

be too much change

there that I could feel.

I do have a hard time

squeezing my long

legs into the sculpting

of the tank, I also

found that the distance

between the seat and

the foot pegs put me

into a strange squat/sit

position that was a bit

uncomfortable over long

distances, but the low

seat height helped over

the technical stuff for the

shorter riders with us on

the day.


Triumph’s Tiger 1200.

If there is one bike that Triumph really

improved in leaps and bounds, it has to be

the 1200 Tiger. The early Explorer models

were good – but they were infinitely better

in tar than gravel. The latest one finds a

fantastic balance with heaps of road and

dirt cred.

Triumph dropped the Explorer moniker

from its 1200 Tiger range in a deliberate

reference to the 80 years of Tiger off-road

heritage. If you are looking for a bike that

is as comfortable as the day is long, with

enough power to take you anywhere without

scaring the hell out of you – then the

Triumph 1200 Tiger is right up your alley.

Oh yes – if you want to pop your friend on

the back – they will be equally happy with

life.

The riding triangle is comfortable and

natural – but we do need to say that compared

to the other bikes on test, this one is

quite tall. It does, however have one of the

most comfortable seats of the batch.

More than 100 claimed changes over the

previous models has resulted in weight

savings of up to 11kg from elements including

the engine, chassis and exhaust.

At the heart of the new Tiger is a heavily

reworked version of Triumph’s signature

triple.

The 1215cc liquid cooled, 12-valve,

DOHC, in-line three-cylinder engine

boasts lower inertia and lighter weight engine

components than its previous guise.

In english, this allows the engine to spin

up faster and provide a more immediate

power delivery. The throttle is very responsive

and smooth across the board, improving

the Tiger’s rideability. Triumph tells us

that this is the most powerful shaft-drive

1200 on the market – something to be

sought after in this adventure bike bracket.

It’s not, however, the lightest, with the

XCa weighing in at 248kg dry (BMW’s

R1200GS Rallye Sport and TE Exclusive

weigh in at 244kg wet).

Triumph dug into their arsenal of technology

and have built a truly high-end machine

that easily stands shoulder to shoulder

with any big tourer out there. It shares

many of the 800 Tigers updates, like TFT

instruments and controls, an Off-Road Pro

mode, and simplified cruise control. It also

gets updated brakes - Brembo four-piston

radial monobloc calipers with twin floating

discs feature up front, and a single piston

sliding caliper with a single disc at the

rear. To provide smooth and progressive

braking, the Tiger features an integrated

braking system, which automatically

applies a percentage of rear brake as the

front is used. This system is useful and

hardly noticeable, however it is deactivated

at low speeds or of- road.

The Tiger really is packed with a comprehensive

suite of technology, including

cornering ABS and (five-level) traction

control. Power is delivered via a rideby-wire

throttle system, which features

various mapping configurations to suit the

six riding modes of Rain, Road, Off Road,

Sport, Off Road Pro and Rider.

Off Road Pro completely deactivates

ABS and traction control, and switches

the suspension to the ‘Off Road’ setting.

Triumph tells us that it is the most powerful

(104kW, 122Nm) of the shaft-driven

ADVs available. Its engine feels strong

across a broad spread of revs, and the

bidirectional quickshifter is amongst the

slickest we’ve tried. The electronic screen

adjuster is distractingly fun to play with.

Nothing has changed on the Tiger in

terms of suspension. This model still

features the same Triumph semi-active

WP suspension system (TSAS) as seen

on the earlier model, which allows the

rider to switch between types of ride – on

a scale varying from comfort to sporty,

while the system controls the front and

rear suspension damping and automatically

adjusts the rear suspension for rider

size and load. It works great on the tar or

in the dirt.

The Tiger handles like a sports-tourer,

easily turning in, leaning and swerving

like something half its size. Low-speed

manoeuvrability is also improved, thanks

to the repositioned handlebars. You kind

of expect a bike of this size to feel bulky

in the dirt – but not so. It really is quite

good fun in the gravel. The fact that the

bike includes aluminium sump guards,

radiator guards and engine bars as

standard cis a really cool touch!

In short, the new Tiger is in a different

league to its predecessor. It’s tangibly

better to ride, and that 11kg weight loss

brings it more in line with the competition.

Kurt Says: I never got the hang of the

complex switching and very busy dash,

reading the manual and getting to grips

with the electronics is essential to fully

appreciate what the Explorer has to offer.

That triple cylinder motor has the best

sound. The Explorer had the best wind

protection as well. At speed it is incredibly

comfortable, a true long distance tourer.

I rode the first model Explorer many

years ago on dirt and did not enjoy it, but

this latest edition has improved dramatically,

it handled all the conditions I

experienced on this ride with ease.

On tar the Explorer has always been very

good, the exhaust note is music to the

ears. On dirt it is more than competent, I

never felt uncomfortable at any time.

Donovan Says: Triumph has a cunning

way of being likeable – social media

platforms are awash with mudslinging

between adventure brand loyalists,

particularly those of BMW and KTM, with

the odd smattering from those of other

brands. And yet, when someone brings

up the name Triumph, most parties nod in

agreed admiration.

We’ve attempted to solve this quandary

before, and the best we can come up with

is that there is nothing about Triumph that

can be deemed significantly unlikeable.

Its machines press forward amiably, festooned

with character and competence,

bereft of qualities that would make sane

people question them.

The Tiger 1200 may have qualities that

fall short of class leading, yet none that

you can nail down as lamentable.

Where it is class leading is in its ability to

make the rider feel like a VIP, cruising in

executive luxury. You will arrive at your

destination literally feeling like a million

bucks.

Debbie Says: I mounted this tall steed.

I love tall. She stands proud. I had no

problem ‘getting a leg over’. She has

power. She handles well in the traffic.

She feels light. She has power. I loved

the sound of her triple cylinder engine.

She is an ideal touring bike and would

handle two up with ease..

Kyle says: the gentleman on the pack.

So smooth and “Rustig”, until you wind

her ear and that massive triple comes

to life. Love the suspension. Love the

comfort, love all of the electronics…

Everything about this bike is better than

its predecessor. Such an easy bike to

ride. Really enjoyed it!

Glenn says: I was given the dubious task

of taking this bike on what was possibly

the most technical sections on the day –

and despite the saddle height and sheer

size, I was impressed at how well this girl

coped. The smooth engine makes life just

so easy. This is quite possibly the most

comfortable and well-rounded bike of the

pack. It is a beautiful, comfortable beasty

on the road and just so accomplished in

the dirt. Another great choice for sure.

Sean says: In my opinion the adventure

bike with the sexiest engine note on the

market and also definitely the most comfortable

of all the bikes on this test. It is

fully spec’d with all the bells and whistles

you can imagine and the only one with an

electronically adjustable screen.

Sounds inconsequential, but when you

are cranking along at a fair old speed

trying to operate two big plastic wing nuts

with locking plates or a manual crank

handle or flip locking lever isn’t that great,

pushing a button on a switch cluster

makes much more sense, stopping to

adjust your windscreen up or down kind

of ruins the moment.

The 1200 Tiger does carry a bit of weight

and because of the upright triple with the

fuel tank above it it does feel a bit top

heavy at slower speed in the technical

off-road stuff which does require a bit

more concentration when choosing a

route through the rough sections, also

being quite a tall bike, it accentuates this

a bit more.

On the tar the Tiger is pure joy to ride,

nice soft wide and comfortable seats, a

very natural and relaxed seating position

and more than enough power to haul

you along at really quick speeds, dial the

cruise control onto 200kmh and hit out on

a cross continental trip.

Triumph Tiger 1200 XCA


In conclusion…

Whew! That was a marathon amount of riding and writing

there is a test after this, so we hope that you payed attention!

Do you REALLY need a 21 inch front wheel? Well no!

Most people who ride ADV bikes will probably never do

what we did.

Whilst a 21” front wheel will clear obstacles better than

19” due to a bigger rolling circumference, and is better

in thick sand, 21” front wheels are not essential on dirt.

How often does the average rider actually encounter very

tough conditions? And we’ve taken 19” through just about

anything that the 21” can. Ask anyone who has done the

GS Trophy…

Adventure riding is about getting to more remote areas no

matter the road surface, if the surfaces get very tough, just

take it easy. There are very few adventure bikes available

these days with 21” front wheels.

If a 21” front wheel was that essential for adventure riding

a lot more brands would have them available, so, don’t let

a 19” front wheel limit your choices….

Bike Specs...

C

M

Y

Moto Guzzi V85

Suzuki DL1050 XT

BMW R1250 GS

CM

MY

Engine Four Stroke Transversal V-twin

Capacity 853cc

Max Power 80hp / 59 kw @ 7750 rpm

Max Torque 80Nm / 59 lb-ft @ 5000 rpm

Transmission 6 Speed

Final Drive Shaft

Frame Steel Tubular Frame

Seat Hight 830mm

Wet Weight 229kg

Fuel Capacity 23 Litres

Engine Four Stroke V-twin, DOHC

Capacity 1037cc

Max Power 107hp @ 8500 rpm

Max Torque 100Nm @ 6000 rpm

Transmission 6 Speed

Final Drive Chain

Frame Aluminium, Twin Spar

Seat Hight 850mm

Wet Weight 247kg

Fuel Capacity 20 Litres

Engine Four Stroke Twin Cylinder Boxer

Capacity 1254cc

Max Power 136hp / 100 kw @ 7750 rpm

Max Torque 143Nm / 105 lb-ft @ 6250 rpm

Transmission 6 Speed

Final Drive Shaft

Frame Bolt on rear, Load Bearing Engine

Seat Hight 850mm

Wet Weight 249kg

Fuel Capacity 20 Litres

CY

CMY

K

KTM 1290 Adventure S

Yamaha XTZ1200

Triumph Tiger 1200 XCA

Engine Four Stroke LC8 V-twin, DOHC

Capacity 1301cc

Max Power 160hp / 118 kw @ 8750 rpm

Max Torque 140Nm / 103 lb-ft @ 6750 rpm

Transmission 6 Speed

Final Drive Chain

Frame Steel Tubular Frame

Seat Hight 860mm

Wet Weight 240kg

Fuel Capacity 23 Litres

Engine Four Stroke Parallel Twin, DOHC

Capacity 1199cc

Max Power 112hp / 82kw @ 7250 rpm

Max Torque 117Nm @ 6000 rpm

Transmission 6 Speed

Final Drive Shaft

Frame Steel Tube Backbone

Seat Hight 845mm

Wet Weight 260kg

Fuel Capacity 23 Litres

Engine Four Stroke Three Cilynder, DOHC

Capacity 1215cc

Max Power 137hp / 101 kw @ 9300 rpm

Max Torque 123Nm / 90 lb-ft @ 6250 rpm

Transmission 6 Speed

Final Drive Shaft

Frame Tubular Steel Trellis Frame

Seat Hight 837 - 857mm

Wet Weight 259kg

Fuel Capacity 20 Litres


Yamaha’s

wr450 and the yz450 fx tested

A mate of ours and weekend warrior, Ray Richards was considering moving from his Yamaha 250FX

onto a 450. We thought we’d do him a favour and arranged Yamaha’s two 450’s for a little spin – and we

got his opinion on the bikes after the ride. Two fresh bikes were grabbed from the Linex dealerships –

the WR from Lynwood and the 450 FX from Randburg… Two very different bikes…

We treated him to just about everything – bearing in mind that he is a social rider and not an extreme rider or

racer. We rode a very entertaining loop with obstacles ranging from single-track, faster-flowing areas, water

crossings, and some pretty stiff hill climbs. Enough to keep riders of all levels entertained. Being a local, he

knows many of our routes – and he often rides them on his 250 – so it was great to get his feedback…

Suffice it to say – after the first bike, his eyes were big like saucers…

Moving from a 250 to a 450 is quite a hefty jump – and maybe the first mistake he made was to grab the FX

first. It is an arm stretcher of some note.

Amazing fun with more exciting horsepower than your Bosses fancy sports car.


YZ250F PUTTING

YOU BACK INTO THE

Anthony Raynard

2020 S.A MX 2 Champion

The 450 FX: Competition machine.

This bike is geared toward off-road competition

and GNCC-type racing. GNCC

racing has evolved into more open, faster-flowing

trails where a 450 has power

and speed advantages.

The YZ450F motocross bike received

a complete makeover in 2018, and in

2019, the FX received all of the same

updates along with a few additional

off-road-specific features, one of which

is the Yamaha Power Tuner app which

enables the rider to modify the engine

mapping in greater detail than was ever

previously possible and is a completely

free application for iOS and Android

devices.

The 2019 YZ450FX received the updated

engine that went into the 2018 YZ450F.

Some of the key features include a new

cylinder head, a high-compression piston

with a DLC-coated piston pin, new camshaft

profiles, a new crankshaft, and a

new 44m Mikuni throttle body, The EFI is

controlled by an ECU with YZ450FX-specific

base mapping along with a

dual-mode engine-mapping switch.

This five-speed wide-ratio transmission

is really slick. Compared to the YZ450F

motocrosser, first gear starts much lower,

second is about halfway between first

and second, third and fourth are very

close to being equal, and fifth gear is

geared higher and is faster.

The gaps between each gear are not far

apart and the broad, torquey power can

easily cover them.

This bike has a fantastic amount of

torque, good bottom-end, strong midrange,

and is very revvy for single-track

riding. The biggest challenge is making

the power work best for the

conditions.

The KYB SSS coil-spring fork

and KYB shock have great

stock settings.

The added rigidity in the

frame is matched very well

to the suspension settings,

offering a good balance of

comfort and performance.

At low speeds, the bike feels

quite firm, but as soon as you

start riding at any type of race

pace, the suspension works

perfectly.

This bike is really strong.

A typical 450. Absolutely

designed for the ver verlaate

vlaktes where you can open

wide. In tight twisty trails,

second gear is your choice –

maybe third and very

occasionally fourth… but

judicious use of the throttle is

highly recommended ʼcause it

will get away from you in the

corners if you are not careful…

and you can overshoot.

We used the mapping switch. The preprogrammed

map 2, is slightly mellower

for tighter trails but this bike still lets you

know that it is the boss.

Fantastic fun to ride! MX riders will love it.

GXCC type riders will also be in lust. Go

far, go fast – what an exciting machine!

Dylan Ferrandis. 2020 Monster Energy

AMA Supercross. 250 Title

WHEN WINNING

CHAMPIONSHIPS

LOOK NO FURTHER

THAN THE YZ250F.

Monster Energy AMA Supercross 250 title,

AMA Lucas Oil Pro Motocross 250 title, EMX

MX2 Title, SA MX Nationals MX2 title.

Dylan Ferrandis. 2020 AMA Lucas Oil

Pro Motorcross. 250 Title

2020 YZ250F

NOW R119 950

Limited Stock available

*Ts and Cs apply

Thibault Benistant.

2020 EMX 250 Title

INC VAT

www.yamaha.co.za · +27 11 259 7600 · Facebook: Yamaha Southern Africa · Instagram: @yamahasouthafrica


Make no mistake it is still, definitely a

450, but it is plusher and less revvy than

the FX.

That’s it – two great 450 options.

Go and ride em for yourselves.

More of an everymans kind of bike.

Yamaha achieved this by tuning the

intake and exhaust system, along with

fuel and ignition maps, to provide usable,

power down low with a good amount of

high-rpm power and over-rev.

The suspension is at a very good starting

point – it is set quite a bit softer than the

FX. With some adjustments, it works well

for a wide range of skill levels and rider

sizes. The WR450F also has the most

current KYB Speed Sensitive System

(SSS) coil spring fork and KYB shock that

come on the YZ450F. The only difference

is the enduro-specific valving and spring

rates.

The FX came from Linex Yamaha in Randburg.

(011) 251-4000

The WR is standing at Linex Lynnwood.

(012) 501-0120

www.yamaha.co.za

Riding this bike is a lot of fun. It has good

power for its intended use, is really easy

to ride and is really only limited by the

rider’s ability to control the bike. It delivers

plenty of torque for trickling along, but

make no mistake she is definitely a 450

and when you let rip she will let you know

all about it.

Specs

WR450 F

YZ450 FX

Conclusions:

Two very different 450’s from one of the

manufacturers who dominate in the world

of 450 dirtbiking.

Competition – think 450 FX.

Trail riding and an easier ride – Think

WR.

The 2020 WR450: A completely

different kind of bike.

Here comes a can of worms. A few years

ago when Yamaha introduced the first

fuel injected WR, they touted it as a bike

for hard enduro – and we disagreed.

The early models were pretty strong and

wild – too much of a handful for anything

remotely hard enduro-ish.

This latest rendition is mellower, more

chilled and dare we use the word -

softer?

While this bike shares the FX’s 450 mill…

They have toned it right down… the

latest-generation YZ450F engine.

The “WR” comes with a wide-ratio,

five-speed gearbox that is actually the

same as the one used in the YZ450FX.

In comparison to the motocross model,

it is as you would expect. First gear is

very low for single-track conditions such

as tight forest sections. Second gear is

between the YZ450F’s first and second

gear. Third gear is just a touch lower than

the YZ450F. Fourth is almost the same

and fifth is much taller.

“WR” could easily describes the engine’s

powerband. The bike comes with

several EPA requirements that reduce the

engine’s overall and peak horsepower.

However, there is still plenty of power to

get anywhere you want to go. It could

be said this reduction in outright power

makes the bike easier to ride.

And with the tuning capabilities you really

can adjust them to exactly what you as a

rider is looking for.

What did our mate Raymond think?

FX: Because I am so used to my 250, I

had no idea how fast this thing is it just

goes in every single gear! If you aren’t

careful, you’ll end up on the back wheel –

not really my style but it happened a few

times. Monster machine – way too much

power for me…

The WR: I like the soft suspension and

softer, more even power delivery. For

me, it’s a really nice bike to ride. Definitely

more towards what I was expecting.

Smooth, nice gearing, nice handling.

Would you trade your 250 for a 450?

Please make no mistake these 450’s are

superb bikes and lots of fun to ride but…

As a social rider who does trail riding and

softer enduro – no. For me – my FX250

is more than enough. Had I started on a

WR450 – then I would certainly consider

another, newer model, but as we stand

now, the 450 is simply too much for a guy

like me. I reckon a strong, young skilled

rider will love it, but for a weekend, chilled

rider like me,they are just too much.

Engine 450cc liquid-cooled DOHC 4-stroke; 4 valves

Bore x Stroke 97.0mm × 60.9mm

Fuel Delivery Mikuni® fuel injection, 44mm

Transmission Wide-ratio 5-speed; wet multiplate clutch

Final Drive O-ring chain

Suspension Front KYB® Speed-Sensitive System inverted fork;

fully adjustable, 12.2-in travel

Suspension Rear KYB® single shock; fully adjustable, 12.5-in

travel

Brakes / Front Hydraulic single disc brake, 270mm

Brakes / Rear Hydraulic single disc brake, 245mm

Tires / Front 80/100-21 Dunlop® MX3X

Tires / Rear 120/90-18 Dunlop® MX3X

Seat Height 955.4mm

Wheelbase 1480.82mm

Rake 27.2°

Fuel Capacity 8.3L

Wet Weight 120kg

Engine 449cc liquid-cooled DOHC 4-stroke; 4 titanium

valves

Bore x Stroke 97.0mm × 60.9mm

Fuel Delivery Mikuni® fuel injection, 44mm

Transmission 5-speed; wet multiplate clutch

Final Drive O-ring chain

Suspension Front KYB® spring-type fork with speed sensitive

damping; fully adjustable, 12.2-in travel

Suspension Rear KYB® single shock; fully adjustable, 12.5-in

travel

Brakes / Front Hydraulic single disc brake, 270mm

Brakes / Rear Hydraulic single disc brake, 245mm

Tires / Front 80/100-21 Dunlop® MX3S

Tires / Rear 120/90-18 Dunlop® MX3S

Seat Height 955.4mm

Wheelbase 1480.82mm

Rake 27.2°

Fuel Capacity 8.3L

Wet Weight 116kg


Brakes:

Fronts - Honda Trx 450 R front

spindles with oversize Rotor and

Trx Nissin Master cylinder and

Nissin front callipers,

Rear - Oversize wave Rotor disc

from Modquad, Dual braided

hoses for front and single for

rear.

Suspension: Elka stage 4 Triple

rate shocks in front. They are

high-speed comp, low speed

comp, rebound and preload

adjustable shocks and ensure a

very plush feel. These are mated

to Lonestar +2 A arms. The rear

Features a Stage 3 Elka dual

rate shock on a Elka long travel

linkage.

All of this is mounted to a custom

fabricated + 2 swingarm from

Fireball engineering.

This was fairly easy to do as I

work for an engineering firm.

Handlebars are Fast flex bars

mounted to Zeta Bar Clamps.

The frame is standard - I reinforced

in certain areas for extra

strength.

Bling stuff includes a Billet

aluminium kick-starter and gear

lever both from modquad and

supplied by SMR.

The Clutch Cover case as well

as the Stator cover is painted to

a high gloss perfection by Cecil

from Perfect panelbeaters and

really came out superb.

Nerf bars were also sourced from

SMR and powder coated black to

match the rest of MR B’s look.

The swing arm houses a Billet

CNC axle bearing carrier with

Billet Alu brake disc holder to

accept the bigger disc rotor.

All of these nice goodies are held

in place with one of modquads

full Lock polished axle nuts. The

Swing-arm also utilizes a TM

design Chain roller guide as well

as a modquad chain tensioner.

The Axle is a +2 Dominater axle

which was imported and uses

the standard banshee hub. I felt

the banshee hubs have sufficient

strength and opted to keep them

original.

Exhausts are Pro Circuits as they

give some nice mid to high end

power.

The bike runs on normal fuel

and Motul 800 and with minor

adjustments and alterations we

can make way more power out of

this 4mm 421 setup but for now I

choose to leave it as is.

Power is put down via EK Gold

525 chain and PBR sprockets.

The seat is a custom seat from

Eric Groenewoud at Nithrone

custom seat covers and the

graphics were sorted by Dwane

Bates from DBS bike graphics.

Hullo Dirt And Trail Magazine guys.

I know that there is not a lot happening

in the new quad market, but

I thought that I’d share a lockdown

build that I undertook. I’m pretty sure

that there are plenty of Banshee fans

still out there who might find this interesting…

This bike started its life as a 2005 limited

edition Banshee 350 – one of the most

iconic quads ever built. I’m pretty sure

that it was passed down through multiple

owners and I bought it in January 2020.

The quad just did not cut it for me, I have

been Racing 4 strokes for a very long

time but wanted something different and

have always dreamt about owning a Banshee.

I needed to make her special.

The motor was a 4mm stroker 403cc but I

was just not happy with the power.

Now it’s a 421cc high port setup pushing

82 HP Built and Tuned by Sidney Da

Costa from Sidz Motorcycles in

Bloemfontein.

He built it from the ground up using only

the best available parts with a new 4mm

stroker crank, match ported cases, new

barrels, pistons etc.

Fuel is delivered via a dual output Pingle

fuel tap to two 33mm Keihn Pwk carbs.

Dual pod filters with outerwear’s and air

box delete take care of the filtration side

of things.

The Carbs feed the Motor Via oversized

billet aluminium Chariot intakes and

V-force 4 reeds.

On the cooling side of things, I fitted an

oversized radiator, white silicone radiator

hoses with a Modquad temperature

gauge. The motor is fitted with a Chariot

cool head and a oversized billet water

pump impeller.

Rims: Dual Bead lock Hyper carbon fibre

bead locks.

Tyres: CST Pulse 20/11/9 rear and

21/7/10 front

Protection of frame and swing

arm comes in the form of Stainless

steel skid plates sourced

from a local quad outfit, SSS

Racing.

The steering column is a modified

standard steering column to

get to a +plus 2 inch.

I would just like 2 say a special

thanks to Sidney da Costa from

Sidz Motorcycle Racing for all

the help and advice and building

of motor.

And yes….

It goes as good as it looks!

JERARD OLIVIER

I started the build just before lockdown so

there was plenty of time…

Heres a little rundown:

Engine and fuelling: The interesting

stuff…


Suzuki

Vstrom 1050


Lets GO

racing!

Inland racing update. South Africa has talent!

South Africa’s biggest MX series has had a fantastic year so far. The average race attracts just

over 160 riders – and before lockdown hit us – spectators flocked to the venues to support the

racers and watch the fun.

2020 has seen 7 events so far with the last scheduled to happen @ Terra Topia on the 21st of

November. Full feature on that one in our December magazine – thanks to the guys from 12Twelve

Designs and Sole Racer, Media partners to the Inland Series.

The last event we covered was Round 4 also at Terra and since then, the guys and girls have

raced at Smoking Pistons, ERORA and Dirt Bronco. So you get the idea – 3 events in 28 days.

And the competitors are loving it!

This is an inter-provincial championship, under the auspices of the crowd from WOMSA. A fantastic

feeding ground for racers looking to move to the national series – or to pursue race careers

abroad.

IN Fact – many national racers come and compete in this series and are often spotted helping the

less experienced clubbies out.

There are some very talented riders out there in all classes – from small kids, right up to the fast

“Toppies”. The youngest is 4 years old – and the senior citizen of this lot is 70 Yr old Mr Johnny

Nel.

And there are heaps of classes – a class for every rider, and they boast that they are the only series

with a ladies only class and that is well attended with an average of 15 ladies per event.

With a bit of luck, next year, we’ll cover each event – and there is even more news.

Plans are afoot for Northern National Championship and a Southern National championship that

will include some far flung tracks like: Capricorn Raceway on Polokwane, Manna MX in White River,

Holeshot Harry’s in you guessed it Harrismith, High Stakes in KZN in addition to the 5 Gauteng

based venues. The Inland Series will also include a manufacturers championship.

This will all culminate in the traditional North Vs South shootout in Bloem in September 2021.

More news soon. It’s going to be great!

www.inlandmx.com

Results to date:

50cc Junior (31 riders). 1st Wilco Du Plooy. 2nd Ethan Petzer. 3rd Cassie Van Zyl.

Senior (29 riders). 1st Raiden Woolls. 2nd Maxwell Fourie. 3rd Skyler De Kock.

65cc (67 riders). 1st Ashton Owen. 2nd Ashton Martin. 3rd Damien Venter.

85cc junior (23 Riders). 1st Blake Osner. 2nd Ryan Adler. 3rd Matthew Correia.

85 – Pro Mini (38 Riders). 1st Thor Johnson. 2nd Emmanuel Bako. 3rd Tyler Tarrantino.

125 – (31 riders). 1st Mark Anthony Filip. 2nd Hayden Tulley. 3rd Callan Broski.

MX1 – (26 riders), 1st Adriano Catalano. 2nd Allistair Drennan. 3rd Enrico Narbonese.

MX 2 – (32 Riders), 1st Tre Moser, 2nd Jayden Proctor. 3rd Werner Rall.

MX3 – Vets (17 riders), 1st Johnathan Du Plooy, 2nd Sheldon Watkins, 3rd Craig Maynier.

MX3 – Masters (9 riders), 1st Shaun Lloyd, 2nd Bruce Viljoen, 3rd Byron Linaker.

MX3 - Grand Masters (10 riders), 1st Adrian Maguire, 2nd Harry Grobler, 3rd Johnny Nel.

Ladies (19 riders), 1st Megan Jonker, 2nd Sherise Botes, 3rd Seranne Davies – Meyer.

DIRT BIKE GRAPHICS COMPANY


DIRT BIKE GRAPHICS COMPANY


ENDURO

MADE EASY

It’s a Thursday morning in our offices – the day before deadline

and the phone rings. It’s the chaps from KTM – “Hello guys –

we know that its last minute – but how would you like to take a

spin on another two 2021 models?”

Would we? For sure! There’s always time to ride motorcycles.

Usually what happens when new models are launched is that

we get invited to a shindig where all the models are presented

and we get to put them through their paces. But – 2020 has

been very different – so as the new bikes start to arrive, they

trickle through to the respective motorcycle publications.

The bikes were collected – KTM’s Best Seller a spanking new

KTM 300 TPI along with their very latest four stroke 250 EXC-F.


KTM 300 EXC TPI

KTM 300 EXC TPI

KTM 300 EXC TPI

KTM 300 EXC TPI

For the 2020 range, the bikes were effectively

brand new from the ground up. We

re-visited that feature and looked at some

of our comments there. It is pretty amazing

how this brand just keeps evolving.

Here is a statement:

When KTM builds a bike – they focus on

what they want and deliver a bike for the

intended purpose. Some other brands

build a bike that can be used for this and

can be used for that. With these two,

KTM has built enduro machines. Nothing

in-between.

For 2021, the KTM 300 XC-W TPI benefits

from an additional external preload

adjuster in the WP XPLOR front fork that

allows for easy setting changes for varying

track or trail conditions.

The 250:

The smallest model of the KTM 4-stroke

range has a surprisingly big bite for its

size. Last year it went through a plethora

of updates.

For 2021, it gets WP XPLOR fork preload

adjusters as standard.

The ride:

Brand new bikes. Really brand new with

Zero kilometres.

That’s quite a nod in our direction – basically

with all the mad-ass racing the guys

are involved with, they had no time, so

we were entrusted to run the bikes in a

bit – and try not to cause any damage to

them while we were having fun…

So this was a cautious feature to say

the least – and only once we had added

a coupla zero’s to the digital odometers

were we able to open up a bit.

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.

For 2021, KTM has made small refinements

to their lineup.

You would know all about it but here goes

again…

The 2021 KTM EXC portfolio is denoted

through a fresh and truly Ready To Race

livery. The major upgrades for 2021

take the form of changes to suspension

components (closer to factory than ever

before), as well as engine reinforcements

and new graphics.

We are a hung jury on the grey plastics

here at the offices – some of us really

like it – others feel it is a departure from

traditional KTM colours.

TENACITY

The 300:

2021 marks the fourth year of KTM’s

advanced and electronically controlled

2-stroke fuel injection system. TPI extended

the possibilities for performance,

rider experience and the delivery of

dependable power right into the rider’s

fingers. The advantages are clear: There

is no need for re-jetting for the climate,

altitude or conditions. Automatic and electronically

applied oil injection is another

major asset.

Best of all – it is absolutely hassle free –

just add oil and fuel – no more mixing…

And it has proved to be really reliable.

MADE OF METTLE

It takes a special type of confidence to see the lines in the

gnarliest terrain. But it takes a machine equally as capable

to get you through to the top. The KTM 300 EXC TPI is

built to take on the most extreme enduro challenges.

Phone 011 462 7796 for your nearest dealer.

Photo: R. Schedl


Flowing tracks and trails were the order

of the day as our riders used the excuse

to get out of the office for a few hours.

Thursday afternoon. What could possibly

be better?

This is Kyles first ride on the new gen

bikes – he was blown away at the changes.

Straws were drawn and he got the

first shot at the 300. He rides a 2014 Pre

TPI model so it was interesting to get his

feedback.

The 300XCW TPI – XCW= Cross

Country Wide Ratio Gearbox.

• Throttle response is quite simply

amazing. It feels almost as if

the bike is fly by wire with no lag. The

days

of bikes bogging are

basically over – the engine is crisp and

delivers power all over .

• Chassis. The 2021 is narrow,

light and flickable. My 300 is great, but

the new bikes are just – well better. It’s

quite amazing what the changes have

done.

• The standard suspension is

top-drawer. The rear suspension, especially

feels like it tracks better than previous

models. It helps the tyres find traction

and keeps the rear wheel well planted.

• The adjustable front clickers are

a very convenient addition – I just worry

that people fiddle too much and go backwards.

If you do fiddle make sure that you

know the base point from where you start

so that you can go back.

We had huge fun on this bike. It is fast,

nimble and the power is just so tractable

and predictable. Like we said at the start

– not having to pre-mix fuel is a wonderful

innovation…

The 250 EXC-F – EXC –F= Enduro

Cross Country Four Stroke

While KTM does exceptionally well with

their 2-stroke range, you should never

exclude the four strokes.

The new 250 EXC-F is light, nimble and

fast.

It is, absolutely built for enduro, with

plush suspension and power that is

manageable in all conditions. It is built for

clambering up and down mountain sides,

hopping over rocks and tackling tricky

terrain without tearing your arms out or

stalling.

The biggest improvement to the 2020

model in our opinion was the improved

the power delivery. This year see’s exactly

that. At low revs – the bike is not aggressive

at all – but when you hit trickier

terrain, you understand exactly why that

is. No unnecessary wheel spinning and

the bike keeps everything under control

and tracking true.

Open her up and she runs like the wind

– comparable with any 250 that we have

ridden. At speed, the bike feels small,

narrow, light and agile – and it turns

beautifully.


We gave it to our photographer, who has never

really done anything even remotely off-road-ish

for a quick spin and he came back with a huge

grin.

Our Photographer cutting his teeth on

the 250 EXC-F and loving life.

“So natural and easy to side, not intimidating at

all but when I opened that throttle – WOW!”

This is a great choice. A purpose built, fun-to-ride

enduro machine.

Conclusions:

2-stroke or four stroke?:

The choice is getting more and more difficult

these days. As technology improves,

the four strokes are getting more and more

reliable, lighter and faster – and the same can be

said for modern two strokes.

It’s one of those things where you need to decide

what kind of terrain you want to ride – and make

your choice. Don’t just listen to your buddy. Try to

ride the bikes yourself.

We can only share our opinion – and in terms

of all round, user friendly easy to ride motorcycles,

KTM has a vast selection to choose from.

For harder stuff, the 300 would probably still be

our choice here – but for an everyday motorcycle

that does everything well the 250 is a great

choice.

Add all of this to one of the most effective dealer

networks in South Africa and you are sorted.

www.ktm.com for your closest dealer.

Specs

KTM 300 XC-W TPI

TRANSMISSION

6-speed

STARTER

Electric starter

STROKE

72 mm

BORE

72 mm

CLUTCH

Wet, DDS multi-disc

clutch,Brembo hydraulics

DISPLACEMENT

293.2 cm³

FUEL CONSUMPTION

2.79 l/100 km

WEIGHT (WITHOUT FUEL) 103.4 kg

TANK CAPACITY (APPROX.) 9 l

FRONT BRAKE DISC DIAMETER 260 mm

REAR BRAKE DISC DIAMETER 220 mm

FRONT BRAKE

Disc brake

REAR BRAKE

Disc brake

CHAIN X-Ring 5/8 x 1/4”

FRAME

Steel central-tube frame

FRONT SUSPENSION

WP XPLOR-USD,

Ø 48 mm

GROUND CLEARANCE

370 mm

REAR SUSPENSION

WP Xplor PDS shock

SEAT HEIGHT

960 mm

KTM 250 EXC-F

TRANSMISSION

6-speed

STARTER

Electric starter

STROKE

52.3 mm

BORE

78 mm

CLUTCH

Wet, DDS multi-disc

clutch,Brembo hydraulics

DISPLACEMENT

249.91 cm³

FUEL CONSUMPTION

3.47 l/100 km

WEIGHT (WITHOUT FUEL) 103 kg

TANK CAPACITY (APPROX.) 9.2 l

FRONT BRAKE DISC DIAMETER 260 mm

REAR BRAKE DISC DIAMETER 220 mm

FRONT BRAKE

Disc brake

REAR BRAKE

Disc brake

CHAIN X-Ring 5/8 x 1/4”

FRAME

Steel central-tube frame

FRONT SUSPENSION

WP XPLOR-USD,

Ø 48 mm

GROUND CLEARANCE

355 mm

REAR SUSPENSION

WP Xplor PDS shock

SEAT HEIGHT

960 mm


ENGINES

Turning Fuel Into Smiles:

have a unique machine, we are

All about Engines:

really spoiled for choice.

We ran a feature similar to this about

5 years ago – and we figured that it’s Will this continue?

time for a refresher course. We are We hope so. Whilst there is a push

often asked about the differences for electric tech – nothing, in our

between all of the engine types and humble opinion will replace the

configurations. This should shed sheer emotion delivered by an

some light on the topic… Specifically internal combustion engine. And

for motorcycles…

electric technology is still rather

expensive…

The engine on a motorcycle has always

been a central feature. Unlike a car’s

engine that is hidden beneath the bonnet,

it is a feature slap-bang in the centre and

sometimes even a part of the frame that

demands attention.

Think Triumph, you think Triple. Think

KTM – V-Twin. Harley – a different kind

of V, Japanese – inline four. Beemer –

Boxer, Ducati – also Twin…

Although this is changing as engine tech

evolves and emission control laws get

tighter, many manufacturers have made

their engine configuration – a kind of

trade mark or manufacture feature.

Manufacturers have always made

their engines look good…with chrome,

anodizing, polished alloy, shiny black

covers and so-on.

The Japanese, of course have always

produced everything they can think of to

build sales and establish themselves.

They have had two and four-stroke

versions of everything possible except,

ironically the BMW style opposed twin.

They had one or two attempts at it in the

60’s and they left it to the Bavarians to

thunder on with the concept.

The Japanese have, and continue, to

produce everything from single-cylinder

bread and butter bikes right up to Vee

Fours, parallel twins, three cylinders,

as well as in line four cylinders. In the

recent past they flirted with a rotary

engine, as well as a couple of exotic six

cylinder offerings.

With computer aided design, it is

reasonably quick, cheap and reliable to

design a virtual engine and produce it in

small numbers, so perhaps we will still

be able to buy motorcycles with

exotic hearts for a long time

to come. 4 stroke. 2-stroke.

Diesel.

Rotary…here is the skinny:

What is a four stroke engine?

A four-stroke engine (also known

as four-cycle) is an internal

combustion engine in which the

piston completes four separate

strokes per combustion which

comprise a single operational

cycle. A stroke refers to the

full travel of the piston along

the cylinder, in either direction.

While risqué slang among some

automotive enthusiasts names

these respectively the “suck,”

How a 2-stroke works

A single cylinder

4-stroke engine.

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 optionalequipment available at additional cost.

Brett Swanepoel OR2 National Champion (Husqvarna FX350)

WINNING

FORMULA

With the agility of a 250 and a 450-rivalling power-to-weight ratio, the FX 350

strikes a competitive balance between power and handling. This appeals to

both professional and amateur riders alike, making for a more user-friendly

riding experience in all conditions. It is this versatility, paired with intelligent

traction and launch control, which makes the FX 350 one of the most

multitalented offroad motorcycles on the market.

FX 350

Photo By: www. ZCMC.co.za

Honda once even sold an oval 4 cylinder

engine that pretended to be a V-eight!

In a world where enthusiasts strive to


how a diesel

engine works

HONDA CRF1100 D

2020

0 KM’S

R240 300

HONDA ELITE 125

2020

0 KM’S

R25 900

CUSTOM

HONDA CBR215R

2013

8 400 KM’S

R26 900

A typical inline 4

cylinder engine

HONDA CRF1100 D4

2020

2 900 KM’S

R269 900

HONDA CRF1000

2018

7 900 KM’S

R129 900

BMW F850 GS

2019

5 800 KM’S

R169 900

“squeeze,” “bang” and “blow” strokes as

they are more commonly termed.

1. INTAKE: The stroke of the piston

begins at top dead centre. The piston

descends from the top of the cylinder to

the bottom of the cylinder, increasing the

volume of the cylinder. A mixture of fuel

and air is forced by outside atmospheric

(or greater) pressure into the cylinder

through the intake port.

2. COMPRESSION: With both intake and

exhaust valves closed, the piston returns

to the top of the cylinder compressing

the air or fuel-air mixture into the cylinder

head.

3. POWER: This is the start of the

second revolution of the cycle. While the

piston is close to Top Dead Centre, the

compressed air–fuel mixture in a petrol

engine is ignited, by a spark plug - or

ignites due to the heat generated by

compression in a diesel engine. The

resulting pressure from the combustion

of the compressed fuel-air mixture forces

the piston back down toward bottom

dead centre.

4. EXHAUST: During the exhaust stroke,

the piston once again returns to top dead

centre while the exhaust valve is open.

This action expels the spent fuel-air

mixture through the exhaust valve(s).

Because it can be made to be light,

powerful and compact, the very simple

two stroke engine is a big favourite with

dirt bike manufacturers…

A two-stroke or two-cycle engine is

a type of internal combustion engine

which completes a power cycle in only

one crankshaft revolution and with two

strokes, or up and down movements, of

the piston in comparison to a “four-stroke

engine”, which uses four strokes.

This is accomplished by the end of the

combustion stroke and the beginning

of the compression stroke happening

simultaneously and performing the

intake and exhaust (or scavenging)

functions at the same time. It does not

have a camshaft or valves, and

fuel enters the engine through a

hole, or “port” in one side of the

cylinder wall, and the exhaust

gas blows out another hole

(port) in the opposite cylinder

wall.

As the piston moves up and down it

uncovers these “Ports” in sequence.

This all happens in “two strokes “of

the conrod, one crankshaft rotation.

Once to suck fuel in, compress and

burn it, and the second time to expel

the burned gas through the port into the

exhaust pipe.

Therefore, a 250 two stroke single will

generally generate more power than a

250 four-stroke single.

A two stroke engine also has a dry crank,

where most other engines have cranks

that run in oil baths or sumps. So, how

is the crank shaft lubricated on a two

stroke? Lubrication is derived from the

two stroke oil you mix in with your petrol

which atomises on combustion and the

vapour then provides lubrication to the

crank, also another reason two stroke

engines develop better power more

quickly than a four stroke equivalent. The

oil bath creates drag on the four stroke

crank where the two stroke crank spins

more easily in a cloud of vapour.

The Rotary engine: Not common at all

in the bike industry. A rotary engine, like

the ordinary reciprocating engine (where

the piston goes up and down, both two

and four-strokes) gets its driving power

from the same

compression

HONDA CRF1000

2019

12 000 KM’S

R159 900

HONDA NC750x

2019

3 800 KM’S

R95 000

KAWASAKI ER6N

2016

3 400 KM’S

R64 900

What is a 2-stroke engine?

Single, twin, triple, crank and piston

only no valves or camshafts and rather

use what is commonly referred to as

reed valves in a rad block… usually

found in dirt bikes although quite a few

manufacturers made 2-stroke powered

road bikes.

During each firing stroke, where the

power is generated, a two stroke makes

roughly only 60% of the power a four

stroke makes. However, it has twice as

many power-strokes as a four-stroke.

It has as a better power to weight ratio

but is heavier on fuel as well.

A diesel engine.


Parralel twin.

of fuel being compressed, burned and

exhausted. However, where the normal

engine must convert the power generated

forcing the piston down the cylinder into

a circular motion through the crankshaft,

the rotary engine has a rotor spinning

inside a chamber performing the same

function.

As the rotor spins in one direction

only, and does not have to stop at the

beginning and end of each cycle (four

times per power cycle in a 4 stroke, and

twice in a two stroke), it is continuously

sucking in fuel, compressing and burning

it as well as expelling the exhaust.

The power shaft is being driven

continuously. This makes for a very

smooth and powerful engine. It produces

more than double the power of either a

two or four-stroke engine and has similar

characteristics to a jet turbine engine.

High power but woefully inefficient and

very heavy on fuel, and it also produces

an unacceptable amount of toxic

emissions. It is also very complex and

expensive to manufacture and maintain.

Having said all of this it might still make

a comeback as technology progresses

because it has the advantage of small

size, and it can run on almost any type of

combustible fuel.

Suzuki and DKW both bought licenses

from Wankel in the mid 70’s, and whilst

DKW brought out a lightweight rotary

engine dirt bike, Suzuki produced the

incredibly heavy and complex RE5. Nice

bikes to ride, but thirsty and unwieldy,

they were overshadowed by the excellent

GS 750 and soon both the DKW and the

RE5 faded away into history.

Norton, in its first re-incarnation in

the UK developed quite a successful

800cc rotary, which they again raced

very successfully and ended up with a

reasonably successful production rotary,

which included a very reliable police

version.

Diesel:

Because of their power characteristics

and bulky size and weight, Diesel

engines are not a huge line for

motorcycle manufacturers. Bikes are

mostly about excitement – and small,

normally aspirated Diesels provide more

torque than top-end, thus, manufacturers

tend to fit them into workhorses like Side

By Sides and some of the Utility ATV’s.

The basic difference between a diesel

engine and a petrol engine is that in a

diesel engine there are NO spark plugs.

The fuel is sprayed into the combustion

chambers through fuel injector nozzles

just when the air in each chamber has

been placed under such great pressure

that it’s hot enough to ignite the fuel

spontaneously. A diesel does not run

with traditional spark plugs because they

do not need fire to burn - combustion

happens under pressure.

They do, however, have glow plugs to

heat the fuel for starting purposes. Diesel

powered Bikes include the likes of Royal

Enfields bullet that sells reasonably well

the world over, but the big market for

SA are machines like the Polaris Diesel

UTV’s, Kawasaki’s Mule UTV’s, both

aimed at the mining and agricultural

markets.

The U.S. military also developed and

successfully ran a fleet of Kawasaki KLR

650’s that ran on diesel and paraffin …

and basically any crude fuel they could

find out on the battlefields of the world.

Engine configurations:

Whenever you read a bike test – you’ll

see that we often refer to what kind of

engine powers the machine – ie – parallel

twin, Vee twin, single cylinder and so-on.

Some people confess that they often

have no idea what we are talking about.

There are plenty of non-technical people

out there, so maybe, this will help. Please

bear in mind that we are not boffins -

VFR1200F V4 engine

we rely on our wives to tell us

everything... But here’s what we do

know…

Here are some of the engine

configurations on the market at the

moment, or which have been produced in

the recent past. Different configurations

make power in different ways -

IE: and inline four is generally smooth

and is fairly predictable – while a

V-Twin… well - ride one. You’ll get the

gist of it.

Single cylinder: 1 piston that moves up

and down.

The piston and barrel can basically fave

in any direction or be slightly inclined.

Four stroke or two stroke.

The vast majority of dirt bikes have these

engines fitted, in various sizes. Most

manufacturers offer a single of capacities

from 50 cc up to around 700 cc.

Water cooling, fuel-injection, electronics

and balance shafts make them

sophisticated and reliable.


Air-cooled Twin

Guzzi

Cutaway

V-Twin

engine.

Popular

Examples: Honda

CRF450, Husqvarna Svartpilen,

KTM690, Yamaha Grizzly 700.

Parallel twins: Two pistons going up and

down next to each other in a straight line.

Four and two stroke. Once again most

manufacturers have one or more parallel

twins in their catalogue,

ranging from 250 to 1200 cc, in both aircooled

and water cooled versions.

Popular examples: Yamaha’s T7 and

MT07 . BMW F850GS and XR900.

Kawasaki Z650. Polaris RZR. Triumph

Thruxton. Yamaha RD350.

Triple parallel engines: Three pistons

going up and down next to each other in

a straight line. Four and two strokes.

MV Agusta made the 3cylinder engine

famous in their grand prix bikes,

and the configuration is

well-known for producing

a very exotic exhaust

note. While the Italian

company was in one of

the many limbo periods

it has gone through over

the years, Triumph brought

out a 750 version which

kept them going and helped to

developed the current triple which

has revived the company and made

into a wonderful success.

Yamaha, in typical Japanese style,

have produced a brilliant triple cylinder

bike the MT09, aimed at the market

looking for something unique. We hope

to see this engine in an adventure bike

soon.

Triumph also produced the monster

Rocket - three cylinders fitted

longitudinally in a huge cruiser frame

which is surprisingly effective and

popular.

Popular examples: Triumph 800XC,

Yamaha MT09.

Significant is the fact that Suzuki

and Kawasaki put themselves on the

Superbike map with a selection of very

nice two stroke triple-cylinder bikes.

All of them were well known for great

performance, reliability and smoothness.

Only the move away from emissionemitting

two strokes saw them being

discontinued.

In Line four cylinders: Four pistons going

up and down next to each other.

Every Japanese factory followed Honda’s

lead with their original CB750 four that

was based (copied) on the earlier Benelli

4 and 6 Cyl bikes.

This is the engine that changed the world

of Superbiking forever. Honda made

history, but they only beat Kawasaki to

the punch by a very short time, as

the big K had their incredible (for

the time) Z900 almost ready to

launch. Had they brought it

out first, the motorcycle

industry may have

looked a

little different

today.

So popular

is the in-line four

that it has earned

the tag of UJM….

Universal Japanese

Motor, and it is still one

of the most popular big cylinder road

bike engine to this day. It took BMW a

while to make an inline four with their RR,

but when they did,

they were the first to give it just more

A cutaway

flat twin

as found

in lots of

BMW’s.

CanAm Rotax V-Twin

KTM’s 1290R LC8

V-Twin

Triumph 1200 triple

Pre Owned Bikes.

Stock changes regularly - Best trade cover for all Brands of motorcycles – In house finance

BMW 1250 ADVENTURE 2019

19000KM

R300 000.00

KTM 1290 SUPER DUKE R 2018

3251KM

R198950.00

KTM 390 ADVENTURE 2020

DEMO 2500KM

R 85 999.00

BMW S1000XR 2017

23000KM

R175 000

Corner Rivonia and Witkoppen Road, Witkoppen Rd, Sandton, 2157

Phone: 011 234 5007 Email: info@radmoto.co.za

BMW S1000XR 2016

22500KM

R164 999.00

HONDA CRF 1000 L AFRICA TWIN 2017

6800KM

R 169 999.00

Looking for motorcycle parts or accessories

Phone 011 395 2553 - 082 756 1008

Email : info@nickscycles.co.za

082 756 1008

Mon - Tues 8am to 5pm Wed 10am to 5pm

Thurs - Fri 8am to 5pm

Closed Saturdays/Sundays & Public Holidays


than 200 BHP – unheard of back then.

Inline fours are generallytoo wide to fit into

adventure and dirt bikes, where you always

look for a more compact design..

Aprilia Tuono V4

ATTENTION!!!

Aprilia V4

engine

Inline Six cylinders: Six pistons going up

and down next to each other.

Big, wide, in your face…

Probably quite impractical due to the

sheer size…In the early sixties Honda put

themselves on the map with a wailing six

cylinder four-stroke grand prix racer which

dominated the 250 GP class at the time.

Just the sound alone of this engine which

peaked at 22000rpm in a field of thumping

singles and some twin cylinder two strokes

made everyone sit up and take notice

of the Japanese manufacturer, and sent

enthusiastic buyers into Honda showrooms

world-wide. A classic case of how racing

can sell product!

When the other Japanese and the

odd European brand brought out their

competitors to the mighty Honda 750-4 and

started to ease customers away from the

big H they dropped another bombshell.

The in-line 6 cylinder Honda CBX 1000

road bike. Honda proved their engineering

skill and marketing savvy once again.

Kawasaki soon followed suit with their

Z1300… Due to the sheer size, weight and

girth of these girls, neither bike handled

very well…

These days the only production inline

six cylinder is the

monstrous

BMW touring

bike, a

machine big enough to need a reverse

gear to get it out of a parking bay.

Popular examples: Honda CBX1000.

Kawasaki Z1300.

The Vee’s:

Vee twins: Two pistons going up and down

at an angle, usually 60 or 90 degrees.

There are many, many Vee twins on the

market, from 250cc right up to monster

2000cc versions. They also feature

balance shafts, electronics, fuel injection,

and trick mounting systems to protect the

rest of the bike and rider from vibration and

sheer strength.

There are also air-cooled and water cooled

versions. They also vary in the way they

are mounted with Ducati (Transverse),

Harley Davidson (Transverse), all of

the Japanese and other manufacturers

mounting them in line, that is with one

cylinder behind the other. Then

there are a few companies, like

Moto Guzzi (Opposed) and

Honda, who have turned them

sideways, with a cylinder poking

out at an angle sideways. Honda

even sold one like this with a

turbo…a classic quite sought

after these days. In the off-road

world, Can-Am has made the

Rotax V-Twin engine their weapon

of choice. Interesting is the

fact that Aprilia fitted their RXV

dirtbikes with a V-Twin.

Fun to ride, and something very

unique…

Popular examples: KTM 990/ 1190R.

Suzuki V-Strom. Harley Davidson. Can Am

Renegade. Moto Guzzi. Ducati Multistrada.

V- Four cylinder: Like a V- twin engine but

with two pistons on each side.

You got it – four cylinders in a V formation.

This creates a fairly unique form of power

delivery – like the Tuono that we rode in

last months issue…

Manufacturers like Ducati are romancing

these designs again. Popular example:

Aprilia Tuono, Honda’s VFR lineup.

V8: Four Pistons on each side moving in a

V-pattern.

Yup – the V8 found its way into some

bikes…There has been a factory made

V8 in the Moto Guzzi 500 V8 GP bike of

the 60’s, but the size and complexity of

this engine makes it just too impractical

for a regular road bike. There are a few

custom V8’s around using car engines in

cruiser type frames, but they are few and

far between.

Popular example: The Boss Hoss.

Other V-s Hondas GP bike was a V5…

and you could argue that radial engines

found on the old aircraft also classify as a

V- configuration.

Flat twins: Two pistons going side to side in

opposite directions.

Everyone knows the BMW-style opposed,

or flat twin. They have developed it into

a very sophisticated power unit, and

have managed to squeeze a surprising

amount of power out of it. Interestingly,

the technology has never really caught on

with other manufacturers, Honda made a

Goldwing with a flat four, Ural uses BMW’s

design from WW2 for their machines, but

to our knowledge (and there is not much of

that), this is just about the exclusive domain

of BMW. However you can still buy a new

URAL which is based on BMW’s WW2

designs…Popular example: BMW GS1250.

So what’s next?

With the world going greener, engineers

around the world are looking for cleaner,

more efficient technology. Who knows what

the future holds. Frankly, even motorcycle

manufacturers are not entirely sure. KTM

made giant strides with the introduction of

the TPI range of two stroke machines – but

is that enough?

What’s next? The sky is the limit for the

boffs out there – we look forward to lots

more different kinds of horsepower in the

future…

HAVE YOU BOOKED?

Dirtbikes Only. All Brands welcome! Sunday 15th of November

Enter solo. Enter as a couple. Enter

as a team. Cool trophies, Prizes

and Medals are up for grabs!

Where?

Legends Off-road Park, on the

Rayton road. Clean toilets, shady

trees. The restaurant is open. Bring

your gazebo and deck chairs.

What?

A lekker, challenging day in the saddle.

Not hard enduro. All rideable

and not a bike breaker. See how

many loops you can do in 4 hours.

Loop?

Roughly a 30 to 40 kilometre Enduro

loop that incorporates elements

of MX, Enduro and Off-road.

Legends has opened the mountain

for our exclusive use for this event.

Booking forms and more details

@ Legends

15th November 2020

Trail

AND

@ SILVER LAKES

Funduro

Anette.acc@mweb.co.za

.foleyg@mweb.co.za 0721770621

Riaan@traxktm.co.za or (012) 111-0190

Whatsapp line – 072-177-0621


2021 KTM 890

ADVENTURE RALLY AND R

Two new off-road-biased middleweights expand KTM’s

lineup for 2021.

When KTM released its LC8c-powered 790 Adventure and

Adventure R adventure machines, the middleweight ADV

segment sat up and took notice. In fact, the bikes’ off-road

capabilities thoroughly impressed us on our ride through

the Moroccan desert, and we speculated there would be

more midsize models coming from KTM and Husky using

the LC8c engine platform.

Our hunch was partly right. A few months ago, KTM introduced

the KTM890R road bike that is truly a barrel of fun

to ride. True to KTM tradition, we knew that an adventure

would soon follow…

In keeping with global launches – an E-mail arrived

telling us to go and watch TV – so we did. Lo and

behold, there was Sam, Toby and Chris, all talking

funny presenting a brand new Adventure bike…

launched virtually.

For 2021, KTM has launched the KTM 890 Adventure R Rally

and KTM 890 Adventure R machines, which appear similar to

last year’s 790s except that both use “new engine platforms with

more power and torque,” according to KTM. So in that sense,

the new bikes have more in common with the recently released

Duke 890 R, which uses that same new engine (though still

based on the 790′s powerplant). Also, there’s no regular Adventure

model as with the 790 S; KTM is going dirt genes all the

way with just an 890 R and the limited Rally edition.


Bigger is better?

Not really, would say the harder adventure motorcycle

aficionados, who are eager to get smaller, more

simple and lighter bikes.

What’s the point having an 890 Adventure R when

you already got the 790?

Torque improvement would be one reason to wish

have the bigger one. This engine is the most notable

update. More volume, and some engineering upgrades

have bvumped up the power and torque. They

tell us that the new bike develops 100 Nm of torque

at 6,500 rpm and 105 horsepower, so, theoretically, it

can easily keep up the pace with the bigger adventures

out there. The weight hasn’t increased too

much – 196 kg dry, compared to the 189 figure on the

790 Adventure.

More than that, it’s all about Euro 5 regulations.

There are also some improvements in the electronics

sector, and there are some chassis upgrades.

Here’s the updates list for the KTM 890 Adventure R.

• New 889cc engine with an added 90cc of

displacement.

• Engine featuring 20% more rotating masses

(Euro5).

• More power with 105 hp @ 8,000rpm.

• Added torque with 100 Nm @ 6,500 rpm.

• Reinforced clutch.

• Improved ABS and Traction Control.

• Reworked shifting for faster gear changes.

• Updated Quickshifter+ (optional).

• New handlebar switch for Cruise Control

function.

• Chassis upgrades with aluminum steering

head tube & lighter subframe.

• Reworked front & rear brakes.

• New suspension settings.

But wait! There’s more!

There is also a very limited 890 Adventure Rally

version available, a 700 units limited edition that

comes with WP Xplor Pro Components, an Akrapovic

exhaust, a racing seat, Rally mode and Quickshifter+

included.

It also has narrower wheel rims with tubes, clear

screen winglets, racing graphics and colours, carbon

fibre tank protectors and Rally footrests.

According to KTM, demand is high and these models

are all but sold out…

No indication on arrival dates for SA just yet - Also,

and lots of people are asking… we are not sure if the

790 Adventure will still be a part of the KTM line-up

for 2021. We will keep you posted.

www.ktm.com for your dealer

TECHNI C A

ENGINE

ENGINE

ENGINE TYPE ENGINE TYPE

DISPLACEMENT DISPLACEMENT

BORE / STROKEBORE / STROKE

POWER POWER

TORQUE TORQUE

COMPRESSION COMPRESSION RATIO RATIO

STARTER / BATTERY STARTER / BATTERY

TRANSMISSION TRANSMISSION

FUEL SYSTEM FUEL SYSTEM

CONTROL CONTROL

LUBRICATION LUBRICATION

ENGINE OIL ENGINE OIL

PRIMARY DRIVE PRIMARY DRIVE

FINAL DRIVE FINAL DRIVE

COOLING COOLING

CLUTCH CLUTCH

ENGINE MANAGEMENT ENGINE / IGNITION MANAGEMENT / IGNITION

TRACTION CONTROL TRACTION CONTROL

CO (GRAM/ KM) CO (GRAM/ KM)

FUEL CONSUMPTION FUEL CONSUMPTION

CHASSIS

FRAME

CHASSIS

FRAME

SUBFRAME SUBFRAME

HANDLEBAR HANDLEBAR

TECHN

ENGINE

KTM 890 ADVENTURE KTM 890 ADVENTURE R R

CHASSIS

ENGINE

ENGINE TYPEENGINE TYPE

DISPLACEMENT DISPLACEMENT

BORE / STROKE BORE / STROKE

POWER POWER

TORQUE TORQUE

COMPRESSION COMPRESSION RATIO RATIO

STARTER / BATTERY STARTER / BATTERY

TRANSMISSION TRANSMISSION

FUEL SYSTEMFUEL SYSTEM

CONTROL CONTROL

LUBRICATION LUBRICATION

ENGINE OIL ENGINE OIL

PRIMARY DRIVE PRIMARY DRIVE

FINAL DRIVEFINAL DRIVE

COOLING COOLING

CLUTCH CLUTCH

ENGINE MANAGEMENT

ENGINE MANAGEMENT

/ IGNITION / IGNITION

TRACTION CONTROL TRACTION CONTROL

CO (GRAM/ KM) CO (GRAM/ KM)

FUEL CONSUMPTION FUEL CONSUMPTION

KTM 890 ADVENTURE R SPECS

CHASSIS

FRAME

KTM 890 ADVENTURE KTM 890 ADVENTURE R R

2 cylinders, 42 stroke, cylinders, DOHC 4 stroke, Parallel DOHC twinParallel twin

889 cc 889 cc

90.7 / 68.8mm90.7 / 68.8mm

77 kW (105 hp) 77 kW @ 8,000 (105 rpm hp) @ 8,000 rpm

100 Nm @ 6,500 100 rpm Nm @ 6,500 rpm

13.5:1 13.5:1

Electric / 12V Electric 10Ah / 12V 10Ah

6 gears 6 gears

DKK Dell’Orto DKK (Throttle Dell’Orto body (Throttle 46mm) body 46mm)

4 valves per cylinder/ 4 valves DOHC per cylinder/ DOHC

Pressure lubrication Pressure with lubrication 2 oil pumps with 2 oil pumps

Motorex, Power Motorex, Synth Power SAE 10W-50 Synth SAE 10W-50

39:75 39:75

16:45 / X- chain 16:45 Ring / X- chain Ring

Liquid cooled Liquid with water cooled / oil with heat water exchanger / oil heat exchanger

Cable operated Cable PASC operated Slipper PASC clutchSlipper clutch

Bosch EMS with Bosch RBWEMS with RBW

MTC (lean angle MTC sensitive, (lean angle 3-Mode sensitive, + Rally, 3-Mode disengageable)

+ Rally, disengageable)

105 g/ km 105 g/ km

4.5 l / 100km4.5 l / 100km

KTM 890 ADVENTURE KTM 890 ADVENTURE R RALLY R RALLY

2 cylinders, 4 stroke, 2 cylinders, DOHC 4 stroke, Parallel DOHC twin Parallel FRAME twin

Chromium-Molybdenum

2 cylinders, Chromium-Molybdenum

4 stroke, 2 -Steel cylinders, frame DOHC 4 -Steel using stroke, Parallel the frame DOHC twin engine using Parallel as the stressed engine twin element, as stressed powder element coa

889 cc 889 cc

SUBFRAME SUBFRAME

Chromium-Molybdenum-Steel 889 cc Chromium-Molybdenum-Steel 889 cc trellis, powder trellis, coated powder coated

90.7 / 68.8mm90.7 / 68.8mm

77 kW (105 hp) 77 @ kW 8,000 (105 rpm hp) @ 8,000 rpm

100 Nm @ 6,500 100 rpm Nm @ 6,500 rpm

HANDLEBAR HANDLEBAR

FRONT SUSPENSION FRONT SUSPENSION

ADJUSTABILITY ADJUSTABILITY

Aluminum, 90.7 tapered, / Aluminum, 68.8mmØ 90.7 28 / tapered, 22 / 68.8mm Ø 28 / 22 mm

WP XPLOR 77 48 kW WP (105 XPLOR hp) 7748

@ kW 8,000 (105 rpm hp) @ 8,000 rpm

Compression, 100 Nm Compression, rebound, @ 6,500 100 preload rpm Nm rebound, @ 6,500 preload rpm

13.5:1 13.5:1

REAR SUSPENSION REAR SUSPENSION

WP XPLOR 13.5:1 Monoshock WP XPLOR 13.5:1 with Monoshock PDS with PDS

Electric / 12V 10Ah Electric / 12V 10Ah

ADJUSTABILITY ADJUSTABILITY

Compression Electric Compression (high / 12V and 10Ah Electric low (high speed), / 12V and 10Ah rebound, low speed), hydraulic rebound, preload hydraulic preload

6 gears 6 gears

SUSPENSION SUSPENSION TRAVEL FRONT/REAR TRAVEL FRONT/REAR 240 / 2406 mm gears 240 / 240 6 mm gears

DKK Dell’Orto DKK (Throttle Dell’Orto body (Throttle 46mm) body 46mm) FRONT BRAKE FRONT BRAKE

2 × radially DKK mounted 2 Dell’Orto × radially 4 DKK (Throttle piston mounted Dell’Orto caliper, body 4 piston (Throttle 46mm) brake caliper, disc body Ø320 brake 46mm)

disc Ø320 mm

4 valves per cylinder/ 4 valves DOHC per cylinder/ DOHC REAR BRAKEREAR BRAKE

2 piston 4 floating valves 2 piston caliper, cylinder/ floating 4 valves brake DOHC caliper, disc cylinder/ Ø brake 260 mm DOHC disc Ø 260 mm

Pressure lubrication Pressure with lubrication 2 oil pumps with 2 oil pumps ABS ABS

Bosch 9.1 Pressure MP Bosch (incl. lubrication Cornering-ABS 9.1 Pressure MP (incl. with lubrication Cornering-ABS 2 and oil pumps off-road with and 2 mode, oil off-road pumps disengageable) mode, disengageable)

Motorex, Power Motorex, Synth SAE Power 10W-50 Synth SAE 10W-50 WHEELS FRONT/REAR WHEELS FRONT/REAR

Spoked Motorex, wheels Spoked with Power wheels aluminium Motorex, Synth with SAE Power rims, aluminium 10W-50 2.50 Synth × 21"; SAE rims, 4.5010W-50

× 2.50 18" × 21"; 4.50 × 18"

39:75 39:75

TYRES FRONT/REAR TYRES FRONT/REAR

90/90-21"; 39:75 150/70-18" 90/90-21"; 39:75 150/70-18"

16:45 / X- chain 16:45 Ring/ X- chain Ring

CHAIN CHAIN

X-Ring 520 16:45 X-Ring / chain 520 16:45 Ring/ X- chain Ring

Liquid cooled Liquid with water cooled / oil heat with exchanger water / oil heat SILENCER exchanger SILENCER

Stainless Liquid steel Stainless primary cooled Liquid steel with and primary water secondary cooled / oil heat and with silencer secondary exchanger water / oil heat silencer exchanger

Cable operated Cable PASC operated Slipper clutch PASC Slipper clutch STEERING HEAD STEERING ANGLEHEAD ANGLE

63.7° Cable 63.7° operated Cable PASC operated Slipper clutch PASC Slipper clutch

Bosch EMS with Bosch RBWEMS with RBW

TRAIL TRAIL

110.4 mmBosch 110.4 EMS mm with Bosch RBWEMS with RBW

MTC (lean angle MTC sensitive, (lean angle 3-Mode sensitive, + Rally, 3-Mode disengageable)

WHEEL + Rally, BASE disengageable)

WHEEL BASE

1,528 mm± MTC 151,528 (lean mm mm± angle MTC 15 sensitive, mm (lean angle 3-Mode sensitive, + Rally, 3-Mode disengageable) + Rally, disengageable)

105 g/ km

4.5 l / 100km

105 g/ km

4.5 l / 100km

GROUND CLEARANCE GROUND CLEARANCE

SEAT HEIGHTSEAT HEIGHT

263 mm105 g/ 263 kmmm

105 g/ km

880 mm4.5 l / 880 100kmm

4.5 l / 100kmm

TANK CAPACITY TANK CAPACITY

approx. 20 litres approx. / 3 l reserve 20 litres / 3 l reserve

DRY WEIGHTDRY WEIGHT

approx. 196 kg approx. 196 kg

Chromium-Molybdenum

Chromium-Molybdenum

-Steel frame using -Steel the frame engine using as the stressed engine element, as stressed powder element, coated powder coatedChromium-Molybdenum-Steel Chromium-Molybdenum-Steel frame using the frame engine using as the stressed engine element, as stresp

Chromium-Molybdenum-Steel Chromium-Molybdenum-Steel trellis, powder trellis, coated powder coated

Aluminum, tapered, Aluminum, Ø 28 / 22 tapered, mm Ø 28 / 22 mm

Chromium-Molybdenum-Steel Chromium-Molybdenum-Steel trellis, powder trellis, coated powder coated

Aluminum, tapered, Aluminum, Ø 28 / 22 tapered, mm Ø 28 / 22 mm


Straight to Heaven

Our Mizz B finds another amazing place in SA and

shares the tale…

Ring ring goes the telephone, there’s no one home…

Ring Ring… I stare at the numbers I’ve written down

in disbelief. I’ve been trying all week to contact the

reserve to make a booking, but to no avail. It’s Thursday

afternoon and my partner Johan and I slip away

from work to enjoy a cuppa at the local café. We

start to discuss how we’ll just change our plans and

do something more local over the weekend when

I decide to try contact the reserve one more time.

Ring ring, “Hello?”. I quickly look at Johan, this is so

unexpected, “Are we still going?”.

Johan repeatedly nods his head and so the booking

is made. We are going to Lekgalameetse.


We hurriedly start packing our things. I’m

frantically throwing bike kit and clothing

into bags while Johan carefully goes over

our adventurized KTM 500s to make sure

they are ready to roll. We also call up our

good friend Dave and the conversation

goes something like this: “Dave, would

you like to join us on a ride in Limpopo?”

“Hmmm, when are we leaving?” “Uh,

tomorrow morning…” “Wait, let me check

with the missus”… A brief moment of

silence ensues and then Dave gets back

to us “OK”. And so without much tactical

precision our plans for the weekend fall

into place.

With the trailers loaded and vehicles

packed, we left early on Friday morning

and headed north along the N1, eventually

making our way towards Tzaneen and

then past the village of Ofcolaco, reaching

the park in the late afternoon. The staff

sincerely apologized for the phone not

working. The manager jumped into his

cruiser and showed us to our cottages

which were located near an old farmhouse

deep in the reserve. Lekgalameetse translates

to “a place of water” in the Sepedi

language, an apt name for this paradise.

The mountains here are all a part of the

majestic Drakensberg mountain range,

the park is located amongst rolling grassy

hills, waterfalls, lush valleys, rivers, ponds,

indigenous forests and some of the best

bike trails you’ll ever feast your eyes

upon. As they are also one of the few

nature reserves that actually welcome

bikers with open arms I believe it is of

utmost importance to show respect by

staying on the tracks, being considerate

of noise pollution and generally just not

being arses.

We round off the evening with the fire

roaring and lekker food on the braai.

Tomorrow we will spread our wings and

touch the sky.

We head out on the tarred section of the

Orrie Baragwanath pass early on Saturday

morning, the plan is to see some of

the tourist attractions first before heading

off to the tough stuff. We are familiar with

the Orrie pass, having ridden it numerous

times before, the route we had planned

for today we haven’t ridden before. We

overtake a number of surprised cyclists

and pull off the road to look at a place

marked as “The Forest Church” on the

GPS, which turns out to be a mysterious

and almost haunting clearing between

the trees. As we climb to the summit of

the pass, the morning mist is so thick we

literally can’t see ahead of us. We decide

to change our plans and head through

the forest towards the southern gate of

the reserve first.

The trail starts just past the cobblestone

bridge at the Makhutsi camp and crosses

the river numerous times. I confidently

storm the first water crossing, hit a submerged

boulder, get the front wheel stuck

and lose my balance. Great, now I have

to ride with wet boots all day…

Nothing can dampen my mood with

the exhilarating beauty of the forest

all around us and we soon reach the

southern gate. Following the tweespoor

road we find the African Ivory 4x4 Route

marker pointing us towards Mafefe camp.

The name of the route has its origins in

the exploits of hunter/poacher/adventurer

SC ‘Bvekenya’ Barnard, who famously

hunted for Ivory in the Limpopo region,

especially in the Crooks corner area near

Pafuri.

The roads along the Ivory Route are fairly

rough and rocky, but with the most beautiful

mountain landscapes to compensate. As

we head past Mafefe camp we get onto the

track heading towards Penge Pass. You

will not find this pass on Mountain Passes

SA website and it is reserved for only the

most adventurous of travellers, especially if

you wish to traverse it on a bigger bike. The

pass basically comprises of unrelenting, big

loose rocks, with extremely steep descents,

and then more and more rocky switchbacks

as you travel down the mountain

(ridden north to south). As I descend into

the belly of the beast - I shalt have no fear,

for I trust in my 500 to get me through this

rocky monster.

Teeth gritting, butterflies flying rapidly and

that dreaded rollercoaster feeling in my

stomach I ride down. It feels like the pass

will never end and I keep on reminding

myself to loosen my grip on the handlebars

and just relax. When we finally make

it to the bottom, we stop under a beautiful

tree, part of a fruit orchard of old. I

immediately announce brunch break, and

we sit and eat our energy bars in the cool

shade. I’m glad we took a short break,

as we still had to cover the last rocky

section of this unrelenting pass before

we reached the bridge over the Olifants

River.

The road eventually leads us to Penge,

an old mining village situated near the

banks of the great Olifants River. There

is a small Total garage here and we grab

something cold to drink from the local

spaza shop. The area was always known

for its Andalusite, gold and platinum mining,

but most of these operations have

come to a standstill in recent years. We

actually pass one of these large opencast

mines on our way. It is apparent that it is

not in use any longer as the road next to

the mine is in terrible condition and there

isn’t a soul to be found.

Here we find ourselves riding even more

big boulders, any moment of hesitation

sure to result in a fall. At the end of this

treacherous path we come across a gate

leading towards some old mine buildings.

A moment of dread hits me, what if it’s

locked? We’ll have to retrace our tracks

for quite a distance and time is ticking.

Johan gets off his bike to look - and by

the devil’s own luck the heavy old iron

gate is unlocked and we simply push

it open and we make our way through.

Soon we cross the Olifants River again

following the scenic dirt road winding

all along the river past the village of

Ga-Mokgotho where we are met with

waves from curious children and local

people who probably aren’t used to

seeing many motorbikes coming through

the area.

From here on we ascend up another

rocky pass, only slightly less challenging

than the one near Penge we did earlier.

Going up the rocky track leaves no room

for error and I try my best not to stop or

lose momentum. Though these routes

have been traversed on bigger adventure

bikes before, I really do not recommend

tackling these trails unless you are a

VERY experienced rider. We enjoy the

simplicity and lightness of the smaller

adventure bikes on technical terrain,

and also the ease of getting out of sticky

situations.

With a lighter adv bike there is much

more room for error and even if you do

suffer a fall, at least you only have 100kg

falling on your leg, instead of 200kg

plus. I tried to find the name of this pass

(which forms part of the African Ivory

Route) without success and asked a

fellow adventurer who has travelled the

area before whether he knows the name.

He didn’t, but subsequently dubbed it,

“No-name Pass”, or the “Pass name of

which shall not be spoken”. Is it nearly

as eerie as it sounds, well maybe a little

bit? We stop often for photographs on

our way up, constantly being greeted with

seemingly endless mountains and even

more stunning landscapes.

When we reach the southern Lekgalameetse

Reserve gate again we turn

west, in the opposite direction of the river

road we came from in the morning. We

rode under the canopy of the lush green

trees down a fairly overgrown track with a

couple of rocky surprises.

Once we climb up from the canopies of

the trees we ascend the rolling green

hills going towards an area of the reserve

named The Downs. Though the loop I

traced on the GPS only came down to

around 140km, it was by no means a

short day. Most of the terrain kept us

quite busy and there were still a few

challenges left. More unnamed passes

cut into the green hills were ascended

and all of us started to feel we’d worked

quite hard, our concentration levels were

slowly dwindling.

When waiting on a rocky hill Johan was

nowhere to be seen, just when we wanted

to turn around to see if everything is

ok we heard his 500’s motor grumbling

along. Johan had lost focus on the road

for just one moment, and nearly went

over the ledge, a rude awakening which

just shows there is no room for error

when exploring remote trails such as

these. After all, no one said climbing the

staircase to heaven would be easy and

we carefully navigated some of the last

remaining obstacles on our path.

Near the end of our route we stop at

the ruins of “Orrie’s” son, Paul Baragwanath’s

homestead and ruminated at

how amazing it must have been living in

this glamorous Garden of Eden. We also

visited the Baragwanath family burial site

located on top of a hill near the summit of

the Orrie Baragwanath Pass.

Mr Orlando “Orrie” Baragwanath made

his riches prospecting in Rhodesia and

Zambia where he was known as the Copper

King. Upon his return he settled down

and farmed in the part of Lekgalameetse

known as The Downs, where he built

most of the roads, the well-known Orrie

Baragwanath pass being named in his

honour. Mr Baragwanath lived in the area

until he passed away at the ripe old age

of 101 in 1973.


His last wish was to have this piece of heaven donated back to the people

and the reserve as we know it today was established in 1984.

On our way back to the chalets I think of our journey as a pilgrimage

through this place of otherworldly beauty. As someone who has travelled

quite extensively through South Africa in recent years, I still hold true that

this lush, green heaven is one of the country’s best kept secrets. We hope

to be back soon and discover even more spectacular trails in these picturesque

mountains.

Author : Barbara Muszynski

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2020 NATIONAL

CROSS COUNTRY

CHAMPS CROWNED.

• CHARAN MOORE OR1 CHAMP.

• BRETT SWANEPOEL OR2 CHAMP.

• BRADLEY COX OR3 CHAMP.

• MATTHEW WILSON – HIGH SCHOOL.

• WADE BLAAUW – SENIORS.

• WAYNE FARMER - MASTERS.

In a season that has been disrupted by lockdown, SA’s top

Cross Country racers have been crowned.

It was an exciting weekend of racing: A quick summary

Pepson Plastics Husqvarna 250cc OR2 rider Swanepoel

took overall victory on Saturday, before repeating the feat

on Sunday. He came home a minute and a half clear of KZN

compatriot Bradley Cox’s 200cc OR3 Brother Leader Tread

KTM on Saturday. Another OR2 lad Davin Cocker was third on

his Pepson Husqvarna.

Charan Moore took Moto1 honours on a Brother Leader

Tread KTM and Matthew Wilson’s Husqvarna won the High

School race. KTM men Wade Blaauw took Seniors and Wayne

Farmer was the Masters winner. In Junior interprovincial

action, Murray Lloyd won Saturday’s under-13 85cc race from

Thomas Scales and Cobus Bester, while Murray Smith took

the under-11 65cc win.

Sunday’s finale counted as a separate national championship

round. Swanepoel upped the ante to take an even more

convincing overall victory to wrap up the championship in

imperious style. His OR2 rival Jarryd Coetzee came home

second, over two minutes behind. OR3 winner Bradley Cox

was third to wrap up that class title, ahead of open class OR1

winner Calvin Hume.

OR3 runner-up Cocker was next home from OR2 trio Ian Rall’s

Fast KTM, Taki Bogiages on a Pepson Motul Husqvarna and

and Gareth Cole. Charan Moore followed next, he was second

in class to wrap up the OR1 title.

Matthew Wilson once again took High School, as did Wade

Blaauw Seniors and Wayne Farmer Masters honours. MCA

Husqvarna lad Cobus Bester took the 85cc win from Thomas

Scales and Guy Henderson, while Murray Smith took the 65cc

double.

Charan Moore: OR1

The victory marked a significant milestone for Moore who

snatched up the first OR1 national title of his career. Having

only been recruited by the team at the start of the 2020

season, the rider has bolstered his status as one of the front

runners in this sport.

“I put everything I had into this championship. This KTM family

and team made it all the sweeter! Thank you all for helping

make this possible,” said an elated Moore.

Brett Swanepoel: OR2

In an amazing season finale, the Pepson Plastics Husqvarna

Racing star reinstated himself as the country’s leading Cross

Country racer. It’s been a long road for Brett – he has spent

the past two years relentlessly working his way back from a

near career ending injury.

On Saturday, he took overall victory. Sunday’s finale counted

as a separate national round – and he did it again in fine style.

“It is always an unbelievable feeling to win a National Championship.

It has taken a lot to get back to this point and I can’t

thank my team and the people around me enough for continuing

to believe in me throughout this process,”

said Swanepoel.


Bradley Cox: OR3

Brother Leader Tread KTM teammate Bradley Cox stormed to

national OR3 glory for the second time in his career. The young

multi-disciplined talent has been determined to make a name

for himself in all facets of South African motorsport.

With his sights set on dreams as big as racing the Dakar Rally

in the near future, the victory was an important stepping stone

for Cox.

“It takes a village to make this dream happen - thanks to everyone

who has been a part of my circle! Hours and hours of hard

work goes into this and to see it payoff is always so rewarding,”

KTM South Africa’s Louwrens Mahoney:

“What a season it’s been! From not knowing if we’d even be

able to race again this year, to walking away with the OR1 and

OR3 National championship – it is a big blessing for the team!”

“A cherry on the top of what was a phenomenally successful

season for the team was a second place from Jarryd Coetzee.

The OR2 rider fought tooth and nail to defend his 2019 title and

will certainly return to try reclaim the top step next year.”

“I am so proud of the riders and the team for all their hard

work and dedication throughout this challenging year. It was a

demanding weekend of racing, but everyone gave 110 % and it

payed off in the end. We will now regroup and start planning for

the 2021 season. Thanks so much to all our riders, their family

and everyone in the team for all the sacrifices that made this

dream come true for everyone,”


TYRE TECH TALK

by Bruce de Kock, owner of Bike Tyre Warehouse Group

ALL THE PREMIUM BRANDS

THAT COUNT UNDER ONE ROOF

Motorcycle Tyre Basics

Hi Peeps

Wow November edition already and pushing as deadline is

today, Sean is on my case anyway here goes with the second

part of the 4 part series on Motorcycle Tyre basics.

Well this is number 2 of our 4 part Tyre Basics Series, I hope

you are taking in the basics so when we move to the more

advanced tyre technology you at least have the basics under

THE TYRE OUTSIDE

Part 2

your belt and are able to discern very quickly if the advice you

are receiving next time you venture out to a dealer to purchase

your next set of hoops.

From the Bike Tyre Warehouse Team take care out there on

the roads and make sure your tyres are geared for the wet

season contact any of our BTW branches for the #bestadvice

#bestservice & #bestprice

Sidewall

• Support the shoulder at full lean

• Protect casing plies

• Bear sidewall legal markings

SIDEWALL

PRODUCT

NAME

LEGAL

CERTIFICATIONS

Tread pattern (center)

Shoulder (or side)

• Road holding at full lean

THE TYRE INSIDE

BRAND

SIZE

SHOULDER (SIDE)

Its main function is to ensure grip, stability

and line holding when riding at lean.

SHOULDER (SIDE)

The slicker this area,

Its main function is to ensure grip, stability

the sportier behavoiur we may expect

and line holding when riding at lean.

from the tyre.

The slicker this area,

The more grooves this area contains, the

the sportier behavoiur we may expect

more efficient the water evacuation

from the tyre.

results.

The more grooves this area contains, the

more efficient the water evacuation

results.

MULTI COMPOUND

TREAD PATTERN

TREAD PATTERN

Side

Side

Center

16

Center

17

17

Sidewall

• Support the shoulder at full leaning

• Protect casing plies

• Host sidewall legal markings

Side

Side

CENTER

It is the section of the tire that comes in

contact with the road surface.

CENTER

It is made of a thick rubber, or

It is the section of the tire that comes in

rubber/composite compound formulated to

contact with the road surface.

provide an appropriate level of traction that

does not wear away too quickly.

It is made of a thick rubber, or

rubber/composite compound formulated to

It is characterized by the presence of

provide an appropriate level of traction that

geometrical shapes made out of grooves,

does not wear away too quickly.

blocks and in some cases sipes

It is characterized by the presence of

geometrical shapes made out of grooves,

blocks and in some cases sipes

TREAD PATTERN COMPOUND

It consists in the usage of two or more tread

compounds in different areas of the tyre, i.e.

center and shoulders.

Conventional Structure

(X-Ply)

The cords of the plies face

diagonally the rolling direction

Conventional Structure

(X-Ply)

Load

Structure is very resistant and

resilient to deformations even

when:

• the load increases

• is used in Offroad

24

28

STRUCTURE

Radial Structure

The cords of the plies face perpendicularly*

the rolling direction

* or nearly

Radial Structure

Speed

The tyre preserves its

shape also at high speed

From a technical point of view, the aim is to

create tailored performance outputs in

different areas of the tyre.

A harder compound

in the center

provides mileage

and stability.

A soft compound on

the shoulders will

increase grip in lean.

Best use:

a. Heavy weights

b. Low speed (


SPECIALISTS IN MOTOCROSS GEAR AND ACCESSORIES

Cool stuff to do on your

bike...

The Adventure Company:

With lockdown laws slowly being lifted, the guys from

The Adventure Company have started to put events together

again.

This was the Wakkerstroom ride - a great ride through one of

the most spectacular places that SA has to offer.

A full house with riders from all over the place coming to join

the fun.

The rides are not super techncal, just really interesting, with

rideable routes for most skill levels in some pretty spectacular

places.

They host a lot of day events in and around JHB - and plenty

of weekends and events Like Tri Nations, Swazi Mangala and

GP 2 To Bay are in the pipeline for the new year.

For 2020, they are helping us with the Trax and Trail Funduro

at Legends on Sunday 15th of November. The the Maluti

Mountain Ride happens in Fouriesburg on the weekend of the

27th November.

The Sunfields Day Ride in Balfour is on Saturday the 5th of

December.

The first ride for 2021 is in Naboomspruit - the Waterberg

mountain Ride.

Always great fun!

For regular updates:

www.adventurecompany.co.za

www.facebook.com/theadvco

Sport ATV

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SCAN TO VISIT

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S997

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