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COMMENT<br />
sportier thanks to a lower<br />
and more forward-set handlebar,<br />
but still comfortably<br />
upright for street use. A new<br />
TFT instrument panel is part<br />
of an electronics revamp that<br />
includes more easily used<br />
switchgear plus updated<br />
Bosch traction control and<br />
cornering ABS.<br />
Changes to the 1301cc, 75-degree<br />
V-twin engine begin with<br />
a new intake system. A duct<br />
between the headlight’s aggressively<br />
angular halves, instead<br />
of one each side, feeds<br />
new top-mounted injectors via<br />
a larger airbox. Many internal<br />
parts and the crankcases are<br />
lightened. Peak power goes up<br />
by 3bhp to 177bhp; more importantly<br />
the eight-valve unit<br />
kicks out a hefty 100Nm-plus<br />
of torque everywhere above<br />
3500rpm.<br />
Biggest changes are to the<br />
chassis, whose retained layout<br />
of tubular steel frame and<br />
aluminium swing-arm masks<br />
a complete redesign. The<br />
frame uses larger-diameter<br />
tubes and employs the engine<br />
as a stressed member for the<br />
first time, trebling rigidity and<br />
saving 2kg.<br />
The engine is held higher in<br />
the frame, which KTM say<br />
aids handling and gives a<br />
5mm higher pivot for the<br />
single-sided swing-arm, which<br />
is also substantially stiffened.<br />
A new rear subframe of cast<br />
aluminium and carbon-fibre<br />
replaces saves more weight.<br />
The WP forks are revised and<br />
now fully adjustable. More importantly<br />
the WP rear shock<br />
gains a rising-rate linkage<br />
that allows a longer action,<br />
“STRAIGHT-LINE PERFORMANCE IS NOT<br />
DRAMATICALLY DIFFERENT, WHICH IS FINE<br />
BECAUSE THAT MEANS IT’S AS BARKINGLY<br />
ENTERTAINING AS BEFORE. THE BIG<br />
V-TWIN LUMP IS WONDERFULLY FLEXIBLE,<br />
REGARDLESS OF WHICH MODE IT’S IN...”
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