Bikers Of Africa

11/07/2026

"There are roads that get you from one place to another...
..and then there are roads that change the way you think about motorcycles."

Perhaps it's because no matter how many times you visit the Mountain Kingdom, it refuses to become predictable.

One moment you're cruising through open valleys...

The next you're climbing into clouds.

One corner offers warm sunshine...

The next delivers snow.

It is, without question, one of Africa's greatest testing grounds for an adventure motorcycle.

To find out whether KTM's flagship adventure machine deserved its reputation, there was only one logical place to go.

Lesotho.

Not because it would make beautiful photographs...

But because Lesotho is a country where every road seems to have been designed by an artist with an obsession for mountain passes, hairpin bends and breathtaking scenery.

More importantly, it's a country capable of exposing every weakness a motorcycle may have.

Now let's put our eyes back on 1390 S Evo.

Adventure motorcycles are funny things. Most spend their lives commuting to work, stopping outside coffee shops, and occasionally venturing onto a gravel road just so their owners can justify the "Adventure" sticker on the fairing.

The KTM 1390 Super Adventure S Evo isn't one of those motorcycles.

It was built for journeys where maps become temptations, where weather forecasts become comedy, and where roads have a habit of disappearing just when you're beginning to trust them.

Over three days, the 1390 S Evo would face three completely different challenges.

Long-distance touring.

High-speed mountain carving.

And one of Africa's most notorious mountain passes.

You know, there are motorcycles that make you work.

Then there are motorcycles that quietly whisper,

"Relax... I've got this."

The journey from Johannesburg to Maseru is just over 400 kilometres.

On many motorcycles, four hours on the saddle is enough to leave your wrists aching, your back stiff and your concentration fading.

On the KTM 1390 Super Adventure S Evo?

It honestly felt like half the distance.

The biggest reason is KTM's revolutionary Automated Manual Transmission (AMT) and near perfect ergonomics of course.

Unlike a conventional gearbox, the AMT removes the clutch lever entirely and allows the motorcycle to shift gears automatically, while still giving the rider the option to take control whenever they choose.

Think of it as having two personalities.

One is an experienced chauffeur who changes gears so smoothly you barely notice.

The other is an eager riding companion who happily hands control back whenever you're in the mood to become more involved.

Throughout the 400km ride, I simply selected Automatic Mode, activated Adaptive Cruise Control, and let the motorcycle do what modern engineering does best.

Using radar mounted at the front of the bike, the cruise control continuously monitored the traffic ahead, automatically adjusting my speed to maintain a safe following distance.

It accelerated.

It slowed down.

It matched traffic effortlessly.

All I had to do was steer, overtake slower vehicles and avoid the occasional South African pothole that often appears out of nowhere like a Baby Mama looking for Papgeld.

And the outcome?

One of the least fatiguing long-distance rides I've ever experienced.

The Touring DNA

The secret isn't just electronics.

It's the entire motorcycle.

The 1350cc V-twin engine produces approximately 173 horsepower and 145 Nm of torque.

Those figures sound outrageous until you realise how KTM has delivered that power.

Instead of forcing you to chase high revs, the enormous torque arrives low in the rev range.

Overtaking trucks becomes laughably easy.

There's no frantic downshifting.

No waiting for the engine to wake up.

You simply roll on the throttle and the 1390 S Evo launches forward with the effortless authority of a high-speed train leaving the station.

Even when fully loaded for touring, it never feels strained.

The WP Semi-Active Suspension constantly adjusts damping in real time, reading the road hundreds of times every second.

Every expansion joint.

Every ripple.

Every pothole.

The suspension responds almost before you've registered the bump yourself.

It's not magic.

It's mathematics moving faster than your nervous system.

There was, however, one feature whose absence I felt every single morning.

Heated grips.

And a heated seat.

We were riding through the thick Lesotho winter, where temperatures regularly hover close to zero degrees Celsius.

Cold hands slowly become slow reactions.

Cold muscles become tired muscles.

While the 1390 S Evo excelled at virtually everything else, heated grips would have transformed a very comfortable ride into an exceptional one. On this specific model, these features come as optional extras.

So if Day One belonged to the engine...

Then...Day Two belonged to the chassis.

I met up with a few local bikers at Maseru Mall, where we decided to headup towards Bushman's Pass, one of Lesotho's spectacular mountain roads.

The Maluti Mountains have a way of exposing motorcycles.

The endless switchbacks punish heavy machines.

Uneven surfaces unsettle poor suspension.

And downhill braking quickly reveals weak brake systems.

The KTM Super Adventure S Evo simply shrugged. And was like.."A reye ntate!! Mas'hambe mofowethu!!

What impressed me most wasn't its speed.

It was its composure.

Despite being a large adventure motorcycle, the Super Adventure S Evo happily kept pace with dedicated superbikes through the tighter sections.

How?

Because suspension matters more than horsepower in corners.

The electronically controlled WP Semi-Active Suspension continuously adapts compression and rebound damping depending on braking, acceleration, lean angle and road conditions.

Imagine having a suspension technician sitting underneath your fuel tank making adjustments hundreds of times every second.

That's effectively what the motorcycle is doing.

The result is extraordinary stability.

Instead of pitching dramatically under braking or squatting under acceleration, the 1390 S Evo remains composed.

That composure translates directly into confidence.

And confidence is what makes riders faster.

Not courage.

KTM equipped the S Evo with powerful Brembo Stylema monobloc calipers and gripping large dual front discs.

They're phenomenal.

Braking into downhill hairpins never felt dramatic.

The stopping power is immense, yet beautifully progressive.

The harder you ask them to work, the more confidence they inspire.

Add Cornering ABS, which constantly calculates lean angle using a six-axis IMU, and suddenly emergency braking while leaned over becomes far less intimidating.

The motorcycle quietly works in the background, ensuring enthusiasm doesn't become disaster.

And then... On day three I experienced snow. Yes, proper Europe-like SNOW!! Lucky me right?

I tell you man.. adventure motorcycles earn their reputation on days like this.

The morning began in Maseru under bitter winter temperatures.

By Butha-Buthe...

Rain.

Climbing towards Oxbow and Afriski...

Snow.

By the time I reached the upper sections of the mountains, I'd experienced almost every season in a single morning.

Fortunately, this is exactly the environment KTM built this motorcycle for.

Modern motorcycles often advertise electronics you'll never experience.

The KTM's systems are different.

You notice them because they quietly prevent problems before they happen.

As grip levels constantly changed between wet tar, slush and snow, several systems worked together simultaneously.

The Motorcycle Traction Control monitored rear wheel slip, preventing sudden loss of grip during acceleration.

The Cornering Traction Control continuously adjusted power delivery depending on lean angle.

Ride Modes softened throttle response, making the engine smoother and more predictable on slippery surfaces. I rode on Rain Mode on most of the trip by the way.

The Semi-Active Suspension continued adapting damping as the road surface deteriorated.

Meanwhile, Cornering ABS ensured maximum braking performance without locking the wheels.

None of these systems removed the need for rider skill.

They simply expanded the safety margin.

Think of them as invisible co-pilots constantly watching for mistakes.

After enduring the rain in Butha-Buthe and the snow in Oxbox.

I then encountered a real challenge.

Descending Sani Pass. You heard me right...right? I said DESCENDING!!

On road tyres.

In what locals described as some of the worst conditions they'd seen.

Loose rocks.

Mud.

Ice.

Broken surfaces.

Dry patches.

Everything an adventure rider hopes for...

Until they're actually there.

Conventional wisdom says road-biased tyres don't belong on Sani Pass.

Normally, I'd agree.

But the Super Adventure S Evo's finely balanced chassis, generous suspension travel and incredibly precise throttle response transformed what could have been a stressful descent into a calculated exercise in control.

Standing on the pegs, allowing the suspension to absorb the relentless punishment beneath me, the motorcycle tracked confidently through the loose sections.

The V-twin's smooth torque delivery meant I never had to fight abrupt bursts of power.

The brakes remained predictable.

Most electronics remained almost invisible. But the suspension adjustments constantly working underneath me where audible here and there.

And perhaps that's the highest compliment I can pay the motorcycle.

The 1390 S Evo never tried to ride the pass for me.

It simply gave me every possible tool to ride it safely.

Because even in that cold weather, I still had to take off my helmet and squeeze the sweat out of my buff. Yey!! I had a serious workout.

Mara...Bona!! I have done several inclines over Sani Pass. But going downhill to face a terrain where even 4X4's found themselves tippy toeing around was no child's play.

It was my first time seeing 4X4's driving as slow as they did on that particular day. A clear indicator that the road condition was in its worst state.

So, would I do it again? ABSOLUTELY!!!

But only if it would be on the 1390 Super Adventure R next time around.

Price: R 429 999





KTM South Africa

07/07/2026

There was a time when Suzuki sportbikes felt like they were engineered by caffeine addicts with access to military funding.

The legendary GSX-R1000 K5 and K6 became icons because they delivered something dangerously addictive: raw speed wrapped in mechanical honesty.

No rider modes.
No traction control.
No electronic safety nets.

Just throttle, violence, and questionable decision-making.

Those motorcycles never asked whether you were comfortable.

They asked one question:

"Are you committed?"

And if you weren't, they had no problem reminding you who was in charge.

But the motorcycle world has changed.

Roads have become busier.

Riders more diverse.

Insurance more expensive.

And perhaps most importantly, today's riders want performance they can actually use every single day.

That is exactly why the Suzuki GSX-8R exists.

It isn't here to replace the legendary GSX-Rs.

It's here to redefine what a modern sports motorcycle should be.

Inspired by Racing... Designed for Reality

One look at the GSX-8R and its intentions are obvious.

Suzuki has wrapped the motorcycle in sleek full fairings that immediately connect it to decades of GSX-R heritage. The sharp bodywork, sculpted side panels and aerodynamic nose give it the appearance of a machine that belongs on a race circuit, yet everything about its design has been carefully refined for everyday use.

Unlike the upright GSX-8S, the 8R adopts clip-on handlebars, creating a more committed riding position without forcing the rider into the wrist-crushing ergonomics of a supersport machine.

It's sporty.

But sensible.

Think of it as wearing a tailored Italian suit instead of a full MotoGP leather race suit.

You still look the part.

You're just far more comfortable doing it.

That balance defines the entire motorcycle.

Why Suzuki Built the GSX-8R

Suzuki recognised a gap in the market.

For years, riders had two choices:

Buy a practical middleweight...

Or buy a race replica that only truly came alive at high speeds.

The GSX-8R bridges that gap beautifully.

It delivers everyday usability without sacrificing the emotional appeal that makes sport motorcycles so addictive.

This isn't a motorcycle designed for lap records.

It's designed for riders who want to enjoy every kilometre between Monday morning and Sunday afternoon.

Powering the GSX-8R is Suzuki's new-generation 776cc parallel-twin engine.

Now, traditional Suzuki fans may initially frown at that sentence.

Where's the screaming inline-four?

Where's the 14000rpm madness?

Gone.

And intentionally so.

Suzuki realised that real-world riding rarely happens at maximum revs.

Instead of chasing peak horsepower, the GSX-8R focuses on delivering usable torque exactly where riders spend most of their time.

The engine produces approximately 83 horsepower and 78 Nm of torque, but numbers alone fail to tell the story.

The secret lies in how the engine delivers its power.

From low RPM, it feels smooth, predictable and eager.

Suzuki's Low RPM Assist System helps prevent stalls during take-offs, making city riding remarkably effortless, especially for newer riders or during stop-start traffic.

Then there's one of Suzuki's cleverest engineering solutions: the patented Cross Balancer system.

Instead of using a conventional balance shaft arrangement, Suzuki employs two balancer shafts positioned at ninety degrees to the crankshaft. The result is significantly reduced vibration while allowing the engine to remain compact and lightweight.

The difference is immediately noticeable.

Even cruising on the highway, the handlebars and footpegs remain remarkably smooth.

It feels refined.

Civilised.

Confident.

If there's one criticism, it's that riders coming from an inline-four may wish the engine had a little more excitement in the upper reaches of the rev range.

The GSX-8R is all about strong mid-range performance rather than explosive top-end theatrics.

But on real roads?

That's often exactly where you need your power.

A Chassis That Builds Confidence

The biggest surprise isn't the engine.

It's the chassis.

Confidence is difficult to measure.

But every rider knows exactly when a motorcycle inspires it.

The GSX-8R feels planted from the very first corner.

The motorcycle doesn't simply turn.

It settles.

Suzuki has equipped the front with 41mm Showa Separate Function Fork – Big Piston (SFF-BP) suspension, offering around 130mm (5.1 inches) of travel.

Unlike conventional forks where both legs perform identical duties, Suzuki separates the workload.

One fork leg handles spring action.

The other controls damping.

The result?

Reduced weight.

Improved feedback.

Greater stability under braking.

At the back, the Showa rear shock features convenient preload adjustment, allowing riders to compensate easily for luggage or a pillion while maintaining excellent ride quality.

Together, the suspension package achieves something many motorcycles struggle to do.

It remains comfortable over rough roads...

Yet composed enough to encourage spirited riding through mountain passes.

It's the kind of setup that quietly whispers,

"Go on... you can carry a little more corner speed."

Braking That Doesn't Need to Shout

Stopping power comes courtesy of Nissin radially mounted four-piston calipers, clamping twin front brake discs.

Performance is reassuringly strong.

Progressive initial bite allows precise control during everyday riding, while harder braking reveals impressive stopping power.

ABS comes as standard.

However, unlike some premium European competitors, the GSX-8R does not employ an Inertial Measurement Unit (IMU).

That means there is no cornering ABS.

For the overwhelming majority of riders, this won't matter.

The conventional ABS system works exceptionally well.

But riders accustomed to the latest electronic rider aids should be aware of the distinction.

Sometimes, simplicity is refreshing.

Suzuki has always preferred useful technology over unnecessary complexity.

The GSX-8R continues that philosophy.

The bright 5-inch colour TFT display is crisp, intuitive and easy to read in all lighting conditions.

No excessive animations.

No confusing menus.

Just the information you need, exactly where you expect it.

Ride modes, traction control and the standard bi-directional quickshifter integrate seamlessly into the riding experience.

The electronics don't dominate the motorcycle.

They simply support it.

Like a good co-pilot, they step in only when needed.

Comparing the GSX-8R to the legendary K5/K6 purely on performance misses the point.

These motorcycles were built for different generations of riders.

Category GSX-R K5/K6 GSX-8R
Philosophy Race-bred Superbike Everyday Bike
Engine Inline-four Parallel twin Character Explosive Progressive
Ergonomics Aggressive Balanced
Electronics Minimal Modern Rider aids
Daily Usability Limited Outstanding

The K5/K6 rewarded bravery.

The GSX-8R rewards confidence.

One was engineered to dominate race circuits.

The other was designed to make ordinary roads extraordinary.

Neither approach is wrong.

They're simply answers to different questions.

Final Verdict

The GSX-8R may not produce headline-grabbing horsepower.

It may not scream to 15,000 rpm.

And it certainly doesn't try to intimidate its rider.

Instead, Suzuki has built something arguably far more valuable.

A motorcycle that encourages you to ride more often.

Longer.

Further.

With greater confidence.

It's sporty enough to excite.

Comfortable enough to commute.

Refined enough to tour.

And forgiving enough to welcome newer riders into the world of sport motorcycling without punishing every mistake.

The legendary K5/K6 became icons because they represented excess.

The GSX-8R may well become legendary because it represents balance.

Like an experienced samurai, it doesn't need to swing wildly to prove its capability.

Its confidence speaks for itself.

Price: R183 720

Suzuki Motorcycles South Africa

05/07/2026

QJ Motor Super9 (SU9) – The Chinese Café Racer That Borrowed an Italian Suit

Yup!! She doesn't speak Italian, she speaks Mandarin.

Every motorcycle has a personality.

Some reveal it after thousands of kilometres.

Others introduce themselves within the first five minutes.

The QJ Motor Super9 falls into the latter category.

After spending time with the Super9, it became clear that this isn't just a pretty face inspired by Italian design. It has genuine strengths that encourage spirited riding, along with a few quirks that deserve attention.

To understand the Super9, we need to go to Italy.

The MV Agusta Superveloce is widely considered one of the most beautiful motorcycles of modern times.

When it debuted, it was described by MV Agusta as a fusion of vintage racing aesthetics and contemporary engineering. The design paid homage to the glorious Grand Prix motorcycles ridden by legends like Giacomo Agostini and Phil Read during the 1960s and 1970s. The motorcycle quickly became an icon and won multiple design awards.

And then the Super9 appeared.

The resemblance was impossible to ignore.

When the Super9 was unveiled in late 2024, many media outlets believed it was another product of the previously announced cooperation between MV Agusta and Qianjiang.

That assumption seemed reasonable given the companies' earlier partnership and the motorcycle's obvious resemblance to the Superveloce. However, in August 2025, MV Agusta issued an official statement clarifying that there was no active collaboration with QJ Motor and that the Super9 had not been jointly developed. The company further stressed that all MV Agusta motorcycles are designed, engineered, developed and handcrafted in Varese, Italy.

The Super9 undeniably borrows heavily from the visual language established by the Superveloce. However, its engineering package is distinct and largely based around QJ Motor's own SRK921RR platform.

Think of it this way:

The MV Agusta Superveloce is an Italian tailor-made suit.

The QJ Motor Super9 is a beautifully cut suit inspired by Milan fashion but produced in a different workshop.

They may resemble one another from across the room, but they are not the same garment.

One of the motorcycle's biggest highlights is its braking performance.

The Brembo setup inspires confidence from the very first squeeze of the lever. Initial bite is progressive rather than abrupt, yet when you ask for serious stopping power, the Super9 responds with authority.

Whether slowing from highway speeds or trail-braking into a corner, the brakes never feel overwhelmed.

Good brakes don't simply stop a motorcycle.

They give you the confidence to ride faster, knowing that when it's time to scrub off speed, the motorcycle is more than capable of answering the call.

And the Super9 certainly does.

Cornering – It Feels Like It's Reading Your Mind

Some motorcycles negotiate corners.

The Super9 attacks them.

What impressed me most wasn't necessarily how quickly it could corner, but how planted it felt once committed to a line.

There was no unsettling wobble.
No vague front-end sensation.
No nervous chassis movements.

Instead, the motorcycle settled into bends with remarkable composure, almost as if it had already decided where it wanted to go before I had.

That inspires confidence.

And confidence is what allows riders to become smoother, faster and ultimately safer.

The motorcycle encourages you to trust it.

A Rare Motorcycle in a Sea of Familiar Faces

Let's be honest.

Motorcycles are emotional purchases.

If all we cared about was practicality, we'd all be riding scooters.

The Super9 has presence.

Every fuel stop becomes a conversation.

Every parking lot becomes an impromptu photo opportunity.

In a world filled with GSs, Ninjas, CBRs and RRs, the Super9 is refreshingly uncommon.

Its rarity is part of its appeal.

People stare.

They ask questions.

Many initially assume it's an MV Agusta before taking a second look.

Whether that's because of admiration, curiosity or sheer disbelief hardly matters.

The result is the same:

The Super9 steals attention from virtually every other motorcycle around it.

For riders who appreciate exclusivity, that's worth far more than another ten horsepower.

But!!! Yes, there is a BUT. No motorcycle is perfect, and the Super9 is no exception.

One issue that immediately stood out was the clearance between the handlebars and the fuel tank during full-lock turns.

As the bars approach the steering stops, they come remarkably close to the tank.

During slow-speed manoeuvres such as U-turns or parking, it's surprisingly easy for your fingers to become trapped or pinched between the handlebar and the tank if you're not paying attention.

It's not something you'll notice while riding quickly.

But in everyday use, it's a small ergonomic oversight that owners will quickly learn to work around.

The quickshifter deserves praise because, for the overwhelming majority of the ride, it performs beautifully.

Gear changes are smooth, crisp and require almost no interruption in acceleration.

It's exactly what you'd expect from a modern sport motorcycle.

However, during my time with the bike, second gear occasionally behaved differently.

There were moments where the shift didn't feel quite as clean or decisive as the rest of the gearbox.

Now, it's important to be fair here.

I cannot confidently say whether this was:

a once-off anomaly,
an issue specific to the particular press or demonstration motorcycle,
a factory adjustment that needed attention,
or something that developed after the motorcycle had accumulated a number of kilometres.

Without testing additional Super9s, it would be irresponsible to label this as a widespread issue.

But it is something I experienced, and therefore something worth mentioning.

Should it prove to be an isolated case, it certainly wouldn't detract from an otherwise impressive riding experience.

It would be easy to dismiss the QJ Motor Super9 as "the motorcycle that looks like an MV Agusta."

That would also be unfair.

Because once you're in the saddle, the styling fades into the background and the motorcycle's own character begins to emerge.

It's composed.
It's confidence-inspiring.
It brakes exceptionally well.
It corners with conviction.
And perhaps most importantly, it makes every ride feel like an occasion.

Yes, the Super9 wears its Italian inspiration proudly—perhaps a little too proudly for some tastes—but beneath the bodywork is a motorcycle that deserves to be judged on its own merits.

QJ Motor has built more than a conversation starter.

They've built a motorcycle that proves Chinese manufacturers are no longer content with merely following the industry.

They're beginning to shape it.

Price: R189 995 at your nearest Kawasaki SA dealership

05/07/2026

29/06/2026

Amigo da Picada is an Angolan 🇦🇴 based bikers club who’ll be celebrating their 20th Birthday Anniversary on 7-9 August in Luanda.

Here’s a bit of footage of their members taken this past weekend at the annual Mozambican Bikers event.

Videocred: Amigos da Picada

26/06/2026

25/06/2026

Ugandan Bikers are currently on a European Tour

We are looking forward to more footage from them

24/06/2026

The KTM Super Adventure S Evo is often seen as the refined, road‑biased sibling in KTM’s adventure lineup. Unlike the Adventure R, which is purpose‑built for gnarly off‑road terrain, the S Evo leans toward long‑distance touring comfort, electronic sophistication, and asphalt performance. Yet, on a recent ride down the legendary Sani Pass—a route notorious for its steep gradients, loose rocks, and unpredictable weather—the S Evo proved it’s far more capable than its spec sheet suggests.

The S Evo’s semi‑active suspension and advanced electronics were designed with highways and sweeping mountain roads in mind.

Its 19‑inch front wheel and less aggressive tires typically mark it as a machine for tarmac and light gravel, not hardcore off‑road climbs.

Despite this, the bike’s torque‑rich 1390cc V‑twin and precise throttle response gave it the control needed to navigate the technical switchbacks of Sani Pass.

Steep rocky descents demanded careful modulation of power and braking—areas where the S Evo’s cornering ABS and traction control shone.

The semi‑active suspension adapted impressively to sudden hits from loose stones and ruts, keeping the ride composed.

While the Adventure R would naturally feel more at home here, the S Evo’s balance of comfort and capability meant the I could tackle the challenge without feeling out of place.

The Adventure S Evo proved itself of being a machine that can step outside its comfort zone and handle demanding terrain when requested to. For riders who want one bike that excels on long asphalt stretches but won’t shy away from iconic off‑road challenges like Sani Pass, the S Evo proves itself a worthy contender.





KTM South Africa