Alongside updating the two-stroke YZ models, Yamaha have also unveiled a number of tweaks for the YZ250F and YZ450F four-strokes, which while not as big as the latest updates to the two-stroke YZ125, further polish these popular and proven four-stroke machines that forged the modern four-stroke revolution in motocross.
2022 Yamaha YZ250F
2022 Yamaha YZ450F
For the 2022 YZ450F, Yamaha’s focus was on reducing unsprung weight and revising the suspension to match.
2022 Yamaha YZ450F SP
Reducing that un-sprung weight is an updated rear wheel, which includes a new cast aluminium hub which is lighter and thinner without trading off strength.
Also new is the cush-drive, along with the use of a lightweight rear sprocket and chain to further reduce driveline inertia and reduce weight. A three-cross-spoke pattern is also found in the rear wheel, helping impact absorption and feel according to Yamaha.
A new rear hub reduces weight on the 2022 Yamaha YZ450F
The KYB coil spring fork and shock combo feature revised settings to take advantage of the weight savings, while offering full adjustability, with improvements made to corner stability and bump absorption.
Suspension settings are also updated on the 2022 Yamaha YZ450F
New graphics are embedded for durability and scratch resistance, with compact bodywork incorporating a narrow tank and flat seat for better control.
2022 Yamaha YZ450F
Powering the YZ450F is the liquid-cooled 450 cc four-stroke powerplant, with Yamaha Power Tuner, electric start, Launch Control System and two mode adjustable engine maps, which can be switched through at the press off a button.
2022 Yamaha YZ450F SP
The aluminium bi-lateral beam frame continues, as does the 270 mm front wave rotor and 240 mm rear. Travel is 310 mm at the front and 317 mm at the rear, with 330 mm of ground clearance, and a wet weight of just 111 kg. Seat height is 965 mm and the fuel tank holds 6.2 L. Standard fitment are Dunlop Geomax MX33 tyres.
2022 Yamaha YZ450F
The 2022 Yamaha YZ450F is available in dealers now. The Team Yamaha Blue version for $13,499 RRP, or in the Monster Energy Yamaha Racing Edition for $13,649 RRP.
2022 Yamaha YZ250F
Like the YZ450F, the YZ250F receives an update for 2022, incorporting the new lighter and thinner rear wheel hub, cross-three-spoke lacing and a new 2.15 inch rear rim, which will be running a 110 width Dunlop Geomax MX33 for an increased footprint, traction and absorption under hard acceleration.
2022 Yamaha YZ250F
The suspension settings have been revised to best take advantage of the updates and are fully adjustable units, alongside the aluminium bilateral beam frame and 270 mm and 240 mm front and rear brake setup, with a rigid front caliper and aggressive pad material for maximum braking performance.
The rear wheel has been updated on the 2022 Yamaha YZ250F, as well as the drive train
New for 2022 is the updated graphics scheme on the Yamaha Blue with embedded graphics for scratch resistance and durability, as well as blacked out radiator louvres. Also available will be the Monster Energy Yamaha Racing Edition colour scheme.
2022 Yamaha YZ250F
The YZ250F continues to run the liquid-cooled four-stroke 250 cc engine, with reverse cylinder head layout, aggressive cam profiles and high spec piston. The Yamaha Power Tuner app allows fuelling and ignition timing tuning via your smartphone, with two adjustable engine maps, switchable on the run, while an electric starter is also standard.
2022 Yamaha YZ250F
The air cleaner cover can also be removed without tools, there’s a large diameter clutch designed to withstand high heat conditions with cable operation, lightweight tapered aluminium bars, and four-position handlebar mounts.
2022 Yamaha YZ250F electric start and mode button
Seat height is 970 mm and wet weight 106 kg.
2022 Yamaha YZ250F SP
The 2022 Yamaha YZ250F is available now in Team Yamaha Blue for $12,449 RRP, while the Monster Energy Yamaha Racing Edition (SP Edition) won’t arrive till September, and will be $12,549 RRP.
Yamaha’s D’elight 125 scooter has received a significant price rollback. National ride away pricing for the D’elight 125 is now just $3599 incl GST, a reduction of $850.
Blue Core Engine features a range of special features that reduce power losses and increase efficiency.
The price reduction on the popular entry-level scooter is part of Yamaha’s Change The Way You Move marketing campaign which aims to make the enjoyable world of motorcycle riding, and the motorcycling brotherhood, more accessible to those looking for an alternative to the over-crowded public transport and frustrating traffic congestion.
Yamaha D’elight 125 rolls on a 12-inch front for stability and the rear is 10-inch. Rims are lightweight six-spoke die-cast alloy rims
With its understated urban styling and subtle European influenced design, Yamaha’s D’elight 125 combines quality with class-leading value.
Tipping the scales at under 100 kg wet and a low 800 mm seat height makes stop-start city work easy
Designed to make every trip easier and quicker – and a whole lot more affordable, D’elight is a stylish economical urban runabout that’s enjoyable to ride, and inexpensive to run.
Large 36-litre storage area under the seat takes a full-face helmet. There is a sprung hook in front of the rider for hanging bags from
Light and agile, it features a compact body and an ultra fuel-efficient Blue Core 125cc air-cooled engine. The low seat and spacious interior give a relaxed riding position – and there’s plenty of space to store a full face helmet or carry a business or weekend bag.
180 mm front single disc and rear drum brake are linked in operation
Motorcycle Test by Adam Child ‘Chad’; Photography by Joe Dick
$17,495 is the price of admission for the KTM 890 Duke R
Some bikes are outstanding on tight back-roads – in their element between 50 km/h and 160 km/h, dancing from apex to apex, and far away from the boredom of the highway. Over the years I’ve been lucky enough to have ridden some of the best, going back to Aprilia’s two-stroke RS250, Yamaha’s early FZR600 and more recently MV’s F3 675 FC. And now, despite a lack of racy bodywork, the KTM 890 Duke R makes it onto this dream list.
This parallel-twin is a most singular and focused machine even by KTM standards. Clearly, no one at the original design meeting raised their hand to ask about pillion comfort, tank range, or about adding luggage or touring ability. The brief was simple: design a bike to be great through the twisties – and that’s what KTM have done.
Lithe Kiska designed profile with 834 mm seat height
As you’d expect, KTM have not scrimped on the suspension components. Quality WP APEX forks are easy to access and adjust and the WP on the rear is fully adjustable, including high and low-speed compression damping. The ride height has been increased by 15 mm compared to the Duke 790, which the new 890 is based on, giving greater ground clearance and, in theory, sharper handing with a steeper swing-arm angle to reduce rear squat.
Weight has been significantly reduced – just removing the pillion seat and pegs throws 3.3 kg in the bin (the pegs and seat come in a box with the bike should you want to ruin the handing with a pillion). The result is one of the best handling production bikes currently available.
121 horsepower, 99 Nm of torque and 166kg is a fun recipe
Combine a lightweight chassis (166 kg dry), that quality suspension, Brembo radial Stylema brakes normally only associated with ‘top-end’ superbikes, Michelin Power Cup 2 track rubber, then add development rider and former MotoGP star Jerry McWilliams into the mixture, and it’s the perfect storm for an apex eating, lean-happy bike.
On the road you immediately feel this. The set-up is sporty and light yet the 890 is not jarring over bumps and imperfections. Suspension travel is the same as the 790, so this isn’t a solid race bike for the road, instead it has a split personality and is actually quite plush… almost comfortable.
Fully adjustable WP Apex suspension has 140 mm travel up front and 150 m at rear
Yet, when you ride a bumpy section of road at speed, it’s unflappable, unfazed and remains planted. Often a road bike that works on bumpy roads can turn into a wallowing blancmange on a racetrack and, conversely, a firmly sprung track bike with limited travel can become a frightening, tank-slapping mess on really bumpy lanes – but the KTM does it all. From perfectly smooth roads to unnamed motocross-inspired back roads, the KTM is unfazed. Hugely impressive.
KTM could possibly have saved some money on the brakes because the Brembo radial stoppers are incredibly strong, and the faintest of one-finger pressure on the span adjustable lever is enough to bring a halt to proceedings (disc size is up from 300 to 320mm compared to the 790). Pull with any force and the 890 Duke R stops quicker than a cocky flying into your window.
Brembo Stylema four piston, radially mounted calipers, brake disc Ø 320 mm
This is due to a combination of factors: its high quality brakes, excellent forks and incredibly light weight. For extra fun you’ve also got the option to switch into Supermoto mode, which retains ABS at the front but allows the rear to lock up for slides.
Mid-corner the Duke is as festive as an alcoholic in happy hour. The impeccable front end feeling and grip as well as feedback from the great rubber encourage you to lean that little bit more, release the brake earlier and carry the corner speed. Again, the suspension copes with everything you can throw it despite being laid on its side. The handing limitation is your bravery, not the bike, whatever the road.
KTM 890 Duke R
On the exits pick up the throttle early and drive towards another bend. It’s so much fun. It will change direction without effort, the wide bars and almost supermoto stance allow you to attack unfamiliar roads without breaking into a sweat. All my journeys on the KTM took longer than expected as I always took a B-road long cut, then sometimes did a U-turn and had another go.
The 890 Duke R could arguably be a little racy and quick-steering for some, especially new riders. It’s not as soft and user-friendly as, say, a standard Yamaha MT-09, but it would run absolute rings around a stock MT-09. In this class of middleweight nakeds, the KTM is top dog in the handling stakes.
Powering the fun (and endless, immature giggles) is that usable, versatile and smooth 890cc parallel twin. The engine started life in the 790, but was bored and stoked, which now means power is up 16 hp to 119 hp, and torque is up about ten per cent.
890 cc four-stroke, DOHC parallel twin
119 hp may not sound much, but it’s around the same as a 600 supersport machine and, because I’m old, similar to a Suzuki TL1000S, which at the time was an ‘animal’ (and heavier than the KTM). The engine feels very V-twin like. It’s not as vibey as parallel-twins usually are, and there is a charismatic bark to the exhaust.
The fuelling is generally excellent, perhaps a little too snatchy in the optional Track mode, which we had fitted to our test bike. Our test bike was also blessed with the optional Quickshifter+ (an up and down quickshifter, $415.95), which syncs and matches the revs perfectly, feeding through effortlessly smooth, clutchless gear changes.
KTM 890 Duke R
There is more than enough usable torque from low down and through the mid-range, and you certainly don’t need to play with the gearbox in search of power. That said, I couldn’t help myself as the clutchless shifts are so sweet and that exhaust such an Austrian chorus.
The 890 Duke R is deceptively quick on the road, and accelerates rapidly without any hesitation, the rider aids doing there upmost to prevent the light front end from lifting. Yet despite having fun, dancing on the gear lever and enjoying the torque, it’s not intimidating.
When you look down at the speedo you’re not doubling the speed limit and facing jail if you get caught. Unlike larger, more aggressive supernakeds which are ripping your arms out their sockets when the fun kicks in, it’s fun below 160 km/h.
Generous 206 mm of ground clearance is more than some ‘adventure’ bikes yet seat height still reasonable 834 mm
There are a plethora of rider aids keeping both wheels on the road, plus an optional ‘Tech Pack’ for $895.95. The Tech Pack includes a software upgrade which adds a nine-stage spin adjuster for adjustment, ‘Track’ riding mode, the ability to disable the anti-wheelie, launch control, the Quickshifter+ and MSR, a Motor Slip Regulation that prevents rear wheel lock-up on downshifts. Essentially the Tech Pack gives you greater control and finer adjustments over the throttle, slip control, and anti-wheelie, and also, obviously adds the auto-blip down quick-shifter capability.
In standard trim you get cornering ABS and lean sensitive traction control (MTC) that is more advanced than previously. In stock form you are down to a choice of three rider modes: Rain, Street and Sport. I’m in two minds; do you really need the ‘Track Pack’ with advanced riders aids and the ability to be more precise with the rider aids? Probably not.
Adam looks longingly at the 890 Duke R
The KTM’s excellent chassis and natural mechanical grip means any rider aids are questionable in perfect conditions. In the wet I’m sure the sporty Michelin tyres are possibly not the best, but you can simply flick into rain mode provided by the standard package. It all depends on how and where you ride. The Quickshifter+ would be on the shopping list, but if you don’t intend to ride on track or pull wheelies, you don’t need to turn off the anti-wheelie nor refine the slip control. Intriguingly, cruise control is also listed in the accessories for $260.95 although you will also need the switchblock to match which sets you back a further $150.95, showing there is a practical side to the KTM after all.
Ok, it may not be as rounded as the Triumph Street Triple perhaps, but it’s ability to cut it on track or on bumpy back roads translates around town. Again the fuelling is excellent, the gearbox is smooth, and if you want to show off at the traffic lights, you can flick into Supermoto braking. The KTM tears up city traffic like an angry dog with a newspaper, the mirrors are not bad, the ergonomics friendly enough, levers span adjustable, and the clocks are clear.
KTM 890 Duke R
In comparison to the 790, you sit higher up with a seat height of 835 mm and more forward, the lower bars are slightly further away. The pegs are also set back slightly but it’s still comfortable and not too racy. For reference, I’m only 170cm (5ft 7in) and ‘fit’ the KTM; taller and larger riders over six-feet may want a test ride before purchasing.
It’s a shame the 890 doesn’t have the full-colour TFT clocks. In today’s world they’re a little dull, and I’ve never been a fan of the ‘four-block’ KTM switchgear. The more time you spend with the KTM, the more you get accustomed to the switchgear, but it’s not intuitive, still not on par with the competition. On several occasions after stopping, I’d forgotten to deactivate the TC or forgotten which mode I was in. I know from past KTM experience that once you’ve had a few days in the saddle it becomes second nature, but it should be easy straight out of the showroom.
KTM 890 Duke R
I love the look of the KTM 890 Duke R. It’s bold, racy and most definitely a KTM. When you turn up to a bike meeting on a Japanese bike, it can sometimes get lost in the crowd, but not the KTM.
It’s very bold, I can see it appealing to a young ‘Ready to Race’ audience, but does the average naked middle-weight bike owner want something so dramatic. Also, due to its lightness, and like many European bikes, it doesn’t feel quite as solid and robust as a big Japanese bike, even though the components used are the very best.
Instrumentation is legible enough but not the full-colour TFT found on some KTM models
890 Duke R Verdict & Track Impression
Like almost every KTM I’ve ridden in recent years, I’ve come with away with a few niggles, but they are completely overshadowed by the fun factor, handling and how the bike makes you feel. The handing is class leading; on the road a well ridden KTM could give just about any sportsbike a run for its money. It’s like a modern day Aprilia RS250, it’s that good. Yes, it may not be for everyone, but in terms of fun road bikes, it scores 10 out of 10. Any bike that can turn a crap day into one of the best with a twist of the throttle is a winner for me.
What works on the road is amplified on the track, what a brilliant, well balanced controllable track bike. The KTM 890 proves you don’t need 150-200 hp to have fun, I loved every lap. The steering is accurate, pinpoint, you’ll never miss an apex again. There’s a huge amount of ground clearance and feedback mid-corner.
KTM 890 Duke R
On the exit the power is usable, you don’t have to wait to get on the power or rely on the electronics, just drive forward to the next corner. On the brakes it’s superb, you can brake so deep and just allow the forks/tyre to find grip. Yes, on long straights you’ll get smoked by 1000cc Superbikes, but when they are all tired and going home before the last session you’ll still be riding and having fun.
I didn’t want to come back into the pits, it’s not hard work, the 890 Duke R is one of the easiest bikes I’ve ever ridden on track and the lap times weren’t bad. I can’t praise this bike enough – well done KTM.
Only a limited number of KTM 890 Duke Rs initially landed in Australia and the next shipment is landing on our shores about now with dealers already taking pre-orders. If you’re keen to get your hands on one, you might need to talk to your local KTM dealer a little sooner rather than later. The price of admission is $17,495 + ORC.
CrMo-steel frame using the engine as stressed element, powder coated
Subframe
Aluminium, powder coated
Handlebar
Aluminium, tapered, Ø 28/22 mm
Front Suspension
WP APEX, Ø 43 mm
Rear Suspension
WP APEX shock absorber
Suspension Travel Front / Rear
140 / 150mm
Front Brake
2 × Brembo Stylema four piston, radially mounted calipers, brake disc Ø 320 mm
Rear Brake
Brembo single piston floating caliper, brake disc Ø 240 mm
Abs
Bosch 9.1 MP (incl. Cornering-ABS and super moto mode)
Wheels Front / Rear
Cast aluminium wheels 3.50 × 17″; 5.50 × 17″
Tyres Front / Rear
120/70 ZR 17, 180/55 ZR 17
Chain
X-Ring 520
Silencer
Stainless steel primary and secondary silencer
Steering Head Angle
65.7°
Trail
99.7 mm
Wheel Base
1,482 mm ± 15 mm
Ground Clearance
206 mm
Seat Height
834 mm
Fuel Tank Capacity
Approx. 14 liters / 3.5 liters reserve
Dry Weight
Approx. 166 kg
Available
May 2020
RRP
$17,495 +ORC
KTM 890 Duke RBrembo single-piston caliper and 240 mm rotor at the end of that long swingarmSeat height is a quite low 834 mm43 mm WP Apex forks work well and are adjustableAvailable now
2020 Suzuki Address 110 arrives with extended warranty
Suzuki have announced that their popular Address 110 scooter is now available in Australian dealerships, with the 2020 model arriving in two colour schemes now backed by a two-year unlimited kilometre warranty, up from 12 months.
The Address 110 received a 24-month warranty in 2020
Suzuki’s Address 110 features a large 20.6 L underseat storage compartment which can accommodate a full-face helmet, gloves and a rain jacket, with two sturdy helmet hooks on each side allowing for helmet storage when parked.
Two storage pockets on either side of the front cowl add another 1100 ml of storage space, along with a convenient centre bag hook, ensuring you can securely hide away a phone or wallet while riding, and hang your shopping bags out of the way.
Generous storage space on the Address 110 has room for a helmet under the seat
Helping on the security side of things, the key hole to the storage compartments is covered by a lid that is accessed using the main ignition keyhole, eliminating the hassle of removing your key to open the seat compartment.
A large-capacity 5.2 L fuel tank and efficient 113 cc air-cooled SOHC fuel-injected engine ensure great fuel economy and turn and go performance via CVT, with a 255 km riding range possible between fill-ups, or almost 50 km/L.
Turn and go performance is offered by the CVT transmission, with great fuel economy from the 113 cc single
The Address 110 also has an inviting 755 mm seat height and weighs in at just 97 kgs, ensuring light and easy handling and an ultra manageable package, with a single disc front brake, and drum rear.
The MY20 Suzuki Address 110 scooter is available now for a manufacturer’s recommended price from $3,590 Ride Away with 12 months registration and backed by Suzuki’s 24-month unlimited kilometre warranty. A wide variety of accessories is also available, including 30L top box, heated grips for these cold winter days, MotoGP bodywork kit and much more.
Words Adam Child ‘Chad’ Images by Joe Dick and Ducati
The V4 S gets an Ohlins damper in place of the standard models Sachs unit and the suspension gets electronic damping control
Turn the key, and the 5-inch colour TFT dash comes alive. It is then time to select which rider mode is appropriate for your ride – Street, Sport or Race.
Yep that’s naked…
Each one changes a glut of rider aids and power characteristics. I’m a little intimidated so I opt for Street and leave the rider aids alone. Now it’s time to poke the the beast.
Just a bit going on here…
Blip the throttle and there is an instantly familiar Ducati Panigale heartbeat to the Streetfighter. It’s slightly odd if you’re not used to the Panigale soundtrack because it doesn’t sound like a V4, more a pulsing V-twin. It’s Euro-4 compliant yet it sounds strong through the standard exhaust and certainly isn’t crying out for an aftermarket system.
A decent take on the whole modern angular naked bike styling
My first few miles are met with mild confusion as I leave Silverstone, the home of F1 and Ducati HQ in the UK. There is no ‘mad’. In fact, it’s like meeting Ozzy Osbourne and finding out he’s vegetarian and likes knitting.
Anybody would think Ducati was sponsored by Red Bull
Trundling along, whilst admiring the protruding wings on either side of the 16-litre fuel tank, I discover the fuelling is perfect. Clutchless gear changes are smooth, but still no madness. This Italian could be Japanese, so smooth and easy-to-ride. I’d even go so far as to say a relatively inexperienced rider could jump on the V4S and, at low speeds at least, not feel overwhelmed. Once you brush past the snarling teeth, this croc appears not to bite.
Ducati Streetfighter V4 S
Onto the dual-carriageway, and it’s time to poke the beast a little harder. It’s a similar story. The revs start to build, but not frighteningly so; the power is progressive and smooth… Have my balls got bigger overnight, am I braver than I think, or does this Ducati just not feel quick?
Amazing amount of work goes into modern exhausts to meet Euro legislation, look at how much is going on down there
A glance in my mirrors reveals two empty lanes in front and nothing behind me, so I grab 4th gear plus a huge handful of throttle. Wow, now it bites! At 7000 rpm the Streetfighter wants to take off. I short-shift at 10,000 rpm, way before peak torque which is at 11,500 rpm, and another enormous lump of power, possibly more than before, hits with the force of a huge barrelling wave. This is immense. The Streetfighter’s brain limits torque in 1st and 2nd gear, then adds some more in 3rd and 4th, then allows full fat drive in 5th and 6th. Fact is, according to Ducati, with its shorter gearing, the Streetfighter accelerates even harder than the Panigale.
Giddy Up!
The rev counter, I discovered, divides into three distinct zones: between 3000 rpm and 6000 rpm it’s shy and easy to live with; from 6000 rpm to 8000 rpm it wants to party; from 8000 rpm it simply rocks… while biting the heads off bats. Even in Street mode (which gets all the rider aids working overtime) this is an incredibly fast bike, and to test the more aggressive modes I need to get away from civilisation, out into the countryside, because this is going to be wild and quite illegal.
We like wheelies…
Now the V4’s power goes from puppy to wolf the more you twist the throttle. On the road it’s almost too fast, in fact I don’t think I ever actually revved it all the way to redline at any point. On the road I was always changing gear around 10,000 rpm, way short of peak power at 12,750 rpm, because there is so much power on tap. You really need to be on track to make her scream. My only criticism is that the quick-shifter is on the touchy side. A few times I tapped a gear by mistake or tapped two gears instead of one. But as the miles built up, the more we clicked and experienced fewer missed changes.
Adam has raced the TT so likes the whole between the Hedges thing…
The EVO-2 rider aids are incredible. You have traction, slide, and wheelie control, plus engine braking and launch control. Furthermore, there is cornering ABS and that quick-shifter/auto-blipper.
Quick-shifter/auto-blipper
Öhlins Smart EC2.0 controls the semi-active suspension (S model only), which can be tailored by the rider via a set-up menu. Rider aids can be changed on the move, but only deactivated at a standstill. The excellent rider aids don’t inhibit the fun, instead they enhance it by giving you the confidence to push a little harder and start to use those 208 horses. These are some of the best rider aids I’ve ever tested and can be easily tuned to the conditions and how you ride.
You can see in this shot just how much those wings must provide down-force at speed
I was guessing the V4S to be wheelie prone, but it isn’t. Instead, it simply finds grip and catapults you forward with arm-stretching acceleration. Even with the rider aids deactivated, it’s far less wheelie inclined than I was expecting. This is down to several factors: wings, rider aids, limited torque in the lower gears, a longer wheelbase than the Panigale (by 19mm), and a counter-rotating engine.
Desmosedici Stradale in Aussie tune pumps out 208 horsepower
It’s not just down to the iconic wings. Typically, large capacity naked bikes with piles of power and torque are always trying to wheelie. On a naked bike, you’re sat higher up, in the windblast. When you ride fast or accelerate hard, the wind pressure hits the rider, who then pulls on the bars which lift the forks and sits the rear down. All of which means naked bikes are more wheelie prone than fully-faired machines, as the rider acts as a sail. But Ducati has managed to lessen wheelies and increase stability and it can’t be all down to the wings, which don’t start working until speed increases above road limits, in the same way a plane can not take off at a standstill.
Ducati Streetfighter V4 S
This doesn’t mean the Streetfighter is less amusing to ride. In fact, the opposite is true because this stability delivers confidence. A naked bike with this much power shouldn’t be this stable, composed and civilised at speed.
Adam says the Streetfighter is almost unflappable, no doubt the electronic suspenders play their part in that equation
The Brembo Stylema M4.30 calipers bite down on the 330 mm discs with immense power. But again, like the engine power, it’s not an overpowering experience, just strong. You can’t ‘feel’ the corning ABS working, not on the road, and the stoppers are backed up by class-leading engine braking control, which allows you to leave braking devilishly late.
Do a skid Mister.
Personally, I love the fact you can opt for the front only ABS, which allows you to have some fun getting sideways into corners. Again, the Öhlins semi-active suspension has to take some credit for the superb braking performance, as the front forks don’t dive like a scared ostrich. They hold their composure and allow you to make the most out of the expensive stoppers.
Ohlins TTX36 fully adj., electronic damping
The semi-active Ohlins Smart EC2.0 suspension is equally reassured in the bends. It copes with undulations and bumps with poise and refinement. I deliberately hit notorious bumpy, horrible sections at TT speeds and the Ducati stayed composed and unflustered, it even felt like the steering damper could be thrown in the trash. Even really pushing on the handling is solid and stable, all those clever electronics, the wings, the engine’s character, that longer wheelbase and steering geometry (rake and trail are the same as Panigale) colluding to deliver a superb ride.
Brembo Stylema and 43mm Ohlins NIX30 fully-adj. forks, electronic damping.
The seat is 10 mm higher than the Panigale’s, with increased foam for comfort, and the pegs are lower. The wide bars and protruding wings give the feeling of a large bike, and with that longer wheelbase I was expecting the steering to be a little slower, but it’s more than happy to lay on its side like an obedient dog. Once over, the grip and feel are impressive.
Seat height: 845 mm
Unfortunately, we stayed away from the track on this test and will have to give the Streetfighter a thorough workout at a circuit in the coming weeks, perhaps with race rubber, to see how it performs on the very limit (test coming in Italy). But in standard form on standard Pirelli Diablo Rosso Corsa rubber, there are no negatives.
Tyres: Front 120/70×17, rear 200/60×17.
You’re correct, I’m enjoying the new Ducati Streetfighter and to be honest I wasn’t a huge fan of the old bike (2009), because I never warmed to the looks. But now the new Streetfighter is neat and tidy, exhaust and water-cooling routes hidden, the finish neat. I love the extra details and touches like the ‘Joker’ style face, the stunning single-sided swing-arm, and the cut-out sections in the rear seat. It looks like a bike designed from the ground up, not just a Panigale with its clothes removed.
Ducati Streetfighter V4 S
But for 30-grand I was expecting a little more bling. Where, after all, is the carbon fibre, the keyless ignition and other trinkets? Oh sorry, did I not mention the price. Yes, I know it’s an exotic Ducati but $33,900 for the S and $29,500 for the standard model is serious money, especially as the competition from KTM and Aprilia are 10 to 20 per cent cheaper.
Ditching those mufflers would help the look from this angle
While I’m grumbling about price, I have to mention the fuel consumption, which approahces eight litres per 100 km if pushed on the road. The fuel light regularly comes on prematurely often before 150 kilometres, while the 16-litre fuel tank can be drained in 200 kilometres if you are having some fun.
Range if having a bit of fun can come in under 200 kilometres
But, as a good friend (who’s not as tight as me) pointed out, it’s a bargain compared to the Panigale V4, and, anyway, who buys an exotic Ducati with over 200 hp and worries about fuel range. And let’s face it, the Streetfighter is a better road bike with friendlier ergonomics and ease-of-use that its fully clothed sibling. Primarily riding on the road, with the very occasional track day, I’d opt for the naked Streetfighter every time.
Adam with the Ducati Streetfighter V4 S
Verdict
If you’re mainly riding on the road, it questions why would you want a sports bike, as the Streetifighter is so good. Ducati has made 208 hp functional through a clever combination of chassis, power delivery, electronics, and aerodynamic wings.
Ducati Streetfighter V4 S
You can, ride (or pose) around town and nip over to your mate’s for a beer, or alternatively tear up some bends, or embarrass some sportsbikes on the track. It really is as quick as your arm and neck muscles will allow.
The rider aids don’t reduce the fun or character, and it looks spectacular from every angle.
Ducati Streetfighter V4 S
Yes, the Streetfighter is expensive and drinks like a drunk at happy hour, but on paper is the most powerful naked bike on the market and, on the road, arguably is the best hyper-naked at the moment.
Only a big group test will tell us for sure. Don’t worry, it’s a tough job but we’re on it and that test will be with us in coming weeks. Stay tuned.
Standard or S model?
Both models use the same engine layout, brakes and chassis. Peak power of 208 hp is identical on both models, however, the pricier S model is a fraction lighter, 178kg (dry) compared to 180kg (dry) for the standard model. This is mainly down to the lightweight wheels on the S model, which are Marchesini 3-spoke forged aluminium rather than 5-spoke light aluminium alloy. The Marchesini wheels are 14% lighter with 16% less inertia.
Ducati Streetfighter V4 S Marchesini wheels are 14% lighter with 16% less inertia.
The suspension is also a major difference. The S model as tested arrives with Öhlins NIX30 43 mm forks, the rear TTX36, both semi-active. The top yoke steering damper is also an Öhlins unit. The standard model comes with a conventional, manually fully adjustable suspension, 43 mm BPF Showa upfront, and Sachs on the rear. The S also gets an Ohlins steering damper over a Sachs unit on the base model.
Ducati Streetfighter V4 has 43 mm BPF Showa upfront, and Sachs on the rear while the S model gets fancier electronic Ohlins at both ends
Ducati Streetfighter V4 S Specifications
Engine: 1103 cc Desmosedici Stradale V4
Bore x Stroke – 81 x 53.5 mm
Compression Ratio – 14.0:1
Induction – Twin injectors per cylinder, elliptical throttle bodies
Power: 208 hp (153KW) @ 12,750 rpm
Torque: 123 Nm at 11,500 rpm
Frame: Aluminium alloy ‘Front Frame’
Wheelbase: 1488 mm
Rake / Trail – 24.5-degrees / 100 mm
Brakes: Front 2 x 320 mm discs, radial Brembo Stylema 4-piston
Brakes: Rear 245 mm disc, two-piston caliper
Transmission: 6 gears & chain final drive
Front Suspension: 43 mm Ohlins NIX30 fully-adj. forks, EC2.0 electronic damping. 120 mm travel
Rear suspension: Single Ohlins TTX36 fully adj., electronic damping. 130 mm travel
Tyres: Front 120/70-17, rear 200/60-17.
Seat height: 845 mm
L x W x H – 2127 x 833 x 1138 mm
Fuel capacity: 16 Litres
Weight: 199 kg
Warranty: Two years
Price: $29,500 ride away or $33,900 ride away for the S model as tested here
Motorcycle Review by Wayne Vickers – Images Rob Mott
I admit that I wasn’t immediately enamoured. At first, the littlest of the Adventure range didn’t feel very KTM-like at all. There’s just something about most KTM machine’s. It’s like they’ve stumbled onto the secret sauce recipe and have managed to engineer a little bit of hoon into almost everything orange that I’ve thrown a leg over in recent years. They take the whole ‘Ready to Race’ ethos pretty seriously which I personally think is why they’ve had such success in the sales charts.
2020 KTM 390 Adventure in its natural environment
But the 390 was positively docile around town and on the way home. The easiest of easy bikes for anyone to jump on and feel comfortable straight away. Crikey I thought. Have they softened this one down for the entry level folks too much..? And so it sat in the shed for a couple of rainy days before I had a chance to get it out and try it out properly on the dirt.
Even KTM’s more affordable adventure offering has a Bosch EMS and slipper clutch these days
Even the first few kays on gravel roads weren’t all that impressive. I mean there was nothing wrong with the engine, controls, or the clutch, or gearbox or anything really. Handling on tarmac was certainly nice. Predictable, nimble. Seat was nice and comfy too. I just wasn’t… inspired. The first dirt track I took had some serious corrugations on it and the suspension didn’t really like them even at the moderate speed I was doing while everything came up to temp.
Do a skid Wayne! #fail
‘There’s got to be more to it than this’ I kept telling myself. Everything fully up to temp, I flicked the ABS to off-road mode (you either have road or off-road, no off – but that’s ok – more on the dash later), and the TC to off. Righto little one, time to turn it up to 11. Show me what you’ve got.
That’s more like it
So I went on the charge. And ‘ho hum’, quickly turned into a silly grin. The deceptive little 390 doesn’t really come into its own until around six-grand I reckon. There’s still no major rush of grunt around that point but it’s perfectly happy being revved.
Trev has detailed the stats and technical details in the launch report here (Link), but know that the little 400 single pumps out a handy 44hp in a package that comes in under 160 kilos, which might sound light on power compared to its bigger brothers, but stacks up well compared to anything else in its segment. And it does so in a truly linear fashion – it doesnt tail off or get a bit breathless at the top like some singles can. Wring its neck and the package as a whole starts to make more sense. A lot more in fact.
While the suspension itself could have more travel and a better overall control, the chassis balance is excellent. As good as they come. Even with the OEM dual sport tyres on, I found myself backing into corners and two wheel drifting through wide sweepers at nearly all speeds. It is positively superb in second and third gears on anything but seriously whooped out tracks where the aforementioned suspension reigns things in. Loads and loads of grip thanks to being such a lightweight which also translates to being ridiculously forgiving.
No it didn’t stall, cough or complain
How well balanced is it? I was having a proper crack in a mix of conditions. Dry sandy loam to slick wet clay and everything in between. Had two proper front end tucks at speed and a handful of times where the rear came right around on me fully pinned on clay. Neither felt like I was in any danger of it going pear shaped. With TC set to off – the rear will let go, but still keep itself tidy as you keep it pinned. You’d have to be seriously pushing to manage to crash one of these. That said, the harder you push, the more rewarding it is… I was sweating like a bastard by the time I got home.
200 mm of ground clearance and 177 mm of suspension travel means it is no ‘R’ machine
On the go, with the short seat height and light weight, it feels like a cross between a mini-bike and a dirt tracker more than a full sized enduro/adventure bike. Remember that confidence you get when you jump on a mini bike and are urged to do silly things? Well.. that’s kinda how it felt to me. And I didn’t mind it at all. Incidentally the stats say it has a seat height of 855mm but I swear it feels noticeably lower than the 790 Adventure, which is supposed to be 850mm.
Seat height is 855 mm but Wayne reckons it feels lower than that – Big grab rails make for great tie down points and are also helpful for manoeuvring the bike around
The low seat and bar height don’t really translate perfectly for your typical adventure/offroad standing position – they might for someone under say.. 170cms? But I’m a smidge over 180. It’s not uncomfortable as such, just that you have to lean forward a little more than what feels instantly natural. That said – low speed maneuverability is excellent – picking your lines through rougher, trickier sections was a doddle.
The box is excellent, on the go I barely used the slipper clutch and it happily shifted in both directions for me – I did have a couple of missed up-shifts while up near the red-line, but I think that was me being a little lazy on the lever more than anything.
Chuck a wheelie Wayne!
The dash is simple and straight forward. No rants required here – Trev will be happy. Layout is good – although some of the text on the LHS could be a smidge bigger if I’m being picky, which I am.
Instrumentation is about as comprehensive as it gets – Power source under the dash is standard
The home screen allows you to customise what you’d like to see on said left hand side via favourites which is awesome. Two-minutes worth of button taps and I had exactly what I wanted being shown to me. Winning.
Connect the 390 Adventure to your phone via the KTM My Ride app and have simple navigation prompts displayed on the screen as you ride
The speedo and tacho is easy to read and you can see the tacho pulse orange as you enter the top couple of thousand revs without even looking down at it. It’s usable, legible and nicely designed. Top marks.
Plenty of options for display customisation
The off-road setting for ABS disables electronic intervention on the rear – which is just how I like it. One negative which seems to be a constant on most bikes. It kept dropping back to TC turned on every time I turned it off. Which as I’ve mentioned before is a pain in the arse if you’re frequently stopping and chatting with mates in the dirt… You soon know it when you go to take off. The TC is certainly in a very conservative tune on this one. Understandable for a bike aimed at the entry level, but I’d have liked to see a little more slip. Riders with more than a day or two on dirt will not want to have it on (in the dirt).
Computer says yes…
The brakes didn’t seem to feel wanting, though I did feel a bit of a pulse from the front just before I dropped it back as though it might have been on the way to warping. It had less than 2000 kilometres on the clock, so I’d be keeping an eye on longer term reports on that front. Could be just a one off – but I tell you as it is.
Look a little bit of air under that front..
What else. It runs the same gearing as the 390 Duke so will happily sit on the highway limit and will stretch its legs past 150. The 14.5 litre tank should also see you get around 300ks on the road as it only sips juice. Less range if you ride it like a nutbag on gravel roads 🙂
373.2 cc single-cylinder musters a LAMS legal 44 horsepower
Other than that I can only see possibilities with this platform. It makes more power than a 250 four stroke enduro (bear in mind that I also have one of those in my shed – I am a fan of the light weight thing), with what should be better longevity and is way more comfortable and easy to ride.
And I reckon it’s bloody well priced at 9 grand ride away. Yes, the suspension is ultimately the limitation in how hard you can push it in the rough stuff, but I don’t think it’ll be an issue for 99 per cent of the folks that will consider buying one as it’s really supposed to be a soft roader and would be fine for pretty much any road you care to point it at. It’s not an R model after all.
WP supplies the suspenders as you would expect. The rear shock is adjustable for rebound damping and pre-load
Worth mentioning that Unifilter do an Aussie made pre-filter for the 390 Adventure for an additional level of protection if you’re doing serious dusty work with it. You’d be mad not to have something similar if you were planning a big trip on any Adventure bike.
2020 KTM 390 Adventure retails for $7995 +ORC
Final word – its a solid learner legal adventure bike (leaning towards the soft roader end of the spectrum) and deserves to sell well. That said, I can’t help but think what it would be like with the 790 Adventure R treatment, or R Rally treatment which would be even better. Longer travel, higher spec’ suspension at both ends, slightly higher seat with taller bars to match and a slightly more conventional seat for easier weight movement all the way back… if you’re not the sort of person to ride loaded up much you could punt it along pretty hard… I mean most of us mortals can only dream about a 450 Rally Replica (Link) as they’re 56 big ones, but I reckon a 390 Adventure R could be a really, really, stupidly, deliciously good thing if they turn their mind to it. And not just for entry level riders… 🙂
2020 KTM 390 Adventure rolls on a 100/90-19 front and 130/80-17 rear
2020 KTM 390 Adventure Summary
Why I like it
Confidence inspiring chassis and loads of grip
Nice and light – superb away from the sealed stuff
Low seat height is perfect for entry level riders and wanna be dirt trackers alike
That 390 single is a deceptive little revver
Everything feels better about it when you wring its neck 🙂
I’d like it even more if
Could have better quality forks and shock, they don’t like corrugations and are the limiting factor on gnarlier off road stuff
I’d personally prefer a slightly taller seat and bar height with some extra suspension travel with it.. Almost like.. an R Rally version please… with proper spoked wheels too 🙂
And give it a slip-on while you’re at it so it has some bark
2020 KTM 390 Adventure is a recipe for endless all-roads learner legal fun
2020 KTM 390 Adventure Specifications
Specifications
Engine
Engine Type
Single cylinder, 4-stroke
Displacement
373.2 cc
Bore / Stroke
89 / 60 mm
Power
32 kW (44 hp) @ 9,000 rpm
Torque
37 Nm @ 7,000 rpm
Compression Ratio
12.6:1
Starter / Battery
Electric starter / 12V, 8 Ah
Transmission
6 gears
Fuel System
Bosch EFI (throttle body 38 mm)
Control
4 V / DOHC
Lubrication
Wet sump
Engine Oil
Motorex Formula 4T 15W/50
Primary Drive
30:80
Final Drive
15:45
Cooling
Liquid cooling
Clutch
PASC™ slipper clutch, mechanically operated
Ignition / Engine Management
Bosch EMS with RBW
Traction Control
MTC
Chassis
Frame
Steel trellis frame, powder coated
Subframe
Steel trellis frame, powder coated
Handlebar
Aluminum, tapered, Ø 26 / 22 mm
Front Suspension
WP APEX, Ø 43 mm, adjustable compression / rebound
Rear Suspension
WP APEX shock absorber, adjustable rebound and spring preload
Suspension Travel Front / Rear
170 / 177 mm
Front Brake
Single piston, radially mounted caliper, brake disc Ø 320 mm
Rear Brake
Double piston, floating caliper, brake disc Ø 230 mm
Abs
Bosch 9.1MP Two Channel (disengageable)
Wheels Front / Rear
Cast aluminium wheels 2.50 × 19″; 3.50 × 17″
Tires Front / Rear
100/90 × 19; 130/80 × 17
Chain
X-Ring 520
Silencer
Stainless steel primary and aluminium secondary silencer
KTM’s Ready To Race mantra is perfectly channeled in the 2021 version of the KTM 450 Rally Replica but for most of us mere mortals the Rally Replica represents the ultimate adventure motorcycle.
A pukka rally replica motorcycle complete with full ADR compliance where it is clear that the only thing holding back the performance is the sack of potatoes sat on the back of it!
2021 KTM 450 Rally Replica
If you are well-heeled and adventurous enough to seriously entertain the prospect of owning one of these very special machines you better get in quick as there are only 85 available worldwide and the price tag here in Australia is a cool $55,995.
$55,995 and only 85 available worldwide
This is a motorcycle designed to excel in multi-stage cross-country rallies, to satisfy even the toughest demands of the rally racer and to win. Personally, I would just be happy to strap a swag on the back and head for the hills!
The rear tanks hold 16-litres of fuel
The fiery 450 cc SOHC fuel-injection motor is wrapped in a competition-based chassis with a series of finer details to denote the exclusivity of this machine. The rear self-supporting fuel tanks double as the sub-frame and hold 16-litres of fuel. Combined with the main tank the fuel capacity is a huge 33-litres.
SOHC cylinder head constructed from premium materials along precise manufacturing tolerances
Those specs include refined WP XACT PRO closed cartridge suspension with sophisticated Cone Valve technology and purposeful aerodynamics and ergonomics crafted for peerless handling across a wide breadth of terrain.
For 2021, KTM has honed the engine package with a brand-new gearbox and revised shift mechanism.
The direct influence of PANKL Racing Systems materials inside the KTM Motorsport department meant technicians were able to further hike the bike’s excellent reliability, but also benefit the rider with a larger gear spread.
2021 KTM 450 Rally Replica
The habits and styles of the three Red Bull KTM Factory Racing riders – all of whom have sampled Dakar Rally winning success in the last half a decade – assisted in the finalisation of gearing ratios. The result is that the KTM 450 Rally Replica now comes with the same gear ratios as those advocated on the machines of Dakar Rally champions.
Stefan Huber – Red Bull KTM Factory Racing Rally Team Leader
“The work goes on! We’re proud of the 2021 KTM 450 Rally Replica. With this model we have already set the bar very high in giving the customers a product so close to what we prepare and take to rallies across the world. Of course, we always make new discoveries, and this means the 2021 bike is a significant upgrade. The gearbox construction and configuration will make a difference to the riders who want to push the KTM 450 Rally Replica. It is crucial for us to be able to transfer what we learn directly into the hands of KTM riders. We’re here to win races but making a better product is very important and satisfying. I personally look forward to seeing this incredible machine in racing action at the upcoming 2021 Dakar Rally!”
2021 KTM 450 Rally Replica’s navigation tower is made of carbon-fibre and with a fairing designed for aerodynamics and reduced turbulence
2021 KTM 450 Rally Replica Specifications
Engine – 449.3 cc four-stroke single, SOHC
Bore x stroke – 95 x 63.4 mm
Induction – Keihin EMS EFI
Lubrication – Two oil pumps
Gearbox – Six-speed
Frame – Chro-Moly trellis steel, carbon sub-frame
Forks – WP XACT PRO closed cart. Cone Valve. 305 mm travel
Shock – WP XACT PRO fully adj. linkage. 300 mm travel
BMW F 750 GS – BMW F 850 GS BMW F 850 GS Adventure
BMW have overnight released these images and details on new editions of the F 750 and F 850 GS along with the F 850 GS Adventure.
BMW F 750 GS, BMW F 850 GS and BMW F 850 GS Adventure Edition 40 Years GS
The anticipated 40th Anniversary of GS Edition livery does not disappoint and along with the recently completely redesigned engine make the 850 by far the most attractive proposition it has ever been.
BMW F 850 GS and BMW F 850 GS Adventure Edition 40 Years GS
The BMW F 850 GS and BMW F 850 GS Adventure perfectly combine great road and touring amenity with outstanding off-road characteristics, thanks to their 21-inch front rim, while the more manageable dimensions of the BMW F 750 GS appeal to motorcyclists seeking an introduction to the world of touring enduros.
BMW F 850 GS Adventure Style Rallye
Already a tried and tested concept, the F series is unveiling three variations here further refined by BMW Motorrad for model year 2021 with expanded standard equipment and new optional equipment.
General changes to the BMW F 750 GS, BMW F 850 GS and BMW F 850 GS Adventure include new tape designs and the respective style designation on the fairing side panels of the style variations.
BMW F 750 GS Edition 40 Years GS
Furthermore, all models now have new LED flashing turn indicators as standard and a USB charging device at the front right of the cockpit. ABS Pro and DTC (Dynamic Traction Control) are now also standard, for even more braking and accelerating safety.
BMW F 850 GS Style Rallye
As before, the recently updated and heavily improved liquid-cooled 4-valve, 2-cylinder engine with 853 cc capacity, fuel injection and six-speed gearbox in all three models provides the propulsion.
In the BMW F 750 GS, as before, it generates 57 kW (77 hp) at 7,500 rpm and develops a maximum torque of 83 Nm at 6,000 rpm. The BMW F 850 GS and the BMW F 850 GS Adventure still generate 70 kW (95 hp) at 8,250 rpm and 92 Nm at 6,250 rpm.
BMW F 850 GS Adventure Edition 40 Years GS
The new BMW F 750 GS
BMW F 750 GS
The new BMW F 750 GS now steps up in the new basic Light white paintwork with tank centre cover painted in the vehicle colour. The black matt painted rims, black handlebars and seat bench in red/black make for a striking contrast.
BMW F 750 GS Style Sport
The sports style in San Marino blue metallic is also new for the BMW F 750 GS. A tinted windscreen gives it a sporty touch. In keeping with this, Granite grey metallic rims, silver handlebars as well as a black-grey seat bench and galvanised radiator cowl make a high-quality impression.
BMW F 750 GS Style Sport
Conversely, the visually eye-catching BMW F 750 GS “40 Years GS Edition” with the “40 Years GS” logo on the fairing side panels is dedicated exclusively to the “40 Years GS” anniversary.
BMW F 750 GS Edition 40 Years GS
Its yellow hand-protector bars and seat bench in black/yellow with GS logo unmistakeably invoke an icon from 40 years of GS history: The BMW R 100 GS. Black matt painted rims, silver handlebars and a galvanised radiator cowl round off this exclusive anniversary appearance.
BMW F 750 GS Edition 40 Years GS
The new BMW F 850 GS
The new BMW F 850 GS comes in the new basic Racing red paintwork with tank centre cover also painted in the vehicle colour. This contrasts with the black-coated fixed fork tubes, black rims and seat bench in black/grey.
BMW F 850 GS
In Rallye style and Racing blue metallic colour, the BMW F 850 GS together with the hand-protector bars, black fixed fork tubes and black-red seat bench emphasises its sporty character. The gold rims and galvanised radiator cowl accentuate its luxury feel.
BMW F 850 GS Style Rallye
The “40 Years GS Edition” of the BMW F 850 GS celebrates the 40th anniversary of the BMW GS models in Black storm metallic with “40 Years GS” logo on the fairing side panels. Exclusive yellow hand-protector bars, gold rims and a seat bench in black/yellow with GS logo also ensure a high level of recognition. Black fixed fork tubes and a galvanised radiator cowl are further hallmarks of this anniversary edition.
BMW F 850 GS Edition 40 Years GS
The standard equipment of the BMW F 850 GS has been further enhanced with a windscreen adjustment mechanism and a TFT display including convenient Connectivity functions.
The new BMW F 850 GS Adventure
In the new basic Ice grey paintwork with tank centre cover painted in the vehicle colour, the new BMW F 850 GS Adventure fulfils your aspirations for adventure, offroad competence and touring capability. The black fixed fork tubes and rims and grey-black comfort seat blend in homogeneously and harmoniously.
BMW F 850 GS Adventure
The new BMW F 850 GS Adventure in Rallye style and Kalamata metallic matt paintwork signifies sporty talents and a sense of adventure. With its gold rims and fixed fork tubes, the new BMW F 850 GS Adventure appears both dynamic and exquisite at the same time. The sports windscreen and a black/grey upholstered Rallye seat with 890 mm seat height enhance the BMW F 850 GS Adventure’s sporty appearance.
BMW F 850 GS Adventure Style Rallye
The new BMW F 850 GS Adventure as “40 Years GS Edition” is also dedicated to the special anniversary of the BMW GS models. The “40 Years GS” logo and yellow hand-protector bars are distinctive hallmarks of the anniversary GS in Black storm metallic paintwork.
BMW F 850 GS Adventure Edition 40 Years GS
Black-coated fixed fork tubes, gold rims and a black/yellow upholstered seat bench for two with 860 mm seat height round off the BMW F 850 Adventure’s tribute to the GS family’s 40th anniversary. A TFT display including convenient Connectivity functions is now also standard onboard.
BMW F 850 GS Adventure Edition 40 Years GS
Equipment and Electronic updates
The new BMW F 750 GS, BMW F 850 GS and BMW F 850 GS Adventure all feature new components of the Pro riding modes optional equipment. Thus, as in the GS models with boxer engines, a reworked throttle response in DYNAMIC riding mode now ensures even more dynamics and driving enjoyment.
Furthermore, dynamic engine brake control and Dynamic Brake Control (DBC) now feature in Pro riding modes. Other new Pro riding mode features include the preselection of up to four riding modes for the button assignment on the right handlebar controls (though only in conjunction with the Connectivity optional equipment in the BMW F 750 GS).
An extra low seat bench as well as modified lowered suspension will be available as optional equipment for all three models in future ensuring even better ground accessibility when stationary.
Original BMW Motorrad Accessories now supply a holder for the BMW F 850 GS and BMW F 850 GS Adventure for mounting the BMW Motorrad Navigator above the standard TFT display, which is beneficial when the driver is stationary offroad . This holder was previously reserved exclusively for GS trophy machines and deployment vehicles. The ex works “Preparation for navigation device” optional equipment is still available for positioning on the handlebar clamp as before.
Since completely switching off the ABS will no longer be permissible under legal homolgation regulations in future, the Enduro and Enduro Pro riding modes provide suitably adapted controls for this purpose. The ABS function can still be switched off on the rear wheel in Enduro Pro riding mode (BMW F 850 GS and BMW F 850 GS Adventure only).
The HP logo will be omitted in future in all optional equipment scopes and Original BMW Motorrad Accessories.
The sports silencer for the BMW F 750 GS will only be provided via Original BMW Motorrad Accessories.
Every part of the CRF450R is new for 2021, save for wheels and engine, with the comprehensive update benefiting directly from development with Tim Gajser and HRC’s 2019 championship-winning CRF450RW works machine.
The new frame and swingarm, plus changes to geometry and suspension, save weight and greatly improve cornering performance.
The engine receives intake/exhaust upgrades, new decompression system plus single exhaust muffler to boost and smoothen low-mid-range driveability.
A larger hydraulic clutch offers greater control with lighter lever pressure.
More compact plastics and a smaller seat unit increase freedom of movement.
The 2021 Honda CRF450R is expected to hit Australian dealerships around October 2020.
2021 Honda CRF450R
2021 Honda CRF450R at a glance
Narrower main spars and new rear sub-frame save weight, drawing on HRC knowhow
Narrower swing-arm spars and swing-arm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5 mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
New triple clamp design
Revised air cleaner system
Revised fuel pump
New decompression weight design
New graphics
Due October 2020
2021 Honda CRF450R
Honda launch new racer support program
To celebrate the release of the 2021 MX range and most notably the new CRF450R, Honda are excited to announce a brand-new ‘Race Red’ Program. The aim of the new ‘Race Red’ Program is to truly support Honda racing customers through the Honda dealer network, to ensure opportunity is given to those looking to progress in our sport. Access to the program will be based on submission of an application via your local Honda dealer, where you’ll get access if approved, to racing Honda products and an affordable unit to race.
To qualify, the applicant must submit to their local Honda dealer: A copy of your racing licence (MA, state or club based equivalent), and a race resume outlining your upcoming planned race events.
The Honda dealer will then submit this application to Honda and on approval, the rider will collect a new Honda CRF race machine, a Honda Pit Tent and Honda Racing Stand from their dealer and be welcomed into the ‘Race Red’ program.
General Manager of Honda Motorcycles, Mr Tony Hinton anticipates the new program as a way to further support those who have dreams of becoming a future Champion.
“We are pleased to see this program come to life. Racing is Honda’s lifeblood and with this program we are looking to cater to all levels of racing across the country. We have our Penrite Honda Factory Racing Team as a tier 1 level for National Supercross and MX classes, we’ve also got our ‘Ride Red’ program for privateer riders competing in National and State events around the country and now we are proud to roll out a more refined ‘Race Red’ program which looks to support riders at a local and dealer ambassador level of racing. It’s the ideal time to launch the program with our new CRF450R and 2021 MX line up, as we believe these bikes will deliver results to those who want to take the next step with their racing careers. We want to see future Champions on our CRFs.”
For more information on the new ‘Race Red’ program, please contact your local Honda dealer, or visit www.honda.com.au
2021 Honda CRF450R in detail
In 2017 Honda’s CRF450R was given a ground-up redesign, with completely new chassis and a major top end power boost from a brand-new engine.
Standard-fit electric start was a convenient addition in 2018 and, for 2019, an HRC-developed cylinder head upped peak power and torque considerably. HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbars.
The 2020 CRF450R gained Honda Selectable Torque Control (HSTC), and provided the base for the CRF450RW HRC race machine ridden to the 2019 MX GP World Championship in the expert hands of Tim Gajser. The 2021 Honda CRF450R draws heavily on what he, and HRC, learnt on their long road to overall victory in 2019.
New machine is slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.
2021 Honda CRF450R Model Overview
For 21YM the CRF450R receives a wide array of improvements and upgrades under a development theme of ‘Razor-sharp Cornering’. Firstly, it’s 2kg lighter, thanks to a revised frame and subframe. The new frame and swingarm’s rigidity balance, combined with tighter chassis geometry, heightened ground clearance and suspension changes, are all targeted at creating optimal cornering performance. Learnings from Tim Gajser’s championship-winning 2019 campaign reduce rider fatigue, allowing enthusiasts of all ability levels to consistently post optimal lap times.
2021 Honda CRF450R
The engine also benefits from HRC’s knowhow to give a strong focus on low- to mid-range torque. The decompressor has been relocated, airbox volume is up, the throttle body redesigned and exhaust ports re-shaped. The exhaust downpipe is new and a single muffler replaces dual mufflers.
A larger-volume hydraulic clutch has an even lighter lever action, while other weight-saving details include a smaller fuel pump and optimised magnesium cylinder head cover. New plastics, too, are lighter and slimmer to aid rider freedom and the seat is a smaller unit, lower at the back. A smart new all-red graphic scheme completes this major update.
2021 Honda CRF450R Chassis
Narrower main spars and new rear subframe save weight, drawing on HRC knowhow
Narrower swing arm spars and swingarm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
The CRF450R’s twin-spar aluminium frame was unchanged in 20YM; for 21YM it is completely renewed – with direct input from the HRC race team – to elevate every aspect of cornering ability.
2021 Honda CRF450R frame
Thanks to narrower main spars, at 8.4kg it weighs 700g less than the previous design, while a redesigned subframe also saves 320g at 910g. The chassis dynamic is also new: while torsional rigidity is maintained, lateral rigidity has been reduced by 20% to increase corner speed, traction and steering accuracy. The aluminium swingarm has a new rigidity balance tuned to match the frame, with narrower arms and pivot point. The Pro-Link ratio is also revised.
2021 Honda CRF450R swing-arm
Both top and bottom yokes are revised, with more flex, for quicker steering and feel. Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship. With the target of improved, smoother cornering performance, the forks have been revalved, the stroke lengthened by 5mm to 310mm and the axle clamps’ rigidity increased. The Showa rear shock’s main piston valving is enlarged for faster response and improved bump absorption. Its spring also uses the world’s lightest steel – to save 200g.
Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship
The seat is now shorter, lighter and 10mm lower at the rear, to aid the rider’s freedom of movement. It’s also much easier to remove and install. Maintenance is also easier, as the number of 8mm bolts securing the bodywork goes from 6 to 4 each side. The new machine is also slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.
2021 Honda CRF450R is slimmer by 70mm and the plastics thinner, while the tank cover has been removed.
Rake and trail are now tighter, 27.1°/114mm (from 27.4°/116mm), and wheelbase marginally shorter 1481mm (1482mm). Ground clearance goes up 8mm to 336mm, and the bottom yoke now sits 6.1mm higher at 928mm. The radius arc from swingarm pivot point to rear wheel spindle increases by 0.9°, to 14.5° while distance between the pivot and front spindle goes up 1.8mm to 914.6mm. Dry weight is 105.8kg, a full 2kg lighter than the previous model.
Dry weight is 105.8kg, a full 2kg lighter than the previous model.
Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are now constructed from one piece of plastic, rather than two and include a lower vent while the radiator grills are optimised for airflow. Holding 6.3L, the titanium fuel tank has also been redesigned.
Holding 6.3L, the titanium fuel tank has also been redesigned
Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions. When it comes to weight saving, small contributions accumulate (‘with enough dust, a mountain can form’ as the Japanese saying has it); with that in mind, balanced control cable wiring saves 100g.
2021 Honda CRF450R
Up front, the twin-piston brake caliper employs 30 and 27 mm diameter pistons and 260 mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240 mm wave-pattern disc.
DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6 in, the rear a 19 x 2.15 in. The rear wheel is both stronger and lighter for 21YM and now Dunlop’s MX33F/MX33 soft-terrain tyres are fitted as standard equipment.
A striking new all-red graphic treatment complements the 21YM CRF450R’s sharper lines.
2021 Honda CRF450R
2021 Honda CRF450R Engine
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Larger volume hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
2021 Honda CRF450R engine
Having received a peak power boost of 1.8kW, plus 2Nm more torque and a stronger bottom-end for 19YM, in 20YM development of the 449.7cc four-valve Unicam engine centred around refinements and optimisation of the PGM-FI mapping and HRC Launch Control, plus the addition of Honda Selectable Torque Control. For 21YM the focus – with upgrades derived directly from Tim Gajser’s championship-winning HRC machine – is on drivability in the low to mid-range, and weight saving, further enhancing cornering performance.
More top end power
A significant increase (up to 0.6kW) in peak power above 5,000rpm is accompanied by a stronger low-rpm torque feel, the result of an air box increased in size by 1.8L to 4.1L on the ‘clean’ side. The new air box – which can now be accessed simply with the removal of one side shroud bolt – feeds a redesigned, lighter 46mm throttle body, which optimises intake efficiency and makes active use of latent heat vaporisation in the inlet ports.
injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency
The injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system is also new: its counterweight is moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.
Twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency
The biggest change is to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency, and the 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler (which also does away with a heat shield) saving a full 1.24kg. The downpipe also tucks in 74mm closer to the centre line (improving rider ergonomics) while the pressed muffler features twin resonators that reduce noise while boosting power.
The 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler
One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch. This improves both control and feel at the lever (it’s 10% lighter) as well as delivering consistent lever clearance under arduous riding conditions. The clutch capacity has been increased by 27% with an extra plate – from 7 to 8 – and works with an extra friction spring to maximise power transmission and durability. Slippage has been reduced by 85% at peak power.
One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch
Bore and stroke remains 96 x 62.1 mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rdand 4th, and 5th.
Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12 mm drum scavenge pump manage lubrication.
Saving more precious grams, the magnesium cylinder head cover has been redesigned with thinner material and the fuel pump made smaller – it secures with 4 bolts instead of 6, saves 120g and offers the same pressure and filter life as the previous design.
2021 Honda CRF450R Engine
2021 Honda CRF450R Electronics
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
2021 Honda CRF450R
The CRF450R gained HSTC in 20YM and the system is unchanged for 21YM. It works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.
The three Modes differ in drive management level for different riding conditions:
In Mode 1 the system intervenes most lightly, and after the longest time – useful for reducing wheelspin and maintaining control in tight corners.
Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.
Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.
2021 Honda CRF450R
An obvious update for 21YM is the rider controls and display switchgear. The Launch Control indicator, EFI warning, EMSB mode button and LED indicator – are sited on the left handlebar, with HSTC button now incorporated.
Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for mode 1, 2 for mode 2 and 3 for mode 3 – to confirm selection.
The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.
HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:
Level 3 – 8,250rpm, muddy conditions/novice
Level 2 – 8,500rpm, dry conditions/standard
Level 1 – 9,500rpm, dry conditions/expert
2021 Honda CRF450R
Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.
The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:
Mode 1 – Standard
Mode 2 – Smooth
Mode 3 – Aggressive
2021 Honda CRF450R
The LED also displays mode selected, but with a blue light.
Gaining a 21YM mapping update the HRC Setting Tool can deliver a much more easy-going Smooth mode, with gentler throttle response for novice riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for race conditions.
2021 Honda CRF450R Specifications
Engine – 449.7 cc four-stroke single uni-cam
Bore x Stroke – 96.0mm x 62.1mm
Compression Ratio – 13.5 : 1
Induction – EFI
Fuel Tank Capacity – 6.3 litres
Starting – Electric
Clutch – Wet multi-plate hydraulic
Frame – Aluminium twin tube
Dimensions (L´W´H) – 2,182 x 827 x 1,267mm
Wheelbase – 1,481mm
Caster Angle – 27.1°
Trail – 114mm
Seat Height – 965mm
Ground Clearance – 336mm
Dry Weight – 105.8kg
Forks – Showa 49mm USD fork
Shock – Showa monoshock Honda Pro-Link
Tyres – 80/100-21 (F), 120/80-19 (R)
Brakes – 260 mm front, 240 mm rear
Available – October 2020
All specifications are provisional and subject to change without notice
We recently showcased the new white coloured Panigale V2 and now we bring you the news that Ducati have also gone white with an updated livery adorning the 2021 Multistrada 950 S
2020 Ducati Multistrada 950 S
The new look adds a little more sporting flavour to the lines of the Multistrada, with a MotoGP-inspired graphic and a colour scheme that alternates white, grey and Ducati Red. The 950 S is also available in the classic Ducati Red.
The Multistrada 950, in its S version, bristles with technology: electronic suspension with Ducati Skyhook Suspension Evo (DSS) system, Ducati Quick Shift up & down (DQS), full-LED headlamp with Ducati Cornering Lights (DCL), 5” colour TFT display, Hands Free system, Cruise Control and backlit handlebar controls, as well as Bosch ABS Cornering.
2020 Ducati Multistrada 950 S
With a nod to increased sure-footedness away from the black-top the 950 Multistrada rides on a 19-inch front for add stability off-road.
2020 Ducati Multistrada 950 S
The 2021 Multistrada 950 S “GP White”, both in the alloy and spoked wheels versions, will be available in Australian Ducati dealerships this September from $23,900 ride away.
2020 Ducati Multistrada 950 S
2020 Ducati Multistrada 950 S Specifications
Engine – 937 cc, Testastretta L-Twin
Bore x Stroke – 94 x 67.5 mm
Compression Ratio – 12.6:1
Claimed Power – 113 hp at 9000 rpm
Claimed Torque – 96 Nm at 7750 rpm
Induction – EFI, 53 mm throttle bodies, RBW
Gears – Six-speed, two-way quick-shift
Clutch – Wet, hydraulic, multi-plate, slipper
Frame – Tubular steel trellis
Forks – 48 mm fully-adj electronic Skyhook Evo, 170 mm travel
Shock – Skyhook Evo electronic fully-adj, 170 mm travel
Tyres – 120/70-19 (F), 170/60-17 (R)
Front Brakes – 320 mm, Brembo M4.32 radial master cyl’
