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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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KISKA.COM Photo: R. Schedl Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!<br />

The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.<br />

GO FASTER<br />

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package mean the world just got a whole lot smaller.<br />

On pristine new asphalt or a broken-up old track,<br />

the new KTM 1290 SUPER ADVENTURE S is ready<br />

to rip through it all. #DARE2ADV<br />

FIND OUT MORE AT KTM.COM/TRAVEL


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.

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