The Great Grandfather of the MR2 W30.Automotive history really fascinates me, but also I’m easily flustered. So when the Toyota MR2 W10 and W20 appeared to have a strong evolutionary connection I was understandably thrown by the introduction of the W30.Those wedged Ferrari T-top with pop-up headlights inspired models (W10 and W20) had a look and feel Toyota could easily have evolved into a third incarnation. Those cars did after all have a cult following and the general rule in automotive development has always been “give them what they like and want”. Strange then that the W30 had practically little or nothing in common with the two generations before it.
MR2 W10
MR2 W20
MR2 W30
Yes all three used transversely mid mounted engines and rear wheel drive, but the W30 looked whimsical when compared to the predecessors. So it was a huge design direction change for no obvious reason and when big volume manufactures like Toyota do things like this you need to ask questions.I found the answer in the 1967 Toyota Sports 800, the true origin story of the MR2 range. Toyota might build and sell cars to most of the world, but even today Toyota has a few Japan Only models. Think Altezza, Think Century, think Crown. Turns out they also built a tiny little sports car, simply called the Sports 800 long before the MR2 and this is obviousty the model which inspired the MR2 W30. the inboard headlights, squared off tail lights and the dainty design proportions confirm this. And this is why the W30 looked nothing like the W10 and W20. It was a design successor to the original Sports 800. Glad we could clear that up like adults.This Article by Robert Daniels first appeared in Ultimate Drive Ed.56. Photos: Wikipedia
Toe Robert Daniels se artikel oor die Toyota Sports 800 in ons inboks beland, was die nuuskierigheid oor die motor onmiddelik geprikkel. Met bietjie navorsing het ons nog veel meer ontdek as wat ons verwag het – wat ‘n lekker storie!
As dit by Toyota en sportmotors kom, staan een naam soos ‘n paal bo water. Supra. Maar lank voor die Supra selfs nog ‘n idee was, het die Toyota Sports 800 Toyota se naam in die motorsport wêreld op die kaart gesit. Hierdie was die Toyota wat die eerste Suzuka 500km ren in 1966 gewen het.
Alhoewel die Sport 800 minder krag as sy teenstaanders gehad het (slegs 70hp), was die kombinasie van aërodinamiese ontwerp, brandstof doeltreffendheid en ligte gewig ‘n wen formule. Teenstaanders soos die Skyline GT, Lotus Elan, Datsun Fairlady, en Honda S600 moes almal tydens die ren die kuipe besoek om brandstof aan te vul terwyl die klein Toyota Sport 800 die hele ren kon voltooi. Aan die einde van die resies was daar nog 30% brandstof oor.
Die klein David het verskeie Goliate verslaan!
Een van hierdie Sport 800 motors is onlangs in ‘n waenhuis ontdek. Die motor was is ‘n baie slegte toestand en verlate. Nadere ondersoek het egter gewys dat hierdie nie ‘n “Yotahachi”, of siviele weergawe van die Sport 800 was nie. Hierdie was motor Nr.7. Die spesifieke motor wat die Suzuka 500km ren gewen het!
Na dié ontdekking het Gazoo Racing onderneem om die spesiale motor te restoureer. Die motor was in ‘n baie slegte toestand en amper die helfte van die bakwerk moes herbou word. In die proses is dinge soos die hegpunte vir die vering versterk en die binneruim veral het spesiale aandag gedurende die restourasie proses geniet. Laastens is die motor uitgedos in Gazoo Racing kleure.
Die eind produk is die eerste renmotor van ouds, terug in die motorsport span van die hede. Lank lewe die Toyota Sport 800 – die Adam van Toyota Motorsport!
Artikel deur Johann van Tonder het verskyn in Ultimate Drive Ed.56. Fotos: Motorauthority.com
Avontuur motorfietse is al by die twee dekades die in ding as dit by motorfietse kom. Die bekoring van die grondpad, poorte, passe, avontuur wat wag! Mens kry dan ook twee soorte “avonturiers”. Jy kry die ploert wat op die bank sit en vertel hoe, as hy eendag die R300 000 motorfiets met padbystand, beste toerusting en klere het, hy fantastiese avonture gaan beleef. Hierdie avonture sal dan ook meer mal as anders net rusbank-drome bly. Dan kry jy die regte avonturiers, die manne wat nie wag tot hulle eendag als (en net van die beste) het voor hy moontlik sy avontuur aanpak nie, nee. Die ouens pak die avontuur aan, nou, met wat hy het.
Christo Serfontein het so avonturiers-hart. En dis nie asof hy nie van beter weet nie. Christo is die voormalige eienaar van ‘n 800GS, asook ‘n 1200GS. Maar toe die pad weer begin roep en al wat in sy Mosselbaai se motorhuis staan is ‘n SYM CROX 125 met die bynaam “Tuffy”, was die toer aan.
Die SYM CROX herhinder nogal aan die Yamaha BWS. Dis so amper ‘n “crossover” skoeter met lekker vet bandjies, Hy is lig, maklik om te ry en boonop lekker ekonomies, so die begroting is nie so groot struikelblok tot avontuur soos met die groot fietse nie. Christo het die fiets gepak en gery. Karoo toe. Klein Karoo, Groot Karoo, Loxton verby. Draai gegooi deur die Moordenaars Karoo, nuwe vriende gemaak in Merweville en terug gekeer oor die asemrowende Swartberg pas. 4 dae en 1140km later, toe stop Christo weer by die huis, tevrede.
Volgens Christo het die SYM CROX die pad besonder goed gehanteer. Jy pas net jou ry-styl en spoed aan by die fiets en die toestande. En omdat jy rustiger ry, is jy nie haastig nie, rus beter en sien meer. Ook, omdat die fiets so lig is (112kg) en die op- en afklim so maklik, stop jy makliker om die omgewing te verken of om ‘n foto te neem. Dis nie ‘n geklouter en gesukkel met ‘n swaar fiets nie.
Die SYM draf gemiddeld so 80km/h op ‘n goeie grondpad en anderkant 100km/h op teer, maar dit was nie die punt nie. Hierdie was ‘n reis. Die enigste nadele wat Christo ondervind het was die klein brandstof tenk van 5L, maar dan het die SYM met 140kg (bagasie en ryer) op sy rug steeds 25km/L gekry. Dus het die 5L wat Christo ekstra saam gery het gesorg vir ‘n totale reikafstand van by die 250km. Die ander probleem was dat Christo elke keer die bagasie moes aflaai om by die tenk onder die sitplek uit te kom, maar dan, hoeveel bagasie kan daar nou op ‘n soeter wees?
Omstanders se reaksie tot ‘n reisiger op ‘n skoeter is een van verbasing, maar altyd vriendelik, vol vrae en die ontvangs sonder uitsondering positief. Christo se ervaring op die skoeter was een van vryheid en die belangstelling in sy avontuur het alle reise op “gewone” motorfietse totaal oortref.
Met ‘n skoeter wat R17 995 “uit die boks” kos en slegs 25km/L verbruik, het niemand meer verskoning dat ‘n avontuur ‘n motorfiets van R300 000 verg nie. Hierdie “Tuffy” gaan dit nog oor en oor bewys.
Gee my spoed, Sakkie!
Die veelsydige SYM CROX 125 is nie net ‘n ideale pendel fiets of klein avontuur fiets met ‘n groot hart nie, nee. Thundercycles in George het ook ander groot planne vir die CROX. Charl Joubert het ‘n SYM Crox van die vloer gehaal en na die werkswinkel geneem. In ‘n projek wat herhinder aan die ou skooldae toe ons nog ons 50cc motorfietse “warm” gemaak het, kry hierdie skoeter ‘n ander uitlaat en daar word gepeuter met die lugfilter en vergasser, want sien, hierdie SYM CROX word voorberei vir skoeter resies! Hier is ‘n nuwe ding wat kop uit steek in George. In ‘n volgende uitgawe vertel ons meer!
SYM? Wie?
SYM staan vir Sanyang Motor Co., Ltd. Die maatskappy is reeds in 1954 in Taiwan gestig en vervaardig motorfietse, skoeters en vierwielers onder die SYM naam, terwyl hy motors bou vir Hyundai en ander voertuie vir Bombardier, Mahindra en International Trucks. SYM het al meer as 16 miljoen motorfietse en 800 000 motors gebou. SYM se uitset tans is 600 000 motorfietse en 20 000 motors per jaar, met ‘n omset van meer as ‘n Miljard Dollar.
Artikel: Johann van Tonder; Fotos: Christo Serfontein
Depending on how you look at it, Toyota’s decision to partner with BMW on the all-new GR Supra can either be met with a celebratory fist bump, or a look of disdain. Disdain in the sense that the Supra should have been a pure-bred Toyota. It’s a no brainer: Gazoo Racing (GR), Toyota’s racing division, has all the technical knowhow and expertise to design and built their own sports cars. In 1981, when the Supra first arrived, it was an all-Toyota product. All four generations preceding this 2019 model were proudly made in Japan, because ‘Rōkaru wa rekukādesu!’ (Japanese for Local is Lekker). Every part, every panel, every intricate detail of the drivetrain. The drivetrain…This is what’s gotten so many fan boys – and girls! – hot under the collar, because Toyota went in search of a partner – in Europe of all places – to power its fifth-generation Supra. And here’s where BMW comes in. This German automaker is known for producing some of the world’s finest, and most revered engines. Powerful, durable, and capable to handle the onslaughts petrol heads dish out. Let alone the media! What BMW also has is a chassis underneath the Z4 that suffices to the size and requirements of the Supra. And so began negotiations to have the Supra share multiple parts with BMW’s Z4. Engine, gearbox, chassis… even the interior reminds strongly of the Z4.What many of us tend to forget, maybe conveniently, is that Toyota does not have a strong, brawny in-line six-cylinder engine in its garage. Oh, the 2J? Well, it’s an old engine and will not pass modern day emission requirement tests. Who else to turn to than BMW who’s been building six-cylinder engines for as long as we can remember. There was no two-ways about it, because the Supra needs to be powered by such an engine. Nowhere in the car’s history has any other engine been used. If not for BMW and the company agreeing to share parts, then the Supra might not have happened.See, producing just another engine would not be that difficult for a company like Toyota. But when you factor in emission requirements, research and development costs to have the engine comply with today’s stringent tests, then you’re better off buying from someone and making a deal on how the two companies can work together on future projects. Cost- or part-sharing, if you will. Part-sharing is not uncommon, either. Toyota and Subaru partnered a few years ago to produce the GT86 and BRZ, respectively. Ford and Mazda did it for years on their cars and bakkies. Opel and Peugeot will be doing it soon with the next-generations Corsa and 208. BMW and Jaguar Land Rover recently joined forces to work on electric vehicles for the future.The GR Supra and Z4 sharing parts is not the end of the world and is there no reason for anyone to shout ‘Blasphemy!’ at the top of their lungs. The Toyota GR Supra is a sports car in own right, so it’s okay to give that celebratory fist bump.We will review the Toyota GR Supra alongside the BMW Z4 in a later issue.This article by Charlen Raymond first appeared in Ultimate Drive Ed.56
Blue bags are for all types of non-soiled recyclable materials, including plastic, paper, card board, glass etc. (See a detailed list below of items that can be recycled).Green bags are for green waste, including organic kitchen waste such as fruit and vegetable peels, as well as garden waste, including grass cuttings, leaves etc. No soil is allowed in green bags.Black bags are for ‘wet’ waste, things that cannot be recycled.GENERALAll refuse bags must be put out by 7am on removal day.
Please don’t put bags out the day or night before removal.
Households can put out seven bags per week, in any combination of green, blue and black.
Additional tied bundles of branches are allowed if they are shorter than a meter in length and can be picked up by one person.
Please wrap broken glass in newspaper before placing in bags to prevent injuries to workers.
A pack of 26 black bags are distributed to households quarterly.ENQUIRIESGreen and blue bags: Interwaste
Physical address: 10 Extension Road, Pacaltsdorp Industrial Area. Phone: 044 878 0688Black bags: George Municipality Environmental Services
Physical address: 82 Meade Street, George. Phone 044 802 2900WHAT CAN BE RECYCLED?Paper that can be recycled: office paper, newspaper and magazines, cardboard (boxes flattened), brown paper bags, take away containers (food removed and rinsed), milk and juice cartons (rinsed and flattened) and books (hard covers removed).Paper that cannot be recycled: napkins, tissue paper, paper towels, wax paper, laminated or waxy paper, punch confetti, carbon paper and stickers.Metal that can be recycled: cooldrink and beer cans, food tins (rinsed clean), metal lids of glass, jars, aluminium cans, rusty cans can be recycled and recycled batteries (taken to correct depot).Metal that cannot be recycled: batteries, motor oil cans, paint and aerosol cans, and tinfoil.Glass that can be recycled: all colours of glass bottles and jars, beer and wine bottles (rinsed).Glass that cannot be recycled: mirrors and windows, ceramic, crystal, drinking glasses and light bulbs.Plastic that can be recycled: all plastics numbers 1-7 (rinsed), grocery and retail plastic bags (clean) and milk sachets.Plastic that cannot be recycled: cling wrap, and polystyrene (is recyclable but no facility on Garden Route for now).
The George Municipality will soon be extending its recycling programme into areas that had in the past not been part of the blue and green bag system. These include rural areas, high density neighbourhoods and informal settlements that could potentially more than double the city’s current yield of about 600 000kg of recyclable waste per month.George Municipality Municipal Manager Trevor Botha said the city was committed to waste reduction, not only because the region was running out of landfill space but also because it was the environmentally right thing to do. “Waste management is increasingly expensive, which ultimately impacts on our citizens. Local landfill sites are closing and transport to regional landfill and waste disposal facilities outside Mossel Bay is adding to the bill. If we can reduce the amount of waste transported out of the city, everyone benefits in the long-term – financially and environmentally,” said Mr Botha.In this regard the municipality has introduced several different waste reduction efforts, including extensive environmental education and awareness, the establishment of transfer stations where waste is sorted, composting areas for garden waste, and the introduction of a blue and green bag refuse collection system to households and businesses. “We are continuously investigating new ways to reduce waste and to move towards long-term sustainability,” said Mr Botha.The George Municipality has been using a two-bags refuse collection system (black bags for general waste and blue bags for recyclables) since 2008. A green bag for garden waste was added in February 2019. The programme already distributes to and collects bags from nearly 17 000 households in more than 40 neighbourhoods in the municipal area including most suburbs of George as well as the outer areas of Wilderness, Kleinkrantz, Hoekwil, Victoria Bay, Herolds Bay and Delville Park.The next phase is expected to roll out in October and is being preceded by an extensive awareness campaign in schools and neighbourhoods where the programme is new. Phase two includes more than 21 000 households in Ballotsview, Borcherds, Conville, Lawaaikamp, New Dawn Park, Pacaltsdorp, Parkdene, Protea Park, Rosemore, Sea View and Thembalethu as well as Uniondale and Haarlem rural areas.The contract kicks off with the delivery of two green bags and two blue bags to households on their normal refuse removal days the first week in October 2019. Collection of green and blue bags has already commenced informally in the areas but will formally start on 1 October 2019. Municipal trucks will collect the black bags, while blue and green bags will be collected by service provider, Interwaste, in different trucks on the same day – before or after the black bag collection, and can be hours apart.Every week on the same day as collection, Interwaste will replace each collected full bag, blue or green, with another of the same colour at the same time as they collect the full bag. In addition, Interwaste will drop off two green bags and two blue bags to non-participating households every quarter to encourage them to participate in waste reduction efforts.Households or businesses that are actively recycling and require additional green or blue bags, can collect from the Interwaste premises at 10 Extension Road, Pacaltsdorp Industrial Area.
George Municipality has repeatedly warned the public, and in particular cyclists and walkers, that the Garden Route Dam area is currently a construction site and no access by members of the public is permitted. The specific dangers have also been repeatedly highlighted.Cyclists however continue to enter the cordoned off area, ignoring signage and temporary barriers, ignore the contractor’s warning when they are apprehended and go as far as being insulting towards the contractor. A cyclist recently incurred an injury while cycling in the no-go area having ignored the relevant signage and barricading. The injuries sustained by the cyclist required evacuation by medical services after the severely injured cyclist was discovered by other cyclists who were also trespassing.The injured cyclist was lying on the route travelled by numerous 36 ton (without a load) articulated dump trucks travelling between the borrow pit and the dam wall. This is a no-go area with narrow access roads, frequent bends and drivers do not expect to encounter members of the public. An injured person would in all probability not have been noticed in time for a driver to come to a stop resulting in an almost certain fatality. The medical evacuation process brought all construction activities on the entire site to a halt and the access road through the site had to be levelled before the emergency vehicle was able to reach the cyclist. The process required a separate investigation by the Health and Safety agents, incident reporting, and the time delay resulted in the contractor having to bear the burden of the costs to cease all activities, specifically significant during the critical pouring of concrete, shut down all plant and then restart and resume works after the area was entirely cleared and declared safe. The situation results in a minority group exposing the entire community to project delays and cost claims by the contractor.Certain members of the public are simply ignoring the signage, cordons and the contractor’s warnings, posing a risk to themselves and the contractor. Initially, only a few transgressions were noted, but the problem has been steadily escalating with cyclists comprising the majority of the culprits.George Municipality urgently appeals to the community of George to adhere to the signage and warnings and to acknowledge and comply with the request not to enter the area at any time.The spillway wall footing is progressing well with an additional section having been completed. High pressure grouting will commence shortly and is one of the most critical aspects of the project. This process cannot be disrupted without substantial risk to the project and the final product.George Municipality has also commenced with a series of controlled burns to clear alien vegetation in the areas that pose a fire risk. Heavy construction vehicles are currently still operating on both the MTO Forestry/Nelson Mandela University and George sides of the dam wall. The required signage is in place to warn the public that the area is a construction site and only authorised persons are permitted to access this area wearing the correct safety clothing. George Municipality sincerely thanks the majority of its residents for adhering to the restrictions as this allows construction to continue without undue interruption and additional safety, financial and program risks. All enquiries must please be referred to the Municipality for comment and feedback to Gvanniekerk@george.gov.zaRegardsChantel Edwards-KloseCommunications: ManagerOffice of the Municipal ManagerOffice:044 801 9160Cell:082 350 2420Email:cedwardsklose@george.gov.za
PRESS RELEASE: GO GEORGE SCHEDULES ON NATIONAL HERITAGE DAYWith National Heritage Day coming up on Tuesday 24 September 2019, GO GEORGE passengers need to take note that the Saturday bus schedules will be followed on this public holiday.In case of uncertainty about the Saturday schedules, please phone the GO GEORGE Call Centre on 0800 044 044, or visit the web page (www.gogeorge.org.za) where all routes, maps and schedules can be viewed and downloaded.PERSVRYSTELLING: GO GEORGE-SKEDULES OP NASIONALE ERFENISDAGMet Nasionale Erfenisdag wat op Dinsdag 24 September 2019 gevier word, is dit belangrik vir GO GEORGE-passasiers om kennis te neem dat die Saterdagskedule gevolg sal word op hierdie openbare vakansiedag.Passasiers wat onseker is oor die Saterdagskedule kan gerus die GO GEORGE-inbelkantoor by 0800 044 044 skakel of die webblad (www.gogeorge.or.za) besoek waar alle roetes, kaarte en skedules besigtig of afgelaai kan word.RegardsChantel Edwards-Klose
Communications: Manager
Office of the Municipal Manager
Office:044 801 9160
Cell:082 350 2420
Email:cedwardsklose@george.gov.za
“It is, perhaps, not just the journey that counts, but also the road that is travelled. And it’s not necessarily the high road or the low road that matters, but rather the story behind the road that’s important.”Article and Photos: Johann van TonderFrom early days a need for a link between the coast and the interior existed. With the arrival of white settlers at the Cape, the need for a route between the Cape and the interior enjoyed a high priority. But it was a time before great road builders like Bain came along and traveling over the mountains of the Southern Cape was all but impossible. It took a special kind of person, a pioneer, explorer and adventurer all in one, to look for and navigate new routes over these treacherous mountains.Today when we travel on the routes these remarkable individuals opened up, we do so in luxury with little effort and in a fraction of time. They did it with great danger to themselves. We do it as a pastime or a holiday. But lets never forget the remarkable achievements of those that has gone before. We honour them by keeping the history alive.The Ox wagon Route in the Southern Cape is a modern day route, connecting various historic passes and routes that the ox wagons of old had to conquer. The route travels over various mountain ranges and 4×4 tracks following in the footsteps of the first Pioneer Trekkers. The area is blessed with amazing natural beauty and that in itself makes it worth traveling, but if you do not travel informed you miss out on so much as it’s rich history truly makes this a route to remember.This is the first instalment of several articles that will cover this route, starting at Gysmanshoek Pass. Gysmanshoek Pass, or Plattekloof Pass as it was also known, was opened up in 1740 by the Trekboers. It was well used and even mentioned by famous explorers William Burchell and the botanist Carl Thunberg in their travel diaries.The historic pass lies near Heidelberg between way-points S33 58.220 E21 03.085 in the south and S33 53.468 E21 03.604 in the North, where it crosses the Langeberg mountains into the Klein Karoo. It is an easy start to the Ox Wagon Trail as Southern Cape passes go, but interesting nonetheless. It runs through three farms, Plattekloof in the South, then Kanetberg and Kortfontein on the Karoo side. The scenery and flora changes dramatically as to cross to the Northern slopes turning into typical fynbos and eventually Karoo vegetation. The track is generally in good condition and once in the mountains you are alone with little or no signs of civilization around.Gysmanshoek Pass runs through a gentle valley, a very easy road to build in those times. And yet, about 120 years after this route to the Klein Karoo opened they chose to build the Tradouw pass, a massive undertaking over very challenging terrain, instead of upgrading Gysmanshoek Pass. It almost makes no sense until you consider what it was like in the days of animal drawn vehicles.When the inhabitants of Swellendam wished to get to the Little Karoo on the other side of the Langeberg they had to travel either via Cogmans Kloof 50 kilometres to the west, or via Gysmanshoek, 30 kilometres to the east. Huge distances in those days worth days of traveling time. This of course also applied to Little Karoo farmers who wished to transport their produce to Port Beaufort on the Breede River, which Joseph Barry had opened to shipping in 1841.After the construction of the Tradouw and Garcia’s passes in 1873 & 1877 respectively, Gysmanshoek Pass fell in disuse. It came in handy for a Boer Commando during the Anglo-Boer War though, when they used Gysmanshoek Pass to flee back to the Karoo after attacking the headquarters of the West Yorkshire Regiment at the Masonic Hotel in Heidelberg on the 14th of September 1901.Today the road is seldom used, mostly by local farmers. William Patterson wrote about crossing the Langeberg in 1777. He commented in his journal: “Upon reaching the summit of the mountain, we were presented to the south with a view to the sea, and on the North… the Channa Land and Karoo.”It is not the most challenging pass you’ll encounter, but the remoteness and solitude will more than make up for that. You are unlikely to encounter other traffic on this pass. From here we continue East on well maintained gravel roads along the Langeberg mountains to the Gouritz river and beyond to the next portion of the Ox Wagon Trail: Attaquaskloof – The Valley of Violence. But that will have to wait for our next instalment!Oorspronklik artikel was in Ultimate Lifestyle Ed.5
Article and photos: Johann van TonderIn our previous issue we started the Ox-Wagon N1 story in Heidelberg and crossed the mountain into the Klein Karoo via the Gysmanshoek Pass. In this issue we continue our historic journey. We travel East on the gravel R327 which takes us over Gouritz River and on to Cloetes Pass (and eventually Herbertsdale). But before we reach Cloetes Pass we to turn East towards Attaquaskloof.The turnoff into the kloof is indicated by a little Ox Wagon sign, but it’s easy to miss. The coordinates of the turnoff is S33 54.373 E21 42.696. Moving into the kloof you move up and over hills constantly, which makes for excellent views. No fences, no other traffic. Just a trail in Africa. This is the type of thing I love.This valley was first inhabited by the bushmen or Khoi San, who were present until the 1700’s as there are paintings of persons riding horses with rifles and hats on their heads. A fierce Khoi-Khoi tribe called the Attaqua also inhabited the valley (arriving after the San), hence the name Attaquaskloof.The Attaqua were a particularly aggressive tribe who not only drove the San out of the valley, but also clashed regularly with the other Khoi-Khoi tribes, such as the Gourikwa, Hessekwa and Inca.In 1668 an official of the VOC (Dutch East India Company), Hieronymus Cruze, led a trading company in the area. They investigated the possibility of a harbour in Mossel Bay. Cruze had contact with the Attaqua Koi “who lived in a mountain valley” (Attaquas Kloof), but it was not till 1689 (37 years after the arrival of Jan van Riebeeck) that the first white man stuck his nose over the Attakwas Pass into the Klein Karoo.The first European to set foot in this valley was Ensign Isaac Schrijwer in February 1689. He led an expedition of 21 men and two ox wagons, sent by Simon van der Stel, to barter for cattle and sheep with the Inca Khoi-Khoi near Aberdeen. Isaac Schrijwer traveled along the coast to Mossel bay. He remembered Cruze’s report about the Attaqua Koi, but found that they had moved North into the Channa Land search of better grazing. He followed them out of the Kloof over the mountains following an elephant track. The area was densely overgrown and the elephant track had to be widened to take the wagons. This involved quite a bit of manual labour and the crossing took them seven days, four of which on this small section. On their return with numerous cattle and sheep, they were attacked by the Attaqua Khoi-Khoi, who took all the cattle and sheep. The following morning Schrijwer followed the spoor and cornered the Khoi-Khoi in Grootkloof. A fierce battle followed. That was not the last blood that flowed in this kloof.Isaac Schrijwer’s route over Attaquas mountain pass opened up the inland and soon this valley was ‘n busy trade route that flourished for 180 years. A town called Woeska was established and did brisk trade in this valley. Some of the old buildings can still be seen, though sadly it is not being looked after and in a worse state every time we pass. Amazing to think that people lived and made a living there for more than a century and today there is nothing left.Once through the kloof you find yourself on Bonniedale Adventure Farm which boasts several 4×4 routes and is ‘n popular breakaway destination. The first European to settle on Bonniedale Farm was a Scotsman in 1860. He had a toll concession to maintain the pass from Bonniedale to the summit of the Attaquas mountains. He also supplied mules, oxen and other produce to passing travellers.It is from here that we tackle the pass, the same elephant route Schrijwer took all those years ago. This route runs through the Attakwas Nature Reserve and access is restricted.The route passes an old toll house, as well as the Attaquas hut. It’s also the spot of a commemorative plaque for Attaquas Kloof Pass. The hut is used by hikers walking along the Attaquas Hiking Trail. Sleep here at your own peril, for this is close to the spot where the notorious Bloubaard Swanepoel is burried. He has an unmarked grave near a tree that was fenced off. Bloubaard’s claim to fame was the fact that he was the last person to be publicly hanged in South Africa (on the town square in George).He was convicted on numerous counts of murder of persons who had bought cattle from him. After the sale he would ride over the Attaquas Mountains and ambush them on their way out with cattle, kill them and take the cattle back. He did this on four occasions but on the fifth occasion he did not see one of his potential victims who had gone to the bush to relieve himself. A lot of blood flowed in Attaquas kloof. It’s hard to marry that ugly truth to the natural splendour found here.As was the case with Gysmanshoek Pass, the Boer’s during the Anglo-Boer War knew about all these little abandoned passes in the area, so they had to be guarded. Near the summit of Attaquas Pass you find the remains of an old English Fort. And on the Oudtshoorn side of the mountain you find the remains of yet another settlement. This spot had an hotel and general dealer and would have been a perfect stop for travellers before crossing the mountain en route to Mossel bay.Sadly not much is known today about this settlement. It is situated on the farm Saffraanrivier and the old hotel was apparently called “Die Bonthuis”. Rumour has it that there was a murder here and one of the owners hung himself from a tree in front of the hotel, but there are no documented proof of this (that I know of). Sue van Waarts mentions this in one of her books.Attaquas Pass crosses the mountains a mere six kilometres West of present-day Robinson Pass and this route exits on Robinson pass at S33 49.079 E22 02.314 The whole route (as well as the other 4×4 trails) are mapped on the Tracks 4 Africa maps.For more information on this route contact Nico and Danette Hesterman of Bonniedale
Holiday Farm on 044-695 3175; e-mail: bonniedale@mweb.co.za or look at their website: www.bonniedale.comOorspronklike artikel was in Ultimate Lifestyle Ed.6
This Article by Robert Daniels first appeared in Ultimate Drive Ed.56. Photos: Wikipedia
This Article by Robert Daniels first appeared in Ultimate Drive Ed.56. Photos: Wikipedia
Christo Serfontein het so avonturiers-hart. En dis nie asof hy nie van beter weet nie. Christo is die voormalige eienaar van ‘n 800GS, asook ‘n 1200GS. Maar toe die pad weer begin roep en al wat in sy Mosselbaai se motorhuis staan is ‘n SYM CROX 125 met die bynaam “Tuffy”, was die toer aan.
Die SYM CROX herhinder nogal aan die Yamaha BWS. Dis so amper ‘n “crossover” skoeter met lekker vet bandjies, Hy is lig, maklik om te ry en boonop lekker ekonomies, so die begroting is nie so groot struikelblok tot avontuur soos met die groot fietse nie. Christo het die fiets gepak en gery. Karoo toe. Klein Karoo, Groot Karoo, Loxton verby. Draai gegooi deur die Moordenaars Karoo, nuwe vriende gemaak in Merweville en terug gekeer oor die asemrowende Swartberg pas. 4 dae en 1140km later, toe stop Christo weer by die huis, tevrede.
Volgens Christo het die SYM CROX die pad besonder goed gehanteer. Jy pas net jou ry-styl en spoed aan by die fiets en die toestande. En omdat jy rustiger ry, is jy nie haastig nie, rus beter en sien meer. Ook, omdat die fiets so lig is (112kg) en die op- en afklim so maklik, stop jy makliker om die omgewing te verken of om ‘n foto te neem. Dis nie ‘n geklouter en gesukkel met ‘n swaar fiets nie.
Die SYM draf gemiddeld so 80km/h op ‘n goeie grondpad en anderkant 100km/h op teer, maar dit was nie die punt nie. Hierdie was ‘n reis. Die enigste nadele wat Christo ondervind het was die klein brandstof tenk van 5L, maar dan het die SYM met 140kg (bagasie en ryer) op sy rug steeds 25km/L gekry. Dus het die 5L wat Christo ekstra saam gery het gesorg vir ‘n totale reikafstand van by die 250km. Die ander probleem was dat Christo elke keer die bagasie moes aflaai om by die tenk onder die sitplek uit te kom, maar dan, hoeveel bagasie kan daar nou op ‘n soeter wees?
What many of us tend to forget, maybe conveniently, is that Toyota does not have a strong, brawny in-line six-cylinder engine in its garage. Oh, the 2J? Well, it’s an old engine and will not pass modern day emission requirement tests. Who else to turn to than BMW who’s been building six-cylinder engines for as long as we can remember. There was no two-ways about it, because the Supra needs to be powered by such an engine. Nowhere in the car’s history has any other engine been used. If not for BMW and the company agreeing to share parts, then the Supra might not have happened.See, producing just another engine would not be that difficult for a company like Toyota. But when you factor in emission requirements, research and development costs to have the engine comply with today’s stringent tests, then you’re better off buying from someone and making a deal on how the two companies can work together on future projects. Cost- or part-sharing, if you will. Part-sharing is not uncommon, either. Toyota and Subaru partnered a few years ago to produce the GT86 and BRZ, respectively. Ford and Mazda did it for years on their cars and bakkies. Opel and Peugeot will be doing it soon with the next-generations Corsa and 208. BMW and Jaguar Land Rover recently joined forces to work on electric vehicles for the future.
What many of us tend to forget, maybe conveniently, is that Toyota does not have a strong, brawny in-line six-cylinder engine in its garage. Oh, the 2J? Well, it’s an old engine and will not pass modern day emission requirement tests. Who else to turn to than BMW who’s been building six-cylinder engines for as long as we can remember. There was no two-ways about it, because the Supra needs to be powered by such an engine. Nowhere in the car’s history has any other engine been used. If not for BMW and the company agreeing to share parts, then the Supra might not have happened.See, producing just another engine would not be that difficult for a company like Toyota. But when you factor in emission requirements, research and development costs to have the engine comply with today’s stringent tests, then you’re better off buying from someone and making a deal on how the two companies can work together on future projects. Cost- or part-sharing, if you will. Part-sharing is not uncommon, either. Toyota and Subaru partnered a few years ago to produce the GT86 and BRZ, respectively. Ford and Mazda did it for years on their cars and bakkies. Opel and Peugeot will be doing it soon with the next-generations Corsa and 208. BMW and Jaguar Land Rover recently joined forces to work on electric vehicles for the future.
The GR Supra and Z4 sharing parts is not the end of the world and is there no reason for anyone to shout ‘Blasphemy!’ at the top of their lungs. The Toyota GR Supra is a sports car in own right, so it’s okay to give that celebratory fist bump.We will review the Toyota GR Supra alongside the BMW Z4 in a later issue.
The historic pass lies near Heidelberg between way-points S33 58.220 E21 03.085 in the south and S33 53.468 E21 03.604 in the North, where it crosses the Langeberg mountains into the Klein Karoo. It is an easy start to the Ox Wagon Trail as Southern Cape passes go, but interesting nonetheless. It runs through three farms, Plattekloof in the South, then Kanetberg and Kortfontein on the Karoo side. The scenery and flora changes dramatically as to cross to the Northern slopes turning into typical fynbos and eventually Karoo vegetation. The track is generally in good condition and once in the mountains you are alone with little or no signs of civilization around.Gysmanshoek Pass runs through a gentle valley, a very easy road to build in those times. And yet, about 120 years after this route to the Klein Karoo opened they chose to build the Tradouw pass, a massive undertaking over very challenging terrain, instead of upgrading Gysmanshoek Pass. It almost makes no sense until you consider what it was like in the days of animal drawn vehicles.When the inhabitants of Swellendam wished to get to the Little Karoo on the other side of the Langeberg they had to travel either via Cogmans Kloof 50 kilometres to the west, or via Gysmanshoek, 30 kilometres to the east. Huge distances in those days worth days of traveling time. This of course also applied to Little Karoo farmers who wished to transport their produce to Port Beaufort on the Breede River, which Joseph Barry had opened to shipping in 1841.
After the construction of the Tradouw and Garcia’s passes in 1873 & 1877 respectively, Gysmanshoek Pass fell in disuse. It came in handy for a Boer Commando during the Anglo-Boer War though, when they used Gysmanshoek Pass to flee back to the Karoo after attacking the headquarters of the West Yorkshire Regiment at the Masonic Hotel in Heidelberg on the 14th of September 1901.Today the road is seldom used, mostly by local farmers. William Patterson wrote about crossing the Langeberg in 1777. He commented in his journal: “Upon reaching the summit of the mountain, we were presented to the south with a view to the sea, and on the North… the Channa Land and Karoo.”It is not the most challenging pass you’ll encounter, but the remoteness and solitude will more than make up for that. You are unlikely to encounter other traffic on this pass. From here we continue East on well maintained gravel roads along the Langeberg mountains to the Gouritz river and beyond to the next portion of the Ox Wagon Trail: Attaquaskloof – The Valley of Violence. But that will have to wait for our next instalment!Oorspronklik artikel was in Ultimate Lifestyle Ed.5
The historic pass lies near Heidelberg between way-points S33 58.220 E21 03.085 in the south and S33 53.468 E21 03.604 in the North, where it crosses the Langeberg mountains into the Klein Karoo. It is an easy start to the Ox Wagon Trail as Southern Cape passes go, but interesting nonetheless. It runs through three farms, Plattekloof in the South, then Kanetberg and Kortfontein on the Karoo side. The scenery and flora changes dramatically as to cross to the Northern slopes turning into typical fynbos and eventually Karoo vegetation. The track is generally in good condition and once in the mountains you are alone with little or no signs of civilization around.Gysmanshoek Pass runs through a gentle valley, a very easy road to build in those times. And yet, about 120 years after this route to the Klein Karoo opened they chose to build the Tradouw pass, a massive undertaking over very challenging terrain, instead of upgrading Gysmanshoek Pass. It almost makes no sense until you consider what it was like in the days of animal drawn vehicles.When the inhabitants of Swellendam wished to get to the Little Karoo on the other side of the Langeberg they had to travel either via Cogmans Kloof 50 kilometres to the west, or via Gysmanshoek, 30 kilometres to the east. Huge distances in those days worth days of traveling time. This of course also applied to Little Karoo farmers who wished to transport their produce to Port Beaufort on the Breede River, which Joseph Barry had opened to shipping in 1841.
After the construction of the Tradouw and Garcia’s passes in 1873 & 1877 respectively, Gysmanshoek Pass fell in disuse. It came in handy for a Boer Commando during the Anglo-Boer War though, when they used Gysmanshoek Pass to flee back to the Karoo after attacking the headquarters of the West Yorkshire Regiment at the Masonic Hotel in Heidelberg on the 14th of September 1901.Today the road is seldom used, mostly by local farmers. William Patterson wrote about crossing the Langeberg in 1777. He commented in his journal: “Upon reaching the summit of the mountain, we were presented to the south with a view to the sea, and on the North… the Channa Land and Karoo.”It is not the most challenging pass you’ll encounter, but the remoteness and solitude will more than make up for that. You are unlikely to encounter other traffic on this pass. From here we continue East on well maintained gravel roads along the Langeberg mountains to the Gouritz river and beyond to the next portion of the Ox Wagon Trail: Attaquaskloof – The Valley of Violence. But that will have to wait for our next instalment!Oorspronklik artikel was in Ultimate Lifestyle Ed.5
This valley was first inhabited by the bushmen or Khoi San, who were present until the 1700’s as there are paintings of persons riding horses with rifles and hats on their heads. A fierce Khoi-Khoi tribe called the Attaqua also inhabited the valley (arriving after the San), hence the name Attaquaskloof.The Attaqua were a particularly aggressive tribe who not only drove the San out of the valley, but also clashed regularly with the other Khoi-Khoi tribes, such as the Gourikwa, Hessekwa and Inca.In 1668 an official of the VOC (Dutch East India Company), Hieronymus Cruze, led a trading company in the area. They investigated the possibility of a harbour in Mossel Bay. Cruze had contact with the Attaqua Koi “who lived in a mountain valley” (Attaquas Kloof), but it was not till 1689 (37 years after the arrival of Jan van Riebeeck) that the first white man stuck his nose over the Attakwas Pass into the Klein Karoo.
The first European to set foot in this valley was Ensign Isaac Schrijwer in February 1689. He led an expedition of 21 men and two ox wagons, sent by Simon van der Stel, to barter for cattle and sheep with the Inca Khoi-Khoi near Aberdeen. Isaac Schrijwer traveled along the coast to Mossel bay. He remembered Cruze’s report about the Attaqua Koi, but found that they had moved North into the Channa Land search of better grazing. He followed them out of the Kloof over the mountains following an elephant track. The area was densely overgrown and the elephant track had to be widened to take the wagons. This involved quite a bit of manual labour and the crossing took them seven days, four of which on this small section. On their return with numerous cattle and sheep, they were attacked by the Attaqua Khoi-Khoi, who took all the cattle and sheep. The following morning Schrijwer followed the spoor and cornered the Khoi-Khoi in Grootkloof. A fierce battle followed. That was not the last blood that flowed in this kloof.Isaac Schrijwer’s route over Attaquas mountain pass opened up the inland and soon this valley was ‘n busy trade route that flourished for 180 years. A town called Woeska was established and did brisk trade in this valley. Some of the old buildings can still be seen, though sadly it is not being looked after and in a worse state every time we pass. Amazing to think that people lived and made a living there for more than a century and today there is nothing left.Once through the kloof you find yourself on Bonniedale Adventure Farm which boasts several 4×4 routes and is ‘n popular breakaway destination. The first European to settle on Bonniedale Farm was a Scotsman in 1860. He had a toll concession to maintain the pass from Bonniedale to the summit of the Attaquas mountains. He also supplied mules, oxen and other produce to passing travellers.It is from here that we tackle the pass, the same elephant route Schrijwer took all those years ago. This route runs through the Attakwas Nature Reserve and access is restricted.
The route passes an old toll house, as well as the Attaquas hut. It’s also the spot of a commemorative plaque for Attaquas Kloof Pass. The hut is used by hikers walking along the Attaquas Hiking Trail. Sleep here at your own peril, for this is close to the spot where the notorious Bloubaard Swanepoel is burried. He has an unmarked grave near a tree that was fenced off. Bloubaard’s claim to fame was the fact that he was the last person to be publicly hanged in South Africa (on the town square in George).He was convicted on numerous counts of murder of persons who had bought cattle from him. After the sale he would ride over the Attaquas Mountains and ambush them on their way out with cattle, kill them and take the cattle back. He did this on four occasions but on the fifth occasion he did not see one of his potential victims who had gone to the bush to relieve himself. A lot of blood flowed in Attaquas kloof. It’s hard to marry that ugly truth to the natural splendour found here.
As was the case with Gysmanshoek Pass, the Boer’s during the Anglo-Boer War knew about all these little abandoned passes in the area, so they had to be guarded. Near the summit of Attaquas Pass you find the remains of an old English Fort. And on the Oudtshoorn side of the mountain you find the remains of yet another settlement. This spot had an hotel and general dealer and would have been a perfect stop for travellers before crossing the mountain en route to Mossel bay.Sadly not much is known today about this settlement. It is situated on the farm Saffraanrivier and the old hotel was apparently called “Die Bonthuis”. Rumour has it that there was a murder here and one of the owners hung himself from a tree in front of the hotel, but there are no documented proof of this (that I know of). Sue van Waarts mentions this in one of her books.Attaquas Pass crosses the mountains a mere six kilometres West of present-day Robinson Pass and this route exits on Robinson pass at S33 49.079 E22 02.314 The whole route (as well as the other 4×4 trails) are mapped on the Tracks 4 Africa maps.For more information on this route contact Nico and Danette Hesterman of Bonniedale
Holiday Farm on 044-695 3175; e-mail: bonniedale@mweb.co.za or look at their website: www.bonniedale.comOorspronklike artikel was in Ultimate Lifestyle Ed.6