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ISSUE <strong>40</strong><br />
DUKE<br />
W O R L D L A U N C H T E S T<br />
Love Affair<br />
TESTED<br />
KTM 1390 SUPER DUKE R<br />
KTM 1390 SUPER DUKE EVO<br />
KTM 990 DUKE<br />
KTM 390 DUKE<br />
EXCLUSIVE SA TEST<br />
TRIUMPH<br />
Street Triple<br />
MOTO2 EDITION<br />
MOTOGP QATAR TEST | WORLD SBK ROUND 1<br />
EXCLUSIVE<br />
KALEX<br />
SA TEST<br />
MOTO2 RACER
EDITOR’S NOTE<br />
Welcome to <strong>Issue</strong> <strong>40</strong> of South Africa’s<br />
leading Digital Motorcycle Magazine,<br />
and my inaugural edition as Editor.<br />
My brother, Rob, has steered the ship<br />
admirably through the last 39 issues,<br />
and I’m committed to upholding his<br />
legacy by keeping <strong>MRW</strong> at the forefront<br />
of digital media, across our magazine,<br />
social platforms, and burgeoning YouTube<br />
channel. If you haven’t already, be sure<br />
to engage with us on social media to stay<br />
updated on all things motorcycling.<br />
In this issue, we’re thrilled to bring you<br />
exclusive tests, including a review of the<br />
rare Triumph Street Triple Moto2 Edition<br />
and the Honda-powered Kalex Moto2 bike,<br />
once piloted by Sheridan Morais during his<br />
wildcard appearances in 2018.<br />
Additionally, we had the privilege of<br />
attending the highly anticipated world<br />
launch of KTM’s latest Dukes in Spain.<br />
You’ll find a comprehensive article in this<br />
issue, complemented by a video review on<br />
our YouTube channel.<br />
The final MotoGP test before the season<br />
kicks off concluded recently, offering<br />
tantalizing insights into what lies ahead.<br />
While it’s still early days, Ducati seems<br />
poised to continue its dominance, with<br />
Francesco Bagnaia and Enea Bastianini<br />
leading the pack in testing. Aprilia<br />
also showed promise, with notable<br />
performances from Alex Espargaro, Raul<br />
Fernandez, and Maverick Vinales. With<br />
anticipation building, we’re gearing up for<br />
another thrilling season in 2024.<br />
Meanwhile, the opening round of WSBK at<br />
Phillip Island delivered exhilarating racing<br />
action, with standout performances from<br />
newcomers like Nicolo Bulega taking<br />
race 1 victory, the first-ever reigning WSS<br />
champion to do so on his debut, and the<br />
triumphant return of Andrea Iannone who<br />
also took a podium in race 1 on his rerun.<br />
Toprak Razgatlioglu also managed to take<br />
a podium for BMW in the Superpole race.<br />
The big talking point of the weekend has to<br />
be Jonathan Rea as he battles to adapt to<br />
the Yamaha and find the correct setup. The<br />
competition is fiercer than ever, promising<br />
an electrifying season ahead.<br />
As you delve into this issue, don’t forget<br />
to connect with us on social media and<br />
subscribe to our YouTube channel for<br />
exclusive content.<br />
Until next month, ride safe, and keep the<br />
rubber side down!<br />
CONTRIBUTORS<br />
Beam Productions<br />
Sheridan Morais<br />
CONTACT<br />
DETAILS<br />
EDITOR/OWNER<br />
Shaun Portman<br />
072 260 9525<br />
shaunpotman@gmail.com<br />
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the new KTM 1290 SUPER ADVENTURE S is ready<br />
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NEWS DESK<br />
different fairings and exhaust setups. Bagnaia<br />
and Enea Bastianini (Ducati Lenovo Team) both<br />
left it late until they went out on the full-spec 2024<br />
machine, and found immediate improvements in<br />
their one lap pace.<br />
Fabio Di Giannantonio’s (Pertamina Enduro VR46<br />
Racing Team) hugely encouraging pre-season<br />
continues as he took P5 to help back up his<br />
Sepang performance, while Marco Bezzecchi<br />
(Pertamina Enduro VR46 Racing Team) finds<br />
himself outside the top 10 once again in P11. At<br />
Gresini Racing, Alex Marquez claimed seventh<br />
on the timesheets with Marc Marquez in P16. The<br />
eight-time World Champion recorded 58 laps on<br />
Monday, meaning he has now clocked over 280<br />
laps aboard the Desmosedici without crashing.<br />
MOTOGP QATAR TESTING: DUCATI<br />
DOMINATE IN THE DESERT<br />
The opening day at Lusail International Circuit<br />
took a while to get going, with less-than-ideal<br />
desert conditions hampering proceedings. Wind<br />
played a significant role while it also took some<br />
time to put rubber down on a freshly resurfaced<br />
track, however, once the sun began to set, we<br />
saw a flurry of time attacks come in. Bagnaia led<br />
the charge though he still has a ways to go if he<br />
wants to reach 1:51:762; Luca Marini’s all time lap<br />
record set during QP at the 2023 Qatar GP.<br />
Ducati Lenovo Team, Prima Pramac Racing,<br />
Pertamina Enduro VR46 Racing Team &<br />
Gresini Racing<br />
Ducati’s momentum from Sepang seems<br />
unabated, with a focused testing regime centered<br />
on refining the new engine and evaluating
NEWS DESK<br />
Aprilia Racing & Trackhouse Racing<br />
Sporting their sleek 2024 livery, Aprilia can<br />
certainly be encouraged by their performances<br />
on Day 1. Maverick Viñales (Aprilia Racing)<br />
spent a large portion of the day in P1 before<br />
slipping to sixth, while it is Aleix Espargaro who<br />
is best placed in P3.<br />
At one stage, three RS-GPs occupied the<br />
top three places on the timesheets, with Raul<br />
Fernandez (Trackhouse Racing) putting in a<br />
brilliant effort to join his factory counterparts at<br />
the business end of proceedings before ending<br />
the day 12th.<br />
Red Bull KTM Factory Racing & Red Bull<br />
GASGAS Tech3<br />
There’s plenty of encouragement on the<br />
timesheets for the RC16s with Binder taking<br />
fourth, with Jack Miller (Red Bull KTM Factory<br />
Racing) and rookie Pedro Acosta (Red Bull<br />
GASGAS Tech3) both in the 1:52s, while the<br />
latter spun the most laps of anyone with 73.<br />
Augusto Fernandez’ (Red Bull GASGAS Tech3)<br />
pre-season frustrations have continued though,<br />
with the 2022 Moto2 World Champion placing<br />
P20 while also suffering a crash in addition to<br />
some technical issues earlier in the day.<br />
Repsol Honda Team & LCR Honda<br />
There are plenty of reasons to smile if you’re a<br />
Honda fan, as it seems they have found several<br />
improvements to the RC213V which have made<br />
an early impact. Johann Zarco (Castrol LCR<br />
Honda) is their top rider in P9, but he did his<br />
time attack on the new aero and wings they<br />
brought to Qatar. Luca Marini (Repsol Honda<br />
Team) requested improved downforce and the<br />
team have responded quickly. It also seems<br />
the Japanese brand have settled on their<br />
new engine while all four riders used the new,<br />
internally constructed swingarm.<br />
Monster Energy Yamaha MotoGP<br />
Having claimed an opening day top 10,<br />
Tuesday will be an intense day according to<br />
Fabio Quartararo as the Yamaha star looks<br />
to find a way to make the M1 smoother and<br />
improve their grip on time attacks. That is<br />
the major issue facing the Iwata factory,<br />
and the 2021 World Champion believes<br />
they still have a lot of work to do to achieve<br />
that next step.<br />
Day Two<br />
Reigning World Champion Francesco<br />
Bagnaia left his competitors with a<br />
resounding message: catch me if you<br />
can! The Ducati Lenovo Team’s star<br />
performance at the two-day Qatar Test,<br />
ending with a remarkable 1:50.952 lap<br />
time, marks a historic moment as the first<br />
sub-1:51 lap ever recorded on two wheels<br />
at Lusail. The Italian’s achievement sets the<br />
stage for an electrifying start to the season<br />
in the desert on March 10th.
NEWS DESK<br />
Ducati dominate in the desert<br />
Indeed, it has proven an exceptional Test for the<br />
Bologna bullets, with six of their seven full time<br />
riders in Qatar finishing inside the top 10. That<br />
includes Marc Marquez, who has started to give a<br />
glimpse of what he can do with the Ducati on one<br />
lap, claiming fourth on the timesheets, though he<br />
did suffer his first crash as a Gresini rider with just<br />
over 20 minutes left in the Test.<br />
Prima Pramac’s Jorge Martin claimed P7, while<br />
it proved a very positive Test at the VR46 garage.<br />
Marco Bezzecchi didn’t enjoy the best of times in<br />
Sepang, but on Day 2 here in Qatar, he was the<br />
first rider to go under Luca Marini’s Official Lap<br />
Record, while Fabio Di Giannantonio’s incredible<br />
testing form continued with both riders sitting<br />
inside the top 10.<br />
Aprilia raise the stakes<br />
The Noale factory may just prove to be the<br />
biggest thorn in the side of Ducati machinery<br />
in 2024 if testing has been anything to go by.<br />
Aleix Espargaro, who hit the deck at Turn 5, was<br />
consistently at the business end of the timesheets,<br />
while factory teammate Maverick Viñales claimed<br />
P6, and displayed a consistent high 1:52/ low<br />
1:53 pace on his longer runs on Tuesday.<br />
The emergence of Raul Fernandez (Trackhouse<br />
Racing) in Qatar has proven a real highlight, and<br />
the Spaniard ends the Test in P5. Teammate<br />
Miguel Oliveira cut a dejected figure by the close<br />
of Monday’s action, but his fortunes seemed to<br />
have improved on one lap pace, getting into the<br />
1:51s and finishing P12.
NEWS DESK<br />
Factory KTMs beat the lap record<br />
It also looks like a satisfactory couple of days for<br />
KTM in Qatar, with both Brad Binder and Jack<br />
Miller (both Red Bull KTM Factory Racing) going<br />
under the lap record, while the former finished<br />
inside the top 10 times of the Test. It wasn’t all<br />
smooth sailing with Binder forced to stop on<br />
his longer run with technical issues while Miller<br />
crashed, though he came out of it relatively<br />
unscathed.<br />
It seems that they have also decided on their air<br />
intake, with their RC16s equipped with the older<br />
one on Tuesday. All in all, it’s been a strong testing<br />
programme from the Austrian brand, but one feels<br />
they may just have been holding something back<br />
ahead of the start of the season proper.<br />
Over at Red Bull GASGAS Tech3, rookie wonder<br />
Pedro Acosta claimed P15 in just his third<br />
MotoGP Test, while he put in a convincing<br />
longer run where he lapped in the 1:52s. The<br />
19-year-old has shown he certainly has the speed<br />
to mix it with the big boys in MotoGP, and we<br />
now wait with bated breath to see what he can do<br />
on racing debut at Round 1.
NEWS DESK<br />
Yamaha make a step forward, but is it enough?<br />
The progress of the M1 has been closely watched<br />
during the recent testing sessions in Qatar and<br />
Sepang, and it appears that the Iwata factory has<br />
taken a step forward by bringing an improved<br />
package for Fabio Quartararo and Alex Rins.<br />
Quartararo, the 2021 World Champion, finished in<br />
P14 at Lusail and managed to break into the 1:51s,<br />
while Rins secured P16.<br />
However, despite the improvements, it’s evident<br />
that the Yamaha camp isn’t entirely satisfied with its<br />
current setup. Both Quartararo and Team Director<br />
Maio Meregalli express concerns about the lack of<br />
sufficient progress during the 2024 pre-season. They<br />
emphasise issues with rear grip, although efforts have<br />
been made to address this, such as testing a new<br />
longer exhaust to enhance power delivery, with hopes<br />
that it will optimize performance with the new soft tyre<br />
during time attacks.<br />
LCR take bragging rights over under-theweather<br />
HRC<br />
HRC faced a challenging conclusion to the pre-season<br />
as both Luca Marini and Joan Mir struggled with illness<br />
in Qatar, yet they persevered despite the setbacks.<br />
Mir’s notable improvement, shaving off 1.1 seconds<br />
from his qualifying lap in 2023, is a silver lining, though<br />
it only secured him P19, just ahead of Marini.<br />
LCR Honda can leave with a sense of<br />
accomplishment over their factory counterparts, with<br />
Johann Zarco and Takaaki Nakagami outperforming<br />
the HRC duo, albeit being clustered together from<br />
P17 onwards.<br />
From a technical perspective, there is plenty of<br />
optimism coming from their camp, particularly<br />
surrounding the new engine and the new doublestacked<br />
aero which has helped the rear tyre. The<br />
Achilles heel remains rear grip though, with too much<br />
spinning coming out of corners and then down the<br />
straight, and that will be among the focus of their<br />
attentions ahead of Round 1 in a few weeks.<br />
That’s a wrap from the 2024 Qatar Test. A Bagnaia<br />
blockbuster leads the way as Ducati delight in the<br />
desert. Aprilia and KTM aren’t far away though as the<br />
Japanese brands continue on their road to recovery.<br />
The next time we see bikes on track will be at Round<br />
1 at the Qatar Airways Grand Prix of Qatar from<br />
March 8th.
NEWS DESK<br />
WORLD SBK ROUND ONE: THE<br />
ISLAND DELIVERS ONCE AGAIN<br />
Nicolo Bulega (Aruba.it Racing – Ducati) made<br />
MOTUL FIM Superbike World Championship<br />
history in Race 1 of the Grand Ridge Brewery<br />
Australian Round by becoming the first rider to<br />
win on their WorldSBK debut since teammate<br />
Alvaro Bautista in 2019. He led an all-Italian<br />
podium, the first time this has happened since<br />
Race 1 at Misano in 1993, with Andrea Locatelli<br />
(Pata Prometeon Yamaha) and Andrea Iannone<br />
(Team GoEleven) completing the rostrum; the<br />
latter marking his return to competitive action by<br />
leading the race and taking third place.<br />
IANNONE LEADS ON COMEBACK:<br />
stunning start from lights out<br />
Iannone got the holeshot to lead in his first race<br />
back after four years away from any competition,<br />
proving ‘The Maniac’ still has what it takes to<br />
compete at the front. Alex Lowes (Kawasaki<br />
Racing Team WorldSBK) was able to challenge<br />
the Ducati star an took the lead with an incredible<br />
move through the Hayshed to move into the lead,<br />
which he held before Iannone come through into<br />
Turn 1 on Lap 2.<br />
The #29 had to fight against Lowes and<br />
Razgatlioglu to claim his first podium, his first<br />
visit to the rostrum since the MotoGP Australian<br />
Grand Prix in 2018, finishing only two seconds<br />
down on Bulega out in front. Locatelli showed<br />
strong pace in the second half of the race to<br />
move ahead of his rivals, including passing<br />
Iannone before he took advantage of ‘The Maniac’<br />
running wide at Turn 4 to extend his gap. Bulega<br />
became the first rider to win consecutive races<br />
in different Championships, after winning Race 2<br />
at Jerez in WorldSSP and Race 1 at Phillip Island<br />
in WorldSBK, while only the third Italian to win on<br />
debut after Max Biaggi and Davide Tardozzi. The<br />
podium not featuring the ‘Titanic Trio’ is the first<br />
since Portimao in 2021 when Michael van der<br />
Mark (ROKiT BMW Motorrad WorldSBK Team),<br />
Scott Redding (Bonovo Action BMW) and Loris<br />
Baz shared the rostrum.<br />
There was a several rider group fighting for the<br />
top positions, including Alvaro Bautista (Aruba.<br />
it Racing – Ducati) who surged from ninth to be<br />
in the top three although a crash at Turn 10 on<br />
Lap 4 dropped him out of victory contention. The<br />
lead group exchanged positions consistently until<br />
the pit stop phase between Laps 9 and 11, with<br />
the order shaken out a bit following the stops to<br />
change the rear tyres.<br />
BULEGA’S DREAM COMES TRUE: a<br />
debut win as Iannone takes the podium<br />
The first leaders came in on Lap 9, with Iannone,<br />
Bulega, Lowes, Toprak Razgatlioglu (ROKiT BMW<br />
Motorrad WorldSBK Team), Jonathan Rea (Pata<br />
Prometeon Yamaha) and Bautista all pitting. Bulega<br />
came out ahead – he was in the lead prior to the<br />
stops after passing Iannone at Turn 1 on Lap 7<br />
– before remaining unchallenged as he claimed<br />
a stunning maiden victory on the Panigale V4 R,<br />
leading home an all-Italian podium. Locatelli battled<br />
his way from sixth into second place, as he used<br />
an alternative strategy by pitting on Lap 11, with<br />
Iannone in third after losing ground on his outlap.
NEWS DESK<br />
Vierge crossed the line in 11th, but Redding’s<br />
penalty promoted him into the top ten to ensure all<br />
five manufacturers were in the top ten.<br />
POINTS DESPITE PENALTY: Bassani<br />
starts with P12, Bautista 15th after<br />
crash<br />
Axel Bassani (Kawasaki Racing Team WorldSBK)<br />
scored points on his KRT debut despite having to<br />
complete a Long Lap Penalty after a collision with<br />
Remy Gardner (GYTR GRT Yamaha WorldSBK<br />
Team). ‘El Bocia’ and Gardner came together on<br />
Lap 3 at Turn 10 as Bassani tried an ambitious<br />
overtake, with the FIM Stewards penalising the<br />
Italian with a Long Lap Penalty for the collision. He<br />
was ahead of Sam Lowes (Elf Marc VDS Racing<br />
Team), who dropped down the order after a<br />
superb start, with Michael Ruben Rinaldi (Team<br />
Motocorsa Racing) in 14th. Bautista claimed a<br />
solitary point after his crash.<br />
DISASTER FOR REA: no points for<br />
Yamaha’s new recruit<br />
Philipp Oettl (GMT94 Yamaha) had shown<br />
incredible pace at Phillip Island both last year,<br />
and throughout the Official Test and Free<br />
Practice sessions this year, but was unable to<br />
repeat his top-five performance from last year.<br />
He came home in 16th place, ahead of Jonathan<br />
Rea (Pata Prometeon Yamaha). The Ulsterman<br />
has struggled throughout the weekend and<br />
that continued in Race 1, with Rea finishing 38<br />
seconds away from victory. Tito Rabat (Kawasaki<br />
Puccetti Racing) was 18th ahead of PETRONAS<br />
MIE Racing Honda Team duo Tarran Mackenzie<br />
and Adam Norrodin, while Bradley Ray (Yamaha<br />
Motoxracing WorldSBK Team) was 21st and the<br />
last classified rider after he had a crash in the first<br />
half of the race.<br />
JUST MISSING OUT: Razgatlioglu P5 in<br />
first BMW race, Aegerter fights back<br />
Despite fighting for a podium, Lowes finished<br />
the race in fourth although his pace was fast<br />
throughout the 20-lap race, finishing only four<br />
seconds away from victory. Razgatlioglu claimed<br />
fifth place although he did cross the line in P4.<br />
The 2021 Champion was given a 1.225s penalty<br />
for a Pit Intervention Time infringement while<br />
swapping his tyres, which demoted him to fifth<br />
as he finished as the lead BMW rider. Dominique<br />
Aegerter (GYTR GRT Yamaha WorldSBK Team)<br />
was sixth. He started from P4 but dropped as low<br />
as 14th in the first half of the race before fighting<br />
his way back into the top six.<br />
IN THE TOP TEN: Gerloff battles,<br />
Redding penalised, all five<br />
manufacturers in the top 10<br />
The BMW’s pace was on display throughout with<br />
van der Mark (in seventh after the Dutchman<br />
battled his way up the grid. The #60 had been<br />
setting fastest laps throughout the first part of the<br />
race as he finished just a tenth behind Aegerter.<br />
Danilo Petrucci (Barni Spark Racing Team) was<br />
ninth ahead of Garrett Gerloff (Bonovo Action<br />
BMW), who had battled forwards from the back<br />
of the grid after a difficult Tissot Superpole. His<br />
teammate, Redding, had followed him forwards<br />
but a Pit Intervention Time penalty of 2.030s<br />
dropped him behind Xavi Vierge (Team HRC).
NEWS DESK<br />
race with aggressive moves on his rivals at Turn<br />
4 and Turn 10. In just his second race with BMW,<br />
Toprak Razgatlioglu claimed his first podium<br />
as he battled his way P3 in a run to the line<br />
with Alvaro Bautista (Aruba.it Racing – Ducati);<br />
the two Champions separated by just 0.074s.<br />
Razgatlioglu’s podium was his 116th, putting him<br />
level with Noriyuki Haga at third in the all-time<br />
level. Lowes, Locatelli and Razgatlioglu will start<br />
Race 2 from the front row.<br />
CHAMPIONS BATTLE IT OUT: Bautista<br />
just beaten by Razgatlioglu, Gardner in<br />
the podium mix<br />
Bautista narrowly missed on a podium as he<br />
bounced back from a difficult Saturday for fourth,<br />
finishing just over a second ahead of Race 1<br />
winner and teammate Nicolo Bulega in fifth.<br />
‘Bulegas’ lost out at the start again but was unable<br />
to recover as he did in Saturday’s race, coming<br />
home in fifth. Remy Gardner (GYTR GRT Yamaha<br />
WorldSBK Team) was sixth, but it could’ve been<br />
more for the Australian. Gardner had fought his<br />
way into podium contention around the halfway<br />
mark of the race but was bundled down the order<br />
in the closing stages.<br />
FIGHTING BACK: Aegerter drops down<br />
and climbs up, Rea battles to P10<br />
Gardner’s teammate, Dominique Aegerter, had a<br />
similar story to Race 1. After starting from fourth,<br />
the Swiss rider dropped down the order before<br />
battling back. He was able to recover to P7, just<br />
two tenths behind his teammate. Sam Lowes (ELF<br />
Marc VDS Racing Team) secured eighth place in<br />
his first Tissot Superpole Race, ahead of Michael<br />
Ruben Rinaldi (Team Motocorsa Racing) in ninth<br />
with Aegerter, Lowes and Rinaldi on row three for<br />
Race 2. Jonathan Rea (Pata Prometeon Yamaha)<br />
fought his way to P10 in the Superpole Race after<br />
his Saturday disaster, giving the Ulsterman hope<br />
for a good result in Race 2 although he will start in<br />
his original grid position.<br />
SUPERPOLE RACE: Alex Lowes back<br />
on top with Superpole Race win, Toprak<br />
takes first BMW podium<br />
Britain’s Alex Lowes (Kawasaki Racing Team<br />
WorldSBK) ended a four-year drought to claim his<br />
third MOTUL FIM Superbike World Championship<br />
win during the Grand Ridge Brewery Australian<br />
Round. After fighting with his rivals, Lowes was<br />
able to pull out a one-second margin in the final<br />
few laps to claim victory for the first time since<br />
he won at Race 2 at the Phillip Island Grand Prix<br />
Circuit four years ago, while Toprak Razgatlioglu<br />
(ROKiT BMW Motorrad WorldSBK Team) claimed<br />
his first rostrum for BMW with third.<br />
A RACE TO REMEMBER: Lowes on top,<br />
Razgatlioglu’s rostrum, Iannone<br />
drops back<br />
In a repeat to Race 1, Andrea Iannone (Team<br />
GoEleven) got a superb start as lights went out,<br />
leading the race although Alex Lowes (Kawasaki<br />
Racing Team WorldSBK) came past on Lap 2<br />
at Turn 1. Iannone’s race was interrupted by<br />
a mechanical issue on Lap 6 which dropped<br />
him out of contention, coming home in 14th.<br />
This allowed Lowes to pull out a gap for his<br />
first victory in four years by just over a second.<br />
Andrea Locatelli (Pata Prometeon Yamaha) took<br />
second after dropping as low as tenth, charging<br />
through the field in the second half of the 10-lap
NEWS DESK<br />
Alex Lowes (Kawasaki Racing Team WorldSBK) doubled<br />
up on MOTUL FIM Superbike World Championship<br />
victories on Sunday as he won a red-flagged Race 2 at<br />
the Phillip Island Grand Prix Circuit. The race-winning<br />
move came on the final lap at Turn 9 when the #22<br />
stormed around the outside of Alvaro Bautista (Aruba.<br />
it Racing – Ducati) at Lukey Heights as he started the<br />
2024 season in stunning fashion during the Grand Ridge<br />
Brewery Australian Round.<br />
EARLY RED FLAG: Rea crashes at Turn 11<br />
Andrea Locatelli (Pata Prometeon Yamaha) got the<br />
holeshot as he went in search of a first race win. He<br />
maintained his lead despite a challenge from Alex Lowes<br />
(Kawasaki Racing Team WorldSBK), Toprak Razgatlioglu<br />
(ROKiT BMW Motorrad WorldSBK Team) and Alvaro<br />
Bautista (Aruba.it Racing – Ducati), although the latter<br />
made his way into first at the start of Lap 4. On Lap 3,<br />
Razgatlioglu’s charge came to an end. A technical issue<br />
on his M 1000 RR at Turn 9 forced the 2021 Champion to<br />
retire and caused chaos behind, with Jonathan Rea (Pata<br />
Prometeon Yamaha) surging up to fourth. However, Rea<br />
crashed at the end of Lap 3 at Turn 11 with the race red<br />
flagged on Lap 4. Rea was seen being taken away on the<br />
stretcher, but he was conscious and taken to the medical<br />
centre for a check-up. The race was restarted over an 11-<br />
lap race which took out the mandatory pit stop.<br />
ON A MISSION: Rinaldi flies from lights out<br />
The grid for the restarted race was based on the last<br />
completed timing point for each rider, with Bautista<br />
lining from the front row alongside Locatelli and Andrea<br />
Iannone (Team GoEleven), who surged up the order in<br />
the first three laps including an incredible double move<br />
on Michael Ruben Rinaldi (Team Motocorsa Racing) and<br />
Rea. Bautista maintained the lead, but the big mover was<br />
Rinaldi who went from P6 to second and challenging<br />
Bautista for the lead as they pulled away from the<br />
chasing back.<br />
Rinaldi stayed within half-a-second of his former<br />
teammate, although, despite looking like he was<br />
attempting a move into Turn 1 on several occasions,<br />
he didn’t make a move on the #1. Behind, Lowes was<br />
closing in on Rinaldi with the #22 passing the Italian<br />
for second at Turn 1 at the start of Lap 8. The trio had<br />
pulled away from Iannone, who ran wide on a couple<br />
of occasions, while Locatelli was fighting back after<br />
dropping down the order when the race started.<br />
LIKE LONDON BUSES: you wait four years<br />
for a win…<br />
On Lap 9, Locatelli passed Rinaldi on the exit of Turn 10<br />
as his fight back continued although it came to an end<br />
on the final lap at Turn 4 when Locatelli crashed while<br />
trying to pass Alex Lowes and retired from the race after<br />
what had been an incredible performance all weekend.<br />
It allowed Bautista and the #22 to fight for victory, and<br />
the Brit secured his second win of the day in an almost<br />
unbelievable move. He went around the outside of<br />
Bautista at Lukey Heights on the final lap. Bautista tried<br />
to re-pass the Kawasaki rider, but he was unable with the<br />
duo separated by just 0.048s. Locatelli’s crash promoted<br />
Danilo Petrucci (Barni Spark Racing Team) into P3,<br />
after he battled Iannone on the final lap with less than a<br />
tenth separating the two Italians. It completes a superb<br />
weekend for Barni Ducati, following Yari Montella’s<br />
double in WorldSSP.<br />
It was Lowes’ fourth win in WorldSBK, with three of them<br />
coming at the legendary Australian circuit. It was also the<br />
Brit’s 36th podium, while he claimed Kawasaki’s 180th<br />
victory. It means Lowes leads the Championship for the<br />
first time since Australian 2020. Bautista’s second place<br />
was his 90th podium in WorldSBK, while Petrucci’s third<br />
place was his fourth rostrum.<br />
FIGHTING BACK: Bulega, Aegerter climb<br />
through the field<br />
Nicolo Bulega (Aruba.it Racing – Ducati) recovered from<br />
a poor start in the original race to take fifth, finishing<br />
ahead of Rinaldi. The #21’s challenge lasted around half<br />
the race before he dropped down the order but was still
NEWS DESK<br />
able to claim a top six. Garrett Gerloff (Bonovo<br />
Action BMW) climbed through the order to take<br />
eighth, with Michael van der Mark (ROKiT BMW<br />
Motorrad WorldSBK Team) ninth and Dominique<br />
Aegerter (GYTR GRT Yamaha WorldSBK Team) in<br />
tenth. The Swiss rider, in all three races, dropped<br />
down the order in the opening stages but was able<br />
to fight back for another top ten finish. The #77 had<br />
initially crossed the line ninth but was penalised<br />
with a one-place penalty for overtaking under<br />
yellow flags at Turn 4 following Locatelli’s crash.<br />
Gardner (GYTR GRT Yamaha WorldSBK Team)<br />
had to start the restarted race from last, after<br />
he made contact with Rea’s bike following the<br />
Ulsterman’s crash which dropped him to last. Xavi<br />
Vierge (Team HRC) was 13th ahead of Philipp<br />
Oettl (GMT94 Yamaha) and Bradley Ray (Yamaha<br />
Motoxracing WorldSBK Team); the Brit scoring a<br />
point on his first visit to Phillip Island.<br />
ENDING WITH POINTS: a strong finish to<br />
Australia for Bassani<br />
Axel Bassani (Kawasaki Racing Team WorldSBK)<br />
enjoyed a strong end to his first round with<br />
Kawasaki, showing strong pace throughout<br />
Sunday that culminated in 11th place and just<br />
over five seconds away from teammate Lowes.<br />
In the fight for ninth, Aegerter, van der Mark and<br />
Bassani were separated by just 0.031s. Remy
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EXCLUSIVE<br />
TEST<br />
Words: Shaun Portman | Pics: Pieter Botha & Zephnie Botha<br />
TRIUMPH STREET TRIPLE MOTO2 EDITION<br />
UNLEASHING<br />
RACING EXCELLENCE<br />
For enthusiasts yearning for a taste of Moto2 glory, Triumph’s unveiling of<br />
the Street Triple 765 Moto2 Edition was nothing short of revelatory. Drawing<br />
inspiration from its Moto2 endeavors, this exclusive model promised more<br />
than mere cosmetic enhancements. With a production run limited to just<br />
765 units, each adorned with unique color schemes and Moto2 branding,<br />
ownership became synonymous with exclusivity and pedigree.
POWER<br />
128 bhp @<br />
12,000rpm<br />
TORQUE<br />
80 Nm @<br />
9,500rpm<br />
TANK<br />
CAPACITY<br />
15 L<br />
SEAT<br />
HEIGHT<br />
839mm<br />
WET<br />
WEIGHT<br />
188kg<br />
In the dynamic realm of motorcycle racing, every<br />
shift in power and innovation is both scrutinized<br />
and celebrated. Such was the seismic impact felt<br />
when Honda’s departure from Moto2 reverberated<br />
across the motorsport community in 2017. Yet,<br />
from this upheaval emerged Triumph, boldly<br />
stepping into the fray with their 765cc threecylinder<br />
engine, heralding a new era in racing<br />
history. While Triumph’s venture into Moto2<br />
sparked fervent anticipation, questions lingered<br />
about their absence from MotoGP. Nonetheless,<br />
Triumph’s Chief Product Officer, Steve Sargent,<br />
dismissed MotoGP aspirations, redirecting the<br />
brand’s focus towards a distinct conquest: the<br />
Street Triple Moto2 Edition.<br />
Beneath its sleek facade lies a machine honed<br />
for the track. Powered by a Moto2-derived inline<br />
triple engine, churning out a formidable 128 bhp<br />
and 80Nm of torque, the Street Triple Moto2<br />
Edition epitomizes raw performance. Triumph’s<br />
meticulous attention to detail extends to its<br />
lightweight aluminum beam twin-spar frame,<br />
2-piece high-pressure die-cast rear subframe,<br />
Öhlins suspension, and Brembo brakes, ensuring<br />
unparalleled handling and control.<br />
Triumph’s commitment to track readiness<br />
permeates every aspect of the Street Triple<br />
Moto2 Edition. From its repositioned stance,<br />
courtesy of Öhlins suspension and lower clip-on<br />
styled handlebars, to its shortened wheelbase<br />
for enhanced agility, this machine is meticulously<br />
engineered for thrill-seekers. Advanced safety<br />
features like adjustable cornering ABS and<br />
Switchable cornering Traction Control offer<br />
reassurance at breakneck speeds, while the<br />
inclusion of a dedicated track mode and a<br />
Bi-directional quick-shifter elevate the riding<br />
experience to new heights, particularly on the track.
TRIUMPH HAS CRAFTED NOT<br />
MERELY A MOTORCYCLE,<br />
BUT AN EXPERIENCE—AN<br />
ODE TO THE JOY OF RIDING,<br />
WHETHER ON THE TRACK OR<br />
THE OPEN ROAD.<br />
Handling is where the 765 truly shines. Equipped with top-ofthe-line<br />
Ohlins NIX30 front suspension and an Ohlins STX<strong>40</strong><br />
piggyback rear shock, both fully adjustable, the 765 effortlessly<br />
glides through corners with precision and confidence. With<br />
115mm of front travel and 131.2mm of rear travel, riders can<br />
fine-tune their suspension to suit their riding style and track/<br />
road conditions.<br />
While undeniably a track weapon, Triumph hasn’t<br />
overlooked its street credentials. Embodying the<br />
“Street” moniker, this bike seamlessly transitions<br />
from the racetrack to everyday roads. With Moto2<br />
genetics coursing through its veins, every twist<br />
and turn becomes an opportunity to unleash its<br />
racing spirit. Triumph has crafted not merely a<br />
motorcycle, but an experience—an ode to the joy<br />
of riding, whether on the track or the open road.<br />
When it comes to dominating the track, Triumph’s<br />
Street Triple Moto2 Edition 765 is a force to be<br />
reckoned with. With a feather-light weight of just<br />
188kg when fully fueled, this machine is built for<br />
precision and agility.<br />
The first thing riders will notice is the aggressive<br />
riding position, courtesy of the lower clip-on type<br />
handlebars. This setup not only adds a touch<br />
of sportiness but also allows riders to push the<br />
boundaries, even grazing their elbows on the<br />
tarmac in pursuit of the perfect line.<br />
But it’s not just about posture; it’s about<br />
performance, and the 765 delivers in spades.<br />
The 6-speed gearbox paired with a bi-directional<br />
quick-shifter ensures seamless and lightningfast<br />
gear changes, leaving no room for missed<br />
apexes. Triumph’s attention to detail shines<br />
through, making this gearbox one of the best in<br />
the business.
Braking power is equally impressive, thanks<br />
to the Brembo Stylema brakes up front. Twin<br />
310mm floating discs paired with 4-piston radial<br />
monobloc calipers ensure unparalleled stopping<br />
power, while a Brembo MCS radial master cylinder<br />
provides precise modulation. In the rear, a single<br />
220mm disc and Brembo piston caliper provide<br />
ample stopping power to complement the front<br />
brakes. Optimized Cornering ABS and switchable<br />
Optimized Cornering Traction Control (with IMU),<br />
Front Wheel Lift Control also keep you in check no<br />
matter the conditions.<br />
Even with such top-tier components, Triumph<br />
hasn’t neglected safety. The ABS system works<br />
seamlessly, allowing riders to push the limits while<br />
still providing a safety net. For those who demand<br />
even more control, the Track riding mode tweaks<br />
ABS settings for maximum performance.<br />
The 765 Street Triple Moto2 Edition offers five<br />
riding modes: Rain, Road, Sport, Track, and<br />
Rider. However, for this track test, Track mode<br />
was the obvious choice. Its power delivery is<br />
smooth and linear, with revised internal gear ratios<br />
and final drive enhancing responsiveness and<br />
acceleration. While sharing the same 128bhp<br />
engine and electronics as the RS model, chassis<br />
upgrades and a more aggressive riding position<br />
contribute to enhanced handling and poise.<br />
Unique features include carbon fiber bodywork,<br />
Moto2 branding, a specialized startup screen,<br />
and an individualized number on the top yoke,<br />
emphasizing its distinction as the ultimate Street<br />
Triple. Geometry adjustments include a rake from<br />
23.2° to 23.0°, reduced trail by 1.6mm to 95.3mm,<br />
a wheelbase from 1399mm to 1397mm, and a<br />
seat height increase by 3mm to 839mm while<br />
maintaining a weight of 188kg. Despite a smaller<br />
IT’S A PRECISION<br />
INSTRUMENT<br />
DESIGNED TO<br />
DOMINATE THE<br />
TRACK AND MAKE<br />
EVERYDAY STREET<br />
RIDING MORE<br />
EXCITING THAN EVER.<br />
15.2-litre tank, providing ample legroom and a<br />
comfortable seat, the reduced tank capacity<br />
affects range, particularly on the track. Steering<br />
is quicker than the RS model, yet the Triumph<br />
remains stable, with secure handling. Overall, the<br />
765 Street Triple Moto2 Edition offers a standout<br />
package, with limited availability making it a rare<br />
find for enthusiasts.<br />
In conclusion, the Triumph Daytona Moto2 Edition<br />
765 is not just a motorcycle; it’s a precision<br />
instrument designed to dominate the track and<br />
make everyday street riding more exciting than<br />
ever. With its lightweight construction, agile<br />
handling, and top-quality components, it’s no<br />
wonder this machine is setting the standard<br />
for sport bikes in its class. Whether you’re a<br />
seasoned racer or a track day enthusiast, the 765<br />
is ready to unleash its full potential and take your<br />
riding experience to new heights, in a landscape<br />
where innovation and performance reign<br />
supreme, Triumph’s Street Triple Moto2 Edition<br />
stands as a testament to the brand’s unwavering<br />
commitment to excellence. From the adrenalinefueled<br />
world of Moto2 to the asphalt of everyday<br />
streets, this limited-edition masterpiece embodies<br />
the thrill of racing while delivering unparalleled<br />
joy to riders around the globe. As Triumph blazes<br />
new trails in the world of motorcycle racing, the<br />
Street Triple Moto2 Edition serves as a beacon—a<br />
reminder that true greatness knows no bounds.
LOCAL RACING: SUNBET ZX10 MASTERS<br />
BACK ON<br />
Round 1 of the 2024 Sunbets Masters Cup was held at Redstar Raceway on<br />
the 9-10 February. With 33 riders entered this was going to be a humdinger.<br />
The SunBet ZX10 Masters is as always brought to you by SunBet, Red Square,<br />
Bridgestone, and Kawasaki SA.<br />
of the Extreme Festival but would rather be joined by<br />
track day riders and pillion rides where competition<br />
winners would get to experience the speed and thrill<br />
of riding on the back of a Kawasaki ZX10 machine<br />
around Redstar Raceway. The SAMRA NSF100<br />
youngsters would also be joining the weekend’s action<br />
thanks to SunBet Cares who graciously sponsored<br />
their track time, giving the stars of the future a platform<br />
to showcase their skills.<br />
Words: Shaun Portman | Pics: Beam ProductionsTRACK<br />
For this round, the SunBet ZX10 Cup wouldn’t be part
With many spectators looking on, it was time for<br />
Saturday’s final qualifying session to take place<br />
before the two races. Pole Position went to multiple<br />
SA champions and newcomer to the series Clinton<br />
Seller with a 1.53.479. Another newcomer AJ<br />
Venter took second with a 1.55.244 while the front<br />
row was completed by Damion Purificati with a<br />
1.56.313. The Cup is divided into 3 categories for<br />
different ages of riders, A being Masters(35-39),<br />
B being Grand Masters(<strong>40</strong>-50) and C being<br />
Veterans(51 and up). Jayson Lamb was the fastest<br />
of the C riders in 4th overall while last year’s<br />
champion Graeme van Breda(B) was quickest of<br />
the Grand Masters in 5th.<br />
The stage was set for a thrilling race 1 and it didn’t<br />
disappoint. Seller dominated the race by passing<br />
AJ Venter on the second lap, never looking back<br />
and taking victory ahead of Venter in a lonely 2nd<br />
and Purificati in 3rd. It was a disaster for David<br />
Enticott and Jayson Lamb who both crashed out<br />
in the same corner but in different incidents on the<br />
first lap. Newcomer to the series AD Van Dalen (A)<br />
also crashed on lap 2 after making a mistake going<br />
into the hairpin. The battles throughout the field<br />
were intense, pleasing the crowd to no end. Other<br />
retirements from the race included Sfiso Themba<br />
with a mechanical issue with 9 laps to go, Johan<br />
le Roux with 7 laps to go, Reginald Seale with 6
laps to go, Ian Harwood who had a main bearing failure with<br />
4 laps to go, Nicole Van Aswegen with a fuel pump issue<br />
with 4 laps to go and finally Mark Newland with 3 laps to go.<br />
At the finish Behind the front 3 Masters(A) runners, Trevor<br />
Westman(A) took 4th, Hein McMahon(A) in fifth. Graeme<br />
Van Breda(B) took sixth and first in class ahead of Cristian<br />
Caravello(A) in seventh, David Veringa(B) in eighth, Appanna<br />
Ganapathy(B) in ninth and Keith Agliotti(A) in tenth.<br />
Teddy Brooke was first of the Veterens(C) in eleventh, Stewie<br />
Christie in seventeenth, and Henk Schuiling in nineteenth.<br />
Race 2 was once again all about Seller, Venter, and Purificati<br />
who finished as they did in race 1. This time Lamb(C) made<br />
up for his crash in race 1 by taking 4th ahead of Westman(A)<br />
in 5th and Van Dalen(A) in sixth. Van Breda(B) took seventh<br />
across the line ahead of Mc Mahon(A) in eighth, Nicole Van<br />
Aswegen(A) in ninth and Cristian Caravello(A) rounding out<br />
the top ten in tenth.<br />
Lamb took top honors in the Veterans (C) in race 2 with<br />
4th overall ahead of Teddy Brooke with 15th overall and<br />
Schuiling with 21st overall.<br />
Join us for the next round, round 2 of the SunBet ZX Masters<br />
Cup at the Killarney racetrack on the 15-16th March as they<br />
once again join the Extreme Festival!
EXCLUSIVE<br />
TEST<br />
Words: Shaun Portman | Pics: Beam Productions<br />
In the fast-paced world of Moto2 racing, where<br />
every millisecond counts, getting the chance<br />
to ride a genuine GP machine is a rarity.<br />
Recently, our team at <strong>MRW</strong> had the privilege of<br />
testing the actual WILLIRACE Moto2 machine,<br />
the same bike Sheridan Morais rode in his<br />
wildcard appearances during the 2018 season.<br />
These wildcards, at Misano, Brno, and Aragon,<br />
offered a glimpse into the intense world of<br />
Moto2 racing and the challenges faced by<br />
riders on less-developed machinery.<br />
WILLIRACE KALEX MOTO2 RACER<br />
RACING<br />
PEDIGREE
Despite being an older machine with less<br />
development compared to the top teams, Sheridan<br />
Morais showcased his talent by pushing the<br />
WILLIRACE Honda-powered Kalex to its limits. His<br />
best performance at Brno, where he finished 24th,<br />
highlighted the potential of the bike, lapping just 1.882<br />
seconds off the pole position time set by Luca Marini.<br />
However, mechanical issues plagued his wildcard<br />
outings, resulting in DNFs at Misano and Aragon.<br />
After its racing days, the bike found its way into the<br />
hands of a collector who preserved it in South Africa.<br />
Thanks to the generosity of Ricky Morais and his<br />
team at ETR Performance, we had the opportunity<br />
to ride and test this piece of Moto2 history. Despite<br />
sitting in storage for years, the team prepared the<br />
bike for our test, allowing us to experience firsthand<br />
the thrill of riding a Moto2 machine.<br />
One challenge we faced was the unavailability of the<br />
special Dunlop tyres used by Moto2 teams, which<br />
come in unique sizes. Instead, we had to make do<br />
with the tires Sheridan last used on the bike in 2018.<br />
These tires, coupled with the inline 600cc 4-stroke<br />
Honda engine producing around 130hp, provided a<br />
taste of the Moto2 experience.
During the Moto2 Honda era, teams were restricted to<br />
using the same engine and tires provided by Honda<br />
and Dunlop, respectively. However, the chassis<br />
design was left to the creativity of each race team<br />
manufacturer, resulting in a diverse field of machines<br />
on the grid. With simpler electronic systems<br />
compared to MotoGP, riders had to rely on their skill<br />
and instinct, without the aid of traction control.<br />
As we delve deeper into the heart of Moto2 history,<br />
let’s take a closer look at our thrilling encounter<br />
with the iconic WILLIRACE Moto2 machine. With<br />
components boasting top-tier quality and a lineage<br />
steeped in racing glory, this machine promises an<br />
adrenaline-fueled journey through the annals of<br />
motorcycle racing.<br />
The first glance at the WILLIRACE Moto2 reveals a<br />
lineup of premium components that leave no room<br />
for compromise. From Öhlins Factory suspension to<br />
OZ lightweight wheels, every detail exudes precision<br />
engineering and performance prowess. The Kalex<br />
frame, swingarm, and yolks form the backbone of<br />
the machine, while carbon fiber accents add a touch<br />
of sophistication to its race-ready demeanor. With<br />
Brembo brakes ensuring impeccable stopping power<br />
and a perfectly crafted RP Motorsports exhaust<br />
system emitting a characterful roar, this Moto2 beast<br />
is poised to dominate the track.<br />
Stepping into the riding position, one immediately<br />
senses the machine’s aggressive stance and<br />
uncompromising nature. The feeling is stiff, yet<br />
purposeful, signaling its unwavering commitment to<br />
the pursuit of speed. Our test sessions at Redstar<br />
Raceway, guided by the expertise of test rider George
Hadji, provided a glimpse into the machine’s<br />
capabilities. Despite the ritual of push-starting<br />
before each session, a reminder of its raw,<br />
unfiltered essence, the WILLIRACE Moto2 never<br />
failed to ignite with ease.<br />
Navigating the tricky RSR track, it’s evident that<br />
this machine is a force to be reckoned with.<br />
Despite the long gearing and the absence of a<br />
quick shifter(removed before it arrived in SA), the<br />
WILLIRACE Moto2 displays a voracious appetite<br />
for speed. With handling that is direct and sharp, it<br />
carves through corners with precision, effortlessly<br />
dancing through the twists and turns of Redstar<br />
Raceway. However, it’s the Brembo brakes that<br />
steal the show, offering fade-free performance<br />
and surgical precision that instills confidence with<br />
every squeeze of the lever.<br />
IT REMINDED US OF<br />
THE DEDICATION AND<br />
PASSION OF RIDERS<br />
LIKE SHERIDAN MORAIS,<br />
WHO PUSH THE LIMITS<br />
OF THEIR MACHINERY IN<br />
PURSUIT OF GLORY ON<br />
THE RACETRACK.<br />
Yet, amidst the adrenaline-fueled excitement, a<br />
sense of reverence prevails. Every component of<br />
this machine, from the custom race fuel tank to<br />
the modified Honda CBR600RR engine, speaks<br />
to its bespoke nature and storied pedigree. Aware<br />
of the irreplaceable value of this Moto2 relic, we<br />
tread cautiously, savoring each moment while<br />
mindful of the responsibility that comes with<br />
handling a piece of racing history.<br />
In the end, our encounter with the WILLIRACE<br />
Moto2 transcends mere testing; it’s a journey<br />
through time, a celebration of the relentless<br />
pursuit of speed and innovation that defines the<br />
world of motorcycle racing. With each twist of the<br />
throttle, and each thunderous roar of the exhaust,<br />
we were left in awe of this bike’s capabilities.<br />
Riding the WILLIRACE Honda-powered Kalex<br />
Moto2 was not just a test of speed, but a journey<br />
back in time to a pivotal moment in the history of<br />
the Moto2 class. It reminded us of the dedication<br />
and passion of riders like Sheridan Morais, who<br />
push the limits of their machinery in pursuit of<br />
glory on the racetrack. As Moto2 continues to<br />
evolve, machines like these serve as a reminder of<br />
the legacy and excitement of motorcycle racing.
Words: Rob Portman | Pics: Francesc Montero, Sebas Romero & KTM press<br />
30 YEARS<br />
W O R L D L A U N C H T E S T<br />
OF KTM DUKES<br />
The last 30 years of the KTM DUKE<br />
model range can be summed up in<br />
one word: Evolution. From its humble<br />
beginnings in 1994 to its current<br />
status as a symbol of performance<br />
and innovation, the KTM DUKE<br />
nameplate has stood the test of time.
In 1994, KTM burst into the street scene with the<br />
first motorcycle to carry the DUKE nameplate. It<br />
featured a big-bore 609 cc single-cylinder engine,<br />
with ergonomics and styling that straddled the<br />
line between Supermoto and street fighter. It<br />
brought true hooligan personality to the street,<br />
unapologetically Naked and stripped back to the<br />
bare essence of what a motorcycle should be.<br />
At the time, the 1994 KTM DUKE was a radical<br />
departure from traditional motorcycle designs.<br />
Featuring an exposed trellis frame, minimalist<br />
bodywork, and a single-cylinder engine, it was<br />
an anomaly in the market. However, it instantly<br />
captured the attention of riders seeking a raw and<br />
unbridled riding experience.<br />
Such was its success that KTM introduced a more<br />
powerful DUKE II version in 1999, with sharper<br />
styling replacing the rounded body contours of its<br />
predecessor. Unknowingly, this would launch the<br />
Naked segment within the KTM street motorcycle<br />
line-up, with more engine capacities and cylinders<br />
being added to the DUKE range.<br />
In 2005, the SUPER DUKE nameplate was<br />
introduced, boasting a powerful 990 cc LC8<br />
V-Twin powerplant. The KTM 990 SUPER DUKE<br />
quickly reached cult status, leading the way for<br />
the KTM 990 SUPER DUKE R variant to tear into<br />
the market in 2008.<br />
2008 also brought the KTM 690 DUKE to market,<br />
once again shaking up the design norms of the<br />
times. The 2008 KTM 690 DUKE was a hunkered<br />
down, powerful single-cylinder machine, with<br />
an underslung exhaust and aggressive, elbowsout<br />
riding position. This would later become the<br />
blueprint for the DUKE attitude.<br />
2011 saw the rise of smaller capacity DUKE<br />
models, with the KTM 125 DUKE entering the<br />
market. This compact and energetic machine<br />
delivered ample power and easy maneuverability,<br />
without sacrificing any of the DUKE personality.<br />
This made it the ideal launchpad for future DUKE<br />
pilots, and future middle-weight models.
In 2012, KTM introduced the game-changing KTM 200<br />
DUKE, with THE CORNER ROCKET KTM 390 DUKE joining<br />
the line-up in 2013. The KTM 390 DUKE became a favorite<br />
among urban riders, thanks to its nimble handling and<br />
punchy power delivery.<br />
KTM then shook the Naked motorcycle segment in 2014,<br />
with the introduction of THE BEAST – the KTM 1290 SUPER<br />
DUKE R. With a 1,301cc V-twin engine at its core, the KTM<br />
1290 SUPER DUKE R gained the reputation of having the<br />
most powerful LC8 engine, which paved the way for a new<br />
segment and the more travel-focused KTM 1290 SUPER<br />
DUKE GT arriving in 2016.<br />
The following year, 2017, THE BEAST received its first real<br />
update. Dubbed THE BEAST 2.0, the 2017 KTM 1290 SUPER<br />
DUKE R boasted power, suspension, and styling updates.<br />
But its new electronics package took center stage, with more<br />
refined rider aids and a new TRACK Mode setting the tone.<br />
A turning point in the DUKE evolution came about in<br />
2018, when KTM unleashed the KTM 790 DUKE, dubbed<br />
THE SCALPEL. This was the introduction of a new era of<br />
performance and style for the DUKE name, featuring a<br />
powerful parallel-twin engine, cutting-edge electronics, and<br />
a bold design. Moreso, it showcased the determination to<br />
dominate the middleweight Naked bike segment.<br />
Now, 30 years later, three-anniversary models enter the fray.<br />
At the entry-level, the KTM 390 DUKE boasts its boldest<br />
evolutionary step, with distinct styling, a class-leading<br />
electronics package, and unrivaled performance.<br />
The KTM 990 DUKE – not to be confused with the KTM<br />
990 SUPER DUKE of old – is powered by an all-new LC8c<br />
parallel-twin, bringing the fight directly to the 1,000 cc Naked<br />
segment. It boasts bigger dimensions, more tech, and more<br />
street presence.<br />
Lastly, the KTM 1390 SUPER DUKE R and its stablemate,<br />
the KTM 1390 SUPER DUKE R EVO, have evolved to be the<br />
ultimate pair of hyper-naked motorcycles with immense power,<br />
unmatched electronics, and an all-new direction in design.<br />
To celebrate this milestone, the three aforementioned models<br />
have dedicated 30 YEARS OF DUKE livery, inspired by the<br />
DUKE models that came before them.
PAINTING ALMERIA ORANGE<br />
The commencement of KTM’s 30 YEARS OF<br />
DUKE campaign took place at the International<br />
Media Launch held in Almeria, Spain. Here, the<br />
press and affiliated partners had the opportunity to<br />
immerse themselves in the 2024 KTM 390 DUKE,<br />
KTM 990 DUKE, KTM 1390 SUPER DUKE R, and<br />
KTM 1390 SUPER DUKE R EVO models within<br />
their optimal environments.<br />
This marked a historic moment for KTM, as it was<br />
the first time in the brand’s history that three new<br />
models were launched simultaneously. With the<br />
guidance of KTM Ambassador Rok Bagaros and<br />
the presence of KTM royalty Jeremy McWilliams,<br />
the capabilities of the new DUKE models were<br />
showcased over two days of exploration. On day<br />
one, we covered 115 km along Spain’s stunning<br />
coastline and challenging passes aboard the KTM<br />
390 DUKE, also taking on a gymkhana course - a<br />
challenge I admittedly failed.<br />
Day two allowed us to experience the KTM 990<br />
DUKE on a dedicated road ride led by KTM staff,<br />
while the new KTM 1390 SUPER DUKE R and<br />
KTM 1390 SUPER DUKE R EVO awaited us on the<br />
track alongside former GP star Jeremy McWilliams.<br />
Additionally, three specially built KTM 1390 SUPER<br />
DUKE R’s were present, equipped with KTM<br />
PowerParts, WP PRO COMPONENTS Suspension,<br />
and slick tires.<br />
To conclude this epic launch, we were treated to an<br />
afterparty befitting a DUKE, featuring dinner in the<br />
pits and the KTM DUKE range gracing the floor.
1390<br />
UPERDUKE R<br />
FITTER.<br />
FASTER.<br />
SHARPER.<br />
SMARTER.<br />
In the groundbreaking year of 2014, KTM sent shockwaves through the<br />
motorcycle world with the revolutionary launch of the 1290 Super Duke<br />
R. Swiftly adorned with the moniker “The Beast” for its unapologetic,<br />
rebellious, and raw character, it refused to conform to any established<br />
norms, and therein lay the allure of the Super Duke R. Riders swarmed KTM<br />
dealerships, eager to embrace the unprecedented thrill of this new naked<br />
hyperbike—an experience like no other. Despite its rough edges and a lessthan-perfect<br />
overall package, the Super Duke R found a special place in the<br />
hearts of those who appreciated its rugged and rebellious nature.<br />
Swiftly earning the reputation as the “outlaw” of the market, a love/<br />
hate relationship ensued. It became the Marmite of naked bikes—some<br />
enamored, others repelled. Recognizing the need for change and<br />
refinement while preserving the essence of the beast, KTM embarked on a<br />
journey to tame it over the years. The Super Duke R evolved, capturing the<br />
fascination of a wider audience, but the burning question lingered: What<br />
would be KTM’s next move to elevate an already exceptional package? The<br />
saga of The Beast continued, leaving enthusiasts eager to discover the next<br />
thrilling chapter in the Super Duke R’s evolution.
Birth of the Beast 4.0<br />
KTM stands out as a leader in pushing limits and,<br />
more significantly, valuing customer feedback. A<br />
key figure at the core of the Super Duke project<br />
for over 13 years is Jermery McWilliams, a former<br />
Grand Prix star. With a wealth of experience,<br />
McWilliams has played an integral role in shaping<br />
the essence of the Super Duke.<br />
Taking a bold step, KTM has meticulously<br />
dissected the previous-generation 1290 SDR.<br />
The outcome of this process is noteworthy, as<br />
KTM asserts that 60% of the bike has undergone<br />
transformative changes for the 2024 model year.<br />
This commitment to evolution underscores KTM’s<br />
dedication to innovation and responsiveness<br />
to the needs and desires of their discerning<br />
customer base.<br />
If you think that KTM just added more engine<br />
capacity and gave it a new alien like headlight, think<br />
again. Stripping down the now previous gen 1290<br />
SDR and KTM claims 60% of the bike has changed<br />
for 2024.<br />
Starting with the updated iconic LC8 V-Twin engine<br />
which has been boosted to 1350cc, not 1390,<br />
but 1390 just sounds better, and now producing<br />
a monstrous 190hp and 145Nm of unapologetic<br />
Austrian torque. Cam Shift technology has also<br />
been introduced. This lends itself to a better spread<br />
of power most noticeably at higher revs where the<br />
beast now hunts for longer without running out of<br />
steam quite so quickly.<br />
A revised frame with new mounting points<br />
accommodates the latest spec now more MotoGP<br />
inspired then ever WP APEX fully adjustable<br />
The recently unveiled 1390 Super<br />
Duke R proudly standing with its<br />
predecessor, the first-generation 1290<br />
R. KTM made waves with the release<br />
of the 1290 R, and they’ve once again<br />
sent shockwaves through the world of<br />
motorcycles with the introduction of<br />
the impressive new 1390.
suspension front and rear with the electronically<br />
controlled version featured in the EVO model.<br />
Grippy and versatile Michelin Power GP tyres<br />
have been fitted, while A bigger radiator, updated<br />
electronics as well as new Brembo master<br />
cyclinder and Brembo clutch cylinders help keep<br />
the beast in check and elevate it’s performance<br />
and control.<br />
With the redesigned air intake and airbox,<br />
designers were able to increase the size of the fuel<br />
tank by 1.5L, pushing the total volume to 17,5L.<br />
Redesigned tank spoilers not only add to the<br />
overall look of the 1390 SUPER DUKE R but also<br />
feature functional winglets to increase downforce<br />
and reduce front wheel lift.<br />
The most noticeable change to the naked eye is<br />
that of the new LED headlight. Lighter and brighter<br />
the main theme here with 700grams shaved off<br />
and light that is brighter and more adaptable than<br />
previously. The alien like styling has certainly<br />
become a topic of conversation…<br />
Shifting our focus to the dash, tech enthusiasts<br />
are in for a treat – your PlayStation or Xbox might<br />
gather dust as you delve into the array of features<br />
offered by the new 1390.<br />
Everything about the updated 5inch tft dash<br />
is better. KTM didn’t want numbers anymore<br />
instead replacing them with new graphics clearly<br />
illustrating each function. There is so much tech<br />
and adjustment available, basically settings and<br />
adjustments to suite any riding style and level. All the<br />
riding modes and assists you could possibly ask for,<br />
including the revised anti-wheelie mode featuring 5<br />
levels of lift assist from very low to very high.<br />
It will take hours to go through all the tech – some<br />
homework for new owners to go through but fear<br />
not the system is now more straightforward to<br />
comprehend and navigate than ever before.<br />
KTM’s slogan for the revamped 1390 Super Duke<br />
R is “#No Bullshit,” embracing a transparent<br />
approach that asserts the new 1390 isn’t merely a<br />
1290 with a larger name and updated headlight.<br />
According to KTM, it’s significantly more –<br />
precisely 60% more.<br />
At last, the moment has arrived for me to don<br />
my suit and subject the #NoBullshit slogan to a<br />
thorough examination.
As we’ve consistently emphasized, the<br />
KTM Super Duke essentially embodies<br />
a superbike without a fairing. The<br />
recently unveiled 1390 intensifies that<br />
assertion, poised to instill fear among<br />
fully-faired superbikes.<br />
Riding The Beast<br />
Venturing onto the track with a mix of<br />
nerves and anticipation, the absence of<br />
tyre warmers struck me as a bold move by<br />
KTM. The setting was a challenging one—a<br />
dusty track on a cold, windy morning, fitted with<br />
brand-new Michelin Power GP tyres, challenging<br />
the limits of the now 190hp and 145Nm of torque.<br />
To add to the excitement, it was my maiden voyage<br />
at the Almeria circuit.<br />
My anxiety eased when former Grand Prix star<br />
Jeremy McWilliams took the lead for the initial<br />
session. Swiftly donning my gear, I positioned<br />
myself as the first rider to follow this legendary<br />
figure onto the track.<br />
As we exited the pit lane, the cold, new tyres<br />
grappled with the dusty surface, resulting in<br />
some expected slipping and sliding. Yet, Jeremy<br />
displayed an unwavering confidence in both the<br />
rubber and the machine, instilling a newfound<br />
assurance in me. After the first lap, the tyres<br />
warmed up impressively, their feel improving with<br />
each passing lap. Before I knew it, I found myself<br />
pushing the beast to its limits.<br />
Power was plentiful in every gear<br />
at every rpm, truly mind-blowing<br />
and a significant leap from the<br />
already formidable 1290 SDR.<br />
The motor, smoother, broader, and more potent, exhibited an instant and direct<br />
throttle response, exuding vitality. The full power unleashed on the back straight<br />
left me in awe of its relentless performance. The V-Twin’s characteristic of running<br />
out of steam was replaced with a seamless power delivery, courtesy of the new<br />
cam shift—a commendable addition to the beast’s heart.<br />
Just when I thought the beast was in its full glory, it unleashed a second wind,<br />
a power band, around the 7-8,000 rpm mark. No hesitation, just an exhilarating<br />
surge. Cam-shift technology, you have my adoration!<br />
With 145Nm of torque always at my disposal, navigating the tricky Almeria<br />
circuit became effortlessly dynamic. Shifting gears became unnecessary, as the<br />
abundant torque allowed me to stay in 3rd gear, letting the engine do the heavy<br />
lifting. Power was plentiful in every gear at every rpm, truly mind-blowing and a<br />
significant leap from the already formidable 1290 SDR.
The new 1390 SDR<br />
quickly dispelled any<br />
doubts, proving its<br />
significant adaptation<br />
and evolution. The<br />
handling was more<br />
direct and assured<br />
than ever before,<br />
effortlessly handling<br />
fast and slow corners,<br />
even on standard<br />
suspension settings.<br />
The EVO model is a true plug-and-play machine.<br />
There is no need to have a degree in engineering<br />
and suspension setup. There’s a MotoGP level crew<br />
chief built into the bike as standard.<br />
Transitioning to the handling, the SDR models had<br />
come a long way since their introduction in 2013.<br />
The evolution was evident—the beast had become<br />
more agile, direct, and, most importantly, smarter.<br />
Having spent ample time on 2nd and 3rd gen 1290<br />
models, the handling always fell slightly short. While<br />
assured at slower speeds, it struggled to maintain<br />
composure in high-speed corners—a common<br />
trait for naked bikes lacking the front-end stability<br />
of fully faired Superbikes. The new 1390 SDR<br />
quickly dispelled any doubts, proving its significant<br />
adaptation and evolution. The handling was more<br />
direct and assured than ever before, effortlessly<br />
handling fast and slow corners, even on standard<br />
suspension settings. The updated MotoGP-inspired<br />
WP Apex suspension showcased its prowess, with<br />
the electronically controlled adaptable suspension<br />
in the EVO version standing out as the best<br />
electronic suspension I’ve ever encountered on<br />
the track. Although the standard preprogrammed<br />
track 2 mode felt great, being a former racer,<br />
the need to complain and make adjustments<br />
kicked in. With McWilliams’ assistance, we made<br />
some adjustments to the suspension settings, an<br />
easy process using the left handlebar switches<br />
to navigate the dashboard’s extensive settings.<br />
Exploring various settings, including the second<br />
preprogrammed track 1 mode and a custom Pro<br />
1 mode, each setting offered a unique experience.<br />
While I enjoyed every setting, the Pro 1 mode,<br />
with its stiffer settings, provided the most support<br />
during aggressive riding.<br />
Contributing to the improved handling and<br />
feel were the new Michelin Power GP tyres—<br />
following the same theme as the new SDR in
terms of development: lighter, faster, refined. These tyres offered<br />
exceptional grip and feel at every angle, leaving no uncertainty<br />
in their performance and providing the required support for both<br />
bike and rider. Despite enduring punishment from my throttlehappy<br />
right wrist and the immense power, the rear tyre remained<br />
solid, offering unwavering support to go faster. As anticipated,<br />
there was a subtle shift under hard acceleration, but it was<br />
impeccably controlled—attributed not just to the rider’s skill but<br />
to the adept synergy of the new 1390 SDR package and the<br />
Michelin Power GP tyres.<br />
The Mona Lisa of the<br />
motorcycle world. The<br />
new 1390 SDR all dressed<br />
up in KTM Power Parts. A<br />
true masterpiece.<br />
Just when I believed the bike couldn’t surpass its brilliance, it<br />
did. The braking power, feel, stability, and assurance were simply<br />
sublime. Like the rest of the bike, the braking system exuded<br />
confidence, as if it could do no wrong.<br />
Addressing past concerns, the gearbox now shifted better than ever,<br />
eliminating false neutrals and skipped gears. Despite retaining a raw,<br />
industrial feel, the gearbox shifted smoothly, instilling confidence and<br />
leaving no room for worries about false neutrals. The quick shifter,<br />
both up and down, operated flawlessly, allowing me to focus on<br />
attacking without the dreaded interruptions of false neutrals.<br />
While time constraints limited my exploration of the myriad<br />
electronic features, the bits I experimented with worked seamlessly,<br />
bringing noticeable changes. There’s a seamless integration of<br />
riding aids that operates in the background, allowing you and<br />
the beast to freely express yourselves and revel in the enjoyment<br />
without any noticeable interruptions.<br />
The 1390 gave me a Brad Binder-like sensation.<br />
Unfortunately, it’s not a miracle worker, and it couldn’t<br />
transform me into a track doppelgänger of him.<br />
Currently, amplify all the praise I’ve given about<br />
the exceptional qualities of the new 1390 SDR,<br />
and then multiply that experience by an additional<br />
10-20% – that’s the level of excellence achieved<br />
by the Michelin slick shod fully equipped, officially<br />
KTM PowerParts-enhanced 1390 SDR that I had<br />
the privilege to test. Every aspect was heightened<br />
to a remarkable degree - from the overall aesthetics<br />
to performance. The incorporation of the complete<br />
Akro race pipe expanded the breathing capacity<br />
of the beast, facilitating increased airflow to<br />
the core, resulting in a power surge from the<br />
standard 145Nm and 190hp to an astonishing<br />
150Nm of torque and 198hp – it was an<br />
unadulterated, euphoric frenzy! This bike exhibits<br />
an extraordinary blend of power and precision,<br />
reaching unprecedented levels of performance. It’s<br />
unbelievably phenomenal from front to rear. Trying<br />
to grasp the sheer brilliance of the new 1390 Super<br />
Duke R is an exercise in sheer insanity. It’s nothing<br />
short of mind-blowing!<br />
CONCLUSION<br />
KTM has managed to create a bike that blends<br />
raw, aggressive, unapologetic brutality renowned<br />
and loved by SDR fans, but with refinement and<br />
calmness. The Super Duke has evolved into a<br />
complete package, catering to riders seeking<br />
a composed and accommodating ride, as well<br />
as those desiring a raw, naughty, and violent<br />
experience. It’s meticulous yet erratic, Jekyll and<br />
Hyde—truly the best of all worlds.
Amidst the adrenaline rush, the toughest<br />
challenge was containing the excitement and<br />
resisting the urge to act like a complete kid in<br />
a candy store. Every second on the 1390 was<br />
a thrill, marking a paradigm shift for the Super<br />
Duke R—smooth, refined, disciplined, assured,<br />
polished—qualities one would have never<br />
associated with KTM until now.<br />
It’s an incredibly impressive overall package, and<br />
having dedicated an entire day to admiring the<br />
bike, I can genuinely declare my affection for its<br />
overall appearance—even with the new and quite<br />
controversial headlight. It seamlessly aligns with the<br />
machine’s DNA and has bestowed upon the 1390<br />
version of the SDR its own distinctive identity.<br />
As I contemplate searching for discrepancies<br />
in the new Beast 4.0, no particular issues come<br />
to mind. Granted, my experience on the track<br />
provided only a brief taste. There’s a multitude<br />
of features and situations I haven’t had the<br />
chance to explore, and a lingering<br />
question remains: how does this all translate to<br />
the road, and is it too much for everyday street<br />
use? My honest assessment would lean towards<br />
a yes, considering the current congestion and<br />
restrictions on our roads. While the track is the<br />
optimal place for unrestrained enjoyment, the<br />
bike, undoubtedly a naked street machine, can<br />
find its place on the road. It might feel somewhat<br />
confined, eliciting a sense of frustration for both<br />
rider and machine. However, the new bike exhibits<br />
a level of maturity and composure like never<br />
before, suggesting an easy adaptation to everyday<br />
street conditions.<br />
Departing the Almeria circuit left me with a tinge of<br />
sadness. Bidding farewell to the 1390 Super Duke<br />
R proved challenging, especially knowing that it<br />
wouldn’t be gracing my garage anytime soon—a<br />
realization that was difficult to accept. The price<br />
tags of R389,999 for the R version and R419,999<br />
for my preferred choice, the EVO, emphasize that<br />
owning the now even more sensational Beast<br />
comes at a considerable cost. The prospect<br />
of affording one in the near future is,<br />
regrettably, not within the realm of<br />
possibility. It leads me to ponder, now<br />
more than ever, the question: “Do I<br />
really need two kidneys?”
990<br />
DUKE<br />
MORE<br />
DUKE.<br />
LESS<br />
BULLSHIT.<br />
KTM’s parallel twin-cylinder Duke naked bike has evolved<br />
significantly. Initially introduced in 2018 as the 790 Duke,<br />
boasting a shiny new engine that outshone its competitors<br />
in terms of sharpness and playfulness, it continues to be<br />
available as the budget-friendly option in KTM’s lineup.<br />
In 2020, it transitioned into the 890R, followed by the base<br />
890 in 2021. Fast forward to 2024, and it has grown<br />
again, now a 990. However, this isn’t just a Duke with a<br />
larger engine; it exudes the no-nonsense attitude of a<br />
super naked, aligning in size (minus 52cc) with the<br />
formidable 2005 V-twin Super Duke 990.<br />
The 990 Duke boldly ventures into super<br />
naked territory, delivering exhilarating thrills<br />
at road speeds, particularly with rider aids<br />
disengaged. Before this launch, I, like many,<br />
overlooked the 990 Duke, assuming it was<br />
merely an 890 with bigger pistons and a
offering a docile and friendly demeanor around town<br />
while delivering explosive performance on B-road turns.<br />
The new 990 Duke introduces a more robust, race<br />
bike-like direct feel, primarily attributable to its revamped<br />
chassis. The steel trellis frame is now 8% more laterally<br />
and 5% more torsionally robust, with frame rails<br />
positioned outside the new swingarm for added rigidity.<br />
The enclosed lattice construction, lighter by 1.5kg<br />
and 35% less rigid, enhances feel and grip in corners.<br />
The banana-shaped frame accommodates the new<br />
underslung pipe.<br />
Talk about evolution – the classic 990 Duke and<br />
its modern counterpart, the new 990 Duke. Both<br />
remarkable creations destined to etch their names<br />
in the annals of naked street bike history.<br />
Steering geometry is refined, with a reduced head angle<br />
from 24.3 to 24.2 degrees, and a shortened wheelbase<br />
from 1481mm to 1476mm. A new cast aluminum<br />
subframe houses an enlarged airbox, and Super Duke-<br />
new headlight. My focus was primarily on the 1390,<br />
but upon delving into the 990, I discovered it to be<br />
a headline-worthy revelation.<br />
My initial misconception was unprofessional,<br />
rooted in the “bigger is better” mindset.<br />
However, during the 990 Duke briefing, I was<br />
astounded by the multitude of changes and<br />
the thoughtful execution that transformed it<br />
into a new model, with 96% of its components<br />
revamped from the 890 to the 990. Let’s explore<br />
the key changes without succumbing to the<br />
“death by PowerPoint” approach.<br />
The 990 Duke is touted as 96% new, beginning<br />
with its parallel twin-cylinder LC4c engine. Capacity<br />
expands from 889cc to 947cc through a larger<br />
bore (92.5mm, up from 90.7mm) and an extended<br />
stroke (70.4mm, up from 68.8mm). It incorporates<br />
new pistons, crank, conrods, exhaust, racier cam<br />
timing, a wider radiator, and more flywheel effect<br />
for a controllable power delivery, upping the power<br />
from 114bhp to 121bhp.<br />
This power output positions the 990 Duke ideally<br />
for a lightweight naked road bike, providing<br />
a perfect balance between excitement and<br />
manageability on the road. It proves versatile,
esque wheels are fitted with Bridgestone S22<br />
tires, while new front brake disc carriers reduce<br />
unsprung weight by a kilo.<br />
In terms of the riding position, the 990 Duke<br />
features a redesigned seat for 2024. Compared to<br />
the 890 Duke, the 990’s seat tilts 2 degrees upward<br />
in the front section to prevent rider sliding, with an<br />
overall height of 825mm. The passenger seat is<br />
elevated by 0.8 inches for an improved view and<br />
enhanced comfort. Aluminum footpegs with a<br />
rubber insert are strategically placed for a sporty<br />
riding experience, and for 2024, the shift lever is<br />
moved closer to the footpeg for easier reach.<br />
The 990 Duke is equipped with a 43mm WP Apex<br />
inverted fork providing 5.5 inches of travel, utilizing<br />
split function technology for separate compression<br />
and rebound damping. Rear suspension features a<br />
The 990 Duke also<br />
introduces a Demo ride<br />
mode, providing access<br />
to all optional software<br />
for the first 1,500<br />
kilometers at no charge,<br />
allowing riders to explore<br />
Performance and Track<br />
modes, Quickshifter+,<br />
and other options before<br />
making a purchase.<br />
WP Apex Monotube shock with adjustable rebound<br />
(five clicks) and manual preload adjustment.<br />
Tech wise, the 990 Duke continues the trend of<br />
advanced features, including all-LED lighting, a color<br />
5-inch TFT display, and multiple ride modes. The<br />
TFT dash is scratch and glare-resistant, featuring<br />
new graphics and a redesigned menu structure.<br />
It includes a USB-C connection and a favorites<br />
area for preset preferences. Standard ride modes<br />
include Rain, Street, and Sport, with optional<br />
Performance and Track modes. The latter offers<br />
extensive customization, including traction control,<br />
throttle control, anti-wheelie control, launch control<br />
(optional), and cruise control.<br />
The 990 Duke also introduces a Demo ride<br />
mode, providing access to all optional software<br />
for the first 1,500 kilometers at no charge,<br />
allowing riders to explore Performance and Track<br />
modes, Quickshifter+, and other options before<br />
making a purchase.<br />
Styling-wise, the 990 Duke receives an upgrade<br />
aligning it closer to the 1290 Super Duke, with<br />
two all-new colorways to celebrate 30 years of the<br />
Duke. The 14.8-liter steel fuel tank and angular<br />
“Alien-like” LED headlight design, similar to the<br />
1390 SDR, contribute to its aggressive appearance.
LET’S GO FOR A RIDE<br />
Examining the new 990 Duke in person, it’s difficult<br />
to dispute its status as a genuinely attractive<br />
machine. It exudes the unmistakable KTM Duke<br />
identity, showcasing that assertive yet inviting<br />
stance characteristic of the Duke and Super Duke<br />
series from the moment you settle onto the saddle.<br />
The riding position is impeccable, extending from<br />
the handlebars to the pegs. It offers a comfortable<br />
street attack posture with no undue pressure on<br />
any part of the body, making it easy to settle in<br />
and prepare for the ride. The position is inviting,<br />
providing ample legroom and space; even my<br />
slightly portly 5-foot-8-inch frame found a snug fit<br />
on the bike.<br />
Ten minutes into the road ride, we finally<br />
encountered some twisty turns heading up the<br />
mountain. I’ve always been a cautious road rider,<br />
but the 990 Duke instilled confidence in me to<br />
aggressively tackle the turns. It pulled me along,<br />
providing the necessary feel and control to push<br />
harder and faster. The chassis was remarkably<br />
direct and firmly planted, with the suspension<br />
adeptly handling bumps and imperfections,<br />
adapting itself to every challenge.<br />
Firing up the 990 Duke, and once again, it<br />
embodies the true essence of a Duke. The iconic<br />
raw, industrial rumble emanating from the paralleltwin<br />
motor stimulates the senses. As a Duke ritual,<br />
I swiftly adjust all rider aids to low, switch ABS<br />
into Supermoto mode, and activate sport mode.<br />
Instantly, there’s a fantastic response from the<br />
throttle. At this point, my excitement to ride the new<br />
990 Duke soared from 60% to 110%.<br />
Engaging first gear, we set off on a nearly 160km<br />
road ride, eager to assess if the #NoBullshit slogan<br />
translated to this new machine, akin to the 1390<br />
SDR. Right from the start, the 990 Duke showcased<br />
its elevated Dukeness. Throttle response is direct<br />
and pure, without a hint of hesitation.<br />
Unable to resist, I pushed it hard on the exit from<br />
the Almeria circuit onto the road. I wasn’t alone in<br />
this enthusiasm. Glancing in my rearview mirror,<br />
it was a spectacle of 990 Dukes with their front<br />
wheels in the air. In just a few minutes, we were<br />
already reveling in the joy of life and the new 990.<br />
Shifting through the gears and rev range, it was<br />
an unrelenting surge of awesomeness. The 890<br />
Duke was enjoyable and swift, but the 990 received<br />
a shot of adrenaline. It’s challenging to think of a<br />
more entertaining engine for experiencing pure,<br />
unadulterated fun at road speeds. It might not<br />
be excessively fast in top gear, but that’s not the<br />
essence of the 990 Duke.<br />
The 890 Duke was<br />
enjoyable and swift,<br />
but the 990 received<br />
a shot of adrenaline.
Laughing inside my helmet, I cherished every<br />
second on the 990 Duke – and this was just after<br />
15 minutes. I craved more, but unfortunately,<br />
Mother Nature had other plans. My time on the 990<br />
Duke was curtailed due to adverse weather, but<br />
the 15 minutes of dry weather riding were sufficient<br />
to impress me and showcase its potential. Even<br />
the time spent in pouring rain, snow, and icy roads<br />
proved worthwhile as it demonstrated the bike’s<br />
capabilities in those demanding conditions. The<br />
bike was well-equipped with all the necessary<br />
riding aids and modes to navigate the tricky<br />
conditions safely, with the dashboard warning me<br />
of the unwelcome weather. So much for sunny<br />
Spain – it felt more like the rain in Spain.<br />
I hope to spend more time on the 990 Duke soon,<br />
as it’s undoubtedly a case of unfinished business.<br />
But, like any true love affair, it didn’t take long for<br />
me to fall in love. It was love at first ride, and there’s<br />
no doubt that love will only grow stronger when we<br />
meet again.<br />
With the 990, KTM has crafted the perfect Duke<br />
for everyday street riding. Priced at R264,999, you<br />
get a powerhouse of a machine equipped with<br />
everything needed and more for street riding. Its<br />
blend of precision and the raw, rebellious nature<br />
of the Duke is perfectly balanced, creating an<br />
everyday riding experience that will be cherished<br />
by all. I have no doubt that all this awesomeness<br />
will translate even better on the track, something I<br />
must put to the test one day.
390<br />
DUKE<br />
WHERE<br />
LESS<br />
BECOMES<br />
MORE.<br />
If you’re a dedicated follower of <strong>MRW</strong> and have perused our free monthly<br />
digital magazine, you might feel you’ve already delved into the intricacies<br />
of the new KTM 390 Duke. A few months ago, our team in South Africa<br />
tested the bike, providing it with a stellar 5-star review. However, this<br />
would mark my initial encounter with the new 390, and as the saying<br />
goes, a second opinion is always valuable.<br />
Without delving too deeply into the exhaustive details of the changes that<br />
make the new 390 remarkable, as we’ve thoroughly covered that, I’d like<br />
to emphasize that I’ve never been particularly captivated by the KTM 390<br />
Duke or any smaller-capacity machines of its kind. Don’t misunderstand<br />
me—I enjoy riding them and comprehend their purpose and significance<br />
in the market. However, until now, my experience left me merely satisfied<br />
rather than truly impressed.<br />
The new 390 convincingly demonstrates that less can indeed be more,<br />
justifying all the changes and updates implemented by KTM. But why<br />
invest time and resources in enhancing a “baby Duke”? The previous<br />
390 seemed to fulfill the role of an everyday street hustler perfectly, with
numerous satisfied customers worldwide. So, what<br />
prompted the need for an elevated experience,<br />
inevitably accompanied by a higher price tag?<br />
Engaging with the KTM team at the world launch<br />
clarified that the 390 is a significant seller,<br />
particularly on the Indian subcontinent. While<br />
the previous-generation 390 Duke served its<br />
purpose well, owners desired more. Upon closer<br />
inspection of the spec sheet and experiencing the<br />
ride on the new model, it became evident just how<br />
straightforward the previous iteration was.<br />
The 390’s buyer demographic extended beyond<br />
new, young riders embarking on their motorcycle<br />
journeys. Instead, it attracted more experienced<br />
riders aged 30-45 who sought a sporty daily<br />
commuter. It was perceived more as a tool than<br />
an experience, yet these riders demanded more<br />
from their tool, and KTM is adept at meeting<br />
customer demands.<br />
KTM heeded this feedback and elevated the 390<br />
Duke experience to what I had the privilege of<br />
testing on 112 km of picturesque Spanish roads.<br />
Before the launch, I spoke with Shaun, who had<br />
previously tested the new 390 in SA, read his<br />
magazine review, and watched his video review on<br />
our Youtube channel. He couldn’t stop raving about<br />
the bike, noting a stark contrast between the new<br />
390 and its predecessor. I had my reservations—<br />
after all, it’s just a 390. How could it surpass a<br />
superbike enthusiast like Shaun? Well, it did then,<br />
and it did for me. Within minutes, I realized I wasn’t<br />
just astride a little 390; I was on a mature, superior<br />
machine that demanded respect.<br />
With 90% of the bike revamped from the previous<br />
model, I could feel a 90% improvement in<br />
performance. Everything was elevated— from<br />
the sharper, more responsive, and more mature<br />
suspension to the instant, confident power delivery.<br />
The 390 swiftly asserted its place alongside<br />
Talk about meeting expectations. The 390 used to<br />
grapple with living up to the standards set by its<br />
elder siblings in the Duke family, but those days<br />
are over. It has now earned the respect of both its<br />
riders and its fellow Dukes.<br />
the 1390 SDR and 990 Duke in the KTM family,<br />
refusing to be overshadowed.<br />
After every corner, through every gear change,<br />
and during every braking point, all I could do was<br />
smile in wholehearted approval of the outstanding<br />
qualities of the new 390 Duke. It is now, more than<br />
ever, a quintessential Duke. I have no doubt it will<br />
garner the respect of both new and seasoned<br />
riders alike, just as it did with me.<br />
The 390 convincingly demonstrated to me that<br />
KTM has elevated the Duke experience to a<br />
new echelon for the 2024 range. The new 390,<br />
990, and 1390 models offer more power, more<br />
sophistication, more interactivity, more support,<br />
more customization, and, more importantly, less<br />
nonsense. In 2024, the KTM Duke family stands<br />
more united than ever, exuding maturity and<br />
assurance. Long live KTM Duke!<br />
After every corner,<br />
through every gear<br />
change, and during<br />
every braking point, all<br />
I could do was smile in<br />
wholehearted approval<br />
of the outstanding<br />
qualities of the new<br />
390 Duke. It is now,<br />
more than ever, a<br />
quintessential Duke.