The Selection Event for the 2023 Idemitsu Asia Talent Cup took place on Tuesday and Wednesday at the go-kart track at Sepang International Circuit, with 61 hopefuls showing off their skills for the chance to join the 2023 grid. By the end of action, a list of nine permanent riders and six reserves has been chosen.
Source: MotoGP.com – Read Full Article Here
More information on the Zero/BDR partnership first mentioned in the Zero DSR/X First Ride review.
Begin press release:
Charging headfirst into the future, the adventure motorcycling non-profit Backcountry Discovery Routes (BDR) announced a multi-year partnership with Zero Motorcycles, the worldwide leader in electric motorcycles and powertrains. Building on a shared vision of preserving riding opportunities and driving positive economic impact for neighboring communities, the Zero-BDR partnership includes OEM sponsorship of upcoming BDR and BDR-X routes. This exciting new alliance will raise awareness of and help grow the network of charging stations along 13 existing and future BDR routes
With its all-new DSR/X model, Zero’s impressive entry into the Adventure Bike category represents an increasingly important opportunity for adventure riders to explore the backcountry with minimal impact while taking advantage of the unmatched power delivery and reliability inherent in EV (Electric Vehicle) technology.
Potential concerns about the ability of EV bikes having the range required for true backcountry exploration will be put to the test by BDR on multi-day, long-distance scouting and filming expeditions. Most notably, the DSR/X will be challenged during the creation of the upcoming Northern California BDR (CABDR-North) and the Black Hills, SD BDR-X routes slated for release in the next two years.
Adding to its vast resources of off-pavement route planning, BDR has enhanced its website’s interactive maps to now display EV charging stations within a 25-mile radius of all BDR routes. This new feature will make EV ADV ride planning easier and give riders confidence in their ability to explore some of the best backcountry roads on an electric motorcycle.
Zero’s DSR/X is the world’s first true electric ADV model. Boasting category leading ground clearance and exceptional range, it features a 19-inch front wheel, luggage capable frame, and rugged suspension package that is perfect for exploring multi-day BDR routes and beyond.
As technology for charging and range improves at lightning speed, so do opportunities for OEM’s, advocacy organizations, public land managers, and government agencies to work together for the broader benefit of the outdoor community. Always at the forefront of expanding outdoor access, BDR’s partnership with Zero is a precedent-setting effort and one that both organizations’ leadership hope will have a sustainable and positive impact on outdoor recreation and local communities alike.
Stay tuned for more exciting developments from BDR and Zero Motorcycles at RideBDR.com/Electric.
The post BDR And Zero Join Forces To Power Electric ADV Riding appeared first on Motorcycle.com News.
Ups
Downs
Verdict
No one ever really complained about the 790 Duke’s performance, but KTM saw fit to replace it with a much improved, more expensive 890 Duke R in 2020. Now the 890 Duke family is a three-model lineup with something for everybody.
The 890′s engine is better in almost every way than its predecessor, and the R model’s suspension is a vast improvement over the 790′s nonadjustable (save for rear spring preload) units. The base-model 890 Duke’s comfort level has increased, while the GP model is easy on the eyes thanks to paint inspired by Tech3 KTM Factory Racing’s RC16 MotoGP bikes.
Be prepared for a higher sticker price, especially with the extras required to unlock some of the electronics.
Overview
When the 790 Duke was released in 2018, it soon became obvious that KTM had a winner on its hands. Equally at home commuting through the daily urban grind or carving up twisty roads, KTM’s first go at a middleweight parallel-twin naked/standard bike hit the performance bull’s-eye.
The Austrian company could have continued with minor polishing of details for years and no one would have given it a second thought. But “Ready to Race” is KTM’s slogan, and the company’s competitive mentality couldn’t let the status quo continue, so an 890 Duke R was unleashed for 2020. The 790 was great indeed, but the 890 family of bikes have even greater overall competence.
The star of the 890 lineup is the 890 Duke R, which gets adjustable suspension, more performance-oriented tires, and sportier engine mapping. Consider this the primary option within the 890 Duke lineup, the bike that most dealers will feature on showroom floors.
The 890 Duke sits at the opposite end of the lineup and is more street oriented. The parallel-twin engine is the same as the R’s, but power is reduced thanks to its own mapping. Nonadjustable WP Apex suspension is better suited to relaxed highway riding, and the ergonomics have been adjusted for everyday comfort.
The GP model adds an orange-and-black MotoGP-inspired livery, including an orange passenger seat cover. The GP model’s engine output is also on par with the base 890 Duke.
Updates for 2022
There are no updates to the 890 Duke or Duke R with the exception of an Atlantic Blue colorway, although the Duke GP was technically an all-new model for 2022.
Model Variants
As mentioned, the 890 Duke is available in three variations: a standard 890 Duke, 890 Duke R, and 890 Duke GP.
While the 890 Duke’s more relaxed rider triangle and lower price tag will appeal to many, the 890 Duke R’s added performance is an incredible bargain and genuinely lives up to its “Super Scalpel” nickname. The GP represents a nice middle ground, though it could be argued that anything with GP in its name should come with performance-minded features.
Pricing
The standard KTM 890 Duke is certainly on the higher end price-wise for a middleweight naked bike, retailing for $11,299. The upgraded 890 Duke R runs a bit higher at $12,399, although the engine and chassis parts are easily worth the extra cost. Whether the graphics/paint on the $11,899 890 Duke GP justify the additional $600 over the standard model is up to the buyer.
Competition
The middleweight naked bike category includes stiff competition from nearly every major manufacturer, with interesting variations in displacements and engine types across the category. Traditional middleweight twin options include the Suzuki SV650 ($7,399), Kawasaki Z650 ($7,749), and the Yamaha MT-07 ($7,899). Options from Triumph and Aprilia include the Trident 660 ($8,395) and Tuono 660 ($10,499), respectively.
Four-cylinder options in the space include the Suzuki GSX-S750 ($8,549), Honda CB650R ABS ($9,299), and Kawasaki Z900 ABS ($9,399). Buyers might also consider bikes with a bolder mix of performance and personality, such as the BMW F 900 R ($8,995), Yamaha MT-09 ($9,499), Triumph Street Triple ($10,945), and Ducati Monster ($12,695).
Powertrain: Engine, Transmission, and Performance
KTM’s 889cc DOHC parallel-twin engine is a bored/stroked version of the 790 Duke’s powerplant, which earned ample praise during its somewhat short two-year life span. As expected, the 890′s larger engine is everything it should be, especially the uniquely tuned 890 Duke R variant, which KTM claims is good for an extra 5 hp compared to the 890 Duke and 890 Duke GP.
Cycle World has not tested the standard 890 Duke, we can say that when strapped to the Cycle World dyno, the 890 Duke R recorded 106.2 hp at 9,900 rpm and 60.4 lb.-ft. of torque at 8,700 rpm, 11 hp over the 790 Duke. While the 2 lb.-ft. torque gain doesn’t sound like much, there’s an increase between 3,500 to 6,000 rpm that adds to the KTM’s low-to-midrange grunt: “Horsepower figures enjoy a bump throughout the powerband, most notably matching the 790′s peak power 1,000 rpm earlier, then smashing it all the way until its increased redline,” CW’s Michael Gilbert said in his First Ride Review of the 890 Duke R.
A buttery initial power delivery sets the bike in motion, building to an addicting punch in the midrange. At 7,000 rpm, the 890 Duke R lofts the front end to the air in the first three gears. Power builds fast and quickly makes its way through the rev range, pulling strongly into high revs and just tapering off before redline.
Handling
Nicknamed “The Scalpel” and “The Super Scalpel” thanks to their aggressive steering geometry, the 890 Duke and 890 Duke R thrive on twisty pavement with superb agility and pinpoint handling that allows riders to put the bikes anywhere in a corner. The Duke has a lightweight and slim feel between the legs, and flicking the bike side-to-side requires very little effort.
The updated suspension, especially on the upgrade R model, addresses one of the few weak points of the 790 Duke, which had trouble dealing with rough, imperfect pavement; the 890 Duke R “effortlessly glides over small chatter bumps in stark contrast to the 790,” Gilbert said in his First Ride Review, “while providing adequate support for the [suspension-]travel-munching dips and heavy braking zones. And it’s sweet to have adjustability too.”
Tires play less of a role in overall handling, though it’s important to mention that the R model rolls on Michelin Power Cup tires, while base 890 Duke is fitted with street-oriented Continental ContiRoad rubber.
Brakes
The standard 890 Duke and 890 Duke GP feature KTM-branded J.Juan four-piston radial-mount calipers biting on 300mm discs, a slightly less performance-oriented setup than what’s found on the R.
R models take a next step in terms of components, with Brembo Stylema Monoblock calipers and 320mm discs combining for great feel and braking performance in track riding. Meanwhile, a Brembo MCS master cylinder with adjustment for lever ratio and brake feel results in superb braking action, in addition to dropping 2.6 pounds of unsprung weight that surely plays a role in the improved fork action.
Fuel Economy and Real-World MPG
There are no miles-per-gallon figures available for the 890 Duke or its variants.
Ergonomics: Comfort and Utility
Although the 890 Duke’s riding position is a bit aggressive, with a longer reach to the handlebar that puts your torso farther forward than most naked bikes, it doesn’t put excessive pressure on the wrists.
The 890 Duke R’s ergos are decidedly racier, with a lower handlebar and rearset footpegs that reflect its higher-performance intentions, but the riding position is still comfortable enough to handle everyday riding. The R and GP models also do away with the passenger seat, while the R goes a step further by also doing away with the passenger footpegs.
Riders who prioritize comfort may want to look at the base-model 890 Duke.
Electronics
All versions of the 890 come with an extensive electronic rider aids suite designed around a 6D lean angle sensor that keeps track of the angle of the bike and sends information to the ECU to improve traction control and ABS actuation. Three ride modes have preset settings for throttle response and traction control: Sport is for aggressive riding, Street is for everyday riding, and Rain is for slippery pavement.
An optional Track mode allows the rider to choose throttle response and TC settings, disable wheelie control, and allows access to a Launch Control, but this requires the purchase of a software upgrade. A bidirectional quickshifter and MSR (Motor Slip Regulation, which works with the slipper clutch to reduce engine-braking) are also available as an option, part of one of the software upgrades. Lean-angle-sensitive Cornering ABS is standard on all 890 Duke models, as is the Supermoto mode that allows deactivation of the rear ABS to allow rear wheel slides under braking. Dashboard is a full-color TFT display, and lighting is all LED on all 890 Duke models.
Warranty and Maintenance Coverage
The 890 Duke and 890 Duke GP come with KTM’s 24-month/24,000-mile transferable warranty, while the R model comes with KTM’s standard 12-month/12,000-mile transferable warranty.
Quality
KTM has always set some pretty high standards for quality, and it shows in the components and construction of all the 890 Duke models. Fit and finish is excellent.
2022 KTM 890 Duke/R/GP Claimed Specifications
| MSRP: | $11,299 (standard)/$12,399 (R)/$11,899 (GP) |
|---|---|
| Engine: | 889cc, DOHC, liquid-cooled parallel twin; 8 valves |
| Bore x Stroke: | 90.7 x 68.8mm |
| Transmission/Final Drive: | 6-speed/chain |
| Fuel Delivery: | Electronic fuel injection w/ 46mm throttle bodies |
| Clutch: | Wet, multiple disc; cable operation |
| Engine Management/Ignition: | Ride-by-wire/TCI |
| Frame: | Chromoly steel tube chassis |
| Front Suspension: | 43mm WP Apex inverted fork, nonadjustable (standard, GP) / compression and rebound damping adjustable (R); 5.5 in. travel |
| Rear Suspension: | WP Apex shock, spring preload adjustable (standard, GP) / spring preload (remote hydraulic), rebound, high- and low-speed compression damping adjustable (R model); 5.9 in. travel |
| Front Brake: | 4-piston caliper, dual 300mm discs (standard, GP) / Brembo Stylema 4-piston Monoblock radial-mount caliper, dual 320mm discs (R) |
| Rear Brake: | 1-piston slide-pin caliper, 240mm disc w/ ABS (standard, GP) / Brembo 2-piston caliper, 240mm disc (R) |
| Wheels, Front/Rear: | Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. |
| Tires, Front/Rear: | 120/70ZR-17 / 180/55ZR-17 |
| Rake/Trail: | 24.0°/3.9 in. (standard, GP) / 24.3°/3.9 in. (R) |
| Wheelbase: | 58.1 in. |
| Ground Clearance: | 7.5 in. (standard, GP) / 8.1 in. (R) |
| Seat Height: | 32.2 in. (standard, GP) / 32.8 in. (R) |
| Fuel Capacity: | 3.7 gal. |
| Wet Weight (without fuel): | 372.6 lb. (standard, GP); 365.9 lbs. (R) |
| Contact: | ktm.com |
Source: MotorCyclistOnline.com
What do you do when you have an incubating electric machine?
Take the time to make sure she’s everything you could have ever wanted, of course – and that’s exactly what Damon has done in this recent partnership with SINBON.
If you’ve never heard of SINBON, they specialize in electronic connector manufacturing, with an emphasis on engineering designs for production (French for ‘they’re really good at electrical stuff’).
Paired with Damon’s soon-to-be-completed production facility and her two sunny EV beasties, we’re looking forward to seeing what shows up at this year’s EICMA – and Jesse Huang, V.P., global sales of SINBON, is excited to start punting out progress in the name of clean sustainability.
“Part of our ‘Go Green’ campaign, SINBON is committed to environmental sustainability by helping put more environmentally friendly products on our planet,” explains Huang.
“We are very excited about our opportunity with Damon, arguably a green tech leader in the motorcycle industry.”
“SINBON and Damon have come together to break the limits on power, weight, and volume when it comes to next-generation electric vehicle components,” adds Chris Efstathiou, head of the supply chain at Damon Motors.
“This means rethinking entirely new component architectures and designs to produce the lightest weight yet high power electric vehicle electronics.”
What do you think?
Stay tuned by checking back here at MBW, drop a comment below letting us know what you think, and as always – stay safe on the twisties.
Source: MotorbikeWriter.com
Ducati has announced the 2023 Panigale V4 R, a street-legal superbike that now surpasses earlier models as Ducati’s closest production model to a competition motorcycle. With technical solutions derived from MotoGP and WorldSBK Championship bikes, Ducati claims a max 240.5 hp for the updated Panigale V4 R. The 2023 V4 R also features several upgrades over the previous year model.
Read all of Rider‘s Ducati reviews here.
The maximum horsepower of 240.5 sounds impressive, but it’s a little more complicated than that. A few things have to fall into alignment for that max to be reached. The 2023 Panigale V4 features the 998cc Desmosedici Stradale R engine, seen in previous models.
Ducati claims the Desmosedici Stradale R can reach 16,500 rpm in 6th gear and deliver 207 hp at 13,500 rpm with 82 lb-ft of torque. Add on the racing exhaust, and the Stradale R bumps up to 237 hp, which is 3 hp higher than its predecessor but still 3.5 hp short of the claimed max. To give the Stradale R another boost, Ducati collaborated with Shell to produce a special performance oil that claims a 10% reduction in mechanical friction, bumping the ponies up to 240.5.
The special Shell oil only works because the bike uses a dry clutch. The oil contains racing-type additives that can cause problems with a wet clutch. The clutch on the 2023 Panigale V4 R is new, derived from the version used in the WorldSBK. The diameter and axial length have been reduced by 0.9 in and the weight by 1.8 lb. To help with lubrication, the V4 R features gun-drilled titanium connecting rods, which facilitate oil passage.
Also new to the 2023 model is the lengthened gear ratios. The new ratios are the same as those used by WorldSBK Panigale race bikes and were first seen in production models on the 2022 Panigale V4 S. The ratios are lengthened in 1st (+11.6%), 2nd (+5.6%), and 6th (+1.8%) gears. Ducati says the longer gears offer improved engine management when braking and better acceleration coming out of corners. They also allow the quickshifter to work more effectively.
The V4 R also allows riders to choose from four engine configurations: full, high, medium, and low. Full power mode is exactly what it sounds like: It allows the engine to run its full potential without electronic filters (except for first gear). In medium and high power modes, a Ride by Wire map has calibration for all six gears so riders achieve ideal drive. The low power mode is intended to be used for riding on road and for low-grip surfaces. Low power mode limits the max power to 160 hp and features a more manageable throttle response.
The ride mode is visible on the Track Evo display, first seen on the 2022 Panigale V4. The display features a horizontal tachometer along the top of the dashboard. The gear engaged is in the center of the screen. The display also features lights to indicate when an electronic control is working on a particular parameter, such as the Engine Brake Control and the Dual Quick Shift, making it easier for the rider to figure out what controls are helping and what controls have been working against the rider in any given scenario.
The suspension system, updated in the 2022 Panigale V4 and V4 S, is fully adjustable, with an Öhlins NPX25/30 fork with 4.9 inches of travel (0.2 inches more than the 2022 Panigale V4 R) and an Öhlins TTX36 shock. Other updates include a more aggressive profile of the intake cams to improve breathing at high revs and an aluminum tank capacity increase to 4.5 gallons.
Ducati offers a number of accessories for the Panigale V4, such as the Akrapovič titanium complete exhaust system, lighter magnesium rims, adjustable aluminum footpegs, and more.
The 2023 Ducati Panigale V4 R in MotoGP-derived racing livery will retail for $44,995 and is expected to arrive in dealerships in the spring of 2023. Visit Ducati’s website for more information.
The post 2023 Ducati Panigale V4 R | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com
Liqui Moly Husqvarna Intact GP Moto3™ will be managed by overseer of the current GP crew, Peter Öttl, and will retain the services of Ayumu Sasaki, together with the promise of young Dutchman Collin Veijer. Sasaki, 22 years old, has had a stellar 2022 campaign on the FR 250 GP so far, claiming events in the Netherlands and Austria and with an additional six podium finishes. The Japanese is pushing for the top three in the Moto3 championship standings. Veijer, 17, has won three races in the ’22 Red Bull MotoGP™ Rookies Cup and is still in contention for the title. The Dutch youngster will be a Grand Prix rookie in 2023.
Source: MotoGP.com – Read Full Article Here
“But when 80% of the riders, even the last one, even the 16th place pushes a button, and sends a signal that it is a dangerous situation, it’s OK, it’s like a vote, it’s like a political situation. I think it will be easier for them if we can send them information. Like in F1, but they can speak. It’s too difficult to speak, but push a button, we can do easily because we are all around all the lap pushing something. So one more is not a problem. We are open to other things as well, but this was the easiest one.”
Source: MotoGP.com – Read Full Article Here
After two pre-season tests, one at Jerez and the other in Barcelona, the season begins at the French Grand Prix at the iconic Le Mans before Round 2 sees MotoE™ return to the spectacular Autodromo Internazionale del Mugello. Next up it’s the Sachsenring and a return to Germany, before the TT Circuit Assen ahead of the summer break.
Source: MotoGP.com – Read Full Article Here
“I was calm when I didn’t have Marquez behind! Because it was three times that he overtook me and put me away, so I was not just losing one position, but two. So, this is making everything even more difficult. But that’s racing, I need to improve, also be more aggressive, because it’s the only way actually to be fighting for a victory or podium.”
Source: MotoGP.com – Read Full Article Here
Then we returned to an all-time classic: Phillip Island. A left-hand circuit. A track at which Marquez has three MotoGP™ victories, including the last time we visited in 2019. It was always going to be a fascinating race because the fast, flowing, meandering layout lends itself to unbelievable racing. It’s the main reason it’s a rider, fan, and everyone in-between’s favourite, alongside the stunning location.
Source: MotoGP.com – Read Full Article Here