Bike Talk - September 2015

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CONTENTSEditor’s Note 3

Bike Talk Happenings 4

Events Calendar 5

Dealer Talk 6

Motorcycle Safety- So you wanna get a superbike? 7

Phonebook - KwaZulu Natal 11- Gauteng & Cape Province 12

GOD’s Page - Sleep, where are you? 13

OEM News - Honda CRF1000L: New Africa Twin 15- Yamaha XSR700: “Faster Sons” Promise 16- Kawasaki Z800 ABS: Streetfighter 18- Polaris Slingshot: Confirmed for Europe 19- Victory Motorcycles: Electric Production Bike 20- Husqvarna: 2016 Motorcross Range 21- BMW Motorrad: S 1000 XR 23- BMW Motorrad: 2016 Colour Updates 24- Kawasaki: 2016 Colour Updates 26- Suzuki GSX-R: 30th Anniversary 28

For the Girls- Riding a new bike: What to expect? 29

Product News- Arai Helmets: The New Corsair-X 31- Dream Rides Rental Club 32

Why Get Trained 34

Racing News- Kyalami Circuit: New Lease on Life 35- Honda Racing: 700th FIN Victory 38

Tech Talk- Performance: Boost Your Own Levels 40- Tools: Every Biker’s Must-Haves 42- Engine Oil: What all the Grades Mean? 44

Keeping it Up- Lane Splitting: Advice and Guidelines 46

Storybook- I Had a Dream: My First Bike 49- Wolf-Dieter Sowade: Goats do Roam 51

EDITOR IN CHIEFHein Jonker

EDITORHenry Edwards

PUBLIC RELATIONSCarin Jonker

DISTRIBUTIONTo the South African Motorcycle Market, delivered electronically to more than 40,000 readers on Computers and Mobile Devices using Email, Website, Facebook, and Issuu for download, on-line or off-line viewing ... in under 7 days!

CONTACT & FOLLOW USTel: 031 903 8240Cell: 082 556 5440Fax: 086 648 9855

Email: [email protected]: www.biketalk.co.zaBooks: www.issuu.com/biketalkSocial: www.facebook.com/BikeTalk.SA

Office: Amanzimtoti, KZN - South Africa

DISCLAIMERWhile every effort is made to ensure the accuracy of the information and reports in this magazine, the publisher, editor, production personnel, printer and distributor do not accept any responsibility whatsoever for any errors or omissions or for any effect there from. The views expressed by correspondents are not necessarily those of the editor or publisher.

All rights reserved; artwork in this publication contain Copyright and may not be used in other publications without the written consent of the Editor of Bike Talk.

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3 September 2015Bike Talk

Over 30 years ago my father bought me my first bike. Back in the day we were only allowed a 50cc if you were younger than 18 years and older than 16 years. I can still recall how my friends and I were fine tuning all conceivable modifications on our little 50’s in the hopes of breaking that magical “one ton” speed barrier. Yes we were aiming for 100km/h and it felt like

we were flying! Much has changed over the years. Better technology, better gear, wider choice and just about every other thing you can think of. But one thing is still the same. All those years ago that little 50 ignited a passion that still exist unchanged today. I love bikes and I love all things biking. So when Hein Jonker, arguably one of the iconic figures in the South African biking community, approached me to become the editor of Bike Talk Magazine I nervously but without hesitation said yes to this new challenge. It is great being part of the biggest little on-line motorcycle magazine in South Africa.

So as I take on this challenge to guard and build on the reputation of this magazine we have to reflect on the year so far. This has been a tough year for all of us. Our economic forecasts are not looking rosy and is further exacerbated by the energy crisis. Personal tax rates were increased for the first time in 25 years, interest rates are up, the rand/dollar exchange rates are reaching record numbers and there are serious challenges on a macro level. We have, however, seen good numbers coming from the automotive industry that tell us just how resilient we are as South Africans. There is absolutely no reason why these good figures cannot translate into the biking industry too. And that in itself is good news as many good things are happening in all things biking.

We completely understand the lure of super-bikes. They are fast and they make that statement that we all strive for. I’m here and I mean business. In this edition we ask some honest questions about purchasing a super-bike as your first bike.

Honda launched their new CRF1000L “Africa Twin” to much fanfare and closing the rumour mill on probably the worst kept secret in the biking world for a while.

It looks like an exciting machine and we can’t wait to bring you a full review in the not too distant future. Yamaha are also rolling out their the new philosophy called “Faster Sons” where they take a selected few bikes and give them the retro/vintage overhaul by the design magician Shinya Kimura. We touch on their latest project, the Yamaha XSR700 and silently hope this will make it to our shores. Kawasaki also announced their latest bike for 2016 in the “streetfighter” range. The Z800 ABS is a beautiful bike and we are hopeful it will make it to South Africa.

Polaris are the guys that manufacture the Victory and Indian brands of bikes from the US. In this edition we touch on their latest three-wheeler, the Slingshot, and it looks hectic fast. They are also entering the electric bike market with the Empulse TT.

We are saluting the women who love biking. We share some insights with them on what to expect and we also give feedback from one of the ladies that did training at the Bike Talk MRA. Some of the OEM’s announced colour and other changes for the MY2016. Arai Helmets are also delving deep into the latest developments in technology for their new flagship helmet, the Corsair-X.

We know how therapeutic it is to do your own basic maintenance so we share a few insights on how to boost your performance levels. Every home mechanic needs to have a few must-have tools so in this edition you will find some recommendations that will make your tuning and basic maintenance so much easier. We also touch on what those pesky numbers on the oil can mean.

Finally, one of our readers share an epic adventure through southern Africa with us. We love sharing your stories. So if you have any story on your love for biking, your adventures, your life experiences, or just anything about this passion of ours, please drop me an email.

This publication will not exist without you and we want to thank you for your subscription. Your support means the world to us and will continue to drive us to bring you the latest in the motorcycle world. I hope that my new journey with you will be a long and fruitful one.

Until the next edition, explore new routes and journeys, stay safe and keep your wits about you, and always keep the rubber side down.

EDITOR’s NOTE


NEW EDITOR

Hein Jonker and Henry Edwards take hands on an exciting future for the Bike Talk eMagazine. Henry steps in as the Editor of Bike Talk, promising a regular publication, keeping it vibrant and dynamic from cover to cover. Welcome to the Bike Talk family!!

NEW INSTRUCTOR

Hein Jonker welcomes Damian Millar into Bike Talk MRA, as the new instructor for the Basic Rider Course, Level 1 & 2, and the License Rider Course. Welcome to the family Damian, make us proud!

FAMOUS BRANDS FLEET – KZN

Bike Talk MRA landed the biggest training contract in KZN; to train and prepare almost 100 riders for service delivery through Debonairs Pizza, Steers and Nandos outlets. In partnership with Harambee Youth Development Accelerator, Hein Jonker of Bike Talk promises to develop their skill to the same standard he has maintained for the last 10 years, and more than 3000 students.

COURSE CONTENT UPDATED

At Bike Talk Motorcycle Rider Academy we constantly strive to offer riders, yes you, a series of courses to equip and develop effective rider skill and technique. With this in mind we decided to update the BRC Beginner and ERC Experience into one package, aptly called Basic Rider Course (BRC) Level 1 and Level 2.

The content will also be updated, and through this we want to encourage riders to not just attend the BRC Level 1, but complete the whole Basic Rider Course by attending Level 2 as well before heading out on the road and into traffic. The BRC Level 1 (old BRC Beginner) is NOT enough; it gives you an ignorant sense of confidence, just enough to land you in trouble.

“I urge you to seriously consider value of life, take your time and complete the series – No Rush!”

– Hein Jonker

BIKE TALK HAPPENINGS


DATE EVENT DETAILS

4 - 6 SepRhino Rally

Afridome Showgrounds, Parys, Free State

The biggest rally in South Africa is back with more entertainment and also a little something different. In addition to the usual bands and entertainment the Johannesburg Symphony Orchestra will also be playing. Cost R250 per person and R400 per car. More detail at www.bikesa.net

5 Sep Biker’s Warehouse’s Nite X 4Northriding, Gauteng

Round 4 of the Nite X series taking place at 1 Aureole Ave in Northriding, Jnb (off Malibongwe). Open 13:30. Open to max of 110 riders with prizes and trophies for the first 3 in each category. Entrance R200 per rider. Full bar and catering provided.More details contact 011 795 4122 or [email protected]

6 Sep Track Day and Track SchoolPort Shepstone, KZN

Honda Gateway, Rocket Racing and Bike Talk are bringing you a Track Day and Track School at the Dezzi Raceway in Port Shepstone. Entries from D Class (beginner) to A Class. Entry fees R750 per rider. More info and entry forms at: [email protected] [email protected] [email protected]

19 Sep Scooter Rally 2015Hartbeespoort Dam, N/West

The Scooter Rally is held in Mid-September every year at Hartbeespoort Resort. It’s a gathering of scooter enthusiasts and the events include scooter soccer, a slow race, a barrel race, a wheelie contest, a concours, a race with several heats and a mass ride through the town. All makes and types of bikes are welcome to attend. Cost R100 per entry at the gate.

2-4 Oct Springbok RallyOudtshoorn, W/Cape

Hosted by The Nomads Motorcycle Club of Cape Town at the De Hoek Mountain Resort, near Oudtshoorn. A family rally offering motorcyclists and their children a weekend of fun. Music, a Big Screen, entertainment, lucky draw prizes and more for the whole family.Contact Luderick on 082 5597729 or visitwww.nomads.org.za

19-21 Feb2016

British European American Rally Swellendam, W/Cape

The B.E.A.R. is taking place at the Swellendam showgrounds from the 19th to 21st February 2016. More details please visit our website at www.bearrally.co.zaJoin our Facebook page for updates.

Listing your event here is free. Send your event details in the format above to [email protected] All Events are Pending Editor’s Approval

EVENTS CALENDAR


We are an on-line motorcycle magazine. We at Bike Talk have made a deliberate decision to concentrate only on making our pages available on the wonderful worldwide web. Yes there are still people to whom the idea is foreign. The idea of not having an expensive glossy paper-based magazine that you can glide your fingers through is just too much to comprehend. We are also all for that feeling and that smell of a fresh magazine just like the next person.

But in the age of the Broadband becoming more accessible to everyone and the notion for instant information gratification you have to adapt or die. This is the competitive advantage over print, and not just the low incremental costs. Print magazines have normally a long lead time for print, typically 2 months. So when you want to relay information that historically can change on a dime it is the last genre you even want to touch.

At Bike Talk it is our mission to bring you the latest information in the biking market. This also includes making information available about the “face” of the brand of choice. We will be communicating any information related to dealerships and the people making it happen in this column. So if any dealership would like to share any related information please forward an email to [email protected] for inclusion in the magazine the following month.

Auto BMW Umhlanga

Auto Umhlanga and the Motorrad stable were managed by CMH. From 1 September 2015 SMG will be taking over promising the same level of customer satisfaction and service excellence that BMW and SMG are known for. SMG Umhlanga will fall under new Dealer Principle Stephen Searle and Victor Johnston and his team will still be looking after the sales side.

DEALER TALK

Tel: 011 493 5452 | Cell: 083 450 9864 Email: [email protected] | Web: www.xkulcha.com

Size 30 - 46in Short Leg

or Regular

> New “Dakar” Adventure Riding Pants

The cut is a relaxed fit. The outershell is 1000d Polydura for protection against abrasion and the inside is lined withcotton for all day wear in our hot climate.

Removeable compact foam knee pads.

Raised waistband with foam insert.

Permanent foam panel inserts onmiddle, back and top thighs.

Earth tone Colour is outdoor friendly,doesn’t show up dirt and unlike blackdoesn’t draw heat.

Chunky zips for durability: front & rear.

Key ring clip, adjustable belt and cell pocket.

© Bike Talk


SO YOU WANNA GET A SUPERBIKE?FIRST THINGS FIRST - BEFORE YOU BUY A BIKE

Before you buy a motorcycle, you need to buy some gear, and you need to take a Basic Rider Course. The BRC will teach you the basics of riding a bike on the road. It’s not terribly expensive, it’s not hard, and it will give you a huge advantage when you start riding on your own. Plus, you prove that you are a more mature person than those ignoring this. To find a course, go to http://www.biketalk.co.za/

As far as gear is concerned, at the very minimum, you need to buy a HELMET, JACKET, GLOVES, and BOOTS. Any time you are on the bike you should have all of that stuff on. Every time. Riding a motorcycle is DANGEROUS, there is always a risk of an accident, even if you do nothing wrong.

PROTECT YOURSELF!

You don’t need to spend a lot, but you will probably spend close to R4000 on decent stuff. Make sure the helmet is DOT-, ECE- or Snell-certified, and everything you buy is motorcycle-specific. You should also really get some kind of leg protection - jeans last about two seconds while sliding across asphalt at 60 km/h. Consider upgrading to Kevlar or Ballistic Nylon Jeans at least.

OK, SO WHAT BIKE IS GOOD FOR A BEGINNER?

The best rule of thumb for a starter bike is two or fewer cylinders, 500cc or less. Any bike that follows those guidelines will be an excellent starter bike. The most common beginner sportbikes are, in no particular order: Kawasaki Ninja 250/300, Honda CBR 250/300/500, Suzuki GS500 etc. There are others, but these are by far the easiest to find and the most reliable. Each bike has its pros and cons, so do some research and find out what fits for you and your budget.

Unless you have money to burn, buy a used bike. Two reasons for this:

1. Used beginner bikes hold their value very well, so you’ll be able to sell it in a year or so for very close to the price you paid for it.

2. You will probably drop your first bike. It might be at 30km/h, it might be stopped at a light, but it’s probably going to happen, and when it does you’re going to feel awful about scratching and denting a brand new bike. Buy a used bike, it’s probably got a few scuffs already, so you can pick it back up and move on.

What’s the rush anyway? Oh, your friend/s have big bikes, and you don’t want to look like little boy. Stop! Think!

MOTORCYCLE SAFETY

Continued on next page >>


Going for your Motorcycle Test on this smaller bike will be easier than doing it on a bike as big as your ego. Only 3 to 4 months to gain positive non-manipulative experience, get more training and then upgrade once you have your full license.

I WANNA START ON A CBR/ZX-6R/GSXR/YZF R6 ETC. INLINE-4 SUPERSPORT!

Don’t. Just don’t. Don’t even think about it. These bikes are little more than race bikes with lights, designed to instantly and unforgivingly respond to whatever input they get from the rider. These bikes do not tolerate mistakes, and as a new rider YOU WILL MAKE MISTAKES!

IT’S NOT SIMPLY A MATTER OF SPEED OR HORSEPOWER. IT’S ABOUT YOUR EGO!

1. Four-cylinder motorcycle engines make huge amounts of power by revving to very high RPMs, and this means they have a very peaky power-band. Twins have linear power delivery, meaning you get the same sort of response from the engine at 3500 RPM and 8000 RPM. They are very sluggish at low RPM but extremely powerful at high RPM, meaning the engine’s response to more throttle will be wildly different in different situations.

2. Throttle response is very twitchy, due to a number of design features like lightweight flywheels and how the throttle itself is built. Supersport motors rev extremely fast and respond more quickly to changes in throttle position. Meaning if you hit a bump that upsets your right hand you’ll get a huge burst of power, or if you use too much throttle on a downshift and let go of the clutch lever you’ll do an unintentional, uncontrolled wheelie in the middle of traffic. Grow wings and bye-bye!

3. Riding position on these bikes is extreme. On the track you want to be tucked down and forward, so the grips are set low and forward so it’s hard to ride at street-legal speeds without leaning on the grips, which is not only hard on the wrists, it makes fine control inputs difficult. There’s a reason dirt bikers sit upright and have high, wide handlebars--they don’t need to tuck down against 150km/h

headwinds, or crawl over the tank and hang half off the bike to one side at full lean, so they set up their bikes for best control.

4. The brakes are extremely strong. More than strong enough to either flip the bike or lock up either wheel and make you crash.

Putting all these elements on one motorcycle and putting that bike underneath a new rider is a recipe for disaster. A new motorcyclist DOES NOT KNOW WHAT HE’S DOING and needs to learn on a bike that will put up with the errors of inexperience. At your level, you have not gained enough experience to manipulate a motorcycle effectively; a smaller bike will give you that time. Additionally, insurance on these bikes is much more expensive than on proper starter bikes; especially if you only ride with a Learner License.

Note that older 600s are not any better for a beginner. Bikes like and early CBR 600F4’s, early 2000’s GSX-R’s and ZX-6’s may not be quite as powerful as the brand new stuff, but they all share the same design features that make Super Sports bad for beginners. Any bike that was a top-of-the-line sport bike should be avoided; like the hand-me-downs from family or friends.

But maybe you’re still not convinced, and you’ve got some other reason to start on a Super Sport.

MY FRIEND STARTED ON A 600 (OR EVEN A 1000) AND HE’S STILL ALIVE!

The purpose of your first motorcycle is not ‘survival,’ it’s learning to be a skilled, capable rider. It’s idiotic to say that starting on a Super Sport guarantees your impending doom. But it makes the risk of an accident monstrously higher, and even if you don’t wreck you’re going to be awful at riding. A skilled rider on a 250cc will easily outpace a bad rider on a 600cc on a twisty road, because it’s so difficult to learn properly when you’re concentrating on ‘survival.’ No successful motorcycle racer in the world started riding on a 600cc-class race bike.

MOTORCYCLE SAFETY



BUT THOSE SMALLER BIKES AREN’T AS COOL OR AS PRETTY OR MY BUDDIES WILL MAKE FUN OF ME IF I DON’T START ON A 600

If appearances are the reason you want to buy a Super Sport, you need to seriously ask yourself why you want to start such a dangerous, expensive hobby in the first place. If you want to ride because it looks fun, because it’s a unique and exhilarating experience, you need to be willing to put off your dream bike for a while. It’s a tad cliché, but it’s true: your first bike is not your last.

If you want a bike because you want to look cool or impress people, then it doesn’t really matter what I say, does it? Going fast in a straight line takes no skill, and cruising past the mall in a wife beater and sandals takes even less. Hopefully you’ll get bored and sell your bike before you end up in a situation you’re not prepared for and wind up dead.

I WAS TOLD IF YOU HAVE SELF-CONTROL WITH THE THROTTLE, YOU WON’T CRASH

Whoever told you that is a moron. This is usually a justification for starting on a big bike or even for not wearing gear. I’ve already explained why Super Sports are bad for beginners and why horsepower isn’t the only reason; and the fact is that even the most perfect rider in the world is always at risk of an accident. Traffic is almost as likely to cause a wreck as the rider is. All it takes is someone driving an SUV to not notice your presence for two seconds, and all of a sudden you’re off your bike. Maybe they didn’t look carefully enough when pulling out from a stop sign, or maybe they were too busy on their cell phone to see you before they merged. Rider vigilance will go a long way towards avoiding a wreck with a “cager” (car driver), but it’s not a guarantee. Wear all your gear, all the time.

HOW ABOUT A 1000cc TWIN?

The linear power-band of a twin is great for a beginner, but the bigger twins make huge amounts of torque. The big 1000cc twin trade top-end power for enough low-rev grunt to get a new rider in serious trouble; power wheelies in second gear kind of trouble.

They also share similar suspension geometry and brakes with their 4-cylinder cousins. All said a 1000cc twin is just as bad as a 600cc IL4 to start out on.

BUT I DON’T WANT TO HAVE TO SELL MY FIRST BIKE IN A YEAR WHEN I GET BORED

1. Motorcycling is not something you do for convenience. You have no cargo room, you get wet if it rains, you’ve got to carry a helmet around with you, you get hot and you get cold. Why is the mild inconvenience of dealing with a vehicle sale such a concern?

2. You really shouldn’t get bored. Many riders who’ve been riding for years and years buy Ninja 250s for the sheer simplicity and easy handling, or commute on 650cc twins because they’re so much fun in everyday traffic. These people are more than qualified to be riding around on brand-new 1000cc but they choose not to. They probably know a few things that you don’t.

3. Again, your first bike is not your last. Be patient.

I’M A BIG AND/OR TALL DUDE, THESE SMALLER BIKES AREN’T POWERFUL ENOUGH TO CART ME AROUND

Unless you weigh at least 120kg, it just doesn’t matter. A Ninja 250 can hit 140 km/h easily with a 120kg rider, and it has two seats, for crying out loud! If one of the smallest motorcycles available can do highway speeds with two human beings on-board, using your weight to justify a 600cc bike is just bull poop.

Height is a different matter. From personal experience I can say that legroom on the new 250R is rather cramped if you’re taller than 6’2”. Be sure to at least sit on the bike before you buy it. If you’re on the tall side, look for a naked road bike, or you could look for a dual-sport/super-moto, basically a road-legal dirt bike. In any case, full-on Super Sport will be less comfortable, because of the position of the seat, handlebars, and foot-pegs.

MOTORCYCLE SAFETY



I DRIVE A FAST CAR, SO CAN HANDLE A FAST MOTORCYCLE

This is probably the worst argument for anything ever. Driving and riding are nothing alike. You’re really reaching for excuses now, aren’t you? Put your ego aside and come back down from that tree before you hurt yourself.

I’VE READ THIS WHOLE THING BUT I STILL THINK I CAN START ON A 600, I’M CAREFUL/SPECIAL/RESPONSIBLE/AWESOME ENOUGH TO BE OKAY

There comes a point in conversations with wannabe riders, especially on the Internet, when it becomes apparent that the guy only wants to be told what he wants to hear. He’s already made up his mind, and the only reason he’s asking is to hear people tell him “yeah, go ahead!” Any advice to the contrary just gets ignored.

I don’t know of anything else to tell you. Starting on a race bike is not a good idea, but in this country at least you have the right to purchase whatever motorcycle you like.

If you’re lucky, you won’t crash. If you’re not lucky, you could be seriously injured or killed. You’ve come asking the advice of those with much more experience than you have; ignore it at your risk.

For more articles on Motorcycle Skill & Safety, visit the Safety page on www.biketalk.co.za

MOTORCYCLE SAFETY

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SLEEP! WHERE ARE YOU?

Is it true that the younger you are the easier you go to sleep? Then the older you get the more difficult it gets to go to sleep, or even sleep in? All I know is when I was younger I would easily fall asleep and then sleep like a rock, but now that I’m older, I find saying to myself “Sleep, not again” and then I’m up during the night getting out of bed at 4 in the morning. Why is this? What’s going on here? Is sleep a waste of time or is there a subconscious reason for my lack or willingness to sleep? All I know is that it can’t go on like this as it is taking a toll on my health, relationships (GOD, family, people) and business.

It is a fact that when you are younger (when your parents are taking care of you) you have less stress and the older you get, the more stressful life becomes - for some anyway. Is it because I’m not financially well-off that I stress about the fact, and become anxious about work in a desperate attempt to survive and provide for my family? GOD has blessed me with amazing gifts and yet it seems insufficient for what I need to live in peace. I can’t be the only one; there must be others like me: worrying, anxious, angry! How about you?

Is this the way my life, and that of my family should be? No way! I refuse to accept that! GOD must have a plan, and I’m anxious to experience the peace his plans have for me. So let’s dig in to my Father’s perfect Word and find that peaceful sleep in his loving arms again.

First of all, worry or stress is not of GOD, it is from Satan. So why do we so easily take or hold onto something from this guy? Is it because he lied to you, offering you “better” terms of commitment and you fell for it thinking you can do all things by yourself? Then your whole world falls apart and he stands laughing on the side, looking at you suffering and blaming GOD for your problems. Because worry comes from Satan, it destroys and robs you of all joy and peace. If you, like me, had enough then allow me to highlight scripture from GOD’s Word explaining the pitfalls of worry and how we can once again victoriously stand and laugh at Satan.

Worry can cause us to forfeit peace with GOD. In Genesis 21 we read about Sarah’s doubt in what GOD can do by giving her a child through birth at her age, and as a result of her doubt, worry, and fear, she had forfeited the peace she could have felt in GOD’s wonderful promise to her. The way to bring peace to a troubled heart is to focus on GOD’s promises; trust him to do what he says.

Worry shows a lack of faith in GOD’s control. Psalm 37:8, 9 tells us, “Refrain from anger, and forsakewrath! Fret not yourself; it tends only to evil. For the evildoers shall be cut off, but those who wait for the Lord shall inherit the land.” (ESV) Anger and worry are two very destructive emotions. They reveal a lack of faith that GOD loves us and is in complete control. When you dwell on your problems, you will become anxious and angry, just like me. Trust me, it is not a peaceful place to be; it is dark and it consumes you. It destroys everything!

Worry has a number of bad effects that you don’t need in your life. JESUS teaches us about worry and being anxious in Matthew 6:25-34. Allow me to highlight a few: Worry may (1) damage your health, (2) cause the object of your worry to consume your thoughts, (3) disrupt your productivity, (4) negatively affect the way you treat others, and (5) reduce your ability to trust GOD. How many effects of worry are you experiencing right now? Here is the difference between worry and genuine concern: worry immobilizes, but concern moves you to action.

GOD’S PAGE



It is therefore a lifesaving fact that we trust GOD with everything, giving ourselves to him and his purpose for our lives. He will keep us safe and give us everlasting peace. I need that right now and I’m sure some of you do too!

Worry should be turned into prayer. Philippians 4:6,7 shuts the casket on worry and anxiety by saying, “The Lord is at hand; do not be anxious about anything, but in everything by prayer and supplication with thanksgiving let your requests be made known to God. And the peace of God, which surpasses all understanding, will guard your hearts and your minds in Christ Jesus.” (ESV)

Imagine never being “anxious about anything”! It seems like impossibility; we all have worries on the job, in our homes, at school. But Paul’s advice is to turn our worries into prayers. Do you want to worry less? Then pray more! Father, at your feet, I cry out to you... I need your help! I long for the peace and protection that only you can give. Please, in the name of your wonderful and perfect Son, and by

your Grace, settle my heart and mind and give me your everlasting peace. Take my life, make it yours and complete your purpose in it. Please forgive me for my lack of trust and faith in you, I don’t deserve anything from you, but I know that you love me and hear my cry right now. On my knees I will wait on you no matter what it takes. I thank you for your Word and Holy Spirit! In CHRIST I pray! Amen

- Hein Jonker

Folks, on a different note, if you like you can joinmy journal page for daily encouragement fromthe Bible and my study notes just like this one.

HEIN’S JOURNALhttps://heinsjournal.wordpress.com/

GOD’S PAGE


OEM NEWSHONDA CRF1000L: NEW AFRICA TWIN

We all know that secrets are not well kept when new bikes are in the pipeline. Rumours and teasing are mostly part of the build-up or marketing campaign. With the introduction of the new Honda African Twin this was certainly the case. Honda dubbed this model the CRF1000L. The designers at Honda said to have used the attributes of the older sibling, the XRV750 Africa Twin, central to the design of the new Africa Twin, namely off-road performance, the comfort of a touring bike and “every day agility” that makes for a great “all-rounder” or for the day-to-day commuter.

At the heart of the new Africa Twin is a new 998cc parallel-twin engine that kicks out 70kw of power and 98Nm of torque designed for optimal use both on-road and off-road. It owes its heritage to Honda’s off-road experience with the CRF250R/450R competition machines. It uses the same 4 valve Unicam head design that resulted in a more compact design of the engine. It should also be noted that the camshaft is made from the same lightweight cast that is used in the CBR1000RR Fireblade. A 270° phased crankshaft gives power delivery a distinct character as well as delivering excellent feel for rear wheel traction. Biaxial primary balance shafts cancels vibrations. The engine’s short height contributes to the CRF1000L Africa Twin’s excellent ground clearance - another prerequisite for a true adventure machine. It also uses clever packaging of componentry to both dynamic and aesthetic effect.

The water pump is housed within the clutch casing, and the water and oil pumps are driven by a shared balancer shaft. Further reducing engine size is the lower crankcase design, which stores the oil and houses the pressure-fed pump.

Lightweight designs certainly was at the order of the day and this is also evident in the six-speed gearbox. It has the same shift-cam design as that found on the CRF250/450 motocross bikes, but the Africa Twin also gets a slipper clutch to smooth out deceleration and downshifts. Honda’s unique Dual Clutch Transmission (DCT) has been overhauled for the new Africa Twin and is available as an option (see below).

The long-travel Showa inverted forks are fully adjustable and feature dual radial-mount Nissin four-piston brake calipers and 310mm ‘wave’ style floating discs. The Showa rear shock has hydraulic spring preload adjustment. Like the CRF450R Rally, the CRF1000L Africa Twin uses 21/18-inch front rear spoked wheels, wearing 90/90-21 and 150/70-18 tyres.

Following its design theme of “unlimited adventure”, the Africa Twin is styled with minimum bodywork in a tough, lightweight form that offers both weather protection for the rider and a slim, agile feel. Dual headlights maintain the original’s signature presence and the seat height adjusts 20mm to either 870mm or 850mm.



A large 18.8-litre fuel tank - coupled with the engine’s fuel efficiency - provides a range of up to 400km.

To tailor the overall electronics package to capably tackle any conditions on or off-road, the Honda Selectable Torque Control (HSTC)* system offers three levels of control, and it is possible for the rider to turn off the ABS* system for the rear wheel.Local prices have not been confirmed but Honda has indicated the base model will be selling for €12,100 in Europe. That puts it in the R180,000 range without local rates and taxes included. Four colour options will be available, CRF Rally, Tricolour, Silver and Black.

Dual Clutch Transmission (DCT) for adventure

Honda’s unique Dual Clutch Transmission (DCT) will be available as an option on the CRF1000L Africa Twin, with the use of a common crankcase keeping the width the same as the manual transmission version. It features the standard manual mode - allowing the rider to operate gear shifts through triggers on the left handlebar - and two automatic modes. D mode offers the best balance of fuel economy and comfort cruising. S mode has now been revised to give extra levels of sports performance, with three different shift patterns to choose from: S1, S2 and S3.

Of course, DCT for the CRF1000L Africa Twin is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the G switch positioned on the right side of the instrument panel. Pushing the G switch in any riding mode improves traction and machine control - all-important for off-road riding - by reducing the amount of clutch slip during gear changes. Further new functionality for the DCT system comes in the form of incline detection, by means of which the gear shift pattern is adapted depending on the grade of any incline to provide optimum control.

* HSTC and ABS not available on base version; equipped as standard on ABS and DCT versions.

YAMAHA XSR700: “FASTER SONS” PROMISE EVOLVED

Yamaha has announced its latest retro-styled production bike, the XSR700 in line with what they call their Sport Heritage bike building philosophy. The XSR700 is a variation of the FZ-07 and reminds a lot of the new Ducati Scrambler. Yamaha says the new bike was born out of their strong belief in respecting iconic styles and designs of their motorcycles of the past, whilst intending to push the boundaries of motorcycle technology to create amazing bikes with real character without compromising riding agility.

OEM NEWS



This they call their “Faster Sons” philosophy. For those of us unfamiliar with this philosophy a brief history lesson.

Shinya Kimura is a world famous custom motorcycle designer. He studied Entomology after school but instead followed his passion of motorcycle mechanics. During the 1990’s he built “samurai choppers” for a company called Zero Engineering, a company he started in Japan. He left Japan for California and in 2006 he founded a motorcycle design company, Chabott Engineering where he builds about three or four bikes per year, reputably charging $100,000 or more per bike. Yamaha approached him and requested to custom built their MT-07. Kimura created a new bike, yet respected old designs and vintage styles of past Yamahas, using the latest technology and usability.

The custom MT-07 was called the “Faster Sons” by not obstructing the newer design or nostalgic elements but rather flowing them together.

Yamaha says the new XSR700 pays tribute to the classic XS650 but with the latest technology. Under the tank is Yamaha’s 700cc inline 2 cylinder engine mounted to a diamond-type frame and using a 270° crankshaft ensuring strong acceleration and traction yet delivering power smoothly throughout the rev range. Ten spoke aluminium wheels with Pirelli Phantom rubber connect you to the ground with four-piston callipers gripping 282mm wave style discs in front and 245mm at the rear make sure you stop in time. ABS comes standard.

With the “Faster Sons” magic applied all over the place, we have to say this is a very good looking bike. The aluminium petrol tank is one of the best looking retro tanks we have seen with attention to detail you could expect from the “Faster Sons” philosophy.

The two-texture leather seat sits comfortably on an easily customisable bolt on the rear sub-frame. This is a subtle indication that there will be many more customising options available, despite Kimura’s liberal magic on it. Behind the old-school round headlight is a period styled speedometer between the wide tapered back handlebars. You will be pleasantly surprised that the speedometer only looks old but actually displays a host of valuable information, all in LCD. Yamaha also liberally used aluminium all over the place with trick mesh on the sides. A short stubby exhaust also promises that you will be noticed for all of the right reasons.

Yamaha says the XSR700 as part of their Sport Heritage range it will offer a wide range of customising possibilities with genuine accessories available from their catalogue. And of course Yamaha also promises you will look the “Faster Sons” part from the apparel range, including leather jackets.

The XSR700 will be officially launched in November 2015 in Europe. No word from Yamaha South Africa yet if this beauty will be making it to our shores.

OEM NEWS


2016 KAWASAKI Z800 ABS: A STREETFIGHTER FOR THE FAMILY

The versatile Z1000 has been a hit for Kawasaki, and that naked streetfighter is now getting a sibling: the new 2016 Z800 ABS. Kawasaki says this mid-level streetfighter, has the attitude and aggressive style of its bigger brother but is fitted with a smaller four-cylinder engine displacing 806cc. With its natural riding position, adjustable KYB suspension and responsive chassis, this new Z800—which has been on sale in Europe since 2013—is expected to work well as a commuter or as weekend entertainment. It’s not a shrunken Z1000, as one might expect; rather, the new Z800 is an improved version of the old Z750.

Kawasaki says the Z800’s liquid-cooled DOHC 16-valve engine boasts excellent midrange power, aided by ultra-fine fuel injectors with 34mm Keihin throttle bodies and two different length intake funnels to optimize airflow at various engine speeds. The exhaust, with large-radius curved header pipes, has equalizer tubes connecting header pipes one and four as well as two and three. This helps low-rpm response, and an exhaust valve upstream of the muffler further aids low- and midrange crispness. A short exhaust eliminates the center pipe and aids mass centralization. In addition to large oil jets to keep the pistons cool, this engine has large crankshaft journals and a low-friction camshaft chain.

The Z800’s transmission, a six-speed, has short overall gearing designed to improve the bike’s fun quotient around town. Sixth gear, however, is purposefully high, for comfortable cruising rpm on the highway.

The Z800 has a tubular backbone frame made of high-tensile steel, plus a steel swingarm and lightweight cast aluminum engine subframe. The front engine mounts are behind the cylinders, close to the engine’s center of gravity, to reduce engine vibration felt through the handlebar.

Front suspension is handled by an inverted 41mm KYB fork. It’s adjustable for rebound damping and preload. In back, the KYB shock with piggyback reservoir is also adjustable for preload and rebound. As for the suspension tuning, Kawasaki says the 2016 Kawasaki Z800 will remain “poised, predictable, and entertaining” on deserted back roads or on pothole-infested city streets.

Four-piston brake calipers are on duty in front, working with a pair of 277mm petal-type rotors and a lightweight Nissin ABS unit. A 216mm petal-type rotor and single-piston caliper are used for the back wheel. ABS is standard. The supersport-style wheels, which reduce unsprung mass, are fitted with Dunlop Sportmax D214 radial tires.

While aggressive looking, the Z800 is no match for the otherworldly H2 and H2R siblings. The compact headlight is mounted as low as possible, helping to create what Kawasaki calls a “menacing face.”

OEM NEWS



And from the side, Kawasaki stylists have combined the curved upper engine shrouds with a chiseled lower cowl to create the image of a predator holding prey in its mouth. Even if you can’t see that, the Z800 does have a weight-forward stance that can’t be missed, plus sleek rear features include a slim tail and an LED taillight. Standard luggage hooks allow luggage to be secured using tie-downs or bungee straps.

What makes the new Z800 a streetfighter? The exposed engine with black covers is the most striking element, and the look is enhanced by attractive bends in the exhaust and its uncluttered rear. What’s more, the handlebar has a flatter bend than on a typical sportbike, and the wider grip position gives the rider more leverage while allowing an upright yet sporty riding position. No word from Kawasaki SA when to expect the Z800 ABS to land on our shores.

POLARIS SLINGSHOT: CONFIRMED FOR EUROPEAN DEBUTThere is not talk that it will ever make its way to South Africa, but Polaris has confirmed that its revolutionary three-wheel motor-vehicle, the Polaris Slingshot™, is making its European debut in Q4 2015.

Slingshot has been honed for the European market by U.S manufacturer Polaris and will offer petrol-heads a completely new motoring experience.A recognised leader in the global powersports industry for over 60 years, Polaris designs, engineers and manufactures high quality all-terrain vehicles (ATV), including the Ranger and RZR side-by-side vehicles, snowmobiles, as well as Victory Motorcycles and the iconic Indian Motorcycle marque too.

Taking this extensive powersports experience, Polaris is writing a new chapter with Slingshot, delivering an entirely new on-road driving experience. It’s an innovative three-wheel vehicle with a high-strength steel space frame, a 2.4-litre four-cylinder engine and sport-tuned suspension with an open cockpit.

Slingshot Brand Manager for Polaris EMEA, Dario Baraggia, firmly believes that customers in Europe can expect to have a truly breathtaking experience from Slingshot ownership. He says: “Slingshot offers European customers something truly unique. It has exhilarating performance in a package that receives head-turning looks wherever it’s driven.

“The USA has already discovered the thrill of Slingshot, so much that it is currently sold out with production filling back orders. We predict a similar trend here in the EU and will therefore open a pre-order process to give the first customers a chance to secure the first units coming to the EU.”

OEM NEWS


OEM NEWSVICTORY MOTORCYCLES:ELECTRIC PRODUCTION BIKE

VICTORY Motorcycles has unveiled its first fully electric production model but don’t get too excited: it’s a revised and re-branded version of the Brammo Empulse R. Called the Empulse TT, it’s also currently set to go on sale in the US only, until Victory completes a ‘process of determining global demand’.

Victory has been working with Brammo since 2011, but in January 2015 Victory’s parent company, Polaris Industries, acquired Brammo’s motorcycle assets. Since then, Victory engineers worked with the Brammo product team to achieve improvements in battery capacity, display function and handling.

The Victory Empulse TT is capable of top speeds over 160 km/h and it has a high-capacity 10.4kWh battery. The bike has a built-in battery charger and an easily accessible plug atop the bodywork to the front of the seat.

The bike’s Brammo Power Lithium Ion battery fully charges up in just 3.9 hours using a Stage 2 charger (available as an accessory utilising a 240V outlet).

In typical riding, the Empulse TT battery provides riders with a range of about 110km and a range of 160km is possible with throttle management and use of the bike’s regenerative charging. In preliminary testing, the bike demonstrated a Motorcycle Industry Council (MIC) city range of 150km. The bike delivered an MIC “combined 110km highway and city range” of 90km.

Riders can make the most efficient use of the battery’s 10.4kWh of electricity by using the six-speed gearbox. Shifting and downshifting helps to create regenerative power (when the bike is under deceleration) and also produces a feeling similar to the compression braking that riders experience on petrol-powered motorcycles.

The clutch only needs to be used when shifting between gears, not for taking off or coming to a stop. To take off from a stop, the rider simply needs to twist the throttle to unleash the liquid-cooled electric motor’s impressive torque.

In the Empulse TT’s proprietary transmission, neutral is found between 2nd and 3rd gears and a rider can leave the bike in 3rd gear for most riding speeds and conditions. To begin riding, a rider can simply turn the bike’s power on, select 3rd gear (without the clutch), twist the throttle and go.

Not all competitive electric motorcycles have gearboxes, so the Empulse TT gearbox gives the bike a significantly sportier feel and it enhances a rider’s engagement with the bike.



In everyday riding conditions, the Victory Empulse TT can be operated in ECO mode, but it also has an optional SPORT mode for high-performance riding. In SPORT mode, 20 percent more battery power is released to the motor, resulting in enhanced acceleration.

SPORT mode also increases the amount of regenerative braking – or “regen” – that further increases the feeling similar to compression braking when the rider rolls off the throttle. Regen uses the inertia of the motorcycle to return energy from the motor back into the battery pack. To select SPORT mode, a rider presses and holds the start button for 1 second.

The bike’s LCD data display features a speedometer, tachometer, gear indicator, and clock. It also displays the battery level as a horizontal bar accompanied by the percentage of battery energy remaining and provides an estimate of remaining riding range.Genuine Victory Accessories immediately available for the Empulse TT include Victory performance forks, frame sliders, tall and short windscreens and panniers.

The new Victory Empulse TT electric motorcycle is scheduled to be available for purchase in the United States in late 2015. Victory is in the process of determining global demand for the bike before announcing its sales plan for the EMEA (Europe, Middle East and Africa) region.

Source: [Victory Motorcycles www.victorymotorcycles.com]

HUSQVARNA: 2016 MOTORCROSS RANGEThe new Husqvarna 2016 motocross line-up represents a revolutionary step forward. Beginning a new era, every detail of this new from the ground up motocross range has been specifically designed to improve performance.

OEM NEWS



OEM NEWSFeaturing massive weight savings, totally new bodywork, new engine design and new carbon fibre subframes, the 2016 motocross bikes embrace Husqvarna’s rich racing heritage to ensure premium motorcycles with state-of-the-art technology.

Presenting the all-new FC 450, FC 350 and FC 250 4-stroke models, plus the all-new TC 125 machine, Husqvarna Motorcycles offers a range of bikes that effortlessly supports riders of all ages and abilities, in all situations. Husqvarna’s six-strong MY16 model range ensures racers and riders alike have the perfect machinery to achieve their goals.

LIKE NOTHING BEFORE IT

Rethinking torsional rigidity and longitudinal stiffness, the hydro-formed, laser-cut and robot welded chromium molybdenum steel frame is lighter and more compact to offer better handling and feeling than its predecessor. Coupled with its new three-piece carbon fibre subframe, 1 kg lighter than the previous subframe, and a new cast aluminium swingarm, it ensures a motorcycle with unrivalled rideability and ease of use.

Perfectly matching the new chassis characteristics, new CNC machined triple clamps, WP’s 4CS forks, a new shorter and 500 grams lighter WP rear shock are mated to a new rear link geometry, which improves both damping and balance. It ensures optimum traction and control across all riding situations and terrains.

THE FUTURE IS HERE

In the engine department the FC 450, FC 350 and FC 250 enjoy further developments and improvements and together with the TC 125 benefit from a significant reduction in engine weight.Smaller and lighter 4-stroke motors are completely reconfigured for optimal mass-centralisation.

Across all 4-stroke models a new Keihin engine management system processes data faster while a 44 mm throttle body – compact and 100 grams lighter – provides immediate throttle response thanks to the elimination of a throttle linkage. New for MY16 is launch control, integrated into the standard handlebar map switch.

With the ability to alter engine characteristics, the launch control feature seeks out maximum traction to deliver consistently perfect starts as standard. Overall weight savings have been significant. The FC 450 is now 5.2 kg lighter than the previous model, while the FC 350 is 4.7 kg less than the 2015 machine. The FC 250 has been lightened by 4.0 kg.

Importantly, the exhaust system has been completely redesigned to improve mass centralisation and reduce sound levels in keeping with FIM limits. Notably shorter and sleeker, the FC 450 sees its resonance chambers integrated into the header pipe.

Keeping in line with a more compact and sleeker generation of motorcycles, the distinctive and futuristic bodywork with striking pearl blue and electric yellow colours and graphics marks a new era in Swedish inspired design. The revised ergonomics and new seat provide greater comfort and superior control in all riding situations.

Finally, new GSK brake discs, Pro Taper handlebars, ODI lock-on grips, new WP radiators, new 7-litre polythene fuel tanks, a new airbox design with tool-less air filter access, as well as black DID alloy rims, CNC machined hubs and Dunlop MX52 tyres further ensure that the all-new MY16 motocross line-up is one of the most sophisticated on the market.



While considerable effort has gone into the release of the all-new 4-stroke models, the 2-stroke range also sees improvements – in particular the TC 125.

The eighth-litre machine receives a significantly smaller and lighter engine. Redesigned and repackaged with a new power valve and exhaust it has an increased power output from 38 hp to 40 hp. The 2016 TC 125 is 3.2 kg lighter compared to the previous model.

For the youngest racers in the Husqvarna family, the agile and powerful TC 85 is the ideal entry machine into motocross. Adorned with stylish colours and graphics, it is the perfect motorcycle for the champions of tomorrow.

Refinements to the TC 250, including new CNC triple clamps with rubber damping, new seat cover and new disc brakes, make it a formidable competitor to its 4-stroke brothers.

Source: [Husqvarna www.husqvarna.com]

BMW MOTORRAD: S1000XR

BMW has launched their latest motorcycle, the S1000XR. They call it a cross between an enduro and a sports bike for someone who also likes a bit of touring on the side. The result is an all new category created BMW they like to call an “adventure sport bike”.

The S1000XR shares an engine with the S1000R naked bike but the seating position of the GS. We are also happy to note that some of the technology employed on the R and RR siblings have made their way onto the XR. HP Shift Assistant Pro minimises clutch use between setting off and stopping making gear shifting a lot faster, fluid and easier than regular shifting with a clutch. The suspension is also electronically controlled via the Dynamic ESA. We are looking forward to bringing you a complete road test in the near future.

OEM NEWS


PRODUCT NEWSOEM NEWSBMW MOTORRAD: 2016 COLOUR UPDATESBMW Motorrad announced a number of new colour options for the 2016 model year as well as a special edition 2016 R1200GS Triple Black. The update announcement includes the R1200GS, R1200GS Adventure, R1200RT, R nineT, S1000RR, S1000R, S1000XR, K1600GT, K1600GTL and K1600GTL Exclusive. All of these 2016 models are essentially the same as the 2015 iterations, but with new color options.

R1200GS Triple Black

BMW has given the R1200GS the Triple Black treatment before but the special edition colour scheme is back again for 2016. The central fuel tank cover, side panels and front mudguard are painted a Black storm metallic colour while the fork tubes are an anodised black. The Triple Black also gets wire spoke wheels, usually standard on the GS Adventure but as an add-on to the regular GS.

R1200GS

The regular R1200GS receives a light white non-metallic colour scheme while losing the Alpine white 3 non-metallic and Black storm metallic options.

R1200GS Adventure

The GSA also gets the Riding Modes Pro option with dynamic brake light as well as new Racing red non-metallic matt (BMW Motorrad have not confirmed for South Africa yet) and Ocean blue metallic matt. Lost with the calendar year are the Olive non-metallic matt and Racing blue metallic matt colours.



OEM NEWSS1000R

The S1000R streetfighter returns with just a small tweak: the Light white non-metallic paint scheme gets a new grained fuel tank trim.

R NineT

The R nineT roadster returns for 2016 with two choices of hand-brushed exposed aluminum fuel tanks: with a visible welding seam or with a smoothed seam. Heated grips are also a new optional add-on.

S1000RR

Already having received a significant update last year, the S1000RR returns for 2016 with a new Black storm metallic and Racing red non-metallic colour option.

K1600GT, GTL and GTL Exclusive

The GT gets a Cosmic blue metallic with Black storm metallic colour scheme but loses the Sakhir orange metallic/Black storm metallic colour from last year. The GTL replaces last year’s Magnesium beige metallic colour with the new Ocean blue metallic matt. The Exclusive model receives a new Sparkling storm metallic but loses the Mineral white metallic option.

[Source: BMW Motorrad www.bmw-motorrad.com]


KAWASAKI: 2016 COLOUR UPDATESKawasaki announced their new colour options for a number of the models in the range.

Kawasaki ER-6n

The ever popular twin-cylinder ER-6n receives a visual update for 2016 with new colours just announced. Originally launched as one of the first machines using the “fun to ride” philosophy that has featured on multiple Kawasaki machines since then, the ER-6n has wide appeal with many rider groups including those new to two wheels and riders that appreciate the freedom and financial advantage afforded by commuting to work in congested cities.

Each model now receives a creative pin-striping treatment to the fuel tank, new contrasting colour treatments for the rear shock absorber spring and wheel stripes making the ER-6n a truly stylish urban riding partner.

The three colour options offered for 2016 are Candy Lime Green with Metallic Spark Black, Metallic Carbon Gray and Metallic Spark Black and Urban City White combined with Metallic Spark Black. All the new colour options are available on ABS and non-ABS models.

Kawasaki ER-6f Updating the colour treatments of the ever popular ER-6f, Kawasaki has three options for the 2016 season. The iconic green Candy Lime Green version now features fairing sides in Metallic Spark Black fading to a lighter colour fairing lower. In a similar style, the Candy Persimmon Red model also has Metallic Spark Black fairing sides while the Metallic Carbon Gray option sticks to an all over single colour approach for maximum impact.

Like its ER-6n partner, each new for 2016 ER-6f comes with a coloured rear shock absorber spring and pin-striped wheels as standard. All the new colour options are available on ABS and non-ABS models.

Vulcan S

Making a positive impression, colour options for the Vulcan S have been eagerly awaited and the new line up is sure to delight. White is becoming a highly regarded colour choice so this option is one of three colour ways for the new season. Simple yet effective, the beige Urban City White option is joined by Metallic Matt Carbon Gray, creating an impactful and purposeful look. All the new colour options are available on ABS and non-ABS models.

OEM NEWS



Versys 650

Machine of choice for those that truly appreciate middleweight versatility, the Versys 650 has an understandably loyal following. Crossing a city or a continent is no trouble to this accomplished parallel twin engine equipped machine and the colour options for 2016 are no less impressive.

With strong visual impact the stealth-like looks of the Metallic Matte Carbon Gray and Metallic Spark Black machine are indeed impressive. It is joined by two other colour options for the new season with a striking Candy Matte Orange version offered for the first time alongside the sleek and stylish Pearl Stardust White combined with Metallic Spark Black option. All the new colour options are available on ABS and non-ABS models.

Rumour: New Kawasaki ZX-10R

Still on the topic of Kawasaki, there are persistent rumours that the ZX-10R is due for a major tuning and changes. Considering the fact that Kawasaki opted not to make any significant changes to the 2015 model is an indication that it is long overdue. German publication Speedweek recently interviewed Guim Roda, the team manager of Kawasaki’s World Superbike Team, who hinted at a possibility of a new ZX-10R machine for 2016.

Roda said “we will have a new Kawasaki ZX-10R in 2016. The concept will be the same, but some details and changes, it will be even more competitive.” Given the fact that WSBK rules restrict race teams to develop the stock motorcycles to a large extent. This could mean that Kawasaki too would be heading the way Yamaha, Ducati, BMW and Aprillia have taken by turning their machines into near-ready competitive machines right from their factory tuning.

So for those who thought Kawasaki has gone soft, should expect a near 150kW machine next year that could compete with the likes of the rest of the factory superbikes. This is good news for enthusiast who will be able to buy near race-ready machines right off the showroom for their weekend trackdays.

OEM NEWS


SUZUKI:GSX-R 30TH ANNIVERSARYRoger Hayden will roll-out a special livery at the Red Bull Indianapolis combined MotoGP/ MotoAmerica event on August 7-9th at the Indianapolis Motor Speedway in America. The special red and black livery will commemorate the colour scheme sported by former Grand Prix World Champion Kevin Schwantz when he debuted the now-legendary Suzuki GSX-R750 in AMA Superbikes with Yoshimura in 1986. In addition to the motorcycle sporting the signature colours of the ’86 Schwantz version, Hayden’s leathers will be a custom-commemorative set and his Yoshimura Superbike crew will be wearing red-themed gear; and even the Suzuki GSX-R1000 tyre warmers will match.

“We’re excited to be able to do our part to celebrate the 30th Anniversary of the GSX-R,” said Don Sakakura, Sr. Vice President at Yoshimura R&D of America. “We at Yoshimura are very pleased that we played a part in launching the GSX-R line in America in 1986 with Kevin Schwantz as our primary rider. And of course we’re proud that the GSX-R went on to become the all-time wins leader in AMA Superbike. We’re looking forward to introducing the anniversary livery with Roger Hayden and the team at Indianapolis.

It’s only appropriate that such an iconic motorcycle be honoured at one of the truly iconic racing circuits of the world.”

The Suzuki GSX-R line was launched in 1985 and is widely considered the first sport bike to truly bring Grand Prix design features to the street. Over its three-decade span, Suzuki’s GSX-R line of motorcycles has become one of the most successful and well-known sporting machines in the history of motorcycling.

In America the GSX-R series went on to become the most successful machine in AMA Superbike and Supersport racing with more championships and race wins than any other model of motorcycle. On the club level, the GSX-R helped launch the road racing careers of a generation of riders. Counting the original Suzuki GS series a total of 13 AMA Superbike Championships have been won by riders on Suzukis prepared by Yoshimura R&D. Says Schwantz: “I first rode the GSX-R in 1985 at the Suzuka 8-Hour with Graeme Crosby. We didn’t get the Suzuki GSX-Rs in the United States until ‘86 but raced them in American Superbikes in ‘86 and ‘87. I won the Daytona 200 on a Suzuki GSX-R in 1988 and continued to race the 8-Hour all the way through to the 1992 season. The Suzuki GSX-R to me is the definition of a sport bike. When the GSX-R came out it completely changed the definition of a sports bike and it has continued to improve ever since.”

OEM NEWS


RIDING A NEW BIKE:WHAT TO EXPECTI was sitting having a drink the other day when I overheard a discussion about motorcycles. At the table next to me was a guy trying to guide his girl on the intrinsic detail of riding a motorcycle. I’m not sure what she was riding but from the discussion I assumed it must be something in the Adventure category. This kind of surprised me for two reasons. Firstly she was tiny and I can hardly imagine her keeping the bike upright on her very tippy toes. But what I also found surprising was that she was riding an 800cc! Nothing wrong with that of course or that women are taking their rightful place in the biking fraternity.

But think about it like this. Not too many years ago you would expect walking past the rough and tough crowd at some backstreet biker jol the joint to be lined with their Suzuki’s, their Kawa’s and their Honda’s. And apart from the odd one litre GSX or Z you would be hard pressed to find anything over a 550cc. We have come a long way since then. And this is not a slap in the face of the anti-petrol head, green gangs. It is testimony to the amazing technological advancements on the machines we treasure most. Biking is no longer just for the brutes that can toss a keg over a caravan or down a pint through his moustache before you can say “foam”. Motorcycles are becoming more forgiving. We now have true feminine ladies throwing a knee out on track days and showing a lot of boys their very own sub-times.

Biking has become more than a transport method. It has become a lifestyle for everyone to enjoy. And with August being Women’s Month in South Africa, we want to salute those ladies that also take this passion up. We welcome you. But what is it like being a new lady on the block? So not being a woman myself I headed over to Women Riders Now to get some insights from the other team. This is what they had to say:

1. You’re going to drop your motorcycle at least once.

2. You’re going to be nervous for a while.

3. You’re going to get frustrated.4. You’re going to hear “crash” stories from non-

riders, whether you like it or not.5. You’re going to get advice on riding from

others, whether you ask for it or not.6. You’re going to realize at some point that

you’re not wearing the gear that fits properly, like sunglasses that make your eyes water, gloves that are too bulky, pants that expose your back side, etc.

7. You’re going to struggle with how to manage a new hair style called “helmet hair.”

8. You’re going to spill petrol all over the tank at least once. But also expect the petrol jockey to be extra helpful.

9. You’re going to realise riding your own motorcycle is cooler than you ever imagined.

10. You’re going to find yourself smiling a lot more, both on and off the motorcycle.

FOR THE GIRLS



FOR THE GIRLSBut back to the guy that was sitting next to me. If there is one thing and one piece of advice, or let’s rather call it instinctive reaction, I can take away from this, it is the following. Riding a bike is not like driving a car. First there is the issue of target fixation on a bike. Never look at where you are going but where you want to go. This is a very instinctive reaction and in riding a motorcycle can save you a lot of hurt. But there is also this term that few people understand, counter-steering.

What is it and why is it important for someone taking up motorcycle riding to understand? Riding any speed above about 30km/h you no longer “drive” the bike with the steering – at least not in the true sense of the word like with a car. You lean the bike into a corner and the centrifugal forces of the wheels spinning keep the bike upright or at an angle by overcoming the forces of gravity. And how do you get yourself into that position? By counter-steering. Let’s say you approach a traffic circle, the bike must first lean left and if you exit the other side it has to lean right and then left again.

To start the process of leaning the bike to the left you actually push the steering slightly forward and down with your left hand. I know this is counter-intuitive but trust me the bike will start leaning left. The same applies for leaning the bike to the right you have to slightly push forward and down with your right hand. In an emergency situation your desire to avoid an obstacle may have the opposite effect and lean you straight into it. But with time in the saddle this becomes instinctive reaction. Now you know why we talk so much about counter-steering.

It is important to understand that riding at speeds exceeding 30km/h

you no longer “drive” the bike with the steering but rather with a process called “counter-steering”


ARAI HELMETS: NEW CORSAIR-XJapanese manufacturer, Arai Helmet, Ltd., makers of world class, handmade helmets for more than six decades, is excited to announce the all-new Corsair-X, the latest evolution in state-of-the-art motorcycle helmet design and function.

The Corsair-X features a host of improvements and updates, and it all starts with the all-new Variable Axis System (VAS) shield system. Utilizing a variable axis that incorporates a moving pivot point, the VAS mechanism allows for a lower shield mount position. This results in a much smaller and lower pivot cover, yielding an average of 24 mm more shell area above the cover than the Corsair-V model.

By creating an even more round and smooth shell along the Snell test line in the critical temple area, Arai has further increased the Corsair-X’s ability to glance off objects during impact.

Not only does the VAS system improve the helmet’s glance off capabilities, it also allows for easier shield removal and replacement. Dual-function levers release both the pivot cover and the shield itself, allowing visual access to the shield mechanism and dramatically simplifying shield changes. A larger shield latch, derived from Arai’s Formula One helmets, further eases shield operation by providing improved control of the shield’s latching and de-mist functions.

The Corsair-X exterior also features the new IC Duct-5, which provides 11% more air flow than the previous Delta Duct-5. Larger, three-position switches make vent operation easier and help limit road noise and water intrusion when fully closed. The new Type 12 diffuser is 20mm longer, taking 19% more air than the previous design, while the new VAS Max-V (BV) shield provides increased visibility in all types of riding (a clear Pinlock-120 shield is included with the Corsair-X).

Underscoring all this is the latest Peripheral Belting and Structural Net Composite 2 (PB SNC2) shell. Hand-formed by Arai craftsmen and created from proprietary net strands, special synthetic fibers and new resin, the Corsair-X shell offers both incredible tensile strength and flexibility.

PRODUCT NEWS

Line up the copper pin with the red dot and the shield will come off

The Corsair-X faceshield now accepts PinLock visors and ships with one for fog-free riding.



And as with all Arai helmets, the Corsair-X is built to Arai’s unique R75 shape concept, resulting in a rounder, smoother and stronger shell shape that will more easily glance off impacts, instead of catching.

Inside, the Corsair-X features a new Eco-Pure anti-microbial liner, which stays fresher longer by helping to maintain a neutral PH balance close to the skin. Interior crown padding is improved by a new, softer and thinner frame material for better comfort, while removable temple padding layers and an all-new replaceable top pad allows for a more customized fit. Further customization is available via Arai’s Facial Contour System (FCS) cheek pads, which feature removable 5 mm, peel-away layers.

Other interior updates include speaker recesses, a large, removable chin curtain, a new, replaceable chin vent that flows more air, and a new emergency release strap tab. Finally, additional room in the mouth area allows for a more open feeling when worn, yet the Corsair-X remains easy to take off and put on.

“The Corsair is certainly special to Arai, as it has always been our flagship model, representing the culmination of our vast experience in helmet design and unwavering focus on rider protection,” said Brian Weston, Managing Director of Arai Helmet, Inc. “This is a model that represents the very latest innovations from Arai, and we feel the Corsair-X does just that. It’s has earned the Corsair name.”

At launch, the Corsair-X will be available in a variety of solid colors, including Black, Black Frost, White and Aluminum Silver.

Source: [Aria Helmet, Inc, Japan www.arai.co.jp]

DREAM RIDES RENTAL CLUB™The idea for Dream Rides Rental Club™ was conceived after we couldn’t find a specific high-end luxury tourer for a 2014 get-away. During our search it became apparent that despite more than 13 of the world’s leading bike brands being sold locally, only a few could be rented.

This presented an opportunity for a concept which would allow local bikers to ride the best of what’s available, at a price they can afford. Those who have tested a dealer’s bike know it cannot be fully evaluated during a quick spin around the block. No opportunity exists for potential buyers keen to spend a day or more with their dream bike, those wanting to ride something different to what’s in their garage or ex-bikers eager to return to the sport but unwilling to buy a costly and depreciating asset. ‘Dream Rides’ offers all the benefits of riding the latest bikes, without the limitations associated with ownership.

PRODUCT NEWS

The ASAC vent runs to the lower side exhaust port and creates airflow that can be felt at even low speeds

The top vent sliders are easier to operate with gloves and seal better. The little bump in front of the vent increases airflow



PRODUCT NEWSMotorcycle technology is rapidly advancing with every manufacturer producing one or more awesome bikes. With us you’ll be free to experience what they have to offer! Our range will be diverse; bikes you may not want to own but would definitely like to ride. By completing our survey prospective club members play a crucial role in determining our range. Bikes will be replaced at pre-determined intervals, and if there’s sufficient demand for a new model it will be added. We will also offer gift vouchers, rider apparel, accessories and public rentals.

In addition, members have the option of joining group rides and off-road courses/track days so they may safely enjoy our bikes, irrespective of where they ride.

Club members must be 35 or older with at least 5 years riding experience. The minimum membership period is 12 months, which includes a mandatory joining fee to prove your commitment (your monthly membership fee during the first 12 months decreases accordingly). Memberships are not transferable and unused days are forfeited at the end of your membership year.

Two annual membership options are available:1. 7-days, i.e. 1 weekend, 5 weekdays/R 755 per

month/R 1,295 per day;2. 14-days, i.e. 2 weekends, 10 weekdays/R 1,166

per month / R 999 per day.

Members pay one daily rate, no matter which bike, on which day, or how many consecutive days they ride (up to 7/14 days per membership year). Discounted club rates apply once the annual membership quota is depleted. To ensure a wide range and availability, members should be able to rent throughout the year and on weekdays. Bikes, apparel and accessories are reserved on their respective booking calendar.

We will periodically require late model, low mileage demos or private bikes to supplement our existing range. Only bikes currently listed on our website will be considered, with actual requirements depending on member demand. Bikes must be in pristine condition with a verifiable history. Dealers or private sellers are welcome to contact us.

We will also rent out selected models on behalf of dealers or private owners, please contact us for further details if interested.

‘Dream Rides’ requires a specific member count to match the planned bike range. Interested members should therefore complete our no-obligation website or Facebook survey, stating their preferences. As an introductory offer 4 (four) members will receive a 25% discount on their ‘Year 1’ 14-day membership, saving R3,500 and riding for a mere R750 per day. The survey takes less than 10 minutes... when last did you ‘earn’ R350 per minute?

The initial survey results will be finalized after which respondents will be contacted with our final bike range, they can then decide if they want to join ‘Dream Rides’ or not. The club is expected to launch during the 4th quarter of 2015, operating from the popular Viper Lounge in Table View, Cape Town.

For further details:www. dream-rides.co.zawww. facebook.com/dreamRidesRentalClubRalf S. Ketzer (Club Co-Founder) on 021 465 3921 or [email protected]


WHY GET TRAINEDRiding is something most people don’t have to do, but rather feel compelled to, for a wide variety of reasons ranging from passion to practicality.

One of the most distinct things about riding is that nothing feels quite like a motorcycle; the thrill of being at one with a two-wheeled machine that weighs only a hundred and something kilograms is one of the purest ways to get from point A to B, and the risks involved sometimes even heighten that enjoyment. Motorcyclists often feel like they belong to a big community, and that sensation gives us something in common; we share a bond that sets us apart from the rest of the motoring world.

There’s something about motorcyclists, isn’t there?

When a guy or a gal walks into a restaurant with a helmet under arm, they invariably radiate a sense of cool that just isn’t the same as rolling up in a car. The sense of freedom feels more complete on two wheels, and riding doesn’t transport you to a destination; riding a motorcycle is the destination.

While motorcycles are performance bargains that offer more performance per Rand than virtually any other vehicle, it’s best to be explored under controlled conditions.

All the above will have no value, doesn’t mean anything, if you don’t know how to enjoy it with relaxed and confident emotions. To truly grasp the concept of safe motorcycling; you are not born with skill, you can only teach yourself what you think you know and that alone is far too little, you need help.

When you’re ill you go to a doctor or specialist, when you ride a motorcycle and have had some training or nothing at all, you need help. You need a “doctor” or specialists to point out the “disease” in your riding abilies, put you through some exercises which will give you the skill to control your motorcycle with confidence and truly experience the freedom I highlighted above.

Pride has everything to do with it; it will kill you. Put it aside and enrol in a Riding Course today, it could save your life! - Hein Jonker

031 9038240 | 083 7937975www.biketalk.co.za

COURSE OPTIONSBasic Rider Course: L1 & L2

Experience Rider CourseLicense Rider Course

Advanced Rider CourseSkills Rider Course

Track School

Road CaptainGroup RidingMetro Police

Company Fleets


RACING NEWSKYALAMI GRAND PRIX CIRCUIT:NEW LEASE ON LIFEWhen the hammer fell at the auction of Kyalami Grand Prix Circuit on the 24th July 2014 motorsport fans, both locally and internationally breathed a sigh of relief. The reason for their optimism for the future was simply, that a man with a passion for motorsport had rescued the historic venue from the brink of imminent demise. Toby Venter a well-known and respected motor business entrepreneur, visionary and successful race driver was the man behind the successful final bid. FULL RESURFACING AND CHANGE IN CIRCUIT LAYOUT The current circuit has, over time, grown to be respected as a track with interesting changes of elevation and some challenging corners. What was clearly lacking in the current layout was a longer straight ending in a tight corner. It was clear that the tar surface of Kyalami that had been in place since the early 1990s, needed to be replaced.

Expert teams set about working on plans for the best solutions to this challenge drawing on international expertise achieve the best possible solutions. Safety also had to be considered and to this end FIA Safety Delegate Charlie Whiting paid a visit to Kyalami recently. After a thorough track inspection and valuable advice the circuit and safety changes were given the blessing of the FIA.

THE FINAL PLANS INCLUDE THE FOLLOWING: 1. A complete resurface of the circuit to

international specifications2. The lengthening of the existing main straight

with the current turn 1 reduced in angle allowing the circuit to run into the Eastern corner of the property ensuring a straight of close to 900 meters.

3. A new turn 2, a tight left hander with a tight apex, leading to a series of bends joining back into the current circuit at the existing turn

4. Changes to the circuit at the current turn 12 (the Bowl).

5. The upgrade of circuit safety with the objective of once again obtaining a FIA Grade 2 license.

THE RETURN OF ICONIC ORIGINAL CIRCUIT CORNER NAMES The revised circuit will once again revive these great turn names. After the start line the circuit drops into a new turn 1, once again a full speed corner. Appropriately Turn 1 will be named The Kink. The circuit will then continue to drop and then climb (over the new circuit subway and past the high speed tower) into the new turn 2. Turn 2 will be named Crowthorne with its new spectator area (from which nearly half the circuit will be visible) providing a great view of the new section of the circuit.


source: Kyalami Grand Prix Circuit Facebook Page



After leaving Crowthorne the circuit will drop down with a series of 2 right and left handed curves named Jukskei Sweep. The circuit then joins the current layout with new turn 5 now named Barbeque. In very close proximity to its original namesake. The back straight, running past the refurbished secondary pit complex, forms part of the original circuit layout.

As a result turn names will return with Sunset followed by Clubhouse, the Esses and Leeukop. The circuit then drops steeply downhill into a fast left hand sweep. This very fast section will be called Mineshaft (a name that it unofficially gained in the past due to its steep nature).

The new turn 13 will follow after an extended straight rising up onto a platform, its wide entry providing a great overtaking opportunity. This new corner (which should prove popular for race fans) will be called The Crocodiles. The corner re-joins the circuit with a slight left hand sweep into the second to last corner which will retain its current configuration. This very fast corner, which requires great bravery to negotiate at speed, will be called Cheetah.

Turn 15 will be retained in its current form but will now be called Ingwe (the Zulu word for Leopard) another African cat with cunning and stealth. The lap finishes with an uphill section to the start finish line.

NEW CIRCUIT UNDERPASS The property redevelopment highlighted the importance of easy access into the central area (the heart) of the property. Plans were drawn up to create an underpass which, when finished, will allow access to the center of the circuit directly from the existing main entry point. This double lane underpass will allow transporter height entry into the circuit centre with a new service road accessing the main pit building. The underpass will also include a pedestrian walk-way. The underpass will be built under the new extended straight between The Kink and the new Clubhouse corner.

OFF CIRCUIT CHANGES – OLD PIT COMPLEX AND PARKING AREAS As part for the project certain changes will be made to areas off track. The old pit complex (main pits of version 2 of the circuit) will be restored to its original condition and serve as a secondary pit complex. The pit entry will also be brought in line with FIA specifications. This facility will act as a support pit area to accommodate local categories racing at international events. Day to day circuit operations such as driving schools and race vehicle testing could also run from this facility. This will free up the main pit and conferencing facility allowing other non-track related events to take place without interruption.

The parking area above the main pit complex and the parking area alongside the karting facility will also be resurfaced. These parking areas are vital for not only race days but also to provide parking facilities for the conferencing and expo facilities in the main building. Many of the small buildings behind the old pit complex will be removed. This will also allow even more parking spaces.

RACING NEWS




SPECTATOR AREAS AND SERVICE ROAD UPGRADES AND CHANGES It has been the stated intention of Toby Venter to refurbish existing spectator areas. Further, and more importantly, to allow race fans the opportunity to spectate from previously prohibited as well as and new exciting areas on the circuit. The area at Crowthorne will offer one of the most exciting views available in motorsport.

The main straight will be clearly visible as race cars drop down from the start line, through The Kink, over the underpass and then steeply into the new corner. Jukskei Sweep and Barbeque will also be visible as well as the top section of the circuit toward Leeukop and down The Mineshaft. New spectator areas will be created on the outside of Jukskei Sweep and Barbeque as well as the area between Sunset and Clubhouse.

With the removal of 2 of the Bomas in center circuit, views of the upper section of the track will now also be possible from this area. Many of the Bomas on the outside of the circuit between Clubhouse and The Esses will be demolished opening up these previously “private” areas to race fans. The few remaining Bomas in this area will be refurbished into public ablution areas.

The public areas at Leeukop corner will also be upgraded. The new Crocodiles corner will offer great spectator appeal.

PIT BUILDING AND CONFERENCE CENTRE UPGRADES Although motorsport remains at the heart of its existence, commercial opportunities need to be explored focusing on the other facilities the circuit has to offer. Exploiting these opportunities will ensure financial viability for the Kyalami facilities. The conferencing and exhibition areas will receive a major refurbishment focusing on ablution, catering areas and other requirements for this vital aspect of the business model.

CONSTRUCTION TIMELINES The handover of the site to tender winning contractors, took place on the 24th April 2015. Off track earth works have commenced with the circuit officially closing at 13h00 on the 12th May. It is expected that circuit will be re-opened between end August and end September 2015.

The vast scope of the changes will ensure that this project will represent the single largest upgrade in the circuit’s 54 year history. The Kyalami Grand Prix Circuit will once again take up its place as the premier motoring and motorsport facility in Africa as well as a leading venue, and new player, in the conferencing and eventing arena. The great visionaries of the original circuit will certainly be proud.

RACING NEWS



An artist impression of the new Kyalami pit building and conference centre.


HONDA RACING:700th FIM ROAD RACING WORLD CHAMPIONSHIP VICTORYINDIANAPOLIS, USA, August 9, 2015 - Honda MotoGP rider Marc Marquez (Repsol Honda Team RC213V) claimed victory in the MotoGP class, in Round 10 of the 2015 FIM Road Racing World Championship held at the Indianapolis Motor Speedway in Indiana, USA.

Beginning with its first world grand prix race in 1961, at the hands of Australian rider Tom Phillis on his Honda RC143 in the 125cc class of the season-opening Spanish Grand Prix, Honda has now achieved an unprecedented 700* grand prix wins.

By the beginning of the race at the Indianapolis Motor Speedway, Honda had tallied 698 grand prix wins. The Moto3 class started under light rain, with most top riders choosing wet tires. 18 year old Belgian rider Livio Loi (RW Racing GP Honda NSF250RW) had taken a gamble to start on slicks, which paid off as the wet tire riders inevitably pitted, allowing Loi to claim his first victory after a consistent ride, taking Honda one step closer to the 700 win milestone.

Uncertain weather conditions persisted in the MotoGP class which followed, with light rain in the latter stages of the premier class race. Marc Marquez (Repsol Honda Team RC213V) maintained a close gap with the race leader throughout the

race, and with three laps remaining on lap 25, took the lead for a runaway victory, giving him his second consecutive win, and Honda its 700th grand prix victory.

In 1954, Honda’s founder Soichiro Honda declared entry into the premier motor sports event of the time, the Isle of Man TT, aiming to “realize the dream of becoming the world’s best.” After five years developing a racing machine, Honda became the first Japanese motorcycle manufacturer to enter the Isle of Man TT race.

The following year, in 1960, Honda began competing in the 125cc and 250cc classes of the FIM Road Racing World Championship, and in 1961, Tom Phillis won the season-opening Spanish Grand Prix, giving Honda its first step towards its 700 victories. Honda then forayed into the 350cc and 50cc classes in 1962, and the 500cc class in 1966, and won the championship in all five classes in 1966.

At the time, Honda considered its racing activities to be a “laboratory on wheels,” and new technologies developed to win world championship races were applied to its production motorcycles. With dramatically improved quality, the market had expanded its support for Honda’s motorcycles. At the end of the 1967 season, Honda had paused its factory racing activities, which were to be restarted 11 years later, with 138 grand prix wins.

RACING NEWS



In 1979, Honda returned to FIM Road Racing World Championship racing in the 500cc class. Three years later in 1982, American rider Freddie Spencer won Round 7 in Belgium on his Honda NS500, giving Honda its first victory since returning to world grand prix racing. Honda then went on to win grand prix races in the 125cc and 250cc classes, contributing to its 500th victory in 2001, when Italian rider Valentino Rossi was victorious in the 500cc class at the season-opening Japan Grand Prix. In 2005, Spaniard Dani Pedrosa rode his Honda RS250RW to victory in the 250cc class in Round 15 in Australia, marking Honda’s 600th grand prix win.

“I am proud of Honda’s 700th victory in the FIM Road Racing World Championship. This achievement could only have been realized through the countless number of people working together, and the support every fan has given for Honda’s racing activities. I am deeply grateful to everyone for their contributions and support. Thank you very much.”

* Number of wins counted by Honda based on FIM records Moto2 class wins since 2010 are not included, as the entire class is raced with Honda engines Moto3 class wins in 2012 are not included as Honda wins, in compliance with FIM regulations, as the registered constructor was FTR Honda (albeit powered by the NSF250R engine)

RACING NEWS

Takahiro Hachigo, President, CEO and Representative Director, Honda Motor Co., Ltd.


PERFORMANCE:HOW TO BOOST YOUR OWN LEVELSLet’s face it, we all want to improve the performance levels of our bikes. It is almost a fact that any modifications on your bike are almost inevitable. But whatever your needs are or what you would expect, we are not always sure to where even begin. Before you even know it you have spent a few thousand rand on your modifications that did not yield the result you were expecting. So let’s look at the relatively inexpensive ways you can try to obtain that much needed boost in your bike’s performance levels and make you the envy at the next track day.

AIR FILTER

Replacing your standard air filter with an aftermarket unit is one of the cheapest ways to boost your bike’s performance. Not only do you enhance the airflow, but you maintain (or even improve) filtration. Both of those are a plus. On top of that, it is an easy modification that can be done in very little time. Simple. Effective.

BRAKING SYSTEM (LINES AND PADS)

On a bike, it is way more important to have proper stopping power than whining out as much as possible power on the launch. The first thing you can do is to replace your stock lines for braided stainless steel lines. Stainless steel lines will offer you improved feel and control, and will also look a lot neater (if you opt for lines with plastic coating).

Aftermarket brake pads will complement the improvements you get with the new lines. You will have a wide choice of different pads, but pay attention to what material your brake discs are made of and match them to the suitable pads. Modifying your braking system is an easy way to get the most out of a vital performance area, and it can also be an invaluable safety-oriented modification.

GEARING AND FINAL DRIVE

You can’t change what’s in your transmission without a lot of effort, but can easily change your sprockets and chain. This really depends on what you want: better acceleration or better top speed. This is a matter of gear ratio, and you can modify this by changing either your front sprocket, your rear sprocket, or using some combination of the two other than stock.

TECH TALK



PRE-LOAD ADJUSTMENT ON YOUR SUSPENSION

If your bike has a very simple suspension, then you may not be able to do anything. In some cases, you’ll only be able to adjust pre-load, and that’s the very first suspension adjustment you should make. This means setting it up for your weight. You want to do this in full gear. There is some mathematics involved, but this is something for which there are, once again, many resources available. If your suspension is too soft, you’ll need to increase pre-load and if it is too hard, you’ll need to decrease pre-load. If you routinely carry a passenger, then increase your pre-load even more. In just a few minutes, you will give your bike one of the most important performance boosts.

COMPRESSION AND REBOUND DAMPING OF YOUR SUSPENSION

This applies if you have the benefit of fully adjustable suspension. Adjusters for compression are made with a slotted-head screw at the top of your bikes’ shock and at the bottom of its forks, while rebound adjustments are made at the opposite ends of either suspension component. Compression damping controls how fast your springs compress. Rebound damping controls how fast the springs return to normal after compressing. Both will dictate how your tires contact the road, so they are very crucial to not only traction and braking, but to overall feel.

Get these dialled in and you will improve your connection with your bike’s handling, not to mention the handling itself. This is also a modification that pays off with regards to safety.

CONTROLS

Adjusting your controls to suit yourself can make a difference. Doing so will optimize your comfort level and that, in turn, will allow you to make control inputs as easily as possible. That means you will be able to spend more attention on other riding operations. Check the angle of your wrist and ankle joints on your handlebars and rear sets and adjust them as much as you can so that your joints are in the most natural, comfortable position. If your controls have limited to no adjustability, you might want to go the extra step and purchase aftermarket controls that offer you that adjustability. Whichever way you go, don’t underestimate the role your comfort on your own bike plays in your ability to control it.

TECH TALK



WORKING ON YOUR OWN KNOWLEDGE AND SKILLS

The most important motorcycle performance enhancement happens in your brain. Sometimes, it pays to discard the idea of dropping money into the bike and to spend time feeding yourself with knowledge, practicing how to apply that knowledge, and becoming more and more comfortable with riding (by, you guessed it, riding a lot more). Bike Talk offers world class rider training in most disciplines and it is worth having a look at our website. Practice braking, throttle control, counter steering, slow speed control… you name it. Unlike all the physical modifications to your motorcycle, there is potentially no limit to the modifications you can make to your own performance.

TOOLS: EVERY BIKER’s MUST HAVESOkay now that you have the bike you will also have to maintain it. There is no need for you to stock out on a fully fitted garage that will make the OCC guys from Discovery Channel hang their collective head in shame. You can save a buck or two by doing your own maintenance and by investing in the right tools. So we asked the guys over at Popular Mechanics for a general guide and rule of thumb on what you should get yourself first. Here’s what they said.

This list is of course by no means exhaustive but will give you a pretty good place to start. Of course we didn’t even mention the normal tools, spannners and the likes of allen keys that an avid home mechanic like yourself will already be having in your garage. How do you stock up?

TORQUE WRENCH

When leaning into a corner it is comforting to know that all the nuts and bolts on your bike are properly torque tightened. The torque values will be in the service manual and that means if they are tightened to that value they won’t rattle lose or you won’t strip them.

CARB AND FUEL INJECTOR SYNCHRONISER

On multi-cylinder engines the same amount of fuel is shared exactly the same between the cylinders. This will ensure that the engine runs smoothly and that each cylinder pulls the same amount of work. If they don’t you can have poor power output, irregular idling and problems starting up. This gadget is attached to each intake manifold and reads the vacuum generated by each cylinder.

TECH TALK



TECH TALKCHAIN TOOL

On average a chain and sprocket set will last about 20,000km. To change the sprocket requires only a few bolts, but the rivet-type chain found on most bike chains is nearly impossible without a chain tool.

BRAKE BLEEDER

If you ever consider replacing the hydraulic fluid in brakes and clutch yourself, this is a must-have tool. It is used to suck the old fluid out of the reservoir, then to bleed the old fluid via the bleeder valve.

BLOW TORCH

If you have ever battled with a stuck or rusted bolt or nuts you will understand the frustration that could be spared by investing in an inexpensive blow torch. Various models are available but you really don’t need any industrial scale equipment for your own garage. A few seconds of sustained heat on the bolt or nuts and they should become a lot easier to remove.

EMERGENCY PUNCTURE REPAIR KIT

Our brethren in the cycling fraternity have realised long ago how important it is to have an emergency puncture repair kit on hand. And their cycles weigh as much as your helmet! So why should a biker not carry one?


TECH TALKENGINE OIL:WHAT ALL THE GRADINGS MEAN?We all know that the oil in our engines is a very important component of keeping the engine running smoothly. Yet from time to time we top our engines up with a pint or two never realising what the different grading means. Now imagine this situation at the service station. You ask the attendant to check the oil on your gleaming beast. He turns to you and says you need to top up with a pint of oil. You said he should go ahead but as you don’t have your bike’s service manual with you, you are unsure of what grade oil you should use?

So how will you know next time what the correct grade of oil will be for your engine? First and foremost I would suggest you ignore all the marketing hype and blurbs. In most cases they are completely senseless and should be treated with some scepticism.

HERE’S WHAT YOU SHOULD BE CONSIDERING

Primarily, oil stops the metal surfaces in your engine from grinding together and wearing, by creating a separating oil film between them. The oil also disperses heat and reduces wear, protecting the engine. On top of this, good oil prevents dirt build-up and deposits by keeping them in suspension. In short, oil matters.

WHAT IS OIL VISCOSITY?

Viscosity is an important criterion of any lubricating oil. It is a measure of a fluid’s thickness or resistance to flow. For example, honey is thick and water is thin, so honey has a higher viscosity than water. Oil viscosity needs to suit the right ambient temperatures. If it’s too thick when the engine is cold, it won’t move around the engine. And if it becomes too thin when the engine is hot, it won’t give the right protection to the engine parts.

Optimising an oil’s viscosity, or thickness, helps maximise energy efficiency while avoiding component wear. Viscosity modifiers increase the viscosity of your oil at high temperature but have little effect on low-temperature viscosity. These enable your oil to flow properly when cold and also to remain thick enough to protect your engine components at high temperatures.

Lower-viscosity grades of make it easier for your engine to start from cold because they present less resistance to moving parts and hence take less power from your engine. This also means that you get enhanced fuel economy.

WHAT DO THE OIL NUMBERS MEAN?

Multigrade oils are those oils that have two numbers on the grade, indicating that the oil is able to maintain engine performance in high and low temperatures. A multigrade lubricant minimises viscosity differences under temperature variations. The first number on a multigrade oil is normally followed by a W, which stands for winter. This number represents the lubricant’s viscosity under lower temperatures, giving an indication of how the oil will flow in the winter. The lower the first number, the thinner it is at low temperatures.

The second number, which appears after the W, represents the oil’s viscosity under high temperatures. The higher the number, the thicker the oil will stay at high temperatures. Using the correct viscosity for your engine increases engine performance, reduces engine wear and increases fuel efficiency.



TECH TALKIn addition, synthetic oils usually have better low and high temperature properties than normal mineral oils. This maintains protection while allowing better fuel economy and cold starting.

In a 10w-40 for example the 10w bit simply means that the oil must have a certain maximum viscosity/flow at low temperature. The lower the “W” number the better the oil’s cold temperature/cold start performance. The 40 in a 10w-40 simply means that the oil must fall within certain viscosity limits at 100°C. This is a fixed limit and all oils that end in 40 must achieve these limits. Once again the lower the number, the thinner the oil: a 30 oil is thinner than a 40 oil at 100°C etc. Your service manual will specify whether a 30, 40 or 50 etc is required

WHAT’S THE DIFFERENCE BETWEEN MINERAL AND SYNTHETIC?

There are two main types of base oil: mineral and fully synthetic. Engine oils labelled as ‘part-’ or ‘semi-synthetic’ or ‘synthetic technology’ contain a mixture of these two types. Mineral base oils come from crude oil that is processed in a refinery to separate out the fractions with useful lubrication properties and remove unwanted components such as waxes. Synthetic base oils give enhanced performance because they are manufactured using a more expensive chemical process than that used in mineral oil production. Because of this, fully synthetic oils flow more easily at start-up temperatures, when most wear occurs.

They are also more resistant to heat and are more easily protected by antioxidant additives (oxidation is a natural degradation process that occurs in oil over time). Plus they are less volatile than mineral oils.

WHAT ARE PERFORMANCE ADDITIVES?

Performance additives give extra protection to the base oil and enable it to protect and clean your engine, helping it to work harder for longer. They come in several kinds that must be carefully selected and blended to give top-class performance:

• Detergents keep your engine clean and neutralise the corrosive acids that form as fuel is burned.

• Dispersants remove soot and sludge and hold it in the oil to prevent blockages. This dirt can then be removed from your engine at the next oil change.

• Anti-wear additives protect your engine by forming a chemical layer between the moving parts. These additives are particularly important during engine start-up.

• Antioxidants help to delay the natural degradation of your motor oil, hence protecting your engine more effectively for longer.

• Friction modifiers reduce the drag between moving parts to increase fuel economy.

• Anti-rust additives are essential elements that prevent engine corrosion.


LANE SPLITTING: ADVICE AND GUIDELINES FOR BIKERS FROM THE EXPERTSWith rising fuel prices and traffic congestion more road users are looking towards alternative transport to get them to and from work. We have seen an increase in the numbers of motorcycles on our roads, but so too unfortunately also an increase in the number of bike crashes.

Lane splitting in a safe and prudent manner is not illegal in South Africa. Here are a few guidelines to help you as a motorcyclist in executing a lane split safely, and to help the motorist understand why we do it.

WHAT IS LANE SPLITTING?

The term lane splitting, sometimes known as lane sharing, filtering or white-lining, refers to the process of a motorcyclist riding between lanes of stopped or slower moving traffic or moving between lanes to the front of traffic stopped at a traffic light.

Motorcyclists, who are competent enough riders to lane split, should follow these general guidelines if choosing to lane split:

Travel at a speed that is no more than 20 km/h faster than other traffic – danger increases at higher speed differentials.

• A speed differential of 20 km/h or less allows an alert, competent rider enough time to identify and react to most dangerous situations that can occur.

• The greater the speed differential, the less time a rider has to identify and react to a hazard.

It is not advisable to lane split when traffic flow is at 50 km/h or faster - danger increases as overall speed increases.

• At just 30 km/h, in the 1 or 2 seconds it takes a rider to identify a hazard, that rider will travel approximately 10 to 20 metres before even starting to take evasive action. Actual reaction (braking or swerving), will take additional time and distance.

• Braking and stopping distance varies greatly based on a multitude of factors (rider, machine and environment).

• As speed increases, crash severity increases.

Typically, it is safer to split between the No. 1 and No. 2 lanes than between other lanes.

• Other road users are more accustomed to motorcycles splitting between the Outside and Middle lanes.

• Avoid splitting in lanes near freeway on-ramps and exits.

• Avoid splitting lanes when another motorcycle rider is splitting between other nearby lanes as cars may make additional room for one rider and accidentally reduce space for another.

Consider the total environment in which you are splitting, including the width of the lanes, size of surrounding vehicles, as well as roadway, weather, and lighting conditions.

KEEPING IT UP



KEEPING IT UP• Some lanes are narrower than others, leaving

little room to pass safely. If you can’t fit, don’t split.

• Some vehicles are wider than others - it is not advisable to split near wide trucks. If you can’t fit, don’t split.

• Know the limitations of your motorcycle - wide bars, fairing and bags require more space between vehicles. If you can’t fit, don’t split.

• Avoid splitting on unfamiliar roads to avoid surprises such as poor road surfaces.

• Seams in the asphalt or concrete between lanes can be dangerous if they are wide or uneven.

• Poor visibility, due to darkness or weather conditions, makes it difficult for riders to see road hazards and makes it more difficult for drivers to see you.

• Help drivers see you by wearing brightly coloured protective gear and using high beams during daylight.

Be alert and anticipate possible movements by other road users.

• Be very aware of what the cars around you are doing. If a space, or gap, opens up next to your lane, be prepared react accordingly.

• Always be prepared to take evasive action if a vehicle changes lanes.

• Account for inattentive or distracted drivers.• Riders should not weave back and forth

between lanes or ride on top of the line.• Riders should avoid lingering in blind spots.• Never ride while impaired by drugs, alcohol or

fatigue.• Constantly scan for changing conditions.

THE FOUR R’S OR “BE-ATTITUDES” OF LANE SPLITTING:

Be Reasonable, be Responsible, be Respectful, be aware of all Roadway and traffic conditions.

Reasonable means not more than 20 km/h faster than traffic flow and not over 60 km/h.

You are Responsible for your own safety and decisions. • Don’t put yourself in dangerous positions. • If you can’t fit, don’t split. Be Respectful - sharing the road goes both ways.• Don’t rely on loud pipes to keep you safe,

loud pipes often startle people and poison the attitude of car drivers toward motorcyclists.

• Other vehicles are not required to make space for motorcycles to lane split.

Roadways and traffic can be hazardous.• uneven road surface • wide trucks • distracted drivers • weather conditions• curves DISCLAIMERS:

These general guidelines are not guaranteed to keep you safe.

Lane splitting should not be performed by inexperienced riders. These guidelines assume a high level of riding competency and experience.The recommendations contained here are only general guidelines and cannot cover all possible combinations of situations and variables.

Personal Safety: Every rider has ultimate responsibility for his or her own decision making and safety.



Riders must be conscious of reducing accident risk at all times. South African law requires all motorcycle riders and passengers wear a helmet that complies with the DOT FMVSS 218 standard.

RISK OF GETTING A TICKET:

Motorcyclists who lane split are not relieved of the responsibility to obey all existing traffic laws. With respect to possible law enforcement action, keep in mind that it will be up to the discretion of the Law Enforcement Officer to determine if riding behaviour while lane splitting is or was safe and sensible or reckless and dangerous.

WHEN IS IT NOT OKAY TO SPLIT?

You should NOT lane split:

• If you can’t fit.• At a toll booth.• If traffic is moving too fast or unpredictably.• If dangerous road conditions exist - examples

include water or grit on the road, slippery road markings, road construction, uneven road surface, metal grids, etc.

• If you cannot clearly see a way out of the space you’re going into (for example, if a van or SUV is blocking your view).

• Between trucks, buses, vehicle pulling trailers or caravans, and other wide vehicles.

• Around or through curves.• If you are not fully alert and aware of your

surroundings.• If you are unable to immediately react to

changing conditions.• If you don’t feel comfortable with the situation.

MESSAGES FOR OTHER VEHICLE DRIVERS

Lane splitting by motorcycles is not illegal in South Africa when done in a safe and sensible manner and as long as the National Road Traffic Act & Regulations 93 of 1996 are adhered to.

• Motorists should not take it upon themselves to discourage motorcyclists from lane splitting.

• Intentionally blocking or hindering a motorcyclist in a way that could cause harm to the rider is illegal.

• Opening a vehicle door to obstruct a motorcycle is illegal.

• Never drive while distracted.• You can help keep motorcyclists and all road

users safe by:

1. Checking mirrors and blind spots, especially before changing lanes or turning

2. Signalling your intentions before changing lanes or merging with traffic

• Allowing more following distance, three or four seconds, when behind a motorcycle so the motorcyclist has enough time to manoeuvre or stop in an emergencyMotorists should not take it upon themselves to discourage motorcyclists from lane splitting.

Advice by Hein Jonker, Chief Instructor at Bike Talk Motorcycle Academy - Cell: 083 7937975

KEEPING IT UP


I HAD A DREAM: MY FIRST BIKEOn the 28th of August 1963 Martin Luther King delivered his iconic “I have a dream” speech on the steps of the Lincoln Memorial in Washington DC. This speech meant many different things for many different people. I wasn’t even born yet so I have to admit that I wasn’t really one of those people. But in November 2014 I stood on the steps of the Harley-Davidson dealership in Durban and as I stood there looking at all the bikers it came to my mind that “I also have a dream”.

In my dream I became a “biker chick”. The dream was simple. You get all the gear, the bling and the branding. With great bravado you fire that beast up and let it sit and idle there for a minute before you pull off to the admiring views of everyone. Your hair blowing back in the wind, upright body – stomach in chest out - and fists punching the wind. I mean really how difficult could it be? They all do it so effortless and so confident.

I can ride a bicycle fairly well, so hell this must be easy as pie! I also have a car, so the mechanics around braking and gears we can figure out as we go along. Oh I didn’t mention that up to that point I have only ever been a pillion, except if you really consider a Pasola as a motorcycle.

I booked my first lesson with Hein Jonker and Bike Talk. He gave me a little 250 and I even managed to keep it upright. I put the bike through its paces and followed what Hein said to the tee. I was warned of the “whiskey throttle” situation with the bike flying off into a direction and your hand stuck to the wide open throttle, hanging on for dear life until some or the other obstacle brings an end to proceedings – the bike spurting and you nurturing an injury and your ego. It didn’t happen and feeling confident and brave I arranged a test ride on a Harley-Davidson Sportster 883. Well everyone said this is the ideal starter bike, some even chuckled and said it is a “girl’s bike”. So this girl will show them that it ain’t no biggy to hop over from that little 250 to a real bike. And did I learn my lesson! I learned that you should always take a bike that you feel comfortable with.

Forget what other people tell you. Yes you may take on board what they suggest – they mostly have the experience and time in the saddle. But ultimately it is that little voice in your head that will steer your reactions. I dropped the bike. That heavy clunk of metal dropped like a brick from a rusted wheelbarrow. My new found confidence shattered by my lack of knowledge of what to expect, how to deal with situations as they arise, by the lack of physical strength as a girl to jump up and pick the bike up. Shattered by the fact that all that time I looked at others making it appear so easy I am now sitting here next to a bike lying on its side, feeling really down and out. The reality woke me from my slumber and my dream started fading to become just another thought in the back of my mind.

Fortunately I am a woman. We are made of determination and the ability to overcome all of life’s little curve balls. Yes the dream was still very much alive for this woman.

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But it took me a few months before the little spark became a fire again. In this time I did a lot of self-reflection and what exactly went wrong with the 883. I mean there are woman half my size that handle bikes twice the size of the 883, and I am a small woman.

But I did realise that you have to listen to your inner voice. Don’t do something because you perceive it to be the “in thing”. Not because it is what everyone else does. So after thorough research and much contemplation I finally bought my own smaller bike. Well small of course being relative here as it is still a 750cc. But I can handle this one. I rode it off the shop floor just like it happened in my dream to the appreciation of all the admirers.

I am still work in progress. I still get nervous when I climb on my bike. I still run through all the steps in my mind (sometimes quite audible) as I approach a corner, pull off from an incline or find myself in traffic. But the adrenaline rush you get when you get off at your destination and that feeling when you look back at YOUR bike makes it all worth it. So is the sense of achievement and the camaraderie of the biker brotherhood (and sisterhood). Most of all is that feeling that one of your dreams came true…. And now I can say that I am a biker chick!!

A huge thank you to Hein Jonker for his patience, knowledge and guidance.

FromDesiree

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“I’m still work in progress. But my dream came true. I am now a Biker Chick!”


WOLF-DIETER SOWADE:“GOATS DO ROAM” …. and in this case the “ three goats” were Peter Löffler (HOG Free Chapter Cape Town) and Dieter & Devon Sowade (Father / Son - Members of HD Chapter Cape Town and Owner - The Viper Lounge Cape Town).

Although most people declared us totally insane when we told them what we were planning and what BIKES we were taking, being “Zee Reeesonable Germans” that we are, we stuck to our guns and proceeded to get our “affairs in order”. This amounted to a number of visits to the Travel Clinic for shots against every known disease (and some still to be invented) as well Malaria Tabs and some general health advice. Fortunately EBOLA had not yet reached where we intended going so that wasn’t really ever a threat. As far as visas go, do yourself a favour and avoid the mind numbing exercise of doing this yourself and get an accredited visa bureau to handle these matters for you. Yes, it costs a bit but it’s worth it.

With regard to the bikes, get a Carnet de Passage for you bike from the AA and besides whatever insurance you may have for your bike, use the first opportunity you have along the way, to buy COMESA insurance which is currently valid in 16 African Countries. Whilst you will STILL be “ripped”

for country specific insurances, road tax, carbon emission tax and every other nonsense they can think of, the carnet and COMESA make life a lot easier at borders, road blocks and so on. While you are at it, get an International Driver’s License (also from the AA) and make multiple certified copies of everything AND take photographs of all your documents with your phone. Like that, should any “ossifer of the law” wish to “retain” your papers for “official purposes” you can tell him to keep them – provided of course you gave him copies in the first place. The bikes amounted to :

1. My 2012 POLARIS VICTORY Cross Country which started out with 65,500km on the clock

2. Our 2010 HD Ultra with 96,000km on it and3. Peter’s 2010 HD Road King with around

11,000km on the clock

……and I’m pretty sure that once we were beyond Lusaka NO VICTORY or HD has been to some of the places that we visited and this claim is largely supported by the reaction of the locals that MOBBED us whenever we stopped anywhere.

All 3 bikes got the “Full Monty” before we departed and were shod with brand new Pirelli Night Dragon tyres and in spite of (each bike) taking an ELEVEN THOUSAND KM beating on often, non- existent “tar roads” they and the tyres performed faultlessly and the worst mishap was a blown fuse on the Ultra.

With our personal gear and all the other stuff that we took with us (99% of which we didn’t need – but you never know) each bike weighed in at around 700 kg once we were on them and on Monday 1st September 2014 it was finally time to “rock and roll” and we left from The Viper Lounge, Table View at around 9h00.

Day 1 took us to Springbok with all the usual stops at Klawer and so on and I will NEVER moan about the “same old- same old” at the WIMPY ….. little did we know what was to come. The same goes for SA in general and believe me when I tell you that in SA we DON’T live in Africa – THAT starts a little further North!!!!

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Peter, Devon and Wolf-Dieter setting off from Cape Town



Day 2 saw us crossing into Namibia and having been there many times I simply LOVE filling in the Arrival/Departure Form which clearly NOBODY ever reads, as follows:

• Sex – Yes PLEASE! • How much money you going to spend – LOTS!• Mode of Travel – SEA! (Vioolsdrif is in the

middle of the desert) • Final Destination – Joe’s Bierhaus Windhoek• Contact Person – The Barman at Joe’s

This has now been accepted a few times with not even a raised eyebrow but I suppose one of these days my luck WILL run out and someone will read my form.Anyway, we DID make Joe’s Bierhaus that night and the accommodation around the corner at Hotel Pension New Nouveau was very good and judging by all the hunting trophies (including a Grizzly Bear) that the lady owner has hanging all over the place she is a shot crack ….. or is that a crack shot?

For me, Day 3 was actually the real start of the tour as I hadn’t been beyond Windhoek in years and with good roads and little traffic once past Okahandja, we were soon headed for Rundu and the Ngandu River Lodge. Whilst the Lodge itself wasn’t bad, the rooms were NOT great (nothing worked and no hot water) and when I asked about their (advertised) casino the reply was “eish - she is steel coming “. I wasn’t going to wait ….Day 4 and we were heading for Katima Mulilo (The Place that Quenches Fire) and The Caprivi River

Lodge and I now have a great collection of roadside danger signs warning you about everything from wild pigs to elephants to painted/wild dogs.The Caprivi Lodge on the banks of the Zambezi proved to be a real GEM and the only “downer” was that the security guard pinched a jacket (which he of course denied) but, finding the (detachable) sleeves in his guard hut “kind of” sealed his fate and we believe he has been fired and the lodge reimbursed us in full for the jacket - 10 out of 10 !!!

The next day we struck out for Botswana and the border crossing at Ngoma was easy enough.

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Somewhere in Namibia and no waitress in sight!

The first crossing of the Tropic of Capricorn. We would cross it again two weeks later.

Not really sure what we were warned against.



A short distance beyond the border the tell-tale dung on the road actually turned into REAL elephants and it was an uncanny feeling sitting on a BIKE with these gentle giants grazing just a few meters away. As I couldn’t remember if elephants were carnivorous I kept the motor running “just in case” and when my son blipped the throttle on his Ultra they took off.

By lunch we had reached the oasis that is The Chobe Safari Lodge and in spite of the price we treated ourselves to a River Boat Safari which will be etched in my memory for ever. Elephants, Hippos, Crocs, Buffalo and all types of buck as far as the eye can see and from the top deck of our river boat, cold beer in hand, we could almost reach out and touch them whilst observing that fabled Chobe River Sunset.

Day 6 was a hop and a skip into “Mad Bob” country and my ever efficient PA (Elaine) had found us rooms in The Kingdom Hotel at Vic Falls. The porters and a Chinese (?) Tour Group couldn’t get enough of “Ahhh Sahh – Victoly & Hally Dahvidson – Hahhhhh !” Once checked in we booked a Helicopter Flip over the falls and its true what they say, unless you’ve seen them from the air, you cannot fully comprehend how they “work” and the sight of the falls from high up in the sky is simply magnificent. They truly are “The Smoke that Thunders”…

Day 7 next and we were in Zambia where, at the border post, they had the most scary looking nurse checking your temperature to see if you were a possible EBOLA candidate. As I had a bit of a cold I was petrified that I would need to be “examined” by her but fortunately I passed her “Draculanian Stare” without a hitch. Whilst an AK 47 armed soldier “looked after” our bikes, we were “dragged” behind a wooden hut where we (dubiously) purchased our COMESA insurance and by the way, the smaller your engine capacity, the less you pay, so in no time at all our 103 Ultra and the 106 VICTORY Cubic INCHES became Cubic CENTIMETERS and off we went. Its NOW that you get your first “taste” of the REAL Africa …… starting with GOATS that do roam!

In Chichi they had plenty of petrol but no ‘lek-tricity so we waited until that came back. Apparently Lusaka was having a party and it (the ‘lek-tricty) was needed there. On the point of petrol we didn’t REALLY need the spare 5L we were carrying per bike but a) NEVER trust the map or “Garmin” with regard to petrol stations as, what was here today could be gone tomorrow and b) wherever you may find yourself, some enterprising local will have a stash somewhere which he will sell you – at exorbitant prices of course. c) In any event make sure you have a range of at least 300 kms in your tank and remember that you will hardly ever get over 120 km/h due to the road conditions so most bikes with 23L (+) should easily cope with the distances between fill ups.

Around Kafue the roads get pretty rough and with no shoulder or run off area it’s SUCH A THRILL when you crest a blind rise and there are THREE trucks side by side coming at you, vying for “who gets over the top first”. Hiding in the road side bushes was the ONLY option. The road down to Siyavonga on the shores of Lake Kariba could be any bikers DREAM as its superbly curved and banked but you dare not run this stretch at speed due to the pot holes, the often unmarked METER high (I exaggerate) speed bumps as you come through villages and the 2 METER high discrepancy between the road surface and some bridge approaches.

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The Botswana border crossing



They said it never rains this time of the year in Serenje

On the final stretch to Kariba we were suddenly being “hunted” by a blacked out Nissan Navara only to discover that this was my friend (Ian Shriek) who works and lives on Kariba and who we were going to see. Once we stopped trying to outrun him we were rewarded with a VERY welcome cold beer (Mozi) and from that moment on Ian and his friends were THE most incredible hosts on the entire trip. You may not know him but call me and I’ll give you his number and I’m sure he’ll welcome your visit as, down there, they are starved for folk who “smaak praating English PROPER”.

After 2 days of boating, wining & dining at Kariba we HAD to say goodbye and headed back the way we came to Lusaka. One interesting fact (Urban Myth?) about Kariba …… The Engineer that designed the dam(n) wall designed a total of 13 dams in his life and out of all of them, Kariba is the ONY one left standing….. F(l)ood for thought ????

The approach to Lusaka is “terrifying” to say the least and from around 15 km out, you hit road-works and stop-goes which are controlled by a little man with a green and a red flag. There’s just ONE problem! The little man is talking to another little man and in doing so, is explaining himself with the 2 flags so the result is that NOBODY knows what is going on so EVERYONE GOES! This results in a Chaos of Epic Proportions and all you can do is close your eyes (against the dust) and ALSO GO! The

city center is not much better and robots of ANY colour (if they work) mean absolutely NOTHING and it took about 3 hours to fight our way through this mayhem to reach the “Great North Road”. Just as you exit Lusaka, on your left, you will find the (under construction) Stadium of Heroes that was meant to be finished in 2010. I trust they will now affix a plaque for us as well as, once we had made it, we felt like Hannibal crossing the Alps.

Beyond Lusaka you are now on THE GREAT NORTH ROAD but trust me there’s nothing GREAT about it and between GOATS, 1000s of people walking about, trucks, taxis and HUGE, runaway veld fires that engulf the road for km on end, you get exhausted just watching out for all that – never mind the potholes. At Kapiri Mposhi the road splits and we were now on the T2 headed for Serenje skirting along the border to the DRC. The traffic calms down a bit but everything else stays the same and just to make sure that we didn’t relax too much, we ran into a severe thunder storm and the heavens opened.

Whilst Serenje is pretty much of a muchness and makes a down trodden impression, The Mapontela Guesthouse was GREAT and whilst basic, it was clean, had a bar (that could have used a bit more stock) and the T-Bone that we had for dinner was good - although we couldn’t figure out T- Bone of WHAT it was.

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En route to Siyavonga on Lake Kariba



Kapishya Lodge

The evening was spent chatting to the VERY friendly staff and the locals and as had become our habit by now, it was lights out by 22h00.

Day 8 and we’re still heading North. Based on the recommendation of a friend we decided to brave 35 km of “good” dirt road to get to Kapishya Hot Springs and after a river crossing or two and nearly 2 hours of wrestling our monsters along this “not so good” road we had made it and were rewarded by PARADISE! On the way we passed Shiwa House and the whole area is stunningly beautiful and steeped in colonial history (Google it). At the entrance to Shiwa stands a steam tractor which, when it first arrived in Dar Es Salaam in the early 1900s, took TWO YEARS to drive to where it is today and had I been the driver I would have told the boss where to stick his job ….

Situated on the banks of the Mansha River, Kapishya is HEAVEN ON EARTH and Mike (the Major Domo) is a wealth of information about the area. A beautiful main lodge, fabulous chalets, a sparkling river, good food, a WELL stocked bar and the NATURAL HOT SPRING POOL in the middle of the African Bush

really captured our imagination as a result of which we decided to stay for 2 nights.

On day 10 we “fought” our way back to the tar road and headed (still North) for the Zambia / Tanzania border at Nakonde / Tunduma. Now The Great North Road gets really “interesting” and at times there’s no tar left for km or, it’s actually better riding on the dirt next to the road. The countryside is littered with shattered and burnt out truck, trailer, bus and car wrecks and with 1000s of tankers hauling fuel to Zambia from the coast it’s like riding in a Demolition Derby. We had more than one close call. The villages (which had started as far back as Caprivi) carry on in an unbroken chain and you’ve hardly got into top gear when it’s time to slam on anchors again to slow down for the next one. Let’s NOT discuss the rumble strips, speed bumps and other “traffic calming devices” such as police checks and GOATS.

God alone knows what all these people do and how they make a living but (sadly) everywhere you look, poverty is the name of the game. One industry which is already having disastrous side effects is the making of charcoal which the locals make by cutting down ALL the best hardwood trees (as they make the best charcoal) and the result is that as far as the eye can see very few “good” trees remain and it’s only a question of time before there’s nothing left. Thankfully Baobabs which can be 1000s of years old have a special place in African Folklore so for now, they are relatively safe from harm. The same by the way goes for anything edible outside the game reserves and in some places even birds are a rarity and they reckon that in the next 10 – 15 years the population is going to double . Then came the border crossing from the darkest corners of HADES…

As you approach Nakonde the tar road has given up a long time ago and endless queues of trucks line the road on both sides. Apparently some have been there for “weeks” waiting to get across and while I didn’t count them, there’s at least 10 000 people trying to get IN and the same amount trying to get OUT of Tanzania.

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Vendors selling every conceivable thing under the sun are offering you their fly covered wares and there are NO signs telling you were to go or what to do.

In 37°C windless heat, the dust simply hangs there and (at all borders) make sure you have plenty of liquids with you as we consumed at least 3L of water each while we waited in the blistering sun. As camouflage clothing appears to be quiet the vogue, you have no idea who is an official and who isn’t and you are surrounded by so called “helpers” who promise to get you across the border in no time at all. When I grabbed one guy’s lanyard to inspect it, he WAS an OFFICIAL … Shelf Packer at Shoprite!!!!!!Fortunately by now however, we had become wise to these characters and my best advice is DO NOT use them or, at the very least determine EXACTLY what they are going to do for you and agree on a price BEFORE you take them on as, anything else can get VERY costly (and nasty) afterwards. In our case we decided that we were perfectly capable of getting OUT of Zambia by ourselves and in most cases this is pretty quick and easy. If you really don’t know where to go, watch a “truckie” or any local and simply follow them.

To get into Tanzania we decided to make use of a “helper” that was pointed out to us by an armed security guard who also chased away at least 50 “helpers” that were trying to “help” my son draw money from an ATM. In spite of this it eventually took 100 000 Tanzanian Shillings and about 5 hours to get IN and the biggest problem was that the guy that needed to stamp the one form we still needed, was on lunch and - wait for ithad taken the stamp with him and was nowhere to be found.

The high light of the next day was that when we were leaving Tanzania, the guy at the other border post informed us that the paper we had waited for so patiently was not needed at all and with that he tore it up and chucked it away. We were ready to kill!

One other thing….. DO NOT change money with an of the “helpers” as a) you’ll get a lousy rate b) they may try and give you money that is outdated

and worth NOTHING and c) if you have no choice and MUST do business with them, count what you’re giving and taking THREE times in front of the “helper” and even then, the one guy managed to make 50 000 shillings disappear in front of my eyes. By comparison Houdini was a beginner! (By the way - if anyone is interested, I have about 20 000 Malawian Kwacha that are no longer valid and as the paper is too hard to be used on your “nether regions” {I tried} you may want to use them as wall paper.)

All of this border nonsense resulted in us running very late and with the roads unchanged from Zambia we only made Mbeya well after sunset. NOT a good idea as besides everything else, Tanzanian Motorists do not believe in switching on their lights after dark but fortunately they all “decorate” their cars with cheap Chinese “disco lights” so you have a 1 in 10000 chance of spotting them in time but it’s like riding through a swarm of giant fireflies. Needless to say we lost our way until a “knight” on one of millions of cheap 250cc Korean “Junkets” took pity on us and led us through the bush to our accommodation – The Utengule Coffee Lodge. Unlike the knights of old who did things out of chivalry, our one charged us 40 000 shillings for the “guided tour”. The Lodge and the staff however made up for it ALL and once again we had a great evening, with good food and plenty to drink and the Souf Efrican Contractor we met there had tears in his eyes when I addressed him in “The Taal”.

STORYBOOK

The “Great North Road” beyond Lusaka



Just beyond Mbeya was as far North as we intended to go and at Uyole we swung right towards the Karonga Border Post and into Malawi. Down the shores of Lake Malawi we went and whenever the potholes allowed it, we enjoyed the splendid views over The Lake as well as the stunning pass that takes you back “inland” again.

During a roadside smoke break, just past some huts, we experienced REAL Rasta Hospitality when the owner of the huts, with dreadlocks down to his knees insisted we come and sit in his “bar”. Moments later cold Carlsberg Beer was served and dried Kapentas (Fresh Water Sardines) were offered but we declined the generously sized “doobies” that could also be had. Whilst we chilled in the shade of the little “afdak” Bob Marley was “doin his thing Mon” from a tortured little TV and when it came to paying the bill it was “Hay Mon – whatever you think….” So we left him R200.00.

Next up was Mzuzu where we “took refuge” at Joy’s Place – a basic, but clean backpackers run by a feisty Korean Lady called Joy. Hence the name I suppose. There was a bar, she made us a good stir-fry dinner, the showers were hot and we were tired. Life was good!

The following morning , staying on the Lake Road we motored through Rubber Tree Plantations where youngster try and sell you football sized “bouncy balls” and we wondered why half the

population was walking and cycling South and the other half North? By nightfall we reached Blantyre and from the basics of Joy’s we ended up in the 5 Star luxury that is The Protea Ryalls Hotel in Blantyre. Just before we reached the hotel, we came to a complete standstill in the middle of the road as we were “mobbed” by 1000s of fans whose soccer team had obviously just won their game so, what initially was a frightening scene to behold as they descended on us like locusts, turned out to be a great welcome as they streamed past us in obvious ecstasy.

Then it was Mozambique’s turn and we crossed the border at Zobue headed for Tete. Whilst Tete is surprisingly big, the North of Moz is very rural, dry, looks poverty stricken and during the day the temperature gauge on my Victory showed 43°C! FRELIMO was doing their best to get the local population to “VOTA FRELIMO” in the upcoming elections and like ALL political parties the posters and banners that covered every available space promised a better life for ALL. Like everywhere else of course, nobody really knows who “ALL” are but I pray that ALL really means ALL and not just ALL politicians that come to power. Time will tell….

The (tar) road to Chimoio is mostly a rutted hell ride and after filling up at the only petrol station for MILES and the “jockey” only offering 20 Meticais (as opposed to 30) to 1 USD , I was ready to plant him when he said : “You want petrol or better exchange rate ? Petrol you ride – exchange rate you walk!” How do you argue with that?

As a result of the road and the bush fires that were raging everywhere, which made the air unbreathable and the sun set at 16h30, we reached Chimoio after dark only to discover that “Hab – Dab” was a Halaal Guesthouse with not even the whiff of a beer in sight. I suppose the name should have been a “warning”. Too tired to really care we checked in and once again it was clean and tidy and in any event we found a decent enough restaurant and bar around the corner so the evening was saved by the Bell(s).

STORYBOOK

The Rasta Pub in Malawi



Dusty and untarred as Chimoio was, I was most impressed with the “all night” street sweepers that ensure the whole town was spotlessly clean at sunrise. Job creation ….. THERE you go!

The next day was an easy ride and we reached Vilankulo by lunch. As this lies on more or less on the same latitude as “Mau Rish Ass” it felt and looked the same but the heat and the humidity were forgotten as soon as we had checked in at the Vilankulo Beach Resort (Lodge). We were once again in PARADISE and the manager (Roger & his wife) made us SUPER WELCOME. A stunning chalet, crystal clear and warm Indian Ocean waters, a pool, lush lawns and a seafood platter “wat skrik vir niks” made for a superb stay. Did I mention the bar ……?

The following morning the road beckoned yet again and we were off to Xai Xai (pronounced Shai Shai) where we were “hijacked” by Scott – the very gregarious owner of the Reef Lodge who led the way along a very sandy beach road on his Quad and I promptly dropped my bike. Fortunately, no damage done in the soft beach sand. Yet another stunning lodge and the restaurant “Café Pescador” which we promptly renamed “Piss Cat Dor” served a fine dinner and the wine was chilled to perfection. Somewhere in the evening’s conversation Scott mentioned that the Prime Minister of Moz was also staying there that night and in hindsight I should probably have taken note.

The next morning when I stepped out onto the balcony of my chalet with coffee and smoke in hand to watch the whales in the bay I greeted the fellow on the veranda next to me with a friendly “ HOWZIT !” Upon my enquiry as to his “personage” he explained that HE was the Prime Minister (Alberto Vaquina) of Moz and having forgotten about Scott’s “caution” the night before my reply was: “Yeah Right You Are – and I am Donald Duck”. It was only then that I spotted the 2 bodyguards brandishing AK 47s and with that I apologized for my oversight and crept back into my hole. Geeez – talk about getting it wrong!!

From Xai Xai we headed for Maputo and although we had been warned, NOTHING could have prepared us for our next encounter. About 20 km out, the road is under SERIAAAS construction and the (red) sand that makes up the soil around here has been pulverized into the finest Talcum Powder which gets into every orifice. The temperature rose to around 47°C and we were locked in a maelstrom of traffic. We couldn’t see, we couldn’t breathe and for about 1 hour we were riding in a road melee of Biblical Extent. Close to the city center I spotted a tree and with our last strength and gasping for air, we managed to “Moto X” into the shade where we took a while to recover.

Once ready to go we however discovered that the bikes had sunk into the damn sand, so after much heaving and pushing we were as exhausted as we had been by the time we got back on the tar again. Thankfully the 10 Star oasis known as the Polana Hotel beckoned and we felt like “time travelers” when an hour later we were sitting on the shaded veranda with white gloved waiters serving us Vodka Tonics. In a word, The Polana is UP THERE with the best in the world and by the time Sushi was served that evening, the day’s tribulations were a distant memory. The following morning, as we headed out of Maputo towards the Namaacha Border Post to Swaziland, we discovered that the rumble of the bikes was setting off car alarms and as we watched in our review mirrors we observed 7 kinds of pandemonium breaking loose as 100s of cars started hooting as we went by. A fitting “au revoir” don’t you think?

STORYBOOK

Vilankulo Beach Resort



The road to the border was a welcome relief and as we started climbing the escarpment that leads into Swaziland the air cooled and cleared and the view was stunning. Along the road, crumbling military installations and fortifications still whisper their tales of the (hopefully) bygone war in Moz and the town of Namaacha was downright eyrie with HUGE churches, palaces and other government buildings abandoned and staring silently down at us. What stories they could tell and WHY leave them to crumble and collapse when all around people are living in hovels??

The Swaziland Border folk were probably the best anywhere as they were friendly and welcoming and getting through was a breeze. With Ok – ish roads and some great mountain scenery we arrived at Piggs Peak mid - afternoon and whilst this resort’s “hey days” are long gone it was GOOD all round. A surprise meeting with an old friend and the fact that it was raining the next day “decided us” to stay for 2 nights, which gave us the opportunity to explore some of the surrounding sights such as Maguga Dam – well worth a visit but watch out for cattle and ….. you guessed it ….. GOATS!

With only Sunday traffic and the first real High Way since we had left CT 21 days ago on the way to Mbabane, we swept through Swaziland. Along the way we met a really friendly traffic cop on a bike who was patrolling the area in anticipation of the

King’s arrival and when we rode past the HUGE PARTY he was having in some roadside marquees we waived - but I don’t think he (The King) waived back. We exited at the Mahamba Border Post and now “blasted” down to Vryheid where ……. we had our fist WIMPY in 3 weeks and nothing ever tasted better.

From Vryheid to Harrismith and down into the Golden Gate National Park we went and in a nutshell, I was “gob smacked” at the sheer beauty of this ride as well as the mountains and rock formations that we motored through. Note to self: “Go there (Golden Gate) again soon!” As you come out of the park you arrive in the tranquil little town of Clarens and WHAT a pleasure this place is. Whilst it’s a little out of keeping with its surrounds, The Protea Clarens proved to be a good choice and it’s just a bit “HIP” for the rural setting but “lekker” nonetheless.

STORYBOOK


Traffic stop in Swaziland, but only to check the bikes out!

Golden Gate National Park


Monday 22nd September saw us heading for Lesotho which was our 9th and last country that we “HAD” to traverse and after a short stop in Maseru we headed for Mafeteng. The “K R S” (K** Road Syndrome) so prevalent in the rest of Africa has already “infected” Lesotho but in spite of the warnings regarding an impending coup d’état everything appeared normal and calm. WHY would anyone want to fight about running this postage stamp sized country anyway?

Our final re-entry to SA was at Van Rooyensnek Gate (Redneck Gate?) and just to REALLY peeve us off, someone has taken away the tar road that is clearly shown on the map down to Zastron and a hot and dusty gravel road has taken its place. Once again we were “running late” so a bit of a high speed cruise into the setting sun had us at Gariep Dam just as it got dark and the De Stijl Hotel (a favourite haunt of mine) had organized a stunning electrical storm that broke over the dam as we settled down for dinner. It just DOESN’T get any better!!

The following day it was time to say “good bye” to Peter who needed to get back to Cape Town and seeing as my son had had enough of me he chose to accompany him and they made The Mother City by late afternoon.

My adventure wasn’t entirely over and after another chill day at Gariep I set off to East London via Tarkastad and Hofmeyer. With the thunder storm still “hunting me” I rode for over 150 km

without seeing a single other vehicle or human being and once again I had that “on another planet” feeling which was only underlined when a bolt of lightning hit the road side so close that I actually felt the heat coming off it. AMAZING and as the saying goes, if you have to ask, you wouldn’t understand.In East London I caught up with a few of my “Ghabas” and on Friday I struck out for The Camdeboo Rally In Graaff Reinet via Fort Beaufort and Somerset East.

Just outside Cookhouse with me watching my odometer like a hawk, the long awaited 10000 km came up on “Trip 2” and I celebrated the event in the Somerset East Hotel Bar with a beer in the company of the barman - “Ek weet Nie Piet”. I had met him some years before and my nickname for him stems from the fact that you can ask him ANYTHING and his answer is: “Ek sal nie weet nie – Oom”.

Great as the GR (Camdeboo) Rally Set Up and meeting up with many friends from CT was, on Saturday morning I NEEDED to get home and I turned my back on Africa one last time and headed down the N1. 7 hours later and with 10 854 kms on the clock I stopped outside my shop and now……. my beachfront flat seems SO VERY small and the city is just SO noisy and crowded!

I once took a ride through Africa …Wolf-Dieter and Devon Sowade and Peter Löffler

STORYBOOK

Finally back in South Africa

Who said a heavy tourer can’t do dirt roads?


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Bike Talk - September 2015

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Transcript of Bike Talk - September 2015