ktm rc tft display made in china

It’s an unusual move from KTM to revive a model which they have already superseded (with the 890 Adventure line-up) but the bigger news is this first major wholesale shipping of the model production to China.

The redesign is straight out of Mattighofen and they say, pretty high up the press information to make the point, that the process will be supervised by KTM staff on the ground in China. Transcontinental cooperation is not new for KTM and the main thrust of this new venture with CFMOTO is to feed motorcycles “directly into the furthest corners of the globe” they say.

The original 790 Adventure was a great bike of course, helping forge the then new trend for middleweight Adv bikes. For the 790’s comeback KTM say they wanted even more ‘rideability’ from the LC8c motor that pumps out 95hp at 8,000 rpm and 88Nm at 6,500 rpm but also tweaks that would meet the criteria for Euro 5 emissions targets – even if that claim or aim to reach “further corners of the globe” with this model makes EU emissions regs seem like a side issue.

The 2023 KTM 790 ADVENTURE is now more stable at constant speed and has gained more cornering poise thanks to a 20% increase of rotating mass; an alteration that hasn’t compromised the highly rated agility of the motorcycle.

This is one of the largest modifications to ensure this vibrant generation of the KTM 790 ADVENTURE will be an impeccable choice for moving in, around and then outside of the city limits. The 15,000 km service intervals remain in concrete.

The dependability of the KTM 790 ADVENTURE is hiked with the reworked Power Assist Slipper Clutch with new friction plates and the engine breathes freer with a new airbox.

The bike also benefits from the latest 6D sensor, otherwise known as the Inertia Management Unit, that can be found on larger KTM siblings like the KTM 890 ADVENTURE and KTM 1290 SUPER ADVENTURE models. This sophisticated device informs the Cornering Motorcycle Traction Control and other aspects such as ABS, Motor Slip Regulation and the administration of Ride Modes. In terms of features the KTM 790 ADVENTURE holds very similar billing to its larger sibling: the KTM 890 ADVENTURE.

ABS programs now automatically switch between the Ride Modes, removing the need for more configuration. KTM has installed an innovative ‘DEMO’ function on the 2023 KTM 790 ADVENTURE; owners can trial the full slew of optional riding extras for the first 1,500 km before deciding which settings they’d like to purchase and keep.

A 20-liter tank and potential 450 km fuel economy broadens the horizons of even the hardest adventure rider. For all the time spent in the comfy 2-piece saddle (which can be swapped and augmented through KTM’s PowerParts assortment for single or heated units) the 2023 KTM 790 ADVENTURE provides even more concessions to the eager traveler.

The lights are full LED sets and the dashboard view is brighter and better with the 5” TFT reacting to ambient lighting and utilizing a redesigned menu system of new infographics for faster and easier customization. Syncing the KTMConnect App will now lead to even more beneficial navigational and travel options, such as profiling the ‘top ten’ calls and contacts and adjusting the parameters of turn-by-turn guidance on the go.

As with the forerunner to the 2023 edition, the KTM PowerParts range is plush with KTM 790 ADVENTURE components for protection or aesthetic add-ons. Owners won’t have to consider extra defense against hits and dents to the front of the bike however thanks to the light aluminum engine protector, fitted as standard. The plastics (injected molded with graphics for more resistance) have also been reshaped to guard the tank and seat against unwanted knocks.

It goes without saying that TFT screens are becoming a more common feature on motorcycles these days. Even entry-level beginner-focused two-wheelers are starting to feature this fancy tech—heck, even some e-bikes come equipped with full-color TFT screens. That said, what exactly is a TFT display, and is it even any better than an analog instrument cluster? On top of that, why do more and more manufacturers seem to be slapping a TFT screen on all their models?

Well, for starters, a TFT, or Thin-Film-Transistor Liquid Crystal Display, is similar to what you find on your smartphone. Although not necessarily as fancy and capable of displaying millions of colors as your brand new iPhone, the TFT screens on most premium motorcycles are touted as full-color, and feature graphics and animations that really elevate the riding experience. As such, it’s no surprise that more and more manufacturers are outfitting their bikes with this tech. Indeed, three years ago, the notion of having a bike with a full-color display was exciting. These days, however, it’s pretty much a standard feature.

I’m sure you remember the days when an SD card with a 512MB memory would set you back thousands of pesos. Nowadays, you can pick up a 256GB microSD card for the same amount of money, and from a reputable brand. The same is true with TFT screens, and quite frankly, all facets of technology. That being said, it could be argued that fitting a motorcycle with a TFT display is in fact cheaper and more cost effective than opting for an analog instrument cluster, especially if you’re a manufacturer with economies of scale at your disposal.

Take, for example KTM, and its full color screens found across the board in its model range. The screen on the 390 series is pretty much the same as that of the 790 and 1290 models, albeit encased in a different housing. Underneath it all, however, it’s pretty much the same tech, and so it makes perfect sense for KTM to fit all its bikes with this technology—much to the delight of tech-hungry consumers like ourselves.

Indeed, well-crafted analog displays like that on the Triumph Thruxton could very well soon be a thing of the past, or something reserved for enthusiasts and collectors. Like a beautifully crafted watch, a high-quality analogue gauge cluster is truly something to behold, and something purists and classic aficionados hold near and dear to their hearts. As such, it could be argued that the mechanical instrument cluster could soon be considered a premium feature among high-end classic-style motorcycles.

At the end of the day, TFT displays have their benefits, and it can be argued that these benefits are strong enough to send analog gauge clusters the way of the dinosaurs. For starters, they’re adjustable, and easily configurable. They’re also a lot more visible with auto-contrast technology allowing them to adjust automatically to ambient light. Furthermore, they simply allow manufacturers to stuff in more data, keeping the rider informed about their bike. A TFT screen is pretty much like a tablet for your bike, allowing you to keep tabs on all the information it has to offer you.

The KTM 390 Duke and RC 390 are 373.2 cc (22.77 cu in) displacement single-cylinder engine motorcycles assembled by Bajaj Auto, and KTM Asia Motorcycle Manufacturing, Inc. (KAMMI) for the Austrian manufacturer KTM.standard debuted at the 2012 EICMA show in Milan, Italy, and went on sale in India and the Philippines in 2013 and in the US in 2015.sport bike was presented at EICMA the following year.

Pierer said in December 2015 that KTM and Bajaj plan to replace the 125, 200, and the 390-series Duke and RC lines in 2017, based on all new platforms, in part tarnavo meet Euro IV emissions standards, and to incorporate new technologies such as ride-by-wire.

In its home market, the 390 Duke"s engine size and weight place it in the mid-range category, and it sells for more than three times the average price of a motorcycle in India.Bloomberg TV India Autocar India Awards.IndianCarsBikes said that with a top speed of 160 km/h (99 mph) and a 0 to 100 km/h (0 to 62 mph) time of 5.5 seconds, the 390 Duke is the fastest motorcycle made in India as of January 2014

After 2017, the 390 series" front brake disc was increased from 300 mm to 320 mm. The headlight was redesigned and converted to LED. The display became a color TFT panel with phone pairing capability. Seat height was increased from 800 mm (31.5 in) to 830 mm (32.7 in) and wheelbase was decreased 10 mm. The brake and clutch levers were also made manually adjustable.

In 2018, KTM updated its Duke 390 with some minor changes, where it added a deflector plate on the left side of the chassis, to avoid exhaust heat near the riders leg.Euro IV emission standards.

A sport bike version of the 390 Duke, the KTM RC 390 was presented at the 2013 EICMA motorcycle show in Italy, though most details had been leaked a few weeks earlier.road racing style bike has the same 373 cc engine making a claimed 44 hp (33 kW) @ 9,500 rpm with a claimed weight without fuel of 147 kg (324 lb). With a fuel capacity 10.0 l; 2.20 imp gal (2.64 US gal), the wet weight would be 150 kg (340 lb).trellis frame than the Duke, which KTM says is stiffer than the 390 Duke.Metzeler 110/70ZR17 front and 150/60ZR17 rear.rake), the RC"s fork has a steeper 66.5° head angle (or 23.5° rake).

KTM added a racing version of the RC 390, the RC 390 Cup for use by motorcycle racers ages 13 to 21 in the ADAC Junior Cup, a MotoGP event. The RC 390 Cup has no lights or mirrors, and no ABS to reduce weight, and an upgraded WP suspension, fully adjustable front and rear. The engine is detuned to a 38 hp (28 kW) with a block-off plate, and has an Akrapovič exhaust.

Motorcycle Consumer News test results of the RC 390"s power were 30.04 kW (40.29 hp) @ 8,600 rpm and 32.92 N⋅m (24.28 ft⋅lb) torque @ 6,800 rpm, with a wet weight of 165.3 kg (364.5 lb)0 to 1⁄4 mi (0.00 to 0.40 km) in 14.02 seconds at 147.87 km/h (91.88 mph), 0 to 97 km/h (0 to 60 mph) in 5.53 seconds, and braking from 97 to 0 km/h (60 to 0 mph) in 43.1 m (141.3 ft).‑imp (56.4 mpg‑US).

Motorcycle USA measured acceleration from 0-60 mph in 4.9 seconds and 0 to 1⁄4 mi (0.00 to 0.40 km) in 14.21 seconds for 2015 model. Braking distance was measured at 148.2 feet from 60-0 mph with ABS disabled and 151.7 feet without ABS disabled.

KTM revised the RC 390 in 2017 by adding a slipper clutch, adjustable brake levers, ride-by-wire throttle, a larger 320 mm front brake rotor, larger mirrors, and some cosmetic and ergonomic changes.

Lately I’ve been seeing some surprisingly appealing bikes come out of CFMOTO, a Chinese motorcycle manufacturer and brand. One that caught my eye is the CFMOTO 700CL-X Sport, which I hope to flog around a track soon.

It’s easy to find out about the history of American and European motorcycle companies (and relatively easy to find out about Japanese ones), but very hard to figure out much about Chinese companies in general.

It is of course OK to have emotions. Particularly about motorcycles — it’s a very personal subject! But it’s also useful to have some facts surrounding those emotions so we know exactly what we’re talking about.

CFMOTO is becoming an important brand because they do a lot of manufacturing, and because their motorcycles are becoming genuinely well-accepted in the international motorcycle marketplace.

As of 2021, according to their website, CFMOTO has around 1800 employees, with 200 members in their R&D team. These numbers may be out of date, but it shows it’s a sizeable company. They currently produce over 600,000 motorcycles a year as of 2021, mostly for China.

The 650 class of motorcycles are all powered by a 649cc liquid-cooled eight-valve parallel twin. The engines have a bore and stroke of 83.0 x 60.0 mm, and a compression ratio of 11.3:1.

The 650 class of motorcycles make around 52 kW (70 hp) at 8750 rpm, which is lively without being aggressively sporty. They’re also sold in a learner restricted version, which makes around 41 kW (55hp), for compliance in markets like Australia and New Zealand that have power restrictions as well as capacity restrictions.

The CFMOTO 800MT is based around the 799cc LC8c parallel twin that came from KTM. This is a result of their partnership (see below). It’s a cracker of an engine, making (in the 800MT) 70 kW or 95 hp, and with a lot of character from its 285 degree crankshaft, helping it mimic the delivery of KTM’s V-twins.

The CFMOTO 800MT Touring comes with fully adjustable KYB suspension, a quickshifter, a big TFT screen, fog lights, radial-mounted J.Juan brakes with Cornering ABS as standard, and so much more. On other brands’ bikes, these are usually expensive add-ons.

The engine is based on the KTM LC8 V-twin that first appeared in the RC8 superbike. Of course it’s detuned and made more suitable for a long-distance tourer.

The bike has a ton of high-spec gear, like semi-active WP electronic suspension, big 12.3 inch TFT display, Brembo radial-mounted calipers, and cornering ABS. It even has a multimedia sound system.

Aside from the motorcycles above, CFMOTO has made a plethora of smaller motorcycles for the international markets. These include single cylinder bikes in the 150, 250, and 300 range, and possibly a future twin in the 400 range.

Generally speaking these motorcycles serve their purpose and even look quite good at times. They only suffer from limited brand perception (always influenced by China/global relations) and lower resale value.

The significant phase of the partnership started in 2014 when KTM started manufacturing KTM 200 and 390 Dukes for KTM in China. They’re sold under the CFMOTO KTMR2R brand. (For global markets KTM partners with Bajaj in India to manufacture its 390 Duke and RC 390 for international audiences. And the new 2022 KTM RC 390 has some amazing specs!)

As part of the CFMOTO KTMR2R partnership, KTM transferred manufacturing of the parallel twin 799cc LC8c models (including the 790 Duke and 790 Adventure) to China from 2020.

CFMOTO is also starting to sell its own-brand of motorcycles using the LC8c engine in 799cc configuration, starting with the CFMOTO 800MT — which is incredible value for money, offering a level of tech and options usually found on bikes costing 30-50% more.

KTM is also transferring technology for the LC8 V-twin engine, including the 990 and 1080 V-Twin models. The first fruit of this, interestingly, is a 1279cc LC8-derived engine, to power the 1250 TR-G tourer. It makes 105 kW or 140 bhp.

It’s natural to want to vote with your wallet, and many people do so. I vote with my wallet constantly, preferring some manufacturers, sellers, or brands over others based on not just the product, but my perception of the company’s values.

So in that sense, buying from a Chinese company means you more directly support the CCP and PRC compared to the degree to which buying from a European or American motorcycle manufacturer means supporting their host governments.

After living for years in China, I have many Chinese friends, both there and abroad. They helped me gain a lot of insight into the diversity of Chinese culture globally and how everyone relates to the country and to the PRC’s government. There’s a wonderful poetic saying in Chinese: 《海内存知己，天涯若比邻》, which loosely translated means “To have a close friend in distant lands makes far-flung realms seem close together.”

If you want to get more of a background on China and its role, I recommend the following newsletters. They tend to draw from multiple sources. There’s more in there than I could ever hope to know or summarise.

The 2017 KTM Duke 390 is now available in Philippines and deliveries will begin in July 2017. KTM Philippines has also introduced a special edition model based on the 2017 KTM Duke 390 in a new livery inspired by the country"s national flag.

Along with the rest of the small capacity Duke and RC range, the KTM Duke 390 is now assembled at KTM’s new manufacturing facility in the Philippines operated with the help of the local partner, Ayala Corporation. The bikes will be exported to the ASEAN region as well as China.

The 2017 KTM Duke 390 is powered by a 373.2 cc single cylinder, fuel injected, DOHC mill coupled to a 6-speed gearbox. The 2017 KTM Duke 390 is equipped with a slipper clutch and produces 43.5 PS of maximum power and 37 Nm of peak torque. The power-to-weight ratio has been pegged at 267 PS/tonne.

The dry weight has increased to 149 kg as the 2017 KTM Duke 390 has gained a new TFT instrumentation console, LED headlamps, ride by wire and a bigger 13.4-litre fuel tank.

The CFMoto 1250 TR-G is finally on the Chinese market, and boy, is it interesting. First off, it’s perhaps the most ambitious collaboration between KTM and its Chinese partners that we’ve seen yet. Second, it’s a pretty massive sport tourer, continuing China’s interest in a category that everyone else has pretty much forgotten.

When Chinese motorcycles started hitting western markets, they came with low-performance engines, crappy fit-and-finish and a general low-tech vibe. The old Lifan GY-5 series is a perfect example; while they were tough enough, their suspension had a horrible design, and the bikes rusted quickly.

The CFMoto 1250 TR-G uses a liquid-cooled 72-degree V-twin engine that’s derived from KTM’s LC8 engine. It reportedly makes 140 horsepower at 8,500 rpm and 88.5 pound-feet of torque at 7,000 rpm. That’s much less jam than the latest-gen LC8, but it’s a massive upgrade from the old knock-offs of Japanese engines. It does follow in the same pattern, though, of tinkering with an established design.

CFMoto loaded this bike with modern electro-tech, though, including a 12.3-inch TFT screen with Bluetooth connectivity, a tire pressure monitoring system, a sound system (equipped with JBL speakers), switchable engine maps, cruise control, cornering ABS, adjustable traction control—you name it. While not as high-spec as the latest Euro machinery, it’s not far behind, and probably on-par or superior to many Japanese-built bikes on the market.

Add it all up, and you’ve got a bike that’s barely a step below BMW’s latest sport tourers, at least on paper. Wild! Almost everyone has abandoned making a serious sport tourer, with the FJR1300 reportedly gone, and nothing else equivalent from Japan or Europe, with the exception of BMW’s RT and RS lines, and KTM’s Super Duke GT.

The KTM RC 390 is one of the most ambitious motorcycles in the Austrian brand’s 2022 lineup and in the small capacity supersport bike scene. It has more “Ready to Race” pedigree than ever, thanks to the many contributions of its 2022 iteration including an updated powerplant.

Because of its new IMU, the KTM RC 390 can help with tilt when we need it most. The updated RC 390 gains lean-sensitive traction control, Bosch 9.1MP cornering ABS with two modes, and a full-color TFT display.

Another highlight of this European race-bred bike is its weight reduction. The new wheels alone saved 7.5 pounds (3.4 kilograms) to make it even more of a real-world racer bike. The new RC390 also features WP Apex upside/down fork with 30-step compression and rebound and a new WP Apex rear shock (adjustable) absorber.

The design of this new RC 390 is entirely new, with a larger body that is also easy to disassemble. This shows the deep sporting spirit of this great little supersports bike. The liquid-cooled engine’s output remains at 44 horsepower, although it boasts a new injection map and larger air filter box for more torque and better throttle response. The engine is mated to a six-speed transmission.

The 2022 KTM RC 390 uses the proven 373 cc liquid-cooled, single-cylinder four-stroke engine to maximum effect. Revised engine mapping, improved torque figures, and smoother, hard-hitting power delivery means this state-of-the-art powerplant churns out unmatched performance.

Thanks to a larger airbox, increased torque, and ultra-slick throttle response, the KTM RC 390 rockets off the line and into pole position. A new Ride-by-Wire system also means it steps onto the podium with more precise engine mapping, traction control, and the added benefit of optional Quickshifter+

Four valves, double-overhead cams and, ultra-hard carbon-coated cam levers mean the cylinder head on the KTM RC 390 produces more power but retains its legendary reliability.

A new, ultra-lightweight frame design saves 3.3 lbs (1.5 kg) over the previous generation, making use of a trellis frame and bolt-on subframe, which also gives the 2022 KTM RC 390 improved high-speed stability and increased rider feel. The result? Faster lap times.

The 2022 KTM RC 390 makes use of a completely new suspension setup, giving it real race-bike credibility with unmatched specifications in the sub-400 cc Superpsports segment.

Boasting a 43 mm WP APEX open cartridge, adjustable upside down front fork with 30 clicks of compression and rebound damping adjustment, the KTM RC 390 not only shares proper sportsbike technology with bigger bikes, but it also handles like them too. New axle clamps and a hollow axle save weight up front too.

The all-new KTM RC 390 seat features an improved profile for seamless, unrestricted rider movement, but also has thicker, ergonomically-shaped foam for better comfort. A grippy, hard-wearing outer material has been added to improve grip in all weather conditions.

Taking its lead from the pinnacle of 2-wheeled racing, the KTM RC 390 echoes the design of the KTM RC16 racer in both styling, ergonomics and Factory Racing-inspired color options.

In June 2021, KTM dropped a bombshell of a motorcycle in the form of the RC 8C. It represented the brand’s comeback to the high-performance supersport segment after it discontinued the 1190 RC8 a few years ago. Until now, the Austrian brand had focused mainly on its enduro, adventure, and street lineups, with the sole supersport model available globally being the beginner-friendly RC 390.

It goes without saying that the KTM RC 8C isn’t for the faint of heart, and by no means is it a budget-friendly supersport. After all, you’re pretty much getting the very best of what KTM has to offer. In Australia, the RC 8C will retail for $56,990 AUD, which translates to around $35,315 USD. Meanwhile, the limited-edition supersport will sell for $61,999 AUD in New Zealand, translating to around $38,419 USD. Online orders for the KTM RC 8C will open starting October 19, 2022.

The KTM RC 8C also has a top-notch factory AIM MXS 1.2 RACE instrument panel and data recorder with a five-inch TFT display, which integrates GPS. Everything that can be shown on the display is totally configurable, including ECU settings, engine statistics, and data from a live lap. Additionally, logged data may be reviewed and analyzed in AIM RaceStudio with no extra charge.

Like any champion racer we search every single corner for gains, for performance and for perfection The 2023 KTM SXs will reshape the market as well as riders’ expectations. We haven’t changed our approach for outright excellence, so that means we’ve changed quite a bit for 2023.

We still have 12 models that scale from electric learner bikes through to two-stroke minicycles (50, 65, 85cc) to larger two-stroke thrillers at 125, 250 and 300cc capacity. The KTM SX-Fs consist of 250, 350 and 450 four-strokes. A potential AMA 450SX winner or MXGP world champion can grow in orange from his or her first metres on the dirt right up until those last few corners as a winner at the very highest level. So, we have the bikes but why jump into the family? Why embrace the KTM DNA? Well, the KTM SXs are the most powerful in each class and have the finest components. They are the most race focused.

Racing enables us to empower you. The 2023 KTM SXs are sleeker, slimmer, more controllable and the most desirable. They our best expression of the ultimate motocross race so we’re ready for when you want to get really serious.

We are market leaders with the use of cutting-edge ideas and technology throughout our motorcycle portfolio and the 2023 KTM SXs are primed. Partnerships with companies such as KEIHIN, PANKL, and Brembo means performance possibilities have expanded. The 2023 KTM SX range will count on two maps (one standard, softer and linear power and another for a more aggressive response), launch control*, traction control*, a roll-over sensor for large crashes, an hourmeter as standard with electronic fuel injection status and a fuel indicator through the Keihin engine management system. Other preparatory steps come through the tool-free adjustments now possible with the latest spec WP Suspension engineering. New 7.2 litre polythene fuel tanks can be filled (feeding into the protected one-piece fuel pump and filter) and a quick spin of the Excel alloy wheel rims is quicker and easier to check thanks to the fresh spoke nipple design. You’re READY TO RACE.

Fired up with the electric starter (on all models) KTM SXs hammer along the straight and into the corners and jumps with aplomb. Our engine packages are more compact, more durable, more serviceable and offer the best power-to-weight ratio across the board.

New cylinder heads translates into performance gains but rearwards rotation of the engines by 2 degrees has given better centralization and a more profound effect for the chassis concept. Brand new 5-speed PANKL Racing Systems transmissions with an additional sensor for the four-strokes mean that up-shifts (from 2nd gear onwards) are slicker thanks to the Quickshifter function. The Quickshifter can be disabled with a switch on the handlebar but a weight-optimised shift shaft in the transmission itself means that the operating force of the change is now less and, therefore, easier. A Brembo hydraulic clutch ensures top-of-the-range dependability whatever the conditions.

With our 2-strokes, less carbs = more muscle. We’ve graced our KTM SXs with a new electronic fuel injection to ensure simplicity, enjoyment and uniqueness. Therefore, the SXs get a new 39mm throttle body with injectors positioned for pinpoint response. A ‘remix to the premix’ counts on a TPS-sensor for better behavior while idle and for the fuel-air mixture (not forgetting the cold start mechanism which is the same as the KTM SX-Fs). The effect is more: more power, more response, more assurance, more ease, more fun.

The demands of competition, fitness and the track set the tone for any moto. It’s in the depths of this hard, physical stage of a race when the connection and feeling with any motorcycle can make the difference and fully harness the excitement and fulfilment. We’ve taken our chassis and frame design principles back to the core and have sought better dynamics, stability and strength. Longitudinal rigidity is a key phrase and with accentuated rider feeling coming through an anti-squat philosophy. This has been achieved by a new frame and mounts, subframe, swingarm, engine repositioning, ergonomics and WP Suspension tech.

The frame is hydro-formed, laser-cut and robot-welded. the wall thickness has been optimised to achieve improved rigidity in specific high stress areas such as the steering head and all new shock mounts. The KTM SX two-strokes have new parallel frame mounts. The design is sportier with sights on extra agility; an example comes through the new inwardly moved footpegs for even greater clearance in ruts and for dropping the bike flat for scrubs. New footpegs are even larger in surface area, even if the die casting means they are lighter than before. Stiffness has been dialed with lighter die cast hollow swingarms (new casting processes allow for even more weight saving) and a new rear axle.

The WP Suspension XACT shock is shorter and lighter. The internal flow of liquids is more flush, reliable and resistant, and the shock’s smaller dimensions lower the chances of pollutants and dirt intrusion. The shape permits higher ground clearance with the linkage and advanced damping means better traction as the bike swallows the bumps with the new geometry setting. Entering corners or landing jumps, any KTM SX can take full profit from WP XACT forks with AER air technology featuring a new hydrostop for more effective performance and more bottoming resistance.

The 2023 KTM SXs are narrower and honed, but we have managed to increase contact area and surfaces to allow even more input into the handling of the bike. The flat orange seat – offering excellent grip and greater control – and the reworked front fender are other identifiable marks. The mud flaps of the fender prevents excessive dirt being flicked up towards the rider and the radiator in particularly wet conditions.

You’ve gone faster and longer than ever, but any Pro racer will tell you that the last two or three laps of any moto are key. This is where the versatility and usability of the new KTM SXs are further fortes. The rate of energy absorption is high thanks to the forgiving chassis and other components such as the fresh CNC milled triple clamps with optimised bar mounts and wider grip surface area. This leads to less handlebar twist. The whole unit is protected by a new number plate design. The subframe is now a finely engineered hybrid thanks to polyamide reinforced aluminum, applying strength into the lower part of the frame and extending flexibility for control and comfort in upper sections. The subframe has been designed with advanced finite element analysis and weighs less than two kilos.

Count on the last centimetres of traction and performance provided by the Dunlop GEOMAX MX33 tires; chosen for the 2023 KTM SX line-up after a careful testing and selection process.

Once across the finish line it will be time to recover, to reset and to think about the next outing. At this point riders will consider mods and this is when accompanying KTM PowerParts and KTM PowerWear will have you covered. Riding gear, protection, extra parts and much more can be found and have been especially crafted for our 2023 KTM SX incarnations.

Welcome to the future. But don’t just take our word for it, watch out for a very special and exclusive video series on KTM digital channels to further breakdown the 2023 KTM SX range.

// New, innovative and highly advanced generation of KTM SX motorcycles with unrivalled feeling and performance across 12 different models and the most complete collection from kids to Pro ass-kickers

MultiViu Sports is not only a new generation of displays for the motorcycle world,” says Patric Zimmermann, “it opens up new opportunities for the motorcycle industry. By having a joint back end and a front end that can be customized to a high degree, automotive display technology can be made available to motorcycles in a cost-efficient manner, even with small production runs.” The MultiViu Sports platform also shortens the time to market for manufacturers. Displays can go into production more quickly.

The developers at Continental have not only designed the platform to permit customization of image content. Suppliers can also integrate external services such as weather information or music streaming in cooperation with manufacturers. An app with an open design connects the rider’s smartphone with the motorcycle via Bluetooth Low Energy, taking customization another step further. Continental has also designed the platform to be ready for future technologies and types of user behavior. For example, forthcoming versions of the MultiViu Sports display will offer touchscreen functionality. A video of the display can be seen on the Continental Automotive YouTube channel.

Chinese manufacturers are making a mark in the global motorcycling scenario with Benelli and CFMoto leading the charge. Both the brands enjoy significant popularity in other markets as well, owing to their business ties with renowned brands like KTM and MV Agusta. CFMoto and KTM enjoy a rather happy relationship where the former retails the latter’s motorcycles in China and enjoys shared technology in return. CFMoto has been busy coming up with an ADV-tourer based on the KTM 790 Adventure and the same has now been unveiled officially.

Like we mentioned earlier, the 800MT is derived from the KTM 790 Adventure and in the same wake, borrows its engine as well. The 799 cc LC8 parallel-twin engine makes just about 95 bhp of power, and a healthy 78 Nm of peak torque. The numbers are quite similar too and due to the KTM-derived mill, fly-by-wire throttle, engine maps, and cruise control come along for the ride. It gets Bosch’s cornering ABS and traction control along with a suite of electronics including a 7-inch IPS display, keyless start, heated grips and heated seat, built-in navigation, and even an automatic headlight dipping system.

There are some key differences in cycle parts though. While the KTM 790 Adventure uses suspension from WP, the CFMoto 800MT makes do with KYB. On the other hand, braking department is taken care of a Spanish brand named J. Juan. Suited for on-road touring instead of dirt road blasting, the 800MT features a top-mounted gas tank, unlike the KTM’s low-slung fuel cells. CFMoto also opts for a traditional adventure bike two-up seat in lieu of the 790 Adventure’s enduro-inspired unit.

CFMoto offers two 800MT configurations to cater to a wide array of customers. Both variants feature a 19-inch front wheel and a 17-inch rear. The standard trim features cast aluminium rims while the slightly dirt-focussed variant gets spoked wheels, dual-sport tyres, and a standard engine bash plate. The CFMoto 800MT however is a lot heavier than the KTM 790 Adventure it’s based on. The 800MT comes with a kerb weight of 231 kg.

While CFMoto is planning to expand its portfolio in India and will launch the 650NK soon, it won’t be wise to expect 800MT to arrive soon here since we don’t even have the KTM 790 Adventure to start with.

The CFMoto CF1250 is the most powerful motorcycle to be ever made by a Chinese bike manufacturer. It is the result of the partnership between KTM and CFMoto. For the ones unaware of the previous developments, CFMoto manufactures bikes for KTM in China. Models such as 200 Duke and 390 Duke currently roll-out of its Chinese factory, while the KTM 790 Duke and 790 Adventure has been slated for future production.

The CF1250 is based on the KTM LC8 V-twin motor taken from the 1290 SuperDuke. CFMoto has reworked the engine with new casings and the end result is a 1279cc V-twin which is known to churn out 140 PS of maximum power at 8,500 rpm and 120 Nm of peak torque at 7,000 rpm.

The bike features a 12.3-inch colour TFT LCD instrument cluster which is huge even for car standards. The screen is capable of displaying a plethora of information in a simple and uncluttered format. It boasts mobile phone integration for caller ID, navigation, and more.

Over the past year, anticipation over the KTM 790 Duke’s India arrival grew to a fever pitch, but the launch announcement of its introductory 8.64 lakh price tag (ex-showroom) certainly put a dampener on the proceedings. After all, we simply expect KTM to offer exceptional pricing in our market. Nevertheless, this is a KTM, so game-changing price or not, the 790 Duke is bound to be one intense ride. Question is, will it be special enough to justify the price?

There’s reason to believe that it will the moment you take a look at it, because the 790 Duke looks incredibly purposeful in its presence and stance. KTM wants this bike to be the lightest, most precise tool in the box; and the design reflects this through its completely minimal clothing. Whatever body panels the bike does wear look lethal sharp and things like the tall fuel tank, edgy extensions, upswept exhaust and chunky swingarm add heaps of character. At the same time, the rear looks quite bland and I wish the 390-style LED headlight and mirrors had their own identity. Still, the overall effect carries the trademark KTM-style aggression and quality levels are quite good as well, especially in areas like the TFT display and the adjustable brake levers, both different from the 390 Duke.

Sharp theme aside, the standout factor is that this motorcycle is really quite compact, and you feel that the moment you sit on it. The effect is so strong that if, for some reason, you find yourself blindfolded, it’d be a little hard to tell whether you’re sitting on a 390 or a 790. At the same time, I find that the riding position is quite spacious and while the ergonomics are reasonably sporty, neither the foot pegs nor the handlebar are extreme in their positioning. The 825mm seat height may put some off, but the slim form factor makes it a little easier to get the feet down.

It isn’t easy to get an 800cc motorcycle to feel this svelte around the waist, and KTM has made a couple of very interesting decisions to achieve this – starting with the frame. The 790 doesn’t use a trellis frame, which is something you’ll see on almost every road-going KTM and even their MotoGP bike. The frame is still built out of tubular steel, but it"s a smaller, seemingly simpler unit with two spars on top and it uses the engine as a stressed member. The result is a main frame that weighs just 8.8kg, while the smart-looking aluminium subframe is just 1.7kg per side.

The 790 also stands out, being the first-ever KTM to use a parallel-twin motor – another decision taken for size and packaging advantages, as well as price advantages over V-twin motors. Parallel twins also have the advantage of being cheaper to both produce and maintain. This 8-valve DOHC motor displaces 799cc and runs a high compression ratio of 12.7:1 which helps it put out 105hp and 87Nm of torque. The bike"s power figure is the lowest in its segment, but the torque figure is almost class-leading and that’s what defines the riding experience.

When it comes to character, KTM has gone down the increasingly popular path of using an uneven firing order to give the engine a more textured sound and feel that is quite reminiscent of its V-twins. The result is a loud, angry and quite likeable beat from the exhaust. The motor is much smoother than the sound would have you believe, and vibration levels are very well-controlled, thanks to the use of two balancer shafts. From some brief slow-speed riding in the pit lane, it also seems quite content to ride quite smoothly at low revs, especially in Rain mode. There are four riding modes in total, and Rain offers a 2 percent drop in power with very mellow responses, while Street Sport and Track offer increasing levels of throttle aggression as you go up.

The WP suspension offers only pre-load adjustment for the rear shock – which is a bit disappointing, but the set-up is very nicely balanced. The bike feels confident and well-damped, but neither end comes across as too stiff. It should be decently pliant on the street, but on track, the 790 is such an enjoyable toy. None of its rivals feel this effortless, and I can’t remember the last time I got my knee down so easily on a motorcycle. At the same time, it doesn’t quite pack superbike levels of suspension, brake and tyre sophistication, as something like the Triumph Street Triple RS would – we’ll have to wait for a 790 Duke R for that.

The next trick would be the electronics package and you simply won’t find a more comprehensive or sophisticated set of assists on any motorcycle at this price. The first three riding modes are preset, but Track mode allows you plenty of customisation. Within the mode, you can tweak the throttle response (I found "Track" too sharp, but "Sport" worked nicely) and disengage the wheelie control, making first-gear power wheelies a regular affair. There’s even a launch control system, although this becomes active only after the bike crosses the first 1,000km, so we couldn’t try that out on the fresh machines we had to ride. What I liked most is that you can shift between 9 levels of traction control in track mode using just the up/down arrow buttons on the handlebar, even when on the move. There’s also a bi-directional quickshifter which works quite well and the 790 also uses an IMU, so the traction control system is corner-sensitive, as is the ABS. If you like, the rear ABS can be deactivated, but the entire system can’t be turned off.

For now, the 790 has exceeded my expectations. This is a KTM, so it’s easy to expect an action-packed ride, but the overall package appears to appeal well beyond the scope of just performance. As for the price – yes, it certainly isn’t as affordable as we hoped, but over the past seven years, KTM has taught us to expect thrilling performance at an unbelievable price. Unfortunately, the 790 comes to India as a CKD, with minimal localisation restricted to things like the engine and saree guards.

If you look at international pricing though, the 790 is positioned above its four-cylinder Japanese rivals and below the Euro competition from Triumph and Ducati, which is the case in our market as well. If anything – it highlights that the Street Triple range is far too expensive in India. In that sense, the price can be reasoned and while this KTM doesn’t offer irresistible pricing, it does a superb job of making you fall in love with the riding experience.