Youthful talent primed for Toowoomba opener this weekend.
Image: John Pearson.
Michael Driscoll is drawing off experienced Active8 Yamalube Yamaha Racing teammate Josh Green in his rookie E1 campaign in the 2019 Yamaha bLU cRU Australian Off-Road Championship (AORC), which kicks off this weekend at Toowoomba in Queensland.
Driscoll, a two-time AORC Under 19’s champion, graduates to the highly-competitive E1 division this season, which is set to boast one of the most talented fields in the series.
The New South Welshman, who’ll line-up alongside defending champion Luke Styke, is hoping to extract as much as possible from his teammates as he plots his rise through the professional ranks.
“Last year my support from Yamaha and the Yamalube Yamaha team was good but in 2019 its at a whole new level,” Driscoll explained. “During the off-season, we have been able to work to develop the bike and also I have spent plenty of time with Josh Green learning from him and absorbing his experience.
“The knowledge he has will help me greatly and I think that this is the best prepared I have entered any racing season. I’m looking forward to the year and having both Luke and Josh to lean on as the season progresses.”
Toowoomba will host rounds one and two of the AORC, before the series shifts to Dungog in New South Wales on 6-7 April.
Manufacturer backs eight riders across multiple categories.
Image: Foremost Media.
Honda Motorcycles Australia has confirmed it will continue its Ride Red support program for 2019, backing a large selection of riders across national off-road disciplines.
The Ride Red line-up for the Pirelli MX Nationals and Australian Supercross Championship will remain relatively unchanged, with Joel Wightman, Lachie Davis and Izak Maule set to pilot the CRF450R in the premier class, while Jai Constantinou and Caleb Goullet will contest the MX2 and MXD categories respectively aboard the CRF250R.
An exciting new addition is a three-rider women’s squad spearheaded by Emma Milesevic, who’ll contest the Womens MX Nationals championship alongside select rounds of the Australian Off-Road Championship (AORC) and the Hattah Desert Race.
She’ll be joined by Tanesha Harnett, challenging the MXD and Women’s classes of the MX Nationals, as well as Alysha Goullet, who’ll focus on the Women’s championship with select appearances in MXD.
“Over 1000 females compete across all disciplines of motorcycle racing each year and when these three talented riders contacted Honda for support we were thrilled to provide them with a Ride Red contract,” said Honda Motorcycles Australia’s brand and motorsport manager Glyn Griffiths.
“Tanesha Harnett is no stranger to the Honda family, having raced as a very successful rider in Honda’s junior program with Lee Hogan. Supporting female talent is something we are proud of and to offer a pathway for Tanesha to continue to grow her moto career was really important to us, along with the inclusion of two other talented riders, it’s going to be a great season.”
The opening round of the Pirelli MX Nationals is scheduled to take place on 17 March at Appin in New South Wales.
Chain lube designed specifically for dual-sport and adventure motorcycles.
A1 Accessory Imports, the Australian distributor of Motorex Oils, has announced the release of its Adventure chain lube, which hits dealerships this month.
The white chain lube with added PTFE has been designed specifically to meet the requirements of modern dual-sport and adventure motorcycles. Throughout Australia, we’re seeing more and more dual-sport and adventure style riding that frequently takes riders through urban areas, on motorways and to country areas far from any paved roads.
For this unique style of riding, your drive chain requires a lubricant that won’t hold onto dirt and dust – creating a grinding paste on your chain and sprocket- however, holds enough adhesion that it won’t flick out of the chain over long and fast stretches of road.
Image: Supplied.
Motorex has developed a special formula, with its white high-performance PTFE formula being proven to reduce wear and creates a lubricating film that withstands spin pressure whilst repelling dirt, dust and water. The Adventure chain lube meets all requirements of any modern dual-sport motorcycle and provides reliable lubrication for an extremely long period of time.
2019 Motorex Adventure chain lube key features:
– All-terrain use.
– Ring and X-ring tested.
– Repels dirt and dust.
– Water resistant, extremely adhesive lubricating film.
– Spin resistant with low flick.
– Fights corrosion.
– Wear-reducing effect.
Priced at RRP $29.95, the Motorex Adventure chain lube is available in a 500ml offering. For more information, visit www.motorexoil.com.au.
Mladin Racing Suzuki rider remains hospitalised with multiple injuries.
Image: Russell Colvin.
Australian Superbike Championship (ASBK) rookie Max Croker is on the road to recovery after sustaining multiple injuries to his right hand and arm in a major incident at this week’s unofficial Wakefield Park test in Goulburn.
The 20-year-old, who finished 13th on debut in the premier class at Phillip Island, was ejected from his Mladin Racing Suzuki GSX-R1000 on entry into the final turn on Tuesday morning during what was the second day of testing.
Croker was air-lifted to Liverpool Hospital, with scans confirming a badly-broken right hand, wrist and clavicle in two places, as well as lacerations to his small finger that had to be operated on. Emergency surgery to relieve pressure effectively saved Croker from losing his hand – the damage that severe – and he currently remains hospitalised on the mend.
“It was the final corner… I went in a bit hot,” Croker told CycleOnline.com.au. “It’s a little bit downhill there, the rear wheel came up off the ground and I got out of shape. I tried to make the corner, but lost the front and it threw me forward. I think the bike collected me, because when I stopped I was on top of the bike.
“I tried to avoid it, obviously overshot my braking marker by a little bit, but by the time I thought to stand the bike up the rear wheel had sort of landed sideways. That’s what threw me past the bike – I didn’t even really have time to let the brake off in the end.”
In his second season with Mladin Racing, led by seven-time American Superbike champion Mat Mladin and this year receiving major support from Yoshimura, Croker has emerged as one of the most capable rising talents on the ASBK grid. It’s not clear when he will be able to return to the bike at this point.
Jetpack Aviation is the latest company to announce plans for flying motorcycles, although so far they have only provided artwork and an animated video.
Despite the absence of a working prototype, they are taking pre-orders of US$10,000 (about $A14,000) for their 240km/h self-stabilising, jet turbine-powered flying motorcycles.
It’s called the Speeder and they claim the 105kg machine will climb to 15,000 feet but only stay aloft for 20 minutes.
It doesn’t sound like the sort of thing that would get riders off their ground-based motorbikes. But it may only be a matter of time before we’re all flying!
The first models will be available for civilian use, followed by a military version. There is no word on how much one of these supposed flying motorcycles will cost.
There is no word yet on when they will actually get the project off the ground.
Speeder flying motorcycles
The Speeder doesn’t ride on the road, only flies thanks to four JB-series jetpacks with a combined maximum thrust of almost 1000Nm.
It runs on kerosene, JetA or diesel and features hand controls, a 12-inch touch screen for navigation and a built-in two-way aviation radio system for air-to-air and air-to-ground communications.
Melbourne’s much-lauded motorcycle footpath parking is under siege by Lord Mayor Sally Capp who says a survey shows that motorcycles and scooters are a major obstruction to pedestrians.
While not saying motorcycles should be banned from footpaths, Sally said “more (on-street) spaces for motorcycles to park are needed so they park there instead”.
Speaking on radio 3AW this morning, she acknowledged that 1300 motorcycle and scooter riders come into the city every day and council provides only 280 parking spaces.
It found that motorcycles, scooters, bicycles and cafe furniture were major pedestrian obstructions.
Neil butted in: “So can we get the motorcycles and bikes off footpaths?”
Sally acknowledged that “under road rules (motorcycles) can park on footpaths”.
She suggested car parking spaces could be turned over to motorcycles to encourage them to park there instead of footpaths.
Neil replied, “that worries me more that you will take spots away from cars.”
“We’re not say we will do it, but considering,” Sally said.
“We need to provide spaces for motorcycles as well.”
Siege on free parking?
3AW’s Neil Mitchell
Neil increased the siege on motorcycles suggesting paid car parking spaces converted to motorcycle parking should also be paid, not free.
Sally said they would consider that issue, but said their main reason for providing these on-street spaces would be to encourage riders to use them, suggesting they should be free.
She also mentioned that people with disabilities had complained that footpath motorcycle parking next to disability parking spaces often prevented them from accessing their car.
Victorian Motorcycle Council media spokesman John Eacott said he was concerned about the Lord Mayor’s attitudes to pavement parking.
“She is putting her head on the chopping block as this is a Victorian State law (albeit it Council controlled) and she has obviously forgotten the outrage the last time this happened some 30 years ago,” he said.
Multi-time world champion adamant on strong showing at MotoGP opener.
Image: Supplied.
Jorge Lorenzo admits his Repsol Honda package is competitive enough to fight with the best in the 2019 MotoGP World Championship, however it will form over time as he acquaints himself with the RC213V.
Transferring from Ducati to Honda for this season, Lorenzo’s progress aboard the title-winning machine has been limited due to a broken wrist ruling him out an all-important test in Sepang last month.
Despite inadequate seat time, the multi-time world champion is adamant he can achieve a strong result at Losail International Circuit’s opening round in Qatar this weekend.
“Lining up on the grid in Qatar is something I have been picturing during the entire off-season,” Lorenzo commented. “It’s a new era for me and for the team, it is a special moment to be riding for the Repsol Honda Team. I am ready to give everything to achieve the best results I can on the Honda.
“Unfortunately I am not yet at my maximum with the bike, but I still believe we can achieve a good result here in Qatar. As with every year, MotoGP is looking very competitive and we certainly have the package we need to fight with the best after some more time. I know we can achieve greatness.”
Lorenzo will join reigning champion Marc Marquez at Repsol Honda this season, making one of the strongest rider line ups on the grid.
Victoria Police will target both road and off-road motorcyclists this Labour Day long weekend in the annual Operation Arid.
Extra police resources, including 10 more “booze and drug buses”, will be deployed in priority areas, including Wangaratta/Benalla, Yarra Ranges, Geelong/ Moorabool, Glen Eira and Greater Dandenong.
The operation runs from 12.01am tomorrow (8 March 2019) to 11.59pm Monday (11 March).
Road Policing Command Assistant Commissioner Stephen Leane says they will pay particular attention to road and off-road riders because of the record number of deaths so far this year.
However, Police say they will not just target motorcyclists, but all motorists.
“We especially urge motorcyclists and country road users to do everything in their power to make themselves as safe as possible as these groups make up 80 per cent of our lives lost this year,” Assistant Commissioner Leane said.
“Please just slow down and drive to the conditions. It doesn’t take much; plan your journey, don’t drink if you’re going to drive, and take that extra few minutes to drive at a speed that is appropriate to the conditions you are travelling in.”
“All too often we accept fatal crashes as a normal thing that just happens on long weekends.
“Well I am saying one person is too many, let alone the 59 lives lost this year.
“The only acceptable number is zero, so we need the community to assist in ensuring that this weekend is safe for everyone.”
The all-new for 2019 KTM 690 Enduro R is a study of how far a manufacturer can progress a model, via smart implementation of technology and high-end components, to successfully redefine the single-cylinder platform.
2019 KTM 690 Enduro R
I wasn’t much of a fan of the KTM 690 Enduro I rode almost a decade ago. In standard trim it was pretty breathless and felt, well, a little old hat. A lot of modifications were needed in order to get the old bike to perform, but even then I never found it really inspiring. In fact, I have found all the large capacity modern big-bore singles to be fairly insipid, leaving me distinctly unimpressed and thinking, ‘what if a manufacturer actually had a proper bloody go at applying some of the latest technology to build a big single lunger with smarts’. I have been somewhat frustrated by the lack of progress in this space.
2019 KTM 690 Enduro R
After sampling the all-new for 2019 KTM 690 Enduro R in Portugal this week I feel I really must congratulate KTM for pushing the boundaries. The Austrian manufacturer have thrown absolutely everything at this bike, leaving no stone unturned in the quest to build the ultimate big-bore single.
2019 KTM 690 Enduro R
This, as you would expect, comes at a price.Even if it redefines the genre, are people really going to pay $17,595 (Ride Away), for a big chook chaser? KTM certainly have their fingers crossed, but it is only a question that the fickle motorcycle buying public can answer.
That sort of money puts you in Africa Twin and F 750 GS BMW territory. Those machines have a lot more overall touring amenity and creature comforts for the long haul, including plenty of luggage options, but neither bring the level of outright off-road performance to the ride that the KTM boasts as standard. Not that you would really expect them to either, of course.
2019 KTM 690 Enduro R
The KTM 690 Enduro R is a very well mannered motorcycle and, thanks to some brilliant ergonomics, it actually might be a real world touring option for many.
Despite the 910 mm tall seat resembling a plank, it did not eat into my somewhat generously sized thighs at any point during my 100km initiation, which suggests that it might prove comfortable enough to equip the machine with some semblance of real touring credentials.
It’s not all about the size of the tool, or is it…?
2019 KTM 690 Enduro R with accessory muffler
Due to the very slim dimensions of the machine throwing a leg over that tall seat is still an easier process than mounting some large adventure bikes, even those that have perches a couple of inches shorter than the 690 Enduro R. It is light and slim so getting on and off it is a breeze in comparison to many adventure bikes.
2019 KTM 690 Enduro R
The 690 Enduro R is distinctly minimalist, but I would still say that for the long haul, it would likely prove a more comfortable option than the biggest selling big single in Australia, the venerated DR650. As for performance, well, the current DR650 model was fairly basic when it debuted over 20 years ago, compared to the new KTM today it feels downright archaic. But, the Suzuki is built down to a price, and that price is half that of the KTM….And before I get the hate mail from the DR650 devotees, I might remind you that I have ridden my own DR650 across Australia and have had my arse punished over more than 100,000 km astride a DR650, and was even silly enough to race one in Natural Terrain Motocross! I have also enjoyed the ownership of a KTM 990 Adventure R, that I still miss…
2019 KTM 690 Enduro R with someone a bit more spectacular than me in the saddle
Anyway, back to the new KTM.
This new generation of the LC4 engine is un-fussed while cruising, even well above the 110 km/h highway speed limit. In fact, you can drop it back a couple of cogs and stand it on the rear wheel to amuse yourself from those speeds if you like, yes it really is that powerful. And thanks to an innovative dual counter-balancer system there is no big slug chug.
In fact, the engine is a masterpiece
2019 KTM 690 Enduro R
74 horsepower and 74 Nm of torque from a 693cc single has always been possible. But to make those sort of numbers via a carbureted bike you would have a hand grenade that chain snatched like all buggery, only worked above 6000rpm, and would have been such a ferocious beast that it left you in a manic state sucking your thumb in the corner of the garage at the end of every ride. This latest generation 690 makes those big power numbers in an unstressed fashion, and requires no air-box cutting or modifications to unleash serious pull. It bangs hard right out of the box.
2019 KTM 690 Enduro R Dyno
This is not some incremental gain on what we have seen before. No matter what the dyno charts show, the 690 Enduro R heralds a new realm of performance for big singles when it comes to the overall riding experience. The numbers and the power are impressive, but thanks to those twin balancers, a cutting edge engine management system and a ride-by-wire throttle, it is also buttery smooth and unthreatening. It packs some serious grunt while remaining fuel-efficient, easy to ride and clearly sets a new benchmark for big singles.Arnie level muscle dressed in a fine Armani suit.
2019 KTM 690 Enduro R
Grip is easy to find. Even on TKC80 rubber the flawless pick-up from a closed throttle sees the engine management system smooth those big pulses of power out well enough to find traction. They are still Clydesdale sized horses hitting that 18-inch rear tyre, but these brumbies are wearing ballet shoes on their hoofs and somehow manage to tread lightly, while still slingshotting you towards the next corner at a prodigious rate of knots.
The standard gearing is very l-o-n-g, but the bike has no trouble pulling it. Negotiating city 50km/h zones will require a shift down to fourth in order to keep the bike happy, but above that it is simply pick a gear, any gear will do.
2019 KTM 690 Enduro R
The bike is fitted with a high-end quick-shifter that works on both up and downshifts, and is programmed to also operate well at part throttle openings. Unlike the old tech systems that only really worked with the throttle tapped, it can be used even when dawdling about. I was busy running on auto-pilot most of the time and thus often forgot the bike had it, which probably was part of the reason that I missed a few shifts. More time on the bike would see me adapt further and most likely render the shifting a non-issue, like most KTM machines though, the shift action is never quite as rifle-bolt positive as I would like.
2019 KTM 690 Enduro R
The clutch is beautiful. How can a clutch be beautiful you say? Those of you that have spent time negotiating tight terrain in the bush on a powerful Japanese dirt-squirter that has no hydraulic clutch will know exactly what I mean. The pleasure on your fingertips is palpable when working a nice clutch in the dirt. The 690 Enduro R not only has a slip-assist style clutch mechanism, but also a Magura hydraulic lever set-up. It’s clutch porn, my eyes glaze over a little Homer Simpson thinking about doughnuts style as I write about it… Yeah I’m a bit different, but I am okay with that…
2019 KTM 690 Enduro R
The map change and traction control switchgear on the left bar was a little problematic during my time on the bike and only worked if pressed in a very specific part of the button. Annoying.
2019 KTM 690 Enduro R
Unsurprisingly, KTM subsidiary WP provide the suspension. The WP XPLOR 48 kit is at the upper end of the WP range with 48mm inverted open cartridge forks and a beefy looking shock working through a Pro-Lever linkage. Both ends offer a generous 250mm of well damped travel and endow the bike with 270mm of ground clearance.
2019 KTM 690 Enduro R
Riders in our bunch varied in size massively, I was at the upper end of the scale, while an impossibly slim older Italian tester would have struggled to see the suspension register any sag under what must have been a size zero KTM adventure suit. Yet, none of us were eager to start twiddling clickers, we were too busy riding as hard as we dared on the varied trails that dot the ranges behind the Algarve coast of southern Portugal to worry about that stuff.I was amongst a handy group of riders and we were all having a ball with little to complain about. No squeaks or bangs were to be heard and the whole show just felt, well, competent, and very much fit for purpose.
2019 KTM 690 Enduro R
Clearly the smooth electronically controlled power delivery plays a big part in this equation, with no sudden hits of power to upset the springs.Suspension fettlers still have no end of options to tune themselves to a standstill with pre-load, along with both high/low speed compression and rebound damping all ready to be fettled.
2019 KTM 690 Enduro R
Braking is another area where KTM have not skimped. Brembo hardware front and rear is backed up by an almost superbike spec’ lean angle sensitive ABS system that sports a very well tuned off-road mode. Decent feel is evident from both ends and the ABS system is unobtrusive enough to leave on at all times, with the rear deactivated for the dirt. At 300 mm the front disc and twin-piston caliper is also up to being pressed on the street. The 240 mm rear disc seems perhaps a little small, but worked flawlessly with great bite and control.
2019 KTM 690 Enduro R
The only time I felt the brakes go away from me as the electronics intervened was when I had basically cocked it up and got in way too hot. You could feel the front run on ever so briefly before the electronics allowed the hydraulic pressure to again be applied smoothly and modulate the caliper pistons to slow the machine. No old school pulsing through the lever that made you shit your pants and feel as though you have no control. The intervention is applied and cycled so quickly that sometimes you can fail to register that any intervention has actually happened.The system releases the braking pressure instantly, and then reapplies it so smoothly that there might be one scenario in a hundred that you might be able to better it, if on your A game, but in a surprise emergency stop scenario you are not going to better it.
2019 KTM 690 Enduro R
The KTM 690 Enduro R is a case study in just how good electronic systems now are, and the fact that they are now found on a single-cylinder dirtbike is simply astounding. Not only do we have a best of the best lean-angle sensitive ABS, but also a highly sophisticated traction control system.This is not some basic set-up that simply retards the ignition, as seen on the latest EXC range of KTM enduro bikes, but is instead a true sportsbike level of smarts.
2019 KTM 690 Enduro R
In the off-road modes the traction control system is extremely liberal and its intervention almost imperceptible as you slide from corner to corner, it is only when things get a bit too crazy that it reigns things in a little. And the way it then does intervene is sublime, it just pulls enough power, almost imperceptibly, that it never really interrupts drive, instead it just reduces power via the throttle butterflies in order to drive forward momentum, instead of sideways motion. Don’t for one minute think that means that in order to be drifting in and then sliding out with the front wheel pawing for the sky you need the traction control system turned off, you don’t. You are getting pretty loose before it starts to intervene. The lean angle component of the traction control system is not used in off-road mode, so you have full power to blast out of a berm when needed.
2019 KTM 690 Enduro R
Of course, if you are fresh in the morning and want to go all out and attack your favourite trail, by all means turn the electronic smarts off and fly by the seat of your pants. But even then, when you are spent later in the day and just want to get to your digs for the night, there is some comfort in being able to reactivate the smarts and just cruise to your destination while conserving energy, and brain power.
2019 KTM 690 Enduro R
The 13.5-litre fuel cell effectively does three jobs in one as it also forms a structural part of the sub-frame, and also serves as the inner rear mudguard. KTM engineers claim a potential range of 300 km, and while that figure will no doubt make many scoff, I actually believe that might be possible. It is a very modern engine with the latest electronic smarts and 4.5 litres per 100 km should be feasible when off-road touring. Certainly, I would expect to be able to bank on a safe range of over 250 km in most riding scenarios. Even the most manic of tyre frying runs would surely still see a range of well over 200 kilometres. Seriously, it is incredible just how economical the latest generation of EFI bikes are.
2019 KTM 690 Enduro R
The fuel filler is accessed behind the seat at the rear of the bike, on top of the rear fender. This means that the optional 18-litre front bag accessory that fixes between the front of the seat and the headstock doesn’t need to be disturbed when refuelling. However, there are limited options for securing any luggage to the rear of the bike, with no handy tie-down points or structural members to fix any sort of luggage too.
I did see some of the KTM staff with a small, perhaps five, or ten-litre when expanded, soft luggage bag strapped on top of the rear fender. These had a strap wrapped around the seat, but the dearth of sturdy tie-down points for luggage is perhaps the most significant drawback of the motorcycle.KTM would say, well just buy the new 790 Adventure if you want luggage grids and the like for long-distance touring. In response I would say, the engine in this bike is so good why in the hell did you bother making a parallel twin adventure bike at all! Or at least make us a Rally/Adventure version of this 690 Enduro R for those that want the ultimate big single adventure bike!
2019 KTM 690 Enduro R accessory tank bag
The boundaries of our adventures at home here in Australia are limited in scope only by our imagination. Perhaps this is not impressed enough on the designers at Kiska back in Austria. If the 690 Enduro R was developed with the Australian market front of mind, with Aussie input, no doubt we would have got some viable tie-down points at the rear of the machine for luggage. Tie-down points might not look all that great when working on the crayons, but they do sure come in handy…
2019 KTM 690 Enduro R
KTM has instead left it to the aftermarket to devise a quality set of soft throw-overs to satisfy the demands of those that want to go on longer and more epic hard-core adventures, but don’t want to do it on a 200 kilogram+ multi-cylinder behemoth that, if crashed, will likely cost thousands to fix. There would be no better serious hard-core adventure bike in the market today than the 690 Enduro R, if only you could simply strap a bit more luggage to it, so that camping out and true multi-day epics would be viable options. I am sure owners out there will improvise though and come up with some sturdy luggage solutions.
2019 KTM 690 Enduro R
Curiously, KTM have provided some handy amenities though, a convenient USB port up near the bars, and a brilliant standard toolkit hidden behind its smooth flanks.
The bodywork to reach said toolkit is removable without the need for tools. The air-box is also easily accessed and the air intake situated right up beneath the front part of the seat.
2019 KTM 690 Enduro R – USB port can be seen just forward of the fork lef in this shot
My luggage complaints aside, as a big single day long-distance off-road blaster there is probably no better machine than the 690 Enduro R. Of course, it is not a 500 EXC-F in the tight stuff, but the 690 requires only 10,000km basic service intervals, rather than an oil and filter change every 15 hours, and full engine rebuild every 135 hours that the more enduro competition focussed 250/350/450/500 EXC-F singles advise under their recommended maintenance schedule.
The 690 Enduro R is 35kg heavier than those more race-bred options, but on open trails it still proves light enough, and the suspension responsive enough, to very rarely ever feel as though you are being held back by the weight of the machine. The slim flanks and excellent ergonomics of the 690 Enduro R also help hide that weight, it feels a like a proper dirtbike, ready to take on anything you point it at. The lump of human on top of it, as always, is the final deciding factor in the outright performance limitations.
2019 KTM 690 Enduro R
When the pricing of the 690 Enduro R is compared to that of the 500 EXC-F, I would suggest that the 690 Enduro R seems like better bang for the buck than its smaller and more hard-core siblings. A 500 EXC-F is $14,695, or $16,195 for the Six Days model, but by the time you register it and pay stamp duty etc. you are getting up towards the $17,595 Ride Away price of the 690 Enduro R.
When the comprehensive two-year unlimited kilometre warranty of the 690 Enduro R is factored into the equation, then you can really start to see the relative value of the 690. The more competition focussed EXC-F machines only come with a six-month parts and labour warranty.
2019 KTM 690 Enduro R
The fact that you also need a key to start the 690, the fuel cap can be locked, and that the steering can also be locked easily from the ignition, helps add a little peace of mind should you need to park the machine anywhere public. These are very welcome features out in the real world.
2019 KTM 690 Enduro R
For those that like spending lots of time on the trail, and often, the long service intervals and much longer fuel range of the 690 Enduro R, along with a relatively comfortable seat, and niceties such as the standard cooling fan (an optional extra on EXC-F), sees the 690 Enduro R certainly start to make a lot of sense. Especially if your adventures entail any lengthy tarmac sections, as the 690 Enduro R will eat up the kilometres much more easily, and comfortably, than the more enduro competition focused machines. Not quite as Ready To Race, but certainly more than Ready To Rumble.
It is a high-performance trail bike, a capable street bike for commuting, and a viable adventure motorcycle all rolled into one. Can less sometimes be more…?
Footnote:The current Husqvarna 701 model already has the twin counter-balanced engine, but we believe the 2019 KTM has an updated engine management system and more sophisticated electronic smarts (lean angle traction control and ABS), in comparison to the Husky. When questioned as to the actual specific differences, KTM personnel at the launch claimed to have little knowledge of the Husqvarna specifications, or the actual differences between the two. Thus it is hard for us to 100 per cent quantify what exactly the differences are, as we have not sampled the current 701.
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