Category Archives: Motorcycle News

MotoGP™ to race at Losail International Circuit until 2031

It’s official: MotoGP™ will be racing at Losail International Circuit in Qatar until at least 2031. Previously signed up until 2026, a new five-year contract extension ensures the Qatari venue will continue to welcome the world’s fastest motorcycle racing Championship for many years to come.

Source: MotoGP.comRead Full Article Here

This Is MotoGP™: close competition predicted in Qatar

“This preseason it was interesting to see how Yamaha improved, Ducati improved, Suzuki improved with Rins and yeah, let’s see how we start this season. But of course, we will be very fast because we tested here, but the season is 19 races and we must be focused on our work, focused on ourselves and try and do what we know. Then we will see at the end of the season.”

Source: MotoGP.comRead Full Article Here

X-lite X803 Ultra Carbon Helmet | Gear Review

X-lite X803 Ultra Carbon Helmet in Nuance Red.
X-lite X803 Ultra Carbon Helmet in Nuance Red.

Does a rider really need a race-bred, made-in-Italy carbon fiber helmet with a translucent wash of subtle color splashing across it in the sun? Maybe not, but sometimes a guy or girl’s gotta splurge. X-lite, in case you’re not familiar with the brand, is a division of Nolan Helmets that’s been well known in Europe for some time (three-time MotoGP champion Jorge Lorenzo wore X-lite helmets for the first five years of his GP career), but it has only recently been made available in the U.S. As soon as I laid eyes on the X803 Ultra Carbon in silky Nuance Red, I knew I had to have one.

Like Nolan, X-lite helmets are made 100-percent in Italy, from raw materials to finished product, but unlike Nolan helmets which use Lexan polycarbonate shells, X-lite helmets use “multi-axial hybrid fabrics” (carbon fiber and aramid fiber) bonded with a thermosetting resin. The Ultra Carbon is X-lite’s top-of-the-line series, engineered for reduced weight and an exclusive look thanks to the visible fiber weave.

As a race- and sport-oriented helmet, the X803 isn’t N-Com-ready (though one could install a Bluetooth headset if so inclined), nor does it have convenience features like eyeglasses slots or a drop-down inner sun shield. What it does have is one of the most plush, softest liners I’ve ever put my cheek against, with high-value green contrast panels and stitching, emergency quick-release cheekpads and venting that works well in a forward, sporting riding position. It’s also quite lightweight, with my size small weighing in at just 3 pounds, 3 ounces. The visor is fairly easy to change without tools and it comes with a Pinlock fog-resistant insert. I would prefer a glossy finish on the top vents and exhaust like that on the helmet’s other plastic pieces rather than matte, since a glossy finish would better complement such a beautiful shell, but that’s my only gripe.

At $609.95 ($589.95 for the Puro “plain” carbon fiber and starting at $739.95 for race replica graphics), the X803 Ultra Carbon Nuance is priced competitively with other top-line racing helmets. It’s available in sizes XS-2XL spread over three shell sizes.

For more information, call (866) 243-5638 or visit xlite-usa.com.

Source: RiderMagazine.com

This is MotoGP™: Passion, by Valentino Rossi

I enjoy it as much as I did when I started. Adrenaline is always a lot, maybe that’s why I can’t go without it! I also do a lot of work in the gym but I prefer the bike, always! The routine on race weekends doesn’t bother me, on the contrary. Doing the same things, with a certain order, helps me keep my concentration high and to not forget anything.

Source: MotoGP.comRead Full Article Here

Yamaha Ténéré 700 lands in December at $15,499 +ORC

Yamaha Ténéré 700

I think it is fair to say Aussie adventure enthusiasts are quietly impressed at today’s news that Yamaha are launching the all-new Ténéré 700 at $15,499 +ORC.

Yamaha Tenere MBL STA
Yamaha Ténéré 700

That means that Yamaha’s long awaited, and my, how we have waited, 689 cc parallel-twin adventure bike should be on the road for around 17k.

Yamaha Tenere MBL STA
Yamaha Tenere 700

We are going to have to wait a bit longer though as the release date is still almost nine-months away, with Yamaha indicating that Australian deliveries of the machine are not expected until December, 2019.

Yamaha Tenere MBL ACT
Yamaha Ténéré 700

The CP2 engine is now well proven in the XSR700 and Yamaha’s extremely popular MT-07. From the first time I rode an MT-07, almost five-years ago, the first thing that went through my mind was wow, how good would this engine be in an adventure bike? I can’t wait to see just how good!

Yamaha Tenere MDNM STU preview
Yamaha Ténéré 700

Producing maximum torque of 68 Nm at 6500 rpm in Tenere guise, and 72 horsepower at 9000 rpm, Yamaha claim that this engine offers the ideal balance of performance and controllability. While a 16-litre fuel cell should give the Tenere a touring range approaching 300 kilometres.

Yamaha have failed to put a claimed weight in the technical specifications they have provided us (bottom of page), but overseas sources suggest the Tenere 700 will tip the scales at 205 kg wet, for the European specification model.


Yamaha Continue…

Yamaha Tenere MBL DET
Yamaha Ténéré 700

During the development of the Ténéré 700 one of the key goals was to achieve a slim,
agile and light feeling chassis that would be equally suited to both road and off road
riding. To satisfy these requirements Yamaha’s designers have developed an all-new
light-weight double-cradle tubular steel frame that combines a low weight with
immense strength, making it ideally suited a variety of riding conditions.

Yamaha Tenere MBL DET
Yamaha Ténéré 700

Featuring a compact 1590 mm wheelbase and a slim body, this rugged chassis delivers
responsive handling characteristics, and with 240 mm of ground clearance the Ténéré
700 is designed to tackle the roughest terrain.

Yamaha Tenere MBL ACT
Yamaha Ténéré 700

The ability to shift your body weight forwards and rearwards to suit the terrain ahead
is crucial when you want to maintain full control in off road riding situations, and so
the Ténéré 700 is equipped with a flat 880 mm high seat and slim body that allows
maximum rider agility. The compact bodywork and narrow fuel tank also enable you
to grip the tank with the knees whether sitting or standing, giving added confidence
and control in every situation.

Yamaha Tenere MBL ACT
Yamaha Ténéré 700

The new Ténéré 700 is equipped with a distinctive looking headlight assembly that is a
direct spin off from Yamaha’s latest factory rally bikes and the T7 concept machine. A
total of four LED headlights project powerful beams of light that can light up the
darkest wilderness. Stacked in a 2 + 2 layout and protected by a clear nacelle – and
with two LED position lights at the base – this strong face gives a purposeful look that
matches this new adventure bike’s imposing character.

Yamaha Tenere MBL DET
Yamaha Ténéré 700

When you’re riding in the dirt you need the best possible suspension systems, and the
Ténéré 700’s long travel forks are undeniable evidence that this is a serious adventure
bike with class-leading off road capabilities. The flex resistant 43 mm forks stay in
shape over the most extreme terrain to give precision steering and smooth
suspension action – and with 210mm of suspension travel, this high specification front
end enables you to attack the most challenging off road terrain with confidence.

Yamaha Tenere MBL DET
Yamaha Ténéré 700

Offering full damping adjustment, these rally-specification front forks ensure high
levels of comfort with lightweight handling performance when you’re on the road,
making the Ténéré 700 one of the most capable and enjoyable long distance tourers.

Yamaha Tenere MBL DET
Yamaha Ténéré 700

The Ténéré 700 is equipped with a rally-bred link-type rear suspension system that gives smooth and progressive action for maximum riding comfort and enhanced levels of
control. Featuring a lightweight aluminium swingarm for low unsprung weight, this high specification rear end offers 200 mm of travel which, like the front suspension system, is designed to be able to handle the most severe off road riding conditions as well as giving
a comfortable ride on the road. Another significant feature is the remote adjuster that lets you fine tune the preload settings while you’re on the go, making it quick and easy to dial in the shock to suit the riding conditions.

Yamaha Tenere MBL DET
Yamaha Tenere 700

The compact rally screen and nose fairing give you excellent protection from the wind while maintaining the slim and lightweight character of the bike, and the competition type tapered handlebars give a relaxed riding position, whether you’re seated or standing.

Just like the high specification front and rear suspension, the 21-inch front and 18-inch rear spoked rims clearly demonstrate that this bike is built for serious off road riding.
With their ability to efficiently absorb the continuous impacts experienced when riding in rough terrain, these lightweight wheels give you optimum handling performance and control. Pirelli Scorpion Rally STR tyres are a popular choice with Australian ADV riders and fitted as original equipment.

Yamaha Tenere MBL DET
Yamaha Tenere 700

Throughout the development of this new generation adventure bike, Yamaha’s key
goal was to ensure that the Ténéré 700 would deliver class leading off road
performance together with outstanding on road abilities and offer a genuine long
range potential. The slim design of the fuel tank belies its 16-litre capacity, and
narrow rear section offers plenty of rider mobility and excellent knee grip. Whether
you’re sitting down or standing up, the compact dimensions of this long-range fuel
tank enable you to shift your weight around effortlessly – and thanks to the excellent
economy of the twin-cylinder engine, 16-litres of fuel will give a potential riding range
of over 350km which gives the new Ténéré 700 a high level of year-round all-terrain
versatility.

Yamaha Tenere MBL DET
Yamaha Ténéré 700

Another example of how the new Ténéré 700 has been developed using rally-bred
technology can be seen with the compact rally style instruments. Located centrally
behind the screen for great visibility, this lightweight instrument panel displays a wide
range of information that can be absorbed without having to take your eyes off the
road or track. The multi-function LCD display features comprehensive information
including gear position, fuel level, two trip meters and estimated fuel range, as well as
average and instant fuel consumption and more.

The cockpit is designed to accommodate the fitment of aftermarket navigation devices,
enabling you to add extra equipment to suit your own requirements, including GPS, road
book readers and smart phones.

Yamaha Tenere MBL DET
Yamaha Ténéré 700

The braking system consists of dual 282 mm wave front discs and a 245 mm wave rear disc that gives high levels of stopping power with plenty of feel at all speeds on the highway or in the dirt. When you’re riding off road you have the option to temporarily disable the ABS whenever required by activating the kill switch while stationary. With the ABS turned off you can take full manual control, and in particular you can choose to lock the rear wheel deliberately in certain situations – such as very tight turns or on steep descents.

Yamaha has developed a full range of genuine accessories to create your own Ténéré
700 including aluminium side cases and top box, a lower seat, suspension lowering kit,
high screen, bar risers, rack, full Akropovic exhasut system and grip heaters.


Yamaha Ténéré 700
Key technical features

  • High-torque 689cc 4-stroke CP2 parallel-twin engine
  • New lightweight double cradle tubular steel frame
  • Slim, compact and ergonomic body and seat
  • Aggressive rally-bred face with four LED headlights and two LED position lights
  • Adjustable long-travel 43mm upside down forks with 210mm travel
  • Remotely adjustable link-type rear suspension with 200mm travel
  • Compact rally style cockpit with tapered handlebars
  • 21-inch/18-inch lightweight spoked wheels with adventure tyres
  • Slim long-range fuel tank with 16-litre capacity for 350km+ range
  • Compact rally-style multi-function instruments
  • Switchable ABS for on the fly adjustment
  • Screen and handguards give good rider protection
Yamaha Tenere MDNM STU preview
Yamaha Tenere 700

Yamaha Ténéré 700 specifications

  • Engine type – Twin cylinder, 4-stroke, liquid-cooled, DOHC, 4-valves
  • Displacement – 689 cc
  • Bore x stroke – 80.0 mm x 68.6 mm
  • Compression ratio – 11.5 : 1
  • Maximum power – 72 hp @ 9000 rpm
  • Maximum torque – 68 Nm @ 6500 rpm
  • Lubrication system – Wet sump
  • Clutch type – Wet, multiple disc
  • Fuel management – Fuel injection
  • Ignition system – TCI
  • Starter system – ElectricTransmission system – Constant Mesh, 6-speed
  • Final transmission – Chain
  • Frame – Double cradle steel tube chassis
  • Front suspension system – Upside down telescopic fork, travel 210mm
  • Rear suspension system – Swingarm (link suspension), travel 200mm
  • Front brake – Hydraulic dual disc, Ø 282 mm
  • Rear brake – Hydraulic single disc, Ø 245 mm
  • Brake system – Switchable ABS
  • Tyres – 90/90 R21 (F), 150/70 R18 (R)
  • Wet Weight – 205 kg (This figure has not been put out by Yamaha Australia but is what we have gleaned from overseas sources)
  • Overall length – 2365 mm
  • Overall width – 915 mm
  • Overall height – 1455 mm
  • Seat height – 880 mm
  • Wheel base – 1590 mm
  • Minimum ground clearance – 240 mm
  • Fuel tank capacity – 16L
  • Warranty – Two years, unlimited kms
  • Colours – Ceramic Ice, Competition White, Power Black
  • Availability – December 2019
  • RRP inc GST – $15,499
Yamaha Tenere MBL STA
Yamaha Ténéré 700

Source: MCNews.com.au

Yamaha confirms Australian pricing and delivery of Tenere 700

Highly-anticipated adventure bike due for December 2019 arrival.

yamaha tenere 700 australia

Image: Supplied.

Yamaha Motor Australia has confirmed the highly-anticipated Tenere 700 is set for an Australian release date of December 2019, priced at an exceptional RRP $15,499.

The rally-bred dual-sport 689cc parallel twin will come in three colour variations: Ceramic Ice, Competition White and Power Black. Customers are encouraged to contact their local Yamaha dealer to place a deposit on the long-awaited light, nimble and compact adventure bike.

“This news will come as a great relief for a large number of adventure bike customers who have been in contact asking about this model’s release date,” said Yamaha Motor Australia’s sales and marketing manager Matt Ferry. “That’s because Tenere 700 is a supremely off-road capable adventure bike that will suit Australian conditions to a tee.

“We have ordered some pre-production units to arrive in June so that potential customers can see the Tenere 700 in the flesh – look out for one at key events soon.”

The Tenere 700 is powered by Yamaha’s highly respected 689cc parallel-twin engine. The key characteristic of this compact CP2 engine is its strong and linear torque output that gives instant throttle response together with outstanding acceleration – attributes that make it a capable and versatile performer on and off the road. For more information, visit www.yamaha-motor.com.au.

Source: CycleOnline.com.au

Product: 2019 Motorex Adventure chain lube

Chain lube designed specifically for dual-sport and adventure motorcycles.

A1 Accessory Imports, the Australian distributor of Motorex Oils, has announced the release of its Adventure chain lube, which hits dealerships this month.

The white chain lube with added PTFE has been designed specifically to meet the requirements of modern dual-sport and adventure motorcycles. Throughout Australia, we’re seeing more and more dual-sport and adventure style riding that frequently takes riders through urban areas, on motorways and to country areas far from any paved roads.

For this unique style of riding, your drive chain requires a lubricant that won’t hold onto dirt and dust – creating a grinding paste on your chain and sprocket- however, holds enough adhesion that it won’t flick out of the chain over long and fast stretches of road.

motorex adventure chain lube

Image: Supplied.

Motorex has developed a special formula, with its white high-performance PTFE formula being proven to reduce wear and creates a lubricating film that withstands spin pressure whilst repelling dirt, dust and water. The Adventure chain lube meets all requirements of any modern dual-sport motorcycle and provides reliable lubrication for an extremely long period of time.

2019 Motorex Adventure chain lube key features:
– All-terrain use.
– Ring and X-ring tested.
– Repels dirt and dust.
– Water resistant, extremely adhesive lubricating film.
– Spin resistant with low flick.
– Fights corrosion.
– Wear-reducing effect.

Priced at RRP $29.95, the Motorex Adventure chain lube is available in a 500ml offering. For more information, visit www.motorexoil.com.au.

Source: CycleOnline.com.au

ASBK rookie Croker recovering from Wakefield Park test crash

Mladin Racing Suzuki rider remains hospitalised with multiple injuries.

Image: Russell Colvin.

Australian Superbike Championship (ASBK) rookie Max Croker is on the road to recovery after sustaining multiple injuries to his right hand and arm in a major incident at this week’s unofficial Wakefield Park test in Goulburn.

The 20-year-old, who finished 13th on debut in the premier class at Phillip Island, was ejected from his Mladin Racing Suzuki GSX-R1000 on entry into the final turn on Tuesday morning during what was the second day of testing.

Croker was air-lifted to Liverpool Hospital, with scans confirming a badly-broken right hand, wrist and clavicle in two places, as well as lacerations to his small finger that had to be operated on. Emergency surgery to relieve pressure effectively saved Croker from losing his hand – the damage that severe – and he currently remains hospitalised on the mend.

“It was the final corner… I went in a bit hot,” Croker told CycleOnline.com.au. “It’s a little bit downhill there, the rear wheel came up off the ground and I got out of shape. I tried to make the corner, but lost the front and it threw me forward. I think the bike collected me, because when I stopped I was on top of the bike.

“I tried to avoid it, obviously overshot my braking marker by a little bit, but by the time I thought to stand the bike up the rear wheel had sort of landed sideways. That’s what threw me past the bike – I didn’t even really have time to let the brake off in the end.”

In his second season with Mladin Racing, led by seven-time American Superbike champion Mat Mladin and this year receiving major support from Yoshimura, Croker has emerged as one of the most capable rising talents on the ASBK grid. It’s not clear when he will be able to return to the bike at this point.

Source: CycleOnline.com.au

Lorenzo admits competitive package will form over time

Multi-time world champion adamant on strong showing at MotoGP opener.

Image: Supplied.

Jorge Lorenzo admits his Repsol Honda package is competitive enough to fight with the best in the 2019 MotoGP World Championship, however it will form over time as he acquaints himself with the RC213V.

Transferring from Ducati to Honda for this season, Lorenzo’s progress aboard the title-winning machine has been limited due to a broken wrist ruling him out an all-important test in Sepang last month.

Despite inadequate seat time, the multi-time world champion is adamant he can achieve a strong result at Losail International Circuit’s opening round in Qatar this weekend.

“Lining up on the grid in Qatar is something I have been picturing during the entire off-season,” Lorenzo commented. “It’s a new era for me and for the team, it is a special moment to be riding for the Repsol Honda Team. I am ready to give everything to achieve the best results I can on the Honda.

“Unfortunately I am not yet at my maximum with the bike, but I still believe we can achieve a good result here in Qatar. As with every year, MotoGP is looking very competitive and we certainly have the package we need to fight with the best after some more time. I know we can achieve greatness.”

Lorenzo will join reigning champion Marc Marquez at Repsol Honda this season, making one of the strongest rider line ups on the grid.

Source: CycleOnline.com.au

2019 KTM 690 Enduro R Reviewed | Motorcycle Test

2019 KTM 690 Enduro R Review

Motorcycle Test by Trevor Hedge

The all-new for 2019 KTM 690 Enduro R is a study of how far a manufacturer can progress a model, via smart implementation of technology and high-end components, to successfully redefine the single-cylinder platform. 

KTM Enduro R LHS Stripped
2019 KTM 690 Enduro R

I wasn’t much of a fan of the KTM 690 Enduro I rode almost a decade ago. In standard trim it was pretty breathless and felt, well, a little old hat. A lot of modifications were needed in order to get the old bike to perform, but even then I never found it really inspiring. In fact, I have found all the large capacity modern big-bore singles to be fairly insipid, leaving me distinctly unimpressed and thinking, ‘what if a manufacturer actually had a proper bloody go at applying some of the latest technology to build a big single lunger with smarts’. I have been somewhat frustrated by the lack of progress in this space.

KTM Enduro R
2019 KTM 690 Enduro R

After sampling the all-new for 2019 KTM 690 Enduro R in Portugal this week I feel I really must congratulate KTM for pushing the boundaries. The Austrian manufacturer have thrown absolutely everything at this bike, leaving no stone unturned in the quest to build the ultimate big-bore single.

KTM Enduro R Portugal Engine RHS
2019 KTM 690 Enduro R

This, as you would expect, comes at a price.  Even if it redefines the genre, are people really going to pay $17,595 (Ride Away), for a big chook chaser? KTM certainly have their fingers crossed, but it is only a question that the fickle motorcycle buying public can answer.

That sort of money puts you in Africa Twin and F 750 GS BMW territory. Those machines have a lot more overall touring amenity and creature comforts for the long haul, including plenty of luggage options, but neither bring the level of outright off-road performance to the ride that the KTM boasts as standard. Not that you would really expect them to either, of course.

KTM Enduro R Trev
2019 KTM 690 Enduro R

The KTM 690 Enduro R is a very well mannered motorcycle and, thanks to some brilliant ergonomics, it actually might be a real world touring option for many. 

Despite the 910 mm tall seat resembling a plank, it did not eat into my somewhat generously sized thighs at any point during my 100km initiation, which suggests that it might prove comfortable enough to equip the machine with some semblance of real touring credentials.

It’s not all about the size of the tool, or is it…?

KTM Enduro R Portugal
2019 KTM 690 Enduro R with accessory muffler

Due to the very slim dimensions of the machine throwing a leg over that tall seat is still an easier process than mounting some large adventure bikes, even those that have perches a couple of inches shorter than the 690 Enduro R. It is light and slim so getting on and off it is a breeze in comparison to many adventure bikes. 

KTM Enduro R Portugal Seat
2019 KTM 690 Enduro R

The 690 Enduro R is distinctly minimalist, but I would still say that for the long haul, it would likely prove a more comfortable option than the biggest selling big single in Australia, the venerated DR650. As for performance, well, the current DR650 model was fairly basic when it debuted over 20 years ago, compared to the new KTM today it feels downright archaic. But, the Suzuki is built down to a price, and that price is half that of the KTM….  And before I get the hate mail from the DR650 devotees, I might remind you that I have ridden my own DR650 across Australia and have had my arse punished over more than 100,000 km astride a DR650, and was even silly enough to race one in Natural Terrain Motocross! I have also enjoyed the ownership of a KTM 990 Adventure R, that I still miss…

KTM Enduro R Portugal Action Spectacular
2019 KTM 690 Enduro R with someone a bit more spectacular than me in the saddle

Anyway, back to the new KTM.

This new generation of the LC4 engine is un-fussed while cruising, even well above the 110 km/h highway speed limit. In fact, you can drop it back a couple of cogs and stand it on the rear wheel to amuse yourself from those speeds if you like, yes it really is that powerful. And thanks to an innovative dual counter-balancer system there is no big slug chug.

In fact, the engine is a masterpiece
KTM Enduro R Engine
2019 KTM 690 Enduro R

74 horsepower and 74 Nm of torque from a 693cc single has always been possible. But to make those sort of numbers via a carbureted bike you would have a hand grenade that chain snatched like all buggery, only worked above 6000rpm, and would have been such a ferocious beast that it left you in a manic state sucking your thumb in the corner of the garage at the end of every ride. This latest generation 690 makes those big power numbers in an unstressed fashion, and requires no air-box cutting or modifications to unleash serious pull. It bangs hard right out of the box.

KTM Enduro R Dyno
2019 KTM 690 Enduro R Dyno

This is not some incremental gain on what we have seen before. No matter what the dyno charts show, the 690 Enduro R heralds a new realm of performance for big singles when it comes to the overall riding experience. The numbers and the power are impressive, but thanks to those twin balancers, a cutting edge engine management system and a ride-by-wire throttle, it is also buttery smooth and unthreatening. It packs some serious grunt while remaining fuel-efficient, easy to ride and clearly sets a new benchmark for big singles.  Arnie level muscle dressed in a fine Armani suit.

KTM Enduro R Trev Engine Exploded
2019 KTM 690 Enduro R

Grip is easy to find. Even on TKC80 rubber the flawless pick-up from a closed throttle sees the engine management system smooth those big pulses of power out well enough to find traction. They are still Clydesdale sized horses hitting that 18-inch rear tyre, but these brumbies are wearing ballet shoes on their hoofs and somehow manage to tread lightly, while still slingshotting you towards the next corner at a prodigious rate of knots.

The standard gearing is very l-o-n-g, but the bike has no trouble pulling it. Negotiating city 50km/h zones will require a shift down to fourth in order to keep the bike happy, but above that it is simply pick a gear, any gear will do. 

KTM Enduro R RHS Stripped
2019 KTM 690 Enduro R

The bike is fitted with a high-end quick-shifter that works on both up and downshifts, and is programmed to also operate well at part throttle openings. Unlike the old tech systems that only really worked with the throttle tapped, it can be used even when dawdling about. I was busy running on auto-pilot most of the time and thus often forgot the bike had it, which probably was part of the reason that I missed a few shifts. More time on the bike would see me adapt further and most likely render the shifting a non-issue, like most KTM machines though, the shift action is never quite as rifle-bolt positive as I would like.

KTM Enduro R Gearbox
2019 KTM 690 Enduro R

The clutch is beautiful. How can a clutch be beautiful you say? Those of you that have spent time negotiating tight terrain in the bush on a powerful Japanese dirt-squirter that has no hydraulic clutch will know exactly what I mean. The pleasure on your fingertips is palpable when working a nice clutch in the dirt. The 690 Enduro R not only has a slip-assist style clutch mechanism, but also a Magura hydraulic lever set-up. It’s clutch porn, my eyes glaze over a little Homer Simpson thinking about doughnuts style as I write about it… Yeah I’m a bit different, but I am okay with that…

KTM Enduro R Portugal Flanks Shroud
2019 KTM 690 Enduro R

The map change and traction control switchgear on the left bar was a little problematic during my time on the bike and only worked if pressed in a very specific part of the button. Annoying.

KTM Enduro R Portugal Switch Traction
2019 KTM 690 Enduro R

Unsurprisingly, KTM subsidiary WP provide the suspension. The WP XPLOR 48 kit is at the upper end of the WP range with 48mm inverted open cartridge forks and a beefy looking shock working through a Pro-Lever linkage. Both ends offer a generous 250mm of well damped travel and endow the bike with 270mm of ground clearance.

KTM Enduro R Portugal Forks
2019 KTM 690 Enduro R

Riders in our bunch varied in size massively, I was at the upper end of the scale, while an impossibly slim older Italian tester would have struggled to see the suspension register any sag under what must have been a size zero KTM adventure suit. Yet, none of us were eager to start twiddling clickers, we were too busy riding as hard as we dared on the varied trails that dot the ranges behind the Algarve coast of southern Portugal to worry about that stuff.  I was amongst a handy group of riders and we were all having a ball with little to complain about. No squeaks or bangs were to be heard and the whole show just felt, well, competent, and very much fit for purpose.

KTM Enduro R Forks
2019 KTM 690 Enduro R

Clearly the smooth electronically controlled power delivery plays a big part in this equation, with no sudden hits of power to upset the springs.  Suspension fettlers still have no end of options to tune themselves to a standstill with pre-load, along with both high/low speed compression and rebound damping all ready to be fettled.

KTM Enduro R Shock
2019 KTM 690 Enduro R

Braking is another area where KTM have not skimped. Brembo hardware front and rear is backed up by an almost superbike spec’ lean angle sensitive ABS system that sports a very well tuned off-road mode. Decent feel is evident from both ends and the ABS system is unobtrusive enough to leave on at all times, with the rear deactivated for the dirt. At 300 mm the front disc and twin-piston caliper is also up to being pressed on the street. The 240 mm rear disc seems perhaps a little small, but worked flawlessly with great bite and control.

KTM Enduro R Portugal Brake Caliper Front
2019 KTM 690 Enduro R

The only time I felt the brakes go away from me as the electronics intervened was when I had basically cocked it up and got in way too hot. You could feel the front run on ever so briefly before the electronics allowed the hydraulic pressure to again be applied smoothly and modulate the caliper pistons to slow the machine. No old school pulsing through the lever that made you shit your pants and feel as though you have no control. The intervention is applied and cycled so quickly that sometimes you can fail to register that any intervention has actually happened.  The system releases the braking pressure instantly, and then reapplies it so smoothly that there might be one scenario in a hundred that you might be able to better it, if on your A game, but in a surprise emergency stop scenario you are not going to better it.

KTM Enduro R Portugal Brake Caliper Rear
2019 KTM 690 Enduro R

The KTM 690 Enduro R is a case study in just how good electronic systems now are, and the fact that they are now found on a single-cylinder dirtbike is simply astounding. Not only do we have a best of the best lean-angle sensitive ABS, but also a highly sophisticated traction control system.  This is not some basic set-up that simply retards the ignition, as seen on the latest EXC range of KTM enduro bikes, but is instead a true sportsbike level of smarts.

KTM Enduro R
2019 KTM 690 Enduro R

In the off-road modes the traction control system is extremely liberal and its intervention almost imperceptible as you slide from corner to corner, it is only when things get a bit too crazy that it reigns things in a little. And the way it then does intervene is sublime, it just pulls enough power, almost imperceptibly, that it never really interrupts drive, instead it just reduces power via the throttle butterflies in order to drive forward momentum, instead of sideways motion. Don’t for one minute think that means that in order to be drifting in and then sliding out with the front wheel pawing for the sky you need the traction control system turned off, you don’t. You are getting pretty loose before it starts to intervene. The lean angle component of the traction control system is not used in off-road mode, so you have full power to blast out of a berm when needed. 

KTM Enduro R IMGFabianLackner
2019 KTM 690 Enduro R

Of course, if you are fresh in the morning and want to go all out and attack your favourite trail, by all means turn the electronic smarts off and fly by the seat of your pants. But even then, when you are spent later in the day and just want to get to your digs for the night, there is some comfort in being able to reactivate the smarts and just cruise to your destination while conserving energy, and brain power.

KTM Enduro R
2019 KTM 690 Enduro R

The 13.5-litre fuel cell effectively does three jobs in one as it also forms a structural part of the sub-frame, and also serves as the inner rear mudguard. KTM engineers claim a potential range of 300 km, and while that figure will no doubt make many scoff, I actually believe that might be possible. It is a very modern engine with the latest electronic smarts and 4.5 litres per 100 km should be feasible when off-road touring. Certainly, I would expect to be able to bank on a safe range of over 250 km in most riding scenarios. Even the most manic of tyre frying runs would surely still see a range of well over 200 kilometres. Seriously, it is incredible just how economical the latest generation of EFI bikes are.

KTM Enduro R Portugal Fuel Cap
2019 KTM 690 Enduro R

The fuel filler is accessed behind the seat at the rear of the bike, on top of the rear fender. This means that the optional 18-litre front bag accessory that fixes between the front of the seat and the headstock doesn’t need to be disturbed when refuelling. However, there are limited options for securing any luggage to the rear of the bike, with no handy tie-down points or structural members to fix any sort of luggage too. 

I did see some of the KTM staff with a small, perhaps five, or ten-litre when expanded, soft luggage bag strapped on top of the rear fender. These had a strap wrapped around the seat, but the dearth of sturdy tie-down points for luggage is perhaps the most significant drawback of the motorcycle.  KTM would say, well just buy the new 790 Adventure if you want luggage grids and the like for long-distance touring. In response I would say, the engine in this bike is so good why in the hell did you bother making a parallel twin adventure bike at all! Or at least make us a Rally/Adventure version of this 690 Enduro R for those that want the ultimate big single adventure bike!

KTM Enduro R Tankbag
2019 KTM 690 Enduro R accessory tank bag

The boundaries of our adventures at home here in Australia are limited in scope only by our imagination. Perhaps this is not impressed enough on the designers at Kiska back in Austria. If the 690 Enduro R was developed with the Australian market front of mind, with Aussie input, no doubt we would have got some viable tie-down points at the rear of the machine for luggage. Tie-down points might not look all that great when working on the crayons, but they do sure come in handy…

KTM Enduro R Trev
2019 KTM 690 Enduro R

KTM has instead left it to the aftermarket to devise a quality set of soft throw-overs to satisfy the demands of those that want to go on longer and more epic hard-core adventures, but don’t want to do it on a 200 kilogram+ multi-cylinder behemoth that, if crashed, will likely cost thousands to fix. There would be no better serious hard-core adventure bike in the market today than the 690 Enduro R, if only you could simply strap a bit more luggage to it, so that camping out and true multi-day epics would be viable options. I am sure owners out there will improvise though and come up with some sturdy luggage solutions. 

KTM Enduro R Toolkit
2019 KTM 690 Enduro R

Curiously, KTM have provided some handy amenities though, a convenient USB port up near the bars, and a brilliant standard toolkit hidden behind its smooth flanks.

The bodywork to reach said toolkit is removable without the need for tools. The air-box is also easily accessed and the air intake situated right up beneath the front part of the seat.

KTM Enduro R Portugal Forks Key USB
2019 KTM 690 Enduro R – USB port can be seen just forward of the fork lef in this shot

My luggage complaints aside, as a big single day long-distance off-road blaster there is probably no better machine than the 690 Enduro R. Of course, it is not a 500 EXC-F in the tight stuff, but the 690 requires only 10,000km basic service intervals, rather than an oil and filter change every 15 hours, and full engine rebuild every 135 hours that the more enduro competition focussed 250/350/450/500 EXC-F singles advise under their recommended maintenance schedule.

The 690 Enduro R is 35kg heavier than those more race-bred options, but on open trails it still proves light enough, and the suspension responsive enough, to very rarely ever feel as though you are being held back by the weight of the machine. The slim flanks and excellent ergonomics of the 690 Enduro R also help hide that weight, it feels a like a proper dirtbike, ready to take on anything you point it at. The lump of human on top of it, as always, is the final deciding factor in the outright performance limitations.

KTM Enduro R IMGFabianLackner
2019 KTM 690 Enduro R

When the pricing of the 690 Enduro R is compared to that of the 500 EXC-F, I would suggest that the 690 Enduro R seems like better bang for the buck than its smaller and more hard-core siblings. A 500 EXC-F is $14,695, or $16,195 for the Six Days model, but by the time you register it and pay stamp duty etc. you are getting up towards the $17,595 Ride Away price of the 690 Enduro R.

When the comprehensive two-year unlimited kilometre warranty of the 690 Enduro R is factored into the equation, then you can really start to see the relative value of the 690. The more competition focussed EXC-F machines only come with a six-month parts and labour warranty.

KTM Enduro R Dash
2019 KTM 690 Enduro R

The fact that you also need a key to start the 690, the fuel cap can be locked, and that the steering can also be locked easily from the ignition, helps add a little peace of mind should you need to park the machine anywhere public. These are very welcome features out in the real world. 

KTM Enduro R
2019 KTM 690 Enduro R

For those that like spending lots of time on the trail, and often, the long service intervals and much longer fuel range of the 690 Enduro R, along with a relatively comfortable seat, and niceties such as the standard cooling fan (an optional extra on EXC-F), sees the 690 Enduro R certainly start to make a lot of sense. Especially if your adventures entail any lengthy tarmac sections, as the 690 Enduro R will eat up the kilometres much more easily, and comfortably, than the more enduro competition focused machines. Not quite as Ready To Race, but certainly more than Ready To Rumble. 

It is a high-performance trail bike, a capable street bike for commuting, and a viable adventure motorcycle all rolled into one. Can less sometimes be more…? 

KTM Enduro R
2019 KTM 690 Enduro R
2019 KTM 690 ENDURO R
Engine
Engine Type Single cylinder, 4-stroke
Displacement 690 cc
Bore / Stroke 105 / 80 mm
Power 55 kW (74 hp) @ 8,000 rpm
Torque 73,5 Nm @ 6,500 rpm
Compression Ratio 12.7:1
Starter / Battery Electric / 12V 8.6Ah
Transmission 6 gears
Fuel System Keihin EFI (throttle body 50 mm)
Control 4 V / OHC
Lubrication Pressure lubrication with 2 oil pumps
Engine Oil Motorex, Power Synth SAE 10W-50
Primary Drive 36:79
Final Drive 15:46
Cooling Liquid cooling
Clutch PASC™ slipper clutch, hydraulically operated
ECM / Ignition Keihin EMS with RBW, double ignition
Traction Control MTC (2-mode, disengageable)
Chassis
Frame Chromium-Molybdenum-Steel trellis frame, powder coated
Subframe Self-supporting plastic tank
Handlebar Aluminum, tapered, Ø 28 / 22 mm
Front Suspension WP-USD Ø 48 mm
Rear Suspension WP shock absorber with Pro-Lever linkage
Suspension Travel F / R 250 / 250 mm
Front Brake Brembo 2 piston floating caliper, brake disc Ø 300mm
Rear Brake Brembo single piston floating caliper, brake disc Ø 240 mm
ABS Bosch 9.1 MP (cornering ABS and offroad mode, disenengageable)
Wheels Front / Rear Spoked wheels with aluminum rims, 1.85 × 21″; 2.50 × 18″
Tires Front / Rear 90/90-21″; 140/80-18″
Chain X-Ring 5/8 × 1/4″
Silencer Stainless steel silencer
Steering Head Angle 62.3°
Trail 117.3 mm
Wheelbase 1,502 mm
Ground Clearance 270 mm
Seat Height 910 mm
Fuel Tank Capacity approx. 13.5 liters
Dry Weight 146 kg
Weight (Ready To Ride) 149 kg
Weight (Fully Fueled) 159.4 kg
Price $17,595 Ride Away (Arrives April, 2019)
Warranty Two years, unlimited kilometres
KTM Enduro R
2019 KTM 690 Enduro R

Footnote:  The current Husqvarna 701 model already has the twin counter-balanced engine, but we believe the 2019 KTM has an updated engine management system and more sophisticated electronic smarts (lean angle traction control and ABS), in comparison to the Husky. When questioned as to the actual specific differences, KTM personnel at the launch claimed to have little knowledge of the Husqvarna specifications, or the actual differences between the two. Thus it is hard for us to 100 per cent quantify what exactly the differences are, as we have not sampled the current 701.

Source: MCNews.com.au