KTM Duke 200 Preview

Finally, the wait for KTM Duke 200 technical specification is now over. KTM Sports AG has disclosed the technical specification of KTM Duke 200 in EICMA 2011 (69^thInternational Motorcycle Exhibition Milan) at Milan. Indian bike enthusiasts are eagerly waiting for KTM Duke 200, which is soon to be launched in India by Bajaj Auto (Bajaj Auto owns nearly 40% in KTM Power Sports, AG). KTM Duke 200 was launched in Malaysia and Middle East before, but the specification was not disclosed by the company.

KTM Duke 200 is designed for young and passionate bike enthusiasts. Basically, it has similar technical specification as Duke 125. But what is so special in the specification for Indian bike enthusiasts let’s have a look.

Engine and Transmission

KTM Duke 200 is powered by 199.6 cc, four-stroke, Single cylinder, liquid cooled, 4 Valve DOHC engine which generates maximum power of 25.47 bhp (19 KW) @ 10,000 rpm and maximum torque of 19.93Nm (14.7 foot-pound) @ 6,800 rpm.

The most special thing about the KTM Duke 200 is, it weighs only 126.4 Kg (278 pounds), however, this is dry weight, and the Kerb weight should be around 136 Kg.  This translates into power to weight ratio of 201.5 bhp / tonne (dry weight) and 187.28 bhp / tonne for Kerb weight. By far this numbers are very much ahead compared to 118.75 bhp / tonne of KTM Duke 125 and 163 bhp /tonne of Honda CBR 250R.

Further, KTM had made this engine extremely fuel efficient in comparison to power it generates. KTM Duke 200 has got Bosch Electronic fuel injection system which ensures smooth and timely fuel delivery according to throttle response. It has got six speed transmission gear box which drives wheel via chain drive. For smoother clutch operation KTM Duke 200 is equipped with multi-disk wet clutch which is operated hydraulically. This is a nimble engine which is built to last. In short this is a powerful yet fuel efficient engine built for urban commuter by KTM .

Chassis and Suspension

Duke 200 has got the same Chromium-Molybdenum trellis frame of Duke 125 with steel sub frame. It is important to know what a trellis frame means. According to motorcycle racing research major advantages are to be gained in terms of rigidity by joint the steering head to the swing arm in as short a distance possible. A steering head is at top of the frame. The frame is made up of large number of short steel (or aluminum) tube welded together to form a trellis. It is easy to manufacture and extremely strong as well.

The front suspension is of an inverted 43mm fork which travels up to 5.9 inches (150 mm) while the rear got monoshock suspension with 5.9 inches (150 mm) travel. The Duke 200 has got wheelbase of 1360 mm which makes handling much easier. It has got 17 inch rim size. The front tyre size is of 110/70*17 while the rear tyre size is of 150/60*17 which makes road grip firm and enhances traction control.

Brakes

The duke 125 has got disc brake at both front and rear. The disc brakes were developed with world’s renowned brake company Brembo. The front has got 300 mm disc brake while the rear got 230 mm disc brake. The braking power is excellent.

Style

The styling of KTM Duke 200 has the same style of KTM Duke 125 which is inspired from its lager siblings Duke. Despite this the bike weighs only 126.4 Kg (278 pounds). It has got 11 liter fuel tank. The seat is 31.9 inches (810 mm) above from the ground. The bike got monster look with styling equally biased from all the side rather than Japanese forward bias style.

Price

It is expected to be priced around Rs.1.2 to 1.4 Lakhs. Ex-showroom in India.

KTM 200 Duke Specifications

Engine: Four-stroke Single, 4-valve DOHC

Displacement: 199.6 cc

Bore x Stroke: 72 x 49 mm

Peak horsepower: 25.5 bhp @10,000 rpm

Peak torque: 20Nm @ 6,800 rpm

Starter /Battery: Electric starter

Transmission: 6 gears

Fueling: Electronic fuel injection

Primary Drive: 22:72

Final drive: 14:43

Cooling: Liquid cooled

Clutch: Multi-disc wet clutch, hydraulically operated

Frame: Chromium-Molybdenum trellis frame, steel subframe

Front suspension: Inverted WP 43mm fork, 5.9 inches travel

Rear suspension: WP monoshock, 5.9 inches travel

Front brake: 300mm disc

Rear brake: 230mm disc

Tires front/rear: 110/70 x 17 x 150/60 x 17

Trail: 3.9 inches

Wheelbase: 53.5 inches (1360 mm)

Seat height: 31.9 inches (810 mm)

Fuel tank: 2.9 gallons (11 liter)

Dry Weight: 278 pounds (126.4 kg)

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2011 Luxury Touring Motorcycle Shootout

In the grand scheme of things the luxury touring motorcycle niche is a relatively new category. Sure, motorcycles like Honda’s iconic Gold Wing have been around for decades, but it wasn’t until the last few years that this segment has seen dangerous competition from other brands. Fast forward to today and we’ve got three big name players from distinctly different parts of the globe represented in Motorcycle-USA’S first annual 2011 Luxury  Touring Motorcycle Shootout. 

Having invented the class in the mid ‘70s, the Honda Gold Wing is the benchmark when you consider the phrase luxury and touring. Although it certainly didn’t need it, engineers gave it a mild facelift for ’12 which we covered in detail during our 2012 Honda Gold Wing First Look, 2012 Honda Gold Wing Quick Ride and 2012 Honda Gold Wing Adventure Ride articles. 

Like before the new G-Wing ($27,099 as tested) continues to make use of a horizontally-opposed and liquid-cooled 1832cc six-cylinder engine that’s powerful enough to power many small cars. The engine is mated to a conventional five-speed manual gearbox that shifts power to the back tire via a shaft drive. The engine is mounted within in a twin-spar aluminum frame that utilizes technology gained from Big Red’s sportbikes including the CBR600RR and CBR1000RR (both two-time Supersport and Superbike Smackdown shootout winners, respectively). Well-calibrated front and rear suspension (with electronic pre-load adjustment) and strong, linked triple disc brakes (with optional ABS) ensure safety, comfort and, of course, performance. Sophisticated gadgetry consisting of an iPod and XM-compatible stereo (with CB and intercom functionality), optional GPS and airbag not to mention heated seats, grips and cruise control are all standard. 

Two years ago, Canadian-based powersports brand, Can-Am, released its curious Spyder RT which we test drove in the 2010 Can-Am Spyder RT First Ride. Based off its three-wheel Roadster platform, the RT ($28,099 as tested) was developed for persons looking for a new touring experience beyond what the two or four wheel worlds have to offer. 

Powered by a motorcycle-derived V-Twin engine that pumps out 998cc’s of liquid-cooled muscle, the RT utilizes two forward wheels with automobile-style suspension and brakes and one rear drive wheel. Either a manual five-speed transmission (with hand-operated clutch) or optional electronic sequential manual five-speed gearbox is available that puts power to the rear tire via belt final drive. The rider pilots the Spyder with a conventional handlebar. Copious storage capacity and touring-friendly amenities including heated seats/grips, cruise control and an electronically adjustable windshield are also part of the package. 

Though BMW has a far reaching history in the motorcycle touring segment, until this year it lacked a true luxury tourer capable of going head-to-head with the best from Japan and Canada. That changes with the introduction of its all-new K1600 GTL ($26,340 as tested). 

Hailed as one of the most advanced touring motorcycles ever built, the K1600 GTL has big shoes to fill before we even threw a leg over it in this comparison. Fortunately for BMW, it seems to be living up to the hype per Editorial Director Ken Hutchison’s dissertation from South Africa in the 2012 BMW K1600GTL First Ride. As stated in 2011 BMW K1600GT First Look and BMW K1600GT Reveal at Jay Leno Garage articles, this new Beemer is powered by a high-tech, liquid-cooled 1649cc Inline-Six with a conventional manual-style six-speed gearbox. That marvelous engine is hung within a fairly lightweight chassis (for its class) that features the German company's proprietary Duolever front end and Paralever rear suspension that operates through a single-sided swingarm and shaft final drive. A slick, and very forward-thinking user interface allows the rider to control many of the gizmos including the height of the windshield, stereo, cruise control, seat/hand heaters, and suspension and engine power modes via buttons and a flick of the rider’s left wrist courtesy of the multi-function control. 

To evaluate the differences between these three machines we mapped a long 750-mile (one way) route from Southern California to this summer’s Red Bull USGP at Mazda Raceway Laguna Seca in Monterey, California. This two-day trek led us through an assortment of different road and weather conditions which made it quite clear where each of these bikes fits in the class. To help authenticate our opinions we ran each bike thorough our standard gamut of performance tests to give readers the most information as possible. Points were then assessed via our tried and true modified Formula One system thus revealing the ultimate luxury touring mount. 

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Mazda Shinari concept

Mazda unveiled Monday at a private event in Italy, sports coupe concept Shinari, a four-door vehicle that indicates the direction of Japanese brand design. Mazda concept Shinari will attend and the Paris Motor Show in October.

The new concept Mazda Shinari models forecast future issue of the Japanese manufacturer’s range. Mazda will use the word “Kodo” (in Japanese means soul movement) to describe the future design language.

Mazda officials did not want to specify when the new design will appear on production vehicles. However, “this design will lead to a new generation of Mazda’s design language and lead and other elements,” said Ikuo Maeda, General Manager Design Division of Mazda Motor, during the presentation of near Milan, cited by Automotive News Europe.

The new design language was created through collaboration Mazda studios in Germany, the United States and Japan.

Mazda officials also said that future work and improve vehicle interiors, which are intended to be premium. “We want to get into the same group with BMW and Audi,” said Derek Jenkins, director of design at Mazda North America. “For equipment and want the same quality finish.

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