August 2012 by Bike Talk

NATAL • AUGUST 2012

Bonnevile SE

R95 500

Full Arrow Pipe

Scrambler

R88 500

New

Scrambler

R69 000

Pre-Owned

T100

R93 500

10 Meridian Drive, Umhlanga Ridge Go your Own Way.

Tel: 031 566 3024

Prices valid while stock last and Include 14% VAT. Terms & Condi�ons Apply | © Bike Talk

THE CLASSIC GIANT

‘12 TERYX 750 FI

R129 995 - 2seat R172 995 - 4seat

‘12 KX 450

R78 995

‘12 KLR 650

R59 995

10 Meridian Drive, Umhlanga Ridge Let the good �mes roll.

Tel: 031 566 3024

Prices valid while stock last and Include 14% VAT. Terms & Condi�ons Apply | © Bike Talk

NATURE’S BEST FRIENDS

THE EDITOR: In a Nutshell So, the fridge door is wide open and someone le� the ceiling fan on. What’s with the weather these days? It’s cold and windy, and people are walking around coughing and sniffing. That said, it is s�ll not an excuse to not ride your bike! Well peeps, here you have it and overdue, the latest of your very own “Li�le Big Mag”. Published to be read, shared and kept for future reference. Good news is that at last we’ll be hi�ng Gauteng with not just one issue but two; one in the North and one in the South. This is way overdue but all in GOD’s �ming. Stay tuned! In this exci�ng issue I start off by explaining why it is important to get trained, plus we highlight a few key motorcycle events in KZN. What’s more is one of our academy students and readers shared his story and experience in being trained to ride a motorcycle. A worthwhile read I must say. On page 9 we announce a very exci�ng and much needed ini�a�ve and ask your involvement; yes we launch a SA first called MASI or Motorcycle Accident Scene Inves�ga�on. It is a na�onal effort to inves�gate motorcycle crashes and report on it for the benefit of road safety and awareness. Don’t’ forget our Biker Phonebook for that number you’ve been looking for and John Briscoe gives us insight into the trends of adventure jackets. Another super read is the overview of the new Triumph Trophy on page 22; I can’t wait to test that. On our Megafone sec�on Bike Talk receives a cer�ficate of apprecia�on from the local community in Amanzimto� and we launch another ini�a�ve called Motorize Africa. This will see previously disadvantaged communi�es being trained for job crea�on in the motorcycle service delivery sector. We welcome Bongi who will be training them in their own language and seeing them through the process of becoming licensed riders. We also welcome Alistair as a Junior Instructor helping me in the general training at the academy. On the GOD’s Corner page I share a very important message that can change your life in many ways, be sure to read and share it. Then from an ac�on point of view I was invited to a�end our very first SA Press Launch with Honda SA spending 3 days on the Honda VFR1200X Crosstourer and weeks a�er that a�ended the SA Press Launch of the all new Triumph Tiger 1200 Explorer. Read up on that for sure, what a privilege to a�end these events with the big boys in the game! To finish it all off and back on our local Zulu turf, I get to test the new Kawasaki Versys 1000. A�er 6 years of hard work we get recognised as a vital contributor to the local market throughout li�le publica�on. Thanks to you! Okay I’ve said enough, it’s up to you now; turn the page, read, learn, share and please support our sponsors and adver�sers. Don’t forget to visit us on Facebook.com/BIKETALK.SA

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INDEX EDITOR Hein Jonker

REGULARS

PAGE

The Editor

(In a nutshell)

Subscrip�on Form

DESIGN & LAYOUT Hein Jonker Media Management

(Get the Mag in the post)

PUBLIC RELATIONS Carin Jonker

(Why get Trained)

ACCOUNTS Carin Jonker

(Motorcycle Events in KZN)

PRINTING Seasonal from 2500 - 5000 copies DISTRIBUTION Durban and Surrounding North and South Coast Midlands and Ba�leﬁelds and parts of Gauteng CONTACT US Tel: 0861 BIKETALK / 0861 24538255 Cell: 083 793 7975 Fax: 0866 4898 55 Parcels: Post Oﬃce Amanzimto� 4125 Email:

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While every eﬀort is made to ensure the accuracy of the informa�on and reports in this magazine, the publisher, editor, produc�on 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 publica�on has Copyright and may not be used in other publica�ons without the wri�en consent of the Editor.

Keeping it Up What’s on Calendar Reader Story

4 6 7 8

(Diary of a Wannabe Biker)

Take Note

(Motorcycle Accident Scene Inves�ga�on)

Biker Phonebook

(Find who you’re looking for)

Gearing Up

(Adventure Jacket Trends)

Overviews (Something not seen yet, but on its way)

- Triumph Trophy

Megafone (A li�le Bike Talk)

- Proudly To� - Motorize Africa

27 27

GOD’s Corner

(Fear or Faith)

Rate Sheet

(See how aﬀordable it is to adver�se)

REVIEWS (Latest bikes tested and thoughts shared)

‘12 Triumph Explorer 1200 ‘12 Honda VFR1200 Cross Tourer ‘12 Kawasaki Versys 1000

18 24 30

KEEPING IT UP: Why get Trained

with a Ferrari, it can also be enormously dangerous when put in the wrong or unskilled hands. So while motorcycles are performance bargains that offer more performance per Rand than virtually any other vehicle, it’s best to be explored under controlled condi�ons. All the above will have no value, doesn’t mean anything, if you don’t know how to enjoy it with relaxed and confident emo�ons. 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 li�le, 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 abili�es, 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.

Riding is something most people don’t have to do, but rather feel compelled to, for a wide variety of reasons ranging from passion to prac�cality. One of the most dis�nct 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 some�mes even heighten that enjoyment. Perhaps Robert Pirsig said it best in Zen and the Art of Motorcycle Maintenance: “You’re completely in contact with it all. You’re in the scene, not just watching it anymore, and the sense of presence is overwhelming.” If you’re a rider you know all about “the wave,” the pointed ﬁnger or wave of the hand that acknowledges another rider as he or she passes. Motorcyclists o�en feel like they belong to a big community, and that sensa�on gives us something in common; we share a bond that sets us apart from the rest of the motoring world. In spite of the fact that motorcyclists are a part of a big group, we also tend to be more individualis�c than the next person. Whether that’s expressed through our personal style or the way we trick out our bikes, motorcycling can be an outlet through which we can reveal our personali�es. 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. Whether or not you’re looking for the Peter Fonda or Brad Pi� eﬀect, motorcycles take you one step closer to cool. What be�er way to escape than on a motorcycle? The sense of freedom feels more complete on two wheels, and riding doesn’t transport you to a des�na�on; riding a motorcycle is the des�na�on. Though it’s true that some motorcycles can keep pace

Here are some facts based on the Hurt Report conducted in the USA: • Approximately three-fourths of these motorcycle accidents involved collision with another vehicle, which was most usually a passenger automobile. • In the mul�ple vehicle accidents, the driver of the other vehicle violated the motorcycle right-of-way and caused the accident in two-thirds of those accidents. • The driver of the other vehicle involved in collision with the motorcycle did not see the motorcycle before the collision, or did not see the motorcycle un�l too late to avoid the collision. • Intersec�ons are the most likely place for the motorcycle accident, with the other vehicle viola�ng the motorcycle right-of-way, and o�en viola�ng traffic controls. • Most motorcycle accidents happen on short trips associated with shopping, errands, friends, and entertainment. • The motorcycle riders involved in accidents are essen�ally without training; 92% were self-taught or learned from family or friends. Motorcycle rider training reduces accident involvement and minimizes injuries in the event of accidents. • Motorcycle riders in these accidents showed significant collision avoidance problems. Most riders would overbrake and skid the rear wheel, and underbrake the front wheel greatly reducing collision avoidance decelera�on. The ability to countersteer and swerve was essen�ally absent. • The use of riding boots, jacket, gloves, etc., is effec�ve in preven�ng or reducing abrasions and lacera�ons, which are frequent but rarely severe injuries. 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! Visit the Training page at www.biketalk.co.za

WHAT’S ON CALENDAR DATE

EVENT

DESCRIPTION

www.facebook.com/BIKETALK.SA

11 AUG

BIKE TALK XTREME TEST

Hosted by Bike Talk and Xkulcha in Amanzimto� from 2pm, pu�ng Xkulcha Riding Pants to the test. Hein will be dragged behind a bike on his bu�, tes�ng 3 - 4 diﬀerent pants for durability and strength. Be there! Time: 2pm - 5pm, Place: Honda Umhlanga

9 - 12 AUG

HIPPO RALLY

Hosted in Richards Bay at the ZCBF Showgrounds Contact Gian on 082 5652013 or visit www.hipporally.co.za

11 - 12 AUG

PERRY YAMAHA TRACK DAY

Hosted by Perry Yamaha at Phakisa in Welkom for all makes at an amazing R860/person for both days. Accommoda�on available. Contact Henry on 031 5667411

25 AUG

ADVANCED RIDER COURSE

Hosted by Bike Talk MRA. You’ll be trained to control your motorcycle in higher speed evasive manoeuvres. Book online - www.biketalk.co.za

25 AUG

IRON MAIDEN STREET PARTY

Hosted at Golden Knights Pub Ashburton at 12:00pm. Pre-paids welcome. Live music etc. Contact Gary on 084 5181968 or Carl on 079 6990526

31 AUG - 2 SEP

FAITH RALLY

Hosted by CMA KZN at Skogheim, Port Shepstone Visit www.cmasa.org.za

12 - 14 OCT

DIRT ZONE 500KM CHALLENGE

28 - 20 OCT

BMW ECO CHALLENGE

11 NOV

NATIONAL MEMORIAL RUN

25 NOV

NATIONAL TOY RUN

Hosted at the Jozine Tiger Lodge, Pongola KZN for Dual Sport Bikes 650cc and up. 500km in 1 day on 3 routes. Visit www.dirt-zone.co.za to book Hosted by BMW SA in Clocolan for the BMW Adventure Rider at heart. Visit www.bmwgseco.co.za Hosted by CMA on a na�onal level and supported by your local Federa�ons and Councils. Contact Kobie on 082 7716643 This is a day of giving to the children in our community, come and be rewarded through giving.

EMAIL US YOUR EVENT DETAILS AND WE’LL PUBLISH IT HERE FREE OF CHARGE - admin@biketalk.co.za

READER STORY: Diary of a Wannabe Biker Own a bike – and you own the freedom of the open road, own the right to be called a rebel and you have the ability to easily scare old people, li�le children and drivers with their windows opened. It is with this in mind that I set out to fulﬁl my dream of ownership of a bike. Perhaps it’s midlife crisis se�ng in (I can’t aﬀord the Ferrari), perhaps I am clutching on to my bad boy image of yesteryear, or perhaps it is to distract people from my ever receding hairline. “You are going bald” they will say and all I will hear is “You own a really nice bike”. The helmet also provides good cover for the hairline, you have to agree.

I was unsure if I would like it. There are things that you really really want to do deep inside, but when you try it you might not like it all – skinny dipping in winter for example. As such I wasn’t keen on splashing out on the top of the range Shoei helmet only to realise that biking really isn’t for me. So I decided to purchase a reasonably priced helmet that �cked all of the safety boxes and di�o for the gloves. The course was immediately booked and I had to confirm with Hein that jeans and a leather jacket would suffice for the course. Confirmed. The next three weeks were wait, wait and wait with me reading as much as I could on riding and s�ll looking for my bike. I walked around the house with my helmet and gloves making sure I am used to my kit, much to the dismay of my be�er half. I think that she was more annoyed by me making motorcycle noises while using the kit. Using a helmet takes a bit of ge�ng used to and I have realised that trying to do any intricate tasks with the gloves on are impossible.

Having never ridden a bike and not knowing too many bike owners, the whole process of learning to ride and purchasing your first bike is a somewhat daun�ng task. Speaking to people gives you mixed opinions – “ My first bike was an R1 and I learnt to ride all by myself”, “My first bike is a CBR 1000 and all you have to do is control the thro�le”, “You should definitely go small, maybe a 125cc” are all comments I got from people I cha�ed to that owned bikes. My over protec�ve family’s constant men�on of the word coffin didn’t help ma�ers much either. Then there is the choice available - from Aprillia to Zongshen and all of them have a number of models for varying needs. There are bikes for delivery, high schoolers, touring, commu�ng, off road, dual purpose, super sport superbikes and cruisers, all in different guises with different types of performance. Freedom of choice is supposed to be a good thing.

The week of my training ﬁnally arrives and only my nervousness outweighs my excitement. Three days to go and my BBM status is updated to say the same, two days to go and the BBM status now includes a picture of a CBR 600. I check the weather forecast the day before the training and u�er exple�ves – 30% chance of rain. I wake early on the morning of the training and Durban is dull, dreary and gloomy. Hein sends a message that he will train un�l it rains out. “Good man”, I say to myself.

So, like I normally do things, I went about it the absolute wrong way - figuring out what bike I want to own before I even sat on one. I trolled Google, Gumtree, Bikefind and any other site that I could for finding a bike to buy and in the process stumbled upon some interes�ng bike sites. Experienced riders on the sites were more than happy sharing experiences and giving out advice. This made things even more confusing but a few themes were common. I needed training before doing anything. I need the correct gear if I want to go on a bike.

A few drops of rain appear on the windscreen as I am driving to the venue which I promptly scoff at. I feel the anxiousness and nervousness building up as I get closer to the venue. I finally arrive; let the training begin… Under a dreary and threatening sky, Hein arrives on what looks to be a Honda CBF at the training venue and I am thinking, impressive bike for training. He sets up his table asks us to have coffee, takes the gorgeous bike away and returns with 2 Honda 150cc bikes.

I kept visi�ng bike shops and reading to try to learn more un�l on one cloudy and overcast Saturday a�ernoon something spectacular happened ( No, I didn’t learn to control the thro�le of a CBR 1000). I visited a bike shop in Umhlanga and he handed me a copy of Biketalk magazine. “Speak to Hein for training, he will sort you out.” I called Hein that a�ernoon, and the good news is that all I need for the training is a helmet and gloves. Oh happy days.

Up close and personal with the bike and I realise that I don’t know anything about what the bu�ons are for and am wondering if the gloves will even allow me to operate them. Hein goes over some important items and I hope he can’t hear me going brrrm, brrrm under my breath. The advice on helmet purchase was interes�ng as it was pre�y much what I researched. I liked that he didn’t sell any par�cular brand, but spoke around the safety features. “Please check for grooves on the inside of the helmet as that means the helmet was designed with crumple zones.” My el cheapo helmet has grooves – happiness. He went on to discuss gloves, jackets, pants and boots poin�ng out all of the do’s and don’ts when purchasing. Years of riding and training all bundled into a 30 minute safety brief, I should have brought a notebook. ...con�nued on page 10

Now if you thought making the choice of which bike you want is diﬃcult, don’t even get me started on the kit. Helmets range from R500 to R12 000 and gloves from R300 to R5000 and you pre�y much have that sort of price range for every piece of kit you require for biking. Google was called upon again to help me make the decision and I started buying bike magazines to learn more about the South African bike market. As I had not ridden before,

TAKE NOTE: M.A.S.I. South Africa

M.A.S.I. (Motorcycle Accident Scene Inves�ga�on)

or loss of life, and our inves�ga�ons will help prevent these by highligh�ng the cause factor. The wear of correct riding gear also plays a vital role in injury preven�on; this too will be inves�gated and reported on.

With motorcycle accidents on the rise and loss of life ever increasing, a posi�ve eﬀort is needed. What will be interes�ng is to inves�gate the causes of these accidents, once the causes have been determined more can be done to minimise or eliminate serious injury and loss of life. Causes need to be addressed and ac�on needs to be taken to truly make a diﬀerence.

Accidents are reported to SAPS and insurance companies but very li�le or nothing is done to find the truth behind the incident and how it could’ve been prevented. A simple police report is not good enough to really make a difference with obvious benefits as a result of proper Accident Scene Analysis. Our inves�ga�ons will become a powerful tool for safety and skill development.

We therefore announce the launch of MASI (Motorcycle Accident Scene Inves�ga�ons) and ask you to work with us. This is a na�onal ini�a�ve.

Hein Jonker, the Senior Instructor for Bike Talk MRA, will be heading this ini�a�ve and invite skilled motorcyclists and organiza�ons to join him in an a�empt to make a real diﬀerence. Contribu�ng in any way is worth more than just saying “Well, just another accident. Condolences to the family. R.I.P.”

For now it will be done by skilled volunteers out of good-will and love for people, we ﬁrst have to prove the necessity of such a service before it can be funded. It will beneﬁt all par�es involved (vic�m, insurance companies, road safety and skills development for both drivers and riders) present and future, these should be obvious. Through this lives could be saved. Collected data will be used to improve road safety, skill and safety awareness.

Hein Jonker hereby calls on people for assistance to report accidents promptly and accurately for the MASI team to quickly get to the scene before it becomes too contaminated. This ini�a�ve will be registered with all major insurance companies and the local authori�es.

Motorcycle accidents can be caused by various factors, from single to mul�ple vehicle; these factors are to be inves�gated. Factors such as speed, road surface and condi�ons, rider ability and skill, intoxica�on, fa�gue, weather, visibility, motorcycle condi�on, other vehicles and road users, etc. are vital elements that need to be pointed out and reported on. Accidents result in injuries

The number to call or SMS is 083 7937975 or contact our call centre on 0861 BIKETALK (0861 24538255) Email Hein Jonker direct on hein@biketalk.co.za

READER STORY: Diary of a Wannabe Biker ... con�nued from page 8

their planning when they are on a journey.

We huddle around the bike and all of the bu�ons are discussed together with the kickstand and the lights. Ok, so lights are le�, start bu�on is right, indicators are le�, thro�le is right and clutch is le�, brakes are right and kickstand is le�. And moving right along. How to get onto the bike. Very prac�cal and it makes sure that you don’t look like a complete fool when ge�ng on or off the bike. I managed to do 2 silly things, I have this hop when I jump off the bike and I don’t bend my right knee when jumping on. This is promptly fixed by Adriaan (Hein’s son and Junior Instructor) who advised that the bike should be on the stand before I am fully off the bike.

A�er lunch, the exercises were demonstrated and we needed to push on the grips a bit to manoeuvre the bikes through the cones that were setup. Adriaan demonstrates and he makes it looks so easy. It does look challenging and Hein gives us his best line yet “The mind controls the body which controls the bike; look where you want to go with the bike.” HUH? I don’t understand the concept as I do look where I go (or else I would be walking into walls), but smile and nod anyway. Once on the bike and riding it struck home! You need to look where you want the bike to go as your body follows your head. Makes sense now. There is light rain now but we ride on and get to prac�ce emergency stops. The last bit of the day ends with us all discussing what our next steps are in our biker wannabe journeys with Hein advising what types of bikes we should get and when we should a�end the other courses. We say our goodbyes and I s�ll have a buzz throughout the journey home. I have new found respect for bikers and the skill required for riding. One thing I am now sure about is that I want to get a bike, no - I need to get a bike, no – I HAVE to get a bike.

Si�ng on the bike now and gears are discussed, we get to familiarise ourselves with the clutch and gears a bit and then the part that we were all wai�ng for. We get to fire up our fire breathing, tar ea�ng monsters. Walk the bike while feathering the clutch, it doesn’t seem too hard and makes us look like ducks but I don’t care - I am on a bike (that’s started as well – woohoo). I think about how to approach the next bit as I know that we will be told to ride. I don’t want to be too brave about things and if this goes badly then the soccer field (my be�er half’s fond name for my receding hairline) becomes the topic of conversa�on at the dinner table again. Listen to Hein carefully, follow instruc�ons and be sensible.

DO’S

“OK, so you are going to do the same thing, but let the clutch out completely and put your feet up” Hein cau�ously advises. I listen and obey. I wobble as I try to let the clutch out, the clutch is out and the bike is more stable, I put my feet up and I am riding!!! The cool wind seeps in through my slightly opened visor, my gloves feel at home on the twist grip and clutch, my heart is pounding – I can’t believe I am doing this. Exhilara�ng, thrilling, electrifying, scary all at the same �me and we are only riding in ﬁrst gear. I love this and can’t believe that I ever had doubts. Awesome seems too mild a word for the experience, they grey sky looked brighter, I could hear the birds chirping and I was smiling like a Cheshire cat.

2. 3. 4. DON’TS 1.

Listen a�en�vely to Hein. He is a qualified instructor with years of experience. His instruc�ons are clear and concise and will make you enjoy the experience. Follow the instruc�ons carefully. It is a lot to take in and a lot to put into prac�ce. Focus – It taxes your a�en�on span and not focussing means you fall off or damage the bike. Bring a notebook. You can write some of the interes�ng stuff down. I didn’t and wished I had. Don’t go too fast, it will just get you into problems and make Hein tug at his goa�e

Bad Boy Wannabe Biker - Faizel

Take it easy I kept saying to myself and Hein must have thought me such a sissy for pu�ering around all the �me. I like this so much, I don’t really want to give myself a reason not to. The course moved on with gear changes involved and more riding. I am s�ll having a problem with my take-off as I don’t give enough thro�le when taking off and I somehow manage to rev the bike when braking to a stop. Stopping and star�ng seem to be the hardest bits and I am wobbly at both. I have a close call when making an unnecessary change to third and manage to recover without coming off. There is a lot to take in and even more to remember when riding. I guess experienced riders don’t need to worry about thinking about gear changes and concentrate more on

BIKER PHONEBOOK ADVENTURE ACCESSORIES Phone: 031 9023623

EXTREME MACHINES Phone: 033 3942646

PERRY YAMAHA Phone: 031 5667411

AFFORDABLE BIKES Phone: 035 7511000

FAST KAWASAKI Phone: 035 7896378

RBS YAMAHA Phone: 031 7011311

ALFIE COX KTM Phone: 031 7821559

FUEL STICK Phone: 031 7015135

ROADMASTER Phone: 031 7660126

BIG BOY SCOOTERS Phone: 031 7020036

GEAR UP ACCESSORIES Phone: 031 5664932

ROCKET RACING Phone: 031 7022606

BIKE 2 BIKE Phone: 021 9489826

HARLEY-DAVIDSON DURBAN Phone: 031 5665222

RYDER BMW Phone: 031 7658877

BIKE AFRICA Phone: 031 7021517

HONDA WING MARITZBURG Phone: 033 3456287

STARTLINE Phone: 031 7050715

BIKE CITY Phone: 031 4648505

HONDA WING PINETOWN Phone: 031 7025603

SUZUKI RICHARDS BAY Phone: 035 7894205

BIKE PARTS ONLINE Phone: 011 0214466

HONDA WING UMHLANGA Phone: 031 5807950

TAZ MOTORCYCLES Phone: 031 4632565

BREAKEVEN MOTORBIKES Phone: 031 5695440

HONDA WING ZULULAND Phone: 035 7974894

THE BIKER STORE Phone: 031 5846967

COUNTRY TRAX - DURBAN Phone: 083 6414300

IAN MARSH MOTORCYCLES Phone: 083 8773123

TIDAL MOTORCYCLES Phone: 031 3123990

CRITERION YAMAHA Phone: 039 6840338

JEFF’S BIKES Phone: 031 3012073

UMHLANGA BMW Phone: 031 5029800

CUSTOM CRAFT Phone: 031 7093514

JONWAY MOTORCYCLES Phone: 031 3681455

UMPLEBY SUZUKI Phone: 031 3038323

CYCLE CRAFT YAMAHA Phone: 031 3371716

KTM DURBAN Phone: 031 5665464

UNLIMITED BATTERIES Phone: 031 7656687

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LORDS & LEGENDS Phone: 031 9034534

VESPA DURBAN Phone: 031 3129579

DC CUSTOMIZING Phone: 031 5695440

LIZ O BROKERS Phone: 031 2667086

VICTORY MOTOCYCLES Phone: 031 5846967

DUCATI DURBAN Phone: 031 5665464

MARSHALL MOTORCYCLES Phone: 031 7057235

XKULCHA Phone: 011 4991817

EAR INSTITUTE Phone: 031 7651905

MOTORCYCLE CENTRE Phone: 033 3946941

X-RAD TRAILERS Phone: 031 7661957

EAST COAST MOTORCYCLES Phone: 031 5663024

MOTORCYCLE TRAINING Phone: 083 7937975

ZAP MOTORCYCLES Phone: 031 2051201

EKEROLD YAMAHA Phone: 033 3453503

PAZ SPRAYPAINTERS Phone: 031 4622007

ZULULAND BMW Phone: 035 7727355

ES BROKERS Phone: 031 5021922

Authorised Honda Dealer

Own the Dirt for only

R30 999

NEW

CRF230F

Prices valid while stock last and Include 14% VAT Terms & Condi�ons Apply

Excludes on the Road Charges

Free

Pro Pro Circuit Circuit Exhaust Exhaust, and Jetkit Jetkit and Handguards

Honda Wing Umhlanga

15 Meridian Drive, Umhlanga Ridge Tel: 031 5807900 | Fax: 031 5807999 Web: www.hondagateway.co.za

Jarred 084 9874455 Bernadine 076 3705256 Owey 072 8767183

GEARING UP: Adventure Jacket Trends The choices we have currently are: •

A form of chest protector as an extension of their back protec�on system from Knox

•

The other is a ballis�c vest from manufacturers such as Lea�, Alpinestar, Thor and DMD

•

The tradi�onal Enduro type chest protector.

In my view the second op�on is the way to go provided of course you marry it to the type of neck brace you’re wearing. So if Lea� is your choice then go with Lea� throughout or if Alpinestar grabs your fancy then s�ck with the Alpinestar vest. EVS are also known for their excellent protec�ve systems. Ul�mately get the correct fi�ng garment, the most comfortable possible and that which ‘fits’ the pocket! You won’t be sorry especially when those big screens we like to hide behind become the first obstacle in the event of an accident!

Chest, ribs and ‘roll-up roas�e’ injuries all stem from protec�ve equipment that is non-existent for the front part of the body! More recently there seems to be a no�ceable number of people who have been injured in the front torso area. Many have come into the shop complaining of broken ribs and roas�es in the mid rib cage area. Clearly this is of major concern to all of us who ride. Most of the jacket manufacturers have done excep�onally well at producing riding gear that is not only comfortable but also protects the back, shoulders, elbows and with a fair degree of skin protec�on. Only two manufacturers I’m aware of have a form of chest protec�on!

Just as a final perspec�ve on the gear we wear – no ma�er how ki�ed up we are it is absolutely of no use if we ride like maniacs on our public roads. It does no favours for the image of bikers, it is extremely dangerous for others ( as experienced by those who were le� behind a�er the horrific accident at La Mercy) and for the rider themselves it’s like loading a bullet into the chamber, spinning it and hoping it’s not your �me! Come guys let’s ride responsibly! As a final thought in trying to stop this carnage on our roads why don’t we start a fund that will ul�mately fund a Racetrack here in Durban?! At least then there is no oncoming car when we go wide on a corner! Persuade the Council to invest the R90m from the A1 race and the R31m bringing Top Gear to Durban to build our own race track. Surely one innocent life saved is worth more than all the tea in China?

It is always a choice between total protec�on and the need for comfort. If it’s uncomfortable it results in the person not wearing the jacket! Riders are ﬁckle - believing that they’ll get oﬀ lightly especially if they are wearing their kit. A�er all bike riding is about ‘freedom’! Or is it? Where does one draw the line? Do we take the chance and wear no kit (other than a helmet) or just enough to protect us against the most serious injury? Or do we try our best to not let anything go to chance?

- Wri�en by John Briscoe

My view is that if you’re going to wear the kit then you may as well wear the kit which gives you the most amount of protec�on in rela�on to your comfort / risk index! If this means wearing some type of chest protec�on then so be it!

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REVIEW: ‘12 Triumph Explorer 1200 compared to the 110 of the latest GS. The engine was designed around a wet sump, part of Triumph’s desire to keep external oil lines to a minimum; it even uses an internally integrated water/oil heat exchanger so that an external oil cooler and the resul�ng plumbing would be unnecessary. With an ever-increasing demand for electrical accessories, Triumph engineers gave the new engine a 950-wa�, externally excited alternator mounted behind the cylinders and driven by a small cog off the clutch drive gear. A six-speed gearbox matches the ra�o count of the Boxer, while the sha� drive was designed for excep�onal reliability. It uses a floa�ng gear-case to give near-neutral an�-squat behaviour under accelera�on and has both a metalas�c, rubber-bonded sha� and a springloaded shock cushion. Triumph had only one target for its new Tiger Explorer, explains product manager Simon Warburton: the BMW R1200GS. The big GS Boxer, the most successful motorcycle in the last two-and-a-half decades, sells so well it represents a very substan�al chunk of BMW’s produc�on and has been the machine that both created and con�nues to define the adventure-touring category. It’s hard to remember that the first R80 G/S was considered an odd duck, neither a dirtbike nor a par�cularly outstanding streetbike—and with a plank for a saddle. The GS has come a long way, and, these days, many compe�tors have been aimed in the GS’s general direc�on but none so precisely as to even begin to dislodge the big BMW from the top of the adventuretouring heap. Triumph intends not to make that mistake: It has a�empted to build an adventure-tourer that matches the GS very closely, hopefully duplica�ng its off-road capabili�es while offering superior on-road skills.

Keihin supplies the ride-bywire intake system and 46mm thro�le bodies; the thro�le on the handlebar is cablefree, relying instead on two Hall-effect sensors to monitor and relay rider intent electronically to the ECU, which then dictates what the actual thro�le bu�erflies do. Such ride-by-wire makes emissions tuning much easier for a manufacturer, as it prevents unnecessarily rapid thro�le openings. It also allows Triumph to very readily make a precise cruise-control system standard on the Explorer; about the only cost for that addi�on was for a couple of bu�ons and some development and tes�ng �me. Similarly, adding trac�on control was mostly a ma�er of so�ware, and every Explorer will come with a three-stage (Levels 1, 2 and “Off”) TC system. The chassis follows recent Triumph prac�ce with the Tiger 800. A mul�-tube steel frame, using the engine as a stressed member, was chosen for durability and reparability. The wheelbase stretches out just over 60 inches, leaving plenty of room for a rider and passenger while reducing the wheelie poten�al of an inherently tall motorcycle. The single-sided swing-arm allows the cast rear wheel to be readily removed, while �re sizes are GS standard: 110/80-19 front, 150/70-17 rear. A centrestand is standard, as is Nissin-supplied ABS; you cannot buy an Explorer without an�-lock brakes, a trend that will accelerate as the European Union nego�ates with motorcycle manufacturers to make an�-lock standard on all motorcycles.

The project that would lead to the Tiger Explorer began five years ago, with much more detailed market research, says Warburton, than has been typical of other Triumph projects. That research dictated several key aspects of the big Tiger. First, the bike had to have sha� drive; anything else was simply not an op�on for the majority of buyers who were considering the GS. Generally, along with comfort and convenience for two, the machine had to offer exemplary durability and reliability. Engine performance was a poten�al area to outshine BMW but, for Triumph, that meant a new, larger engine, purposebuilt for this applica�on. The new engine would s�ck to Triumph roots—three cylinders with a balance sha�, twin overhead cams and four valves per cylinder—and offer more. It kept the 71.4mm stroke of the last Tiger 1050 but with a bigger, 85mm bore allowed by a greater bore spacing, resul�ng in 1215cc while keeping a rela�vely high, 10,000-rpm redline. The intent was not to slightly exceed BMW Boxer performance but to go well beyond it. Rela�vely short-dura�on camsha�s allow excellent bo�om-end performance, while the high-rpm capability and displacement provide 137 claimed horsepower

When you ﬁrst swing a leg over the Explorer, you are immediately struck that this is a big motorcycle. The seat height, when set in the highest of two possible adjustments, is s�ll very tolerable by Triumph’s measurements, and you feel that you sit in the machine, with the fuel tank and steering head rising high above your knees. Balancing the bike ﬂat-footed is easy. The rider’s foot-pegs are also somewhat high, so the legroom isn’t as generous as on some adventure bikes; tall riders will almost certainly ...con�nued on page 20

REVIEW: ‘12 Triumph Explorer (con�nued) ...con�nued from page 18 want the op�onal tall seat that adds another 20mm to the seat height.

At the Triumph Media Launch around Magaliesburg, the “dirt” sec�on said a lot about the expected usage of the Explorer. It consisted of some rough and washed out terrain and some loose sand and stones atop a firm surface and a few areas layered. Pulling smoothly, the Triple found trac�on readily, and the trac�on control, set on the lesscontrolling Level 2, would allow the rear wheel to break loose briefly and controllably when steering by thro�le was desired. With no jumps or bumps bigger than a few inches, the Explorer handled the sec�on comfortably, as would, say, a Triumph Bonneville or a Harley Sportster or just about any other motorcycle without clip-ons. Real evalua�on of the Explorer’s off-road ability awaits morechallenging terrain.

The LCD dash presents a wide range of tuning op�ons and will probably require several readings of the appropriate owner’s manual sec�on and a few prac�ce sessions before mastery is acquired. You have to cycle through a number of levels to turn off the ABS or adjust the trac�on control, and these par�cular se�ngs last only un�l you turn the key off. This suggests that Triumph sees the Explorer as primarily a streetbike with the standard ABS and trac�on se�ngs strongly preferred. The big Triple comes to life quickly and is smooth even on startup idle. The hydraulically actuated mul�-plate clutch pulls light, and the transmission clicks into gear lightly, precisely. The engine pulls from the absolute basement, with a torque curve that begins at the 1100-rpm idle and con�nues without a spike, bump or wiggle all the way to the 9500-rpm redline. This is an engine that lets you choose your riding style. Want to rely on engine braking and charge the twis�es? Keep it in first through third gears and use the midrange and high rpm power. There’s enough flywheel that engine braking isn’t excessive, and the Triple runs so smoothly that it’s easy to bounce off the rev limiter if you’re not careful. Want to be smooth and ignore gear shi�ing? Just s�ck in in sixth and go. It’ll pull down below 2000 rpm in top gear to a speed below 20 km/h, and it s�ll accelerates well enough that you can keep a spirited pace on a �ght road in that one gear.

The list of available accessories available for the Explorer from Triumph immediately impresses. Hard side bags use Triumph’s “floa�ng” mount design that helps high-speed stability, important on an adventure bike. The le� bag is commodious, the right less so as its back side has to be carved away for muffler clearance. A hard top box contains a standard, cigare�e-lighter-style 12-volt electrical outlet; an electrical connector is built into the box’s moun�ng interface and connects automa�cally when it’s mounted. It’s just the thing for charging your cell phone while on the road. Triumph offers heated rider and passenger seats, as well as unheated low or tall rider seats. Also on the list are various guards, heated handgrips, fog lamps, a taller windscreen, a tankbag and so� luggage op�ons. All in all, the Tiger Explorer seems a worthy, if heavy, contender with its BMW target. Its greatest strength is its charisma�c engine, smooth and powerful, with a broad opera�ng range and a deligh�ul tune as it winds toward its redline. Fit and finish impress, and the accessories available mean it will be possible to roll out of a dealership with a fully equipped machine, ready for adventure and return every 16,000km for a service.

On that same road, the chassis and suspension tuning prove competent. On a BMW GS, front dive during braking is controlled mechanically through the an�-dive geometry provided by the Telelever suspension. The Triumph lives with the pro-dive geometry of a conven�onal telescopic fork but controls the dive quite well through a combina�on of mul�-rate springs and sophis�cated compression damping.

Tiger Explorer @ R144 500 - Incl. 14% VAT www.triumphmotorcycles.co.za

Entering �ght turns, the Explorer reminds you of its mass; “ﬂickable” is not an adjec�ve that you would apply to this big adventure bike. It rolls in controllably and precisely but not with the hyper-kine�c vigour of a 600cc supersport. Instead, its handling is adult: safe, smooth, precise, controlled, emphasizing the “touring” in its category �tle, not the “adventure.” A deliberately excessive squeeze on the front brake lever engages the Nissin ABS, and the lever pulses gently while the machine comes to a fast stop under computer control. Note that even with its high centre of gravity, the Explorer is prevented from li�ing its back wheel by the ABS system. The tall ﬁrst gear minimizes wheelies, while the ABS eliminates stoppies; think of this as the an�hooligan machine. Clinton Pienaar proved this theory wrong on the launch.

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It’s just you, your bike, and the open road. This is what it’s all about – this road, this moment, this lifestyle. Living life to the full, making the most of every second, welcoming every opportunity to explore your own limits.

So, you are ALL invited to come and witness something crazy. Hein will be pu�ng Xkulcha pants to the test and demonstra�ng the importance of wearing the correct gear for the fall. And in this case; riding pants by Xkulcha.

This is living on the edge. This is life.

Come and see Hein being dragged on his bu� behind a bike to see what gives ﬁrst - his courage or the pants. Don’t miss this!

All this can come to an abrupt end when you crash and lose some skin because you weren’t wearing the correct riding gear.

Visit www.xkulcha.com to view the product range.

OVERVIEW: Triumph Trophy heated front and rear seats. The rider seat height can addi�onally be adjusted between 800 and 820mm. Two models are available - the Trophy and the Trophy SE. Either model can be selected in Pacific Blue or Lunar Silver paint schemes. Both models feature headlight posi�onal adjustment, centre stand, rider seat height adjustment, lockable cockpit storage box with 12v power socket, a 26 litre fuel tank, and Triumph’s unique Dynamic Luggage System (TDLS), all as standard. The Triumph Dynamic Luggage System helps maintain chassis balance by decoupling the mass from the chassis allowing each pannier to move up to a 5 degree arc therefore op�mising stability and refinement. With 31 litres per side pannier, addi�onal storage can be gained with the op�onal 55 litre powered “Plug and Play” top box. The “Plug and Play” feature allows easy fi�ng and removal without the need to connect and disconnect cables or wires. It features a 12v socket on the inside to charge a camera, phone or any other electrical device whilst on the move.

Triumph enters the touring segment with a Trophy Triumph Motorcycles is entering the touring market with the launch of the all new sha� driven Trophy. The Trophy is the third all new model to be launched by the Hinckley manufacturer over the past eighteen months, conﬁrming Triumph’s con�nued investment in design, technology and engineering. The all-new Trophy is packed with a host of technology features, much of which come as standard.

The range topping Trophy SE hosts a powerful integrated audio system, with Bluetooth technology, USB input, and iPod / MP3 player compa�bility. The SE addi�onally features adjustable electronic suspension from WP, which is operated via an ergonomically designed switch cube. Riders select their preferred damping se�ng – Sport, Normal or Comfort, combine it with the bikes loading – Solo, Solo plus luggage or 2-up, and select and review their se�ngs via a dot matrix LCD screen. The ease of use and func�onality means that personalised se�ngs can be easily adjusted at the press of a bu�on. The SE also beneﬁts from Triumph’s Tyre Pressure Monitoring System, which adds a further layer of rider security whilst an integrated passenger 12V power supply allows addi�onal accessories to be added.

At the heart of the Trophy, is the same characterful three cylinder engine developed for the award-winning Tiger Explorer. The sha� driven, 1215cc triple, delivers an impressive 134ps at 8,900 revs and 120 NM of torque at 6,450rpm, providing smooth effortless power whenever needed. Ensuring the op�mum levels of refinement, the engine features a counter rota�ng balancer sha� to smooth out crank sha� vibra�ons. A torsional damping system is used to transfer power from the gearbox to the sha� drive through a sprung bevel gear. In addi�on to this a metalas�c sha� drive is used which allows a certain amount of compliance in the sha� assembly. These combined features help to provide a refined drivetrain and overall chassis performance which ensures the power is delivered in a smooth and controllable manner.

The Trophy enjoys extended 10,000miles / 16,000km service intervals with major services every 20,000 miles/ 32,000km’s.

An extensive tes�ng and development programme has honed the chassis to provide true touring comfort whilst s�ll connec�ng the rider with the road. Ride by wire technology provides trac�on control and cruise control func�onality as well as op�mising engine eﬃciency and fuel economy. Great eﬀort has been made to op�mise weather and wind protec�on with aerodynamically enhanced fairings. The electrically adjustable screen can raise 16.4 cm’s and comes with a memory func�on that automa�cally adjusts to your last pre-set posi�on when you restart the bike. Rider and pillion passenger comfort is further enhanced with a range of seat op�ons including

Availability in South Africa is es�mated as end November 2012 and full pricing will be conﬁrmed in early November. Ar�cle supplied by www.triumphmotorcycles.co.za

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REVIEW: ’12 Honda VFR1200X Crosstourer is a huge boon for this style of motorcycle as virtually every low speed crash oﬀ-road is the result of losing momentum, generally through being too tenta�ve, and a stall invariably ends with the rider and the bike on the ground a�er the front folds and the rider can’t hold the bike up. The key technique is of course, ‘when in doubt, thro�le out’, but that is o�en easier said than done as we all lose our conﬁdence from �me to �me, and a machine that will not stall in such situa�ons can o�en save your bacon. Thumbs up! On the road the engine �cks a li�le over 3000rpm at 100km/h and is silky smooth. Strong highway overtaking urge is only a tweak of the wrist away. Slowing down for the suburbs I found myself nego�a�ng whole towns complete with roundabouts and 60km/h zones - without shi�ing down from top gear, then simply accelera�ng back to highway pace out the other side.

Honda has oﬃcially joined the adventure-touring party in earnest with the arrival of the long awaited VFR1200X Crosstourer.

Sure, the top end has been curtailed severely in comparison to the VFR1200F, but I never once missed it during the SA Media Launch (Midrand to Sun City and back) with the VFR1200X. Any eagerness from a set of lights lo�s the front wheel with ease, such is the bo�om end stomp, and exploring the mid-range as you slice from corner to corner is an enjoyable experience as you ride the meaningful surge of torque. Changes from the VFR1200F include longer intake tracts and diﬀerent cam proﬁles to concentrate torque and response at lower rpm thus while the huge top-end power of the VFR1200F is foregone, I think it is a price worth paying as overall I prefer the VFR1200X.

At 275kg wet, Honda’s latest model is aimed squarely at the long distance touring rider who predominantly stays on the blacktop, but enjoys the op�on to detour off the beaten track, but not too much. It does boast 180mm of ground clearance, sturdy spoked rims and handguards, but like all machines of this genre, much work is needed for it to be turned into a serious off-road mount. Honda does offer modest op�onal crashbars; but for serious protec�on buyers will need to turn to a�ermarket manufacturers for a sturdy full-length bash plate to protect the undercarriage, crankcases and shock linkage, likewise for the radiator. I would also replace the mirrors with smaller independently-mounted items for serious adventures as the standard items affix to the hydraulic brake and clutch reservoirs, which is not ideal in the event of a �p-over. Every other machine on the market also requires similar modifica�on to be fully prepared for serious off-road adventure so do not see this as a large blight on the VFR1200X per se, it is par for the proper adventure course. And with spoked rims and an engine that is almost impossible to stall, the VFR1200X does start from a fairly good base.

In the city the gearbox can be a li�le agricultural on the first-to-second shi� but otherwise is smooth. Shuffling up and down the upper gears is faultless. The clutch takeup did take a li�le ge�ng accustomed to on the road as there is fair amount of travel, on the flip-side this will be welcome in treacherous condi�ons off-road. The sha� drive system is very smooth and otherwise faultless at low speed performance. One of the primary concerns for any rider interested in this type of motorcycle is comfort and here the VFR1200X certainly excels. No forward, side or reverse buffe�ng was evident at any stage. Perfect. I also found the seat spot on, the best in this category. It feels a li�le too so� at first but the padding holds up on the long haul and it doesn’t grow teeth.

Taken from the VFR1200F sports-touring machine the compact v-four engine has been tuned for more low and mid-range torque at the expense of the donor machine’s thumping top end power. While a lot of people reading that line will roll their eyes back in their head (huge power outputs and pre�y dyno charts are impressive on paper), on the road Honda have this engine absolutely spot-on for its intended purpose. It’s also more powerful than the majority of compe�tors and sweeter than all of them down low.

The jewel in their crown however is the integrated moun�ng system that does away with the need for unsightly racks and associated hardware. I love this thorough approach to design. Another huge beneﬁt that shouldn’t be understated is how close to the centre-line of the machine the panniers are kept. In this regard they are much be�er than all the a�ermarket hard pannier solu�ons I have seen. ... con�nued on page 26

Oﬀ the bo�om the response while strong, is also crisp, easy to control and is virtually impossible to stall. This

Prices valid while stock last and Include 14% VAT. Terms & Condiďż˝ons Apply | ÂŠ Bike Talk

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Crosstourer: R149 900 Crosstourer Adventure: R172 000

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Simone 083 7810980

REVIEW: ’12 Honda VFR1200X Crosstourer ... con�nued from page 24 The Honda panniers sit that �ght to the machine that they will work well oﬀ-road, I had no plans to crash test them but will say that in the ﬂesh they are much more impressive than photographs might suggest.

fuel countdown meter that ac�vates when the engine management system calculates less than a 70km range is remaining. The trip computer also displays either instant or average fuel consump�on in litres per kilometre. In a perfect world the diﬀerent levels of func�onality could be selected from the bar but the dash mounted bu�ons are at least easy to use with a gloved hand on the ﬂy.

The ﬂy by wire thro�le would seemingly make the ﬁtment of cruise control a simple process but Honda have chosen not to implement this func�onality on the VFR1200X.

Overall the VFR1200X is proving an excellent touring machine. Excep�onal comfort levels combine with a grunty engine (the v-four perhaps the ﬁnest in this class of motorcycle), and fairly taut chassis to provide an excellent package for the compe��ve list price. It’s great to see Honda South Africa once again ge�ng serious about oﬀering good value for money. The sha� drive and 12,000km service intervals should also keep on-going running costs minimal.

On the suspension side of the equa�on Honda have fi�ed the VFR1200X with inverted forks and a single shock. Preload is adjustable via handy wheel at the rear while a spanner is required to adjust the forks. The steering is sublime. You would expect nothing less from Honda, always the benchmark in this area. Changes of direc�on also see the VFR1200X exhibit a surprising level of agility in reward for very li�le effort at the bars. Especially considering the off-road oriented 19” front rim.

The standard fitment Bridgestone Ba�le Wing tyres we know from experience on other machines actually perform be�er off-road than you expect and if not tortured too badly on the road can last as long as those service intervals. On a big off-roader like the Crosstourer an open tread rear can be demolished in 1000km without trying too hard.

The brakes are extremely powerful and backed up by the excellent, but non-switchable, ABS system. The brakes are linked, whereby applica�on of the rear brake ac�vates a tad of front brake also. Misinformed control freaks will throw their hands up in the air and dismiss the beneﬁts of such a system out of hand, but this control freak actually quite likes it. These systems have come a long way since the early days and any open-minded rider quickly comes to appreciate the advantages. Hardware consists of 310mm discs up front backed up by a generously sized 276mm rear.

With the op�onal bar work and fog lights I reckon the VFR1200X looks pre�y good. The outstanding highlights of the package for me are the well-tuned engine, amazing comfort and excellent luggage system that really keeps the machine slim and agile even when fully loaded.

The primary complaints are the lack of an ‘off’ bu�on for the ABS system when venturing off-road, and that, unlike some compe�tors, the rear brake is not de-linked from the front when used independently. So� off-road touring will not pose serious problems however I s�ll feel that considering the real benefits of the linked brakes and ABS on road, the facility to easily deac�vate the ABS and the linked nature of the brakes off-road is unfortunate. This is a deliberate Honda corporate policy, obviously due to some fear of li�ga�on. I am sure Soichiro Honda would be turning in his grave, seeing decisions in the magnificent company he created being increasingly dictated by lawyers and bean counters rather than motorcycle riders and engineers.

It’s a pity we weren’t given the VFR1200X for a while here in KZN to update you further with more adventures, but the machine will con�nue to suggest that it is a crosscountry touring machine of excellence. The Crosstourer is a horse that I would not hesitate on riding around South Africa tomorrow. Crosstourer @ R149 900 Crosstourer Adventure @ R172 000 - Incl. 14% VAT www.honda.co.za

Somehow, Honda did manage to get the ability to turn trac�on control off past their lawyers. Hallelujah, and it can actually be switched on or off on the fly! There is however, no intermediate sport or off-road se�ng allowing for some degree of slip before cu�ng the slide or mono. Instrumenta�on is excellent. The bar style tachometer is an okay compromise to free up the extra space for a larger LCD which is put to good use. Ambient and engine temps, a fuel gauge and clock, two trip meters and an independent

MEGAFONE: A li�le Bike Talk PROUDLY TOTI - A�er years of hard work, fantas�c support from dealers, sponsors and the biking community out of the blue the local DA Councillor, Andre Beetge, paid me a surprise visit and handed me this cer�ficate of apprecia�on. Having trained more than 1300 people from all over the world; yes we’ve had visitors from Russia, Dubai, England, Germany, Botswana and then locally from towns and ci�es on our own turf. What a privilege to have met so many people from all walks of life, enjoying the sponsorships from Honda SA, Xkulcha, MotoEar and many others one can only look up and say “Thank you LORD, you’ve been good to us all these years!” Bike Talk was started in KwaZulu Natal, January 2006, serving the local motorcycle community through a Motorcycle Magazine with some of the most unique features, ar�cles and content you can find in such a compact publica�on. Our main objec�ve is to give you the readers a medium you can relate to and help you the dealer promote your products more effec�vely. In July 2007, we started a Motorcycle Academy to further develop rider skill and confidence, offering a wide selec�on of courses which you can choose from. With Rider Skills Development at the top of our list, we decided to go the final step and host various and exci�ng MOTORCYCLE EVENTS to truly introduce the Fun Factor to enthusiasts and the public. MOTORIZE AFRICA - It is with great pleasure that we announce project “Motorize Africa” in KwaZulu-Natal, an ini�a�ve driven by Bike Talk and powered by Honda. This project will kick-off in August 2012 with the objec�ve of equipping previously disadvantaged communi�es and their people for a future in Motorcycle Service Delivery.

We invite sponsors and partners to come on board and discuss their involvement in making this a success to the beneﬁt of those trained and equipped. Our plans are to see this ini�a�ve adopted by other riding schools across South Africa. We further invite the communi�es of Umbumbulu, Umgababa, Umzintu, Kwamakuta, Isipingo, Umlazi and Amanzimto� surrounding to contact us in order the set things in mo�on. Other areas are welcome to do the same keeping in mind that training will be done in Amanzimto� for now.

With years of experience in Rider Skills Development, sponsored by Honda SA and the appoin�ng of Zulu and Xhosa speaking instructors, Bike Talk will have the necessary resources to achieve the goal of Rider Skills Training for a be�er future on a motorcycle in South Africa and Africa as a whole. The beneﬁts are obvious: Job Crea�on, Job Crea�on, and Job Crea�on.

Contact the oﬃce of Bike Talk for further informa�on.

The levels of training will include Learner License, Beginner, Experienced and K53 License Rider Courses; educa�ng them on all aspects of motorcycle safety, gear and general maintenance. A suitable and safe training venue, in Amanzimto�, has been earmarked for this ini�a�ve with our current support systems in place to oﬀer a professional service of the highest standards. During the next few weeks our instructors will be trained on people and communica�on skills, as well as the art of motorcycle skills instruc�on.

GOD’S CORNER: Faith or Fear Before I con�nue I wish to point out that there are two types of fear: The first can be explained as extreme reverence or awe, the fear we need to have for God. The second is best described as a feeling of agita�on and anxiety caused by the presence or imminence of danger. Today I wish to share on the la�er – fear that kills or fear that drives away faith. Many of us are afraid of the future, scared of what tomorrow will bring. Crime causes us to tremble. When we think of our children, we o�en wonder or grow concerned as to what will become of them. In life we o�en face fear. Some fear sickness, disease and death. Others fear financial failure or failing in the workplace. Many of our fears are hidden deep inside of us while others o�en surface in our daily walk and talk. Fear o�en determines the type of day we will have, the mood we will experience. Fear mo�vates us to either fight or flee. In many instances our fear decides the way forward. Many South Africans have fled our beau�ful country because they feared crime, unemployment and the “bleak” future we have. But what does fear do? Fear

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confuses, makes us blind, takes us cap�ve, enslave us and eventually destroy us. Fear gives teeth to the devil, makes the enemy look bigger. While many fear cancer, fear is the cancer of faith. While faith draws us closer to God, fear causes a divide. While faith moves God, fear o�en removes us from God. Faith sees God as capable, fear causes us to doubt in God’s abili�es. One remarkable thing about having faith is that when you have faith, you fear nothing else, but without faith, you fear everything else. Now Job said: “For the thing that I fear comes upon me, and what I dread befalls me.” (Job 3:25) Jairus experienced this. His daughter was dying. Fearing the worst he went to Jesus. And as He approached Jesus he got news: “Your daughter has died.” When Jesus spoke, he also gave us a key to our fears. Jesus said: “Don’t be afraid, only believe.” Don’t be afraid, only believe! Let us compare fear and faith. See the difference: Fear says: “I’m afraid of what tomorrow will bring.” Faith says: “I know God, who holds tomorrow!” Fear calls out: “Crime!” Faith says: “God will protect and keep us” Fear says: “What’s going to happen to our children?” Faith says: “God will keep them under his wings!” Fear says: “How am I going to pay, how will I be able to afford?” Faith says: “God will provide!” Fear takes us cap�ve while faith sets free. Fear discourage while faith encourages. Fear gives birth to hopelessness while faith restores hope. Fear brings sadness, faith rejoices in the Lord. Fear causes us to feel useless while faith gives meaning and purpose to our lives. Fear causes sickness while faith brings healing. Fear leads to death while faith gives life. But what do we do when fear creeps up to us, or threaten to take hold of us? We believe or show faith. We call upon God, make our fears points of prayer, and praise God, thanking Him in advance for delivering us. Faith praises God, even in the midst of the storm, in the midst of fear. Faith says “Thank you Lord” even before we receive what we believed for. Like David said to Solomon, I wish to say unto you, “Be strong and courageous and do it. Do not be afraid and do not be dismayed, for the LORD God, even my God, is with you. He will not leave you or forsake you, un�l all the work for the service of the house of the LORD is finished. (1 Chronicles 28:20 ESV) - Johan Terblanche (Christ Alone Ministries)

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REVIEW: ‘12 Kawasaki Versys 1000 As for the bike’s prime purpose as a tourer, it’s excellent, with an excep�onally comfortable seat, good ergonomics and turbulence-free wind protec�on for the passenger as well as the rider. Kawasaki claims up to 16% be�er economy than the Z1000, awarding the bike with awesome economy and a 336km tank range. The suspension also strikes just the right balance between ﬂexibility and ﬁrmness. Comfortable on a bumpy road, the Versys 1000 surpasses itself when the road is smooth and winding, though I could use a li�le less pitching. This can be compensated, in part, by adjus�ng the BPF (Big Piston Fork) to pre-stress, compressed and cruising mode and by regula�ng the shock absorbers with an adjustable spanner on the right side of the bike. All-purpose? Yes. But it may be that in wan�ng to do too much, Versys 1000 doesn’t excel in anything in par�cular, except maybe for comfort, the bike almost reaches the same level as the great sport touring motorcycles. The seat is plush and nicely sculpted, the handlebars are li�ed and �lted towards the rider and the foot rests bend the legs just enough to slightly elevate your backside, which makes it easier to absorb abrupt changes.

No Kawasaki’s new Versys 1000 is not a compe�tor for Triumph’s Explorer, where the Explorer has sufficient offroad ability to make it the default choice for round-theworld adventurers with deserts and rivers to cross, the Versys 1000 shares the same basic engine and frame, as well as many minor components, as Kawasaki’s Z1000 road bike. Off-road, it wouldn’t see which way the Explorer went.

The windshield is height-adjustable, without tools, to 30 mm. The full dashboard features an odometer, two trip meters, a digital speedometer, an analogue tachometer, several classic pilot lights and a fuel gauge.

It’s had some changes in its move from the Z1000, with milder cam �ming and less valve li�, a reduced compression ra�o and revised combus�on chambers, all aimed at improving torque at lower revs while losing some top-end horsepower. It s�ll makes a useful 116bhp but has been given a more long-legged feel with wider gear ra�os. The eagerness and torque of the engine are good as is the snarling intake noise.

The big Versys sports the latest and greatest Bosch KIBS an�-lock braking system and programmed digital fuel injec�on, both similar to the ZX-10R superbike. As for other Kawasaki models equipped with the S-KTRC system, the word is: surprising! The trac�on control system displays an eloquent transparency, no ma�er the road condi�ons. The ABS system also acts precisely and eﬃciently. In fact, stopping distances on dry, wet or gravel surfaces are managed so well that only a true professional could do be�er without the beneﬁt of the system.

Upon collec�ng the bike from the East Coast Motorcycles and heading home; the engine was smooth and responsive that I rarely needed to downshi�. In 6th gear all the �me, all I had to do to overtake whatever was in front of me, was a slight roll on the thro�le: there was a buzz (I wouldn’t call it a roar) from the engine and, immediately, the speedometer started rolling up like crazy. A�er 250 km, I took a look at the fuel figures: 4.8 litres per 100 Km! Amazing! In city traffic condi�ons, it said I was doing around 5.8 l/100km. By any means, very good figures for the performance I was ge�ng and a 4 cylinder, 1043 cc engine, just a�er the break-in days.

For those who want more than a tradi�onal touring motorcycle, the Kawasaki Versys 1000 promises more ﬂexibility, more versa�lity and especially more performance while oﬀering a level of comfort above that of the average tourer. Since the revision of the ZX-6R in 2009, Kawasaki has shown us that it is constantly evolving when it comes to model design. The quality and the ar�ulness of the Versys 1000, demonstrate this in a beau�ful way.

Changing gears in this transmission is fast and precise, making me feel like I’ve already been on this bike for years. This is the most agile machine in the class, well balanced and ideal for urban and country use. Although it looks heavy on paper, the Versys 1000 is easy to steer. Thanks to the bike’s balance, low-speed city or parking manoeuvres are easy and precise - even in heavy traﬃc; you don’t need to constantly dab your foot to the ground. Another nice surprise: the engine’s heat doesn’t spoil the ride, even at stops.

With Kawasaki’s benchmark quality and reliability, it is ﬁne value. Priced at R125 995.00 - Incl. 14% VAT

EAST COAST MOTORCYCLES Tel: (031) 566 3024 10 Meridian Drive, Umhlanga Ridge

FATHER AND SON

RS4 125

from

RSV4 R APRC

R185 995

RSV4 F Factory

R225 995

R45 995

RS4 125 Replica and RS 125 2-stroke also available

10 Meridian Drive, Umhlanga Ridge The lifestyle keeps on ge�ng be�er.

Tel: 031 566 3024

Henry: 084 5678115 Mark: 084 3532713 Vernon: 083 6291081

Tel: 031 5667411

TRACK DAY Join us on a Track Day held at Phakisa in Welkom on 11 & 12 August 2012. Enjoy an awesome day in a controlled setting. LIVE IT, RACE IT! All makes welcome! See the What’s on Calendar inside for more details.

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2013 XT660Z TÉNÉRÉ R85 000

7 Tetford Circle Umhlanga Ridge

ADVENTURE & TOUR