We are rapidly coming to the conclusion that the new KTM 790 Duke is the bike of this year’s EICMA show.
Making a potent 105hp from its 799cc parallel-twin engine, packed into a 418 lbs (wet)steel trellis body, the 2018 KTM 790 Duke brings a host of features to the middleweight sport bike category.
In typical KTM fashion, the 790 Duke left no angle behind in its high school honors geometry course, and the LED headlight builds upon the common design features that KTM has been putting together on its street-going machines.
Not quite the vision that was the KTM 790 Duke prototype, the production model still evokes the same emotions, and is handsome in its own right – allaying our fears when seeing spy shots of the machine.
Adding a TFT dash, IMU-powered traction control, cornering ABS, launch control, and an up-and-down quickshifter are all strong moves from the “Ready to Race” brand, making the KTM 790 Duke have not only the best power-to-weight ratio in its class, but it is also one of the most feature-packed.
They are calling it “The Scalpel” – a smaller, more nimble sibling to “The Beast”, aka the KTM 1290 Super Duke R. Debuting today at the EICMA show in Milan, we are talking about the new KTM 790 Duke streetfighter, which will be a 2018 model from the Austrian brand.
Based around an all-new 799cc parallel-twin engine, the KTM 790 Duke makes 105hp / 63 lbs•ft of torque, while tipping the scales at only 418 lbs when at the curb, with a full tank of gas (373 lbs dry). KTM says this makes for the best power-to-weight ratio in the class.
The 2018 KTM 790 Duke comes packed with features too. LED lights, a TFT dash, IMU-powered traction control, cornering ABS, launch control, and an up-and-down quickshifter are all standard on this “Ready to Race” machine.
If you happen already to own one of the 2017 Ducati 1299 Panigale models, including the recently released Ducati 1299 Panigale R Final Edition and Ducati 1299 Superleggera models, then you already have the latest and greatest electronics suite from the Italian manufacturer, dubbed the Ducati Traction Control EVO (DTC EVO).
But, if you own a 2015 or 2016 Panigale, whether it be a “base” model or “S” model, you have been out of luck when it comes to taking full advantage of your bike’s Bosch inertial measurement unit (IMU)…until today.
Ducati is announcing that it will retrofit its DTC EVO system for older 1299 Panigale machines, so they can take advantage of IMU’s ability to manage sliding the rear wheel, via a revised algorithm.
Husqvarna continues to be the only motorcycle manufacturer with a race-ready supermoto, straight from the factory, and what a machine it is, the Husqvarna FS 450. For the 2018 model year, the Swedish brand has added more updates for the Husqvarna FS 450, keeping it at the pointy end of technology.
The big changes come in the form of a new slipper clutch from Suter, and brand that any MotoGP team should be familiar with, along with a new map switch control on the handlebar, which continues to toggle on and off the bike’s traction control, dual engine maps, and launch control features.
The last change of note for the 2018 model year that Husqvarna wants us to share is that fact that there is a new graphics package…this year, the seat is blue.
There is no replacement for displacement, as the old saying goes. That is the thought behind the 2017 Aprilia Shiver 900, as well. Like the Aprilia Dorsoduro 900, which also debuted at EICMA, the Aprilia Shiver 900 gets an engine and electronics upgrade for the 2017 model year.
The new 896cc 90° v-twin engine is a stroked out version of the old 750cc motor (stroke increased from 56.4mm to 67.4mm), which allows Aprilia to meet Euro4 emission standards, while keeping performance specs more or less the same.
To that vein, peak horsepower is now 95hp at 8,750 rpm, while peak torque is 66 lbs•ft at 6,600 rpm. Other changes for the 2017 Aprilia Shiver 900 include a new smoother ride-by-wire throttle, three-level traction control, and dual-channel ABS brakes.
Electronics in MotoGP remain a complex and fascinating subject. To help explain them to us, we had Bradley Smith talk us through the various options at his disposal on board his Monster Tech 3 Yamaha M1.
In the first part of this interview, published yesterday, Smith talked to us about the different electronics settings he has during practice and the race.
In the second part, today, the Tech 3 rider talks us through how he and his team, under the guidance of crew chief Guy Coulon, arrive at those settings.
Smith walks us through the different options available, and how he arrives at the right settings to use at a particular race track
Electronics in MotoGP are an emotive subject. They are blamed for driving costs ever higher, and for taking ever more control out of the hands of the riders.
It was these factors that drove Dorna to push for the introduction of spec electronics, first through the introduction of a single ECU provided by Magneti Marelli, then the adoption of a single software platform used to control that ECU.
The rise in the use of electronics and the introduction of spec software have led to some confusion among race fans. Just what the software is capable of, and how much control the riders have over the software, is unclear to MotoGP fans, and to a large section of the media.
So to help clear that up, we had the opportunity at Brno to spend twenty minutes with Monster Yamaha Tech 3 rider Bradley Smith, who walked us through the electronics systems and their use.
Smith is one of the more intelligent riders on the grid, and is able to explain complex subjects in clear and simple terms. In the first of a two-part interview with the 25-year-old Englishman, Smith tells us all about the electronics on his Yamaha M1, what they do, and how he sets them up.
Loyal Asphalt & Rubber readers will know how much we like our high-resolution photos here at A&R, so we wanted to make sure you could get a good high-res look at the 2017 Yamaha YZF-R6 that debuted today at the AIMExpo in Orlando, Florida.
Yamaha has left its class-leading bike mostly unchanged for the next model year, when it comes to the R6 motor and chassis, which might disappoint some. But with the addition of R1-inspired styling, traction control, ABS brakes, and better suspension pieces, we think supersport fans will be pleased with this update.
With the bar now set higher in the 600cc realm, hopefully we will see other manufacturers take up the challenge, and the supersport class will have new life breathed into it.
We’ll have to wait and see on that. Until then, enjoy this modest photo gallery.
The Yamaha FZ-09 will follow it European counterpart, the Yamaha MT-09, for the 2017 model year – getting an “upgrade” to its styling, along with a few performance enhancements.
Yes, this means the face that only a mother can love is coming to US soil; but on the bright side, it’s bringing with it traction control, fully adjustable forks, and anti-locking brakes.
The new headlight assembly features four LED headlamps, with other styling changes being made to the tail section, radiator shrouds, air scoops, and license plate mount (now on the swingarm).
Yamaha hopes that this styling effort will appeal to younger buyers, while the added features will appeal to more pragmatic buyers. Like on the 2017 Yamaha YZF-R6, a quickshifter can be added as an optional accessory item, at the dealership.
The wait is finally over, as the 2017 Yamaha YZF-R6 debuted today at the AIMExpo in Orlando, Florida. As expected, the new Yamaha R6 visually borrows from the recently updated R1, with a similar headlight and intake setup featuring now on both machines.
On the technical side of things, the 2017 Yamaha R6 is more evolution than revolution, with the basic chassis and engine configuration staying the same.
However, updates for 2017 include a revised suspension package, ABS brakes, riding modes via ride-by-wire, traction control, and an optional quickshifter.