2020 KTM SX-E5 First Look Intro

2020 KTM SX-E5 First Look

KTM recently launched a new electric bike geared for young kids with an emphasis on adjustability to grow with the rider. The 2020 SX-E5 is said to generally fit kids from ages 5 to about 11 with its ergonomically adjustable components such as forks, handlebar heights and seat height.

This 89 pound electric dirt bike with six power modes (parents can lock in the power setting so junior can’t adjust it on the fly) is just the ticket to get kids enthusiastically off their handheld electronic devices and into the world of two-wheel travel. You couldn’t wipe the smiles off the kids’ faces with this non-intimidating, low maintenance, relatively powerful machine. The 907Ah lithium-ion battery requires a charge time of 45 minutes for 80% charge or 70 minutes for a full charge. And will give your kid(s) more than two hours of casual riding or as little as 25 minutes on an all-out race. The motor and batteries are sealed from the environment to keep out the dust, sand, dirt, water and whatever else might gunk up the power system.

KTM SX E5 Jump

The WP XACT air forks and shock are highly adjustable to tune the ride to the rider. The rear wheel travel is a respectable 185mm. If or when the bike tips over, there is a roll over sensor to cut power. To charge the bike, you will need a 110- or 230-volt socket to plug into.

As far as maintenance, there’s a set of bearings that are suggested to be swapped out every 40 hours. Speaking to one of the engineers at the launch event, this is preventative maintenance that can easily be done at home with no special tools required.

The front wheel is a 60/100 x 12-inch and the rear a 2.75 x 10-inch. The bike comes with knobby Maxxis tires.

As far as warranty, KTM gives you two years for the battery and motor, and 30 days for the rest of the bike.


Electric Motor: 48 V – BLDC Motor with Outer Rotor

Rated Output: 2 kW / 3,200 RPM

Max Power: 5kW / 3,750 RPM

Torque: 13.8 Nm from 0 RPM

Max Motor Speed: 6,000 RPM  

Final Drive: 8:46

Cooling: Air Cooled

Battery: Lithium-Ion KTM

Capacity: 907 Wh

Charging Time 100%: 70 minutes at 25 A

Charging Time 80%: 45 minutes at 25 A

Charging Rate: Quick Charging 5 A 230 V~

Charging Power: 900 W

Frame: Double Grinded Central Double-Cradle-Type Frame

Subframe: Fiberglass-Reinforced Plastic

Handlebar: Tapered Aluminum Ø 28/22/18 mm

Front Suspension: WP XACT 35 USD Ø 35mm

Rear Suspension: WP XACT PDS Monoshock

Suspension Travel Front/Rear: 205 mm / 8.07 in; 185 mm / 7.28 in

Front/Rear Brakes: Disc Brake 160 mm / 160 mm

Front/Rear Rims: 1.50 x 12” / 1.60 x 10” Aluminum  

Front/Rear Tires: 60/100 x 12” / 2.75 x 10”

Chain: 1/2 x 3/16 in

Steering Head Angle: 24º

Triple Clamp Offset: 22 mm

Wheelbase: 1,032 mm ± 10 mm / 40.6 ± 0.4 in

Ground Clearance: 252 mm / 9.92 in

Seat Height: 684 mm / 26.9 in

Weight, Approx: 40.5 kg/ 89.3 lbs

MSRP: $5,049



Tags: blog wildfeathers


Test Ride: 2020 CSC RX4 450

Could this be the budget adventure bike we’ve been waiting for? At the relatively inexpensive price of $5,395, the 2020 RX4 offers many standard amenities for a 450cc-sized modern adventure-style motorcycle. Though the quality of the parts may not be up to the standards of its German or Japanese counterparts, can it hold its own in reliability and durability at such a low entry price point?

CSC RX4 06 450The RX4 is manufactured in China by Zongshen under an exclusive arrangement with CSC. Zongshen has become a global entity with true quality control and state-of-the-art manufacturing. And is respected enough to partner with Piaggio, Harley-Davidson, Norton and others to build engines as well as many other components.

Standard with the 450 lb. RX4 are: ABS (note: they’re working on the ability to turn this function off for off-road riding); adjustable touring windscreen; all LED lights; semi adjustable shocks; dual flash hazard lights; and an impressive 300-watt alternator. On the dash are USB and cigarette lighter-style ports, both with all-climate covers. The easy-to-read digital display conveys the engine temp, fuel status, speedometer, trip meter, odometer, and gear indicator. Above the digital display, there’s also an analog tachometer that redlines at 9,000 rpms. And a tiny six-cube cluster of indicators for high beam, turning indicators, neutral and “check engine” lights which are all hard to see in broad daylight. There’s 8.1-inch of ground clearance with a 31.9-inch stock seat height and I can flat foot it. Seat Concepts has partnered with CSC in offering a taller, more comfortable saddle than stock, which I’d not think twice about getting.

CSC RX4 01

With over 30 years in the motorcycle industry, CSC stands behind its product with a two-year, unlimited mile warranty. If something requires warranty work within the first year, both parts and labor are covered. For the second year, CSC covers just the part(s) and you pay the labor or install it yourself using the online tutorials on the CSC website. Steve Seidner, the owner, tells me they stock EVERY spare part for their bikes in their Azusa, California warehouse. And more good news, they’re building a network of CSC-familiar service centers throughout the U.S. If one isn’t near you, then use your favorite mechanic for warranty work. If need be, CSC will overnight parts to you or your mechanic. They also offer an extended warranty for up to four years for an additional fee. All this support is confidence inspiring.

As far as regular maintenance, CSC encourages you to work on your own bike. Not only do they provide a complete shop manual on a USB thumb drive, they have an online library of tutorials showing how to properly maintain the bike. That’s notable and something I wish every manufacturer did. There’s nothing as rewarding as KNOWING how to maintain and repair any issue with your own motorcycle. And since the RX4 appears to be a fairly simple machine, it should be easy enough to master.

The ergos are acceptable for my 5-foot, 11-inch frame. And the footpegs, with removable rubber inserts, are adequately sized for stand-up riding without a need for bar risers. An adjustable windscreen provides good protection at speeds up to 75 mph.

At a rated 60+ mpg with a 5.3-gallon fuel tank, you should get around 300 miles. It’s recommended that you use 91-octane to achieve these results. Incidentally, the fuel gauge tends to be more suggestive than accurate.

CSC RX4 07

Keeping in mind that I rode a preproduction model, the 40 hp with 29 ft.-lb. of torque bike seems a little bit un-refined with occasional lurching when the throttle wasn’t at WOT. Finding neutral required some adaptation, and the bike idled at just under 2,000 rpms, which seemed a bit high. With that said, you need to take into account the price point of this bike and realize its potential as an efficient mode of transportation at such an inexpensive cost of ownership. And keep in mind the array of reasonably-priced factory farkles available.

This bike became available by the end of May/early June 2019. To own a RX4, you put down a refundable $500 deposit to place yourself inline. In addition to the MSRP, there’s $400 fee for freight (from China), assembly and documentation. At the moment there are two color options: Tangerine Pearl and Gun Metal Metallic. The MSRP includes shipping to you and arrives “ready to ride,” with all the fluids including one gallon of fuel. All you have to do is attach the windscreen and mirrors and that’s it. Before CSC ships any bike, they ride it for about five miles to ensure proper functioning. You’ll be responsible for your state’s local taxes and any other fees your state may impose on a typical motorcycle purchase.

The bike comes with a steel skid plate and engine crash bars. CSC offers a plethora of al carte options such as mag tubeless wheels, center stand, grip warmers, hand guards, various panniers, a top box and aux lights… just to name a few. This all adds up as a great intro bike for anyone who wants to start adventure traveling or just needs something inexpensive to get around on.

CSC RX4 05

MSRP: $5,395 plus $400 for freight from China, assembly and documentation fees. In the U.S. shipping to you is free.



  • Great price point
  • Wide selection of accessories
  • Strong direct support and warranty


  • Inaccurate fuel gauge
  • A bit unrefined engine
  • Time will tell on reliability
  • Underlit info cluster

Tags: CSC

2019 SWM RS 500 R

Test Ride: 2019 SWM RS 500 R

We took the new 2019 SWM (Speedy Working Motorcycles) RS 500 R into the high desert country of Hesperia, California with Pete Vetrano, of Motoman Distributing. Right off the bat the RS 500 R resembles a 2010 Husky TE 510. That’s because about 80% of the bike shares the same DNA (part numbers). It’s even built in the old Husqvarna plant in Varese, Italy, with top-shelf components like Brembo brakes, adjustable KYB shocks and reliable Mikuni fuel injection.

SWM RS500R 2019 10

Having read that, you’d expect the price of the RS 500 R to be up there with other 500cc European hard enduros. Surprisingly, it’s about $2,600 less than those well-known competitive brands. Mr. Vetrano told me the secret to SWM in keeping the MSRP down is using some components from countries like China, such as the seat and the air box.

The bike is lit with all LEDs, and the high beam and kill switch operate with a push-button action as compared to the more typical rocker style switches. There’s a decompression lever on the left side handlebar to assist at start up in case the battery is weak, eliminating the necessity of a kick starter.

Part of the cold start starting process on this fuel-injected bike requires the use of a “starter knob” which enriches the fuel mixture. Think of it like a choke on a carbureted bike.

Also, if the bike is in gear or neutral, you have to pull in the clutch to start the bike. Once the engine comes to life, push the starter knob back to its initial position. The steering lock is located on the right-hand side of the steering head tube, similar to a DRZ400.

SWM RS500R 2019 03


At 255 lb. (dry weight), the RS 500 R is a true off-road enduro-style bike that’s barely DOT legal. The throttle is very responsive and can be interpreted as “vibey” to some due to the Husky-styled powerful single-cylinder motor. The suspension felt a bit harsh, but then, you’re talking about a KYB adjustable suspension system that can be dialed in to your needs. And speaking of dialed in, the RS500R is set up for fuel mapping, providing you have the proper computer hardware and software to do so.

The RS 500 R comes with DOT Michelin Competition IV tires, and a 21/18-inch setup. It feels light on the trail as well as “flickable” and maneuverable in the tight, technical, off-camber turns of the desert hills we rode. The two-gallon stock fuel tank helps keep the weight low but the range close to basecamp. The decently sized instrument panel was clear, uncluttered, and easy to see in daylight. The Italian-made six-speed gearbox performed smoothly and I never encountered a false neutral. The clutch was on par with other bikes of its class, and nothing stood out negatively during the test ride.\

SWM RS500R 2019 07

The owner’s manual suggests this water-cooled bike should be serviced every 1,200 miles, which is on par with the other popular lightweight, yet relatively powerful off-road thumpers. What is unique is the stock dual exhaust. Pete told me this is to reduce the exhaust note and to help pass the emission tests required to import the bike into the U.S. The dual exhaust mufflers can be eliminated and replaced with a single one but only for “off road” purposes. If you go this route, you will reduce the over weight of the bike by nine pounds.

However, the charcoal canister sits awkwardly near the front right side of the bike, leaving it vulnerable to damage while riding tight trails. And the kick stand seems a tad bit long, making it difficult to get on and off the bike for my 5-foot, 11-inch frame. Other than those minor negatives, this bike seems to be a bargain that will deliver similar performance of the highly popular orange-colored enduro in today’s current market.

SWM RS500R 2019 01

Besides the 500 machine, Motoman Distributing imports a 300cc version, and they’ll soon add to the lineup an adventure-style tourer with a 600cc motor based on the Husqvarna TE 610 of yesteryears that will have a longer service interval and a bigger fuel tank than this 500cc dual-sport. To see the RS 500 R and the other bikes Motoman Distributing is importing from SWM, check out their website to see what’s cooking. MotoManDistributing.com  MSRP: $7,795


  • Great price point
  • Quality components
  • Superb off-road handling


  •  Kick stand too long
  •  Larger fuel tank would be nice
  •  Needs more dealer representation

• Specifications:


• Displacement: 501cc Liquid-cooled, DOHC, 4-stroke, single
• CLUTCH: Hydraulic, multi-plate


• DRY WEIGHT (claimed): 255.7 lbs.
• FUEL CAPACITY: 1.9 gal
• FRONT SUSPENSION: Kayaba, USD fork, fully adjustable
• REAR SUSPENSION: Kayaba shock, fully adjustable
• FRONT BRAKE: Brembo, single 260mm disc
• REAR BRAKE: Brembo, single 240mm disc
• FRONT TIRE: 90/90 x 21 in., Michelin Enduro
• REAR TIRE: 140/80 x 18 in., Michelin Enduro
• SEAT HEIGHT: 37.6 in.



Tags: swm crf450l drz


Test Ride: 2019 Ural Gear Up

When many of us see a sidecar, we think of the slow moving, antiquated Ural. As you should because they’ve been in production almost unchanged for over 75 years. But what’s new with the latest versions of these 1930s BMW R71-based hacks that makes them worthy adventure steeds? Join me at 2019’s Overland Expo West to test ride this year’s models on and off-road with Tyler Blakley, Marketing Manager for Ural.

URAL riding 900BODY 

• Drivability

With its four forward gears and one reverse, the bike will comfortably cruise at 65−70 mph. The five-gallon fuel tank yields about 170 miles, but it also comes with a Jerry can to extend your range an additional 35 miles. And, if your route warrants it, there’s plenty of room to strap other fuel containers to this mule. Ground clearance is a respectable 6.8-inches, which seems about right for adventure travel.

In controlling this beast, your body position IS integral to the steering. You’re an active rider in changing direction far more so than on two wheels. For instance, when accelerating, the bike pulls to the right, when off the throttle, it pulls to the left. Turning is asymmetric in that left and right require distinctly different techniques. It can be a workout and requires plenty of practice to become proficient. Ural riding will do wonders for your upper body!

Though 41 hp with 42 ft./lbs. of torque doesn’t seem like a lot of get up and go, especially with a heavy sidecar attached, it does surprisingly well. With its air-cooled 749cc flat twin cylinders, and upright seated position, you feel as if you’ve stepped back in time to when we were not in such a hurry to get around. And being able to carry another (or fave pet) and/or a bunch of gear, easily makes up for the lack of speed. What you get is an experience that shows up in the form of a shit-eating grin once you’ve mastered its handling characteristics. A Ural is surprisingly unique from riding a two-wheeled motorcycle.

UralParked 900BODY

The Gear Up 2WD is 730 lb. bike (700 lb. for the “CT” model—no 2WD) that comes with a reverse gear. As I was told by Tyler, “engage it like a mad Russian,” meaning press down hard on the reverse lever with your right foot until you hear the “clunk,” then you are good to go. 2WD is rarely used and is engaged similarly to an old Jeep with a short-throw transfer lever. 2WD is only intended to be briefly engaged in certain situations, then back to one-wheel drive you go. All three tires are on a 2.15x19-inch spoked tubed wheels in the Gear Up edition.

The CT has 18-inch wheels and is one-wheel drive, but comes standard with a windscreen for the sidecar passenger. Stopping the bike is adequately done with modern Brembo disc brakes on all three wheels. Peak electrical output is 40 amps at 14vdc, 560 watts. If for some reason your battery dies, there’s a kick starter which could come in handy at times. And for 2019, they’ve made a few revisions to the cylinders, cylinder heads and the Keihin fuel injection system. All to better the reliability and efficiency.


• Graphics, Paint and Accessories

As far as aesthetics, I have never seen a motorcycle company offer so many options of colors/graphics, especially for a former Soviet-made machine. Standard you have three dark colors to choose (included in the MSRP), then a choice of two camo graphics (additional $1,500), or nine premium colors (additional $1,000). Check out the many options on their website for the full visuals.

How many times have you heard of a shovel and Jerry can being standard items on a bike? How about a spare full-size tire with a rear cargo rack? And let’s not forget the two LED aux. lights on the front of the side car. Then there’s the Tonneau cover for the sidecar when not in use or to keep the elements out. Those items are all standard with the Gear Up edition. All models come with a two-year warranty, unlimited miles. For an additional $850, you can extend that to a three-year coverage.

Tyler told me that Ural is also working on a two-into-one high exhaust because the two stainless-steel low-slung standard exhaust pipes usually get munched off road. They also offer a nose cargo rack for the sidecar, a windscreen for the operator and sidecar passenger, and they are working with Ram Mount as a potential accessory. Both models come with a sidecar-mounted outlets to charge electrical devices.


To further accessorize, I highly recommend Kalaber Creations out of Prescott, AZ, for their expertise in kitting these hacks out. I spoke with Kalaber’s Mark Tetreau about what they can do, and I think the better question is what they CAN’T do. Mark has been working on, innovating for and riding Urals for years. Not only has he been a Ural dealer since 2011, but he creates must-have accessories such as skid plates, winch mounts, bicycle racks, hitch receivers… and even two-seater sidecars with proper seat belts! Ask him about other real-world, purposely-built items he offers as well as customization to better your Ural experience both on and off road.


• Final Thoughts

In the past, I haven’t really given much thought about a Ural as an ADVenture bike platform. But given all the features this bike offers such as simplicity, stability, the carry capacity, and the sheer fun it is, this experience has changed my mind. Needless to say, this bike is now on my radar for possible future adventures. Something to think about.

MSRP: Gear Up 2WD—$16,999 | CT—$14,499




  • Cargo/human/pet carrying capacity
  • Nostalgic simplicity
  • Aftermarket accessories
  • Capability


  • Antiquated design
  • Relatively small fuel tank

• Specifications

Engine and Transmission:

  • Displacement, cc: 749

  • Engine type: OHV air cooled 2 cylinder 4 stroke “boxer” (flat twin)

  • Valve per cylinder: 2

  • Bore and stroke (mm x mm): 78 x 78

  • Max output (hp): 41 @ 5500 rpm

  • Max torque (ft-lbs): 42 @ 4300 rpm

  • Compression: 8.6:1

  • Fuel system: Throttle body EFI

  • Starting: Electric & Kickstart

  • Clutch Double-disc dry

  • Transmission type: Manual

  • Speeds: 4 forward 1 reverse

  • Primary drive (rear wheel): Driveshaft

  • Final drive ratio: 4.62

  • Engageable sidecar wheel drive: Yes, driveshaft

Chasis Dimensions and Suspension:

  • Overall length, inches.: 98.8

  • Overall height, inches.: 54.3

  • Overall width, inches.: 63.6

  • Seat height, (unladen), inch.: 32.0

  • Ground clearance (unladen),inches.: 6.8

  • Dry weight, lbs: 730

  • Front suspension: IMZ leading link fork

  • Rear suspension: Double sided swing-arm with two Sachs hydraulic spring shock absorbers, 7x adjustable

  • Sidecar suspension: Single sided swing-arm with Sachs hydraulic spring shock absorber, 7x adjustable

  • Wheels: 2.15X19 Aluminum rims with steel spokes

  • Tires: Duro HF-308, 4.0×19″

  • Front brake: 4-piston fixed Brembo caliper with 295mm floating NG rotor

  • Rear brake: HB big bore single piston integrated floating caliper with 256mm fixed NG rotor

  • Sidecar brake: 2-piston fixed Brembo caliper with 245mm floating NG rotor



KTM 1290 Super Adventure S Review

In 2004, Austrian motorcycle company KTM famously turned down a sponsorship deal for Ewan McGregor and Charley Boorman’s Long Way Round.  KTM had its reasons for turning McGregor down; it’s always been a grassroots company with a low-key approach to marketing and advertising. Perhaps that’s why when I flicked KTM an email asking if I could borrow their biggest and baddest to ride around Colombia’s Andes Mountains for a month, they wrote back saying, “Sure, no problem.” I ended up on a straight-out-of-the-showroom 1290 Super Adventure S with its over-the-top 1301cc V-twin engine. 

KTM Super Adventure S Review

“Knowing how tricky Colombian roads are in terms of traffic and quality, we went for the Super Adventure S  for your trip. Having 160 horsepower will make it much easier for you to ride through the Andes,” David Vasquez of KTM Colombia told me when I picked up the motorcycle in the city of Medellin. “It’s one of the most versatile motorcycles that we have. It can handle anything you throw at it.”

I decided to put Vasquez’s claim to the test and ride the Super Adventure S along some of Colombia’s most challenging roads, including the single-lane, cliffhanging, heart-stopping El Trampoline de la Muerte (The Trampoline of Death) near the border with Ecuador—the most dangerous road in the country.

• Comfort, Ergonomics and Electronics

BMW GS Series are essentially couches on wheels. You can ride one all day and never feel sore. As a survivor of spinal trauma, it’s the reason I’ve made them my weapon-of-choice in challenging environments like the South Island of New Zealand and Alps of Spain. 

But after a couple of hours on the Super Adventure S, my back got sore because the seat was too hard. It’s was also too high. I’m average height, but I often had to ask passersby to help me reverse out of awkward parking spots. Another problem I had was its weight—just over a quarter of ton with a loaded top box. On my first day in Colombia, I dropped it twice—once on each side for good measure—while trying to park. But, as I assured Vasquez at KTM Colombia, it was nothing that couldn’t be buffed out. And after taming this motorcycle, I grew to love it—and I wasn’t alone.

KTM Super Adventure S Review

The Super Adventure S turns as many heads as a Lamborghini. Even GS riders I met riding across the continent on the Pan American Highway were fascinated by my bike’s LED daytime riding light shaped like an upside-down bulls horn, and also the 20cm wide anti-glare flat screen instrument panel and keyless operating system. Instead of a key slot, there’s a button that activates the motorcycle—so long as the pocket-size transponder is within a one-meter range.

KTM claims the Super Adventure S has the most advanced electronics in the world of motorcycling. While GS riders can choose between road, off-road, rain and sport mode, Super Adventure riders can mix and match between various elements of these four riding modes, fine-tuning things like suspension, Anti-Lock Braking (ABS) and Motorcycle Traction Control (MTC) using a Nintendo-style multi-button pod on the handlebar.

But the system has bugs. My motorcycle had problems communicating with its transponder and the KTM My Ride app I downloaded onto my smartphone. The ABS also went offline. These problems were ironed out at a KTM workshop in Cali, but I’m not the first reviewer to report ghosts in this machine.

• Power and Performance

So how does the Super Adventure S handle? Un-bloody-believably well!

Unlike BMW’s R1200GS, which feels like a lumbering bus when riding the twisties, the Super Adventure S is a lean machine. Designed by Bosch, both the ABS and MTC are lean sensitive, meaning this motorcycle actually knows when you’re in a corner—a world first—and reacts accordingly. Even at 40km/hour, the thing lunges to the side like Mohamed Ali. At 100km/hour it brings you within eye level of the asphalt before razor-sharp handling straightens the motorcycle before the next thrilling dip.

With a 1301cc engine, acceleration is obscene. Even in street mode, shifting up a gear and letting the Super Adventure S rip is like fast-forwarding a movie. Yet, accelerate in Sport Mode and it feels like that bit in Back to the Future where the DeLorean shoots through the space-time continuum; it literally takes your breath away. “KTM’s concern isn’t having a plush seat. It’s putting a smile on your face when you open the throttle,” says Vasquez.

KTM Super Adventure S Review

Off-road, the Super Adventure S also takes a little time to get used to. At first, I felt like Santa Claus jingle-jangling on an oversize sled while navigating the rocky backroads of the Andes. But as I became more confident, I realized this monster actually handles like a light and nimble KTM dirt bike. Credit again goes to the almost comically oversized engine. Even when tuned down to an output of a mere 100 horsepower in off-road mode, the Super Adventure S is unstoppable on the trails. And its lumbering bulk is actually a plus. It’s so damn big it just sails over ruts—long deep grooves made by the repeated passage of cars on unsealed roads in which small motorcycles often get stuck. All I had to do was point the thing in the right direction and hang on for the ride. The computer-controlled suspension did the rest.

• The Verdict

KTM’s attempt to win over BMW diehards like me in the super-competitive adventure motorcycle market was never going to be easy—even if they came up with a faultless alternative. The bugs need to be eliminated and they may want to do something about that damn seat. Many who would buy a KTM Super Adventure S for $20,000 are middle-aged men like me who love getting down and dirty but no longer want to suffer for their sport.

But there’s no question the Austrians have made the Germans nervous with their Super Adventure S. I can’t wait to see what they come up with next. A motorcycle that talks?

• Specifications


  • Type: 75-degree V-twin
  • Displacement: 1301cc
  • Max power: 160 horsepower @ 8750 rpm
  • Max torque: 103 ft/lbs @ 6750 rpm
  • Transmission: 6-speed
  • Clutch: PASC slipper clutch, hydraulically operated


  • Front suspension; travel: Electronically adjusted, semi-active inverted 48mm WP fork; 7.9 inches
  • Rear suspension; travel: Electronically adjusted, semi-active WP shock; 7.9 inches
  • Front wheel: 3.50 x 19″ / Rear wheel: 5.00 x 17″
  • Front tire: 120/70 ZR 19 / Rear tire: 170/60 ZR 17
  • Front brakes: 320mm discs w/ radially mounted 4-piston Brembo calipers
  • Rear brake: 267mm disc w/ 2-piston Brembo caliper
  • ABS: Bosch 9ME Combined-ABS w/ Cornering-ABS and off-road mode; disenengageable

Tags: BMW KTM KTM1090

DCCycles Partners

Work with DCCycles

Submit a product for review or article for consideration.

Advertise with DCCycles!

Site Links





Site Links





Site Links





Copyright 2018 Motocyclop LLC / Privacy Policy / Contact Us