Motorcycle News - A patina-laden BSA A10 from a DIY workshop in Bavaria
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Not everyone has a Walt Siegl or Max Hazan level workshop at home though. And so, over the past few years, DIY-centric communal workshops have started popping up.
Enrico Pauli started the Loose Screw two years ago, and balances his time between helping others and working on his own stuff. This ratty-but-charming BSA is his daily rider, and the fact that it’s a little scrappy is completely intentional.
“I didn’t want to over-restore the bike, but rather keep the patina and the charm. So that the motorcycle would look as if it had been rebuilt in the 70s. I also never have a plan how a bike should look at the end—most things develop while building.”
Enrico also rebuilt the electrics around a 12V system, and modified the kick-start pedal. The carb runs through a classic pancake filter, and the exhaust is a combination of the original headers and a pair of generic aftermarket cocktail shakers.
The front wheel’s been built up with a 21-inch rim and a Triumph Tiger 650 hub. It features a Triumph drum brake too—a mod that took a while to get right.
Cheeky little details abound—like the mismatched cloth spark plug cables, and a ‘guardian bell’ hanging under the tank. Enrico also fabricated a long bash plate to run along the front of the frame, riddled with holes in alternating sizes.
“It’s very agile and can be ridden rather aggressively… almost feels like a moped. No big electrics, everything reduced to the simplest.”
Loose Screw | Facebook | Instagram | Images by August Auer Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c December 20, 2019 at 11:29AM
Motorcycle News - SINISTER SCRAMBLER: ‘Black Villain’ Ducati Scrambler by Motocrew
https://ift.tt/34F6n15 Written by Martin Hodgson 2019 has been a tough year for those facing wildfires, from Europe to Australia’s East Coast, California to the vast Amazon jungle, the devastation has been immense. But while many of us live in harms way, when it’s time to flee there is another group heading towards the flames. The brave men and women of the world’s fire fighting community are truly owed a debt of gratitude. But what do they do to wind down when it’s all over? For Germany’s Chris Scholtka his life long passion for bikes provides the escape and from his Motocrew workshop in his spare time he’s turn out this ‘Black Villain’ beast from the bones of a 2015 Ducati Scrambler. Chris started his journey in motorcycles before he was even old enough for school, racing motocross at just five years old. Turns out he can really twist the throttle, going professional on the German circuit before he was 18. However a cruel crash ended his career with a broken neck and thankfully he’d eventually heal. But looking for a new path in life he signed up to serve his community as a firefighter in the town of Cottbus, between Berlin and Dresden. “ I love my job, but I needed to do some handcrafted things in between and this is why I build bikes!” smiles Chris. Turns out like everything else he does, he’s got a serious skill for bike building and four years ago the Motocrew was formed. Inspired by the likes of Hookie Co. & Vagabund Moto, crisp clean customs is what he loves to create. With some stunning builds under his belt, a client turned up with a request, to take his 2015 Ducati Scrambler Icon 800 in ’62 Yellow and turn it to the dark side! The factory hue is anything but, so immediately Chris knew the direction had to be bad and black, hence the bikes name. Stripped out of its factory clothes and while the yellow was gone the big subframe to support the stock scrambler seat was still dominating. So no stranger to sparks Chris whizzed the angle grinder into life and had it all cut back in no time. Next he fabbed up a new section, that includes an integrated LED light to maintain the clean lines and it was all welded into place. This meant the plastic under tray needed to be trimmed back and cleaned up. Before it was all topped in a generously padded and neatly stitched Alcantara style seat. Next up the factory tank was removed and the supports for the stock seat that were now protruding were ground back and tidied up. Before the whole thing was relieved of the factory yellow paint work and the aluminium side covers prepared for paint. But before the gun was waved Chris bent up a set of all new side covers to fill the void and used a laser cutter to add the vents and Motocrew logo. The dark matte grey with gloss black accents is splashed across the bike, from the tank to the triple clamps and everywhere in between. The factory suspension is more than adequate with Ducati drafting in Kayaba to work their magic. But nothing says quality suspension like Ohlins and with the NIX 30 front cartridge kit coming in black and offering full adjustability, Chris had to fit them! With the big O also offering a matching rear shock with a black spring it was a no-brainer and provides the ultimate in street tuned suspension for the Scrambler. The rubber is supplied by Shinko, the sticky r003’s requiring a letter from the company themselves to get the German street legal stamp of approval. As the full model designation suggests, the engine is 800cc of Ducati air-cooled, 2 valve, L-Twin fun for a traditional feel. But high compression and modern fueling means it’s more usable than those of old, but that doesn’t mean you can’t add some fun. Flipping through some catalogues Chris came across the REMUS Hypercone system and along with a carbon cover it looks a treat! With the reflashed ECU to suit there is more power and a great sound every time the quick action throttle is cracked. To help clean up the lines for the slick finish he’s always after, Chris then set about relocating the speedo to the side of the bike. Then a rewire with Motogadget components was undertaken, at the rear this means adding the m-Blaze pin indicators to the numberplate holder. While upfront a set of 3D printed supports holds a set of flashers and affixing a set of genuine Ducati badges had the build complete. Without going over the top in any one area, our fearless firefighter has given his client exactly what he desired. A stripped down street warrior that’s bad in black and does everything at its best. [ Motocrew Instagram | Images by kylefx ] Motorcycles via Pipeburn.com https://ift.tt/2LY9tnG December 19, 2019 at 08:11PM
Motorcycle News - 2020 Ducati Panigale V2 Video Review
https://ift.tt/38WClsX Motorcycle categories have gotten a bit widespread, haven’t they? Companies like Ducati aren’t making things any easier when they call its 955cc Panigale V2 – an update from the 959 Panigale – a “Super-Mid.” Ironic, especially considering Ducati’s iconic 916 was formerly the cream of the sportbike crop. I think the proper way of looking at the current nomenclature is to consider the machine’s performance. With 1100cc V4s skewing the definitions of what a Superbike is, it seems natural for the Panigale V2 to follow along and break the middleweight rules, too. Because, looking at it from a performance aspect, this is the new level of middleweight performance. Time marches on, everyone, and technology just gets better and better. Get the Flash Player to see this player. So it is, then, that the Ducati Panigale V2 falls into this no-man’s land of displacement and performance. Of course, you’d know this if you read my First Ride Review of the bike from its introduction in November. In short, the V2 takes the 959 Panigale, puts some V4 clothes on it, and adds IMU-aided electronics – a must in this day and age. Oh, and it’s now Euro5 compliant, too, all (ok, well, mostly) thanks to a revised exhaust and catalyzer engineered to be part of the motorcycle’s overall design. Not like the huge dual-canister exhaust contraption Ducati was forced to slap on the 959 Panigale for the Euro market (and that was just to meet Euro4!) In this video, we get my thoughts about the Panigale V2 to go along with my written words. On-board and trackside riding footage (hopefully) stimulate the visual senses. Together, here’s hoping the 12 minutes and 32 seconds you spend watching answers some questions and leaves you entertained. Enjoy! The post 2020 Ducati Panigale V2 – Video Review appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 19, 2019 at 05:47PM
Motorcycle News - Autologue GT 650 Cafe Racer Kit
https://ift.tt/2Maz53C Royal Enfield has been making waves in the custom scene since the release of their 650 twins. They’ve collaborated with custom workshops and hosted several of their own dealership build offs around the globe. What makes these bikes great as a basis for customization is that they’re amazingly well priced and how well they respond to modifications. So far Royal Enfield hasn’t offered much in the way of their own aftermarket parts to personalize these bikes. Thankfully a few enterprising workshops are stepping up to satisfy the demand. This Royal Enfield 650 Twin wears a cafe racer body kit developed by India’s Autologue Design. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb December 19, 2019 at 05:06PM
Motorcycle News - 2019 Honda PCX150 Review
https://ift.tt/2Q0yhzn 2019 Honda PCX150Editor Score: 89.0%
How it happened I know not, but in the excitement of new Indians, Svartpilens, and whatever else I rode this past year, the freshly upgraded 2019 Honda PCX150 escaped my attention. When my mistake hove into view, I immediately alerted the Honda authorities and borrowed one up. “Endowed with a new frame, revised intake and exhaust system, multiple comfort-enhancing features, and optional ABS,” says Honda, “the PCX150 combines practicality and fun, now with a more premium feel and improved handling.” Specifically, to wit, directly from Honda’s PR:
No, that’s not Mike Hailwood in the lead photo, it’s Christine Rogers in her first starring role for Motorcycle.com, throwing the mighty Honda on its side at Creg-ny-baa. Okay, really it’s a barbershop downtown; the beauty is you don’t have to leave town to have a hoot on this Honda. Chrissy’s been having the itch to ride her own motorcycle ever since she took up with me a few years ago (not severe enough to scratch it), but when the sweet PCX150 showed up at the compound, it was time. Right after we obtained her learner’s permit at DMV, of course. CORRECTION! It was time right after she attended a two-day Motorcycle Safety Foundation safety course, courtesy of Honda, at its Colton rider education facility, at the insistence of the MO Legal Department. With the 2.1-gallon tank topped up, Honda says the PCX weighs 289 pounds, and the nature of the scooter means most of that weight’s located just about cankle height. Stepping over with her haughty yet nimble 5-foot zero-inch self, Rogers felt in complete command. As always. Following a bit more instruction, in a much bigger parking lot than the MSF one at more realistic speeds, our little bird was ready to take flight. Here’s her report: I found being in the front and not the rear of a moto to be a real joy ride! I was apprehensive about handling and keeping all that weight upright at stops; I feared my short legs wouldn’t work, but even at 5’0″, I found I could get my feet where they needed to be to hold us up just fine at stops. Don’t know what I was afraid of; I managed fine and gained confidence quickly. Let the record show this is the first time John has been right about a thing. It is awesome how quickly it was to learn to ride the PCX. Going slow is not the way to learn! As soon as I gassed it after first take-off, I left the wobbly zone behind and all was a hoot after that. Like learning to ski all those years ago, get past the snowplow, get a little speed up, all is revealed. Not shifting was awesome; I could concentrate on traffic and not running into things. Managing turns was also easier than anticipated. I was using only back brake like a bicycle at first, but found conjunction of front or front alone easily and quickly stops the scooter with no fishtailing. What fishtailing? The seat is supercomfy, and the cutout at the front means you could ride the thing even if you were shorter than I am. Handlebars, too, are fine for shorter arms like mine. The only sore spot for me is that the brakes are a bit high-effort compared to everything else; stopping is like using those grip exerciser squeezers, a thing I normally eschew. Aside from that, I love that scooting is a fun way to hop, skip, and tend to a normally boring errand. I can’t wait to hop on and go shopping for new helmet, jackets and boots! I’ll probably need the trunk accessory. Christine’s right about the brakes. I wasn’t able to engage ABS up front with two fingers, and when I tried again with all four from about 50 mph, YEeeoww SCREECH!, I realized mine’s not the ABS model. It was a Marquez moment. You CAN lock the front using four fingers, but if you generally only use two, the brakes are weak enough you probably don’t need to pay extra for ABS unless you ride in the wet a lot. Neither brake lever is span-adjustable, and both are also less comfortable to squeeze than a flatter style lever would be. Easy enough to replace. Thus endeth the complaints, really. Four years ago, when we comparison-tested the PCX against Yamaha’s SMAX scoot, the Honda lost mainly because it was governed to a top speed of 63 mph indicated. For 2019, the Honda has thrown off its shackles, and accelerates, not exactly smartly but fast enough to put the hurt on most cars, to 69 mph. We like to think that’s in homage to the late, great Nicky Hayden, but now and then the digital speedo will even flicker to the big seven-oh. Seven mph more may not seem like much, but it is enough to feel like you no longer have a target on your back on the freeway if you keep it in the right lanes, and 10% more top end does feel like a big improvement. On its 14-inch wheels at top whack, stability is never an issue, and the ride is reasonably comfortable and well-damped, even two-up. Maximum weight capacity is 366 pounds, which means we can both balloon up to 183 without risking structural failure. Which could happen, since this thing encourages you to take advantage of every local Earlybird special. Not on the freeway, which is where the PCX really belongs, is a hoot, like Christine says, and makes realizing you’re out of cumin or cat food or whatever a happy occasion. I’ll be right back! Zipping around residential streets from 20 to 60 mph, grabbing the little scoot’s linked brakes and flinging its 289 pounds into corners and tight spots in traffic makes you want to get out more. There’s a condo complex between me and the grocery and hardware stores, with curving streets laid out to slow the cars down; it’s become my own little Circuito Catalunya. They’re not powerful, but the brakes do have great feel, and the power feeds back in nice and smooth. Drag the rear like Doohan. The PCX is a tiny CBR in disguise. And, you’re so cute, nobody objects when you park right in front of wherever it is you’re going. Like riding a Harley, lots of people want to tell you about the scooter they used to have but had to quit riding because they were going to kill themselves, or their brother or aunt had… while you slowly paddle out backwards, nodding, and rrrreeeEEEEEE off you go. The storage compartment isn’t huge, but it’ll handle a 12-pack of cans (not bottles) and a smallish bag of groceries. My Shoei Neotec 2 won’t quite fit without causing a gap between seat and bodywork, but a smaller helmet will – and Honda includes a helmet loop and underseat hook so you can lock a helmet or two outside the storage compartment. A small glove box in the left fairing will hold small items including your phone, and contains a 12-volt cigarette-lighter outlet for charging it: Hello, Siri. There it is, faster, more fashionable and just as freeing AF as ever. I don’t understand why more people don’t keep one of these things around the house. When I’m President, I may proclaim that every American youth shall be issued one upon their 16th birthday, which would serve the dual benefits of getting the kids off the couch, and negating the need for local public transportation, at a fraction of the price. In the meantime, no need to thank me.
Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 19, 2019 at 04:13PM
Motorcycle News - Keeping it in the family: A BSA Thunderbolt from Italy
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The formula bred quality and craftsmanship. But the modern world has increasingly turned its back on the concept of the multi-generational family business.
It was founded in the late 1970s by Daniele, a former SWM and Zundapp factory motocross rider, but Alberto (below) has recently taken over as the head honcho around the shop.
Based in Novara in northwest Italy, Soiatti Moto Classiche’s bread and butter is concours-level restorations on historic models, such as this Suzuki Vallelunga.
In between breathing new life into tired two-wheelers for clients, Daniele and Alberto also accept the occasional commission for custom projects. And the latest is this absolutely stunning 1971 BSA A65 Thunderbolt restomod with a street tracker vibe.
Nonetheless, if anyone was up to the task of returning the iconic British bike to its former glory—and then some—it was the Soiattis. They handle decrepit basket cases on a regular basis, so a plan was hatched, designs were drawn up, and the long journey began.
The BSA’s parallel twin was pulled from the oil-in-frame tubing. The frame was de-tabbed, sandblasted to hell and back, and then adorned in a Cadillac blue paint. The swing-arm received the same treatment as well.
Before being stuffed back in the frame, the aluminum engine covers were polished and the head was cracked open so the pistons could be replaced. The bike’s original Amal Concentric carb setup was given a refresh and then paired with (screened) velocity stacks.
The stocker’s Smiths instrumentation is still in play, though it too has been given a refresh.
Alberto wanted to preserve as much of the donor’s original appearance, while slightly bolstering the Beezer’s road-holding abilities. So he’s added a set of modern, adjustable Bitubo shocks.
The biggest visual departure from the A65’s stock form is the custom’s front and side number plates. They’re traditional white squares with rounded edges, with the front board hiding a pair of stacked LED headlights.
“So the build has been aesthetically revised,” says Alberto. “But we like the fact that it’s still elegant.”
It looks like Daniele and Alberto are creating a motorcycle dynasty of their own. Soiatti Moto Classiche Facebook | Daniele Soiatti Instagram | Alberto Soiatti Instagram | Images by Valen Zhou Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c December 19, 2019 at 11:30AM
Motorcycle News - 2019 KTM 690 Enduro R Review
https://ift.tt/2sCV0JQ 2019 KTM 690 Enduro REditor Score: 81.75%
The 2019 KTM 690 Enduro R fills a niche within a niche. Ask riders of different disciplines where the 690 Enduro R falls among motorcycle segments and you’re likely to get two different answers. To off-road riders, the 690 is an adventure bike. Its big Single is smoothed out by dual counterbalancers, and a nice electronics package sets it apart from the 350 or 500 EXCs and two strokes available in KTM’s enduro/dual-sport range. Ask the same question to a street rider and you get, “It’s a dirtbike”. Dirtbike ergos, dirtbike looks, a big ol’ 693 cc Thumper, and its relatively small size – compared to 1290s – place the Enduro R in off-road territory for asphalt-locked motorcyclists. It’s true, the 690 does slide into an interesting space in KTM’s lineup just between the 790 Adventure and 500 EXC-F and with no real direct competitors from any other manufacturer – aside from a certain white one that may even share some componentry – it’s basically in a field of one. It’s been more than a minute since KTM’s big Single graced the presence of MO’s digital pages, nearly five years to be exact. Yours truly felt that was entirely too long and with the host of upgrades for the 2019 model year, there was no time like the present to jump on the 2019 KTM 690 Enduro R to see what this newly revised travel enduro is capable of. Kennedy Meadows seemed like a great place to put the Enduro R through its paces (despite MO’s previous misfortunes in the area). The 400-plus mile round trip of mostly freeway riding would provide a great test of the bike’s comfort for longer hauls while the varying trails of the eastern Sequoia National Forest would provide a scenic backdrop with a multitude of terrain options for assessing the off-road performance of the 690. The night before I planned to set off, I arrived at my first issue. After compiling camping gear and other essentials, I realized neither of the two universal luggage options I had were going to work on the Enduro R; there is simply nowhere to strap anything to the tail of the motorcycle. Not to mention the 3.6-gallon fuel tank – an increase of .4 gallons from 2018 – makes up the subframe of the motorcycle which means even if I was able to strap a bag to the tail section, I would need to remove it in order to gas up. Fortunately, the 690 Enduro R has been around for a while so if you’re a fan of the bike, the aftermarket likely has a solution for most needs from rear racks, to side luggage mounts. I opted to go the minimalist route – not that I had a choice – and packed my Kriega R25 to the max and would simply deal with carrying a backpack. Not a big deal. A fair amount of the changes for 2019 add to the Enduro R’s road-going prowess. The latest edition of the large 693cc Single-cylinder LC4 engine’s vibes are tamed by not one, but two counterbalancers, one located on the crankshaft and one in the cylinder head. The engine is incredibly smooth at highway speed for having a big ol’ 105 mm piston bouncing up and down in there. The ride-by-wire throttle and the inclusion of an IMU combine to allow the addition of two ride modes as well as lean sensitive traction control and ABS to the 690. Ride mode one, the street setting, delivers smooth throttle response with cornering-sensitive traction control keeping wheel spin and wheelies to a minimum. Ride mode two is the off-road setting with more aggressive throttle response and offroad traction control allowing rear wheel spin up to a certain degree plus lofting the front wheel. Both traction control and ABS can be disabled in either mode by holding the TC button on the left side of the handlebar for exactly five seconds (no more and no less or it won’t work) while ABS is disabled by holding the triangular ABS button on the dash until it lights up. An accessory dongle can also be purchased to enable off-road ABS which disconnects the system from the rear wheel and uses a slightly less intrusive algorithm for the front. KTM has also thrown its Quickshifter + on the 690 which allows for clutchless upshifting and downshifting, more on that later. The droning freeway miles up to Kennedy Meadows were easily managed by the updated LC4 engine. Cruising at freeway speeds for hours on end is an easy task that leaves more than enough power and torque in reserve to pull away from cars when needed well into triple-digit speeds. KTM claims 74 horses and 54 lb-ft of torque from the 690 Enduro R. With fuel mileage consistently delivering around 55 mpg, in theory, that puts estimated range at nearly 200 miles from the 3.6-gallon subframe, but if I’m honest, I fueled up with plenty of miles left in the tank each time to ensure that if I did come across the odd dirt road in need of exploration I’d have the range to do so comfortably. There’s also the fact that the seat is so stiff that I could hardly handle going more than 100 miles at a time. An aftermarket seat would be first on the upgrade list for me with the 690. After a stop at the bottom of 9 Mile Canyon Road my photographer and I ascended into the mountains thoroughly stoked to get off of the scorching valley floor, away from straight roads, and eventually onto the dirt. The smooth and powerful torque delivery on twisty roads is addictive. The motor pulls hard all the way through the rev-range which makes blasting out of corners a thrilling experience. Thrilling until you need to shift. The Quickshifter+ fitted to the 690 Enduro R I was piloting was perhaps the worst I’ve ever used, certainly the worst on a KTM. Upshifts required an enormous amount of pressure regardless of rpm while downshifts were only slightly easier. I quickly abandoned trying to use the quickshifter as it basically felt like it wasn’t equipped. Thankfully, KTM’s Power Assist Clutch does a great job of smoothing out aggressive downshifts and pull at the lever from the hydraulically actuated system is smooth and effortless. Quickshifter be damned, my excitement as we rolled up to the General Store before heading to score a campsite couldn’t be diminished… or so I thought. The moment the rubber of the 21-inch Conti TKC80 touched the dirt parking lot, horrible sounds began emanating from the right side of the motor, accompanied by a near total loss of pressure at the clutch lever. Unable to disengage the clutch I came to a controlled stop/stall and began to assess the situation. After some deliberation, including a call to KTM and Evans, it was decided that we would need to be rescued. Although I was carrying a tool kit that could have dismantled most of the motorcycle, the lack of replacement parts was the cause of concern from KTM’s side of things. No reason to pull the clutch cover off or clutch slave cylinder if parts needed to be replaced, and since I wasn’t stranded in the middle of nowhere, I didn’t need to resort to measures that could otherwise harm the motorcycle. I had to concede. I couldn’t believe it. I had made it the entire way up, miles of sitting on that torture rack of a seat only to have my off-road aspirations dashed before they could begin. I knew the 690 Enduro R would be more fun off-road than on, but I was willing to pound out the 170 miles of pavement for you, the reader, rather than trucking the bike to the trails. Three hours later, dejected and much less dirty than I had hoped to be at that point, I waited as Evans rolled up in his truck, we loaded the 690 into the back, and headed home. Fast forward weeks later…Here at MO, we don’t give up on bikes so easily. Within a week of KTM having the bike they fixed the issue and returned the motorcycle to us in working order. Turns out the center bolt holding the clutch assembly together had worked its way loose, and the entire clutch pack was spinning against the inside of the clutch cover. C’est la vie. On with the testing! After being assured the correct torque spec had been used and maybe even a dash of Loctite, I set a date to get the 690 off the beaten path as soon as possible, and as I had expected, I enjoyed it more off-road. Once I was able to get the 690 in the dirt, some of the other changes for 2019 began to show just how capable and compliant the big Thumper could be. Fitted with WP’s XPLOR fork and shock, the Enduro R gains even more adjustability than before. The 48 mm fork delivers nearly 10 inches of travel and is adjustable for preload as well as compression and rebound with more than thirty clicks of adjustment available without tools for each. The shock – connected via linkage – also delivers almost 10 inches of travel and is adjustable for both high and low speed compression, rebound, and preload with a similar range of adjustment to the fork. This allows riders to really fine tune the suspension to their riding style or the terrain they most often find themselves on. I generally keep the adjustment in the mid-range since I often encounter rocky terrain and deep sand during the same ride. I’ve sung the praises of the WP XPLOR units before, and these are no different. The damping feels excellent and with the range of adjustment available, characteristics can easily be changed. The 21-inch/18-inch spoked tube-type wheels are shod with Continental TKC 80s, a favorite in ADV circles for their balance of both on- and off-road performance. Brembo calipers provide great stopping power and modulation at the levers, though the rear took me a bit more time to get used to. Standard protective equipment on the 690 Enduro R includes flag-style handguards, and a plastic skid plate. Ergonomics are unsurprisingly dirtbike-esque with a high wide handlebar giving more than enough leverage to man handle the big orange bike. Although the seat is hard – and high, at 35.8 inches – the seat cover does provide ample grip, and combined with the rear-mounted fuel tank, allows the rider plenty of room to scoot up to weight the front tire. Riding the 690 Enduro R through fast trails and fire roads is a blast. The big Single delivers wheel-spinning torque that translates into easily controlled power slides corner after corner even without the off-road TC engaged. If you do like to have that safety net, ride mode 2 will allow the rear to step out, just not as much as I would have liked. The 690 doesn’t have quite the hit that the 500 EXC-F delivers. It takes a little bit longer to spool up that power, but it’s no slouch by any means. Adjusting the electronics did come to be rather annoying off-road. Having to turn off TC and ABS every time the key is cycled off is one thing – although the 690’s routine is more finicky than others – but that can be bypassed by just using the kill switch. The problem is, that didn’t work all of the time. More often than not, if I just used the kill switch to stop briefly on the trail, it would retain TC and ABS off, but every once in a while, for reasons I couldn’t seem to consistently replicate, I’d fire the bike back up and start riding only to realize once I was relying on those systems being off that they had reset to on. Another odd occurrence was that the bike wouldn’t always stay in the same ride mode either. Sometimes the kill switch or key cycling would cause the bike to be in the other mode as indicated on the left side control by a backlit white one or green two. This became quite annoying during a full day of riding off-road with plenty of stops for photography or simply to chat. The 690 Enduro R is a difficult model for me to wrap my head around. As a motorcycle, it’s damn good, albeit with a few flaws. It uses components that I really enjoy on other models, and that’s no different here. It has advantages over smaller dual-sports and larger adventure bikes alike. So, what’s the problem? For me, the problem is that it’s more of a jack of all trades, but master of none. The 690 is relatively heavy (we’ve heard reports around 350 pounds) and big compared to a dual-sport like the 500 EXC-F. I’ve managed to do some surprisingly technical riding on the EXC-F that I would never want to attempt on the 690. Compared to an adventure bike, the electronics are crude, it’s uncomfortable and doesn’t provide the long-range touring capability of a bike like the 790, and with the capabilities of the 790 Adventure R, I’m not sure there’s a huge performance gap. A great motorcycle for what it is, but the 2019 KTM 690 Enduro R finds itself in an ever-narrowing niche. I’d rather have an adventure bike and a dual-sport than the 690 Enduro R, personally. And that’s exactly why those two types of motorcycles are sitting in my garage right now. I’ve rarely met a motorcyclist that flounders for a reason to buy “one more bike.”
Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 18, 2019 at 05:20PM
Motorcycle News - Five KTM 490 Models and More Confirmed in Pierer Mobility Presentation
https://ift.tt/35Dgjtd A management presentation prepared by Pierer Mobility reveals a roadmap to future KTM models including a five-bike 490 platform and 890 versions of the Adventure, SMC and Enduro R. The presentation, produced for investors, confirms five 490 models expected to be powered by a new Twin-cylinder engine. These are expected to include a 490 Duke, a 490 Adventure, an RC490, a 490 SMC R and a 490 Enduro R. KTM President Stefan Pierer has openly discussed the new 500cc-class Twin which is being developed in India with Bajaj (which owns 49% of Pierer Mobility). Speaking with CycleNews, Pierer says 500cc bikes will be the future premium class in emerging markets while still having appeal in European markets with an A2 license class. The 490 class will not replace the existing single-cylinder 390 models, as the product portfolio slide confirms they will remain along with the smaller 125 and 250 versions. We may actually see the 390 lineup grow as the slide suggests SMC R and Enduro R versions are also in the works. Future Husqvarna Models Revealed in the Presentation As for the larger bikes, the presentation hints at more Twin-cylinder 890 models to follow the 890 Duke R introduced at EICMA. These include new Adventure, SMC and Enduro variants, which will not replace but supplement the existing 790 and 690 versions. The off-road lineup looks pretty similar to KTM’s existing lineup except for the addition of more powerful versions the SX-E5 youth electric dirt bike, offering a range of models for kids from ages 3 to 14. The presentation does not provide any timeline on when any of these new models will be released. The 890 Duke R was already introduced last month, so its siblings will probably be appearing in the next year or two. The 490 models are also expected to arrive next year, so we expect Intermot and EICMA will be very busy for KTM in 2020. The post Five KTM 490 Models and More Confirmed in Pierer Mobility Presentation appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 18, 2019 at 05:20PM
Motorcycle News - Future Husqvarna Motorcycles to Include 501 Models, Retro Bikes and Electric Scooters
https://ift.tt/2ts9s7G A presentation for investors produced by KTM’s parent company reveals a roadmap of future Husqvarna models including electric scooters, retro-inspired models and a new 501 Twin-cylinder platform. The presentation was released in late November by Pierer Mobility, the parent company of KTM, Husqvarna and the recently-acquired GasGas. The 501 platform will include naked models, an adventure bike and a supermoto/enduro model. Husqvarna already offers a FE 501 enduro model powered by a 510.4cc Single, but we believe the new 501 models will be based on the new 490 parallel-Twin platform that KTM is expected to introduce in the near future. Husqvarna’s Product Portfolio slide suggests it will continue to offer the 401 naked models (currently consisting of the Svartpilen and Vitpilen) alongside 250 and 125 versions. The placeholder images for all of these are blurred, suggesting the existing models may be getting updates. The presentation also confirmed four new models under the “classic” label including one model sporting scrambler-style high pipes. The other three are blurred, but the top one appears to have some sort of luggage. Husqvarna may be taking a page out of the Triumph Modern Classics playbook, so these four models might include a scrambler, a tourer, a cafe racer and a bobber. The product plans also include adventure-touring models in 501, 401 and 250 sizes, though the plans notably omit the Norden 901 which Husqvarna has announced will enter production. The management presentation was published a week before Norden production was confirmed, but its absence in a presentation intended for investors is puzzling. Still, the Product Portfolio graphic suggests the Norden will also be produced in 501, 250 and 401 versions. Also odd was the omission of the current 701 Vitpilen and Svartpilen. One possibility is Husqvarna may be repositioning the Vitpilen and Svartpilen models as “classics” with more contemporary designs filling the naked slots. As for the electric scooters, Pierer Mobility says it is developing two versions in 4kW and 10 kW versions for 2021. These are expected to be based on the Chetak, an electric scooter produced for India by Bajaj which owns about an 48% stake in Pierer Mobility.
On the dirt side of things, Husqvarna is working on more powerful versions of its EE5 electric dirt bike. According to the presentation, the two new models will expand the range to suit children from ages 3 to 14. Apart from the electric scooters, the presentation does not provide any timeline on when we’ll see any of these models surface. We do know KTM is expected to introduce 490 Twins in the near future, and Husqvarna is likely to follow. The post Future Husqvarna Motorcycles to Include 501 Models, Retro Bikes and Electric Scooters appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 18, 2019 at 05:13PM
Motorcycle News - GasGas to Produce Naked Streetbikes and Adventure-Tourer
https://ift.tt/2PSOQwQ A management presentation prepared by KTM‘s parent company Pierer Mobility reveals GasGas will introduce at least three streetbikes, including two 800-class models, a naked bike and an adventure-tourer, plus a 250-class naked bike. When KTM bought a stake in GasGas back in September, the company said it would be expanding into new segments, particularly with four-stroke engines. Much like KTM did with Husqvarna, the new GasGas models will be developed from equivalent existing KTM models. Like Husqvarna, GasGas is known more for its off-road models. Where Husqvarna did have some streetbikes in the past, most notably the Terra and Strada models produced under BMW ownership, venturing into streetbikes is a bigger change for GasGas which is best known for its trials bikes. According to the presentation, there are just three streetbikes planned at the moment, as shown in the graphic above. Though we can make out some details from the pictures, I’d hesitate to consider them to be anything more than just placeholders at the moment (likewise for the four-stroke dirt bikes which are clearly depicted with two-stroke expansion chambers). The 250 model will likely share much of its DNA with the KTM 250 Duke, a Single-cylinder bike offered in India and other markets. There’s no mention of a GasGas version of the 390 Duke (or the expected twin-cylinder 490 Duke), so it remains to be seen if the GasGas 250 naked bike will be offered in North America or Europe. The 800 models will similarly be based on the KTM Duke and Adventure, which are currently transitioning from 790 to 890 models. Despite venturing into streetbikes, GasGas will continue to produce off-road models. The 450 and 350 displacements are new for GasGas but will be familiar to KTM and Husqvarna dirt riders. GasGas will also continue to produce electric youth models, including supermoto, enduro and trials bikes. The management presentation does not provide any timeline on these new GasGas models, though we expect them to come sooner rather than later, thanks to the shared development with the KTM and Husqvarna brands. The post GasGas to Produce Naked Streetbikes and Adventure-Tourer appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 18, 2019 at 05:13PM |
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