KTM ANNOUNCES DETAILS ON RC 390 CUP RACEBIKE

Two months ago, the newly created MotoAmerica series and KTM North America announced the addition of the KTM RC Cup Series to select rounds of the 2015 MotoAmerica race schedule. Now, KTM has come forward with additional information on the class and the racebike. Are you or someone you know 14-22 years old and hungry for some competition? If so, now might be a better time than ever to visit a participating KTM dealership and throw some money down—$9,999 to be exact.

More info from KTM's press release, below:

Murrieta, CA - KTM Motorsports is excited to announce important details about the race competition KTM RC 390 Cup Racebike that will be available for purchase for participants of the 2015 RC Cup Series, a five-round series in conjunction with the 2015 MotoAmerica Racing Series.

The highly-anticipated RC Cup Series will allow riders between the ages of 14-22 years old holding an AMA Superstock Limited license to participate. All riders must race aboard 2015 KTM RC 390 Cup Racebikes. These motorcycles are designed as racing competition bikes (not street-legal) and have been prepared by KTM with over 40 PowerParts and other enhancements to increase racing performance. Some of the new features include:

• Fully adjustable WP Racing Fork
• Fully adjustable WP Racing Rear Shock with high/low speed compression and rebound damping, adjustable preload and adjustable shock length
• Titanium Akrapovic Exhaust
• Racing Windshield, Tail Fairing and Belly Pan
• RC8 R-style Throttle Assembly
• CNC-machined Racing Foldable Levers
• CNC-machined Racing Rear Sets

Each RC Cup Racebike has been dyno-tested and tuned to 38 hp. To maintain competitive parity, the engine is sealed and may only be serviced by KTM's trackside partner HMC Racing. Modified street-legal RC 390's will not qualify for participation in the MotoAmerica KTM RC Cup Series but will be allowed in regional racing.

KTM's partnership with HMC Racing will add a benefit to all riders during the racing weekend, as HMC will provide the following services to race participants:

• KTM HMC semi-truck will be present at each event to provide a relaxing hospitality area for participants
• The KTM HMC technicians will provide technical assistance and have parts available for purchase if needed as part of the trackside service program
• KTM HMC technicians will provide a motorcycle safety check on motorcycles prior to the race and will help MotoAmerica regulate the validity of all race units to maintain motorcycle parity throughout the race series
• Professional KTM HMC SuperBike racer, Chris Fillmore, will attend each event and offer guidance to each young participant

KTM will offer a contingency platform for the top five in each race, with the following payout structure:

1st - $500.00
2nd - $400.00
3rd - $300.00
4th - $200.00
5th - $100.00

The RC Cup Racebike will be priced at $9,999 (USD) MSRP and bikes will be available in limited quantities for pre-order from January 19th to February 15th and will be delivered to dealers in mid-April. To request a KTM RC Cup Racebike, a rider will need to visit a participating KTM dealership, provide a refundable $1,000 deposit and provide a copy of their AMA Road Racing Superstock Limited license or license application. RC Cup Racebikes will be available on a first come, first serve basis with limited availability.

KTM Launches New Series of Finance

KTM has launched a series of new finance offers on 2015 models which include £99 deposit and 0% interest deals on bikes from the Duke 125 up to the 1190 Adventure models.

The Austrian firm has a wide range of new finance offers of which some are extensions of existing deals but the range of bikes covered is now bigger than ever as KTM attempts to build on the success of more than 100,000 bikes built in 2014.

KTM states: “Models included in the promotion feature the full range of Dukes. The 125 Duke is a real KTM equipped with the technical DNA of a grown-up sports bike. A fully-fledged motorcycle with a 125cc engine that brings a grin to the face of every rider is what helped it to become the biggest selling bike of its class in Europe and it’s the only 125cc bike to come equipped with ABS as standard. The 390 Duke proved itself as a fantastically light-weight all-rounder when it was launched in 2013, which delivers a dynamic and superbly fuel-efficient ride, with a proven 78mpg in independent tests.

“For those who want extra performance in their life, the 44hp RC 390 will fit the bill perfectly and is A2 licence ready.

“KTM’s V-twin-engined machines are also included in the promotion powered by KTM Finance, with the 1190 Adventure and 1190 Adventure R available with payment terms ranging from 24 to 48 months. The Adventures are fitted with arguably the latest development in motorcycle safety; the world’s first cornering ABS system, which is part of KTM’s Motorcycle Stability Control (MSC)."

All new KTM Street models benefit from a two-year unlimited mileage warranty and a free mobility guarantee from the RAC.

Details: www.ktm.co.uk

Spied: KTM Dukes Get Overhaul

Spy shots have emerged that suggest KTM’s excellent naked Duke range is under further development, presumably to refresh the 2016 model range.

KTM 125

The 125, 200 and 390 Dukes have been tricking into the marketplace since the 125’s launch in 2011. We don’t get the 200 in the UK, but the 125 and 390 have been strong performers for team orange.

The engines give them away as being the 125/200 and the 390, and there’s no obvious sign that the firm has made changes to either mill.

The obvious area under development is the rear subframe, which is new in both instances, and – at this stage – is a bolt-on affair, whereas the current bikes’ is welded in place. This may be to make the bikes more crash resistant for learners, or could simply be for prototyping.

KTM 390

The rear number plate hangers and positioning of the rear indicators is also revised, while the only other visible changes of note are revised rider rearsets, and a large side-mounted exhaust on the 390 test mule. It’s unclear why the 390 would move away from the underbelly exhaust, unless it’s to help distinguish it as the bigger bike, or it may be for exhaust or noise emission reasons.

KTM told MCN: “It’s difficult to comment on the image of the Duke other than as a current model, the model will be seen undergoing common durability testing, as is the norm.”

We’d expect to see any revisions unveiled at the 2015 EICMA show in Milan, making these 2016 models.

JUST ANNOUNCED: 2015 KTM 250 SX-F AND 450 SX-F FACTORY EDITION

A 250 joins KTM’s Factory Edition fleet, which is significantly improved for 2015.

KTM just took the wraps off two new Factory Edition race motorcycles for 2015. While the KTM 450 SX-F is now entering its fourth year, it, along with the new 250 SX-F (which is making its debut for 2015), represents what KTM is calling “a whole new generation SX model motorcycle.”

What does this mean? Well, KTM says both of these 2015 motocrossers have been developed with weight reduction in mind, and improved mass centralization is designed to help on-track performance. Both engines are designed to be lighter, more compact, and powerful, with cases reshaped for the more centralized rotating mass of the crankshaft and clutch. This, says KTM, helps reduces the overall length of both powerplants.

In addition to re-worked Keihin engine management with a 44mm throttle body, both engines have new cylinder heads with revised valve trains. The combustion chambers are new, as are the ports, which are shaped for better performance. What’s more, both of the new Factory Edition KTMs have electronic launch control and five-speed transmissions said to provide “precise and easy” shifting.

As for the SX-F chassis, it too has been substantially reworked. The chrome-moly frame is lighter, and KTM says it provides improved handling thanks in part to better energy absorption. The subframe and swingarm are lighter, too, while the motocross suspension—with a WP 4CS fork and new WP shock—has damping tuned specifically for the lighter chassis. KTM, of note, says the 250 SX-F is 7 lb. lighter than a standard 250 SX, while the 450 SX-F is a substantial 10 lb. lighter than before.

As you’d expect, KTM’s Factory Edition models are very well equipped. In addition to limited-edition Red Bull KTM graphics, these new bikes wear a Selle Dalla Valle Factory Race Team seat, orange-anodized rubber mounted triple clamps, lightweight Galfer Wave rotors, CNC-machined hubs, and high-end Excel rims fitted with Dunlop Geomax MX32 tires. There is also a fork-mounted start device, plus an engine-map select switch and an hour meter.

Pricing for the new 2015 KTM 250 SX-F Factory Edition starts at $9,299; 2015 KTM 450 SX-F Factory Edition comes in just a little higher, at $10,199.

2014 KTM 1290 SUPER DUKE R Road Test and Review

KTM’s 1290 Super Duke R takes the performance naked-bike experience to a whole new level

Austrian manufacturer KTM has been making some impressive strides the past few years. Its off-road catalog has been carving out an ever-larger share of that market, and the orange-liveried motorcycles are now viewed as equals (and in some cases superior) to the more established brands. And its 250cc single-cylinder powerplant has forced Honda to work overtime in order stem the onslaught of KTM-engined dominance in the Moto3 class in MotoGP.

But its on-road lineup hasn’t been exactly sleeping either. After coming away impressed with the nimble and feedback-rich handling of its RC8 R supersport machine last year, we were anxious to see what KTM would come up with after hearing it was developing a naked streetfighter-style machine that would lay waste to anything in its path. And the initial reviews certainly didn’t disappoint.

We had Roland Brown cover the specifics of the new KTM 1290 Super Duke R in his first ride story in our March issue (“The Beast”), and needless to say, we were chomping at the bit to get our hands on one after reading his brief experience with the bike. So when KTM North America called and said it was stopping by with our test unit, the Sport Rider staff was already fighting to see who would get the key first.

 Duty and the Beast

For an engine that pumps out a very impressive 152.3 rear-wheel horsepower at 9,200 rpm and 93 foot-pounds of torque at 8,300 rpm (including an astounding 80 foot-pounds at 4,000 rpm, almost as much as the RC8 R at its 6,800-rpm peak), the KTM’s 1,301cc, 75-degree V-twin is surprisingly docile when not ridden in anger. The Super Duke can be ridden away with little warm-up in cold mornings and not suffer the coughing/sputtering that afflicts some other big-displacement sporting V-twins. Clutch engagement is smooth, and effort is light (assisted by the two-way ramped clutch that not only acts like a slipper clutch during downshifts but also uses engine torque to increase clutch plate pressure under power), with none of the snatchy action of other similar power-assist clutch assemblies.

Overall ergos are some of the best we’ve encountered on a naked bike, with a nicely padded saddle that isn’t too narrow or slanted leading up top to a tapered aluminum handlebar that is set at an optimum height for sport riding; just high and wide enough for comfort and control without turning you into an aerodynamic barn door. Down below, there’s plenty of legroom for 6-footers, yet ground clearance is abundant with no major hard parts dragging when aggression levels start going up. We had no real issues with longer stints on the new Super Duke, which is a good thing considering it sips fuel to the tune of a 40-mpg average, consistently allowing us about 180 miles per tankful.

Speaking of mileage, the KTM’s secondary LCD info panel to the left of the analog tach/ primary LCD panel provides a plethora of selectable data, one of which is miles left on remaining fuel (even though the primary display has a fuel gauge). We thought this was a nice idea until we noticed that the mileage counter jumps in increments of 10—not a good feeling to suddenly go from 20 miles remaining to just 10 while searching for a gas station.

Naturally, like most big-bore V-twins, the Super Duke R is geared very tall, and the engine is loafing along at 4,000 rpm at an indicated 80 mph in sixth gear (though the speedometer is very optimistic at those speeds). Interestingly, the vibration from its 75-degree V-twin with counterbalancer is much more subdued than prior Super Duke generations, despite the R’s significantly larger displacement. This keeps the view from the adequately sized and positioned mirrors from getting fuzzed out, which allows you to better identify what’s behind you—another good thing considering your driver’s license will be at constant risk on this bike.

Simply put, it doesn’t matter how tall the stock gearing is on the Super Duke. The KTM has so much torque from literally just off idle that it will lift the front wheel and carry it from a dead stop simply by sliding out the clutch with a moderate amount of throttle. Even thinking about full throttle in the first three gears results in law-enforcement-frowning wheelstands without any provocation (provided you have the traction control turned off…more on that in a minute). Those of you out there attending Hooligans Anonymous classes would do well to steer clear of the Super Duke R at all costs.

Don’t assume the KTM is all low-end and midrange with nothing on top, though. Nor is it some slow-revving tractor engine. The Super Duke R’s V-twin powerplant zips through its rpm range in the same voracious manner in which it inhales lengths of pavement, pulling with a ferocity that continues unabated until just before the rev limiter kicks in at 10,000 rpm. Paying attention to the tach or the adjustable shift light on the dash is paramount to avoid upsetting the acceleration party.

With such monstrous power and acceleration, you’d think the KTM would be an abrupt handful coming off closed throttle, but the Austrian engineers have done a superb job of taking the edge off the Super Duke R’s jump to light speed without overly neutering the initial launch. There are three ride modes available—Rain, Street, and Sport—yet even the Sport mode’s throttle response is smooth while offering up more power at smaller throttle settings than Street mode, which requires a tad more throttle twist for the same power until around one-third throttle, where both modes then offer identical performance. Rain mode smooths out throttle response even more while capping peak power to 100 hp, but it works well in the wet.

 The KTM’s MTC traction control system utilizes lean angle sensors to help determine the proper amount of wheel slippage while accelerating, with each riding mode offering progressively less tire spin; Sport mode lets you hang the rear end out a bit, while Street keeps the rear tire more or less in line, and Rain mode intervenes immediately to prevent any rear slip whatsoever. Because the system works the throttle plates instead of ignition or fuel, intervention is very transparent, and most power slides are smooth and controlled.

The MTC also keeps wheelies in check (especially in both Street and Rain mode), but it isn’t as obtrusive in Sport mode as some other traction control systems we’ve tried. If you try to snap a wheelie, then it will intervene aggressively to get the front end down; but if you simply accelerate hard, the MTC allows the front tire to get a few inches off the ground and holds it there. Combined with the generous amount of rear tire slip allowed in Sport mode, acceleration is maximized compared to what would normally be possible with an average rider with the MTC turned off (which is easily accomplished with the engine on and the bike at a stop; the system defaults back to MTC on every time you start it, so the engine must be running).

Even with all that power on tap, the Super Duke R’s chrome-moly tubular space-frame with aluminum single-sided swingarm is more than up to the task of harnessing it. Overall handling is agile despite the KTM’s 58.4-inch wheelbase—the wide handlebar surely helps here—with none of the twitchiness we’ve experienced with some other high-power naked bikes (though the steering damper obviously plays a role). Chassis feel at all lean angles is excellent, aided by the Euro-spec Dunlop SportSmart2 tires (no relation to the US-spec Dunlop Sportmax Roadsmart II or Q3) that provide good grip with decent bump absorption and wear characteristics. We even took the Super Duke R out to the racetrack during last issue’s Honda CBR-SP test, and it handled that environment with ease, with the suspension and brakes proving more than capable in that setting.

The WP suspension front and rear perform admirably whether on the street or track, handling everything in stride no matter the pace. We liked the high- and low-speed compression damping adjustability of the rear shock, which helps make up for the lack of a progressive suspension linkage and provided good compliance along with soaking up the big hits at higher speeds. While we appreciated the tool-less rebound and compressiondamping knobs on the 48mm inverted fork, we were a little disappointed at the lack of spring preload adjustment.

Bleeding off the speed generated by the engine and chassis is ably handled by radialmount Brembo M50 four-piston calipers biting on 320mm discs with the latest Bosch 9M+ two-channel ABS. The antilock system threshold is determined by which riding mode you are using; Rain mode prevents any lockup whatsoever, while Street allows some limited slip before it activates, and Sport permits limited slip with a little more delay before it cuts the party for maximum stopping power. We found the Sport mode to work the best for most street and canyon situations with good feel and power up to the point of intervention, though we obtained best results on the track with the ABS turned off (which is easily accomplished via the four-button pad on the left handlebar).

The Number of the Beast
The performance naked-bike category in the US has suddenly become a very crowded—and formidable—group. The class was blown wide open by Aprilia’s Tuono V4 R two years ago, and considering its outstanding performance, it appeared likely the Tuono’s reign was going to continue unchallenged for the foreseeable future. But now the Aprilia is going to be facing some very stiff competition in the form of BMW’s S 1000 R, Kawasaki’s latest Z1000, MV Agusta’s 1090 Brutale RR…and the KTM 1290 Super Duke R.

One thing’s for sure: All the other machines had better bring their A-game. The KTM is that good. Stay tuned.

Test Notes

+ Awesome V-twin engine
+ Superb chassis, brakes
+ Good electronics package
- No spring preload adjustment on fork
- A bit pricey
- Traction control non-adapting
x Could be the new king of the hill…

Suggested Suspension Settings

FRONT: Rebound damping—9 clicks out from full stiff; compression damping—9 clicks out from full stiff
REAR: Spring preload—19mm thread showing on shock body; rebound damping—10 clicks out from full stiff; high-speed compression damping—1.5 turns out from full stiff; lowspeed compression damping—12 clicks out from full stiff

Opinions

Bradley Adams
Age: 24
Height: 6’3”
I waited as long as possible to throw a leg over the KTM Super Duke R then, following my initial two rides, decided to hand the key back over to the boss. I really enjoy having a motorcycle license, and if ever there were a bike capable of getting mine revoked, it’d be the Super Duke R—a naked bike with 152 hp, 80 foot-pounds of torque at just 4,000 rpm, and an upright handlebar that makes wheelies a literal one-wheel stroll through the park. Are you kidding me, KTM?

I did manage to find some characteristics I don’t like. The KTM’s transmission isn’t the easiest to work or find neutral on, and while the electronics are easy to adjust at a stop, I feel like the system could be more intuitive. Why do I have to cycle the ignition when I want to turn ABS back on?

Fortunately, wheelies subdued those frustrations.

Kent Kunitsugu
Age: Old
Height: 5’8”
Okay, I will have to recant the editorial column I wrote a while back about not preferring naked bikes on my hour-long commute to work—there is one naked bike I really do like to ride through LA’s congested freeways. KTM’s 1290 Super Duke R is a laugh-a-minute thrill ride that made me remember why riding on the street can still be fun, provided you try and keep the fun out of sight of law enforcement—and not just because of the fun factor; its riding position is comfortable without turning you into a windsail.

Yes, the Super Duke R is not perfect: The electronics could be a tad more intuitive, and KTM says the traction control only works properly with the stock rubber. But those are minor nits, really. The Super Duke R is simply the most fun naked bike I’ve ever ridden, bar none. Sign me up.

Specifications

MSRP $16,999
ENGINE
Type Liquid-cooled, 75° V-twin
Valve arrangement DOHC, 4 valves/cyl., shim-under-bucket adjustment
Displacement 1301cc
Bore x stroke 108 x 71mm
Compression ratio 13.2:1
Induction Keihin DFI, 56mm throttle bodies, single injector/cyl.
Transmission 6-speed
CHASSIS
Front suspension 48mm WP inverted cartridge fork with adjustable rebound and compression damping, 4.9 in. travel
Rear suspension Single WP shock absorber with adjustable spring preload, rebound, and high/low-speed compression damping, 6.1 in. travel
Front brake Dual 320mm rotors with dual Brembo M50 radial-mount four-piston monoblock calipers
Rear brake Single 240mm rotor, two-piston caliper
Front wheel 17x 3.5 in., cast aluminum alloy
Rear wheel 17x 6.0 in., cast aluminum alloy
Front tire 120/70ZR-17 Dunlop Sportmax Sportsmart2
Rear tire 190/55ZR-17 Dunlop Sportmax Sportsmart2
Rake/trail 24.9°/4.2 in. (107mm)
Wheelbase 58.4 in. (1482mm)
Seat height 32.9 in. (835mm)
Fuel capacity 4.8 gal. (18L)
Weight 472 lb. (214kg) wet; 443 lb. (201kg) dry
PERFORMANCE
Quarter-mile 10.32 sec. @ 134.5 mph
Roll-ons 60–80 mph/2.46 sec.; 80–100 mph/3.37 sec.
Fuel consumption 37–44 mpg, 40 mpg avg.

NEW KTM EXC FACTORY EDITIONS NOW AVAILABLE!!

In order to celebrate KTM´s successful Enduro racing season, the ultra-cool 2015 KTM EXC FACTORY EDITION range, with various upgrades over the standard models, are now available to purchase in KTM dealers.

With KTM being the dominant brand in Enduro racing, and following on from more success in the Enduro World Championship with Christophe Nambotin and Matthew Phillips taking the title wins in E1 and E3 along with many individual and national titles during 2014, KTM is excited to announce the release of its limited KTM EXC FACTORY EDITION MY15 machines.

Compared to the standard versions, these special models have received various detail upgrades with parts and accessories designed to the very highest level by KTM’s R&D department in Mattighofen, Austria. The increased specification of the FACTORY EDITION machines include genuine factory graphics, orange CNC triple clamps and a factory seat with SDV logos, which offers riders the chance to truly feel like a factory racer. 

In addition to that, the bikes are fitted with an orange rear sprocket, engine guard, and newly developed Metzeler FIM tyres. To finish off the full factory look, the bikes also boast a striking orange frame, with orange radiators and fork guards that all make the bike almost visually indistinguishable from the true factory race machines and are sure to make these special editions stand out from the crowd.

The EXC FACTORY EDITION model range 2015 is available in the following models:

• KTM 125 EXC FACTORY EDITION
• KTM 250 EXC FACTORY EDITION
• KTM 300 EXC FACTORY EDITION
• KTM 250 EXC-F FACTORY EDITION
• KTM 350 EXC-F FACTORY EDITION
• KTM 450 EXC FACTORY EDITION

EICMA: 2015 KTM 1050 Adventure

KTM follows up introducing the 1290 Super Adventure R at Intermot last month with the launch of the 1050 Adventure at EICMA this month. Including the 1190 Adventure and 1190 Adventure R, the 2015 1050 Adventure brings KTM’s big-bore, street legal Adventure model count to four.


According to KTM, the “entry level” Adventure (140cc smaller compared to 1190 Adventure), produces a claimed 95 horsepower, but gets significantly better MPGs compared to its larger siblings. The 1050 comes equipped with a ride-by-wire throttle, three ride modes (Sport, Street, Rain), traction control, a slipper clutch and ABS.The 1050 Adventure is slowed by twin 320 mm discs up front, radially mounted, four-piston fixed callipers anda radial master cylinder. At the rear is a 268mm disc. Braking system is the two-channel 9M+ABS from Bosch. The inverted 43mm fork is non-adjustable, while the WP rear shock is adjustable for preload and rebound.Windshield height is adjustable as are the handlebars, footrests and control levers. Seat height is 33.5 inches, dry weight is a claimed 467.4 pounds and fuel capacity is 6.1 gallons. Details were few and retail pricing not available at the time of publication.