UNBOUND: Naked Superpower

I S S U E # 2 // S P RING 2 0 1 6

NAKED SUPERPOWER

*095689437534*

RACE OF ACES KTM 1290 SUPER DUKE R VS. ZIVKO EDGE 540

ROADS: WHAT MAKES THEM GREAT

CARL FOGARTY’S ISLE OF MAN GUIDE

1290 GT TO MOTOGP: 1,960 KM IN 36 HOURS

UNBOUND // EDITORIAL // PAGE 03

WELCOME ... ... TO ANOTHER EDITION OF UNBOUND. WITHIN THE PAGES OF THIS ISSUE, OUR NAKED RANGE OF STREET MOTORCYCLES WILL TAKE YOU ON A THRILLING RIDE THAT WILL HOPEFULLY ENTERTAIN AS WELL AS INFORM YOU. It has already been over 20 years since the original Duke became available to own.

A lot has changed for both KTM and this model in over two decades, but at the same time a lot remains the same, because of the values that our company stands for and what this bike represents.

With the rebirth of KTM in 1992, my team and I felt that to ensure the future of the company, it was vital to make strides into the street segment. So we decided to send a signal. The first street bike had to reflect the same values as our established dirt machines: fun but with serious performance – all other aspects had to follow these core attributes. And so the Duke was born.

I can also tell you this bike wasn’t conceived in a boardroom, but in the workshop in Mattighofen. The basis for the bike starting off was our excellent LC4-powered Enduro machine; this was then, rather crudely, modified with an angle grinder.

Obviously much enhancement continued and this machine was presented at the 1992 Cologne IFMA show.

The reaction to the bike was just what we hoped for. After further refinement, it became the first KTM to wear orange when it hit the streets in 1994. You can discover more about the original bike’s origins on page 26.

KTM has always benefited from having a pool of highly-talented engineers, with vision and a true passion for motorcycles; just ten years later, history was to repeat itself as – once again – the fruits of our offroad heritage would be at the core of a new street machine – the KTM 990 SUPER DUKE. This new bike stood for everything that its monocylinder, road-going counterpart did – but offering much more of those strengths, earning the right to be called ‘Super’.

Over the years the LC4-powered Dukes were refined, upgraded, restyled and indeed joined by even more focused and extreme ‘R’ variants. 2011 was another huge milestone as the KTM 125 DUKE hit the streets of Europe and became an instant hit. The KTM 200 DUKE followed a year later to become KTM’s biggest-selling bike; then came the KTM 390 DUKE – our first true global superstar, as this bike is sold in every single country where KTM has a presence.

So what next for the Duke? We muscle into 2016 with a redesigned LC4 monocylinder at the heart of heavily updated 690 and 690 R models. More power, more torque, smooth. Astonishing – and proving that singles are a true alternative.

Powering KTM into further areas of performance and refinement, with sophisticated rider aid and comfort through application of the latest motorcycle technologies, is the KTM 1290 SUPER DUKE GT. You can discover more about this exciting bike on pages 12 and 32.

So now the DUKE range, with its clear identity, ethos and variety of capacities – from 125 cc to 1,301 cc – can be enjoyed the world over by riders whose backgrounds and experiences are very different. And experiences is what riding a KTM is all about.

Enjoy the magazine.

Stefan Pierer, CEO KTM AG

KTM 690 DUKE R

Stefan Pierer, CEO KTM AG

KTM 1290 SUPER DUKE GT

UNBOUND // EDITORIAL // PAGE 03

WELCOME ... ... TO ANOTHER EDITION OF UNBOUND. WITHIN THE PAGES OF THIS ISSUE, OUR NAKED RANGE OF STREET MOTORCYCLES WILL TAKE YOU ON A THRILLING RIDE THAT WILL HOPEFULLY ENTERTAIN AS WELL AS INFORM YOU. It has already been over 20 years since the original Duke became available to own.

A lot has changed for both KTM and this model in over two decades, but at the same time a lot remains the same, because of the values that our company stands for and what this bike represents.

With the rebirth of KTM in 1992, my team and I felt that to ensure the future of the company, it was vital to make strides into the street segment. So we decided to send a signal. The first street bike had to reflect the same values as our established dirt machines: fun but with serious performance – all other aspects had to follow these core attributes. And so the Duke was born.

I can also tell you this bike wasn’t conceived in a boardroom, but in the workshop in Mattighofen. The basis for the bike starting off was our excellent LC4-powered Enduro machine; this was then, rather crudely, modified with an angle grinder.

Obviously much enhancement continued and this machine was presented at the 1992 Cologne IFMA show.

The reaction to the bike was just what we hoped for. After further refinement, it became the first KTM to wear orange when it hit the streets in 1994. You can discover more about the original bike’s origins on page 26.

KTM has always benefited from having a pool of highly-talented engineers, with vision and a true passion for motorcycles; just ten years later, history was to repeat itself as – once again – the fruits of our offroad heritage would be at the core of a new street machine – the KTM 990 SUPER DUKE. This new bike stood for everything that its monocylinder, road-going counterpart did – but offering much more of those strengths, earning the right to be called ‘Super’.

Over the years the LC4-powered Dukes were refined, upgraded, restyled and indeed joined by even more focused and extreme ‘R’ variants. 2011 was another huge milestone as the KTM 125 DUKE hit the streets of Europe and became an instant hit. The KTM 200 DUKE followed a year later to become KTM’s biggest-selling bike; then came the KTM 390 DUKE – our first true global superstar, as this bike is sold in every single country where KTM has a presence.

So what next for the Duke? We muscle into 2016 with a redesigned LC4 monocylinder at the heart of heavily updated 690 and 690 R models. More power, more torque, smooth. Astonishing – and proving that singles are a true alternative.

Powering KTM into further areas of performance and refinement, with sophisticated rider aid and comfort through application of the latest motorcycle technologies, is the KTM 1290 SUPER DUKE GT. You can discover more about this exciting bike on pages 12 and 32.

So now the DUKE range, with its clear identity, ethos and variety of capacities – from 125 cc to 1,301 cc – can be enjoyed the world over by riders whose backgrounds and experiences are very different. And experiences is what riding a KTM is all about.

Enjoy the magazine.

Stefan Pierer, CEO KTM AG

KTM 690 DUKE R

Stefan Pierer, CEO KTM AG

KTM 1290 SUPER DUKE GT

UNBOUND // WOW // PAGE 05

WORLD OF NAKED BIKES

Text: Luke Brackenbury Pictures: Chippy Wood, Sebas Romero

Nude. Bare. Exposed. But, in the case of the KTM DUKE range, naked is not vulnerable. Instead, having no bodywork is empowering, raw and free. Speed can really be appreciated when you are open to its force and having to contort your body in order to increase aerodynamics and, therefore, velocity.

Pictured here is Carl Fogarty – the most successful World Superbike rider of all time and lap record holder of the TT for an incredible seven years. ‘Foggy’ has the throttle pinned on the KTM 1290 SUPER DUKE R across the Isle of Man’s mountain section, enjoying a lack of a speed limit, incredible amounts of torque and an unrestricted view of the famous TT course. Find out what he thought of the naked sledgehammer on page 56.

UNBOUND // WOW // PAGE 05

WORLD OF NAKED BIKES

Text: Luke Brackenbury Pictures: Chippy Wood, Sebas Romero

Nude. Bare. Exposed. But, in the case of the KTM DUKE range, naked is not vulnerable. Instead, having no bodywork is empowering, raw and free. Speed can really be appreciated when you are open to its force and having to contort your body in order to increase aerodynamics and, therefore, velocity.

Pictured here is Carl Fogarty – the most successful World Superbike rider of all time and lap record holder of the TT for an incredible seven years. ‘Foggy’ has the throttle pinned on the KTM 1290 SUPER DUKE R across the Isle of Man’s mountain section, enjoying a lack of a speed limit, incredible amounts of torque and an unrestricted view of the famous TT course. Find out what he thought of the naked sledgehammer on page 56.

UNBOUND // WOW // PAGE 07

The single-cylinder-powered Duke is KTM’s original naked street machine. It hit the roads in an unconventional style in 1994, shaping the attitude of the Austrian firm on asphalt.

Find out more about the original Bad Boy on page 26. But time doesn’t stand still and neither does motorcycle development. With over 20 years of development and refinement, the model year 2016 690 Duke and Duke R (pictured) are faster, sharper, more refined and more powerful than ever. Discover more on page 54.

UNBOUND // WOW // PAGE 07

The single-cylinder-powered Duke is KTM’s original naked street machine. It hit the roads in an unconventional style in 1994, shaping the attitude of the Austrian firm on asphalt.

Find out more about the original Bad Boy on page 26. But time doesn’t stand still and neither does motorcycle development. With over 20 years of development and refinement, the model year 2016 690 Duke and Duke R (pictured) are faster, sharper, more refined and more powerful than ever. Discover more on page 54.

UNBOUND // WOW // PAGE 09

Well, that’s not something you see every day. We don't mean the protruding bell tower from a submerged 14th-century church in the former town of Graun, Italy, now under the waters of Lake Resia. Nor do we mean the Zivko Edge 540 acrobatic airplane that has just brushed its right wing close to the waterlogged relic. What we mean is the new Special Edition version of the KTM 1290 SUPER DUKE R not in action.

Here, rider and bike are just waiting to make their next move in an epic battle between the two torque-laden machines.

Check out the incredible images from page 86.

UNBOUND // WOW // PAGE 09

Well, that’s not something you see every day. We don't mean the protruding bell tower from a submerged 14th-century church in the former town of Graun, Italy, now under the waters of Lake Resia. Nor do we mean the Zivko Edge 540 acrobatic airplane that has just brushed its right wing close to the waterlogged relic. What we mean is the new Special Edition version of the KTM 1290 SUPER DUKE R not in action.

Here, rider and bike are just waiting to make their next move in an epic battle between the two torque-laden machines.

Check out the incredible images from page 86.

UNBOUND // INDEX // PAGE 11

The best new gear for the new year.

UNBOUND picks its favorite items from the 2016 KTM PowerWear collection.

UNBOUND spends the day learning from Duke-mounted stunt rider, Rok Bagoros.

UNBOUND gets in front of the man behind shaping KTM’s bikes – KISKA’s Craig Dent.

UNBOUND

INDEX

PRODUCTS // ORANGE APPEAL PAGE // 40

PAGE // 02 EDITORIAL // STEFAN PIERER KTM’s top man talks about the importance of the Duke

PAGE // 04 WOW // WORLD OF NAKED BIKES

PEOPLE // ROK ON PAGE // 100

PAGE // 46 INSIDE // ALPINESTARS AND KTM How these two brands work together

PAGE // 48 PEOPLE // CAFÉ RACER Actor John Hensley on how he’s using coffee to recruit motorcyclists

UNBOUNDERS EDITORIAL OFFICE KTM Sportmotorcycle GmbH Stallhofnerstraße 3 5230 Mattighofen, Austria unbound@ktm.com PHOTOS KTM: Rudi Schedl, Heinz Mitterbauer Akrapovič, Alpinestars, Black & Rad/Sebas Romero, Chippy Wood, Gareth Harford, Heiko Mandl, Janez Kocbek, Justin Dawes, Piers Spencer-Phillips, Ray Archer, Teh Ooi Keat, Geoffrey McCarthy CARTOON: Holger Aue ILLUSTRATION: Kar Lee (What’s that in the road) TEXT Luke Brackenbury, Thomas Kuttruf, Adam Wheeler, Simon Hargreaves, Rik van Gerwen, Peter Ziegler, Justin Dawes, Peter Kavcic, Knut Briel, Anuar ”Norick“ Sabaruddin GRAPHIC & PRODUCTION Managing editor: Melanie Moser KISKA, KTM artwork: Ingrid Erlinger Ad Litteram/Mag. Sibylle Dabernig Translation: eurocom Translation Services GmbH, Knut Briel, Radbert Grimmig PRINT Samson Druck Ges.m.b.H

PAGE // 12 FEATURE // SPORTS TOURING – KTM STYLE Discovering more about the new KTM 1290 SUPER DUKE GT

PAGE // 56 COVER STORY // MAN VS. BEAST Carl Fogarty is your 1290-mounted Isle of Man tour guide

PAGE // 20 INSIDE // GRADE IT UP UNBOUND discovers why PowerParts are the best choice to enhance a KTM

PAGE // 62 COVER STORY // WHAT’S THAT IN THE ROAD? Roads are for riders. But what are they really made of?

PAGE // 26 LIFESTYLE // STILL GOOD AT BEING BAD? 22 years after its launch, has the original Duke still 'got it?'

PAGE // 68 DESTINATION // DUKE IT IN MALAYSIA Discovering a real passion for the 390 DUKE in Kuala Lumpur

PAGE // 32 COVER STORY // GT TO GP Riding the new GT to the final MotoGP round in Valencia

PAGE // 78 SPECIAL // PATRIOT MISSILE The story behind the KTM 1290 SUPER DUKE R Patriot Edition

DESIGN // THE NAKED CHEF: CRAIG DENT

PAGE // 70

PAGE // 80 RACING // THE TOOLS AND THE TALENT Spanish motocross wonderkid Jorge Prado swaps 125 SX for 125 DUKE

PAGE // 84 LIFESTYLE // MISSION & METAL The passion involved in how exhausts give voice to an engine

PAGE // 86 COVER STORY // TAKING IT TO THE EDGE KTM 1290 SUPER DUKE R Special Edition vs. Zivko Edge 540

PAGE // 104 INSIDE // MOTOR IN THE CITY Behind the scenes of KTM’s ‘Beast in Detroit’ video

PAGE // 110 FUN // DUKE THEM Cartoon time from Holger Aue

UNBOUND // INDEX // PAGE 11

The best new gear for the new year.

UNBOUND picks its favorite items from the 2016 KTM PowerWear collection.

UNBOUND spends the day learning from Duke-mounted stunt rider, Rok Bagoros.

UNBOUND gets in front of the man behind shaping KTM’s bikes – KISKA’s Craig Dent.

UNBOUND

INDEX

PRODUCTS // ORANGE APPEAL PAGE // 40

PAGE // 02 EDITORIAL // STEFAN PIERER KTM’s top man talks about the importance of the Duke

PAGE // 04 WOW // WORLD OF NAKED BIKES

PEOPLE // ROK ON PAGE // 100

PAGE // 46 INSIDE // ALPINESTARS AND KTM How these two brands work together

PAGE // 48 PEOPLE // CAFÉ RACER Actor John Hensley on how he’s using coffee to recruit motorcyclists

UNBOUNDERS EDITORIAL OFFICE KTM Sportmotorcycle GmbH Stallhofnerstraße 3 5230 Mattighofen, Austria unbound@ktm.com PHOTOS KTM: Rudi Schedl, Heinz Mitterbauer Akrapovič, Alpinestars, Black & Rad/Sebas Romero, Chippy Wood, Gareth Harford, Heiko Mandl, Janez Kocbek, Justin Dawes, Piers Spencer-Phillips, Ray Archer, Teh Ooi Keat, Geoffrey McCarthy CARTOON: Holger Aue ILLUSTRATION: Kar Lee (What’s that in the road) TEXT Luke Brackenbury, Thomas Kuttruf, Adam Wheeler, Simon Hargreaves, Rik van Gerwen, Peter Ziegler, Justin Dawes, Peter Kavcic, Knut Briel, Anuar ”Norick“ Sabaruddin GRAPHIC & PRODUCTION Managing editor: Melanie Moser KISKA, KTM artwork: Ingrid Erlinger Ad Litteram/Mag. Sibylle Dabernig Translation: eurocom Translation Services GmbH, Knut Briel, Radbert Grimmig PRINT Samson Druck Ges.m.b.H

PAGE // 12 FEATURE // SPORTS TOURING – KTM STYLE Discovering more about the new KTM 1290 SUPER DUKE GT

PAGE // 56 COVER STORY // MAN VS. BEAST Carl Fogarty is your 1290-mounted Isle of Man tour guide

PAGE // 20 INSIDE // GRADE IT UP UNBOUND discovers why PowerParts are the best choice to enhance a KTM

PAGE // 62 COVER STORY // WHAT’S THAT IN THE ROAD? Roads are for riders. But what are they really made of?

PAGE // 26 LIFESTYLE // STILL GOOD AT BEING BAD? 22 years after its launch, has the original Duke still 'got it?'

PAGE // 68 DESTINATION // DUKE IT IN MALAYSIA Discovering a real passion for the 390 DUKE in Kuala Lumpur

PAGE // 32 COVER STORY // GT TO GP Riding the new GT to the final MotoGP round in Valencia

PAGE // 78 SPECIAL // PATRIOT MISSILE The story behind the KTM 1290 SUPER DUKE R Patriot Edition

DESIGN // THE NAKED CHEF: CRAIG DENT

PAGE // 70

PAGE // 80 RACING // THE TOOLS AND THE TALENT Spanish motocross wonderkid Jorge Prado swaps 125 SX for 125 DUKE

PAGE // 84 LIFESTYLE // MISSION & METAL The passion involved in how exhausts give voice to an engine

PAGE // 86 COVER STORY // TAKING IT TO THE EDGE KTM 1290 SUPER DUKE R Special Edition vs. Zivko Edge 540

PAGE // 104 INSIDE // MOTOR IN THE CITY Behind the scenes of KTM’s ‘Beast in Detroit’ video

PAGE // 110 FUN // DUKE THEM Cartoon time from Holger Aue

UNBOUND // FEATURE // PAGE 13

SPORTS TOURING

Text: Luke Brackenbury Pictures: Rudi Schedl, Heinz Mitterbauer, Heiko Mandl

KTM LAUNCHES THE LEGENDARY SUPER DUKE IN 2016 – FURTHER, FASTER AND WITH GREATER REFINEMENT – WITH THE GT VERSION. UNBOUND TAKES AN IN-DEPTH LOOK AS THE SUPER NAKED STEPS INTO A NEW ARENA. KTM can never be accused of doing things in a conventional way and they’ve done more than just put a foot in the door with their first sports tourer – they’ve strapped on a big boot and kicked it down.

What makes KTM different is they don’t build bikes to satisfy existing categories of bikes or try to copy what another manufacturer has done. As motorcyclists, they create the bikes they want to ride in the READY TO RACE way – focusing on performance from a lightweight chassis to give riders no compromise, just riding pleasure. Seems to be working out alright, so far.

Despite its high-profile publicity billing as being the ‘Beast’, when the KTM 1290 SUPER DUKE R was finally unleashed on the streets the reality was that, despite its impressive performance statistics, it was incredibly easy to ride, thanks to the sophisticated electronics, endless torque and ergonomics that – not just compared to other naked machines – were comfortable over distance. This got KTM’s engineers thinking about how this could be taken further in every respect. The result is the new KTM 1290 SUPER DUKE GT. UNBOUND takes a closer look at what exactly takes the Super Duke name to new lengths…

UNBOUND // FEATURE // PAGE 13

SPORTS TOURING

Text: Luke Brackenbury Pictures: Rudi Schedl, Heinz Mitterbauer, Heiko Mandl

KTM LAUNCHES THE LEGENDARY SUPER DUKE IN 2016 – FURTHER, FASTER AND WITH GREATER REFINEMENT – WITH THE GT VERSION. UNBOUND TAKES AN IN-DEPTH LOOK AS THE SUPER NAKED STEPS INTO A NEW ARENA. KTM can never be accused of doing things in a conventional way and they’ve done more than just put a foot in the door with their first sports tourer – they’ve strapped on a big boot and kicked it down.

What makes KTM different is they don’t build bikes to satisfy existing categories of bikes or try to copy what another manufacturer has done. As motorcyclists, they create the bikes they want to ride in the READY TO RACE way – focusing on performance from a lightweight chassis to give riders no compromise, just riding pleasure. Seems to be working out alright, so far.

Despite its high-profile publicity billing as being the ‘Beast’, when the KTM 1290 SUPER DUKE R was finally unleashed on the streets the reality was that, despite its impressive performance statistics, it was incredibly easy to ride, thanks to the sophisticated electronics, endless torque and ergonomics that – not just compared to other naked machines – were comfortable over distance. This got KTM’s engineers thinking about how this could be taken further in every respect. The result is the new KTM 1290 SUPER DUKE GT. UNBOUND takes a closer look at what exactly takes the Super Duke name to new lengths…

UNBOUND // FEATURE // PAGE 15

KTM 1290 SUPER DUKE GT – UNDER THE SKIN

3 BARS AND CONTROLS A different handlebar height, compared to the 1290 Super Duke R puts the rider more upright but still sporty. The handlebar position and control levers can be adjusted to suit the rider. The foot pegs for the passenger are also lower than in the R version.

4

FULLY FUELED, THE EXTREMELY WELL-EQUIPPED KTM 1290 SUPER DUKE GT WEIGHS IN AT JUST 228 KG. UNBOUND TAKES AN IN-DEPTH LOOK AT WHAT MAKES UP THE NEW SUPER SPORTS TOURER.

3 5

8

4 SCREEN AND FAIRING Designed to keep the wind and weather off the rider, to reduce fatigue after long sessions in the saddle, the screen can be placed in a choice of eight positions, designed to be easily operated one-handed by the rider, on the go.

5 MODE SWITCH The on-board computer’s menu pages are selected and operated using the four control keys of the mode switch on the left handlebar grip. It’s very simple and intuitive: 'up' and 'down' scroll through the menu, the left button selects the desired item, the right confirms it. The Exit key on the left of the mode switch can be pressed at any time to return to the previous menu level. Super easy.

7 7

6

1

PANNIER SYSTEM AND GRAB HANDLE KTM offers the option of color-matched panniers from its PoweParts range that are big enough to hold a helmet each and can be easily removed.

There’s also no ugly and heavy racking left on display when luggage isn’t needed, as the mounting system is incredibly discreet for those times.

Looking like a small spoiler, a solid grab handle helps to increase security for pillions.

8

2

2

6

7 FUEL TANK A bike designed for big distances needs a big fuel tank, so the GT has capacity for 23 liters of the stuff. This is sufficient for a range of over 400 km, so less time spent at the fuel pumps. The tank has been cleverly designed so that riders' legs fit like part of it and are shielded from wind and weather.

8

1 CHASSIS Typical KTM – stainless chrome-molybdenum steel in a trellis construction, as it is light and strong – perfect for withstanding its massive performance and dealing with a rider, pillion and luggage in a READY TO RACE style.

The subframe is longer than that of the R version, to give the pillion more room and handle the integrated mounting system for the optional panniers. The aluminum single-sided swing-arm not only looks awesome it’s also light and perfectly tuned to the trellis frame. Chain slack is dialed in with a highly precise eccentric adjuster.

2 SEMI-ACTIVE SUSPENSION The semi-active suspension on the GT, by WP Performance Systems, allows electronic set-up, by the push of a button, perfectly adjusted to the intended use through a series of predefined damping options – ‘Comfort’, ‘Street’ and ‘Sport’. While riding, the electronic Suspension Control Unit (SCU) ensures that the actual damping of the front fork and the rear shock are continuously adjusted in real-time to the riding style and road surface, like adding anti-dive to prevent excessive pitching while braking. The system also detects when it is carrying a passenger or luggage, setting the pre-load to match, so that the performance of the bike isn’t compromised.

4

9

SEATS AND HEATED GRIPS The GT needed to have a seat for the rider that was comfortable for all-day mile munching but allowed the freedom for movement around the bike when the road called for it. To accomplish this, KTM gave the two-part seat for rider and pillion 3D padding and ergonomic contouring. PowerParts Heated Seats are also an option but heated grips are fitted as standard 9

9

LIGHTS A Daytime Running Light (DRL) is made up of 18 light emitting diodes (LEDs) above the headlight, automatically ensuring that the bike is nearly impossible to overlook in traffic. In waning daylight, like at dusk or in tunnels, sensors control an automatic switch from the DRL to the headlight’s low beam. The GT also boasts cornering lights on both sides of the tank; the lean angle of the bike dictates how many of the three segments light up the inside of the corner. The indicators are also integrated into these.

UNBOUND // FEATURE // PAGE 15

KTM 1290 SUPER DUKE GT – UNDER THE SKIN

3 BARS AND CONTROLS A different handlebar height, compared to the 1290 Super Duke R puts the rider more upright but still sporty. The handlebar position and control levers can be adjusted to suit the rider. The foot pegs for the passenger are also lower than in the R version.

4

FULLY FUELED, THE EXTREMELY WELL-EQUIPPED KTM 1290 SUPER DUKE GT WEIGHS IN AT JUST 228 KG. UNBOUND TAKES AN IN-DEPTH LOOK AT WHAT MAKES UP THE NEW SUPER SPORTS TOURER.

3 5

8

4 SCREEN AND FAIRING Designed to keep the wind and weather off the rider, to reduce fatigue after long sessions in the saddle, the screen can be placed in a choice of eight positions, designed to be easily operated one-handed by the rider, on the go.

5 MODE SWITCH The on-board computer’s menu pages are selected and operated using the four control keys of the mode switch on the left handlebar grip. It’s very simple and intuitive: 'up' and 'down' scroll through the menu, the left button selects the desired item, the right confirms it. The Exit key on the left of the mode switch can be pressed at any time to return to the previous menu level. Super easy.

7 7

6

1

PANNIER SYSTEM AND GRAB HANDLE KTM offers the option of color-matched panniers from its PoweParts range that are big enough to hold a helmet each and can be easily removed.

There’s also no ugly and heavy racking left on display when luggage isn’t needed, as the mounting system is incredibly discreet for those times.

Looking like a small spoiler, a solid grab handle helps to increase security for pillions.

8

2

2

6

7 FUEL TANK A bike designed for big distances needs a big fuel tank, so the GT has capacity for 23 liters of the stuff. This is sufficient for a range of over 400 km, so less time spent at the fuel pumps. The tank has been cleverly designed so that riders' legs fit like part of it and are shielded from wind and weather.

8

1 CHASSIS Typical KTM – stainless chrome-molybdenum steel in a trellis construction, as it is light and strong – perfect for withstanding its massive performance and dealing with a rider, pillion and luggage in a READY TO RACE style.

The subframe is longer than that of the R version, to give the pillion more room and handle the integrated mounting system for the optional panniers. The aluminum single-sided swing-arm not only looks awesome it’s also light and perfectly tuned to the trellis frame. Chain slack is dialed in with a highly precise eccentric adjuster.

2 SEMI-ACTIVE SUSPENSION The semi-active suspension on the GT, by WP Performance Systems, allows electronic set-up, by the push of a button, perfectly adjusted to the intended use through a series of predefined damping options – ‘Comfort’, ‘Street’ and ‘Sport’. While riding, the electronic Suspension Control Unit (SCU) ensures that the actual damping of the front fork and the rear shock are continuously adjusted in real-time to the riding style and road surface, like adding anti-dive to prevent excessive pitching while braking. The system also detects when it is carrying a passenger or luggage, setting the pre-load to match, so that the performance of the bike isn’t compromised.

4

9

SEATS AND HEATED GRIPS The GT needed to have a seat for the rider that was comfortable for all-day mile munching but allowed the freedom for movement around the bike when the road called for it. To accomplish this, KTM gave the two-part seat for rider and pillion 3D padding and ergonomic contouring. PowerParts Heated Seats are also an option but heated grips are fitted as standard 9

9

LIGHTS A Daytime Running Light (DRL) is made up of 18 light emitting diodes (LEDs) above the headlight, automatically ensuring that the bike is nearly impossible to overlook in traffic. In waning daylight, like at dusk or in tunnels, sensors control an automatic switch from the DRL to the headlight’s low beam. The GT also boasts cornering lights on both sides of the tank; the lean angle of the bike dictates how many of the three segments light up the inside of the corner. The indicators are also integrated into these.

UNBOUND // FEATURE // PAGE 17

KTM 1290 SUPER DUKE GT – UNDER THE SKIN ENGINE A SUPER DUKE IS ALL ABOUT THE ENGINE! THE GT IS POWERED BY A VERY SIMILAR UNIT TO THE NARROW LC8 V-TWIN THAT PROPELS THE R – SAME DISPLACEMENT (1,301 CC), POWER (173 HP) AND TORQUE (144 NM) BUT THERE’S ALSO BEEN A LOT OF SMALL CHANGES MADE TO SUIT THIS NEW DYNAMIC OF RIDING. FOR EXAMPLE, NO LESS THAN THAN 114 NM OF TORQUE ARE AVAILABLE AT ONLY 3,250 RPM, DELIVERED IN A SMOOTH WAY. KTM’s mission was to create an engine with a complete bandwidth that could be expected of an extreme sports touring bike, whether the rider is in the mood for anything from enjoyable cruising to all-out mayhem. And you know, as riders we do have different riding moods. So, to fulfil this, the GT needed to deliver lots of low-end torque, plenty of mid-range punch and breathtaking maximum power, delivered in a way that met the demands of being a premium, long distance machine.

It’s all in the little details. KTM’s engineers have poured massive amounts of man hours into improving the combustion chambers. On the physical and metal side the 1290 Super Duke GT’s highly modern DOHC four-valve cylinder heads are new, still featuring dual spark plugs, but treated to revised comNEW CYLINDER HEADS Mounted much lower than that of the R to accommodate luggage options, the GT’s exhaust also utilizes a new, mechanically operated exhaust flap. The result of hundreds of test bench runs and complex simulations, this contributes decisively to the extremely

HILL HOLD CONTROL (HHC) This optional system applies the brakes automatically when the GT senses it is stationary on a positive or negative incline. This allows the rider full control and no rolling forward or back when pulling away, as the system releases when the bike moves forward.

PISTON

bustion chambers. The four valves of each cylinder head are actuated by two overhead camshafts via DLC-coated finger followers. Nitrified exhaust valves minimize wear and allow for extended valve play inspection intervals – one of the prerequisites for the new Super Duke GT’s service intervals of 15,000 kilometers.

SLIPPER CLUTCH

ENGINE MANAGEMENT WITH NEW MAPPING The GT boasts cutting-edge electronic engine management fed by a ride-by-wire function. Working with the changes to the cylinder head, new independent ignition maps working the two spark plugs per cylinder head independently have created a more efficient and smooth combustion. What else does this mean? More power and torque across the rev range, increased refinement, lower fuel consumption and fewer emissions.

RIDE BY WIRE SYSTEM

Instead of the electronic injection system’s throttle valves being controlled by cables, ride by wire processes throttle twist grip movements with the help of electronic sensors, activating the throttle valves accordingly by using servo motors. However, the ride by wire system on the KTM 1290 SUPER DUKE GT goes the extra mile: it electronically Does exactly what it says – makes shifting up through the gearbox faster and more comfortable without needing to operate the clutch or change the throttle position. Race track technology making road riding better.

smooth torque curve, excellent emission values and the throaty sound of the powerful twin-cylinder at high engine speeds. The construction is made entirely from rustproof stainless steel and is Euro IV homologated.

QUICKSHIFTER

NEW EXHAUST The 1290 Super Duke GT’s slipper clutch automatically reduces the pressure on the clutch discs whenever the torque feedback toward the engine becomes too great.

This way, rear-wheel chatter is efficiently eliminated during powerful braking.

MOTOR SLIP REGULATION (MSR) Like a reverse operation to traction control, this electronic system monitors the engine drag torque: this helps to prevent rear-wheel-locking-up in case of fast downshifts or abrupt throttle chopping. If needed, the lean-anglesensitive system uses the ride-by-wire to open throttle enough to prevent any slip. This cleverly helps to increase safety and enhance riding performance.

In addition, it increases pressure on the clutch discs in proportion to the engine torque, so softer clutch springs can be used. This in turn means that less force is necessary to operate the hydraulically actuated clutch – it has a sensitive single-finger action.

RIDING MODES To get the most from the GT in a variety of situations, conditions or moods, and provide a huge level of safety, KTM enables the rider to choose one of three ride modes that utilize different engine power mappings: 'Street' and 'Sport' mobilize up to 173 hp of maximum power with powerful response. In 'Rain'

mode, the power is limited to 100 hp and the engine has a less aggressive power delivery.

Depending on the selected ride mode, the traction control will allow different amounts of slippage: soft slippage in 'Rain' mode, a little more in 'Street' mode and controlled wheel spin when switched to 'Sport'. In case of excessive slippage, motorcycle traction control (MTC) reduces the engine output in a matter of milliseconds: this is done with

translates the throttle commands of the rider into optimum throttle valve positions for the current riding situation. Choking, jolting and involuntary wheelies are a thing of the past. Voluntary ones, however, could easily be a thing of the future.

CRUISE CONTROL It wouldn’t be a Sports Tourer without the ability to set the speed for those really long stints in the saddle. The system works in third, fourth, fifth or sixth gears between 40 and 200 km/h and can be increased or decreased incrementally by the push of a button. a smooth, barely perceptible intervention at the throttle valves, until the system has reduced slippage to optimum proportions for the selected ride mode and current angle of lean. Of course, KTM allows the bravest riders to turn all of these electronic aids off for a pure, undiluted dose of GT.

UNBOUND // FEATURE // PAGE 17

KTM 1290 SUPER DUKE GT – UNDER THE SKIN ENGINE A SUPER DUKE IS ALL ABOUT THE ENGINE! THE GT IS POWERED BY A VERY SIMILAR UNIT TO THE NARROW LC8 V-TWIN THAT PROPELS THE R – SAME DISPLACEMENT (1,301 CC), POWER (173 HP) AND TORQUE (144 NM) BUT THERE’S ALSO BEEN A LOT OF SMALL CHANGES MADE TO SUIT THIS NEW DYNAMIC OF RIDING. FOR EXAMPLE, NO LESS THAN THAN 114 NM OF TORQUE ARE AVAILABLE AT ONLY 3,250 RPM, DELIVERED IN A SMOOTH WAY. KTM’s mission was to create an engine with a complete bandwidth that could be expected of an extreme sports touring bike, whether the rider is in the mood for anything from enjoyable cruising to all-out mayhem. And you know, as riders we do have different riding moods. So, to fulfil this, the GT needed to deliver lots of low-end torque, plenty of mid-range punch and breathtaking maximum power, delivered in a way that met the demands of being a premium, long distance machine.

It’s all in the little details. KTM’s engineers have poured massive amounts of man hours into improving the combustion chambers. On the physical and metal side the 1290 Super Duke GT’s highly modern DOHC four-valve cylinder heads are new, still featuring dual spark plugs, but treated to revised comNEW CYLINDER HEADS Mounted much lower than that of the R to accommodate luggage options, the GT’s exhaust also utilizes a new, mechanically operated exhaust flap. The result of hundreds of test bench runs and complex simulations, this contributes decisively to the extremely

HILL HOLD CONTROL (HHC) This optional system applies the brakes automatically when the GT senses it is stationary on a positive or negative incline. This allows the rider full control and no rolling forward or back when pulling away, as the system releases when the bike moves forward.

PISTON

bustion chambers. The four valves of each cylinder head are actuated by two overhead camshafts via DLC-coated finger followers. Nitrified exhaust valves minimize wear and allow for extended valve play inspection intervals – one of the prerequisites for the new Super Duke GT’s service intervals of 15,000 kilometers.

SLIPPER CLUTCH

ENGINE MANAGEMENT WITH NEW MAPPING The GT boasts cutting-edge electronic engine management fed by a ride-by-wire function. Working with the changes to the cylinder head, new independent ignition maps working the two spark plugs per cylinder head independently have created a more efficient and smooth combustion. What else does this mean? More power and torque across the rev range, increased refinement, lower fuel consumption and fewer emissions.

RIDE BY WIRE SYSTEM

Instead of the electronic injection system’s throttle valves being controlled by cables, ride by wire processes throttle twist grip movements with the help of electronic sensors, activating the throttle valves accordingly by using servo motors. However, the ride by wire system on the KTM 1290 SUPER DUKE GT goes the extra mile: it electronically Does exactly what it says – makes shifting up through the gearbox faster and more comfortable without needing to operate the clutch or change the throttle position. Race track technology making road riding better.

smooth torque curve, excellent emission values and the throaty sound of the powerful twin-cylinder at high engine speeds. The construction is made entirely from rustproof stainless steel and is Euro IV homologated.

QUICKSHIFTER

NEW EXHAUST The 1290 Super Duke GT’s slipper clutch automatically reduces the pressure on the clutch discs whenever the torque feedback toward the engine becomes too great.

This way, rear-wheel chatter is efficiently eliminated during powerful braking.

MOTOR SLIP REGULATION (MSR) Like a reverse operation to traction control, this electronic system monitors the engine drag torque: this helps to prevent rear-wheel-locking-up in case of fast downshifts or abrupt throttle chopping. If needed, the lean-anglesensitive system uses the ride-by-wire to open throttle enough to prevent any slip. This cleverly helps to increase safety and enhance riding performance.

In addition, it increases pressure on the clutch discs in proportion to the engine torque, so softer clutch springs can be used. This in turn means that less force is necessary to operate the hydraulically actuated clutch – it has a sensitive single-finger action.

RIDING MODES To get the most from the GT in a variety of situations, conditions or moods, and provide a huge level of safety, KTM enables the rider to choose one of three ride modes that utilize different engine power mappings: 'Street' and 'Sport' mobilize up to 173 hp of maximum power with powerful response. In 'Rain'

mode, the power is limited to 100 hp and the engine has a less aggressive power delivery.

Depending on the selected ride mode, the traction control will allow different amounts of slippage: soft slippage in 'Rain' mode, a little more in 'Street' mode and controlled wheel spin when switched to 'Sport'. In case of excessive slippage, motorcycle traction control (MTC) reduces the engine output in a matter of milliseconds: this is done with

translates the throttle commands of the rider into optimum throttle valve positions for the current riding situation. Choking, jolting and involuntary wheelies are a thing of the past. Voluntary ones, however, could easily be a thing of the future.

CRUISE CONTROL It wouldn’t be a Sports Tourer without the ability to set the speed for those really long stints in the saddle. The system works in third, fourth, fifth or sixth gears between 40 and 200 km/h and can be increased or decreased incrementally by the push of a button. a smooth, barely perceptible intervention at the throttle valves, until the system has reduced slippage to optimum proportions for the selected ride mode and current angle of lean. Of course, KTM allows the bravest riders to turn all of these electronic aids off for a pure, undiluted dose of GT.

UNBOUND // FEATURE // PAGE 19

FIVE MINUTES WITH: HANNES MAIER, KTM TEST RIDER A FORMER WORLD CHAMPIONSHIP SUPERMOTO RIDER AND AUSTRIAN CHAMPION, HANNES MAIER, 30, IS A KTM TEST RIDER WITH A FOCUS ON SUSPENSION FOR STREET MACHINES. AS PART OF A TEAM, HE PLAYED A BIG ROLE IN DEVELOPING THE GT’S BOUNCY BITS, FEATURING THE LATEST GENERATION OF WP’S SEMI-ACTIVE SUSPENSION

HOW LONG HAVE YOU BEEN INVOLVED WITH WP’S SEMI-ACTIVE SUSPENSION? I was involved from the beginning of the development, not as an engineer, but as a test rider. It was a big challenge from the beginning to where we are now.

With the system there’s a lot of possibilities and you have to choose what you really need and what isn’t necessary. To set the priorities.

From a development point of view, you need to work really closely with the engineers because it isn’t a case of saying, ‘Hey – I think we need to make some shims to improve the low speed compression.’ So now we have a team that is working so well together on these complex systems to get the results that exceed what our customers expect.

WAS WORKING WITH SEMI-ACTIVE LIKE LEARNING SUSPENSION AGAIN? Yes and no. It’s a really big difference and there were many problems right at the start with the electronics; especially with what was working, what was not and how much difference things are making when we change the settings. But now, it is much more easy to make bikes with this equipment, as the team is really strong and experienced.

So going from the KTM 1290 SUPER ADVENTURE – the first KTM to run semi-active – to the GT was much easier because the collective experience was much better. And as this is still relatively new we can improve so much. It’s exciting.

WHAT ARE THE BIGGEST ADVANTAGES OF SEMI-ACTIVE? You have a really big range of damping – more than normal – because of how the valve works and of course it can be adjusted so easily and on the move for most of the settings.

WHAT IS THE PROCESS OF DEVELOPMENT? First, we will get a P1 prototype machine and try to find the right length of the suspension and spring ratios to get the balance. So this is all done with manually adjusted suspension. Then we take the bike with the conventional suspension and our first version of the semi-active and see what is the benefit gained. We are looking for stability, the quality of damping. And then from there we try to define the differences of the various pre-set options. But obviously this requires a lot of riding, in so many different situations, as we have to make the bike good for every road.

For the GT, we spent a lot of the time on some familiar mountain roads in Spain that are quite bumpy and with loose gravel. We try to get the bike to work well in bad situations and then we go back and forth from nice roads to the bumpy one to see if we’ve lost any balance or stability with each new setting. In a way, for a bike like this, there's a compromise because there are so many factors we need to cater for: stability, comfort, road types, passenger use. But then this is the good thing about semi-active having such a range of adjustment at the push of a button.

WE GUESS YOU HAVE TO PUSH THE BIKE TO THE LIMIT IN ORDER TO KNOW HOW THE SUSPENSION WILL REACT. HOW DOES THAT WORK WHEN TESTING WITH PILLIONS? How hard we ride really depends on who is on the back! But yes, sometimes we do have to push the bikes beyond the limits because we need to create a setting that is safe.

WHAT ARE YOU THE MOST PLEASED WITH ON THE GT? Suspension-wise, it’s the big range of the settings and the stable easy riding with a big bike. Really easy to handle. You don’t feel that you’re on a big bike.

But elsewhere on the bike, it has to be the engine.

So smooth and strong – I love the torque of a V-twin.

RIDING IMPRESSION JUST BEFORE THE INTERNATIONAL MEDIA LAUNCH OF THE GT, UNBOUND WAS GRANTED THE CHANCE FOR A SHORT ROAD RIDE ON A FINISHED MACHINE AFTER SOME ADDITIONAL PHOTO SHOOTS WERE COMPLETED. NATURALLY, WE DIDN’T NEED ASKING TWICE. It's supposed to be winter in Austria but the sun is shining hard, the temperature is like a spring day and the roads dry. With a familiar V-twin rumble at idle, the GT is warming while the mechanic is keen to stress to me that they really need this bike back in one piece. Of course, I have no intentions to crash it – just thrash it!

Having ridden 1290 SUPER DUKE R a lot and this being the ‘brother’ machine, it’s hard not to make comparisons. As soon as I climb on board, any similarities to the R model disappear. The seat seems lower for some reason, but both machines are identical at 835 mm.

There’s this massive fuel tank in front – a whopping 23-liter effort (five more than the R), but – in typical KTM fashion – legs fit like part of it, rather than around it, and make its apparent bulk shrink.

The bars are higher than the R, with a different rise to give a comfortable, less aggressive riding position.

The clocks are familiar as they’re identical, but nestled behind a screen much smaller than I expected. That said, one of the strange things about the R model was how much wind was deflected from the rider by the headlight and clocks. But for long trips in the saddle, this screen is bound to pay off and the neat thing is that it can be easily adjusted by one hand to any of eight positions. The physically ‘big’ feel to the bike is gone as soon as the feather-light clutch is released. OK, there’s no luggage or passenger on the back, but the good balance of the bike is noticeable as I head out through the back of the factory.

I’m familiar with the roads around Mattighofen and there’s a great variety of fast, slow, smooth and bumpy, with some epic hairpins and switchbacks that run up, down and around the surrounding hills and mountains. Tiptoeing through the docile traffic that runs through the center of town, the GT’s bellowing exhaust note bounces off the surrounding buildings, despite the low revs. The exhaust valve on the lowerset pipe is definitely producing a different note at town speeds, but the familiar sound is welcomed as the revs rise when the road opens and buildings disappear.

Power. There’s so much power. It just pulls and pulls from any revs and any gear, a light on the dash informing me that the traction control is working. If it didn’t tell me I wouldn’t know in the top four gears. This efficiency only increases confidence in the system and encourages video-game-style throttle control; what was it again that I was told not to do?

The ergonomics welcome both a track style with hanging off, pointing knees to the floor or the classic Mike Hailwood upright style (Google him, if you need to). After a while, I opt for the latter as it's easier/lazier and ground clearance doesn’t seem to be an issue with the footrests: these are set lower than the R model, for better comfort (same goes for the pillion) while riding solo with no luggage. But then again, adding these to the back of the bike shouldn’t matter as the GT would automatically increase its preload when it senses increased weight. Stability is also a big factor; only the previous week I rode a 690 DUKE R through this same section of twisty roads; a proper single-cylinder, scratch and attack route, but quite bumpy. On the GT, it flattened all the imperfections of the surface and did the hard work for me.

Turns out I don’t know the roads as well as I thought and, having got carried away, I’m also a little bit lost. A quick look at the TomTom app on my phone points me back

Luke Brackenbury, Editor & test rider in the right direction. Several thousand flies are soon slaughtered by the top fairing and my helmet, in the name of progress, to avoid a telling off. The fairing makes it easy to hold on to the bars at speed, meaning I can keep a comfortable vigil on what’s around me.

I arrive back to the factory having been gone almost two hours. The trip on the dash says I’ve punched out 150 km in that time. It may have just been a relatively short hop on a bike with long legs, but I can already understand what the GT is going to be all about for those who own one; getting places fast, comfortably and with the ability to enjoy whatever type of road it comes across.

Luke Brackenbury

UNBOUND // FEATURE // PAGE 19

FIVE MINUTES WITH: HANNES MAIER, KTM TEST RIDER A FORMER WORLD CHAMPIONSHIP SUPERMOTO RIDER AND AUSTRIAN CHAMPION, HANNES MAIER, 30, IS A KTM TEST RIDER WITH A FOCUS ON SUSPENSION FOR STREET MACHINES. AS PART OF A TEAM, HE PLAYED A BIG ROLE IN DEVELOPING THE GT’S BOUNCY BITS, FEATURING THE LATEST GENERATION OF WP’S SEMI-ACTIVE SUSPENSION

HOW LONG HAVE YOU BEEN INVOLVED WITH WP’S SEMI-ACTIVE SUSPENSION? I was involved from the beginning of the development, not as an engineer, but as a test rider. It was a big challenge from the beginning to where we are now.

With the system there’s a lot of possibilities and you have to choose what you really need and what isn’t necessary. To set the priorities.

From a development point of view, you need to work really closely with the engineers because it isn’t a case of saying, ‘Hey – I think we need to make some shims to improve the low speed compression.’ So now we have a team that is working so well together on these complex systems to get the results that exceed what our customers expect.

WAS WORKING WITH SEMI-ACTIVE LIKE LEARNING SUSPENSION AGAIN? Yes and no. It’s a really big difference and there were many problems right at the start with the electronics; especially with what was working, what was not and how much difference things are making when we change the settings. But now, it is much more easy to make bikes with this equipment, as the team is really strong and experienced.

So going from the KTM 1290 SUPER ADVENTURE – the first KTM to run semi-active – to the GT was much easier because the collective experience was much better. And as this is still relatively new we can improve so much. It’s exciting.

WHAT ARE THE BIGGEST ADVANTAGES OF SEMI-ACTIVE? You have a really big range of damping – more than normal – because of how the valve works and of course it can be adjusted so easily and on the move for most of the settings.

WHAT IS THE PROCESS OF DEVELOPMENT? First, we will get a P1 prototype machine and try to find the right length of the suspension and spring ratios to get the balance. So this is all done with manually adjusted suspension. Then we take the bike with the conventional suspension and our first version of the semi-active and see what is the benefit gained. We are looking for stability, the quality of damping. And then from there we try to define the differences of the various pre-set options. But obviously this requires a lot of riding, in so many different situations, as we have to make the bike good for every road.

For the GT, we spent a lot of the time on some familiar mountain roads in Spain that are quite bumpy and with loose gravel. We try to get the bike to work well in bad situations and then we go back and forth from nice roads to the bumpy one to see if we’ve lost any balance or stability with each new setting. In a way, for a bike like this, there's a compromise because there are so many factors we need to cater for: stability, comfort, road types, passenger use. But then this is the good thing about semi-active having such a range of adjustment at the push of a button.

WE GUESS YOU HAVE TO PUSH THE BIKE TO THE LIMIT IN ORDER TO KNOW HOW THE SUSPENSION WILL REACT. HOW DOES THAT WORK WHEN TESTING WITH PILLIONS? How hard we ride really depends on who is on the back! But yes, sometimes we do have to push the bikes beyond the limits because we need to create a setting that is safe.

WHAT ARE YOU THE MOST PLEASED WITH ON THE GT? Suspension-wise, it’s the big range of the settings and the stable easy riding with a big bike. Really easy to handle. You don’t feel that you’re on a big bike.

But elsewhere on the bike, it has to be the engine.

So smooth and strong – I love the torque of a V-twin.

RIDING IMPRESSION JUST BEFORE THE INTERNATIONAL MEDIA LAUNCH OF THE GT, UNBOUND WAS GRANTED THE CHANCE FOR A SHORT ROAD RIDE ON A FINISHED MACHINE AFTER SOME ADDITIONAL PHOTO SHOOTS WERE COMPLETED. NATURALLY, WE DIDN’T NEED ASKING TWICE. It's supposed to be winter in Austria but the sun is shining hard, the temperature is like a spring day and the roads dry. With a familiar V-twin rumble at idle, the GT is warming while the mechanic is keen to stress to me that they really need this bike back in one piece. Of course, I have no intentions to crash it – just thrash it!

Having ridden 1290 SUPER DUKE R a lot and this being the ‘brother’ machine, it’s hard not to make comparisons. As soon as I climb on board, any similarities to the R model disappear. The seat seems lower for some reason, but both machines are identical at 835 mm.

There’s this massive fuel tank in front – a whopping 23-liter effort (five more than the R), but – in typical KTM fashion – legs fit like part of it, rather than around it, and make its apparent bulk shrink.

The bars are higher than the R, with a different rise to give a comfortable, less aggressive riding position.

The clocks are familiar as they’re identical, but nestled behind a screen much smaller than I expected. That said, one of the strange things about the R model was how much wind was deflected from the rider by the headlight and clocks. But for long trips in the saddle, this screen is bound to pay off and the neat thing is that it can be easily adjusted by one hand to any of eight positions. The physically ‘big’ feel to the bike is gone as soon as the feather-light clutch is released. OK, there’s no luggage or passenger on the back, but the good balance of the bike is noticeable as I head out through the back of the factory.

I’m familiar with the roads around Mattighofen and there’s a great variety of fast, slow, smooth and bumpy, with some epic hairpins and switchbacks that run up, down and around the surrounding hills and mountains. Tiptoeing through the docile traffic that runs through the center of town, the GT’s bellowing exhaust note bounces off the surrounding buildings, despite the low revs. The exhaust valve on the lowerset pipe is definitely producing a different note at town speeds, but the familiar sound is welcomed as the revs rise when the road opens and buildings disappear.

Power. There’s so much power. It just pulls and pulls from any revs and any gear, a light on the dash informing me that the traction control is working. If it didn’t tell me I wouldn’t know in the top four gears. This efficiency only increases confidence in the system and encourages video-game-style throttle control; what was it again that I was told not to do?

The ergonomics welcome both a track style with hanging off, pointing knees to the floor or the classic Mike Hailwood upright style (Google him, if you need to). After a while, I opt for the latter as it's easier/lazier and ground clearance doesn’t seem to be an issue with the footrests: these are set lower than the R model, for better comfort (same goes for the pillion) while riding solo with no luggage. But then again, adding these to the back of the bike shouldn’t matter as the GT would automatically increase its preload when it senses increased weight. Stability is also a big factor; only the previous week I rode a 690 DUKE R through this same section of twisty roads; a proper single-cylinder, scratch and attack route, but quite bumpy. On the GT, it flattened all the imperfections of the surface and did the hard work for me.

Turns out I don’t know the roads as well as I thought and, having got carried away, I’m also a little bit lost. A quick look at the TomTom app on my phone points me back

Luke Brackenbury, Editor & test rider in the right direction. Several thousand flies are soon slaughtered by the top fairing and my helmet, in the name of progress, to avoid a telling off. The fairing makes it easy to hold on to the bars at speed, meaning I can keep a comfortable vigil on what’s around me.

I arrive back to the factory having been gone almost two hours. The trip on the dash says I’ve punched out 150 km in that time. It may have just been a relatively short hop on a bike with long legs, but I can already understand what the GT is going to be all about for those who own one; getting places fast, comfortably and with the ability to enjoy whatever type of road it comes across.

Luke Brackenbury

UNBOUND // INSIDE // PAGE 21

KTM 1290 SUPER DUKE GT 1 G T CASE SET 2 R EAR BRAKE RESERVOIR CAP 3 R EAR AXLE COVER 1

2

3 Text: Knut Briel Pictures: Rudi Schedl, Heinz Mitterbauer, Heiko Mandl

GRADE IT UP UNBOUND DISCOVERS WHY POWERPARTS ARE THE BEST CHOICE TO ENHANCE A KTM.

UNBOUND // INSIDE // PAGE 21

KTM 1290 SUPER DUKE GT 1 G T CASE SET 2 R EAR BRAKE RESERVOIR CAP 3 R EAR AXLE COVER 1

2

3 Text: Knut Briel Pictures: Rudi Schedl, Heinz Mitterbauer, Heiko Mandl

GRADE IT UP UNBOUND DISCOVERS WHY POWERPARTS ARE THE BEST CHOICE TO ENHANCE A KTM.

UNBOUND // INSIDE // PAGE 23

THOMAS FRIEDRICH HEAD OF TECHNICAL ACCESSORIES

FROM THE VERY START, THERE IS A WIDE RANGE OF BESPOKE POWERPARTS FOR THE KTM 1290 SUPER DUKE GT. POWERPARTS MANAGER THOMAS FRIEDRICH KNOWS HOW THAT CAME TO BE SO AND WHY KTM POWERPARTS LOOK SO MUCH COOLER THAN ACCESSORIES BY SOME GENERIC AFTERMARKET SUPPLIER. The enduro racer and Erzberg finisher has this to say on the issue: “The genuine KTM accessories not only look better, they also work better and last longer. And that is not least because at KTM, the development of these parts is integrated with the development of the motorcycle.” The same engineers and technicians who are responsible for the engine, chassis and equipment of the KTM motorcycles work in parallel on the development of the matching accessory hardware – and with the same passion.

Accessory development is integral to KTM’s strategic motorcycle product management. “When the specifications are defined, about two to four years prior to the start of series production of a new model”, Friedrich explains, “then they already contain the specifications of the technical accessories that also need to be developed.”

That is just how it went with the development of the brand new KTM 1290 SUPER DUKE GT. So the fact there is a comprehensive range of PowerParts available for the extra hot sports tourer from day 1, is not just because it has inherited a lot of DNA from the Super Duke R. That is of course the reason why many PowerParts developed for the “Beast” will also fit the GT – for example the billet covers and levers, Wave brake discs, carbon fenders, adjustable foot pegs and many others. But the list of PowerParts developed specially and exclusively for the Super Duke GT is a lot longer.

It comprises accessories that are precisely tailored to the specific technical design

of the complete GT as a package. Accessories that will satisfy the exact requirements of future GT owners. And of course accessories that KTM develops specifically for each individual model anyway, to ensure it unconditionally meets the “plug and play” principle. Like for example the Akrapovič silencer for the 1290 Super Duke GT, made of top quality titanium. The slip-on can is exclusively designed to match the mapping of the GT engine, which also means it can be legally fitted without any further measures or consequences. The precious component will lower the weight of the machine by another 1.5 kilos and underscore the racing character of the GT visually as well as acoustically. For irrespective of the fact that the GT moniker suggests long-distance capabilities, when all is said and done, the latest Super Duke is also READY TO RACE. “And in the end, that is what KTM accessories are all about”, Thomas Friedrich emphasizes. “With PowerParts, every KTM rider can enhance and upgrade those exact features and characteristics of his machine that matter the most to him.”

In fact there is no PowerPart that fails to optimize the performance, the sound, the look, the ergonomics or the function and, by extension, also the safety. And since the 1290 Super Duke GT is an especially versatile KTM that has risen to re-define the very notion of “Sports Tourer”, in this case, the PowerParts program offers an especially versatile range of options – from ones aimed at fast laps on the track, all the way to equipment for an adventurous holiday journey.

When ‘holidays’ are mentioned, every motorcyclist at once thinks of the challenge of accommodating the luggage. Of course there is a complete luggage system for the 1290 Super Duke GT, from the tank bag to the top case. However, the path from the earliest ideas to the finished products was a long one, about which Thomas Friedrich can tell you a thing or two: “When it comes to such a complex project, it is especially crucial that the development efforts dovetail in-depth from the very beginning.” So what is so complex about a set of panniers? Well, it’s one thing to develop cases with 30 liters of volume and a payload of 7.5 kilos each, which still integrate perfectly with the GT ‘s vehicle design and which you can lock with the bike’s ignition key.

But ensuring that the aerodynamics are not impaired, that stability is ensured even at a full load and that the mounting system is completely invisible when the cases are removed, all that requires the in-depth dovetailing Friedrich is talking about.

And it extends even further, right into the KTM PowerWear range: each side-mounted case of the 1290 Super Duke GT accommodates a KTM C3 Pro flip-up helmet.

The so-called project managers are charged with the task of ensuring that really absolutely all PowerParts receive the full attention they deserve during the development process. Gerald Matschl, Vice President Research & Development Street, knows that decisive markers are laid down even in the earliest conceptual stage: “Not every idea for an accessory is as obvious as a luggage system for the 1290 Super Duke GT. That means the first step is getting creative.

But already at the second step, you need to check if there is even demand for the product conceived of”.

For example, everybody who ever had involuntary ground contact will easily see how much sense it makes to offer crash pads for a sporty bike like the GT. But who, except for very experienced race track denizens, would know that the steering stop is a motorcycle part that needs special protection? KTM offers a steering-stop guard made of high-quality, solid colored polyamide for the GT. This race-proven PowerPart will protect the steering stop in a crash from bending or breaking off and is a so-called “sacrificial part”: better to destroy a cheap, easy-to-replace

ERGO SEAT HEATED

plastic part than risk an expensive, complex repair.

Then again, those who want to tackle long distances on the KTM 1290 SUPER DUKE GT should not have to make any sacrifices. And they have reasons to get excited – not just the large tank and the relaxed riding position, but also things like the standard heated grips. However, the PowerParts program has even more: KTM offers Ergo seats with Kevlar heating filaments for rider and pillion. The heated seats are separately adjustable in three stages. Relaxed riding is one thing on a long journey, reliable guidance is another one.

Those who like to get their bearings following the old methods and use a map, find a map case on the KTM tank bag. On the other hand, those who like to use modern satnav technology find a basic carrier for GPS holders in the PowerParts range. This carrier not only fits perfectly into the cockpit of the GT and protects the GPS from vibration, it is also tilt adjustable and matches all Garmin and TomTom GPS holders, as well as the KTM GPS/PDA bag and the KTM iBracket.

The iBracket is the perfect solution to mount a smartphone on the KTM – for example, to use it to navigate.

The bracket can be rotated through 90° and is made of laser-cut, curved stainless steel components, has polymer corners with UV-resistant silicone rings and is distinguished by a bespoke precision closure contour as well as a 3D closure that you can operate with just one hand. The iBracket allows mounting of the iPhones 5, 5C, or other smartphones, in the cockpit of the KTM 1290 SUPER DUKE GT. And the protection of the sensitive electronics in the rough environment is not just ensured by the fastidious development work that went into it, or its great quality, but also by the

fact that every accessory component is thoroughly put through its paces before KTM elevates it to the status of a genuine ‘PowerPart’. The merciless testing begins in the computer, specifically with what is called FEM structural calculations. “This finite-elements method allows us to simulate strength tests as well as thermal and aerodynamic tests. After that, we already know a lot about the long-term durability, vibration resistance and influence on air resistance that we can expect“, Friedrich explains. ”Then, in a second step, lab tests are conducted on test beds like vibration exciters and bending machines, and finally, as a third step, real-life tests out on the road.”

iBRACKET

This is a huge expenditure, of which KTM owners are probably unaware when choosing, from the wealth of PowerParts, what is to bless their bikes with even greater performance or add an individual touch to the styling. “But what they do know is they can expect top quality, perfect function and outstanding long-term durability,” Thomas Friedrich sums up.

“That is when it’s worth remembering what the notion ‘reasonably priced’ actually means. KTM PowerParts are certainly a reasonable investment!”

UNBOUND // INSIDE // PAGE 23

THOMAS FRIEDRICH HEAD OF TECHNICAL ACCESSORIES

FROM THE VERY START, THERE IS A WIDE RANGE OF BESPOKE POWERPARTS FOR THE KTM 1290 SUPER DUKE GT. POWERPARTS MANAGER THOMAS FRIEDRICH KNOWS HOW THAT CAME TO BE SO AND WHY KTM POWERPARTS LOOK SO MUCH COOLER THAN ACCESSORIES BY SOME GENERIC AFTERMARKET SUPPLIER. The enduro racer and Erzberg finisher has this to say on the issue: “The genuine KTM accessories not only look better, they also work better and last longer. And that is not least because at KTM, the development of these parts is integrated with the development of the motorcycle.” The same engineers and technicians who are responsible for the engine, chassis and equipment of the KTM motorcycles work in parallel on the development of the matching accessory hardware – and with the same passion.

Accessory development is integral to KTM’s strategic motorcycle product management. “When the specifications are defined, about two to four years prior to the start of series production of a new model”, Friedrich explains, “then they already contain the specifications of the technical accessories that also need to be developed.”

That is just how it went with the development of the brand new KTM 1290 SUPER DUKE GT. So the fact there is a comprehensive range of PowerParts available for the extra hot sports tourer from day 1, is not just because it has inherited a lot of DNA from the Super Duke R. That is of course the reason why many PowerParts developed for the “Beast” will also fit the GT – for example the billet covers and levers, Wave brake discs, carbon fenders, adjustable foot pegs and many others. But the list of PowerParts developed specially and exclusively for the Super Duke GT is a lot longer.

It comprises accessories that are precisely tailored to the specific technical design

of the complete GT as a package. Accessories that will satisfy the exact requirements of future GT owners. And of course accessories that KTM develops specifically for each individual model anyway, to ensure it unconditionally meets the “plug and play” principle. Like for example the Akrapovič silencer for the 1290 Super Duke GT, made of top quality titanium. The slip-on can is exclusively designed to match the mapping of the GT engine, which also means it can be legally fitted without any further measures or consequences. The precious component will lower the weight of the machine by another 1.5 kilos and underscore the racing character of the GT visually as well as acoustically. For irrespective of the fact that the GT moniker suggests long-distance capabilities, when all is said and done, the latest Super Duke is also READY TO RACE. “And in the end, that is what KTM accessories are all about”, Thomas Friedrich emphasizes. “With PowerParts, every KTM rider can enhance and upgrade those exact features and characteristics of his machine that matter the most to him.”

In fact there is no PowerPart that fails to optimize the performance, the sound, the look, the ergonomics or the function and, by extension, also the safety. And since the 1290 Super Duke GT is an especially versatile KTM that has risen to re-define the very notion of “Sports Tourer”, in this case, the PowerParts program offers an especially versatile range of options – from ones aimed at fast laps on the track, all the way to equipment for an adventurous holiday journey.

When ‘holidays’ are mentioned, every motorcyclist at once thinks of the challenge of accommodating the luggage. Of course there is a complete luggage system for the 1290 Super Duke GT, from the tank bag to the top case. However, the path from the earliest ideas to the finished products was a long one, about which Thomas Friedrich can tell you a thing or two: “When it comes to such a complex project, it is especially crucial that the development efforts dovetail in-depth from the very beginning.” So what is so complex about a set of panniers? Well, it’s one thing to develop cases with 30 liters of volume and a payload of 7.5 kilos each, which still integrate perfectly with the GT ‘s vehicle design and which you can lock with the bike’s ignition key.

But ensuring that the aerodynamics are not impaired, that stability is ensured even at a full load and that the mounting system is completely invisible when the cases are removed, all that requires the in-depth dovetailing Friedrich is talking about.

And it extends even further, right into the KTM PowerWear range: each side-mounted case of the 1290 Super Duke GT accommodates a KTM C3 Pro flip-up helmet.

The so-called project managers are charged with the task of ensuring that really absolutely all PowerParts receive the full attention they deserve during the development process. Gerald Matschl, Vice President Research & Development Street, knows that decisive markers are laid down even in the earliest conceptual stage: “Not every idea for an accessory is as obvious as a luggage system for the 1290 Super Duke GT. That means the first step is getting creative.

But already at the second step, you need to check if there is even demand for the product conceived of”.

For example, everybody who ever had involuntary ground contact will easily see how much sense it makes to offer crash pads for a sporty bike like the GT. But who, except for very experienced race track denizens, would know that the steering stop is a motorcycle part that needs special protection? KTM offers a steering-stop guard made of high-quality, solid colored polyamide for the GT. This race-proven PowerPart will protect the steering stop in a crash from bending or breaking off and is a so-called “sacrificial part”: better to destroy a cheap, easy-to-replace

ERGO SEAT HEATED

plastic part than risk an expensive, complex repair.

Then again, those who want to tackle long distances on the KTM 1290 SUPER DUKE GT should not have to make any sacrifices. And they have reasons to get excited – not just the large tank and the relaxed riding position, but also things like the standard heated grips. However, the PowerParts program has even more: KTM offers Ergo seats with Kevlar heating filaments for rider and pillion. The heated seats are separately adjustable in three stages. Relaxed riding is one thing on a long journey, reliable guidance is another one.

Those who like to get their bearings following the old methods and use a map, find a map case on the KTM tank bag. On the other hand, those who like to use modern satnav technology find a basic carrier for GPS holders in the PowerParts range. This carrier not only fits perfectly into the cockpit of the GT and protects the GPS from vibration, it is also tilt adjustable and matches all Garmin and TomTom GPS holders, as well as the KTM GPS/PDA bag and the KTM iBracket.

The iBracket is the perfect solution to mount a smartphone on the KTM – for example, to use it to navigate.

The bracket can be rotated through 90° and is made of laser-cut, curved stainless steel components, has polymer corners with UV-resistant silicone rings and is distinguished by a bespoke precision closure contour as well as a 3D closure that you can operate with just one hand. The iBracket allows mounting of the iPhones 5, 5C, or other smartphones, in the cockpit of the KTM 1290 SUPER DUKE GT. And the protection of the sensitive electronics in the rough environment is not just ensured by the fastidious development work that went into it, or its great quality, but also by the

fact that every accessory component is thoroughly put through its paces before KTM elevates it to the status of a genuine ‘PowerPart’. The merciless testing begins in the computer, specifically with what is called FEM structural calculations. “This finite-elements method allows us to simulate strength tests as well as thermal and aerodynamic tests. After that, we already know a lot about the long-term durability, vibration resistance and influence on air resistance that we can expect“, Friedrich explains. ”Then, in a second step, lab tests are conducted on test beds like vibration exciters and bending machines, and finally, as a third step, real-life tests out on the road.”

iBRACKET

This is a huge expenditure, of which KTM owners are probably unaware when choosing, from the wealth of PowerParts, what is to bless their bikes with even greater performance or add an individual touch to the styling. “But what they do know is they can expect top quality, perfect function and outstanding long-term durability,” Thomas Friedrich sums up.

“That is when it’s worth remembering what the notion ‘reasonably priced’ actually means. KTM PowerParts are certainly a reasonable investment!”

UNBOUND // INSIDE // PAGE 24 WHY IS THIS INTEGRATION INTO THE OVERALL SYSTEM SO IMPORTANT? For one, so the accessories are already available when the motorcycle is launched.

Also, it means that accessories can be considered even while the motorcycle itself is being developed. For example, a luggage system that has been factored in right from the start is definitely better, regarding design, function and its influence on riding dynamics, than one that is developed after the fact for an existing bike.

PHILLIP HABSBURG HEAD OF THE KTM DEVELOPMENT DEPARTMENT, ON THE DEVELOPMENT OF TECHNICAL ACCESSORIES SINCE WHEN DOES KTM OFFER TECHNICAL ACCESSORIES? KTM discovered this topic about 15 years ago. At the outset, we had no more than two dozen parts but this progressed much more rapidly than anyone expected. Within a few years, we saw the development of a proper firm within the firm. There we saw which KTM could use which item of accessories.

Yet we soon noticed that this add-on principle is not the best approach.

LET’S GO BACK TO CUSTOMER SERVICE AGAIN. ARE THERE EVEN REPLACEMENT PARTS FOR THE KTM ACCESSORIES? Sure. We continue to make parts available via the KTM dealerships even after the actual accessory product has been phased out. As I said, we basically treat every product the same. That is why there are illustrated manuals not only for the motorbikes, but for the accessory parts as well. We recommend having the parts fitted at an authorized KTM workshop though, if solely so as to retain the vehicle warranty.

AND ARE ALL POWERPARTS DEVELOPED BY KTM ITSELF? Almost. In very rare individual cases, we occasionally may adopt a finished product from one of our renowned suppliers. Most accessory parts we develop all on our own, about ten per cent are co-developments with one of our suppliers – like for example the Akrapovič silencers for KTM models.

SO YOU NO LONGER WAIT TO START THINKING ABOUT ACCESSORIES UNTIL THE MOTORCYCLE IS ACTUALLY FINISHED? Precisely. You cannot wait until after the fact these days any more. As soon as a new KTM takes its first breath, the development of the accessories for that model also starts. And that presupposes that the accessories need to be embedded into the overall system just like every other product at KTM. That goes for all departments and all stages of development, from the ideation to design and to customer service.

CLUTCH LEVER ARTICULATED AND ADJUSTABLE

GT CASE SET

MADE FROM CNC-MACHINED HIGH STRENGTH ALUMINUM AND A TOUGH BLACK/ORANGE ANODIZED SURFACE, THIS LEVER IS NOT ONLY A TECHNICAL HIGHLIGHT, IT IS A VISUAL ONE TOO.

WHILE MAINTAINING THE SPORTY LOOK OF THE BIKE WITHOUT AFFECTING ITS ERGONOMICS, THESE LUGGAGE CASES CAN BE EASILY FITTED TO THE INTEGRATED PANNIER-MOUNTING SYSTEM.

UNBOUND // INSIDE // PAGE 24 WHY IS THIS INTEGRATION INTO THE OVERALL SYSTEM SO IMPORTANT? For one, so the accessories are already available when the motorcycle is launched.

Also, it means that accessories can be considered even while the motorcycle itself is being developed. For example, a luggage system that has been factored in right from the start is definitely better, regarding design, function and its influence on riding dynamics, than one that is developed after the fact for an existing bike.

PHILLIP HABSBURG HEAD OF THE KTM DEVELOPMENT DEPARTMENT, ON THE DEVELOPMENT OF TECHNICAL ACCESSORIES SINCE WHEN DOES KTM OFFER TECHNICAL ACCESSORIES? KTM discovered this topic about 15 years ago. At the outset, we had no more than two dozen parts but this progressed much more rapidly than anyone expected. Within a few years, we saw the development of a proper firm within the firm. There we saw which KTM could use which item of accessories.

Yet we soon noticed that this add-on principle is not the best approach.

LET’S GO BACK TO CUSTOMER SERVICE AGAIN. ARE THERE EVEN REPLACEMENT PARTS FOR THE KTM ACCESSORIES? Sure. We continue to make parts available via the KTM dealerships even after the actual accessory product has been phased out. As I said, we basically treat every product the same. That is why there are illustrated manuals not only for the motorbikes, but for the accessory parts as well. We recommend having the parts fitted at an authorized KTM workshop though, if solely so as to retain the vehicle warranty.

AND ARE ALL POWERPARTS DEVELOPED BY KTM ITSELF? Almost. In very rare individual cases, we occasionally may adopt a finished product from one of our renowned suppliers. Most accessory parts we develop all on our own, about ten per cent are co-developments with one of our suppliers – like for example the Akrapovič silencers for KTM models.

SO YOU NO LONGER WAIT TO START THINKING ABOUT ACCESSORIES UNTIL THE MOTORCYCLE IS ACTUALLY FINISHED? Precisely. You cannot wait until after the fact these days any more. As soon as a new KTM takes its first breath, the development of the accessories for that model also starts. And that presupposes that the accessories need to be embedded into the overall system just like every other product at KTM. That goes for all departments and all stages of development, from the ideation to design and to customer service.

CLUTCH LEVER ARTICULATED AND ADJUSTABLE

GT CASE SET

MADE FROM CNC-MACHINED HIGH STRENGTH ALUMINUM AND A TOUGH BLACK/ORANGE ANODIZED SURFACE, THIS LEVER IS NOT ONLY A TECHNICAL HIGHLIGHT, IT IS A VISUAL ONE TOO.

WHILE MAINTAINING THE SPORTY LOOK OF THE BIKE WITHOUT AFFECTING ITS ERGONOMICS, THESE LUGGAGE CASES CAN BE EASILY FITTED TO THE INTEGRATED PANNIER-MOUNTING SYSTEM.

UNBOUND // LIFESTYLE // PAGE 27

STILL GOOD AT BEING BAD? Text: Luke Brackenbury Pictures: Gareth Harford, BAUER Media House

OVER 20 YEARS AGO THE ORIGINAL DUKE SET THE ATTITUDE FOR KTM'S RETURN TO STREET BIKES. UNBOUND FINDS OUT IF THE YEARS HAVE BEEN KIND TO THE ORIGINAL SINGLE-CYLINDER BAD BOY. In the 80s and early 90s, KTM was establishing itself as a major player in motocross and enduro. But at that time there was also no orange to be seen on street bikes … The company – then called KTM Motor-Fahrzeugbau AG – hit troubled times in 1991, but thankfully it was saved by Stefan Pierer and his Cross Industries company, who have since managed KTM so as to create a global brand that is now called KTM Sportmotorcycle GmbH. To get KTM back to prosperity, with growth and a solid future, the belief was that it was necessary to have a presence in the street-bike market. Yet is simply wasn't about just turning up or copying what everyone else was doing – but being individual.

The story of how the first Duke was created isn’t pretty, but it sure is cool, and fits very closely with the early-era 'new-generation' KTM – rolling-up sleeves and getting out the angle grinder. Yes, KTM engineers and Gerald Kiska (of KISKA Design) took a 553 cc Enduro, chopped the chassis up, slapped some 17-inch wheels on it and bored the LC4 motor out to 598 cc. Billed as a ‘fun bike’ when it was shown at the 1992 Cologne IFMA show, the reality was that it was a proper supermoto for the road, without a shred of practicality – and the reaction was just what KTM hoped.

ICONIC 20 YEARS OF KTM DUKE

| PRACTICALITY | COMFORT | LONG-DISTANCE ABILITY | SMOOTHNESS None of these attributes can be applied to KTM’s first street bike after the company was reborn in 1991.

Did its owners and riders that lusted after such a bike really care? No. 1994’s DUKE set the tone for the Austrian brand’s return to asphalt.

UNBOUND // LIFESTYLE // PAGE 27

STILL GOOD AT BEING BAD? Text: Luke Brackenbury Pictures: Gareth Harford, BAUER Media House

OVER 20 YEARS AGO THE ORIGINAL DUKE SET THE ATTITUDE FOR KTM'S RETURN TO STREET BIKES. UNBOUND FINDS OUT IF THE YEARS HAVE BEEN KIND TO THE ORIGINAL SINGLE-CYLINDER BAD BOY. In the 80s and early 90s, KTM was establishing itself as a major player in motocross and enduro. But at that time there was also no orange to be seen on street bikes … The company – then called KTM Motor-Fahrzeugbau AG – hit troubled times in 1991, but thankfully it was saved by Stefan Pierer and his Cross Industries company, who have since managed KTM so as to create a global brand that is now called KTM Sportmotorcycle GmbH. To get KTM back to prosperity, with growth and a solid future, the belief was that it was necessary to have a presence in the street-bike market. Yet is simply wasn't about just turning up or copying what everyone else was doing – but being individual.

The story of how the first Duke was created isn’t pretty, but it sure is cool, and fits very closely with the early-era 'new-generation' KTM – rolling-up sleeves and getting out the angle grinder. Yes, KTM engineers and Gerald Kiska (of KISKA Design) took a 553 cc Enduro, chopped the chassis up, slapped some 17-inch wheels on it and bored the LC4 motor out to 598 cc. Billed as a ‘fun bike’ when it was shown at the 1992 Cologne IFMA show, the reality was that it was a proper supermoto for the road, without a shred of practicality – and the reaction was just what KTM hoped.

ICONIC 20 YEARS OF KTM DUKE

| PRACTICALITY | COMFORT | LONG-DISTANCE ABILITY | SMOOTHNESS None of these attributes can be applied to KTM’s first street bike after the company was reborn in 1991.

Did its owners and riders that lusted after such a bike really care? No. 1994’s DUKE set the tone for the Austrian brand’s return to asphalt.

UNBOUND // LIFESTYLE // PAGE 29

THE DUKE I TODAY Since 1994, 4000 DUKE I's were built, including the ‘Last Edition’ of the first generation (are you still with me?) in 1998, featuring the DUKE II’s 640 cc engine. So with the youngest of the first bikes being around aged 17, there’s a lot of machines out there that have been ridden as intended (really hard) along with being subject to a variety of modifications, home improvements and engine sizes (that’s another thing – 50 ‘First Edition’ bikes were available with a 400 engine). In short, there don't seem be many examples still terrorizing tarmac in completely standard trim.

KTM was also using the show to test response to the prototype’s orange and yellow colors. Franz Söllhammer, a KTM spokesman at the time, said simply: “We are keeping an open mind on the colors. We may change them.”

When the show finished, the concept was taken away, refined and prettied up; dropping some of its ‘borrowed’ bodywork, getting bespoke features and a bigger engine – up to 609 cc. Its ambitions were confirmed by high-specification components, such as fully adjustable WP Suspension, Brembo brakes and a Remus exhaust.

With its release in 1994, Supermoto for the masses was born; big corner speeds, bigger wheelies and absolute wire-tight stupidity.

Perfect. Importantly, the orange remained and the tone and image were set for KTM on the street.

After riding it for the first time for their issue 93 (April 1994), 'Der Reitwagen' said: “It's a smart and – in a positive sense – delicately-worked motorcycle for Street use, with a high and wide handlebar. The LC4 engine has been slightly softened, but the core purpose remains at heart. The 55 hp of the KTM 620 DUKE is available at any position of the throttle grip: for a Street single-cylinder and the Duke’s low weight, it is not only in the figurative sense that is 'grasping' for the stars."

With 'Motorcycle News' also saying “KTM is not palming you off with a compromised enduro bike with the Duke. This is a pure street machine with a crisp, powerful engine, excellent suspension and sharp, accurate handling. But it does need to be treated with respect – the engine’s punch and difficult throttle action can make corners hard work, though getting it right is doubly rewarding.”

SO THE MOTORCYCLE PRESS LIKED IT. BUT AFTER OVER TWO DECADES ON THE ROAD, HAVE THE YEARS BEEN KIND TO THE ORIGINAL DUKE?

After exhausting efforts to borrow a bike for these pictures, I started looking at bikes for sale. There were few options, but I eventually found the yellow bike seen in these photos, bathing in English sunshine. Buying a bike wasn’t my original plan as I already own a 2014 690 Duke R (DUKE IV), which is an incredible machine on road and track (and still surprisingly good on fuel, even when thrashed), but the chance to own a piece of KTM history in such good condition couldn’t be missed. Five hours, 44 minutes and 342 miles in a van later, I arrived at the seller’s house to buy a bike I hadn’t seen or ridden. Fortunately, the bike was as described so I didn’t make the return drive with an empty van…

This bike is a completely standard example of a 1996 DUKE I (3rd edition – 1994 was 1st and orange, 1995 2nd edition was black/red, etc.). It’s so standard it even has the original handgrips (that need replacing) and the gold bar end weights. The bike isn’t exactly what you’d call beautiful, but what makes it stunning is what it is, what is stands for and what it can do. The test ride swung the deal. If you’re thinking of buying a Duke as more of an investment, a First Edition 1994 model in orange is the one to have as, well, it’s the first.

But, if you want to ride it regularly, 1996’s introduction of the electric start was possibly the most practical feature on the bike after headlights. The fuel cap wasn’t even lockable.

“The first Duke was a mega machine,” says Tim Walker of long-time KTM dealer, Redline Motorcycles of Loughborough, England. “But they sure were a bugger to start. I remember building them up from the crates and taking them down to the local petrol station and leaving the engine running while filling them up – just to avoid having to kick it over again. More than a few times did I have to push a Duke back up the hill back to the shop when I couldn’t get it to start again! The introduction of the electric start was a big blessing, I can tell you.” And I agree. I tried kicking over the bike and – with an inside leg measurement that borders on being a disability – I was left only with the noise of my heart banging off the rev limiter and a silent bike. And yes, I tried the decompression lever. I knew it wasn’t a barmounted rear brake for controlling high wheelies…

With full choke (remember that?), a prod of the electric starter, the bike fires up and the raucous Austrian single’s sound is the same now as it was then. KTM LC4’s have always been able to boast being the most powerful mono-cylinders and this stock engine is harsh in its power delivery, but addictive. Despite a balancer shaft, it vibrates a lot. It lacks the benefit of two decades of LC4 refinements, such as a ride-by-wire controlled ignition, controlling a softer explosion made possible by twin spark plugs. This old engine seems to be happiest under big handfuls of throttle.

Much like the rider.

The clutch is heavy from this bike spending the last five years being something of a garage ornament. And the snappy clutch is my reason for pulling wheelies from every standing start, Mr. Policeman; the DUKE I just brings out your naughty side…

My personal road test route in rural England combines a wide variety of fast and slow corners, lots of undulations, smooth and rough surfaces. There’s the painful

slowness of passing through villages and equally boring motorway work. An enjoyable bit of asphalt, everything in a concentrated region. I’ve ridden many bikes on this route, including every other version of the Duke, along with a bunch of other 600 cc-ish single-cylinders from Aprilia, BMW, CCM and Yamaha.

It’s not just a case of this bike being well looked after, but by KTM fitting quality components as standard they still perform well now. Sure, it made the bike more expensive compared to then-rivals, like a Gilera Nordwest or Aprilia Pegaso, but an original one of those today wouldn’t ride anything like this. Using the engine braking to ride smooth is possible, but the Brembo brakes fed by braided steel brake lines bring things to a dramatic stop. Or stoppie, if that’s your thing. The single disc is still more than enough for 143 kg (dry) weight.

Fully adjustable WP Suspension is behaving how it should on the rear; absorbing bumps and letting the modest 55.2 bhp get to the floor well. The front forks could do with a rebuild as they’re not happy with bumpy roads. The steering is also more sluggish than I expected, but this could be down to needing some fresh rubber.

I should probably also check the tire pressures…

The bike is an absolute hoot accelerating hard out of villages, short-shifting the five-speed gear box to use the mid-range shove, rather than hang on to revs, which doesn’t seem to aid progress and just sounds a bit, well, barbaric. This is definitely not a bike you’d choose to do big miles on in a straight line; vibrations at a constant speed, a lack of sixth and of a gear overdrive along with no wind deflection means you feel each and every mile when there are no corners to distract. But corners – riding in to them, through them or out of them – is what the bike is all about; foot down or knee out.

So the DUKE I stays in the garage for those stolen Sunday morning rides or anytime where I don’t need to get anywhere in particular, but just to enjoy unrefined singlecylinder naughtiness.

UNBOUND // LIFESTYLE // PAGE 29

THE DUKE I TODAY Since 1994, 4000 DUKE I's were built, including the ‘Last Edition’ of the first generation (are you still with me?) in 1998, featuring the DUKE II’s 640 cc engine. So with the youngest of the first bikes being around aged 17, there’s a lot of machines out there that have been ridden as intended (really hard) along with being subject to a variety of modifications, home improvements and engine sizes (that’s another thing – 50 ‘First Edition’ bikes were available with a 400 engine). In short, there don't seem be many examples still terrorizing tarmac in completely standard trim.

KTM was also using the show to test response to the prototype’s orange and yellow colors. Franz Söllhammer, a KTM spokesman at the time, said simply: “We are keeping an open mind on the colors. We may change them.”

When the show finished, the concept was taken away, refined and prettied up; dropping some of its ‘borrowed’ bodywork, getting bespoke features and a bigger engine – up to 609 cc. Its ambitions were confirmed by high-specification components, such as fully adjustable WP Suspension, Brembo brakes and a Remus exhaust.

With its release in 1994, Supermoto for the masses was born; big corner speeds, bigger wheelies and absolute wire-tight stupidity.

Perfect. Importantly, the orange remained and the tone and image were set for KTM on the street.

After riding it for the first time for their issue 93 (April 1994), 'Der Reitwagen' said: “It's a smart and – in a positive sense – delicately-worked motorcycle for Street use, with a high and wide handlebar. The LC4 engine has been slightly softened, but the core purpose remains at heart. The 55 hp of the KTM 620 DUKE is available at any position of the throttle grip: for a Street single-cylinder and the Duke’s low weight, it is not only in the figurative sense that is 'grasping' for the stars."

With 'Motorcycle News' also saying “KTM is not palming you off with a compromised enduro bike with the Duke. This is a pure street machine with a crisp, powerful engine, excellent suspension and sharp, accurate handling. But it does need to be treated with respect – the engine’s punch and difficult throttle action can make corners hard work, though getting it right is doubly rewarding.”

SO THE MOTORCYCLE PRESS LIKED IT. BUT AFTER OVER TWO DECADES ON THE ROAD, HAVE THE YEARS BEEN KIND TO THE ORIGINAL DUKE?

After exhausting efforts to borrow a bike for these pictures, I started looking at bikes for sale. There were few options, but I eventually found the yellow bike seen in these photos, bathing in English sunshine. Buying a bike wasn’t my original plan as I already own a 2014 690 Duke R (DUKE IV), which is an incredible machine on road and track (and still surprisingly good on fuel, even when thrashed), but the chance to own a piece of KTM history in such good condition couldn’t be missed. Five hours, 44 minutes and 342 miles in a van later, I arrived at the seller’s house to buy a bike I hadn’t seen or ridden. Fortunately, the bike was as described so I didn’t make the return drive with an empty van…

This bike is a completely standard example of a 1996 DUKE I (3rd edition – 1994 was 1st and orange, 1995 2nd edition was black/red, etc.). It’s so standard it even has the original handgrips (that need replacing) and the gold bar end weights. The bike isn’t exactly what you’d call beautiful, but what makes it stunning is what it is, what is stands for and what it can do. The test ride swung the deal. If you’re thinking of buying a Duke as more of an investment, a First Edition 1994 model in orange is the one to have as, well, it’s the first.

But, if you want to ride it regularly, 1996’s introduction of the electric start was possibly the most practical feature on the bike after headlights. The fuel cap wasn’t even lockable.

“The first Duke was a mega machine,” says Tim Walker of long-time KTM dealer, Redline Motorcycles of Loughborough, England. “But they sure were a bugger to start. I remember building them up from the crates and taking them down to the local petrol station and leaving the engine running while filling them up – just to avoid having to kick it over again. More than a few times did I have to push a Duke back up the hill back to the shop when I couldn’t get it to start again! The introduction of the electric start was a big blessing, I can tell you.” And I agree. I tried kicking over the bike and – with an inside leg measurement that borders on being a disability – I was left only with the noise of my heart banging off the rev limiter and a silent bike. And yes, I tried the decompression lever. I knew it wasn’t a barmounted rear brake for controlling high wheelies…

With full choke (remember that?), a prod of the electric starter, the bike fires up and the raucous Austrian single’s sound is the same now as it was then. KTM LC4’s have always been able to boast being the most powerful mono-cylinders and this stock engine is harsh in its power delivery, but addictive. Despite a balancer shaft, it vibrates a lot. It lacks the benefit of two decades of LC4 refinements, such as a ride-by-wire controlled ignition, controlling a softer explosion made possible by twin spark plugs. This old engine seems to be happiest under big handfuls of throttle.

Much like the rider.

The clutch is heavy from this bike spending the last five years being something of a garage ornament. And the snappy clutch is my reason for pulling wheelies from every standing start, Mr. Policeman; the DUKE I just brings out your naughty side…

My personal road test route in rural England combines a wide variety of fast and slow corners, lots of undulations, smooth and rough surfaces. There’s the painful

slowness of passing through villages and equally boring motorway work. An enjoyable bit of asphalt, everything in a concentrated region. I’ve ridden many bikes on this route, including every other version of the Duke, along with a bunch of other 600 cc-ish single-cylinders from Aprilia, BMW, CCM and Yamaha.

It’s not just a case of this bike being well looked after, but by KTM fitting quality components as standard they still perform well now. Sure, it made the bike more expensive compared to then-rivals, like a Gilera Nordwest or Aprilia Pegaso, but an original one of those today wouldn’t ride anything like this. Using the engine braking to ride smooth is possible, but the Brembo brakes fed by braided steel brake lines bring things to a dramatic stop. Or stoppie, if that’s your thing. The single disc is still more than enough for 143 kg (dry) weight.

Fully adjustable WP Suspension is behaving how it should on the rear; absorbing bumps and letting the modest 55.2 bhp get to the floor well. The front forks could do with a rebuild as they’re not happy with bumpy roads. The steering is also more sluggish than I expected, but this could be down to needing some fresh rubber.

I should probably also check the tire pressures…

The bike is an absolute hoot accelerating hard out of villages, short-shifting the five-speed gear box to use the mid-range shove, rather than hang on to revs, which doesn’t seem to aid progress and just sounds a bit, well, barbaric. This is definitely not a bike you’d choose to do big miles on in a straight line; vibrations at a constant speed, a lack of sixth and of a gear overdrive along with no wind deflection means you feel each and every mile when there are no corners to distract. But corners – riding in to them, through them or out of them – is what the bike is all about; foot down or knee out.

So the DUKE I stays in the garage for those stolen Sunday morning rides or anytime where I don’t need to get anywhere in particular, but just to enjoy unrefined singlecylinder naughtiness.

UNBOUND // LIFESTYLE // PAGE 31

WHY ORANGE?

NEW VS. OLD: 2016 MEETS 1994 It's beyond dispute that, with each new model, the Duke improved and KTM showed the world that big-capacity mono-cylinders can be reliable as well as light, powerful and fuel-efficient. Fast forwarding to the new 2016 Duke, it clearly is a much better bike and something that suits a wider range of rider types. The latest-generation LC4 is so smooth with useable power all the way through the rev range.

The DUKE I is responsible for a lot of the things KTM stands for today.

The first, and more trivial, is the color orange. The LC4-powered road-legal supermoto was the first bike to wear what is now KTM’s trademark color. GERALD KISKA explains:

Gone are the supermoto riding positions; you’re sat ‘in it’ quite comfortably; the rider aids make it super easy to ride and can be suited to you, depending on the conditions or your mood.

“It was chosen simply because every manufacturer was easily identifiable by a certain color and nobody was using orange. For a long time the Duke created a certain image for KTM on the street and gave an opportunity for the brand to grow into the street market with its own image and idea about motorcycles. What we see today is simply an evolution of the same philosophy and ingredients.”

STORY BEHIND THE NAME

Two weeks before its 1992 Cologne IFMA show presentation, the as-yet anonymous exhibition bike still lacked a distinctive name. The project was originally called 'Terminator' but Wolfgang Felber, project manager at that time, had a personal favorite of “Quasar”. “Duke” was also on the list of suggestions in recognition of Geoff Duke, the six-time world champion, who was virtually unbeatable in the early 50s on the legendary Norton single-cylinder machines. On the stairs, on his way to the executive floor, Felber bumped into Kalman Cseh, who was responsible for such things at the time, and showed him the list. “Duke” met with Cseh’s immediate approval, although he was thinking of “Duke” as a man of the nobility, not rather than the British racer. Consequently, “The Duke” appeared on the cool stickers that the artists had designed – not bad either, seeing as this was the English multiple world champion’s nickname.

While the bikes are very different, they’re clearly related and the sense of fun has not been lost at all. Greater practicability and usability have been introduced. Longer service intervals and excellent fuel economy are now bolted on to the ability to enjoy a lightweight performance package that handles impeccably and delivers incomparable riding pleasure.

Despite the obvious maturity with each new model, the Duke will always be a mischievous kid at heart; and the same can most likely be applied to the person twisting its throttle.

MODEL HISTORY

1999 – 2007: KTM 640 DUKE II

2008 – 2011: KTM 690 DUKE

2012 – 2015: KTM 690 DUKE

Since it was launched in 1994 there have now been four further base model incarnations of the single cylinder machine, in 1999, 2008, 2012 and now 2016, along with three higher-specification 'R’ variants. Each new model has brought improvement, in line with the change in rider requirements, adopting new motorcycle technologies that please a global audience and comply with safety and emissions regulations.

1994 – 1998: KTM 620 DUKE I

The Supermoto resemblance disappeared with the DUKE IV in 2012; although the tank shape and chassis still allowed that sort of riding, it was left to the KTM 690 SMC R to take over that particular niche.

AS OF 2016: KTM 690 DUKE

UNBOUND // LIFESTYLE // PAGE 31

WHY ORANGE?

NEW VS. OLD: 2016 MEETS 1994 It's beyond dispute that, with each new model, the Duke improved and KTM showed the world that big-capacity mono-cylinders can be reliable as well as light, powerful and fuel-efficient. Fast forwarding to the new 2016 Duke, it clearly is a much better bike and something that suits a wider range of rider types. The latest-generation LC4 is so smooth with useable power all the way through the rev range.

The DUKE I is responsible for a lot of the things KTM stands for today.

The first, and more trivial, is the color orange. The LC4-powered road-legal supermoto was the first bike to wear what is now KTM’s trademark color. GERALD KISKA explains:

Gone are the supermoto riding positions; you’re sat ‘in it’ quite comfortably; the rider aids make it super easy to ride and can be suited to you, depending on the conditions or your mood.

“It was chosen simply because every manufacturer was easily identifiable by a certain color and nobody was using orange. For a long time the Duke created a certain image for KTM on the street and gave an opportunity for the brand to grow into the street market with its own image and idea about motorcycles. What we see today is simply an evolution of the same philosophy and ingredients.”

STORY BEHIND THE NAME

Two weeks before its 1992 Cologne IFMA show presentation, the as-yet anonymous exhibition bike still lacked a distinctive name. The project was originally called 'Terminator' but Wolfgang Felber, project manager at that time, had a personal favorite of “Quasar”. “Duke” was also on the list of suggestions in recognition of Geoff Duke, the six-time world champion, who was virtually unbeatable in the early 50s on the legendary Norton single-cylinder machines. On the stairs, on his way to the executive floor, Felber bumped into Kalman Cseh, who was responsible for such things at the time, and showed him the list. “Duke” met with Cseh’s immediate approval, although he was thinking of “Duke” as a man of the nobility, not rather than the British racer. Consequently, “The Duke” appeared on the cool stickers that the artists had designed – not bad either, seeing as this was the English multiple world champion’s nickname.

While the bikes are very different, they’re clearly related and the sense of fun has not been lost at all. Greater practicability and usability have been introduced. Longer service intervals and excellent fuel economy are now bolted on to the ability to enjoy a lightweight performance package that handles impeccably and delivers incomparable riding pleasure.

Despite the obvious maturity with each new model, the Duke will always be a mischievous kid at heart; and the same can most likely be applied to the person twisting its throttle.

MODEL HISTORY

1999 – 2007: KTM 640 DUKE II

2008 – 2011: KTM 690 DUKE

2012 – 2015: KTM 690 DUKE

Since it was launched in 1994 there have now been four further base model incarnations of the single cylinder machine, in 1999, 2008, 2012 and now 2016, along with three higher-specification 'R’ variants. Each new model has brought improvement, in line with the change in rider requirements, adopting new motorcycle technologies that please a global audience and comply with safety and emissions regulations.

1994 – 1998: KTM 620 DUKE I

The Supermoto resemblance disappeared with the DUKE IV in 2012; although the tank shape and chassis still allowed that sort of riding, it was left to the KTM 690 SMC R to take over that particular niche.

AS OF 2016: KTM 690 DUKE

UNBOUND // COVER STORY // PAGE 33

GP

Text: Thomas Kuttruf Pictures: Chippy Wood

TO

TWELVE HUNDRED AND TWENTY FIVE MILES SEPARATE MATTIGHOFEN FROM VALENCIA. NOW NO LONGER A REASON TO GET INTO A PLANE, NOT EVEN FOR FRIENDS OF THE SPORT – SAYS THE KTM DEVELOPMENT CENTER. TIME TO CHECK OUT THE EVIDENCE. MR HOFMANN, IF YOU PLEASE? TO THE SUPER DUKE GT – AND OFF TO THE MOTOGP FINAL.

UNBOUND // COVER STORY // PAGE 33

GP

Text: Thomas Kuttruf Pictures: Chippy Wood

TO

TWELVE HUNDRED AND TWENTY FIVE MILES SEPARATE MATTIGHOFEN FROM VALENCIA. NOW NO LONGER A REASON TO GET INTO A PLANE, NOT EVEN FOR FRIENDS OF THE SPORT – SAYS THE KTM DEVELOPMENT CENTER. TIME TO CHECK OUT THE EVIDENCE. MR HOFMANN, IF YOU PLEASE? TO THE SUPER DUKE GT – AND OFF TO THE MOTOGP FINAL.

UNBOUND // COVER STORY // PAGE 35

NOVEMBER 4TH, 9.21 AM, KTM PLANT

10

0 miles

The two bikes provided by the development department are ready to go, fully fueled and fitted with fresh rear tires. Even the first few feet give us a perfect taste of the delight that the following 1,200+ miles will be. Here in Austria’s Innviertel, the birthplace of every 'READY TO RACE' bike, we quickly cut through to Germany and picturesque Burghausen, to start the first Autobahn stage. Remembering Alex's words, the throttles are opened fully.

Insane! No Airbus can beat this. Without being forced to lie down flat on the tank like on a supersport bike, the GT’s ergonomics and wind protection let

IN ITSELF, THE IDEA OF RIDING A MOTORBIKE FROM UPPER AUSTRIA TO VALENCIA PROVINCE SOUNDS FAR FROM UNAPPEALING. HOWEVER, THIS ROAD TRIP WAS NEVER GOING TO BE ABOUT LEISURELY SIGHTSEEING AND COUNTLESS CAPPUCCINO BREAKS ON THE CÔTE D'AZUR. IN THE WORLD OF KTM, THE NOTION OF TRAVELLING IS DEFINED SOMEWHAT DIFFERENTLY. MAINLY FASTER. TIME ALLOCATED FOR THE JOURNEY TO THE GREAT MOTOGP FINAL IN EASTERN SPAIN: 36 HOURS. The other rather interesting constant is posed by the timing of this cannonball run. Riding two super-powerful bikes through Austria, Germany and Switzerland in early November calls for a few quick prayers to the weather gods and a permanent line to the PowerWear department.

Two sets of your best kit, please! Talking of premium, that is also just what is promised by model year 2016, in the guise of the new KTM 1290 SUPER DUKE GT. The true inspiration behind this exceptional outing is seductive Super Duke performance on the straights and in the corners, boosting the already legendary "Beast" package by including the most comprehensive long-distance equipment. 23-liter tank, adjustable windshield, variable ergonomics, assisted shifting, cruise control – the list of GT ingredients sounds irresistible, giving you an instant appetite for eating up the miles, and fast! 1,225 miles, November or not, what does it matter?

Let’s go. The perfect tour guide and slipstream donor is quickly found. To prevent MotoGP test rider Alex Hofmann from lapsing into the mother of autumn depressions, we get the eloquent TV pundit with the big racer’s heart to make the pace. German-born and having spent much time in Switzerland, fluent in French, married to a Spaniard and working for Austria, there could be no better guide for this express journey. There’s just one rule of the game that Alex insists on at the starting line: "Kutti, I don’t want to rush you, but tomorrow night there’s a meeting before the live broadcast which I’m supposed to attend, so". GO.

us ride at top speed while retaining great visibility.

11.55 AM

4.35 PM

“HONESTLY, GOING OVER 187 MPH ON THE RC16 LAST WEEK FELT LESS DRAMATIC THAN 175 ON THE GT IN THIS TRAFFIC”.

12

181 miles

First fuel stop. According to the remaining-range display, we could have gone on for another 40 miles, but our photographer back in the rental car has fallen so far behind there is plenty of time for a huge cup of coffee in Memmingen. Having pushed the 1,301 cc twin as hard as expected, Alex confesses: "I have to say, going over 187 mph on the RC16 last week felt less dramatic than 175 on the GT in this traffic." Right. No sooner has photo man Chippy caught up to us, droopy tongue and all, than Hofmann, all pro, urges us to march on. He has lived in Zurich and is bent on leaving the Swiss city behind before 4 pm. So stick on that vignette and grab the handlebars once more. Passing Lake Constance in bright sunshine, we enter Switzerland at about 1 pm. The mind-blowing power of the Super Duke GT collides with a highway code enforced without mercy.

Now for some discipline and sanity.

14

394 miles

Zurich is already behind us. The last three hours of riding may have lowered our average speed but they did increase the range of the GT. At under 75 mph, the LC8 just idles along, unchallenged but efficient, and merely sipping from its huge 23-liter barrel. To be honest, the two of us are surprised our butts haven’t started to hurt yet. Even good touring bikes usually start sending the first cordial greeting cards to your buttocks after a seven hours’ ride. Until now, the connection to the divine weather control has also worked great, with no opportunities to test the traction control or cornering ABS on continuously dry roads for the first third of the journey. Gazing upon Lake Geneva at sunset, I feel confident about Alex arriving on time in Eurosport’s commentary booth. Also, anticipation of French highways devoid of traffic keeps growing. We are not done here yet. At least 350,000 yards remain to be eaten. While the typical motorcycling tourist would now start to look for a nice auberge, in the haze we set our sights on the Autoroute de Sud. Alex marks the start of the long F-stage with a huge and liberating wheelie. A good thing the roads are so well lit here.

8 PM

10

556 miles

Three espressos, three Red Bulls and a few dozen liters of petrol later, we roll into an almost deserted rest stop in the fog. Sorry, Alex, no time for a gourmet dinner. We have the worst supper in ages – even Chippy the Englishman, not spoilt when it comes to culinary delights, keeps remarkably quiet over this meal. Better press on quickly with the last stage of day 1.

11.25 PM

8

684 miles

At a constant speed of 94 mph, the last 190 miles flew by quickly. Just a short stop to throw on a scarf, heated grips set to max, all is well. In the deep South of France we finally leave the toll road, rolling through the city of Orange, which is fast asleep. The town sign makes a perfect backdrop for the last picture of the day. The excellent GT beasts are pushed into a metal shed.

After 14 hours and over 680 miles, we have effortlessly reached this day’s destination.

My last thought before drifting off – butt still doesn’t hurt. A good day. Good night!

UNBOUND // COVER STORY // PAGE 35

NOVEMBER 4TH, 9.21 AM, KTM PLANT

10

0 miles

The two bikes provided by the development department are ready to go, fully fueled and fitted with fresh rear tires. Even the first few feet give us a perfect taste of the delight that the following 1,200+ miles will be. Here in Austria’s Innviertel, the birthplace of every 'READY TO RACE' bike, we quickly cut through to Germany and picturesque Burghausen, to start the first Autobahn stage. Remembering Alex's words, the throttles are opened fully.

Insane! No Airbus can beat this. Without being forced to lie down flat on the tank like on a supersport bike, the GT’s ergonomics and wind protection let

IN ITSELF, THE IDEA OF RIDING A MOTORBIKE FROM UPPER AUSTRIA TO VALENCIA PROVINCE SOUNDS FAR FROM UNAPPEALING. HOWEVER, THIS ROAD TRIP WAS NEVER GOING TO BE ABOUT LEISURELY SIGHTSEEING AND COUNTLESS CAPPUCCINO BREAKS ON THE CÔTE D'AZUR. IN THE WORLD OF KTM, THE NOTION OF TRAVELLING IS DEFINED SOMEWHAT DIFFERENTLY. MAINLY FASTER. TIME ALLOCATED FOR THE JOURNEY TO THE GREAT MOTOGP FINAL IN EASTERN SPAIN: 36 HOURS. The other rather interesting constant is posed by the timing of this cannonball run. Riding two super-powerful bikes through Austria, Germany and Switzerland in early November calls for a few quick prayers to the weather gods and a permanent line to the PowerWear department.

Two sets of your best kit, please! Talking of premium, that is also just what is promised by model year 2016, in the guise of the new KTM 1290 SUPER DUKE GT. The true inspiration behind this exceptional outing is seductive Super Duke performance on the straights and in the corners, boosting the already legendary "Beast" package by including the most comprehensive long-distance equipment. 23-liter tank, adjustable windshield, variable ergonomics, assisted shifting, cruise control – the list of GT ingredients sounds irresistible, giving you an instant appetite for eating up the miles, and fast! 1,225 miles, November or not, what does it matter?

Let’s go. The perfect tour guide and slipstream donor is quickly found. To prevent MotoGP test rider Alex Hofmann from lapsing into the mother of autumn depressions, we get the eloquent TV pundit with the big racer’s heart to make the pace. German-born and having spent much time in Switzerland, fluent in French, married to a Spaniard and working for Austria, there could be no better guide for this express journey. There’s just one rule of the game that Alex insists on at the starting line: "Kutti, I don’t want to rush you, but tomorrow night there’s a meeting before the live broadcast which I’m supposed to attend, so". GO.

us ride at top speed while retaining great visibility.

11.55 AM

4.35 PM

“HONESTLY, GOING OVER 187 MPH ON THE RC16 LAST WEEK FELT LESS DRAMATIC THAN 175 ON THE GT IN THIS TRAFFIC”.

12

181 miles

First fuel stop. According to the remaining-range display, we could have gone on for another 40 miles, but our photographer back in the rental car has fallen so far behind there is plenty of time for a huge cup of coffee in Memmingen. Having pushed the 1,301 cc twin as hard as expected, Alex confesses: "I have to say, going over 187 mph on the RC16 last week felt less dramatic than 175 on the GT in this traffic." Right. No sooner has photo man Chippy caught up to us, droopy tongue and all, than Hofmann, all pro, urges us to march on. He has lived in Zurich and is bent on leaving the Swiss city behind before 4 pm. So stick on that vignette and grab the handlebars once more. Passing Lake Constance in bright sunshine, we enter Switzerland at about 1 pm. The mind-blowing power of the Super Duke GT collides with a highway code enforced without mercy.

Now for some discipline and sanity.

14

394 miles

Zurich is already behind us. The last three hours of riding may have lowered our average speed but they did increase the range of the GT. At under 75 mph, the LC8 just idles along, unchallenged but efficient, and merely sipping from its huge 23-liter barrel. To be honest, the two of us are surprised our butts haven’t started to hurt yet. Even good touring bikes usually start sending the first cordial greeting cards to your buttocks after a seven hours’ ride. Until now, the connection to the divine weather control has also worked great, with no opportunities to test the traction control or cornering ABS on continuously dry roads for the first third of the journey. Gazing upon Lake Geneva at sunset, I feel confident about Alex arriving on time in Eurosport’s commentary booth. Also, anticipation of French highways devoid of traffic keeps growing. We are not done here yet. At least 350,000 yards remain to be eaten. While the typical motorcycling tourist would now start to look for a nice auberge, in the haze we set our sights on the Autoroute de Sud. Alex marks the start of the long F-stage with a huge and liberating wheelie. A good thing the roads are so well lit here.

8 PM

10

556 miles

Three espressos, three Red Bulls and a few dozen liters of petrol later, we roll into an almost deserted rest stop in the fog. Sorry, Alex, no time for a gourmet dinner. We have the worst supper in ages – even Chippy the Englishman, not spoilt when it comes to culinary delights, keeps remarkably quiet over this meal. Better press on quickly with the last stage of day 1.

11.25 PM

8

684 miles

At a constant speed of 94 mph, the last 190 miles flew by quickly. Just a short stop to throw on a scarf, heated grips set to max, all is well. In the deep South of France we finally leave the toll road, rolling through the city of Orange, which is fast asleep. The town sign makes a perfect backdrop for the last picture of the day. The excellent GT beasts are pushed into a metal shed.

After 14 hours and over 680 miles, we have effortlessly reached this day’s destination.

My last thought before drifting off – butt still doesn’t hurt. A good day. Good night!

UNBOUND // COVER STORY // PAGE 37

NOVEMBER 5TH, 7.15 AM 10 684 miles At breakfast, the first thing on the menu is the upcoming battle for the MotoGP title. Can Rossi do it? What is Márquez going to do? Or will they all just drop like flies…? À propos, we have to go, Valencia beckons.

Hardly has our fast-forward travel group reached the motorway to the south again when the first sunrays shoot through the haze. And only ten minutes later, the GTs surf a wave of torque in fantastic weather.

Thanks again, up there! The photographer is also happy. Chippy jumps out of his hopelessly underpowered rental and mounts a camera on its metal hide. Showtime!

11.20 AM 18 868 miles Viva España. Welcome to the country of motorcycle racing – the second home of any professional racer on two wheels receives us with excellent conditions. Hopefully, Alex remains aware of the difference between dream and reality and does not go into qualifying mode now.

At the first fuel stop of the day, just before Barcelona, he gets a text: "Hi guys, where are you? Lunch at 2 in Tarragona harbor? Regards, Pit.“ KTM’s head of racing is also on his way to the Autodrom Ricardo Tormo. If we pull in our necks and let the reins of the one point threes just a little looser, it should work out perfectly.

Brooaaahhhhh …

“ON OUR WAY TO THE AIRPORT, WE WERE PASSED

BY TWO BLACK KNIGHTS GOING ABOUT MACH 2…”.

1.57 PM 1,060 miles 20 Siesta. After 1,060 miles, there just has to be enough time and, at any rate, the invitation of the Beirer family for a lunch on the waterfront is impossible to refuse. With Alex innocently sucking on a cold fizzy water, Pit throws down a question: "Listen, you two, have you by any chance been on the motorway to Munich yesterday morning, around half past eleven? Because on our way to the airport, we were passed by two black knights going about Mach 2…“.

Errrm, yes well, as I said, we had been running a bit late and the LC8 dual hammer is just such a blast. It is a good thing that Pit has a lot of professional understanding for the working speed of his colleagues. And we already have to be off again. After all, we are still half a tank of petrol away from the Valencia paddock. Since we have decided to also sample the twisties of the coastal road on the final stage, it’s "helmets on" again. And just a little later, the GT demonstrates that it also is an unadulterated Super Duke. Alex blasting ahead with all electronic helpers switched off is a sight to behold. In the intoxicating evening light, we zoom down a narrow band of curvy tarmac. Race ready brakes and the indescribable punch of this engine are like drugs, letting body and spirit experience the pure sport – the GT is completely addictive. The head rush is only interrupted by the break of night, despite the cornering headlights.

Back to the Autopista to gobble up the last 94 miles. Piece of cake.

UNBOUND // COVER STORY // PAGE 37

NOVEMBER 5TH, 7.15 AM 10 684 miles At breakfast, the first thing on the menu is the upcoming battle for the MotoGP title. Can Rossi do it? What is Márquez going to do? Or will they all just drop like flies…? À propos, we have to go, Valencia beckons.

Hardly has our fast-forward travel group reached the motorway to the south again when the first sunrays shoot through the haze. And only ten minutes later, the GTs surf a wave of torque in fantastic weather.

Thanks again, up there! The photographer is also happy. Chippy jumps out of his hopelessly underpowered rental and mounts a camera on its metal hide. Showtime!

11.20 AM 18 868 miles Viva España. Welcome to the country of motorcycle racing – the second home of any professional racer on two wheels receives us with excellent conditions. Hopefully, Alex remains aware of the difference between dream and reality and does not go into qualifying mode now.

At the first fuel stop of the day, just before Barcelona, he gets a text: "Hi guys, where are you? Lunch at 2 in Tarragona harbor? Regards, Pit.“ KTM’s head of racing is also on his way to the Autodrom Ricardo Tormo. If we pull in our necks and let the reins of the one point threes just a little looser, it should work out perfectly.

Brooaaahhhhh …

“ON OUR WAY TO THE AIRPORT, WE WERE PASSED

BY TWO BLACK KNIGHTS GOING ABOUT MACH 2…”.

1.57 PM 1,060 miles 20 Siesta. After 1,060 miles, there just has to be enough time and, at any rate, the invitation of the Beirer family for a lunch on the waterfront is impossible to refuse. With Alex innocently sucking on a cold fizzy water, Pit throws down a question: "Listen, you two, have you by any chance been on the motorway to Munich yesterday morning, around half past eleven? Because on our way to the airport, we were passed by two black knights going about Mach 2…“.

Errrm, yes well, as I said, we had been running a bit late and the LC8 dual hammer is just such a blast. It is a good thing that Pit has a lot of professional understanding for the working speed of his colleagues. And we already have to be off again. After all, we are still half a tank of petrol away from the Valencia paddock. Since we have decided to also sample the twisties of the coastal road on the final stage, it’s "helmets on" again. And just a little later, the GT demonstrates that it also is an unadulterated Super Duke. Alex blasting ahead with all electronic helpers switched off is a sight to behold. In the intoxicating evening light, we zoom down a narrow band of curvy tarmac. Race ready brakes and the indescribable punch of this engine are like drugs, letting body and spirit experience the pure sport – the GT is completely addictive. The head rush is only interrupted by the break of night, despite the cornering headlights.

Back to the Autopista to gobble up the last 94 miles. Piece of cake.

UNBOUND // COVER STORY // PAGE 39

7.05 PM, Circuito Ricardo Tormo 19 1,225 miles The final stop before reaching the race track is yet another petrol station. Only this time, we stock up on beer instead. Three icy cans of reward roll to the paddock gate under our jackets. Behind the barriers lurk three classes of GP beasts, bent on vanquishing their foes in a 60 mile chase on Sunday. Ha! Team 'Factory Super Duke GT', with riders Hofmann/Kuttruf, has just completed a whole racing season in a single go.

Alex parks his GT in the paddock directly next to a sharply tuned 1290 Super Duke R on which he will introduce the track to the viewers on Friday.

“MISSION ACCOMPLISHED” Let’s recap. The project “GT to GP” could not have gone any better: Outstanding weather throughout (about as likely as winning the lottery), a hard-driving photographer, and bikes under our bums that mean that even XL distances are not daunting. The GT has passed the entrance exam of the Adrenaline-Express Club with distinction. We bow our heads in the direction of Austria, in thanks to the KTM development center. And I myself doff the last hat of the day to my outstanding guide through Europe. Alex, you should consider a career in the World Endurance Championship – we even have the right bike already. Or put it another way, Mr. Hofmann, it was my honor not to fly with you!

UNBOUND // COVER STORY // PAGE 39

7.05 PM, Circuito Ricardo Tormo 19 1,225 miles The final stop before reaching the race track is yet another petrol station. Only this time, we stock up on beer instead. Three icy cans of reward roll to the paddock gate under our jackets. Behind the barriers lurk three classes of GP beasts, bent on vanquishing their foes in a 60 mile chase on Sunday. Ha! Team 'Factory Super Duke GT', with riders Hofmann/Kuttruf, has just completed a whole racing season in a single go.

Alex parks his GT in the paddock directly next to a sharply tuned 1290 Super Duke R on which he will introduce the track to the viewers on Friday.

“MISSION ACCOMPLISHED” Let’s recap. The project “GT to GP” could not have gone any better: Outstanding weather throughout (about as likely as winning the lottery), a hard-driving photographer, and bikes under our bums that mean that even XL distances are not daunting. The GT has passed the entrance exam of the Adrenaline-Express Club with distinction. We bow our heads in the direction of Austria, in thanks to the KTM development center. And I myself doff the last hat of the day to my outstanding guide through Europe. Alex, you should consider a career in the World Endurance Championship – we even have the right bike already. Or put it another way, Mr. Hofmann, it was my honor not to fly with you!

UNBOUND // PRODUCTS // PAGE 41

HIGHLIGHTS FROM THE 2016 KTM POWERWEAR RANGE

ORANGE

APPEAL ORANGE HIGHLIGHTS FROM THE 2016 KTM POWERWEAR

Text: Luke Brackenbury Pictures: Chippy Wood, Heinz Mitterbauer

MOTORCYCLING IS LIFE. FOR MOST RIDERS, IT IS IMPORTANT TO LOOK GOOD ON THE BIKE AS WELL AS OFF IT. THE 2016 KTM POWERWEAR RANGE OFFERS AN ECLECTIC – AND SOME TIMES ECCENTRIC – RANGE OF FUNCTIONAL RIDING KIT FROM TOP INDUSTRY BRANDS, STUNNING CASUAL WEAR AND ACCESSORIES. HERE ARE UNBOUND’S FAVORITES FROM THE NEW COLLECTION.

HERE ARE UNBOUND’S FAVORITES CASUAL WEAR AND ACCESSORIES. TOP INDUSTRY BRANDS, STUNNING OF FUNCTIONAL RIDING KIT FROM SOME TIMES ECCENTRIC – RANGE RANGE OFFERS AN ECLECTIC – AND OFF IT. THE 2016 KTM POWERWEAR GOOD ON THE BIKE AS WELL AS GP RACING GLOVES RIDERS, IT IS IMPORTANT TO LOOK The latest sports riding glove IS from KTMFOR uses kangaroo leather to MOTORCYCLING LIFE. MOST Chippy Woodwithout sacrificing strength; help keep thePictures: glove light and supple RANGE Text: Luke Brackenbury this offers riders that important maximum of 'feel' at the levers.

KTM has doubled the material in key areas and placed additional protection with armor on the knuckles, fingers and base of the palm; the third and fourth finger are bridged to prevent ‘finger’ roll in case of a fall. A vented armored and double closure cuff keeps the glove secure and comfortable. Sizes S to XXL

PEGSCRATCH JACKET KTM know that riders want to be comfortable on a bike whilst being protected and looking good – the Pegscratch delivers all of that. The fabric jacket boasts a hardwearing outer layer with waterproof zips and discreet reflective panels, while inside there’s removable SAS-TEC® armor and a fully ventilated mesh lining for maximum air-circulation and cooling when the removable thermal lining isn’t needed.

Touring, scratching, commuting; worn with the matching Pegscratch Pants, this combination creates an excellent all-year round suit, suitable for many disciplines of riding.

Available in black or orange, sizes S to XXXL

RSX TWO-PIECE LEATHER SUIT All the style, protection and functionality of the RSX one-piece race suit, with the convenience of a two piece. Can be zipped securely to the matching trousers or used with riding jeans when there’s not the need for knee-down attacks. Super strong leather construction and fully armored. Made by Gimoto exclusively for KTM. Available in sizes S-XXXL

KTM SUPERTECH R BOOTS The latest version of the MotoGP-developed Alpinestars Supertech R boots in an exclusive design for KTM. The boot-within-a-boot design provides maximum levels of foot and ankle protection while delivering riders plenty of movement and feel. Sizes 40-47

PEGSCRATCH PANTS The perfect match for the Pegscratch Jacket, which was designed to be zipped to them. Devised for rain or shine, hot or cold; the all-weather trousers have got the same rugged outer construction, with breathable and removable inner liners and removable SAS-TEC® at the knees. Flexibility is crucial with any riding trousers and the Pegscratch ones have generous amounts of elasticated panels in movement-intensive areas for optimum fit, along with an adjustable waist. There are also several discreet reflective panels and outer pockets with waterproof zips. Sizes S/30-XXXL/40

UNBOUND // PRODUCTS // PAGE 41

HIGHLIGHTS FROM THE 2016 KTM POWERWEAR RANGE

ORANGE

APPEAL ORANGE HIGHLIGHTS FROM THE 2016 KTM POWERWEAR

Text: Luke Brackenbury Pictures: Chippy Wood, Heinz Mitterbauer

MOTORCYCLING IS LIFE. FOR MOST RIDERS, IT IS IMPORTANT TO LOOK GOOD ON THE BIKE AS WELL AS OFF IT. THE 2016 KTM POWERWEAR RANGE OFFERS AN ECLECTIC – AND SOME TIMES ECCENTRIC – RANGE OF FUNCTIONAL RIDING KIT FROM TOP INDUSTRY BRANDS, STUNNING CASUAL WEAR AND ACCESSORIES. HERE ARE UNBOUND’S FAVORITES FROM THE NEW COLLECTION.

HERE ARE UNBOUND’S FAVORITES CASUAL WEAR AND ACCESSORIES. TOP INDUSTRY BRANDS, STUNNING OF FUNCTIONAL RIDING KIT FROM SOME TIMES ECCENTRIC – RANGE RANGE OFFERS AN ECLECTIC – AND OFF IT. THE 2016 KTM POWERWEAR GOOD ON THE BIKE AS WELL AS GP RACING GLOVES RIDERS, IT IS IMPORTANT TO LOOK The latest sports riding glove IS from KTMFOR uses kangaroo leather to MOTORCYCLING LIFE. MOST Chippy Woodwithout sacrificing strength; help keep thePictures: glove light and supple RANGE Text: Luke Brackenbury this offers riders that important maximum of 'feel' at the levers.

KTM has doubled the material in key areas and placed additional protection with armor on the knuckles, fingers and base of the palm; the third and fourth finger are bridged to prevent ‘finger’ roll in case of a fall. A vented armored and double closure cuff keeps the glove secure and comfortable. Sizes S to XXL

PEGSCRATCH JACKET KTM know that riders want to be comfortable on a bike whilst being protected and looking good – the Pegscratch delivers all of that. The fabric jacket boasts a hardwearing outer layer with waterproof zips and discreet reflective panels, while inside there’s removable SAS-TEC® armor and a fully ventilated mesh lining for maximum air-circulation and cooling when the removable thermal lining isn’t needed.

Touring, scratching, commuting; worn with the matching Pegscratch Pants, this combination creates an excellent all-year round suit, suitable for many disciplines of riding.

Available in black or orange, sizes S to XXXL

RSX TWO-PIECE LEATHER SUIT All the style, protection and functionality of the RSX one-piece race suit, with the convenience of a two piece. Can be zipped securely to the matching trousers or used with riding jeans when there’s not the need for knee-down attacks. Super strong leather construction and fully armored. Made by Gimoto exclusively for KTM. Available in sizes S-XXXL

KTM SUPERTECH R BOOTS The latest version of the MotoGP-developed Alpinestars Supertech R boots in an exclusive design for KTM. The boot-within-a-boot design provides maximum levels of foot and ankle protection while delivering riders plenty of movement and feel. Sizes 40-47

PEGSCRATCH PANTS The perfect match for the Pegscratch Jacket, which was designed to be zipped to them. Devised for rain or shine, hot or cold; the all-weather trousers have got the same rugged outer construction, with breathable and removable inner liners and removable SAS-TEC® at the knees. Flexibility is crucial with any riding trousers and the Pegscratch ones have generous amounts of elasticated panels in movement-intensive areas for optimum fit, along with an adjustable waist. There are also several discreet reflective panels and outer pockets with waterproof zips. Sizes S/30-XXXL/40

UNBOUND // PRODUCTS // PAGE 43

CHRONO WATCH

RESOUNDING SHOES

NO DRAG BAG

CLASSIC CAP

RAPID ZIP HOODIE

ESPRESSO CUP SET

Riders appreciate the beauty of mechanics and the Chrono Watch delivers this with every glance at its face with its visible internal workings. Surrounding the tempered mineral glass face, the watch has a stainless steel case with IPB plating and is secured with a natural rubber strap. It tells the time and date and features a stopwatch function – perfect when at the track.

Casual shoe in a very un-casual style.

Definitely not for riding use but would look good on any occasion with jeans, shorts or maybe even suit trousers.

Maybe. We love the yellow to orange color fade on the main design, finished with glossy KTM logos. The leather is reinforced at critical areas to remain rugged over use; the soles have an engineered ‘used look’, so no need to worry about those first few scuffs.

Sizes 39/6.5-44/10.5

Made exclusively for KTM by leading luggage firm, OGIO, the No Drag ruck sack is designed to have minimal air resistance when you are head down and flat-out on your daily race. The 22 liters capacity will hold plenty of your stuff, due to a series of internal pockets and storage areas – including a laptop pouch. There’s no danger of the zips coming open when you ride as they’re neatly shielded against your back.

Cap with a mottled and structured look. Rubber logo badge on front panel, embroidered KTM logo on the back. Panels: 87 % acrylic / 11 % wool / 2 % elastane Peak and lining: 98 % cotton / 2 % elastane.

Available in sizes S/M and L/XL.

Hooded sweat jacket with mottled look. Orange lining on zipper of hood provides an additional color accent if desired. Embroidered logo on chest, large print motif on the back, READY TO RACE arrows on sleeve. 70 % cotton / 30 % polyester.

Sizes: XS-XXL

KTM Espresso Cup Set consisting of a cup and saucer in unmistakeable KTM style.

Top tasting coffee is guaranteed.

100 % chinaware.

UNBOUND // PRODUCTS // PAGE 43

CHRONO WATCH

RESOUNDING SHOES

NO DRAG BAG

CLASSIC CAP

RAPID ZIP HOODIE

ESPRESSO CUP SET

Riders appreciate the beauty of mechanics and the Chrono Watch delivers this with every glance at its face with its visible internal workings. Surrounding the tempered mineral glass face, the watch has a stainless steel case with IPB plating and is secured with a natural rubber strap. It tells the time and date and features a stopwatch function – perfect when at the track.

Casual shoe in a very un-casual style.

Definitely not for riding use but would look good on any occasion with jeans, shorts or maybe even suit trousers.

Maybe. We love the yellow to orange color fade on the main design, finished with glossy KTM logos. The leather is reinforced at critical areas to remain rugged over use; the soles have an engineered ‘used look’, so no need to worry about those first few scuffs.

Sizes 39/6.5-44/10.5

Made exclusively for KTM by leading luggage firm, OGIO, the No Drag ruck sack is designed to have minimal air resistance when you are head down and flat-out on your daily race. The 22 liters capacity will hold plenty of your stuff, due to a series of internal pockets and storage areas – including a laptop pouch. There’s no danger of the zips coming open when you ride as they’re neatly shielded against your back.

Cap with a mottled and structured look. Rubber logo badge on front panel, embroidered KTM logo on the back. Panels: 87 % acrylic / 11 % wool / 2 % elastane Peak and lining: 98 % cotton / 2 % elastane.

Available in sizes S/M and L/XL.

Hooded sweat jacket with mottled look. Orange lining on zipper of hood provides an additional color accent if desired. Embroidered logo on chest, large print motif on the back, READY TO RACE arrows on sleeve. 70 % cotton / 30 % polyester.

Sizes: XS-XXL

KTM Espresso Cup Set consisting of a cup and saucer in unmistakeable KTM style.

Top tasting coffee is guaranteed.

100 % chinaware.

UNBOUND // PRODUCTS // PAGE 45

FRONTIER JACKET

LOGO BELT

STREET EVO HELMET

ALLOVER THROTTLE BAG

THERMO MUG

MX SHADES

Keep it in your bag ready for after a ride or worn loud and proud, the photos do not do justice to the mottled look of this stylish lightweight jacket made from water resistant materials, closed up with a waterproof front zipper. A soft mesh internal lining makes the jacket smooth against skin and extra ventilation under the arms helps aid comfort. Elasticated hem prevents it from riding up the back and keeps the wind out. Sizes XS-XXL

Something as practical as keeping your trousers up doesn’t have to be boring. Durable canvas belt with subtle snakeskin-style print is super easy to adjust and finished off with a metal buckle, painted in KTM orange complete with the famous logo.

Entry-level full-face helmet with range-topping comfort and finish. The ultra-strong stone fiber construction helmet gets a striking new graphic for this year and the smooth design delivers a streamlined and quiet experience for the rider. The removable inner lining is washable and boasts antibacterial and moisture-wicking properties. Easy-open vents in the chin and crown also help to keep the rider cool when under pressure.

Sizes XS-XXL

A heavy duty rucksack with a mega name and built by the bag masters, OGIO, exclusively for KTM. Perfect for on, off or nowhere near a bike, this backpack has a main compartment and two internal compartments.

There are two side compartments for making sure small items don’t get lost and a fleece pocket provides protection for electronic devices.

100 % polyester. Size approx. 29 x 17 x 50 cm. Weight approx. 1 kg

For those early morning missions before a good riding session, the KTM Thermo Mug keeps your drink warm while you get ready to hit the road. Better still, it will keep your drink warm for 16 hours! Stainless steel and plastic construction makes it tough.

That’s just a name – these sunglasses are not designed for replacing goggles, but they do boast shatterproof lenses with 100% UVA, UVB and UVC protection. The most important aspect?

They look good.

UNBOUND // PRODUCTS // PAGE 45

FRONTIER JACKET

LOGO BELT

STREET EVO HELMET

ALLOVER THROTTLE BAG

THERMO MUG

MX SHADES

Keep it in your bag ready for after a ride or worn loud and proud, the photos do not do justice to the mottled look of this stylish lightweight jacket made from water resistant materials, closed up with a waterproof front zipper. A soft mesh internal lining makes the jacket smooth against skin and extra ventilation under the arms helps aid comfort. Elasticated hem prevents it from riding up the back and keeps the wind out. Sizes XS-XXL

Something as practical as keeping your trousers up doesn’t have to be boring. Durable canvas belt with subtle snakeskin-style print is super easy to adjust and finished off with a metal buckle, painted in KTM orange complete with the famous logo.

Entry-level full-face helmet with range-topping comfort and finish. The ultra-strong stone fiber construction helmet gets a striking new graphic for this year and the smooth design delivers a streamlined and quiet experience for the rider. The removable inner lining is washable and boasts antibacterial and moisture-wicking properties. Easy-open vents in the chin and crown also help to keep the rider cool when under pressure.

Sizes XS-XXL

A heavy duty rucksack with a mega name and built by the bag masters, OGIO, exclusively for KTM. Perfect for on, off or nowhere near a bike, this backpack has a main compartment and two internal compartments.

There are two side compartments for making sure small items don’t get lost and a fleece pocket provides protection for electronic devices.

100 % polyester. Size approx. 29 x 17 x 50 cm. Weight approx. 1 kg

For those early morning missions before a good riding session, the KTM Thermo Mug keeps your drink warm while you get ready to hit the road. Better still, it will keep your drink warm for 16 hours! Stainless steel and plastic construction makes it tough.

That’s just a name – these sunglasses are not designed for replacing goggles, but they do boast shatterproof lenses with 100% UVA, UVB and UVC protection. The most important aspect?

They look good.

ALPINESTARS AND KTM

UNBOUND // INSIDE // PAGE 47

Alpinestars’ Tech-Air technology will soon take pride of place in KTM’s PowerWear catalog alongside other items such as boots, gloves and body protection.

Text: Adam Wheeler Pictures: Alpinestars, KTM

Mazzarolo grew up around racing stars and a friendship with Heinz Kinigadner forged the first strong bond with the factory at Mattighofen. “The official link started a long time ago,” Gabriele recollects. “I had a good relationship with Heinz, and then the company as well, because we shared Penton as distributor in the U.S long before we both had our organization in the States. Alpinestars has always been close to KTM, ever since I can remember. The management have always worked together and it almost felt like part of the family and the association was close through racing as well.”

Racing. The medium in which both Alpinestars and KTM share the same solid ethos – that the track is the ultimate test bed and showcase for ideas, invention and evolution. “Alpinestars, as well as KTM, is about more than racing…but we are both on the racing scene a lot!” Mazzarolo says. “We like to put what we learn from the world of motorsport into everyday use and KTM is the same with their products.”

A COMPANY LIKE ALPINESTARS IS SO SYNONYMOUS WITH MOTORCYCLING AND RACING – EVEN F1 AND GENERAL MOTORSPORT NOW – THAT IS SEEMS HARD FOR ANYBODY REMOTELY CONNECTED TO BIKING TO MISS THAT DISTINCTIVE LOGO. FANS AND ADMIRERS OF THE ITALO-AMERICAN'S SAFETY PRODUCTS, RIDING AND FASHION CHERISH THE DEGREE OF 'COOL' ASSOCIATED WITH THE BRAND. THEY CAN ONLY BE THRILLED TO OPEN A POWERWEAR CATALOGUE AND SEE VARIOUS ALPINESTARS GARMENTS AND ITEMS IN KTM GUISE. Alpinestars’ Asolo HQ is cozy, compact and even a little antiquated on the outside; emphasizing their family roots, with owner and MD Gabriele Mazzarolo overseeing the work and output to the deepest levels, a firm established by his father Sante and on that recently celebrated its 50th anniversary. Walking the brightly lit corridors that divide offices from showrooms and meeting rooms named after former stars and ambassadors (we have a drink in the ‘McGrath' sala), there is the constant reminder of style, of advertising campaigns with absolute icons of motorcycle racing.

It is almost overwhelming.

In the same way that workspaces in Mattighofen never seem to be finished with the current project, Asolo and the staff there also run a fierce treadmill of progress and innovation. Take the Tech Air technology that has been saving injury in MotoGP for almost a decade and has recently adorned consumer gear, with the riding jacket entering the PowerWear line-up in the near future.

Gabriele Mazzarolo, Owner/CEO

"I RIDE KTM'S. I KNOW OUR PRODUCTS LOOK GOOD TOGETHER AND THAT THEY BELONG TOGETHER…" More and more prizes at circuits (Alpinestars sponsor the MX2 factory team and riders in the Moto3 squad; they even double-up with the Red Bull Rookies) have gone hand-in-hand with growth, as both firms have prospered and diversified: KTM with their emergence in Street products, and Alpinestars with their auto, downhill mountain bike ranges and leisure concepts like Oscar. “Growth was going to happen because the products are so good that they would succeed in racing and also on the market,” the Italian asserts. “The philosophy just meets with ours and we’d move together.”

“As two companies we just seem to be working together all the time,” comments Mazzarolo, a presence in racing paddocks around the world on a frequent basis, regularly splitting his time between the U.S. and Europe.

“They trust us for the development of products and it is a perfect partnership because we also know how deep they go with their own work. For something like the Tech 8 or the Tech 10 boot they know it is as good as it can be and because some of their management used to race – or still do – then they have experience with our products and know they are the best. They trust us to apply the KTM branding and deliver what is right.”

Lastly Mazzarolo does not simply talk the talk. He rides his convictions. “I currently have the 1290 Super Duke R in Italy and the 2015 Super Adventure in the U.S. and they are perfect for the uses I have for them! On the track I have a 450 SX-F and a 350 XCF-W and I like them both.

It usually depends on the day but, normally, the 450 is a bit more my thing.”

“It feels right to share,” he goes on, riffing on the expanded presence of Alpinestars in the KTM PowerWear range. “What we both want is to make motorcycling bigger in numerous ways, and you can do that through exciting products but also safer products. Motorcycles have become safer through electronics, ABS and other controls.

We have also made a step forward with projects like the Tech Air and we are happy for more companies, and therefore people, to use it.”

Jeffrey Herlings Factory racing outfit

Tech-Air is the world’s first self-contained street airbag system, covering the back, shoulders, kidneys and chest. Its sensors typically detect an impact between 3060 milliseconds and fully inflate in just 25 milliseconds, thanks to electronics and complex algorithms.

ALPINESTARS AND KTM

UNBOUND // INSIDE // PAGE 47

Alpinestars’ Tech-Air technology will soon take pride of place in KTM’s PowerWear catalog alongside other items such as boots, gloves and body protection.

Text: Adam Wheeler Pictures: Alpinestars, KTM

Mazzarolo grew up around racing stars and a friendship with Heinz Kinigadner forged the first strong bond with the factory at Mattighofen. “The official link started a long time ago,” Gabriele recollects. “I had a good relationship with Heinz, and then the company as well, because we shared Penton as distributor in the U.S long before we both had our organization in the States. Alpinestars has always been close to KTM, ever since I can remember. The management have always worked together and it almost felt like part of the family and the association was close through racing as well.”

Racing. The medium in which both Alpinestars and KTM share the same solid ethos – that the track is the ultimate test bed and showcase for ideas, invention and evolution. “Alpinestars, as well as KTM, is about more than racing…but we are both on the racing scene a lot!” Mazzarolo says. “We like to put what we learn from the world of motorsport into everyday use and KTM is the same with their products.”

A COMPANY LIKE ALPINESTARS IS SO SYNONYMOUS WITH MOTORCYCLING AND RACING – EVEN F1 AND GENERAL MOTORSPORT NOW – THAT IS SEEMS HARD FOR ANYBODY REMOTELY CONNECTED TO BIKING TO MISS THAT DISTINCTIVE LOGO. FANS AND ADMIRERS OF THE ITALO-AMERICAN'S SAFETY PRODUCTS, RIDING AND FASHION CHERISH THE DEGREE OF 'COOL' ASSOCIATED WITH THE BRAND. THEY CAN ONLY BE THRILLED TO OPEN A POWERWEAR CATALOGUE AND SEE VARIOUS ALPINESTARS GARMENTS AND ITEMS IN KTM GUISE. Alpinestars’ Asolo HQ is cozy, compact and even a little antiquated on the outside; emphasizing their family roots, with owner and MD Gabriele Mazzarolo overseeing the work and output to the deepest levels, a firm established by his father Sante and on that recently celebrated its 50th anniversary. Walking the brightly lit corridors that divide offices from showrooms and meeting rooms named after former stars and ambassadors (we have a drink in the ‘McGrath' sala), there is the constant reminder of style, of advertising campaigns with absolute icons of motorcycle racing.

It is almost overwhelming.

In the same way that workspaces in Mattighofen never seem to be finished with the current project, Asolo and the staff there also run a fierce treadmill of progress and innovation. Take the Tech Air technology that has been saving injury in MotoGP for almost a decade and has recently adorned consumer gear, with the riding jacket entering the PowerWear line-up in the near future.

Gabriele Mazzarolo, Owner/CEO

"I RIDE KTM'S. I KNOW OUR PRODUCTS LOOK GOOD TOGETHER AND THAT THEY BELONG TOGETHER…" More and more prizes at circuits (Alpinestars sponsor the MX2 factory team and riders in the Moto3 squad; they even double-up with the Red Bull Rookies) have gone hand-in-hand with growth, as both firms have prospered and diversified: KTM with their emergence in Street products, and Alpinestars with their auto, downhill mountain bike ranges and leisure concepts like Oscar. “Growth was going to happen because the products are so good that they would succeed in racing and also on the market,” the Italian asserts. “The philosophy just meets with ours and we’d move together.”

“As two companies we just seem to be working together all the time,” comments Mazzarolo, a presence in racing paddocks around the world on a frequent basis, regularly splitting his time between the U.S. and Europe.

“They trust us for the development of products and it is a perfect partnership because we also know how deep they go with their own work. For something like the Tech 8 or the Tech 10 boot they know it is as good as it can be and because some of their management used to race – or still do – then they have experience with our products and know they are the best. They trust us to apply the KTM branding and deliver what is right.”

Lastly Mazzarolo does not simply talk the talk. He rides his convictions. “I currently have the 1290 Super Duke R in Italy and the 2015 Super Adventure in the U.S. and they are perfect for the uses I have for them! On the track I have a 450 SX-F and a 350 XCF-W and I like them both.

It usually depends on the day but, normally, the 450 is a bit more my thing.”

“It feels right to share,” he goes on, riffing on the expanded presence of Alpinestars in the KTM PowerWear range. “What we both want is to make motorcycling bigger in numerous ways, and you can do that through exciting products but also safer products. Motorcycles have become safer through electronics, ABS and other controls.

We have also made a step forward with projects like the Tech Air and we are happy for more companies, and therefore people, to use it.”

Jeffrey Herlings Factory racing outfit

Tech-Air is the world’s first self-contained street airbag system, covering the back, shoulders, kidneys and chest. Its sensors typically detect an impact between 3060 milliseconds and fully inflate in just 25 milliseconds, thanks to electronics and complex algorithms.

UNBOUND // PEOPLE // PAGE 49

Text: Justin Dawes, Luke Brackenbury Pictures: Geoffrey McCarthy, Alpinestars

CAFÉ RACER

JOHN HENSLEY IS A FAMILIAR SIGHT RIDING THE STREETS OF L.A. ON HIS NEW KTM 690 DUKE. THE AMERICAN ACTOR AND CAFÉ OWNER TALKS TO UNBOUND ABOUT FINDING TWO WHEELS, FALLING FOR RACING AND HOW HE’S USING ORGANIC FOOD AND AWESOME COFFEE TO INTRODUCE MOTORCYCLING TO A NEW CROWD.

Bordering the Santa Monica Mountains in the San Fernando Valley region of Los Angeles, California, is Woodland Hills; one of the least densely populated areas of L.A. But one place here that is becoming more crowded is the café, Gasolina.

Situated on Ventura Boulevard is the café that is quickly gaining a reputation with the Los Angeles foodie crowd, due to its organic Spanish-inspired breakfast and lunch offerings and arguably the best coffee west of the Atlantic. But Gasolina is also hitting the spot with the local motorcycle culture, not only helped by its close location to Mulholland Highway – one of the most popular riding roads in America, including 'The Snake' and its infamous Edwards Corner – the most crashed corner in Southern California!

UNBOUND is here to meet John Hensley. The 39-year old actor has appeared in a variety of popular films and TV shows, including recently in Sons of Anarchy. Along with being a highly-regarded storyteller and the café’s owner, jointly with his wife Sandra Cordero, a chef, he is – above all – a motorcyclist.

It’s a beautiful day in L.A. and we know we are in the right place – basking in the sun outside Gasolina on the sidewalk is a new orange 690 Duke that can’t be ignored. Under the shade of the café’s branded canopy is Hensley, enjoying his morning cappuccino. The bike is still making pinging noises as it cools down from what was probably a heated ride over here. Although a reasonably recent convert to riding on tarmac, Hensley has immersed himself in motorcycling, as fully as he does in rehearsing for a new film role.

It's been a battle for us to get here across town and we need a coffee. John is super-friendly and inviting; he loves talking with customers, and we’re definitely one of those right now. Walking into the café, you’re greeted by an orange espresso machine that has a definite READY TO RACE vibe about it. The walls are adorned with memorabilia of famous racers and parts of racing motorcycles. In fact, it feels just as much garage as cafe – somewhere you want to chill out at in-between rides, or somewhere to ride to. And that’s how John and Sandra prefer it.

With a latte in hand and a Breakfast Sandwich (serrano ham, mahon cheese, scrambled egg, brava sauce served on a brioche bun, in case you were interested) on order, we sit down with John to find out more about his riding background, what it’s like to blast through L.A. on two wheels and why he has recently fallen for the new 690 Duke.

UNBOUND // PEOPLE // PAGE 49

Text: Justin Dawes, Luke Brackenbury Pictures: Geoffrey McCarthy, Alpinestars

CAFÉ RACER

JOHN HENSLEY IS A FAMILIAR SIGHT RIDING THE STREETS OF L.A. ON HIS NEW KTM 690 DUKE. THE AMERICAN ACTOR AND CAFÉ OWNER TALKS TO UNBOUND ABOUT FINDING TWO WHEELS, FALLING FOR RACING AND HOW HE’S USING ORGANIC FOOD AND AWESOME COFFEE TO INTRODUCE MOTORCYCLING TO A NEW CROWD.

Bordering the Santa Monica Mountains in the San Fernando Valley region of Los Angeles, California, is Woodland Hills; one of the least densely populated areas of L.A. But one place here that is becoming more crowded is the café, Gasolina.

Situated on Ventura Boulevard is the café that is quickly gaining a reputation with the Los Angeles foodie crowd, due to its organic Spanish-inspired breakfast and lunch offerings and arguably the best coffee west of the Atlantic. But Gasolina is also hitting the spot with the local motorcycle culture, not only helped by its close location to Mulholland Highway – one of the most popular riding roads in America, including 'The Snake' and its infamous Edwards Corner – the most crashed corner in Southern California!

UNBOUND is here to meet John Hensley. The 39-year old actor has appeared in a variety of popular films and TV shows, including recently in Sons of Anarchy. Along with being a highly-regarded storyteller and the café’s owner, jointly with his wife Sandra Cordero, a chef, he is – above all – a motorcyclist.

It’s a beautiful day in L.A. and we know we are in the right place – basking in the sun outside Gasolina on the sidewalk is a new orange 690 Duke that can’t be ignored. Under the shade of the café’s branded canopy is Hensley, enjoying his morning cappuccino. The bike is still making pinging noises as it cools down from what was probably a heated ride over here. Although a reasonably recent convert to riding on tarmac, Hensley has immersed himself in motorcycling, as fully as he does in rehearsing for a new film role.

It's been a battle for us to get here across town and we need a coffee. John is super-friendly and inviting; he loves talking with customers, and we’re definitely one of those right now. Walking into the café, you’re greeted by an orange espresso machine that has a definite READY TO RACE vibe about it. The walls are adorned with memorabilia of famous racers and parts of racing motorcycles. In fact, it feels just as much garage as cafe – somewhere you want to chill out at in-between rides, or somewhere to ride to. And that’s how John and Sandra prefer it.

With a latte in hand and a Breakfast Sandwich (serrano ham, mahon cheese, scrambled egg, brava sauce served on a brioche bun, in case you were interested) on order, we sit down with John to find out more about his riding background, what it’s like to blast through L.A. on two wheels and why he has recently fallen for the new 690 Duke.

UNBOUND // PEOPLE // PAGE 51

UNBOUND: YOU WORK IN AND ENJOY SEVERAL FAIRLY UNIQUE WORLDS HERE IN SOUTHERN CALIFORNIA, WITH THE ACTING, DIRECTING, STORYTELLING AND THEN THE CAFÉ. WHERE ABOUTS DOES MOTORCYCLING FEATURE WITHIN YOUR LIST OF THESE BIG LOVES? JOHN HENSLEY: This may sound silly, but since this is for UNBOUND and the readers are probably in “the club” and know where I’m coming from, I’m just going to say it.

There are few things in my life that make things more right in the world than riding my bike in the way I choose. There are lots of people that think that we (motorcyclists) go to the track for an adrenaline rush – and sure, that can be a part of it – but I find it to be a profound activity. You can’t half ass it. You’re fully there, fully present.

So in regards to the café, there’s commonality in what Sandra does. Just like how we are full-on when riding, she’s that way when she’s doing her thing at Gasolina. It’s an intersection where passion and execution meet. I mean if you’re going to ride, and I

nightmare when navigating it by car; it’s highly congested and there’s zero planning to the layout of it. It can be a real battle ground. As an adult I had never ridden a bike, I didn’t know anything about it. So what happened was, I went to a party one day in Beverly Hills and there was the cruiser parked in the driveway. So I walked in and there was this guy standing there with a leather vest on, and so I was like, “You must belong to the motorcycle. I’m thinking about starting to ride motorcycles – what do you think?”

He was like, “If you wanna ride, I’m your guy.” And he ended up hooking me up with the MSF (ED – Motorcycle Safety Foundation Course) and that introduced me to the fact that motorcycling is a practical choice. It became accessible.

Not long after, I met a French photographer who is now one of my best friends. I went to his house because he was going to shoot some photos of me. Underneath this tarp was the distinct outline of a motorcycle. I said, “Hey! I ride too!” You know, I just got my license and I was ready to talk bikes with anyone. He pulled back the cover and it was a fully built middleweight race bike and just goes, “That’s my bike – I race." So I was like, “You what?” “Yeah man, I race. In fact, I’m going this weekend to Willow Springs, you want to come check it out?”

“HENSLEY HAS IMMERSED HIMSELF IN MOTORCYCLING AS FULLY AS HE DOES IN REHEARSING FOR A NEW FILM ROLE.”

YOU’VE GOT THE NEW 690 DUKE WHICH YOU SAY YOU USE EVERY DAY, FOR ANYTHING FROM COMMUTING TO RUNNING ERRANDS TO GOING TO RED RED-CARPET EVENTS. AND THEN OF COURSE YOU ALSO USE IT FOR FUN. Man, I love this bike. It’s an amazing motorcycle. For me it’s got the right amount of hooligan, the right amount of bad behavior. It’s got so much going for it in all categories that I’ve never thought, “Oh gosh, I wish I had more of this or that.”

It’s a do-it-all bike for an active enthusiast. Sure, sportsbikes with 200 horsepower are fun, but you don’t need that much raw power to have a great time and have a fantastic motorcycle. The 690 Duke is such a complete package it doesn’t need as much power. It does so much more with less. It’s a very impressive motorcycle.

You think of all the things you want to do on a motorcycle, and the 690 does it admirably. It eliminates a lot of bikes in my garage. There is a hell of a lot of fun and things you can do with that bike. It transcends categories is what I’m saying. To me it’s in its own category.

I’ve had my phases in bikes; I did the sportsbike thing and then the adventure thing.

I’ve had supermotos. For each of those I was, like, you don't have a clue if you don't ride this. You put any one of those types of bikes in my garage and I’m HENSLEY ON THE 690 DUKE: “FOR a happy man.

WE READ IN A DIFFERENT INTERVIEW THAT YOU SAID GASOLINA IS A ME IT’S GOT THE RIGHT FOR PEOPLE LOOKING AMOUNT OF HOOLIGAN, THE RIGHT AMOUNT OF BAD BEHAV- DESTINATION FOR GREAT FOOD BUT HAS BECOME IOR. IT’S GOT SO MUCH GOING FOR IT IN ALL CATEGORIES JUST AS MUCH, IF NOT MORE, A But having said that, the 690 is THAT I’VE NEVER THOUGHT, “OH GOSH, I WISH I HAD MORE SORT OF A STOP-IN FOR MOTORa combination of all those. It’s a OF THIS OR THAT.” CYCLISTS OUT FOR A RIDE. DO YOU single cylinder, but it’s a 690 with THINK THAT PEOPLE COMING TO THE a bunch of torque and power. It’s so CAFE, BUT NOT ON TWO WHEELS, GET ITS VIBE AND BECOME 'INDOCTRINATED', IF lightweight and super agile, so it handles phenomenally well. But there’s a comfort YOU WILL, INTO THE WORLD OF MOTORCYCLING? about it too. It’s nothing for me to hop on it, ride two and a half hours up to Buttonwillow (Raceway), have a full day at the track and then ride the very same bike home When we came up with Gasolina, we knew we wanted to really lean into a culture and a lifestyle that speaks to us. Sandra is an avid rider as well, and being European she again. It’s also nothing to take the Duke, ride it to the market, pop it up on the curb was raised in a culture more in tune with motorcycles. It’s always been a part of who outside the front door, do my shopping and then cut through the traffic to get home.

I went out there and soon as I saw all those guys scratching around this circuit; the noise, the speed, the whole atmosphere, I just said, “I’m doing this. This is where I belong.”

So that was it and pretty soon I started club racing. I was all-in. That’s how Chef and John’s wife, Sandra Cordero I am; I believe we are all on borrowed time, whether you want to believe it or not. So if something speaks to you, if something stirs inside of you, we owe it to ourselves and to the gift of life to engage with it fully. mean really ride not just sitting on a bike, you have to have a passion for it. But you also have to have the ability to execute what you want to do. So for us it was a very natural thing between motorcycles and Gasolina. They are two endeavors that require precisely the same sort of skill sets. And for storytelling, it’s the same. You can be a fan of story, but as a storyteller you need, once again, the passion and the execution.

I believe there are few things that impact a group of people in as significant a way as a story well told can. And it’s been that way since the dawn of man.

So from day one, I’ve embraced motorcycles wholeheartedly. They’ve become a very consistent thread going through just about anything and everything I do.

To me, they are almost all one and the same. But they have to all harmonise well together. Like I'm incomplete as a rider without a motorcycle. I’m meant to be in that seat, just as much as I’m meant to be behind the keyboard writing, just as much as I’m meant to be on a set working as an actor and just as much as I’m meant to help makes Gasolina's vision a reality. It’s all the same and none of them exist without the other. They all inform each other.

HOW DID YOU GET INTO RIDING? I grew up on a piece of land in Kentucky, not really a farm but we called it a farm. As a kid I had a dirtbike I rode around on, but I was never like a moto-kid. I just had a good time, it wasn’t a sport to me. So when I got older there was this latent memory of motorcycles – just sort of there. Then, as a young man, living in L.A. presented itself to me as a city best taken on by motorcycle. This city can be a nightmare when

Out of town and knee down for John at his local circuit

UNBOUND // PEOPLE // PAGE 51

UNBOUND: YOU WORK IN AND ENJOY SEVERAL FAIRLY UNIQUE WORLDS HERE IN SOUTHERN CALIFORNIA, WITH THE ACTING, DIRECTING, STORYTELLING AND THEN THE CAFÉ. WHERE ABOUTS DOES MOTORCYCLING FEATURE WITHIN YOUR LIST OF THESE BIG LOVES? JOHN HENSLEY: This may sound silly, but since this is for UNBOUND and the readers are probably in “the club” and know where I’m coming from, I’m just going to say it.

There are few things in my life that make things more right in the world than riding my bike in the way I choose. There are lots of people that think that we (motorcyclists) go to the track for an adrenaline rush – and sure, that can be a part of it – but I find it to be a profound activity. You can’t half ass it. You’re fully there, fully present.

So in regards to the café, there’s commonality in what Sandra does. Just like how we are full-on when riding, she’s that way when she’s doing her thing at Gasolina. It’s an intersection where passion and execution meet. I mean if you’re going to ride, and I

nightmare when navigating it by car; it’s highly congested and there’s zero planning to the layout of it. It can be a real battle ground. As an adult I had never ridden a bike, I didn’t know anything about it. So what happened was, I went to a party one day in Beverly Hills and there was the cruiser parked in the driveway. So I walked in and there was this guy standing there with a leather vest on, and so I was like, “You must belong to the motorcycle. I’m thinking about starting to ride motorcycles – what do you think?”

He was like, “If you wanna ride, I’m your guy.” And he ended up hooking me up with the MSF (ED – Motorcycle Safety Foundation Course) and that introduced me to the fact that motorcycling is a practical choice. It became accessible.

Not long after, I met a French photographer who is now one of my best friends. I went to his house because he was going to shoot some photos of me. Underneath this tarp was the distinct outline of a motorcycle. I said, “Hey! I ride too!” You know, I just got my license and I was ready to talk bikes with anyone. He pulled back the cover and it was a fully built middleweight race bike and just goes, “That’s my bike – I race." So I was like, “You what?” “Yeah man, I race. In fact, I’m going this weekend to Willow Springs, you want to come check it out?”

“HENSLEY HAS IMMERSED HIMSELF IN MOTORCYCLING AS FULLY AS HE DOES IN REHEARSING FOR A NEW FILM ROLE.”

YOU’VE GOT THE NEW 690 DUKE WHICH YOU SAY YOU USE EVERY DAY, FOR ANYTHING FROM COMMUTING TO RUNNING ERRANDS TO GOING TO RED RED-CARPET EVENTS. AND THEN OF COURSE YOU ALSO USE IT FOR FUN. Man, I love this bike. It’s an amazing motorcycle. For me it’s got the right amount of hooligan, the right amount of bad behavior. It’s got so much going for it in all categories that I’ve never thought, “Oh gosh, I wish I had more of this or that.”

It’s a do-it-all bike for an active enthusiast. Sure, sportsbikes with 200 horsepower are fun, but you don’t need that much raw power to have a great time and have a fantastic motorcycle. The 690 Duke is such a complete package it doesn’t need as much power. It does so much more with less. It’s a very impressive motorcycle.

You think of all the things you want to do on a motorcycle, and the 690 does it admirably. It eliminates a lot of bikes in my garage. There is a hell of a lot of fun and things you can do with that bike. It transcends categories is what I’m saying. To me it’s in its own category.

I’ve had my phases in bikes; I did the sportsbike thing and then the adventure thing.

I’ve had supermotos. For each of those I was, like, you don't have a clue if you don't ride this. You put any one of those types of bikes in my garage and I’m HENSLEY ON THE 690 DUKE: “FOR a happy man.

WE READ IN A DIFFERENT INTERVIEW THAT YOU SAID GASOLINA IS A ME IT’S GOT THE RIGHT FOR PEOPLE LOOKING AMOUNT OF HOOLIGAN, THE RIGHT AMOUNT OF BAD BEHAV- DESTINATION FOR GREAT FOOD BUT HAS BECOME IOR. IT’S GOT SO MUCH GOING FOR IT IN ALL CATEGORIES JUST AS MUCH, IF NOT MORE, A But having said that, the 690 is THAT I’VE NEVER THOUGHT, “OH GOSH, I WISH I HAD MORE SORT OF A STOP-IN FOR MOTORa combination of all those. It’s a OF THIS OR THAT.” CYCLISTS OUT FOR A RIDE. DO YOU single cylinder, but it’s a 690 with THINK THAT PEOPLE COMING TO THE a bunch of torque and power. It’s so CAFE, BUT NOT ON TWO WHEELS, GET ITS VIBE AND BECOME 'INDOCTRINATED', IF lightweight and super agile, so it handles phenomenally well. But there’s a comfort YOU WILL, INTO THE WORLD OF MOTORCYCLING? about it too. It’s nothing for me to hop on it, ride two and a half hours up to Buttonwillow (Raceway), have a full day at the track and then ride the very same bike home When we came up with Gasolina, we knew we wanted to really lean into a culture and a lifestyle that speaks to us. Sandra is an avid rider as well, and being European she again. It’s also nothing to take the Duke, ride it to the market, pop it up on the curb was raised in a culture more in tune with motorcycles. It’s always been a part of who outside the front door, do my shopping and then cut through the traffic to get home.

I went out there and soon as I saw all those guys scratching around this circuit; the noise, the speed, the whole atmosphere, I just said, “I’m doing this. This is where I belong.”

So that was it and pretty soon I started club racing. I was all-in. That’s how Chef and John’s wife, Sandra Cordero I am; I believe we are all on borrowed time, whether you want to believe it or not. So if something speaks to you, if something stirs inside of you, we owe it to ourselves and to the gift of life to engage with it fully. mean really ride not just sitting on a bike, you have to have a passion for it. But you also have to have the ability to execute what you want to do. So for us it was a very natural thing between motorcycles and Gasolina. They are two endeavors that require precisely the same sort of skill sets. And for storytelling, it’s the same. You can be a fan of story, but as a storyteller you need, once again, the passion and the execution.

I believe there are few things that impact a group of people in as significant a way as a story well told can. And it’s been that way since the dawn of man.

So from day one, I’ve embraced motorcycles wholeheartedly. They’ve become a very consistent thread going through just about anything and everything I do.

To me, they are almost all one and the same. But they have to all harmonise well together. Like I'm incomplete as a rider without a motorcycle. I’m meant to be in that seat, just as much as I’m meant to be behind the keyboard writing, just as much as I’m meant to be on a set working as an actor and just as much as I’m meant to help makes Gasolina's vision a reality. It’s all the same and none of them exist without the other. They all inform each other.

HOW DID YOU GET INTO RIDING? I grew up on a piece of land in Kentucky, not really a farm but we called it a farm. As a kid I had a dirtbike I rode around on, but I was never like a moto-kid. I just had a good time, it wasn’t a sport to me. So when I got older there was this latent memory of motorcycles – just sort of there. Then, as a young man, living in L.A. presented itself to me as a city best taken on by motorcycle. This city can be a nightmare when

Out of town and knee down for John at his local circuit

UNBOUND // PEOPLE // PAGE 53

“WE’VE GOT WHAT I LIKE TO CALL THE GOOD DIRT ON THE WALLS – OLD RACING PHOTOS, GAS TANKS AND PARTS.”

Gasolina, Woodland Hills, L.A. – refueling people with good food, coffee and inadvertently converting them to two wheels

she is. So we knew we wanted to incorporate the motorcycle culture and not only that but also the more performance-orientated world, more of the race side of things. We wanted that really to be at the forefront, but to be honest it was really just for us.

That’s what we are into.

It’s amazing to us that the café has become a really powerful platform to introduce people to the world of motorcycles and racing culture. You know, if someone is sort of interested in bikes they have to seek it out. And sometimes that world is tough to get into; there’s effort that has to go into finding out about it.

However, with the café, all you need is to be hungry or thirsty. So when they come into our spot because they heard about our food or they were just passing by and needed a pick-me-up, they end up finding themselves engaged by this culture and lifestyle.

We’ve got what I like to call the good dirt on the walls – old racing photos, gas tanks and parts. I mean, they see this woman ride up on a bike, walk in and start working the grill and they become interested pretty quickly. They come in to fill up their bellies but leave with hopefully something that could be the next great chapter in their life.

In all honesty, we’ve inadvertently sold bikes out of the café. One of our regulars – she bought a bike after talking to Sandra. It wasn’t really in the design plan, but it’s been such a cool thing, to help people discover that. And it’s only growing.

IT’S KIND OF A FUNNY COINCIDENCE THAT GASOLINA’S MAIN COLOR IS ORANGE, EVEN THE ESPRESSO MACHINE IS ORANGE. OR IS IT A COINCIDENCE? Orange spoke to us, because it’s such a bold color. It spoke to us as being of a quality and of a heritage. We wanted a color palate that spoke to the spirit of what we are about. It wasn’t like we were copying KTM, but what I do love about KTM and the color orange is that it is unapologetic. You can tell the company is not trying to appeal to the lowest common denominator. To me, KTM is making a bold statement: ‘this is what we make and it’s pretty bad-ass’. A lot of people who make their living riding would agree. And if you think they are too much, too wild, then KTM may not be for you.

“TO ME, KTM IS MAKING A BOLD STATEMENT: ‘THIS IS WHAT WE MAKE AND IT’S PRETTY BAD-ASS’.”

Now what we do at Gasolina, we think we do it really well. Sandra is the executive chef and she’s a bad-ass at it. I think the food we put out is spectacular; I think the coffee we put out is spectacular. There could very well be someone that walks into the café that is not into what we do, it can happen. But if we put out to the quality we want to produce and have a product we stand behind fully, then we can look at that person and say with clear eyes and an open heart, “then you may not be into what we are doing.” And we are fine with that.

So with orange, we are saying “we are here.” I find it interesting that there is a sort of commonality between us and KTM. You know KTM is READY TO RACE and at Gasolina our hashtag is #STOPINFUELUP. We’re not messing around, if you want to fuel up on the best then you come here.

DISCOVER MORE AT GASOLINACAFE.COM

UNBOUND // PEOPLE // PAGE 53

“WE’VE GOT WHAT I LIKE TO CALL THE GOOD DIRT ON THE WALLS – OLD RACING PHOTOS, GAS TANKS AND PARTS.”

Gasolina, Woodland Hills, L.A. – refueling people with good food, coffee and inadvertently converting them to two wheels

she is. So we knew we wanted to incorporate the motorcycle culture and not only that but also the more performance-orientated world, more of the race side of things. We wanted that really to be at the forefront, but to be honest it was really just for us.

That’s what we are into.

It’s amazing to us that the café has become a really powerful platform to introduce people to the world of motorcycles and racing culture. You know, if someone is sort of interested in bikes they have to seek it out. And sometimes that world is tough to get into; there’s effort that has to go into finding out about it.

However, with the café, all you need is to be hungry or thirsty. So when they come into our spot because they heard about our food or they were just passing by and needed a pick-me-up, they end up finding themselves engaged by this culture and lifestyle.

We’ve got what I like to call the good dirt on the walls – old racing photos, gas tanks and parts. I mean, they see this woman ride up on a bike, walk in and start working the grill and they become interested pretty quickly. They come in to fill up their bellies but leave with hopefully something that could be the next great chapter in their life.

In all honesty, we’ve inadvertently sold bikes out of the café. One of our regulars – she bought a bike after talking to Sandra. It wasn’t really in the design plan, but it’s been such a cool thing, to help people discover that. And it’s only growing.

IT’S KIND OF A FUNNY COINCIDENCE THAT GASOLINA’S MAIN COLOR IS ORANGE, EVEN THE ESPRESSO MACHINE IS ORANGE. OR IS IT A COINCIDENCE? Orange spoke to us, because it’s such a bold color. It spoke to us as being of a quality and of a heritage. We wanted a color palate that spoke to the spirit of what we are about. It wasn’t like we were copying KTM, but what I do love about KTM and the color orange is that it is unapologetic. You can tell the company is not trying to appeal to the lowest common denominator. To me, KTM is making a bold statement: ‘this is what we make and it’s pretty bad-ass’. A lot of people who make their living riding would agree. And if you think they are too much, too wild, then KTM may not be for you.

“TO ME, KTM IS MAKING A BOLD STATEMENT: ‘THIS IS WHAT WE MAKE AND IT’S PRETTY BAD-ASS’.”

Now what we do at Gasolina, we think we do it really well. Sandra is the executive chef and she’s a bad-ass at it. I think the food we put out is spectacular; I think the coffee we put out is spectacular. There could very well be someone that walks into the café that is not into what we do, it can happen. But if we put out to the quality we want to produce and have a product we stand behind fully, then we can look at that person and say with clear eyes and an open heart, “then you may not be into what we are doing.” And we are fine with that.

So with orange, we are saying “we are here.” I find it interesting that there is a sort of commonality between us and KTM. You know KTM is READY TO RACE and at Gasolina our hashtag is #STOPINFUELUP. We’re not messing around, if you want to fuel up on the best then you come here.

DISCOVER MORE AT GASOLINACAFE.COM

UNBOUND // TECHNICAL // PAGE 54

KTM 690 DUKE MODEL YEAR 2016: TECHNICAL HIGHLIGHTS ENGINE The heart of the 690 Duke is its LC4 single-cylinder motor. Boasting almost 25 years of refinement, the 2016 bike’s engine is – once again – the most powerful production mono on the market. KTM’s engineers have extracted 7 % more power (now 73 hp) and 6 % more torque (now 74 Nm) due to a huge raft of changes inside the engine.

The bore has increased while the stroke reduces to retain its 690 cc capacity, but the real work has gone into the cylinder head. The exhaust valves are actuated via rockers while the intake side is taken care of directly by the camshaft, which also doubles as a second balancer shaft.

Clever technical changes result in improvements to the way it delivers its single punch; smoother, more responsive and addictive than ever. The powerband is also 1,000 rpm wider – perfect for zipping through traffic or holding onto a gear between corners.

CHASSIS Steel tubular trellis has become the signature for KTM as it is strong and light – only 9 kg! Painted black for 2016, other changes include new forged triple clamps tuned to match and hold the WP Suspension forks in a new position, offset 4 mm less, to increase trail and to add more stability when cornering. You wouldn’t believe that such a small change would make such a big difference to the ride.

TFT DISPLAY The Duke’s TFT – or thin film transistor – display is the first for any KTM; it is designed to be super easy for riders to read and navigate in any given riding situation, day or night, thanks to its ability to adapt its display colors to the surrounding light. The display includes rev range, speedometer, total kilometers, fuel level, engine and ambient temperature. Using the illuminate mode switch on the left handlebar, the display will split to show the various options in the bike’s menu, such as setting the ride mode, traction control and ABS settings, along with the opportunity to create a ‘favorites’ menu with all the critical information you want to display. Neat.

ELECTRONICS With the optional ‘Track Pack’, the 690 Duke is more advanced than ever in terms of electronic rider assistance. From the mode switch, riders can select from Sport, Street (standard mode) or Rain. These settings alter the throttle response and the level of slippage the Traction Control allows. The Motor Slip Regulation (MSR) increases safety by having the opposite effect to the traction control, avoiding rear-wheel lock-up, should the rider chop the throttle or drop the clutch on downshifts. In these cases, MSR will slightly increase the engine speed in order to avoid a skid or even break-away of the rear wheel.

ABS A super-light chassis doesn’t need to be over-braked, but the Duke boasts braking components from leading supplier, Brembo, matched to a an advanced ABS system powered by Bosch, developed specifically for it. For the more adventurous riders, this system can be switched off.

EXPLORE THE BE(A)ST Improved Performance and Advanced Technology from Akrapovič

BODYWORK At first glance, the bike looks the same as its predecessor. The bodywork is the same, but the 2016 Duke is instantly recognizable by its fresh colors, new graphics and a black frame. White or orange are the ‘base color’ options out of the showroom, but these can be customized with a host of graphics options from the official PowerParts catalog.

WHEELS & TIRES Lightweight and strong cast aluminium wheels come fitted with grippy Metzeler M7 RR tires, to allow riders to exploit the Duke’s performance in a variety of conditions. These are the same type used by riders in the German, British and Dutch KTM RC Cup series – rain or sun!

SEAT There’s no point in having such usable performance if the seat doesn’t work! A completely new two-part seat for the 2016 Duke features a less restrictive position to allow riders to move around the bike more when working hard in corners. It’s also more comfortable, for both rider and passenger.

EXHAUST Looks the same as last year, but is reworked to be a whole 1 kg lighter, better at reducing emissions and – we think – makes a much better sound.

Best of all, it can be easily replaced by the titanium Akrapovič Slip-on Silencer from the official PowerParts catalog.

Akrapovič Evolution Line (Titanium) for KTM 1290 Super Duke R A crown jewel in KTM’s legendary Naked Bike range – the KTM 1290 Super Duke R is a bike that redefines the term ‘Streetfighter’. With an Akrapovič exhaust, its performance is taken to new extremes thanks to the use of superior lightweight materials. From racetracks to cities and everywhere in between, enjoy the unmistakable sound of Akrapovič, steadfast durability, and endless power that comes with pure riding pleasure.

Akrapovič d.d.

Malo Hudo 8a, Ivančna Gorica, Slovenia www.akrapovic.com WARNING: Because of the world-wide distribution of Akrapovič d.d. products, neither Akrapovič d.d. nor any subsidiaries make any representation that the products comply with the air and/or noise emissions laws, or labeling laws, of any jurisdiction. The purchasers are entirely responsible for informing themselves of the applicable laws where the products are to be used and to comply with those law.

WARNING / USA: Various U.S. states and the U.S. federal government have individual laws regulating the use of aftermarket exhaust parts and systems, especially as those parts and systems modify, remove, or replace original equipment catalysts. Please consult the appropriate laws in your area before installing any aftermarket part or system on your vehicle to ensure compliance with all applicable laws. Neither Akrapovič d.d. nor any subsidiaries or the sellers of the parts or systems make any representation that any of their parts or systems comply with any such laws.

WARNING / California: California laws prohibit the use of any aftermarket exhaust part or system that modifies, removes or replaces original equipment catalysts unless the California Air Resources Board has issued an Executive Order regarding such part or system or unless the part or system is exempted by being used only on racing vehicles on closed courses. Neither Akrapovič d.d. nor any subsidiaries make any representation that any of their parts or systems has received such an Executive Order or that any of their parts or systems conform with the racing vehicles exemption. The purchasers are entirely responsible for informing themselves of applicable California laws and to comply with those laws.

UNBOUND // TECHNICAL // PAGE 54

KTM 690 DUKE MODEL YEAR 2016: TECHNICAL HIGHLIGHTS ENGINE The heart of the 690 Duke is its LC4 single-cylinder motor. Boasting almost 25 years of refinement, the 2016 bike’s engine is – once again – the most powerful production mono on the market. KTM’s engineers have extracted 7 % more power (now 73 hp) and 6 % more torque (now 74 Nm) due to a huge raft of changes inside the engine.

The bore has increased while the stroke reduces to retain its 690 cc capacity, but the real work has gone into the cylinder head. The exhaust valves are actuated via rockers while the intake side is taken care of directly by the camshaft, which also doubles as a second balancer shaft.

Clever technical changes result in improvements to the way it delivers its single punch; smoother, more responsive and addictive than ever. The powerband is also 1,000 rpm wider – perfect for zipping through traffic or holding onto a gear between corners.

CHASSIS Steel tubular trellis has become the signature for KTM as it is strong and light – only 9 kg! Painted black for 2016, other changes include new forged triple clamps tuned to match and hold the WP Suspension forks in a new position, offset 4 mm less, to increase trail and to add more stability when cornering. You wouldn’t believe that such a small change would make such a big difference to the ride.

TFT DISPLAY The Duke’s TFT – or thin film transistor – display is the first for any KTM; it is designed to be super easy for riders to read and navigate in any given riding situation, day or night, thanks to its ability to adapt its display colors to the surrounding light. The display includes rev range, speedometer, total kilometers, fuel level, engine and ambient temperature. Using the illuminate mode switch on the left handlebar, the display will split to show the various options in the bike’s menu, such as setting the ride mode, traction control and ABS settings, along with the opportunity to create a ‘favorites’ menu with all the critical information you want to display. Neat.

ELECTRONICS With the optional ‘Track Pack’, the 690 Duke is more advanced than ever in terms of electronic rider assistance. From the mode switch, riders can select from Sport, Street (standard mode) or Rain. These settings alter the throttle response and the level of slippage the Traction Control allows. The Motor Slip Regulation (MSR) increases safety by having the opposite effect to the traction control, avoiding rear-wheel lock-up, should the rider chop the throttle or drop the clutch on downshifts. In these cases, MSR will slightly increase the engine speed in order to avoid a skid or even break-away of the rear wheel.

ABS A super-light chassis doesn’t need to be over-braked, but the Duke boasts braking components from leading supplier, Brembo, matched to a an advanced ABS system powered by Bosch, developed specifically for it. For the more adventurous riders, this system can be switched off.

EXPLORE THE BE(A)ST Improved Performance and Advanced Technology from Akrapovič

BODYWORK At first glance, the bike looks the same as its predecessor. The bodywork is the same, but the 2016 Duke is instantly recognizable by its fresh colors, new graphics and a black frame. White or orange are the ‘base color’ options out of the showroom, but these can be customized with a host of graphics options from the official PowerParts catalog.

WHEELS & TIRES Lightweight and strong cast aluminium wheels come fitted with grippy Metzeler M7 RR tires, to allow riders to exploit the Duke’s performance in a variety of conditions. These are the same type used by riders in the German, British and Dutch KTM RC Cup series – rain or sun!

SEAT There’s no point in having such usable performance if the seat doesn’t work! A completely new two-part seat for the 2016 Duke features a less restrictive position to allow riders to move around the bike more when working hard in corners. It’s also more comfortable, for both rider and passenger.

EXHAUST Looks the same as last year, but is reworked to be a whole 1 kg lighter, better at reducing emissions and – we think – makes a much better sound.

Best of all, it can be easily replaced by the titanium Akrapovič Slip-on Silencer from the official PowerParts catalog.

Akrapovič Evolution Line (Titanium) for KTM 1290 Super Duke R A crown jewel in KTM’s legendary Naked Bike range – the KTM 1290 Super Duke R is a bike that redefines the term ‘Streetfighter’. With an Akrapovič exhaust, its performance is taken to new extremes thanks to the use of superior lightweight materials. From racetracks to cities and everywhere in between, enjoy the unmistakable sound of Akrapovič, steadfast durability, and endless power that comes with pure riding pleasure.

Akrapovič d.d.

Malo Hudo 8a, Ivančna Gorica, Slovenia www.akrapovic.com WARNING: Because of the world-wide distribution of Akrapovič d.d. products, neither Akrapovič d.d. nor any subsidiaries make any representation that the products comply with the air and/or noise emissions laws, or labeling laws, of any jurisdiction. The purchasers are entirely responsible for informing themselves of the applicable laws where the products are to be used and to comply with those law.

WARNING / USA: Various U.S. states and the U.S. federal government have individual laws regulating the use of aftermarket exhaust parts and systems, especially as those parts and systems modify, remove, or replace original equipment catalysts. Please consult the appropriate laws in your area before installing any aftermarket part or system on your vehicle to ensure compliance with all applicable laws. Neither Akrapovič d.d. nor any subsidiaries or the sellers of the parts or systems make any representation that any of their parts or systems comply with any such laws.

WARNING / California: California laws prohibit the use of any aftermarket exhaust part or system that modifies, removes or replaces original equipment catalysts unless the California Air Resources Board has issued an Executive Order regarding such part or system or unless the part or system is exempted by being used only on racing vehicles on closed courses. Neither Akrapovič d.d. nor any subsidiaries make any representation that any of their parts or systems has received such an Executive Order or that any of their parts or systems conform with the racing vehicles exemption. The purchasers are entirely responsible for informing themselves of applicable California laws and to comply with those laws.

UNBOUND // COVER STORY // PAGE 57

MANVS. BEAST Text: Luke Brackenbury Pictures: Chippy Wood

THE ISLE OF MAN IS ONE OF A KIND. SITUATED IN THE IRISH SEA BETWEEN NORTHERN ENGLAND AND IRELAND, IT HAS HOSTED THE OLDEST AND MOST UNIQUE MOTORCYCLE ROAD RACE – THE ISLE OF MAN TT – SINCE 1907.

While most will have heard of the incredibly challenging and unforgiving 37.73 mile (60.72 km) TT ‘circuit’, those who have not set foot on the island won’t have experienced the beauty spread across its 221 miles; mountains, beaches, traditional values, every conceivable type of weather happening simultaneously across the Island, fantastic riding roads and friendly people.

One person who has an unwavering love for the Isle of Man is the most successful World Superbike rider of all time, Carl Fogarty. Born in the northern England town of Blackburn in 1965, since he was a baby, all Fogarty family holidays centered around coming to the island to support his father, George, who raced the TT and other motorcycle races here as a hobby.

Inspired by his dad, Carl started circuit racing in order to compete at the TT and made his mark quickly by winning the 1985 Lightweight Newcomers Manx Grand Prix before going on to win three TTs. In his final TT in 1992, Foggy set a lap record that would stand for an incredible seven years.

So who better to show us around the TT course and other iconic parts of the island as an 1290 Super Duke R-mounted tour guide? Exactly. We just hope to keep up…

UNBOUND // COVER STORY // PAGE 57

MANVS. BEAST Text: Luke Brackenbury Pictures: Chippy Wood

THE ISLE OF MAN IS ONE OF A KIND. SITUATED IN THE IRISH SEA BETWEEN NORTHERN ENGLAND AND IRELAND, IT HAS HOSTED THE OLDEST AND MOST UNIQUE MOTORCYCLE ROAD RACE – THE ISLE OF MAN TT – SINCE 1907.

While most will have heard of the incredibly challenging and unforgiving 37.73 mile (60.72 km) TT ‘circuit’, those who have not set foot on the island won’t have experienced the beauty spread across its 221 miles; mountains, beaches, traditional values, every conceivable type of weather happening simultaneously across the Island, fantastic riding roads and friendly people.

One person who has an unwavering love for the Isle of Man is the most successful World Superbike rider of all time, Carl Fogarty. Born in the northern England town of Blackburn in 1965, since he was a baby, all Fogarty family holidays centered around coming to the island to support his father, George, who raced the TT and other motorcycle races here as a hobby.

Inspired by his dad, Carl started circuit racing in order to compete at the TT and made his mark quickly by winning the 1985 Lightweight Newcomers Manx Grand Prix before going on to win three TTs. In his final TT in 1992, Foggy set a lap record that would stand for an incredible seven years.

So who better to show us around the TT course and other iconic parts of the island as an 1290 Super Duke R-mounted tour guide? Exactly. We just hope to keep up…

UNBOUND // COVER STORY // PAGE 59

BRAY HILL Just a short walk down from the start line is Bray Hill. When the roads are open and at 30 mph, this innocuous downhill street represents the first mile marker of the TT course.

“You have to watch from here at least once, if you can find a good spot,” shouts Carl. “The sense of speed of a bike being ridden flat out with the suspension compressed has to be seen to be believed. The noise, the smell. As a rider, you have to concentrate so hard; I always used to hold my breath. Definitely the hardest and scariest part – it was more of a fight than a ride. “On the last lap of 1992 Senior TT, I hit this section flat out and didn’t shut the throttle. It was hard to do then. This section isn’t straight.

Thinking about it, I’m lucky to be stood here now. Crazy.”

We’re met by Carl in the lobby of the charming Sefton Hotel in the town of Douglas. ‘Foggy’ won World Superbike titles in 1994, 1995, 1998 and 1999 until being forced into retirement through injury in 2000. Carl has kept himself reasonably busy in the last 15 years, but after winning a celebrity reality TV show in 2014, he’s more in demand than ever. Consequently, he declined the traditional three-hour boat cruise across the Irish sea to get here from Northern England, in favor of a short flight. He’s in good form, looking fit, healthy and full of nervous excitement.

“All of my childhood memories are of the Isle of Man,” Carl says, dumping his new replica Shark helmet on the table as we grab a quick coffee.

“This was a happy place for a kid who didn’t like school. Coming here for two weeks in the summer that included a week off school to watching my dad race the TT; that was always cool. But growing up it was also my heroes that came here to race; Joey Dunlop, Ron Haslam, Frank Kennedy. But it was really the 1977 Jubilee TT when my dad finished second to Joey Dunlop that really made me want to race this place. I can honestly say my best racing memories were here.”

Although the school holidays and his racing here are now memories, he's still a regular face here.

“Yeah, I’m always coming back. There’s something about the place. At one point I did think about moving

here, but it probably wouldn’t be the same; like eating your favorite food every day. I’d hate to get bored of the island. But I rented a house this year for the TT and it was epic; watching the racing and drinking with my mates.”

BRADDEN BRIDGE CHURCH It is possible to get around the island and the outside of the course itself, even when practice is on for the TT and Classic TT, and made especially easy with a bike. “The seating area within the church grounds has been used since the course was being used, I think", says Carl, taking a pew.

“You can park your bike here with a donation to the church. They also serve tea and homemade cake inside at prices that don’t rip you off. It’s really chilled-out watching practice here; it’s like going back in time and places like this really add to the charm of the island.”

Carl’s itching to get out on the 1290 Super Duke R, parked out front of the sea-facing hotel and attracting attention. Fully-faired sportsbikes with low clip-on bars and high footrests don’t work for Foggy anymore, due to the discomfort from injuries past – not age. But the 1290 with its relaxed riding position and abundance of torque has him hoping that it is like his 350 SX-F motocross bike, but just on tarmac.

BALLAUGH BRIDGE Slowing down a seriously fast section of the Snaefell Mountain course (or A3 during public use), situated between the 17th and 18th milestones, is the village of Ballaugh and its famous humpback bridge. “The opposite to Bray Hill, really, in terms of speed and what the bikes and rider are going through,” says Carl after testing it out on the KTM several times. “There’s not many circuits where you see road-racing bikes jump, so watching people over Ballaugh Bridge is pretty spectacular. The riders aren’t going for super height or distance, so as not to damage the bikes. It might look cool, but you can’t drive forward with the wheels off the floor. The Super Duke R was pretty stable flying over it – I thought I was on my 350 SX-F!”

GLENCRUTCHERY ROAD The Glencrutchery Road seems as a better place to start this tour than any other, seeing as it’s the start and finish of the iconic TT lap. With Foggy aware of how to turn off the sophisticated electronic aids so that its performance is super-naked.

Old enough to know better or just able to do it better?

The Classic TT paddock is as far removed from that of MotoGP as you can get; vans, caravans, horseboxes and tents make up the temporary racing town behind the grandstands and we park up right in the center of it. In between Carl signing programs and posing for photos, we take a look at the bikes on display and those being prepared to lap the ultimate riders’ circuit; we then head to the grandstand overlooking ‘Gasoline Alley’ and the traditional scoreboard on the other side of the road – well, track. Practice takes place in the evening and requires extensive road closures and safety checks

FOGGY IN ACTION:

across the entire 36-mile lap. A lot of work, largely made possible thanks to a huge swathe of volunteer marshals. The bikes competing in the Classic classes are an eclectic array of combustion-types and engine configurations.

As they leave the holding area and tear off into the sunset (literally), Foggy’s face is emotionless – studying each rider and bike. I get the feeling he still wants to be out there…

SULBY The ride from Ballaugh to Sulby village is fairly direct, passing through some of the fastest sections of the course, surrounded by farms and lined with stone walls beneath a leafy canopy. Caley’s General Store – seemingly frozen in time since the 1960s – is the village Post Office and over the road is The Sulby Glen Hotel; a perfect place to have a pint during roads-closed.

UNBOUND // COVER STORY // PAGE 59

BRAY HILL Just a short walk down from the start line is Bray Hill. When the roads are open and at 30 mph, this innocuous downhill street represents the first mile marker of the TT course.

“You have to watch from here at least once, if you can find a good spot,” shouts Carl. “The sense of speed of a bike being ridden flat out with the suspension compressed has to be seen to be believed. The noise, the smell. As a rider, you have to concentrate so hard; I always used to hold my breath. Definitely the hardest and scariest part – it was more of a fight than a ride. “On the last lap of 1992 Senior TT, I hit this section flat out and didn’t shut the throttle. It was hard to do then. This section isn’t straight.

Thinking about it, I’m lucky to be stood here now. Crazy.”

We’re met by Carl in the lobby of the charming Sefton Hotel in the town of Douglas. ‘Foggy’ won World Superbike titles in 1994, 1995, 1998 and 1999 until being forced into retirement through injury in 2000. Carl has kept himself reasonably busy in the last 15 years, but after winning a celebrity reality TV show in 2014, he’s more in demand than ever. Consequently, he declined the traditional three-hour boat cruise across the Irish sea to get here from Northern England, in favor of a short flight. He’s in good form, looking fit, healthy and full of nervous excitement.

“All of my childhood memories are of the Isle of Man,” Carl says, dumping his new replica Shark helmet on the table as we grab a quick coffee.

“This was a happy place for a kid who didn’t like school. Coming here for two weeks in the summer that included a week off school to watching my dad race the TT; that was always cool. But growing up it was also my heroes that came here to race; Joey Dunlop, Ron Haslam, Frank Kennedy. But it was really the 1977 Jubilee TT when my dad finished second to Joey Dunlop that really made me want to race this place. I can honestly say my best racing memories were here.”

Although the school holidays and his racing here are now memories, he's still a regular face here.

“Yeah, I’m always coming back. There’s something about the place. At one point I did think about moving

here, but it probably wouldn’t be the same; like eating your favorite food every day. I’d hate to get bored of the island. But I rented a house this year for the TT and it was epic; watching the racing and drinking with my mates.”

BRADDEN BRIDGE CHURCH It is possible to get around the island and the outside of the course itself, even when practice is on for the TT and Classic TT, and made especially easy with a bike. “The seating area within the church grounds has been used since the course was being used, I think", says Carl, taking a pew.

“You can park your bike here with a donation to the church. They also serve tea and homemade cake inside at prices that don’t rip you off. It’s really chilled-out watching practice here; it’s like going back in time and places like this really add to the charm of the island.”

Carl’s itching to get out on the 1290 Super Duke R, parked out front of the sea-facing hotel and attracting attention. Fully-faired sportsbikes with low clip-on bars and high footrests don’t work for Foggy anymore, due to the discomfort from injuries past – not age. But the 1290 with its relaxed riding position and abundance of torque has him hoping that it is like his 350 SX-F motocross bike, but just on tarmac.

BALLAUGH BRIDGE Slowing down a seriously fast section of the Snaefell Mountain course (or A3 during public use), situated between the 17th and 18th milestones, is the village of Ballaugh and its famous humpback bridge. “The opposite to Bray Hill, really, in terms of speed and what the bikes and rider are going through,” says Carl after testing it out on the KTM several times. “There’s not many circuits where you see road-racing bikes jump, so watching people over Ballaugh Bridge is pretty spectacular. The riders aren’t going for super height or distance, so as not to damage the bikes. It might look cool, but you can’t drive forward with the wheels off the floor. The Super Duke R was pretty stable flying over it – I thought I was on my 350 SX-F!”

GLENCRUTCHERY ROAD The Glencrutchery Road seems as a better place to start this tour than any other, seeing as it’s the start and finish of the iconic TT lap. With Foggy aware of how to turn off the sophisticated electronic aids so that its performance is super-naked.

Old enough to know better or just able to do it better?

The Classic TT paddock is as far removed from that of MotoGP as you can get; vans, caravans, horseboxes and tents make up the temporary racing town behind the grandstands and we park up right in the center of it. In between Carl signing programs and posing for photos, we take a look at the bikes on display and those being prepared to lap the ultimate riders’ circuit; we then head to the grandstand overlooking ‘Gasoline Alley’ and the traditional scoreboard on the other side of the road – well, track. Practice takes place in the evening and requires extensive road closures and safety checks

FOGGY IN ACTION:

across the entire 36-mile lap. A lot of work, largely made possible thanks to a huge swathe of volunteer marshals. The bikes competing in the Classic classes are an eclectic array of combustion-types and engine configurations.

As they leave the holding area and tear off into the sunset (literally), Foggy’s face is emotionless – studying each rider and bike. I get the feeling he still wants to be out there…

SULBY The ride from Ballaugh to Sulby village is fairly direct, passing through some of the fastest sections of the course, surrounded by farms and lined with stone walls beneath a leafy canopy. Caley’s General Store – seemingly frozen in time since the 1960s – is the village Post Office and over the road is The Sulby Glen Hotel; a perfect place to have a pint during roads-closed.

RAMSEY HAIRPIN

Foggy exits the Gooseneck.

“I don’t like any of this traction control bollocks.”

“Another iconic spot because its so slow,’ says Carl. You also get a lot people watching here, as there usually a bit of short circuit-style action – overtaking or sliding off with no injuries.”

The TT course really starts to change after Hairpin, and Carl is in his element.

He rides the Gooseneck 20 or so times for photos, getting visibly faster with each approach; wheelying out of the turn with aggressive body language and steering the Super Duke on its rear wheel.

GOOSENECK TO CREG-NY-BAA

The Isle of Man Steam Packet Company operates year-round services to the Isle of Man from Heysham and Liverpool and seasonal services from Belfast and Dublin. There are no luggage charges, so you can pack as much as you like. For information and the best ferry travel offers visit www.steam-packet.com.

For latest news and information on the 2016 TT Races and Classic TT Races go to www.iomtt.com

FAIRY BRIDGE Many racers seem to have superstitions, beliefs or certain rituals before a race. Located on the A5 between Castletown and Douglas is Fairy Bridge. The location has become like a remembrance wall or shrine for lost loved ones – the bridge and tree are covered in messages, photos and mementos. There are also lit candles. It’s very moving. “People say that if you don’t say hello to the fairies then bad things will happen,” says Carl with complete seriousness. “I’m a superstitious guy, so it doesn’t do any harm to say ‘hello’ and be nice. I also always wave goodbye to them. One year my dad didn’t wave to them, instead choosing to mock them.

Consequently, everything that could go wrong in his TT fortnight did. Coincidence? I don’t know…”

GOOSENECK

“A pretty straightforward right corner and a bit slow; there’s not many like that at the TT. You get good crowds here because they can see and hear the riders for a long time as they approach from Ramsey. The view is stunning with the sea in the background. A lot of riders have signal points here – my Dad was always here telling me how the race was going.”

ISLE OF MAN STEAM PACKET COMPANY BACKGROUND

UNBOUND // COVER STORY // PAGE 61

Packing up the cameras at the Gooseneck, we arrange to meet Carl at the Creg-ny-Baa – representing the end of the mountain section. That famous Foggy stare is under the tinted visor and – having gelled with the bike, he speeds off; the noise of the Beast carries for sometime. Carl clearly is not hanging around. By the time we reach ‘The Famous Creg’, Foggy’s sat down inside, helmet off and half way through his drink. “Unless you’re racing the TT or Classic TT, you don’t get to appreciate what the course is really like as the police are really good at their jobs. But one place you can almost get a feel for what it is like is the mountain section; there’s no speed limit all year but you have to be careful of the weather and fog.” And Foggy, today. “This section of the course over Snaefell Mountain really opens up and, to me, it becomes like a proper short circuit – fast and flowing. The Super Duke was so stable here and I had to remember there’s still vehicles coming the other way. At one point I looked down and I was doing 145 mph and thought, ‘oh shit’. But it’s legal and the bike felt safe.

RAMSEY TO DOUGLAS – A2/A11 While the TT course is the must-do for most visitors, there are other amazing roads to explore. “The coast road from Ramsey to Douglas is beautiful to ride a bike on. A stretch of that incorporates the old TT Clypse course, used in 1954 to 1959. Before my time, obviously, but still a cracking road. I think they use it for cycling or rally racing now?”

DOUGLAS SEAFRONT Douglas sea front really comes alive at night during TT fortnight, during the days of the Classic TT its super-chilled.

“I’ve had some good times on this seafront over the years,” Carl says between posing for pictures on Central Promenade. “As a kid, between the practice sessions and races I’d be just hanging out with other kids, exploring the place and getting into mischief.

Standard stuff. It hasn’t really changed much, maybe more of the hotels are apartments, but that seaside feel is still the same.”

PORT JACK CHIPPY, ONCHAN Situated further up from Douglas seafront and just past the Manx Electric Railway terminus is Port Jack Chippy, in Onchan. Carl insisted we visited. “Who doesn’t love fish and chips? I’ve been coming here for years – probably since it opened in 1980 – as the food is so good and not expensive! I still have to pay for it, mind; but they did let me have their secret wifi code. Special privileges come with winning a TT, you know.”

ENDURO During the lunch we discuss other attributes of the Isle of Man. “The island probably has the best enduro riding you can do on the planet,” proclaims Carl, who is a keen enduro and motocross rider. “This probably explains why David Knight (Manxman and three time Enduro World Champion and ISDE winner with KTM) is so good.

“I’ve probably done a tenth of what it is possible to ride offroad here. I think I need to ride here on my 350 EXC with Knighter as a tour guide. Or maybe not; I might hurt myself.”

CARL’S SUMMARY “There isn’t enough space in this magazine to do justice to the Isle of Man. But I think everyone has to come here at least once during the TT fortnight or Classic TT, as you're just surrounded by like-minded people here for a good time and to see racing like no other place in the world. But it really helps to have a bike here to get around easily and really explore the place. I’ll be back here in the summer, but maybe I’ll keep a lower profile with an all-black 1290 Super Duke R.”

RAMSEY HAIRPIN

Foggy exits the Gooseneck.

“I don’t like any of this traction control bollocks.”

“Another iconic spot because its so slow,’ says Carl. You also get a lot people watching here, as there usually a bit of short circuit-style action – overtaking or sliding off with no injuries.”

The TT course really starts to change after Hairpin, and Carl is in his element.

He rides the Gooseneck 20 or so times for photos, getting visibly faster with each approach; wheelying out of the turn with aggressive body language and steering the Super Duke on its rear wheel.

GOOSENECK TO CREG-NY-BAA

The Isle of Man Steam Packet Company operates year-round services to the Isle of Man from Heysham and Liverpool and seasonal services from Belfast and Dublin. There are no luggage charges, so you can pack as much as you like. For information and the best ferry travel offers visit www.steam-packet.com.

For latest news and information on the 2016 TT Races and Classic TT Races go to www.iomtt.com

FAIRY BRIDGE Many racers seem to have superstitions, beliefs or certain rituals before a race. Located on the A5 between Castletown and Douglas is Fairy Bridge. The location has become like a remembrance wall or shrine for lost loved ones – the bridge and tree are covered in messages, photos and mementos. There are also lit candles. It’s very moving. “People say that if you don’t say hello to the fairies then bad things will happen,” says Carl with complete seriousness. “I’m a superstitious guy, so it doesn’t do any harm to say ‘hello’ and be nice. I also always wave goodbye to them. One year my dad didn’t wave to them, instead choosing to mock them.

Consequently, everything that could go wrong in his TT fortnight did. Coincidence? I don’t know…”

GOOSENECK

“A pretty straightforward right corner and a bit slow; there’s not many like that at the TT. You get good crowds here because they can see and hear the riders for a long time as they approach from Ramsey. The view is stunning with the sea in the background. A lot of riders have signal points here – my Dad was always here telling me how the race was going.”

ISLE OF MAN STEAM PACKET COMPANY BACKGROUND

UNBOUND // COVER STORY // PAGE 61

Packing up the cameras at the Gooseneck, we arrange to meet Carl at the Creg-ny-Baa – representing the end of the mountain section. That famous Foggy stare is under the tinted visor and – having gelled with the bike, he speeds off; the noise of the Beast carries for sometime. Carl clearly is not hanging around. By the time we reach ‘The Famous Creg’, Foggy’s sat down inside, helmet off and half way through his drink. “Unless you’re racing the TT or Classic TT, you don’t get to appreciate what the course is really like as the police are really good at their jobs. But one place you can almost get a feel for what it is like is the mountain section; there’s no speed limit all year but you have to be careful of the weather and fog.” And Foggy, today. “This section of the course over Snaefell Mountain really opens up and, to me, it becomes like a proper short circuit – fast and flowing. The Super Duke was so stable here and I had to remember there’s still vehicles coming the other way. At one point I looked down and I was doing 145 mph and thought, ‘oh shit’. But it’s legal and the bike felt safe.

RAMSEY TO DOUGLAS – A2/A11 While the TT course is the must-do for most visitors, there are other amazing roads to explore. “The coast road from Ramsey to Douglas is beautiful to ride a bike on. A stretch of that incorporates the old TT Clypse course, used in 1954 to 1959. Before my time, obviously, but still a cracking road. I think they use it for cycling or rally racing now?”

DOUGLAS SEAFRONT Douglas sea front really comes alive at night during TT fortnight, during the days of the Classic TT its super-chilled.

“I’ve had some good times on this seafront over the years,” Carl says between posing for pictures on Central Promenade. “As a kid, between the practice sessions and races I’d be just hanging out with other kids, exploring the place and getting into mischief.

Standard stuff. It hasn’t really changed much, maybe more of the hotels are apartments, but that seaside feel is still the same.”

PORT JACK CHIPPY, ONCHAN Situated further up from Douglas seafront and just past the Manx Electric Railway terminus is Port Jack Chippy, in Onchan. Carl insisted we visited. “Who doesn’t love fish and chips? I’ve been coming here for years – probably since it opened in 1980 – as the food is so good and not expensive! I still have to pay for it, mind; but they did let me have their secret wifi code. Special privileges come with winning a TT, you know.”

ENDURO During the lunch we discuss other attributes of the Isle of Man. “The island probably has the best enduro riding you can do on the planet,” proclaims Carl, who is a keen enduro and motocross rider. “This probably explains why David Knight (Manxman and three time Enduro World Champion and ISDE winner with KTM) is so good.

“I’ve probably done a tenth of what it is possible to ride offroad here. I think I need to ride here on my 350 EXC with Knighter as a tour guide. Or maybe not; I might hurt myself.”

CARL’S SUMMARY “There isn’t enough space in this magazine to do justice to the Isle of Man. But I think everyone has to come here at least once during the TT fortnight or Classic TT, as you're just surrounded by like-minded people here for a good time and to see racing like no other place in the world. But it really helps to have a bike here to get around easily and really explore the place. I’ll be back here in the summer, but maybe I’ll keep a lower profile with an all-black 1290 Super Duke R.”

UNBOUND // COVER STORY // PAGE 63

WHAT’S THAT IN THE ROAD?

Text: Simon Hargreaves Pictures: Chippy Wood, Sebas Romero Illustration: Kar Lee

WE RIDE ON THEM, OUR TIRES STICK TO THEM AND OUR BIKES LEAN ON THEM – LITERALLY. BUT WE NEVER STOP TO WONDER WHERE THEY CAME FROM, WHERE THEY’RE GOING, AND WHAT THEY’RE MADE OF.

Everyone who rides a bike instinctively knows a pair of fresh, correctly-inflated tires are vital.

Without them, your bike’s grip is compromised, and grip is what stops a moving motorcycle – and you – falling over. But grip works two ways – tires will only stick to something if that same something sticks back to them (if you want to prove this, take the stickiest road tires you can find and go for a ride on wet grass). And the thing that tires like sticking to the most is called a road.

Modern motorcycles and tires are simply brilliant, but useless without a good road beneath them.

Modern roads cost anywhere between 1,300 Euros to 11,000 Euros – per meter. That’s why they’re rarely made twisty anymore – straight is cheaper.

UNBOUND // COVER STORY // PAGE 63

WHAT’S THAT IN THE ROAD?

Text: Simon Hargreaves Pictures: Chippy Wood, Sebas Romero Illustration: Kar Lee

WE RIDE ON THEM, OUR TIRES STICK TO THEM AND OUR BIKES LEAN ON THEM – LITERALLY. BUT WE NEVER STOP TO WONDER WHERE THEY CAME FROM, WHERE THEY’RE GOING, AND WHAT THEY’RE MADE OF.

Everyone who rides a bike instinctively knows a pair of fresh, correctly-inflated tires are vital.

Without them, your bike’s grip is compromised, and grip is what stops a moving motorcycle – and you – falling over. But grip works two ways – tires will only stick to something if that same something sticks back to them (if you want to prove this, take the stickiest road tires you can find and go for a ride on wet grass). And the thing that tires like sticking to the most is called a road.

Modern motorcycles and tires are simply brilliant, but useless without a good road beneath them.

Modern roads cost anywhere between 1,300 Euros to 11,000 Euros – per meter. That’s why they’re rarely made twisty anymore – straight is cheaper.

UNBOUND // COVER STORY // PAGE 65

THE HISTORY OF THE ROADS Roads were invented during the agricultural revolution 12,000 years ago when early humans stopped hunting and gathering, and settled down to live in caves. Clearing a route between your cave and your neighbor’s cave made popping round for dinner or going shopping much easier. These early track ways were fine on foot, and were gradually widened to make room for livestock with the introduction of animal farming around 8000 BC. But when the wheel was developed as a means of transport, around 4000 BC, roads had to develop too. The earliest dirt roads were simply tracks cleared down to the topsoil. Soon, different materials were used to strengthen the road – wood, gravel, stone slabs – but, apart from some notable exceptions, such as a 50 km paved road built by the Minoans of Crete in 2000 BC, it wasn’t until the Roman army started marching and pulling chariots all over Europe that the need for strong, reliable, weatherproof roads arose. With a network covering tens of thousands of miles, Roman roads used several layers to build strength, starting with a base layer of sand or light gravel, followed by larger rocks (sometimes set in mortar) and a lighter layer of smaller or crushed stone, with a top layer of paved stone blocks.

Ditches were dug on either side and the top layer cambered to aid drainage, pedestrian areas were built, and milestones used to mark distance. These innovations are still used today. When the Romans withdrew, the roads fell in disrepair (although many of the routes and much of the actual construction remain today).

Without a coherent force to maintain the roads, it wasn’t until the 18th century that systematic road construction began again in Europe. However, around the world, road development continued; in the Middle East, the Arab Empire began using a sticky binding substance, derived from oil, to bind and seal the top layer of their most prestigious roads. The substance was called tar.

Thankfully for riders, road construction has moved forward since this technique.

In the early 19th century a Scotsman called John McAdam developed a cheaper, quicker road-building technique which no longer needed large base layers of stone, but relied on compacting the existing subsoil and using fine control of smaller stone sizes to maintain the road’s integrity. The method was popular until the invention of motorized vehicles in the early 20th century, when higher speeds meant dust and wear became a problem. It was solved by spreading molten tar mixed with sand on the road surface, to seal the top layer. Tarmac was born.

WHAT’S THE DIFFERENCE BETWEEN ROAD TYPES? The construction of a road is governed by the soil conditions in the area, the anticipated frequency of use (measured in millions of standard axles), the range of vehicles that will use it (obviously larger vehicles like HGVs, busses etc. will stress a road more than cars and bikes), its design life (typically 40 years in Europe) and, finally, the cost of construction. Roads are normally categorized as:

» Unclassified (rural/residential) » Residential or industrial » Main roads (principal routes) » Side roads (lower category routes) » Trunk roads and motorways A trunk road or motorway will be built to the highest standard possible and costs the most. Principal routes can also be constructed to a similar specification and are often maintained by a national body rather than local councils. Non-trunk roads, side roads and lower-specification roads are looked after by local highway authorities. Because they are used less, these are designed and maintained to a lower, less expensive standard. With all roads, the type and speed of the traffic also determines the best surface in terms of skid resistance. Trunk roads and motorways will get a better product and more-skid-resistant surfaces, but lesser roads can demand this if the environment dictates (accident black spots, the approach to pedestrian crossings, entrance to roundabouts or outside schools, or on very sharp bend etc.).

Cost plays a major role in determining the specification of a road. It’s entirely possible to build roads that never wear out, never suffer from pot-holes, and will never need maintenance in a lifetime. However, the cost of materials and scale of the engineering make it impractical.

WHY CAN’T ALL ROADS BE SURFACED LIKE RACE TRACKS? Shell Cariphalte Racetrack is an asphalt with a modified bitumen binder used in high performance locations, such as race tracks. Many MotoGP circuits (not Silverstone though) use this stuff. It’s very stiff and resistant to stress, fretting (which is general surface wear and tear) and deformation. It also provides very high grip. The reason it’s not used on roads is simple; its specialist contents and specific construction requirement means it costs many, many times more than a normal road – and, frankly, that kind of performance simply isn’t required by most vehicles.

HOW LONG DOES IT TAKE TO BUILD A ROAD AND WHAT DOES IT COST? How long is a road? The duration of construction varies by type and size of the road, so can be anything from a few months to up to three years. Tests are regularly carried out during construction to ensure the materials conform to specification and performance needs. When the road is finished, it’s normal for the client (the local authority or national body) to withhold a percentage of the costs for a year. This is called a ‘defects-correction period’ and is a kind of road-repair warranty. The cost of a road also depends on the category of road, and can be from 1,300 euros to 11,000 euros or more per meter. The manpower used also, of course, depends on the type of road and the contractor. Around 20 men would be involved in building a minor road, but that can rise to a few hundred on a motorway – and some jobs are so substantial that an entire community of Portakabins means the workforce can live on site.

HOW MANY DIFFERENT TYPES OF SURFACE ARE THERE? Thousands, and as many companies making them. There are standards they must conform to in use, and standards in terms of the type, size and ratios of aggregate used, but manufacturers will use different additives and other compounds to create their specific blends.

Shell Grip is a popular type of high-grip surface many of us might have heard of. We usually think of it as the sandy-colored, textured surface on the approach to roundabouts or used on hairpins. It’s a high-friction, anti-skid material using a calcined bauxite aggregate with an epoxy or polyurethane resin to give a skid-resistance value (SRV) of 70+. Skid resistance is measured using a special machine called a SCRIM (Sideways Force Co-efficient Routine Investigation Machine) – it’s a special test wheel, angled at 20 degrees, towed behind a car at 50 kph. But Shell Grip, and the many other surface coatings like it, are – you guessed it – expensive. Again, it comes down to a balance between the type of use, road life and cost.

WHY RESURFACE ROADS WITH GRAVEL CHIPPINGS? The bottom line is it’s cheap, effective in terms of prolonging the road surface’s life and, providing you ride according to the recommended speed limit (usually 30 kph), not dangerous to you or your bike, say road planners. They say the problems come when people ride too fast and they either skid on the loose gravel or their front tire flicks a stone through their radiator.

Or another vehicle speeds and flicks a stone at you, smashing a headlamp or chipping your paintwork. But this is not always the case; even at low speed a bike can lose control on gravel – to say nothing of cleaning the sticky tar-like bitumen off your bike afterwards.

Why do pot-holes and bumps appear?

UNBOUND // COVER STORY // PAGE 65

THE HISTORY OF THE ROADS Roads were invented during the agricultural revolution 12,000 years ago when early humans stopped hunting and gathering, and settled down to live in caves. Clearing a route between your cave and your neighbor’s cave made popping round for dinner or going shopping much easier. These early track ways were fine on foot, and were gradually widened to make room for livestock with the introduction of animal farming around 8000 BC. But when the wheel was developed as a means of transport, around 4000 BC, roads had to develop too. The earliest dirt roads were simply tracks cleared down to the topsoil. Soon, different materials were used to strengthen the road – wood, gravel, stone slabs – but, apart from some notable exceptions, such as a 50 km paved road built by the Minoans of Crete in 2000 BC, it wasn’t until the Roman army started marching and pulling chariots all over Europe that the need for strong, reliable, weatherproof roads arose. With a network covering tens of thousands of miles, Roman roads used several layers to build strength, starting with a base layer of sand or light gravel, followed by larger rocks (sometimes set in mortar) and a lighter layer of smaller or crushed stone, with a top layer of paved stone blocks.

Ditches were dug on either side and the top layer cambered to aid drainage, pedestrian areas were built, and milestones used to mark distance. These innovations are still used today. When the Romans withdrew, the roads fell in disrepair (although many of the routes and much of the actual construction remain today).

Without a coherent force to maintain the roads, it wasn’t until the 18th century that systematic road construction began again in Europe. However, around the world, road development continued; in the Middle East, the Arab Empire began using a sticky binding substance, derived from oil, to bind and seal the top layer of their most prestigious roads. The substance was called tar.

Thankfully for riders, road construction has moved forward since this technique.

In the early 19th century a Scotsman called John McAdam developed a cheaper, quicker road-building technique which no longer needed large base layers of stone, but relied on compacting the existing subsoil and using fine control of smaller stone sizes to maintain the road’s integrity. The method was popular until the invention of motorized vehicles in the early 20th century, when higher speeds meant dust and wear became a problem. It was solved by spreading molten tar mixed with sand on the road surface, to seal the top layer. Tarmac was born.

WHAT’S THE DIFFERENCE BETWEEN ROAD TYPES? The construction of a road is governed by the soil conditions in the area, the anticipated frequency of use (measured in millions of standard axles), the range of vehicles that will use it (obviously larger vehicles like HGVs, busses etc. will stress a road more than cars and bikes), its design life (typically 40 years in Europe) and, finally, the cost of construction. Roads are normally categorized as:

» Unclassified (rural/residential) » Residential or industrial » Main roads (principal routes) » Side roads (lower category routes) » Trunk roads and motorways A trunk road or motorway will be built to the highest standard possible and costs the most. Principal routes can also be constructed to a similar specification and are often maintained by a national body rather than local councils. Non-trunk roads, side roads and lower-specification roads are looked after by local highway authorities. Because they are used less, these are designed and maintained to a lower, less expensive standard. With all roads, the type and speed of the traffic also determines the best surface in terms of skid resistance. Trunk roads and motorways will get a better product and more-skid-resistant surfaces, but lesser roads can demand this if the environment dictates (accident black spots, the approach to pedestrian crossings, entrance to roundabouts or outside schools, or on very sharp bend etc.).

Cost plays a major role in determining the specification of a road. It’s entirely possible to build roads that never wear out, never suffer from pot-holes, and will never need maintenance in a lifetime. However, the cost of materials and scale of the engineering make it impractical.

WHY CAN’T ALL ROADS BE SURFACED LIKE RACE TRACKS? Shell Cariphalte Racetrack is an asphalt with a modified bitumen binder used in high performance locations, such as race tracks. Many MotoGP circuits (not Silverstone though) use this stuff. It’s very stiff and resistant to stress, fretting (which is general surface wear and tear) and deformation. It also provides very high grip. The reason it’s not used on roads is simple; its specialist contents and specific construction requirement means it costs many, many times more than a normal road – and, frankly, that kind of performance simply isn’t required by most vehicles.

HOW LONG DOES IT TAKE TO BUILD A ROAD AND WHAT DOES IT COST? How long is a road? The duration of construction varies by type and size of the road, so can be anything from a few months to up to three years. Tests are regularly carried out during construction to ensure the materials conform to specification and performance needs. When the road is finished, it’s normal for the client (the local authority or national body) to withhold a percentage of the costs for a year. This is called a ‘defects-correction period’ and is a kind of road-repair warranty. The cost of a road also depends on the category of road, and can be from 1,300 euros to 11,000 euros or more per meter. The manpower used also, of course, depends on the type of road and the contractor. Around 20 men would be involved in building a minor road, but that can rise to a few hundred on a motorway – and some jobs are so substantial that an entire community of Portakabins means the workforce can live on site.

HOW MANY DIFFERENT TYPES OF SURFACE ARE THERE? Thousands, and as many companies making them. There are standards they must conform to in use, and standards in terms of the type, size and ratios of aggregate used, but manufacturers will use different additives and other compounds to create their specific blends.

Shell Grip is a popular type of high-grip surface many of us might have heard of. We usually think of it as the sandy-colored, textured surface on the approach to roundabouts or used on hairpins. It’s a high-friction, anti-skid material using a calcined bauxite aggregate with an epoxy or polyurethane resin to give a skid-resistance value (SRV) of 70+. Skid resistance is measured using a special machine called a SCRIM (Sideways Force Co-efficient Routine Investigation Machine) – it’s a special test wheel, angled at 20 degrees, towed behind a car at 50 kph. But Shell Grip, and the many other surface coatings like it, are – you guessed it – expensive. Again, it comes down to a balance between the type of use, road life and cost.

WHY RESURFACE ROADS WITH GRAVEL CHIPPINGS? The bottom line is it’s cheap, effective in terms of prolonging the road surface’s life and, providing you ride according to the recommended speed limit (usually 30 kph), not dangerous to you or your bike, say road planners. They say the problems come when people ride too fast and they either skid on the loose gravel or their front tire flicks a stone through their radiator.

Or another vehicle speeds and flicks a stone at you, smashing a headlamp or chipping your paintwork. But this is not always the case; even at low speed a bike can lose control on gravel – to say nothing of cleaning the sticky tar-like bitumen off your bike afterwards.

Why do pot-holes and bumps appear?

UNBOUND // COVER STORY // PAGE 67

WHAT'S IN A MODERN ROAD? TAR HAS LONG BEEN REPLACED BY BITUMEN (OR ASPHALT), also a by-product of refining oil, because it’s more stable across a wider range of temperatures and easier to manage. The basic ingredients of a modern asphalt road (also called blacktop, or pavement) are only a few main materials: an aggregate (stone particles, typically gravel or granite) mixed with a bitumen binder, and fillers. There are numerous mixes, variants and grades, modified by adding chemicals (polymers, fibers, waxes, zeolites and emulsions) to tailor them to the specific weather and traffic conditions of the country or location where they’ll be used. In practice this means there are literally thousands of possible ‘recipes’ of what we think of as the layers of asphalt on, and in, a road. But generally the layers are made as follows:

SURFACE COURSE BINDER COURSE

BASE COURSE WHY DO POT-HOLES AND BUMPS APPEAR? Pot holes are caused by the ingress of water into the road. Good drainage is vital to a road’s longevity – water will erode, corrode (in the case of road salt) and generally break down road layers. Or, as is the case in some countries, winter weather cycles that involve repeated freezing (expansion) then thawing (contraction), will quickly break and collapse sections of road. And while traffic still runs into the damage, it gets worse.

As for bumps, poor soil conditions, tree roots, or bad road design and construction (for example on the entrance to sharp bends where heavy braking by large vehicles will ripple the road surface, or wear grooves with repeated use) causes bumps. But, generally, when a road surface ages and wears, the binder deteriorates, leaving the exposed, abrasive aggregate – which then becomes over-polished and slippery.

SUB-BASE

CAPPING LAYER

GEOTEXTILE MEMBRANE

SUB-GRADE

Not the crater from the dinosaur-killing asteroid, but a huge pothole.

A slice of awesome. Motorcyclists have the Romans and their chariots to thank for this.

SURFACE COURSE The top layer we ride over. Has to be noise-resistant and skid-resistant, durable against rutting, cracking and wear in all weather. Typically it’s made from HRA (hot rolled asphalt), which is a mixture of around 6 – 8 % asphalt with, for example, up to 14 mm maximum grain-size chips of granite or gravel. The layer is usually around 30 – 50 mm thick.

BINDER COURSE This layer, also made from HRA, gives structural stability, especially on rural roads where no lower structural layers may exist. Made from similar materials to the surface course, mixed in different ratios with larger-sized aggregate, around 20 mm max. Usually 60 – 90 mm thick.

BASE COURSE Again, made from HRA and for structural stability on main, trunk and industrial roads, as well as motorways. Aggregate size is larger still, ordinarily up to 35 mm. The layer is usually 90 – 130 mm thick.

SUB-BASE This is the main foundation of a road. It’s typically made up with an unbound aggregate (granite or limestone) with specification and layer thickness dependent on the category of road and the underlying soil conditions, but often around 350 mm.

CAPPING LAYER Similar to the sub-base, but often a lower-spec material.

Typically 150 – 350 mm thick.

GEOTEXTILE MEMBRANE Non-permeable mat made from synthetic fabric that stops the layers above it merging with the subsoil.

SUB-GRADE Measured for its load-bearing and stability, then consolidated and compacted, this is the natural bottom layer.

UNBOUND // COVER STORY // PAGE 67

WHAT'S IN A MODERN ROAD? TAR HAS LONG BEEN REPLACED BY BITUMEN (OR ASPHALT), also a by-product of refining oil, because it’s more stable across a wider range of temperatures and easier to manage. The basic ingredients of a modern asphalt road (also called blacktop, or pavement) are only a few main materials: an aggregate (stone particles, typically gravel or granite) mixed with a bitumen binder, and fillers. There are numerous mixes, variants and grades, modified by adding chemicals (polymers, fibers, waxes, zeolites and emulsions) to tailor them to the specific weather and traffic conditions of the country or location where they’ll be used. In practice this means there are literally thousands of possible ‘recipes’ of what we think of as the layers of asphalt on, and in, a road. But generally the layers are made as follows:

SURFACE COURSE BINDER COURSE

BASE COURSE WHY DO POT-HOLES AND BUMPS APPEAR? Pot holes are caused by the ingress of water into the road. Good drainage is vital to a road’s longevity – water will erode, corrode (in the case of road salt) and generally break down road layers. Or, as is the case in some countries, winter weather cycles that involve repeated freezing (expansion) then thawing (contraction), will quickly break and collapse sections of road. And while traffic still runs into the damage, it gets worse.

As for bumps, poor soil conditions, tree roots, or bad road design and construction (for example on the entrance to sharp bends where heavy braking by large vehicles will ripple the road surface, or wear grooves with repeated use) causes bumps. But, generally, when a road surface ages and wears, the binder deteriorates, leaving the exposed, abrasive aggregate – which then becomes over-polished and slippery.

SUB-BASE

CAPPING LAYER

GEOTEXTILE MEMBRANE

SUB-GRADE

Not the crater from the dinosaur-killing asteroid, but a huge pothole.

A slice of awesome. Motorcyclists have the Romans and their chariots to thank for this.

SURFACE COURSE The top layer we ride over. Has to be noise-resistant and skid-resistant, durable against rutting, cracking and wear in all weather. Typically it’s made from HRA (hot rolled asphalt), which is a mixture of around 6 – 8 % asphalt with, for example, up to 14 mm maximum grain-size chips of granite or gravel. The layer is usually around 30 – 50 mm thick.

BINDER COURSE This layer, also made from HRA, gives structural stability, especially on rural roads where no lower structural layers may exist. Made from similar materials to the surface course, mixed in different ratios with larger-sized aggregate, around 20 mm max. Usually 60 – 90 mm thick.

BASE COURSE Again, made from HRA and for structural stability on main, trunk and industrial roads, as well as motorways. Aggregate size is larger still, ordinarily up to 35 mm. The layer is usually 90 – 130 mm thick.

SUB-BASE This is the main foundation of a road. It’s typically made up with an unbound aggregate (granite or limestone) with specification and layer thickness dependent on the category of road and the underlying soil conditions, but often around 350 mm.

CAPPING LAYER Similar to the sub-base, but often a lower-spec material.

Typically 150 – 350 mm thick.

GEOTEXTILE MEMBRANE Non-permeable mat made from synthetic fabric that stops the layers above it merging with the subsoil.

SUB-GRADE Measured for its load-bearing and stability, then consolidated and compacted, this is the natural bottom layer.

UNBOUND // DESTINATION // PAGE 69

DUKE IT IN MALAYSIA Text: Anuar “Norick” Sabaruddin Pictures: Teh Ooi Keat

MY NAME ONCE WAS MUHAMMAD HAZWAN ABDUL HALIM. BUT THEN MY FRIENDS STARTED CALLING ME APEK, WHICH IS A COMMON MALAYSIAN NICKNAME FOR GUYS WHO LOOK A LITTLE CHINESE, LIKE MYSELF. BUT THAT’S ALL IN THE PAST. NOWADAYS, I GO BY APEX. WHICH HAS ITS REASONS.

I was born and raised in Kuala Lumpur, Malaysia’s capital. I’m 33 years old now and work at Aerotree Flight and Services, where I pilot drones and serve as a technician at Subang Airport. After work, I get to go home to my lovely wife, Nuradila, and our adorable set of kids. I am also very much into soccer and currently manage the Manchester City Malaysian Fan Club. But there is one other addiction that trumps football.

And that’s saying something.

I got my first taste of motorcycling in 1997, on a Malaysian moped. Many others followed after that, but they were just a means of transport. My latest motorbike is much more than that. It’s a way of life. And it was love at first sight. The basic layout of the 390 Duke is so utterly different from anything else that was on the Malaysian market at the time. It’s also very rugged, durable and easy to handle.

I was amazed to find that even on a bike in this price range, WP suspension comes as standard. All of this seems to bring out a better biker in me. Plus: it’s orange. Me and my wife just love that. So much so, that she even ordered a 390 Duke for herself.

And it didn’t end with that purchase, as we started dressing ourselves in PowerWear, and then, bit by bit, our bikes got the PowerParts items to match.

Over time, we got to know other Dukers and attended events like charity rides and track days as a group. By then I was also elected to be the president for R.O.T.S. Malaysia, a motorcycle club that started out with members who SHAH ALAM STADION own bikes under 150 cc. It didn’t take too long for many of them to buy a 390 Duke; now there are about 25 orange thumpers in the club.

One of these bikes wasn’t even bought at all – it was the main prize at the lucky draw during Bike Week, a local event organized by our club.

On top of all our rides and bike meets, we organize the KTM Bikerz Club Bowling Championship. It’s obviously a non-biking activity, but it’s still a lot of fun. These types of events make us feel like a true family. The bond between us is growing ever stronger and, though it might sound cliché, our whole community has become more tightly knit thanks to motorcycling. I commute daily, come rain or shine. I am so comfortable and confident on my Duke, that the journey from Shah Alam to Subang Airport is always pleasant, even though the traffic, the climate and the dirt can be quite the opposite. The journey also forces me to be vigilant and focused; qualities I need on a daily basis in my job. How’s that for an excuse to ride!

Still, after a week of commuting, I need to get away from it all and have some proper fun. Of course my 390 tags along. I either go for weekend rides with a couple of buddies, or we just hang around at a roadside café. Here we meet other Dukers, have a bit of banter and swap manly stories about our treasured bikes. Sometimes, we meet a little later in the evening to enjoy ‘Teh Tarik’, a popular tea beverage with hot milk, and take the time to discuss some official club activities. I also take frequent trips with my wife and our Dukes, enjoying the boundless beauty of our countryside. Imagine cruising in the midst of rice fields, grassy slopes and ancient tropical forests…

Here, we can discover our roots, chill out and enjoy a rare moment of silence.

Rural riding does require a different mindset. The roads are narrower and filled with potholes and obstructions. And you come across the odd goat, cow, dog or cat. Those things keep you on your toes, but luckily the 390 Duke was born ready. Instant braking power is provided by the Bybre brakes and a broad, bright light beam means

"NOW THERE ARE ABOUT 25 ORANGE THUMPERS IN THE CLUB." that nightfall is not an issue anymore. And when we desperately need to get out of trouble, the torquey single-cylinder engine is there to save the day at the twist of a wrist. Most of the time, the area is far from hostile, though. Locals are always coming over to greet us, smiling their generous smiles. I guess it’s the bright orange and the exotic look of these amazing pieces of kit.

The twisty roads that cross the hill-strewn region Bukit Tinggi really make the bike’s frame and suspension shine, regardless of your pace.

My wife, who doesn’t do nearly as many miles as I do, has no problem keeping up with me. And when we pause to take in a panoramic view, I often get the feeling that this time together strengthens our marriage. Sharing the same hobby really unites our lives. Sometimes, when we don’t have time to travel to a faraway region, we like to take trips to the city center, where we’re amazed, time and time again, at the sight of the Petronas Twin Towers or Merdeka Square. The hustle and bustle of the capital has never presented our Dukes with any problems and the challenge of overcoming extremely busy traffic adds to our skill set. Our Dukes are our allies, regardless of the context. One might say they became a part of our family. Of our hearts.

UNBOUND // DESTINATION // PAGE 69

DUKE IT IN MALAYSIA Text: Anuar “Norick” Sabaruddin Pictures: Teh Ooi Keat

MY NAME ONCE WAS MUHAMMAD HAZWAN ABDUL HALIM. BUT THEN MY FRIENDS STARTED CALLING ME APEK, WHICH IS A COMMON MALAYSIAN NICKNAME FOR GUYS WHO LOOK A LITTLE CHINESE, LIKE MYSELF. BUT THAT’S ALL IN THE PAST. NOWADAYS, I GO BY APEX. WHICH HAS ITS REASONS.

I was born and raised in Kuala Lumpur, Malaysia’s capital. I’m 33 years old now and work at Aerotree Flight and Services, where I pilot drones and serve as a technician at Subang Airport. After work, I get to go home to my lovely wife, Nuradila, and our adorable set of kids. I am also very much into soccer and currently manage the Manchester City Malaysian Fan Club. But there is one other addiction that trumps football.

And that’s saying something.

I got my first taste of motorcycling in 1997, on a Malaysian moped. Many others followed after that, but they were just a means of transport. My latest motorbike is much more than that. It’s a way of life. And it was love at first sight. The basic layout of the 390 Duke is so utterly different from anything else that was on the Malaysian market at the time. It’s also very rugged, durable and easy to handle.

I was amazed to find that even on a bike in this price range, WP suspension comes as standard. All of this seems to bring out a better biker in me. Plus: it’s orange. Me and my wife just love that. So much so, that she even ordered a 390 Duke for herself.

And it didn’t end with that purchase, as we started dressing ourselves in PowerWear, and then, bit by bit, our bikes got the PowerParts items to match.

Over time, we got to know other Dukers and attended events like charity rides and track days as a group. By then I was also elected to be the president for R.O.T.S. Malaysia, a motorcycle club that started out with members who SHAH ALAM STADION own bikes under 150 cc. It didn’t take too long for many of them to buy a 390 Duke; now there are about 25 orange thumpers in the club.

One of these bikes wasn’t even bought at all – it was the main prize at the lucky draw during Bike Week, a local event organized by our club.

On top of all our rides and bike meets, we organize the KTM Bikerz Club Bowling Championship. It’s obviously a non-biking activity, but it’s still a lot of fun. These types of events make us feel like a true family. The bond between us is growing ever stronger and, though it might sound cliché, our whole community has become more tightly knit thanks to motorcycling. I commute daily, come rain or shine. I am so comfortable and confident on my Duke, that the journey from Shah Alam to Subang Airport is always pleasant, even though the traffic, the climate and the dirt can be quite the opposite. The journey also forces me to be vigilant and focused; qualities I need on a daily basis in my job. How’s that for an excuse to ride!

Still, after a week of commuting, I need to get away from it all and have some proper fun. Of course my 390 tags along. I either go for weekend rides with a couple of buddies, or we just hang around at a roadside café. Here we meet other Dukers, have a bit of banter and swap manly stories about our treasured bikes. Sometimes, we meet a little later in the evening to enjoy ‘Teh Tarik’, a popular tea beverage with hot milk, and take the time to discuss some official club activities. I also take frequent trips with my wife and our Dukes, enjoying the boundless beauty of our countryside. Imagine cruising in the midst of rice fields, grassy slopes and ancient tropical forests…

Here, we can discover our roots, chill out and enjoy a rare moment of silence.

Rural riding does require a different mindset. The roads are narrower and filled with potholes and obstructions. And you come across the odd goat, cow, dog or cat. Those things keep you on your toes, but luckily the 390 Duke was born ready. Instant braking power is provided by the Bybre brakes and a broad, bright light beam means

"NOW THERE ARE ABOUT 25 ORANGE THUMPERS IN THE CLUB." that nightfall is not an issue anymore. And when we desperately need to get out of trouble, the torquey single-cylinder engine is there to save the day at the twist of a wrist. Most of the time, the area is far from hostile, though. Locals are always coming over to greet us, smiling their generous smiles. I guess it’s the bright orange and the exotic look of these amazing pieces of kit.

The twisty roads that cross the hill-strewn region Bukit Tinggi really make the bike’s frame and suspension shine, regardless of your pace.

My wife, who doesn’t do nearly as many miles as I do, has no problem keeping up with me. And when we pause to take in a panoramic view, I often get the feeling that this time together strengthens our marriage. Sharing the same hobby really unites our lives. Sometimes, when we don’t have time to travel to a faraway region, we like to take trips to the city center, where we’re amazed, time and time again, at the sight of the Petronas Twin Towers or Merdeka Square. The hustle and bustle of the capital has never presented our Dukes with any problems and the challenge of overcoming extremely busy traffic adds to our skill set. Our Dukes are our allies, regardless of the context. One might say they became a part of our family. Of our hearts.

UNBOUND // DESIGN // PAGE 71

THE NAKED CHEF: CRAIG DENT

Text: Adam Wheeler Pictures: Heiko Mandl, KISKA

AN ENGLISHMAN IN SALZBURG. KISKA’S CREATIVE LEAD FOR KTM/HUSQVARNA CRAIG DENT HAS BEEN A KEY FIGURE IN THE VISUAL SHAPE AND FORM OF KTM FOR ALMOST A DECADE AND ONE OF THE VISIONARIES BEHIND THE RAMPAGING SUPER DUKE AESTHETIC. HE IS THE CONTRIBUTOR, POT-STIRRER AND CURATOR OF KTM’S NAKED CREATIONS – SO WE STOLE AN AFTERNOON OF HIS VALUABLE TIME AWAY FROM 2016-17-18 MOTORCYCLES TO COME AND ASK THE ‘WHYS’ AND ‘HOWS’ BEHIND THE UNFORGETTABLE STREET LOOK…

It’s inspiring to be at KISKA. It is how you’d imagine the offices of Apple to be. Except smaller, Austrian in flavour and with i’Power’ instead of iPods. The KTM 1290 SUPER DUKE R stands proudly in the reception area; when we meet the gregarious and articulate Craig Dent we are led upstairs past desks of impossibly young and clever people, all burning gray matter in a conjugate atmosphere of conception.

An internship at BMW, where he was mentored by revered designer Edgar Heinrich, then led to a three year stint with Honda at a studio in Frankfurt where he struggled as a component in the vast red empire. “I felt isolated in the studio and had the feeling like suddenly you might see something on the market one day that looked roughly like what you might have sketched, but you were not involved in the development at all. It was frustrating.”

Dent, 33 years old, is one of a multi-national team at the agency famed for their visual iinfluence at KTM, from their bikes to their racing image to communications.

The airy office, a 45-minute drive from Mattighofen, is arguably the manufacturer’s most important annex. As a vital conjurer in the image of the 125 Duke and the famed 1290 – among other models both in orange and white – Dent is well positioned to chat about KTM’s Naked direction. Short of shedding his clothes, the father of two has been instrumental in helping propel the offroad masters to be the industry bar-setters when it comes to road motorcycles that ‘bare all’. We don't want Craig to get too literal with his nakedness today but we are keen to strip away the reasons why the Dukes – and the staggering 1290 in particular – came to be.

Dent set out on his path via a first class degree in Transportation Design at Coventry University at the beginning of the century, with a love of motorcycles instilled by his father and fascination with the racing scene allowing him a precious route to think outside the box. “University was a highly competitive, testosterone-filled environment of guys that just wanted to do crazy-glamour renderings of flash things and super cars,” he recollects, while sitting down and fiddling now and again with a pencil, as if by habit. “I love those types of cars but there were already enough companies out there doing that and I believed there were already a lot of people wanting to do that kind of design. I wanted to focus on the motorbike side of things because, until then, I hadn’t really found anybody else doing it. I tried to absorb as much as I could of the glamour and passion of the car side and do my own take on it. I wanted to know if I could do bike stuff in the same way.”

"The Beast" represented some of the freest expressions of Dent, KISKA and KTM’s beliefs and was arguably the most visually startling naked motorcycle to hit the market. The bike rapidly sold out.

KISKA was a name that had been on his radar thanks to the appearance of one of KTM's iconic Street models. “I remember seeing the RC8 show bike on the front of MCN (Motorcycle News) while I was still at uni and thinking ‘who did that?!’ I was led to KTM and then this small design agency on the outskirts of Salzburg and thought ‘I have to get to know this place’. Back then, KISKA was 100 people and KTM still had a reputation on the market as the ‘little orange thing that sometimes causes a stir and then disappears’. They had already caused a stir on the design side.”

Dent heads a young and dynamic team of half a dozen designers that can expand in size depending on the projects and the workload.

UNBOUND // DESIGN // PAGE 71

THE NAKED CHEF: CRAIG DENT

Text: Adam Wheeler Pictures: Heiko Mandl, KISKA

AN ENGLISHMAN IN SALZBURG. KISKA’S CREATIVE LEAD FOR KTM/HUSQVARNA CRAIG DENT HAS BEEN A KEY FIGURE IN THE VISUAL SHAPE AND FORM OF KTM FOR ALMOST A DECADE AND ONE OF THE VISIONARIES BEHIND THE RAMPAGING SUPER DUKE AESTHETIC. HE IS THE CONTRIBUTOR, POT-STIRRER AND CURATOR OF KTM’S NAKED CREATIONS – SO WE STOLE AN AFTERNOON OF HIS VALUABLE TIME AWAY FROM 2016-17-18 MOTORCYCLES TO COME AND ASK THE ‘WHYS’ AND ‘HOWS’ BEHIND THE UNFORGETTABLE STREET LOOK…

It’s inspiring to be at KISKA. It is how you’d imagine the offices of Apple to be. Except smaller, Austrian in flavour and with i’Power’ instead of iPods. The KTM 1290 SUPER DUKE R stands proudly in the reception area; when we meet the gregarious and articulate Craig Dent we are led upstairs past desks of impossibly young and clever people, all burning gray matter in a conjugate atmosphere of conception.

An internship at BMW, where he was mentored by revered designer Edgar Heinrich, then led to a three year stint with Honda at a studio in Frankfurt where he struggled as a component in the vast red empire. “I felt isolated in the studio and had the feeling like suddenly you might see something on the market one day that looked roughly like what you might have sketched, but you were not involved in the development at all. It was frustrating.”

Dent, 33 years old, is one of a multi-national team at the agency famed for their visual iinfluence at KTM, from their bikes to their racing image to communications.

The airy office, a 45-minute drive from Mattighofen, is arguably the manufacturer’s most important annex. As a vital conjurer in the image of the 125 Duke and the famed 1290 – among other models both in orange and white – Dent is well positioned to chat about KTM’s Naked direction. Short of shedding his clothes, the father of two has been instrumental in helping propel the offroad masters to be the industry bar-setters when it comes to road motorcycles that ‘bare all’. We don't want Craig to get too literal with his nakedness today but we are keen to strip away the reasons why the Dukes – and the staggering 1290 in particular – came to be.

Dent set out on his path via a first class degree in Transportation Design at Coventry University at the beginning of the century, with a love of motorcycles instilled by his father and fascination with the racing scene allowing him a precious route to think outside the box. “University was a highly competitive, testosterone-filled environment of guys that just wanted to do crazy-glamour renderings of flash things and super cars,” he recollects, while sitting down and fiddling now and again with a pencil, as if by habit. “I love those types of cars but there were already enough companies out there doing that and I believed there were already a lot of people wanting to do that kind of design. I wanted to focus on the motorbike side of things because, until then, I hadn’t really found anybody else doing it. I tried to absorb as much as I could of the glamour and passion of the car side and do my own take on it. I wanted to know if I could do bike stuff in the same way.”

"The Beast" represented some of the freest expressions of Dent, KISKA and KTM’s beliefs and was arguably the most visually startling naked motorcycle to hit the market. The bike rapidly sold out.

KISKA was a name that had been on his radar thanks to the appearance of one of KTM's iconic Street models. “I remember seeing the RC8 show bike on the front of MCN (Motorcycle News) while I was still at uni and thinking ‘who did that?!’ I was led to KTM and then this small design agency on the outskirts of Salzburg and thought ‘I have to get to know this place’. Back then, KISKA was 100 people and KTM still had a reputation on the market as the ‘little orange thing that sometimes causes a stir and then disappears’. They had already caused a stir on the design side.”

Dent heads a young and dynamic team of half a dozen designers that can expand in size depending on the projects and the workload.

UNBOUND // DESIGN // PAGE 73 By 2007 Dent, proficient in German by this stage, found his calling and an avenue for his ideas, thanks to Sebastien Stassin, his predecessor at Honda and now his boss at Kiska. He hit the ground running. “Honda was nothing in comparison to what I learnt in the first couple of months here,” he says, eyes widening. “It knocked me off my feet at the start and I was completely unprepared for the stress and pressure and the fast-paced development times. I immediately learnt that this was KTM’s advantage and if things get bad then KTM will be OK because they react.”

DID ARRIVING AT KISKA SATISFY THAT DESIRE FOR WHAT YOU WANTED TO DO AND THE OUTPUT YOU WERE ASPIRING TO MAKE? At the start I was utterly frustrated again because, as a designer at Honda, you have a task and you have ultimate respect for the project; you approach it thinking ‘this week I have to tackle this’. Here it felt like the opposite! It was more like ‘this week I have to design a whole bike!’ It was different scale and way-too-much. The project was the first KTM 125 DUKE and I was out of my depth in the beginning. Very quickly I learnt and got taught by the guys. I did my best and stayed with it and that’s how the 125 Duke came about. We just said: “here’s our gut feeling on this bike, here’s how it is going to be”. We linked with the guys in R&D and the bike came out and was a success and was actually – immediately – the best seller in the 125 segment. It exploded.

IT MUST HAVE BEEN A CULTURE SHOCK TO HAVE A PROJECT LIKE THAT TURNED AROUND SO FAST… It was just crazy…but immensely satisfying. After the initial panic and thinking ‘these guys are mad. How are they going to sustain this?’

Pencil behind ear but Dent spends many hours visualizing and finalizing his ideas screen.

I realized by giving it everything you have and finally, when the clock has stopped, and you cannot touch a project anymore then…look what we can produce! It still reminds me of a hands-on workshop, ‘yard-build style’ attitude, except that what we put out there are category-winning products. It was amazing – to this day, it is a way in which KTM have an advantage.

YOU HAVE TO SOLVE A PROBLEM WITH DESIGN. IT IS NOT JUST ABOUT FANTASY AND PEOPLE SAYING: “WELL, THAT’S NICE BUT WHAT DOES IT DO?” THE PURPOSE OF THE VEHICLE HAS TO BE EVIDENT IMMEDIATELY. YOU KNOW WHAT IT DOES, WHERE YOU STAND WITH IT. THE FUNCTION AND THE FORM HAVE TO BE MARRIED…” SO WHAT ARE YOUR STRENGTHS? WHAT SIDE HAS TO EMERGE STRONGEST IN THE CREATIVE PROCESS? We have to have a passion for simplicity in vehicles – in motorbikes. In terms of architecture on the KTMs, I would say they are more reduced than any other motorcycle on the market and that is something we help to find and sculpt. If there is any way in which we can say “that cover has to come off, let’s concentrate on the part underneath it instead” then we do that. KTM and KISKA are about something different.

It is the blend between technical know-how and advanced technical solutions with forms that make sense. Yes there is the emotional aspect that we have to bring – the flair, the dynamism – but the product is only successful and has integrity from the technical parts. In our opinion there are no parts on a KTM just to look good.

Craig’s sketchbook is a tome of creativity, lists and functionality with a systematic approach to logging and then moving on with his work.

THAT MUST BE HARD TO ACHIEVE SOMETIMES…TO MAKE SOMETHING THAT WORKS BUT ALSO CREATE THAT SITUATION WHERE PEOPLE ARE THROWING ADJECTIVES AT THE MOTORCYCLE. SUCH AS WITH KTM WHEN OBSERVERS SAY THE BIKES ARE ‘RADICAL’ AND ‘HEAD-TURNING’…

The reason the Super Duke is head-turning and radical (aside from the wide rear tire and 173 horsepower) is because it is very ‘clear’. It is a Naked Bike. Everybody tends to look at it numerous times because there is something different ‘going on’ with it. For me, when I think of a ‘Naked Bike’, then my mind goes to a CB-something from the 1970s which is a tank, a seat, headlight and above the light somewhere there are some clocks and dials. If you look at the Super Duke then all those same elements are in place, the recipe is the same. If you try to apply that with some other naked bikes, then the tank is actually a plastic cover and there are covers and plastics everywhere. There is a headlight, except that it is integrated into a plastic cover that is also behind the plastic cover holding the instruments in all one big form. This is all just nonsense and I don't get it. This is not a motorcycle.

The Super Duke has a headlight that is fork-mounted and it has a separate aluminium holder for the instruments that is, by the way, holding the indicators out the front. It was the first bike of its generation to have this very simplified architecture. The light and panel were split; they didn't have anything to do with each other any more. Love it or hate it, it doesn't matter, the trick was to make the tank and the headlight in one volume. And that form is this super-leaning forward, aggressive ‘something’ that people feel when they look at it. They are not used to seeing things like that on a naked motorcycle. By solving the problem of ‘why do we have to mix all these components up to make one big unit at the front of the bike?', we have concentrated on the architecture of the machine and designed it for how it can work best and wrapped it up in something ‘clean’. By embracing the technical issue first we have come up with a theme that is dynamic and exciting.

OK, BUT TO PICK A DETAIL FROM THE 1290, YOU HAVE IMPLEMENTED A SINGLE-SIDED SWINGING ARM AND FOR PEOPLE OF MY GENERATION USED TO AN RC30 OR A 916 THAT IS A LUXURY… It comes from racing…

BUT WHY PUT IT ON THE DUKE? Good question! But you can also say that the simplicity of that is an expression of technical know-how. It is not a simple piece but appears so, and is very clean and reduced and for me that is a Naked Bike. You do not need ‘more’. Of course you could have a standard box-section two-sided aluminum extruding ‘something’ but it wouldn't have the same technical simplicity, look and feel.

SO IT IS AN EXAMPLE OF WHERE YOU’VE HAD FREEDOM WITH THAT PARTICULAR BIKE… Absolutely. I think I have sketches from around that time and the first package that we got from KTM has a dual-sided swing-arm – we were just trying to push that thing into being as extreme, reduced and technically brilliant as KTM could make it.

Things like the (single-sided) swing arm were a result of that. I remember it caused a lot of headaches. Endless loops of sitting next to the engineers saying “come on, it looks way too complicated, can we not make something more engineering-simple?” and we got there. I don't know how you feel about it but for me it makes the Super Duke appear cleaner, simpler and more naked. And that was the target. Having said that, I don't think it is the most beautiful single-sided swinging arm. There are a lot out there that are even more impressive but I also know that they cost more than the selling-price of the bike. Those bikes are not making any money, they are there to look good and I don't get that. At the end of the day we are in this industry and we want to make it work; we want motorbikes to still be selling in twenty years time; each and every product needs to have its place in a healthy and sustainable market.

UNBOUND // DESIGN // PAGE 73 By 2007 Dent, proficient in German by this stage, found his calling and an avenue for his ideas, thanks to Sebastien Stassin, his predecessor at Honda and now his boss at Kiska. He hit the ground running. “Honda was nothing in comparison to what I learnt in the first couple of months here,” he says, eyes widening. “It knocked me off my feet at the start and I was completely unprepared for the stress and pressure and the fast-paced development times. I immediately learnt that this was KTM’s advantage and if things get bad then KTM will be OK because they react.”

DID ARRIVING AT KISKA SATISFY THAT DESIRE FOR WHAT YOU WANTED TO DO AND THE OUTPUT YOU WERE ASPIRING TO MAKE? At the start I was utterly frustrated again because, as a designer at Honda, you have a task and you have ultimate respect for the project; you approach it thinking ‘this week I have to tackle this’. Here it felt like the opposite! It was more like ‘this week I have to design a whole bike!’ It was different scale and way-too-much. The project was the first KTM 125 DUKE and I was out of my depth in the beginning. Very quickly I learnt and got taught by the guys. I did my best and stayed with it and that’s how the 125 Duke came about. We just said: “here’s our gut feeling on this bike, here’s how it is going to be”. We linked with the guys in R&D and the bike came out and was a success and was actually – immediately – the best seller in the 125 segment. It exploded.

IT MUST HAVE BEEN A CULTURE SHOCK TO HAVE A PROJECT LIKE THAT TURNED AROUND SO FAST… It was just crazy…but immensely satisfying. After the initial panic and thinking ‘these guys are mad. How are they going to sustain this?’

Pencil behind ear but Dent spends many hours visualizing and finalizing his ideas screen.

I realized by giving it everything you have and finally, when the clock has stopped, and you cannot touch a project anymore then…look what we can produce! It still reminds me of a hands-on workshop, ‘yard-build style’ attitude, except that what we put out there are category-winning products. It was amazing – to this day, it is a way in which KTM have an advantage.

YOU HAVE TO SOLVE A PROBLEM WITH DESIGN. IT IS NOT JUST ABOUT FANTASY AND PEOPLE SAYING: “WELL, THAT’S NICE BUT WHAT DOES IT DO?” THE PURPOSE OF THE VEHICLE HAS TO BE EVIDENT IMMEDIATELY. YOU KNOW WHAT IT DOES, WHERE YOU STAND WITH IT. THE FUNCTION AND THE FORM HAVE TO BE MARRIED…” SO WHAT ARE YOUR STRENGTHS? WHAT SIDE HAS TO EMERGE STRONGEST IN THE CREATIVE PROCESS? We have to have a passion for simplicity in vehicles – in motorbikes. In terms of architecture on the KTMs, I would say they are more reduced than any other motorcycle on the market and that is something we help to find and sculpt. If there is any way in which we can say “that cover has to come off, let’s concentrate on the part underneath it instead” then we do that. KTM and KISKA are about something different.

It is the blend between technical know-how and advanced technical solutions with forms that make sense. Yes there is the emotional aspect that we have to bring – the flair, the dynamism – but the product is only successful and has integrity from the technical parts. In our opinion there are no parts on a KTM just to look good.

Craig’s sketchbook is a tome of creativity, lists and functionality with a systematic approach to logging and then moving on with his work.

THAT MUST BE HARD TO ACHIEVE SOMETIMES…TO MAKE SOMETHING THAT WORKS BUT ALSO CREATE THAT SITUATION WHERE PEOPLE ARE THROWING ADJECTIVES AT THE MOTORCYCLE. SUCH AS WITH KTM WHEN OBSERVERS SAY THE BIKES ARE ‘RADICAL’ AND ‘HEAD-TURNING’…

The reason the Super Duke is head-turning and radical (aside from the wide rear tire and 173 horsepower) is because it is very ‘clear’. It is a Naked Bike. Everybody tends to look at it numerous times because there is something different ‘going on’ with it. For me, when I think of a ‘Naked Bike’, then my mind goes to a CB-something from the 1970s which is a tank, a seat, headlight and above the light somewhere there are some clocks and dials. If you look at the Super Duke then all those same elements are in place, the recipe is the same. If you try to apply that with some other naked bikes, then the tank is actually a plastic cover and there are covers and plastics everywhere. There is a headlight, except that it is integrated into a plastic cover that is also behind the plastic cover holding the instruments in all one big form. This is all just nonsense and I don't get it. This is not a motorcycle.

The Super Duke has a headlight that is fork-mounted and it has a separate aluminium holder for the instruments that is, by the way, holding the indicators out the front. It was the first bike of its generation to have this very simplified architecture. The light and panel were split; they didn't have anything to do with each other any more. Love it or hate it, it doesn't matter, the trick was to make the tank and the headlight in one volume. And that form is this super-leaning forward, aggressive ‘something’ that people feel when they look at it. They are not used to seeing things like that on a naked motorcycle. By solving the problem of ‘why do we have to mix all these components up to make one big unit at the front of the bike?', we have concentrated on the architecture of the machine and designed it for how it can work best and wrapped it up in something ‘clean’. By embracing the technical issue first we have come up with a theme that is dynamic and exciting.

OK, BUT TO PICK A DETAIL FROM THE 1290, YOU HAVE IMPLEMENTED A SINGLE-SIDED SWINGING ARM AND FOR PEOPLE OF MY GENERATION USED TO AN RC30 OR A 916 THAT IS A LUXURY… It comes from racing…

BUT WHY PUT IT ON THE DUKE? Good question! But you can also say that the simplicity of that is an expression of technical know-how. It is not a simple piece but appears so, and is very clean and reduced and for me that is a Naked Bike. You do not need ‘more’. Of course you could have a standard box-section two-sided aluminum extruding ‘something’ but it wouldn't have the same technical simplicity, look and feel.

SO IT IS AN EXAMPLE OF WHERE YOU’VE HAD FREEDOM WITH THAT PARTICULAR BIKE… Absolutely. I think I have sketches from around that time and the first package that we got from KTM has a dual-sided swing-arm – we were just trying to push that thing into being as extreme, reduced and technically brilliant as KTM could make it.

Things like the (single-sided) swing arm were a result of that. I remember it caused a lot of headaches. Endless loops of sitting next to the engineers saying “come on, it looks way too complicated, can we not make something more engineering-simple?” and we got there. I don't know how you feel about it but for me it makes the Super Duke appear cleaner, simpler and more naked. And that was the target. Having said that, I don't think it is the most beautiful single-sided swinging arm. There are a lot out there that are even more impressive but I also know that they cost more than the selling-price of the bike. Those bikes are not making any money, they are there to look good and I don't get that. At the end of the day we are in this industry and we want to make it work; we want motorbikes to still be selling in twenty years time; each and every product needs to have its place in a healthy and sustainable market.

UNBOUND // DESIGN // PAGE 75

It sounds messy but the flow and feel of a KTM comes straight out of a pot of muck. Craig and the KISKA guys are still firm advocates of getting out the sculpting tools, edges, tapes and guides to realize a physical model of a bike you might not see for two years or more. On our visit to KISKA we are asked to hover in the reception area until important prototypes and shapes are covered and hid behind large screens. The work area – with the designers cramped into space to one side and bikes, boats and other secretive forms are positioned around scanning software in the main space – is airy but busy.

It feels like a large blank canvas and holding a paintbrush would be unnerving.

It is also unusual to see covered outlines of motorcycles at this stage. I’ve witnessed Japanese assembly lines in action but this is a phase well before the screwing together of components…

DO YOU STILL WORK WITH CLAY MUCH OR IS DESIGN HEADING MOSTLY TOWARDS THE COMPUTER SCREEN? Much of the car industry is trying to go that way and I know VW were having talks about scrapping clay models completely. I believe they still under-

stand the need to see ‘something in front of you’ before judging it and it is done in CAD [computer design] and then someone hits ‘mill’. I absolutely appreciate the value in being hands-on. If you have a thought then you have to act straightaway or you might lose that creativity and then – maybe - innovation. Or at least dilute it. Clay modelling sounds so old-fashioned to most of the design world these days but it is absolutely vital. We keep with an older way of doing things because it is the best. We are faster and more efficient and the result is better.

We use CAD mock-ups and really fast programs, where you start out with a box and, if you want to make it a circle, then you add a few more control points and start pulling them until you have a shape. This is how we start doing motorbikes. We’d spend a week doing that and say: “It looks cool, the frame and the engine fits, the seat line that KTM defined is in, the ergonomic surfaces that KTM defined are still exactly where they were…let's have a look in reality.” We hit ‘mill’ and the bike would emerge from a lump of clay but it always looks far from perfect. Why? Because what you see, in reality and in a 1:1 scale in front of you, is a different world. When you look at a screen you always see it differently and you interface with it differently. A

bike has a shoulder, a face, a body. When we first milled the 1290 Super Duke it came out and we thought ‘we don’t want to ride that anywhere’. It was uninspired, un-dynamic and didn’t work. The first thing we did was pack on ten centimeters more of clay on the tank and shaved off more of the underside, because it did not feel functional or right. Trying to take CAD short-cuts to milling and to prototyping is just not worth it. I don’t know how many times we have done small components and things like front fenders by trying to take shortcuts.

We adjust-and-print, adjust-and-print and do it four-five times until we’re happy. Whereas give us a lump of clay and a technical briefing and I think we can come to the same result in half the time.

Overall it is about using all the tools that we have and getting the right balance to do the job.

We have the latest 3D scanning software devices, so after a week of clay work we can have the surfaces we just made overlaid on the CAD package from KTM. We can instantly double-check and back check that we are where we promised we should be.

If we are not then we can take that data, modify it and mill in clay and then see where we are again. It is actually much easier than it sounds!

GETTING HANDS-ON: NAKED WITH CLAY

KTM’s Rally model unlike you’ve ever seen it before. Dent insists that clay modelling is still the fastest and most effective way to chisel bikes today that we will ride tomorrow.

UNBOUND // DESIGN // PAGE 75

It sounds messy but the flow and feel of a KTM comes straight out of a pot of muck. Craig and the KISKA guys are still firm advocates of getting out the sculpting tools, edges, tapes and guides to realize a physical model of a bike you might not see for two years or more. On our visit to KISKA we are asked to hover in the reception area until important prototypes and shapes are covered and hid behind large screens. The work area – with the designers cramped into space to one side and bikes, boats and other secretive forms are positioned around scanning software in the main space – is airy but busy.

It feels like a large blank canvas and holding a paintbrush would be unnerving.

It is also unusual to see covered outlines of motorcycles at this stage. I’ve witnessed Japanese assembly lines in action but this is a phase well before the screwing together of components…

DO YOU STILL WORK WITH CLAY MUCH OR IS DESIGN HEADING MOSTLY TOWARDS THE COMPUTER SCREEN? Much of the car industry is trying to go that way and I know VW were having talks about scrapping clay models completely. I believe they still under-

stand the need to see ‘something in front of you’ before judging it and it is done in CAD [computer design] and then someone hits ‘mill’. I absolutely appreciate the value in being hands-on. If you have a thought then you have to act straightaway or you might lose that creativity and then – maybe - innovation. Or at least dilute it. Clay modelling sounds so old-fashioned to most of the design world these days but it is absolutely vital. We keep with an older way of doing things because it is the best. We are faster and more efficient and the result is better.

We use CAD mock-ups and really fast programs, where you start out with a box and, if you want to make it a circle, then you add a few more control points and start pulling them until you have a shape. This is how we start doing motorbikes. We’d spend a week doing that and say: “It looks cool, the frame and the engine fits, the seat line that KTM defined is in, the ergonomic surfaces that KTM defined are still exactly where they were…let's have a look in reality.” We hit ‘mill’ and the bike would emerge from a lump of clay but it always looks far from perfect. Why? Because what you see, in reality and in a 1:1 scale in front of you, is a different world. When you look at a screen you always see it differently and you interface with it differently. A

bike has a shoulder, a face, a body. When we first milled the 1290 Super Duke it came out and we thought ‘we don’t want to ride that anywhere’. It was uninspired, un-dynamic and didn’t work. The first thing we did was pack on ten centimeters more of clay on the tank and shaved off more of the underside, because it did not feel functional or right. Trying to take CAD short-cuts to milling and to prototyping is just not worth it. I don’t know how many times we have done small components and things like front fenders by trying to take shortcuts.

We adjust-and-print, adjust-and-print and do it four-five times until we’re happy. Whereas give us a lump of clay and a technical briefing and I think we can come to the same result in half the time.

Overall it is about using all the tools that we have and getting the right balance to do the job.

We have the latest 3D scanning software devices, so after a week of clay work we can have the surfaces we just made overlaid on the CAD package from KTM. We can instantly double-check and back check that we are where we promised we should be.

If we are not then we can take that data, modify it and mill in clay and then see where we are again. It is actually much easier than it sounds!

GETTING HANDS-ON: NAKED WITH CLAY

KTM’s Rally model unlike you’ve ever seen it before. Dent insists that clay modelling is still the fastest and most effective way to chisel bikes today that we will ride tomorrow.

UNBOUND // DESIGN // PAGE 77

The KTM 125 DUKE followed on from the 690 and set the landscape for the arrival of the 1290. Where can Dent and his collaborators go next?

THE 690 CAUSED A BIT OF A STIR. IT ALSO SET A TEMPLATE FOR THE DUKE RANGE… It did, and that was quite a controversial bike actually. It was not the Duke that people knew because the 690 was always derived from Supermoto and always showed KTM’s offroad roots. It was always a big enduro bike that had been converted to Supermoto, and then once again, to be more comfortable and suitable for road use.

When the new came out, I think people were shocked that the seat height was that of a normal naked bike and it handled better on the street than a Supermoto-derived model. It was a case of ‘Wait! Where are you going with this thing?’ The fact that it is the most nimble bike in the segment and it still has that raw single-cylinder thump of the old 690s – but is actually very usable, practical and fun while still being "READY TO RACE" – made it a bit controversial and people didn't know what to make of it. But it has been a very successful product and was a big step forward for this simplicity-in-architecture topic. I was working on another project to the 690 at the time and I remember also thinking ‘where is this going?’ because it was not part of the Duke heritage, but I think it is really cool because it has taken the Duke to places that are not segment-specific. The same with the Super Duke.

I think it evolved a lot between the 990 and 1290. It has a different feeling and a different character and probably even the target-user group is a bit different.

HOW? Well, how can you take a 990 that was a raw, mad, naked bike and actually KTM’s first real street bike in 2005?

WAIT. DID YOU LIKE IT? I THOUGHT IT LOOKED KINDA BIZARRE… It was totally bizarre but I knew I was very attracted to it. How could you take that niche-of-a-niche wild and almost untameable thing and bring it forward ten years to a market that was maturing and had a lot more needs? How can you put in things

like ABS, traction control – which are market requirements these days – and still have something wild and raw? It sounds like a contradiction…but I think we did it.

I think we covered most of what the 990 had in spirit, riding, looks and appeal, yet the 1290 appeals to a much broader spectrum and is slightly more visually acceptable. It is also so much more refined technologically and the fact that anyone can ride it is slightly mind-blowing for me. In my eyes it is still the ultimate naked bike on the market. ‘Anyone can ride this’ is not something you want to put out in marketing terms and actually KTM didn't. They called it ‘The Beast’ and said it was wild, mad, nuts and all the magazine reviews did the other half of the job for us. It was perfect. Everyone sees it, feels it, gets on it, hears it and is still in the 990 spirit; then they ride it and it's like ‘don’t tell anyone but…’! For me, it fit the market we are faced with today.

WHAT DO YOU THINK WHEN YOU LOOK AT THE BIKE NOW…?

I know what the next one looks like! It is even more Super Duke than the Super Duke is. I can say that the Super Duke is the ultimate expression of reduction. Where can we go next? I think you can see where we are going with bike design and if you apply that mentality to the Super Duke then you can imagine that it is getting even more advanced, technologically and architecturally. And there I have to stop!

WHAT PERCENTAGE OF YOUR JOB IS EXASPERATION? YOU COULD SAY THAT KTM BIKES SEEM TO HAVE THE LEAST AMOUNT OF COMPROMISE WHEN IT COMES TO DESIGN, ESPECIALLY COMPARED TO A GREAT MANY OTHER BIKES ON THE MARKET…

Absolutely, because our level of expectation for KTM, or our dream of what a KTM should be, lives in the minds of the guys here. Designers tend to live in this dream world and if they don't make it a reality then it can be pure frustration. For example there have been bikes where the market reaction and expectation has been more than fulfilled and it has been "wow"…but then the guys in here have been like ‘yeah, but it is not half as cool as it should have been’. There are still tricky compromises to be made. KTM R&D know how we are and often are scared of the designers because we just won’t stop. It is never enough and we are never satisfied! It is quite difficult to control and what often will happen is that KTM R&D will consciously say “don't show it to the KISKA guys” because they think we will run with something that everyone will go "wow" but it might not necessarily be the most cost effective or best for performance. There are several factors that have to be taken into account there. A designer is ruthless and doesn't care about all of that, they just want something that is cool or fits the needs of the vision that he or she has in their mind. There is that friction between R&D and design but it has to be there. It is absolutely essential and I’m glad for it. If we just got on with each other brilliantly well I wouldn't feel like we are pushing things enough. We’d just be making ‘OK’ stuff. Of course we make mistakes and we come with outrageous suggestions to R&D. I’ll send a pack of sketches to them and get an incredulous phone call ten minutes later…but I feel it is our obligation to do that, to push the boat that far out that they fall off their chair. If, in just one of the cases, they say: “actually, there is something in this” then I feel like we are winning.

3 ZONES OF KTM’S NAKED BIKES WHERE CRAIG DENT AND THE TEAM HAVE HIT THE SPOT 1. THE BUILD: “Generally, it is the simplicity of the architecture of the bikes.

For me this is the number one achievement and why a KTM naked bike is better than any other one.”

2. NICE REAR: “I would say the die-cast aluminum rear end of the 690 Duke was amazing because there is no plastic spoiler there. The whole thing is just an aluminium frame and an airbox. I think that shouts ‘KTM’ and is a perfect expression of the marriage we have between engineering and design.”

3. SIDE FORM: “Perhaps the swing arm on the 1290 (aargh…I wish we could talk about what we are doing now…it is a whole new level!) It is funny but, up until now, the naked bikes have never been about making just one product or component shine. I would definitely encourage you to stand back from a Super Duke, crouch down and watch how the tank and the headlight create one volume. It is something that you have never seen done in that way and probably why that bike looks and feels so exciting.”

UNBOUND // DESIGN // PAGE 77

The KTM 125 DUKE followed on from the 690 and set the landscape for the arrival of the 1290. Where can Dent and his collaborators go next?

THE 690 CAUSED A BIT OF A STIR. IT ALSO SET A TEMPLATE FOR THE DUKE RANGE… It did, and that was quite a controversial bike actually. It was not the Duke that people knew because the 690 was always derived from Supermoto and always showed KTM’s offroad roots. It was always a big enduro bike that had been converted to Supermoto, and then once again, to be more comfortable and suitable for road use.

When the new came out, I think people were shocked that the seat height was that of a normal naked bike and it handled better on the street than a Supermoto-derived model. It was a case of ‘Wait! Where are you going with this thing?’ The fact that it is the most nimble bike in the segment and it still has that raw single-cylinder thump of the old 690s – but is actually very usable, practical and fun while still being "READY TO RACE" – made it a bit controversial and people didn't know what to make of it. But it has been a very successful product and was a big step forward for this simplicity-in-architecture topic. I was working on another project to the 690 at the time and I remember also thinking ‘where is this going?’ because it was not part of the Duke heritage, but I think it is really cool because it has taken the Duke to places that are not segment-specific. The same with the Super Duke.

I think it evolved a lot between the 990 and 1290. It has a different feeling and a different character and probably even the target-user group is a bit different.

HOW? Well, how can you take a 990 that was a raw, mad, naked bike and actually KTM’s first real street bike in 2005?

WAIT. DID YOU LIKE IT? I THOUGHT IT LOOKED KINDA BIZARRE… It was totally bizarre but I knew I was very attracted to it. How could you take that niche-of-a-niche wild and almost untameable thing and bring it forward ten years to a market that was maturing and had a lot more needs? How can you put in things

like ABS, traction control – which are market requirements these days – and still have something wild and raw? It sounds like a contradiction…but I think we did it.

I think we covered most of what the 990 had in spirit, riding, looks and appeal, yet the 1290 appeals to a much broader spectrum and is slightly more visually acceptable. It is also so much more refined technologically and the fact that anyone can ride it is slightly mind-blowing for me. In my eyes it is still the ultimate naked bike on the market. ‘Anyone can ride this’ is not something you want to put out in marketing terms and actually KTM didn't. They called it ‘The Beast’ and said it was wild, mad, nuts and all the magazine reviews did the other half of the job for us. It was perfect. Everyone sees it, feels it, gets on it, hears it and is still in the 990 spirit; then they ride it and it's like ‘don’t tell anyone but…’! For me, it fit the market we are faced with today.

WHAT DO YOU THINK WHEN YOU LOOK AT THE BIKE NOW…?

I know what the next one looks like! It is even more Super Duke than the Super Duke is. I can say that the Super Duke is the ultimate expression of reduction. Where can we go next? I think you can see where we are going with bike design and if you apply that mentality to the Super Duke then you can imagine that it is getting even more advanced, technologically and architecturally. And there I have to stop!

WHAT PERCENTAGE OF YOUR JOB IS EXASPERATION? YOU COULD SAY THAT KTM BIKES SEEM TO HAVE THE LEAST AMOUNT OF COMPROMISE WHEN IT COMES TO DESIGN, ESPECIALLY COMPARED TO A GREAT MANY OTHER BIKES ON THE MARKET…

Absolutely, because our level of expectation for KTM, or our dream of what a KTM should be, lives in the minds of the guys here. Designers tend to live in this dream world and if they don't make it a reality then it can be pure frustration. For example there have been bikes where the market reaction and expectation has been more than fulfilled and it has been "wow"…but then the guys in here have been like ‘yeah, but it is not half as cool as it should have been’. There are still tricky compromises to be made. KTM R&D know how we are and often are scared of the designers because we just won’t stop. It is never enough and we are never satisfied! It is quite difficult to control and what often will happen is that KTM R&D will consciously say “don't show it to the KISKA guys” because they think we will run with something that everyone will go "wow" but it might not necessarily be the most cost effective or best for performance. There are several factors that have to be taken into account there. A designer is ruthless and doesn't care about all of that, they just want something that is cool or fits the needs of the vision that he or she has in their mind. There is that friction between R&D and design but it has to be there. It is absolutely essential and I’m glad for it. If we just got on with each other brilliantly well I wouldn't feel like we are pushing things enough. We’d just be making ‘OK’ stuff. Of course we make mistakes and we come with outrageous suggestions to R&D. I’ll send a pack of sketches to them and get an incredulous phone call ten minutes later…but I feel it is our obligation to do that, to push the boat that far out that they fall off their chair. If, in just one of the cases, they say: “actually, there is something in this” then I feel like we are winning.

3 ZONES OF KTM’S NAKED BIKES WHERE CRAIG DENT AND THE TEAM HAVE HIT THE SPOT 1. THE BUILD: “Generally, it is the simplicity of the architecture of the bikes.

For me this is the number one achievement and why a KTM naked bike is better than any other one.”

2. NICE REAR: “I would say the die-cast aluminum rear end of the 690 Duke was amazing because there is no plastic spoiler there. The whole thing is just an aluminium frame and an airbox. I think that shouts ‘KTM’ and is a perfect expression of the marriage we have between engineering and design.”

3. SIDE FORM: “Perhaps the swing arm on the 1290 (aargh…I wish we could talk about what we are doing now…it is a whole new level!) It is funny but, up until now, the naked bikes have never been about making just one product or component shine. I would definitely encourage you to stand back from a Super Duke, crouch down and watch how the tank and the headlight create one volume. It is something that you have never seen done in that way and probably why that bike looks and feels so exciting.”

UNBOUND // SPECIAL // PAGE 79

Text: Luke Brackenbury Pictures: Piers Spencer-Phillips

THE STORY BEHIND THE ONE-OFF ‘PATRIOT EDITION’ 1290 SUPER DUKE R. At the Milan Motorcycle Show (EICMA) in October 2012, KTM pulled the cover off ‘The Beast' – a prototype heralding a new era for the Austrian company’s large-capacity super naked range, and one that would ultimately become the KTM 1290 SUPER DUKE R. The assembled media were treated to a live – albeit brief – riotous audio performance from the prototype’s MotoGP-inspired Akrapovič exhaust system when Gerald Kiska revved it up live on stage. To only heighten the anticipation, KTM also dropped an insane video showing the bike escaping from some sort of high-security compound after some high-adrenalin, tire-smoking riding. People were hooked but were made to wait for more. Something not only frustrating for riders but also for the people who would be selling them – especially the countries who say ‘bigger is better’.

Before the production bike was unveiled at the same show a year later in its final road-ready form, in both orange and black options, this striking one-off ‘Patriot Edition’ was created to show several hundred US KTM dealers visiting the Austrian factory in June 2013 what was soon going to be available in their stores. The shimmering metallic blue and deep red ‘Stars and Stripes’ paintwork surrounding the 1,301 cc V-twin wasn’t intended for public viewing, but (as is often the case and aided by camera phones) these things have a habit of getting ‘out’ and so some hastily prepared photos were released. Of course, this only helped fan the flames of expectation for the series production bike. Where is the Patriot Edition today? Surprisingly, not saving the world in the hands of Captain America, but if you ever go to the KTM Factory in Mattighofen you can see it parked next to a window on the second floor of the R&D building, located opposite.

The public response to the ‘Patriot Edition’ prompted KTM to eventually make the bike available for purchase, but only in 1/12 th scale as a collectors’ model in the PowerWear catalog...

UNBOUND // SPECIAL // PAGE 79

Text: Luke Brackenbury Pictures: Piers Spencer-Phillips

THE STORY BEHIND THE ONE-OFF ‘PATRIOT EDITION’ 1290 SUPER DUKE R. At the Milan Motorcycle Show (EICMA) in October 2012, KTM pulled the cover off ‘The Beast' – a prototype heralding a new era for the Austrian company’s large-capacity super naked range, and one that would ultimately become the KTM 1290 SUPER DUKE R. The assembled media were treated to a live – albeit brief – riotous audio performance from the prototype’s MotoGP-inspired Akrapovič exhaust system when Gerald Kiska revved it up live on stage. To only heighten the anticipation, KTM also dropped an insane video showing the bike escaping from some sort of high-security compound after some high-adrenalin, tire-smoking riding. People were hooked but were made to wait for more. Something not only frustrating for riders but also for the people who would be selling them – especially the countries who say ‘bigger is better’.

Before the production bike was unveiled at the same show a year later in its final road-ready form, in both orange and black options, this striking one-off ‘Patriot Edition’ was created to show several hundred US KTM dealers visiting the Austrian factory in June 2013 what was soon going to be available in their stores. The shimmering metallic blue and deep red ‘Stars and Stripes’ paintwork surrounding the 1,301 cc V-twin wasn’t intended for public viewing, but (as is often the case and aided by camera phones) these things have a habit of getting ‘out’ and so some hastily prepared photos were released. Of course, this only helped fan the flames of expectation for the series production bike. Where is the Patriot Edition today? Surprisingly, not saving the world in the hands of Captain America, but if you ever go to the KTM Factory in Mattighofen you can see it parked next to a window on the second floor of the R&D building, located opposite.

The public response to the ‘Patriot Edition’ prompted KTM to eventually make the bike available for purchase, but only in 1/12 th scale as a collectors’ model in the PowerWear catalog...

UNBOUND // RACING // PAGE 81

THE TOOLS AND THE TALENT Text: Adam Wheeler Pictures: Ray Archer

JORGE PRADO IS KTM’S FIFTEEN-YEAR-OLD EUROPEAN MOTOCROSS CHAMPION AND ON THE PATH TO STARDOM, AS SPANISH MX STRUGGLES TO CATCH UP WITH ACCOMPLISHMENTS THE NATION ENJOYS IN PRACTICALLY EVERY OTHER DISCIPLINE OF MOTORCYCLE COMPETITION. HE IS ALSO A TEENAGER WITH EYES ON A DIFFERENT KIND OF 125 COMPARED TO HIS EUROPEAN TITLE-WINNING SX. WE MADE THE SMILING YOUNGSTER GRIN EVEN MORE WHEN WE TOWED A POWERPARTS-DECKED KTM 125 DUKE TO ASSEN ON THE EVE OF THE GRAND PRIX OF THE NETHERLANDS. TALK ABOUT EXTRA BRAGGING RIGHTS IN THE PADDOCK… Poor Jorge Prado. The number ‘61’ is already carrying a weight on his adolescent shoulders. After the promise of success with the likes of Javier Garcia Vico, Jonathan Barragan and Jose Butron – all enjoying their best days in KTM colors – the ‘joven’ has had to live with the billing and hype of being Spain’s ‘next one’ or, as some whisper: ‘the one’.

In 2015 that expectation cranked up another notch as Jorge proved he was the best in Europe on a 125 and is now ready – at fifteen – to jump on a KTM 250 SX-F. Prado might be several years away from riding on the road but it doesn't stop his mouth watering at the Duke.

The youngster probably has more motorcycle-handling skill than a great majority of kids his age and the Duke is the ideal option for when it comes to getting his CBT and A1 license, in terms of the 11 kw power; having won rave reviews for the handling and sporty profile that it offers to first-time bikers looking for that initial rush of excitement of being on two wheels and on the asphalt.

At Assen and shortly before confirming his 2015 European Championship Jorge Prado was turning heads on the 125 Duke instead.

UNBOUND // RACING // PAGE 81

THE TOOLS AND THE TALENT Text: Adam Wheeler Pictures: Ray Archer

JORGE PRADO IS KTM’S FIFTEEN-YEAR-OLD EUROPEAN MOTOCROSS CHAMPION AND ON THE PATH TO STARDOM, AS SPANISH MX STRUGGLES TO CATCH UP WITH ACCOMPLISHMENTS THE NATION ENJOYS IN PRACTICALLY EVERY OTHER DISCIPLINE OF MOTORCYCLE COMPETITION. HE IS ALSO A TEENAGER WITH EYES ON A DIFFERENT KIND OF 125 COMPARED TO HIS EUROPEAN TITLE-WINNING SX. WE MADE THE SMILING YOUNGSTER GRIN EVEN MORE WHEN WE TOWED A POWERPARTS-DECKED KTM 125 DUKE TO ASSEN ON THE EVE OF THE GRAND PRIX OF THE NETHERLANDS. TALK ABOUT EXTRA BRAGGING RIGHTS IN THE PADDOCK… Poor Jorge Prado. The number ‘61’ is already carrying a weight on his adolescent shoulders. After the promise of success with the likes of Javier Garcia Vico, Jonathan Barragan and Jose Butron – all enjoying their best days in KTM colors – the ‘joven’ has had to live with the billing and hype of being Spain’s ‘next one’ or, as some whisper: ‘the one’.

In 2015 that expectation cranked up another notch as Jorge proved he was the best in Europe on a 125 and is now ready – at fifteen – to jump on a KTM 250 SX-F. Prado might be several years away from riding on the road but it doesn't stop his mouth watering at the Duke.

The youngster probably has more motorcycle-handling skill than a great majority of kids his age and the Duke is the ideal option for when it comes to getting his CBT and A1 license, in terms of the 11 kw power; having won rave reviews for the handling and sporty profile that it offers to first-time bikers looking for that initial rush of excitement of being on two wheels and on the asphalt.

At Assen and shortly before confirming his 2015 European Championship Jorge Prado was turning heads on the 125 Duke instead.

UNBOUND // RACING // PAGE 83 Prado abuses a berm on his title-winning SX 125. The teenager will jump on a KTM 250 SX-F in 2016 to continue his searing rise through the sport of motocross.

JORGE, IT'S A WHILE AWAY BUT ARE YOU INTERESTED IN RIDING ON THE ROAD? Definitely. I’m really interested and want to do it. The Duke is really easy to ride and I take confidence from how it brakes and feels; I think it is ideal for the road. I’ve looked into getting the licence but you need to be sixteen to get one here in Belgium.

If you ride normally and safely and don't do stupid things then I don't think it is too dangerous. For sure, in Belgium it is going to be more slippery on the roads (in the winter) so you have to be careful, but in the summer you can have perfect conditions for road riding. My friends either like bikes and racing – with one of my best friends who lives next door to my Grandfather we started riding trials together – or they don’t. They prefer football!

HOW LONG HAVE YOU BEEN IN BELGIUM NOW? Three school years already and now I will do my fourth. I really enjoy coming back to Spain but I know the best place to be is Belgium to ‘make it’ in this sport. I ride the Spanish Championship so I come back quite often and both places feel like home…

AND YOU STILL HAVE TO GO TO SCHOOL… Sure! I think I will do higher education as well. Right now I can do both things quite simply but I know a time will come when it will be hard to combine school and motocross.

CHECK OUT OUR NEW 125 DUKE VIDEO

»

ARE YOU REALLY READY TO BEAR THE WEIGHT OF SPANISH EXPECTATION ON YOUR SHOULDERS? Hmm, no! I’m just going to try and do my best. I think I am doing quite well at the moment. The results are there and I’m riding well…but I still need to improve a lot to be better. I need to learn. I need to be a bit stronger, physically, and mentally sometimes. More experience. A Spanish champion would definitely help motocross in Spain though, and I think we need it.

I HEARD A RUMOR ABOUT YOU AND A POSSIBLE SWITCH TO ROAD RACING A COUPLE OF YEARS AGO… Yes…I was given the chance to make a test by Sete Gibernau back in 2011 on a 100 Honda or something and I really liked the bike. I had a lot of fun but…I still preferred motocross. My grandfather loves MotoGP. He came with me to the test and, if it was his choice, then I know what I would be doing now! When it came to the decision then it was directly clear for me: motocross.

LASTLY, A BIKE LIKE THE 125 DUKE. WOULD IT BE SOMETHING YOU’D GO FOR? I haven’t seen many Dukes on the road around Lommel (Belgium). I definitely think it is a bike that would get some attention and I reckon anybody can ride it. I would ride it to the supermarket for something. I’d also ride it to go practicing; the others can go in the van!

YOU’VE BUZZED ABOUT ON IT ALREADY. WHAT’S YOUR FEELING ON THE BIKE? Really light and nimble. This year I struggled a bit getting used to my 125 cc race bike (KTM 125 SX) but getting on the Duke…it is hard to believe it is the same cc.

I cannot get on the road yet but I know something like this is perfect for when I do.

Like I said, I haven’t seen too many around Lommel so it would be great to stand out.

I like the extra parts as well…anything that makes a bike feel more ‘factory’!

LITTLE WONDER JORGE

'Someday…' does this young fan want the Duke or to be like Jorge?

Probably both…

JORGE PRADO DATE OF BIRTH January 5, 2001 in Lugo, Galicia, Spain HIS PASSION Motocross and BMXing

...WAS TURNING HEADS ON THE 125 DUKE; the model has been a solid seller for KTM since its launch in 2011 with almost 40,000 units shifted, and with a range of PowerParts additions the latest model was suped-up with an extra ‘edge’. Included on the 2015 version and Jorge’s toy was a ‘Factory’ graphics kit, aluminum orange hand guards, crash bars and rear & front crash pads. The Duke’s main selling points keep the bike at the forefront of the segment with ABS (that can be disengaged), telescopic upside-down forks, excellent braking thanks to the 300 mm Brembo front disc, low consumption and a very competitive price.

UNBOUND // RACING // PAGE 83 Prado abuses a berm on his title-winning SX 125. The teenager will jump on a KTM 250 SX-F in 2016 to continue his searing rise through the sport of motocross.

JORGE, IT'S A WHILE AWAY BUT ARE YOU INTERESTED IN RIDING ON THE ROAD? Definitely. I’m really interested and want to do it. The Duke is really easy to ride and I take confidence from how it brakes and feels; I think it is ideal for the road. I’ve looked into getting the licence but you need to be sixteen to get one here in Belgium.

If you ride normally and safely and don't do stupid things then I don't think it is too dangerous. For sure, in Belgium it is going to be more slippery on the roads (in the winter) so you have to be careful, but in the summer you can have perfect conditions for road riding. My friends either like bikes and racing – with one of my best friends who lives next door to my Grandfather we started riding trials together – or they don’t. They prefer football!

HOW LONG HAVE YOU BEEN IN BELGIUM NOW? Three school years already and now I will do my fourth. I really enjoy coming back to Spain but I know the best place to be is Belgium to ‘make it’ in this sport. I ride the Spanish Championship so I come back quite often and both places feel like home…

AND YOU STILL HAVE TO GO TO SCHOOL… Sure! I think I will do higher education as well. Right now I can do both things quite simply but I know a time will come when it will be hard to combine school and motocross.

CHECK OUT OUR NEW 125 DUKE VIDEO

»

ARE YOU REALLY READY TO BEAR THE WEIGHT OF SPANISH EXPECTATION ON YOUR SHOULDERS? Hmm, no! I’m just going to try and do my best. I think I am doing quite well at the moment. The results are there and I’m riding well…but I still need to improve a lot to be better. I need to learn. I need to be a bit stronger, physically, and mentally sometimes. More experience. A Spanish champion would definitely help motocross in Spain though, and I think we need it.

I HEARD A RUMOR ABOUT YOU AND A POSSIBLE SWITCH TO ROAD RACING A COUPLE OF YEARS AGO… Yes…I was given the chance to make a test by Sete Gibernau back in 2011 on a 100 Honda or something and I really liked the bike. I had a lot of fun but…I still preferred motocross. My grandfather loves MotoGP. He came with me to the test and, if it was his choice, then I know what I would be doing now! When it came to the decision then it was directly clear for me: motocross.

LASTLY, A BIKE LIKE THE 125 DUKE. WOULD IT BE SOMETHING YOU’D GO FOR? I haven’t seen many Dukes on the road around Lommel (Belgium). I definitely think it is a bike that would get some attention and I reckon anybody can ride it. I would ride it to the supermarket for something. I’d also ride it to go practicing; the others can go in the van!

YOU’VE BUZZED ABOUT ON IT ALREADY. WHAT’S YOUR FEELING ON THE BIKE? Really light and nimble. This year I struggled a bit getting used to my 125 cc race bike (KTM 125 SX) but getting on the Duke…it is hard to believe it is the same cc.

I cannot get on the road yet but I know something like this is perfect for when I do.

Like I said, I haven’t seen too many around Lommel so it would be great to stand out.

I like the extra parts as well…anything that makes a bike feel more ‘factory’!

LITTLE WONDER JORGE

'Someday…' does this young fan want the Duke or to be like Jorge?

Probably both…

JORGE PRADO DATE OF BIRTH January 5, 2001 in Lugo, Galicia, Spain HIS PASSION Motocross and BMXing

...WAS TURNING HEADS ON THE 125 DUKE; the model has been a solid seller for KTM since its launch in 2011 with almost 40,000 units shifted, and with a range of PowerParts additions the latest model was suped-up with an extra ‘edge’. Included on the 2015 version and Jorge’s toy was a ‘Factory’ graphics kit, aluminum orange hand guards, crash bars and rear & front crash pads. The Duke’s main selling points keep the bike at the forefront of the segment with ABS (that can be disengaged), telescopic upside-down forks, excellent braking thanks to the 300 mm Brembo front disc, low consumption and a very competitive price.

UNBOUND // LIFESTYLE // PAGE 85

Text: Peter Kavcic Pictures: Akrapovič

MISSION METAL IF THE ENGINE IS THE SOUL OF A MOTORCYCLE, THE EXHAUST GIVES IT A MOUTHPIECE.

EVERY ENGINE HAS ITS OWN, UNIQUE CHARACTER. SOME ENGINES ARE QUIETRUNNING, KEEPING A LOW PROFILE, OTHERS WILL ROAR SHAMELESSLY IN ALL THEIR GLORY. AND THEN, THERE ARE RACER ENGINES; FINE-TUNED MARVELS WITH THAT FEISTY ATTITUDE, MAKING YOU WANT MORE, GO FURTHER, DRIVE FASTER. An engine is very much like a living organism; it requires air and fuel to function, even more so to be able to perform at its best. The exhaust system is a vital part of that complex mechanical creation that gives character to a motorcycle as a whole, not only fuels its performance. But there is also another, a more emotional aspect: the exhaust is not merely an engineers' piece of work. When done right, it can also serve as a beautiful piece of art mounted on a bike. Even the toughest riders become sentimental when sunlight hits the right spot on that titanium header pipe. Pure beauty!

We are living in a world where ‘good’ doesn’t cut it anymore. When we reach the horizon, we begin to feel that urge to go further and explore the unknown. The same thing goes for a motorbike engine, and it doesn't matter whether we're talking about a 125 cc rookie or a 1,301 cc monster, whether we're dealing with one or two cylinders, with four or two strokes – the bottom line is that we will never stop searching for an even better performance, a better set up, better power curves and more, much more torque.

When you choose the appropriate exhaust system, you will finally feel that extra edge at the apex of a corner or simply achieve higher maximum speeds at the end of the straight. Moreover, the struggle for lighter vehicles and improved handling is neverending. Better handling of the motorbike would make for greater riding pleasures,

and not only that – it could make all the difference, shaving that tenth of a second off the racer’s lap, making him the ultimate champion on the podium.

The exhaust system is an important part of the weight-performance ratio; this is key if you wish to really enjoy the ride. And the pure joy of riding also shows the real difference between good riders and the best racers. When every single gram counts and every ounce of unnecessary weight worsens performance, space technology materials – such as titanium and carbon-fiber – are a sure key to success. Compared to stainless steel exhaust systems, others that are made of super strong, lightweight titanium alloy will shave off up to 50 % of weight. When the right tubes of optimal length and diameter are put together, with well calculated bends and curves that won’t pose any restrictions, but help exhaust fumes flowing through the tubes – this is the moment when we can discuss perfection. Only under these circumstances is the engine able to reach its full potential, making it freely haul and roar, using its maximum strength.

The engineer is much like a conductor. He is able to bring out the best in music – as an engineer would, through well balanced bits and pieces that make the engine run harmoniously. And the end result – if everything works as planned – is the best, most awe-inspiring concert in the world!

When a racer gives his all in a quest for the top spot on the podium, he is pushing the limits of his mind, his body, and his trusted machine. So go ahead, fine-tune your beast and let it spit fire, roaring with that sweet sound that will make your heart beat faster. Enjoy your ride – you and your bike richly deserve it.

UNBOUND // LIFESTYLE // PAGE 85

Text: Peter Kavcic Pictures: Akrapovič

MISSION METAL IF THE ENGINE IS THE SOUL OF A MOTORCYCLE, THE EXHAUST GIVES IT A MOUTHPIECE.

EVERY ENGINE HAS ITS OWN, UNIQUE CHARACTER. SOME ENGINES ARE QUIETRUNNING, KEEPING A LOW PROFILE, OTHERS WILL ROAR SHAMELESSLY IN ALL THEIR GLORY. AND THEN, THERE ARE RACER ENGINES; FINE-TUNED MARVELS WITH THAT FEISTY ATTITUDE, MAKING YOU WANT MORE, GO FURTHER, DRIVE FASTER. An engine is very much like a living organism; it requires air and fuel to function, even more so to be able to perform at its best. The exhaust system is a vital part of that complex mechanical creation that gives character to a motorcycle as a whole, not only fuels its performance. But there is also another, a more emotional aspect: the exhaust is not merely an engineers' piece of work. When done right, it can also serve as a beautiful piece of art mounted on a bike. Even the toughest riders become sentimental when sunlight hits the right spot on that titanium header pipe. Pure beauty!

We are living in a world where ‘good’ doesn’t cut it anymore. When we reach the horizon, we begin to feel that urge to go further and explore the unknown. The same thing goes for a motorbike engine, and it doesn't matter whether we're talking about a 125 cc rookie or a 1,301 cc monster, whether we're dealing with one or two cylinders, with four or two strokes – the bottom line is that we will never stop searching for an even better performance, a better set up, better power curves and more, much more torque.

When you choose the appropriate exhaust system, you will finally feel that extra edge at the apex of a corner or simply achieve higher maximum speeds at the end of the straight. Moreover, the struggle for lighter vehicles and improved handling is neverending. Better handling of the motorbike would make for greater riding pleasures,

and not only that – it could make all the difference, shaving that tenth of a second off the racer’s lap, making him the ultimate champion on the podium.

The exhaust system is an important part of the weight-performance ratio; this is key if you wish to really enjoy the ride. And the pure joy of riding also shows the real difference between good riders and the best racers. When every single gram counts and every ounce of unnecessary weight worsens performance, space technology materials – such as titanium and carbon-fiber – are a sure key to success. Compared to stainless steel exhaust systems, others that are made of super strong, lightweight titanium alloy will shave off up to 50 % of weight. When the right tubes of optimal length and diameter are put together, with well calculated bends and curves that won’t pose any restrictions, but help exhaust fumes flowing through the tubes – this is the moment when we can discuss perfection. Only under these circumstances is the engine able to reach its full potential, making it freely haul and roar, using its maximum strength.

The engineer is much like a conductor. He is able to bring out the best in music – as an engineer would, through well balanced bits and pieces that make the engine run harmoniously. And the end result – if everything works as planned – is the best, most awe-inspiring concert in the world!

When a racer gives his all in a quest for the top spot on the podium, he is pushing the limits of his mind, his body, and his trusted machine. So go ahead, fine-tune your beast and let it spit fire, roaring with that sweet sound that will make your heart beat faster. Enjoy your ride – you and your bike richly deserve it.

UNBOUND // COVER STORY // PAGE 87

TAKING IT TO THE EDGE

Text: Luke Brackenbury Pictures: Chippy Wood, Sebas Romero

KTM 1290 SUPER DUKE R SPECIAL EDITION VS. ZIVKO EDGE 540 INTERNAL COMBUSTION-ENGINED VEHICLES OF COMPLETELY OPPOSING TYPES SQUARING OFF AGAINST EACH OTHER IN A HIGH-ADRENALIN BATTLE: THIS NEVER FAILS TO GET THE PISTONS PUMPING IN ANY PETROLHEAD – AND AT UNBOUND, WE ARE NO DIFFERENT.

When we interviewed top acrobatic pilot, Hannes Arch, in issue #1 for the Heroes feature, the Austrian compared flying stunt planes with the finesse and skill required to ride a motorbike; only without the third dimension. He’d always wanted to be part of an elaborate stunt that mixed two of his biggest passions.

So here we are – one year later – in possibly the hardest place possible to stage this: the public roads that run through the Reschen Pass. This is where Austria meets northern Italy and is also a mountain pass across the main chain of the Alps; it includes a man-made reservoir on top of an old village that has its famous bell tower protruding from the water.

Pumped with PowerParts in the orange corner is the new for 2016 KTM 1290 SUPER DUKE R Special Edition.

Yes – the Beast has some sharp new clothes and more exotic metal parts to keep a fresh attitude and remind the world that, in terms of performance, this

naked motorcycle outclasses its rivals. We’re talking 173 hp and 144 Nm of torque housed in a lightweight chassis; its brutal V-twin performance barely tamed by leading electronics and top-level braking and chassis components.

In the Red Bull corner, the Zivko Aeronautics Edge 540.

The plane of choice for the world’s best acrobatic pilots, including multiple Red Bull Air Race winner and its pilot here, Hannes Arch. Stripped to the very basics yet still worth half a million pounds, it’s a single-minded, single-engine insulter of the laws of physics, one that can hypnotize all those who witness

its abilities, leaving them open-mouthed.

By definition, a race is won by being fastest around a given timed course or first past the chequered flag against at least one rival. Working to these criteria makes a fair contest between a motorcycle and a plane almost impossible, so instead these two contenders will flex their respective muscles in a series of point-scoring category challenges, across closed roads and the airspace of two countries. READY TO RACE!

UNBOUND // COVER STORY // PAGE 87

TAKING IT TO THE EDGE

Text: Luke Brackenbury Pictures: Chippy Wood, Sebas Romero

KTM 1290 SUPER DUKE R SPECIAL EDITION VS. ZIVKO EDGE 540 INTERNAL COMBUSTION-ENGINED VEHICLES OF COMPLETELY OPPOSING TYPES SQUARING OFF AGAINST EACH OTHER IN A HIGH-ADRENALIN BATTLE: THIS NEVER FAILS TO GET THE PISTONS PUMPING IN ANY PETROLHEAD – AND AT UNBOUND, WE ARE NO DIFFERENT.

When we interviewed top acrobatic pilot, Hannes Arch, in issue #1 for the Heroes feature, the Austrian compared flying stunt planes with the finesse and skill required to ride a motorbike; only without the third dimension. He’d always wanted to be part of an elaborate stunt that mixed two of his biggest passions.

So here we are – one year later – in possibly the hardest place possible to stage this: the public roads that run through the Reschen Pass. This is where Austria meets northern Italy and is also a mountain pass across the main chain of the Alps; it includes a man-made reservoir on top of an old village that has its famous bell tower protruding from the water.

Pumped with PowerParts in the orange corner is the new for 2016 KTM 1290 SUPER DUKE R Special Edition.

Yes – the Beast has some sharp new clothes and more exotic metal parts to keep a fresh attitude and remind the world that, in terms of performance, this

naked motorcycle outclasses its rivals. We’re talking 173 hp and 144 Nm of torque housed in a lightweight chassis; its brutal V-twin performance barely tamed by leading electronics and top-level braking and chassis components.

In the Red Bull corner, the Zivko Aeronautics Edge 540.

The plane of choice for the world’s best acrobatic pilots, including multiple Red Bull Air Race winner and its pilot here, Hannes Arch. Stripped to the very basics yet still worth half a million pounds, it’s a single-minded, single-engine insulter of the laws of physics, one that can hypnotize all those who witness

its abilities, leaving them open-mouthed.

By definition, a race is won by being fastest around a given timed course or first past the chequered flag against at least one rival. Working to these criteria makes a fair contest between a motorcycle and a plane almost impossible, so instead these two contenders will flex their respective muscles in a series of point-scoring category challenges, across closed roads and the airspace of two countries. READY TO RACE!

UNBOUND // COVER STORY // PAGE 89

COSTS KTM

ZIVKO

02 00

Perfomance-per-pound (or euro), there’s no contest – the bike is off to a winning start.

ENGINE KTM

ZIVKO

02 02

We could figuratively pull these engines apart to try and make a tedious comparison somehow, but the fact is they are both winners.

Before we take off we might as well discuss price. Not just anybody can buy a new Edge 540 – you have to be approved by the aerial acrobatics world before its company founder, William Zivko, will build you one. Even after you’ve handed over $ 400,000 you still need to get an engine, propeller and avionics to fly it. So let’s call it half a million dollars. Zivkos don’t come up on eBay very often, although at the end of the 2010 Red Bull Air Race season, German pilot Matthias Dolderer put one of his 540’s on JamesEdition for an undisclosed price. He had a spare, after all.

In comparison, you can have about 21 and a half 1290 Super Duke R Special Edition at € 21,198 each and KTM boss, Mr. Stefan Pierer, does not need to approve your purchase. You just need a valid motorcycle riding license to ride it and a certain disposition. The 1290 Special Edition comes loaded with top specification chassis components from WP Suspension, Brembo and cutting-edge electronic rider aids, co-developed with Bosch. It’s also fitted with a host of sexy KTM PowerParts and an exclusive paint job.

There’s no substitute for cubes! The 1290’s LC8 V-twin double overhead cam, four-valves-per-cylinder engine actually has a 1,301 cc capacity. This is no lazy cruiser motor but a real performance item banging out big beats of 173 hp and 144 Nm of torque. This compact engine evolved from Dakar-winning bikes and globe-conquering Adventure machines; it now boasts sophisticated electronic fuel injection with full ride-bywire and twin spark plugs for each cylinder.

Sitting in the nose of the Edge is a Lycoming Thunderbolt AEIO-540-EXP. The standardized engine for the Red Bull Air Race series is a transverse six-cylinder normally aspirated engine with fuel injection and inverted lubrication for aerobatic use. It is a relatively simple design but it utilizes its 8,874 cc capacity to make 300 hp and a torque figure close to 700 poundfoot.

Hannes says: “In aviation and especially acrobatics, it’s best to keep it simple – no surprises. The engine is an old design and so it runs likes an old tractor.

That’s the philosophy.”

The KTM’s 1,301 cc LC8 V-twin cylinder engine punches out an impressive 173 hp and 144 Nm of torque. Impressive. But the six-cylinder Lycoming Thunderbolt in the Zivko is over 6.8 times bigger and deliver almost 950 Nm!

UNBOUND // COVER STORY // PAGE 89

COSTS KTM

ZIVKO

02 00

Perfomance-per-pound (or euro), there’s no contest – the bike is off to a winning start.

ENGINE KTM

ZIVKO

02 02

We could figuratively pull these engines apart to try and make a tedious comparison somehow, but the fact is they are both winners.

Before we take off we might as well discuss price. Not just anybody can buy a new Edge 540 – you have to be approved by the aerial acrobatics world before its company founder, William Zivko, will build you one. Even after you’ve handed over $ 400,000 you still need to get an engine, propeller and avionics to fly it. So let’s call it half a million dollars. Zivkos don’t come up on eBay very often, although at the end of the 2010 Red Bull Air Race season, German pilot Matthias Dolderer put one of his 540’s on JamesEdition for an undisclosed price. He had a spare, after all.

In comparison, you can have about 21 and a half 1290 Super Duke R Special Edition at € 21,198 each and KTM boss, Mr. Stefan Pierer, does not need to approve your purchase. You just need a valid motorcycle riding license to ride it and a certain disposition. The 1290 Special Edition comes loaded with top specification chassis components from WP Suspension, Brembo and cutting-edge electronic rider aids, co-developed with Bosch. It’s also fitted with a host of sexy KTM PowerParts and an exclusive paint job.

There’s no substitute for cubes! The 1290’s LC8 V-twin double overhead cam, four-valves-per-cylinder engine actually has a 1,301 cc capacity. This is no lazy cruiser motor but a real performance item banging out big beats of 173 hp and 144 Nm of torque. This compact engine evolved from Dakar-winning bikes and globe-conquering Adventure machines; it now boasts sophisticated electronic fuel injection with full ride-bywire and twin spark plugs for each cylinder.

Sitting in the nose of the Edge is a Lycoming Thunderbolt AEIO-540-EXP. The standardized engine for the Red Bull Air Race series is a transverse six-cylinder normally aspirated engine with fuel injection and inverted lubrication for aerobatic use. It is a relatively simple design but it utilizes its 8,874 cc capacity to make 300 hp and a torque figure close to 700 poundfoot.

Hannes says: “In aviation and especially acrobatics, it’s best to keep it simple – no surprises. The engine is an old design and so it runs likes an old tractor.

That’s the philosophy.”

The KTM’s 1,301 cc LC8 V-twin cylinder engine punches out an impressive 173 hp and 144 Nm of torque. Impressive. But the six-cylinder Lycoming Thunderbolt in the Zivko is over 6.8 times bigger and deliver almost 950 Nm!

UNBOUND // COVER STORY // PAGE 91

CHASSIS KTM

ZIVKO

00 02

The Zivko wins for having a chassis required to withstand a lot more than the bike and to be taken apart regularly.

APPEARANCE KTM

ZIVKO

02 01

This is where the machines have a lot in common – a steel tubular main chassis. Steel is strong and, when designed right, it doesn't need a great amount of it to create a sturdy frame; it's also a much easier material to process than aluminum.

KTM has been using steel tubes for all of its production bikes for over 15 years and winning world championships with it for longer; supercross, motocross, enduro, Moto3, Dakar – even the firm’s new MotoGP challenger will use this style of frame.

The Zivko 540 is only 531 kg when not fueled or piloted; its steel fuselage supports lightweight carbon-fiber wings. It’s super simple in its construction but super effective in its execution. Oh, and it can withstand up to 10Gs of force. The Red Bull Air Race season is a world series and requires the planes to be disassembled three to four times a year for freighting; that means wings and tails being taken off.

Looks are always subjective and beauty is in the eye of the beholder, but despite all its performance and maneuverability, the Edge looks like a stereotypical single-seater plane that a child would draw; hardly art in motion. However, this plane gets a bonus point for the Red Bull graphics and KTM logo.

The 1290 Super Duke R, particularly with its stunning Special Edition paintwork, is distinctive and aggressive. The exposed orange trellis frame, matching wheels and exquisite single-side swing-arm is simply metal pornography; Craig Dent and his team at KISKA (see page 70) have really merged form and function here.

The 1290 Super Duke R can shift itself from stationary to 60 mph in less than 3.45 seconds and carry on to the quarter mile mark a further 7.48 seconds and 72.18 mph later (performance date from Bruce Dunn/MCN). It can also reach its top speed of 160 mph in 33 seconds.

It’s hard to find similar performance-data for the Zivko, although it does have a ridiculous rate of climb at 1,128 m/min (3,700 ft/min) from 425 meters.

pictures (and showing off). It’s a bit like a backwards wheelie, with no momentum. The race is nearly a no-contest when the rider and bike are nearly blown over as they turn around behind the aircraft – exposed to the propeller wash.

The KTM wins.

ACCELERATION KTM

ZIVKO

02 01

Although the bike is the clear winner here, the plane’s isn’t created for performance on the ground but has incredible pace when the 1290 is running out of gears.

We wanted Hannes to keep the plane on the floor as long as possible during take-off, to perform a practical, real time, side-by-side drag race. Unfortunately, that wasn’t possible on the relatively narrow AT180 Reschen road close to the Austrian border, despite the road being closed to traffics for take-offs and landings.

After a short taxi, the plane is facing the wind and pointing in the direction of Italy. Hannes spins the Thunderbolt engine to maximum thrust and holds the plane level, with the back wheel off the floor, for

With both machines in position and the flag dropped, the plane accelerates slowly. The rider is short-shifting the 1290 through the gearbox at low revs to avoid running into the wing. At just over 90 mph the Zivko gets into its stride and the bike is having to work harder, the rider fully tucked in and the throttle pinned. At around 600 meters of the 800-meter temporary runway the bike is at the top of fifth gear and full throttle; at 140 mph the plane pulls away hard from the bike and takes off, making an incredible noise. The bike accelerates harder than the plane, up to speeds that would see you lose your license and possibly do some jail time if you were caught.

UNBOUND // COVER STORY // PAGE 91

CHASSIS KTM

ZIVKO

00 02

The Zivko wins for having a chassis required to withstand a lot more than the bike and to be taken apart regularly.

APPEARANCE KTM

ZIVKO

02 01

This is where the machines have a lot in common – a steel tubular main chassis. Steel is strong and, when designed right, it doesn't need a great amount of it to create a sturdy frame; it's also a much easier material to process than aluminum.

KTM has been using steel tubes for all of its production bikes for over 15 years and winning world championships with it for longer; supercross, motocross, enduro, Moto3, Dakar – even the firm’s new MotoGP challenger will use this style of frame.

The Zivko 540 is only 531 kg when not fueled or piloted; its steel fuselage supports lightweight carbon-fiber wings. It’s super simple in its construction but super effective in its execution. Oh, and it can withstand up to 10Gs of force. The Red Bull Air Race season is a world series and requires the planes to be disassembled three to four times a year for freighting; that means wings and tails being taken off.

Looks are always subjective and beauty is in the eye of the beholder, but despite all its performance and maneuverability, the Edge looks like a stereotypical single-seater plane that a child would draw; hardly art in motion. However, this plane gets a bonus point for the Red Bull graphics and KTM logo.

The 1290 Super Duke R, particularly with its stunning Special Edition paintwork, is distinctive and aggressive. The exposed orange trellis frame, matching wheels and exquisite single-side swing-arm is simply metal pornography; Craig Dent and his team at KISKA (see page 70) have really merged form and function here.

The 1290 Super Duke R can shift itself from stationary to 60 mph in less than 3.45 seconds and carry on to the quarter mile mark a further 7.48 seconds and 72.18 mph later (performance date from Bruce Dunn/MCN). It can also reach its top speed of 160 mph in 33 seconds.

It’s hard to find similar performance-data for the Zivko, although it does have a ridiculous rate of climb at 1,128 m/min (3,700 ft/min) from 425 meters.

pictures (and showing off). It’s a bit like a backwards wheelie, with no momentum. The race is nearly a no-contest when the rider and bike are nearly blown over as they turn around behind the aircraft – exposed to the propeller wash.

The KTM wins.

ACCELERATION KTM

ZIVKO

02 01

Although the bike is the clear winner here, the plane’s isn’t created for performance on the ground but has incredible pace when the 1290 is running out of gears.

We wanted Hannes to keep the plane on the floor as long as possible during take-off, to perform a practical, real time, side-by-side drag race. Unfortunately, that wasn’t possible on the relatively narrow AT180 Reschen road close to the Austrian border, despite the road being closed to traffics for take-offs and landings.

After a short taxi, the plane is facing the wind and pointing in the direction of Italy. Hannes spins the Thunderbolt engine to maximum thrust and holds the plane level, with the back wheel off the floor, for

With both machines in position and the flag dropped, the plane accelerates slowly. The rider is short-shifting the 1290 through the gearbox at low revs to avoid running into the wing. At just over 90 mph the Zivko gets into its stride and the bike is having to work harder, the rider fully tucked in and the throttle pinned. At around 600 meters of the 800-meter temporary runway the bike is at the top of fifth gear and full throttle; at 140 mph the plane pulls away hard from the bike and takes off, making an incredible noise. The bike accelerates harder than the plane, up to speeds that would see you lose your license and possibly do some jail time if you were caught.

UNBOUND // COVER STORY // PAGE 93

NOISE KTM

ZIVKO

01 02

The plane has to win this for being super loud.

HANDLING So we will let the point scoring continue into the next category…

STUNTING SPEED KTM

ZIVKO

01 02

BOOM!!!

BRAKES KTM

ZIVKO

02 00

Another tough one to call, but the bike can slow down faster than it can accelerate on just a tiny contact patch of rubber. It wins.

The KTM’s 160 mph (tested by MCN) is just remarkable when you consider that aerodynamics are not working in the big naked bike's favor. Longer gearing at the sacrifice of acceleration could yield higher results, with a slippery rider boasting incredible neck muscles in the saddle.

But the Zivko was always going to win this match with an impressive 265 mph (426 kph) top speed. More impressive is that the Zivko has a stall-speed of just 58 mph – the minimum steady flight speed at which

The 1290 Super Duke R boasts two of Brembo’s incredible M50 calipers at the front, biting down hard on twin 320 mm discs. Although there’s huge amounts of power and feel at the lever of the matching Brembo master cylinder, leading ABS from Bosch adds a further helping hand. The bike can decelerate faster than it accelerates – 112 km/h to stationary in 3.65 seconds, taking just 52 meters. It needs another half a second to do the same in reverse. Both are incredible figures.

the aircraft is still controllable; this is literally floating on air. Using speed of a different kind – i.e. internally – the KTM's twin cylinder’s huge pistons reach their peak power at 8,865 rpm, heading up and down the bore at about 47 mph. In comparison, the spec of this Wyoming engine is capped at 2,900 rpm – yet with pistons of 1,479 cc capacity going up and down you’d want to keep them slow. Anything but slow are the tips of the 540's propeller, that can reach supersonic speeds.

The plane has to be slowed in different ways. On the ground, independently controlled two-piston calipers are basic but effective in grasping 220 mm discs.

In the air, there are many ways to slow it down, but a technique like sideslipping makes the plane aerodynamically inefficient; this is when the length of fuselage is pointed towards its forward flight path, so as to act as a brake.

KTM

ZIVKO

01 02

It’s a lot harder to get a pilot’s license, but the plane gets it. Just.

Actually, this is an important category. The 540’s aggressive wasp-like noise when it pulls out of a steep dive can be heard for miles around – it’s almost a scary sound, one that can't be ignored. But the Akrapovič titanium silencer', fitted to the ‘Special Edition’ as standard, has a removable baffle to let the Beast really bark. By removing this, its V-twin thump bounces off the walls of surrounding Alps long after the bike has disappeared from sight.

The KTM is fitted with top-of-range suspension components from WP Suspension, for a chassis developed with the help of former MotoGP rider, Jeremy McWilliams. This is a naked bike that can – and repeatedly does – embarrass sports bikes on road and track.

‘READY TO RACE’ is more than a marketing slogan for KTM as this is how all the bikes are made – light and sporty. The bike is built to work across a lot of riding

This is what the Zivko is all about – a plane built for doing insane tricks; that's why it's the choice of elite acrobatic pilots. The Edge can also barrel roll 360 degrees in 0.9 seconds and the top pilots can perform acrobatics that pirouette on every single axis, to make the plane appear that it is falling out of the sky. With ease, Hannes swooped in front and behind around the half-submerged Graun im Vinschgau bell tower, only meters from it and from the reservoir. Even more impressive was flying upside-down at super slow speed over the bridge at the foot of the dam.

parameters, while the main focus is on slaying corners.

It does this while remaining stable in a wide variety of riding situations.

The Zivko is actually made with magic and seems able to bend gravity when the pilot makes just the slightest movement.

It may not be able to fly, but the 1290 can pull off its own blend of acrobatics. With the traction control off, the Super Duke can wheelie all day long. We’ve seen a video of development rider and former MotoGP rider, Jeremy McWilliams, picking the bike up in fifth gear onto the back wheel. FIFTH GEAR?! Brembo brakes make for excellent stoppies and SMOKING burnouts, while the seemingly endless amount of torque can produce power slides – all in controlled environments performed by a professional rider, of course.

UNBOUND // COVER STORY // PAGE 93

NOISE KTM

ZIVKO

01 02

The plane has to win this for being super loud.

HANDLING So we will let the point scoring continue into the next category…

STUNTING SPEED KTM

ZIVKO

01 02

BOOM!!!

BRAKES KTM

ZIVKO

02 00

Another tough one to call, but the bike can slow down faster than it can accelerate on just a tiny contact patch of rubber. It wins.

The KTM’s 160 mph (tested by MCN) is just remarkable when you consider that aerodynamics are not working in the big naked bike's favor. Longer gearing at the sacrifice of acceleration could yield higher results, with a slippery rider boasting incredible neck muscles in the saddle.

But the Zivko was always going to win this match with an impressive 265 mph (426 kph) top speed. More impressive is that the Zivko has a stall-speed of just 58 mph – the minimum steady flight speed at which

The 1290 Super Duke R boasts two of Brembo’s incredible M50 calipers at the front, biting down hard on twin 320 mm discs. Although there’s huge amounts of power and feel at the lever of the matching Brembo master cylinder, leading ABS from Bosch adds a further helping hand. The bike can decelerate faster than it accelerates – 112 km/h to stationary in 3.65 seconds, taking just 52 meters. It needs another half a second to do the same in reverse. Both are incredible figures.

the aircraft is still controllable; this is literally floating on air. Using speed of a different kind – i.e. internally – the KTM's twin cylinder’s huge pistons reach their peak power at 8,865 rpm, heading up and down the bore at about 47 mph. In comparison, the spec of this Wyoming engine is capped at 2,900 rpm – yet with pistons of 1,479 cc capacity going up and down you’d want to keep them slow. Anything but slow are the tips of the 540's propeller, that can reach supersonic speeds.

The plane has to be slowed in different ways. On the ground, independently controlled two-piston calipers are basic but effective in grasping 220 mm discs.

In the air, there are many ways to slow it down, but a technique like sideslipping makes the plane aerodynamically inefficient; this is when the length of fuselage is pointed towards its forward flight path, so as to act as a brake.

KTM

ZIVKO

01 02

It’s a lot harder to get a pilot’s license, but the plane gets it. Just.

Actually, this is an important category. The 540’s aggressive wasp-like noise when it pulls out of a steep dive can be heard for miles around – it’s almost a scary sound, one that can't be ignored. But the Akrapovič titanium silencer', fitted to the ‘Special Edition’ as standard, has a removable baffle to let the Beast really bark. By removing this, its V-twin thump bounces off the walls of surrounding Alps long after the bike has disappeared from sight.

The KTM is fitted with top-of-range suspension components from WP Suspension, for a chassis developed with the help of former MotoGP rider, Jeremy McWilliams. This is a naked bike that can – and repeatedly does – embarrass sports bikes on road and track.

‘READY TO RACE’ is more than a marketing slogan for KTM as this is how all the bikes are made – light and sporty. The bike is built to work across a lot of riding

This is what the Zivko is all about – a plane built for doing insane tricks; that's why it's the choice of elite acrobatic pilots. The Edge can also barrel roll 360 degrees in 0.9 seconds and the top pilots can perform acrobatics that pirouette on every single axis, to make the plane appear that it is falling out of the sky. With ease, Hannes swooped in front and behind around the half-submerged Graun im Vinschgau bell tower, only meters from it and from the reservoir. Even more impressive was flying upside-down at super slow speed over the bridge at the foot of the dam.

parameters, while the main focus is on slaying corners.

It does this while remaining stable in a wide variety of riding situations.

The Zivko is actually made with magic and seems able to bend gravity when the pilot makes just the slightest movement.

It may not be able to fly, but the 1290 can pull off its own blend of acrobatics. With the traction control off, the Super Duke can wheelie all day long. We’ve seen a video of development rider and former MotoGP rider, Jeremy McWilliams, picking the bike up in fifth gear onto the back wheel. FIFTH GEAR?! Brembo brakes make for excellent stoppies and SMOKING burnouts, while the seemingly endless amount of torque can produce power slides – all in controlled environments performed by a professional rider, of course.

UNBOUND // COVER STORY // PAGE 95

FUEL RANGE KTM

ZIVKO

02 02

As both of these vehicles present the opportunity to burn fossil fuels in the most fun and spectacular style possible without caring that much about MPG figures, they both win.

The 540 Edge has three fuel tanks; one in each wing and one in the fuselage. For acrobatics, only the 72-liter fuselage tank is allowed to be used; this is due to the extreme roll-rate of the plane, because the fuel in the wing tanks would get thrown to the edge of the wingtips and punch out the final support rib. Not ideal.

With consumption of around 1.5 liters a minute for acrobatic flight, the pilot really wants to be landing after 45 minutes. But for normal flying, with use of all tanks, Hannes only likes to fly for two hours at a time.

The 1290 boasts an 18-liter tank and its range is really dependent on the rider, their right wrist and the type of riding. Circuit use will have a dramatic effect on consumption, but road riding will see around 230300 kilometers.

COMFORT KTM

ZIVKO

01 01

Let’s call this a draw.

Neither of these machines had comfort high on the list of priorities when being created, but the 1290 somehow manages an impressive amount of wind protection and ergonomics that don't make a chiropractor's services necessary after a full day in the saddle – but only if you keep big speeds on motorways down. Another bonus with the Special Edition is the inclusion of the PowerParts Ergo seat – sportier and more comfortable than the base model’s perch.

The Zivko barely has enough space for the pilot, but the seat and harness is designed to hold you firmly in place with enough space to wear a parachute – this is comforting, in a different way. There’s also a cabin heater and a canopy to keep the rain and wind out.

Hannes says, “Once you get in there it’s comfortable, more comfy than a bike. Plus I’m not facing the wind as I’m covered. But inside it is loud, though. At over 200 knots it’s not the engine that makes it loud, but the tips of the propeller running close to supersonic speeds.”

PASSENGER KTM

ZIVKO

02 -1

There’s only just room for the pilot in the Edge, but a dual-seat 540 T version does exist. Not sure we’d like a ride in that. The Super Duke R is ready for those brave enough to come along for the ride, footrests fitted and a pillion Ergo seat, complete with a strap to hold onto, for the ride of your life.

The Super Duke wins and the plane loses a point for not sharing the fun and being selfish.

MAINTENANCE KTM

ZIVKO

02 00

The plane needs a dedicated ground crew, the bike just needs a dedicated pilot.

The Zivko is constantly examined throughout the Red Bull Air Race season and gets a yearly very thorough annual inspection. As the series take place worldwide the airframe gets disassembled three to four times a year for freighting; that gives the teams another good opportunity to get close up to the plane.

The plane is flown about 2-3 hours at each race and the engine is only cruising if it is flown to the event itself. Every 50 hours there’s an intensive maintenance check and then again at 100 hours or annually, whichever comes first. A normal Lycoming engine would have 1,400 hours use between overhauls, but the Air Race boys run them at full throttle, and regularly on and off the power, so they are a little harder on them. Nigel Dickinson, Team Arch chief technician: “Aviation maintenance is very regimented and we keep a hugely detailed list of the components on the plane in terms of when they were fitted, last inspected etc. Every night of a race meeting, I pull all the covers off the engine for a general inspection and change the oil after every 5 hours, along with a simple service. The schedule says this can be done every 25 hours, but it’s no harm to do this. I’ll inspect the old oil, filter and the spark plugs at the same time.”

The KTM needs its first service after the first 965 km of running in, then – if the oil level is regularly checked – it’s service schedule is every 15,000 km or once a year. Every motorcyclist should regularly inspect their bikes with regard to jobs for which no special training is needed, particularly checking tire pressures, coolant and brake fluid level and brake-pad wear.

Not forgetting lubing and adjusting the chain. And cleaning it.

UNBOUND // COVER STORY // PAGE 95

FUEL RANGE KTM

ZIVKO

02 02

As both of these vehicles present the opportunity to burn fossil fuels in the most fun and spectacular style possible without caring that much about MPG figures, they both win.

The 540 Edge has three fuel tanks; one in each wing and one in the fuselage. For acrobatics, only the 72-liter fuselage tank is allowed to be used; this is due to the extreme roll-rate of the plane, because the fuel in the wing tanks would get thrown to the edge of the wingtips and punch out the final support rib. Not ideal.

With consumption of around 1.5 liters a minute for acrobatic flight, the pilot really wants to be landing after 45 minutes. But for normal flying, with use of all tanks, Hannes only likes to fly for two hours at a time.

The 1290 boasts an 18-liter tank and its range is really dependent on the rider, their right wrist and the type of riding. Circuit use will have a dramatic effect on consumption, but road riding will see around 230300 kilometers.

COMFORT KTM

ZIVKO

01 01

Let’s call this a draw.

Neither of these machines had comfort high on the list of priorities when being created, but the 1290 somehow manages an impressive amount of wind protection and ergonomics that don't make a chiropractor's services necessary after a full day in the saddle – but only if you keep big speeds on motorways down. Another bonus with the Special Edition is the inclusion of the PowerParts Ergo seat – sportier and more comfortable than the base model’s perch.

The Zivko barely has enough space for the pilot, but the seat and harness is designed to hold you firmly in place with enough space to wear a parachute – this is comforting, in a different way. There’s also a cabin heater and a canopy to keep the rain and wind out.

Hannes says, “Once you get in there it’s comfortable, more comfy than a bike. Plus I’m not facing the wind as I’m covered. But inside it is loud, though. At over 200 knots it’s not the engine that makes it loud, but the tips of the propeller running close to supersonic speeds.”

PASSENGER KTM

ZIVKO

02 -1

There’s only just room for the pilot in the Edge, but a dual-seat 540 T version does exist. Not sure we’d like a ride in that. The Super Duke R is ready for those brave enough to come along for the ride, footrests fitted and a pillion Ergo seat, complete with a strap to hold onto, for the ride of your life.

The Super Duke wins and the plane loses a point for not sharing the fun and being selfish.

MAINTENANCE KTM

ZIVKO

02 00

The plane needs a dedicated ground crew, the bike just needs a dedicated pilot.

The Zivko is constantly examined throughout the Red Bull Air Race season and gets a yearly very thorough annual inspection. As the series take place worldwide the airframe gets disassembled three to four times a year for freighting; that gives the teams another good opportunity to get close up to the plane.

The plane is flown about 2-3 hours at each race and the engine is only cruising if it is flown to the event itself. Every 50 hours there’s an intensive maintenance check and then again at 100 hours or annually, whichever comes first. A normal Lycoming engine would have 1,400 hours use between overhauls, but the Air Race boys run them at full throttle, and regularly on and off the power, so they are a little harder on them. Nigel Dickinson, Team Arch chief technician: “Aviation maintenance is very regimented and we keep a hugely detailed list of the components on the plane in terms of when they were fitted, last inspected etc. Every night of a race meeting, I pull all the covers off the engine for a general inspection and change the oil after every 5 hours, along with a simple service. The schedule says this can be done every 25 hours, but it’s no harm to do this. I’ll inspect the old oil, filter and the spark plugs at the same time.”

The KTM needs its first service after the first 965 km of running in, then – if the oil level is regularly checked – it’s service schedule is every 15,000 km or once a year. Every motorcyclist should regularly inspect their bikes with regard to jobs for which no special training is needed, particularly checking tire pressures, coolant and brake fluid level and brake-pad wear.

Not forgetting lubing and adjusting the chain. And cleaning it.

UNBOUND // COVER STORY // PAGE 97

TIRES KTM

ZIVKO

02 01

It’s another win for the bike, but a bonus point for the plane.

Those two round hoops of rubber are possibly the most important part of a bike, aside from the engine. Grip is everything, especially when there’s nothing to balance a bike from falling over. The Super Duke uses Dunlop SportSmart 2 because they offer excellent performance for sports machines in a wide parameter of temperatures and weather. The 190-mm-wide rear rubber can handle the torque of the Beast, without coming apart like wet tissue, and the front can handle the awesome stopping power of the twin discs on the front wheel. Motorcycle tires – particularly on performance machines such as this – really do have to do a big job with such a small contact patch.

Tires are pretty important on the plane, too, seeing as it isn’t constantly in the air and the Zivko doesn’t land on water. Discounting the tail item, the fixed-position landing gear wheels get about a season and a half of Air Race use. Inflated to 50 psi, they get worn out from landings – sometimes causing flat spots – or from punctures. Nigel Dickinson, Team Arch chief technician, “The Air Race series allows us one inch of clearance between the wheel fairing and the ground. Trouble is, if we get a flat tire we are then running about minus two inches of clearances and that can make a bit of a mess to the fairing.”

DASHBOARD KTM

ZIVKO

01 01

It’s a draw.

The Super Duke has a mix of classic and modern; the central analogue needle reading of RPM is sandwiched between two digital displays. The right side shows speed, fuel capacity, engine temperature, current gear, time and selected riding mode. On the left is the menu screen, activated by a mode switch on the left bar. This is for setting and displaying all the bike’s various electronic functions – like traction control and ABS – along with the trip function. The bike also allows the rider to choose their favorite status readings to display, such as ambient

temperature, MPG, ride mode, battery power, fuel range, etc. All very neat. Instruments are super important to a pilot, so sunk into the Edge’s carbon-fiber dashboard are a host of displays flanked by chunky switches. There’s two altimeters (in feet), two airspeeds (in knots and MPH), altitude encoder, compass, G-meter, MAC trim system, intercom system. We particularly like the smoke switch and red push-to-start button.

In the stunting stakes, a static burnout from the bike cannot compete against a plane trailing smoke, travelling upside-down at over 140 km/h only 10 meters above a bridge lined with street lights.

UNBOUND // COVER STORY // PAGE 97

TIRES KTM

ZIVKO

02 01

It’s another win for the bike, but a bonus point for the plane.

Those two round hoops of rubber are possibly the most important part of a bike, aside from the engine. Grip is everything, especially when there’s nothing to balance a bike from falling over. The Super Duke uses Dunlop SportSmart 2 because they offer excellent performance for sports machines in a wide parameter of temperatures and weather. The 190-mm-wide rear rubber can handle the torque of the Beast, without coming apart like wet tissue, and the front can handle the awesome stopping power of the twin discs on the front wheel. Motorcycle tires – particularly on performance machines such as this – really do have to do a big job with such a small contact patch.

Tires are pretty important on the plane, too, seeing as it isn’t constantly in the air and the Zivko doesn’t land on water. Discounting the tail item, the fixed-position landing gear wheels get about a season and a half of Air Race use. Inflated to 50 psi, they get worn out from landings – sometimes causing flat spots – or from punctures. Nigel Dickinson, Team Arch chief technician, “The Air Race series allows us one inch of clearance between the wheel fairing and the ground. Trouble is, if we get a flat tire we are then running about minus two inches of clearances and that can make a bit of a mess to the fairing.”

DASHBOARD KTM

ZIVKO

01 01

It’s a draw.

The Super Duke has a mix of classic and modern; the central analogue needle reading of RPM is sandwiched between two digital displays. The right side shows speed, fuel capacity, engine temperature, current gear, time and selected riding mode. On the left is the menu screen, activated by a mode switch on the left bar. This is for setting and displaying all the bike’s various electronic functions – like traction control and ABS – along with the trip function. The bike also allows the rider to choose their favorite status readings to display, such as ambient

temperature, MPG, ride mode, battery power, fuel range, etc. All very neat. Instruments are super important to a pilot, so sunk into the Edge’s carbon-fiber dashboard are a host of displays flanked by chunky switches. There’s two altimeters (in feet), two airspeeds (in knots and MPH), altitude encoder, compass, G-meter, MAC trim system, intercom system. We particularly like the smoke switch and red push-to-start button.

In the stunting stakes, a static burnout from the bike cannot compete against a plane trailing smoke, travelling upside-down at over 140 km/h only 10 meters above a bridge lined with street lights.

UNBOUND // COVER STORY // PAGE 99

KTM

ZIVKO

16 10

At 16 points to ten, the KTM triumphs over the plane.

Yes, the scorecard on this fight could be argued until fossil fuel runs out, but these are our rules in our game and that’s that.

To be fair to the Zivko, it’s a purpose-built airplane with just one intended purpose – we 100% love that and could watch Hannes at its controls all day. It’s the current Red Bull Air Race champion and used by the majority of pilots in the series, which is a credit to its abilities.

In 2016 the KTM 1290 SUPER DUKE R has enhanced itself with the Special Edition version – it doesn't need to improve on the insane performance but adds another dimension to the already-super machine.

Road or track, scraping pegs or scuffing knee sliders, taking it easy or head-down without blinking, the 1290 is a bike that will react to a rider’s moods and cause a stir wherever it is.

“For sure all these facts and comparisons are quite difficult to make or are just numbers, but seeing the performance of the bike – especially the acceleration – from a perspective that very little people will ever experience was really quite cool and very surprising.

Would have I wanted to change position and be on the bike? No. Not in this situation. I know what I can do on two wheels; how I can ride, what my limits are. And, besides this fact, I wouldn’t want to have someone like me in a plane like this up my ass.”

BY HANNES ARCH

CHECK OUT OUR MAKING-OF VIDEO AT:

TECHNICAL SPECIFICATIONS ZIVKO 540 EDGE CREW 1 LENGTH 6.27 m WINGSPAN 7.42 m HEIGHT 2.87 m LOADED WEIGHT 703 kg (1,550 lb) MAX. TAKEOFF WEIGHT 816 kg (1,800 lb) ENGINE 1 × modified six-cylinder air-cooled horizontally

opposed Lycoming ‘Thunderbolt AEIO-540’ with

Hartzell composite, 3-blade propeller POWER 300 hp (254 kW) @ 2,700 rpm MAXIMUM SPEED 426 kph / 265 mph ROLL RATE 420°/sec FUEL CAPACITY Fuselage tank, 19 gallon (72 liter)

Wing tanks, 44 gal (166 liters) PRICE $ 500,000 est. www.zivko.com

KTM 1290 SUPER DUKE R Special Edition CREW 1 (essential), 2 (optional) LENGTH 1.482 m +/-15 mm WINGSPAN N/A HEIGHT 835 mm (seat from ground) GROUND CLEARANCE 140 mm LOADED WEIGHT 189 kg MAX. TAKEOFF WEIGHT It can’t fly. Maybe if it had wings...

ENGINE 1 × standard twin-cylinder, liquid-cooled 75° V

configuration ‘LC8’ with 4 valves per cylinder POWER 173 hp (127 kW ) @ 8,865 rpm TORQUE 144 Nm @ 7,750 rpm MAXIMUM SPEED (257.5 kph/160 mph)* ROLL RATE N/A FUEL CAPACITY 18 liters/3.5 liter reserve PRICE € 21,198 www.ktm.com

* figure from Motorcycle News

CONCLUSION

Calm before the storm as the KTM 1290 SUPER DUKE R Special Edition and Edge 540 go nose-to-nose outside the awesome Hangar 7 in Salzburg – home to the Flying Bulls www.hangar-7.com

UNBOUND // COVER STORY // PAGE 99

KTM

ZIVKO

16 10

At 16 points to ten, the KTM triumphs over the plane.

Yes, the scorecard on this fight could be argued until fossil fuel runs out, but these are our rules in our game and that’s that.

To be fair to the Zivko, it’s a purpose-built airplane with just one intended purpose – we 100% love that and could watch Hannes at its controls all day. It’s the current Red Bull Air Race champion and used by the majority of pilots in the series, which is a credit to its abilities.

In 2016 the KTM 1290 SUPER DUKE R has enhanced itself with the Special Edition version – it doesn't need to improve on the insane performance but adds another dimension to the already-super machine.

Road or track, scraping pegs or scuffing knee sliders, taking it easy or head-down without blinking, the 1290 is a bike that will react to a rider’s moods and cause a stir wherever it is.

“For sure all these facts and comparisons are quite difficult to make or are just numbers, but seeing the performance of the bike – especially the acceleration – from a perspective that very little people will ever experience was really quite cool and very surprising.

Would have I wanted to change position and be on the bike? No. Not in this situation. I know what I can do on two wheels; how I can ride, what my limits are. And, besides this fact, I wouldn’t want to have someone like me in a plane like this up my ass.”

BY HANNES ARCH

CHECK OUT OUR MAKING-OF VIDEO AT:

TECHNICAL SPECIFICATIONS ZIVKO 540 EDGE CREW 1 LENGTH 6.27 m WINGSPAN 7.42 m HEIGHT 2.87 m LOADED WEIGHT 703 kg (1,550 lb) MAX. TAKEOFF WEIGHT 816 kg (1,800 lb) ENGINE 1 × modified six-cylinder air-cooled horizontally

opposed Lycoming ‘Thunderbolt AEIO-540’ with

Hartzell composite, 3-blade propeller POWER 300 hp (254 kW) @ 2,700 rpm MAXIMUM SPEED 426 kph / 265 mph ROLL RATE 420°/sec FUEL CAPACITY Fuselage tank, 19 gallon (72 liter)

Wing tanks, 44 gal (166 liters) PRICE $ 500,000 est. www.zivko.com

KTM 1290 SUPER DUKE R Special Edition CREW 1 (essential), 2 (optional) LENGTH 1.482 m +/-15 mm WINGSPAN N/A HEIGHT 835 mm (seat from ground) GROUND CLEARANCE 140 mm LOADED WEIGHT 189 kg MAX. TAKEOFF WEIGHT It can’t fly. Maybe if it had wings...

ENGINE 1 × standard twin-cylinder, liquid-cooled 75° V

configuration ‘LC8’ with 4 valves per cylinder POWER 173 hp (127 kW ) @ 8,865 rpm TORQUE 144 Nm @ 7,750 rpm MAXIMUM SPEED (257.5 kph/160 mph)* ROLL RATE N/A FUEL CAPACITY 18 liters/3.5 liter reserve PRICE € 21,198 www.ktm.com

* figure from Motorcycle News

CONCLUSION

Calm before the storm as the KTM 1290 SUPER DUKE R Special Edition and Edge 540 go nose-to-nose outside the awesome Hangar 7 in Salzburg – home to the Flying Bulls www.hangar-7.com

UNBOUND // PEOPLE // PAGE 101

Text: Peter Ziegler Pictures: Janez Kocbek

WHENEVER A PROFESSIONAL RACER DELIVERS SKILLFUL WHEELIES AND BURNOUTS AFTER CROSSING THE CHEQUERED FLAG, AMBITIOUS HOBBY RIDERS ARE HARD PRESSED NOT TO GRIN, EVEN IF THEY HAVE NEVER DONE SUCH A THING THEMSELVES. NEVER HAVE I SEEN A MOTORCYCLIST FAIL TO START RAVING AT THIS POINT, WISHING HE COULD ONE DAY SHOW HIS MATES HOW TO EXIT A TURN WITH A FLOURISH, IN THE GUISE OF A COMPETENT WHEELIE. IT MAY BE PROHIBITED ON THE ROAD BUT IT IS STILL A SIGHT TO SEE.

But at what point do you decide to subject your very own bike to such an act? The one you clean after each ride, and where you fret at every scratch? Although in fact, considerations like these have started burning themselves into our brains very early on. It happened the day we first saw a hero like Evel Knievel or Robbie Maddison do things so unbelievable that, as a child, you immediately wanted to imitate them. And you did, although you hopefully toned it down some. The earliest signs of the future stunt rider. While only a small fraction of us kept pursuing this career as an adolescent, the others kept dreaming of spectacular stunts in front of the ice-cream parlor.

Every motorcyclist is left slack-jawed when watching a set of stunt rider Rok Bagoroš, but only in the rarest cases would you get the notion of trying to do this stuff yourself without professional assistance. Which brings us to the issue of the day: a training course with KTM stunt rider Rok Bagoroš.

Listen and repeat

UNBOUND // PEOPLE // PAGE 101

Text: Peter Ziegler Pictures: Janez Kocbek

WHENEVER A PROFESSIONAL RACER DELIVERS SKILLFUL WHEELIES AND BURNOUTS AFTER CROSSING THE CHEQUERED FLAG, AMBITIOUS HOBBY RIDERS ARE HARD PRESSED NOT TO GRIN, EVEN IF THEY HAVE NEVER DONE SUCH A THING THEMSELVES. NEVER HAVE I SEEN A MOTORCYCLIST FAIL TO START RAVING AT THIS POINT, WISHING HE COULD ONE DAY SHOW HIS MATES HOW TO EXIT A TURN WITH A FLOURISH, IN THE GUISE OF A COMPETENT WHEELIE. IT MAY BE PROHIBITED ON THE ROAD BUT IT IS STILL A SIGHT TO SEE.

But at what point do you decide to subject your very own bike to such an act? The one you clean after each ride, and where you fret at every scratch? Although in fact, considerations like these have started burning themselves into our brains very early on. It happened the day we first saw a hero like Evel Knievel or Robbie Maddison do things so unbelievable that, as a child, you immediately wanted to imitate them. And you did, although you hopefully toned it down some. The earliest signs of the future stunt rider. While only a small fraction of us kept pursuing this career as an adolescent, the others kept dreaming of spectacular stunts in front of the ice-cream parlor.

Every motorcyclist is left slack-jawed when watching a set of stunt rider Rok Bagoroš, but only in the rarest cases would you get the notion of trying to do this stuff yourself without professional assistance. Which brings us to the issue of the day: a training course with KTM stunt rider Rok Bagoroš.

Listen and repeat

UNBOUND // PEOPLE // PAGE 103

I walk toward Rok Bagoroš excited like a kid on his first day of school. I’ve recognized him from afar by his PowerWear and the RokON cap which, at this stage, probably feels like it's inseparable from his scalp. We have an appointment to “rock out” together for a day. He only realizes who I am when I introduce myself instead of asking him for an autograph.

“Let me first show you the things beyond the show that nobody gets to see!” When we arrive at his workshop, he presents his material, and I am surprised at and how professionally they are done, even here. After a small introduction backstage and the arrival of the photographer, we start heading off to the location that Rok has rustled up specifically for this day.

Once there, I feel like a rider of the apocalypse. We are standing on a giant, derelict industrial complex where nobody is bothered by the noise of the single-cylinder engines or by the smoke of the burn-outs.

Just to warm us up, Rok explains the “simplest” tricks of stunt riding and lets me choose between wheelie and burnout, while he himself rides rings around me on his rear wheel to warm up. Thus motivated, I choose the wheelie, which up to now I have only known from my childhood days on a bicycle and later from the brutal power of the KTM 1290 SUPER DUKE R. By way of the small but absolutely simple trick of using the clutch to take off, I start to carefully approach what is called the tipping point.

At that point, the bike is perfectly balanced so that it neither tips back down nor rolls over backwards, and you need to skillfully keep it there using the throttle and the rear brake. Of course this takes a whole lot of practice, which should never take place on public roads. After the theory and hours of training have visibly paid off, it is Rok’s turn to show us what difference years of practice make. With apparent ease, he presents all the tricks that he reels off during his shows, as well as others that he is currently developing. Over the years, stunt riding has changed visibly, arriving at a level today that can no longer be compared to 'back then'.

Unstoppable

Once the wheelie works, I try the burnout, which does not seem so difficult when you do it while the bike is standing still. However, when Rok thinks of a burnout, at his skill level what he has in mind, of course, is this – the combination of doing a rolling burnout in a ring around a stationary object, while he is standing on the foot pegs specially attached to his front wheel for this purpose. The stationary object is usually a pretty lady who volunteers during the show or is charmed by Rok into doing it. Today, his subject is male but still bent on looking good during his performance.

To wrap it all up, Rok Bagoroš finally does agree to show me his latest trick and jump over me on his bike without using a ramp. At once, I start to feel like a little kid again, with plenty of beautiful memories welling up. Still, I politely decline…

ROK BAGOROŠ DATE OF BIRTH March 16, 1989 in Murska Sobota, Slovenia HIS BACKUP Fans, sponsors and his strong will HIS PASSION Stunt riding and freeriding Technical inspection

MOTTO Dream BIG and never give up!

IDOL Chris Pfeiffer

UNBOUND // PEOPLE // PAGE 103

I walk toward Rok Bagoroš excited like a kid on his first day of school. I’ve recognized him from afar by his PowerWear and the RokON cap which, at this stage, probably feels like it's inseparable from his scalp. We have an appointment to “rock out” together for a day. He only realizes who I am when I introduce myself instead of asking him for an autograph.

“Let me first show you the things beyond the show that nobody gets to see!” When we arrive at his workshop, he presents his material, and I am surprised at and how professionally they are done, even here. After a small introduction backstage and the arrival of the photographer, we start heading off to the location that Rok has rustled up specifically for this day.

Once there, I feel like a rider of the apocalypse. We are standing on a giant, derelict industrial complex where nobody is bothered by the noise of the single-cylinder engines or by the smoke of the burn-outs.

Just to warm us up, Rok explains the “simplest” tricks of stunt riding and lets me choose between wheelie and burnout, while he himself rides rings around me on his rear wheel to warm up. Thus motivated, I choose the wheelie, which up to now I have only known from my childhood days on a bicycle and later from the brutal power of the KTM 1290 SUPER DUKE R. By way of the small but absolutely simple trick of using the clutch to take off, I start to carefully approach what is called the tipping point.

At that point, the bike is perfectly balanced so that it neither tips back down nor rolls over backwards, and you need to skillfully keep it there using the throttle and the rear brake. Of course this takes a whole lot of practice, which should never take place on public roads. After the theory and hours of training have visibly paid off, it is Rok’s turn to show us what difference years of practice make. With apparent ease, he presents all the tricks that he reels off during his shows, as well as others that he is currently developing. Over the years, stunt riding has changed visibly, arriving at a level today that can no longer be compared to 'back then'.

Unstoppable

Once the wheelie works, I try the burnout, which does not seem so difficult when you do it while the bike is standing still. However, when Rok thinks of a burnout, at his skill level what he has in mind, of course, is this – the combination of doing a rolling burnout in a ring around a stationary object, while he is standing on the foot pegs specially attached to his front wheel for this purpose. The stationary object is usually a pretty lady who volunteers during the show or is charmed by Rok into doing it. Today, his subject is male but still bent on looking good during his performance.

To wrap it all up, Rok Bagoroš finally does agree to show me his latest trick and jump over me on his bike without using a ramp. At once, I start to feel like a little kid again, with plenty of beautiful memories welling up. Still, I politely decline…

ROK BAGOROŠ DATE OF BIRTH March 16, 1989 in Murska Sobota, Slovenia HIS BACKUP Fans, sponsors and his strong will HIS PASSION Stunt riding and freeriding Technical inspection

MOTTO Dream BIG and never give up!

IDOL Chris Pfeiffer

UNBOUND // INSIDE // PAGE 105

MOTOR IN THE CITY

Text: Justin Dawes, Luke Brackenbury Pictures: Justin Dawes

TRYING HARD TO FOLLOW THE KTM 1290 SUPER DUKE R AROUND DETROIT – AMERICA’S ONCE-GREAT AUTOMOTIVE CITY – IN A BEHIND-THE-SCENES LOOK AT THE SHOOTING OF KTM’S LATEST VIDEO OF 'THE BEAST', AS IT ATTEMPTS TO CONQUER THE WORLD… It’s early in the morning as our convoy of vehicles rock up into the east side of Detroit. The eerie silence in some areas of the city is like some sort of post-apocalyptic town. Possibly why vandals saw fit to graffiti the former Park Avenue Hotel with the words ‘Zombieland’ at the top of it in letters over a meter high…

It seems incredible to think this sprawling metropolis was once the center of automotive production in America, with a peak population in the 1950s of over 1.8 million. A series of poor decisions from those in charge and the industries inhabiting Detroit affected the prosperity of the city, not least in the late 1960s when the auto companies began opening plants in other cities.

Property values and tax revenue fell, and police couldn’t control crime. In later years, the rise of autos imported from Japan started to cut the size of the U.S. auto industry. In 2010, the city had a population of 713,777, more than a 60 percent drop from its height. But after filing for bankruptcy, the city is in the process of pulling itself back into prosperity. It’s a big task. But the aforementioned ‘Zombieland’ building was imploded in 2015 to be the new home of the Detroit Red Wings ice hockey team. Progress…

We’re here with a six-strong film crew who are responsible for the next video installment, following the already-legendary KTM 1290 SUPER DUKE R as it bids to conquer the world. ‘The Beast’ is on US shores and it wants to get its teeth into Detroit.

UNBOUND // INSIDE // PAGE 105

MOTOR IN THE CITY

Text: Justin Dawes, Luke Brackenbury Pictures: Justin Dawes

TRYING HARD TO FOLLOW THE KTM 1290 SUPER DUKE R AROUND DETROIT – AMERICA’S ONCE-GREAT AUTOMOTIVE CITY – IN A BEHIND-THE-SCENES LOOK AT THE SHOOTING OF KTM’S LATEST VIDEO OF 'THE BEAST', AS IT ATTEMPTS TO CONQUER THE WORLD… It’s early in the morning as our convoy of vehicles rock up into the east side of Detroit. The eerie silence in some areas of the city is like some sort of post-apocalyptic town. Possibly why vandals saw fit to graffiti the former Park Avenue Hotel with the words ‘Zombieland’ at the top of it in letters over a meter high…

It seems incredible to think this sprawling metropolis was once the center of automotive production in America, with a peak population in the 1950s of over 1.8 million. A series of poor decisions from those in charge and the industries inhabiting Detroit affected the prosperity of the city, not least in the late 1960s when the auto companies began opening plants in other cities.

Property values and tax revenue fell, and police couldn’t control crime. In later years, the rise of autos imported from Japan started to cut the size of the U.S. auto industry. In 2010, the city had a population of 713,777, more than a 60 percent drop from its height. But after filing for bankruptcy, the city is in the process of pulling itself back into prosperity. It’s a big task. But the aforementioned ‘Zombieland’ building was imploded in 2015 to be the new home of the Detroit Red Wings ice hockey team. Progress…

We’re here with a six-strong film crew who are responsible for the next video installment, following the already-legendary KTM 1290 SUPER DUKE R as it bids to conquer the world. ‘The Beast’ is on US shores and it wants to get its teeth into Detroit.

UNBOUND // INSIDE // PAGE 107

GO FIGURES Two days were scheduled for getting the film in the can. It took all of those 48 hours – shooting dawn to dusk. Add to that a lot of Red Bull, coffee, burgers, two tanks of bike fuel and four rear tires for it. Seems excessive for the final 1 min 23 second production, but so much time is eaten up in getting the shots just perfect that it seems that no work has gone into it at all. Pass after pass after pass of the camera; getting the rider and bike in right place, the action looking as planned. Keeping consistency with the light. Honestly, long days.

Great selfie, but missing the action.

THE ART OF STATEMENT Parked outside the very sorry site and sight of the former Packard Motor Car Company, once state-of-the-art (albeit in 1903 when it opened), even just over half a century ago this place would still have been alive with workers on the way to their shift. But this morning, punching in and out from the gloomy surroundings with its bright orange paint, all that is alive here is the rumble from the 1,301 cc LC8 V-twin engine as the Super Duke warms up for ‘work’.

PLANNING Videos such as this just don’t happen; they require more work than most would think, and it begins well before the production team arrives on location. Hours of work defining the project, setting the scene and researching locations: all this must be completed before the high-definition cameras capture the extreme action. Meetings are held, emails are exchanged, permits are applied for, dates are set, plane tickets booked and everyone holds their breath for the weather.

This video camera is more technically advanced than the Apollo 11 and can operate on its own while listening to itself through headphones.

Why so many tires? Of course the nameless rider got excited smoking the tires. But who wouldn’t?

INTERNATIONAL FRONT A mix of nationalities and characters made the video. The producer, Christoph Vieth, is a German, the rider and photographer are based in California, the director is based in Chicago but is from Sweden and the bike originated from Austria.

LAW AND DISORDER After a well-known car-based TV series from the UK really ruffled some feathers (especially with the police chief) several years earlier when shooting in Detroit, one of the officers in charge of securing the location would not allow the crew to exceed the speed limit, do burnouts or do wheelies – despite the roads being closed. When she left to attend other business, the rest of the officers turned a blind eye and the visitors got the action they needed. When the first officer came back, everyone was perfectly behaved. Strange, that.

BEAUTIFUL PARKING Built upon the birthplace of the Ford automobile, the once-exquisite Michigan Theatre is now a parking lot. Built in 1926 alongside the connected 13-story Michigan Building office tower, the decay of the former 4,000-seat auditorium is a stark reminder of how prosperity plummeted in this city. Saved from the wrecking ball – for now – it provides a stunning backdrop for some twowheeled theatrics.

UNBOUND // INSIDE // PAGE 107

GO FIGURES Two days were scheduled for getting the film in the can. It took all of those 48 hours – shooting dawn to dusk. Add to that a lot of Red Bull, coffee, burgers, two tanks of bike fuel and four rear tires for it. Seems excessive for the final 1 min 23 second production, but so much time is eaten up in getting the shots just perfect that it seems that no work has gone into it at all. Pass after pass after pass of the camera; getting the rider and bike in right place, the action looking as planned. Keeping consistency with the light. Honestly, long days.

Great selfie, but missing the action.

THE ART OF STATEMENT Parked outside the very sorry site and sight of the former Packard Motor Car Company, once state-of-the-art (albeit in 1903 when it opened), even just over half a century ago this place would still have been alive with workers on the way to their shift. But this morning, punching in and out from the gloomy surroundings with its bright orange paint, all that is alive here is the rumble from the 1,301 cc LC8 V-twin engine as the Super Duke warms up for ‘work’.

PLANNING Videos such as this just don’t happen; they require more work than most would think, and it begins well before the production team arrives on location. Hours of work defining the project, setting the scene and researching locations: all this must be completed before the high-definition cameras capture the extreme action. Meetings are held, emails are exchanged, permits are applied for, dates are set, plane tickets booked and everyone holds their breath for the weather.

This video camera is more technically advanced than the Apollo 11 and can operate on its own while listening to itself through headphones.

Why so many tires? Of course the nameless rider got excited smoking the tires. But who wouldn’t?

INTERNATIONAL FRONT A mix of nationalities and characters made the video. The producer, Christoph Vieth, is a German, the rider and photographer are based in California, the director is based in Chicago but is from Sweden and the bike originated from Austria.

LAW AND DISORDER After a well-known car-based TV series from the UK really ruffled some feathers (especially with the police chief) several years earlier when shooting in Detroit, one of the officers in charge of securing the location would not allow the crew to exceed the speed limit, do burnouts or do wheelies – despite the roads being closed. When she left to attend other business, the rest of the officers turned a blind eye and the visitors got the action they needed. When the first officer came back, everyone was perfectly behaved. Strange, that.

BEAUTIFUL PARKING Built upon the birthplace of the Ford automobile, the once-exquisite Michigan Theatre is now a parking lot. Built in 1926 alongside the connected 13-story Michigan Building office tower, the decay of the former 4,000-seat auditorium is a stark reminder of how prosperity plummeted in this city. Saved from the wrecking ball – for now – it provides a stunning backdrop for some twowheeled theatrics.

UNBOUND // INSIDE // PAGE 109

IT’S A WRAP The result? One minute twenty-three seconds is all the time it took for the KTM 1290 SUPER DUKE R to conquer the mean streets of Detroit. Black smoky strips of rubber are all that remain. Reverberations of a 173 horsepower 1301 cc LC8 V-Twin no longer echo through the dilapidated monoliths that once housed the greatest manufacturing powers in the world; its brawn allowing for the utmost performance and its technology giving uncompromising control. Head over to KTM’s official YouTube channel and see for yourself.

CHECK OUT THE FINISHED VIDEO AT:

Dusk in Detroit. The shooting days went on as long as there was still light in the sky.

GHOST TOWN Despite the noise from the engine and the smoke from the tires squealing during the burnouts, power slides and backing-in to corners, nobody seemed to bat an eyelid as to what the crew were up to in some areas. Usually this sort of behavior brings in crowds of people craning for a look at what’s going on, but it didn’t even raise a smile in two days.

Not a downtown Detroit gang but the talented team responsible for creating the epic ‘Beast in Detroit’ video.

POSSUM NOT AWESOME As filming was coming to a close, during one of the last shots the rider hit a dead possum that had been flattened by some semi-trucks. Despite now being slimmer than a supermodel, this was still obviously a bad day for the possum. But for the rider, he discovered – very quickly – that dead possum guts are slicker than greased ice. Even if the ABS had been switched on (turned off for stunt riding), it wouldn’t have stopped him from losing the front. Down they both went, sliding underneath a box truck. Fortunately, the possum remained the only casualty as, amazingly, the rider was OK and the 1290 suffered only superficial damage. Incredible way to end the day.

Moments later, both rider and bike were sliding down the road, and all because of possum guts. True story.

UNBOUND // INSIDE // PAGE 109

IT’S A WRAP The result? One minute twenty-three seconds is all the time it took for the KTM 1290 SUPER DUKE R to conquer the mean streets of Detroit. Black smoky strips of rubber are all that remain. Reverberations of a 173 horsepower 1301 cc LC8 V-Twin no longer echo through the dilapidated monoliths that once housed the greatest manufacturing powers in the world; its brawn allowing for the utmost performance and its technology giving uncompromising control. Head over to KTM’s official YouTube channel and see for yourself.

CHECK OUT THE FINISHED VIDEO AT:

Dusk in Detroit. The shooting days went on as long as there was still light in the sky.

GHOST TOWN Despite the noise from the engine and the smoke from the tires squealing during the burnouts, power slides and backing-in to corners, nobody seemed to bat an eyelid as to what the crew were up to in some areas. Usually this sort of behavior brings in crowds of people craning for a look at what’s going on, but it didn’t even raise a smile in two days.

Not a downtown Detroit gang but the talented team responsible for creating the epic ‘Beast in Detroit’ video.

POSSUM NOT AWESOME As filming was coming to a close, during one of the last shots the rider hit a dead possum that had been flattened by some semi-trucks. Despite now being slimmer than a supermodel, this was still obviously a bad day for the possum. But for the rider, he discovered – very quickly – that dead possum guts are slicker than greased ice. Even if the ABS had been switched on (turned off for stunt riding), it wouldn’t have stopped him from losing the front. Down they both went, sliding underneath a box truck. Fortunately, the possum remained the only casualty as, amazingly, the rider was OK and the 1290 suffered only superficial damage. Incredible way to end the day.

Moments later, both rider and bike were sliding down the road, and all because of possum guts. True story.

UNBOUND // FUN // PAGE 110

UNBOUND // FUN // PAGE 110

RIDE LONGER

GO BEYOND YOUR BOUNDARIES

Photo: R. Schedl

Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!

The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

Broaden your horizons with a ferocious V-twin engine, wind-slicing aerodynamics and a full electronics package that includes Cornering ABS and WP Semi-active suspension.

Dominating distant roads has never been more achievable. If hunting for new riding grounds is what you’re after, look no further than the KTM 1290 SUPER DUKE GT.

KTM Group Partner