Consider Kawasaki's KLR650, probably the most ubiquitous of all 650cc Thumpers from the past couple of decades, produces about 36 horsepower at its rear tire. The 690cc Single in the Duke punches out almost double the ponies, 63.8 hp to be exact. Clearly, the KTM mill is in an entirely different league. It rips out even a couple of horses more than Kawasaki's twin-cylinder Ninja 650! Click here to see the Duke's dyno chart.

The Duke has been a lynchpin in KTM's excursion into the streetbike market. Best known for its dirt machines, the Austrian manufacturer created the Duke in the mid-1990s as its first street-specialized model. But despite publishing motorcycle tests for nearly 20 years, Motorcycle.com has never had a chance to review one. So a little history lesson is in order.

And so 2013 sees the return of the Duke to North America, updated from the 2012 Euro bike with new wheels and stainless steel muffler wrap rather than painted mild steel. The Duke's orange-hued chromoly-steel trellis frame gives it a distinctive appearance, vaguely reminiscent of a Creamsicle-inspired Ducati Monster.

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The recession has no doubt slowed some of the progress, however, that hasn't stopped much in this sport. During the last few years we have seen tremendous advances in ignition systems, electronic fuel injection, front suspension, and now, for 2013, shock technology.

KTM is the first to introduce an air shock to modern racing. The idea is not new in principle, but it does break a longstanding tradition of externally sprung components. The new WP air shock is enshrouded in mystery that has suspension technicians intrigued.

Like most air shocks, the external coil spring is absent, as on Dungey's KTM 450SX. We don't know for sure if there is any type of internal spring, although suspension experts believe there may be one to control top out.

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This year looks like a particularly exciting time to be a motorcyclist, if for no other reason than the variety of bikes available across every category, including electric! Here then is our list of the top 10 bikes we're eager to ride in 2013, in alphabetical order. Be warned, our picks might surprise some of you.

Aprilia Caponord 1200

Another year, another contender in the large-displacement adventure-bike game of thrones. The undisputed king of the segment, the BMW R1200GS, wears the crown. Beemer's benchmark bike just keeps taking on all comers - and continues to bat down each and every challenge, as in our 2012 Adventure-Tourer shootout. This year brings a reincarnated Aprilia Caponord to the game, initially unveiled at EICMA 2012.

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The Triumph Explorer and Yamaha Super Tenere are the newest combatants in this increasingly competitive market, while both KTM and Moto Guzzi have held positions in this category with models of their own, shall we say, eccentricities. What these five bikes represent, though, are the disparate avenues manufacturers are traveling to attain a similar goal. Which begs the question: Have any of these Johnny-come-lately A-T bikes succeeded in surpassing the mighty GS to become the new benchmark model?

Achieving the answer to that question was fraught with scorching temperatures and mind-numbing freeway miles, but also ribbony two-laners, gravelly fire roads and dusty singletracks, all the while loaded down with an assortment of clothing and camping gear. Sentiments ranged from surprised to disparaged, and in the end consensus, but not absolute agreement.

From the most expensive base model MSRP, BMW at $16,149, to the least expensive, Yamaha at $14,899, the bikes are all within a $1,700 price range. Because of its least expensive price, the Tenere scored a perfect 100% in the Price/Value category of our ScoreCard, with the KTM coming in a close second. Each manufacturer produces an array of accessories to outfit their model which increases the price you'll pay accordingly, but BMW, with its longevity in this category, is backed by the strongest selection of accessory components.

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The past 12 months have seen fewer new-model announcements and debuts than we fondly remember from five years ago, but there are several motorcycles that really stoke our fires and encourage us to mount up and ride.

It's again that time of the year when we select Motorcycle.com's Best Of choices - our annual MOBO awards. Surf along as we look back at the standout motorcycles of the past year. Click here to see our results from 2011.

Motorcycle of the Year
Kawasaki ZX-14R

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If you're KTM, it's this one. Enter the 990 SMT. First debuting in 2009, you can probably guess what those three letters stand for. Yep, SuperMoto Touring. KTM calls it, the "long distance Supermoto." Whether you consider it a bloated dirtbike with saddlebags or a shrunken sport-touring rig, it's clear KTM didn't follow conventional wisdom regarding those terms when designing this bike.

What Is It?

In trying to define the SMT, it's easiest to start at its heart. Powering it is the venerable 999cc LC8 engine. The same mill found on the 990 Superduke and Adventure before it. It's got two cylinders separated at a 75-degree V-angle, dual overhead cams, liquid-cooling, and Keihin electronic fuel injection. Inside, a counterbalancer keeps engine vibes to a minimum.

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It couldn't have come any sooner, as these ten new machines for 2012 have us here at Motorcycle.com excited for the year to come. Like last year, this list is heavily Euro-centric - just one Japanese motorcycle managed to crack our register. Similar, too, is the amount of sport (or sporty-ish) bikes on the countdown.

Perhaps most interesting, however, is the presence of not one, but two electric motorcycles. One promises a lot of potential, while the other is a display of what happens when a major manufacturer dips its toes in the E-bike game.

So, here they are - Motorcycle.com's 10 hottest bikes of 2012, in alphabetical order ...

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The single-cylinder 125 Duke was introduced about a year ago in select European markets, where it's charged into the lead and become a segment leader, which makes it no surprise the 200cc variant has been so eagerly anticipated.

Butch, lean and aggressive all at once, the striking 200 Duke proudly shows off its KTM genes. Black and trademark orange are the predominant colors, while sharp angles and steep creases define this modern naked bike. Every part has been visibly pared down to a minimum, which allows the 200 to live up to KTM's 'ready to race' tag and tip the scales at just 300 claimed pounds.

The front mudguard is sporty, bolted on above elegant, slim-spoke alloy wheels. A bikini fairing guards the sump, while the engine itself is exposed between the motorcycle's steel-trellis frame. A stubby exhaust box sits neatly tucked away underneath.

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I take a moment to consider the effortless advantage and seamless continuation of power the quickshifter provides compared to its manual shifting counterpart, the RC8 R streetbike I rode in the previous session. Based on 2011 MSRPs, $16,500 for the R vs. $20,000 for the Race Spec (2012 prices TBA), the quickshifter is part of a $3,500 package underlining the company's "Ready to Race" motto.

The KLS quickshifter is only one component on a bike loaded with go-fast equipment that piecemealing together would cost more than the $3,500 KTM is asking. Akropovic Evo 4 Titanium exhaust system, slipper clutch, forged Marchesini aluminum wheels and racing WP suspension don't come cheap but offer big advantages over the standard RC8's configuration of stainless steel exhaust, no slipper clutch, cast aluminum wheels and non-racing WP suspension.

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Taking the "Ready To Race" motto to heart, 2012 sees six street bikes in the KTM lineup, headlined by the RC8 R and RC8 R Race Spec models. Here's the breakdown:

RC8 R

Both the RC8 R and RC8 R Race Spec enter 2012 enjoying a host up carry-over upgrades from 2011. Since the RC8s were late arrivals to the 2011 sportbike party, we're highlighting the changes and upgrades.

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For 2012 KTM has done the off-road conversion for you, with a wider-ratio transmission and engine modifications that make the aggressive powerband more appropriate for off-road racing. The new frame uses the non-linkage WP PDS shock, which KTM swears works better off-road. A host of improvements to the clutch, engine cases, fork, tripleclamps, rear suspension shock position and ergonomics highlight the major changes. KTM also improved the electric-start system and added a more powerful 190-watt electrical system to power FIM enduro-legal lighting. The new exhaust is spark arrested and quiet, and the tamper-proof EFI settings ensure EPA and California 'Green Sticker' compliance.

At the KTM 2012 XCF-W press launch at the Inyan Kara AMA National Enduro in Wyoming we had the chance to try all of the new KTM cross-country bikes before picking one to race. Being diehard two-stroke lovers, we thoroughly expected to choose the familiar 300XC-W to race. That opinion changed quickly when we climbed aboard the 350XCF-W. The bike felt acceptably light, handled better at speed than the two-strokes and had the smoothest powerband this side of an XR100. As the journalists swapped bikes during the day it was always the 350 that we couldn't wait to ride again, and it became the bike the other models were judged by. With just two 350s at the media's disposal for racing we got our elbows up and smashed our way to the front of the line to book the 350XCF-W as our AMA National race bike!

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KTM introduced its 2012 enduro bikes at the Inyan Kara AMA National Enduro, in Upton, Wyoming. And once we'd had the opportunity to do a quick evaluation of the various models we were allowed to choose our favorite KTM to race in the enduro the following day. Fun? You bet!

All the bikes feature new bodywork and stronger hand guards, plus a new airbox design with rear-facing intakes that promise to be more waterproof than previous models. Excel rims are used, wrapped in Dunlop tires. WP forks get new seals to reduce stiction and improve performance over small impacts.

The 250cc and 300cc two-stroke XCs get a new frame and swingarm, with a new non-linkage PDS shock. The two-strokes also get a redesigned reed valve to increase torque and smooth out the powerband. The 300 also gets a new cylinder, and both bikes share a new 2.7-gallon fuel tank and more reliable electric-start system.

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Brands like Aprilia, BMW, Ducati and Triumph haven't slowed the launching of new models, and this forging ahead in the midst of a storm has resulted in gains of market share. It's also provided us with several interesting new bikes to ride. Perhaps most interesting of all are the bikes in the paradigm-shifting electric motorcycle movement that's rapidly gathering momentum. Progress in this category will come quickly as new technology takes great leaps forward.

Although the two-wheel market isn't what it once was, this is nevertheless a fascinating era in the evolution of motorcycling. The best motorcycles and machinery of 2010 are seen below.

Motorcycle of the Year

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Despite the four-stroke revolution, KTM has remained committed to improving the two-stroke engine, and for good reason. Low cost, low noise, simplicity and the good old-fashioned power to weight ratio are the strong selling points that KTM has cashed in with their extensive line of two-stroke machines.

The 300 XC is lighter, at 216 pounds, than just about any 250F. The 300 XC-W, W denoting a wide-ratio transmission, is a tad heavier at 221. It's reliable too; it's not unusual for racers to get 200 hours from a top end on the 300. Try that on your racing four-stroke!

The 300 starts easily, but in case you are really lazy it has the magic button. Yup, E-start on a two-stroke! That may sound pointless at first, but as you'll find out we loved that feature! This machine has always been a huge seller for KTM, but for 2010 the bike still received updates to the airbox, cooling system and exhaust.

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With BMW's S1000RR and KTM's updated and new-to-the-U.S. RC8R as an all-new model, the field of liter-ish superbikes expands considerably for 2010.

Apologies to MV Agusta for not counting the 2010 F4, but no one's yet signed up to race it in a large-scale series - the KTM was the runner-up in the 2009 IDM (International German Superbike Championship). We sure wouldn't mind a spin on the MV, though. (Hint, hint, MV Agusta.)

Like the race grid, we'll now expand the roster of contestants in our annual liter test.

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Well, KTM, long known only for its highly capable off-road bikes, is doing it by being different - mostly. One look at the 2010 KTM 1190 RC8R is all it takes to know that it wasn't designed by an Italian. KTM is based in Austria (as is designer Gerald Kiska who has worked with KTM since 1991) just a day ride over Stelvio Pass from Italy, but there's no mistaking KTM's non-Italian Teutonic design language. Perhaps the distinctive design of the RC8R is the result of Austria's location snuggled between Italy and Germany: the cold, engineering-driven German influence blended with the romance of Latin Europe.

The RC8R's chiseled design creates a sensation wherever it stops. If an F-117 stealth fighter crashed into a motorcycle factory, the RC8R would be the likely result. Slim and angular, and swaddled with matte-black paint, it looks stealthy, even if its radar-evading qualities are dubious. Although few would describe the black and orange machine as "pretty," we admire the courage to step outside of the well-worn sportbike design box with its bold origami shape. Opinions vary.

"Angular shapes and bold use of black, white and orange color scheme makes the KTM a clear standout in styling in the liter class, possibly rivaled only by BMW's new S1000RR," says MO's Senior Editor, Pete Brissette.

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If you aren't familiar with the enduro championship winning EXC formula, here are the basics. The liquid cooled 530 engine actually displaces 510cc and features a four-valve OHC cylinder head and an 11.9:1 compression ratio. That top end breathes though a 39mm Keihin FCR-MX carburetor, while power flows through a wide-ratio six-speed transmission and hydraulic clutch.

KTM's healthy mill is wrapped in a Cr-Mo frame, with WP forks up front (11.8" of travel) and KTM's simple, non-linkage rear suspension (13.2" of travel). Despite its dual-sport legality, the package is spec'd with appropriate spring and damping rates for off-road racing. In fact, minimal work has been done to make the bike DOT legal. The big differences between the EXC and its off-road cousins lie in DOT approved Metzeler knobby tires, emissions friendly carburetor jetting, taller gearing and a quieter exhaust.

How effective is this bike to ride? On the street, the answer is 'not very.' Gearing is tall, allowing effortless runs at normal highway speeds. But this is a dirt bike first and foremost, so it vibrates, wiggles, lurches and is generally uncomfortable to ride when pressed into the streetbike role. That doesn't mean it's not fun to ride the 530 EXC on the street, because it is. It's a riot actually, because the KTM is tall, torquey, fast and draws looks like a bull (Red Bull?) in a china shop. The brakes are great, considering the limited grip of knobby tires on pavement. The digital instrumentation is not exactly easy to read, but provides enough info to keep you out of trouble. The mirrors are blurry, oversized and awkward. There are no passenger pegs, nor is there a big fat saddle or a big fat gas tank. This is a dirt bike, a serious dirt bike, with just enough street stuff to satisfy the authorities. Being dirt bikers, those limitations as a street bike are fine with us. Anything more would be unnecessary, and dare we say it...dorky. The KTM 530 EXC is most assuredly not dorky.

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Those are questions yet to be answered, but one question I do know the answer to is whether the 1198 RC8R is a Ducati killer or not. It definitely isn't yet, so today I'm comparing it to the liter fours and the latest and best 600cc in-line fours instead.

And it wouldn't stand a chance there either I hear you whisper? Well, it's not quite as clear cut as that. While cornering on the brand new Bridgestone BT-003RS tires the RC8R leans with great willingness and turning from an extreme left lean to an extreme right is the easiest thing in the world. Only the 2009 Kawasaki ZX-6R felt better in this area on Almeria.

The Brembo monoblocks worked very precisely on the RC8R with a fantastic initial bite. The 43mm WP USD fork felt fine, but not with the same feedback as the Ninja. The new fully adjustable WP mono shock must have helped a lot at the rear because the RC8R could be fired very hard out of the corners without much of a rear wheel slide. The RC8R was also of the best bikes along with the 600s for a circuit that can be ridden in second gear between the two straights. Plenty of low-end, traction-friendly V-twin torque.

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More than 45 one-of-a-kind sports memorabilia, including a Formula 1 race car, are up for auction with proceeds going towards funding spinal cord research.

The Wings for Life Spinal Cord Research Foundation auction will run March 13 to 30 on eBay. Established by two-time Motocross champion Heinz Kinigadner and Red Bull founder Dietrich Mateschitz, the Wings for Life foundation funds research towards finding a cure for paralysis. Kinigardner began the foundation after his son Hannes became a paraplegic following a motocross injury in 2003. His brother Hans has also been wheelchair bound since 1984.

"Supported by numerous athletes, we will sell absolutely unique exhibits from the world of sports, and the revenues from the auction will be used to make further progress in the field of spinal cord research," says Kinigadner. "When we started asking for a few unusual items, we soon came to realize that these people were more than willing to give us some of their personal memorabilia and trophies."

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KTM firmly places itself into the history books with its first ever superbike! It's orange, its fast and its right straight out of the crate. KTM really managed to impress both Jeremy McWilliams and myself. The 1148cc V-twin from Mattighofen takes on the world.

KTM showed us the very first concept version of the RC8 at the Tokyo Motor Show in 2003. The Austrians are aggressive in their marketing strategy and choosing Tokyo was a nice little intimidating stunt aimed at the Japanese big four. KTM wants to make a big statement with the RC8. It says in big orange letters that if we can beat you at offroad we can beat you on the road too.

The RC8 started out as a 999cc V-Twin, and then it became a 990cc V4. KTM then scrapped everything done before and developed a brand new V75 1148cc twin from scratch in 30 months. In the last two years KTM lobbied with Ducati to get the current World Superbike regulation changes through to allow the 1200cc super twins to compete.

The real competition right now is first and foremost the Ducati 1098. The RC8 1190 is aimed directly at the 1098S at a lower price than the standard 1098. As a matter of fact, Mattighofen engineers have aimed very precisely and the RC8 1190 makes exactly the same rear wheel horsepower as the 1098S. A source also told me exclusively that KTM has purchased not one, but two brand new Ducati 1098R's for study (this is not unusual as every manufacturer studies its competition). But in the corridors lurk both a BMW and an Aprilia 4-cylinder superbike too. World Superbike racing will be extremely interesting in 2009.

Arriving at Ascari I can see around 50 spanking new RC8's lined up waiting for the world press. Half of the bikes have got number plates and mirrors, the other half are primed for the track test.

Following Jeremy McWilliams advice I opt to do the road ride first thing in the morning to allow the sun to warm up the very long Ascari race circuit. It's February and the weather conditions are not always very warm or dry in this part of Spain. Ronda is high up in the mountains and it was cold this morning.

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This year - 2007 - marks a huge step in the history of the 54 year-old Austrian company. They're getting into the vast US street market by expanding their dual-sport and Supermoto offerings and by introducing a few all-new models, including the 2007 990 Superduke. And to tell the world about it, they wisely invited Motorcycle.com to test it out on our home track, the Streets of Willows in scenic Rosamond, CA, the only town in California that somehow manages to be more horrible than Bakersfield*.

KTM claims everything they make is "Ready to Race", but how does that equate to a product that is first and foremost a streetbike? Be patient, read on, and you will find out; plus you will find out all about the new 690 Supermoto and the 990 Adventure.

If you've enjoyed our new "Scotch Watch" feature (nominated for a 2006 MotoWeb Best Feature award**) I am sorry to disappoint you: KTM is a no-nonsense company that is all about riding and racing; no fancy dinners or cocktail receptions for the US press. We did enjoy a stunt show courtesy of KTM stunt rider Oliver Ronzheimer and some nice gifts from KTM's stylish accessory catalog before KTM's media relations and design people told us about their new product lineup.

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Did you go down to the Federal Building after accidentally ripping the tag off a mattress to turn yourself in to the Federal Marshals?

If that is the case, you are probably not in the market for a 100 HP super motard. However, if you like to remove your license plate and run toll booths, cheat on your taxes by deducting lap dances as "Business Meeting Expenses", and leave dead fish in pre-paid safety deposit boxes at banks you don't like, I might have a motorcycle for you.

It's orange, looks crazy, and like the most unlikely governor California has ever had, is made in Austria. KTM is one of the biggest players in the high-performance off-road motorcycle market, well-known for their large selection of bright orange single-cylinder motocrossers, dual-sports, super moto bikes and adventure rally-racers. KTM's out-of-the-box racing success is well known; a huge percentage of the grueling Paris-Dakar rally finishers are riding mostly-stock KTMs.

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If we wanted to spend our existence living in pampered luxury like Fran Drescher's Pomeranian, we would reject dangerous, hot, dirty motorcycles and buy Lincoln Towncars to transport us from air-conditioned office to shag-carpeted home theatre. But we crave danger, adversity and adventure. A thousand miles is just around the corner to us, and just because a road is a broken line on a map doesn't make it an insurmountable obstacle.

We need a motorcycle that can take us and our camping equipment, luggage and maybe a reluctant spouse on the freeway and twisty paved roads, roads that might lead to the previously mentioned broken lines on the map. This all means we need a motor powerful enough to pass at freeway speeds fully loaded, a chassis and tires that can handle twisty paved roads, and enough dirt capability to get us to our campsite in one unscuffed, unfatigued piece.

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KTM hopes to change that perception via a large-scale remarketing effort. You saw an initial stage of that in this year's AMA/EA Sports Supercross Series as well as the AMA/Chevy Trucks U.S. Motocross Championships. While KTM has always made motocross bikes, it's never really been well-known and popular in the U.S. as a major player in the MX market.

It remained one of those quaint European companies, too small to make a wave in the oceans of Japanese bikes that dominated tracks on these shores. That's changing.

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Not ones to rest on their corporate laurels, KTM has been a continuous technological force, leading the industry with innovations like power valves, USD forks, water cooling and other technological leaps of the 80s, and more recently ('95 model year) the first dirt bike manufacturer to return to conventional slider forks.

In response to the one lingering fly-in-the-ointment of recent years (ignition dependability), KTM has bid sayonara to the perennial SEM ignition for '97, replaced with a state-of-the-art Japanese Kokusan spark unit. Add to that the new mega-fork from Marzocchi, and it's easy to leap to the conclusion that KTM has another winner on its hands. A foregone conclusion, perhaps, but one that was easily proven during our extended testing. Here's what we've learned.

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Newly designed clutch components (push rod and pressure plate, riding on larger bearings, friction plate material) allow for smoother clutch action and consistent engagement / disengagement.

A revised shift detent mechanism is alleged to effect more positive shifting, revalved shock and fork, with a new lower fork leg casting, a new SEM K11 ignition (better reliability) firing a standard NGK B8EG spark plug (vice B9 in previous models), a new chrome plated pipe that mates to an integral silencer/spark arrestor (chrome plated as well), and stock Boyesen reeds.

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For a lot of people, that's a tough question to answer.

Sure, if you're just starting out or weigh-in at 125 pounds, it's a natural-a 125 will work great, and won't be so powerful to intimidate you. But what about the rest of us, all the 200-pounders who should know better than get on a 125? Plenty of big people and Senior class riders are looking at 125s these days, for many valid reasons.

1. They're cheap. Even though it costs the same to make a 125 or a 620 (at the factory level), manufacturers are forced by the market to price a 125 lower than a big bike.

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Why a '96, you might ask. Aren't the '97s coming out soon? Yes and no. KTM has established the R/XC line for a late spring introduction, so you won't see the '97 machines until June of next year. What we have here in the '96 will be current until then, and they've made a number of good little changes on the bike.

Well, you might not call some of the changes "little." The most striking change is the inclusion of the E/XC-style racing suspension; the Marzocchi Magnum 45 forks on the front, and a rear Ohlins shock. These Magnums are the latest design, not leftovers from 1995. With them you will find the same sliders with 20mm less underhang, which really helps out when the going gets rutty or rocky. The forks also have a different compression damping configuration from the original '95 forks. This is also a plus, in our eyes, since we never really thought very much of the '95 Marzocchi forks anyhow.

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