2016 MV Agusta Turismo Veloce Review

The 2016 MV Agusta Turismo Veloce is the best MV Agusta we’ve ever ridden. That might seem strange given it’s a sports tourer when MV has always been a sportsbike company first and foremost, but the Italian brand is going through a transformation at the moment and starting to widen its scope. And despite this being their first attempt at the category, it comes close to being the best tourer on the market, it’s that good.

The Turismo Veloce marks somewhat of a minor milestone for the company as in addition to be the first tourer they’ve developed, it’s also on an all new platform. This isn’t a rehashed Brutale 800 – in fact the brand new Brutale 800 which will be hitting showrooms over the next few weeks actually derives a lot of its new parts – including the reworked 800cc triple – from the Veloce.

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For the designers and engineers, this meant a lot of new areas that were somewhat new to the marque – comfort, luggage capacity, reduced fuel consumption and long service intervals. That’s not to say other recent MV Agusta’s don’t share a lot of these traits – it’s just that now these issues are just as important as outright speed and performance for a touring bike.

Believe it or not, the Turismo Veloce was first unveiled back in November 2013 and it’s taken two years to finally reach showrooms. Such delays might be seen as a cause for concern – a troubled development perhaps that results in a below par machine. But According to MV, it was becuase they wanted to ensure this bike was everything it needed to be – a comfortable long range tourer with that characteristic MV Agusta allure – as well as brilliant performance. It was worth the wait becuase they nailed it.

I might sound like I’ve drunk the kool-aid a bit, but it really is an impressive machine. Looking at it in the photographs, I was apprehensive of its appearance at first but in real life it’s beautiful. Perhaps not girl next door pretty, but more catwalk model – very distinct and unique but still very attractive. Where other manufactures are content to put a few flowing lines in, MV Agusta designs everything to the highest percentile. The cutouts on the front fender, the void between the pillion set and subframe, the sculpted rear grab-rail that looks just as pretty as it is functional.

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Then there’s the not immediately obvious touches, such as the running light that is an outline of the main headlight, the hand guards with their integrated blinkers and the now famous vertically aligned triple exhaust. It’s a near perfect looking bike save for the awful looking muffler that sits underneath it all. I don’t know if one can make a pretty looking muffler but the units MV Agusta uses looks particularly ugly and boxy and they stick out like the proverbial on an otherwise incredibly good looking bike.

The not so great extends to the dash. While it’s nice that MV Agusta has decided to provide the rider with as much information as possible, it’s a pretty cluttered mess. Frustratingly, it also takes a number of seconds (we counted up to 10) after turning the bike on before it lets you modify any settings – that includes even if you want to simply reset the trip computer. We also found the display slightly lacking in brightness when the intense summer sun was shining directly on it – although switching it from ‘day’ mode to ‘night’ mode helps with that a bit, ironically.

But honestly, these are small quibbles. Turn the key and hit the starter button and you’ll immediately get a huge grin on your face. The machine gun like starter motor shoots into life and a beautiful exhaust growl greets you. The Turismo Veloce sounds as good as it looks. Twist the throttle and you’re met with an immediate yet controlled rush of speed.

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On our first ride with the bike in sports mode, we actually found the throttle response a little jarring – even surge like both on and off. It reminded us a bit of the Suzuki GSX-S1000 we rode a few months ago. But unlike the Suzuki, it’s easily rectified. Change the bike from sports to touring mode and instantly it feels like another machine. Touring mode lessens the throttle response and engine braking, but also reduces horsepower to 90 from a peak of 110, which isn’t ideal.

Thankfully, you can fully customise your engine mapping, too. I turned everything up to maximum save for engine braking which I set to low and for my personal preferences it was ideal – a fast, quick responding machine that slows down in a gentlemanly manner. Whoever out there still doesn’t like the prevalence of these electronic packages,  take note because we’re now at the stage where a single motorcycle can have multiple personalities based on what you want. It’s win-win.

Like the rest of MV Agusta’s triple cylinder range, the Turismo Veloce is a thoroughly engaging bike to ride. Unlike its fellow stablemates however, this particular engine has been designed for as evenly a distributed power band as possible instead of for outright power and torque. In fact, peak torque is a fairly considerable 20% down on the Brutale 800, but is available at much lower engine speeds. This is due to to redesigned cam profiles, a new piston, new dedicated intake and exhaust system.

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You do notice that the bike isn’t as quick as the Brutale or recently released Stradale, but they of course do sit in a different bracket. The Turismo Veloce is by no means slow, it’s just not as blisteringly quick as the other 800’s in MV Agusta’s Range.

Handling wise, it’s another gem. MV Agusta has really sorted things out for its production machines and even on the base model we were riding which uses conventional suspension (and not the semi-active unit that is found on the next model up Lusso), it handles bumps and potholes with ease. It also feels super sharp and unlike many other tourers, leans over into corners incredibly easily. The bars are at the ideal width to provide great swathes of leverage to push through tight turns, and the comparatively short wheelbase of 57.5 inches isn’t far off other bikes with bigger sportsbike credentials.

Even with that shorter wheelbase, the Turismo Veloce feels beautifully planted and stable on long stretches of road. And unlike the Stradale we tested last year, the Turismo Veloce is extremely comfortable and well suited to taller people. Where the Stradale attempted to ensure I’d never have the chance to father children whenever I went hard on the anchors, the Veloce provides ample room to move backwards and forwards on the seat. In fact the whole ergonomics of the bike make it a pleasure to ride. Bars are just wide enough and positioned in a way that leaves you feeling relaxed yet totally in control at the same time. The seat is extremely comfortable and the rider triangle feels spot on.

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On the flipside, the seat height has the potential to scare a few people off. At 850 mm, you’re going to need to be fairly tall to feel comfortable scooting around at low speed or when stopped, although the seat is relatively narrow. Another complaint is the rear brake pedal. I like to have my boots on the outside of the pegs which normally isn’t a problem, but the Turismo Veloce’s pedal sits quite close to the bike meaning you’ve either got to have your feet hugging the frame or you need to angle your foot in quite dramatically.

Adding further to its touring credentials, the Turismo Veloce gets a hydraulically controlled clutch which feels so light you could probably pull it in with your pinky finger. It also features a mechanical slipper clutch instead of the electric type as featured on the Stradale. We’re not sure the reason why though as the Stradale’s did a fine job without the additional mechanical weight.

Electronics wise, MV Agusta continues to be near the pointy end of the field with what it offers. As we mentioned before, engine modes are available being sport, touring and rain, as well as the custom option. Some of the parameters that can be customised are the engine torque curve in-line with power output (two levels), rev limiter cut-in point (hard or soft), throttle sensitivity (three levels), engine braking (two levels), engine response (two levels) and of course the traction control (eight levels). ABS can either be on or off. In worsening light, a photodiode switches the the running lights to low-beam
automatically.

MV Agusta claims that the development and release of the Turismo Veloce was a bold move on their part and that’s a fair claim. Prior to now they’ve only played in the superbike and roadster market with only slightly deviations from either. It shows how much of a purple patch the company is in at the moment that they’ve nailed it so well.

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2016 KTM Super Duke GT is a Tourer for the Extroverted

Seen before in camouflage, the brand new 2016 KTM Super Duke GT is not for those don’t like to draw attention to themselves. If you thought the 1290 Super Adventure looked big, the Super Duke GT seems larger again. But don’t let those looks deceive you – as far as touring motorcycles go this is actually one of the lightest around – and it has a hell of an engine to boot.

Using the same engine as the fire breathing naked it’s derived from, the Super Duke GT produces 127 kW (173 hp) @ 9,500 rpm and 144 Nm @ 6,750 rpm. Comparing the two bikes, KTM has set about to improve low to mid range response of the bike, providing peak torque at slightly slower engine speed. Not that we’d argue the Super Duke R was ever lacking in low end grunt.

KTM hasn’t skimped on the goodies with this bike either, taking pretty much the full suite of electronic aids from the 1290 Super Adventure. Stability control, lean angle sensitive traction control, riding modes, engine modes, cornering modes, cornering LEDs, cruise control, heated grips, quickshifter, semi-active suspension and a dish washing machine.

In effect, it’s perhaps better to compare the Super Duke GT with the Super Adventure – they virtually share all the bells and whistles, but the Super Duke GT is obviously designed for asphalt only. And like the Super Adventure, you can hardly miss it. And like it’s ‘off-road’ brother, the Super Duke GT may be content just plodding along, but with only a twist of the wrist away from being nine-tenths of a superbike – just with luggage.

The KTM Super Duke GT will be available in a wide choice of colors, which consist of grey, or grey with a bit more orange.

2015 KTM 1290 Super Adventure Review

The 2015 KTM 1290 Super Adventure represents the pinnacle of modern motorcycling. It’s fitted with cutting edge of technology yet the rider aids are only as intrusive as you want them to be. The 1290 Super Adventure comes with almost every imaginable gadget yet the focus is still on riding and it plays the role of sportsbike, tourer and off-road capable adventure bike all in one.

The origins of KTM’s flagship machine come from an unlikely source – the KTM 1290 Super Duke R which is regarded as one of the most insane naked motorcycles ever built. Most motorcycle companies would have slapped a fairing on the Duke and released a sister sportsbike, but not KTM. Instead they decided to take an 180hp engine and create an adventure bike with it – one that actually has dirt capabilities.

Taking a step back, the idea of doing so seems quite ludicrous and yet riding the Super Adventure it all makes sense. A big part of that is thanks to the electronics that KTM has bolted onto this bike which makes it close to being the most sophisticated motorcycle you can buy today. It’s also probably because KTM decided to tone things down slightly by reducing the power of the engine to 160hp – still plenty of grunt in anyone’s book.

KTM implemented new cylinder heads and a new crankshaft with a greater flywheel mass and the modified engine management system which provides a very useable power band. Despite the decrease in power from the Super Duke R, the 1301cc engine still dishes out an immense 140 Nm @ 6,750 rpm. Looking at the torque curve 108Nm is available from as little as 2,500 rpm. It’s almost like an electric bike’s power plant. When the engine setting is set to sport mode, acceleration is viciously quick and would put some sportsbikes to shame. Despite the immense power on tap, fueling is near perfect – it’s completely manageable and controllable even when accelerating hard out of turns.

If you’re after a more sedate ride, things can be dialed back by choosing one of the other engine modes. Street mode maintains the use of the engines full potential but with a more moderate throttle response. The rain and off-road modes reduce power to 100hp and the throttle is less aggressive on the power delivery. Depending on the selected ride mode, the traction control will allow different amounts of wheel slippage: soft slippage in street mode, controlled wheels spin on sport and up to 100 per cent slippage for off-road riders when in that mode. If desired, traction control can even be switched off entirely.

Accompanying the choice of engine modes and traction control are settings for the semi-active suspension. It’s here that the technology really makes an impact on allowing the KTM 1290 Super Adventure to be both a luxury tourer and dirt capable adventure motorcycle at the same time. Selectable modes of comfort, street, sport and off-road change damping settings while the onboard computer ensures that the actual damping is
continuously adjusted in real-time to the riding style and surface.

In addition to damping control, the ECU has a few clever tricks up its sleeve. For example, the anti-dive function prevents excessive front fork dive on braking. This enhances riding comfort especially when riding with a pillion and ensures that at night, the headlights keep illuminating the whole driving lane even when braking. The respective damper
mappings always corresponds to the weight distribution and the control unit automatically increases the damping in proportion to any increase of payload.

But that’s not the end of it. Integrated with all of this is another control unit which among other features comes with Bosch’s cornering ABS. In addition to providing a linked braking system (using the front brake also activates the back brake), the system enables the rider to brake and accelerate in safety even on wet roads and other slippery surfaces, as well as leaned over in corners.

The best thing about all this technology is that you don’t even know it’s there. Despite some spirited riding I didn’t once see the traction control icon light up on the dash. On the dirt and gravel it intervenes more but that’s a good thing considering the sheer amount of mass you’re propelling over loose surfaces. For most, you’ll hardly ever touch the various modes, save perhaps for when you either go off-road or have to ride in the rain.

And that’s the story of the 1290 Super Adventure – this is an incredibly sophisticated bike that could have disappeared up its own exhaust pipe with how clever it was trying to be but instead this is just a brilliant motorcycle that you can get technical with if you so choose. Without all that technical wizardry it’s probably unlikely that the 1290 Super Adventure would be as capable off-road as it is.

It’s not just the electronics that make this a machine you can take on the dirt, KTM has done its best to make this a serious adventure bike. Up front is a 19 inch wheel and both front and back use spoked rims. Front suspension travel is also 200mm which is second only to the KTM 1190 Adventure R. Despite its heft this is a truly off-road capable machine.

I found the ergonomics almost spot on though that will change depending on your own dimensions. The seat height is adjustable and has a range of between 860mm and 875mm which is pretty accommodating for a wide variety of people although no doubt some would have probably have preferred a higher pew. Around the front of the bike are crash bars but stupidly the 1290 Super Adventure doesn’t come with a crash plate to protect the engine and exhaust headers. We realize this would have added extra weight but it seems a cardinal sin not to include a simple device to protect an extremely expensive engine. There’s also the fact that bike is chain driven rather than shaft driven – but this is a route KTM always takes and no doubt feels it’s the right choice when it comes to weight savings.

A steering damper is hidden below the bars which helps keep things controllable up front and is probably just as beneficial for off-road riding as for on. The tires are  more skewed towards bitumen than dirt but provide a decent amount of grip and feedback – but like any road orientated tire they’ll struggle in the mud.

Without turning this review into War and Peace we won’t dwell too much on the other bits of kit KTM has included on this bike but they include heated grips, a heated seat, slipper clutch, tire pressure monitoring sensors, a massively height adjustable windshield and front and rear LED lights (and blinkers). Of special mention are the cornering lights – comprised of three LED segments each, the light units are mounted on both sides of the tank and connected to the lean angle sensor of the stability control system. In corners, one to all three segments light up depending on the lean angle to ensure the stretch of ground ahead is always perfectly illuminated, even while turning.

On the negative side, the engine gets hot – very hot. We were riding in cold temperatures and our left leg was getting pretty toasty and I’d hate to think what it would be like in summer. There’s also no getting around the 1290 Super Adventures girth – true off-road riders would probably be better off with the 1190 Adventure.

But that’s okay because the bike isn’t designed to be a dedicated off-road machine, it’s designed to be a sportsbike, a luxury tourer and an adventure bike all in one. And the 1290 Super Adventure pretty much nails it. That is if you can afford it. At $20,499 the Super Adventure costs more than what most families would spend on a car. The question you have to ask is that is it necessary to spend that much to get the experience this bike provides? And the answer is actually yes. The Aprilia Caponord Rally and BMW R1200GS provide 90% of what the Super Adventure does and for much less cost – but if you want the best the 1290 Super Adventure is currently the king of the castle – if you’re willing (or able) to pay for it. No other motorcycle save for perhaps Ducati’s Multitrada S provides the sheer speed, handling and technology that the KTM provides.

Not only is the 1290 Super Adventure KTM’s flagship motorcycle, it has set the bar for the industry.

2015 KTM 1290 Super Adventure Specifications

Engine2-cylinder, 4-stroke, V 75°
Capacity1,301 cc
Power118 kW (160 hp) @ 8,750 rpm
Torque140 Nm @ 6,750 rpm
Gear Box6 gears
Front Brakes2 x Brembo four piston, radially bolted caliper, brake disc Ø 320 mm
Rear BrakesBrembo two piston, fixed caliper, brake disc Ø 267 mm
Front SuspensionWP Semi-active Suspension USD Ø 48 mm
Rear SuspensionWP Semi-active Suspension PDS Monoshock
Front Tire120/70 R 19
Rear Tire170/60 R 17
Dry Weight229 kg
Tank Capacity30 liters/4 liters reserve

2015 Kawasaki Versys 1000 Road Test Review

The previous Kawasaki Versys 1000 wasn’t regarded as a pretty looking motorcycle, nor was it a compelling choice as a dual-sport for which Kawasaki originally intended it as. That’s all changed for 2015, with the 1,043 cc inline four powered bike getting not only a big cosmetic makeover but a host of other changes that make the Versys a real option for those looking at a comfortable, powerful and relatively nimble tourer.

Apart from its awkward looks, the previous Versys biggest issue was that Kawasaki designed and marketed it as an off road capable machine. Suspension was tuned to cater for both bitumen and dirt and the tires fitted attempted to cover both bases, too. The trouble was that it was far too heavy to take off road – coming in at 239 kg and with a high centre of gravity, the Versys was therefore a jack of all trades, master of nothing sort of bike.

In a sensible change, Kawasaki is now positioning the bike as a comfortable tourer with an upright riding position but with sporty characteristics. After spending some time of the updated Versys 1000, we’d say Kawasaki has got the bike right now.

As before, it uses the same 1,043cc inline four as featured in the Z1000 and Ninja 1000. Like so many engines in Kawasaki’s current lineup, it’s a fantastic unit that’s been designed for real world application.  Where the engine differs from those two other bikes is mainly where power is available. Peak power is down slightly but there is more torque in the low and mid-rpm range. Similarly, first gear has been shortened, second remains the same as before while 3rd through 6th have been lengthened.

It’s a potent engine but only if you want it to be. It’s quite happy to bubble along at 3-4,000 rpm, but there’s around 120 hp on tap at a moment’s notice. We found ourselves shifting at no higher than 6,000 rpm most of the time, just because there’s no need to wring its neck. At the same time, the bike has enough grunt to power wheelie even in third gear should your inner hooligan want to be let loose for a while. In fact, third gear proved to be the sweet spot for a lot of our riding, especially in twisty roads.  The engine sits on around 5,000 rpm at 80 kph in 3rd gear which allows the bike to launch into a sprint when existing the corners or needing to overtake.

Other than the cosmetic changes at the front of the Versys, the biggest modification is probably the bike’s suspension. No longer having to cater to such a wide variety of surfaces, the Versys 1000’s suspension is properly sorted for the road only. Brand new 43mm inverted forks are upfront and are 20 mm longer than before. Rebound and compression damping has been reduced by about 30 per cent. Front end feel is very good and confidence inspiring.

At the rear, the previous horizontal back-link suspension has been retained, though the spring has been stiffened slightly while there’s around 30 per cent less compression damping. The remote rear preload adjuster has been retained and both front and rear rebound damping is adjustable.

The suspension set up, along with the upright riding position and wide bars make for a very enjoyable ride. While not as quick as a sportsbike to flick from side to side, it’s all too easy to lean the bike into the corners thanks to the leverage provided by the one piece bar. In fact, the Versys 1000 has no right to be as enjoyable to ride as it is given its size and weight.

The weight of the Versys 1000 is both a positive and negative. As a tourer, there’s definitely some benefit to a heavier bike. It’s much more stable on the open road and less prone to buffeting from the wind. But with a curb mass of 250 kg, it’s not agile at low speed. Given the seat height of 840mm and it’s width, those of shorter stature will struggle to move the Versys 1000 around the car park.

Part of the increase in weight from before is due to the standard inclusion of a center stand which in our opinion is an excellent addition. Also standard is both an assist and slipper clutch. The front windshield is now adjustable vertically by 75 mm – more than double than before. Everywhere you look on this bike you can really see that Kawasaki has gone to great effort to make this machine as comfortable and easy to ride as possible.

Brakes have been slightly upgraded with 310 mm discs up front and a 250mm diameter unit at the rear. ABS is standard and has received an upgrade as well. Just like the engine, the brakes are of excellent quality and did a great job of slowing the bike – they provide good feel as well. There’s a three mode traction control system and two engine power modes, but the fueling and throttle response is so good that we’d surprised if you really needed to change any of the settings from standard.

Overall, we think Kawasaki is onto a real winner here. Ironically, the some of the biggest competitors to this bike are other Kawasaki’s – the Ninja 1000 is obviously another touring option, but while they both fit the same segment, the Versys probably offers more in comfort and ease of riding. It’s a motorcycle that is easy to ride, allowing you to enjoy the scenery but at the same time, can turn into a rocket when needed. What was once an ugly duckling that really didn’t fit into its segment is now an attractive motorcycle that excels at what it was designed for.

 

2015 MV Agusta Turismo Veloce 800 and Turismo Veloce Lusso 800 Price and Specifications

In what has been a prolific few weeks for the Italian marque, today they’ve released another brand new model – the 2015 MV Agusta Turismo Veloce 800.  It rounds up what is now a five pronged push of 800cc triples from MV Agusta, joining the Brutale, Rivale, Dragster and the Straddle – also officially unveiled today. If anything, it does give us a few new Italian words to learn.

As you can probably guess by the images below and the name, the MV Agusta Turismo Veloce is a tourer – made for comfort and practicality. MV Agusta is also at pains to point out that this isn’t a bloated rework of the Brutale or Rivale – they’ve gone to a lot of effort to ensure as little weight has been added to the bike as possible despite its added length and height, ensuring the bike remains nimble and maneuverable

MV Agusta is offering two versions of the Turismo Veloce 800 – the standard.and a second model titled the Turismo Veloce Lusso 800. The Lusso gains electronically controlled suspension, with the system modifying the hydraulic compression and rebound, even with the bike moving – a feature that is appearing to become more and more common. Additionally, the Turismo Veloce 800 Lusso also gets built in GPS which is displayed on the dash, plus comes with integrated saddlebags that have a 30 liter capacity.

As mentioned before, the engine is carried over from the rest of the 800 range, but with 110 hp and torque increased by 15% (in the most commonly used rpm range) with respect to the engine that equips the Rivale and Brutale. The Turismo Veloce also gets MV Agusta’s updated ECU software, which provides four engine modes (Touring and Rain with 90 HP maximum power, Sport with 110 and Custom which can be personalized), an engine torque curve setting (two levels), a rev limiter mode (more or less abrupt), throttle sensitivity (three levels), engine brake (two levels) and engine responsiveness (two levels). You’ll also get 8 level adjustable traction control, a quickshifter and and electronically controlled slipper clutch. This is certainly a bike packed with technology.

The Turismo Veloce 800 will retail for €15,990 while the Turismo Veloce 800 Lusso will cost €18,990 and both are expected in European showrooms in early 2015.

 

2015 Kawasaki Versys 1000 Updated & Coming to USA

Kawasaki has unveiled a major facelift to previous contender for ugliest bike award, the Kawasaki Versys. Both the Kawaski Versys 1000 and Versys 650 models receive a fairly major update and for the first time the larger 1000 will be available to customers in the United States. In addition to a more attractive looking face, both models some significant midlife upgrades.

The Kawasaki Versys 1000 gains both a new assist cam and slipper clutch to ease strain on the left hand. The assist cam will supposedly reduce clutch spring load and make pulling in the lever 30 per cent easier. The engine, which is derived from the rabid Z1000 streetfigher, also receives some tweaks by way of two additional intake passages and modified ignition timing.

In addition to ABS, the Versys 1000 also comes with Kawasaki’s traction control system (KTRC) which offers three levels of intervention, plus two engine settings. Tweaks have also been made to the suspension and brakes (both front and rear) receive upgrades.

The 2014 Kawasaki Versys 1000 currently sells in Canada for $13,999 CAD. US pricing for the 2015 model will be announced at AIMExpo on October 16.

Also receiving an update is the Kawasaki Versys 650. Cosmetic changes are identical to the 1000 and thankfully the brakes also get a big upgrade – a long held criticism of Kawasaki’s 650 series (Ninja 650 and ER6-n). New calipers have been utilised that offer better feel and bite and the rear disc gets an 30mm increase in diameter.

The Versys 650 also gets some suspension additions, with the ability to adjust both preload and rebound damping on the front forks and preload on the rear. There’s a possibility the same may become available on the other Kawasaki 650 bikes in 2015 too.

Both models will be available early next year.

KTM 1290 Adventure Dual Sport Confirmed

It’s been known for a while know that KTM was going to bring out a dual sport based on the insane 1290 Super Duke. For those of you unfamiliar with said bike, it sports 180 hp and yet weighs only 416 lb.  It can hit the double metric ton of 200 kph (124 mph) in just 7.2 seconds. It’s also boasts the most electronic gadgets you can probably find in a bike today, including the most advanced ABS system available. How’s that sound for a bike you can take offroad?  Yes, good. Very good indeed. Other than the official picture below, KTM haven’t released any specific details on the bike yet but given KTM’s pedigree and history, this won’t be a poser bike. Spoked wheels, radiator guard and high exhaust all point to a bike that is more than capable of a some gravel or more.  It’s likely that gearing on the bike will be modified somewhat compared to the 1290 Super Duke and from the photos we can also deduce that it has a larger fuel tank. KTM 1290 Adventure KTM will release all the details at the INTERMOT bike fair in October. In similar news, the best photos yet of the BMW Sports Tourer which itself is based off the brilliant S1000RR have surfaced on the Internet. To be called the S1000XR (and not the S1000F has previously thought), it will be more go than show as it’s off road ability will be limited. It will however be perfect for long distance rides and will come with a host of luggage options as is one of BMW’s fortes. Like the 1290 Super Duke, it will feature all the bells and whistles including BMW’s new ABS cornering system. As was guessed at in renders we published last month, BMW has done away with the asymmetrical headlights for a more mainstream look. Again full details will be released at INTERMOT.

 


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