Dirt ad Trail Online Nov 2020

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) 

Follow us on:

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! 


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 

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// 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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087 808 3650 / 087 808 3649 

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 


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 


Max Power 107hp @ 8500 rpm 

Max Torque 100Nm @ 6000 rpm 


Final Drive Chain 

Frame Aluminium, Twin Spar 




Engine Four Stroke Twin Cylinder Boxer 






Frame Bolt on rear, Load Bearing Engine 




CY 

CMY 

K 

KTM 1290 Adventure S 

Yamaha XTZ1200 

Triumph Tiger 1200 XCA 

Engine Four Stroke LC8 V-twin, DOHC 





Final Drive Chain 

Frame Steel Tubular Frame 




Engine Four Stroke Parallel Twin, DOHC 


Max Power 112hp / 82kw @ 7250 rpm 

Max Torque 117Nm @ 6000 rpm 



Frame Steel Tube Backbone 




Engine Four Stroke Three Cilynder, DOHC 






Frame Tubular Steel Trellis Frame 

Seat Hight 837 - 857mm 


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 


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 




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 


0 KM’S 

R25 900 

CUSTOM 

HONDA CBR215R 

2013 

8 400 KM’S 

R26 900 

A typical inline 4 

cylinder engine 

HONDA CRF1100 D4 


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 



-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. 

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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 

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SCAN TO VISIT 

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