KTM’s first ever MotoGP race winner, Brad Binder, will remain part of the Red Bull KTM Factory Racing team for the next three years and will celebrate ten Grand Prix seasons in ‘orange’ by the end of the 2024 MotoGP campaign.
Pit Beirer – KTM Motorsports Director
“This was a very easy contract for us to do because we love Brad as a racer and what he brings to the team, the factory and the MotoGP class. He was also very enthusiastic to make a big commitment to us and that says a lot for our progression and our potential in this championship. Sometimes you find a racer and a mentality that really fits with your own philosophy and the fact that Brad has come all the way to the top with us in a ten year period is a very special story. We’re really proud to continue racing with him and to keep setting new targets together.”
The 25-year-old South African progressed through the KTM GP Academy structure. He competed in the Red Bull MotoGP Rookies Cup, earned Moto3 world championship success as well as 15 Grand Prix wins in both the Moto3 and Moto2 categories with the Red Bull KTM Ajo squad, and then seized the factory’s maiden victory in the premier class during his debut term on the KTM RC16 during 2020, where he also achieved the status of ‘Rookie of the Year’.
Mike Leitner – Red Bull KTM Race Manager
“As Team Manager I’m happy that Brad has placed his trust in us for another three years. He’s a very strong rider with a strong crew and a strong factory behind him. We will push together to achieve our mutual dreams and targets. It’s great we have this partnership up to ’24.”
Binder posted a new milestone at the Gran Premio D’Italia last weekend by equaling the highest top speed in the history of the sport at 362.4 km/h during FP3 at Mugello.
The new contract brings extra continuity and strength to the KTM MotoGP program, and Binder’s fighting spirit symbolises the way the manufacturer brings themselves to the track ‘Ready to Race’.
Brad Binder
“I’m super, super happy to have signed again for three more seasons with KTM and it will take us up to ten years. It’s incredible to have been with this manufacturer for such a long time now and we’ve always had a good relationship. I’m extremely happy in KTM colors so it’s extra satisfying to have a long contract signed-up. It’s cool to have that belief and support from a company. It’s an honor. From here on we can focus on building ourselves towards the front. We are not terribly far away, and it would be really nice to do something great together. It’s exciting to see what these next years will bring.”
KTM Australia, who import KTM, GasGas and Husqvarna has issued a series of recalls in the past couple of days affecting a variety of motorcycles and electric mini-bikes.
The official notices issued through the Australian Competition and Consumer Commission cite problems with short circuits, fuel leaks and brake faults.
The short circuit issue affects 46 KTM SX-E5, 33 Husqvarna EE-5 and three GasGas MC-E5 current model electric mini-bikes.
Apparently, the battery vent valve may be missing on some motorcycles, allowing water intrusion.
“If the vent valve is not fitted, water could enter the battery and result in a short circuit, affecting the vehicle operation,” the notice says.
“A short circuit can increase the risk of an accident, causing injury or death to the rider or others”.
The front fuel tank fuel lines may rub during operation, causing wear and damage to the fuel lines over time. Fuel may leak from damaged fuel lines,” the ACCC notice says.
“If a fuel leak occurs, this may lead to a fire. A vehicle fire could increase the risk of an accident, serious injury or death to the rider, other road users and bystanders, and/or damage to property.”
Brake issue
The brake issue affects 1289 KTM 790 Adventure 2019-2020 models, including the R and R Rally.
According to the ACCC notice, the preload force of the return spring located in the front brake cylinder “may not meet specifications”.
“This can result in the brake piston not being returned to its original position, which can impair the function of the front brake and result in a loss of brake performance,” it says.
“Reduced brake performance can increase the risk of an accident, causing serious injury or death to the rider and other road users.”
Owners of the above affected motorcycles have been contacted by dealerships, advising them of the recall and asking them to contact an authorised KTM dealer to arrange an appointment for inspection of their motorcycle.
Affected motorcycles that have not been sold will be inspected and repaired (if needed) before sale.
For further information, consumers can contact KTM Australia on 1800 644 771 or find their nearest authorised dealer using the dealer search option at https://www.ktm.com/au
Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
Shortly after releasing all the details on the Husqvarna enduro models for 2022, this week KTM unveiled the orange versions of the bikes. We cover the two-strokes separately, here we focus on the four-stroke line-up of 250 EXC-F, 350 EXC-F, 450 EXC-F and 500 EXC-F.
The primary difference between the Husqvarna and KTM ranges are that the KTM machines run KTM’s traditional PDS rear shock system with no linkage, while the Husky machines run a conventional linkage system.
The 2022 KTM Enduro range is expected to go on sale in Australian dealership this July, 2021.
2022 KTM EXC – Key Updates
Revised WP suspension settings for a firmer & more responsive feel
Improved oil circulation in the suspension for more consistent feedback
New MAXXIS MaxxEnduro tyres for unmatched grip in all terrains
Head-turning 2022 colors inspired by the Factory bikes
Bold design & retro colors for the revamped KTM EXC SIX DAYS line-up
2022 KTM EXC-F Range Specifications
KTM 250 EXC-F
Engine
Engine Type
Single-cylinder, 4-stroke, 4V / DOHC with finger followers
Engine Management
Keihin EMS
Displacement
249.91 cc
Bore X Stroke
78 mm x 52.3 mm
Compression Ratio
13.8:1
Starter / Battery
E-starter / Lithium Ion 12V / 2Ah
Fuel System
Keihin throttle body Ø 42 mm
Transmission
Clutch
Wet multi-disc DDS clutch, Brembo hydraulics
Lubrication
Pressure lubrication with 2 oil pumps
Gearbox
6 gears
Gear Ratios
13:32 16:30 16:24 23:28 23:23 26:20
Primary Ratio / Final Drive
24:73 / 14:52 (13:52)
Chain
X-Ring 5/8 x 1/4″
Chassis & Brakes
Frame
Central double-cradle-type 25CrMo4
Subframe
Aluminum
Handlebar
NEKEN, Aluminum Ø 28 / 22 mm
Steering Head Angle
63.5°
Triple Clamp Ofset
22 mm
Muffler
Aluminum
Front Suspension
WP XPLOR USD fork, Ø 48 mm
Rear Suspension
WP XPLOR shock absorber with PDS
Suspension Travel Front / Rear
300 mm / 310 mm
Wheelbase
1,482 mm ± 10 mm
Rims Front / Rear
1.60 x 21″; 2.15 x 18″ Giant
Tires Front / Rear
90 / 90-21″; 140 / 80-18″
Brake Front / Rear
Disc brake Ø 260 / 220 mm
Dimensions & Weight
Seat Height / Ground Clearance
960 mm / 355 mm
Tank Capacity
approx. 9 liters
Dry Weight
approx. 103 kg
KTM 350 EXC-F
Engine
Engine Type
Single-cylinder, 4-stroke, 4V / DOHC with finger followers
Engine Management
Keihin EMS
Displacement
349.7 cc
Bore X Stroke
88 mm x 57.5 mm
Compression Ratio
13.5:1
Starter / Battery
E-starter / Lithium Ion 12V / 2Ah
Fuel System
Keihin throttle body Ø 42 mm
Transmission
Clutch
Wet multi-disc DDS clutch, Brembo hydraulics
Lubrication
Pressure lubrication with 2 oil pumps
Gearbox
6 gears
Gear Ratios
14:32 16:26 20:25 22:23 25:22 26:20
Primary Ratio / Final Drive
24:73 / 14:52 (13:52)
Chain
X-Ring 5/8 x 1/4″
Chassis & Brakes
Frame
Central double-cradle-type 25CrMo4
Subframe
Aluminum
Handlebar
NEKEN, Aluminum Ø 28 / 22 mm
Steering Head Angle
63.5°
Triple Clamp Ofset
22 mm
Muffler
Aluminum
Front Suspension
WP XPLOR USD fork, Ø 48 mm
Rear Suspension
WP XPLOR shock absorber with PDS
Suspension Travel Front / Rear
300 mm / 310 mm
Wheelbase
1,482 mm ± 10 mm
Rims Front / Rear
1.60 x 21″; 2.15 x 18″ Giant
Tires Front / Rear
90 / 90-21″; 140 / 80-18″
Brake Front / Rear
Disc brake Ø 260 / 220 mm
Dimensions & Weight
Seat Height / Ground Clearance
960 mm / 355 mm
Tank Capacity
approx. 9 liters
Dry Weight
approx. 103.8 kg
KTM 450 EXC-F
Engine
Engine Type
Single-cylinder, 4-stroke, 4V / OHC with rocker arms
Engine Management
Keihin EMS
Displacement
449.9 cc
Bore X Stroke
95 mm x 63.4 mm
Compression Ratio
12.75:1
Starter / Battery
E-starter / Lithium Ion 12V / 2Ah
Fuel System
Keihin throttle body Ø 42 mm
Transmission
Clutch
Wet multi-disc DDS clutch, Brembo hydraulics
Lubrication
Pressure lubrication with 2 oil pumps
Gearbox
6 gears
Gear Ratios
14:36 17:32 19:28 22:26 23:24 26:21
Primary Ratio / Final Drive
31:76 / 14:52 (13:52)
Chain
X-Ring 5/8 x 1/4″
Chassis & Brakes
Frame
Central double-cradle-type 25CrMo4
Subframe
Aluminum
Handlebar
NEKEN, Aluminum Ø 28 / 22 mm
Steering Head Angle
63.5°
Triple Clamp Ofset
22 mm
Muffler
Aluminum
Front Suspension
WP XPLOR USD fork, Ø 48 mm
Rear Suspension
WP XPLOR shock absorber with PDS
Suspension Travel Front / Rear
300 mm / 310 mm
Wheelbase
1,482 mm ± 10 mm
Rims Front / Rear
1.60 x 21″; 2.15 x 18″ Giant
Tires Front / Rear
90 / 90-21″; 140 / 80-18″
Brake Front / Rear
Disc brake Ø 260 / 220 mm
Dimensions & Weight
Seat Height / Ground Clearance
960 mm / 355 mm
Tank Capacity
approx. 9.2 liters
Dry Weight
approx. 105.5 kg
KTM 500 EXC-F
Engine
Engine Type
Single-cylinder, 4-stroke, 4V / OHC with rocker arms
Hot on the heels of the 2022 Husqvarna enduro models recently being released, this week KTM unveiled the orange versions of the bikes.
Here we focus on the two-stroke line-up of 150 EXC, 250 EXC, 250 EXC Six Days and 300 EXC.
The primary difference between the Husqvarna and KTM ranges are that the KTM machines run KTM’s traditional PDS rear shock system with no linkage, while the Husky machines run a conventional linkage system.
The 2022 KTM Enduro range is expected to go on sale in Australian dealership this July, 2021.
2022 KTM EXC – Key Updates
Revised WP suspension settings for a firmer & more responsive feel
Improved oil circulation in the suspension for more consistent feedback
New MAXXIS MaxxEnduro tyres for unmatched grip in all terrains
New 13:52 gearing giving the KTM 250 EXC TPI added bottom end punch
Head-turning 2022 colors inspired by the Factory bikes
Bold design & retro colors for the revamped KTM EXC SIX DAYS line-up
Joachim Sauer – KTM Product Manager
“It gives us great pride to know that our KTM EXC models can once again supply any offroad rider with the excitement and the performance they need. In their updated trims, these bikes are technical masterpieces and there is something to suit every rider across the globe. For 2022, with the new WP suspension settings we are offering the bikes a more firm and even more consistent feel. Matched with the new MAXXIS tyres, these are two key upgrades that elevate the overall offroad performance. Our design team have also stepped-up with their work for this year and the bikes look exactly like what they are supposed to be: winners in all conditions.”
2022 KTM EXC Range Specifications
KTM 150 EXC TPI
Engine
Engine Type
Single-cylinder, 2-stroke, Exhaust control
Engine Management
Continental TPI System
Displacement
143.99 cc
Bore X Stroke
58 mm x 54.5 mm
Compression Ratio
–
Starter / Battery
E-starter & kick-starter system / Lithium Ion 12V / 2Ah
The 2022 KTM four-stroke range includes three models that take advantage of KTM’s considerable gains in the segment featuring the latest WP XACT suspension and rider aids that include Traction Control, Launch Control, variable engine mapping and reliable starters.
WP XACT 48 mm forks bring 310 mm of travel while the WP XACT shock clocks 300 mm. Low friction seals are a key element of the 2022 KTM SX models and firm stock settings come as standard in order to create the sensation of confidence at speed.
The 2022 KTM 450 SX-F is compact but packs a huge punch with KTM claiming 63 hp from their open class weapon.
Single cylinder, liquid cooled four-valve DOHC with finger followers (rocker levers for the KTM 450 SX-F) feature on the four-stroke models with Keihin fuel injection, EMS and 44 mm throttle bodies across the board. Two oil pumps with pressure lubrication, a seven-litre fuel tank and lightweight aluminium silencers are other consistent features.
The 2022 KTM 250 SX-F and KTM 350 SX-F have been fitted with an updated friction bearing on their counter-balancer shafts.
The 2022 two-stroke range includes three distinct models. The KTM 125 SX is the development of the bike that occupied seven of the 12 top spots in the 2020 EMX125 European Championship. In its updated 2022 trim, the KTM 150 SX can go head to head with the potent 250 four-strokes, while the KTM 250 SX is a two-stroke powerhouse with virtually no vibration due to a counter-balanced crank.
Two-stroke models use a wet multi-disc DS clutch (DDS on the KTM 250 SX), Brembo hydraulics and Kokusan ignition/engine management.
All full-size 2022 KTM SX models introduce a frame coated in racing orange to further reinforce the proximity to the championship winning machines of the Red Bull KTM Factory Racing stars. The updated frame aligns with the new blue seat cover and the fresh colors in the graphics to emphasize visually the close link to KTM’s Factory machinery. A tough aluminium sub-frame and Neken bars also feature across the range.
The geometry is set at 63.9 degrees on the steering head with a 22 mm offset on the triple clamp for all the bikes. Seat height is also uniform and pegged at 950 mm.
Complementing KTM’s 2022 SX range is a series of Sportminicycles that share the exact same race-driven development approach as KTM’s full-size Motocross bikes. Junior riders that climb on any of the KTM 50 SX, KTM 65 SX and KTM 85 SX models can do so knowing that they are experiencing class-leading performance, state-of-the-art WP suspension, high-end brakes and minimal weight.
The wheels can start rolling with the 2022 KTM SX-E 5, the latest incarnation of a high-end electric mini-crosser that can grow together with the young rider on it.
Joachim Sauer
KTM Product Manager Offroad
“The new SX range is all about the proximity to our race machinery, and the bikes that are doing the business on racetracks around the continents. We’ve been refining these packages for several years and we feel the connection, both aesthetically but also in terms of performance, is now closer than ever. To prove our point, we gave production bikes to MXGP and MX2 World Champions and I’m glad to confirm they were surprised and impressed with their performance. It was fitting to give the 2022 models an even ‘racier’ look with the blue and orange design and to remind riders and fans that there isn’t a more READY TO RACE motocross range in any paddock anywhere.”
The 2022 KTM SX models will be available at authorised KTM dealers in Australia and New Zealand from July 2021 onwards.
I was recently lucky enough to spend three days riding some of the awesome trails around the Capertee Valley west of Sydney as part of the local launch of the new 890 Adventure R. It was one for the books. Cold mornings dawning into perfect clear Autumn skies each day as we took in the stunning countryside on the edge of the blue mountains. Covering 700 kilometres that included a mix of urban traffic, highways, backroad tarmac sweepers, gravel roads, logging tracks and tighter forest tracks. We had sandy sections, rocky sections, tricky climbs, slippery rocky descents, fern lined creek crossings, bog holes, decent rock hits and drop offs, erosion mound jumps… you get the idea.
You name it, we tackled it. Basically covering off every type of adventure riding we’re likely to encounter down under. And what an adventure it was: One of the group suffered a hernia, one came down with case of gall stones, another T-boned a kamikaze Roo – and managed to stay upright! There were three bogs (two of them mine), zero dropped bikes and countless skids, wheelies, smiles and utterings of ‘how good was that?’.
We were aptly chaperoned by a couple of semi riding gods who both have 790 Rs in their shed. Steve ‘Robbo’ Robertson was lead rider and route planner. Robbo qualified as one of two Australian rep’s for the 2019 KTM Ultimate Race which saw 12 riders from six countries compete on 790 Adventure R’s in a special class at the Merzouga Rally in Morocco. And Will Dangar was on sweep duty. Both stupidly talented, bloody funny and all around top humans. Pretty handy to have two relative locals who are intimately familiar with the outgoing 790 when planning an event for the new 890 Adventure R.
The new 890 is more than just a minor update. The three big things that stand out and really take the bike to a new level over the old bike are the motor changes, the electronics and the suspension upgrades. They’ve taken all that was great with the old bike and added more. More power, more torque, more poise. And its all the better for it. With another 100 cc of displacement, reworked electronics, seriously top spec suspension set-up and a number of chassis alterations it delivers a dramatic increase in capability. All while being even easier to ride. Austrian witchcraft I tells ya. It’s mind bendingly good in the dirt. They really do take the #Adventureharder tag seriously.
This is a bike very much at the off road end of the Adventure spectrum. It’s essentially an Enduro-Adventure bike. In fact KTM themselves are marketing this as the most travel capable off-road bike, as opposed to an off road capable Adventure bike. They’re not wrong.
Motor updates first – the obvious bump in capacity to 889cc brings a corresponding lift to 105 hp at 8,000 rpm (up from 95 hp in the 790) and more noticeably 100 Nm of torque at 6,500 rpm (up from 88 Nm). The orange crew added twenty percent more weight to the reciprocating mass ie – crankshaft aiding low down lugging rideability and increasing gyroscopic force which helps stability. They’ve also reduced ten percent from oscillating mass with lighter forged pistons and redesigned rods to help linear power delivery (and its Euro 5 compliant). It’s not just a capacity increase though – there’s an increase in compression, an additional oil feed per cylinder and a larger oil cooler, new crank cases, larger valves, a knock sensor, a whole bunch of stuff.. it’s not just a big bore kit…. Still comes with 15,000 km service intervals too.
While it might only seem like a modest step up, the reality is very different. It’s hugely willing – right off the bottom. Wheelie fiends like myself will rejoice. It’ll pop the front in second and third without the clutch. And do so in total ease. The bottom and midrange are just superb, I only occasionally felt the need to rev it right out and bounce off the limiter when being silly or using it more as an over rev if a gearshift was just not quite required, but it’s silky smooth all the way to the 10,000 redline.
I need to talk about the electronics here too, because I reckon they’re the new segment benchmark. With the optional Tech pack as ridden (more on that later), you get access to Rally mode. It gives you another ride mode and throttle map to choose from on top of street and off road that’s even more aggressive, which might seem counterintuitive – but it’s essentially sport mode, sitting above street. Super direct mapping and throttle, which you can select individually. For instance, I personally found that Rally ‘mode’, with Street ‘throttle’ was the sweet spot. The slightly softer street setting for throttle was perfect even in the dirt. I left ABS in off road mode too for what it’s worth, which deactivates the rear.
You can still choose off-road throttle for really slick, snotty stuff which cuts a bit more power and response, but I found that just leaving it in that Rally-street combo and adjusting the TC on the go as needed was the bomb. The TC adjustment works so well via the two buttons on the left switch block that you barely need to look down to check what you’re doing. And you don’t need to reset it to your preferred settings every time you turn the key off! It remembers! Hel-ay-lu-ya! Other manufacturers please take note. My tip, TC set to 1 (the minimum) will allow wheelies on the tar. Bump it up a little more to 6 or 7 for creek crossings and slipperier stuff, while 9 is the max buzz kill mode.
I ran it mostly between 3 and 5 while off-road depending on the conditions, which still allowed lofting the front in the dirt. It also allowed ludicrously long near lock to lock drifts while not letting the rear get too sideways when firing out of lower speed corners. Day three had a bit of a highlight on a smooth flowy hard pack-but sandy surfaced back road when I slipped into skid mode. On corner exit, you can light it up and drift from one lock to the other in third, holding it pretty much until it’s time to shut down for the next bend… I’m a simple man. Give me a bike that handles well, does wheelies and skids and I’m generally happy. This thing rips.
The clutch and gearbox get updates to match the power increase with new friction material in the slipper clutch and revised shifting with a shorter throw lever and glass beading in the top three cogs. The quick shifter as ridden is also revised for quicker shifts. I still found myself clutch past neutral out of habit but it shifts damn well. I only had a handful of missed shifts over the three days, almost all in the higher gears and I attributed all to my lazy foot not really engaging the quick shifter properly. Has a nice auto rev matching on downshifts which combined with the slipper clutch meant compression locks just don’t happen.
Suspension wise the new 890 Adventure R gets updated serious spec WP EXPLOR forks and shock with 240 mm of travel at both ends. And they’re remarkable. Out of the entire group on the launch, with riders ranging in weight from probably 80 to over 115 kegs, not one asked for any suspension changes. I find that incredible. While at first sit and bounce on the bike they feel firm, they have an uncanny amount of feel and absolute reluctance to bottom out. Super controlled and progressive.
We took some seriously hard impacts. Rocks, ledges, jumps. Everything was handled without fuss. I managed to bottom out when arriving at one of the more serious erosion mounds several degrees too hot and landing on an uphill slope on the other side. Even that wasn’t the hard hit you’d associate with normally bottoming out. No squirrelling or bouncing offline. Just a gentle stop. Overwhelmingly the whole bike feels super stable and confidence inspiring. The way it carries its weight low translates to a bike that happily flicks from side to side beneath you and feels significantly lighter than the 196 kgs as per the spec sheet.
In fact the only time you do feel the weight is if you happen to be silly enough to bury it in a bog hole.
Twice.
Within 5 minutes of each other.
I maintain that I was testing every facet of the bike’s ability and it wasn’t just a shit line choice. Ahem. Thanks to the two semi pros for each helping me haul it out. Legends.
Back to the suspension, because it is integral to the whole package. You get to trust the front end almost immediately. It steers so well. Come in a bit overcooked or need to change line mid corner when you spot an obstacle? No problem. And even when you do push too hard and it lets go, it does so in a way that’s easily catchable. It’s so well balanced front to rear, you can pick the front up whenever you need to, even on surfaces where the traction isn’t great. Bloody hard to fault.
Actually, for those not familiar with the 790 Adventure, I should explain that the fuel tank wraps over and down each side of the engine keeping the centre of gravity as low as possible. While it might seem at first to be exposed out there, that doesn’t seem to be the case. The tank’s made of pretty tough stuff anyway… and has additional protection available (which I’d probably opt for just for piece of mind). On the move, I only had one moment where the tank location even popped into my mind where I flew past a partially hidden stump pretty close to the pegs at a decent speed while ducking around some water. Other than that, it didn’t enter my mind. 20 litre capacity by the way, which will be good enough to see you out to 400 clicks.
Updated brakes are excellent too. That front ABS is just mega, allowing you to trail brake deep into corners even while leant over. Out back I found myself locking the rear slightly more than expected on low grip downhill/off camber corners. To be fair I think it was probably due to how effective the front was and how much weight was being transferred forward. Things never went pear shaped because the front was hauling things up so well that the rear never got out of shape. That said, I’d probably look to experiment with rear pads to try and find something with a smidgen more feel. Could be just me.
Ergo-wise, I rate it big time. I actually really like the width between the legs. Super comfortable and the overall riding position just feels sorted, standing or sitting – with plenty of room when moving your weight around the bike. I did find myself slowly sliding forward on some of the steeper downhills, but nearly everyone else on the launch was already standing at that point… I sit a bit more than most, it just feels more natural to me. So take that with a grain of salt. That said, there’s a nice flat seat in the power parts catalogue that the Adventure R Rally model comes with standard that would probably be worth a look for some. That’s what Robbo and Will were both running… Speaking of powerparts. There’s a big list of options, you could go nuts. I did like the look of the more hardcore carbon tank protectors and probably couldn’t go past a slip on…
I don’t need to talk about the dash or controls because the five-inch TFT was pretty great on the 790 and hasn’t changed. Some other manufacturers could take note… But it is worth pointing out that the front screen is two position adjustable with about 40 mm difference between low and high. I’m six-foot and found the higher setting gave better highway speed wind protection without being in the way in the dirt. And for those wanting to run an even taller one – the higher screen from the Adventure (non R model) is interchangeable.
Now I’ve talked a lot about it’s off road prowess, so you might be thinking that it’s less than awesome on the tar? Not so. Steers surprisingly well on that 21-inch front. Even on the tractionator knobbies. Heaps of fun lofting the front in second and third, flicks from side to side beautifully and feels utterly composed when cranked over. Seemed ok in the saddle too even on longer highway stints. It’s not as plush as the Tiger 900, but that’s not the 890 Adventure R’s main game…
So where does that leave us? As a package, it’s a pretty clear winner for me if you’re after something with an off road focus. Nothing else comes close in terms of capability in the segment. Sure, it’s more expensive than the Tenere 7, but then everything is simply on another level to the popular Yammie. Better engine, better suspension, better balance, better electronics.. If you want the best, then here it is. You ride to your capability on the 890 Adventuer R, you’re not riding to the bike’s limitations. You can’t say that for anything else in the class. BMW’s F 850 GS is at the other end of the Adventure spectrum and simply isn’t nearly as inspiring or poised. And the Tiger 900 (which I love), does everything well and has arguably more creature comforts that make it a better road mile eater, but feels bigger and heavier and just not as nimble off-road, if that’s your main focus.
Bear in mind that the bikes we were on were fitted with Tractionator Rally tyres (they come standard with Metzeler Karoo tyres which would last longer, but not offer as much grip as the Tractionators) and were running the optional Tech pack which includes the Rally mode and map selection, quick shifter plus, traction control and cruise control. I can’t see anyone NOT wanting the tech pack to be honest. This bumps the price up an additional $1,200 to what I think is a competitive $25,500 ride away.
Bloody hell. Another bike that I need in my shed.
Why I like it:
Best in class off-road ability
Additional grunt transforms the bottom and mid-range
Suspension and electronics packages are next level. On the fly adjustable TC is brilliant
Overall feeling is so stable yet agile. Never gets out of shape and still does whatever you want it to.
I’d like it more if:
A smidgen more rear pedal feel in the dirt wouldn’t hurt
Heated grips would have been nice on a -1 degree morning too…
Personally I’d like the headlight assembly ‘joined’ to the side fairing for a more cohesive side profile like the 1290 Super Adventure. Looks a bit like a beak sticking out there on its own as it is (though I hear you can get aftermarket bits to achieve the look?)
I can’t finish without thanking KTMs Marketing Manager for Oz and NZ, Rosie Lalonde for organising the whole thing and not only being a champion but riding like one too. Turns out she used to race enduros.. so that explains the latter. Shout outs also to Lewie Landrigan for our 4WD Support over the few days and to Jordan and Andy from Flightcraft for the ripper stills and videos. These guys weren’t scared to get wet or muddy to get the shot and almost make me look like I know what I’m doing. Kudos lads.
KTM and Husqvarna Australia have recalled their current model KTM SX and SX-F, Husqvarna TC, FC and FS, and GASGAS MC supercross and motocross motorcycles over a manufacturing issue that could cause the chan to break.
The official, notice, issued through the Australian Competition and Consumer Commissions saysthat a manufacturing fault could make the motorcycle’s drive chain defective, causing it to break or come loose.
That’s not something you want happening when you are in mid-air!
“If the chain is defective, the motorcycle may experience loss in vehicle control and steering performance,” the notice says.
“This can increase the risk of an accident, causing serious injury or death to the rider and other road users.”
The 239 KTM motorcycles affected are 125SX, 250SX, 250SX-F, 350SX-F and 450SX-F models built between 26 November 2020 and 21 December 2020.
Some 130 Husqvarna TC125, FC250, FC350 and FS450 models produced at the same time are also affected.
And 197 GASGAS MC 125, MC 250F and MC 450F are affected.
The VINs (Vehicle identification number) of affected models are listed at the end of this article.
Owners have been notified by KTM Australia to contact authorised KTM dealers who will replace the drive chain free of charge.
Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.
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Honda, Yamaha, KTM, and Piaggio have all signed a letter of intent to stage a swappable electric battery consortium for EV motorcycles and lighter EV’s.
Together, they will collaborate on batteries that can be swapped amongst each of their EV lineups. This will make it possible to use a universal battery across all models. This initiative will take some time before coming to the streets however the letter of intent is a huge step in the right direction.
From the press release: ‘The aim of the Consortium will, therefore, be to define the standardized technical specifications of the swappable battery system for vehicles belonging to the L-category; mopeds, motorcycles, tricycles and quadricycles. By working closely with interested stakeholders and national, European and international standardization bodies, the founding members of the Consortium will be involved in the creation of international technical standards.’
Honda Managing Officer of Motorcycle Operations Noriake Abe said:
“The worldwide electrification effort to reduce CO2 on a global scale is accelerating, especially in Europe. For the widespread adoption of electric motorcycles, problems such as travel distance and charging times need to be addressed, and swappable batteries are a promising solution. Considering customer convenience, standardization of swappable batteries and wide adoption of battery systems is vital, which is why the four-member manufacturers agreed to form the Consortium. Honda views improving the customers’ usage environment as an area to explore cooperation with other manufacturers while bringing better products and services to customers through competition. Honda will work hard on both fronts to be the ‘chosen’ manufacturer for customer mobility.”
Activity on the new consortium will begin in May 2021, while invitations have been extended to other manufactures to join in on the initiative. Once this initiative is live and available to the consumer, it will mean huge benefits for all EV owners. It will mean less time charging and more time traveling – since you will be able to simply swap your battery and go. This concept isn’t anything new but with major players in manufacturing stepping up means it will be a matter of time before it becomes reality.
With EV motorcycles coming in hot to dominate the industry in a post-COVID utopia, KTM’s CEO has come forth with some more details regarding Husqvarna’s upcoming EV options.
Stefan Pierier, CEO of parent company Pierer Mobility AG, gave us some new information regarding these EV bikes in an interview with Indian auto-magazine Motoring World. The company has big plans with Indian manufacturer Bajaj, so it makes perfect sense that he would find himself spilling the beans on some important information regarding these projects in an Indian publication.
Pierer mentioned that they are currently in cahoots with Bajaj to collaborate on new 4kW and 8/10kW EV motors. The e-Scooter that Husqvarna is planning on bringing to market will most likely use these EV motors as it will also be borrowing it’s chassis from the pre-existing Bajaj Chetak EV scooter.
Pierer also has some important details regarding the upcoming e-Pilen (think electric Vitpilen). He mentioned that the most ideal powerplant for this EV bike would be a 15kW powerpack. His reasoning stems from the recent popularity and surge in sales for sub-900cc motorcycle models. PMAG is currently working on EV equivalents of both 50cc and 125cc bikes as well.
Michael Carusi has created this KTM 500 SX-F derived flat-track monstrosity. It’s awesome.
You don’t typically find flat-track motorcycles being built from highly-capable offroad wheelie machines, but alas, here we are. Michael Carusi took the liberty to combine a plethora of parts from the KTM 450 SX-F and EXC-F 500cc to produce this stunning MX influenced flat-track motorcycle.
The engine is completely custom-built with parts being shared from both of the bikes he sniped parts from meaning this engine is built for speed. Titanium bolts have been fastened throughout the bike and completely replace all pre-existing steel bolts (an ode to the MX legacy), meaning a lighter, more durable motorcycle.
“I’ve created a kind of ‘best of both worlds’ flat tracker. The engine includes a combo of EXC-F and SXF components that we have raced with and tested over the years to make this ‘wishlist’ kind of build.” said Carusi.
The tires have been outfitted with flat track-spec rubber and the exhaust has been modified to be a full titanium custom system to an FMF pipe. Carbon wark is seen throughout the frame inserts, skid plate, chain guide, and exhaust bracket to further save weight.
Although this isn’t your traditional flat-track motorcycle, it’s sure to crank out some insane lap-times at the dirt oval.