Meet Khalid Al-Jaber

Khalid Al-Jaber is not just any motorcycle enthusiast; he is an experienced overlander whose travels have taken him around the globe. Born in Egypt and shaped by a childhood spent journeying with his diplomat father, Khalid has lived in diverse countries, enriching his worldview and fuelling his desire to explore. Following a career in IT and film production, he found his true calling in the wild terrains of the world, spurred on by the need for adventure that always lingered within him.

With an impressive portfolio of challenges conquered—from the extensive Silk Road and the awe-inspiring Alaskan terrain to the stunning landscapes of Argentina—Khalid launched Moto Garage Tours to share his expertise and passion with fellow motorcycle enthusiasts. His unique tours are meticulously designed to cater for riders looking for an exhilarating and well-planned adventure without the hassle of logistics.

Upcoming Tour: A Journey Through Tunisia

The forthcoming motorcycle tour through Tunisia promises to be one of the highlights of Moto Garage Tours. With the flexibility for participants to depart from Germany or meet at various points along the way, this adventure is designed to suit the individual needs of riders. So, whether you depart from Altenkirchen, Austria, or join the group in Tunisia, the trip is crafted to ensure an enriching experience.

Itinerary Overview

April 24th – May 4th 2025

• Hergla (2 Nights)
  Upon arrival in Tunis, you’ll make your way to Hergla, a charming family house that offers a homely ambience. Spend your days exploring the picturesque town and indulge in day trips to nearby Hammamet or Sousse, where you can immerse yourself in the local culture.
• Tamezret (2 Nights)
  Next, the tour takes you to Tamezret, famous for its underground houses and rich history. Here, you will navigate winding desert roads, basking in the serene atmosphere of the region. Delve deep into the heart of local traditions, and marvel at the architecture that defines this historic village.
• Tozeur (2 Nights)
  Continuing southwards, Tamezret leads you to Tozeur, your gateway to the Sahara desert. Explore the iconic locations where Star Wars was filmed, and engage in exhilarating activities such as quad biking and camel riding.
• Kairaouan (2 Nights)
  This vibrant city is a celebration of culture and community. Before heading to the coastal areas, you’ll be welcomed by the warm hearts of the locals, making for an unforgettable experience that fosters camaraderie among riders.
• Korbous (1 Night)
  A brief return to the sea provides a perfect contrast to the desert landscapes. Relax and rejuvenate before an adventurous ride to the capital.
• Tunis (1 Night)
  Finally, your journey ends in Tunis, where a day of easy riding will allow you to explore the capital’s historical and modern facets. It’s a perfect blend of relaxation and preparation before your return to Europe.

More than just a Road Trip

What sets Moto Garage Tours apart is their commitment to ensuring every rider’s adventure is as much about the experiences along the way as the destination. From engaging with friendly locals to exploring iconic sites and indulging in delicious cuisine, this tour encapsulates the essence of motorcycle travel.

The Magic of Tunisia

Tunisia is renowned not only for its stunning desert landscapes, but also for its historical significance and cultural diversity. The blend of Arab, Berber, and Mediterranean influences makes the country a fascinating destination for motorcycle travellers. Throughout this tour, you will experience the warm hospitality of the locals, enjoy delicious cuisine, and immerse yourself in the vibrant culture.

Price and Inclusions

• € 3.900,00 (incl. 19% VAT) per person riding their own motorcycle
• Ferry (return ticket), four berth shared cabin, breakfast and 2 meals
• 3 hotel stays, breakfast included, in Europe each way to and from the port of Genoa
• All hotels and breakfasts in Tunisia

If you wish to rent a motorcycle, please contact us for a quotation.

Who Is This Tour For?

This tour is suitable for all motorcycle enthusiasts who are adventurous and eager to challenge themselves by crossing new cultural and geographic boundaries. Whether you have previous experience of overlanding or are simply curious about motorcycle travel—Khalid, the tour leader, will ensure that each participant receives support throughout the journey. Alongside your fellow riders, you will create moments that are not only unforgettable but also enriching.

Safety and Support

Moto Garage Tours places great emphasis on safety. Throughout the journey, you will be accompanied by Khalid who is familiar with both the regional conditions and the best routes. With the necessary precautions and a well-thought-out itinerary, you can be assured of a smooth and enjoyable adventure.

Final Thoughts

An adventure on two wheels through Tunisia with Moto Garage Tours is not just a journey; it’s an opportunity to build deeper connections, experience nature in its most beautiful form, and create unforgettable memories.

For those passionate about exploration and seeking the camaraderie of like-minded individuals, this tour of Tunisia is special. The landscapes, the rich history, and the opportunity for personal growth await you. With all the headaches of preparing and designing a route out of the way, embarking on the trip of a lifetime couldn’t be easier.

For further details and booking, please contact:

MOTO GARAGE TOURS
info@motogaragetours.de
 | Tel.: +49 151 1556 9699

The post Explore the Heart of Tunisia: A Motorcycle Adventure with Moto Garage Tours appeared first on overland-europe.

Kazakhstan Border to Turkistan

Distance: 406km | Total Distance: 871km

The border crossing between Uzbekistan and Kazakhstan was even more chaotic than the Tajikistan-Uzbekistan crossing a few days earlier. We had to walk my bike and lug all our baggage through passport control and security screens for both countries, a bun fight where there are no queues and people push their way through. It took two hours. 

Waiting patiently for us was the new team – Islam, our guide and Sasha, our driver. It was already 5pm when we met and were soon ushered through a shop to get a few supplies and led along potholed backstreets and then small, muddy tracks in fading light to get to the Syr Darya – our first night in Kazakhstan was spent camping beside the mighty river. We set up in the dark, and in the morning realised we were camping right on the borderline with Uzbekistan. There were others fishing not far away, but two border officials paid us a visit first thing the next day and asked us to pack and move on immediately. 

We navigated a network of steep, muddy and then dusty tracks away from the river’s edge, through a couple of small villages and onto my planned route around Shadara Reservoir. In the early 1960s, the Soviets dammed the Syr Darya and simultaneously built the Shadara Dam. Floodgates were constructed to control the Syr Darya’s floodwaters. Then, in 1969 during a raging flood, sixty percent of the Syr Darya’s flow was drained to release the pressure on the Shadara Reservoir, diverting the water into the Arnasay depression to form Aydarkul Lake (that I visited in Uzbekistan). The Syr Darya  continues to feed Aydarkul Lake and the Shadara Reservoir; both massive manmade bodies of water that in turn enable huge tracts of land to be irrigated for food production. 

Rather than cycling directly to Shadara town at the head of the reservoir, I chose to follow the southwestern shoreline, the road sandwiched between the water and the barbed wire border fence between Kazakhstan and Uzbekistan. The first section was a hive of activity with market gardeners busy constructing greenhouse tunnels and planting all sorts of crops.

The lake’s shore and walls came right up to the road around the top side of Shadara Dam and were teeming with bird life. 

It was a very long day, finally reaching Shadara town after 125km. There seemed to be two halves of the town – one large industrial part that included the hydro-power plant, and the lakeside quarter on the hilltops overlooking the water.

Day 9 – 108km

Islam is an historian and was keen to show us some of the lesser known sites. One such site was the Mausoleum of Uzim Ata, a local saint they called “the big grandfather”. As with religions I have seen in other parts of the world, I was interested that religion is still combined with some animist beliefs, a remnant from pre-Islam days – note the sheep’s horn on the shrine. Believers from all over the region make pilgrimages to the grave and worship it. Uzim Ata was known for improving local education as well as spreading the Word of Islam.

In the late afternoon, we turned off the main road, following dried mud tracks and through river forest. Our second campsite beside the Syr Darya was amongst natural woodland. Here the river is 17 metres deep and very fast flowing. Once the snow has melted up in the mountains from May, the flow and depth is even greater. This was once the realm of the Turan Tiger, last seen here in the early 1900s – but we heard only jackals at night.

Days 10 and 11 

Heading north, away from the river environs, the agriculture was much more broad scale farming. Tractors were ploughing or dry seeding larger tracts of land creating huge dust clouds.

The goal of the day was to reach Otrar, once the largest and most important city on the Northern Branch of the Silk Route. About 20,000 people lived within the walls of the fortress and hundreds of travellers, merchants and scholars would congregate at any one time just outside the city walls. I tried to imagine the hive of activity that would have existed as we followed the path between the municipal bath house and the city gates. The fortress was protected by a five metre deep moat. While the gates and many of the buildings have been rebuilt, the original baked bricks were still in place around the moat.

The Syr Darya played a pivotal role in the lives of Otrar citizens and the whole region. Its waters were an oasis on the edge of the desert, used for irrigation, fishing and its shores were covered with rich vegetation, home to many birds and animals. Otrar is mentioned in numerous sources such as medieval Arab, Persian and Turkic authors. The town was situated at the junction of different geographical landscapes and was at the intersection of the caravan routes of the Great Silk Road. 

The first town-type settlement in Otrar’s location appeared in the 2nd Century BCE, but the name Otrar appeared between the 6th and 8th Centuries. It had to be developed a second time after Ghengis Khan’s forces ransacked the important city in 1219. By the middle of the 13th century it had returned as a large trade centre on the way from the West to the East. During the second half of the 14th century, the region came into the sphere of Timur’s power. In February 1405, when Timur was visiting Otrar to gather his troops, he caught a cold and died in Otrar.

By the end of the 18th century there were only 40 families remaining in Otrar, and the irrigated area had declined to about 5 square kilometres

Days 12 and 13

Turkistan

I was in dire need of a break after cycling 10 out of the last 11 days and, as we were ahead of schedule, I decided to take two days to recuperate in Turkistan, the spiritual capital in the region.

The jewell of Turkistan’s crown is the Mausoleum of Khoja Ahmed Yasawi, inscribed as a UNESCO World Heritage Site in 2003. It was built at the time of Timur, from 1389 to 1405. In this partly unfinished building, Persian master builders experimented with architectural and structural solutions later used in the construction of Samarkand, the capital of the Timurid Empire. Today, it is one of the largest and best-preserved constructions of the Timurid period. We were very luck to have Islam give us a tour on the building and other smaller mosques in the grounds.

Turkistan was quite a suprise in many ways. While the Mausoleum of Khoja Ahmed Yasawi was expected, there was so much new development and striking architecture, much of it sponsored by Turkey.

FOLLOW THE JOURNEY

Thanks to ZeroeSixZero, you can open this URL on your phone and select “add to home screen” and the map will become and app. You can then keep updated in real time.

TAKE ACTION

Support my Water.org fundraiser to help bring safe drinking water and sanitation to the world: Just $5 (USD) provides someone with safe drinking water or access to sanitation, and every $5 donated to my fundraiser will enter the donor into the Breaking the Cycle Prize Draw. 

EDUCATION

An education programme in partnership with Exploring by the Seat of Your Pants, with contributions from The Royal Geographical Society and The Duke of Edinburgh’s International Award Australia. We have created a Story Map resource to anchor the programme where presentations and updates will be added as we go.

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After your epic walk through the Australian desert with camels, Tanja and yourself turned to cycling as a way to further enhance your Big Journey. What encouraged you to consider e-bikes?

We need to roll back a few years so that you can have better idea of what we had set out to achieve: we started riding for Riese & Müller in 2005, and first embarked on a journey with conventional, muscle-powered bicycles, from our home just outside Nuremburg, Germany, to Mongolia. (You have to remember that, at the time, e-bikes had yet to evolve into anything more than a form of recreational transportation for short commutes, a bit of shopping, or brief excursions close to home.) This was a gargantuan trip, and the toll it took upon us would contribute significantly to our decision-making for the future.

Firstly, Tanja was signalling that she wanted to give up cycling altogether. Secondly, after several years in the saddle, we arrived in Ulaanbaatar and I was unable to walk down any stairs for three months. My knees were seriously inflamed.

I should point out that, even though our bikes were technically amongst the best in the world, they were extremely heavily laden. After all, we had prepared ourselves to cope with all seasons and temperatures as low a -20°C. This meant we had to carry full winter clothing and a suitable tent. Not to mention the camera and video equipment, spare parts, and our dog who weighs 35 kg.

It was impossible to ride up the mountain passes. We were forced to dismount and spent a lot of time pushing our bikes and trailer uphill. You can’t begin to imagine the physical effort it took, or the immense strain on our backs as a consequence of a bent posture, as we struggled to push onward and up.

We both knew we couldn’t keep doing this for much longer.

Ok, so you were at the end of your physical and mental resources. How far had you actually cycled, and in what amount of time?

Somewhere north of 25,000 km in the period between 2005 and 2015. Now, that may not sound like a lot if you break it down into kilometres per year, but you need to remember we were using the bikes as our mode of transport between expeditions, which were physically demanding challenges in their own right. In a bid to travel as sustainably as possible, we had sold our argument to Riese & Müller by explaining we would swap aeroplanes and other four-wheeled means of transport for bicycles in order to reach the starting points of our next adventures. This was a huge feat during the ten-year span.

You broached the idea of using e-bikes to Riese & Müller. How did they respond?

Our expeditions project was on the brink of failure, so I spoke to Heiko Müller and explained that e-bikes could be our saviour. This was in 2012. Heiko’s response was rather sobering: he was quite adamant when he said the electric motors and batteries at the time simply weren’t ready for the loads and long distances we had in mind.

I didn’t give up though. In 2014, I went back to Heiko and said we had a new tour planned and really wanted to give e-bikes a try. I must have been quite persuasive because he finally agreed. The next thing I knew, I was in the R&D department working together with the engineers to construct bikes for Tanja and myself exactly to our requirements. I can’t express how grateful I was for the opportunity. All of a sudden, I knew the bikes inside and out. At the same time, I could inject our own experience into the development to resolve issues we had previously encountered on our journeys.

Your experience, and the kilometres you have accumulated, have flowed into the development of Riese & Müller e-bikes. This knowledge has in turn assisted their component manufacturers as well. Please tell me about your current bikes, the configuration, and some of the factors that influenced your choices.

Today, Tanja and I ride identically configured Riese & Müller Superdelite e-bikes which have an aluminium frame and full suspension. The electric motor is a Bosch New Performance CX 25 kmh Gen4 12V/1Ah, powered by two 500 W batteries. The most recent version of the same model has one 500 W and one 625 W battery.

BATTERIES

We were the first to cross the Gobi desert on e-bikes. As you can probably guess, there aren’t many places to recharge the batteries. At the time, the batteries were 400 W each, and we thought we would be ok if we took along three extras each. A gross miscalculation on our part, which was nearly our demise. Riding in the desert meant taking along considerably more water than usual…more weight, more drain on the batteries. We barely ever saw any vehicles on the road we were travelling, and the ones we did see all drove past when we tried to flag them down. We quickly learned that six batteries per person would give us a realistic radius of around 150 km, which would vastly improve our chances of finding somewhere to recharge.

BRAKES

The brakes are from Magura but without ABS. This is our choice because we want to minimise the amount technology that could go wrong. Imagine the bike falls over, the sensor become damaged, and the brakes become redundant. Rather no ABS in favour of a durable braking system.

We had a close call in China on a downhill stretch in the mountains. The bike, trailer and load (including the dog) all add up to around 150 kg, without the rider. That’s a lot of gear and weight. The original brakes weren’t up to the job and ran so hot that the brake fluid turned to gas, rendering the brakes completely useless just as we were heading for a hairpin bend and a vertical drop over the precipice of more than several hundred metres. Our saving grace was a wall in a petrol station which brought us to an, albeit, abrupt halt, but a safe one.

We discussed our problem with Magura who explained that we were carrying too much weight for the standard brake disks. These were then exchanged for larger, 203 mm diameter versions. In extreme situations, we even resorted to cooling the system with water which, admittedly, isn’t the best option for the materials.

LIGHTS

The headlamp on the Superdelite is a Supernova M99 Pro which provides a broad beam of light for safe navigation at night, even under heavy braking when the forks compress. The Supernova M99 tail light is also exceptionally bright and has a brake-light function for improved safety.

Despite the efficiency of the Supernova, I have chosen to use a Lupine SLF at the front.

COCKPIT

On the business side of things, we have stuck with the Bosch Intuvia cockpit which comes as standard and offers some highlights including a gear-change prompt and the ability to charge a smartphone (for example, when it is used for navigation). Six different riding modi are available depending upon the amount of assistance you require: Eco, Tour, Sport, eMTB, and Turbo. The sixth option allows you to switch off the assistance completely. As you can anticipate, the higher the assistance you call upon from the battery and motor, the more limited the distance you can travel.

If you require more flexibility and functionality, the Intuvia display can be replaced by one of the optional alternatives: Kiox, SmartphoneHub, or the Nyon.

CHAIN OR BELT

The Superdelite can be equipped with a belt drive to improve serviceability in urban use. The benefits include minimised wear, they are easy to fit and do not require lubrication. However, for longevity and durability under off-road conditions, the standard chain configuration is probably the better choice. Tanja and I have used KMC chains on most of our journeys, and they have proven exceptionally reliable, achieving an average of 10,000 km before they have to be replaced along with the front and rear sprockets.

SUSPENSION

The Superdelite is a “fully” with a highly effective front and rear suspension designed to cope with almost anything put in its path. We have upgraded the front forks to the optional Fox Float 34 Performance 100 Boost with additional compression to cope with the load our bikes are subjected to every day.

SADDLE

In my eyes, the Brookes B17 Special Titanium can’t be beaten. This leather saddle has been made for over 100 years and has hardly changed at all over that time. In fact, the few changes between the different models are either aesthetic or weight related.

A leather saddle needs around 1,000 km before it is finally moulded to your bum. Trust me, that’s important. It may well be that those first thousand are the toughest, but thereafter, you will feel really comfortable. We haven’t had much success with gel saddles—if they don’t fit from the outset, they never will.

The Brookes B17 is a bit like a sofa. I can sit on it for eight or ten hours a day and feel really comfortable. Cycling 150 or 200 km in a day wouldn’t be possible on another saddle…well, it might be, but you certainly won’t want to get back on your bike the next day [laughs].

HANDLEBARS

This is just as important as the saddle. When riding long distances, you need to be able to use different grips—otherwise your fingers and hands can quickly go numb.

The basic handlebars are the factory Humpert Ergo XXL in black, combined with a Humpert Ergotec Barracuda Evo 20° stem which sits in the Acros Block-Lock race. These harmonise with the bike perfectly.

The next step for us is being able to move around the handlebars for diversification of grip…and we have added Ergon GP30-L horns. These provide the control and freedom of movement we need.

TYRES

Despite our unconventional payload and the extreme distances we cover in all terrain, Schwalbe Marathon Plus MTBs are the best we have come across. I know that Riese & Müller work very closely with Schwalbe to develop tyres that are safe in all weathers and durable.

GEARS

We chose the Rohloff Speedhub with 14 gears. Most recently, we were in Norway and crossed Europe’s largest glacier. As usual, fully kitted and with trailers. In the past, the lowest gear was simply too low—cycling was a frenzy of feet and legs spinning blindingly fast. Now, the ratios have been reconfigured and they are just about as ideal as they can get.

When you’re riding through mountainous regions, you need to change gear continuously. The Speedhub is quick and accurate even under extreme situations.

There is an electronic gear changer, but we prefer to stick with a manual shift. Mechanically, I have never had any issues with the Rohloff hub, and they are absolutely service friendly—all they need is the occasional oil change.

LUGGAGE

At the front, we have the non-factory faiv (ArtMann) lowrider equipped with Ortlieb bags. We restrict the payload to 10 kg per side for better steering.

Instead of a normal handlebar bag, Riese & Müller have come up with a far better solution. Until now, having a loaded bag on the bars meant you had to take into account and control the extra ballast as well. Today, the rack, which accommodates the pouch, is attached to the bike’s frame leaving the handlebars unburdened. This adds a lot of comfort for the rider without reducing the amount we can stow.

At the rear, we use the factory rack which is very strong and can carry considerable weight. This is equipped with one bag on each side and one on top—all from Ortlieb.

TRAILER

I won’t go into too much detail about the trailer now because, even though we have always used them, they seem to be in a state of eternal evolution. I’m quite sure we are pretty much there, but I’d like to discuss the trailer, the braking system, and the coupling separately when I am completely satisfied with the configuration. I’m not sure how many people need to carry so much luggage, but if they do, then I want to be certain that what I am saying is correct.

The last really big tour took you through 17,000 km and a total elevation of 80,000 metres. I believe it is fair to say you have gathered more experience regarding your e-bikes than most people ever will. Is there any particular weakness that you have identified?

The only real issue we have encountered was the result of not having configured the trailer and hitch adequately. It is vitally important to spread the load in the trailer evenly, especially with e-bikes, because of the shear force that can develop. It took a while before we found the right balance and now we only tow trailers equipped with an overrun brake and heavy duty hitch.

But if we look at the setbacks over the distance we covered between 2015 and 2017, then the problems we incurred weren’t factory deficits, they were the result of us pushing the bikes to the limit every day and under conditions seldom encountered. As I said earlier, the rig has a total weight of around 150 kg without the rider. The frame, bearings, brakes, drive train, electric motor, batteries, and everything else have all been subjected to what some might term abuse.

Along the way, we had our moments, such as the failing brakes. But, after consulting the manufacturer, we were advised to upgrade to a larger diameter and the problem was solved. Let’s face it, the problem wasn’t the components the factory had chosen (and they really do only work with premium suppliers), the problem was us, the dog, and the equipment we had to carry. Kinetic energy…once set in motion, it takes quite something to stop it again. Problem identified, solution presented.

In all the time we have been travelling, we have, of course, run into small instances of wear and tear. Nothing I couldn’t solve at the time and nothing major. Not once did we have any problems with bearings or bushes. What I have observed though, is how Riese & Müller engineers translate our experience into improved mass-production e-bikes.

Don’t misinterpret me, but similarly to the influence the Formula 1 has on the car industry, that is what we have done for Riese & Müller. We push the boundaries and limitations day in, day out.

We are very fortunate to have found such an open-minded and innovative company, capable of providing the durable e-bikes we need to transport us and our equipment between the different expeditions.

Thank you for your time and sharing your impressions on the Riese & Müller Superdelite e-bike.

From € 7,149 | r-m.de

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