2021 MOTUL FIM Superbike World Championship Round 11 – Portimao
After a Spanish Round at Jerez that had its mix of triumphs and tragedy, WorldSBK is now amassing at the Autódromo Internacional do Algarve, readying for the eleventh round of the Motul FIM Superbike World Championship this weekend.
The Portimao circuit was designed by architect Ricardo Pina and opened in 2008. I rode it for the fist time in 2009, at the world launch of the then all-new first generation BMW S 1000 RR. I have also ridden this awesome rollercoaster of a circuit a few times since. It is a close second to Phillip Island when it comes to my limited experience of circuits around the world. This spectacular track is 4592 metres long, with nine right-handers and six left-hand corners and a configuration with a maximum gradient of 57 metres, a long turn radii that goes from 23 metres to a maximum of 207 metres, and a finishing straight which has a total length of 835 metres. It was down that main straight that I experienced the top end horsepower of the S 1000 RR for the first time, and it was immediately obvious that it truly did set a new benchmark for sheer horsepower when it came to road going motorcycles.
With a few over-crest blind entries along with a heart-in-mouth final turn that seems to go on forever it is certainly daunting. That final bend is a 350 metre curve that even takes World Superbike riders more than 6.5-seconds to navigate at a 50-degree lean angle, as they accelerate from 150 km/h on entry to 250 km/h by the exit. Corners 5, 8, 11, 13, and 14 have on the contrary a very tight radius (about 30 metres), which forces the rider to brake to an extremely low speed, it really does have a bit of everything. Those huge altitude changes and demanding blind entry curves mean that riding it at true high level race pace must be a mix of the truly frightening, and absolutely thrilling.
With Razgatlioglu sporting the biggest Championship lead he’s ever had, the Turk is hoping to increase that advantage further at Portimao, a track that title rival Jonathan Rea (Kawasaki Racing Team WorldSBK) has won at 12 times, had 21 podiums and four pole positions… As the final European round of the season beckons, it could make or break Rea’s campaign this weekend at Portimao. Striking back at Portimao will put Rea back in contention, but leaving the track with a deficit of 27-points or more will mean that rival Razgatlioglu will be able to finish second in the remaining races, even if Rea wins.
Jonathan Rea
“I am expecting much more from Portimao. I think there’s a few factors that should work in our favour there. It’s a track where I’m quite strong as well. We expect to capitalise. We expect a good weekend. So that’s good – it’s good pressure. I like this feeling. I like the feeling when my back is against the wall. It’s nice. I like gritting my teeth. But I need a weapon to fight with. You can’t just grit your teeth and make it happen. We need to fix the small issues we’re having in these hot conditions with the soft tyre. But, I think the soft tyre is on holiday now until next year. I think Portimao should suit us a little bit better than the previous rounds.”
Jonathan Rea at Portimao in 2018
Toprak’s had his fair share of success at the circuit too; along with his three WorldSBK podiums, Toprak won at Portimao in the European Superstock 1000 class in 2017 and in the Superstock 600 class in 2015. Team-mate Andrea Locatelli was denied two podiums last time out at Jerez and had to settle for fourth twice, although he was a double winner in WorldSSP at the track in 2020.
Rea has not been able to rely on team-mate Alex Lowes too much of late. Lowes was ruled unfit ahead of Race 2 following a right hand fracture from Catalunya; he took two podiums for Kawasaki at the track in 2020, if fit, he’ll aim to add to that tally.
At Ducati, Scott Redding (Aruba.it Racing – Ducati) came away from Jerez with a double podium, taking a last lap third place in Race 1 and just missing out on Race 2 victory after a fight with Toprak Razgatlioglu. 69-points behind championship leader Razgatlioglu, Redding’s relying on good form combined with bad luck for the two ahead of him to remain in the title fight. His form at Portimao was mixed last year, with seventh and fifth in Race 1 and Tissot Superpole Race, whilst Race 2 saw him second. Teammate Michael Ruben Rinaldi showed flashes of brilliance at Jerez, but a Race 1 crash and a late Race 2 fade left him wanting more; he took a double top six in the full races in 2020 at Portimao.
A trending topic from the last two rounds have been Team HRC, particularly Alvaro Bautista, who has had two podiums in the last four races. A third in the Tissot Superpole Race at Catalunya was backed up with a fine Race 2 third place at Jerez, beating Andrea Locatelli late on. Bautista was a winner at Portimao back in 2019 for Ducati and last year, he took his first top five for Honda in Race 2. On the other side of the garage, Leon Haslam (Team HRC) didn’t crack the top ten at Portimao in 2020 or at Jerez last time out, so hopes that recent good Superpole showings give race pace gains.
Alvaro Bautista
“We arrive in Portimão after two positive weekends in terms of performance and results. Last year we were competitive in Portugal, and the bike has improved since then, but we will reset everything and head there with a free mind. We’ll get our heads down, keep on working, and aim to start out on the right foot already on Friday and just try and get all we can from the bike. And then, if we can fight for more top-five finishes or the podium, it would be fantastic.”
Leon Haslam
“Portimão is a really good track and, although we haven’t tested there this year, it’s a circuit at which I’ve done well in the past. We’ve seen that we need to keep working to sort out a few issues we’ve had in the last races of course, but this is a circuit that I’m very much looking forward to race at, and it always makes for some exciting races so we’ll see if we can have a good weekend there.”
It was a tricky round last time out for BMW, as Michael van der Mark (BMW Motorrad WorldSBK Team) was only 13th on the grid, battling to seventh in Race 1 and eighth in Race 2. Van der Mark has good form at Portimao, with six podiums during his Yamaha years, as well as a win in 2014’s WorldSSP race. With Tom Sykes’ participation unconfirmed as the British rider recovers from his Catalunya Race 2 injuries, the BMW squad will hope that the new M 1000 RR hits the ground running at Portimao, in order to stay in the fight for a top six in the Championship overall.
It’s tightening up for the best Independent’s battle, with Garrett Gerloff (GRT Yamaha WorldSBK Team) not able to rekindle his early season form at present. His lead over Axel Bassani in the standings has been whittled down to 20 and Bassani’s recent form may well see it reduced further this weekend. With Chaz Davies (Team GoEleven) still out injured, Loris Baz is back on the Ducati Panigale V4 R, heading to the track where he took a podium at in 2020 – his first podium since Race 2 at Losail, 2014. Kohta Nozane (GRT Yamaha WorldSBK Team) is the next Independent, two points clear of Lucas Mahias (Kawasaki Puccetti Racing), although he’ll miss the rest of 2021; he’s replaced by Tito Rabat for the Motul Portuguese Round.
Christophe Ponsson (Gil Motor Sport Yamaha) hopes to close on Eugene Laverty in the standings, the Irishman’s presence to be confirmed. Isaac Viñales (Orelac Racing VerdNatura) will make an emotional return to racing action and hope to put pressure on the top ten placings, whereas Jonas Folger (Bonovo MGM Racing) will be going for a third consecutive points-scoring ride for the first time in his WorldSBK career. Leandro Mercado (MIE Racing Honda Team) had made a visible step forward at Jerez and that’s something he will wish to take to Portimao. Samuele Cavalieri (Barni Racing Team) is back again, whilst Loris Cresson (OUTDO TPR Team Pedercini Racing) leads team-mate Lachlan Epis in Lucio Pedercini’s outfit. One wildcard to know about is Gabriele Ruiu (B-Max Racing Team), with the Italian aboard the BMW M 1000 RR.
The new model is fitted with a full power ECU and comes with ADR compliance so can be fully road registered in all states. A free Off-Road Competition Kit is also offered for owners who wish to set up their WR250F to ride on closed courses.
Australia’s most popular 250 cc enduro bike has undergone a significant revamp for 2022 with camshaft and cylinder head changes, new frame, better brakes and a smoother running engine are the headline changes for the new model year.
New YZ250F-spec exhaust cam for better drive and new YZ250F-spec intake port shape increases volume for improved flow rate and power delivery
Development input by a range of Aussie enduro riders and continual updates based on the hugely successful YZ250F MX weapon are the reasons why the WR250F has performed so strongly here in Australia.
The WR250F was once a fairly laid back trail bike, but in recent years the model has taken on a distinctly sharper edge, largely to counter the increased level of competition from European machinery that continued to push the envelope of engine performance. Thus, today’s WR250F is more about blasting through the bush, rather than plodding through the bush, Yamaha have you covered there with the WR250R.
New engine balancer reduces vibration and improves drive at low to mid-range. New gearbox cam shift design for smoother gear shifting
By using the current model YZ250F as a starting point, Yamaha’s experienced development team – including Kiwi race team manager and Yamaha legend Josh Coppins – claim they have come up with an enduro weapon that turns, stops and goes better than ever before.
New Control Filled aluminium frame based on YZ250F and tuned for off-road riding.
Sporting a new aluminium bilateral beam frame, more power with a smoother delivery, slicker gear shifts and stronger braking, the MY22 is improved in all the major areas.
Industry-leading KYB speed-sensitive dual chamber forks and rear shock with revised settings to suit MY22 chassis
The MY22 WR450F continues with the radical updates received in 2021 that gave the bike a lighter, more balanced feel with easier to control power delivery.
New front brake 270mm rotor with 16% increased surface without any extra weight Larger front caliper pistons – 22.65 mm to 25.4 mm – with 30% increased rigidity
The 2022 Yamaha WR250F will be available in Australia for $14,899 Ride Away in Team Yamaha Blue from this December, 2021.
New multi-function meter with integral fuel and engine warning lights. Also features odometer, tripmeters, clock, timer and accumulated fuel consumption meter indicator
2022 Yamaha WR250F at a glance
New YZ250F-spec exhaust cam for better drive
New YZ250F-spec intake port shape increases volume for improved flow rate and power delivery
New YZ250F-spec throttle body joint improves power delivery
Improved cam chain tensioner design
New engine balancer reduces vibration and improves drive at low to mid-range.
New gearbox cam shift design for smoother gear shifting
New Control Filled aluminium frame based on YZ250F and tuned for off-road riding
New engine brackets tuned specifically for MY22 WR250F
Industry-leading KYB speed-sensitive dual chamber forks and rear shock with revised settings to suit MY22 chassis
New YZ250F-spec footpegs, bars, holders and front axle with sealed bearing front wheel
New Dunlop Geomax E91 tyres with new profile, overall weight saving and better performance over a wide range of conditions. Front 90/90-21 and rear 140/80-18 sizes
New multi-function meter with integral fuel and engine warning lights. Also features odometer, tripmeters, clock, timer and accumulated fuel consumption meter indicator
New stronger chain guide bracket
New front brake 270mm rotor with 16% increased surface without any extra weight
Larger front caliper pistons – 22.65 mm to 25.4 mm – with 30% increased rigidity
New front brake pads with 25% increased surface area
New exhaust heat guard design to avoid snagging
New stronger muffler bracket
The 2022 Yamaha WR250F In More Detail
The new model’s liquid-cooled, four-stroke, electric start engine features an all-new cylinder head with a larger and improved intake port shape and new exhaust camshaft profile straight from the MXGP dominant YZ250F.
The new model is fitted with a full power ECU and comes with ADR compliance so can be fully road registered in all states. A free Off-Road Competition Kit is also offered for owners who wish to set up their WR250F to ride on closed courses.
These mods, along with other refinements like revised engine balancer and gear shift cam help to produce stronger mid to top-end power and increased peak power, while retaining strong low-end torque.
Tuned specifically for the 2022 WR250F, the updated lightweight aluminium, bilateral beam frame and new engine mounts have been redesigned with all-new flex characteristics to improve bump absorption, traction, and cornering performance.
Rear shock with revised settings to suit MY22 chassis
Settings on the industry-leading, fully adjustable KYB coil spring-type fork with enhanced speed-sensitive damping have been revised to suit the new machine and off-road conditions. And the link-type rear suspension features a KYB shock with revised damping characteristics to match the updated chassis.
Industry-leading KYB speed-sensitive dual chamber forks and
Other chassis components such as the top triple clamp, handlebar mounts, and front axle have also been redesigned to complement the new frame – and like the frame these changes are based on the winning YZ250F.
New Dunlop Geomax EN91 ISDE-winning tyres have been specified for improved performance over a wide variety of terrain.
New front brake pads with 25% increased surface area
Improved braking performance is achieved with a newly engineered lighter front brake caliper with larger surface area brake pads and redesigned front 270 mm disc. A new speed sensor ring sends information to an all-new user-friendly multifunction meter that houses both engine and low fuel warning lights.
New front brake 270mm rotor with 16% increased surface without any extra weight – Larger front caliper pistons – 22.65 mm to 25.4 mm – with 30% increased rigidity
Riders can adjust their engine performance straight from their smartphone using the onboard wireless connectivity through the free of charge Yamaha Power Tuner app. Once settings are dialled-in, you can choose between two user-defined ECU maps on the fly via the handlebar mounted dual-mode engine map switch.
Yamaha Power Tuner app
Features such as electric start, advanced fuel injection and a front-positioned intake with rear-positioned exhaust layout delivers the widest spread of power while maintaining reliable performance and balance for excellent mass-centralisation.
New engine balancer reduces vibration and improves drive at low to mid-range. New gearbox cam shift design for smoother gear shifting
When combined with a lightweight, sharp-handing chassis and industry leading suspension package, the new WR250F continues to offer the fastest way across tight and technical terrain while also providing the widest smile possible.
$14,899 inc GST ride away
The new model is fitted with a full power ECU and comes with ADR compliance so can be fully road registered in all states. A free Off-Road Competition Kit is also offered for owners who wish to set up their WR250F to ride on closed courses. The WR250F is also LAMS compliant for new riders.
Australian off-road kit (include)
All WR250F AND WR450Fs come with full ADR compliance and so can be road registered to ride in Australian state forests where permitted. Each bike also comes with a free off-road kit for closed course competition use which includes:
Lightweight LED tail light/and licence plate holder
Peter Davis, who founded Bloodbikes Australia has been rewarded for his tireless work with a Personalised Plate “BBA19” to mark the two-year anniversary of the volunteer motorcyclist group.
“It’s an amazing honour and unexpected,” says Peter who was awarded with the plate at a surprise coffee meet-up in Springfield Shopping Centre in Ipswich this morning.
“A lovely gesture from an awesome mob of volunteers,” says Peter who couldn’t wait to fit the plate, organised by Gold Coast volunteer John Eacott, to his Honda cruiser.
Peter and his Honda
BBA
The organisation is based on a British group that started several years ago delivering blood and other medical samples.
The Australian branch started before the pandemic but has since become a pivotal last-resort volunteer service for collecting COVID tests.
Peter says about 98% of their current volunteer work is now in the fight against COVID pandemic.
Bloodbikes Australia volunteers throughout the nation are performing last-resort medical transport when all other methods are not available.
They transport biopsies, medicines, blood, blood tests and even consumables and equipment, helping out when the despatch system is stretched to the limit.
Bloodbikes Australia founder Peter Davis with his personalised plate
Congrats to Peter
Rob Chrisomalidis BloodBikes Victoria: Well deserved, Peter! You’ve founded such a fantastic initiative that combines community service with our passion for riding. We’re delighted to be able to give back!
Professor Maxwell Cameron‘s comments follow the recent Victorian Government announcement to increase mobile speed camera hours by 75%.
He says the increased camera hours should “take the form of at least 75% increase of rural sites and the new sites should be selected on the basis of a serious crash history”.
“Mobile speed cameras on Victoria’s rural roads are not as effective as they could be because of poor site selection and the limited number of sites, and the visibility and predictability of their enforcement operations,” he says.
It’s nothing really new the MUARC Professor who has for years has claimed that high-visibility speed cameras are only good for reducing speed at a black spot.
Mobile speed cameras were originally introduced to reduce speed at black spots.
Yet more and more states are removing warning signs of their location.
A 2018 report by Queensland’s auditor-general found only 16.3% of mobile deployment hours was covert because police want to avoid perceptions of revenue-raising.
It recommended that a high percentage of covert deployment would prompt a general deterrence to speeding.
Professor Cameron agreed: ”… if you’re trying to affect speeding all the time then the best idea is to make sure the cameras aren’t predictable or apparent and to operate them covertly,” the professor says. “The idea of being conspicuous is really in the wrong direction.”
Somewhere in that bush is a cop with a speed camera!
We asked police in every state for their policies on covert speed detection:
Victoria Police say mobile speed cameras are “not deployed in a concealed way”, but didn’t answer questions about handheld devices and cops hiding in bushes.
South Australia Police say they make “no apologies about using covert, camouflaged cameras to detect dangerous road behaviour”.
WA Police basically told us it was none of our business: “We use various tools to assist in our traffic enforcement capabilities. We will not be providing details of specific tools or methodologies.”
NSW Police say they “use a range of enforcement strategies to assist in reducing road trauma”. But, like the WA cops, they say it’s none of our business.
“For operational reasons it would be inappropriate to discuss the guidelines surrounding these strategies. If riders and drivers observe the speed limits then they have nothing to be concerned about,” they say.
Yet the Queensland police website clearly states: “It is not the policy of the Queensland Police Service to deliberately conceal speed cameras.”
They also says made this comment about police using hand-held devices:
“Police officers operating mobile speed cameras from vehicles and police officers with hand-held speed cameras, can position themselves at these sites at any time of day or night, on any day of the year. Police officers can operate mobile speed cameras from marked and unmarked vehicles either in uniform or in plain clothes at approved sites.
“Speed enforcement is anywhere, anytime on Queensland roads. Speed Camera operations complement on-road patrols performed by covert and marked police vehicles that includes covert motorcycles.”
The Australian Motorcycle Council does not support speed detection where enforcement is received by the offender weeks later in the post.
“It can have little or no impact on road safety since the detected offence continues without restriction at the time, allowing risky behaviour unabated in most cases,” the AMC told us.
“Marked police presence and immediate enforcement has been proven time and again to be the most effective road safety enforcement, but often has less financial return for the State or Territory Government.
“With the rise in road tolls around the country this year it brings to mind the definition of stupidity: doing the same thing over and over yet expecting a different result.
“It is way past time for road safety authorities to go back to basics and encourage advanced training and the proper teaching of roadcraft to all road users.”
It’s not just motorcyclists who don’t like covert speed detection devices.
Queensland Police Union president Ian Leavers says these “sneaky” devices do not reduce the road toll nor stop motorists from speeding.
“Getting a ticket in the mail up to a month after speeding when you can barely remember even where you were back then, has no effect and is quite rightly cynically viewed as revenue raising,” he said.
Britain-based Clews Competition Machines has just celebrated their 50th anniversary – and a key investor has popped out of the proverbial cake to secure a market expansion for the brand.
Credit: TheArsenal
According to a report from MCN, the head of Pitalia Capital – a man by the name of Anil Pitalia – saw one of CCM’s iconic RAF Spitfires and fell head over heels for the build, eager to invest in the company’s goals.
Credit: Silodrome
The investment, an undisclosed amount, will help the English brand to serve the rampant demand for bikes across Europe and beyond – and CCM’s Head of Customer Operations John Drogan couldn’t be happier about the arrangement.
“This investment is beyond our wildest dreams and will allow us to do a lot of things we simply couldn’t before.”
“We are really excited about the next stage of our journey which will see a new ambition to take CCM into international markets,” adds CCM Director Austin Clews.
Credit: Magzter
According to the statement, CCM plans on expanding into key markets, and perhaps also modernizing their current lineup of scramblers, flat trackers and bobbers. The company has also made arrangements to bring on 14 new staff members to make everything possible.
KTM’s line of naked bikes has steadily evolved over the past 25 years. We assembled the latest lineup of Dukes (left to right: 200 Duke, 390 Duke, 890 Duke, and 1290 Super Duke R) for a side-by-side evaluation. Photos by Kevin Wing.
KTM rose to prominence with its competition-winning two-stroke dirtbikes, but in 1994 the Austrian manufacturer made its first foray into the four-stroke streetbike market with the 620 Duke. The original Duke arrived on the scene just as supermoto replicas were booming in popularity. The tall, powerful machines with wide bars, much like enduro bikes but running on 17-inch road tires, were a blast to ride. Packing 50 horses, the light and lithe 620 Duke was the most powerful thumper on the street at the time, earning it a hooligan reputation.
KTM has come a long way since then, but the early Duke DNA – wide bars, a tall stance, and exhilarating power – carries over to the current lineup. Every model – 200 Duke, 390 Duke, 890 Duke (an R model is also available), and 1290 Super Duke R (shown left to right above) – is a naked bike with an upright seating position and a wide, flat seat, and most are versatile enough for urban riding, canyon carving, and even sport-touring. With styling by Kiska, they share bold, angular bodywork and typically favor KTM’s trademark orange on powdercoated frames and bodywork. The split headlight on the three largest Dukes also split the opinion of our test riders.
What are the four Dukes like, and what sort of buyers will they appeal to? We rode them back-to-back to find out.
200 Duke: Scrappy Underdog
Both the smaller Dukes possess thrilling riding characteristics that belie their diminutive displacements. The 200 has a highway-ready top speed and lightning-quick handling.
Though powered by a 200cc Single that made just 22 horsepower and 13 lb-ft of torque at the rear wheel on Jett Tuning’s dyno, the 200 Duke is more substantial than the numbers suggest and didn’t appear out of place among its larger siblings. It has the same physical dimensions and 3.5-gallon tank as the 390, but weighs 20 pounds less and its seat is an inch lower. Like all of the Dukes, the 200 has a chromoly tubular-steel trellis frame, and our test bike had a black main frame, a white subframe, and orange wheels.
Suspension is proficiently handled by a non-adjustable WP Apex inverted fork and a preload-adjustable rear shock. Single-disc brakes front and rear include Bybre (an abbreviation of “by Brembo,” a subsidiary focused on smaller machines) calipers, and ABS is standard and can be disabled at the rear wheel. The monochrome LCD instrument panel looks dated, and the one on our test bike needed to be unplugged and reset to fix a glitch. The 200 is the only Duke with a non-LED headlight and the only one that doesn’t have the split design.
The 200 Duke’s exhaust exits from a box below the swingarm pivot, distinguishing it from the traditional mufflers on the larger Dukes.
It’s only natural to label the 200 as an entry-level bike, and it’s well-suited for that role with unintimidating power and brakes that aren’t grabby and won’t easily lock up. With a flat torque curve and six gears, the 200 is more than capable of cruising at over 70 mph on the freeway, with a top speed approaching 85 mph. The chassis and suspension are well matched, and the 200 is light and exceptionally agile, making it exciting on curvy roads. At full tilt, the brakes could do with more muscle, and aggressive or larger riders will yearn for more power, especially going uphill. Our testing team was unanimous in concluding that the 200 exceeded expectations, especially on the fun scale.
The 200 is a perfect first motorcycle, and it offers more performance than entry-level bikes like the Honda Grom (see test on page 58) and the Royal Enfield Meteor 350. But new riders may outgrow the 200 quickly and trade up to – or even start off with – the 390.
390 Duke: Fierce Featherweight
In the right hands, the 390 will readily embarrass larger, more powerful machines on tight, technical roads.
The 390 is a considerable step up from the 200, and the extra $1,700 is worth the investment. Despite its small size, the 390 is a rider’s motorcycle. Its 373cc Single pumps out 42 horsepower and 27 lb-ft of torque at the rear wheel. The suspension and brakes have a similar specification as the 200, but the fork and shock have about an inch more travel and feel better damped, and with its larger front rotor (320mm vs. 300) the 390’s brakes feel stronger and more precise. An LED headlight, a color TFT display with Bluetooth connectivity, and adjustable levers are welcome upgrades over the 200.
The 390 Duke is a blast to ride and punches well above its weight class. Tipping the scales at just 359 pounds wet and offering outstanding maneuverability and usable performance, the 390 will appeal to a broad spectrum of riders and was universally loved by our testers. Despite its power deficit, the 390 was able to keep up with the larger Dukes on tight, twisty sections of road, only falling behind when the pavement straightened out.
As with the 200, the 390 has a single-disc brakes on both wheels, but with a larger 320mm rotor. ABS is standard and can be switched off at the rear wheel (Supermoto mode).
New riders, including those who want to go fast, will have years of enjoyment ahead of them on the 390 Duke. This is the sleeper bike, the one that might get overlooked by seasoned riders but packs a ton of fun into a small, affordable package. It can be a carefree, fuel-efficient commuter during the week, and on weekends it’s just a throttle twist away from being a canyon-carving dragon slayer.
890 Duke: Super Middleweight
The 890 channels the hooligan attitude of the original 620 Duke.
Nicknamed the “Scalpel,” the 890 Duke hews closest to the original Duke formula: light, agile, and capable of hair-on-fire thrills. Its 889cc parallel-Twin is good for 111 horsepower and 67 lb-ft of torque at the rear wheel in a bike that weighs just 405 pounds wet. Compared to the 390, you get 164% more power and just 13% more weight, but you’ll pay nearly twice as much in the bargain.
That’s a big jump in price, but everything is better. The WP Apex suspension, with a non-adjustable inverted fork and a preload-adjustable rear shock, offers better damping and more travel. (The 890 Duke R is equipped with higher-spec adjustable suspension.) The triple-disc brakes with multi-mode cornering ABS are precise and reassuring. It also has riding modes, multi-level traction control, and wheelie control, allowing our testers to tailor the riding experience as desired. Our test bike was fitted with the dealer-installed Tech Pack ($750), which includes the Track Pack (Track mode, 9-level TC, anti-wheelie off, and launch control), Motor Slip Regulation, and up/down Quickshifter+.
The 890 embodies the essential qualities of KTM’s naked bike philosophy: raw power coupled with sharp handling and equally sharp styling.
None of us were immune to the 890’s charms. We praised its dart-like handling, eager yet smooth power delivery, strong, progressive brakes, and sure-footed chassis. The Twin’s 270-degree firing order delivers a broad spread of torque for blasting out of corners and adds a pleasing crackle on downshifts. The 890 is a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.
The 890 is no show pony. It is a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials. When it comes to performance and handling, nothing is superfluous in the 890, and nothing is wanting. Experienced riders with even the slightest inclination toward spirited riding will never tire of putting the 890 Duke through its paces, and yet it remains friendly and forgiving enough for jaunts around the city or sport-touring with some soft luggage. Just point it at the twistiest road you can find and open the throttle.
1290 Super Duke R: When Too Much is Not Enough
The 1290 Duke turns the knob up to 11 and makes itself heard in the sporty streetfighter category.
Introduced in 2014, the 1290 Super Duke R – known as “The Beast” – is the pointy end of KTM’s streetbike spear. Updated last year, it’s more powerful and lighter than ever, with its 1,301cc V-Twin churning out an asphalt-buckling 166 horsepower and 94 lb-ft of torque at the rear wheel.
Fully adjustable WP Apex suspension is tuned to handle the Super Duke’s immense power, and it delivers a firm but confident ride. Brembo Stylema front brake calipers feel like they came off an airliner, such is their awesome strength, and while some in the test group felt they had too much initial bite, others raved about them. Riding modes and a full suite of six-axis IMU-enabled electronic riding aids allow The Beast to be tamed or unleashed, and our test bike was equipped with the dealer-installed Tech Pack ($750). The LED headlight incorporates an air intake, but overall styling remains much the same – angular, aggressive, looking for a fight. Creature comforts include self-canceling turnsignals, cruise control, and keyless ignition, steering lock, and gas cap.
The 1290 Duke is imposing, but is undeniably nimble.
The Super Duke elicited the most controversy when it came to the post-riding discussions. Like a silver-backed gorilla, it packs serious punch, but if you treat the 1290 with respect, it will respond in kind. The ocean of torque allows for lazy meandering along open roads, as well as controlled spurts of acceleration and braking demanded by dense traffic. But should you decide to be aggressive with the Super Duke, be sure to have your senses, skills, and reactions at peak readiness, as it comes by its Beast moniker honestly.
The bike feels tall and, with its humpback tank, a little imposing, but its 441-pound curb weight is quite manageable. Although the steering is heavier than on the 890 due to its lazier rake and slightly longer wheelbase, the 1290 is nonetheless nimble and responsive. For a couple of our testers, the difference was partly psychological. Whereas the 890 felt in alignment with their skill set, the 1290’s capabilities felt beyond them. Part of the excitement of riding a motorcycle is the ability to give it full throttle, but doing so on the 1290 is short-lived at best and more appropriate for wide-open roads or even the racetrack.
When considering potential owners for this exceptional machine, it is best suited for those with a high level of riding skills and experience. Some buyers just want the best, or the most, or both, and the 1290 Super Duke R will deliver on those promises. This horse will carry like a Clydesdale and run like a thoroughbred. Beyond that, the KTM 1290 Super Duke R defies reason, in the sense that it offers almost too much of everything, which you could argue is precisely what a Super Duke should do. For most riders, however, the 890 is probably a better fit and will be more enjoyable to ride. Like Dirty Harry said, riders must know their limitations.
All in the Family
Their styling may be polarizing, but KTM’s ability to maximize performance and minimize weight ensures that the current crop of Dukes are worthy successors to the name.
Within the KTM Duke range, from the $3,999 200 Duke to the $18,699 1290 Super Duke R, there is a bike for nearly every rider, from those just starting out to those at the top of their game, from commuters to weekend warriors to track-day junkies. While only the 200 and 390 are likely to be cross-shopped by potential buyers, we found the 390 and 890 to be the most broadly appealing of the four. For experienced riders, the 200 may be too little, and for some, the 1290 may be out of reach, but every bike here earned the respect of our testing team.
2021 KTM Duke Lineup Specs
2021 KTM 200 Duke Specs
Base Price: $3,999 Warranty: 2 yrs., 24,000 miles Website: ktm.com
Engine Type: Liquid-cooled, transverse Single, DOHC w/ 4 valves Displacement: 200cc Bore x Stroke: 72.0 x 49.0mm Compression Ratio: 11.5:1 Valve Insp. Interval: 9,300 miles Fuel Delivery: EFI, 38mm throttle body Lubrication System: Wet sump, 1.6 qt. cap. Transmission: 6-speed, cable-actuated wet clutch Final Drive: X-ring chain
Chassis Frame: Chromoly steel trellis & cast aluminum swingarm Wheelbase: 53.4 in. ± 0.6 in. Rake/Trail: 25 degrees/3.7 in. Seat Height: 31.6 in. Suspension, Front: 43mm inv. fork, no adj., 4.6 in. travel Rear: Single shock, adj. preload, 5.0 in. travel Brakes, Front: Single 300mm disc w/ radial 4-piston caliper & ABS Rear: Single 230mm disc w/ 1-piston caliper & ABS Wheels, Front: Cast aluminum, 3.00 x 17 in. Rear: Cast aluminum, 4.00 x 17 in. Tires, Front: 110/70-ZR17 Rear: 150/60-ZR17 Wet Weight: 339 lbs.
The LCD on the 200 (top left) falls short of the full-color TFTs on the larger Dukes, which provide clear, readable information, with a tach, speedo, gear position, and more. In low light, the displays change from a white background (shown on the 390) to black (shown on the 890) or orange (only on the 1290).
Ohio State Route 555, also known as the Triple Nickel, has for a long time been a beacon, calling single riders or large groups from all corners to experience its challenge. (Photos by the author)
No more than 10 miles from where I learned to ride a motorcycle is one of our country’s finest set of twists and turns. Prejudiced, you may be thinking, but these are not just my thoughts. They come straight from Car and Driver magazine, which in 2020 published a list of the dozen best driving (and riding!) roads in America. First on their list: Ohio State Route 555, also known as the Triple Nickel.
It’s a throwback, a two-lane highway built in another era, originally a gravel road for farmers and small-town folk to get to the big cities of Zanesville or Belpre, back in the Depression years when you might find a Hudson or Studebaker puttering along its 63 miles, the driver cursing every twist and turn that today make it a destination for car and motorcycle enthusiasts.
The Triple Nickel has the feel of a time long ago. Some may think it has a nostalgic charm, but don’t be deceived. There’s attitude-a-plenty along its miles. Photos by the author.
Nicholas Wallace introduced his Car and Driver piece by writing about the mystique of the best places to aim your car, or in our case, motorcycle: “Looking for an adventure – even if only in your mind? Let these treks take you away. Maybe it’s the fact that, despite constricting responsibilities and busy schedules, the car still stands as a beacon of freedom in our daily lives. It would take us hundreds of pages to list every great road, so instead we’ve brought you twelve of the best. Twisty, scenic, dangerous, and remote, these routes offer a lifetime’s supply of variety. So pack your stuff and head out – we promise it will be worth it.”
Pick a direction and at some point the highway will take you there, but rarely in a straight line.
Our motorcycles offer us that same beacon of freedom. Starting just south of Zanesville, I’ve been down our great Ohio highway many times, always on something made for scraping footpegs, not that I still have that kind of nerve. But today was to be different. For this ride I’d be on three wheels, on my brother’s Can-Am Spyder. It was to be my maiden voyage, my first time on his trike, soon to be mine. Chuck had warned me about an adjustment period, the time it would take to get comfortable on a machine so different from the two-wheeled motorcycles that have carried me for over half a million miles.
But my life had changed. Two vertigo attacks within three days had forced me to open my eyes to what might come next. The first bout had been when riding my Beemer on a western Ohio county road. In an instant I simply lost all sense of balance, going left of center and crashing in a farmer’s front yard. Luckily, I was unhurt and there was little damage to my bike. The second attack, when in my car, sealed the deal. For nearly a year since my crash, I’d been without a bike, until today.
The three-wheeled cycle, a 2014 model, had been Chuck’s pride and joy, the best bike he’d ever owned, he told me. Riding it that day was bittersweet. It should have been Chuck out on his Spyder. But his life had taken a turn of its own. For half of his 66 years he’d been plagued with muscular dystrophy, the disease slowly eating away at his ability to get around. It had finally gotten the upper hand, relegating Chuck to a walker and a wheelchair.
Dozens of American flags lined a long section of the highway, quickly out of view over the next hilltop. Around Halloween, there are small pumpkins on display.
But he had not gone quietly into his new solitude. Over the previous several years, Chuck had a single focus: to get his Spyder to 200,000 miles. He’d pushed hard, riding hundreds of miles every day. Only three years earlier he’d ridden over 43,000 miles in 12 months, with every year but the last tallying well over 30,000. But last June, at the height of the riding season, his body told him it was finished. It was done. (You can read more about Chuck’s high-mileage pursuits in “Chuck’s Race”.)
There are reminders along the highway of other eras, with Ohio’s famous highway having outlived them all.
Chuck had put up a valiant fight, but there are some things a human being simply can’t overcome. That last day, when he parked his trike, its odometer was frozen at 188,303 miles. But now, on this day – my day – it was to move again. It had fresh oil and a full tank of gas, so all I had to do was to check the tire pressure. Chuck had kept his Can-Am road-ready all winter, sometimes visiting and sipping a beer or two, reminiscing about the good old days, sometimes firing it up, simply to listen to the Spyder’s engine quietly humming along.
Farms, some owned by the Amish, thrive in the area, most found on hilly terrain, our motorcycles carving along their boundary lines.
The Spyder had been waiting, patiently, for nearly a year for its next adventure. It had waited long enough. Me too! For his trike, this was to be a new spring with a long summer ahead. There were miles to be ridden, new places to explore, with me holding the grips.
It was to be a careful ride. It was me that had to be broken in. Chuck watched as I rode up and down his rural road, getting my first feel of the Spyder. I couldn’t help but wonder what was going through his mind. He knew it would be my goal to get his Spyder’s odometer in motion once again, to get it past 200,000 miles. His trike was not meant to sit as a quiet monument to its past glory. What Chuck knew, in no uncertain terms, was that the road was where his Spyder was meant to be. And maybe, hopefully, this year it would take me along other top-ranked riding roads.
Near the highway’s northern beginning, the Triple Nickel Saloon has a sign out front asking everyone to “Look Out For Motorcycles.”
With both Chuck’s and my limitations, this three-wheeled cycle was meant for where I was heading. True, on a road meant for many to be a test of their riding talents, maybe riding the Triple Nickel wasn’t my wisest decision. There would be a learning curve, that I knew. But what better road was there to get the feel for the Spyder, to accelerate that learning curve, than where others went to challenge themselves. And for my Sunday ride, this highway, one of Ohio’s least traveled, was perfect.
The Triple Nickel Diner is in Chesterhill, the prettiest of the small communities along the highway. Some who ride the highway consider dining there mandatory.
“While not the most technical course,” Wallace wrote, “the Triple Nickel’s combination of high-speed sweepers and tight, low-speed corners means there’s something for everyone.” Granted, the other 11 highways in his story may have offered something more unique, a view of the Pacific, or the northern tundra along the Top of the World Highway, or the relentless craziness of the Tail of the Dragon. Of the nine highways on the list I’d ridden, the Triple Nickel, with its twists and turns, may have more closely resembled Mulholland Drive in California. But as I rode on, there was no question that Ohio State Route 555 fit right in.
This ride offered me the solitude I needed. This was a reawakening for me, a bridge from my past to a new future, to again feel the wind and see the road surface blurring beneath me. But respect for the highway was in order. The riding rules had changed. The undulating highway surface beneath me, not my natural sense of balance when on two wheels, set all of the rules. There was an initial element of uncertainty, with me in an unsettled place, somewhere between riding on two wheels and driving a car.
Words to live by, found at the Pleasant Hill M.E. Church Cemetery, the church founded in 1889 but long ago abandoned.
At one of my stops, local resident Tom Collins, who had seen me ride by and knew of this highway’s history all too well, summed up its danger in only one sentence, reminding me that, “For every mile of highway, there are two miles of ditches.” Riding buddy Mac Swinford added, “The 555, especially between Ringgold and Chesterhill, resembles a paved footpath constructed by a drunk who hated people.”
Cannelville, then Deavertown and Portersville, were first in line, three tiny towns forgotten as soon as I rode beyond them, reminded of their names only by looking at my map. Then Chesterhill, a quaint and attractive community, and Bartlett, where you can find lunch if you know where to look. You can get gas just north of Chesterhill on Ohio Route 377, and in Bartlett a half mile to the east on Ohio 550, another great ride by the way, but nowhere else
Judy Pletcher’s front porch message in Deavertown, something I had to stop and ask about. It was something she had seen and liked, and a gift from her daughter, Martha.
Russell Pletcher, a Vietnam veteran, with one of his pride and joys, a ’64 Chevrolet Impala SS. Russell scored 15 points for the York Tigers basketball team in their February 12, 1965, 171-point record performance, a record that still stands today.
The highway draws you in, encompassing you in a unique way. Then all too suddenly, once after little Decaturville, then into Fillmore and near Little Hocking, the highway ends. One minute you’re on the highway, and then the next it’s over, finished. There’s not even a sign. Every time I ride this road there’s an immediate sense of disappointment, wishing there was more.
A new chapter opens for Chuck, from two wheels to three and now on four, where he can still feel the breeze against his face. He installed a GPS unit in his new golf cart to keep track of his speed, and naturally his miles driven. What else would you expect? Chuck’s race continues.
If it hadn’t been for my brother’s Spyder, I doubt I’d ever have ridden again. At 72 years of age, I might have simply allowed myself to leave behind the joy of riding I’ve known from before my adult years. Chuck sensed it too. He wanted me to ride toward a sunset he could no longer enjoy. There are always new highways, singular places we need to find, known and unknown to us. This day I was being introduced to the Spyder that would take me to many of them.
This highway is worthy of its #1 ranking, with its endless array of ups and downs and arounds, where not long ago I might have stretched my limits. But that was not my purpose this first day on the Spyder. By the end of my ride, I knew Chuck’s trike a lot better. I knew after the Triple Nickel’s 63 miles it was something I could get used to. I should know better by the time the odometer rolls over 200,000 miles.
Ride on!
The Can-Am felt right at home. It had been here before. But for me, on my first Spyder ride, it was slower going, calling for caution and patience
Go for a ride aboard BMW’s R 18 Classic variation—a heavyweight cruiser with some touring-friendly accommodation. (Joseph Agustin/)
BMW Motorrad continues to expand its presence in the heavyweight cruiser segment with the addition of its boxer twin-powered R 18 Classic ($24,015 as tested). This iteration of the R 18 adds touring-friendly accommodations, including a fixed oversize windscreen, and double-buckle saddlebags that allow for added practicality.
BMW’s R 18 Classic looks like a piece of motorized jewelry. We love its lines that are an ideal blend of old and new. (Joseph Agustin/)
Long and low the R18 Classic makes a presence. Of all the motorcycle reviews we’ve published over the past few years, there are few streetbikes that make the subtle statement of this Black Storm Metallic Beemer. It stirs quick gas station chats everytime we fuel up and it’s noteworthy how the non-motorcycling public understands that it’s an “old bike that looks new.”
Limited rear suspension travel aside, the R 18 Classic pounds out pavement nicely—especially with its 16-inch wheels front and back. (Joseph Agustin/)
Lifting the 805-pound machine off its kickstand isn’t the easiest feat, but with 16-inch wheels in motion it’s astounding how agile it is. A wide and pleasing handlebar bend makes it easy to cast direction changes even at parking lot speeds. Still with two giant cylinders protruding off either side, caution is exercised when negotiating curbed turns and while splitting California traffic.
The handlebar bend and the oversize fixed-windscreen are highlights of the R 18’s classic ergonomics package. (Joseph Agustin/)
Twist the throttle and the 1,802cc (110ci) boxer twin doles out a punchy spread of power with upwards of 90 pound-feet torque just above idle. The engine’s horizontal power pulses are visceral and make for an engaging ride. Engine vibration is present throughout the rev range, but it feels calculated and further adds to its pleasing cruiser motorcycle experience. Both the engine and exhaust note sound unique. Its crisp note makes you want to yank on the twist grip hard. Maintenance-wise the engine requires oil and filter changes every 6,000 miles. BMW Motorrad also recommends owner’s inspect the valve clearances too. A tad early for our tastes. During fast-paced riding, we recorded a 34 mpg average.
The R 18 Classic uses a proximity key fob with an integrated key so owners can lock the fuel tank if desired. The key is shaped like the fuel tank of the original 1936 R5. (Joseph Agustin/)
A heel-toe shifter makes it easier to row through the six-speed gearbox. We value its precise mechanical feel and the easy ability to notch it into neutral at stops. A beautiful mechanical driveshaft transfers power to the Bridgestone Battlecruise H50-shod 16-inch rear wheel. The final drive is nearly devoid of maintenance aside from scheduled 24,000-mile differential case oil changes.
We’re big fans of the R 18’s boxer twin. Its horizontal power pulses are visceral and make for a pleasing riding experience. (Joseph Agustin/)
The ride-by-wire throttle affords three throttle maps (Rock, Roll, and Rain), in addition to cruise control. Each setting provides a smooth, accurate sensitivity, but we like the Rock setting’s more rowdy response. Traction control (BMW calls it Automatic Stability Control) is standard as is ABS that automatically reroutes brake pressure to the front or rear circuit based on rider control input and vehicle load.
BMW Motorrad has been crafting its boxer twin engine configuration for more than 90 years and it performs marvelously. This configuration does however emit, at times, excessive engine heat when riding in slow stop-and-go traffic. (Joseph Agustin/)
Similarly to the 19-inch front wheel equipped R 18, ground clearance is limited and it doesn’t take much lean for hard parts to scrape against the asphalt. Still, with its high level of stability, and strong triple-disc hydraulic brakes, the R 18 Classic responds well to hard riding as long as you keep the vehicle more or less in line. High-speed stability is equally pleasing and we were impressed how well it rides at triple-digit speeds. Still, we wish this R 18 Classic offered full-travel rear suspension like its bagger and Transcontinental siblings.
Triple-disc hydraulic brakes with equally sized discs and calipers keep speed in check for this 805-pound cruiser. The brakes offer pleasing calibration and are neither too soft, nor too sharp. (Joseph Agustin/)
Our testbike was outfitted with the Premium Package ($1,450) which adds Adaptive (cornering) Headlights, electronic reverse, and Hill Start Control. These doodads make it easier to operate, however we wish the cornering headlamps were brighter through turns—which is surprising, considering its limited cornering clearance. The reverse feature on the other hand functions well and makes this nearly half-ton motorcycle easy to get out of tight parking spots. Our bike also had the $2,150 First Edition package, which adds chrome and white pinstriping around the fuel tank. We could easily forgo this pricey option.
The R 18 Classic’s use of a 16-inch front wheel (instead of the 19-inch on the standard R 18) makes for a motorcycle that is more agile than it should be for a 805-pound motorcycle. (Joseph Agustin/)
Motorcyclists seeking a functional real-world cruiser that rides as well as it looks will appreciate the R 18 Classic. It is more functional than its big wheel R 18 brother, and offers a pleasing riding experience, as long as you’re not idling in stop-and-go traffic or blasting around steep turns. Factor in its CVO-levels of craftsmanship, and the R 18 Classic is a cruiser that other manufacturers will have a hard time matching inside its price range.
The rider’s seat has a pleasing dish which helps keep the rider in place during braking and acceleration. We also love the look and function of the saddlebags. (Joseph Agustin/)
Gear Box
Helmet: Shoei J-Cruise II
Jacket: Saint Unbreakable Denim Shearling Collar
Pant: Saint Unbreakable
Gloves: Racer Guide
Boots: TCX Rush 2 Air
The R 18 Classic offers three adjustable throttle maps in addition to cruise control. Auxiliary LED lighting is also standard. (Joseph Agustin/)
2021 BMW R 18 Classic Technical Specifications and Price
To get yourselves warmed up for the 2021 Americas GP, sit back and enjoy five of the best races from down the years in the USA
After a year away, MotoGP™ is heading back to the fantastic city of Austin and the Circuit of the Americas for the Red Bull Grand Prix of the Americas. It’s crunch time in the title race and we should expect fireworks from Round 15 of 18 in 2021, so to get you in the mood, we’ve decided to give you a little treat ahead of the track action kicking off on Friday.
We’ve selected five of the best races for you to sit down and enjoy for free, including races from COTA, Laguna Seca and Indianapolis Motor Speedway. Enjoy!
1. Laguna Seca 2005 – A Nicky Hayden masterclass
2005 U.S. Grand Prix: MotoGP™ Full Race 12/11/2009
Relive the premier class race at the 2005 Red Bull U.S Grand Prix at the Mazda Raceway Laguna Seca
2. Laguna Seca 2008 – Rossi vs Stoner
Laguna Seca 2008 – MotoGP Full Race 20/07/2008
World Championship leader Valentino Rossi put an end to Casey Stoner´s victory run with a win at the Red Bull U.S. Grand Prix.
3. Circuit of the Americas 2013 – Marc Marquez’ maiden MotoGP™ victory
2013 Americas Grand Prix: MotoGP™ Full Race 21/04/2013
Relive the premier class race at the 2013 Red Bull Grand Prix of the Americas at the Circuit of the Americas
4. Laguna Seca 2013 – The Corkscrew hosts Rossi vs Marquez
Laguna Seca 2013 – MotoGP – RACE – Full 21/07/2013
Marc Marquez won Red Bull U.S. Grand Prix at the Mazda Raceway Laguna Seca, becoming the youngest ever back-to-back race winner in MotoGP™
5. Indianapolis 2015 – Marquez fends off Lorenzo for USA honours
#IndyGP: MotoGP™ Full Race 09/08/2015
The full race session of the MotoGP™ World Championship at the Indianapolis GP.
Every practice session, qualifying battle and race, exclusive interviews, historic races and so much more fantastic content: this is VideoPass!
RACE WEEK I am expecting much more from Portimao. I think there’s a few factors that should work in our favour there. It’s a track where I’m quite strong as well. We expect to capitalise. We expect a good weekend. So that’s good – it’s good pressure. I like this feeling. I like the feeling when my back is against the wall. It’s nice. I like gritting my teeth. But I need a weapon to fight with. You can’t just grit your teeth and make it happen. We need to fix the small issues we’re having in these hot conditions with the soft tyre. But, I think the soft tyre is on holiday now until next year. I think Portimao should suit us a little bit better than the previous rounds
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