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KTM 890 Duke R Review | Motorcycle Test

KTM 890 Duke R Review

Motorcycle Test by Adam Child ‘Chad’; Photography by Joe Dick


$17,495 is the price of admission for the KTM 890 Duke R

Some bikes are outstanding on tight back-roads – in their element between 50 km/h and 160 km/h, dancing from apex to apex, and far away from the boredom of the highway. Over the years I’ve been lucky enough to have ridden some of the best, going back to Aprilia’s two-stroke RS250, Yamaha’s early FZR600 and more recently MV’s F3 675 FC. And now, despite a lack of racy bodywork, the KTM 890 Duke R makes it onto this dream list.

This parallel-twin is a most singular and focused machine even by KTM standards. Clearly, no one at the original design meeting raised their hand to ask about pillion comfort, tank range, or about adding luggage or touring ability. The brief was simple: design a bike to be great through the twisties – and that’s what KTM have done.

Lithe Kiska designed profile with 834 mm seat height

As you’d expect, KTM have not scrimped on the suspension components. Quality WP APEX forks are easy to access and adjust and the WP on the rear is fully adjustable, including high and low-speed compression damping. The ride height has been increased by 15 mm compared to the Duke 790, which the new 890 is based on, giving greater ground clearance and, in theory, sharper handing with a steeper swing-arm angle to reduce rear squat.

Weight has been significantly reduced – just removing the pillion seat and pegs throws 3.3 kg in the bin (the pegs and seat come in a box with the bike should you want to ruin the handing with a pillion). The result is one of the best handling production bikes currently available.

121 horsepower, 99 Nm of torque and 166kg is a fun recipe

Combine a lightweight chassis (166 kg dry), that quality suspension, Brembo radial Stylema brakes normally only associated with ‘top-end’ superbikes, Michelin Power Cup 2 track rubber, then add development rider and former MotoGP star Jerry McWilliams into the mixture, and it’s the perfect storm for an apex eating, lean-happy bike.

On the road you immediately feel this. The set-up is sporty and light yet the 890 is not jarring over bumps and imperfections. Suspension travel is the same as the 790, so this isn’t a solid race bike for the road, instead it has a split personality and is actually quite plush… almost comfortable.

KTM Duke R Suspension
Fully adjustable WP Apex suspension has 140 mm travel up front and 150 m at rear

Yet, when you ride a bumpy section of road at speed, it’s unflappable, unfazed and remains planted. Often a road bike that works on bumpy roads can turn into a wallowing blancmange on a racetrack and, conversely, a firmly sprung track bike with limited travel can become a frightening, tank-slapping mess on really bumpy lanes – but the KTM does it all. From perfectly smooth roads to unnamed motocross-inspired back roads, the KTM is unfazed. Hugely impressive.

KTM could possibly have saved some money on the brakes because the Brembo radial stoppers are incredibly strong, and the faintest of one-finger pressure on the span adjustable lever is enough to bring a halt to proceedings (disc size is up from 300 to 320mm compared to the 790). Pull with any force and the 890 Duke R stops quicker than a cocky flying into your window.

Brembo Stylema four piston, radially mounted calipers, brake disc Ø 320 mm

This is due to a combination of factors: its high quality brakes, excellent forks and incredibly light weight. For extra fun you’ve also got the option to switch into Supermoto mode, which retains ABS at the front but allows the rear to lock up for slides.

Mid-corner the Duke is as festive as an alcoholic in happy hour. The impeccable front end feeling and grip as well as feedback from the great rubber encourage you to lean that little bit more, release the brake earlier and carry the corner speed. Again, the suspension copes with everything you can throw it despite being laid on its side. The handing limitation is your bravery, not the bike, whatever the road.

KTM 890 Duke R

On the exits pick up the throttle early and drive towards another bend. It’s so much fun. It will change direction without effort, the wide bars and almost supermoto stance allow you to attack unfamiliar roads without breaking into a sweat. All my journeys on the KTM took longer than expected as I always took a B-road long cut, then sometimes did a U-turn and had another go.

The 890 Duke R could arguably be a little racy and quick-steering for some, especially new riders. It’s not as soft and user-friendly as, say, a standard Yamaha MT-09, but it would run absolute rings around a stock MT-09. In this class of middleweight nakeds, the KTM is top dog in the handling stakes.

Powering the fun (and endless, immature giggles) is that usable, versatile and smooth 890cc parallel twin. The engine started life in the 790, but was bored and stoked, which now means power is up 16 hp to 119 hp, and torque is up about ten per cent.

890 cc four-stroke, DOHC parallel twin

119 hp may not sound much, but it’s around the same as a 600 supersport machine and, because I’m old, similar to a Suzuki TL1000S, which at the time was an ‘animal’ (and heavier than the KTM). The engine feels very V-twin like. It’s not as vibey as parallel-twins usually are, and there is a charismatic bark to the exhaust.

The fuelling is generally excellent, perhaps a little too snatchy in the optional Track mode, which we had fitted to our test bike. Our test bike was also blessed with the optional Quickshifter+ (an up and down quickshifter, $415.95), which syncs and matches the revs perfectly, feeding through effortlessly smooth, clutchless gear changes.

KTM 890 Duke R

There is more than enough usable torque from low down and through the mid-range, and you certainly don’t need to play with the gearbox in search of power. That said, I couldn’t help myself as the clutchless shifts are so sweet and that exhaust such an Austrian chorus.

The 890 Duke R is deceptively quick on the road, and accelerates rapidly without any hesitation, the rider aids doing there upmost to prevent the light front end from lifting. Yet despite having fun, dancing on the gear lever and enjoying the torque, it’s not intimidating.

When you look down at the speedo you’re not doubling the speed limit and facing jail if you get caught. Unlike larger, more aggressive supernakeds which are ripping your arms out their sockets when the fun kicks in, it’s fun below 160 km/h.

Generous 206 mm of ground clearance is more than some ‘adventure’ bikes yet seat height still reasonable 834 mm

There are a plethora of rider aids keeping both wheels on the road, plus an optional ‘Tech Pack’ for $895.95. The Tech Pack includes a software upgrade which adds a nine-stage spin adjuster for adjustment, ‘Track’ riding mode, the ability to disable the anti-wheelie, launch control, the Quickshifter+ and MSR, a Motor Slip Regulation that prevents rear wheel lock-up on downshifts. Essentially the Tech Pack gives you greater control and finer adjustments over the throttle, slip control, and anti-wheelie, and also, obviously adds the auto-blip down quick-shifter capability.

In standard trim you get cornering ABS and lean sensitive traction control (MTC) that is more advanced than previously. In stock form you are down to a choice of three rider modes: Rain, Street and Sport. I’m in two minds; do you really need the ‘Track Pack’ with advanced riders aids and the ability to be more precise with the rider aids? Probably not.

Adam looks longingly at the 890 Duke R

The KTM’s excellent chassis and natural mechanical grip means any rider aids are questionable in perfect conditions. In the wet I’m sure the sporty Michelin tyres are possibly not the best, but you can simply flick into rain mode provided by the standard package. It all depends on how and where you ride. The Quickshifter+ would be on the shopping list, but if you don’t intend to ride on track or pull wheelies, you don’t need to turn off the anti-wheelie nor refine the slip control. Intriguingly, cruise control is also listed in the accessories for $260.95 although you will also need the switchblock to match which sets you back a further $150.95, showing there is a practical side to the KTM after all.

Ok, it may not be as rounded as the Triumph Street Triple perhaps, but it’s ability to cut it on track or on bumpy back roads translates around town. Again the fuelling is excellent, the gearbox is smooth, and if you want to show off at the traffic lights, you can flick into Supermoto braking. The KTM tears up city traffic like an angry dog with a newspaper, the mirrors are not bad, the ergonomics friendly enough, levers span adjustable, and the clocks are clear.

KTM 890 Duke R

In comparison to the 790, you sit higher up with a seat height of 835 mm and more forward, the lower bars are slightly further away. The pegs are also set back slightly but it’s still comfortable and not too racy. For reference, I’m only 170cm (5ft 7in) and ‘fit’ the KTM; taller and larger riders over six-feet may want a test ride before purchasing.

It’s a shame the 890 doesn’t have the full-colour TFT clocks. In today’s world they’re a little dull, and I’ve never been a fan of the ‘four-block’ KTM switchgear. The more time you spend with the KTM, the more you get accustomed to the switchgear, but it’s not intuitive, still not on par with the competition. On several occasions after stopping, I’d forgotten to deactivate the TC or forgotten which mode I was in. I know from past KTM experience that once you’ve had a few days in the saddle it becomes second nature, but it should be easy straight out of the showroom.

KTM 890 Duke R

I love the look of the KTM 890 Duke R. It’s bold, racy and most definitely a KTM. When you turn up to a bike meeting on a Japanese bike, it can sometimes get lost in the crowd, but not the KTM.

It’s very bold, I can see it appealing to a young ‘Ready to Race’ audience, but does the average naked middle-weight bike owner want something so dramatic. Also, due to its lightness, and like many European bikes, it doesn’t feel quite as solid and robust as a big Japanese bike, even though the components used are the very best.

Instrumentation is legible enough but not the full-colour TFT found on some KTM models

890 Duke R Verdict & Track Impression

Like almost every KTM I’ve ridden in recent years, I’ve come with away with a few niggles, but they are completely overshadowed by the fun factor, handling and how the bike makes you feel. The handing is class leading; on the road a well ridden KTM could give just about any sportsbike a run for its money. It’s like a modern day Aprilia RS250, it’s that good. Yes, it may not be for everyone, but in terms of fun road bikes, it scores 10 out of 10. Any bike that can turn a crap day into one of the best with a twist of the throttle is a winner for me.

What works on the road is amplified on the track, what a brilliant, well balanced controllable track bike. The KTM 890 proves you don’t need 150-200 hp to have fun, I loved every lap. The steering is accurate, pinpoint, you’ll never miss an apex again. There’s a huge amount of ground clearance and feedback mid-corner.

KTM 890 Duke R

On the exit the power is usable, you don’t have to wait to get on the power or rely on the electronics, just drive forward to the next corner. On the brakes it’s superb, you can brake so deep and just allow the forks/tyre to find grip. Yes, on long straights you’ll get smoked by 1000cc Superbikes, but when they are all tired and going home before the last session you’ll still be riding and having fun.

I didn’t want to come back into the pits, it’s not hard work, the 890 Duke R is one of the easiest bikes I’ve ever ridden on track and the lap times weren’t bad. I can’t praise this bike enough – well done KTM.

Only a limited number of KTM 890 Duke Rs initially landed in Australia and the next shipment is landing on our shores about now with dealers already taking pre-orders. If you’re keen to get your hands on one, you might need to talk to your local KTM dealer a little sooner rather than later.  The price of admission is $17,495 + ORC.

KTM 890 Duke R – $17,495 +ORC

2020 KTM 890 Duke R Specifications

Specifications
Engine
Engine Type Two-cylinder, four-stroke, DOHC Parallel twin
Displacement 890 cc
Bore / Stroke 90.7 / 68.8 mm
Power 89 kW (121 hp) @ 9,250 rpm
Torque 99 Nm @ 7,750 rpm
Compression Ratio 13.5:1
Starter / Battery Electric starter / 12V 10 Ah
Transmission Six gears
Fuel System DKK Dell’Orto (throttle body 46 mm)
Control 8 V / DOHC
Lubrication Pressure lubrication with two oil pumps
Engine Oil Motorex, Power Synth SAE 10W-50
Primary Drive 39:75
Final Drive 16:41
Cooling Liquid cooled with water/oil heat exchanger
Clutch Cable operated PASC™ Slipper clutch
Engine Management / Ignition Bosch EMS with RBW
Traction Control MTC (lean angle sensitive, 3-Mode + Track mode optional)
Chassis
Frame CrMo-steel frame using the engine as stressed element, powder coated
Subframe Aluminium, powder coated
Handlebar Aluminium, tapered, Ø 28/22 mm
Front Suspension WP APEX, Ø 43 mm
Rear Suspension WP APEX shock absorber
Suspension Travel Front / Rear 140 / 150mm
Front Brake 2 × Brembo Stylema four piston, radially mounted calipers, brake disc Ø 320 mm
Rear Brake Brembo single piston floating caliper, brake disc Ø 240 mm
Abs Bosch 9.1 MP (incl. Cornering-ABS and super moto mode)
Wheels Front / Rear Cast aluminium wheels 3.50 × 17″; 5.50 × 17″
Tyres Front / Rear 120/70 ZR 17, 180/55 ZR 17
Chain X-Ring 520
Silencer Stainless steel primary and secondary silencer
Steering Head Angle 65.7°
Trail 99.7 mm
Wheel Base 1,482 mm ± 15 mm
Ground Clearance 206 mm
Seat Height 834 mm
Fuel Tank Capacity Approx. 14 liters / 3.5 liters reserve
Dry Weight Approx. 166 kg
Available May 2020
RRP $17,495 +ORC
KTM 890 Duke R
Brembo single-piston caliper and 240 mm rotor at the end of that long swingarm
Seat height is a quite low 834 mm
43 mm WP Apex forks work well and are adjustable
Available now

Source: MCNews.com.au

Riding the Ducati Superleggera V4 at Mugello

Ducati Superleggera V4 Test by Adam Child ‘Chad’
Images Milagro and Ducati

Dry weight is 159 kg, a colossal 16 kg weight saving over the standard V4 Panigale. Peak power is 224 hp in standard road trim, or 234 hp with the supplied race exhaust/kit. The race kit removes road mirrors, number plate etc and drops the weight further to 152.2 kg. Despite its V4 Stradale motor revving to 16,500rpm, and capable of lapping just over two-seconds slower than an Italian Superbike around Mugello, service intervals are at a perfectly normal 12,000 kilometres and it’s a normal homologated road bike.

Desmosedici Stradale 90° V4, lightened, counter-rotating crankshaft. 81 x 48.4 mm bore. 14.0:1 compression

Don’t be misled into thinking this is ‘just’ a Panigale with a race pipe and big wings. No, this is an entirely new bike from the ground up. It is, for starters, the world’s only homologated bike with a carbon chassis (which saves 1.2 kg over the standard bike). Carbon wheels account for another 3.4 kg saving. Even with its homologated power output of 224 hp, that’s enough to give the it record-breaking power to weight ratio of 1.41 hp/kg.

5 split-spoke carbon fibre rear rim 6.00″ x 17″

Let’s chat about the huge bi-plane wings. The exclusive and, I would say, attractive wings are fascinating and directly derived from MotoGP. Back in 2016, there weren’t any restrictions in the size and shape of the wings, which means the GP16, Ducati’s last MotoGP bike before downforce-curbing regs were introduced, had the most effective wings of all time. In fact, the downforce created by the Superleggera is higher than the GP20, a bike that must conform to strict regulations on wing size.

The wings are larger than the current MotoGP bike due to restrictions on their size in MotoGP

At 167 mph the wings are claimed to produce 50 kg of downforce, 20 kg more than the current Panigale with its single wing. At 186 mph that’s up to 61 kg, more weight than Dani Pedrosa in race leather – enough to improve stability and reduce wheelies, therefore allowing better acceleration, braking and corner entry.

At 167mph the wings produce 50kg of downforce, 20kg more than the current Panigale with its single wing

The electronics package is brand-new since simply transferring the electronics from the current Panigale R to the lighter, more powerful, extra downforce Superlegerra wouldn’t work. As you’d expect, it gets the full range of goodies: cornering ABS, slide control, traction control, anti-wheelie, launch control, an up and down quick-shifter, and changeable engine braking strategies. Rider aids can be trimmed and changed to meet personal demands while Ducati has also added three additional new rider modes, simply A, B, and Sport – two are track specific, the third for the road. There’s also a new RaceGP dash mode, for track use only, which shows your lap times, splits, and riders aids. Pre-programmed tracks are already saved, like Mugello, so you can simply work on improving your lap time and splits.

Riding the Superleggera V4

Fully adjustable Ohlins TTX36 unit with GP valve and titanium spring. Carbon fiber single-sided swingarm

Once out of pit lane the clutch is now needless as I fire in a few quick gear-changes towards turn one. The bark between fast gear changes sounds like a gun going off and echoes around the historic grandstand.

It’s over 30-degrees out here and the Pirelli slicks have been scrubbed and then cooking on warmers, so there’s no need to take it steady. Immediately the carbon-chassis of the Superleggera wants to turn, feeling light, accurate, and fast steering. Out of turn five, I’m recalibrating to sheer intensity of the V4’s power and torque, yet only tickling the throttle.

Fully adjustable 43 mm Öhlins NPX25/30 pressurized fork with TiN treatment, billet fork bottoms

This Ducati might have the power of the factory’s WSBK contender, or near as damn it, but it’s usable and smooth. I’m a little rusty from the enforced lay-off due to the plague and braking and accelerating at the wrong points, but the bike is allowing me to do so without a hint of complaint.

165 kW (224 hp) @ 15,250 rpm – 174 kW (234 hp) @ 15.500 rpm with full racing exhaust

On the long straight I tuck in behind the sizable screen, tap the gears, push my arse up against the bump stop and revel in the ride. The liquid smooth Stradale motor loves to rev, while upshifts are almost seamless and incredibly quick. Each flick of the left foot slaps me in the head with another tidal wave of power. Yes, Mugello is over five-kilometres long but has never felt so short or so fast.

116 Nm (85.6 lb-ft) @ 11,750 rpm – 119 Nm (87.7 lb-ft) @ 11.750 rpm with full racing exhaust

I start to gel with bike and circuit but despite getting into the flow and really starting to make the engine shout, the front end remains planted. In my chosen race B riding mode there’s no hint of a wheelie or instability and it feels more like playing an Xbox game.

Mugello is wide and open but still the Superleggera shrinks it to the size of a car park. Now I’m only changing gear when the shift lights illuminate, but in no time at all I’m in fifth gear and tap into top before that notorious blind rise of Mugello. Fast bikes get notably flighty over the crest, some even weave as the suspension extends, but the winged Superleggera is rock-solid and clearly loving those 60-odd kilos of winged downforce.

Ducati Superleggera V4 Review

Then hard on the brakes into turn one and back down the gears. The Brembo Stylema R calipers grab the 330mm discs like a dog holding onto his favourite stick, yet the forks take the strain, and again the stability is faultless. The limiting factor isn’t the brakes but the rider. I don’t know of any other bike that can brake this late and remain so planted.

Hydraulically controlled slipper dry clutch

The wings are clearly adding to this stability, but so is the carbon fire chassis, which now has more flex and feel than before. Everyone knew this Superleggera was going to be fast, after all the figures stand out for themselves, but like the braking, I didn’t expect the handling to be so far ahead of the game.

Ducati Superleggera V
Carbon-fibre frame and swing-arm

I’ve ridden offensively powerful WSBK Ducatis before and even congratulated Chaz Davies on the size of his testicles after sampling his animal Superbike at Imola a few years ago. This Superleggera, however, is incredibly forgiving and easy to ride considering its jaw-dropping power.

As my bravery and confidence improves, I opt to flick to A mode, which delivers full power and torque in the lower gears. To be fair, Mugello isn’t a wheelie-happy track (I only used first gear to leave pit-lane), but in this sharper mode there’s certainly more kick lower down. But again, the front is unflustered, only lifting slightly on the first application of throttle when the wings aren’t really working at low speeds.

330 mm semi-floating discs, radial Brembo Monobloc Stylema R 4-piston calipers with Cornering ABS EVO

Verdict

Yes, it’s priced at $150,000 and Ducati are only making 500 of them. And, regrettably, some will never be ridden, on the road or track. But beyond these negatives I can’t find any faults. This is a genuine superbike for the road, a machine capable of lapping within a few seconds of a top-flight factory race bike and, incredibly, can be ridden on the road. However, I doubt we will ever see one on the road, as it will likely be the poster bike for the next generation, in the same way I had a poster of a Honda NR 750, next to Pamela Anderson.

What number might you end up with…?

So you want to buy one?

I want one, where do a sign? For your $150,000 you don’t just get a motorbike. Oh no, new owners will have access to the ‘SBK Experience’ which allows them to ride the World Superbike Ducati around Mugello. Yes, included in the price, is a few laps of Mugello on Chaz or Scott’s work bike.

And yes the WSBK experience is of course available to Australian owners as well however due to the current COVID environment this experience has been postponed until 2021. The custom made leather suit and helmet are also available to Superleggera V4 owners in Australia.

Furthermore, if you want to splash out further, you can splash out another 50k and get to ride the actual Ducati Desmosedici GP20 MotoGP race machines as used by Petrucci and Dovizioso.

However, this is limited to just 30 applicants and you must be the ‘correct’ size. And if you really, really, really want to spend some money, Ducati is offering colour matching Dainese air-bag leathers, and a carbon-fibre helmet from Arai. If you’re going to cash in your pension, you might as well spend it all. ScoMo is going to have to up the limit for early superannuation withdrawals somewhat!

Ducati Superleggera V4

2020 Ducati Superleggera V4 Specifications

Superleggera V4
Engine
Desmosedici Stradale 90° V4, lightened, counter-rotating crankshaft, 4 Desmodromic timing, 4 valves per cylinder, liquid-cooled
Displacement 998 cc
Bore X stroke 81 x 48.4 mm
Compression ratio 14.0:1
Power (EU homologation) 165 kW (224 hp) @ 15,250 rpm – 174 kW (234 hp) @ 15.500 rpm with full racing exhaust
Torque (EU homologation) 116 Nm (85.6 lb-ft) @ 11,750 rpm – 119 Nm (87.7 lb-ft) @ 11.750 rpm with full racing exhaust
Fuel injection Electronic fuel injection system. Twin injectors per cylinder. Full ride-by-wire elliptical throttle bodies with aerodynamic valves. Variable length intake system
Exhaust 4-2-1-2 system, with 2 catalytic converters and 2 lambda probes
Transmission
Gearbox 6 speed with Ducati Quick Shift (DQS) up/down EVO 2
Primary drive Straight cut gears; Ratio 1.80:1
Ratio 1=38/14 2=36/17 3=33/19 4=32/21 5=30/22 6=30/24
Final drive Regina ORAW2 chain ; Front sprocket 15; Rear sprocket in Ergal 42
Clutch Hydraulically controlled slipper dry clutch
Chassis
Frame Carbon fibre “Front Frame”
Front suspension Fully adjustable 43 mm Öhlins NPX25/30 pressurized fork with TiN treatment, billet fork bottoms, lightweight springs, fully adjustable.
Front wheel 5 split-spoke carbon fibre 3.50″ x 17″
Front tyre Pirelli Diablo Supercorsa SP 120/70 ZR17
Rear Suspension Fully adjustable Ohlins TTX36 unit with GP valve and titanium spring. Carbon fiber single-sided swingarm.
Rear Wheel 5 split-spoke carbon fibre 6.00″ x 17″
Rear tyre Pirelli Diablo Supercorsa SP 200/60 ZR17
Wheel travel (front/rear) 120 mm (4.7 in) – 130 mm (5.1 in)
Front brake 2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema R 4-piston callipers with Cornering ABS EVO
Rear brake 245 mm disc, 2-piston calliper with Cornering ABS EVO
Instrumentation Last generation digital unit with 5″ TFT colour display
Dimensions/Weights
Dry weight 159 kg (350 lb) – 152.2 kg (335.5 lb) with racing kit
Seat height 835 mm (32.9 in)
Wheelbase 1.480 mm (58,3 in)
Rake 24,5°
Front wheel trail 100 mm (3,94 in)
Fuel tank capacity 16 l
Number of seats Single seat
Safety equipment
Riding Modes, Power Modes, Cornering ABS EVO, Ducati Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO,  Auto tyre calibration.
Standard equipment
Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL), GPS module, Lap Timer EVO 2, PIT limiter, Ohlins steering damper, Quick adjustment buttons, Lithium-ion battery, Auto-off indicators, Chassis in carbon fiber, Carbon fiber fairings, Carbon fiber wheels, Carbon fiber mudguardsÙ Biplane wings in carbon fiberÙ High-flow air filterÙ Type approved Akrapovič silencer in titanium.
Additional equipment
Front and rear paddock stands, Battery maintainer, Racing Kit: Akrapovič Titanium racing exhaust. Machined mirror block-off plates, License plate mount removal plug, Swing arm guard, Carbon fibre clutch cover,Ducati Data Analyzer+ (DDA+) with GPS module, Side stand removal kit, Front and rear lights removal kit, Racing fuel tank cap, Brake level protection, Bike cover. 
Ready For Ducati Multimedia System (DMS), Anti-theft
Warranty
Warranty (months) 24 months unlimited mileage
Maintenance (km/months) 12,000 km (7,500 mi) / 12 months
Valve clearance adjustment (km) 24,000 km (15,000 mi)
Standard Euro 4
Fuel Consumption 8 l/100km – 185 g/km Consumption and Emissions (only for countries where Euro 4 standard applies)
Price $150,000 approx.

2020 Ducati Superleggera V4 Images

Source: MCNews.com.au

Triumph Daytona 765 Moto2 Limited Edition Review

Triumph Daytona 765 Moto2 Limited Edition Tested

Motorcycle Review by Adam Child ‘Chad’ – Images by Joe Dick
Triumph Daytona 765 Moto2 Limited Edition

To revel in Triumph’s return to MotoGP as the engine supplier to Moto2, Triumph have produced a limited edition road-going version of their race bike. Ok, sort of, if you you’re not too critical – let me explain.

Its engine proudly carries the same logo and is the same capacity as the Moto2 bikes, but in fact the bike has more in common with Triumph’s super-popular Street Triple RS naked. Top power is 130 PS at 12,250 rpm up from the Street’s 123 PS at 11,700 rpm, thanks to a host of engine tweaks the team has carried over from the Moto2 engine.

Triumph Daytona 765 Moto2 Limited Edition

These include titanium inlet valves, stronger pistons, MotoGP-spec’ DLC coated gudgeon pins, new cam profiles, new intake trumpets, plus modified con rods, intake port, crank and barrels, and an increased compression ratio. Simply put, they have improved the flow, increased compression, and made the engine internals lighter to move faster, which is what they’ve done with the Moto2 engine, all be it more advanced.

All of these improvements allows the triple to sing, revving higher than the Street Triple RS engine by 600 rpm, with the redline now at 13,250 rpm. Peak torque is also up slightly, to 80 Nm from 77 Nm.

Triumph Daytona 765 Moto2 Limited Edition

The chassis isn’t a Moto2 replica because that would be too rigid for the road, and also terrifyingly expensive. Instead, Triumph has fallen back on what they know by adopting the highly-acclaimed 675R Daytona chassis. The ‘R’ chassis was and arguably still is class-leading. In the UK, the chassis has proven its worth, taking three national championships and winning the 2019 Supersport TT with Peter Hickman at the helm.

To bring the chassis package up to date for 2020, Triumph have chosen the very latest Öhlins suspension – NIX30 forks and a TTX36 rear shock – plus the hottest Stylema Brembo radial bakes. Tyres are sticky, track-focused Pirelli Supercorsa SP too.

Latest Öhlins suspension – NIX30 forks and a TTX36 rear shock

So while the Limited Edition may not be an actual Moto2 bike for the road, it has a similar racing DNA and is built by the same team that developed the Moto2 engines. So it is similar-ish.


Riding Triumph’s Daytona 765 Moto2

Shimmering in the English mid-day sun, this bike is number 75 out of the small production run of 765 (plus another 765 for the US and Canada market), identifiable by the meticulously finished top yoke. The ‘official’ Moto2 logo to the right of the ignition is a nice touch, too, while the carbon fibre bodywork grabs your eye as the weave catches the sunlight.

Triumph Daytona 765 Moto2 Limited Edition

The Union Jack livery gets a thumbs up from me, and gold Öhlins fork tops give a racy feel from the cockpit. I like the stealth finish but, if I were to find fault, the switchgear is merely stolen from other Triumph models, and the number plate holder needs to be carbon, and not look like an afterthought.

Turn the key and the new colour instrument console comes alive with a pleasing graphical ‘Moto2’ start-up screen, before leading you into a familiar Triumph dash, now with five rider-mode options – Rain, Road, Rider Configurable, Sport and Track – all of which adjust the throttle map, traction control settings and ABS settings to the conditions and the way you ride. There’s also an up-and-down quick-shifter with auto-blipper.

Triumph Daytona 765 Moto2 Limited Edition

The rider modes are not lean-sensitive, as there is no IMU, which means standard ABS braking and not corning ABS. Same with the traction control, which is not lean-sensitive, but can be switched off.

Mode selected, a quick dab of the starter button and the British triple barks to life through its titanium Arrow end can. I adore the roar and bark of a Triumph triple, and the new Daytona is one of the best sounding bikes in the Hinckley factory’s fleet. It sounds so sweet and charismatic, but not annoyingly loud, so sneaking out for an early morning ride without waking up the family shouldn’t be a problem.

Triumph Daytona 765 Moto2 Limited Edition

Within just a few miles, I feel at home. I rated the old Daytona, and thankfully Triumph hasn’t moved too far away from a proven formula. The fuelling at low speed is near-on flawless, the gears shift effortlessly, the quick-shifter and auto-blipper work perfectly. Around town, at slow engine speeds, the power is slick and there’s enough torque to let it burble along a gear too high. I don’t even need to slip the clutch away from the lights… Yes, for a Moto2-inspired rocket, it works in the real world too.

The chassis and Öhlins set up is, unexpectedly, soft and plush, with speed humps and road imperfections easy on spine and wrists. Yes, the physical dimensions are on the small side; I’m only 5ft 7in (170 cm) and I make the bike appear ‘normal’. If you’re over six feet tall or opposed to exercise, then you might find the Daytona too cramped.

Triumph Daytona 765 Moto2 Limited Edition

But let’s forget about practicalities. Let’s tuck in behind that bubble and make this triple rev! Now we’re talking, this is what the bike was designed to do. Out in the lanes, dancing up and down on the quick-shifter, tucked in behind the screen, knee slider occasionally touching down on sun-drenched British roads… Hell yeah, this is brilliant. I’m in motorcycle paradise and this is why mid-size sportsbikes are so good.

Triumph Daytona 765 Moto2 Limited Edition

The triple delivers more than enough mid-range torque to swiftly accelerate past slow-moving traffic; you only need to tap back one gear for a sharp overtake. But who wants brisk? That is like going to the pub and drinking tea. I want fun, which is why I opt to make the engine scream for sheer enjoyment.

Revving hard, into second gear, third and fourth – getting close to the redline, having ridiculous fun while still feeling in control. You’d never ride an unfamiliar B-road hard on a 1000cc production bike unless your name was Michael Dunlop, but you can on the Moto2 Daytona.

Triumph Daytona 765 Moto2 Limited Edition

Make no mistake, it’s a super-quick bike but anything but terrifying, and a quick brush of the radial Brembo stoppers quickly brings the pace down to legal speeds should you spot the boys in blue in those small mirrors.

The lightweight chassis handles with everything I throw at it, from painfully bumpy unclassified roads taken at speed to humpbacked bridges that launch the Daytona into the unknown. Again, like the engine, the suspension is there to be used and conveys perfectly to the rider what’s happening.

Triumph Daytona 765 Moto2 Limited Edition

The feel is excellent, the ride is plush, bordering on soft when pushed hard, but that might be down to my weight and aggressive riding. The rear sits down more than expected when exiting slow corners hard on the power, and the manually adjustable suspension will need a tweak to reduce the laden sag a little before a trackday.

Generally, the set-up is forgiving and extremely stable for a short-wheelbase bike that allows you to ride with such certainty on unseen roads. The Daytona is accurate and easy to steer, lets you attack corners with confidence, and gives immense grip from its sticky Pirelli rubber. It flicks between turns with simplicity, lets you carve up the lanes like an expert, and rolls over its 180 section rear effortlessly. The chassis flatters the rider, it’s that simple.

Triumph Daytona 765 Moto2 Limited Edition

The Stylema Brembo stoppers are powerful, it only takes one or two fingers on the span and ratio-adjustable lever to bring the dangerous-riding competition to a close. The ABS is a little intrusive when you brake hard over imperfections. The lack of cornering ABS was never an issue, in fact, I spent most of the ride with the traction control deactivated to make the most of the Dayton’s other trick – wheelies – which it does with blasé ease.

Triumph Daytona 765 Moto2 Limited Edition

The old 675 Daytona loved a long and precise wheelie and, now with more torque, the new Daytona is more willing to loft the front wheel in the first few gears than ever.

Triumph Daytona 765 Moto2 Limited Edition

Our test was conducted in the perfect weather and dry, warm roads. In fact, it was almost too hot at times, which is why the traction control was deactivated for most of the ride. With a manageable 130 PS, perfect fuelling and feel from the sticky 180 rear Pirelli, I’d argue whether TC is even needed. However, in the colder, darker months I’ll certainly flick into rain mode, which reduces the power and adds more TC.

The Daytona isn’t going to be for everyone, and as a supersport fan I might be a tad influenced. Yes, it is on the small side, while around town it will become a pain to live with. The mirrors aren’t the best, the switchgear is like jumping into a Ferrari and finding it has Fiat switchgear. There’s no room for a pillion, and we’ve not even mentioned the price.

Triumph Daytona 765 Moto2 Limited Edition

Australians will pay $26,990 plus on-road costs (in the UK for comparison it’s nearly £16,000), which is a lot to ask when compared to Triumph’s own Street Triple RS from $19,800 ride-away – and that is a bloody good bike. With the initial 25 models selling out almost instantly, Triumph Motorcycles Australia also secured a further 25 of the US/Canada Moto2 Daytonas, meaning there are a couple of these bikes still left to be snapped up and in stock at specific dealers ready to roll.

If we look across the market Kawasaki’s ZX-10R is cheaper, as is Ducati’s stunning Panigale V2, with both available for around $23k ride-away. Ouch. But, in the Daytona’s defence, it is a very tasty limited edition model, it’s good on fuel, has a decent tank range and is comfortable at speed while the ride is plush enough to commute on the motorway. And who wants to take a pillion, anyway? They only upset the handling; get them to take the bus (and blame it on social distancing).

Triumph Daytona 765 Moto2 Limited Edition

Daytona Moto2 Verdict

This is a special motorcycle, one dripping in carbon fibre and quality components with the cache of being a road-legal, limited edition Moto2 replica. I enjoyed thrashing Triumph’s Daytona, almost the perfect summer sportsbike for the road, and in that context it’s hard to fault.

How do you put a value on amusement? It does feel unique and it is fun to ride. On some trackdays you might crave for more power, but everywhere else in the world, this beautifully built bike is more than enough. But please Triumph, can we have a non-carbon version with a slightly lower spec that brings it in at just a few bucks more than the Street RS?

Triumph Daytona 765 Moto2 Limited Edition

Triumph Daytona 765 Moto2 Limited Edition

Technical Specifications
Engine Type Liquid-cooled, 12 valve, DOHC, in-line three-cylinder
Capacity 765 cc
Bore Stroke 78 x 53.38
Compression 12.9:1
Max Power 95.6kW (130 PS) at 12,250 rpm
Max Torque 80 Nm at 9,750 rpm
System Multi-point sequential electronic fuel injection with SAI. Electronic throttle control.
Exhaust Stainless steel three-into-one exhaust system. Stainless steel underbody primary silencer. Arrow titanium secondary silencer.
Final Drive Chain
Clutch Wet Multi Plate
Gearbox Six-speed with Triumph Shift Assist
Frame Front – Aluminium beam twin spar. Rear – 2 piece high pressure die cast
Swingarm Twin-sided, cast aluminium alloy
Front Wheel Cast aluminium alloy 5-spoke 17 x 3.5 in
Rear Wheel Cast aluminium alloy 5-spoke 17 x 5.5 in
Front Tyre 120/70 ZR17, Pirelli Rosso Corsa 2
Rear Tyre 180/55 ZR17, Pirelli Rosso Corsa 2
Front Suspension Öhlins 43 mm upside down NIX30 forks with adjustable preload, rebound and compression damping
Rear Suspension Öhlins TTX36 twin tube monoshock with piggy back reservoir, adjustable, rebound and compression damping
Front Brake Brembo Stylema four-piston radial mono-block calipers, Twin 310 mm floating discs, switchable ABS 
Rear Brake Brembo single piston calliper, Single 220 mm disc, switchable ABS
Width Handlebars 718 mm
Height Without Mirrors 1105 mm
Seat Height 822 mm
Wheelbase 1379 mm
Rake 23.2°
Trail 91.1 mm
Weight 165 kg (dry)
Tank Capacity 17.4L
Fuel Consumption  5.9L/100km (measured) 48mpg (5.2l/100km claim)
RRP $26,990 +ORC
One more wheelie for good measure to sign off with!

Source: MCNews.com.au

2019 Yamaha Tracer 900 GT Review | Motorcycle Tests

Tracer 900 GT Test By Wayne Vickers


What is a ‘sports tourer’ these days anyway? Is it still something that bridges the gap between full-on sports-bikes and long haul pillion-friendly tourers? At a time when said full on race-replica sports bikes are becoming a bit less relevant to a lot of road riders, you’d be forgiven for thinking that this category could be where a lot of the attention and demand is diverted towards.

Yamaha MT Tracer GT Review
Yamaha’s sports-touring Tracer 900 GT

I mean they make more sense right? Something that can commute comfortably, handle real world roads and potholes without breaking a sweat, take a weekend trip with the missus on the back and still hold its own against the average scratcher up your favourite set of twistys. So if that’s the brief, how does the Tracer 900 GT deliver?

First impressions when you sit on board are that it’s really quite an upright seating position, nice and slim between your knees too. The seat is firm, but not too hard, and it feels angled slightly forward, positioning the rider close to the tank.

Yamaha Tracer 900 GT
Yamaha Tracer 900 GT controls

Steering and controls are impressively light (especially the superb action of the slipper clutch), and when on the move you are first struck by how nimble it feels. It’s almost dirt-bike like in its agility and feel. Plenty of steering lock too.

This is a bike that revels amongst traffic. Sure the bars are fairly wide, but not overly, so it’s a breeze to filter between lines of traffic on. And when you take the admittedly quite nice panniers off its an even slimmer profile..

There’s ample weather protection without it being over the top. Plenty to tuck in behind if you’re really getting belted down upon (which I did more than once this Melbourne Winter), but more often than not you’re comfortable sitting up – its almost an adventure bike riding position – fairly well protected from the wind and any light rain by the nice high screen.

Yamaha MT Tracer GT Review
A generous front screen and fairing setup offers good wind protection on the Tracer 900 GT

The front cowl does a nice job of keeping the weather off your legs and the heated grips (my single favourite discovery in the past five years), work a treat. I’m not a massive fan of the scroll wheel controller on the right cluster that you need to use to turn them on, and then cycle through the three settings, but it works.

I’m just philosophically against having those type of controls, the ones that you do use when on the move, on your throttle hand side. Just for further clarity, the scroll wheel also cycles through your displays on the dash, changing from trip meter to temp etc, so to adjust the heated grip settings if you have it showing trip meter (which I assume most riders would), you need to do the following:

  1. Scroll twice to get it to heated grip selection,
  2. Push the scroll wheel in to select it,
  3. Scroll through the settings to find the one you want,
  4. Push again to lock it in,
  5. Scroll back the other way twice to get the trip meter back on the display…
Yamaha MT Tracer GT Review
Right switchblock controls on the Tracer 900 GT with scroll wheel controller and colour TFT display

All with your right thumb, slightly further than you can comfortably reach without shifting your throttle hand. It’s not ideal. Given that you can’t change ride modes or Traction Control (TC) settings on the move (those controls are on the left cluster), I don’t see why those sets of controls aren’t just swapped so the ones you can change on the move are on the left cluster.

Other electronics work fine (including the cruise control), I reckon most riders will stick with the ‘STD’ map and traction control set to 1, they’re fine – the others are the buzzkill modes. My only other niggle here is that I reckon the TFT screen is a bit on the small side.

Maybe my eyes aren’t what they used to be (I mean I’m not that old..), but my instant reaction when I first turned it on was to squint. Those minor niggles aside – it’s comfy, nimble and offers good weather protection. That’s a tick from an all year commuter point of view.

Yamaha MT Tracer GT Review
Fully adjustable forks in gold are part of the 900 GT package

Suspension wise its ever so slightly on the firm side without being harsh. I reckon it’s on point. Along with the colour coded side panniers mentioned earlier, the GT also gets fully-adjustable upside-down KYB forks. The rear shock is adjustable for rebound damping and the preload is remotely adjustable. Both ends work a treat with good feedback, while being more than capable of soaking up the everyday ordinariness that we’re served up as roads. Surface changes? Patches? Potholes? No drama. I reckon it would be more than up to remaining enjoyable even with a pillion and luggage.

The pillion is well catered for with sturdy grab rails and a seat that’s not towering above the rider – and those panniers are easy to get on and off from their mounts and offer a generous amount of space inside (22 litres each apparently). Plenty of space for an overnight trip for instance. I was getting 300km from a tank in cruise mode, a bit less when getting up it. It would be a very easy thing to clock up a couple of tanks on in a day.

Yamaha MT Tracer GT Review
A generous rider and pillion seat ensure comfort on the Tracer 900 GT with grab rails and panniers

And there’s plenty of power to handle two-up, fully-loaded pannier duties. I’m a big fan of the MT-09 triple and gearbox. The same drive-line that provided the shove for the somewhat unusual Niken I tested earlier this year, shines even moreso in the Tracer (where its pushing along a lot less bulk). It’s a gem.

Apparently its slightly more civilised than the original incarnation, but still offers plenty of character and ample grunt. It’s smooth from the bottom and just builds into a nice growl on the way through to its 11,500 redline. The bike punts out about 115 ponies at 10 grand, but peak torque arrives at just after 8.

I didn’t find myself often past peak torque to be honest as the mid-range is where it’s at with this one. The six-speed box’s quickshifter is basically flawless too. I found myself clutching past neutral and when changing at low revs just to smooth things out – probably more from habit than necessity – but once past a few thousand revs I didn’t bother with the clutch as its smoother than a smooth thing.

Yamaha MT Tracer GT Review
A quickshifter is standard fitment on the Tracer 900 GT with the triple-cylinder engine and six-speed gearbox worthy of note

Doesn’t matter if you’re shifting at full or part throttle it just does its business. Brilliant. Still pretty happy to lift the front for some hijinx too… Love it. Could do with a bit more bark from the snug exhaust to my ears, but I like ‘em a bit loud.

The ABS stoppers work just fine and feel about the right spec for the overall package, they have a solid initial bite and more than enough power, while the lever offers plenty of feel and feedback. No problems there at all.

So all in all the ‘real world roads’ and ‘pillion duties’ boxes get ticks as well.

So what’s it like to punt along at pace? It’s a surprisingly good thing actually. Initially the seat felt a bit unusual with its forward slant – but it only took half-a-dozen corners on the Deans Marsh – Lorne run, I was starting to get along with it pretty well.

Yamaha MT Tracer GT Review
Performance is admirable with scratching potential in the right conditions

Even though the roads were still a little damp and there was quite a bit of bark around, I was punting along at a reasonable pace in no time. Certainly not limited by the bike. I did find that when I put the balls of my feet up onto the pegs then the heels of my boots would hit the pillion peg mounts. That was a bit off-putting, but it didn’t actually really get in the way. I wear a size 9 A-Stars Toucan for what it’s worth (great boots btw).

The suspension gave me enough confidence to explore the limits to what I dared on the not so grippy surface. We didn’t get to peg down territory in the damp but probably wouldn’t have been far from it in the sections that were fully dry.

With even better rubber and a warm grippy road I reckon you could frighten a few sports bike riders. The suspension is up to it, without being proper top shelf stuff. I’d say all in all it strikes a pretty good balance between a surprisingly comfortable tourer and a decent scratching proposition. So the ‘sports’ part of the equation also gets a tick.

Yamaha MT Tracer GT Review
The Tracer 900 GT delivers as an ideal blend of sports and touring performance for an all-rounder

I really do like the Tracer GT as an all-rounder. It’s quite a capable thing. It looks pretty decent to my eye too. I had plenty of positive comments from Joe public and riders alike when taking the pics. Great engine, great chassis and decent suspension. It is reasonably priced at just over 20k ride away, no more to pay, complete with panniers and the improved suspension over the base Tracer. It’s certainly a worthy option. A louder can and sportier rubber would liven it up even further.

Last thought is that I also can’t help but imagine what this bike might be like with another inch or more of travel, spoked rims with a full size front, and a redesigned exhaust for some more ground clearance. It feels quite like an F 850 GS at times with an even better engine, so much so that it couldn’t be that hard to turn it into a ripping mid-size adventure bike.. And that’s high praise as I rate the GS highly.

Yamaha MT Tracer GT Review
I do wonder how the Tracer 900 would convert into an adventure machine…

I’d wager the triple could have even more character than the soon to be released little Tenere, but I’ll have to wait to see if I get to throw a leg over one to know for sure. Is there room in their lin-eup for two adventure platforms? Probably not. Pity. Wonder if someone with some time on their hands might do a custom using Tenere bits.. If you do, let me know – I’d like to check it out 🙂


Why I like it:

  • Sports-tourer with an almost adventure bike upright riding position
  • That MT-09 triple donk and box remains a ripper
  • Super nimble steering amongst traffic
  • Strikes a good mix between scratcher and mile eater

I’d like it more if:

  • The scroll wheel controller is a bit awkward and the TFT dash could be bigger
  • A little more footroom from the pillion peg mounts would be nice
  • Another 50-kays range wouldn’t hurt
  • More growls from the exhaust please Yamaha-san

Yamaha Tracer GT
Yamaha Tracer 900 GT
YAMAHA TRACER 900GT (MT-09TRGT)

YAMAHA TRACER 900 GT

Specifications
Engine Type L-cooled, 4-stroke, DOHC, 4-valve, 3-cylinder
Displacement 847 cc
Bore x Stroke  78 x 59.1 mm
Compression Ratio 11.5 : 1
Lubrication System  Wet Sump
Fuel Management Fuel Injection
Ignition TCI
Starter System  Electric
Fuel Tank Capacity 18 L
Final Transmission Chain
Transmission Constant mesh 6-speed
Frame Type Diamond
Suspension F  Telescopic forks, 137mm travel
Suspension R Swingarm (link suspension), 142 mm travel
Brakes Front Hydraulic dual discs, 298 mm
Brakes Rear Hydraulic single disc, 245 mm
Tyres Front 120/70ZR17 M/C (58W) Tubeless
Tyres Rear 180/55ZR17 M/C (73W) Tubeless
Length 2160 mm
Width 850 mm
Height 1375 / 1430
Seat Height 850 mm / 865 mm
Wheelbase 1500 mm
Ground Clearance 135 mm
Wet Weight 227 Kg
Price $20,349 Ride Away no more to pay

Source: MCNews.com.au