Chad Reed on JGRMX Yoshimura Suzuki for 2019 AMA SX
Although the news has been out of the bag for some time, this week JGRMX/ Yoshimura/ Suzuki Factory Racing officially announced its race teams for the 2019 Monster Energy Supercross series that includes two-time 450 Supercross Champion Chad Reed alongside Justin Hill.
Chad Reed on JGRMX Yoshimura Suzuki RM-Z450
Fourth on the all-time Supercross win list, with 44 main event victories, Reed is easily one of the most popular riders in the paddock, and will contest the 17-round 450 Supercross series on a Suzuki RM-Z450.
The 36-year-old had a busy off-season, sweeping the S-X Open in New Zealand and capturing the International FIM Oceania Championship. He looks to carry that success into 2019.
Chad Reed claimed inaugural FIM Oceania Championship in Auckland – Image AUS-X Open
Alex Martin will join Jimmy Decotis, Kyle Peters and Enzo Lopes in the 250 class. The four-rider 250 program will race with the all-new 2019 Suzuki RM-Z250.
JGRMX Yoshimura Suzuki
Weston Peick, a 450 class favourite, will also return to the JGRMX/ Yoshimura/ Suzuki Factory Racing Team for his fifth year. However, due to a serious injury at the Paris Supercross in November, where he suffered multiple facial injuries, Peick will not be competing until he is healthy and ready. Peick is hopeful to return to the track this season. Until then, he will be signing autographs and meeting fans at various Supercross races.
The BMW Motorrad WorldSBK Team has completed a successful first test with the new BMW S 1000 RR in Almeria, Spain, with riders Tom Sykes (GBR) and Markus Reiterberger (GER).
Sykes and Reiterberger had previously taken to the track with the Superstock version of the new RR at the end of November, in Miramas (FRA). The riders provided feedback about the ergonomics and their change requests regarding the handlebars, levers, footrests, seat, tank, windshield and instrument displays were then implemented in Munich.
Tom Sykes
“I am very happy with the test. Of course, it’s still early days and there is still a lot of things to come our way but like this I was very happy with my feeling for my BMW S 1000 RR. The general feedback was good. We certainly had two very productive days testing, we changed quite some parameters on the bike and really understood some key areas to work with. It was a very positive two-day test for me and I was really happy and quite impressed with the end result. It was the first time in that new environment, the whole team working with each other and the engineers from BMW Motorrad Motorsport. So it was a new experience for everybody and soon everybody was working together like a clockwork. So it seems that we are progressing very fast and I got a good feeling within the environment in the BMW Motorrad WorldSBK Team.”
Tom Sykes
The first components developed specially for the WorldSBK, such as brakes and suspension elements, were used in Almeria. Both riders were able to complete a comprehensive programme of testing over two days without any problems. They developed a basis setup that will form the foundation for further work at the next tests in Jerez de la Frontera (ESP).
Markus Reiterberger
“The focus was on completing a roll-out with the new bike and for me to get used to the team and my new crew. It is all new for me: the team, the working methods and the Superbike version of the motorbike. The first outing with the new bike went very well. I felt right at home with the seat position and the handlebars from the word go. Our comprehensive programme of tests included a lot of work on the chassis, electronics, geometry and a host of setting options. We wanted to try everything out and pass on our experience to BMW Motorrad Motorsport and the team to allow them to work on preparation for the next tests. We are still at an early stage and our focus was on the functional tests. It was important to gather as much information as possible for the work that is still to come. We are very pleased with what we have achieved thus far and we are getting on well as a team. We are all working towards making progress together.”
Markus Reiterberger
BMW Motorrad Motorsport engineers and the team gathered valuable information for further development of the new race bike.
Shaun Muir, Team Principal BMW Motorrad WorldSBK Team
“First of all, it was great to finally get the team together. We had two days at the circuit before the test, getting final material together, meeting and greeting and getting an understanding for the requirements of the test. The two days on the circuit proved to be very positive, too. Both riders did almost 100 laps each over the two days without any major issues. We worked our way through a very detailed test schedule. The key points for me were that the team are working together very well and that the comprehensive test of parts and material went very positively. We have a good base-setting for both riders and a good direction to go to Jerez. So overall we are very happy.”
BMW Motorrad Motorsport and the team also used the two test days in Almeria to get used to one another in the new team configuration.
Marc Bongers, BMW Motorrad Motorsport Director
“The objective of the testing in Almeria was a shakedown with the superbike. On the one hand, we were able to evaluate the modifications regarding the ergonomics and we have seen that both riders have a lot of confidence in the bike. We were also able to test the newly-developed WorldSBK components and we can see that we are moving in the right direction. We have gathered important experience for the next tests and we know what work we still have to do. Of course, after two days of testing the bike is still pretty much in its infancy but we are very pleased with the basics of the motorbike and with what the team has achieved in the last few months. At the next test in Jerez, we will encounter our competitors for the first time and will be able to see exactly where we stand. We are looking forward to this but we would also like to concentrate solely on our own tasks and will not get distracted by the competition.”
Tom Sykes will ride the new BMW S 1000 RR in 2019 after switching over from Kawasaki
A few staples in Honda’s dirt collection to get the youngsters into the sport are coming back for 2019. Below you’ll find pricing, availability, and more information on the 2019 CRF110F, CRF125F, and CRF125F Big Wheel.
Begin press release:
Honda has released pricing and availability for the 2019 CRF110F and CRF125F / CRF125F Big Wheel, which were revealed in November alongside the all-new CRF250F.
CRF110F
The heart of a racer beats in every youngster who watches Team Honda HRC factory riders Ken Roczen and Cole Seely on television or from a stadium seat. That CRF Performance Line technology and style have now reached the motorcycle for younger riders, with the all-new fuel-injected CRF110F. For 2019, this model features a Keihin electronic fuel-injection system that’s tuned for linear power delivery and precise throttle response, and is 50-state off-road legal. The easier-to-use power is matched to an all-new steel twin-spar frame that’s engineered with CRF Performance Line DNA but extensively tested and developed for the right balance of precision and comfort for recreational riders. The smooth power delivery and nimble chassis function together to offer a secure ride. The new CRF110F carries over its four-speed, clutch-less transmission for takeoffs and shifting that quickly become comfortable for every rider. An additional 12mm of rear-suspension travel and a 5mm increase in seat-foam thickness (without increasing overall seat height) mean improved comfort whether sitting or standing. And of course the CRF110F delivers Honda’s legendary build quality and reliability, so the bike dependably fires up every time the starter button is pressed and doesn’t stop until the tank runs dry—and when that moment is looming, the FI system provides a low-fuel warning light. A big benefit for the young rider’s “factory mechanic” is that the fuel-injection system eliminates the possibility of carburetor jets clogging with fuel residue if the motorcycle sits for an extended period—and reduced maintenance means more family time on the trail or track. The CRF110F boasts top-level performance in a small package—just like its rider.
2019 Updates
Follows technology developments of CRF Performance Line with Keihin electronically controlled fuel-injection system that delivers linear and hesitation-free power, minimizing intimidation for new riders and providing a friendly power delivery for all levels. Fuel-injection system delivers smooth power at all rpm and all throttle openings.
Twin-spar steel frame, inspired by the CRF Performance Line frame architecture, provides the right balance of rigidity and comfort.
New frame and 12mm increase in rear-suspension travel let this small bike handle the bigger bumps with better control and reduced bottoming.
New seat foam is 5mm thicker, yet bike maintains same overall seat height of previous model due to seat placement in the new frame.
New 1 gallon steel fuel tank with integrated fuel pump incorporates built-in fuel filter and low-fuel indicator on handlebar (lights up at .2 gallons remaining). New frame design shields tank in the event of a fall.
All-new bodywork with CRF Performance Line styling and graphics.
New handlebar-mounted multiple-function handlebar switch incorporates starter button, ignition “key on” indicator, fuel-injection system status, and “low fuel” indicator light (replaces reserve setting on petcock).
New ratchet-style fuel-tank cap reduces possibility of loosening during ride.
Half-waffle grips have a smaller circumference for an improved fit with smaller hands.
Engine / Drivetrain
Air-cooled single-cylinder four-stroke 109cc engine tuned for new riders.
Four-speed gearbox with automatic clutch.
Adjustable throttle-limiter screw to match rider abilities.
Convenient electric starter with kick-start backup.
Chassis / Suspension
Low seat height of only 26.3 inches.
Handlebar pad.
Meets current EPA and CARB off-road emissions standards.
Price: $2,399
Availability: March
CRF125F / CRF125F Big Wheel
CRF Performance Line technology such as fuel injection and twin-spar frame design is now bestowed on the CRF Trail Line, advancing the 2019 CRF125F and CRF125F Big Wheel into modern off-road motorcycles that maximize fun and ride enjoyment. The electronically controlled Keihin fuel-injection system delivers smooth, seamless, linear power at any rpm and throttle setting—ideal for new motorcyclists and equally advantageous for advanced riders on technical trails or when going through big elevation changes—and the model is 50-state off-road legal. The all-new twin-spar frame is made of steel and extensively tested and developed for a confidence-inspiring chassis wrapped in new body panels and graphics that match those of the model’s race-oriented CRF siblings. Both CRF125F models retain the proven 124.9cc SOHC engine and four-speed gearbox for strong power and intuitive shifting feel. In terms of hardware, the two versions differ only in wheel size, swingarm length and final-drive gearing, resulting in a difference in seat height of 1.8 inches. Instructors or parents will appreciate the peace of mind that comes with putting a rider on a secure and nimble machine, and maintenance is simplified with fuel injection—no jets to change or to clog with fuel residue if the bike sits for an extended period. Electric start, low-fuel indicator light, ignition “key on” indicator, and Honda’s earned reputation for making the best-built and most dependable motorcycles on the trail mean pride of ownership all week and fun and thrills every weekend.
2019 Updates
All-new electronically controlled Keihin fuel-injection system replaces carburetor. FI delivers linear and hesitation-free power for easier-to-control delivery at all points in the powerband.
Twin-spar steel frame, with heavy-duty design inspired by the frame architecture of the CRF Performance Line, provides the right balance of rigidity and suppleness for trail-bike comfort.
Suspension travel increased (by 10mm increase in front, 12mm rear) for improved plushness and better bottoming resistance.
New 1 gallon steel fuel tank with integrated fuel pump and fuel filter. Low-fuel indicator on handlebar illuminates when .2 gallons remain. New frame design shields tank in the event of a fall.
All-new bodywork and graphics match styling of CRF Performance Line.
New handlebar-mounted, multiple-function switch incorporates starter button, ignition “key on” indicator, fuel-injection system status, and low-fuel indicator light. (Replaces reserve setting on petcock.)
New ratchet-style fuel tank cap reduces possibility of loosening during ride.
Half-waffle grips have a smaller circumference for a better fit with smaller hands.
New seat foam is 5mm taller, yet seat height on the standard version is only 2mm higher, due to seat placement in the new frame. (Seat height on Big Wheel version isn’t increased from 2018.)
Engine/Drivetrain
The 124.9cc SOHC engine returns with smoother, more linear power delivery.
Four-speed gearbox is well matched to the broad power spread.
Electric starter makes getting going a breeze, with kick-start backup included.
Chassis/Suspension
CRF125F and CRF125F Big Wheel have seat heights of 29.1 inches and 30.9 inches, respectively.
CRF125F has wheel sizes of 17 and 14 inches front and rear, respectively. CRF125F Big Wheel has 19- and 16-inch wheels.
The 31mm fork provides plush front-suspension action.
Pro-Link® rear-suspension design with sophisticated single shock for consistent action.
Smooth stopping power provided by hydraulic front brake with 220mm rotor and 95mm rear drum brake.
Front brake lever is adjustable to work with varying hand sizes.
Styling follows that of the race-winning CRF Performance Line.
Ditching the stock Kawasaki ZX-6R exhaust for the Yoshimura system tosses nearly 11 pounds while gaining nearly 5% more power. Not to mention it also sounds great.
Begin press release:
Without a doubt the Kawasaki ZX-6R is one of the hottest middle weight sport bikes on the market. 2019 brings a refresher to the 636cc green machine, so Yoshimura went to work and refined our offering for this revised legend.
The heritage of the ZX-6R demanded our Alpha T 3/4 system which removes the stock muffler and muffler box to enable us to get even more performance then just developing a typical slip-on system. Did we mention there is almost an 11 pound weight loss?
The results were amazing! More throttle response and torque made the ZX-6R come alive with peak torque gains at 4.7% and max HP at 2.2% the green machine is ready to rise to the top of the podium. Oh yeah, and that distinctive Yoshimura Alpha T exhaust note and that exclusive Works Finish will have your heart revving for more!
Also available is our Fender Eliminator Kit specifically designed for the 2019 ZX-6R.
2019 Kawasaki ZX-6R Alpha T 3/4 System and FE Kit pricing and info
2019 Kawasaki ZX-6R Street Alpha T 3/4 SS/SS/CF WF
Part # 14642CP520
MSRP: $649.00
QUALIFIED MANUFACTURER DECLARED “REPLACEMENT PART”
Alongside the Metzeler Classic Calendar, now in its 25th Edition and celebrating with black and white shots of two wheel competition between the 60’s and 70’s, there is the thematic one titled “Ways of Cruising.”
Begin press release:
The METZELER brand is pleased to present the 2019 METZELER CALENDAR that, as per tradition, presents two versions. The Classic one, now in its 25th year, is celebrating two-wheeled competition between the 60’s and 70’s with black and white shots. The thematic one is entitled “WAYS OF CRUISING” and is dedicated to the custom cruiser world;a world which the German tire brand has always had a strong presence. 2019 will also see the debut of the new CRUISETEC, a Custom Touring tire that optimizes the performance of V-Twins.
When it comes to tires, cruiser owners are historically very demanding and, although with different riding styles, these riders travel great distances enjoying the road. Their expectation for their tires is clear: they must offer reliability and confidence, regardless of road conditions, usage and weather.
The METZELER brand, known for being at the forefront of technology, offers the right choice for every rider with its custom tire range. Whether you ride the latest generation powerful cruiser and you want to perfect the performance of your machine, or you’re looking for a mileage-orientated tire with a wide variety of fitments, the new 2019 METZELER custom tire range delivers a product to meet every rider’s needs.
Whichever style a rider chooses, it’s important to enjoy the ride and the evocative imagery on the pages of “WAYS OF CRUISING”, which showcases innovative approaches and new styles within this segment alongside elements of classic cruising. The search for performance builds the bridge to the timeless charm of the CLASSIC calendar that brings to life the heroes of the past. From Barry Sheene, Angel Nieto and Börje Jansson (January-February) to Phil Read and Jarno Saarinen (May-June) and Giacomo Agostini (November-December), to name just a few, the calendar portrays them as they fight for those decisive fractions of seconds with bold decisions and tight curved lines to achieve victory.
METZELER is a brand of German origins producing motorcycle tires focused on quality and performance. Established in Munich more than 100 years ago, METZELER has always had the goal to continuously develop products on the cutting edge of technology to meet the needs and expectations of motorcyclists’ needs.The history of METZELER goes hand in hand with the history of the motorcycle. From the use of new materials and the development of innovative tread designs, to the introduction of advanced rubber compounds, the German brand is always at the forefront of technical development.
Created in 1994 as a special edition of the cult calendar Classic Moments, the METZELER Calendar quickly became popular, winning over a faithful following of enthusiasts thanks to its precious snapshots from the street and off road two-wheel world, in which METZELER has raced and been successful throughout the years.
The 2019 edition of the METZELER CALENDAR, realized in Italy on a creative project by HH Global of Bergamo, features 14 subjects, in the case of the Classic also accompanied by descriptions in English and German. The photos of the thematic calendar are by Ben Ott, Goetz Goeppert, Volker Rost and Tom O’Connor while those of the Classic version are part of the photo archive of Text & Technik Verlag in Weissach, Germany. The calendar has been printed front and rear in a limited edition of 6000 copies by Grafiche Antiga SpA on high quality paper and both covers are printed on glossy paper.
While their rugged, round-the-world styling and expedition-ready features suggest otherwise, some adventure bikes work better on the road–much better–than they do off pavement. As word of this open secret spreads, they’re being bought more and more by riders who appreciate their overall utility, upright seating and solid aftermarket support.
Suzuki’s original DL1000 V-Strom is one of the standard bearers of the street-leaning ADV bike, striking a balance between RTW looks and performance and streetwise utility that makes it a champ in the bang-for-the-buck sweepstakes today.
Maybe seeing in advance where the market segment was going, Suzuki gave the DL1000 the 996cc L-twin from the TL1000S sportbike, modified for the midrange and low end it needed for low-speed riding and for hauling luggage. The 90-degree cylinder spread technically gives the engine perfect balance, but the rods are slightly offset side-to-side so a little vibration creeps in.
Even more is apparent in some 2002 and early ’03 models, which produced a low-rpm vibration far outside the norm. Called “chudder”–a combination of chatter and shudder–on online forums, it’s curable with an improved clutch basket. Even then, though, the big Strom dislikes being lugged.
A decent skid plate is a necessity if you plan on taking your Strom off-road. Shown here in the August 2007 issue of Rider.
One big compromise resulting from hanging the TL’s engine from the DL1000’s stout aluminum frame is a worrisome lack of ground clearance. The oil filter, oil cooler and the front cylinder’s header pipe all sit dangerously low and forward enough that a sturdy bash plate isn’t just a fashion accessory, but a necessity for off-roading. On pavement and smooth fire roads the suspension works adequately, but serious trails should be avoided.
It’s much more suited to the street, where small upgrades–a replacement shock and a fork kit–bring big rewards in handling. The brakes are just average, requiring stainless lines and high-performance pads to bring out their best. The 33-inch seat height is a problem for some, making lowering links a hot seller in the aftermarket.
Another aftermarket staple for DL1000 owners is an improved windscreen, because just about anything is an improvement over the stock one, which though stylish is ineffective at reducing buffeting at the helmet level. The fairing, too, deflects some wind but not as much as its appearance suggests.
It’s also an enormous parts bill waiting to happen in case of a fall–every fairing panel’s part number should end with “-$$$.” Fueling issues on some bikes can be cured with a tuning module, while other bikes run cleanly stock. Rough running has also been traced to dirty fuel filters, which many riders simply bypass.
Problems to watch for on used DL1000s include flaking engine paint, rusty or warped brake rotors and corroded hardware. Check the fins on the radiator and especially the oil cooler for damage, and make sure the brake pads don’t stick in the calipers and drag on the rotors.
If there are scratches on the plastic bodywork indicting a fall in the past, check for broken mounting tabs or missing grommets. An often-neglected check is to crawl under the bike and inspect the bottom rear shock linkage for play; the bearings inside are vulnerable to repeated spray from rain and can dry out, causing slop in the suspension.
Prices range from about $3,600 for a first-year DL to around $8,000 for a 2012; factor in accessories and condition accordingly.
2007 Suzuki V-Strom 1000, as seen in the August 2007 issue of Rider.
2002-2012 Suzuki DL1000 V-Strom 1000
PROS Big torquey engine, do-it-all versatility, above average reliability.
CONS Nosebleed seat height, rust and corrosion prone, vulnerable and expensive plastic parts.
Displacement: 996cc Final drive: Chain Wet Weight: 517 lbs. Fuel Capacity: 5.8 gals. Seat Height: 33 in.
We crossed the Land of 10,000 Lakes then stormed across Wisconsin aboard Harley’s apex touring machine, the 2019 CVO Limited. Photos by Brian J. Nelson and Kevin Wing.
There’s a reason Harley’s top-shelf touring machine has been a staple of its CVO line since 2006. There are thousands of them. Go to Sturgis and try and count how many you see. Your head will spin. It’s a huge revenue generator for The Motor Company. But it’s also proven itself as a legitimate cross-country tourer. So offering one as a dream machine straight from the factory makes perfect sense.
Powering the 2019 CVO Limited is the Twin-Cooled Milwaukee-Eight 117, The Motor Company’s largest production engine, a CVO-exclusive powerplant that made its debut across the line last year. That’s 1,923cc at the disposal of your right hand along with a high-performance camshaft, intake and bumped-up compression ratio.
Rejoice, all CVOs run the Milwaukee-Eight 117, the 1,923cc powerplant the biggest to date on a Harley coming straight out of the factory.
The motorcycle’s electronic throttle control is dialed and the hit off idle is immediate. But stump-pulling bottom-end torque is standard fare on Harley tourers. What benefits most is top end in the middle gears as the 117 continues to give where its predecessors sign off.
The 2019 CVO Limited hits its claimed peak of 125 lb-ft at 3,500 rpm but the standard Ultra Limited with the 114 maxes out at 3,000 rpm. It gets you up to highway speed quicker and has plenty of passing power on tap. While it didn’t skip a beat rowing through gears, engagement continues to be harsh and abrupt.
Between its Batwing fairing and Tour-Pak top trunk, the CVO Limited’s presence can be intimidating. It looks like a whole lot of bike to handle. But as I climb aboard, the rider’s triangle feels compact for a six-foot-tall rider.
With a seat height of 30.1 inches, it’s easy to place both feet firmly on the ground, a good thing when you’re balancing a bike that tips the scales at more than 900 pounds. The bars fall naturally at hand, my legs have plenty of room to stretch and my back is straight. The relaxed riding position made my 260-mile test ride a cinch. I could have easily done 260 more without feeling beat down. You’d be hard pressed to find a bike with a cushier seat and friendlier all-day ergonomics.
Who knew such a big bike would be so much fun at lean? Turn-in is surprisingly light on the CVO Limited, and it transitions more fluidly than expected.
Hustling through the hinterlands between Lacrosse and Madison, Wisconsin, we chanced upon a rural road of sweepers, one flowing into the next. The CVO Limited shines on this stretch as turn-in is light, even with its big fork-mounted fairing. It’s solid at lean and has no problem staying on the designated line.
Even with the Tour-Pak, its center of gravity feels low and it transitions with surprising agility. You’d think for a bike with such a Herculean physique it’d be a handful to toss around but, like a heavyweight boxer, it’s deceptively light on its feet.
Reining in all that weight and power requires a solid set of binders, and Harley’s triple-disc Brembos and ABS-equipped Reflex Linked Brakes handle the job. When squeezing the front lever, initial bite into the two 300mm discs is strong but not grabby and doesn’t fade as the system administers a bit of squeeze to the rear as well.
Harley CVO wheels are always custom quality, and for 2019 the 19-inch Tomahawk on the CVO Limited is the torchbearer of tradition.
Using solely the rear it takes a pretty good stomp on the pedal to get the ABS to engage, and overall the ABS is well modulated. Using the front and rear brakes simultaneously, the setup does a bang-up job of bringing the bike to a stop.
Bells and whistles. Check all the boxes. Gorgeous paint set off by the proper blend of shiny chrome, custom-quality wheels, a fresh assortment of bits and pieces from Harley’s new Kahuna collection and the upgraded Boom! Box GTS infotainment system, which boots up faster, is easier to see in direct sunlight and functions more like a smartphone.
The bike has a bounty of storage space, everything locks tight at the push of a button and a factory security system to protect your almost $44,000 investment comes standard. Harley offers three combinations of powertrain finishes and paint options to tailor your CVO Limited like a fine suit. Granted, its price tag puts it out of range for many of us, but those few who pony up will undoubtedly be pleased because despite its movie star good looks, the 2019 CVO Limited is ready to go coast-to-coast at a moment’s notice.
Fabio Quartararo will be one of the rookies to watch on his Yamaha YZR-M1 in 2019, the Frenchman already showing a quick adaptation to MotoGP™ in the first official winter tests. The Petronas Yamaha SRT rider, who will be the youngest in the category at just 19 years of age, explains how his premier-class dream came about, discusses his first laps on a MotoGP™ bike and reveals his general feelings after his first few days working with the Malaysian outfit.
“I’m Australian, he’s Australian and it would great to see him, or any Australian but especially him because he’s in the right position, being able to channel his energy to get to the top of the sport. It’s good for the sport, it’s good for Australia – we need some other nationalities than just Italian and Spanish!”
Some bikes take a while to grow on you, to properly understand how to get the best out of them. Where the sweet spot of the engine lies, the better shift points, body positions, those sort of things. With others you just jump on and they feel familiar to what you’ve ridden before so you can benchmark them easily.
KTM 790 Duke
The KTM 790 Duke fell into a third category for me. It wasn’t familiar at all. But within minutes I had fallen for the drivetrain, and within an hour my opinions on electronics were forever changed. This thing is a cracker of a bike. But it’s also a bit of a contradiction.
2019 KTM 790 Duke
While the 790 Duke is a doddle to jump on and ride – it’s not an easy thing to master punting it hard, simply because its capabilities are so high. Even now after spending the best part of a week and a half on it, my head is still trying to trying to come up to speed.
I deliberately didn’t do any fresh research before picking up the bike. Besides, Trev has covered the 790 Duke specs in great detail after attending the world launch in Gran Canaria (Link).
KTM 790 Duke takes a different slant again on the parallel twin
I just wanted to ride the bike and share how it felt to ride. So throwing the leg over didn’t immediately feel natural for me compared to what I’m used to day to day (a Tiger 800xc I’ve done close to a bazillion kays on).
The ergos felt OK, being really low, almost scooter low, really narrow, with the feeling of being almost perched over the front wheel. And the seat felt like it was made of several different individual sections and angles. Am I supposed to sit forward or back? One of those, ‘That’s weird but I’m sure it’ll make more sense on the go’ moments.
2019 KTM 790 Duke
Pulling away from standstill, the clutch take-up was nice and smooth and the engine happily crawled along the sidewalk in Elizabeth street Melbourne among foot traffic, while dragging a bit of clutch meant no sign of chugging, as some twins will. The low speed stability from the overall geometry is really, really impressive. It feels even lighter than it is – and slow walking pace among pedestrians was done with the feet on the pegs and absolute confidence straight away.
KTM 790 Duke Engine
So then I pulled out onto the road and opened it up… only to be left thinking, ‘Are you sure this is a 790cc? There’s way more shove than any 800cc twin has right to have off the bottom’. The bike feels plenty stronger than the quoted 105hp and is punchy but smooth right through the rev range. That engine is a gem. The fueling is mint. Amazing actually. Especially in Street mode which is almost impossibly smooth for a twin.
2019 KTM 790 Duke
The last mid-size twin I rode was an 848 Duc and while I did like that engine quite a lot, it fades into obsolescence compared with the 790. This one feels closer to the older 990cc KTM V-Twins in terms of output which is no bad thing. The big difference however is the fuelling in the 790 which is just so spot on – helped no doubt by some fairly masterful electrowizardry.
Historically I’ve not been a fan of electronic intrusion, but this bike has utterly changed my mind on that front. In no way does it intrude, on the contrary, that smoothness from this new Austrian lump is quite likely only possible because of the digital smarts built into the fuelling, engine management, quick shifter and traction control systems.
2019 KTM 790 Duke – TFT display with day/night mode
It actually wasn’t until the first stop for fuel that I played around with the superb TFT dash to see what modes were available (Street, Sport, Rain and Track), what was turned on and what wasn’t. And it was then that I realised that it hadn’t been me alone perfectly matching revs on downshifts, but that I was getting some assistance, and surprisingly to me at least – it’s all the better for it. Far better.
KTM 790 Duke
It makes you want to explore the bike even more. Speaking of the dash… What a thing of beauty it is. The ex-designer in me loves the clarity and simplicity of the layout as well as the function of the controls. The redline is orange, of course – another nice bit of branding. And it has a day-time (white background) and night-time (black background) display that switches over automagically based on ambient light I’m guessing. Nifty.
While its a bit of a gripe that the ride mode reverts to Street every time you turn it off, at least the riding modes can be changed on the go. Just be aware of what’s behind you, as you have to close the throttle for five-seconds to do it.
2019 KTM 790 Duke
Other little niggles? I’m not quite sure why the indicator light on the dash can’t show you which indicator is on, and the indicator switch itself feels slightly fragile. While I’m on switch gear – the toggle switch for high beam requires a left hand grip adjustment for me to use it each time. Not sure that’s a good thing. But they’re minor niggles really, when taking the brilliance of the rest of the bike into account.
On the road the gearbox shift is light and at first, felt almost overly sensitive in its eagerness to shift gears at the slightest touch. Occasionally, even a few days after picking up the bike, I’d shift up a little earlier than anticipated. After the first stop I was playing around with clutchless shifts in both directions, which it soaks up effortlessly.
2019 KTM 790 Duke – Switchblock
Auto rev matching brings revs up to match the new ratio while the slipper clutch further calms things down if the revs are wildly out in either direction. Have I mentioned this thing is smooth? Remarkable. First gear isn’t overly tall and the engine pulls really strongly even at highway speeds in top gear. I’m not talking big bore strong, and it does taper off above standard highway speeds, but it’s far stronger than I had expected. Stronger than anyone would need 99 per cent of the time.
Brakes are nice and strong with plenty of initial bite, without being so strong that they’d be intimidating for less experienced riders. There’s plenty of stop and confidence to trail brake deep into turns without any issues. They just work.
2019 KTM 790 Duke
The exhaust note was another nice surprise for a stock pipe too. Its rorty and bubbly on over-run, and loud enough under power without being obnoxious. I’m not sure you’d need a slip on to be honest. But it couldn’t hurt, could it…?
Styling-wise it’s typical of the current crop of KTMs and has some neat touches, as well as some things that will no doubt polarise punters. Personally I like it, but I reckon the 1290 Super Duke is a better looker, but that’s subjective. The extreme looking headlight makes more sense when you’re on the bike than off it, as its tucked away so low that basically you don’t see anything other than the dash beyond the bars.
The only other gripe from me was the thin plastic strip wrapping around the rear of the fuel tank that can be flexed with a gentle wobble. Just seems a bit cheap for what is otherwise an obviously really, really well put together bike.
KTM 790 Duke
Suspension is quite firm without being overly harsh. Trev called it a Tardis and I agree, in that it’s a bit of a mystery how something so small can have as much room. I got off after some decent stints in the saddle and didn’t feel the slightest bit stiff. Its epic in traffic too, filtering through like a hot knife through butter and yet is happy to cruise along on the highway.
2019 KTM 790 Duke
That odd feeling seat makes more sense as soon as you point it at a corner, because as great as the driveline is, it’s the handling of the 790 that stands out for me. The little Duke tips in faster than thought speed, feels natural on its side and will change lines as soon as you can look at a new line. Any wonder they’re calling it a scalpel.
That work they’ve obviously done to keep the physical dimensions of the engine so small combined with the overall low weight makes this a nimble bike to tip in, but it never feels overly flighty or unstable, just super agile.
2019 KTM 790 Duke
Just how fast does it steer? After over a thousand kilometres, I was still finding myself having to sit the bike up occasionally mid corner to ease the line out a little. The thing just wants to turn. I actually started to ask myself if it’s possible to make a bike steer too fast.. And I haven’t decided yet. It really is a bit of an engineering marvel on the road – how they’ve managed to design a bike to steer so well, and yet not want to shake its head at all, is amazing.
KTM 790 Duke
Riding my Tiger 800xc back to back only highlighted the diminutive physical dimensions of the bike. The Tiger isn’t a massive bike, but by comparison, the 790 Duke engine feels about half of the width of the 800cc triple. And the wheelbase ‘feels’ about 2/3rds of the Tiger. Obviously it’s not THAT short, but it really does feel short. Not having a visible headlight cluster swinging in the breeze in front of the bars only accentuates the impression.
KTM 790 Duke
The little Duke just urges you to have some fun and ride it hard. And you’re probably going to be punting it along at a quicker pace than you think, as the grunty twin doesn’t need to have its neck wrung to get the best out of it. Several times I looked down at the speedo and was a little surprised at the number staring back at me..
Make no mistake, the 790 Duke is so light and agile that it demands full focus to punt along anywhere near its limits, which I genuinely don’t think I approached all that often on the roads between Melbourne and Apollo Bay over a couple of weeks. Not that it shakes its head or does anything untoward, it’s just steers so bloody well it takes proper commitment to do the bike justice. A half decent rider with a few weeks on this little weapon would no doubt be difficult for anyone to shake on a twisty bit of tarmac…
KTM 790 Duke
For me and I’m guessing a lot of other riders, a naked bike is now a very real contender for our next machine. My years of sports bikes and road racing are behind me, and uber-high speed hijinx on the road is becoming less and less of an option as speed limits on good sections of road are continually reduced, and consequences raised. So full faired sports bikes don’t make as much sense as they once used to. Not when there’s so much performance available in bikes like this. If you haven’t ridden one of these jiggers, it’s time you did. It opened my eyes more than a bit.
KTM 790 Duke
That said.. I personally can’t stop thinking about what that superb engine would be like in the upcoming rally package. The idea excites me a lot and I probably should really ride the 1290 SuperDuke to compare it eh Trev… Trev..?
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