Tuesday, February 09, 2010

2010 BMW R1200RT riding impression


The 2010 BMW R1200RT - not the most powerful touring bike in the world, but perhaps one that offers a great balance of everything and one that's fun to ride...

Maybe it’s a sign that old age is gradually, inevitably creeping upon us, but of late we’re beginning to rather like the BMW R1200RT. Oh, sure, we’d still have an R1 or a 1198R for those short Sunday morning blasts, but for really long rides, the idea of something like the R1200RT sounds rather good. Apparently, we’re not the only ones who appreciate the big BMW; the guys at MotorBox recently had the opportunity to sample the 2010-spec RT, and here are some excerpts from what they have to say about the bike:

The most important change on the 2010 R1200RT is that the 1,170cc boxer-twin engine now incorporates the DOHC cylinder heads from the HP2 Sport, which results in improved power delivery and better overall engine performance. While the power output remains unchanged (110bhp), torque has gone up from 115 to 120Nm at 6,000rpm. And thanks to a new exhaust valve, the power is now spread over a wider rev range, making the bike more usable.

The R1200RT’s styling hasn’t changed, though the electrically adjustable windshield has been further optimised for better wind protection and noise reduction. Also, the headlight beams are now remote adjustable and the instrument cluster has been completely revised – it now looks similar to the instrumentation you might find on some BMW cars and is much more comprehensive and readable . You even get a car-style multi-controller (the two-wheeler equivalent of BMW cars’ i-Drive system) and instead of a CD-player, the bike gets a new digital music player with USB connectivity, which plays MP3s and which can be hooked up to your iPod. The list of optional extras includes traction control, electronically adjustable suspension, tyre pressure monitor, a lower seat, bigger luggage cases and much, much more.



While it does cost a bit more than 17,000 euros, a bike like the BMW R1200RT really can be a life changing tool if you travel long distances regularly. With its heated handgrips and saddle, excellent weather protection and very comfortable riding position, this is one bike that you’ll happily continue to use, almost regardless of the weather.

On the move, the new engine is less noisy than the one on the earlier RT, and provides better, stronger acceleration even with two people and their luggage on board. With its higher rev limit and stronger power delivery, the engine makes overtaking manoeuvres easier, though of course it’s still not comparable to some other touring-oriented bikes that are fitted with bigger four-cylinder engines. However, the R1200RT is a very ‘balanced’ machine that’s good for covering long distances at a fair clip and that also remains fun to ride.

Overall, the highway is definitely the BMW R1200RT’s home. With great weather protection from that height adjustable windscreen, adjustable suspension that works very well and the more refined engine, it’s almost impossible to not like the bike.

For the original article, please visit MotorBox


And here's what MCN have to say about the 2010 R1200RT...

While the R1200RT is great for touring, the 190bhp S1000RR would be hard to beat for getting that sheer adrenaline rush. Especially if you're riding the bike on ice...! :-D

2010 Aprilia SXV 5.5: The hooligan’s choice


The Aprilia SXV 5.5 - the right tool for those who want to go out and play hard...
free image hostfree image host

We have, in the past, admitted that we don’t really ‘get’ supermotards. A bike with motocross-worthy suspension and riding position, combined with sticky, street-spec rubber sounds suspiciously like the two-wheeled equivalent of an SUV – neither a sports car, nor a utility vehicle and a compromise at everything it’s supposedly capable of doing.

Then again, maybe it’s not that bad after all. Not if you see what Motorcycle-USA have to say about the Aprilia SXV 5.5, which actually looks interesting even to us. Here are some excerpts:

Have you ever envisioned riding a top AMA Motocross team’s pumped-up and highly-tuned race bike on road rubber? Well now you can. Say hello to the Aprilia SXV 5.5. The $9,499 SXV 5.5 is the Italian motorcycle manufacturer’s top-shelf Supermoto racer cloaked in full street-legal attire and seemingly designed to break every single traffic law in existence.

The scream emitted during fast idle from the engine’s internal mechanical flurry and the roar of the sleek and expensive looking 2-into-1-into-2 pipe configuration is wake-the-neighbours loud. Punch the throttle and feel the immediate burst of power from the unique 549cc liquid-cooled V-Twin engine.

Right off the bottom, the engine pumps out upwards of 80% of its max torque from as low as 5,000rpm. Torque gradually increases, eventually peaking at 46Nm at 9,000 revs. This gives the engine such a wide spread of propulsion through its 11,400rpm range that it makes it difficult not to loft the front wheel through each of the transmission’s five gears. Overall throttle response is excellent and provides a direct feel to what’s happening at the business end of the rear Dunlop tyre around the racetrack at speed.

With the throttle pinned, the engine gains revs instantly and feels surprisingly similar to a hopped up and race-fuel fed 450cc single. The free revving nature of the engine, extremely close transmission gear ratios, and ultra-short final drive gearing contribute to an engine that spins-up faster than any other road-going motorcycle on the market. The SXV offers mind-boggling acceleration from stoplight to stoplight [and] the sound emitting from the tiny sculpted metal exhaust tips only adds to the thrill.

But buyers beware: Riding this bike is the quickest way for you to end up in the back of a cop car. Whether motoring down the road on the back wheel, getting sideways entering a corner, or drifting the rear tire through corner exit, the Aprilia SXV 5.5 is a true hooligan’s dream.

Sounds interesting to us. For the full story, please visit Motorcycle-USA

free image hostfree image hostfree image host

2010 Aprilia SXV 5.5: Tech Specs

Engine: 549cc liquid-cooled SOHC 8-valve fuel-injected V-twin
Power: 61.6bhp@11,100rpm
Torque: 46Nm@9,000rpm
Transmission: 5-speed; chain final drive
Chassis: Steel-trellis/pressed aluminium hybrid
Front suspension: 48mm Marzocchi inverted fork; 2-way adjustable for compression and rebound damping; 10.8 inch travel
Rear suspension: Sachs hydraulic shock absorber; 4-way adjustable for high/low-speed compression, rebound and spring preload; 9.9 inch travel
Front Brake: 320mm disc with 4-piston FTE radial-mount calliper
Rear Brake: 240mm disc with single piston caliper
Front Wheel: 3.5 x 17-inch
Rear Wheel: 5.5 x 17-inch
Tyres: Dunlop Sportmax Qualifer 120/70-17, 180/55-17
Kerb Weight: 141kg
MSRP: $9,499

Saturday, February 06, 2010

Rossi vs Lorenzo: The rivalry builds…


Lorenzo will no longer benefit from Rossi's development work...

Reigning MotoGP world champ Valentino Rossi and his team mate Jorge Lorenzo will no longer share development data for their YZR-M1 bikes. ‘Considering the fact that these two riders are the main rivals for the MotoGP championship, we have decided to respect this competition internally and to respect their own ways to race and to approach the competition,’ said Davide Brivio, Rossi’s team manager.

‘At Yamaha, engineers can compare data and information, but the two teams inside the garage can work more independently from a technical point of view,’ said Brivio. ‘Each team has their own data. You can't see the other team's data. Only Yamaha engineers can see all the data and then feed it back to both riders,’ added Fiat Yamaha team director, Masahiko Nakajima.

‘I think that Jorge – already in 2008 but especially last year – demonstrated great speed and also a good attitude to fix and set-up the bike. Now he has two years in MotoGP so everybody in the team agreed that it is possible to make his own way,’ said Rossi. ‘I don't have anything to comment on this,’ said Lorenzo, implying that he may not be entirely happy with this development. Which is only to be expected - Jeremy Burgess had made it clear last year that it was Rossi who's entirely responsible for developing the race-winning Yamaha YZR-M1.

Things are different with the Tech3 Yamaha team in that Ben Spies and Colin Edwards will continue to share all data. But then neither of those riders is expected to be in the hunt for the 2010 MotoGP world championship. Rossi, of course, is taking things very seriously and has said he won’t be offering any advice or tips to friend and fellow Italian Marco Simoncelli, who comes to MotoGP this year with Gresini Honda. ‘When Marco signed for MotoGP, the tips are finished,’ said Rossi. ‘I have a good relationship with him and I've seen him growing up to be a world champion, but now he's a rival, like the others,’ added The Doctor.

Via Crash.net

Friday, February 05, 2010

2010 Yamaha R6 riding impression


The 2010 Yamaha R6 - a bit less noisy and a bit more civilized than its predecessor...

For some time now, the Yamaha R6 has been the most hard-edged, track-oriented supersports 600 around. For 2010, Yamaha have tempered down the bike and made it more civilized and easier to ride on the street. Here are some excerpts from what Motociclismo have to say about the machine:

Back in 2005, the Yamaha YZF-R6 was the first Japanese sportsbike to be fitted with a short, compact exhaust system mounted on one side of bike rather than under the seat. For 2010, this exhaust system has grown in length, probably in order to allow the bike to comply with new noise and emissions regulations. And while it’s now quieter, the rest of the machine remains the same – sharp as a knife.

According to Yamaha, the R6’s engine has been revised for better power delivery at lower revs. Indeed, because of the new exhaust, air filter and fuel-injection mapping, the new R6 actually has 5bhp less than its predecessor. It’s also a bit slower, taking 9.8 seconds for the zero to 200km/h sprint, while the 2009 bike used to do it in 9.7 seconds. Of course, on the street this difference in performance is barely noticeable.

In terms of handling, the 2010 R6 remains agile as ever and makes you feel like a real racer on your favourite stretch of twisty road. On smooth surfaces, the bike’s very firm suspension works well, but the handling tends to deteriorate on bumpy roads, with the rear end bouncing around a fair bit. The brakes, however, with a four-piston calliper set-up at the front, remain as good as ever.

In conclusion, the 2010 Yamaha YZF-R6 remains one of the most technologically advanced supersport machines. Its engine is still explosive and with its excellent chassis, the little Yamaha is simply an incredible ride. The riding position is a bit too extreme for the street and clutch feel could have been improved, but the bike is certainly less noisy and more civilized than the 2009 model, making it more suitable for everyday use. And for that, we must applaud Yamaha…

For the original article, please visit Motociclismo

Thursday, February 04, 2010

2010 Valentino Rossi unveiled in Sepang, Malaysia

Valentino Rossi2010 Yamaha YZR-M1
Will Rossi win his 8th MotoGP world championship this year? We certainly hope he will...

The Fiat Yamaha MotoGP Team today unveiled the 2010-spec version of seven-time MotoGP world champion, Valentino Rossi, at the Sepang circuit in Malaysia. Rossi’s bike, the 2010 Yamaha YZR-M1 was also displayed alongside the rider.

‘On the 16th of February, I will be 31. I will be a little older [but] I always try to be at the top of my shape, improving and trying to adapt to the new bike. You always need to adapt yourself to the new bike, to the new regulation. If you think you are at the top of your performance, it is a big problem! Every season has its own story, it is more and more difficult and you always have to be faster. I will try again, as usual,’ said Rossi.

‘It is very difficult to say now who will be the hardest rival this year. I think all of them are on the same level, it is difficult to beat any of them. They are very strong riders, they can be fast on every track and condition and through the entire season and they are all capable of winning the championship. The 2010 bikes will make the difference, but I think all three riders [Casey Stoner, Jorge Lorenzo and Dani Pedrosa] will be the more difficult to be beaten,’ said The Doctor, speaking about his rivals.

‘In order to improve the 2010 M1, we have decided to focus on two aspects. Our aim is to develop a more stable bike, with more grip. The second direction, which is the most important, is the engine. We need more horsepower, despite the new rule that limits the number of engines through the season. We need more power and longer life of the engine. This will not be easy for Yamaha, but I know that they have been working very hard on this,’ said Rossi, speaking about the 2010 Yamaha MotoGP racebike.

2010 Yamaha YZR-M12010 Yamaha YZR-M1

2010 Yamaha YZR-M1: Tech Specs

Engine: Liquid-cooled crossplane crankshaft 800cc inline-four
Power: More than 200bhp
Top speed: Above 320km/h
Gearbox: Six-speed cassette-type, with alternative gear ratios
Chassis: Aluminium twin tube delta box, multi-adjustable steering geometry / wheelbase / ride height, aluminium swingarm
Supension: Ohlins USD forks and Ohlins rear shock, all
adjustable for pre-load, high and low-speed compression and rebound damping
Wheels: Marchesini 16.5-inch
Tyres: Bridgestone, 16.5-inch, available as slick, intermediate, wet and hand-cut
Brakes: Brembo, twin 320mm carbon front discs, two four-piston callipers, single 220mm stainless steel rear disc, twin-piston calliper
Weight: 150kg

Note: The new Jorge Lorenzo, with minor revisions for 2010, was also unveiled at Sepang. Changes may include mildly reduced cockiness and arrogance, and slightly enhanced maturity.

Monday, February 01, 2010

Lambretta to return to 125cc motorcycle world championship racing

free image hostfree image host
Lambretta will make a comeback to top-flight racing after almost 60 years...

Legendary Italian brand Lambretta, which is expected to launch an all-new range of scooters (and motorcycles?) this year, is also making a comeback to motorcycle racing. Their racing team – Lambretta Reparto Corse – will participate in this year’s 125cc world championship. The last time Lambretta went racing at this level was in the early-1950s, when the V-twin-engined Lambretta 250 GP racer competed in the 250cc world championship.

Lambretta Reparto Corse will operate out of Engines Engineering’s workshops in Bologna, Italy. ‘It’s is a wonderful day for Lambretta and one we’ve been working towards for nearly two years. We’re delighted to be back on the racetrack and to compete in such an exciting and expanding sport. It’ll be fun to compete with the big boys and see what happens,’ says Lambretta’s marketing director, John Scully.

Scully added that Lambretta sees its involvement in racing as a way for its technical people to develop better products for the street.

Sunday, January 31, 2010

Bombay Blues: 1969 Royal Enfield Bullet 350 café racer


image host image host image host image host
That number 69 has nothing to do with Joshua being a fan of Nicky Hayden. No, the number refers to a certain position that the man prefers...

The very cool Royal Enfield Bullet 350-based café racer you see here has been put together by Joshua, who’s based in Bombay, India. Twenty-six year old Joshua lives an interesting life – he likes flying, has a commercial pilot’s license and he’s worked with various car and motorcycle magazines in India. He’s an ardent motorcycle enthusiast, owns and rides various motorcycles and since he’s also very handy with tools, he tweaks, tunes and maintains all his bikes himself.

For building this café racer, Joshua used his father’s 1969-model Royal Enfield Bullet 350. ‘It's about time people say f*** fenders, fairing and fat tyres and ask for more. I decided to build something that was simple yet made a statement and was a little out of the box,’ he says.

‘I've started to get obsessed with flat trackers. They can get pretty trick and make you look super cool when you stick your leg out and go sideways. As for my favourite motorcycle of all time, I can't really put my finger on it. A lot of racing strokers from the 60s and 70s are right up there but if it's a more modern motorcycle, I'd have to say Deus Ex Machina's Triumph Thruxton would definitely be on top,’ says Joshua, providing a hint at what his next project bike might be…

For those want to convert their RE Bullet into something that looks exactly like Josh’s café racer, the man is now offering a kit that includes lightweight GRP body parts (tank and seat cowl with integrated seat), adjustable Clubman type handlebar, spring loaded rearset with brake and gear linkages, LED parking lamp integrated in the headlamp dome, LED taillamp, GoldStar replica exhaust, fork brace, front fender and race plates. For pricing and other details, write to Joshua on joshuacrasto@gmail.com




Friday, January 29, 2010

Bosch’s motorcycle ABS wins Yellow Angel award from ADAC

Bosch motorcycle ABS
Bosch's motorcycle ABS - a big step ahead in promoting safety for motorcyclists...

Bosch, which has developed the world’s smallest, lightest anti-lock braking system (ABS) for motorcycles, has won the ‘Gelber Engel’ (yellow angel) award from Allgemeiner Deutscher Automobil-Club e.V. (ADAC), Europe’s largest automobile club and biggest motorcycle association in the world. The award has been given out in recognition of the system’s potential for improving road safety for motorcyclists.

Bosch’s ninth-generation ABS for motorcycles allows various levels of performance and can be optimised for different applications, including sportsbikes. At 0.7kg, this ABS variant weight about half as much as its immediate predecessor.

‘Our entry-level ABS is by far the most compact system in the market. Its cost-optimised design makes ABS affordable for all classes of motorcycle for the first time,’ says Dr Werner Struth, president of Bosch’s Chassis Systems Control division.

Bosch has been manufacturing brake control systems for motorcycles since 1994. And while earlier ABS modules were based on passenger car technology, engineers at the Bosch competence centre in Japan have now designed a new ABS specifically for motorcycles. This system went into production in November last year.

While ABS is widely recognised as one of the biggest, most important advances in motorcycle safety, only about 10% of new motorcycles currently manufactured in Europe are equipped with this life saving technology. Worldwide, the figure is still lower – a dismal 1%. By way of comparison, the figure for passenger cars fitted with ABS worldwide has now reached 80%.

In Europe, the risk of being involved in a fatal accident when riding a motorcycle is 20 times greater than when driving a car, for the same distance travelled. In this context, the use of ABS on motorcycles should be an absolute must.

Erik Buell: “I’m certainly not done…”


Erik Buell. It ain't over until it's over...

Last year, Harley-Davidson decided to shut down Buell – a sad decision for most motorcycle enthusiasts, regardless of whether or not they actually owned a Buell. In the months that have passed, Erik Buell has gone on to set up Erik Buell Racing and… well, life goes on.

For Buell fans and enthusiasts, however, many questions remain unanswered. What happened? How was a motorcycle company – arguably the only American sportsbike manufacturer – that had been in existence for more than 25 years, suddenly shut down? What went wrong? Motorcycle USA recently caught up with Erik Buell for a chat, in order to get answers to some of those questions. While you can get the full interview on the M-USA website, here are some interesting excerpts from what Erik had to say about things:

On what, exactly, went wrong

‘Well, I think what went wrong was we had a heck of a recession, which was particularly tough on all the sportbike companies and that was basically it. Harley-Davidson needed to consolidate because they were having a tough time. It saw the sportbike industry doing a lot worse than their industry, which is already doing bad, and decided to get out.’

On whether he thinks Harley made the right decision in shutting down Buell

‘I don’t agree with the decision, but that is the decision they made. They believed that they needed to focus on their core industry when the times are hard, and they believed it would be a long recovery for the motorcycle industry. And they couldn’t be distracted. Like I said, the sportbike industry was in worse shape than theirs and they felt they needed to focus. I don’t agree with them, but that’s what they felt and that’s the leadership choice they made.’

On whether Harley would take over from where Buell left off, and build a performance-oriented sportsbike

‘Whenever they did any research, the answer was, one of Harley-Davidson’s greatest strengths is that it has a very unique identity and that it shouldn’t go into the marketplace where other brands are. It would devalue the brand. Their identity is extremely, extremely strong, which is a great value, and the last thing you want to do is to lose that.’

‘Basically, what it came down to is you might sell more, but you might not sell more. But you definitely would confuse the brand. And so that really was why we kept doing the Buell thing. Like I said, it was difficult, because it’s a big company and a small company trying to do something different. And it always was that the big company had much more important needs from a financial basis than Buell did.’

On why Harley did not sell Buell instead of shutting it down

‘Harley believed it was just too much of a part, too integrated into their business. They had dealers who were involved and they wanted to keep their dealers kind of focused. They wanted to control that. They had 137,000 Buell owners out there to sell parts to, and I think the parts business over the next 5-7 years will be a profitable business. And it was a great deal of complexity they felt in disconnecting Buell from Harley-Davidson.’

On whether Buell streetbikes might ever be built again

‘I’m certainly not done and, like I said, I still want to do that. I don’t want to have to be not competing in the same market. If nothing else we’re going to hopefully build a belief that American designs and concepts and American-made stuff is cool. What I do beyond that, time is going to tell…’

For the full interview, please visit Motorcycle USA


2010 Laureus World Sportsman of the Year: Valentino Rossi vs Usain Bolt

free image hostfree image host
Usain Bolt vs Valentino Rossi. The Doctor must win...

To be held on the 10th of March in Abu Dhabi, the capital city of the United Arab Emirates, the 2010 Laureus World Sports Awards will see two of the greatest athletes of our time facing off for the Laureus World Sportsman of the Year award. While others are also in the running, the two candidates that seem to have the biggest chance of winning the award are Jamaica’s Usain Bolt and Italy’s Valentino Rossi.

Usain Bolt, Time magazine’s 2009 Person of the Year, won the Laureus World Sportsman of the Year award last year and is said to be a strong contender for this year’s award as well. He is currently the world’s fastest runner, with a world record time of 9.58 seconds in the 100m sprint and 19.19 seconds in the 200m race.

Valentino ‘The Doctor’ Rossi is, of course, one of the greatest motorcycle racers of all time, with seven world championships in the MotoGP premier class – he’s the only man to have won world championships in the 500cc two-stroke and 990cc and 800cc four-stroke classes.

Other contenders for the 2010 Laureus World Sportsman of the Year award include four-time Laureus winner Roger Federer (Tennis), Hideki Matsui (Baseball), Kenenisa Bekele (long distance runner), Lionel Messi (Football), Alberto Contador (Cycling), Santonio Holmes (American Football), Mitchell Johnson (Cricket), Manny Pacquiao (Boxing), Michael Phelps (Swimming), Andreas Thorkildsen's (Javelin) and Craig Alexander (Triathlon).

‘This promises to be a tremendous fight for this year's Laureus Awards. I can rarely remember a year, outside of the Olympic Games year, when there has been such a strong line-up of potential nominees in the Laureus Sportsman of the Year category. I think the world's media will have a difficult job coming up with a list of just six from all the possible names and I think there is going to be quite a debate over the next few months about who should win,’ says double Olympic gold medallist Edwin Moses, Chairman of the Laureus World Sports Academy.

For us, there is no debate here – Valentino Rossi is the one who must win the award, period!

free image hostfree image host
In their own way, both Bolt and Rossi are two of the fastest men in the world...

Kawasaki ZX-7 gets two-stroke makeover


The ZXR750 / ZX-7R is one of our two all-time favourite Kawasaki motorcycles (the other being the ZX-11 / ZZR1100), and the bike you see here is a rather interesting take on the Green Meanie. The machine, which started life as a 1990 model ZX-7, has been fitted with a 1972 Kawasaki H2’s 750cc three-cylinder two-stroke engine, which produces 80 horsepower. And while 80bhp doesn't sound like much, we're sure the bike is loads of fun to ride. We'll try and get more details on the machine soon...

Via Speed Junkies, Kawasaki Triples Worldwide

IoM announces TT Zero, TTXGP sidelined again


TTXGP has been shafted once again, while the IoM sets up its own e-bike race series...

Last year, the FIM decided to set up its own electric bike race series (e-Power) and now Azhar Hussain’s TTXGP has been dealt another body blow – this time by the Isle of Man government. While Hussain’s outfit conducted the first zero-emissions electric bike race at the IoM in 2009, this year’s race – named TT Zero – will be promoted by the Isle of Man’s Department of Tourism and Leisure (DTL).

The TT Zero will be a part of the core IoM TT programme and will be open to riders who may also be competing in other TT classes. The one-lap race will be open to zero emissions electric motorcycles and will take place on Wednesday, the 9th of June this year.

As with other TT races, TT Zero will be run by ACU Events Ltd., in compliance with the latest FIM regulations. In addition to the usual prize money available to teams and riders, the Isle of Man Government has also created a £10,000 prize fund for the TT Zero race team that first records a 100mph (160.93km/h) lap around the 37.73-mile course. Last year, Team Agni’s Rob Barber recorded a fastest lap time of 25 minutes 53.5 seconds (87.434mph) in the clean emissions race.

‘We have enjoyed a very successful partnership with TTXGP Ltd., and I would like to take this opportunity to thank them for their hard work last year. We look forward to welcoming many of the electric bike teams and riders back to the Isle of Man in 2010 as well as to seeing new challengers pitting their wits against the Mountain Course,’ says IoM’s Tourism and Leisure Minister, Martyn Quayle.

It would be interesting to see if Azhar Hussain’s outfit will still return to the IoM to compete in the electric bikes race this year...


Race footage from the 2009 TTXGP race at the Isle of Man

2010 KTM 990 Adventure R riding impression


The new KTM 990 Adventure R is a worthy competitor to the R1200GS...

For those who seek ‘adventure’ on two wheels, the KTM 990 Adventure has always been a brilliant choice. For 2010, KTM have added an ‘R’ suffix to the machine, tweaked the suspension and tuned the engine, which now makes 10 more horsepower. Motociclismo recently tested the bike and here are some excerpts from what they say about the 990 Adventure R:

KTM have improved the 990 Adventure, and the R version has 115 horsepower compared to the 105bhp of the standard 990. Suspension travel has also been increased and the R has a seat height of 915mm, compared to the standard version’s 860mm.

Looking at things from a different angle, the 990 Adventure R could well take on bikes like the Pan European or K1300LT in terms of being ideally suited to travelling long distances. While most big GT bikes cost around 19,000 euros, the 990 R costs closer to 14,000 euros and offers a wider range of capabilities. The KTM will not only let you tour on road, but will also keep going rough terrain, where conventional GT bikes simply can’t go.

Once you’ve managed to clamber on, the 990 R’s riding position feels royal – the seat is very comfortable and the wide handlebars feel just right. On the move, the fuel-injected engine is incredibly smooth and the fairing offers very good wind protection. Also, the 20-litre fuel tank allows you to travel almost 400km before you need to re-fuel.

The 990 R’s instrumentation is quite comprehensive and this year, KTM have also included an anti-theft system with a specially coded key for each bike. The fully adjustable WP suspension has been re-tuned and now has more travel front and rear. It’s also softer and more sensitive in the first few millimetres of its movement, which helps while riding over gravel and minor bumps and breaks on tarmac.

The new bike’s engine is clearly more responsive than its predecessor’s unit, with the extra 10bhp making its presence felt between 8,000-9,500rpm. The Brembo brakes are very effective and grip, from the bike’s Pirelli Scorpion tyres, is never an issue. The bike rides on a 21-inch front wheel and weighs 207kg dry, but its handling belies the big KTM’s size and weight. On twisty, broken tarmac, the 990 Adventure R could outpace many sportsbikes…

As an adventure grand tourer, the KTM 990 Adventure R is a worthy competitor to the BMW R1200GS. With more capable suspension and more power from the engine, the new 990 is a true go-anywhere machine with a very wide range of capabilities. It’s not just about the Dakar Rally or a National Geographic story – the KTM really does encourage you to go out and look for ‘adventure’ any which way you want.


2010 KTM 990 Adventure R: Tech Specs

Engine: 999cc, DOHC, 8-valve, liquid-cooled, fuel-injected V-twin
Power: 115bhp@9,500rpm
Torque: 100Nm@6,500rpm
Transmission: Six-speed
Chassis: Steel tube trellis frame
Front suspension: 48mm USD fork, 265mm travel, three-way adjustable
Rear suspension: Three-way adjustable monoshock, 265mm travel
Brakes: Twin 300mm discs (front), single 240mm disc (rear)
Wheels: 21 inch (front), 17 inch (rear)
Tyres: 90/90-21 (front), 150/70-17 (rear)
Fuel tank capacity: 19.5l
Dry / wet weight: 207kg / 230 kg

Average fuel consumption: 6.4 litres/100km
0 to 100km/h: 4.2 seconds
0 to 1000m: 23 seconds

For the original article, please visit Motociclismo

Labels

2WD AC Schnitzer AJS Akrapovic all-wheel-drive Alpinestars AMG Aprilia Ariel Audi Avinton Bajaj Barry Sheene Benelli Bianchi Bimota BMW Bosch Brammo Brembo Britten BSA Buell Bultaco Cagiva Campagna Can-Am Carver Casey Stoner Caterham Chinese bikes Classics Concept Bike Confederate CRandS Custom-built Dainese Derbi Diesel Ducati Eddie Lawson EICMA 2008 EICMA 2009 EICMA 2012 EICMA 2013 EICMA 2014 EICMA 2015 EICMA 2016 Electric Ferrari Fischer flying machines Freddie Spencer Giacomo Agostini Gilera Harley-Davidson Helmets Henderson Hero Motocorp Hesketh Honda Horex Husqvarna Hybrid Hyosung Ilmor Indian Intermot 2012 Intermot 2014 Intermot 2016 Interviews Isle of Man TT Jawa Jay Leno Jeremy Burgess Kawasaki Kevin Schwantz KTM Lamborghini Lambretta Laverda Lazareth Lotus Mahindra Malaguti Markus Hofmann McLaren Mercedes-Benz Mick Doohan Midual Millepercento Mission Motors Mondial Morbidelli Morgan Moriwaki Moto Guzzi Moto Morini Moto2 Moto3 MotoCzysz MotoGP MotoGP-2007 MotoGP-2008 MotoGP-2009 MotoGP-2010 Motorcycle Design Motus MTT MV Agusta MZ News Nissan Norton NSU Peraves Petronas Peugeot Photography Piaggio Porsche Quad Renard Renault Riding Impressions Roehr Ronax Ronin Rotary Royal Enfield Scooters Segway Shootouts Short Films Skills Specials stunt riding Supercharged Suter Suzuki Toyota Travel trike Triumph Turbo TVS Two-stroke Ural V10 V12 V4 V6 V8 Valentino Rossi Velocette Vespa Victory Vincent Volkswagen Voxan Vyrus Wakan Wayne Gardner Wayne Rainey Wunderlich Yamaha Yoshimura Zagato