Inside this week's melting pot

* Tours

* Katberg Tour (Day 1)

* Alan Weyer

* Ben 10 (Day 5)

* Technical Corner

* Benholm Pass

* Featured Pass

Listen to an AI-generated discusion of this week's newsletter:

TOURS

March 15th to 20th - Kouga Baviaans Tour (Fully Booked). We depart this Saturday to meet our tour guests at the Assegaaibosch Lodge in Kareedouw. This will be the first group to drive our new experimental route throught Nooitgedacht, Melmont Honeybush Tea farm and Bernardshoek.

• April 18th to 27th - Mountain Kingdom Tour (Fully Booked)
• May 19th to 30th - Wild Coast Tour (Fully Booked)
• June 20th to 27th - Great Karoo Tour (Fully Booked)
• July 24th to 30th - Swartberg Classic Tour (Fully Booked)
• September 13th to 18th - Cederberg Spring Tour (Bookings open today - 12 places left)

We are working on the October and November tours. These will go live towards the end of March.

KATBERG TOUR - DAY 1

Comms checks were done and soon we were on our way heading over Hogsback's infamous potholed main road. Mercifully we turned off soon onto Wolf Ridge Road, heading towards Keiskammahoek via the Wolf River Pass, immediately immersed into the quietness of the forests.

This long pass offers a huge variety of scenery, ranging from dense indigenous forests, to plantations, waterfalls, open grassland, deep valleys, rural villages and hundreds of bends. It ends at the Sandile Dam.

The dam is located at the confluence of the Keiskamma and Wolf rivers at Ezingcuka near Keiskammahoek. It was established in 1983 and serves mainly for irrigation purposes. The dam is a 58 m. high, 31 million cu.m capacity, zoned embankment dam completed in 1983.

The dam was named in honour of King Sandile kaNgqika, once the reigning king of the Rharhabe sub-group of the Xhosa nation.


King Sandile kaNgqika (c. 1820– 29 May 1878), known as 'Aa! Mgolombane!,' was the Right-Hand Paramount chief of the Xhosa Kingdom. A dynamic leader, he led the Xhosa armies in several of the Xhosa-British Wars.

Having recently been equipped with modern fire-arms, Sandile's forces successfully inflicted losses on the British that led to Sandile gaining a reputation as a Xhosa warrior. He was captured during the War of the Axe in 1847, but on his release he was granted land in "British Kaffraria" for his people.

He later supported his cousin, Sarhili (Kreli), King of the entire Xhosa Nation of Great house, in a war against the Cape Colony and the Fingo tribe. He was killed in 1878 in a shootout with Fingo soldiers.

Sandile Dam with the MPSA convoy parked off on the grass / Photo: MPSA Drone Worx

We trundled through the sleepy little town of Keiskammahoek and up the Dontsa Pass, which offers some really nice views, but care needs to be taken to avoid logging trucks that descend the pass at hair-raising speeds.

We had made advance arrangements with Rance Timber Co for permission to drive around the banks of the Gubu Dam and follow a predetermined road all along the foothills of the Amatholas ending in Stutterheim.

Rance Timbers have been in the news over the past few years as being "anti-tourism" with harsh treatment of tourists who inadvertently ventured into their plantations. During our 2025 tour, we had just such an experience, but with some diplomacy we managed to strike the right chord with a local manager and got his contact details.

Fast forward to 2026, armed with emails and contact numbers in the form of their security manager, Ian Tay, we met him at the junction of the Gubu Dam road and the main road to Stutterheim.

Thirsty Kirsty following the Rance Timbers Land Cruiser / Photo: MPSA

Ian quickly understood what our group were interested in and led us in their company Land Cruiser bakkie (armed with one of our VHF radios) exactly along the route that we had requested. Not only was it a fantastic drive, but Ian regaled our group with lots of local stories and especially the bits about forestry were intelligently conveyed. At the end of the route, we presented Ian with an MPSA cap and said our farewells. This is how we make things work.

Stutterheim seemed a pleasant enough little town and soon we were heading south east in the direction of the Wriggleswade Dam. At the turn-off from the N6 onto the gravel access road, we had to subject our convoy to F&M wheel spraying and at this particular spray point, all passengers had to also walk over a chemical soaked mat. It was the first of three control points we would enter. The whole process of spraying 13 vehicles (that's 52 wheels and 52 feet!) took a considerable time. The solitary spray operator had only a hand pressure pump to work with. On tour, lost time is extremely difficult to make up. Dealing with curved balls on tour is part of the job. Floods, road closures, pandemics and illness are all part of managing a tour group. 

We had chosen a visit to the dam as a lunctime stop at the local yacht/fishing club, where we had made prior arrangements to use the facilities. The wind was blowing at a fair lick, so our lunch break was a little shorter than normal.

Wriggleswade Dam at 100% capacity / Photo: MPSA

It's one of the bigger dams in the area and was constructed between 1988 and 1991. It supplies water locally as well as supplements East London's water supply. The type is a combined arch and gravity concrete dam with a wall height of 30m. The dam holds 93 million cu.m. of water when full.

So how did it get its name? Old records show that the farm on which the reservoir was built was originally called Wargleswade, which itself comes from Old English with 'wrygels' meaning twisting and 'waed' meaning ford. So it literally means 'winding ford'. Over time the name morphed into Wriggleswade. (Research courtesy of Judy Evans)

Our next stop was the Thomas River. On the access road to the Thomas River farming area, we went through a second control point. This one was much quicker as the spray equipment had an electrically operated pump.

This was our first visit to the Thomas River historical village. It's well worth a visit. A neatly preserved old railway siding, three stone turrets from the original fort, a barn containing a museum packed with all sorts of interesting artefacts and a pub/restaurant that serves good grub to hungry and thirsty travellers. Our timing was off, as the restaurant was closed (a Monday), but everything else was open and free to access. (Just no coffee!)

One of the more fascinating items in the barn was a 1929 Buick Rugby truck that had been converted into a campervan. I would hate to know what the fuel consumption must have been. Another time, when fuel prices were more commensurate with income I suppose it wouldn't have mattered.

The clock was ticking. Our route through the Thomas River farming area followed the western side of the N6 where we had planned to reconnect with the tar road before Cathcart. All was going swimmingly well, and only 2 km from said exit, when our radio crackled into life and an unfamiliar English voice asked "Who is in charge of your convoy?"

The caller identified himself as 'Farmer Worral' and advised us that he had locked the exit gate to the N6 (due to F&M) and that we had to all turn around and go all the way back to the southern entry point. I asked if it would be possible for him to unlock the gate for us, since we were so close, but that request was firmly denied. 

Farmers come first, so we went through the long process of turning 13 big 4x4's around on a very narrow farm road and drove back to the entry point, now running almost 2 hours behind schedule.

The drive from Cathcart to Hogsback was a mix of (first) good gravel, but the second section deteriorated into a poorly maintained gravel road. We arrived back at Hogsback close to 17.00 - considerably later than planned. Thirsty, dusty and hungry - in that order.

At Chappies Hour that evening, we were surprised to find Tristan from Rance Timber Co at the hotel, treating his wife to a 13th anniversary dinner. He was the manager we had met during our 2025 tour. We had a beer together (past altercations forgiven and forgotten) and then Tristan stood up and spoke about Rance Timber's commitment to improving tourism in the Hogsback area. I was presented with a Rance Timbers cap. The future looks good!

Next Episode: Day 2 (Hogsback Pass, Pefferskop Pass, Kat River Dam, Seymour, Niceo Malan Pass, Kolomane, Benholm Pass and Katberg Resort.)

ALAN WEYER

Last week we mentioned a fascinating historical talk that our group enjoyed by this Eastern Cape 'wunderkind' who speaks Xhosa fluently and is a storyteller and orator of note, weaving fact, history and local quirks into the mix.

We thought we would help Alan by spreading the word. At his talk I took a 20 second video clip of his first few sentences. The result was astonishing. Between Facebook and Tik Tok the video clip amassed 420,000 views, and counting. I think we've inadvertently made Alan famous. I've been in touch with him and encouraged him to record a series of podcasts. I think they will sell like "soetkoek"

BEN 10 OFFICIAL - DAY 5

With electrical storms forecast for the day, we got going pronto at 08.00 heading back to Barkly East on the main road (R58) where the convoy would top up with sufficient fuel to last for the rest of the tour. When MPSA arrive in the town it's always something of a local spectacle with the big convoy forming queues at the fuel stations. Barkly East is one of the places scheduled for a name change to Ekhephini. The Barkly Pass will also fall victim to the obsession with name changing, to the Mbombo Pass.

We turned off the R58 and headed towards the New England farming area with a stop at Loch Bridge (the last of the old stone bridges of the Eastern Cape still in use) and a squiz at the 7th and 8th rail reverses of the old Barkly trunk line between Lady Grey and Barkly East in the ever present companionship of the Kraai River (This too is scheduled for a name change - Tyumbu. The pass on the R58, the Kraai River Pass, will also have a name change to the Tyumbu Pass)

Loch bridge - Tale of the Tape / Photo: MPSA Archives

It started raining. Not too bad, just enough to damp the dust down. The spin-off from that, is the convoy length becomes much shorter, which means better control of the ETA and less frequent regrouping stops. We drove over Winternek, Ballochs Pass, Wartrail and over Lundean's Nek Pass in light drizzle - not quite enough rain to spoil the spectacular scenery.

Our most northerly pass of the tour was Dangershoek, which we reached on schedule and took time for a quick comfort break as well as a group photo with the Maluti Mountains as a backdrop.

Looking towards Lesotho from the summit of Lundean's Nek Pass / Photo: MPSA

On the way back up Lundean's Nek the tempo of the rain increased substantially and I was worried about ascending Volunteershoek in heavy rain. So a decision was made to drive directly back to Rhodes via Mosheshe's Ford and arrive in Rhodes earlier. The two passes we missed for the day (Volunteershoek and Carlileshoekspruit) would have to be squeezed into the final day. It tuned out to be a really smart decision as the rain came belting down that afternoon and would have made the ascent of Volunteershoek a bit more than an adventure. Our secondary consideration was to prevent our convoy from damaging the road in wet conditions. The following day we would reverse the route, ascending via Carlisleshoekspruit and descending Volunteershoek - a much more road friendly option.

Rhodes Hotel dates back to 1893 - a living museum / Photo: MPSA

Rhodes Hotel was ready to welcome us and soon the fabulous old bar (as authentic as they get) was humming with rugby, stories, cold beer, red wine and the heady aroma of Henri (die baas van die plaas) braaing our dinner.

Next Episode: Three big passes in a single day.

TECH CORNER

How to Tackle Steep, Rocky Climbs in a 4x4

Driving a 4x4 up a steep, rocky climb is one of the most rewarding—and challenging—skills in off-road driving. Success depends less on brute power and more on technique. Proper tyre pressure, correct gearing, smart driving lines, and the effective use of a differential lock can mean the difference between smoothly reaching the top or sliding backwards and losing traction. Understanding these elements and how they work together is essential for tackling difficult terrain safely and confidently.

A Ford Everest tackling a steep ascent / Photo: Practical Motoring

Tyre Pressures: Maximizing Grip

One of the most important preparations before attempting a rocky climb is adjusting tyre pressures. Lowering tyre pressure increases the tyre’s footprint, allowing it to conform to rocks and uneven surfaces. This improves traction and helps the tyres grip rather than bounce off obstacles.

For rocky climbs, many off-road drivers reduce tyre pressure to around 1.2–1.6 bar, depending on the vehicle weight and tyre construction. Lower pressures allow the tyre sidewalls to flex, improving grip on loose stones and jagged rock surfaces.

However, there is a balance to maintain. Dropping the pressure too low increases the risk of tyre damage or the tyre coming off the rim. When climbing sharp rocks, moderate deflation is usually preferable—enough to gain traction without leaving the tyre vulnerable to cuts or pinch damage.

Gearing: Slow and Controlled

Correct gearing is essential when climbing steep, rocky terrain. Most climbs should be attempted in low range, which provides increased torque at lower speeds and better control.

Selecting the right gear before starting the climb is critical. Typically, first or second gear in low range works best. First gear provides maximum torque and slow crawling ability, which is ideal for extremely steep or technical sections. Second gear can be useful where slightly more wheel speed is needed to maintain momentum over loose rocks.

Once the climb begins, avoid shifting gears unless absolutely necessary. Changing gears on a steep slope can interrupt power delivery and cause the vehicle to lose momentum or traction. Instead, choose a gear that allows the engine to operate comfortably within its torque band and maintain steady progress.

There are many variations of 4WD gear-lever configurations / Image: Auto Technix

Choosing the Best Driving Line

Picking the right driving line is often the difference between success and failure on rocky climbs. A good line minimizes obstacles, keeps tyres on stable surfaces, and avoids situations where wheels lift off the ground.

Before attempting the climb, stop and walk the route if possible. Look for:

• Larger rocks that can damage the vehicle or stop progress

• Loose stones that may shift under tyres

• Natural “steps” or ledges that require careful wheel placement

Areas where traction is likely to be better, such as solid rock instead of loose gravel

Ideally, position the vehicle so that tyres climb over obstacles rather than striking them directly with the undercarriage. Keeping the tyres on the highest points of rocks often improves traction and ground clearance.

Maintaining a straight line up the hill also helps distribute weight evenly. Sharp steering inputs on steep slopes can cause tyres to lose grip or push the vehicle sideways.

Using a Differential Lock

Differential locks are extremely useful when climbing rocky terrain. In a normal differential, power flows to the wheel with the least resistance. If one wheel lifts off the ground or loses traction on loose rock, it can spin freely while the other wheel receives little or no power.

Universal icons for front, centre and rear difflocks, marked with an X per diff. If it's orange it has not engaged. Wait until the icon is green before proceeding / Image: Drive

Engaging a diff lock forces both wheels on the axle to rotate at the same speed. This ensures that even if one wheel slips or lifts, the other wheel continues to drive the vehicle forward.

On rocky climbs, many drivers engage the rear differential lock before starting the ascent. This improves traction without affecting steering too much. In very technical sections or extremely slippery conditions, engaging the front diff lock as well can provide maximum traction, though it may reduce steering control.

It is generally best to activate diff locks before encountering a loss of traction rather than after the vehicle becomes stuck.

Smooth and Steady Driving

Finally, smooth inputs are essential. Sudden throttle bursts can cause wheel spin, which reduces traction and may damage tyres on sharp rocks. Instead, apply gentle throttle and allow the vehicle to crawl steadily upward.

Momentum can help carry the vehicle over obstacles, but it should always be controlled. Too much speed risks bouncing off rocks or losing the driving line.

Conclusion

Steep, rocky climbs test both driver skill and vehicle capability. By carefully adjusting tyre pressures, selecting the correct gear, choosing a smart driving line, and using differential locks effectively, drivers can greatly improve their chances of a successful ascent. Above all, patience and smooth driving techniques are key—because in technical off-road terrain, control is far more valuable than speed.

BENHOLM PASS

This mystery pass follows a similar line to the Nico Malan Pass on the N6, but to the west of it. It doesn't have a name on the government 1:50,000 maps and in some instances local residents referred to it as the Old Katberg Pass. Obviously there was confusion, as which of the two Katberg passes was actually older?

It's a lovely pass with respectable statistics, good views and well worth seeking out. It traverses the Benholm property, so that is a much better official name.

The link will take you to the video: 

FEATURED PASS

In the previous newsletter we told you about our little escapade into the Tsitsikamma forests to film the old Storms River Pass. We also promised we would feature the video here, once published. best enjoyed in 4K quality, widescreen with sound (15 mins watch time).

 


Trygve Roberts (Happy as a lark!)

"Authenticity is our personal signature that we came in with and the ONLY thing that we will want to leave with."