In the Hawkers ETC, Esteban stood on the top step twice in Valencia to take his tally up to four wins from four – or so we thought, because that Race 2 victory was taken away from him after a post-race penalty was handed for a technical infringement. That means the gap between Esteban and Guido Pini (AC Racing Team) in the Championship is just 13 points, after the latter was promoted to P2 in Race 2. Reigning Hawkers ETC Champion Maximo Martinez (Team Honda Laglisse) got his first points of the season on the board with victory in Valencia – and the Spaniard was a podium finisher in Barcelona last year. Has that win ignited Martinez’s season? We’ll find out shortly.
Dunlop Mutant Tires are designed performance on the street and they fit more than 250 motorcycle models.
Mutant tires. Just the name makes you want to try them. But what exactly have they mutated from or to? According to Dunlop, the Mutant combines unique components to create a premium, versatile performance street tire. The ingredients in this rubber gumbo include a high silica ratio, rayon ply casing, Jointless Belt construction, Apex sidewall technology, 4 Seasons Technology, and Dunlop’s exclusive MT Multi-Tread compounding.
Dunlop says the lightweight radials provide high mileage, nimble handling, a compliant ride, and excellent grip in both dry and wet conditions. To test those claims, I had my local shop, Ventura Harley-Davidson, spoon a fresh set onto my Harley-Davidson Pan America 1250.
Once on the road and scrubbed in, the Mutants provided good feedback on various road surfaces, with predictable, stable turn-in. Once pointed in the right direction, they held a steady line without any tendency to fall in or stand up.
We tested the Dunlop Mutant tires on a 2021 Harley-Davidson Pan America 1250.
The Mutant’s unique tread pattern looks almost like a dirt-track tire, but the tire is billed as a sport-touring tire that’s suitable for everything from big GT tourers to sportbikes to adventure bikes. I felt comfortable attacking paved roads at speed, even over those nasty tar snakes that are common on California’s backroads and get greasy on sunny days.
Though not intended for off-road use, I couldn’t help myself. The Mutants performed admirably on a few dirty, rocky roads I ventured down, but where they really shine is on backroads, where pavement can range from smooth to rough, wet to dry, clean to dirty. I took my Mutant-shod Pan Am on a 2,000-mile trip to Oregon in April, where I encountered one of the worst snowstorms on record. While I wouldn’t recommend riding on sub-freezing roads with blowing snow, I felt reassured because the Mutants provided confident grip until conditions deteriorated beyond what I deemed as safe.
As far as longevity goes, I usually get about 5,322.8 miles (but who’s counting) out of a set of tires, changing them in pairs when either the front or rear wear bar begins to show. When new, the Mutants had 5/32 inch of tread depth up front and 9/32 inch of tread depth on the rear. After 3,000 miles, the tread depth was 3/32 inch for both front and rear. The Mutants are on track to hit the average mileage for my admittedly aggressive riding style.
Dunlop Mutant tires are available in multiple sizes to fit more than 250 motorcycle models, and MSRP ranges from $187.95-$290.95. For riders who enjoy riding on a wide variety of roads, they’re a solid choice.
Suzuki’s all-new GSX-S1000GT+ is a street-tuned sportbike that’s outfitted for touring with a fairing and windscreen, comfortable rider and passenger accommodations, and 36-liter side cases. Photos by Kevin Wing.
Suzuki is helping sport-tourers make a comeback. With the rise of adventure bikes over the past decade, sport-tourers got shoved aside, relegated to the dark corners of showroom floors. Development cycles stretched out, and model updates became few and far between. That’s a shame. Not everyone wants a motorcycle with a 19-inch front wheel, a 34-inch seat height, and a jungle gym’s worth of crash bars.
As the name implies, sport-tourers combine go-fast performance and touring prowess into a single package. What’s not to love about a superbike engine tuned for the street, a chassis built for both speed and comfort, and ergonomics that won’t make you cry uncle after an hour in the saddle? With their 17-inch wheels shod with grippy radials, sport-tourers love to lean, and modern electronic rider aids help keep things in check.
The GSX-S1000GT and GT+ are available in Metallic Reflective Blue or Glass Sparkle Black.
Enter the new-for-2022 Suzuki GSX-S1000GT ($13,149) and GSX-S1000GT+ ($13,799), the latter distinguished by its color-matched side cases. Color options are the Metallic Reflective Blue of our test bike or Glass Sparkle Black. The GT is built on the same platform as the GSX-S1000 naked sportbike we tested recently. But unlike the GSX-S1000F that was in Suzuki’s lineup until 2020, which was little more than a GSX-S1000 with a fairing bolted on, the GT is a true grand tourer.
Look Good, Feel Good
The GT’s bodywork is distinctive and angular, with a wedge-shaped front fairing that juts sharply forward and houses a V-shaped LED position light and a pair of mono-focus LED headlights (for low beam, only the right lamp is illuminated). Attached to the top of the fairing are mirrors perched on the ends of long stalks and a nonadjustable windscreen. Lower fairing panels keep the radiator and much of the engine hidden, and they are vented to pull hot air out and away from the cockpit.
Compared to the GSX-S1000F, the GSX-S1000GT’s handlebar is 0.9 inch wider and 0.6 inch closer to the rider.
GEAR UP: Helmet: Scorpion EXO-R1 Air Jacket: Scorpion Optima Gloves: Scorpion Havoc Pants: Scorpion Covert Pro Jeans Boots:Sidi Gavia Gore-Tex
Two-up comfort was an important consideration in the GT’s development. All the rider and passenger touchpoints – the handlebar, footpegs, and rear grab handles – are rubber-damped to minimize vibration. Compared to the GSX-S1000F, the handlebar is 0.9 inch wider and 0.6 inch closer to the rider, allowing for more steering leverage and a nearly upright seating position. The wide, slightly dished rider’s seat sits 31.9 inches off the deck and is comfortable enough for long days in the saddle. A sporty amount of cornering clearance necessitated high placement of the footpegs, sacrificing some legroom, and they are positioned just below the rider’s hips.
The $650 upcharge for the GT+ adds lockable, removable, weather-proof, color-matched saddlebags.
Seat height for the passenger is 34.2 inches, and the 2.3-inch boost in height provides a better view over the rider’s shoulders. Large grab handles allow the passenger to hold on securely to the bike rather than just a strap on the seat or the rider’s hips. Both the front and rear seats have thick, supportive foam and are covered in a slightly grippy weather-resistant material.
Each 36-liter saddlebag is large enough to hold most full-face helmets.
To accommodate the added weight of a passenger and luggage, the GT has a trellis-style subframe that provides both strength and visual flair. The GSX-S1000GT+ comes standard with side cases that hold 36 liters (and up to 11 lbs) on each side, and they’re large enough to fit most full-face helmets. The saddlebags are easy to open, close, lock, remove, and reinstall, and they are keyed to the ignition. The only downside is that they cannot be left unlocked for quick access.
Paying the $650 premium for the GT+ is money well-spent. High-quality, lockable, removable, weatherproof saddlebags are undeniably convenient and practical. And buying the cases and necessary hardware as standalone accessories will set you back more than $1,000.
The GT is the first Suzuki to be offered with a TFT display. The default screen has an analog-style tach, digital speedo, and other info.
To further enhance the GT’s touring ability, Suzuki gave the bike a 6.5-inch full-color TFT display, all-new switchgear, and Bluetooth connectivity. The TFT has a large analog-style tachometer, a digital speedometer, and a fuel gauge on the left side, as well as an array of bike and trip info on the right. It also has a sensor that automatically switches the background from white in bright light to black in low light.
Pairing Suzuki’s mySPIN smartphone app provides access to contacts, phone, maps, music, and calendar.
The mySPIN app enables turn-by-turn navigation using REVER and other apps.
Buttons on the left switchgear allow the rider to adjust settings and navigate menus. Installing the Suzuki mySPIN smartphone app and pairing via Bluetooth provides access to contacts, phone, maps, music, and calendar functions, which are displayed on the TFT screen. You’ll need a Bluetooth helmet headset to make/receive calls, listen to music, or hear turn-by-turn directions. A USB port on the dash provides on-the-go charging for devices.
The GSX-S1000GT’s new switchgear is user-friendly.
In Thrust We Trust
Like the GSX-S1000, the GT is powered by a 999cc in-line Four adapted from the GSX-R1000 K5 (2005-2008). It’s been retuned to make the engine more suitable for the street, but there’s still plenty of heat in the kitchen. On Jett Tuning’s rear-wheel dyno, the GSX-S1000 churned out 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm. Updates to the engine include new camshaft profiles, new valve springs, new throttle bodies, a revised airbox, and a Euro 5-compliant 4-2-1 exhaust. Together, they result in an extra 2 hp at the peak and smoother horsepower and torque curves.
The GSX-S engine is a gem with no rough edges. From cracking open the throttle above idle to twisting the grip to the stop, power comes on cleanly and predictably. Slaloming back and forth on a series of curves with grace and confidence requires accurate additions and subtractions of fuel and air, and the Suzuki mixes them perfectly. Using a throttle-by-wire system, turning the right grip directly activates the throttle position sensor, which sends instantaneous signals to a servo motor that precisely moves the throttle plates. Throttle response is further enhanced by a long, tapered intake tract that is narrower at the bottom where the 10-hole injectors are located.
Bending the GSX-S1000GT+ through a series of fast curves is pure pleasure.
The GT’s throttle-by-wire also enables the Suzuki Intelligent Ride System, which includes three ride modes (Active, Basic, and Comfort) that adjust throttle response and power delivery, 5-level traction control, cruise control, and Suzuki’s Easy Start, Low RPM Assist, and Bi-Directional Quick Shift systems. ABS is also part of the electronics package, but with no IMU, neither it nor the TC are lean-angle adaptive. The 6-speed transmission has a cable-actuated slip/assist clutch. Gear changes using the quickshifter are fast and smooth, and clutch action is light with predictable engagement. Both the clutch and brake levers are adjustable for reach.
Being derived from a Superbike championship-winning sportbike like the GSX-R1000, the GSX-S1000GT has a massive twin-spar cast-aluminum frame that surrounds the engine and attaches to a cast-aluminum swingarm. KYB suspension – a fully adjustable 43mm inverted fork and a link-type rear shock that’s adjustable for preload and rebound – is taut yet comfortable.
Brembo 4-piston radial-mount monoblock front calipers are mated to fully floating 310mm rotors, and they offer strong power and precise feedback. A Nissin 1-piston rear caliper squeezes a 240mm disc. The GT rolls on six-spoke, 17-inch cast-aluminum wheels shod with Dunlop Roadsmart 2 sport-touring radials that deliver reliable grip and neutral cornering behavior.
The Suzuki GSX-S1000GT is a finely tuned instrument of performance. Its in-line Four is uncommonly smooth with a linear powerband, its throttle-by-wire system provides a tight, direct connection between the right grip and the rear wheel, and the quickshifter is one of the slickest we’ve ever used
On the Road Again
Suzuki hosted a two-day press launch for the GSX-S1000GT+, with a test route that started and ended at its U.S. headquarters in Brea, California. Back-to-back 300-mile days gave us a chance to thoroughly evaluate the GT in a wide range of conditions, including traffic-choked freeways, wide-open highways, and tight, technical backroads. We followed that up with more miles on a test bike over several weeks on home turf.
The qualities that impressed us about the GSX-S1000 – impeccable smoothness, predictable handling, unflappable stability, and linear power delivery – carry over to its GT sibling. Likewise, its braking and suspension components and electronic rider aids were selected to deliver sporting performance without inflating the retail price.
Where the GT really stands out is its rider and passenger comfort, cruise control, instrumentation and connectivity, and, on the GT+, stylish and useful saddlebags. Weighing in at 521 lbs with its 5-gal. tank full, the GT+ is much lighter than open-class sport-tourers like the BMW R 1250 RT (615 lbs), Yamaha FJR1300ES (644 lbs), and Kawasaki Concours 14 (691 lbs). It weighs more than the Yamaha Tracer 9 GT (503 lbs) but makes significantly more rear-wheel horsepower (136 vs. 108). With its cornering ABS and TC and semi-active suspension, the Tracer 9 GT also costs $1,200 more than the GSX-S1000GT+ ($14,999 vs. $13,799).
If the GT has one notable shortcoming, it’s the nonadjustable windscreen. Though Suzuki says it and the bodywork were developed in a wind tunnel, airflow over the windscreen hit me square in the chest and created a lot of turbulence around my helmet. Of course, the size of the rider plays a role in aerodynamics (I’m 6 feet tall), but the lack of height adjustability means you get what you get. Suzuki makes an accessory touring windscreen ($169.95) that is 2.75 inches taller and has a more vertical pitch near the top, but one was not available during our test.
Other available accessories include heated grips, a two-tone rider’s seat with a suede-like cover embossed with the GSX-S GT logo, axle sliders, ring-lock tankbags (small and large), tank pads and protectors, and wheel rim decals.
We’re glad to see Suzuki helping bring the sport-touring class to its former glory. The GSX-S1000GT+ strikes an excellent balance between performance, technology, weight, comfort, and price. Life is good when the scenery is a blur.
2022 Suzuki GSX-S1000GT+ Specs
Base Price: $13,149 (GT) Price as Tested: $13,799 (GT+ w/ 36L side cases) Warranty: 1 yr., unltd. miles Website:suzukicycles.com ENGINE Type: Liquid-cooled, transverse in-line Four, DOHC w/ 4 valves per cyl. Displacement: 999cc Bore x Stroke: 73.4 x 59.0mm Compression Ratio: 12.2:1 Valve Insp. Interval: 15,000 miles Fuel Delivery: EFI w/ throttle-by-wire, 40mm throttle bodies x 4 Lubrication System: Wet sump, 3.6 qt. cap. Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: O-ring chain CHASSIS Frame: Twin-spar cast aluminum frame & swingarm Wheelbase: 57.5 in. Rake/Trail: 25 degrees/3.9 in. Seat Height: 31.9 in. Suspension, Front: 43mm inverted fork, fully adj., 4.7 in. travel Rear: Single linkage shock, adj. spring preload & rebound, 5.1 in. travel Brakes, Front: Dual 310mm floating discs w/ 4-piston radial monoblock calipers & ABS Rear: Single 240mm disc w/ 1-piston caliper & ABS Wheels, Front: Cast, 3.5 x 17 in. Rear: Cast, 6.0 x 17 in. Tires, Front: 120/70-ZR17 Rear: 190/50-ZR17 Wet Weight: 521 lbs (as tested) Load Capacity: 405 lbs (as tested) GVWR: 926 lbs PERFORMANCE Horsepower: 136 hp @ 10,200 rpm (rear-wheel dyno) Torque: 73 lb-ft @ 9,300 rpm (rear-wheel dyno) Fuel Capacity: 5.0 gals. Fuel Consumption: 35.5 mpg Estimated Range: 178 miles
Adventures happen on beaches too: the 2022 Energica Experia (Energica/)
Technically speaking, an adventure is always either good or bad. But it’s never boring. Electric motorcycle development is the same; basically hubris, ambition, and hard work squaring off in a cage match for financial survival.
Energica is banking its niche track prowess in a bet to remake the ADV category. The Energica Experia is, on paper, the first electric ADV motorcycle available for sale in the world. It’s a lucrative category. More than that, it’s a crucible for electric motorcycle technology. If you can deliver a rugged electric ADV bike with plenty of range, features, and travel-ready usability, you’ve reached a real milestone.
Energica’s gambit opens with a bold claim. The Experia supposedly offers the longest range of any electric motorcycle on the market today: 261 miles in the city and 130 on the highway. Energica also claims the fastest charging time of any electric motorcycle, 0–80 percent in just 40 minutes with a Level 3/DC fast charger. Combined with the ability to use Level 2 or 1 charging on the road or at home, it’s the only electric motorcycle to offer riders all three levels of charging.
All the above energy drives a new motor. Instead of using a permanent magnet synchronous motor (primarily based on internal permanent magnets), the bike employs Synchronous Reluctance, assisted by permanent magnets. Lighter than Energica’s previous EMCE motor by 22 pounds, it’s water-cooled, oil-lubricated, and situated lower in the chassis, improving handling.
That’s the exciting news. Press releases tell the rest of the story. The Experia has a possible 112 liters (29.6 gallons in America-speak) of storage, which rides atop 43mm front ZF Sachs with 150mm (5.9 inches) travel and a single rear with 55mm (2.2 inches) travel with 150mm wheel travel. The front fork features adjustable preload, rebound, and compression, with rears featuring adjustable extension and preload. Dual 330mm four-piston Brembos are up front, with a single 240mm two-piston in back. Strangely, no mention of ABS appears anywhere.
Time, rider reviews, and anecdotal tales will tell the rest of this story. Level 3 DC fast charging stations are everywhere in larger cities, but few and far between in the hinterlands, where most adventure lies. Keep that phone charged (and in range of towers) to find the next one. Or better yet, print out that map and tape it to the tank old-school style.
Energica makes the bike, marketing strategy and shiny brochures. But ultimately, riders write the ending to the story. It’s obviously expensive at $23,250 MSRP, with the Launch Edition landing at $25,380. That’s a story as old as emerging technology itself. Will the Experia prove to be a game changer in the ADV category? Energica is betting yes, and backing it up with its 10-year-plus history. Skeptics, start your grumbling. To be continued.
Energica Experia Technical Specifications and Price
PRICE
$23,250 / $25,380 Launch Edition
MOTOR
EMCE Permanent Magnet Assisted Synchronous Reluctance Motor (PMASynRM)
BATTERY
22.5 kWh max.; 19.6 kWh nominal
FINAL DRIVE
Regina (16/52) 520 O-ring chain
CLAIMED HORSEPOWER
Continuous: 80 hp @ 7,000 rpm; Peak: 102 hp @ 7,500 rpm
CLAIMED TORQUE
85 lb.-ft.
FRAME
Front steel tubular trellis, aluminum side plates
FRONT SUSPENSION
ZF Sachs 43mm, preload, rebound, and compression adjustable; 5.9 in. travel
REAR SUSPENSION
ZF Sachs, rebound and preload adjustable; 5.9 in. travel
If the 310RR is truly as advertised, then this would be the first time BMW has decided to enter the obscenely popular full-fairinged beginners motorcycle segment.
BMW on the pending release of their 310 RR. Photo courtesy of Top Speed.
With the bike’s larger siblings – the S1000R, S1000RR and M1000RR – rolling their tongues while inspiring the motorcycle community’s hooners to no end, it’s little wonder that BMW has chosen to feed a demand for a bike that shows off beautiful blue Bavarian bloodlines, yet stays more modest in the checkbooks (fingers crossed).
It will Have a Single-Cylinder Engine
BMW on the pending release of their 310 RR. Photo courtesy of Top Speed.
A peashooter ‘RR’ for BMW??
Word is that this puchy piece of pretty will have the same engine as BMW’s G 310 R – the first BMW roadster under 500 cc.
The end result? A beautifully-liveried bike that will likely run a tad hot near the leggies.
We also have a few interesting comments below the Youtube vid, one of which was particularly worth a gander:
BMW should use a two-cylinder engine instead of that one cylinder. If… they use that single cylinder then BMW should retune it to make at least 40 hp power…[otherwise] what is the point of making a new bike with a high price where KTM offers the best package?
The Ninja, R3, Benelli…these overpriced bikes get [sales] because they are more powerful at top speed and have a smoother and better sounding two-cylinder engine.
BMW should notice this issue.
Unfortunately, despite the hype this bike is getting, we’re looking at an India-based debut only…for now.
What is your opinion on the incubating BMW 310 RR? Drop a comment down below, and as always – stay safe on the twisties.
Since its debut in 2017, Indian’s Elite program has offered the most premium and feature-packed versions of its bagger and touring models, such as the Chieftain and Roadmaster. For 2022, Indian has unveiled two models: the Challenger Elite and Chieftain Elite.
“From factory-custom details to premium amenities, and advanced ride-enhancing technology, we left no stone unturned when designing our new Elite baggers,” said Aaron Jax, Vice President of Indian Motorcycle. “Whether you prefer the liquid-cooled power and performance of the Indian Challenger, or the more organic growl and unmatched air-cooled power of the Chieftain, these two Elites elevate both platforms with gorgeous custom-inspired design elements straight from the factory.”
Limited to 200 units worldwide, 2022 marks the debut for the Indian Challenger Elite. It offers muscle car-inspired styling and class-leading performance from its liquid-cooled PowerPlus 108 V-Twin, delivering 122 hp and 128 lb-ft of torque. Pricing starts at $34,999.
The Challenger Elite’s attention-getting Stealth Gray and Black Metallic paint with Indy Red accents screams American muscle. A red-stitched seat and color-matched Elite badging complete the bike’s performance-inspired design.
With three ride modes, riders can customize the bike’s throttle mapping by selecting Sport, Standard, or Rain. Each ride mode has been engineered with its own distinct traction-control setting to deliver three unique riding experiences.
The Challenger Elite is loaded with premium amenities like Fox rear shocks with electronically adjustable preload, Smart Lean Technology with lean-angle-adaptive ABS and TC, back-lit switches, an Adaptive Pathfinder LED headlight, and LED driving lights. It’s also equipped with an adjustable flare windscreen, select floorboards, and heated grips.
Ride loud and proud with an upgraded, fully integrated 400-watt PowerBand audio system with speakers in the fairing and saddlebag lids. The 7-inch color touchscreen display features the Ride Command infotainment system, which includes detailed vehicle info, Apple CarPlay, GPS with turn-by-turn navigation, a complimentary year of Ride Command+ connected features (live traffic and weather overlays, plus a vehicle locator feature).
The Indian Challenger Elite also includes standard features on the Challenger such as ABS, keyless ignition, tire-pressure monitoring, and remote-locking saddlebags with more than 18 gallons (68.1 liters) of storage.
(SCROLL DOWN FOR DETAIL IMAGE GALLERY)
2022 Indian Chieftain Elite
2022 Indian Chieftain Elite
The Chieftain Elite was the first Elite model offered by Indian back in 2017, and an all-new take for 2022 will be limited to 150 units globally. It’s powered by the air-cooled Thunderstroke 116, which delivers 126 lb-ft of torque. Pricing starts at $32,999.
The factory custom features Heavy Metal Smoke paint complemented by premium bronze finishes, including the tank’s Indian Motorcycle headdress, saddlebag latches, center console, primary cover, and airbox. Oil-rubbed bronze finishes across the engine’s push rod tubes, horn cover, and cam cover take the Chieftain Elite’s style to an entirely new level straight from the factory.
The Chieftain Elite’s streamlined fairing and slammed saddlebags contribute to the bike’s aggressive stance. In addition, LED saddlebag lights, a two-up comfort seat, low suspension, precision-machined wheels, and premium blacked-out finishes round out its head-turning style.
The Chieftain Elite’s Thunderstroke 116 features three ride modes (Sport, Tour, and Standard) that adjust throttle response and rear cylinder deactivation to mitigate engine heat when idling at a stop.
Like its Challenger Elite stablemate, the Chieftain Elite is packed with premium features, including an Adaptive Pathfinder LED headlight, an adjustable and tinted flare windscreen, select floorboards, rear saddlebag LED lights, backlit switch cubes, and an integrated 400-watt PowerBand audio system.
It’s also equipped with a 7-inch color touchscreen display with Ride Command, a year of Rider Command+ connected features, ABS, keyless ignition, tire-pressure monitoring, and remote-locking saddlebags.
For riders who want to further customize their Challenger Elite or Chieftain Elite, Indian offers a range of style, comfort, and touring accessory upgrades. Indian Challenger Elite riders can add Pathfinder LED Saddlebag Lights, while Chieftain Elite riders can add Pathfinder S LED Driving Lights. Elite riders can also add the ClimaCommand Heated and Cooled two-up seat, color-matched Hard Lower Fairings, a color-matched Trunk, up to 800 watts of PowerBand audio, and items from the versatile Spirit Lake Luggage Collection,
For more information or to find an Indian Motorcycle dealer near you, visit IndianMotorcycle.com.
We saw all six factories pull the covers off of some fascinating new technical innovations throughout the Catalunya Test on Monday. As usual, we sent our very best experts into pitlane, armed with a camera, to get some up-close and personal spy shots for your viewing pleasure. Check them out by clicking the link below:
So, commentators and riders have not always got it right but sometimes even the teams get it wrong. Repsol Honda got it very wrong at Phillip Island in 2013. Marc Marquez was closing in on his first MotoGP™ title in his debut season. The circuit had been resurfaced and Bridgestone knew their tyres would not last the race distance and so a flag-to-flag race with a compulsory pit stop was planned. Riders were instructed to change tyres on laps nine or ten. Maths had never been my strong point, but I marked down each lap as the riders raced down the magnificent Gardner main straight. When Marquez raced past at the end of lap ten, I thought I must have run out of fingers and miscalculated but for once it was not me. The Repsol Honda team had not run out of fingers and unbelievably had missed a lap. Marquez was black-flagged, handing 25 precious points to Jorge Lorenzo. But, once again, take heart Aleix, Marquez still was crowned World Champion at the end of the season.
The track-only 2023 KTM 450 SMR supermoto has received updates to its engine, suspension, quickshifter, tires, electronics, ergonomics, and graphics.
Sporting many of the familiar features that riders love, as well as upgrades that will take the experience up a notch, the updated-for-2023 KTM 450 SMR proves it’s still a serious player in the supermoto game. When tenths of a second and tens of centimeters make the difference in lap times or an overtaking move, the track-only 2023 KTM 450 SMR is exactly what any supermoto racer needs. Pricing for the 2022 model starts at $11,999, so expect a small bump in MSRP for 2023.
The 450 SMR’s revised shock mount is said to enhance energy absorption and straight-line stability, and its “anti squat” design should translate to better acceleration and stronger corner exits. Redesigned high-grade aluminum CNC-machined triple clamps have increased grip surface for less handlebar “twist,” which should contribute to better control and feedback.
The SMR’s central double-cradle-type chromoly steel frame is still hydro-formed, laser-cut, and robot-welded, but KTM has altered longitudinal and torsional flex as well as frame-wall thickness to improve feedback. The new 22mm rear axle and latest generation of WP XACT suspension are said to improve traction and energy absorption for sliding into turns.
The fully adjustable AER 48mm front fork with 11.2 inches of travel still has a split-damping function and simple toolless adjusters, among other advantages. Out back, the 2023 model features a shorter, lighter (but still with the same 10.5 inches of travel) WP XACT shock, which has revised internals to improve damping behavior.
Replacing the Bridgestone slicks are Metzeler Racetec SM K1s, which promise rapid warm-up times and consistency in grip lap after lap. The 450 SMR rolls on Alpina tubeless spoked wheels, with a 16-inch front and a 17-inch rear.
The 499.9cc liquid-cooled, SOHC Single, which still blasts out a claimed 63 hp, has been revised to improve mass centralization and reduce weight – at 59.5 lbs, it’s nearly a pound lighter than the previous version. The engine has been tilted back, the cylinders have new internals, the crankshaft has been optimized, and the countershaft sprocket has been lowered by 3mm. Pankl Racing Systems has supplied a redesigned 5-speed gearbox with new ratios.
Another feature is the new Quickshift sensor on the shift drum for clutchless upshifts, which can be disabled through the handlebar switch. The Keihin Engine Management System still administers the traction control, launch control, and quickshifter functions, and there are two customizable engine maps.
Throwing the whole package into place on-track is easier thanks to revised ergonomics and a sculpted rider triangle that permits an even better contact points between motorcycle and user. There’s also a new recessed grip pocket under the seat, and visually, the 1990s-derived splash of purple adds to the “Ready to Race” graphic vibe, along with the flat orange seat and white tailsection.
Where does the song remain the same?
KTM follows the old adage “If it ain’t broke, don’t fix it” with several aspects of the new 450 SMR. The polyamide-reinforced aluminum two-piece subframe is strong, light, and contributes to a sense of control from the saddle, as do the inward-located footpegs that are cleated to ensure reassuring grip under extreme riding conditions.
Premium components such as the Brembo M50 monoblock 4-piston front caliper with a 310mm rotor, a 220mm rear disc with a 1-piston caliper, a Suter slipper clutch with Brembo hydraulics, and a compact exhaust system ensure that the 450 SMR is ready to compete right out of the gate.
Full specs have not yet been released, but expect a slight reduction in weight from its predecessor (232 lbs) with the same 35-inch seat height and 1.85-gallon fuel capacity.
The 2023 KTM 450 SMR will be available starting in June 2022. Visit ktm.com for more details and to find a dealer near you.
Ducati Lenovo Team’s Jack Miller posted a 1:39.742 inside the opening hour to end up sixth, half a tenth clear of Aprilia Racing’s Maverick Viñales. Monster Energy Yamaha MotoGP’s Franco Morbidelli suffered a crash late in the day at Turn 5 but showed positive signs of improvement by closing the Official Test in eighth. Completing the top ten was the Gresini Racing duo of Enea Bastianini and Fabio Di Giannantonio. Top KTM was Brad Binder in eleventh, ahead of the top, and only, Suzuki, Joan Mir, in twelfth.
