A trick limited production version of KTM highly popular 350 EXC-F is heading to Australia early next year and will be available for pre-order on the same basis that the popular Six Days models are generally released and in similar numbers.
2021 KTM 350 EXC-F WESS
The WP XACT air forks sets it apart from the rest and are exclusive to the WESS edition model and the first time they have been fitted to a KTM enduro machine.
2021 KTM 350 EXC-F WESS
Specifically designed for high-performance offroad use, the latest innovation from WP allows for easy and quick adjustments via the air pressure valve for preload (on the left) or the easy-access clickers for damping (on the right), optimizing suspension settings for different tests or the changing conditions of a long riding day.
2021 KTM 350 EXC-F WESS
In addition, the WP XACT fork introduces big weight savings compared to the alternative systems.
2021 KTM 350 EXC-F WESS
Using key elements from KTM’s best-selling 4-stroke competition Enduro machine, the KTM 350 EXC-F WESS augments the serial production model’s package by including factory wheels with hubs anodized in orange, a radiator fan and protectors, CNC machined triple clamps in orange, a plastic skid plate, and a grippy Factory seat.
2021 KTM 350 EXC-F WESS
Built for those looking for the ultimate 4-stroke race machine, the KTM 350 EXC-F WESS comes with further additions in the forms of a floating front disc with guard, a solid rear disc, a Supersprox stealth rear sprocket, an orange oil plug, grey ODI grips, and a standard map select switch.
2021 KTM 350 EXC-F WESS
The all-new WESS graphics and orange frame make this unique machine stand out with a close-to-factory look regardless of the depth of the rut or the size of the rocks.
2021 KTM 350 EXC-F WESS
Joachim Sauer KTM Senior Product Manager Offroad
“There is exclusivity with each one of our special edition machines and with the KTM 350 EXC-F WESS we set out to provide hardcore Enduro fans with a technical upgrade that will help them thrive on in competition or further enhance their general feeling while riding. With the addition of the WP XACT fork technology for the first time on a KTM EXC, the bike is a fantastic tribute to the skills we see in the WESS championship. For WESS fans and Enduro riders that want unique looks and class-leading 4-stroke performance then this is another unmissable offroad bike that we at KTM are really proud of.”
WP Suspension has announced the launch of the new WP XPLOR PRO 8946 Shock. WP claim that the new shock is the product of the latest innovation in motorsports and handcrafted perfection takes the performance of Enduro machines to the limits of what is physically possible…
XPLOR PRO helps enduro riders to get through even the most demanding terrain faster, more efficiently and with significantly more power to the ground.
WP XPLOR PRO 8946 SHOCK
The duo of technical All-Stars consisting of SUPERTRAX and PROGRESSIVE DAMPING SYSTEM (PDS) works perfectly as a unit to improve ground contact, enables the most sensitive feedback from the ground and provides the most reliable damping performance with sufficient reserves no matter what awaits the rider behind the next hilltop.
The WP XPLOR PRO 8946 Shock is unaffected by all the obstacles the terrain throws at it. Due to the highly innovative SUPERTRAX technology, the rebound speed can be optimized via adjusters after a lift off of the rear wheel and the time without ground contact can be drastically reduced.
WP XPLOR PRO 8946 SHOCK
This means that enduro riders with the XPLOR PRO 8946 Shock are back on the throttle faster and dig their rear wheel into the dirt without losing precious time. Reduced motorcycle compression and a more upright riding position reduces the physical stress on the rider and ensures a crucial advantage in competition.
Increased control and a more comfortable riding experience even in tough terrain
Individual adjustability of the rebound movement and speed
More grip and traction of the rear wheel and therefore improved acceleration
SUPERTRAX is used by the most successful factory team riders in Enduro
Separate adjustment of high-speed and low-speed compression damping to adapt the damping performance perfectly and flexibly to the rider’s needs
The XPLOR PRO 8946 Shock will be available from late October in Australia for the following motorcycles:
The current collection of KTM POWERWEAR has been upgraded and redeveloped to bring high quality and aesthetics to riders eager to complement their offroad, adventure or street motorcycles. So where better to choose the ideal gift for your Dad this Father’s Day than from the range of KTM PowerWear available at your local authorised KTM dealership.
KTM Father’s Day Specials Gift Guide
Throw in an extraordinary -25% discount across all products featured in the KTM Father’s Day Specials Gift Guide and you have an abundance of choice when it comes to selecting Dad’s gift.
KTM Father’s Day Specials Gift Guide
The specials gift guide boasts a wide offering: from well-designed riding garments to suit your Dad’s discipline whether it be moto, enduro, adventure or street, to technical layers and accessories such as helmets and gloves. Through KTM’s long and fruitful alliance with Italian innovators Alpinestars, at least four different types of street boots also make the roster.
KTM Father’s Day Specials Gift Guide
A full range of eye-catching casual apparel will help complete your Dad’s orange style. Combine that with lifestyle accessories that will have the whole house fighting for ownership, from travel bags made exclusively for KTM by OGIO to racetrack chairs and pit umbrellas.
KTM Father’s Day Specials Gift Guide
To limit the amount of jealousy that may incur from these outstanding deals for Dad, there are a few specials thrown in for the whole family – with a selection of Ladies and Kids casual clothes available at -25% off.
KTM Father’s Day Specials Gift Guide
KTM have looked to match the new generation of KTM PowerWear with the competency and thrill of the KTM bikes that the products are designed for. This means efficient performance fabrics (lightweight, resilient, durable) and distinctive styling and graphics to help each and every item stand out from the crowd through the streets, tracks and trails.
KTM Father’s Day Specials Gift Guide
The KTM Father’s Day Specials Gift Guide can be viewed online here , with all items featured in the catalogue -25% off until September 5th at your local authorised KTM Australia dealership.
Motorcycle Test by Adam Child ‘Chad’; Photography by Joe Dick
$17,495 is the price of admission for the KTM 890 Duke R
Some bikes are outstanding on tight back-roads – in their element between 50 km/h and 160 km/h, dancing from apex to apex, and far away from the boredom of the highway. Over the years I’ve been lucky enough to have ridden some of the best, going back to Aprilia’s two-stroke RS250, Yamaha’s early FZR600 and more recently MV’s F3 675 FC. And now, despite a lack of racy bodywork, the KTM 890 Duke R makes it onto this dream list.
This parallel-twin is a most singular and focused machine even by KTM standards. Clearly, no one at the original design meeting raised their hand to ask about pillion comfort, tank range, or about adding luggage or touring ability. The brief was simple: design a bike to be great through the twisties – and that’s what KTM have done.
Lithe Kiska designed profile with 834 mm seat height
As you’d expect, KTM have not scrimped on the suspension components. Quality WP APEX forks are easy to access and adjust and the WP on the rear is fully adjustable, including high and low-speed compression damping. The ride height has been increased by 15 mm compared to the Duke 790, which the new 890 is based on, giving greater ground clearance and, in theory, sharper handing with a steeper swing-arm angle to reduce rear squat.
Weight has been significantly reduced – just removing the pillion seat and pegs throws 3.3 kg in the bin (the pegs and seat come in a box with the bike should you want to ruin the handing with a pillion). The result is one of the best handling production bikes currently available.
121 horsepower, 99 Nm of torque and 166kg is a fun recipe
Combine a lightweight chassis (166 kg dry), that quality suspension, Brembo radial Stylema brakes normally only associated with ‘top-end’ superbikes, Michelin Power Cup 2 track rubber, then add development rider and former MotoGP star Jerry McWilliams into the mixture, and it’s the perfect storm for an apex eating, lean-happy bike.
On the road you immediately feel this. The set-up is sporty and light yet the 890 is not jarring over bumps and imperfections. Suspension travel is the same as the 790, so this isn’t a solid race bike for the road, instead it has a split personality and is actually quite plush… almost comfortable.
Fully adjustable WP Apex suspension has 140 mm travel up front and 150 m at rear
Yet, when you ride a bumpy section of road at speed, it’s unflappable, unfazed and remains planted. Often a road bike that works on bumpy roads can turn into a wallowing blancmange on a racetrack and, conversely, a firmly sprung track bike with limited travel can become a frightening, tank-slapping mess on really bumpy lanes – but the KTM does it all. From perfectly smooth roads to unnamed motocross-inspired back roads, the KTM is unfazed. Hugely impressive.
KTM could possibly have saved some money on the brakes because the Brembo radial stoppers are incredibly strong, and the faintest of one-finger pressure on the span adjustable lever is enough to bring a halt to proceedings (disc size is up from 300 to 320mm compared to the 790). Pull with any force and the 890 Duke R stops quicker than a cocky flying into your window.
Brembo Stylema four piston, radially mounted calipers, brake disc Ø 320 mm
This is due to a combination of factors: its high quality brakes, excellent forks and incredibly light weight. For extra fun you’ve also got the option to switch into Supermoto mode, which retains ABS at the front but allows the rear to lock up for slides.
Mid-corner the Duke is as festive as an alcoholic in happy hour. The impeccable front end feeling and grip as well as feedback from the great rubber encourage you to lean that little bit more, release the brake earlier and carry the corner speed. Again, the suspension copes with everything you can throw it despite being laid on its side. The handing limitation is your bravery, not the bike, whatever the road.
KTM 890 Duke R
On the exits pick up the throttle early and drive towards another bend. It’s so much fun. It will change direction without effort, the wide bars and almost supermoto stance allow you to attack unfamiliar roads without breaking into a sweat. All my journeys on the KTM took longer than expected as I always took a B-road long cut, then sometimes did a U-turn and had another go.
The 890 Duke R could arguably be a little racy and quick-steering for some, especially new riders. It’s not as soft and user-friendly as, say, a standard Yamaha MT-09, but it would run absolute rings around a stock MT-09. In this class of middleweight nakeds, the KTM is top dog in the handling stakes.
Powering the fun (and endless, immature giggles) is that usable, versatile and smooth 890cc parallel twin. The engine started life in the 790, but was bored and stoked, which now means power is up 16 hp to 119 hp, and torque is up about ten per cent.
890 cc four-stroke, DOHC parallel twin
119 hp may not sound much, but it’s around the same as a 600 supersport machine and, because I’m old, similar to a Suzuki TL1000S, which at the time was an ‘animal’ (and heavier than the KTM). The engine feels very V-twin like. It’s not as vibey as parallel-twins usually are, and there is a charismatic bark to the exhaust.
The fuelling is generally excellent, perhaps a little too snatchy in the optional Track mode, which we had fitted to our test bike. Our test bike was also blessed with the optional Quickshifter+ (an up and down quickshifter, $415.95), which syncs and matches the revs perfectly, feeding through effortlessly smooth, clutchless gear changes.
KTM 890 Duke R
There is more than enough usable torque from low down and through the mid-range, and you certainly don’t need to play with the gearbox in search of power. That said, I couldn’t help myself as the clutchless shifts are so sweet and that exhaust such an Austrian chorus.
The 890 Duke R is deceptively quick on the road, and accelerates rapidly without any hesitation, the rider aids doing there upmost to prevent the light front end from lifting. Yet despite having fun, dancing on the gear lever and enjoying the torque, it’s not intimidating.
When you look down at the speedo you’re not doubling the speed limit and facing jail if you get caught. Unlike larger, more aggressive supernakeds which are ripping your arms out their sockets when the fun kicks in, it’s fun below 160 km/h.
Generous 206 mm of ground clearance is more than some ‘adventure’ bikes yet seat height still reasonable 834 mm
There are a plethora of rider aids keeping both wheels on the road, plus an optional ‘Tech Pack’ for $895.95. The Tech Pack includes a software upgrade which adds a nine-stage spin adjuster for adjustment, ‘Track’ riding mode, the ability to disable the anti-wheelie, launch control, the Quickshifter+ and MSR, a Motor Slip Regulation that prevents rear wheel lock-up on downshifts. Essentially the Tech Pack gives you greater control and finer adjustments over the throttle, slip control, and anti-wheelie, and also, obviously adds the auto-blip down quick-shifter capability.
In standard trim you get cornering ABS and lean sensitive traction control (MTC) that is more advanced than previously. In stock form you are down to a choice of three rider modes: Rain, Street and Sport. I’m in two minds; do you really need the ‘Track Pack’ with advanced riders aids and the ability to be more precise with the rider aids? Probably not.
Adam looks longingly at the 890 Duke R
The KTM’s excellent chassis and natural mechanical grip means any rider aids are questionable in perfect conditions. In the wet I’m sure the sporty Michelin tyres are possibly not the best, but you can simply flick into rain mode provided by the standard package. It all depends on how and where you ride. The Quickshifter+ would be on the shopping list, but if you don’t intend to ride on track or pull wheelies, you don’t need to turn off the anti-wheelie nor refine the slip control. Intriguingly, cruise control is also listed in the accessories for $260.95 although you will also need the switchblock to match which sets you back a further $150.95, showing there is a practical side to the KTM after all.
Ok, it may not be as rounded as the Triumph Street Triple perhaps, but it’s ability to cut it on track or on bumpy back roads translates around town. Again the fuelling is excellent, the gearbox is smooth, and if you want to show off at the traffic lights, you can flick into Supermoto braking. The KTM tears up city traffic like an angry dog with a newspaper, the mirrors are not bad, the ergonomics friendly enough, levers span adjustable, and the clocks are clear.
KTM 890 Duke R
In comparison to the 790, you sit higher up with a seat height of 835 mm and more forward, the lower bars are slightly further away. The pegs are also set back slightly but it’s still comfortable and not too racy. For reference, I’m only 170cm (5ft 7in) and ‘fit’ the KTM; taller and larger riders over six-feet may want a test ride before purchasing.
It’s a shame the 890 doesn’t have the full-colour TFT clocks. In today’s world they’re a little dull, and I’ve never been a fan of the ‘four-block’ KTM switchgear. The more time you spend with the KTM, the more you get accustomed to the switchgear, but it’s not intuitive, still not on par with the competition. On several occasions after stopping, I’d forgotten to deactivate the TC or forgotten which mode I was in. I know from past KTM experience that once you’ve had a few days in the saddle it becomes second nature, but it should be easy straight out of the showroom.
KTM 890 Duke R
I love the look of the KTM 890 Duke R. It’s bold, racy and most definitely a KTM. When you turn up to a bike meeting on a Japanese bike, it can sometimes get lost in the crowd, but not the KTM.
It’s very bold, I can see it appealing to a young ‘Ready to Race’ audience, but does the average naked middle-weight bike owner want something so dramatic. Also, due to its lightness, and like many European bikes, it doesn’t feel quite as solid and robust as a big Japanese bike, even though the components used are the very best.
Instrumentation is legible enough but not the full-colour TFT found on some KTM models
890 Duke R Verdict & Track Impression
Like almost every KTM I’ve ridden in recent years, I’ve come with away with a few niggles, but they are completely overshadowed by the fun factor, handling and how the bike makes you feel. The handing is class leading; on the road a well ridden KTM could give just about any sportsbike a run for its money. It’s like a modern day Aprilia RS250, it’s that good. Yes, it may not be for everyone, but in terms of fun road bikes, it scores 10 out of 10. Any bike that can turn a crap day into one of the best with a twist of the throttle is a winner for me.
What works on the road is amplified on the track, what a brilliant, well balanced controllable track bike. The KTM 890 proves you don’t need 150-200 hp to have fun, I loved every lap. The steering is accurate, pinpoint, you’ll never miss an apex again. There’s a huge amount of ground clearance and feedback mid-corner.
KTM 890 Duke R
On the exit the power is usable, you don’t have to wait to get on the power or rely on the electronics, just drive forward to the next corner. On the brakes it’s superb, you can brake so deep and just allow the forks/tyre to find grip. Yes, on long straights you’ll get smoked by 1000cc Superbikes, but when they are all tired and going home before the last session you’ll still be riding and having fun.
I didn’t want to come back into the pits, it’s not hard work, the 890 Duke R is one of the easiest bikes I’ve ever ridden on track and the lap times weren’t bad. I can’t praise this bike enough – well done KTM.
Only a limited number of KTM 890 Duke Rs initially landed in Australia and the next shipment is landing on our shores about now with dealers already taking pre-orders. If you’re keen to get your hands on one, you might need to talk to your local KTM dealer a little sooner rather than later. The price of admission is $17,495 + ORC.
CrMo-steel frame using the engine as stressed element, powder coated
Subframe
Aluminium, powder coated
Handlebar
Aluminium, tapered, Ø 28/22 mm
Front Suspension
WP APEX, Ø 43 mm
Rear Suspension
WP APEX shock absorber
Suspension Travel Front / Rear
140 / 150mm
Front Brake
2 × Brembo Stylema four piston, radially mounted calipers, brake disc Ø 320 mm
Rear Brake
Brembo single piston floating caliper, brake disc Ø 240 mm
Abs
Bosch 9.1 MP (incl. Cornering-ABS and super moto mode)
Wheels Front / Rear
Cast aluminium wheels 3.50 × 17″; 5.50 × 17″
Tyres Front / Rear
120/70 ZR 17, 180/55 ZR 17
Chain
X-Ring 520
Silencer
Stainless steel primary and secondary silencer
Steering Head Angle
65.7°
Trail
99.7 mm
Wheel Base
1,482 mm ± 15 mm
Ground Clearance
206 mm
Seat Height
834 mm
Fuel Tank Capacity
Approx. 14 liters / 3.5 liters reserve
Dry Weight
Approx. 166 kg
Available
May 2020
RRP
$17,495 +ORC
KTM 890 Duke RBrembo single-piston caliper and 240 mm rotor at the end of that long swingarmSeat height is a quite low 834 mm43 mm WP Apex forks work well and are adjustableAvailable now
Brad Binder made history on Sunday at the Czech GP when he claimed his first MotoGP victory, which was also Red Bull KTM Factory Racing’s maiden race win in the premier class. Also the first for WP suspension and the first for a steel framed bike in a decade or more.
Brad Binder
Not only that, the 25-year-old from Krugersdorp became the first South African winner in only his third race following his promotion from the Moto2 ranks where he finished runner-up to fellow MotoGP rookie Álex Márquez in 2019.
How significant is it to be the first South African to win in MotoGP?
“It’s unbelievable. It’s insane to think I’m the first South African to win a MotoGP race. The South Africans back at home are just insane – huge motorsport fans and sport fans in general. Since I’ve started racing I’ve seen how I feel like I have the whole country behind me. To get the first victory was absolutely amazing – not only for me. I hope it creates something in South Africa for our sport.”
Brad Binder
We have seen the world react to the news of your win, even as far as the USA. What does it mean to be celebrated globally?
“Honestly, I don’t know how to explain it. It’s the most insane thing for me. I’ve always thought I would let my results speak for themselves and it seems so many people took so much joy out of me getting a good result. I think the thing that drove it all was that it was so unexpected and I think everyone enjoyed that fact about it.”
Have you seen home reactions about your win? Would you ever expect such a big support?
“It’s crazy. My phone has been on flight mode for basically 24 hours now because it was insane. It was getting ridiculous. I think every person I have ever met has sent me a message or tried call me – it was awesome!”
Your parents have supported you during your entire career. How was your conversation after the race?
“It was pretty cool. I phoned my Mum and Dad a couple of times, but they were always on the phone when I called so didn’t answer. I could tell how happy they were and it was a huge sacrifice for us as a family. For me, I was a teenage kid just going racing and living my dream to be in the MotoGP paddock but, for them, it was a massive sacrifice behind the scenes. We had some tough times. It was difficult at the beginning and a day like Sunday makes everything fall into place and it all worth it.”
Brad Binder
This is a significant moment for KTM too – what’s the goal for the team in 2020 and beyond? Can you be one of the title challengers?
“I’m super proud to be part of the KTM family. To look at where we started, we have won in every class. To come and do it in MotoGP was incredible, literally a dream come true. I think it just shows that with hard work and dedication everything is possible. The guys put in maximum effort in absolutely everything they do. They are the most insane bunch of people I have ever met. When you have this amount of dedication, it is impossible you don’t get it right. I am super proud of KTM.”
You won in Spielberg last year in Moto2, can you continue your winning run this coming weekend?
“I have always done well at Spielberg. I have never been there on the MotoGP bike, though. Every time I arrive at a new track on a MotoGP bike, everything changes. Your whole line choice is so different like your braking markers and we are going to be carrying an extra 100k power extra now.”
You started motorsports on four-wheel racing karts in South Africa before swapping over to motorcycle racing. What gave you the two-wheel bug?
“As soon as I was old enough to race road bikes, I made the change over. At the beginning I did both, but I really just loved two wheels more than four and I think that is where everything started.”
South African 25-year-old Brad Binder became a MotoGP winner and gave KTM their first victory
Now that you are becoming a local hero, do you expect more kids to be inspired by your path? Any advice for them?
“It is difficult to give advice really. There are so many fast kids in South Africa at the moment. Every time I go home, we always do these training days and I really enjoy hanging out with the young talent. The advice would be work hard, but enjoy it at the same time. If there is no fun involved and bike racing becomes a job, then it is over for you. Take it one day at a time. You have to try and improve and get better and better. If you keep working, you will get there eventually.”
How key was the Red Bull Rookies Cup in your development and your success today?
“That is where my whole career really got started. Before then, I had only really raced in South Africa. As soon as I got into the Red Bull Rookies Cup, that was my big opportunity. It was definitely three years where I learnt a lot. It was incredible and I loved every minute, and especially for us coming from South Africa, there would have been no other way. If I didn’t have that, I think I would still be racing at home.”
Note: This statement pertains to KTM involvement in AORC, as that is the only in-house racing effort currently run by KTM Australia. Thus KTM supported private teams will likely still take part in motocross competition.
KTM Statement
In response to the ongoing Government imposed restrictions on travel and border closures, the KTM Group has made the difficult decision to forego participating at a Factory level in any Australian national off-road races for the remainder of 2020.
“With daily changes related to travel restrictions, whether or not racing can resume in 2020 is beyond all of our control, with the only certainty being COVID-19 does not abide by any schedule,” states Brad Hagi, Managing Director of the KTM Group Australia and New Zealand.
“This decision has not been made lightly and we would like to thank our outstanding riders, mechanics and dedicated sponsors for their support during these challenging times and look forward to what 2021 and beyond can offer.”
The KTM Group will refocus for the remainder of the year on the dealership network and riders through state-based activities, while looking forward with optimism for the 2021 racing season.
Can you possibly imagine being gifted something as completely awesome as this new 50 cc motocross machine from KTM.
Unfortunately you would have to wait until just after Christmas though as this latest 50 is not due to go on sale in Australia until January.
2020 KTM 50 SX Factory Edition
The new top of the wozza kids two-stroke banshee of barn storming fun was overnight unveiled during opening ceremonies at the Loretta Lynn Ranch in the USA as future AMA National Champions prepare for a week-long battle at America’s largest amateur motocross event, the perfect backdrop to introduce KTM’s latest race-focused machine.
2020 KTM 50 SX Factory Edition
This machine is set to fly high over triples rather than just romp around the paddocks with state-of-the-art WP Suspension, high-end brakes and minimal weight.
2020 KTM 50 SX Factory Edition
The list of specifically selected performance features includes an FMF exhaust system, CNC machined aluminum ignition and clutch covers and high-performance Dunlop Geomax MX 53 tyres.
2020 KTM 50 SX Factory Edition
Refinements to the engine and jetting for maximum performance and wrapped in special Factory Edition graphics and a blue grippier seat, the 2020 KTM 50 SX Factory Edition is the stuff kids dreams are made of.
There is a wide choice of rapid and pulse-raising motorcycles in the KTM portfolio but the chance to own the fastest and most technically advanced of the lot is now within reach.
KTM Motorsports are putting two race-prepped 2019 KTM RC16s up for sale as part of an ultra-exclusive MotoGP package.
The motorcycle marked an important step forward for the factory in their young Grand Prix project, now just four years in existence.
Pol Espargaro used the bike to qualify on the front row of the start grid at Misano World Circuit Marco Simoncelli and logged eight top ten finishes and 100 FIM World Championship points in the brightest season yet for KTM in the world’s premium road racing series.
The new owners of the milestone MotoGP KTM technology will enjoy other benefits. These include:
A full set of Pol Espargaro’s race leathers
A signed Espargaro race helmet
A VIP MotoGP Event Pack for any 2021 event. The experience includes a behind-the-scenes tour, a meet-and-greet with the MotoGP riders and a full set of Red Bull KTM Factory Racing team wear
Weekend access to the Red Bull Energy Station unit with full catering and refreshment options
A 2019 KTM RC16 and all the MotoGP trimmings can be obtained for a price of 288,000 euros which equates to around $475,000 AUD at today’s exchange rates.
Serious enquiries should be directed to [email protected] whereupon KTM reserve the right to compile a buyers list and make a final decision on the destination of the two race bikes.
Motorcycle Review by Wayne Vickers – Images Rob Mott
I admit that I wasn’t immediately enamoured. At first, the littlest of the Adventure range didn’t feel very KTM-like at all. There’s just something about most KTM machine’s. It’s like they’ve stumbled onto the secret sauce recipe and have managed to engineer a little bit of hoon into almost everything orange that I’ve thrown a leg over in recent years. They take the whole ‘Ready to Race’ ethos pretty seriously which I personally think is why they’ve had such success in the sales charts.
2020 KTM 390 Adventure in its natural environment
But the 390 was positively docile around town and on the way home. The easiest of easy bikes for anyone to jump on and feel comfortable straight away. Crikey I thought. Have they softened this one down for the entry level folks too much..? And so it sat in the shed for a couple of rainy days before I had a chance to get it out and try it out properly on the dirt.
Even KTM’s more affordable adventure offering has a Bosch EMS and slipper clutch these days
Even the first few kays on gravel roads weren’t all that impressive. I mean there was nothing wrong with the engine, controls, or the clutch, or gearbox or anything really. Handling on tarmac was certainly nice. Predictable, nimble. Seat was nice and comfy too. I just wasn’t… inspired. The first dirt track I took had some serious corrugations on it and the suspension didn’t really like them even at the moderate speed I was doing while everything came up to temp.
Do a skid Wayne! #fail
‘There’s got to be more to it than this’ I kept telling myself. Everything fully up to temp, I flicked the ABS to off-road mode (you either have road or off-road, no off – but that’s ok – more on the dash later), and the TC to off. Righto little one, time to turn it up to 11. Show me what you’ve got.
That’s more like it
So I went on the charge. And ‘ho hum’, quickly turned into a silly grin. The deceptive little 390 doesn’t really come into its own until around six-grand I reckon. There’s still no major rush of grunt around that point but it’s perfectly happy being revved.
Trev has detailed the stats and technical details in the launch report here (Link), but know that the little 400 single pumps out a handy 44hp in a package that comes in under 160 kilos, which might sound light on power compared to its bigger brothers, but stacks up well compared to anything else in its segment. And it does so in a truly linear fashion – it doesnt tail off or get a bit breathless at the top like some singles can. Wring its neck and the package as a whole starts to make more sense. A lot more in fact.
While the suspension itself could have more travel and a better overall control, the chassis balance is excellent. As good as they come. Even with the OEM dual sport tyres on, I found myself backing into corners and two wheel drifting through wide sweepers at nearly all speeds. It is positively superb in second and third gears on anything but seriously whooped out tracks where the aforementioned suspension reigns things in. Loads and loads of grip thanks to being such a lightweight which also translates to being ridiculously forgiving.
No it didn’t stall, cough or complain
How well balanced is it? I was having a proper crack in a mix of conditions. Dry sandy loam to slick wet clay and everything in between. Had two proper front end tucks at speed and a handful of times where the rear came right around on me fully pinned on clay. Neither felt like I was in any danger of it going pear shaped. With TC set to off – the rear will let go, but still keep itself tidy as you keep it pinned. You’d have to be seriously pushing to manage to crash one of these. That said, the harder you push, the more rewarding it is… I was sweating like a bastard by the time I got home.
200 mm of ground clearance and 177 mm of suspension travel means it is no ‘R’ machine
On the go, with the short seat height and light weight, it feels like a cross between a mini-bike and a dirt tracker more than a full sized enduro/adventure bike. Remember that confidence you get when you jump on a mini bike and are urged to do silly things? Well.. that’s kinda how it felt to me. And I didn’t mind it at all. Incidentally the stats say it has a seat height of 855mm but I swear it feels noticeably lower than the 790 Adventure, which is supposed to be 850mm.
Seat height is 855 mm but Wayne reckons it feels lower than that – Big grab rails make for great tie down points and are also helpful for manoeuvring the bike around
The low seat and bar height don’t really translate perfectly for your typical adventure/offroad standing position – they might for someone under say.. 170cms? But I’m a smidge over 180. It’s not uncomfortable as such, just that you have to lean forward a little more than what feels instantly natural. That said – low speed maneuverability is excellent – picking your lines through rougher, trickier sections was a doddle.
The box is excellent, on the go I barely used the slipper clutch and it happily shifted in both directions for me – I did have a couple of missed up-shifts while up near the red-line, but I think that was me being a little lazy on the lever more than anything.
Chuck a wheelie Wayne!
The dash is simple and straight forward. No rants required here – Trev will be happy. Layout is good – although some of the text on the LHS could be a smidge bigger if I’m being picky, which I am.
Instrumentation is about as comprehensive as it gets – Power source under the dash is standard
The home screen allows you to customise what you’d like to see on said left hand side via favourites which is awesome. Two-minutes worth of button taps and I had exactly what I wanted being shown to me. Winning.
Connect the 390 Adventure to your phone via the KTM My Ride app and have simple navigation prompts displayed on the screen as you ride
The speedo and tacho is easy to read and you can see the tacho pulse orange as you enter the top couple of thousand revs without even looking down at it. It’s usable, legible and nicely designed. Top marks.
Plenty of options for display customisation
The off-road setting for ABS disables electronic intervention on the rear – which is just how I like it. One negative which seems to be a constant on most bikes. It kept dropping back to TC turned on every time I turned it off. Which as I’ve mentioned before is a pain in the arse if you’re frequently stopping and chatting with mates in the dirt… You soon know it when you go to take off. The TC is certainly in a very conservative tune on this one. Understandable for a bike aimed at the entry level, but I’d have liked to see a little more slip. Riders with more than a day or two on dirt will not want to have it on (in the dirt).
Computer says yes…
The brakes didn’t seem to feel wanting, though I did feel a bit of a pulse from the front just before I dropped it back as though it might have been on the way to warping. It had less than 2000 kilometres on the clock, so I’d be keeping an eye on longer term reports on that front. Could be just a one off – but I tell you as it is.
Look a little bit of air under that front..
What else. It runs the same gearing as the 390 Duke so will happily sit on the highway limit and will stretch its legs past 150. The 14.5 litre tank should also see you get around 300ks on the road as it only sips juice. Less range if you ride it like a nutbag on gravel roads 🙂
373.2 cc single-cylinder musters a LAMS legal 44 horsepower
Other than that I can only see possibilities with this platform. It makes more power than a 250 four stroke enduro (bear in mind that I also have one of those in my shed – I am a fan of the light weight thing), with what should be better longevity and is way more comfortable and easy to ride.
And I reckon it’s bloody well priced at 9 grand ride away. Yes, the suspension is ultimately the limitation in how hard you can push it in the rough stuff, but I don’t think it’ll be an issue for 99 per cent of the folks that will consider buying one as it’s really supposed to be a soft roader and would be fine for pretty much any road you care to point it at. It’s not an R model after all.
WP supplies the suspenders as you would expect. The rear shock is adjustable for rebound damping and pre-load
Worth mentioning that Unifilter do an Aussie made pre-filter for the 390 Adventure for an additional level of protection if you’re doing serious dusty work with it. You’d be mad not to have something similar if you were planning a big trip on any Adventure bike.
2020 KTM 390 Adventure retails for $7995 +ORC
Final word – its a solid learner legal adventure bike (leaning towards the soft roader end of the spectrum) and deserves to sell well. That said, I can’t help but think what it would be like with the 790 Adventure R treatment, or R Rally treatment which would be even better. Longer travel, higher spec’ suspension at both ends, slightly higher seat with taller bars to match and a slightly more conventional seat for easier weight movement all the way back… if you’re not the sort of person to ride loaded up much you could punt it along pretty hard… I mean most of us mortals can only dream about a 450 Rally Replica (Link) as they’re 56 big ones, but I reckon a 390 Adventure R could be a really, really, stupidly, deliciously good thing if they turn their mind to it. And not just for entry level riders… 🙂
2020 KTM 390 Adventure rolls on a 100/90-19 front and 130/80-17 rear
2020 KTM 390 Adventure Summary
Why I like it
Confidence inspiring chassis and loads of grip
Nice and light – superb away from the sealed stuff
Low seat height is perfect for entry level riders and wanna be dirt trackers alike
That 390 single is a deceptive little revver
Everything feels better about it when you wring its neck 🙂
I’d like it even more if
Could have better quality forks and shock, they don’t like corrugations and are the limiting factor on gnarlier off road stuff
I’d personally prefer a slightly taller seat and bar height with some extra suspension travel with it.. Almost like.. an R Rally version please… with proper spoked wheels too 🙂
And give it a slip-on while you’re at it so it has some bark
2020 KTM 390 Adventure is a recipe for endless all-roads learner legal fun
2020 KTM 390 Adventure Specifications
Specifications
Engine
Engine Type
Single cylinder, 4-stroke
Displacement
373.2 cc
Bore / Stroke
89 / 60 mm
Power
32 kW (44 hp) @ 9,000 rpm
Torque
37 Nm @ 7,000 rpm
Compression Ratio
12.6:1
Starter / Battery
Electric starter / 12V, 8 Ah
Transmission
6 gears
Fuel System
Bosch EFI (throttle body 38 mm)
Control
4 V / DOHC
Lubrication
Wet sump
Engine Oil
Motorex Formula 4T 15W/50
Primary Drive
30:80
Final Drive
15:45
Cooling
Liquid cooling
Clutch
PASC™ slipper clutch, mechanically operated
Ignition / Engine Management
Bosch EMS with RBW
Traction Control
MTC
Chassis
Frame
Steel trellis frame, powder coated
Subframe
Steel trellis frame, powder coated
Handlebar
Aluminum, tapered, Ø 26 / 22 mm
Front Suspension
WP APEX, Ø 43 mm, adjustable compression / rebound
Rear Suspension
WP APEX shock absorber, adjustable rebound and spring preload
Suspension Travel Front / Rear
170 / 177 mm
Front Brake
Single piston, radially mounted caliper, brake disc Ø 320 mm
Rear Brake
Double piston, floating caliper, brake disc Ø 230 mm
Abs
Bosch 9.1MP Two Channel (disengageable)
Wheels Front / Rear
Cast aluminium wheels 2.50 × 19″; 3.50 × 17″
Tires Front / Rear
100/90 × 19; 130/80 × 17
Chain
X-Ring 520
Silencer
Stainless steel primary and aluminium secondary silencer
KTM’s Ready To Race mantra is perfectly channeled in the 2021 version of the KTM 450 Rally Replica but for most of us mere mortals the Rally Replica represents the ultimate adventure motorcycle.
A pukka rally replica motorcycle complete with full ADR compliance where it is clear that the only thing holding back the performance is the sack of potatoes sat on the back of it!
2021 KTM 450 Rally Replica
If you are well-heeled and adventurous enough to seriously entertain the prospect of owning one of these very special machines you better get in quick as there are only 85 available worldwide and the price tag here in Australia is a cool $55,995.
$55,995 and only 85 available worldwide
This is a motorcycle designed to excel in multi-stage cross-country rallies, to satisfy even the toughest demands of the rally racer and to win. Personally, I would just be happy to strap a swag on the back and head for the hills!
The rear tanks hold 16-litres of fuel
The fiery 450 cc SOHC fuel-injection motor is wrapped in a competition-based chassis with a series of finer details to denote the exclusivity of this machine. The rear self-supporting fuel tanks double as the sub-frame and hold 16-litres of fuel. Combined with the main tank the fuel capacity is a huge 33-litres.
SOHC cylinder head constructed from premium materials along precise manufacturing tolerances
Those specs include refined WP XACT PRO closed cartridge suspension with sophisticated Cone Valve technology and purposeful aerodynamics and ergonomics crafted for peerless handling across a wide breadth of terrain.
For 2021, KTM has honed the engine package with a brand-new gearbox and revised shift mechanism.
The direct influence of PANKL Racing Systems materials inside the KTM Motorsport department meant technicians were able to further hike the bike’s excellent reliability, but also benefit the rider with a larger gear spread.
2021 KTM 450 Rally Replica
The habits and styles of the three Red Bull KTM Factory Racing riders – all of whom have sampled Dakar Rally winning success in the last half a decade – assisted in the finalisation of gearing ratios. The result is that the KTM 450 Rally Replica now comes with the same gear ratios as those advocated on the machines of Dakar Rally champions.
Stefan Huber – Red Bull KTM Factory Racing Rally Team Leader
“The work goes on! We’re proud of the 2021 KTM 450 Rally Replica. With this model we have already set the bar very high in giving the customers a product so close to what we prepare and take to rallies across the world. Of course, we always make new discoveries, and this means the 2021 bike is a significant upgrade. The gearbox construction and configuration will make a difference to the riders who want to push the KTM 450 Rally Replica. It is crucial for us to be able to transfer what we learn directly into the hands of KTM riders. We’re here to win races but making a better product is very important and satisfying. I personally look forward to seeing this incredible machine in racing action at the upcoming 2021 Dakar Rally!”
2021 KTM 450 Rally Replica’s navigation tower is made of carbon-fibre and with a fairing designed for aerodynamics and reduced turbulence
2021 KTM 450 Rally Replica Specifications
Engine – 449.3 cc four-stroke single, SOHC
Bore x stroke – 95 x 63.4 mm
Induction – Keihin EMS EFI
Lubrication – Two oil pumps
Gearbox – Six-speed
Frame – Chro-Moly trellis steel, carbon sub-frame
Forks – WP XACT PRO closed cart. Cone Valve. 305 mm travel
Shock – WP XACT PRO fully adj. linkage. 300 mm travel
