The 2011 Polaris Ranger Sports Bikes

Check out Polaris' video of the new RZR XP900 in action.

Polaris has released a new model of recreational side-by-side every year since 2008, and the trend continues with a brand new machine that brings sport UTVs to new heights. The 2011 Polaris Ranger RZR XP 900 is dream vehicle for RZR fanatics and sport UTV enthusiasts, and if the XP real-world performance is even close to what it looks on paper, the rest of the side-by-side manufacturers are going to have a coronary.

“The Ranger RZR family delivers the ultimate combination of power, suspension and agility,” said Matt Homan, vice president and general manager of Polaris’ Off-Road Vehicles Division in a release. “When we set out to design the Ranger RZR XP 900, we wanted to create a ground-breaking, high performance vehicle to complement our current, best-selling Ranger RZR line. The result is simply incredible.”  
Until this past year, Polaris has been the undisputed king of sport two-setters. But, with Can-Am releasing the brutish Commander 800 and 1000, Polaris had to rely on its quick chassis and wicked suspension to compensate for a measly 55 claimed horsepower. It simply wasn’t enough. Weight , powertrain, suspension, handling aside, a whopping 85 claimed ponies from the BRP machine was like a Canadian missile strike, and now the horsepower war is officially on.

Polaris’ high-output 800 Twin wasn’t going to do the trick, so an all-new engine design culminated in the ProStar 900 EFI Twin. This 875cc DOHC engine is located behind the seats and uses four-valves per cylinder to crank out a claimed 88 horsepower (take that, Canucks). The fuel-injected mill uses dual throttle bodies with integrated oil cooler to keep peak performance. A new transmission eliminates all right-angle drives to the rear axle. Polaris says the new tranny is quieter and contributes to 29% better acceleration than the “next closest competitive side-by-side on the market.” The Parallel Twin also makes use of a 750 Watt charging system to illuminate white LED headlights with high/low beams (first OEM to offer standard LED) and power over 10 specific XP accessories that complement more than 60 existing components.

Three-link trailing arm independent rear suspension looks like something you’d find on a burly desert buggy or trophy truck. It was, in fact, modeled after high-performance race machines and the design allows for a massive 14 inches of suspension travel. Controlling all that wheel movement falls to a set of two-inch Fox Podium X 2.0 piggyback shocks. Front suspension is similar to the dual A-arms of the RZR S, but has been extended for 13.5 inches of travel. The forward shocks are the same Fox units as the rear which gives the RZR XP compression, rebound and preload adjustability on all four corners.

Physically the XP is between the RZR S and RZR 4. Wheelbase is 81.4 inches compared to 77 on the S model, and all told the XP weighs 190 pounds more than the RZR S (1190 claimed total). Rolling on cast aluminum wheels with 27-inch ITP 900 XCT tires, the XP boasts 13 inches of ground clearance. Max payload is 740 pounds with 300 in the bed. This is a sport vehicle so Polaris doesn’t bother to include a towing hitch.

Available in Indy Red for the standard MSRP of $15,999, the XP is also available in the White Lightning limited edition model which comes with black Bruiser aluminum rims and two-color sewn seats as well as a graphics package and white bodywork for an extra $600. Power steering is not an option. 

2011 Polaris Ranger RZR XP 900 Specs:
Engine: 875cc DOHC Twin Cylinder four-stroke
Fueling: Electronic Fuel Injection
Transmission: Automatic PVT P/R/N/L/H; Shaft drive; On-Demand True AWD/2WD
Front Suspension: Dual A-arm Fox Podium X 2.0 (comp/rebound/preload adjust) 13.5 in. travel
Rear Suspension: Trailing arm Fox Podium X 2.0 (comp/rebound/preload adjust) 14 in. travel
Front/Rear Brakes 4-Wheel hydraulic disc with dual-piston front calipers
Front Wheel: 27 x 9-12; ITP 900 XCT tires
Rear Wheel: 27 x 11-12; ITP 900 XCT tires
Wheelbase: 81.4 in.
Dry Weight: 1190 lbs. (claimed)
LxWxH: 108.4 x 64 x 73 in.
Ground Clearance: 13 in.
Fuel Capacity: 7.25 gal
Bed Dimensions: 23 x 38 x 10 in.
Box Capacity: 300 lbs.
Payload Capacity: 740 lbs.
Available Colors: Indy Red, White Lightning Limited Edition   

2011 Polaris Sports Bike Features View

 2011 Polaris Ranger RZR XP 900 Sports Bike

2011 Polaris RZR 4 Sports Bike

2011 Polaris 800 PRO-RMK 163 Bike

2011 Polaris Sportsman 500 HO Sports bike

2011 Polaris Sports Bike

Husqvarna Reorganizes Brand for 2011

There are exciting changes in store for the Husqvarna brand in 2011. "We are happy to announce changes that will position Husqvarna North America to serve the U.S. off-road market like never before," says National Marketing Manager Corey Eastman. "New management has been brought on board to help better serve our dealers needs, as well as expanded staffing to allow greater focus on key customer service and marketing functions."

These changes come in conjunction with a new headquarters located in Southern California, as well as revolutionary new products. "We are committed to re-establishing Husqvarna as a leading off-road motorcycle brand in the United States," adds Eastman. "New people, new attitude and new product should help alleviate some of the old concerns!"

STAFFING NEWS:
Husqvarna is quite literally doubling the size of its staff, allowing the company to react more quickly. "We will be able to play a more active role in the marketing and selling of motorcycles by keeping the Husqvarna brand top of mind among off-road motorcycle enthusiasts," explains Husqvarna Motorcycles NA president Kris Odwarka. "The job of not only meeting, but hopefully exceeding your needs is being taken on by a new management team."

Leading the new team is Kris Odwarka, who took over as Husqvarna NA President in December. Kris originally started working in parts and service departments at motorcycle dealerships to support his racing in Colorado and New Mexico. He later worked for BMW in various positions in Europe and the States for a decade before becoming sales director of ALPINA GmbH in 2002.

In addition to his real world training at the dealership level, Kris also has both a Bachelor degree and MBA from the University of Colorado.

Kris brings both industry knowledge and experience with Husqvarna’s parent company BMW. This will be beneficial as Husqvarna moves forward, enabling Husqvarna to more easily access BMW’s competitive advantages including financing, distribution, sourcing and more. "Kris exemplifies the open and creative spirit that is an integral part of the new Husqvarna," notes Eastman.

Industry veteran Revelle Harrison joins the Husqvarna team as National Sales Manager. Revelle moves over from KTM, where he has held various roles in the field and HQ for the past 12 years, including serving as KTM's National Sales Manager. Racing and trail riding have been favorite activities throughout Revelle's life, activities he now enjoys sharing with his family. Harrison has a degree in Business Administration from Montana State University.

Revelle’s experience and deep understanding of what takes place on the sales floor is a valuable asset. His ability to create structured programs that help dealers sell is combined with an understanding of when to apply creativity and create solutions that get results. Revelle will be leading Husqvarna’s established dealer sales team, helping them reach new levels of dealer and customer service.

Andy is a former professional motocross racer, riding for Pro Circuit Husqvarna through the early 80s. Andy is especially excited to be returning to his roots in the motorcycle industry after spending the past 27 years in the document management industry, specializing in service, customer relations and project management.

Andy brings a rare combination of knowledge from outside and inside the motorcycle industry. His past professional experience has given him a vast knowledge for managing service, parts, projects and customer relations that he now applies to the motorcycle business.

In addition, he has the added advantage of understanding the industry from the inside as he has continued to participate in motorcycling since his pro racing days. Racing with the West Coast-based Husqvarna Zip-Ty Racing Team has given him hands-on experience with the full range of Husky products.

Corey has more than 17 years of motorcycle marketing experience, including serving as the marketing manager, director of marketing and most recently VP Brand Development for Cycle World Magazine.

An avid rider, Corey has explored much of the Southwestern U.S. on two wheels. With a BA in communications/public relations from Cal State Fullerton and solid industry experience, Corey will be taking on all marketing, product development and racing activities effectively immediately.

Corey has been on both the client and media side of marketing. He understands that today’s marketing environment demands hard work and creativity. He will be developing a marketing mix that will build the Husqvarna brand, and most importantly, remain relevant on the sales floor.

THE NEW LOCATION
Husqvarna North America’s new corporate headquarters are located in Corona California. The goal in this move is to allow sales, after sales and marketing activities to be located closer to the majority of the companies that serve the off-road industry, the media that reports on the industry and a healthy portion of consumers who participate in it. Additionally this will allow for more hands-on product development specific to the American market – making for even better motorcycles moving forward.

THE NEW ATTITUDE
The new Husqvarna is far more than just another attempt to reposition this historic brand. The investment and commitment are very real and a very clear sign that Husqvarna is committed to becoming a leading off-road motorcycle brand. "We aim to make the Husqvarna ownership experience more inclusive," concludes Corey. "We are excited to get to work building the Husqvarna brand of the future. Please join us for an amazing ride!" 

Husqvarna Motorcycles is a company that sees opportunity when others may not. Despite the dour health of the motorcycle industry, the Italian brand continues to push forward with new models and updated designs – using its small corporate size to be flexible and bold. By joining with BMW, Husqvarna got more than financial backing, and an influx of new machines including a 50cc, 250cc and 630cc line proves that the red and white team is on the gas. The most obvious pooling of resources thus far comes in the shape of the all-new Husqvarna TC449. 

Replacing the TC450, the new 449 looks like a modern motocross bike, and then some. Gone is the split exhaust header and the pipe now exits along the right side, ending with Rostropovich top-of-the-line muffler with carbon fiber bracket. Bodywork on the 449 is very different from the previous model. While the fenders are particularly angular, the radiator shrouds and side panels are one continuous piece on each side, and totally smooth. The seat, which has a very comfortable profile and foam density, extends from the rear fender to the steering column. A single Dzus fastener holds the front of the seat which makes maintenance easy with access to the airbox, diagnostic plug and battery. To fully get to the tray-style air filter, the right shroud and side panel comes off as one piece.   

We love how it looks at a standstill, but the extra-wide rear fender can be felt while riding if the rear end bucks or you’re a rider that hangs towards the back of the bike. The fuel cap is located at the rear of the seat, which feeds two cells, a 1.7 gallon primary located where a traditional airbox would be, and a 0.5 gallon “reserve” which is held low, resting just above the engine cases. A fuel pump for the electronic fuel injection is located in the lower tank, giving it access to every last drop. This reserve tank is transparent and can be seen from either side of the bike, making it easy to keep track of low fuel.

Husqvarna Motorcycles is a company that sees opportunity when others may not. Despite the dour health of the motorcycle industry, the Italian brand continues to push forward with new models and updated designs – using its small corporate size to be flexible and bold. By joining with BMW, Husqvarna got more than financial backing, and an influx of new machines including a 50cc, 250cc and 630cc line proves that the red and white team is on the gas. The most obvious pooling of resources thus far comes in the shape of the all-new Husqvarna TC449.

The new 2011 Husqvarna TC449 is an interesting machine that's a welcome addition to the 450 motocross class. Watch the  2011 Husqvqarna TC449 First Ride Video to see the bike up close.

Replacing the TC450, the new 449 looks like a modern motocross bike, and then some. Gone is the split exhaust header and the pipe now exits along the right side, ending with Rostropovich top-of-the-line muffler with carbon fiber bracket. Bodywork on the 449 is very different from the previous model. While the fenders are particularly angular, the radiator shrouds and side panels are one continuous piece on each side, and totally smooth. The seat, which has a very comfortable profile and foam density, extends from the rear fender to the steering column. A single Dzus fastener holds the front of the seat which makes maintenance easy with access to the airbox, diagnostic plug and battery. To fully get to the tray-style air filter, the right shroud and side panel comes off as one piece.

We love how it looks at a standstill, but the extra-wide rear fender can be felt while riding if the rear end bucks or you’re a rider that hangs towards the back of the bike. The fuel cap is located at the rear of the seat, which feeds two cells, a 1.7 gallon primary located where a traditional airbox would be, and a 0.5 gallon “reserve” which is held low, resting just above the engine cases. A fuel pump for the electronic fuel injection is located in the lower tank, giving it access to every last drop. This reserve tank is transparent and can be seen from either side of the bike, making it easy to keep track of low fuel.

Husky's new styling has developed a sleek, sexy appeal, but there's more under the hood that's worth noting. Fuel injection, a revised engine and unique suspension arrangement make the TC449 unlike any other motocross bike currently available.

As part of the new styling, Husqvarna retains the white steel frame and red motor accents on the cylinder head. Brembo brakes and hydraulic clutch, billet hubs and a single-piece molded skidplate give the TC a finished and high-quality feel, despite that it has come from concept to production in a short time.

All right, so it looks different, but the mechanical goodies underneath the shiny exterior are equally new. The engine is all new this year, and while Husqvarna claims it as their own, it clearly blends the technology of its parent company, BMW (and is manufactured in Taiwan). A Keihin electronic fuel injection system feeds the dual overhead cam engine with a 46mm single-flap throttle body (the new TE449 enduro bike uses a dual-flap). One of the things we love about the new model is the electric start. Though it contributes to weight, the ease of starting is worth it, and the TC is not equipped with a kick start lever.  

It’s a little unfair to call the power enduro-ish, but it’s not a hard-hitting brute by any measure. Don't take this the wrong way, it's not slow. As a comparison, the TC smooth, roll-on delivery is most like the KTM 450 SX-F. It actually worked very well at the track we were riding. Dual ignition maps offer a hard and soft setting (hard power and soft power, not hard terrain and soft terrain) and can be switched by a button on the right handlebar. Riders cannot change maps while riding; the bike has to be shut off for 10-15 seconds. The difference between the two settings isn’t drastic, but we did prefer the soft map for the slippery, hard-packed Italian circuit. The bike likes to be short-shifted through its five-speed transmission. Not so much because it runs out of steam, but more because it starts to vibrate quite a bit at high rpm. The TC has different cam timing and a higher compression ratio than the TE449 (13:1 vs 12:1), and Husqvarna claims an 8% power increase over the enduro model. Final gearing is a 15/53 combo which will probably work well at a wide variety of tracks, but we actually would have preferred a slightly larger rear to help carry a higher gear on the steep Italian circuit. 

Husky’s particularly proud of its new Coaxial Traction System. The CTS design emphasizes three things: control, traction and stability. Borrowing the concentric swingarm pivot and front sprocket design from BMW, the new Husqvarna motocross bike reduces the amount of load transferred to the rear wheel under acceleration. A Kayaba shock handles the suspension duties out back and utilizes a unique layout with the linkage located on top of the swingarm rather than underneath. This helps protect the linkage and increases ground clearance to 13.2 inches. With the two radical designs, we expected the TC449 to feel completely different, but that just isn’t the case. For the most part, it rides like a regular motocross bike. It doesn’t squat as much in the rear coming off corners and the suspension action is predictable and normal feeling, albeit too soft.

On today’s 450 motocross bikes, I rarely go stiffer on suspension settings, but throughout the day I was twisting clickers in on the TC, continuing all the way until I climbed off for the evening. I was happy with bump absorption, even in the heaviest braking areas, but balance between the Kayaba shock and fork is the biggest issue. We continually made improvements with chassis setup, but never got the balance quite figured out. Overall, both ends need to be much stiffer and we searched for the right combination of rider sag and fork placement in the triple clamps.
  Our session started out with the static sag at 43mm and the rider sag at 105mm. After realizing that both ends were way too soft, even after I stopped coming up short on all the jumps, we started pushing in the clickers. Two clicks on the fork compression, two on the shock’s low-speed and a quarter-turn on the high-speed. It was somewhat better, but both ends were still bottoming. The front end felt low but didn’t want to turn in the loose soil until the last minute, and then it wanted to over steer. In an effort to get the front end up and lower the rear, we dropped the forks in the triple clamps until they were level with the fork caps. We also softened the shock preload to allow 50mm of static sag to drop the rear. Another two clicks in on the low-speed compression and it was out for another session.   

Both ends resisted bottoming better, but the combined lowering of the rear and raising the front was too much, making the front end push. We settled with the forks back in the stock position but left the increased shock sag. Different linkage to help lower the rear end might be an option as well, though we didn’t get to try anything. The action of the closed cartridge fork and top-mounted shock linkage was fine for me, but playing with different spring rates would have been good to stiffen things up. We didn’t get it completely figured out in our afternoon of testing, but the good news is that the Kayaba components were responding well to adjustments and we were making progress.   

As far as the concentric swingarm pivot and counter shaft sprocket, the only area where I really noticed a substantial difference over conventional units was on the uphill sections. One in particular had a left hand corner and then a long, steep and rough climb. Entering the base of the hill sitting down, the rear end didn’t squat the way a conventional bike would. However, it didn’t seem to hurt the forward drive. Most everywhere else on the track, the bike acts normal. A few corners had some berms to settle against, and there again the squatting was less noticeable. The rear end tracked extremely well through faster, rougher sections, as well as the long, choppy sweeper. We’d like to get onto a track that has more point-and-shoot corners and some better traction to see how it feels in those conditions. 

Several large bumps kicked the rear end high, but the TC never moved side-to-side – stability being one of its best characteristics. Wheelbase is 58.7 inches and the steering geometry is 25.8 degrees of rake and four inches of trail. Much of the stability comes from the fact that it’s plain heavy. Husky claims 238 pounds, but the TC definitely feels like more. It’s difficult just to get on and off a stand (no thanks to a complete lack of usable handholds), and though it feels a bit lighter in motion, it’s still heftier than Japanese machines. The Husky refused to be blown off course in the afternoon winds, which was great as a less-than-superb jumper, but more aeronautic-ally gifted riders complained that it’s tough to change direction during flight.

The Brembo dual caliper brake up front and single rear are said to be 8% lighter on the 2011 model and cinch down on Braking wave rotors. The track we tested on was built into the side of a steep hill, making for long descents. It was also very hard-packed terrain with piles of loose, baked chunks in the corners, making braking difficult in general. Given the conditions and the heft of the machine, the brakes are adequate, though not particularly powerful. One of our biggest complaints was that the rear lever was hard to find. The cover protecting the clutch slave cylinder protrudes from the side case and pushes the rider's foot away. It took some getting used to.   

One thing’s for sure, as a new model the TC449 is definitely going to be one of the more interesting 2011 machines. The TC was born quickly, and for such a fast development, the final product looks to be better than many hoped. It was only April when the prototype was revealed, and now the final version should be available in October. As long as Husqvarna continues its aggressive strategy, there’s no doubt the TC will be a solid contender.    

2011 Husqvarna Motorcycles

Husqvarna has revealed its 2011 motorcycle models to the world at Inter mot in Cologne, in Milan. Leading the way for Husqvarna are its two new supermoto bikes, the SMR449 and the SMR511, which were developed from Husky's enduro and motocross bikes.

According to a Husqvarna spokesman, "These are bikes more than ready for off-road competition but also suitable for daily commuting, thanks to their ease of handling, maneuverability and engine response."

New colors have been presented for the 125cc supermoto range, as well as the Husqvarna SMR630. The dual-sport WRE125 and TE630 have also been upgraded, as well as receiving the color and graphic treatments shown on the 2011 race bikes.

Antoine Meo took another world Enduro championship and Husqvarna is recognizing that accomplishment with a TE 250 Meo replica, in a limited production run of 100.

The CR65 widens Husqvarna's range of mini motocross bikes. It is a true competition machine, joining the CR50 and SM50 models, and offers the same visual cues as the new 449/511 series, with a layout that is in unique in off-roading.

 

Latest 2011 Husqvarna Sports Bike Amazing Picture

2011 Husqvarna Sports Bike

2011 Husqvarna TC250 Sports Bike View

Husqvarna TE 450 Sports Bike

All New 2011 Husqvarna TE449 Sports Bike

Triumph debuts 2011 Sprint GT Models Overview

New sports tourer from Triumph offers performance and practicality • 130bhp version of Triumph’s iconic 1050cc triple • Up to 117 litres of hard luggage capacity with accessory top box • Anti-lock braking system comes as standard • Updated Sprint ST incorporates sharper new look 2011 Triumph Sprint GT: for all the roads ahead Five years after the introduction of the popular 1050cc Sprint ST sports tourer comes a new model with greater practicality and more emphasis on the ‘touring’ aspect of ‘sports touring’: the Triumph Sprint GT. That is not to say the Sprint GT has lost the sporting edge that made the Sprint ST one of the most popular and enduring bikes in the Triumph range. As you would expect from a British machine wearing the famous Grand Tourer tag, the Sprint GT delivers outstanding real world performance in a practical and stylish package. In an increasingly segmented motorcycle market, the Sprint GT offers a unique proposition for everyday motorcyclists: performance, price and practicality. Performance is taken care of by an updated version of Triumph’s legendary 1050cc triple. First introduced in the 2005 Sprint ST, the latest incarnation of this great engine has been updated to deliver increased power, torque and usability. With 130bhp on hand, the Sprint GT offers excellent real world performance, with development focused on power delivery in the mid-range rather than chasing peak power. Practicality is the GT’s byword with new 31 litre panniers, ABS brakes as standard, under seat storage, built in rack with well appointed grab rail, 200 mile fuel range and an optional top box capable of swallowing two full sized helmets and offering a 12 volt power supply to allow ‘on the go’ charging of electrical items such as laptops and mobile phones. And price? Sprint GT: built for real world riders Triumph’s design team set out developing a bike that would ‘improve the Sprint ST practicality without transcending into pure tourer territory’ and set about developing the bike that they themselves would like to ride across Europe, while listening to feedback from its existing customers – particularly riders of the Sprint ST – to ensure that the Sprint GT hits the mark. The result is a bike that can take you all the way to the Scottish Highlands in comfort – and allow you to have fun when you get there. Comparing the Sprint GT to the more sporting ST, the new bike is all new from behind the fuel tank, while up front it incorporates a number of updates to create a new bike with a different attitude and feeling for both rider and pillion. Starting from the very front, the GT features newly-styled and better performing reflector headlights, offering improved distribution of light over the previous ST projector type units. A new internal mounting system for the mirrors has been introduced to give a clearer view at speed, while the cockpit itself has been restyled to give a sharper and more contemporary look, while retaining the distinctive three-light Sprint design. In the cockpit, riders will find a comprehensive three dial instrument panel with large traditional analogue speedometer and tachometer, while the third dial hosts the readout for the on board computer, where the rider can scroll through fuel consumption, range-to-empty, journey time, average speed and clock functions. Further major differences can be found at the rear of the bike. The ST under seat exhaust has been replaced by a traditional side mounted system, with the new triangular section silencer mounted under the right side pannier, which not only releases more horsepower, but also frees up enough under seat storage space to accommodate Triumph’s accessory U-lock. The new seat sits the pillion lower than on the Sprint ST, and their comfort is further aided by lower footpegs, while the built in luggage rack comes with generous grab handles as standard. Sprint GT owners opting for the optional powered top box will further benefit from the ergonomic styling for additional comfort and support on long rides. A new rear wheel is 1kg lighter than the visually identical item on the outgoing ST and both front and rear wheels are shod with Bridgestone dual compound BT021 tyre, which offer better handling and durability than the BT020 specified on the previous Sprint ST. The GT’s longer single-sided swingarm creates a 1565mm wheelbase (compared to 1457mm of the Sprint ST) to maintain excellent stability even when fully laden, while the suspension on the GT has also been updated. Front forks are outwardly similar to the ST but have revised damping for greater control under braking, while the all-new rear shock also embraces the GT’s practicality drive, featuring a remote pre-load adjuster wheel which is easily accessible and can be changed by hand to accommodate solo and two-up riding. Brakes have been revised with lighter discs, more rigidly mounted for greater durability, and a new brake pad formulation providing greater feel and approximately 10% increase in braking performance. Loaded with luggage A key development area for the Sprint GT has been endowing it with world class luggage solutions. Where the Sprint ST sported dual 22 litre panniers ideal for weekends away, the Sprint GT comes equipped with full touring specification 31 litre panniers as standard, with an equally well-specified top box available as an optional extra to take the total hard luggage capacity to a cavernous 117 litres. Each pannier has a 31 litre capacity shaped for maximum practicality and is big enough to swallow a full-face XXL helmet. The panniers are certified to carry 15kg distributed equally between both sides. They are operated with the bike’s ignition key and are fully waterproof. Panniers are colour-coded to the bike and feature a new mounting system that eliminates the need for external rails, giving a cleaner look when the panniers are removed. The pannier fits on two discreet mounting points through the rear bodywork, while the Sprint GT employs Triumph’s unique pannier mounting system to maintain high speed stability when fully loaded. This system links the two panniers together but allows them a degree of movement relative to the bike, canceling the effect on the chassis of loaded panniers and ensuring the Sprint GT tracks straight and true at autobahn speeds. If that’s not enough, Triumph’s accessories division is offering a gargantuan 55 litre powered top box designed especially for the Sprint GT. Capable of carrying two full sized helmets, the top box has the benefit of a built in 12 volt power socket that allows the recharging of electrical items such as mobile phones and notebook computers while on the go. With built in electrical contact points, the top box requires no electrical wiring by the rider for true ‘plug and play’ practicality. The top box is also colour coded and operated by the ignition key, and is available with an optional inner liner. The ergonomic design provides a comfortable backrest for the pillion, with an optional comfort pad available for passengers who prefer additional support. Like all Triumph accessories, the top box has been fully tested to Triumph’s stringent OE standards, giving customers total peace of mind that fitting it will not affect the safe operation of the motorcycle. The full range of accessories includes a host of other options designed to further increase the practicality of the Sprint GT and allow riders to personalize the motorcycle to their specific needs. These include heated handlebar grips, a taller aero screen, optional gel comfort seat and high quality magnetic tank bags which can increase the Sprint GT’s luggage capacity by a further 30 litres. Technical torque Renowned for its sporting character, Triumph’s 1050cc triple has been updated for the Sprint GT, offering even better drivability than in previous incarnations. A new exhaust system and revised ECU lifts peak power by 5bhp to 130bhp (@9,200rpm) over the Sprint ST. Most significantly, the engine has been tuned for even stronger mid range, with peak torque increased by 5Nm to 108Nm (80 Ft.lb) and delivered 1,200rpm lower in the rev range for even easier overtaking. Because the Sprint GT has been designed to cover long distances and take riders to far flung places, fuel range is just as important as rider comfort. The 20 litre fuel tank ensures the Sprint GT can comfortably cover 200 miles between fuel stops. Triumph’s latest generation engine management system not only helps deliver more power and torque, it also gives a small improvement to fuel consumption and ensures that the Sprint GT delivers the smoothest throttle response of any 1050 yet. Sixth gear on the Sprint GT is 7% taller than on the ST, delivering more relaxed motorway riding and improved touring economy. Sprint GT chassis: intuitive comfort The main twin-spar aluminum beam frame is carried over from the Sprint ST, while the 43mm front forks have received updated internals for improved control and damping. The rest of the chassis is new. Rear wheel mass has been reduced by 1kg, while Bridgestone BT021 dual compound tyres have been chosen for their excellent blend of performance and durability. The new exhaust system lowers the center of gravity when compared to the ST under seat system, while the swingarm is 79.5mm longer to maintain stability when carrying heavy loads. Visually the GT is designed to update the ST style rather than create an all-new look. The new rear subframe creates a more practical rear end and the only body panels carried over from the sporting ST are the fuel tank and fairing lowers. The Sprint GT also features a newly designed center stand for improved ease of operation. Up front, twin 320mm floating discs are grabbed by powerful four-piston calipers with a single 255mm disc at the rear. Triumph’s unobtrusive anti lock braking system, an option on the Tiger 1050 and outgoing Sprint ST, has been updated and is standard fitment on the Sprint GT in line with customer expectations and Triumph’s ongoing commitment to improving rider safety. The result is a motorcycle with a different feel to the Sprint ST, biased more towards the ‘touring’ side of sports touring than the Sprint ST ‘sports’ – a composed machine with precise and intuitive handling to keep up with sports bikes on demanding roads, but equally delivering the comfort required for a long two-up session in the saddle. The 2011 Triumph Sprint GT comes in two colour options: Aluminium Silver and Pacific Blue. 

Five years after Triumph introduced the popular 1050cc Sprint ST sports touring bike, the British marque has introduced a new model with greater practicality and more emphasis on the ‘touring’ aspect of ‘sports touring’: the Triumph Sprint GT.

As you would expect from a British machine wearing the famous Grand Tourer tag, the Sprint GT delivers outstanding real world performance in a practical and stylish package. But this should not construed that the Sprint GT has lost the sporting edge that made the Sprint ST one of the most popular and enduring bikes in the Triumph range.

Of course, practicality is the GT’s hallmark. The bike also features new 31 liter panniers, standard ABS brakes, a 200-mile fuel range, an optional top box that is capable of accommodating two full-sized helmets, and a 12 volt power supply that allows ‘on the go’ charging of electrical items such as laptops and mobile phones.

The result is a motorcycle with a different feel to the Sprint ST, biased more towards the ‘touring’ side of sports touring than the Sprint ST ‘sports’ – a composed machine with precise and intuitive handling to keep up with sports bikes on demanding roads, but equally delivering the comfort required for a long two-up ride cross-country.

Priced at $13,199, the Sprint GT will be available in US dealerships this fall as early release 2011 models.

  

2011 Triumph Sprint GT

2011 Triumph Sprint GT

2011 Triumph Sprint GT

2011 Triumph Sprint GT

2011 Triumph Sprint GT

2011 Triumph Sprint GT

• 2011 Triumph Sprint GT

2011 Triumph Sprint GT

Five years after Triumph introduced the popular 1050cc Sprint ST sports touring bike, the British marque has introduced a new model with greater practicality and more emphasis on the ‘touring’ aspect of ‘sports touring’: the Triumph Sprint GT.
As you would expect from a British machine wearing the famous Grand Tourer tag, the Sprint GT delivers outstanding real world performance in a practical and stylish package. But this should not construed that the Sprint GT has lost the sporting edge that made the Sprint ST one of the most popular and enduring bikes in the Triumph range.
That is not to say the Sprint GT has lost the sporting edge that made the Sprint ST one of the most popular and enduring bikes in the Triumph range. As you would expect from a British machine wearing the famous Grand Tourer tag, the Sprint GT delivers outstanding real world performance in a practical and stylish package.
Performance is taken care of by an updated version of Triumph’s legendary 1050cc triple. First introduced in the 2005 Sprint ST, the latest incarnation of this great engine has been updated to deliver increased power, torque and usability. With 130bhp on hand, the Sprint GT offers excellent real world performance, with development focused on power delivery in the mid-range rather than chasing peak power.
Of course, practicality is the GT’s hallmark. The bike also features new 31 liter panniers, standard ABS brakes, a 200-mile fuel range, an optional top box that is capable of accommodating two full-sized helmets, and a 12 volt power supply that allows ‘on the go’ charging of electrical items such as laptops and mobile phones.
The result is a motorcycle with a different feel to the Sprint ST, biased more towards the ‘touring’ side of sports touring than the Sprint ST’s ‘sports’ – a composed machine with precise and intuitive handling to keep up with sports bikes on demanding roads, but equally delivering the comfort required for a long two-up ride cross-country.

At £9,499 on the road, the Sprint GT offers real-world performance at a price other sports tourers can’t come close to.
Priced at $14,399, the Sprint GT will be available in Canadian dealerships this fall as an early release 2011 model.

Priced at $13,199, the Sprint GT will be available in US dealerships this fall as early release 2011 models.


Features and Benefits

Overview

Five years after the introduction of the popular 1050cc Sprint ST sports tourer comes a new model with greater practicality and even more emphasis on the touring aspect of sports touring – built for all the roads ahead…

Hard Bags
The Sprint GT comes equipped with full touring specification 31 liter hard bags as standard

Top Box
Capable of carrying two full sized helmets, The GT’s top box has the benefit of a built in 12 volt power socket that allows the recharging of electrical items such as mobile phones and notebook computers


Brakes
Revised brakes with lighter discs, more rigidly mounted for greater durability, and a new brake pad formulation providing greater feel and approximately 10% increase in braking performance.


Chassis
The main twin-spar aluminum beam frame is carried over from the Sprint ST, while the 43mm front forks have received updated internals for improved control and damping. The rest of the chassis is brand new, specifically designed for the GT.

Rear Suspension
All-new rear shock also embraces the GT’s practicality drive, featuring a remote pre-load adjuster wheel which is easily accessible and can be changed by hand to accommodate solo and two-up riding.


Headlights
The GT features newly-styled and better performing reflector headlights, offering improved distribution of light over the previous ST’s projector type units.

 




2011 Triumph Sprint GT - USA Specifications
MSRP: $13,199 USD
Engine Type
Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder

Capacity
1050cc

Bore/Stroke
79 x 71.4 mm

Compression Ratio
12.0:1

Fuel System
Multipoint sequential electronic fuel injection with SAI


Transmission

Final Drive
X ring chain

Clutch
Wet, multi-plate

Gearbox
6-speed


Cycle Parts

Frame
Aluminum beam perimeter

Swingarm
Single-sided, aluminum alloy with eccentric chain adjuster

Front Wheel
Cast aluminum alloy 5 -spoke, 17 x 3.5in

Rear Wheel
Cast aluminum alloy 5 - spoke, 17 x 5.5in

Front Wheel
120/70 ZR 17

Rear Tyre
180/55 ZR 17

Front Suspension
Showa 43mm cartridge forks with dual rate springs and adjustable preload, 127mm travel

Rear Suspension
Showa monoshock with adjustable preload and rebound damping, 152mm rear wheel travel

Front Brakes
"Twin 320mm floating discs, Nissin 4-piston calipers, ABS standard

Rear Brakes
Single 255mm disc, Nissin 2-piston sliding caliper, ABS standard


Dimensions

Length
88.6 in

Width (Handlebars)
29.9 in (including handlebars)

Height
47.6 in (without mirrors)

Seat Height
32.1 in

Wheelbase
60.5 in

Rake/Trail
23.5 degree / 84 mm

Wet Weight
590 lbs

Fuel Tank Capacity
8.2 US gals


Performance (measured at crankshaft to 95/1/EC)

Maximum Power EC
128bhp @ 9,200 rpm

Maximum Torque EC
80 ft.lbs @ 6,300 rpm

Colours

Pacific Blue, Aluminum Silver

Price

$13,199




2011 Triumph Sprint GT - Canada Specifications
MSRP: $14,399 CDN


Engine
Type
Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity
1050cc
Bore/Stroke
79 x 71.4mm
Compression Ratio
12.0:1
Fuel System
Multipoint sequential electronic fuel injection with SAI

Transmission
Final Drive
X ring chain
Clutch
Wet, multi-plate
Gearbox
6-speed

Cycle Parts
Frame
Aluminum beam perimeter
Swingarm
Single-sided, aluminum alloy with eccentric chain adjuster
Front Wheel
Cast aluminum alloy 5-spoke 17 x 3.5in
Rear Wheel
Cast aluminum alloy 5-spoke 17 x 5.5in
Front Tyre
120/70 ZR 17
Rear Tyre
180/55 ZR 17
Front Suspension
Showa 43mm cartridge forks with dual rate springs and adjustable preload, 127mm travel
Rear Suspension
Showa monoshock with adjustable preload and rebound damping, 152mm rear wheel travel
Front Brakes
Twin 320mm floating discs, Nissin 4-piston calipers, ABS
Rear Brakes
Single 255mm disc, Nissin 2-piston sliding caliper, ABS

Dimensions
Length
2260mm / 88.9 in
Width (Handlebars)
760mm / 29.9 in (include handlebars)
Height
1210mm / 47.6 in (without mirros)
Seat Height
815mm / 32.1 in
Wheelbase
1537mm / 60.5 in
Rake/Trail
23.5°/84mm
Wet Weight (homologated)
268kg / 590lbs
Fuel Tank Capacity
20 litres / 8.2 US Gallons

Performance (measured at crankshaft to 95/1/EC)

Maximum Power EC
128 bhp @ 9,200 rpm
Maximum Torque EC
80 ft.lbs @ 6,300
Colours
Pacific Blue, Aluminum Silver
Price
$14,399


2011 Triumph Sprint GT - UK Specifications
MSRP £9,499 OTR
Engine

Type
Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity
1050cc
Bore/Stroke
79 x 71.4mm
Compression Ratio
12.0:1
Fuel System
Multipoint sequential electronic fuel injection with SAI
Transmission

Final Drive
X ring chain
Clutch
Wet, multi-plate
Gearbox
6-speed
Cycle Parts

Frame
Aluminium beam perimeter
Swingarm
Single-sided, aluminium alloy with eccentric chain adjuster
Front Wheel
Cast aluminium alloy 5-spoke 17 x 3.5in
Rear Wheel
Cast aluminium alloy 5-spoke 17 x 5.5in
Front Tyre
120/70 ZR 17
Rear Tyre
180/55 ZR 17
Front Suspension
Showa 43mm cartridge forks with dual rate springs and adjustable preload, 127mm travel
Rear Suspension
Showa monoshock with adjustable preload and rebound damping, 152mm rear wheel travel
Front Brakes
Twin 320mm floating discs, Nissin 4-piston calipers, ABS
Rear Brakes
Single 255mm disc, Nissin 2-piston sliding caliper, ABS
Dimensions

Length
2260mm
Width (Handlebars)
760mm
Height
1210mm
Seat Height
815mm
Wheelbase
1537mm
Rake/Trail
23.5°/84mm
Wet Weight (homologated)
268kg
Fuel Tank Capacity
20 litres
Performance (measured at crankshaft to 95/1/EC)

Maximum Power EC
130PS
Maximum Torque EC
108Nm
Colours

Pacific Blue, Aluminium Silver

New Sport Touring Bike

Five years after Triumph introduced the popular 1050cc Sprint ST sports touring bike, the British marque has introduced a new model with greater practicality and more emphasis on the ‘touring' aspect of ‘sports touring': the Triumph Sprint GT.

As you would expect from a British machine wearing the famous Grand Tourer tag, the Sprint GT delivers outstanding real world performance in a practical and stylish package.

But this should not be construed that the Sprint GT has lost the sporting edge that made the Sprint ST one of the most popular and enduring bikes in the Triumph range.

"The motorcycle market continues to become more refined, which calls for manufacturers to evolve our product lines to provide what customers are demanding," said Jim Callahan, North American Marketing Manager for Triumph Motorcycles.

"The Sprint GT blends all of the great performance and style of the Sprint ST with some additional comfort and storage space that sport touring riders are looking for."

The GT features a newly-styled and better performing front fairing which has been restyled to give a sharper and more contemporary look while retaining the distinctive three-light Sprint design.

In the cockpit, riders will find a comprehensive three dial instrument panel with a large, traditional analogue speedometer and tachometer while the third dial hosts the readout for the on board computer where the rider can scroll through fuel consumption, range-to-empty, journey time, average speed and clock functions.

Performance is handled by an updated version of Triumph's legendary 1050cc triple. First introduced in the 2005 Sprint ST, the latest incarnation of this great engine has been updated to deliver increased power, torque and usability.

With 130bhp on hand, the Sprint GT offers excellent real world performance, with development focused on power delivery in the mid-range rather than chasing peak power.
Of course, practicality is the GT's hallmark.

The bike also features new 31 liter saddlebags, standard ABS brakes, a 200-mile fuel range, an optional top box that is capable of accommodating two full-sized helmets, and a 12 volt power supply that allows ‘on the go' charging of electrical items such as laptops and mobile phones.

The result is a motorcycle with a different feel to the Sprint ST, biased more towards the ‘touring' side of sports touring than the Sprint ST's ‘sports' - a composed machine with precise and intuitive handling to keep up with sports bikes on demanding roads, but equally delivering the comfort required for a long two-up ride cross-country. 

Amazing View of Latest 2011 Triumph Sports Bikes

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Enduro Preview
Click video to see the new 2011 Gas Gas EC 250 / 300 2T enduro motorcycle in red, with a newly designed headlight holder and front headlight. Other new features are the Metzeler MCE Six Days covers and the newly adjusted SACHS 48 front fork.

ew 2011 Gas Gas EC 250 / 300 2T enduro motorcycle in red, with a newly designed headlight holder and front headlight. Other new features are the Metzeler MCE Six Days covers and the newly adjusted SACHS 48 front fork.

The FMF Q-Stealth silencer, the Sachs shock absorbers and the improved cooling system with the new radiator cap make the EC 2011 a nice option for Off-Road / Enduro enthusiasts.

> Newly adjusted SACHS 48 front fork
> Sachs shock absorbers with new improved oil
> New radiator cap with improved cooling system
> Cross chain guide

2011 Gas Gas EC 250 / 300 2T | Enduro Specifications

Engine	Single-cylinder 2-stroke, liquid cooled
Displacement	249,3 cc / 299,3 cc
Bore x stroke	66,4 x 72 mm / 72,5 x 72,5 mm
Gearbox	6 speed gearbox with foot control
Clutch	Wet multiplate with hydraulic control
Carburettor	Keihin 38 mm - Intake by reed valve
Frame	Chrom-Molybdenum tubular frame
Swingarm	Aluminium, Progressive linkage system
Front fork	Sachs 48 mm Up-Side-Down, 295 mm travel
Adjustability	Adjustable compression and rebound
Shock absorber	Sachs hydraulic mono shock absorber
Adjustability	Rebound, compression and spring preload
Suspension travel	310 mm rear wheel travel
Rim type	Light aluminum spoke rim
Rim - tyre	Front: 1.6 x 21 - 90/90 - 21
Rim - tyre	Rear: 2.15 x 18 - 40/80 - 18
Front brake	260 mm wave floating, 2-piston caliper
Rear brake	220 mm wave disc, 1-piston caliper
Fuel	9,5 lt (2-stroke-oil/fuel mixed 1:50)
Dry weight	101 kg / 102 kg
Dimensions	Length x width x height: 2.200 x 830 x 1.260 mm
Wheelbase	1.475 mm
Seatheight	940 mm

Latest 2011 Sachs Sports Bikes Pictures

frame of the bike holds fuel in an integral tank

2011 Gas Gas EC 250 / 300 2T Picture

2011 Sachs Sports Bikes

Sachs XTC 125 Sport Bike View

Sachs XTC 125 Sport Bike

Latest 2011 Models of KTM Sports Bikes

Major changes afoot and even sexier looks. But before riding the ‘R’ at KTM recent Laguna Seca press introduction I was understandably apprehensive considering the taste left in my mouth by the previous version. Had the Austrians remedied the problems or simply added some trick parts and a bit of new nomenclature? Time to find out…

Massive changes grace the 2010 KTM RC8R. But are they enough to help it live up to its stellar looks?

It’s the Inside That Counts, Right?

Said claimed added oomph comes by virtue of a heavily modified 75-degree V-Twin engine. Bore is increased 2mm from the base model, making for a final 105 x 69mm bore and stroke that equates to 1195cc (base model is 1148cc). Lightened pistons are used to combat the added size, while the connecting rods are now of a trapezoidal shape, designed to reduce mass as well as increase the size of the load bearing area on the piston pin to improve durability under increased compression. Intake valves are 42mm titanium, while the exhausts are 34mm steel.

The same compact 4-valve cylinder head is used, but reshaped to flatten the combustion chamber, raising the compression ration from 12.5:1 to a relatively high 13.5:1. Inside sits camshafts that are now mated to adjustable cam sprockets, something rarely seen on a production motorcycle. This is to allow them to be tuned to match to one of KTM’s three hop-up kits available for the bike (Club Race kit, Stage 1 Superstock kit and Stage 2 Superbike kit). The valve train also features finger followers with DLC (Diamond Like Coating) for reduced drag and added durability; similar coating to that used to reduce drag on high-end suspension.

Updates from top to bottom grace the new KTM Superbike. Faster, lighter and more stable at speed were the design goals for the 2010 RC8R.

Keeping things cool is a 3D-shaped water pump wheel that forces added coolant through the machine at a faster rate for lower operating temperatures. A quick glance at the side of the machine also reveals a visibly larger integrated heat exchanger, with increased capacity to further reduce engine temp both internally and that propelled back on the rider. This is aided on the back end as spent gasses expel through the same exhaust, only now with heat-coated front header pipes.

One of the biggest complaints with original RC8 was without question the transmission. Vague feeling, impossible to find neutral when stopped and prone to hit false neutrals both under acceleration and deceleration, KTM has addressed all this with a “totally reworked gearbox for significantly faster, smoother and easier gear changes.”

Internally, a new gear selector is combined with softer springs on the selector shaft and detent lever. The shift drum is new as well, with modified tracks that feature a different contour design for claimed smoother feel while shifting under load. Shift-dog height is also reduced as well as skinnier to improve gear engagement –something the bike desperately needed. Additionally, a radial-mounted clutch master cylinder now benefits from stiffer clutch springs for added durability for both “race and street use” according to the Austrians. Though these are all tall claims considering the previous clutch could barely withstand a trip through the parking lot, let alone the racetrack.

But Who Doesn’t Like a Nice Chassis?

Housing this extensively updated engine, which is claimed to produce 170 hp at the crank, is KTM’s trellis frame, now in a vibrant orange color with some much-needed new dimensions. This comes by virtue of a new CNC-machined triple-clamp, measuring 28mm as opposed to the extremely aggressive 34mm of the stock RC8. This equates to an equally large trail change from 91mm to 97mm. And for good reason, as the stock RC steers far, far too quickly in our opinion.

These clamp onto WP’s latest 43mm inverted fork, featuring full adjustability and 120mm of travel. Front spring rates have also been reduced slightly to 9.5 N/mm, though it’s offset by stiffened internal damping settings. WP TiAIN (Titanium Aluminum Nitride) coated inner tubes and piston rods reduce friction and add durability.

Out back resides WP’s 4014 race shock. Featuring stiffer overall damping than the base model, it also has a softer spring (110 down to 95 N/mm), much the same as the front end. It’s fully adjustable with 120mm of travel, also including independent ride height via an eccentric ball joint. Standard position is right in the middle of the 12mm range (up from 7mm on the standard model). Also from WP is a full-adjustable steering damper, one which actually works (as opposed to some “show” units found on a few of KTM’s Japanese counterparts these days).

The angular lines of the KTM look good from all vantage points, ever the rear. It's a nice change of pace to see such a radically different machine.

Speed kills. Brakes save. And as such, getting the new ‘R’ hauled back down are some serious stoppers. World Superbike-spec black Brembo monobloc calipers grab 320mm front rotors and are controlled via a radial master cylinder. Thickness of the front rotors is up 0.5mm (4.5mm to 5.0mm) to handle the added heat and stress. As for the back, it gets the same high-end Brembo treatment with a two-piston fixed caliper clamping a single 220mm disc.

Reducing rotational mass are new forged aluminum Marchesini wheels. Compared to the cast units on the base model they shave just shy of 1.5-lbs front and rear combined. May not sound like much, but rotational mass can be multiplied greatly, not to mention the cast units on the base model aren’t exactly porkers. Revised stiffness of the back wheel is also said to get rid of the squealing sound emitted by the standard RC8 when using the rear brake.

Interesting? Wonder if this is true or PR hype? Guess we better test it… New rear wheel axel clamps and an updated sprocket design make for quick tire changes at your local track, while rear-stand spools come standard.

The last piece to the RC8R hard parts puzzle comes from via rubber. Instead of the base Pirelli Supercorsas used on the standard bike, it gets what we consider one of the best trackday tires made: Pirelli’s Diablo Supercorsa SP, no doubt showing just where KTM intended users to put this new motorcycle: The racetrack.

Not to Mention a Good Looking Figure...

Revised sheering geometry made for a much more stable and far better handling bike as compared to the stock RC8.

While there’s no question we instantly fell for the hot new angular looks of the original RC8, the ‘R’ only takes things to the next level, now featuring a black fairing mated to a white lower and tail-section, with white and orange number plates up front. The frame is also orange now, while the swingarm has been power-coated black along with the forks, brakes and rear sets. Hot I’m tellin’ ya! Hot!

For added aerodynamic performance it gets a ‘double-bubble’ windscreen, which was tested and developed in KTM own wind tunnel, as was the rest of the bike’s bodywork. A carbon fiber front fender replaces the plastic unit as well, now featuring four screws instead of two for easier removal and reduced weight.

Quick-change designs allow for faster removal of the license plate, turn signal assemblies, mirrors and passenger seat, all aimed to speed up the process form switching the bike from street to track use with minimal tools in less time. Try doing that with a CBR…

2010 KTM RC8R and Mazda Raceway Laguna Seca. Quite the match.

Adjustability is one area KTM has strived to separate itself from the pack and the RC8R has no shortage of this. The subframe has two positions, allowing the seat height to be raised or lowered 20mm (805mm to 825mm), while as said above the shock ride height can move 12mm. Clutch, front and rear brake as well as shifter lever and linkage are quickly changed as well, making for one of the most adjustable motorcycles on the sport market today. As for weight, KTM is claiming 401 lbs without fuel, two lbs less than the base model.

An electronic-coded key is in place to reduce theft, while a multi-function LED display greets the rider up front and relays everything from rpm to vital signs to laps and lap times. Retail price will be $19,998 and the new KTM is set to hit dealers in February.

Though it's Really About the Performance 

Let’s be honest here. I wasn’t expecting the world as I hopped on the RC8R for my first laps around Mazda Raceway Laguna Seca. The dry lakebed had played host to my first taste of the base RC8 and as you know it wasn’t exactly a four-course Michelin Star meal. And while being at the same location conjured up some serious déjà vu, thankfully history didn’t repeat itself.

Hucking the new RC8R though the famous corkscrew. Rough day at the office.

Throw a leg over, thumb the starter button and the ‘R’ barks to life with a surprisingly loud rasp. Ducati-like in some ways, but also with a hint Japanese ting; almost a hybrid of the two – though the KTM is still more pasta than sushi. Also instantly apparent right from the get-go is a reduced amount of vibration. The base model and the ‘R’ may feature the same counter-balancing system, but the lighter pistons and updated engine internals have smoothed things out through the bars healthily, one no longer worrying about losing fillings and seeing a dentist after every ride.

Next up on the wow-that’s-a-big-difference list is the chassis. Where the base model falls into the corner with almost scary quickness, something KTM says is for “improved street ability”, the ‘R’ is light-years more stable and planted, the added trail from the new triple-clamps fully allowing the aptitude of the chassis to be exploited in a confidence-inspiring manner. From corner-entry through full-lean and all the way to the exit, KTM has made the ‘R’ far better. It’s now a machine which asks the rider to push it to the limits instead of scaring one away from them.

Further multiplying this is the addition of Pirelli Diablo SP rubber as standard, a tire which we consider one of the best on the market today. The front profile is near perfect, allowing for seamlessly smooth transitions without any unwanted dive, and outright grip for a trackday tire is downright amazing. This did nothing but enhance the experience. In fact, Pirelli fitted its Diablo Supercorsa SC2 full DOT race tires in the afternoon, and while grip was slightly better, the SP is so close in performance that unless one is truly able to push 10/10ths they are never going to notice a difference. They’re that good.

Feel and feedback from the KTM and Pirelli rubber at maximum lean is downright awesome.

And while the chassis is its shining star, the updated engine is no slouch. Is it as fast as an ‘R’ model really should be? Compared to say a Ducati 1198R? No. But this bike is also not going to cost what a Ducati ‘R’ will cost. Its 20K retail is more on the lines of a Ducati 1198S. This considered, then I’d say it’s definitely on par going by my seat-of-the-pants dyno. And before you discredit my rear end, don’t forget I’ve ridden just about every current sportbike made at Laguna Seca, including both the Ducati 1198S and 1098R.

KTM claims 170 hp at the crank and with mechanical losses factored it that puts it in the 150 hp range at the rear wheel. Right on par with a stock 1198 (our test unit from the ’09 Superbike Smack down put out 150.36 hp @ 9700rpm). On the track power was strong and extremely easy to use from the very bottom right up to redline. It did taper off some the last 1000rpm, but this is something most V-Twins will do as a byproduct of the added low end. This ease of use made spinning the rear and steering with the back end very doable and quite effortless once up to speed as the connection from rider input to the rear tire is very linear, with no jumps and spikes in the rev range. Only complaint would be how loose the throttle housing is and how easy of a pull it has, resulting in jerky off-idle acceleration if not very precise with the right hand. KTM commented the pre-pro units we were on had a straight 1:1 pull throttle tube, while the production machines come with a cam-type progressive throttle tube to aid in smoothing this out. Even so, as we rode them it was only an issue the first eighth turn if one was ham fisted.

We came away from our ride at Laguna Seca impressed with the new chassis, engine and brakes on the 2010 KTM RC8R.

No motorcycle can be truly good if it can’t be slowed down as fast it can be sped up. Brembo monoblocs with steel braided lines and a radial master cylinder, make braking a breeze. We had zero complaints about the brakes. Zero. Feel, feedback and power are all through the roof, making deep trail-braking well past the apex a thing of ease and beauty. Nothing more needs to be said. Check. Mate.

While the brakes are simply as good as it gets in the production world, the lack of a slipper clutch made corner-entry not as seamless as it could have been. The fuel-adding and valve-opening system KTM has in place, which ups the idle and lets air in the combustion chamber under braking for reduced back-torque, does help, but without proper finesse of the left-hand lever the back end tends to do a bit of dancing, especially as the pace increases. Amusing, but not fast.

Mated to this clutch is the updated transmission and while it’s said to be far improved, it’s still the Achilles heel of the RC8R. The difference was that now instead of missing three or four shifts a lap I was only missing one or two per, but in reality you shouldn’t be missing any. For some reason this was particularly bad during the full-throttle up-shift from fifth to sixth gear. Nearly every lap as I crested the hill over the wide-open Turn 1 the final shift into top gear would catch a false neutral, slamming me into the tank with force. I even tried different bikes to see if the one I was on happened to be bad and they did the same thing. At a moderate pace or on the street one may never have this issue, but for a model designated ‘R’ for Race, it shouldn’t happen at full-tilt on track.

The added power and improved chassis equated to a far better overall machine. No question the 'R' in a whole different league compared to the base model.

One area KTM has separates itself from the competition is adjustability. Handlebars, levers, rear sets, ride height, subframe, seat, shift lever and linkage are all tunable to the rider’s preference. And while one may think this could get a novice lost, KTM has designed it smartly by offering only two-positions of adjustability through most of the system (high-low), so as not to muddle the picture with excess options and all the adjustments can be made quickly with minimal tools. Add to this the ability to swap the lights, mirrors and bodywork to race trim in less than 30 minutes and, like they say, the RC8R really is “Ready to Race.” 

And the Final Verdict?

It’s easy to see the 2010 KTM RC8R is better than the base model in every way; superior brakes, vastly improved chassis and a smoother, faster engine. Thus, finally, the Austrians have made a machine that lives up to the stunning looks the RC8 has had since day one. So, no matter the price difference, I can tell you in total honesty that if it’s an RC8 you want, you simply must buy the ‘R’. There is no debate. As for how it stacks up against its competition, which is mainly Ducati’s 1198, well I’d have to be clinically insane to give you a verdict without riding them back to back. Which is why we’re going to do exactly that in our 2010 Superbike Smackdown. 

First Fast Love

2011 is set to become a very special year for young motorcycle enthusiasts. World famous for its fascinating sport bikes, KTM launches its first road-legal 125 – the 125 Duke. Available as of spring 2011, the idea behind the new bike is clear at first sight: true riding fun thanks to fully-fledged motorcycle technology. And at a reasonable price at that! Or: your first fast love.

For many years, Austrian maker KTM has been making it a point to offer great sport motorcycles even to the youngest riders. On the off-road scene, it is not the least these extensive efforts to support young racers that helped KTM achieve its current lead. Besides the popular, high quality KTM Minicycles, Motocross and Enduro models, KTM has also initiated numerous motor sports campaigns for the young generation all over the world. Just like racing itself, passing on that passion for motorbikes to children and adolescents is in the company’s very DNA.

Out on the Streets

Since the 2004 launch of the KTM Super Duke, the brand’s first full-blooded tarmac sports bike, KTM has consistently developed its on-road expertise, making sure that the three letters from Upper Austria are a household name to committed road riders today.

From there, it was a logical step to start tackling the development of a road bike for beginning riders. Like no other brand, KTM represents a highly enjoyable riding experience, generated by concepts that always have put a strong focus on the dynamism of each model: light weight by omitting all non-essential parts; precision, achieved by modern designs and the use of only the best quality components; power thanks to strong, lightweight sports engines second to none; a unique style resulting from bold looks and an unmistakeable design philosophy. These very same capabilities and features form the foundation of the 125 Duke. Building on them, and led by the very same engineers that have brought superior sports bikes like the Duke and Superduke to the tarmac, the KTM design center has now developed the future 125 cc benchmark.

Engine

In order to fulfil exacting requirements regarding power, refinement, and reliability, the Austrians have designed a completely new engine. Exemplary clean emissions and a high fuel mileage were also top priorities for the heart of the 125 Duke. The result is a highly efficient 4-stroke single with a four-valve cylinder head, two overhead camshafts, liquid cooling, a balancer shaft and electronic Bosch fuel injection. It is the perfect corner stone for the new 125 cc KTM. The state-of-the-art propulsion unit effortlessly generates the legal power limit of most European countries of 11 kW/15 PS. Small changes in the engine electronics allow implementing a legal 80 km/h speed limit. The power curve of the 125 cc unit has been engineered in a way that makes it great fun to ride in everyday situations. An instantaneous throttle response and great power delivery for quick bursts of speed are the Duke engine's specialties.

At the same time, the engineers have succeeded in minimizing vibrations for superior refinement. All components have been developed for unlimited durability and easy servicing in order to guarantee a carefree ownership experience. Under the NAKED 125 bottom line, it has become a true KTM sports engine, ensuring just the right measure of dynamism at a displacement of exactly 124.7 cc.