Miguel Oliveira will continue to ride for KTM in the 2020 MotoGP season.
He has so far impressed everyone this season.
He is currently in front of a number of more experienced men in the standings.
KTM secures Miguel Oliveira through the 2020 MotoGP season.
The Portuguese rookies has so far impressed everyone in the 2019 season, including veteran riders on the KTM RC16 MotoGP bike. He will continue to ride for the Red Bull KTM Tech3 team next year.
He was riding further up the field in the season opener at Qatar but dropped down to 17that the finish after destroying his tyres. But he learned quickly and fought hard for 9thwith Aleix Espargaro on the Aprilia and Pol Espargaro on the factory KTM, before settling for 11th. In Austin, Oliveira finished 14thbehind Johann Zarco on the factory KTM.
Oliveira came oh-so-close to winning the 2018 Moto2 championship, by winning 3 races and standing on the podium a total of 12 times. He would eventually end the season with just 9 points behind Francesco Bagnaia.
His results had him promoted to MotoGP right away, albeit to the Tech3 satellite team. But it didn’t matter, since both Red Bull KTM Factory Racing and Red Bull KTM Tech 3 Racing teams share the same factory-spec KTM RC16.
Oliveira is now 16thin the standings, ahead of Jorge Lorenzo, Andrea Ianone, Johann Zarco, Tito Rabat and teammate Hafizh Syahrin.
The KTM 390 Adventure test bike was spotted undergoing road tests in India again.
It’s apparent from the spy pictures that the bike’s styling follows the 790 Adventure’s.
There is also a TFT display like the 390 Duke’s.
The KTM 390 Adventure test bike was spotted undergoing road tests in India again.
The Austrian off-road and adventure juggernaut have filled the midrange and open-class categories, so it is ironic that they do not have one in the lightweight segment. Virtually every rival manufacturer has one.
It is thus of no surprise to see a 390 Adventure. The factory has not provided more details of the “new” bike. However, we could see from the pictures that the test mule uses upside-down forks.
The headlamp cluster’s styling also takes after the new KTM 790 Adventure, as do the seats and sidepanels covering the sub-frame beneath. The panels flaking the radiator looks similar to the manufacturer’s EX/C and Enduro lineup.
Photo credit news18.com
Apart from those, the fuel tank is in the traditional position as opposed to the 790 Adventure’s low-slung unit. We cannot judge the seat’s height from the photos, though. Also, we’d like to point out that the exhaust is mounted too low if this new bike is off-road capable. A revised version is in the works, perhaps? Or are there two versions: One more road-oriented “S” model and another off-road biased “R” model?
It’s apparent in the second picture that the bike has a TFT display identical to the 390 Duke’s. Will it feature the Rally mode first seen in the 790 Adventure?
Johann Zarco said he was exhausted from fighting his bike in the Argentina MotoGP.
He couldn’t ride the KTM RC16 the way he wanted to.
He finished 15th and Hafizh Syahrin in 16th in the race.
While we published Hafizh Syahrin’s struggle with the KTM RC16 MotoGP bike, we wondered what his ex-Yamaha Tech 3 teammate Johann Zarco went through.
The two-time Moto2 champion finished 15th in Qatar and obtained the same result in Argentina. Even then, his final placing at Argentina was after Morbidelli took himself and Vinalez out of the race. By the end, Hafizh Syahrin was able to latch on Zarco’s back wheel and finished one spot behind.
On the other hand, long-time KTM MotoGP rider Pol Espargaro and new Red Bull KTM Tech 3 signing Miguel Oliveira took off to fight it out for 10th and 11th.
Zarco had been quite prior to this, but he recently shared his thoughts in an interview with Motorsports.com.
First, he was held up by Jorge Lorenzo who mistakenly his the pitlane speed limiter on the Repsol Honda. Zarco was in 21st place into Turn One. But his race also deteriorated as it went on.
“I almost struggle all the way, from the start. With Lorenzo I don’t know what happened and I had to brake a lot behind him, I was second to last,” he recalled.
“Beginning of the race, the first eight laps I was feeling quite good but not able to overtake my opponents because I cannot control well the bike at the moment.”
“Then more and more I was going in the race it was coming harder and harder to ride the bike. I spent a lot of energy.”
“Difficult to leave this kind of races when everything I would like to do, I can’t. This makes me fight with the bike, and then I am exhausted.”
At that point, the bike started to slide, difficult to brake and turn into corners. Zarco rides the traditional long-arc style, in other words, early braking to carry more mid-corner speed and smooth transitions. Hafizh Syahrin rides in this method, as well.
Photo credit Fox Sports Asia
Is this the key to why both these ex-Yamaha riders are suffering?
However, he is adamant in keeping his riding style, as he believes that it allows KTM to improve. Staying on one style means you don’t have too many variables to work with, making it easier to concentrate on which areas that need improving.
The Austrian factory would surely (and sorely) be missing inputs from test riders Dani Pedrosa and Mika Kalio by now. Both are unfortunately recuperating from their injuries.
The KTM RC16 uses a steel trellis frame and WP suspension.
Which is a departure from the MotoGP norm of aluminium spars and Öhlins.
When asked if they will make a switch, KTM motorsport boss said no.
Much has been said about KTM and their performance (or lack of) in MotoGP. Most pointed to their use of the steel trellis frame and WP suspension on the RC16, instead of the perennial aluminium spars and Öhlins suspension.
It may seem that the Austrian giant is going nowhere to the casual observer, but truth is, the RC16 is undergoing development at a breakneck pace.
It started out with a “screamer” engine (all cylinders firing in equally spaced sequence) in 2017. But by 2018, it was revised to the “big bang” configuration (all cylinders fired quickly in a short space), together with a counter-rotating crankshaft.
KTM motorsport manager, Pit Beirer told Simon Crafar of MotoGP.com that they’ve come far within the last two years. In fact, the RC16 put in Marc Marquez’s 2017 lap times at a number of tracks last year.
The whole MotoGP class is developing like crazy, every makes steps forward. But if you told me five years ago KTM would make a machine on year after Marquez almost at the same speed, I wouldn’t believe. But we did it.”
When asked if they will stop using the steel trellis frame and WP suspension, “That’s not an option,” said Beirer.
“It’s brought us success in every single discipline, so we will stick to this because we have the widest knowledge around this material we are using.”
Indeed, the frame/WP combination has allowed KTM to be competitive, succeed, even dominate racing series from enduro to Moto2.
A prototype KTM 1290 Super Adventure was spied undergoing road tests.
It appears to carry the fuel low and forward like the 790 Adventure.
Carrying the fuel low and forward results in lower centre of gravity.
A prototype KTM 1290 Super Adventure was spied undergoing road tests over the weekend. According to Australian Motorcycle News, the mule was being tested alongside the new BMW R 1250 GS.
The first we spotted in the pictures were the large bulges down below, ahead of the rider’s shins. They indicated the Austrian manufacturer’s recent initiative in moving the bulk of the bike’s fuel to a more forward and low position. The idea was first implemented in the 790 Adventure and 790 Adventure R that we tested in Morocco, recently.
Moving the mass forward and low gives the bike a lower centre of gravity, consequently promoting stability and easy handling. It’s perhaps one of the most important revisions to the 1290 Super Adventure because of its tall height due to the 75o V-Twin engine.
Additionally, the radiators are split into two units, with the front cylinder head poking through. That could mean that KTM has shortened the fuel tank on top hence the frame, since the fuel’s moved to another location. Doing this allows the rider to move his weight further in front for an easier reach to the handlebars, but more importantly, better balance when standing up when riding off-road. Again, this design concept made was applied to the 790 Adventure.
Also apparent were the sidepanels enclosing the subframe beneath the rider. KTM used to leave this section exposed but has again taken the cue from the 790 Adventure to cover them up. Doing so adds storage space inside those panels. The 790 Adventure’s tool kit is carried in the left side.
Although unspecified and unseen in the photos, the new 1301cc LC8 engine will probably boast a power boost, too.
Kawasaki Amerika Syarikat telah memanggil semula 497 unit model Z900 ABS 2019, Z900 RS ABS dan Z900 RS Cafe ABS di negara itu ekoran mendapati unit hidraulik ABS ketiga-tiga model tersebut telah tercemar dengan habuk ketika proses pemasangan.
Unit hidraulik ABS yang tercemar mampu menyebabkan tayar depan dan belakang terkunci ketika membrek semasa menunggang sekaligu boleh menyebabkan kemalangan terutamanya ketika menunggang dengan laju.
Kawasaki telah pun memaklumkan kepada pemilik mengenai perkara ini dan menawarkan proses penukaran secara percuma.
Dalam perkembangan lain, KTM turut memanggil semula 1,588 unit KTM 1290 Super Adveture 2015 dan 2016 yang dijual di Amerika Syarikat susulan masalah kebocoran minyak berpunca daripada penutup tangki.
Sekiranya ada kebocoran, terdapat risiko untuk berlakunya sebarang insiden tidak diingi terutamanya jika minyak terkena komponen elektrik.
KTM turut menawarkan penukaran penutup tangki secara percuma kepada semua pemilik.
We tested the KTM 790 Adventure and KTM 790 Adventure R in Morocco.
KTM calls both bikes are the most offroad capable dual-sport bikes.
We tested the bikes on the road and in the desert.
Thanks to KTM Malaysian and KTM AG, we flew into the North African nation of Morocco for the KTM 790 Adventure and KTM 790 Adventure R International Media Launch.
The base of operations was set in the oasis town of Erfoud (known locally as “Arfoud”), near the Algerian border.
Introduction to the KTM 790 Adventure platform
The 790 Adventure family is touted as the “most-capable adventure bike in the market.” KTM are confident that it will revolutionize the adventure/dual-sport category, by moving away from the “traditional template” of dual-purpose motorcycles.
In developing the bikes, KTM says that they have been listening to customers from the casual offroad rider to the pro such as Chris Birch.
Their mission resulted in two distinctly different models based on one platform. The 790 Adventure (which is normally called the “S” model) is more road-biased, while the 790 Adventure R is more off-road biased.
Although they resemble the 690 Enduro R, they are actually based on the EX/C concept of compactness and lightness.
First and foremost, both bikes share:
799cc, parallel-Twin, LC8c engine, with camshafts and ECU tuning for more low-down and midrange torque. It produces 94 bhp at 8,000 RPM and 88 Nm of torque at 6,600 RPM.
Chrome-moly trellis frame.
21-inch front and 18-inch rear wire-spoke wheels. Tyres are Avon Trailriders on the Adventure and Metzeler Karoo 3 on the Adventure R.
Low-slung 20-liter fuel tank.
Twin-disc front brakes gripped by four-pot calipers.
Engine bash plate.
TFT screen.
Bodywork made of a special coloured polymer which resists scuffing.
A fairing designed to channel wind and engine heat away from the rider.
We’ve covered some of the features and technical stuff in other articles prior to this (please click here). But what we’ve not are the electronics.
Both bikes use IMU-based traction control and cornering ABS, in addition to Motor Slip Regulation which works in conjunction with the slipper clutch. There is also Offroad ABS for both models.
The 790 Adventure has three standard ride modes: Street, Rain and Offroad. The 790 Adventure R, on the other hand, has an additional ride mode: Street, Rain, Offroad and Rally.
The Rally Mode has a new implementation. Instead of being based on a certain preset “strategy,” it’s fully configurable to the riders needs and riding conditions.
For example, after switching to Rally Mode, you can choose the level of throttle response to either Street (smoother) or Offroad (more aggressive). After that, you can switch the level of traction control intervention from 1 (almost totally off) to 9 (most assistance). The TC level can be altered on-the-go via the up and down buttons on the signature left-hand switch block.
Rally Mode can be added as an option to the base model. Other electronic options for both bikes are Quickshifter+ which works for up and downshifts, Cruise Control and MyRide
Riding Impressions: 790 Adventure
Let’s get on with riding rather than being stuck in too long of an introduction.
We first rode the Adventure since it’s the base model.
Our session was later in the afternoon, so the weather was much cooler. But that also meant that the wind had grown stronger.
Climbing on, the first thing I felt was the similarity to a KTM EX/C-F enduro. The top of the fuel tank was just above my belly button, rather than below the rib cage. There are two reasons for doing so:
The small tank top allows the rider to push his weight to the front to put more weight on the front tyre, similar to an enduro bike.
More stability especially in low speeds since the weight of the fuel in carried down low.
Although stated as 850mm in the lower position, the seat height allowed me to plant one foot solidly on the ground, while the other rested comfortably on the footpeg.
The engine pulled quickly through the gears while the quickshifter kept the revs up. The sweetest changes were from 3rd-4th-5th. The gears popped in immediately without much of a stutter. Despite the strong winds and slipper road covered in fine sand, we managed to clock nearly 160 km/h in a number of sections.
Still, the bike exhibited very light handling traits, being able to change directions quickly as we rode up the side of a lush valley. The single-lane road was twisty and inviting but the wind played havoc with my steering inputs. A few times the bike plopped over unexpectedly, causing the rear wheel to slip a little.
Besides that, the low fuel tank meant that my body was positioned further to the front of the bike. The handlebar felt a bit twitchy at times, like it would on an EX/C. I got a bit confused.
Was it me steering too hard?
We managed to ride the bike a short distance offroad to a vantage point, and it felt well-balance. I just kept it in Street Mode, but the bike didn’t feel like it was going to dump me onto the trail. Many of these riders have ridden in these types of conditions, which are totally different from ours in Malaysia.
When we stopped a Moroccan village to shoot street photos of the KTM 790 Adventure, youngsters came out to greet us and take photos with the bikes. In another village, even younger boys cheered as we rode by. They even encouraged us to pull wheelies by lifting on imaginary handlebars.
The wind died down on our way back to the hotel. Now the bike felt different. Still eager to turn with every steering input but wasn’t too skittish as before.
Riding Impressions: 790 Adventure R
The organizers decided that we should leave much earlier in the morning to avoid the strong winds. We dragged our ragged bodies out of bed at 5.00am to freshen up and breakfast before heading out at 7am. My group was led by KTM Rally Team boss and ex-Dakar Rally winner Jordi Viladoms!
Anyways, the first impression on the “R” felt good due to the narrow body and handlebar set at just the right height and width. But I still had the same problem with all KTMs: Reaching the kickstand with the left foot. Maybe the Powerparts kickstand has a tang higher up the shaft…
However, the R felt so much better when we headed out. The suspension gave the bike a much tauter feel despite the chunky offroad tyres. The R is equipped with fully-adjustable WP XPLOR split function forks and fully-adjustable XPLOR rear shock. Together, they 240 mm of travel, compared to the 200mm on the standard bike.
We soon hit the first trail, a hardpacked section. We continued riding in Street Mode until we stopped to switch to Rally Mode and select our preferred throttle response and TC level.
We cut into another trail with more soft sand. It was here that the low tank that confused me yesterday started to make sense. Standing up, my knees were well forward, so turns in the dirt were taken with confidence. I’ve always had problems with U-turning a bike, but it was easy on the R, as the weight is down low.
I’ve only ridden in sand once before in South Africa 5 years ago, compared to riding offroad in the mud and gravel we have at home. The sand grabbed at the front wheel as soon as I slowed down, throwing it left and right. But as soon as the power came on, the bike straightened itself out quickly and smartly. Unfortunately, as I said earlier, my body was so stiff from riding the computer desk.
We rode into the edges of the Sahara Desert. The flat, open country side turned into the sort of dunes we saw in movies like “The Mummy.” (I didn’t know the movie was filmed here at this point. More on this later.)
“Ok, so now we ride up those dunes for the pictures and videos,” said Senor Vilaroms. He switched off the MSR and MTC then said, “Ok, go!” Gulp.
On my first go, I rode up the side and gave the bike throttle. The bike cut smartly through the sand.
On the return run, the film crew was right in front. I was scared of hitting them so I slowed and leaned the bike left (instead of pushing it down). The sand grabbed the front wheel and I gave it as much power as I could without shooting straight into the photographer. The bike straightened up, but I was too close to them, so I tapped the front brake. The dune swallowed my left foot and we went down… in front of a whole row of other riders. I wondered if they were laughing or feeling sorry for me in their helmets.
The helpful KTM crew including Adriaan SInke, Senior Product Manager – Midrange came over to speak to me. They gave me the option of covering the course by road to the next stage before turning into a gravel and sand trial. Leading me will be Luke Brackenbury, the Press PR Street Manager. We could switch between the base model and R on the way if I’d like to.
Luke asked, “Do you wanna go to the prison?” Eh? But I just agreed. (I had just uploaded pictures to Instagram saying, “Welcome to Tatooine” and now have a guy named Luke leading me.)
The 34 km/h side winds whipped up dust devils across the road but we rode through them. As soon as we come through the other side, Luke pulled a huge wheelie.
I got on the base model for the rest of the way and discovered that it was just as capable in the rough, even on the 50/50 road/offroad tyres. As my confidence level rose, the offroad lessons taught by Rob Armstrong, Oh Kah Beng and Chris Birch started to return. Now, I grabbed handfuls of throttle over deep sand and jump over rises. The 790 Adventure is made for this kind of fun! I even slowed to spin the rear wheel to fishtail it. BWAHAHA! Take that!
We made our way through the countryside which resembled NASA’s pictures from Mars. Indeed, NASA carries out lots of Mars research in this area. There were a number of movies shot around here, too.
Luke and I reached the “Prison.” It’s actually Gara de Medouar or “Portugese Prison.” I looked like the crater of an extinct volcano but it’s actually a rock formation from the prehistoric Cambrian/Devonian era. It’s called the “Prison” because it used to house African slaves to be sold to Portugal.
In recent times, it’s the film location for movies such as “The Mummy,” “The Mummy Returns,” “Prince of Persia: The Sands of Time,” “James Bond: Spectre,” and “The Secret of the Sahara.” WHOA! I was at Hamunaptra!
The trails leading to this location is listed in dangerousroads.org as being er… dangerous. But the 790 Adventure (standard) and 790 Adventure R shrugged it off like another Sunday ride.
We shot a few more photos and headed back to the hotel. A few riders from another group joined us to head back earlier, hoping to catch the Qatar MotoGP at the hotel. The wind had truly picked up at this point and the bikes in front were leaning sideways while travelling straight. We made it back to the hotel in one piece.
Conclusion
There two things which I felt could’ve been better. One was the standard seat on the base model which was a little stiff but there’s always the Powerparts gel seat. Two, KTM had welded a tang on the R’s kickstand but it was low down. Other dual-sport bikes have stands with the tangs higher up. But again, these are just personal gripes.
Both KTM 790 Adventures are truly offroad capable as the manufacturer advertised. They may lack the sport-touring feel of “traditional” dual-sport bikes but if your trip includes tougher offroading than just a couple of jungle trails then you can consider the base model. On the other hand, serious offroad riders plus Gabit, Bee Wong, Alex Wong, Charles Loo, et al ought to do well on the Adventure R in Rimba Raid.
Pictures by: Marco Campelli, Sebas Romero and Wahid Ooi Abdullah
