Mergi la conţinut

Advpulse

Membri
  • Conţinut

    214
  • Membru din

  • Ultima vizită

    Niciodată
  • Days Won

    1
  1. For many who are on the fence about whether to buy hard panniers or soft saddlebags, there’s something in between you should consider – rack-mounted soft panniers. They strap onto pannier racks and offer some of the convenience of hard panniers, while retaining many of the durability, safety and weight advantages of soft bags. Last year Giant Loop introduced an all-new set of rack-mount soft saddlebags – the MotoTrekk Panniers. They’re designed to be simple, convenient, waterproof and durable, while having just enough capacity for lightweight overland travel. Made of 500D PVC tarpaulin material, the MotoTrekk panniers can take a pounding from either mother nature or the trail. Waterproofing (IPX6+) is provided by a seam-sealed body, without the need for inner bags, and a roll-top enclosure maintains a water-tight seal. MotoTrekk Panniers include shoulder straps that clip into D-rings, so they can be used like a backpack or you can use the top handles to carry the bags. ADVERTISEMENT The MotoTrekk Panniers have a combined capacity of 42 liters with three rolls of the top, or you can over stuff them and use fewer rolls. Weight for the set of bags is 6 pounds total and they are compatible with Giant Loop’s pannier mounting plates that utilize a quick-connect/release system. Getting Them Installed Typically with rackless soft luggage systems, there is a significant amount of adjusting and tensioning of straps the first time you setup the bags. You have to find the ideal position for straps so they don’t interfere with passenger grab rails or tail racks, then make sure the bags clear the exhaust. With the MotoTrekk panniers it’s a lot simpler, as long as you already have your pannier racks on the bike. Four aluminum Durflex hooks secure the bag to pannier racks at each corner. To start, there is a vertical back strap with a convenient magnetic clasp you can use to loosely attach the bag to the rack. Next four small anchor hooks fasten the bag to the pannier rack at each corner, while tension straps both secure the bag and simultaneously compress down any empty space inside. Giant Loop also includes elastic slack fasteners on all the tension straps to keep everything tidy. How They Performed Getting the MotoTrekk panniers loaded for the first trip, we noticed they have a contoured shape that is wider at the top than the bottom. There is limited space for placing longer items horizontally at the bottom of the bag. Instead, longer items need to be placed vertically. The bags are taller than they look and are able to swallow a tent with no problem, as long as your poles aren’t too long (17 inches or less). The contoured shape reduces usable space you’d get in a square bag but it does make it easier to pack/unpack items without getting things stuck. With 42 liters of capacity, it’s possible to get all your gear in the MotoTrekks for a hotel-to-hotel trip but if you are camping and cooking, you’ll probably need to add a top bag as well. When more space is needed, lash points are available to strap on auxiliary or fuel bags. The roll-top closure is easy to use and it allows you to over- or under-stuff the bags depending on the number of rolls you use. A Velcro lining makes it simple to align the opening before you start rolling it closed, and four snaps ensure everything stays securely closed. Opening the bags isn’t as fast as popping open a lid on a hard pannier but they do open wide, giving you a good view of the contents inside. The 500D Tarpaulin material is strong, so you can stuff them with heavy tools without worrying about busting a seam. Being a rack-mount system also gives them additional rigidity so they don’t flop around or get caught in a wheel. The heavy-duty body also offers good protection for the contents of your bags in a fall. We had a minor off-road crash and nothing more than a few light brush marks were visible, so we expect them to hold up well over time. The panniers are compact and stay out of the way for off-road riding. The mounting system has a little movement built into it, as a result you need to pull the tension straps tightly to get the four mounting hooks securely attached. The same horizontal straps are used to tension the contents of the bag and mounting hooks on the rack, which means there is a bit of fiddling required to make sure you are getting all four corners tight. Each time you open up the bag you need to loosen and retighten everything again. Even when tightly secured, the bags still have a tendency to slide up and down on the rack rails a bit. Yet it was never enough movement to notice any shifting of weight. We found that making sure the vertical back strap was tight helped remove most of the slack out of the system. On occasion though, when riding in rough terrain, we noticed a mounting hook would come unlatched. The bags were never in danger of coming off though, and further tightening the tension straps seemed to alleviate the problem. Arriving at camp or a hotel for the night, it’s pretty convenient to remove the bags from the bike by releasing the magnetic back strap and four anchor hooks. Then a top handle makes it easy to carry the bags to where you are sleeping for the night. Putting them back on in the morning is a lot less of a hassle than you typically have reinstalling a set of rackless soft bags in terms of fine tuning straps. As far as waterproofing, we didn’t get a chance to ride with the MotoTrekks in the rain (rain is a rare commodity here in California), but we did give them a thorough dowsing with a hose and they proved to meet all claims. We also haven’t seen any hint of the seams coming apart after stuffing them to the max on several adventures. RF Welded seams and a roll-top closure keep everything completely dry inside the MotoTrekk bags. We got a chance to test the MotoTrekk Panniers with a set of Giant Loop mounting plates as well, to see how that would improve convenience. Instead of mounting the bags to the pannier racks, you mount them to a set of flat backing plates. Then those backing plates can be clipped onto or unclipped from the rack system with the ease of a set of hard panniers. Better yet, they have a keyed lock mechanism that secures the plate to the pannier racks to ensure that thieves don’t remove your bags just as quickly. The Mounting Plates made a big difference making the MotoTrekks operate more like a set of hard boxes and they weigh almost nothing – a big improvement in convenience over mounting them directly to pannier racks. And with less room to slide around, the MotoTrekks also attach even more securely to the mounting plates than they do a set of luggage racks. With the optional Mounting Plates, the MotoTrekk panniers can be removed or installed on pannier racks in seconds. Who Are They For? The MotoTrekk Panniers keep it simple with no waterproof inner liners and an easy to manage mounting system. They are a nice set of bags for anyone wanting the benefits of compact soft luggage for off-road rides but don’t want to scratch up their bodywork or worry about clearance issues. Also, those who pack light, but want some of the convenience of hard boxes in terms of loading, mounting and unmounting ease. Our Verdict At $339 the Giant Loop MotoTrekk Panniers are reasonably priced for a set of quality, waterproof and bombproof soft bags. We liked how simple they are to mount and it gets even easier when used with the GL Pannier Mounting plates. We did find it a little challenging to get the mounting system tightened up for rough terrain, but it got easier as our familiarity grew with the bags. Overall, the MotoTrekks are rugged enough to handle adventure rides well beyond the beaten path. What We Liked Waterproof without inner bags. Bombproof construction. Nicely sized for lightweight packers. More convenient than rackless soft pannier systems. What Could Be Improved Develop mounting anchors that lock on more securely. Remove some of the extra slack out of the mounting system. MotoTrekk Panniers Specs: CONSTRUCTION: 500D PVC tarpaulin body with RF welded seams CAPACITY: 42 Liters (total for both bags) DIMENSIONS: 12″ (5cm) top x 9″ (23cm) bottom x 15″ (38cm) all x 7″ (18cm) deep WEIGHT: 6 pounds (2.7 kg) MSRP: $339.00 Shopping Options
  2. [embedded content] BMW Motorrad has announced an all-new F850GS Adventure for 2019 at the EICMA motorcycle show in Milan, Italy. For the last decade, GS models in the BMW Motorrad F series have offered great long-range touring capability and strong off-road characteristics. Now following the newly-developed BMW F850GS, the F850GS Adventure expands the BMW Motorrad range in this segment with a new and improved design. The new F850GS Adventure is based on the F850GS, but extends its versatility for long-range adventure touring and offers additional front suspension travel (1″ additional over the standard F850GS) for rugged off-road trails. Like the legendary boxer-engined BMW R1200GS Adventure model, the new F850GS Adventure is designed for those exploring the remote corners of the planet on a motorcycle, but in a more-agile and affordable package. ADVERTISEMENT New, more-powerful parallel-twin engine The developers achieved a powerful and appealing sound by employing a crankshaft with a 90 degree crankpin offset and 270/450 degree ignition spacing. Vibrations are absorbed by the new engine’s two counterbalance shafts. A self-amplifying, anti-hopping clutch not only provides a discernible reduction in the hand clutch operating force but also enhances safety on the road through the drop in engine drag torque. Power transmission to the rear wheel comes from the six-speed gearbox with secondary drive that is now positioned on the left-hand side. Full Range of Riding Modes The new F850GS Adventure helps riders customize their ride by offering “Rain” and “Road” riding modes as standard, while the combination of ABS and the ASC stability control ensure a high level of safety. Thanks to the standard dynamic brake light, traffic behind the rider is made even more aware of the braking motorcycle. The F850GS Adventure can be fitted with optional equipment, such as “Pro” riding modes and in turn the additional “Dynamic”, “Enduro” and “Enduro Pro” riding modes as well as the DTC dynamic traction control and banking capable ABS Pro. All-New Chassis With Front Fuel Tank The bridge frame of the new F850GS Adventure is made of deep-drawn, welded components. It integrates the 2-cylinder in-line engine as a stressed member and offers benefits in terms of torsional rigidity and robustness. The fuel tank has been placed in the classic position between the seat and the steering head, for optimized packaging and an improved center of gravity. In the F850GS Adventure it holds 6.1 gallons (2.1 gallons bigger than the standard F850GS) and permits a range of up to 342 miles (550 km). Optimized Long-Range Ergonomics New, more-aggressive bodywork emphasizes the F850GS Adventure’s globetrotting nature. A larger windshield, which can be adjusted in two stages, as well as hand protectors provide increased wind and weather protection. Wide enduro footrests, adjustable shift and foot brake levers as well as crash bars and a stainless steel luggage rack round off the F850GS Adventure’s standard equipment. In addition to the basic version, the new F850GS Adventure is available in ‘Exclusive’ and ‘Rallye’ style variations. Now With Tubeless Rims The wheels and tires are tailored to the needs of travelling, adventure and offroad use. The F850GS Adventure is fitted with cross-spoke tubeless wheels with aluminium rim rings sized 2.15″ x 21″ at the front and 4.25″ x 17″ at the rear. The front wheel is an off-road friendly 21 inches; this provides better stability thanks to the increased gyroscopic forces, which offers distinct advantages on loose ground. The F850GS Adventure is equipped with enduro street tires as standard sized 90/90-21 at the front and 150/70-17 at the rear. In addition, there are knobby-style tires which can be ordered as free optional equipment at the dealer. Range of Optional Equipment The new F850GS Adventure is being launched with a range of equipment options that is unique for the mid-range adventure bike class. Whether different seat hs, such as the seat bench for two (corresponds to standard F850GS seat bench), the case holder for a the aluminum cases and trim panels, the new full LED headlight as well as the LED auxiliary lights, connectivity equipment with 6.5 inch full color TFT display, or the intelligent emergency eCall, the list of premium features allow owners to customize their F850GS Adventure to their own specific tastes and riding style. The Rallye style variant includes a flatter rally seat, short windscreen and applications in Racing Red/Lupin Blue. Three Color Schemes Three dynamic color schemes and two style (Rallye and Exclusive) variations are offered on the F850GS Adventure for 2019. The painted parts of both models have been deliberately kept to a minimum. They are located in the upper area of the motorcycle, where they form the interface between the rider and the motorcycle. The lower area of the motorcycle and the GS “beak,” on the other hand, are in black, to emphasize its off-road character. BMW F850GS Adventure Highlights & Specs Parallel-twin engine with a displacement of 853cc 95 hp (70 kW) at 8,250 rpm and 67.9 ft-lbs (92 Nm) at 6,250 rpm. Powerful, emotional sound due to crankshaft with 90-degree crankpin offset and 270/450-degree ignition spacing. New steel bridge frame for increased robustness and riding precision. New upside-down telescopic fork plus aluminum two-sided swinging arm with central spring strut for an even more sensitive response. ABS, ASC and the riding modes “Rain” and “Road” as standard. Riding modes Pro with ABS Pro and dynamic brake light, DTC and the new riding modes “Dynamic”, “Enduro” and “Enduro Pro” as optional equipment. Electronic suspension Dynamic ESA as an optional equipment. New onboard electrical system with more powerful 415-Watt alternator and starter. LED headlamp as standard. LED daytime riding light and LED additional light as optional equipment. Connectivity with multifunctional instrument cluster including 6.5-inch full-color TFT screen and numerous optional equipment features. “Intelligent emergency call” eCall for help as optional equipment. Optimized off-road and travel suitability along with improved wind and weather protection. Optimized ergonomics, especially for dedicated off-road riding. 6.1 gallon (23 liter) fuel tank for ranges up to 342 miles (550 km). New color along with the two style variants Rallye and Exclusive. A wide range of optional equipment and accessories. Capable of 123 mph (197 kp/h) top speed and 0-100km/h in 3.8 seconds Wet Weight is 537.9 lbs (244 kg). Suspension Travel is 9.0″ (230mm) in front and 8.5″ (215mm) in the rear. Fuel consumption of 57.4 mpg (4.1 l/100km) Durable cross-spoke tubeless rims Seat h ranges from 32.1″-35.0″ (815mm-890mm) depending on options
  3. [embedded content] BMW Motorrad has announced an all-new F850GS Adventure for 2019 at the EICMA motorcycle show in Milan, Italy. For the last decade, GS models in the BMW Motorrad F series have offered great long-range touring capability and strong off-road characteristics. Now following the newly-developed BMW F850GS, the F850GS Adventure expands the BMW Motorrad range in this segment with a new and improved design. The new F850GS Adventure is based on the F850GS, but extends its versatility for long-range adventure touring and offers additional front suspension travel (1″ additional over the standard F850GS) for rugged off-road trails. Like the legendary boxer-engined BMW R1200GS Adventure model, the new F850GS Adventure is designed for those exploring the remote corners of the planet on a motorcycle, but in a more-agile and affordable package. ADVERTISEMENT New, more-powerful parallel-twin engine The developers achieved a powerful and appealing sound by employing a crankshaft with a 90 degree crankpin offset and 270/450 degree ignition spacing. Vibrations are absorbed by the new engine’s two counterbalance shafts. A self-amplifying, anti-hopping clutch not only provides a discernible reduction in the hand clutch operating force but also enhances safety on the road through the drop in engine drag torque. Power transmission to the rear wheel comes from the six-speed gearbox with secondary drive that is now positioned on the left-hand side. Full Range of Riding Modes The new F850GS Adventure helps riders customize their ride by offering “Rain” and “Road” riding modes as standard, while the combination of ABS and the ASC stability control ensure a high level of safety. Thanks to the standard dynamic brake light, traffic behind the rider is made even more aware of the braking motorcycle. The F850GS Adventure can be fitted with optional equipment, such as “Pro” riding modes and in turn the additional “Dynamic”, “Enduro” and “Enduro Pro” riding modes as well as the DTC dynamic traction control and banking capable ABS Pro. All-New Chassis With Front Fuel Tank The bridge frame of the new F850GS Adventure is made of deep-drawn, welded components. It integrates the 2-cylinder in-line engine as a stressed member and offers benefits in terms of torsional rigidity and robustness. The fuel tank has been placed in the classic position between the seat and the steering head, for optimized packaging and an improved center of gravity. In the F850GS Adventure it holds 6.1 gallons (2.1 gallons bigger than the standard F850GS) and permits a range of up to 342 miles (550 km). Optimized Long-Range Ergonomics New, more-aggressive bodywork emphasizes the F850GS Adventure’s globetrotting nature. A larger windshield, which can be adjusted in two stages, as well as hand protectors provide increased wind and weather protection. Wide enduro footrests, adjustable shift and foot brake levers as well as crash bars and a stainless steel luggage rack round off the F850GS Adventure’s standard equipment. In addition to the basic version, the new F850GS Adventure is available in ‘Exclusive’ and ‘Rallye’ style variations. Now With Tubeless Rims The wheels and tires are tailored to the needs of travelling, adventure and offroad use. The F850GS Adventure is fitted with cross-spoke tubeless wheels with aluminium rim rings sized 2.15″ x 21″ at the front and 4.25″ x 17″ at the rear. The front wheel is an off-road friendly 21 inches; this provides better stability thanks to the increased gyroscopic forces, which offers distinct advantages on loose ground. The F850GS Adventure is equipped with enduro street tires as standard sized 90/90-21 at the front and 150/70-17 at the rear. In addition, there are knobby-style tires which can be ordered as free optional equipment at the dealer. Range of Optional Equipment The new F850GS Adventure is being launched with a range of equipment options that is unique for the mid-range adventure bike class. Whether different seat hs, such as the seat bench for two (corresponds to standard F850GS seat bench), the case holder for a the aluminum cases and trim panels, the new full LED headlight as well as the LED auxiliary lights, connectivity equipment with 6.5 inch full color TFT display, or the intelligent emergency eCall, the list of premium features allow owners to customize their F850GS Adventure to their own specific tastes and riding style. The Rallye style variant includes a flatter rally seat, short windscreen and applications in Racing Red/Lupin Blue. Three Color Schemes Three dynamic color schemes and two style (Rallye and Exclusive) variations are offered on the F850GS Adventure for 2019. The painted parts of both models have been deliberately kept to a minimum. They are located in the upper area of the motorcycle, where they form the interface between the rider and the motorcycle. The lower area of the motorcycle and the GS “beak,” on the other hand, are in black, to emphasize its off-road character. BMW F850GS Adventure Highlights & Specs Parallel-twin engine with a displacement of 853cc 95 hp (70 kW) at 8,250 rpm and 67.9 ft-lbs (92 Nm) at 6,250 rpm. Powerful, emotional sound due to crankshaft with 90-degree crankpin offset and 270/450-degree ignition spacing. New steel bridge frame for increased robustness and riding precision. New upside-down telescopic fork plus aluminum two-sided swinging arm with central spring strut for an even more sensitive response. ABS, ASC and the riding modes “Rain” and “Road” as standard. Riding modes Pro with ABS Pro and dynamic brake light, DTC and the new riding modes “Dynamic”, “Enduro” and “Enduro Pro” as optional equipment. Electronic suspension Dynamic ESA as an optional equipment. New onboard electrical system with more powerful 415-Watt alternator and starter. LED headlamp as standard. LED daytime riding light and LED additional light as optional equipment. Connectivity with multifunctional instrument cluster including 6.5-inch full-color TFT screen and numerous optional equipment features. “Intelligent emergency call” eCall for help as optional equipment. Optimized off-road and travel suitability along with improved wind and weather protection. Optimized ergonomics, especially for dedicated off-road riding. 6.1 gallon (23 liter) fuel tank for ranges up to 342 miles (550 km). New color along with the two style variants Rallye and Exclusive. A wide range of optional equipment and accessories. Capable of 123 mph (197 kp/h) top speed and 0-100km/h in 3.8 seconds Wet Weight is 537.9 lbs (244 kg). Suspension Travel is 9.0″ (230mm) in front and 8.5″ (215mm) in the rear. Fuel consumption of 57.4 mpg (4.1 l/100km) Durable cross-spoke tubeless rims Seat h ranges from 32.1″-35.0″ (815mm-890mm) depending on options
  4. Triumph Motorcycles had to make a difficult announcement today. After much fanfare about their return to the Baja 1000 desert race with the all-new Scrambler 1200 XE, they have decided to pull out of competition due to a rider injury. Triumph played an important role at the beginning of the scrambler scene in the 1960s, with the leading performance bikes of the day. Riders like Steve McQueen and Bud Ekins took to the desert on stripped down Triumph Scramblers competing in races like the Baja 1000. Unfortunately, their dreams of a new generation Triumph Scrambler returning to the historic race will have to be delayed. Factory rider and stunt performer Ernie Vigil was slated to pilot the 1200cc Scrambler, but has unfortunately sustained a serious ankle injury. While awaiting delivery of his race bike to Southern California, Ernie was out training on his own 450cc dirt bike when he broke his left ankle in an off-road accident. Sadly, Ernie will not be fit enough to race in the Baja 1000 which begins next week on November 14th. Triumph Scrambler 1200 XE to be raced by Ernie Vigil. Ernie will be riding the bike with very few modifications. As this is such a highly challenging competition, Ernie had been in full training for several months. Ernie was selected for his outstanding riding talent and the incredible commitment he has given to the project. As such, Triumph Motorcycles wants to honor his commitment and will re-schedule their entry in the Baja 1000 when he is able to compete. ADVERTISEMENT Based on the recommendations from his medical team and the calendar of available desert race opportunities, Triumph has decided to enter in the equally challenging Mexican 1000, in April next year. With the Mexican 1000 being run on many of the same arduous sections and challenging conditions as the Baja 1000, exactly as those that made the Triumph Scrambler name famous in the 60’s, the Scrambler 1200XE will be put to the ultimate test. Ernie Vigil said; “While waiting for my Scrambler 1200 to clear customs at LAX, I went on a training ride with my 450 dirt bike for some last minute conditioning. Unfortunately I tucked the front wheel when pushing a hard turn. The bike flipped me over, landing on my ankle snapping the bone at both the tibia and fibula. I’m absolutely devastated for the team and the effort they’ve put in in getting the bike over and ready, and also for everyone who supported me in training for this race.” Ernie expects to get back on the bike as soon as possible. “Fortunately, the break was clean and I had a very successful surgery. I’m going to return home to Albuquerque and expect to be laid up for around 4 weeks until I can start my rehabilitation, but I expect to make a full and quick recovery. I can’t wait to get back into training for the Mexican 1000 in April,” he says. Paul Stroud, Triumph’s Chief Commercial Officer said: “Whilst sad we are not going to see the Scrambler in action just yet, we are very glad Ernie is on the mend and are fully committed to seeing the new generation return to the place it all began with him at the controls. We wish him well in his recovery and look forward to the Mexican 1000.” This unfortunate indicent may have halted Triumph’s plans for a return to the Baja 1000 for now, but we hope to see them prepped and ready to go for next year’s competition with Ernie leading the charge on the big Scramber 1200 XE. We wish Ernie a speedy recovery and look forward to seeing how he and the new Triumph Scrambler 1200 XE perform in the upcoming Mexican 1000.
  5. Triumph Motorcycles had to make a difficult announcement today. After much fanfare about their return to the Baja 1000 desert race with the all-new Scrambler 1200 XE, they have decided to pull out of competition due to a rider injury. Triumph played an important role at the beginning of the scrambler scene in the 1960s, with the leading performance bikes of the day. Riders like Steve McQueen and Bud Ekins took to the desert on stripped down Triumph Scramblers competing in races like the Baja 1000. Unfortunately, their dreams of a new generation Triumph Scrambler returning to the historic race will have to be delayed. Factory rider and stunt performer Ernie Vigil was slated to pilot the 1200cc Scrambler, but has unfortunately sustained a serious ankle injury. While awaiting delivery of his race bike to Southern California, Ernie was out training on his own 450cc dirt bike when he broke his left ankle in an off-road accident. Sadly, Ernie will not be fit enough to race in the Baja 1000 which begins next week on November 14th. ADVERTISEMENT As this is such a highly challenging competition, Ernie had been in full training for several months. He was selected for his outstanding riding talent and the incredible commitment he has given to the project. As such, Triumph Motorcycles wants to honor his commitment and will re-schedule their entry in the Baja 1000 when he is able to compete. Based on the recommendations from his medical team and the calendar of available desert race opportunities, Triumph has decided to enter in the equally challenging Mexican 1000, in April next year. With the Mexican 1000 being run on many of the same arduous sections and challenging conditions as the Baja 1000, exactly as those that made the Triumph Scrambler name famous in the 60’s, the Scrambler 1200XE will be put to the ultimate test. Triumph Scrambler 1200 XE to be raced by Ernie Vigil. Ernie will be riding the bike with very few modifications. Ernie Vigil said; “While waiting for my Scrambler 1200 to clear customs at LAX, I went on a training ride with my 450 dirt bike for some last minute conditioning. Unfortunately I tucked the front wheel when pushing a hard turn. The bike flipped me over, landing on my ankle snapping the bone at both the tibia and fibula. I’m absolutely devastated for the team and the effort they’ve put in in getting the bike over and ready, and also for everyone who supported me in training for this race.” Ernie expects to get back on the bike as soon as possible. “Fortunately, the break was clean and I had a very successful surgery. I’m going to return home to Albuquerque and expect to be laid up for around 4 weeks until I can start my rehabilitation, but I expect to make a full and quick recovery. I can’t wait to get back into training for the Mexican 1000 in April,” he says. Paul Stroud, Triumph’s Chief Commercial Officer said: “Whilst sad we are not going to see the Scrambler in action just yet, we are very glad Ernie is on the mend and are fully committed to seeing the new generation return to the place it all began with him at the controls. We wish him well in his recovery and look forward to the Mexican 1000.” This unfortunate indicent may have halted Triumph’s plans for a return to the Baja 1000 for now, but we hope to see them prepped and ready to go for next year’s competition with Ernie leading the charge on the big Scramber 1200 XE. We wish Ernie a speedy recovery and look forward to seeing how he and the new Triumph Scrambler 1200 XE perform in the upcoming Mexican 1000.
  6. Ever since Honda surprised us all with their announcement of the CRF450L earlier this year, rumors of a 450L Rally have swirled. At the CRF450L press launch last October, we asked Honda execs if they had plans for a Rally version, following in the pattern of the CRF250L Rally, but we received nothing but a grin and a “no comment” from them. Now it looks like Honda has another sweet surprise for us coming from the EICMA show in Milan. Honda’s R&D has been hard at work cranking out concepts this year and this one might be the most exciting yet. Details are limited but Honda has put on display a CRF450L Rally concept. Basically, it’s a street-legal replica of their Dakar Rally race bike based on the CRF450L dual sport. ADVERTISEMENT At first glance, the CRF450L Rally Concept looks very similar to the ‘competition only’ CRF450 Rally Bike. It shares a clear windscreen, large navigation tower, low-slung rally exhaust by Termignoni, full-coverage carbon-fiber skid plate, Noguchi seat, dual front fuel tanks that extend low on the bike, and a matching HRC color scheme. Upon closer inspection though, you’ll notice there are a lot fewer billet aluminum bits, the bulbous rear number plates conceal a tool kit instead of rear fuel tanks, and the Rally Roadbook has been replaced with a TFT screen. We can also see the navigation tower is plastic instead of carbon fiber and it appears to use the standard CRF450L headlight mounted inside the clear windscreen instead of the small bullet-style LED lights on the Rally Bike. [embedded content]WATCH: Honda CRF450L Rally Concept Honda seems to have made as few changes as possible to the standard CRF450L, keeping it basic reusing the stock mirrors, turn signals, and tail light with a truncated license plate holder. All of the chassis parts look to be standard CRF450L equipment as well. This could mean that Honda’s R&D department threw this concept together in a hurry for EICMA, or perhaps Honda is in a hurry to get this bike to market as quickly as possible. Honda isn’t known for rushing products to market though, so most likely we’ll see more refinements in this concept coming down the pipe. Currently, we have heard no plans to build a production version of the CRF450L Rally Concept but we expect Honda will test interest first to see if there is a strong market response. The CRF250L Rally also started out as a concept and thanks to overwhelming positive feedback, Honda eventually built the bike. We have a feeling the positive feedback is going to be overwhelming for this concept too! We’ll be following this one closely and will report back with more details as they come in.
  7. Ever since Honda surprised us all with their announcement of the CRF450L earlier this year, rumors of a 450L Rally have swirled. At the CRF450L press launch last October, we asked Honda execs if they had plans for a Rally version, following in the pattern of the CRF250L Rally, but we received nothing but a grin and a “no comment” from them. Now it looks like Honda has another sweet surprise for us coming from the EICMA show in Milan. Honda’s R&D has been hard at work cranking out concepts this year and this one might be the most exciting yet. Details are limited but Honda has put on display a CRF450L Rally concept. Basically, it’s a street-legal replica of their Dakar Rally race bike based on the CRF450L dual sport. ADVERTISEMENT At first glance, the CRF450L Rally Concept looks very similar to the ‘competition only’ CRF450 Rally Bike. It shares a clear windscreen, large navigation tower, low-slung rally exhaust by Termignoni, full-coverage carbon-fiber skid plate, Noguchi seat, dual front fuel tanks that extend low on the bike, and a matching HRC color scheme. Upon closer inspection though, you’ll notice there are a lot fewer billet aluminum bits, the bulbous rear number plates conceal a tool kit instead of rear fuel tanks, and the Rally Roadbook has been replaced with a TFT screen. We can also see the navigation tower is plastic instead of carbon fiber and it appears to use the standard CRF450L headlight mounted inside the clear windscreen instead of the small bullet-style LED lights on the Rally Bike. [embedded content]WATCH: Honda CRF450L Rally Concept Honda seems to have made as few changes as possible to the standard CRF450L, keeping it basic reusing the stock mirrors, turn signals, and tail light with a truncated license plate holder. All of the chassis parts look to be standard CRF450L equipment as well. This could mean that Honda’s R&D department threw this concept together in a hurry for EICMA, or perhaps Honda is in a hurry to get this bike to market as quickly as possible. Honda isn’t known for rushing products to market though, so most likely we’ll see more refinements in this concept coming down the pipe. Currently, we have heard no plans to build a production version of the CRF450L Rally Concept but we expect Honda will test interest first to see if there is a strong market response. The CRF250L Rally also started out as a concept and thanks to overwhelming positive feedback, Honda eventually built the bike. We have a feeling the positive feedback is going to be overwhelming for this concept too! We’ll be following this one closely and will report back with more details as they come in.
  8. Published on 11.08.2018 For the fourth successive year, Honda’s booth at EICMA featured futuristic concept machines in its ‘Design Studio’ area. This year, Honda showcased a new 125cc design concept from Honda’s R&D center in Rome: the CB125X. The concept bike is based on the new-for-2018 CB125R platform — an entry-level sport bike model available in overseas markets. The all-white CB125X is an adventure-focused ‘X’ model, with a multitude of chiseled lines and a futuristic look. The lines are clean, while the seat and frame meet seamlessly in a forward-leaning stance that is inspired by Rally Race bikes. This eye-catching concept features a unique three LED headlight design, one central and one tucked inside each side fairing, to give an added sense of safety during night rides in addition to a unique appearance. Also visible, is a tall windscreen and what looks like a decent sized fuel tank to enable longer adventures. Wrap-around hand guards and a full-coverage skid plate also give it the protection needed when the asphalt ends and the dirt riding begins. ADVERTISEMENT According to Honda, the CB125X was developed to stimulate the imagination of entry-level riders considering their possibilities for a two-wheeled lifestyle. But even as veteran adventure riders we can appreciate the lightweight, compact and aggressive design of this mini adventure machine. The 125cc engine might not be the most popular choice for the power-hungry North American Market. Yet if it were equipped with a 300cc engine, we expect it would be a sales hit and attract a lot of fresh blood to the world of adventure riding. All we know is we want one for our garage. We’ll be watching the CB125X concept closely and hopefully it evolves into a production model in the next year or two. Let’s get this one to market ASAP Honda!
  9. Published on 11.08.2018 For the fourth successive year, Honda’s booth at EICMA featured futuristic concept machines in its ‘Design Studio’ area. This year, Honda showcased a new 125cc design concept from Honda’s R&D center in Rome: the CB125X. The concept bike is based on the new-for-2018 CB125R platform — an entry-level sport bike model available in overseas markets. The all-white CB125X is an adventure-focused ‘X’ model, with a multitude of chiseled lines and a futuristic look. The lines are clean, while the seat and frame meet seamlessly in a forward-leaning stance that is inspired by Rally Race bikes. This eye-catching concept features a unique three LED headlight design, one central and one tucked inside each side fairing, to give an added sense of safety during night rides in addition to a unique appearance. Also visible, is a tall windscreen and what looks like a decent sized fuel tank to enable longer adventures. Wrap-around hand guards and a full-coverage skid plate also give it the protection needed when the asphalt ends and the dirt riding begins. ADVERTISEMENT According to Honda, the CB125X was developed to stimulate the imagination of entry-level riders considering their possibilities for a two-wheeled lifestyle. But even as veteran adventure riders we can appreciate the lightweight, compact and aggressive design of this mini adventure machine. The 125cc engine might not be the most popular choice for the power-hungry North American Market. Yet if it were equipped with a 300cc engine, we expect it would be a sales hit and attract a lot of fresh blood to the world of adventure riding. All we know is we want one for our garage. We’ll be watching the CB125X concept closely and hopefully it evolves into a production model in the next year or two. Let’s get this one to market ASAP Honda!
  10. News of the production Yamaha Tenere 700 and KTM 790 Adventure have grabbed most of the attention at this year’s EICMA show, but the launch of a new generation KTM 690 Enduro R might just get adventure riders heads turning. The 690 Enduro R gets major revisions for 2019 that help improve its dirt/street versatility as KTM targets riders looking for a longer-range Enduro machine. Back in the early 2000s, there used to be two LC4 models – the KTM 640 Enduro and the 640 Adventure. When the 690 Enduro R arrived in 2009, it was assumed a 690 Adventure would follow soon after that would include a luggage rack, larger fuel capacity and windscreen tacked onto the Enduro’s chassis. After years of waiting the 690 Adventure never came, and eventually fans of the old 640 Adventure gave up hope. But the interesting thing is, KTM has slowly been moving their 690 Enduro more towards the ‘Adventure’ spectrum. It started with dropping the original 690’s suspension travel from nearly 11 inches down to a more seat h friendly 9.8 inches, putting it closer in range to an Adventure Bike than a full-on Enduro. Now after key updates were announced for the 2019 690 Enduro R, we can see KTM has slid the scale a little more toward ‘Adventure’ yet again. ADVERTISEMENT Updates like a more balanced motor will make the 690 Enduro less vibey and more enjoyable to ride on the highway. Fuel capacity was bumped from 3.2 to 3.6 gallons, which should give the 690 Enduro just enough range to travel around 150 miles between fill ups (not far off the range of a thirsty carbureted KTM 950 Adventure). Additionally, KTM performed a chassis modification that dropped the seat h, making it even more approachable for adventure-style riding. The 2019 KTM 690 Enduro R also gets new electronic gizmos that are typically found on adventure bikes like lean-angle sensing ABS and a Quickshifter. But KTM hasn’t just enhanced rideability on the street. They’ve also made improvements for the dirt. The 2019 KTM 690 Enduro got its suspension upgraded with WP XPLOR forks and shock, originally developed for the EXC “Enduro” models. The KTM 690 Enduro R still has a long way to go before it’s a full-bore Adventure Touring Bike out of the box. A little help from the aftermarket is still required to get it ready for longer journeys. But with the new updates, this gets Adventure Riders a little closer to that KTM 690 Adventure they’ve been waiting for. Read on for more details about what’s changed on the 2019 KTM 690 Enduro R below. 2019 Update Details With the announcement of serious revisions for 2019, the popular dual-sport unites tarmac and trails like never before and is positioned for riders looking for a long-distance Enduro machine with addictive performance that also benefits from advanced electronic systems. At its heart beats the new LC4 engine with more power and torque – 74 hp and 73.5 Nm – but this comes complete with refined delivery; improved smoothness, response and efficiency. In addition, the bike receives better suspension, a new chassis, a bigger tank and an array of technology-leading electronics. 2019 KTM 690 Enduro R Highlights NEW Dynamic LC4 single-cylinder engine with less vibration and more power featuring electronic fuel injection, Ride-by-Wire technology, dual balancer shafts, PASC slipper clutch and 6-speed gearbox. NEW styling based on the EXC family for a more aggressive look and enhanced ergonomics. NEW chassis for optimized rider feel and control with a lower seat (910 mm / 35.8 in) while keeping the same suspension travel. Fully-adjustable WP XPLOR suspension with separate damping circuits and 250 mm (9.8 in) of travel for the best offroad suspension on the market. Cylinder head with dual ignition featuring individual timing control for optimal combustion. Stainless steel exhaust with catalytic converter. Ultra-light chrome-molybdenum trellis frame. Self-supporting polymer rear fuel tank. High quality Brembo braking system combined with lightweight waved discs. Technology-leading Cornering ABS with Offroad mode (to disengage rear ABS) for hard braking under all circumstances and the Quickshifter+ for smooth clutchless shifting. Motorcycle traction control (MTC), motor slip regulation (MSR) and Street and Offroad ride modes that can be switched directly from the handlebars for controlled power delivery. According to the orange marque, the evolution of the KTM 690 Enduro R has meant retaining everything that was good about the previous model and building on that. Under the new seat and fresh bodywork – both sharpened for style as well as better movement on the bike – is an all-new chassis. Designed to be more confidence-inspiring and better suited to tackle everything from easy trails to extreme offroad obstacles as well as being a competent street bike. Complete with an enlarged fuel tank capacity, this revised dual-sport increases the range of trails you can ride to from home without a need to trailer or van it. The revised machine also comes equipped with lightweight, CNC milled hubs mated to high-end 21″ and 18″ rims fitted with Mitas E07 tires. At either end of the KTM 690 Enduro R are fully adjustable WP XPLOR suspension that offers a level of control usually only seen on competition offroad bikes, while keeping things planted on the street. Specially adapted from the KTM EXC range, the WP XPLOR fork provides a split-damping system and is bolted to the main chassis’ lightweight sections of top-quality chrome-molybdenum steel tubes via highly rigid and forged triple clamps. The WP XPLOR shock absorber, connected to the single-piece cast swingarm by linkage, produces a progressive suspension character and high resistance against bottoming out. The new KTM 690 Enduro R is also more sophisticated than ever. Equipped with an array of top-level electronic systems, including lean angle sensitivity to braking and traction functions, it also boasts two different ride modes – Street and Offroad. These can be switched from the handlebar to provide different behavior from the throttle response and traction control systems. Offroad ABS allows rear wheel lock-up and reduced ABS on the front wheel while motor slip regulation (MSR) is an engine brake control designed to prevent rear wheel lock-up – even on low grip surfaces – perfect for street riding. The addition of the Quickshifter+ produces effortless, clutchless up and downshifting through the 6 speed transmission – perfect for when charging down a familiar section. KTM 690 Enduro R Specifications Engine Type: Single Cylinder, 4-Stroke, SOHC Displacement: 690 cc Bore/Stroke: 105 / 80 mm Starter: Electric; 12V 8.6Ah Transmission: 6 Gears Fuel System: Keihin EFI, 50 mm Throttle Body Lubrication: Pressure Lubrication, Two Oil Pumps Cooling: Liquid Cooling Clutch: PASC Slipper Clutch, Hydraulically Operated Ignition: Keihin EMS with Ride-By-Wire, Dual Ignition Frame: Chrome-moly Steel Trellis Subframe: Self-supporting Plastic Tank Handlebar: Aluminum, Tapered, Ø 28/22 mm Front Suspension: WP USD Ø 48 mm Rear Suspension: WP Monoshock with Pro-Lever Linkage Suspension Travel Front/Rear: 250 mm / 9.8 in; 250 mm / 9.8 in Front/Rear Brakes: Disc Brake 300 mm / 240 mm Front/Rear Wheels: 1.85 x 21”, 2.50 x 18” Front/Rear Tires: 90/90-21”; 140/80-18” Steering Head Angle: 27.7º Wheelbase: 1,502 mm ± 15 mm / 59 ± 0.6 in Ground Clearance: 270 mm / 10.6 in Seat Height: 910 mm / 35.8 in Tank Capacity: 13.5 l / 3.6 gal Dry Weight, Approx: 146 kg / 321.9 lbs
  11. News of the production Yamaha Tenere 700 and KTM 790 Adventure have grabbed most of the attention at this year’s EICMA show, but the launch of a new generation KTM 690 Enduro R might just get adventure riders heads turning. The 690 Enduro R gets major revisions for 2019 that help improve its dirt/street versatility as KTM targets riders looking for a longer-range Enduro machine. Back in the early 2000s, there used to be two LC4 models – the KTM 640 Enduro and the 640 Adventure. When the 690 Enduro R arrived in 2009, it was assumed a 690 Adventure would follow soon after that would include a luggage rack, larger fuel capacity and windscreen tacked onto the Enduro’s chassis. After years of waiting the 690 Adventure never came, and eventually fans of the old 640 Adventure gave up hope. But the interesting thing is, KTM has slowly been moving their 690 Enduro more towards the ‘Adventure’ spectrum. It started with dropping the original 690’s suspension travel from nearly 11 inches down to a more seat h friendly 9.8 inches, putting it closer in range to an Adventure Bike than a full-on Enduro. Now after key updates were announced for the 2019 690 Enduro R, we can see KTM has slid the scale a little more toward ‘Adventure’ yet again. ADVERTISEMENT Updates like a more balanced motor will make the 690 Enduro less vibey and more enjoyable to ride on the highway. Fuel capacity was bumped from 3.2 to 3.6 gallons, which should give the 690 Enduro just enough range to travel around 150 miles between fill ups (not far off the range of a thirsty carbureted KTM 950 Adventure). Additionally, KTM performed a chassis modification that dropped the seat h, making it even more approachable for adventure-style riding. The 2019 KTM 690 Enduro R also gets new electronic gizmos that are typically found on adventure bikes like lean-angle sensing ABS and a Quickshifter. But KTM hasn’t just enhanced rideability on the street. They’ve also made improvements for the dirt. The 2019 KTM 690 Enduro got its suspension upgraded with WP XPLOR forks and shock, originally developed for the EXC “Enduro” models. The KTM 690 Enduro R still has a long way to go before it’s a full-bore Adventure Touring Bike out of the box. A little help from the aftermarket is still required to get it ready for longer journeys. But with the new updates, this gets Adventure Riders a little closer to that KTM 690 Adventure they’ve been waiting for. Read on for more details about what’s changed on the 2019 KTM 690 Enduro R below. 2019 Update Details With the announcement of serious revisions for 2019, the popular dual-sport unites tarmac and trails like never before and is positioned for riders looking for a long-distance Enduro machine with addictive performance that also benefits from advanced electronic systems. At its heart beats the new LC4 engine with more power and torque – 74 hp and 73.5 Nm – but this comes complete with refined delivery; improved smoothness, response and efficiency. In addition, the bike receives better suspension, a new chassis, a bigger tank and an array of technology-leading electronics. 2019 KTM 690 Enduro R Highlights NEW Dynamic LC4 single-cylinder engine with less vibration and more power featuring electronic fuel injection, Ride-by-Wire technology, dual balancer shafts, PASC slipper clutch and 6-speed gearbox. NEW styling based on the EXC family for a more aggressive look and enhanced ergonomics. NEW chassis for optimized rider feel and control with a lower seat (910 mm / 35.8 in) while keeping the same suspension travel. Fully-adjustable WP XPLOR suspension with separate damping circuits and 250 mm (9.8 in) of travel for the best offroad suspension on the market. Cylinder head with dual ignition featuring individual timing control for optimal combustion. Stainless steel exhaust with catalytic converter. Ultra-light chrome-molybdenum trellis frame. Self-supporting polymer rear fuel tank. High quality Brembo braking system combined with lightweight waved discs. Technology-leading Cornering ABS with Offroad mode (to disengage rear ABS) for hard braking under all circumstances and the Quickshifter+ for smooth clutchless shifting. Motorcycle traction control (MTC), motor slip regulation (MSR) and Street and Offroad ride modes that can be switched directly from the handlebars for controlled power delivery. According to the orange marque, the evolution of the KTM 690 Enduro R has meant retaining everything that was good about the previous model and building on that. Under the new seat and fresh bodywork – both sharpened for style as well as better movement on the bike – is an all-new chassis. Designed to be more confidence-inspiring and better suited to tackle everything from easy trails to extreme offroad obstacles as well as being a competent street bike. Complete with an enlarged fuel tank capacity, this revised dual-sport increases the range of trails you can ride to from home without a need to trailer or van it. The revised machine also comes equipped with lightweight, CNC milled hubs mated to high-end 21″ and 18″ rims fitted with Mitas E07 tires. At either end of the KTM 690 Enduro R are fully adjustable WP XPLOR suspension that offers a level of control usually only seen on competition offroad bikes, while keeping things planted on the street. Specially adapted from the KTM EXC range, the WP XPLOR fork provides a split-damping system and is bolted to the main chassis’ lightweight sections of top-quality chrome-molybdenum steel tubes via highly rigid and forged triple clamps. The WP XPLOR shock absorber, connected to the single-piece cast swingarm by linkage, produces a progressive suspension character and high resistance against bottoming out. The new KTM 690 Enduro R is also more sophisticated than ever. Equipped with an array of top-level electronic systems, including lean angle sensitivity to braking and traction functions, it also boasts two different ride modes – Street and Offroad. These can be switched from the handlebar to provide different behavior from the throttle response and traction control systems. Offroad ABS allows rear wheel lock-up and reduced ABS on the front wheel while motor slip regulation (MSR) is an engine brake control designed to prevent rear wheel lock-up – even on low grip surfaces – perfect for street riding. The addition of the Quickshifter+ produces effortless, clutchless up and downshifting through the 6 speed transmission – perfect for when charging down a familiar section. KTM 690 Enduro R Specifications Engine Type: Single Cylinder, 4-Stroke, SOHC Displacement: 690 cc Bore/Stroke: 105 / 80 mm Starter: Electric; 12V 8.6Ah Transmission: 6 Gears Fuel System: Keihin EFI, 50 mm Throttle Body Lubrication: Pressure Lubrication, Two Oil Pumps Cooling: Liquid Cooling Clutch: PASC Slipper Clutch, Hydraulically Operated Ignition: Keihin EMS with Ride-By-Wire, Dual Ignition Frame: Chrome-moly Steel Trellis Subframe: Self-supporting Plastic Tank Handlebar: Aluminum, Tapered, Ø 28/22 mm Front Suspension: WP USD Ø 48 mm Rear Suspension: WP Monoshock with Pro-Lever Linkage Suspension Travel Front/Rear: 250 mm / 9.8 in; 250 mm / 9.8 in Front/Rear Brakes: Disc Brake 300 mm / 240 mm Front/Rear Wheels: 1.85 x 21”, 2.50 x 18” Front/Rear Tires: 90/90-21”; 140/80-18” Steering Head Angle: 27.7º Wheelbase: 1,502 mm ± 15 mm / 59 ± 0.6 in Ground Clearance: 270 mm / 10.6 in Seat Height: 910 mm / 35.8 in Tank Capacity: 13.5 l / 3.6 gal Dry Weight, Approx: 146 kg / 321.9 lbs Photos by Mitterbauer H.
  12. It’s been a long time coming but Moto Guzzi has finally released the full specs for their V85 TT Adventure Bike. This retro-styled mid-size ADV was first put on display as a concept bike during last year’s EICMA show and we are now getting the details on the upcoming machine a year later as EICMA 2018 kicks off. Compared to the discontinued 598-pound Stelvio, the new machine is much lighter at 505 lbs wet (229 kg) and features a slightly higher seat h of 32.7 inches (830mm). The design of the 5.6-gallon (21-liter) tank boasts some meticulously crafted details, such as the slots on the front section and recesses just above the engine heads. The high front mudguard and double front headlight are also in keeping with Moto Guzzi history, going back to the 1989 Quota 1000 and 1996 NTX 650. In addition, the V85 TT is the only bike in its segment with a low-maintenance shaft drive. ADVERTISEMENT The bike features a high-resistance steel tubular frame, complete with rider footpeg support plates in die-cast aluminum (with removable rubber for off-road riding). As well as being completely new, it has no lower cradle, thus reducing weight while increasing engine clearance from the ground. The rear part of the frame is designed to optimize load capacity and offer the passenger two wide and practical grab handles. A case can be mounted on the practical rear luggage rack, while optional panniers can be fastened to the sides, for significantly reduced lateral bulk. The suspension offers 6.7″ (170mm) of travel front and rear, while the 41mm fork and rear shock are both adjustable for preload and rebound damping. The wire spoked wheels are 19” up front and 17″ in the rear, mounted with 110/80-19 and 150/70-17 tires respectively. New Engine The V85 TT introduces a new Moto Guzzi engine. Its configuration mirrors that of all Moto Guzzi bikes in production today: an air-cooled transverse 90° V twin with OHV distribution and two valves per cylinder. Engine capacity is 853cc and can boast an output ratio of almost 100 HP/liter while delivering 80 HP and 59 ft-lbs of torque at 5,000 rpm, with 90% of the torque already available at 3,750 rpm. This is the first Moto Guzzi small block engine that can easily reach 8,000 rpm. The crankcase is the fruit of a new design and is stiffer, in order to fulfill its new role as a stressed member in the frame. Moto Guzzi further strengthened the design with frame connections and strengthening elements in the internal stud bolt area. It also features ports in order to check the oil level in the lower semi-crankcase. Lubrication involves a semi dry sump, with two coaxial pumps tasked with oil delivery and recovery that removes the need for an oil cooler, thus reducing the overall weight. The oil circuit is totally new and features holes of different diameters, with one of the two pumps transferring lubrication from the crankcase chamber to the sump. The latter is reduced in size to increase ground clearance and allow for assembly of the protective aluminum under-sump. The whole crankshaft is new and, together with the piston rods, also new, allows for a reduction in weight of almost 30% with respect to other small block engines while upping throttle response speed and significantly reducing any vibration. Cylinders are of reduced h, while new and efficient oil passages and a brand-new fastening system to the crankcase ensure robustness and reliability. Low-profile pistons are used while the flywheel and generator have been boosted. Electronic management is further entrusted to a multimap Ride-by-Wire throttle control. Significant work has been done on the gearbox to make it smoother and more precise. Ratios are new and a triple ring system is introduced for the first time: a synchronizer that reduces gear noise to a minimum, particularly that of first gear. In addition, the gears gain flexible coupling, for even smoother final transmission at the PTO shaft, this too new. Riding Modes Moto Guzzi introduces three different riding modes on the V85 TT: Road, Rain and Off-road. Each of these Riding Modes corresponds to a different engine mapping and a different ABS and MGCT traction control calibration, as well as a different response from the Ride-by-Wire accelerator control: • Road: designed for smooth riding while still retaining an element of fun. Foresees a medium level of MGCT traction control calibration, ABS active on both channels and a prompt throttle response. • Rain: ideal in situations of reduced grip, to ensure maximum safety while riding. Foresees a higher level of traction control calibration, ABS active at both wheels and a gentler throttle response. • Off-road: the setting for the all-terrain soul of the V85 TT, designed to make the most of the chassis and engine during off-road exploits. Foresees the lowest level of traction control intervention, ABS only active at the front wheel with dedicated calibration (and with the possibility to deactivate it at the front wheel), along with a gentler throttle response assisted by greater engine braking. Other Technology V85 TT is equipped with Cruise Control and all travel parameters can be controlled via the digital instrument cluster complete with TFT display. The background and color of the characters adapt to different light conditions thanks to a built-in sensor. The information displayed, in addition to the classic speedometer, rev counter, mileage counter and clock, also includes selected gear indices, air temperature, fuel level, average and current consumption, residual autonomy and selected Riding Mode. It is also possible to set a maximum number of revs for the gear shift light sensor, useful when running in the bike or seeking to limit fuel consumption as far as possible. Alongside the display is a USB port while provision is made for a second port under the seat. Moto Guzzi V85 TT also features MIA, the new Moto Guzzi multimedia platform that allows a smartphone to be connected to the vehicle (via an ECU available in the rich catalog of Moto Guzzi accessories), thus extending instrument functionality. MIA can be used to listen to music and make/receive phone calls with the use of a helmet intercom. It also introduces a navigation function for the first time, allowing the rider to find and set a destination and view directions in the form of intuitive pictographs on the instrument cluster. Moto Guzzi Accessories • Side panniers: 33-liter (left) and 39-liter (right) panniers locked to the bike using a dedicated safety key. The panniers can be easily removed in just a few seconds. • 41-liter aluminum case: created in 1.5 mm aluminum and powder painted. It is locked to the bike using a dedicated safety key and can be easily removed in just a few seconds. Complete with stainless steel fastening plate. • Larger windscreen: offers the rider greater protection during long trips. The anti-impact, scratch-proof polycarbonate sheet guarantees safety while ensuring that transparency and shine will remain unaltered over time. • Center stand: created in cataphoretic and powder coated steel to stand up to different weather conditions, it has been designed and engineered to meet with the strictest safety and resistance standards. • Larger stand base: created in anodized steel to stand up to different weather conditions, it is designed to offer a greater support surface area on irregular and uneven ground. • Öhlins shocks: with adjustable compression, rebound and spring preload, they offer maximum comfort and safety in all situations. • Moto Guzzi exhaust by Arrow: homologated in titanium with a heat protection cover, support clamp and carbon end cap. It reduces the weight and makes for a unique and aggressive sound. • Shaft drive protection: Created with very thick steel tubes, it protects the shaft drive in case of a crash. • Tubular engine guard bar: Created with very thick steel tubes, it specifically protects the engine and the rider’s legs. • Comfort seats: a complete range of seats that increase comfort levels thanks to a special 3D insert. Available in three different hs. • Clutch and brake lever: machined from solid, they improve ergonomics by offering four-position adjustment. • Additional LED lights: with an aluminum body and contained size, the lights use limited power. They integrate perfectly with the bike and allow for greater visibility and safety during night-time riding. • Foldaway mirrors: They fold in on themselves towards the handlebar, to reduce bulk during off-road use. • Mudguard: Created in injected plastic material, it is mounted on the shaft drive and protects the engine from stones and water. • Sport Adventure tires: Michelin Anakee Adventure, as standard on special versions. • High grip brake pedal: laser-cut and power painted in a resistant material. Ensures perfect grip even in the most extreme situations. • Moto Guzzi Multi-media Platform: the new device that allows for a smartphone to be connected to the bike, transforming it into a real multimedia platform. • Electronic anti-theft system: comprises a compact and technologically advanced ECU that is easy to install. Complete with remote control. The system is self-powered with minimum energy absorption. • Light protection: an anti-impact, scratch-proof polycarbonate sheet. Protects the light from any impact or accidental damage. Particularly useful on off-road routes. • Tool bag: created in leather, it can be affixed to the luggage rack with screws. Tools not included. • Fuel tank cover: in adhesive 3D material, they provide superficial protection for the tank and limit rider sliding. Moto Guzzi V85 TT Specs Type: Transverse 90° V twin, two valves per cylinder (titanium intake). Cooling: Air Engine capacity: 853 cc Bore and stroke: 84 x 77 mm Compression ratio: 10.5: 1 Maximum power: 80 HP (59 kW) at 7,750 rpm Torque: 59 ft-lbs (80 Nm) at 5,000 rpm Fuel system: Electronic injection; Ø 52 mm single throttle body, Ride-by-Wire Fuel tank capacity: 5.5 gallons (21 liters) Approval: Euro 4 Consumption (WMTC cycle): 48 mpg (4.9 l/100 km) CO2 Emissions (WMTC cycle): 118 g/km Clutch: Dry single disc Transmission: 6 gears Gear ratio values: 1st 16/39 = 1: 2.437 2nd 18/32 = 1: 1.778 3rd 21/28 = 1: 1.333 4th 24/26 = 1: 1.083 5th 25/24 = 1: 0.960 6th 27/24 = 1: 0.889 Frame: High strength steel tubular frame Front suspension: 41 mm hydraulic telescopic USD fork, with adjustable spring preload and hydraulic rebound Front wheel travel: 6.7″ (170 mm) Rear suspension: Double-sided swingarm in box-type aluminum with a single shock on the right side, with adjustable spring preload and hydraulic rebound Rear wheel travel: 6.7″ (170 mm) Front brake: Double 320 mm stainless steel floating discs, Brembo radial-mounted calipers with 4 opposed pistons Rear brake: Ø 260 mm stainless steel disc, floating caliper with 2 pistons Wheels: Spoked Front wheel rim: 2.50” x 19” Rear wheel rim: 4.25” x 17” Front tire: With air chamber 110/80 – R19” Rear tire: With air chamber 150/70 – R17” A/C generator: 430 W System voltage: 12 V Battery: 12V – 12 Ah Seat h: 32.7″ (830 mm) Dry weight: 456 lbs (208 kg) Curb weight*: 505 lbs (229 kg) * Information about US/Canada availability and pricing to come at a later date.
  13. It’s been a long time coming but Moto Guzzi has finally released the full specs for their V85 TT Adventure Bike. This retro-styled mid-size ADV was first put on display as a concept bike during last year’s EICMA show and we are now getting the details on the upcoming machine a year later as EICMA 2018 kicks off. Compared to the discontinued 598-pound Stelvio, the new machine is much lighter at 505 lbs wet (229 kg) and features a slightly higher seat h of 32.7 inches (830mm). The design of the 5.6-gallon (21-liter) tank boasts some meticulously crafted details, such as the slots on the front section and recesses just above the engine heads. The high front mudguard and double front headlight are also in keeping with Moto Guzzi history, going back to the 1989 Quota 1000 and 1996 NTX 650. In addition, the V85 TT is the only bike in its segment with a low-maintenance shaft drive. ADVERTISEMENT The bike features a high-resistance steel tubular frame, complete with rider footpeg support plates in die-cast aluminum (with removable rubber for off-road riding). As well as being completely new, it has no lower cradle, thus reducing weight while increasing engine clearance from the ground. The rear part of the frame is designed to optimize load capacity and offer the passenger two wide and practical grab handles. A case can be mounted on the practical rear luggage rack, while optional panniers can be fastened to the sides, for significantly reduced lateral bulk. The suspension offers 6.7″ (170mm) of travel front and rear, while the 41mm fork and rear shock are both adjustable for preload and rebound damping. The wire spoked wheels are 19” up front and 17″ in the rear, mounted with 110/80-19 and 150/70-17 tires respectively. New Engine The V85 TT introduces a new Moto Guzzi engine. Its configuration mirrors that of all Moto Guzzi bikes in production today: an air-cooled transverse 90° V twin with OHV distribution and two valves per cylinder. Engine capacity is 853cc and can boast an output ratio of almost 100 HP/liter while delivering 80 HP and 59 ft-lbs of torque at 5,000 rpm, with 90% of the torque already available at 3,750 rpm. This is the first Moto Guzzi small block engine that can easily reach 8,000 rpm. The crankcase is the fruit of a new design and is stiffer, in order to fulfill its new role as a stressed member in the frame. Moto Guzzi further strengthened the design with frame connections and strengthening elements in the internal stud bolt area. It also features ports in order to check the oil level in the lower semi-crankcase. Lubrication involves a semi dry sump, with two coaxial pumps tasked with oil delivery and recovery that removes the need for an oil cooler, thus reducing the overall weight. The oil circuit is totally new and features holes of different diameters, with one of the two pumps transferring lubrication from the crankcase chamber to the sump. The latter is reduced in size to increase ground clearance and allow for assembly of the protective aluminum under-sump. The whole crankshaft is new and, together with the piston rods, also new, allows for a reduction in weight of almost 30% with respect to other small block engines while upping throttle response speed and significantly reducing any vibration. Cylinders are of reduced h, while new and efficient oil passages and a brand-new fastening system to the crankcase ensure robustness and reliability. Low-profile pistons are used while the flywheel and generator have been boosted. Electronic management is further entrusted to a multimap Ride-by-Wire throttle control. Significant work has been done on the gearbox to make it smoother and more precise. Ratios are new and a triple ring system is introduced for the first time: a synchronizer that reduces gear noise to a minimum, particularly that of first gear. In addition, the gears gain flexible coupling, for even smoother final transmission at the PTO shaft, this too new. Riding Modes Moto Guzzi introduces three different riding modes on the V85 TT: Road, Rain and Off-road. Each of these Riding Modes corresponds to a different engine mapping and a different ABS and MGCT traction control calibration, as well as a different response from the Ride-by-Wire accelerator control: • Road: designed for smooth riding while still retaining an element of fun. Foresees a medium level of MGCT traction control calibration, ABS active on both channels and a prompt throttle response. • Rain: ideal in situations of reduced grip, to ensure maximum safety while riding. Foresees a higher level of traction control calibration, ABS active at both wheels and a gentler throttle response. • Off-road: the setting for the all-terrain soul of the V85 TT, designed to make the most of the chassis and engine during off-road exploits. Foresees the lowest level of traction control intervention, ABS only active at the front wheel with dedicated calibration (and with the possibility to deactivate it at the front wheel), along with a gentler throttle response assisted by greater engine braking. Other Technology V85 TT is equipped with Cruise Control and all travel parameters can be controlled via the digital instrument cluster complete with TFT display. The background and color of the characters adapt to different light conditions thanks to a built-in sensor. The information displayed, in addition to the classic speedometer, rev counter, mileage counter and clock, also includes selected gear indices, air temperature, fuel level, average and current consumption, residual autonomy and selected Riding Mode. It is also possible to set a maximum number of revs for the gear shift light sensor, useful when running in the bike or seeking to limit fuel consumption as far as possible. Alongside the display is a USB port while provision is made for a second port under the seat. Moto Guzzi V85 TT also features MIA, the new Moto Guzzi multimedia platform that allows a smartphone to be connected to the vehicle (via an ECU available in the rich catalog of Moto Guzzi accessories), thus extending instrument functionality. MIA can be used to listen to music and make/receive phone calls with the use of a helmet intercom. It also introduces a navigation function for the first time, allowing the rider to find and set a destination and view directions in the form of intuitive pictographs on the instrument cluster. Moto Guzzi Accessories • Side panniers: 33-liter (left) and 39-liter (right) panniers locked to the bike using a dedicated safety key. The panniers can be easily removed in just a few seconds. • 41-liter aluminum case: created in 1.5 mm aluminum and powder painted. It is locked to the bike using a dedicated safety key and can be easily removed in just a few seconds. Complete with stainless steel fastening plate. • Larger windscreen: offers the rider greater protection during long trips. The anti-impact, scratch-proof polycarbonate sheet guarantees safety while ensuring that transparency and shine will remain unaltered over time. • Center stand: created in cataphoretic and powder coated steel to stand up to different weather conditions, it has been designed and engineered to meet with the strictest safety and resistance standards. • Larger stand base: created in anodized steel to stand up to different weather conditions, it is designed to offer a greater support surface area on irregular and uneven ground. • Öhlins shocks: with adjustable compression, rebound and spring preload, they offer maximum comfort and safety in all situations. • Moto Guzzi exhaust by Arrow: homologated in titanium with a heat protection cover, support clamp and carbon end cap. It reduces the weight and makes for a unique and aggressive sound. • Shaft drive protection: Created with very thick steel tubes, it protects the shaft drive in case of a crash. • Tubular engine guard bar: Created with very thick steel tubes, it specifically protects the engine and the rider’s legs. • Comfort seats: a complete range of seats that increase comfort levels thanks to a special 3D insert. Available in three different hs. • Clutch and brake lever: machined from solid, they improve ergonomics by offering four-position adjustment. • Additional LED lights: with an aluminum body and contained size, the lights use limited power. They integrate perfectly with the bike and allow for greater visibility and safety during night-time riding. • Foldaway mirrors: They fold in on themselves towards the handlebar, to reduce bulk during off-road use. • Mudguard: Created in injected plastic material, it is mounted on the shaft drive and protects the engine from stones and water. • Sport Adventure tires: Michelin Anakee Adventure, as standard on special versions. • High grip brake pedal: laser-cut and power painted in a resistant material. Ensures perfect grip even in the most extreme situations. • Moto Guzzi Multi-media Platform: the new device that allows for a smartphone to be connected to the bike, transforming it into a real multimedia platform. • Electronic anti-theft system: comprises a compact and technologically advanced ECU that is easy to install. Complete with remote control. The system is self-powered with minimum energy absorption. • Light protection: an anti-impact, scratch-proof polycarbonate sheet. Protects the light from any impact or accidental damage. Particularly useful on off-road routes. • Tool bag: created in leather, it can be affixed to the luggage rack with screws. Tools not included. • Fuel tank cover: in adhesive 3D material, they provide superficial protection for the tank and limit rider sliding. Moto Guzzi V85 TT Specs Type: Transverse 90° V twin, two valves per cylinder (titanium intake). Cooling: Air Engine capacity: 853 cc Bore and stroke: 84 x 77 mm Compression ratio: 10.5: 1 Maximum power: 80 HP (59 kW) at 7,750 rpm Torque: 59 ft-lbs (80 Nm) at 5,000 rpm Fuel system: Electronic injection; Ø 52 mm single throttle body, Ride-by-Wire Fuel tank capacity: 5.5 gallons (21 liters) Approval: Euro 4 Consumption (WMTC cycle): 48 mpg (4.9 l/100 km) CO2 Emissions (WMTC cycle): 118 g/km Clutch: Dry single disc Transmission: 6 gears Gear ratio values: 1st 16/39 = 1: 2.437 2nd 18/32 = 1: 1.778 3rd 21/28 = 1: 1.333 4th 24/26 = 1: 1.083 5th 25/24 = 1: 0.960 6th 27/24 = 1: 0.889 Frame: High strength steel tubular frame Front suspension: 41 mm hydraulic telescopic USD fork, with adjustable spring preload and hydraulic rebound Front wheel travel: 6.7″ (170 mm) Rear suspension: Double-sided swingarm in box-type aluminum with a single shock on the right side, with adjustable spring preload and hydraulic rebound Rear wheel travel: 6.7″ (170 mm) Front brake: Double 320 mm stainless steel floating discs, Brembo radial-mounted calipers with 4 opposed pistons Rear brake: Ø 260 mm stainless steel disc, floating caliper with 2 pistons Wheels: Spoked Front wheel rim: 2.50” x 19” Rear wheel rim: 4.25” x 17” Front tire: With air chamber 110/80 – R19” Rear tire: With air chamber 150/70 – R17” A/C generator: 430 W System voltage: 12 V Battery: 12V – 12 Ah Seat h: 32.7″ (830 mm) Dry weight: 456 lbs (208 kg) Curb weight*: 505 lbs (229 kg) * Information about US/Canada availability and pricing to come at a later date.
  14. [embedded content] With the introduction of the KTM 790 ADVENTURE R, the READY TO RACE company attempts to set the bar when it comes to performance and capability in the Adventure Segment. According to KTM their goal was clear; to provide a serious off-road motorcycle for extreme-minded adventure riders who want to tackle a wide range of challenging terrain, all while being supported by comfortable long-distance travel ergonomics and the convenience of sophisticated electronics. Powered by the compact 799 cc LC8c parallel twin engine – introduced in the KTM 790 DUKE – pumping out 95 hp, the revised powerplant is focused on a wide powerband of usable torque. The ride by wire technology and advanced electronics provide riders a choice of Street, Offroad, Rain and Rally ride modes in order to match the conditions and terrain. In the new ‘Rally’ mode, traction control can be adjusted with 9 levels. With these settings, the slippage allowed can be very precisely matched to the condition of the terrain, the skill level of the rider and the requirements of the ride. Lean angle sensitivity is also in attendance, helping the motorcycle traction control (MTC) and cornering ABS to function literally on the edge of traction. ADVERTISEMENT The compact powerplant gave KTM engineers and KISKA designers the freedom to build an agile and responsive chassis around it. Attention was paid to weight reduction and rider ergonomics; providing comfort over distance and the feel of full control both on- and off-road. The frame is made with tubular chromoly steel using the engine as a stressed member to reduce weight and overall size. The steel trellis subframe was developed to be compact, lightweight and also strong enough to carry a passenger and luggage over difficult terrain. Hung from this are heavy-duty spoked wheels matched to a fully-adjustable WP suspension with ample ground clearance. A standout element of the design and engineering concept is the fuel tank. The goal was to provide up to 280 miles (450 km) of riding between refueling and assist in agile, confidence-inspiring at slow speeds. The main volume of the tank is placed as low as possible to concentrate masses around the center point – even when the tank is full. In terms of rider ergonomics, the slim upper part of the tank gives a narrow knee area when standing up, adding greater levels of control when riding off-road. It allows for a straighter seat, giving the rider more freedom to move, which is placed lower (34.6″) to aid in the overall accessibility of the motorcycle without compromising ground clearance. The 20L tank is placed as low as possible for a lower CG. It also makes the bike narrow in the knee area when standing up and allows for a straighter and lower seat, giving the rider more freedom to move and better accessibility. Specially-developed heavy duty – yet lightweight – spoked wheels are in dirt-biased sizes; 21″ front and 18″ rear, fitted with Metzeler Karoo 3 dual sport tires. These hang from the premium WP XPLOR suspension to give the highest ground clearance (10.4 inches) and longest suspension travel in its segment; the KTM 790 ADVENTURE R has 9.5 inches of movement available at each end of its fully adjustable suspension. The KTM 790 ADVENTURE R is also equipped with the state-of-the-art TFT display. Easily readable in all conditions, the full color, 5″ screen’s configuration is variable and automatically adapts to changes in environmental light. The main information is arranged in a position where the rider can immediately see it, while additional displayed information can be chosen by the rider. Thanks to the TFT display, riders who needs to stay connected, entertained and on the right path can use the integrated KTM MY RIDE system. This allows pairing with a smartphone for receiving (or rejecting) phone calls, listening to music and, using the optional app, navigating with on screen turn-by-turn directions along with audio prompts. Convenience can be further enhanced by adding the optional quickshifter for clutchless up and down shifts and optional cruise control for more comfortable long-distance highway rides. KTM 790 Adventure ‘Standard Model’ KTM also announced a new more touring oriented “Standard” model that sits next to the 790 Adventure R in the lineup. The 790 Adventure boasts a nearly 2-inch lower seat h (32.7″), road-oriented tires and less suspension travel (7.9″/7.9″). We expect the 790 Adventure to be a more approachable, confidence-inspiring adventure machine that will still retain much of the off-road capability of the 790 Adventure R. While the KTM 790 Adventure R is designed for those that are looking for a no-compromise off-road machine for more challenging terrain. Availability Both KTM 790 Adventure and 790 Adventure R models are set to hit North American dealerships in spring of 2019. Pricing for both models is yet to be announced. KTM 790 Adventure Specs (Standard and R Model) ENGINE TYPE: 2-cylinder, 4-stroke, DOHC Parallel twin DISPLACEMENT: 799 cc BORE / STROKE: 88 / 65.7 mm POWER: 95 hp (70 kW) @ 8,000 rpm TORQUE: 64.9 ft-lbs (88 Nm) @ 6,600 rpm COMPRESSION RATIO: 12.7:1 STARTER / BATTERY: Electric /12V 10Ah TRANSMISSION: 6 gears FUEL SYSTEM: DKK Dell’Orto (Throttle body 46 mm) CONTROL: 8 V / DOHC LUBRICATION: Pressure lubrication with 2 oil pumps ENGINE OIL: Motorex, Power Synth SAE 10W-50 PRIMARY DRIVE: 39:75 FINAL DRIVE: 16:45 COOLING: Liquid cooled with water/oil heat exchanger CLUTCH: Cable operated PASC™ Slipper clutch IGNITION / ENGINE MANAGEMENT: Bosch EMS with RBW TRACTION CONTROL: MTC (3-mode, disengageable, rally mode*) FRAME: Chromium-molybdenum-steel frame using the engine as stressed element, powder coated SUBFRAME: Chromium-molybdenum-steel trellis, powder coated HANDLEBAR: Aluminum, tapered, Ø 28 / 22 mm FRONT SUSPENSION: Standard WP-USD Ø 43 mm; R Model WP-USD Ø 48 mm REAR SUSPENSION: Standard WP shock absorber; R Model WP PDS shock absorber SUSPENSION TRAVEL FRONT/REAR: Standard 7.9″/7.9″ (200/200 mm); R Model 9.5″/9.5″ (240/240 mm) FRONT BRAKE: 2 × radially mounted 4 piston caliper, brake disc Ø 320 mm REAR BRAKE: 2 piston floating caliper, brake disc Ø 260 mm ABS: Bosch 9.1 MP (incl. Cornering-ABS and offroad mode, disengageable) WHEELS FRONT/REAR: Spoked wheels with aluminum rims, 2.50 × 21″; 4.50 × 18″ TIRES FRONT/REAR: 90/90-21″; 150/70-18″ CHAIN: X-Ring 5/8 × 1/4″ SILENCER: Stainless steel primary and secondary silencer STEERING HEAD ANGLE: Standard 64.1°; R Model 63.7° TRAIL: Standard 107.8 mm; R Model 110.4 mm WHEEL BASE: Standard 1,509 mm; R Model 1,528 mm GROUND CLEARANCE: Standard 9.2″ (233 mm); R Model 10.4″ (263 mm) SEAT HEIGHT: Standard 32.7″/33.5″ (830/850 mm); R Model 34.6″ (880 mm) FUEL TANK CAPACITY: approx. 5.3 gallons (20 liters) DRY WEIGHT: approx. 417 lbs (189 kg) * Rally mode is optional on standard model
  15. [embedded content] With the introduction of the KTM 790 ADVENTURE R, the READY TO RACE company attempts to set the bar when it comes to performance and capability in the Adventure Segment. According to KTM their goal was clear; to provide a serious off-road motorcycle for extreme-minded adventure riders who want to tackle a wide range of challenging terrain, all while being supported by comfortable long-distance travel ergonomics and the convenience of sophisticated electronics. Powered by the compact 799 cc LC8c parallel twin engine – introduced in the KTM 790 DUKE – pumping out 95 hp, the revised powerplant is focused on a wide powerband of usable torque. The ride by wire technology and advanced electronics provide riders a choice of Street, Offroad, Rain and Rally ride modes in order to match the conditions and terrain. In the new ‘Rally’ mode, traction control can be adjusted with 9 levels. With these settings, the slippage allowed can be very precisely matched to the condition of the terrain, the skill level of the rider and the requirements of the ride. Lean angle sensitivity is also in attendance, helping the motorcycle traction control (MTC) and cornering ABS to function literally on the edge of traction. The compact powerplant gave KTM engineers and KISKA designers the freedom to build an agile and responsive chassis around it. Attention was paid to weight reduction and rider ergonomics; providing comfort over distance and the feel of full control both on- and off-road. ADVERTISEMENT The frame is made with tubular chromoly steel using the engine as a stressed member to reduce weight and overall size. The steel trellis subframe was developed to be compact, lightweight and also strong enough to carry a passenger and luggage over difficult terrain. Hung from this are heavy-duty spoked wheels matched to a fully-adjustable WP suspension with ample ground clearance. A standout element of the design and engineering concept is the fuel tank. The goal was to provide up to 280 miles (450 km) of riding between refueling and assist in agile, confidence-inspiring at slow speeds. The main volume of the tank is placed as low as possible to concentrate masses around the center point – even when the tank is full. In terms of rider ergonomics, the slim upper part of the tank gives a narrow knee area when standing up, adding greater levels of control when riding off-road. It allows for a straighter and lower seat (34.6″), giving the rider more freedom to move and greater overall accessibility of the motorcycle without compromising ground clearance. The 20L tank is placed as low as possible for a lower CG. It also makes the bike narrow in the knee area when standing up and allows for a straighter and lower seat, giving the rider more freedom to move and better accessibility. Specially-developed heavy duty – yet lightweight – spoked wheels are in dirt-biased sizes; 21″ front and 18″ rear, fitted with Metzeler Karoo 3 dual sport tires. These hang from the premium WP XPLOR suspension to give the highest ground clearance (10.4 inches) and longest suspension travel in its segment; the KTM 790 ADVENTURE R has 9.5 inches of movement available at each end of its fully adjustable suspension. The KTM 790 ADVENTURE R is also equipped with the state-of-the-art TFT display. Easily readable in all conditions, the full color, 5″ screen’s configuration is variable and automatically adapts to changes in environmental light. The main information is arranged in a position where the rider can immediately see it, while additional displayed information can be chosen by the rider. Thanks to the TFT display, riders who needs to stay connected, entertained and on the right path can use the integrated KTM MY RIDE system. This allows pairing with a smartphone for receiving (or rejecting) phone calls, listening to music and, using the optional app, navigating with on screen turn-by-turn directions along with audio prompts. Convenience can be further enhanced by adding the optional quickshifter for clutchless up and down shifts and optional cruise control for more comfortable long-distance highway rides. KTM 790 Adventure ‘Standard Model’ KTM also announced a new more touring oriented “Standard” model that sits next to the 790 Adventure R in the lineup. The 790 Adventure boasts a nearly 2-inch lower seat h (32.7″), road-oriented tires and less suspension travel (7.9″/7.9″). We expect the 790 Adventure to be a more approachable, confidence-inspiring adventure machine that will still retain much of the off-road capability of the 790 Adventure R. While the KTM 790 Adventure R is designed for those that are looking for a no-compromise off-road machine for more challenging terrain. Availability Both KTM 790 Adventure and 790 Adventure R models are set to hit North American dealerships in spring of 2019. Pricing for both models is yet to be announced. KTM 790 Adventure Specs (Standard and R Model) ENGINE TYPE: 2-cylinder, 4-stroke, DOHC Parallel twin DISPLACEMENT: 799 cc BORE / STROKE: 88 / 65.7 mm POWER: 95 hp (70 kW) @ 8,000 rpm TORQUE: 64.9 ft-lbs (88 Nm) @ 6,600 rpm COMPRESSION RATIO: 12.7:1 STARTER / BATTERY: Electric /12V 10Ah TRANSMISSION: 6 gears FUEL SYSTEM: DKK Dell’Orto (Throttle body 46 mm) CONTROL: 8 V / DOHC LUBRICATION: Pressure lubrication with 2 oil pumps ENGINE OIL: Motorex, Power Synth SAE 10W-50 PRIMARY DRIVE: 39:75 FINAL DRIVE: 16:45 COOLING: Liquid cooled with water/oil heat exchanger CLUTCH: Cable operated PASC™ Slipper clutch IGNITION / ENGINE MANAGEMENT: Bosch EMS with RBW TRACTION CONTROL: MTC (3-mode, disengageable, rally mode*) FRAME: Chromium-molybdenum-steel frame using the engine as stressed element, powder coated SUBFRAME: Chromium-molybdenum-steel trellis, powder coated HANDLEBAR: Aluminum, tapered, Ø 28 / 22 mm FRONT SUSPENSION: Standard WP-USD Ø 43 mm; R Model WP-USD Ø 48 mm REAR SUSPENSION: Standard WP shock absorber; R Model WP PDS shock absorber SUSPENSION TRAVEL FRONT/REAR: Standard 7.9″/7.9″ (200/200 mm); R Model 9.5″/9.5″ (240/240 mm) FRONT BRAKE: 2 × radially mounted 4 piston caliper, brake disc Ø 320 mm REAR BRAKE: 2 piston floating caliper, brake disc Ø 260 mm ABS: Bosch 9.1 MP (incl. Cornering-ABS and offroad mode, disengageable) WHEELS FRONT/REAR: Spoked wheels with aluminum rims, 2.50 × 21″; 4.50 × 18″ TIRES FRONT/REAR: 90/90-21″; 150/70-18″ CHAIN: X-Ring 5/8 × 1/4″ SILENCER: Stainless steel primary and secondary silencer STEERING HEAD ANGLE: Standard 64.1°; R Model 63.7° TRAIL: Standard 107.8 mm; R Model 110.4 mm WHEEL BASE: Standard 1,509 mm; R Model 1,528 mm GROUND CLEARANCE: Standard 9.2″ (233 mm); R Model 10.4″ (263 mm) SEAT HEIGHT: Standard 32.7″/33.5″ (830/850 mm); R Model 34.6″ (880 mm) FUEL TANK CAPACITY: approx. 5.3 gallons (20 liters) DRY WEIGHT: approx. 417 lbs (189 kg) SERVICE INTERVALS: 9,320 miles (15,000 km) * Rally mode is optional on standard model
×