KTM has introduced the latest edition of their acclaimed supermoto, the 2024 KTM 450 SMR. While retaining its exceptional performance capabilities, the 2024 version stands out with an eye-catching updated graphics kit.

In line with the strategic direction of the Pierer Mobility Group’s powersport ranges for 2024, the focus of the new KTM 450 SMR lies primarily on visual enhancements, while technical changes remain limited. 

This approach aligns with the recent releases by both KTM and Husqvarna, which saw their motocross ranges for 2024 receive similar treatment, along with the launch of the 2024 FS 450 supermoto from Husqvarna.

The 2024 KTM 450 SMR showcases a stunning new paint scheme featuring a combination of orange, black, white, and purple colors. This striking design aims to pay homage to KTM’s rich heritage while representing the brand’s commitment to innovation and modernity. 

Beneath the captivating visuals, the bike benefits from a few technical updates to enhance its performance.

The SOHC 450cc engine, maintaining its 27-kilogram mass, has been repositioned within the frame to achieve better mass centralization. This adjustment results in improved balance and maneuverability. 

With a maximum output of 63 horsepower, the motor remains a powerhouse, offering riders thrilling performance on a variety of terrains. Furthermore, the engine is equipped with two engine maps, allowing riders to fine-tune its characteristics according to their preferences and riding conditions.

The braking system of the 2024 KTM 450 SMR is provided by Brembo, renowned for their high-quality components. The bike features four-piston calipers gripping 310mm and 220mm front and rear discs respectively, ensuring reliable and precise stopping power. 

Additionally, the bike is equipped with a top-of-the-line XACT fork and shock from WP, renowned for their superior suspension systems, enhancing the bike’s handling and stability.

To deliver exceptional grip and control, the KTM 450 SMR is fitted with Metzeler’s SM K1 Supermoto tires. The 16.5-inch front and 17-inch rear wheels ensure optimal traction and agility, allowing riders to confidently tackle corners and diverse riding conditions.

The iconic Husqvarna FS 450 gets minor update for 2024 following an extensive upgrade from the previous year. 

  • the 2024 Husqvarna FS 450 gets new seat cover and graphics. 
  • the powerful supermoto continue to offer 63hp from its high compression powertrain.

According to the Swedish firm, the 2024 FS 450 gets a new high-grip seat cover and striking graphics featuring gray, yellow, and white colors.

Powering the FS 450 is a 450cc single overhead cam, single-cylinder engine with a five-speed gearbox that pumps out 63hp thanks to a higher compression ratio of 13.1:1. The engine is designed to provide exceptional performance while maintaining a lightweight structure, tipping the scales at just 27kg.

The bike is fitted with a 48mm WP XACT front fork and a WP XACT rear shock that features a CFD-optimized main piston and tool-free adjustment. The suspension system provides front and rear suspension travel of 285mm and 266mm, respectively, and a ground clearance of 281mm. 

Additionally, the FS 450 is equipped with Brembo brakes, a pair of black Alpina spoked wheels with Metzeler Racetec SM rubber, and a polyamide-reinforced, two-piece aluminum subframe.

Riders can enjoy an easy-to-use map select switch located on the handlebar, which can activate launch control, traction control, the quickshifter, and switch between two different engine maps as needed. The fuel tank holds 7.2L and is positioned to ensure more time in the saddle per tank.

Husqvarna Motorcycles has not yet announced pricing and availability for the 2024 FS 450, which will vary by country. Nevertheless, we’re looking forward to it’s arrival. 

KTM is back with its iconic Supermoto-tourer, the KTM 890 SMT, and it’s better than ever before.

  • This purposeful model sits between the KTM Adventure and KTM Street product ranges and features several components that elevate its performance.
  • With a re-tuned KTM 890 LC8c platform, the KTM 890 SMT is developed to hit the top of the Supermoto touring segment for power/torque-to-weight ratio.

Former AMA Superbike and Supermoto racer, Chris Fillmore, took the KTM 890 SMT along a Sardinian mountain climb to display its potential and limits. With a super-torquey 889cc LC8c parallel twin engine, the KTM 890 SMT has 105 hp at 8,000 rpm, providing stability and reassurance through corners.

The KTM 890 SMT is just as happy pushed through low revs as it is pinned in higher gears, making it versatile for any rider.

As we mentioned in a previous article, the KTM 890 SMT has a redesigned slim tank which slides the rider even further into the bike with a wide and comfy contact patch.

The bike’s aerodynamic optimized smoked windshield is placed just above the double fender concept with a low splash guard on the fork legs. The CroMo steel frame with tighter geometry provides fierce stability, while the WP APEX suspension, fully adjustable and complemented by 17″ wheels, provides an agile, flighty, and responsive ride.

The motorcycle has several standard ride modes and can be molded further with optional track settings that permit the rider to toggle different amounts of throttle modes and traction control through ten levels.

The Cornering Motorcycle Traction Control (MTC) is an important safety feature sensitive to the bike’s pitch and behavior at lean. The bike has a state of the art 5″ TFT dashboard that is scratch and glare resistant, fully customizable, and an easy-to-use infographic menu system for setup preferences.

With potent brakes that employ Cornering ABS and Supermoto ABS, the KTM 890 SMT has an excellent safety profile. The bike can also be customized with heated grips and the chance to add Motor Slip Regulation (MSR) to the software package, ideal for better control in low grip situations and for fast downshifts.

Also, the QUICKSHIFTER+ and Cruise Control are optional and ready to go with a simple activation process, and good connectivity with the bike means full access to navigation possibilities.

KTM has officially confirmed that the brand’s supermoto touring capable motorcycle, the SMT is making a return as the KTM 890 SMT. 

  • KTM 890 SMT set to make global debut in April. 
  • The 890 SMT will feature the same 890cc parallel-twin engine as the one found in the 890 Adventure. 

The Austrian motorcycle company also revealed that the 890 SMT – which was caught undergoing testing in Europe recently – will be officially revealed on 24th April 2023. 

Looking at the spy shots published by Cycle World, the soon-to-be-launch 890 SMT sports a slightly slimmer bodywork than its cousin the 890 Adventure. 

*KTM 890 Adventure

Unlike the adventure variant, the SMT also features a sportier fuel tank. 

In terms of performance, it is likely that the 890 SMT will offer the same power figure as the 890 Adventure. That should mean around 100hp and 95Nm. 

That said, the 890 SMT fits right in the likes of Yamaha Tracer 9 GT (117hp) and Ducati Multistrada V2 (113hp). 

MForce Bike Holdings, yang merupakan pengedar tunggal jenama WMoto di Malaysia telah pun merasmikan pelancaran WMoto SX2 300 untuk pasaran tempatan.

Ditawarkan pada harga RM18,888, motosikal jenis ‘motocross’ itu sebelum ini telah pun menjadi pilihan Tentera Darat Malaysia (TDM) sebagai aset Ops Benteng, tahun lalu.

Menurut info, WMoto SX2 300 dikuasakan enjin satu silinder 292.4cc 4-stroke dengan penyejukan cecair dan suntikan bahan api serta dipadankan bersama transmisi 6-kelajuan.

Sesuai untuk kegunaan harian dan aktiviti lasak, WMoto SX2 300 ini juga dilengkapi dengan tangki 11L, serta tayar bersaiz 19-inci depan dan 17-inci belakang.

Seperti motosikal lain dalam kelasnya, SX2 300 dilengkapi dengan fork depan jenis USD, tayar ‘dual-purpose’, tempat duduk gaya supermoto, handguard, beak depan yang panjang serta paparan skrin digital LCD.

Menariknya, model ini juga telah disertakan dengan port pengecas USB dan ciri keselamatan terkini termasuk ABS.

Menurut MForce, setiap pembelian WMoto SX2 300 didatangkan dengan waranti dua tahun atau 20,000km (mana yang sampai dulu).

GasGas brand introduces new ES 700 dual sport and SM 700 supermoto, marking its first foray into on-road bikes.


Axiis merupakan syarikat berpangkalan di Portugal yang pakar dengan mesin CNC.

Meskipun kurang dikenali namun Axiis sudah berada dalam pasaran agak lama dan bertanggungjawab menghasilkan komponen CNC khas bagi jentera perlumbaan terutamanya supermoto.

Bagaimanapun, memasuki tahun 2022, Axiis julung kalinya memperkenalkan motosikal sulung, dinamakan Liion.

Menggunakan pengalaman dalam arena supermoto, Axiis Liion merupakan motosikal jenis supermoto yang digerakan enjin elektrik.

Selain dibangunkan dengan komponen CNC dan gentian karbon, Axiis Liion ini juga didatangkan dengan bateri 12kWh.

Menurut Axiis, Liion menawarkan 134hp dan 720Nm serta mampu merekodkan kelajuan maksima hingga 200km/j.

Kombinasi komponen CNC dan gentian karbon termasuk penggunaan swingarm aluminium jenis ‘single-sided’ juga menyaksikan Axiis Liion ini hanyalah seberat 134 kilogram.

Bagaimanapun, buat masa ini supermoto elektrik ini masih lagi dalam peringkat akhir pembangunan dan belum lagi bersedia untuk ujian litar mahupun jalan raya. Namun, Axiis menjangkakan Liion akan memasuki pasaran sekitar awal 2023.

Like us, you’ve probably never heard of Axiis before, but the Portuguese-based company is a CNC machining specialist.

However, Axiis might have just made itself known, as the company has created an all-new electric monstrosity called the Liion.

Looking at the photos, the Axiis Liion is an electric supermoto built with a combination of CNC parts and carbon fibre.

Matching the bespoke design is a 12kWh battery that pumps 134hp and 720Nm of torque! The company claimed that it could hit a max speed of 200km/h.

Thanks to the aluminium bilateral beam frame and aluminium single-sided swingarm and specially built CNC parts, the Liion only weighs 134 kilograms!

Why build a supermoto to put that kind of power in the first place? Well, that’s because the company was founded by three friends who shared a passion for two-wheeled competition, mainly creating CNC parts for supermotos.

However, according to Axiis, the Liionn is still in the late stage of development and is yet to be ready for the road or track just yet.

GasGas is set to unleash the company’s first street-legal motorcycle in the form of an all-new ES 700 Enduro and SM 700 Supermoto.

The news broke after KTM submitted the vehicle identification number (VIN) decoder information in the United States.

The VIN decoder number revealed that the ES 700 and the SM 700 were explicitly marked as street-legal units.

According to reports, the upcoming ES 700 motorcycle will share similarities with the KTM 690 Enduro R and Husqvarna 701 Enduro, while the SM 700 will adopt the same specifications to the KTM 690 SMC R and Husqvarna 701 Supermoto.

Since GasGas is part of the Pierer Mobility family (since 2019), it’s not surprising that there is a cross-sharing technology among the rest of the family.

However, although all three brands share common platforms, the upcoming ES 700 and SM 700 will feature different components.

Although the VIN information did not reveal much, uncovered a Ukrainian-based dealership that already listed the two bikes on the company website.

According to the price list, the GasGas SM 700 and ES 700 is priced at UAH375,020 (RM52.6k) and UAH371,960 (RM52.2k).

Currently, it’s not clear when will the two motorcycles set to debut, but we assume the official unveiling will happen this year.

Pelumba supermoto negara, Khairulamirin Yahaya, telah mengalami kemalangan ngeri sewaktu ujian bebas bagi menghadapi Kejuaraan Supermoto Sepanyol di Albaida, Jumaat lalu (11 Jun).

Perkara itu disahkan pasukannya, Supermotoland Husqvarna Junior Talent Team.

Kemalangan tersebut menyebabkan Khairulamirin patah tulang pelvis dan mengalami pendarahan dalaman sekaligus menyaksikan dia bakal terlepas aksi untuk beberapa bulan dalam usaha untuk kembali pulih dari kecederaan.

Menurut laporan, pelumba 19 tahun itu hilang kawalan jentera dan mengalami ‘highside’ ketika sesi terakhir ujian sewaktu dalam kelajuan tinggi dalam usaha mengejar catatan lap yang lebih baik.

Pasukan perubatan bergegas memberi rawatan dan Khairulamirin terus dikejarkan ke hospital sebelum dia disahkan stabil selepas menjalani pembedahan kecemasan bagi menghentikan pendarahan dalaman.

Bagaimanapun, keadaan Khairulamirin masih dipantau rapat dan telah pun dijadualkan menjalani satu lagi pembedahan pada Isnin.

Meskipum baru berhadapan kemalangan, Khairulamirin menyasarkan untuk kembali cergas bagi bersaing di pusingan akhir Kejuaraan Supermoto Eropah S4 yang dijadualkan pada Oktober.

Khairulamirin merupakan pelumba supermoto pertama negara yang berjaya melayakan diri ke Kejuaraan Supermoto Eropah S4. – Supermotoland

  • Pewaris model Hypermotard 939 menawarkan sifat hooligan dengan penambahbaikan tambahan.
  • Ianya sebuah model yang berfokuskan kepada prestasi yang turut dilengkapi dengan ciri tunggangan harian seperti keselesaan.
  • Kami telah berpeluang untuk menunggang motosikal Hypermotard 950 dan 950 SP di Sepanyol baru-baru ini.
  • 950 Standard ini lebih pendek dan beraksi dengan amat baik mendaki jalan raya bukit di Pulau Grand Canary.
  • Model 950 SP lebih ringan, lebih tinggi, dan didatangkan dengan quickshifter sebagai kelengkapan standard.


  • The successor to the Hypermotard 939 offers hooligan character with added refinement. 
  • It manages to offer some daily riding essentials such as comfort to a bike otherwise built with the sole focus on performance.
  • We rode the new Hypermotard 950 and the 950 SP in Spain recently. 
  • The standard 950 is shorter in length and did well around the hills of Grand Canary Island. 
  • The 950 SP is lighter, taller and offers a quick shifter as standard.

The Ducati Hypermotard has always been a bit of a rockstar of the motorcycling world. The kind that makes a lot of noise and gets a lot of attention wherever it goes.

So when the new Hypermotard 950 was introduced to the world in November of 2018, the motorcycling world stood still, just as it always does when a new Hyper is unleashed.

Quick history fact – the Hyper was first introduced back in 2006, and is a product with the sole focus of providing countless hours of entertainment. Designed by Pierre Terblanche, a protege of the legendary Massimo Tamburini, the Hypermotard did not receive the usual launch party.

After many months of rumours about Ducati building a supermotard bike to take on the likes of KTM and Husqvarna, the Hypermotard was instead introduced via a dedicated micro-site, accessed from the main Ducati website. The Hyper 1100 received such fanfare at its digital unveiling that it crashed Ducati’s global website.

And now, 13 years later, I am in the Grand Canary Islands in Spain, ogling at the new Ducati Hypermotard 950 – the grandchild of the 1100 which later became known as the King of Wheelies, and the 939, its lighter, smaller but wilder successor.

So what’s new?

The first thing that gets you is that the bike really does not look all that much different, but it all becomes clear as soon as you start paying attention to the details. In fact, besides the trellis frame, everything on the 950 is all-new and/or vastly improved from before.

The exhausts for one are now placed back under the seat just as they were with the original 1100 (the 939 had its exhausts on the side). You can however opt for a side mounted exhaust as Ducati offers aftermarket Termignonis.

But if you prefer the underseat layout but want Termigs as well, Ducati has that as an option too, as well as a side exit Termig shown in the second photo below.

The seat and fuel tank layout is next – the seat being slimmer towards the front but wider where it matters to offer more support, and with a lump for additional cushioning for the passenger.

The seat on the SP version is flatter than the standard 950, to accommodate the rider moving back and forwards during hard riding.

At 14.5-litres, the fuel tank too is 1.5-litres smaller than the 939 and has been redesigned to make it appear smaller so that you sit further in front, just in case you want to slide the rear tyre around, which is the proper way of riding a supermotard, but the 950 obliges knee scrappers as well.

Then there is a new digital TFT instrument display which is similar to that of the Panigale V4. Not only is the new screen completely new and a much welcomed departure from the old, but when accessorised with the Ducati Multimedia System (DMS), the system is able to connect to your phone via bluetooth and will then display incoming calls, the music you are listening to in your helmet, and will also display text messages.

Personally, I felt there was too much going on already with the speedo, rev meter, gear indicator and other engine essentials, but if that is the future of rider-bike connectivity, I could deal with that, I do personally prefer listening to music when riding, and not missing phone calls.

What about the engine?

So other than visual difference, the real difference lays in the heart of the bike – a revised 937cc Testastretta 11 degree L-twin engine.

It is essentially the same engine with the old 939cc but with a new torque curve that gives you access to over 80% of available torque from as low as 3000rpm.

To be precise, that 82% of the 96Nm of torque is available from 3000rpm and a further 88% from 5500 to 9500rpm.

What this basically means is that you can rely on engine torque a whole lot more than before without much shifting.

Instead you can rely on the engine to pull away when you need it to, instead of banging down gears as you would on the 939.

And because the bike comes with riding modes, the engine of course responds accordingly to the chosen mode. In Sport for example, the engine is lively and rev happy.

In Touring mode, the throttle response is lazier yet gives you full access to the Hyper’s 114hp. Urban restricts power to 75hp, and gives the bike a more docile character.

The image below breaks down the amount of power you get and the electronic interference.

Swapping between modes is simple and can be done on the fly, but customising each mode and its braking and various other parameters (such as traction control interference) requires you to be at a standstill.

But being able to customise the electronics package according to your liking is a huge bonus.

A little more tech details – so the engine is basically the same as on the 939, but how is it more powerful, more responsive yet more fuel economical than before? Some really smart people at Ducati bumped up the compression ratio to 13.3:1 from 12.6:1, and with that comes a new exhaust valve timing as well as a new 53mm throttle body a new ICU. This gave the bike a little more power.

But lightness is also the name of the game for the Hypermotard. The engine for example is a full 1.5kg lighter, achieved by lightening the clutch, alternator covers, gearshift drum and by using magnesium cam covers.

As a whole, the 950 is about 5kg lighter than the 939. And even though the trellis frame is almost the same as before, it uses tapered tubing while the rear subframe is also a bolted-on trellis design. This contributes enormously to the overall weight saving of the bike.

Handling, what can you look forward to?

As you would probably expect from a Hypermotard, handling is fantastic! Sharp, obliging and unsurprisingly accurate, the new 950 does exactly what you want it to, when you want it to.

And how do you make an already agile bike even more agile? You mess around with the ergonomics and the dimensions of the bike. The standard 950 is short, shorter than the hardcore SP variant.

A short bike is always easier to chuck around than a longer bike. The handling is also aided by a more aggressive 25 degree rake, while wider handle bars gives the bike a more commanding feel.

If your riding style is more supermoto than superbike, you will appreciate the fact that the steering sweep angle is an enormous 70 degrees.

And if you are more of superbike person, then you will probably love that the lean angle is a very generous 44 degrees on the standard bike while the SP offers 47 degrees.

Of course the suspension and tyres play a huge role as well. The standard bike runs on a Sachs shock and inverted Marzocchi forks, while the SP gets Ohlins all round. The Marzocchi fork are fully adjustable and is about half a kilogram lighter than the 939’s forks.

As for the tyres, the standard bike runs on Pirelli Diablo Rosso III tyres wrapped around aluminium Y-spoke wheels, while the SP runs on Diablo Supercorsa SP wrapped around forged Marchesini wheels. The wheels are nearly a kilo lighter than the old ones. Grip is heroic.

And it was only in the hills of Grand Canaria around the sandy slippery corners where the Diablo Rosso III’s were put to the test, but a little slide on a hypermotard never hurt anyone. And it was all very manageable, just a little lean corrected by the electronics.

Enough with the details and tell us how it runs already!

Brilliantly, absolutely fucking brilliantly. We began with the standard 950 for a 140km round trip to the hills. The sitting position is a familiar one as soon as you get on the bike. But because the seat is narrower at the front, it is easier for you to get your feet flat on the floor, which is something shorter riders will appreciate.

The hydraulically assisted clutch set up is light with little tension at the lever, giving the bike a friendly character from the get go. The gearbox is a wet multi-plate 6-speeder with a slipper function.

Around the tight corners of the mountains, the 950 was happy to be flicked into corners. You can rely on the masses of torque and smooth, linear torque curve, but if you are the type that relies on engine braking, that works too as the slipper clutch ensures the rear wheel stays in line.

I rode the hills in Touring and Urban mode, and even in touring the bike was in proper attack mode, charging into corners, letting me dive in late with the electronics cutting off the throttle only when the road became noticeably slippery.

Touring is not as aggressive or as eager as it is in Sport mode, throttle response is largely subdued even, but it is still hugely fun.

Urban is, dare I say it, boring on a bike hailed as a hooligan. It is meant for urban conditions, for when you want to reel it all back in and let the bike flow with traffic. It is meant to keep you safe, and so for that, it is best to only use the mode when it is raining or when traffic is heavy.

The brakes on both the 950 and the 950 SP are made up of twin 320mm semi-floating aluminium flange discs with radially mounted Monobloc Brembo callipers with quad-piston and twin pads and with Bosch cornering ABS.

The front has a sharp bite and will catch you off-guard if you’re not careful, so is best handled with one finger.

All in all, the Hypermotard 950 still retains its hooligan character but is updated with some much needed refinements for everyday usability like passenger footpegs, thicker seat padding, and the urban mode that makes all that power a lot more manageable when riding two up around town.

And what about the 950 SP?

If the standard 950 is hooligan bike, then the 950 SP is a proper, barely road-legal race bike, it is as naughty as it gets with a number plate on it. Out of the mountains on the 950, we headed to the short and tight circuit of Maspalomas to test the SP.

It is essentially the same bike, but with some revisions to make it sportier than the standard. The suspension for starters is taller and offers 15mm more travel at the front and 25mm at the rear.

The seat is also 20mm taller than the standard bike, and this taller sitting position gives the bike a more nimble feel.

Other than that and probably the naughtiest difference between both bikes is the inclusion of the Ducati Quick Shifter (DQS) EVO as standard on the 950 (optional on the 950).

The DQS EVO works on both up and down shifts and gives the bike a naughtier character than the standard bike.

It is only when you’re really slowing down that you need to use the clutch, but otherwise, the system does it for you.

I tried to ride in both supermotard and in superbike style, though I personally prefer the latter, and I can attest that the SP obliges both riding styles.

The new Hypermotard also offers a unique system that turns you into a riding superhero called Ducati Slide by Brake function. A system that first debuted in the Panigale V4S, and has trickled its way down to the Hyper 950.

It works when the ABS is in level 1, and you need to invoke it by getting hard on the rear brake while turning the bike. It is here that the bike will automatically slide the rear tyre out by 10 degrees and you control the slide using the rear brake.

It takes some time to trust the system to do it for you as you usually control a slide from the throttle instead of the rear brake. Understandable then that some people may prefer to use engine braking to get the rear to slide out.

Around the tight and twisty track of Maspalomas, the SP felt natural after a few laps, like it was built specifically for such riding pleasure and being able to ride it around town is just a bonus.

The tyres never seemed to run out of grip at any lean angle and the engine felt more at home on the track than it did on the road.

The revs cut off at 10,000rpm, and with the DQS banging home gears quicker than you could manage yourself, you hit over 100km/h in a few hundred meters before getting on the brakes hard, pushing (or pulling) the bike down and letting the electronics manage everything else, before getting on the throttle hard again.

Wheelies come naturally on this bike and the standard 950, and sometimes even unexpectedly.

But Ducati had thought of that too and has equipped the new Hyper with a system known as Ducati Wheelie Control Evo that manages unexpected wheelies, giving you maximum traction at all times.

You feel it as a sudden power cut, noticeable interference but it happens so quickly that it doesn’t affect performance.

Any complaints?

Just one. Ducati says that the new seat is more comfortable than before, but I think it isn’t that great out on the open road. Gave me a sore bum after about 140km, but if you want touring comfort, buy a Multistrada 950.

Should you buy it?

If you’re into supermotards and want a bike that gets you places quickly, then the Hypermotard 950 is for you. The SP would be my choice simply because I like its taller height and sitting position. And if you’re going for the standard 950, be sure to opt for a quickshifter and a full Termignoni system.

When will it be in Malaysia?

It should be here by the second or third quarter of the year. We expect it to cost around the region of RM75,000 to RM83,000.


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