1 year ago

DT FEB 2021 Online

  • Text
  • Bikes
  • Rider
  • Triumph
  • Dakar
  • Husqvarna
  • Yamaha
  • Riders
  • Cape
  • Racing
  • Enduro

But they also paid

But they also paid attention to ergonomics, styling suspension – and of course – electronics. There are six rider modes on the Rally Pro and on our test, we spent most time in Off-road, with dialled down TC and ABS. Hardcore riders can enjoy Off-road Pro, which removes all the safety nets. Turn off the ignition and the bike reverts to base settings. The adventure market loves gadgets, and the Tiger come with an impressive level of equipment. You get multiple modes, heated grips, cruise control, cornering ABS and traction control and big TFT instruments. heated seats, quickshifter, Bluetooth, tyre pressure monitoring, centre stand and fog lights… The bike is comfortable and well laid out with every control falling easily to hand and an electronics control that does not require days to figure out. It has a marvelous TFT display. the windscreen is adjustable with one hand from the saddle and does a nice job of deflecting the worst of the air without buffeting. Sitting or standing up, the bike is really comfy for riders of all sizes. The frame looks similar to the old 800’s, but the rear subframe is now a bolt-on item in ally with separate bolt-on pillion footrest hangers, reducing the risk of an expensive frame swap in the event of a light spill – just replace the subframe or footrest hangers. Our Photog accidentally dropped the bike while shuffling it for a photograph (Happens sometimes) and the crash bars took the brunt with only a few small scuff marks as evidence (Sorry Triumph!) At 20 litres, the tank is marginally bigger than the old one, too and the airbox design allows an air filter change without removing the tank which was a real pain. Most of us agree that the Triumph 900 is the most balanced of the bikes in this feature. It is so comfortable, quick sharp and nimble on the road and – well just as good in the dirt. Spot the Dam under the lawn. Our Riders share their thoughts: Donovan Fourie: Yamaha Tenere 700: When we fetched this motorcycle from Linex Yamaha, we asked Gareth – da man dere – to comment on the lack of traction control, rider modes, quickshifter, TFT dash, Playstation consol and other forms of electronic brilliance we now consider essential in our cushy motorcycling lives. “It’s like an old XT,” he shrugged with a wry smile. ”It’s simple, and it will do the job.” Dammit! I hate it when industry people have witty retorts to us journalists’ cunning interrogation! Such cheek! He’s right. The T7 (the name given to its original concept bike and a name that has stuck because it’s far easier than saying Ten-uh-rey-Sev-en-hun-dred) is lighter than its contemporaries, has better suspension, a sublime (even if comparatively underpowered) motor with a fulfilling growl and a quality that Yamaha has spent decades achieving. If I were tasked with riding into the Great Unknown, equipped with nothing but my wits and a motorcycle, it would be a T7. I’d take a bunch of tubes and 19-inch Allen key with me, mind you… Triumph Tiger 900: The Triumph brand has accomplished some sort of strange affable effect on people – people of different brand orientations will wage a full-on social media war against one another with each vying for their own brand’s credibility while conveying blood-curdling discontent for the opposition’s. That’s until you mention Triumph. “Ja, no, actually, Triumphs are pretty good too,” exclaim all parties before reloading their weapons of retort to unleash hell on that other brand. There is nothing to dislike about Triumph because they produce motorcycles that are thoroughly un-dislikeable. You know the 900 will be good because it’s better than the Tiger 800, and if that were in this test, we would have loved that. BMW F850GS Adventure: The 850 is BMW doing what BMW do best – building capable, intelligent, understated motorcycles that you, the reader – despite our scribes perhaps suggesting otherwise – are most likely going to buy. We can’t really knock it for anything in particular – it doesn’t vibrate, it’s perfectly comfortable, everything works with German efficiency, and it has never killed orphans – at the same time, it isn’t the best at anything. Personally, I like the dapper looks where there have been some clear attempts at styling beyond “make it look like a rally bike”. The 850 GSA will not blow your socks off, but it will get you where you’re going, both in terms of the journey and life in general, where the sock blowers possibly may not. KTM 790 Adventure R: Where the BMW comes across all adult and mature, the KTM really is a ridiculous toy. It is smaller than its peers, it’s lighter and yet wallops with very much the same punch. The KTM will go as fast as anything mid-range, but without the rider feeling as though they have a massive chunk of metal beneath them that might freight-train off uncontrollably without notice. It shoves confidence in the rider’s corner, tempting them to attempt feats that may not have been considered on other machines, making manoeuvres that would otherwise be resigned to dreamland a reality. Or hopefully a reality. It’s a motorcycle for grown-up children. If you’re the sort of person that laughs at jokes and then immediately thinks: “I’m going to hell for this,” may we interest you in a KTM? SWM Superdual 650: In a test of the elite, what the hell is this thing doing here? How very dare it! One cylinder? Nearly half the horsepower? A dash that looks like an old Casio? Absolutely no creature comforts? The absolute nerve of these people. Except that it costs R97,000. Fine, but you pay less you get less, right? Except that the SWM is rather good. It will not win any drag races, no beauty contests and no science fairs, but it has a spark that leaves the rider giggling. A well-executed thumper is has a magic all on its own, especially when twinned with a chassis that’s the lightest of the group and yet features everything the off-road junkie could want. Did we mention that it’s currently only R97,000?