Part 2 of THAT WorldSBK Assen Vlog | I feel the rhythm is the highest ever!
” I feel the rhythm is the highest ever!”** NEW VIDEOS EVERY THURSDAY ****Follow me on social Media**https://twitter.com/jonathanreahttps://www.facebook.com/…
Source: Jonathan Rea On Facebook
As part of Motorcycle Safety Awareness month, the Motorcycle Safety Foundation is calling on all motorists to be on the lookout for more motorcyclists on the road this season.
According to the MSF, scooter and new motorcycle sales were up 14.2 percent in 2021, marking the second year in a row that sales figures have grown. Since 2019, sales have improved by 21.8 percent. Add to that a 48 percent increase in enrollment in rider training programs in 2021 over 2020 and you have all the fixings for more riders on the road. Many of these riders are likely to be new as well, increasing the need for heightened vigilance across the board.
“These are all indicators that more people will be out riding this year, so it’s the responsibility of all road users to look out for one another,” said MSF RiderCoach Armene Piper, owner of Clutch Motorcycle School in Loveland, Colorado, in an MSF release. “Riding a motorcycle is such a fun way to get around. But a rider’s number one priority should be safety. That means following the rules of the road, wearing safety gear each and every time they ride, and using smart street strategies.”
Higher fuel prices have proven to be a motivating factor for many who have turned to streetbikes as a means of transportation. The Motorcycle Industry Council found that of owners surveyed, 57 percent are using bikes more now that gas prices are higher. Of those, 69 percent will be commuting and taking day trips, while 59 percent indicated that they’ll use their bikes for errands and shopping.
“We encourage drivers to use their turn signals, keep speeds down, and be vigilant when driving, especially when changing lanes,” explained Erik Pritchard, president and CEO of the MSF.
The MSF is also promoting #SeeMotorcycles on various social media platforms where you can share your images, stories, and safety tips.
Source: MotorCyclistOnline.com
On an average weekend, the efforts of riders within the paddock can be nothing short of superhuman as they grasp onto a set of handlebars atop a motorbike travelling at mindboggling speeds. The physical toll that can take on a fully fit body is huge, so to do it just a six days after undergoing surgery for a broken wrist is phenomenal, and to end up on the podium is herculean.
Source: MotoGP.com – Read Full Article Here
I arrive in Duluth, Minnesota, in the middle of the night, welcomed by a cleansing wind blowing off Lake Superior, the largest of the Great Lakes. The West had been ablaze for weeks when I’d departed California two days before, and smoke from those massive fires had gathered, unasked, across the Plains to form a thick, murky blanket. My eyes and throat are still burning as I hobble, ass whipped, from my BMW R 1200 GS to my waiting hotel room.
Scan QR code to view route on REVER, or click here
I’ve just started on a 6-week ride and my first official stop is a visit to the Aerostich factory to catch up with my old friend, Andy Goldfine. Andy and I go back to the mid-80s when we were starting in the motorcycle industry, him as the founder of Aerostich and me as an associate editor at Rider. I zipped up my first Roadcrafter the day we met and have since appreciated no gear – or friendship in the business – more.
Listen to our interview with Andy Goldfine on the Rider Magazine Insider Podcast
Duluth has always charmed me with its terraced streets and historic port town vibe. Spending a day off the bike here is a joy. I’m able to hang out at Aerostich and watch as suits are cut and stitched. Some would call this a factory, but it’s much more like a workshop where skilled technicians craft riding apparel.
After enjoying a classic biker breakfast the next morning at the Duluth Grill with Andy and his “most curmudgeonly riding friend” John Grinsel, an 80-something-year-old character who rides up to 20,000 miles each year with a pipe in his mouth and a tiny pup named Moose poking out of his top box, I’m back in the saddle of the GS heading north around the edge of the world’s largest freshwater lake.
The Greatest Lake
Behaving more like an inland sea than a lake, Superior is massive, holding 10% of the world’s fresh surface water. It and the other Great Lakes to the east are so dynamic they create their own weather patterns. Today, I’m riding through a Scotch mist I’m not sure I can blame on the lake, and it’s giving my finger squeegee a workout.
I’m riding a loaner R 1200 GS Rallye edition I’ve had for seven months. I’ll never get enough of the GS bikes, and over three decades I’ve used them to explore five continents. Having been one of BMW’s flagship models for four decades, the “big” GS was legitimately the first travel bike to be truly versatile, but what I find most endearing is the way the chatty boxer Twin feels like an old friend every time I fire one up. It’s a pleasant bike to ride anywhere, including roads like Minnesota’s super scenic State Route 61 along the North Shore.
By the time I reach Grand Marais, it’s clearly storming hard to the north, and I retreat back down the highway, ducking into the famous Betty’s Pies for a slice and a coffee. I love this place, and if I weren’t on a bike, in the rain, I’d take an entire 5 Layer Chocolate Cream Pie to go.
Early the next morning, the sun is out and I’m in Wisconsin exploring the bottom edge of Superior. While I’d traveled to the top of the lake a few years back, the southern section was a mystery. I throttle the GS up Wisconsin’s Lake Superior Scenic Byway, State Route 13, connecting fishing villages to waterfalls to sandy beaches and orchards.
The Road to Pictured Rocks
I want to shoot up Michigan’s Keweenaw Peninsula to Copper Harbor on U.S. Route 41, and not just because the road looks amazing on the map. I’ve heard there are monks who bake delicious treats and sell preserves they make from local fruit at The Jampot bakery. But I’m short on time and even shorter on tires. The Continental TKC80s I opted for seven months back now have more than 6,500 miles on them and my replacements are waiting at a dealership 700 miles away, which means limiting side trips.
So, I head from Ashland, Wisconsin, straight for Pictured Rocks National Lakeshore on the recommendation to ride County Road H-58. And wow, what a sweet road. I hear it was even more fun to ride before it was fully paved in 2010, but today the 69 miles of smooth shaded corners and flowing undulations ride like a song. And for the other senses? The beautiful lake up here is edged by colorful sandstone cliffs and unspoiled sandy coves.
When you’re on an adventure bike, another thing to love about Michigan is its more than 3,100 miles of off-road vehicle trails, proudly documented and promoted on the state government’s website, and on Pure Michigan, a site sponsored by Michigan’s lead economic development agency. How civilized for these Midwestern states to celebrate their off-roading opportunities instead of quashing them.
But you hardly need a map to find a tempting two-track here, which is the reason I’m not making good time on Michigan’s Upper Peninsula, but finally I’m at the famous Mackinac Bridge, gearing up to ride its five swaying miles to the Lower Peninsula. Yup, Big Mac is one of the longest suspension bridges in the world and it’s built to swing (apparently, up to 35 feet at its center span), and on a windy day, you can feel it, as I did when I crossed it years back on a Harley Ultra Glide Classic.
Especially in Michigan
But today it’s only breezy, and purring across the impressive bridge on the GS is a joy. I don’t have time to stop in touristy Mackinaw City because I want to ride some small roads I’d missed on my last trip, starting with M-119 from Cross Village to Harbor Springs, aka the Tunnel of Trees.
I approach from the north, stopping at the historic Polish-themed Legs Inn in Cross Village where you can spend hours taking in all the details of wood and stonework, or if you’re hungry, enjoy some kielbasa and pierogi. The famous 20-mile section of M-119 that kicks off from here is narrow, curvy, and truly a tunnel of foliage, and I’m sure its beauty is staggering in the fall, but it loses points as a premium motorcycle road for its 35-mph speed limit and profusion of deer and driveways. Still, those 137 corners are a lovely way to spend time.
After an overnight in Petoskey, I head for Traverse City and M-22. If there’s one thing that’s undeniable about these Midwestern states, especially their more rural areas, it’s how genuinely nice the people are. Everywhere you go. The M-22 is recommended to me by a new friend, and I take my time exploring Suttons Bay, Northport, and the Leelanau Peninsula’s pretty lakes, all miniatures next to a hulking Lake Michigan.
In Glen Arbor, I indulge in house-made cherry ice cream at the original Cherry Republic and slip a jar of cherry salsa in a saddlebag for later. I do not partake in the pit spitting at the establishment’s Olympic-size cherry spitting pit (the world record is 93 feet, 6.5 inches).
In addition to gorgeous views of the lake and rolling farmland, this part of Michigan has local wines to taste, dunes to explore, and apples to pick. The longer I spend on M-22, the more I realize it’s not just a road to the people in this area, M-22 represents a lifestyle. In fact, the M-22 highway signs have been stolen so often – 90 signs in three years – the Michigan DOT dropped the M on some replacements so they show only the number 22. If you missed your chance to nab a sign, there are plenty of places along the highway where you can buy a fake, as well as upscale M-22 apparel and souvenir tchotchkes.
And I get it. There’s something about this area (the people? the chill vibe? the scenery?) that just makes you want to stick around and explore every corner. Sadly, I don’t have time or tread for further exploration, and chug east from Manistee to Bay City, overnighting in some basic chain motel and wishing I was back in my tent on the lakeshore. In the morning, I scoot down I-75 to get the GS serviced and shod at BMW Motorcycles of Southeast Michigan. Again, the nicest people.
Over the next five weeks I’ll ride through another 13 states, many of them bucket-list destinations for motorcyclists. And yet I’ll keep thinking about this Great Lakes area and its empty roads, slow pace, and big-hearted locals. If you’ve ridden there, you know. If you haven’t, go. I’ll be right behind you.
The post Great Lakes Getaway: Touring Minnesota, Wisconsin and Michigan first appeared on Rider Magazine.
Source: RiderMagazine.com
In Moto3™, Jaume Masia & Dani Holgado (Red Bull KTM Ajo), Ryusei Yamanaka (Mt Helmets – MSI), Tatsuki Suzuki (leopard Racing), Sergio Garcia & Izan Guevara (Gaviota GASGAS Aspar Team), Ana Carrasco & David Muñoz (BOE SKX) and Joel Kelso & Kaito Toba (CIP Green Power) have all been spotted spinning some laps.
Source: MotoGP.com – Read Full Article Here
KTM unveiled a set of radically different exhausts. With the bottom exhaust a lot longer than before, it’s interesting to note that Ducati also recently tried a very long bottom exhaust. From what we heard about Ducati, the long exhaust gave a little more power and grunt and it was this that the Ducati riders decided to go against in the end as it just made the GP22 a little too hard to handle.
But for KTM it might not be power they’re chasing but more usable power instead. Their rear grip problems have been extensively covered by many, so it could be the case that KTM are looking to try and find something in this area. Binder commented that he didn’t feel a massive deal of difference but he did liked the way it sounded, so that’s always a plus!
We’ll await the Catalan Test to see if KTM build on this idea and bring another version or if they try these exhausts again.
Source: MotoGP.com – Read Full Article Here
Ups
Downs
Verdict
Many would consider the 2022 Continental GT 650 an entry-level bike due to its user-friendly performance and awesomely low, sub-seven-grand price tag, yet the bike punches well above its weight in terms of performance and rideability.
Those concerned with past rumors regarding Royal Enfield’s Indian manufacturing origin, take note: The build quality is nice with good detailing, and is head and shoulders above any other Indian motorcycle manufacturer (Royal Enfield completely revamped its manufacturing and QC methods when it first came to market with the GT 650 and its counterpart, the Interceptor 650).
Overview
Royal Enfield is one of the oldest motorcycle brands in the world, dating back to 1901 when it was founded in England. The history of the Continental GT goes all the way back to 1964; that bike was one of last bikes to be built in Royal Enfield’s Redditch factory, before it and the Bradford on Avon factory shuttered the doors for good in 1967 and 1970, respectively. With licensed motorcycles like the 350cc single-cylinder Bullet model already being built in India since 1955, the brand survived and then later thrived after Madras Motors merged with the Eicher Group in 1994.
When the current generation of the Conti GT 650 was released back in 2019, it was a completely new platform with a brand-new and totally modern engine. Introduced alongside the Interceptor 650, the GT was designed to fill a void in the US market. One where the terms “inexpensive,” “simple,” and “fun” coexist with “cool” and “user-friendly.” “We’re not looking to take market share from anyone,” RE CEO Siddhartha Lal said, “We are here to grow the market by creating our own category.”
The engine and steel double-downtube cradle frame may look old-tech, but the performance of both is anything but. In the case of the engine, there are plenty of modern components throughout. An interesting fact is that RE purchased famed British chassis builder Harris Performance back in 2015, which means the Conti GT delivers in spades when it comes to handling dynamics. Wheels measure 18-inch front and rear while ByBre (an abbreviation of “By Brembo,” Brembo’s Indian subsidiary) brakes handle stopping duty.
This bike is all about style, and with a variety of colors and accessories available, something is sure to grab your fancy.
Updates for 2022
The benefit of creating a capable, fun, and affordable motorcycle right out of the gate is that it needs little to no updates in its first years on the road. That is to say that there are no noteworthy changes to the 2022 Continental GT 650, which has stuck to its guns since rolling onto the scene in 2019.
Pricing and Variants
While there are no variations to choose from, Royal Enfield has made the 2022 Continental GT 650 available in no less than five color options, which is important when you consider that much of the competition is available in just one or two colorways.
Although there’s been a slight price increase since the GT 650 was unveiled in 2019, the bike is still competitively priced at $6,199 for the solid color schemes, $6,499 for the multicolored versions, and $6,999 for the chrome-tanked edition.
Competition
While Royal Enfield claims its goal was to fill a void in the US market, it would be wrong to say there aren’t other models fighting a similar fight as the GT 650. The cafe racer style of bike remains extremely popular, meaning there are now a few options within this space.
At the top of the list you’ll find Triumph’s Bonneville series, which is somewhat fitting as Royal Enfield and Triumph were foes in the ‘60s, and remain so to this day. Another superlogical choice is the Kawasaki W800 Cafe, which Cycle World pitted against the Conti GT a few years back. BMW’s R nineT is a German interpretation of the style, or if you lean south toward Italy, Moto Guzzi’s V7 fits the bill. Looking for a more modern take? You could make the argument that Yamaha’s XSR900 and Husqvarna’s Vitpilen 401 count as cafe racers too.
Powertrain: Engine, Transmission, and Performance
Power comes from the retro-styled, air/oil-cooled, SOHC, 648cc, parallel-twin, four-valve-per-cylinder engine with a 270-degree crankshaft and EFI. Claimed power is 47 hp at 7,250 rpm and 38 pound-feet of torque at 5,250 rpm.
The air/oil-cooled SOHC vertical twin may certainly look old tech on the outside, but it’s modern internally, and its performance is surprisingly good. In a first ride review of the GT 650, Cycle World noted that, “The 270-degree crank provides gobs of quick-revving torque that makes the engine surprisingly fun to use, whether it’s zipping you out of tight traffic spots or blasting down your favorite twisty road. Plentiful low-end power means pulling away from a stop is very novice-friendly, and the six-speed gearbox has a nice, positive action.”
The praise (mostly) continues as the road opens up. “Paying attention to the tach is basically superfluous, as the twin’s wide spread of power extends from just off idle to around 7,000 rpm, where it begins to run out of breath,” Cycle World added.
Smooth, predictable throttle response is mandatory on a bike that can be used by newer riders, and the GT 650 delivers in that realm too.
Handling
Steering is light and neutral, the GT 650 holding a line without asking much of the rider. That’s just a small part of the story, however. Proving once again that the GT is more capable than its modest bones suggest, Cycle World wrote, “Steering is delightfully light but neutral, with enough stability to keep things from ever feeling flighty or nervous.”
The nonadjustable suspension (save for seven-step rear spring preload) has fairly soft spring/damping rates to provide a smooth ride over nasty pavement, but ramping up the pace in the canyons doesn’t cause it to come unraveled. In fact, the bike’s Gabriel fork and shocks are impressive in their ability to keep the chassis stable despite bottoming out on some of the bigger hits at a spirited pace.
Brakes
The Conti GT has a single 320mm disc/twin-piston caliper up front and a 240mm/single-piston rear setup, and this too is an area where the customer must look past the design. “The 320mm disc and two-piston ByBre caliper were easily up to the task of slowing the Continental GT during aggressive riding,” Cycle World said. “The brakes provide enough feel and feedback for experienced riders while not being overly responsive and progressive for novice hands. And the standard Bosch ABS works well, with no real overt intervention even during hard braking situations in the canyons,” the review added.
Fuel Economy and Real-World MPG
In a comparison test against the W800, the Continental GT recorded an excellent average fuel economy of 47.4 mpg.
Ergonomics: Comfort and Utility
Ergonomics are toward the sporty end of the spectrum without being too committed, with clubman-styled clip-ons that rise up above the top triple clamp, and pegs that are more rear-set than the ones on the Interceptor 650.
Vibration is minimal, with just a hint of vibes in the midrange that barely fuzz out the images in the mirrors.
Electronics
Staying true to the theme, a tachometer and speedometer duo dominate the cockpit view, while a small LCD screen on the tach displays the fuel gauge and odometer.
Warranty and Maintenance Coverage
Royal Enfield offers an almost unheard of three-year, unlimited-mileage warranty and roadside assistance, the latter of which may come in handy with those inner-tube wheels.
Quality
Royal Enfield’s reputation has improved dramatically over the years, and the aforementioned warranty seems to prove that it has a lot of confidence. And with an almost unprecedented duration, there isn’t much to worry about. Go for it.
2022 Royal Enfield Continental GT 650 Claimed Specifications
| MSRP: | $6,199 (solid colors)/$6,499 (multicolors)/$6,999 (chrome) |
| Engine: | 648cc, SOHC, air/oil-cooled parallel twin; 4 valves/cyl. |
| Bore x Stroke: | 78.0 x 67.8mm |
| Transmission/Final Drive: | 6-speed/chain |
| Fuel Delivery: | Electronic fuel injection w/ 34mm throttle bodies |
| Clutch: | Wet, multiple disc; cable operation |
| Engine Management/Ignition: | TCI |
| Frame: | Tubular steel, double cradle |
| Front Suspension: | 41mm telescopic fork; 4.3 in. travel |
| Rear Suspension: | Twin shocks w/ adjustable preload; 3.5 in. travel |
| Front Brake: | 2-piston caliper, single 320mm discs w/ ABS |
| Rear Brake: | 1-piston floating caliper, 240mm disc w/ ABS |
| Wheels, Front/Rear: | Spoked wheels w/ aluminum rims; 18 in./18 in. |
| Tires, Front/Rear: | 100/90-18 / 130/70-18 |
| Rake/Trail: | 24.0°/4.1 in. |
| Wheelbase: | 55.1 in. |
| Seat Height: | 31.7 in. |
| Fuel Capacity: | 3.6 gal. |
| Claimed Curb Weight: | 445 lb. (all fluids, no fuel) |
| Contact: | royalenfield.com |
Cycle World Tested Specifications
| Rear-Wheel Horsepower: | 44.4 hp @ 6,800 rpm |
| Rear-Wheel Torque: | 38.3 lb.-ft. 5,100 rpm |
| Fuel Consumption: | 47.4 mpg |
| 0–60 mph: | 5.53 sec. |
| 1/4-mile: | 13.89 sec. @ 96.46 mph |
| Braking 30–0 mph: | 38.1 ft. |
| Braking 60–0 mph: | 150.65 ft. |
Source: MotorCyclistOnline.com
A variety of MotoGP™ Premier package options are available that include access to MotoGP VIP Village™ and a host of exclusive trackside activities including Pit Lane Walks, Paddock Tours, Team Garage access and much more designed to get you closer to the riders and teams of MotoGP™, Moto2™ and Moto3™.
Source: MotoGP.com – Read Full Article Here
Time for Guzzi lovers to begin planning their pilgrimage.
The renovation of the Moto Guzzi Museum in Mandello del Lario, Italy, is officially complete and the museum reopened mere days ago on April 29. As you might imagine, it is a one-of-a-kind celebration of the history of the iconic Moto Guzzi streetbike brand.
Part of a plan to eventually redesign the entire Mandello industrial plant, the museum offers enthusiasts a reimagined visitor experience, with motorcycle collections divided into three areas: production models, racing models, and military models, arranged in chronological order.
Related: A Year Worth Celebrating: Moto Guzzi Turns 100 in 2021
Not familiar with the museum? It features virtually every Moto Guzzi model ever assembled, including the G.P., a one-of-a-kind model that predates the foundation of Moto Guzzi. Other legendary Guzzi models earn their rest in the museum, like the GT “Norge” from the late ‘20s, the futuristic Sport 15 from the ‘30s, and the Guzzino and Falcone.
Current models, like the V85 TT also hold court, along with modern classics like the V50, the supersporty Daytona 1000, the Griso and the unconventional MGX-21. It all adds up to a bucket-list trip for those of means, should they find themselves in northern Italy.
Improbably, the Moto Guzzi Museum is free of charge, just look for the famous red gate on Via Parodi 63 in Mandello del Lario from Monday to Saturday. Mondays to Thursdays the museum is open from 2:30 p.m. to 4:30 p.m. and visits must be booked in advance. Fridays and Saturdays opening time is extended to eight hours, access is freely granted from 10:00 a.m. to 6:00 p.m., with guided tours available if booked in advance.
Source: MotorCyclistOnline.com
Some motorcycles are like Buddha, such as a Gold Wing gliding down the road in near silence, its deep bucket seat cradling your fundament and scarcely a vibration felt at the feet and hands. Others are like mad dogs, snarling and pulling at their chains, ready to rip, tear, and lacerate at a moment’s notice. The original KTM 1290 Super Duke R was pretty much the latter – an idealized naked hyperbike that was introduced in 2014. It had terrific power, satisfying daily-rider ergonomics, and the immediate response that earmarks most race machines. KTM’s “Ready to Race” slogan was aptly fulfilled.
Now, after eight years of evolution, the latest-gen 1290 Super Duke R Evo goes further with the addition of multi-mode semi-active WP suspension to the KTM’s existing electronic elements, including throttle-by-wire, ride modes (which adjust throttle response and engine power), cornering ABS and traction control, wheelie control, cruise control, and more. Our test bike was equipped with the Tech Pack, a $899.99 option that adds an up/down quickshifter, Motor Slip Regulation (MSR), Suspension Pro, and Track Pack.
The settings may be configured statically or on the fly via multifunction switchgear on the left handlebar. The multilayered menu appears bright and crisp, day or night, on a 4.8-inch color TFT screen, which also includes a hockey-stick-style tachometer, a large digital speedometer, a gear-position indicator, and various annunciators.
FIRE ME UP
Let’s take a ride. There is no traditional ignition key, but rather an electronic transponder with a flip-out key that’s used only to unlock the seat. Approach within a few feet of the bike and the transponder and machine connect wirelessly. A quick press of the master power button on the right handlebar unlocks the fork and gas cap and illuminates the instrument panel.
From there, climb aboard and tag the start button. The highly tuned 1,301cc DOHC 75-degree V-Twin whirs and churns like a Massey Ferguson before firing and settling into a grumbling baritone idle through its enormous stainless headers. Sound pressure recorded at idle at helmet height was 88 decibels. And it gets louder as the revs build, naturally along with wind noise.
While the liquid-cooled motor warms up – we found the KTM to be somewhat coldblooded – use the opportunity to configure the electronic engine and chassis parameters for the ride. Which invites a fair question: What kind of ride?
First, select a ride mode: Street, Rain, and Sport modes are standard, while Performance and Track modes are part of the optional Track Pack. Next, select a suspension damping mode: Comfort, Street, and Sport are standard, along with electronically adjustable rear preload (in 2mm increments). Track, Advanced, and Automatic modes are part of the optional Suspension Pro package, which also adds automatic preload leveling with three modes (Low, Standard, and High). You can also turn off both traction control and MSR, turn off the quickshifter, and select an ABS mode (Road or Supermoto, which deactivates ABS at the rear wheel). Or not. Everything can be left in default settings, and you can just grab a gear and go.
It would take much more space than we have available to review all the settings and permutations. It takes some time to get familiar with everything, but for most riders the only settings that will be regularly changed are ride mode and suspension mode. Two customizable profiles allow riders to configure their favorite settings and toggle between them using a switch on the right handlebar. Set it and forget it.
CREATURE COMFORT
Let’s start the ride with the default Street ride mode and the genial Comfort suspension mode to get a baseline understanding of how the semi-active suspension interplays with the carryover electronics. It’s surprising what a pleasant motorcycle the 1290 SD-R Evo is with these soft settings. The suspension – a 48mm WP inverted fork, a linked monoshock, and a single-sided swingarm – is surprisingly comfy. Rowing across town, I found the steering characteristics to be pure joy. The Super Duke is nimble and agreeable for any necessary urban maneuver, from tight turns to quick lane changes to streaking away from offensive traffic.
GEAR UP
Helmet: Arai Quantum-X
Jacket: Alpinestars Hyper Drystar
Gloves: Alpinestars SMX-2
Pants: Alpinestars Victory Denim
Boots: Alpinestars Faster-3 Rideknit
Switching to the Street suspension mode, the ride quality still proved fine for a rabid naked bike making a claimed 180 hp. So is the engine’s vibration signature, a minor miracle in that the motor is bolted solidly to the space frame’s thin-wall chromoly tubing, and serves as a stressed member. The motocross-style tapered aluminum handlebar wears a pair of 6-oz bar-end mass dampers, which change the bar’s resonant frequency to quell engine-induced vibration in the grips.
Breaking free of town onto a winding two-lane highway, I toggled to Sport mode for both ride and suspension, which firmed up damping characteristics and shock spring preload, quickened throttle response, unleashed full power, and loosened up traction and wheelie control. Like observing a dog perking up its ears, the countenance of the Super Duke noticeably sharpened. Gone was the relaxed, easy cadence of Comfort and Street modes; Sport settings picked up the pace, and so did I. Ride aggressively or casually, Honey Badger don’t care.
In fact, the twin-spark engine is so flexible, it can just lug around as a torque monster or rage to its 10,250-rpm redline. On Jett Tuning’s dyno, the KTM generated 166 hp at 10,000 rpm and 96 lb-ft of torque at 8,400 rpm at the rear wheel in Sport mode. Horsepower increases steadily with revs, while torque is prodigious throughout the rev range, exceeding 80 lb-ft from 4,000 rpm to redline.
In town, the profiles and contact patches of the Bridgestone Battlax HyperSport S22 radials – 120/70-ZR17 front and fat 200/55-ZR17 rear – proved most agreeable. Linear, predictable, and confidence-inspiring. With their fine-particle silica compound, these refined treads are said to excel in conditions from rain to racetracks. We hit neither on this test, but on every mile of street, road, and freeway we covered, they proved highly satisfying.
A word now about seating. Though dimensionally small, the pilot’s seat feels more standard than sportbike. In other words, it’s just right for most riding activities. (If you want to go sport-touring, check out KTM’s accessory Ergo rider’s and pillion seats.) With no front fairing or windscreen, it’s full wind blast, baby. Complementing the fine steering geometry, the ergonomics are refreshingly sensible compared to superbikes – that is, except for the wide tank/airbox combination that splays knees unnaturally. Further, with its hard finishing panel at the rear, the tank can be a ballbreaker if sudden braking intrudes.
ALL IN
For the most fun part of this test, high above the city on empty mountain roads, I toggled to the Track ride mode, which is included as part of the Tech Pack. It maximizes throttle response and power, allows rear wheelspin to be adjusted on the fly over nine levels, and turns off wheelie control. (A more street-oriented Performance mode offers the same features, but also allows riders to use cruise control and the KTM MY RIDE multimedia system.)
In Track mode, everything gets really focused. Throttle response, already made more direct thanks to the new 65-degree quick-turn throttle (reduced by 7 degrees), which also helps reduce wrist angle and elbow drop at full throttle, becomes immediate. The Track suspension mode likewise dramatically firms things up. Although harder-edged, these settings make the Super Duke the ultimate confidence-inspiring machine for attacking road or track. With so much horsepower cued up and lacking the runoff of a modern racetrack, I backed out of this after several miles and reverted to the slightly more docile Sport ride and suspension modes.
Our test of the Super Duke R Evo revealed its complete mastery of all kinds of roads, including fast sweepers and tight corners, off-camber bends, and varied surfaces. Throughout, it required no undue tugging of the handlebar to change directions, engaged in no weird chassis hijinks or bobbles, and stayed faithful and true in whatever conditions appeared. Building such a tenable package is complicated, requiring a refined blend of chassis geometry and stiffness, mass placement, suspension design and tuning, power delivery, adaptive electronics, and way more. And the Bridgestones make it all work, whether at trolling speeds or lightspeed. All primary controls – including throttle, clutch, shifter, and front and rear brakes – are balanced with a well-connected feel.
There are a few demerits, but they’re relatively minor balanced against the total 1290 SD-R Evo package. Some of the handlebar switches are poorly shaped. Particularly egregious is the triangular turnsignal switch; activation feel is fine, but canceling requires pushing what feels like the pointy end of a carpenter’s pencil. Additionally, the headlight high/low switch, toggled by the left forefinger, should be larger, and the horn button is too far from the left thumb. And that 3.2-inch horn! I’m sure it’s stamped with the letters “moo,” emitting barely a plebian bleat no better than a newborn calf’s. Riders deserve better, and not just Super Duke pilots. Lastly, while I was personally happy with the clutch and front brake lever adjustability, the thumbscrews are small, and the adjustment range might not satisfy riders with small hands. Balancing this, the shift lever and rear brake pedal (and fork stops) are also adjustable, albeit with some light wrench work.
The Super Duke R Evo’s optional quickshifter can be turned on or off through the electronics menu. It works spectacularly for rapid upshifts, but is quite sensitive, and so a careless touch of the gear shift lever interrupts power. Admittedly, this only caused problems during particularly aggressive riding. Bottom line, for track duty or raging up a mountain road, the quickshifter is a fine addition; for street riding, though, I was happier deactivating it.
Part of the Suspension Pro package is a programmable anti-dive feature. I well remember hammering bikes with conventional inverted forks and cursing the nosebleed dives they’d make under hard braking while rushing downhill. No worries with the SD-R Evo, as this feature keeps the chassis more balanced and its rider happy. While eclipsing miles of narrow, twisting downhill road, the 1290’s chassis, Bridgestones, and Brembo brakes with Stylema 4-piston radial front calipers seamlessly mastered the conditions, with excellent feedback and precision. The tires offer an additional advantage of sticking even when they’re cool. Translation: Premium DOT sport tires are a great choice for the wide range of conditions that this improved Super Duke can handle.
TASTES GREAT, LESS FILLING
As much as I enjoyed my time aboard the 1290 while bending it into and out of undulating mountain corners, the KTM proved to be well-mannered on efficient-yet-boring freeways. That’s the real magic of bikes like this with fully customizable riding dynamics. You can tame the power, soften the suspension, and set the cruise control, all while queueing up your favorite song on your smartphone. At 70 mph on the freeway in 6th gear, the engine turns a relaxed 3,500 rpm. The motor seems to be at its smoothest exactly at this point, perfect for touring or droning commutes. On the highway, I found no detriments to the nimble steering geometry; the 1290 tracked beautifully and retained excellent stability.
Modern bikes like this latest Super Duke augment riding fun while reducing certain hassle factors. Pull into a gas station, drop the sidestand, hit the kill switch, and pop open the fuel filler without ever pulling the fob out of your pocket. From the 1290’s 4.2-gal. tank, over a mix of city, freeway, and mowing-down-the-mountain riding, we netted 35 mpg, yielding nearly 150 miles of range. The transponder that allows key-free unlocking, starting, and fueling also simplifies locking. When parked, hit the power button to shut down the bike, then hold it down again to lock the steering.
During a night ride, I happily discovered that the Super Duke’s twin LED headlights are vastly better than the first Super Duke’s halogen system. KTM surrounded the headlight array (split up the center to feed twin ram-air openings) with a racy illuminated surround in white and orange, KTM’s signature colors. Thoughtfully, the headlight assembly can be quickly removed for track duty with three fasteners and an electrical plug. Same goes for the rear turnsignal/license plate assembly. The TFT display, which automatically adjusts background colors in low-light conditions, seems even more beautifully illuminated at night. The switchgear illumination is modest but gives a general idea where the key switches are.
The 2022 KTM 1290 Super Duke R Evo is a highly attractive motorcycle for riders with serious sporting intentions – and the skills to go with them. For me, it’s close to a perfect streetbike thanks to its instantaneous response, excellent dynamics and feel, agreeable ergonomics, and the added bandwidth of its new semi-active suspension. Let’s be clear though: In its most active state, a Super Duke pushes the boundaries of sanity for streetbike performance. Do we actually need such a device? Nope. Do we want one? Absolutely!
Base Price: $19,599
Price as Tested: $20,499 (Tech Pack)
Warranty: 1 yr., 12,000 miles
Website: ktm.com
ENGINE
Type: Liquid-cooled, transverse 75-degree V-Twin
Displacement: 1,301cc
Bore x Stroke: 108.0 x 71.0mm
Compression Ratio: 13.6:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 18,600 miles
Fuel Delivery: Keihin EFI w/ 56mm throttle bodies x 2
Lubrication System: Dry sump, 3.7 qt. cap.
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
Final Drive: X-ring chain
CHASSIS
Frame: Tubular-steel w/ engine as stressed member, composite subframe & cast aluminum swingarm
Wheelbase: 58.9 in.
Rake/Trail: 25.2 degrees/4.2 in.
Seat Height: 32.8 in.
Suspension, Front: 48mm inverted fork, electronically adj., 4.9 in. travel
Rear: Single shock, electronically adj., 5.5 in. travel
Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS
Rear: Single 240mm disc w/ 2-piston caliper & ABS
Wheels, Front: Cast aluminum, 3.50 x 17 in.
Rear: Cast aluminum, 6.00 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 200/55-ZR17
Wet Weight: 466 lbs.
Load Capacity: 471 lbs.
GVWR: 937 lbs.
PERFORMANCE
Horsepower: 165.5 hp @ 10,000 rpm (rear-wheel dyno)
Torque: 95.9 lb-ft @ 8,400 rpm (rear-wheel dyno)
Fuel Capacity: 4.2 gals.
Fuel Consumption: 35.3 mpg
Estimated Range: 149 miles
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Source: RiderMagazine.com