KTM looks forward with great anticipation to the opening of this completely new KTM brand world located right in the center of the company’s hometown. Visitors to the KTM Motohall can expect an exciting supporting program from 9.00am on Saturday morning when, the Mattighofen town center is transformed into an enthusiastic paddock experience that will offer an emotional experience for the entire family. MCNews.com.au hopes to be able to visit the new repository of KTM history some time in the near future.
KTM Motohall
At the opening there will be an opportunity for a close-up and personal encounter with the big stars of racing. Dakar Rally winners Matthias Walker and Sam Sunderland, and of-froad hero Giovanni Sala will answer questions during the on-stage interviews, and they will also be available to sign autographs for visitors.
KTM Motohall
Roger De Coster, one of the great Motocross Sports legends who lives in the USA, has announced he will be present. Heroes of the asphalt, MotoGP rider Mika Kallio, ex-Superbike King Martin Bauer and the up-and-coming junior racers Maximilian and Andreas Kofler will all be present at the big opening.
KTM Motohall
Stunt rider Rok Bagoroš will be riding his KTM DUKEs the entire weekend to show visitors just what pure action is like. A bike simulator with VR goggles, and even a KTM X-BOW simulator will be there to offer visitors the opportunity to test them for themselves.
KTM Motohall
A supervised children’s course awaits the fans of tomorrow, while inside the KTM Motohall there is the unique Innovation Lab that will be a big highlight for all those interested in technical experimentation.
KTM’s Motohall readies for the public
Above all, the KTM Motohall offers around 3000m2 of exhibition space, set in an atmosphere of inspiring external architecture and interior design features that are poised to provide a series of sensations. The collection of both historical and cutting-edge motorcycles, and the unique collection of world championship bikes will work their magic on visitors far beyond the opening weekend of the museum.
KTM Motohall
Another reason to make the pilgrimage to ‘KTM Platz 1’ is a visit to the brand new “Garage” restaurant. It is here, that in contrast to the usual high-speed mode of all things KTM, that it will be possible to enjoy culinary excellence at leisure.
KTM Motohall Garage
In addition to the parking garage at KTM Platz 1, the car park at Wasseracker, and a private motorcycle parking lot directly opposite the KTM Motohall, there will also be the opportunity to use the KTM employee parking spaces behind the Spare Parts Centre on May 11-12. There will be a shuttle service at this location, which will operate every 15 minutes between the hours of 09:00 and 18:00 on the museum’s two opening days.
KTM Motohall
General Information for Visitors to the KTM Motohall
Opening times of the KTM Motohall on May 11-12: 9:00-18:00 hours
Opening times of the KTM Motohall: from May 14, Tuesday to Sunday: 9:00-18:00 hours
Opening times of the Innovation Lab: Friday 13:00-18:00 hours, Saturday and Sunday 9:00-18:00 hours
Opening times for Restaurant Garage: Wednesdays, Thursdays and Saturdays 11:00 – 22:00 hours
Friday and Saturday, 11:00-23-00 hours
Regular service at the “Garage” and the “Pit Stop” also begins on May 14, 2019
Admission Prices for the KTM Motohall
Adults 10 euros (reduced 7 euros)
Children up to 14 years: free entry
Family ticket: 25 euros
Price for KTM Motohall Tours (plus entry fee)
Guided tours: 5 euros per person
Individual tours of groups up to 20 people: 90 euros
Online ticket reservations possible from May 13. The latest information regarding tours and ticket prices: www.ktm-motohall.com
Following on from last year’s introduction of a new KTM SX generation, for model year 2020 the 2-stroke KTM 125 SX, KTM 150 SX and KTM 250 SX, and the 4-stroke KTM 250 SX-F, KTM 350 SX-F and KTM 450 SX-F have received performance enhancing engine updates to ensure they remain at the fore and as battle-ready as ever.
2020 KTM 450 XC-F
KTM Senior Product Manager Offroad Joachim Sauer
“To be the consistent performer at any level of racing, you have to continue to progress in development. The work never stops. The KTM SX range model year 2020 has received a number of updates to complement last year’s groundbreaking new generation models, and we can see that our continued efforts in development are paying off – our athletes both in Supercross and Motocross have enjoyed some fantastic results so far this season. Utilising the same R&D team as their bigger brothers, the KTM sportminicycle models remain at the very forefront of junior racing competition with detailed refinements for MY2020. In addition, we are excited for the highly anticipated launch of the all-new KTM SX-E 5 electric minicycle.”
2020 KTM SX-E 5
These detailed refinements, that have been developed with KTM´s test riders and factory racers around the globe, complement the high-quality serial components that the KTM SX range already boasts. New graphics and colors give the range a fresh look for the new season, while an E-starter and a map select switch with integrated traction control and launch control on 4-stroke machines, premium brakes supplied by Brembo, No-Dirt footpegs are fitted as standard to KTM’s class-leading line-up.
High quality exhaust systems, plastics and seats join the reworked WP XACT suspension with the proven AER technology, which offers enhanced handling for model year 2020.
2020 KTM 350 SX-F
Designed by the very same engineers that are responsible for the bikes raced by the likes of Jeffrey Herlings, Antonio Cairoli and Cooper Webb, the KTM sportminicycle line-up continues to set the benchmark in out-of-the-crate performance for junior riders. For MY2020 the KTM 50 SX, KTM 65 SX and KTM 85 SX have a new look and feature the WP XACT suspension for precise handling and stability in the toughest motocross terrain.
KTM 50-SX Mini
All of the junior models boast premium components such as high-quality Formula brakes, a high-strength steel frame, ergonomically designed bodywork and high-performance engines.
KTM 85-SX with 19-16 rims
For model year 2020 the KTM 65 SX has a reworked ignition curve for improved performance, while the carburetor has been optimized for better power delivery. Its bigger brother, the KTM 85 SX, has a new transmission drive shaft fixing for safer sprocket fixation. The KTM 85 SX also has a reworked muffler with improved packing wool, which saves weight.
In addition, the KTM SX-E 5 will join the sportminicycles as another competitive option for junior riders.
2020 KTM SX-E
Based on the KTM 50 SX with its high-end chassis, but powered by an electric motor, the KTM SX-E 5 is easy to ride, has zero emissions, low noise and requires minimal maintenance – giving riders more options for places to ride, whilst being easy to use.
2020 KTM SX-E 5
The height of the bike is also completely adjustable, and it is aimed at riders aged from 4 to 10 years old, making it an exciting new model in the KTM line-up.
Developing and fielding a competitive machine in MotoGP is no easy task. It takes years of track time testing, refining, and struggling after fractions of a second. It takes millions of dollars and numerous experienced technicians, engineers, managers, and riders. KTM knows these facts intimately, and we recently spoke to KTM boss Pit Beirer and KTM’s MotoGP Technical Director Sebastian Risse to learn more about the genesis of the RC16 and KTM’s MotoGP program as they mark the third season back in the big leagues.
“We have such a long tradition in off-road, so step by step we had to go through disciplines,” Beirer explains. “It’s not so long time ago that we had to start to do good things in Supercross in the US. That was definitely also a big milestone for us. Coming over here in 2010 and I found out that we were really representing KTM in the wrong way. Then we changed things, actually also to the point that we could cut Roger DeCoster over. So this was a really big and difficult thing to turn Supercross around. We didn’t even get proper parking in the Supercross paddock, and now lately we are winning championships.
“But then from there, this is of course by far the biggest challenge we took. We won quite many championships in different categories, but we went on in the street segment starting with Moto3. I have a really special relation to Sebastian because when we started on the street I was not responsible for roadracing, but then just in meeting at a certain time they told me, you are responsible from now also for the roadracing side. I was like, okay, wow. But things were not going so well. There was a team and things were prepared, but people weren’t so happy. Then I decided to stop with some technicians and give all the responsibilities to Sebastian.”
Risse was in his late 20s at the time, so faced a lot of pressure. But Beirer’s approach has been to put his faith in the younger members of his team. Not only to foster a respectful professional atmosphere, but to also show that the brand could elevate its roadrace profile with in-house talent.
“We did it in the first year because people told me I only know about off-road, and they told him that he’s too young. We said okay. We stepped in Moto3 as newcomers. Let’s learn together, because WP was new. The steel chassis was new. Us, we were also pretty new. So we said, ‘Okay, we need to learn now together and if things are getting better, we can grow together,’ but we won the championship in the first year.
“We didn’t know by that time, but without that project we would not have a MotoGP project because that’s when you really started to not outsource our roadracing program to somebody outside like we did in the years before. Then we said we do everything in-house with our young engineers. I was protecting them. I said, ‘They will fight until they win, but we need to believe in them and not say KTM can build great off-road bikes but on the street we will need an outside expert to run the team.’ Many of these guys from these days are still there, and they were the base for the MotoGP project. So from there we started to build up roadracing knowledge in-house. This mixed with some great engineers, and then also quite many guys from outside, that’s what is our MotoGP crew.”
Risse adds, “I think that’s also strong part from our CEO, Mr. Pierer. He really gives trust to really young engineers, even when he’s on the table. Some young people around, he will ask them their opinion. I think that was also a strong point in the last years; that also young engineers, they are allowed to bring their knowledge in and develop great motorcycles. We have some great older guys also there. So the mix between the young guys and experience is building great bikes. But here still we have to prove something. We are not there yet. We are just happy to participate and to survive every day.”
The faith is slowly paying off, with the RC16 making progress every time they hit the track. At Circuit of The Americas, where we spoke, times in FP2 were nearly three seconds faster than last year in the same session at the same circuit. The trick is to never feel satisfied, to always push forward for more.
“If you stand still in racing, they will pass you next day,” Risse says. “That’s also the crazy thing about racing. You always think you’re on the limit and from here we cannot go faster, but still every year you go faster and you find another second on a roadrace track on that level. It’s amazing. The guys are pushing so hard in that paddock, and all these young engineers are pushing so hard.”
Of course, the rider makes a huge difference as well, not only in their ability to ride the machine to its full potential, but also in terms of the direction of development. Some riders prefer to flow through corners, others prefer to jam hard on the brakes in a more point-and-shoot fashion. That makes a massive difference in the ways the bike progresses, and with four riders this year all bringing variations in style, KTM stands to make big leaps forward by Valencia.
“That was the biggest difference to last year and I think a big advantage, also a big challenge, especially on the tire side,” Risse explains of the expanded roster. “This is for me the most outstanding thing because when you have two riders and maybe one of them is injured or has a bad weekend, you have very, very limited amount of information, amount of data. The choice of the right tire and how to make these tires work is, especially in this class at the moment, number one, not only in terms of durability but also in terms of over-heating, treating it in the right way, not over-loading it, and so on. Then if suddenly you have the data of four riders, you can make big statistics and you can learn a lot from this. You have much more rider comments and in the end you can share this work because you need to sort out the tires. A lot of times when the conditions are not so constant maybe in two sessions, and then you don’t want to have this lucky punch for the race. You want to know what you’re doing. For this it helps a lot, for example.
“When you look at Pol (Espargaró), he’s really squeezing the bike to the maximum on the brakes,” Risse continues. “If I look at the data, I’m really scared. So he’s completely over the limit you think, but he does it, and he does it reliably and he’s not a crasher. So it is possible with a certain attitude and a certain feeling for the bike, but you have to let it really quite loose. If somebody doesn’t like to do that, already there the problem starts to have the right entry speed.
“Pol is on one extreme about V-shaping the corner, about stopping a lot in the last part of entry, preparing the exit very well. Then we have the guys coming from Yamaha on another extreme, focusing a lot on the entry speed. Then we have Miguel (Oliveira), kind of a wide paper who sucks up all this kind of information and tries to make the best out of this and gets a little bit of this, a little bit of that. You can see that this can also work very, very well, even with little experience. We try to feed him with information that he needs. He will tailor-make himself to our bike. Of course, when you only do this it can also mean that the bike moves into a direction that is maybe not perhaps optimum. But with the full package we have, I think it’s quite nice, helping out each other in every area.”
The opportunity in having four riders with different approaches is that it allows engineers to fill the gaps in knowledge that might otherwise exist with fewer or more similar riders. Johann Zarco, for example, is coming from Yamaha and immediately needed more confidence in the front end.
“The Yamaha is really a corner speed bike and an entry bike, so these were the areas where he was mainly struggling first before we adjusted the bike, confidence on the front, on brakes and entry. Then we were working on this, mainly with setting first to find the direction where you need to go, also with further developments. Then actually already during the winter break, we came to a point where he didn’t feel so bad anymore about this. For sure the Yamaha is more stable in some situations. The stability and then later on grip and turning were the points that he wanted to work on next. But it is iterative, so you solve one thing up to a point where you say, okay, this is not my main problem anymore. Then you go to another area and you improve this one, and then maybe the other one comes back. Not because you went back in the performance, but because you moved the limit. That’s racing. That’s all.”
The RC16 has, from the start, had massive potential. The machine was packing a powerful engine early on, which helps to alleviate a lot of issues when going up against more veteran machines.
“The engine was for sure our strong point in that phase. That’s clear. Also because other areas like the frame need iterations, need track time, while the engine is something where when you have very experienced people they can do this kind of steps in the background, in the factory, on the dyno, having certain development targets in mind so that we didn’t need a lot of iterations on the track, so they didn’t see them on track. But for sure a lot of hard work was in there to get to that point. Anyway, it was a strong and also very reliable basis which helped us a lot then also to improve the other things. Because what you don’t need is to have to change the engine every half day and to have problems here and there, but to have a basis where you can focus on the performance weak points of the bike.”
Where things could have gone awry is in the chassis, as KTM was and is the only team to run steel.
“Of course you can make a lot of benchmarking, look at different classes, put together what you think you know and start from there,” Risse says. “That’s what we did, and of course the starting point is anything but perfect. Then from there, it’s really not too much about concept and believing in this solution or that solution, but you have to just use what you have, follow the rider comments quite open-minded. I think then it’s quite independent of things like the material. It is about stiffness numbers. It’s about where you put the stiffness. Then on the stiffness number first to identify what you want to have, and on the other hand how you achieve it. So we have quite good knowledge in how to transfer our target to a frame that does it in terms of numbers. We have very good experience on the steel frame to produce this frame then. But to define the target is the biggest piece of the puzzle.”
“A huge piece of aluminum, we could not make a better frame,” Beirer adds. “It’s about that you know where you want the stiffness and how to put it there. Any material can do it. Then you still need to prove that you can build it in such a light, steel way that you are as light as an aluminum chassis. But, still, you need to know where you want to put the stiffness and how to put it there. Every garage wants to know from the other garage where the stiffness is, so it’s more about that.
“I think we know how to handle this material, but we still need to get more experience in how to do it. There was a question mark behind our suspension about our chassis, if we will ever make it. But in Malaysia, for example, from the race which was in the beginning of November we improved by more than a second to the test in February. So with that time from February, this was like Marc Márquez’s times from November in the race. So if you can build a bike in February which could be top three in November, from our position, if you look over to Honda and Marc Márquez, the level is incredibly high. But we are running still behind experience. These guys are building on many, many years of experience and we are just… Everything is new. Every day we do something that’s new.”
And even if it’s made from familiar materials, KTM’s MotoGP frame is anything but ordinary.
“We get the tubes from suppliers and even some production bikes have similar tubes in some points,” Risse explains. “But the way we build up the structure is quite different. On a racebike, normally you have quite a low front engine mounting point to have some lateral flex. On most of the production bikes you don’t see that except in supersport, superbike style. Then you have two engine mounts in the back which are basically also quite different to most production bikes because we are basically transferring the forces from the front. Part is through engine, part is through the frame.
“That means this is quite stretched out, while on most production bikes actually the swingarm is mounted either directly in the engine or it is kind of a hybrid system using also frame structure, but in the end it gets its strength a lot of times from the engine itself. So this concept is quite different to that. It also implies that actually the frame has to be more rigid and more loaded in this area. On the other hand, the way that you mount the engine when this is such a rigid structure has to be quite different. Normally, for example, when you look at production steel frames, they are kind of embracing the engine and you just clamp them to the engine. Now you have a stiffer structure, so you have to keep the engine between it but in a way that nothing is under tension. So there’s quite a bit of technology how you do this with engine spanner spacing out everything, how you tighten everything.”
Having your own in-house suspension company doesn’t hurt moving things forward either.
“The closer they are (WP Suspension), the better,” Risse continues. “This is just 300 meters so there is all the possibilities there to work together. Of course a big disadvantage is purely that the Öhlins guys have so many different bikes that they work on. Information, knowledge is transferred through the suspension company also between manufacturers, I believe. Of course this cannot happen when WP is just working with and for us. So we are kind of on an island that we have to develop together.”
But it all just takes time, and it’s clear that KTM has a solid approach. Will the brand take more podiums, or even its first win, this year? Unlike the past two years, we think it’s a completely plausible proposition in 2019.
The impressive and impossible to miss KTM Motohall is in magnificent form only four weeks out from the official opening. The newly built showcase of the motorcycle manufacturer KTM is ready to launch a new brand experience, geared not only at motorcycle enthusiasts, but also the general public
KTM Motohall
The KTM Motohall in Mattighofen will celebrate its official opening on May 11 and 12, alongside an extraordinary program of fringe events, with the entire exhibition and brand experience built on a 10,000m² site, which is open to all visitors.
The exhibition center was created by a team of architects from Upper Austria, consisting of Hofbauer: Architect working in close collaboration with “X-Architekten”. Both the architecture and exhibition concept manage to convey the spirit of ‘Ready to Race’ very successfully, with a ‘Orange Spirit’ as a walk-through spatial experience.
The exhibition has been created by the scenography experts Atelier Bruckner and the exhibition’s architecture, graphics, lighting, media, and content all speak the same language— the language of KTM. The route guides visitors through the three exhibition levels and showcases the brand’s values.
KTM Motohall
Visitors are able to witness the complete design process from sketch to finished product firsthand with videos illustrating all the technical details. On a purpose-built sharp bend, around 70 street and off-road bikes compete in a race leading you to the highlight of the exhibition – the “Heroes of Racing”. With impressive, dynamic images, a 360° video installation celebrates the champions of racing.
Last but not least, the people behind the brand share their passion for KTM and give the company a face. A rookie tour for younger guests adds to the exhibition tour. Throughout all levels of the exhibition, children get to explore and experience the world of KTM for themselves, accompanied by a booklet that they can take home as a memento.
In addition to the 130 underground parking spaces and a large additional car park including bus parking, there is also a separate parking lot for motorcyclists on the opposite side of the road.
KTM Motohall
A 300m² shop, offering everything fans could wish for, is barrier-free and can be accessed without a ticket to the exhibition. Technical enthusiasts will love the “living” workshop situated in the basement of the KTM Motohall, where they can watch live restorations being carried out by experts.
While parents can have a technical chat with a pro, children from the age of six can try out new technologies such as virtual reality, 3D printers, and laser plotters in the Innovation Lab, a place where creativity knows no bounds. The “Pit Box” snack bar offers a selection of light refreshments, while the “Garage” restaurant in the adjacent townhouse serves a host of innovative and quality culinary delights.
KTM Motohall general information
KTM Motohall opening times
Tuesday to Sunday, from 9 a.m. – 6 p.m.
Innovation Lab opening times:
Friday 1 p.m. – 6 p.m.,
Saturday and Sunday 9 a.m. – 6 p.m.
“Garage” restaurant opening times
Wednesday, Thursday and Sunday 11 a.m. – 10 p.m.
Friday and Saturday 11 a.m. – 11 p.m.
The “Garage” and “Pit Box” will begin regular business hours on May 14, 2019
KTM Motohall
KTM Motohall entrance fees
Adults EUR 10 (concession rate EUR 7)
Children up to 14 years: free admission
Family ticket: EUR 25
Prices for KTM Motohall guided tours (plus entrance fee)
Kawasaki is the latest manufacturer to indicate they will add radar systems to their bikes to detect imminent collisions and either warn riders or intervene with automatic braking.
The Japanese manufacturer has filed patents for their system which uses front and rear radars and controls the brakes and throttle.
Kawasaki’s patent drawings of what looks like a Versys, show the front radar will detect the distance to vehicles and hazards and apply brakes and throttle.
The rear radar will sense fast-approaching vehicles and supply the rider with an alert, probably with a light, alarm or vibration, so the rider can take evasive action.
Radar systems
Kawasaki is not alone in developing these radar-activated automatic braking safety systems.
The decision is based on a joint study by Euro NCAP and Australasian NCAP which concluded that automatic emergency brakes would lead to a 38% reduction in real-world rear-end crashes at low speeds.
European politicians have also voted on a raft of other mandatory safety technology in all new vehicles including “black box” recorders and even automated speed limiters.
The technology will only apply to new vehicles and there is no talk yet of applying them to motorcycles.
However, as more and more motorcycle companies join the push toward this automated technology, we have to wonder how soon it will be made mandatory in motorcycles.
Don’t think it won’t happen. ABS was mandated in cars years ago and it is now mandated in motorcycles in Australia, Europe, Japan, India, Brazil and Taiwan.
Morocco’s Merzouga dunes sit on the edge of the Sahara Desert; it’s been a film location for several blockbuster movies, is a source of hundred-million-year-old fossils in marble, and KTM uses the area for rally testing and training. With 18 consecutive Dakar Rally wins, the location works. KTM has also chosen this rocky and sand-strewn location for the introduction on the 2019 KTM 790 Adventure R. A bold move that infers a high off-road capability of the top-shelf R model.
Much wringing of hands and checking of finances by KTM fans and serious off-road adventurers had resulted from the 2017 EICMA prototype unveiling. Would it be the one? Could it be the one? The specs suggested yes; the marketing practically guaranteed it; the forums were ablaze with arguments for and against. November 2018 saw the production model unleashed on the public. Hopes were high; the package didn’t differ much from the year before. Maybe that prototype was not really a prototype? It didn’t matter; it was coming and it would be a hit or a massive miss.
Blasting across the desert hot on the heels of KTM adventure wizard and superstar Chris Birch, all I could mutter to myself for the first few miles was, “Unbelievable.” Cutting to the point, it’s as close to rally promise as any KTM Adventure has ever achieved. Bull’s-eye. Hero status is imminent—a qualified successor to the legendary 990 Adventure. Its larger siblings are irrelevant when viewed from behind the handlebars of the 790 Adventure R.
While the 799cc LC8c parallel twin is impressive in its torquey power delivery (and V-twin-like sound) and its lean-sensitive traction control, uncanny ABS functions, and multiple ride modes are better than the rider can ever be, it is the 240mm of WP Xplor suspension that steals the show. Sprung stiffer than a 1290 Super Adventure R, with larger valving combined with a lighter 460-pound wet weight make for nearly enduro or dual-sport levels of capability. The line between a KTM EXC-F and the 790 is closer than any before it.
Attacking the Merzouga sand dunes highlighted the dirt bike-like handling and ergonomics of the 790 Adventure R. It’s a weapon. Yamaha’s 700 Ténéré had better be good—real good to compete with the new king of extreme adventure.
Styling of the 790 Adventure R is the only real miss. But that is okay, from the seat you can’t see the funky beak and bulbous fuel tank. But you can feel the slim tank and seat area and the low center of gravity thanks to the low-slung mass of the tank. As is often the case for KTM, form follows function.
Watch the video below for all the details, but know this: The 2019 KTM Adventure R is the new high-water mark for serious off-road adventure motorcycles. All other midsize ADVs may have just become off-roading fossils.
Morgan Gales doesn’t stand a chance. He should; he’s riding the perfect getaway bike. The KTM 790 Duke is lithe and fast and responsive. It’s brilliant on a twisty road, shedding all its civility for snap and crackle and wheelies out of corners. But it’s precise too. Little touches on the footpegs translate to graceful shifts at the bars, perfect for weaving through dense California traffic. Mostly, it feels eager. That’s KTM’s new 799cc twin, which is good for 95 hp and 58.2 pound-feet of torque on our dyno. As a package, the Duke makes a strong case for itself as the best middleweight sportbike on the market. But it’s not getting away from the helicopter.
Grow up on a steady diet of televised freeway pursuits and eventually the thought might cross your mind: Could I get away? Sheer repetition helps armchair evaders pick apart common mistakes. Getting out of town? That’s no good; you don’t know all the exits and side streets. Parking garages? You might be hard to see, but you’re easy to block in. Riding a little wild? That’s reason enough to get squeezed into the guard rail. From the comfort of home, you become an expert, formulate a plan, meditate on a route, maybe even pick a perfect machine for the job. You wonder. What would it be like to have the helicopter in your rearviews?
“That’s him,” Orange County Sheriff’s Deputy Erik Baum says over the intercom. It’s easy to miss over the din of seven busy radios. The aviation support unit is monitoring everything—highway patrol and local police dispatchers over tactical radios, air traffic control, and air-to-air over the VHF—but Reserve Deputy Josh Assayag hears Baum just fine and kicks the white and green Eurocopter AS350 B2 into a dizzying left turn over State Route 73. In seconds Baum has the helicopter’s camera turret aimed at the KTM.
Gales is in the fast lane, passing unsuspecting commuters. The reticle crosses over his back and lanky arms, and Baum zooms in until the bike fills the frame. Flashes of KTM’s vivid orange bodywork give away the brand. Gales’ long hair is apparent, whipping against his leathers. The bike slows for an instant, and the camera snaps into razor-sharp focus, making the Spidi branding visible. Gales had the KTM on the highway less than a minute, and I’ve seen enough of him, his bike, and his gear that I could pick him out of a lineup of a hundred other riders.
“Two things glow really hard on infrared,” Baum explains, “motorcycles and cop cars.”
And it makes sense. Push your Camry to 100, and you’ll scarcely feel heat in its sheet metal. Rip the KTM to 100, and you’ll burn your hand on sizzling-hot exposed engine cases. From 1,000 feet, the bike is a white-hot blob on Baum’s FLIR camera. Day or night, it’s impossibly conspicuous.
On the ground, Gales has some of the best electronics systems in the motorcycling world. A ride-by-wire throttle with four maps and wheelie control mates perfectly with KTM’s refined up/down quickshifter. Bosch lean-angle-sensing traction control and cornering ABS stay out of the way until you need them, and then intrude smoothly when you do, improving your riding rather than upsetting it. A multicolor TFT dash keeps the rider informed, and sensible controls allow easy navigation between riding modes. It’s a sophisticated machine, but today it’s not sophisticated enough.
Baum is the ASU’s chief pilot. You’d make him as a cop in a glance. Short hair. Oakleys. He looks at home in his green two-piece flight suit, a well-worn Glock 22 dangling lazily against his ribs in a shoulder holster. In the air, he has his hands full with the helicopter’s electronics suite. Baum operates the insect-eyed FLIR 380 pod dangling in the air under his feet with what looks for all the world like a mil-spec PlayStation controller.
Filling the left-side dash of the ASTAR is a massive monitor stuffed with information. A picture-in-picture GPS map tracks the helicopter’s location, but more impressive, it tracks the location of the FLIR system’s reticle on the ground. Point it at Gales speeding along a surface street and it’ll give you a precise street address. Another mode places an overlay of the street or highway name directly over the street itself.
But even without the expensive hardware, it’s hard to miss a bike scything through traffic. From 1,000 feet in the air, you can see everything that’s happening for miles down the road, just with the naked eye. Assayag doesn’t have trouble keeping up with the KTM. The ASTAR will cruise at 150 and tops out closer to 180 mph. Given infinite room and empty roads, a supersport machine could leave the ASU behind. But it’d be hard-pressed to outrun a camera. Or a radio.
Assayag is subtle on the controls, but his head is on a swivel. Orange County is a wildly busy airspace: an international airport, business jets, other helicopters. Assayag seems collected, unruffled by the frenetic environment, and it becomes apparent on the ground why: He’s seldom on the ground. The reserve deputy is a Boeing 737 pilot and a military drone operator when he’s not turning low orbits over Orange County. He wears the same green flight suit as Baum but doesn’t fly with his service pistol. “There’s zero chance of the pilot having to jump out and catch somebody,” he says.
Gales turns off the freeway, throwing in the towel. As sophisticated and capable as the Duke is, it’s no match for the eye in the sky. Even through tall apartment buildings and Orange County’s urban sprawl, the view from the air is commanding, and it’s clear that it doesn’t matter if you’re in a forest of concrete or on the open road—there’s no escape. Real work beckons for Assayag and Baum. The helicopter flies day or night, but they’re grinding toward the end of their shift, so we turn away from the highway and pass low over the coast, our fantasy of outrunning the law nothing but dust in the Eurocopter’s rotors.
Aussie Toby Price (pictured above winning the 2018 Morocco rally) will be heading to the dunes of Saudi Arabia next January to defend his Dakar Rally title when the famed event moves from South America to the Middle East.
Dakar organiser ASO has signed a five-year deal from 2020 with the tainted nation criticised for human rights violations including the murder of American newspaper reporter Jamal Khashoggi.
The Muslim nation also has a poor record on its treatment of women which could have been an issue with the rally organisers as many women now compete.
The rally was moved from Africa to South America in 2009 after threats of terrorism in Mauritania forced the cancellation of the 2008.
It has since been held in Argentina, Bolivia, Chile and Peru, but this year was run in Peru only after the other countries failed to reach an agreement with the organisers.
It is believe a bidding war followed with Saudi Arabia, Chile and South Africa with the event eventually going to the highest bidder.
The oil-rich country reportedly offered the ASO $15 million per year, compared with $3 million proposed by Chile for 2020.
Saudi Arabia features 2.25 million square kilometres of desert, plus the Asir mountains where temperatures range from -2 to 30 degrees Celsius in January.
Organisers hope to include other Mid-East countries such as Oman, Jordan, United Arab Emirates and Egypt in following years.
No Aussie Dakar
It is a shame that Australia was not considered.
We contacted the Federal Sports Minister’s office and Motorcycling Australia to find out if they had considered a bid but received no response from the Minister’s office.
Motorcycling Australia Events Manager – Off-Road Matthew Falvo confirmed they had not been approached about running the Dakar Rally in Australia.
Dunes suit Toby
Toby wins his sixth Finke Desert Race in 2018
However, Australia’s first Dakar winner, Toby Price, who won his second rally this year will be well suited to the Saudi terrain.
Toby, who is also the first Aussie to win the Cross Country Rally World Championship, won the Rally du Maroc in the Sahara dunes of Morocco last year.
His 2018 championship also included rounds in the Middle East dunes in Qatar and Abu Dhabi .
Toby is also the king of the Aussie sands, scoring a record sixth victory in the Finke Desert Race last year.
Join KTM Australia for the ultimate orange experience at the 2019 Australian Motorcycle Grand Prix between 25-27 October, as the MotoGP World Championship descends on Victoria’s scenic Phillip Island Grand Prix Circuit.
Registrations are now open for this year’s exclusive three-day KTM VIP Package, where you can show your support of the Red Bull KTM Factory Racing, Red Bull KTM Tech3 and Red Bull KTM Ajo teams across the race weekend. A special KTM VIP Gift Pack will also be provided on arrival!
KTM MotoGP VIP Package for Australian GP announced
KTM’s Champions Club Private Suite will be the place to be as you take in all of the fast-paced action at Phillip Island, featuring indoor seating and an outdoor viewing area that will enable KTM street enthusiasts to witness all of the world-class competition in pure comfort from trackside.
A hot buffet lunch will be served to guests daily in addition to morning and afternoon tea for your enjoyment, while an assorted beverage package is inclusive of beer, wine, cider, sparkling wine, soft drinks, tea and coffee.
Go behind the scenes with a three-day Paddock Pass included within the KTM VIP Package that will allow you to view team riders and garages from up-close and personal, providing unlimited access to this exclusive area of the event. Guided pit lane walks will be a must on Saturday and Sunday, also included as part of this extraordinary opportunity.
KTM boasts its largest presence ever in MotoGP’s premier category for 2019, led by Red Bull KTM Factory Racing duo Pol Espargaro and high-profile new signing Johann Zarco, plus the newly-introduced Red Bull KTM Tech3 squad of Hafizh Syahrin and rookie talent Miguel Oliveira. Each will be equipped with factory-specification RC16 machinery this season.
Red Bull KTM Tech3 will also field Marco Bezzecchi and Philipp Oettl in the Moto2 division, while Red Bull KTM Ajo’s Moto2 team has secured Brad Binder and reigning Moto3 World Champion Jorge Martin as he steps up a class. In Moto3, Red Bull KTM Ajo is competing with 15-year-old phenom Can Öncü, the youngest-ever grand prix race winner.
Limited tickets for the three-day KTM VIP Package priced at $1490 are available now. Get ‘Ready to Race’ and secure your position by visiting the www.ridektm.com.au website to form a part of the ultimate orange experience throughout the 2019 Australian Motorcycle Grand Prix, held at Phillip Island, Victoria, from 25-27 October.
The all-new for 2019 KTM 690 Enduro R is a study of how far a manufacturer can progress a model, via smart implementation of technology and high-end components, to successfully redefine the single-cylinder platform.
2019 KTM 690 Enduro R
I wasn’t much of a fan of the KTM 690 Enduro I rode almost a decade ago. In standard trim it was pretty breathless and felt, well, a little old hat. A lot of modifications were needed in order to get the old bike to perform, but even then I never found it really inspiring. In fact, I have found all the large capacity modern big-bore singles to be fairly insipid, leaving me distinctly unimpressed and thinking, ‘what if a manufacturer actually had a proper bloody go at applying some of the latest technology to build a big single lunger with smarts’. I have been somewhat frustrated by the lack of progress in this space.
2019 KTM 690 Enduro R
After sampling the all-new for 2019 KTM 690 Enduro R in Portugal this week I feel I really must congratulate KTM for pushing the boundaries. The Austrian manufacturer have thrown absolutely everything at this bike, leaving no stone unturned in the quest to build the ultimate big-bore single.
2019 KTM 690 Enduro R
This, as you would expect, comes at a price.Even if it redefines the genre, are people really going to pay $17,595 (Ride Away), for a big chook chaser? KTM certainly have their fingers crossed, but it is only a question that the fickle motorcycle buying public can answer.
That sort of money puts you in Africa Twin and F 750 GS BMW territory. Those machines have a lot more overall touring amenity and creature comforts for the long haul, including plenty of luggage options, but neither bring the level of outright off-road performance to the ride that the KTM boasts as standard. Not that you would really expect them to either, of course.
2019 KTM 690 Enduro R
The KTM 690 Enduro R is a very well mannered motorcycle and, thanks to some brilliant ergonomics, it actually might be a real world touring option for many.
Despite the 910 mm tall seat resembling a plank, it did not eat into my somewhat generously sized thighs at any point during my 100km initiation, which suggests that it might prove comfortable enough to equip the machine with some semblance of real touring credentials.
It’s not all about the size of the tool, or is it…?
2019 KTM 690 Enduro R with accessory muffler
Due to the very slim dimensions of the machine throwing a leg over that tall seat is still an easier process than mounting some large adventure bikes, even those that have perches a couple of inches shorter than the 690 Enduro R. It is light and slim so getting on and off it is a breeze in comparison to many adventure bikes.
2019 KTM 690 Enduro R
The 690 Enduro R is distinctly minimalist, but I would still say that for the long haul, it would likely prove a more comfortable option than the biggest selling big single in Australia, the venerated DR650. As for performance, well, the current DR650 model was fairly basic when it debuted over 20 years ago, compared to the new KTM today it feels downright archaic. But, the Suzuki is built down to a price, and that price is half that of the KTM….And before I get the hate mail from the DR650 devotees, I might remind you that I have ridden my own DR650 across Australia and have had my arse punished over more than 100,000 km astride a DR650, and was even silly enough to race one in Natural Terrain Motocross! I have also enjoyed the ownership of a KTM 990 Adventure R, that I still miss…
2019 KTM 690 Enduro R with someone a bit more spectacular than me in the saddle
Anyway, back to the new KTM.
This new generation of the LC4 engine is un-fussed while cruising, even well above the 110 km/h highway speed limit. In fact, you can drop it back a couple of cogs and stand it on the rear wheel to amuse yourself from those speeds if you like, yes it really is that powerful. And thanks to an innovative dual counter-balancer system there is no big slug chug.
In fact, the engine is a masterpiece
2019 KTM 690 Enduro R
74 horsepower and 74 Nm of torque from a 693cc single has always been possible. But to make those sort of numbers via a carbureted bike you would have a hand grenade that chain snatched like all buggery, only worked above 6000rpm, and would have been such a ferocious beast that it left you in a manic state sucking your thumb in the corner of the garage at the end of every ride. This latest generation 690 makes those big power numbers in an unstressed fashion, and requires no air-box cutting or modifications to unleash serious pull. It bangs hard right out of the box.
2019 KTM 690 Enduro R Dyno
This is not some incremental gain on what we have seen before. No matter what the dyno charts show, the 690 Enduro R heralds a new realm of performance for big singles when it comes to the overall riding experience. The numbers and the power are impressive, but thanks to those twin balancers, a cutting edge engine management system and a ride-by-wire throttle, it is also buttery smooth and unthreatening. It packs some serious grunt while remaining fuel-efficient, easy to ride and clearly sets a new benchmark for big singles.Arnie level muscle dressed in a fine Armani suit.
2019 KTM 690 Enduro R
Grip is easy to find. Even on TKC80 rubber the flawless pick-up from a closed throttle sees the engine management system smooth those big pulses of power out well enough to find traction. They are still Clydesdale sized horses hitting that 18-inch rear tyre, but these brumbies are wearing ballet shoes on their hoofs and somehow manage to tread lightly, while still slingshotting you towards the next corner at a prodigious rate of knots.
The standard gearing is very l-o-n-g, but the bike has no trouble pulling it. Negotiating city 50km/h zones will require a shift down to fourth in order to keep the bike happy, but above that it is simply pick a gear, any gear will do.
2019 KTM 690 Enduro R
The bike is fitted with a high-end quick-shifter that works on both up and downshifts, and is programmed to also operate well at part throttle openings. Unlike the old tech systems that only really worked with the throttle tapped, it can be used even when dawdling about. I was busy running on auto-pilot most of the time and thus often forgot the bike had it, which probably was part of the reason that I missed a few shifts. More time on the bike would see me adapt further and most likely render the shifting a non-issue, like most KTM machines though, the shift action is never quite as rifle-bolt positive as I would like.
2019 KTM 690 Enduro R
The clutch is beautiful. How can a clutch be beautiful you say? Those of you that have spent time negotiating tight terrain in the bush on a powerful Japanese dirt-squirter that has no hydraulic clutch will know exactly what I mean. The pleasure on your fingertips is palpable when working a nice clutch in the dirt. The 690 Enduro R not only has a slip-assist style clutch mechanism, but also a Magura hydraulic lever set-up. It’s clutch porn, my eyes glaze over a little Homer Simpson thinking about doughnuts style as I write about it… Yeah I’m a bit different, but I am okay with that…
2019 KTM 690 Enduro R
The map change and traction control switchgear on the left bar was a little problematic during my time on the bike and only worked if pressed in a very specific part of the button. Annoying.
2019 KTM 690 Enduro R
Unsurprisingly, KTM subsidiary WP provide the suspension. The WP XPLOR 48 kit is at the upper end of the WP range with 48mm inverted open cartridge forks and a beefy looking shock working through a Pro-Lever linkage. Both ends offer a generous 250mm of well damped travel and endow the bike with 270mm of ground clearance.
2019 KTM 690 Enduro R
Riders in our bunch varied in size massively, I was at the upper end of the scale, while an impossibly slim older Italian tester would have struggled to see the suspension register any sag under what must have been a size zero KTM adventure suit. Yet, none of us were eager to start twiddling clickers, we were too busy riding as hard as we dared on the varied trails that dot the ranges behind the Algarve coast of southern Portugal to worry about that stuff.I was amongst a handy group of riders and we were all having a ball with little to complain about. No squeaks or bangs were to be heard and the whole show just felt, well, competent, and very much fit for purpose.
2019 KTM 690 Enduro R
Clearly the smooth electronically controlled power delivery plays a big part in this equation, with no sudden hits of power to upset the springs.Suspension fettlers still have no end of options to tune themselves to a standstill with pre-load, along with both high/low speed compression and rebound damping all ready to be fettled.
2019 KTM 690 Enduro R
Braking is another area where KTM have not skimped. Brembo hardware front and rear is backed up by an almost superbike spec’ lean angle sensitive ABS system that sports a very well tuned off-road mode. Decent feel is evident from both ends and the ABS system is unobtrusive enough to leave on at all times, with the rear deactivated for the dirt. At 300 mm the front disc and twin-piston caliper is also up to being pressed on the street. The 240 mm rear disc seems perhaps a little small, but worked flawlessly with great bite and control.
2019 KTM 690 Enduro R
The only time I felt the brakes go away from me as the electronics intervened was when I had basically cocked it up and got in way too hot. You could feel the front run on ever so briefly before the electronics allowed the hydraulic pressure to again be applied smoothly and modulate the caliper pistons to slow the machine. No old school pulsing through the lever that made you shit your pants and feel as though you have no control. The intervention is applied and cycled so quickly that sometimes you can fail to register that any intervention has actually happened.The system releases the braking pressure instantly, and then reapplies it so smoothly that there might be one scenario in a hundred that you might be able to better it, if on your A game, but in a surprise emergency stop scenario you are not going to better it.
2019 KTM 690 Enduro R
The KTM 690 Enduro R is a case study in just how good electronic systems now are, and the fact that they are now found on a single-cylinder dirtbike is simply astounding. Not only do we have a best of the best lean-angle sensitive ABS, but also a highly sophisticated traction control system.This is not some basic set-up that simply retards the ignition, as seen on the latest EXC range of KTM enduro bikes, but is instead a true sportsbike level of smarts.
2019 KTM 690 Enduro R
In the off-road modes the traction control system is extremely liberal and its intervention almost imperceptible as you slide from corner to corner, it is only when things get a bit too crazy that it reigns things in a little. And the way it then does intervene is sublime, it just pulls enough power, almost imperceptibly, that it never really interrupts drive, instead it just reduces power via the throttle butterflies in order to drive forward momentum, instead of sideways motion. Don’t for one minute think that means that in order to be drifting in and then sliding out with the front wheel pawing for the sky you need the traction control system turned off, you don’t. You are getting pretty loose before it starts to intervene. The lean angle component of the traction control system is not used in off-road mode, so you have full power to blast out of a berm when needed.
2019 KTM 690 Enduro R
Of course, if you are fresh in the morning and want to go all out and attack your favourite trail, by all means turn the electronic smarts off and fly by the seat of your pants. But even then, when you are spent later in the day and just want to get to your digs for the night, there is some comfort in being able to reactivate the smarts and just cruise to your destination while conserving energy, and brain power.
2019 KTM 690 Enduro R
The 13.5-litre fuel cell effectively does three jobs in one as it also forms a structural part of the sub-frame, and also serves as the inner rear mudguard. KTM engineers claim a potential range of 300 km, and while that figure will no doubt make many scoff, I actually believe that might be possible. It is a very modern engine with the latest electronic smarts and 4.5 litres per 100 km should be feasible when off-road touring. Certainly, I would expect to be able to bank on a safe range of over 250 km in most riding scenarios. Even the most manic of tyre frying runs would surely still see a range of well over 200 kilometres. Seriously, it is incredible just how economical the latest generation of EFI bikes are.
2019 KTM 690 Enduro R
The fuel filler is accessed behind the seat at the rear of the bike, on top of the rear fender. This means that the optional 18-litre front bag accessory that fixes between the front of the seat and the headstock doesn’t need to be disturbed when refuelling. However, there are limited options for securing any luggage to the rear of the bike, with no handy tie-down points or structural members to fix any sort of luggage too.
I did see some of the KTM staff with a small, perhaps five, or ten-litre when expanded, soft luggage bag strapped on top of the rear fender. These had a strap wrapped around the seat, but the dearth of sturdy tie-down points for luggage is perhaps the most significant drawback of the motorcycle.KTM would say, well just buy the new 790 Adventure if you want luggage grids and the like for long-distance touring. In response I would say, the engine in this bike is so good why in the hell did you bother making a parallel twin adventure bike at all! Or at least make us a Rally/Adventure version of this 690 Enduro R for those that want the ultimate big single adventure bike!
2019 KTM 690 Enduro R accessory tank bag
The boundaries of our adventures at home here in Australia are limited in scope only by our imagination. Perhaps this is not impressed enough on the designers at Kiska back in Austria. If the 690 Enduro R was developed with the Australian market front of mind, with Aussie input, no doubt we would have got some viable tie-down points at the rear of the machine for luggage. Tie-down points might not look all that great when working on the crayons, but they do sure come in handy…
2019 KTM 690 Enduro R
KTM has instead left it to the aftermarket to devise a quality set of soft throw-overs to satisfy the demands of those that want to go on longer and more epic hard-core adventures, but don’t want to do it on a 200 kilogram+ multi-cylinder behemoth that, if crashed, will likely cost thousands to fix. There would be no better serious hard-core adventure bike in the market today than the 690 Enduro R, if only you could simply strap a bit more luggage to it, so that camping out and true multi-day epics would be viable options. I am sure owners out there will improvise though and come up with some sturdy luggage solutions.
2019 KTM 690 Enduro R
Curiously, KTM have provided some handy amenities though, a convenient USB port up near the bars, and a brilliant standard toolkit hidden behind its smooth flanks.
The bodywork to reach said toolkit is removable without the need for tools. The air-box is also easily accessed and the air intake situated right up beneath the front part of the seat.
2019 KTM 690 Enduro R – USB port can be seen just forward of the fork lef in this shot
My luggage complaints aside, as a big single day long-distance off-road blaster there is probably no better machine than the 690 Enduro R. Of course, it is not a 500 EXC-F in the tight stuff, but the 690 requires only 10,000km basic service intervals, rather than an oil and filter change every 15 hours, and full engine rebuild every 135 hours that the more enduro competition focussed 250/350/450/500 EXC-F singles advise under their recommended maintenance schedule.
The 690 Enduro R is 35kg heavier than those more race-bred options, but on open trails it still proves light enough, and the suspension responsive enough, to very rarely ever feel as though you are being held back by the weight of the machine. The slim flanks and excellent ergonomics of the 690 Enduro R also help hide that weight, it feels a like a proper dirtbike, ready to take on anything you point it at. The lump of human on top of it, as always, is the final deciding factor in the outright performance limitations.
2019 KTM 690 Enduro R
When the pricing of the 690 Enduro R is compared to that of the 500 EXC-F, I would suggest that the 690 Enduro R seems like better bang for the buck than its smaller and more hard-core siblings. A 500 EXC-F is $14,695, or $16,195 for the Six Days model, but by the time you register it and pay stamp duty etc. you are getting up towards the $17,595 Ride Away price of the 690 Enduro R.
When the comprehensive two-year unlimited kilometre warranty of the 690 Enduro R is factored into the equation, then you can really start to see the relative value of the 690. The more competition focussed EXC-F machines only come with a six-month parts and labour warranty.
2019 KTM 690 Enduro R
The fact that you also need a key to start the 690, the fuel cap can be locked, and that the steering can also be locked easily from the ignition, helps add a little peace of mind should you need to park the machine anywhere public. These are very welcome features out in the real world.
2019 KTM 690 Enduro R
For those that like spending lots of time on the trail, and often, the long service intervals and much longer fuel range of the 690 Enduro R, along with a relatively comfortable seat, and niceties such as the standard cooling fan (an optional extra on EXC-F), sees the 690 Enduro R certainly start to make a lot of sense. Especially if your adventures entail any lengthy tarmac sections, as the 690 Enduro R will eat up the kilometres much more easily, and comfortably, than the more enduro competition focused machines. Not quite as Ready To Race, but certainly more than Ready To Rumble.
It is a high-performance trail bike, a capable street bike for commuting, and a viable adventure motorcycle all rolled into one. Can less sometimes be more…?
Footnote:The current Husqvarna 701 model already has the twin counter-balanced engine, but we believe the 2019 KTM has an updated engine management system and more sophisticated electronic smarts (lean angle traction control and ABS), in comparison to the Husky. When questioned as to the actual specific differences, KTM personnel at the launch claimed to have little knowledge of the Husqvarna specifications, or the actual differences between the two. Thus it is hard for us to 100 per cent quantify what exactly the differences are, as we have not sampled the current 701.
