10 November 2016
KTM chooses M7RR for their banzai 2017 Super Duke R
KTM calls it the “Beast 2.0” and it is indeed an animal. The new KTM lineup is naughtier than ever, with the revised, ultra-aggressive 1290 leading the pack. Here’s what KTM has to say about it:
KTM 1290 SUPER DUKE R – THE BEAST 2.0 With this bike’s new transponder key in your pocket, you go for the gold. An overhauled V-Twin beats the battle drums at 177 hp, while its revamped chassis is set to stay ahead when the straight is devoured. When corners become prey. Every bit, byte, nut and bolt wants you to be fast and in control: wider, lower handlebar, Brembo monobloc brakes, MSC with Bosch cornering ABS, glorious WP suspension, an optional, two-way quickshifter+, a multifunctional TFT display, a full LED headlight, the works. This is our latest performance entrepreneur – pure, raw and straight to the point: speed.
That’s a combination that can decimate any road or track. And they’ve decided to put all that tech and power aboard a set of our very own, high-performance M7RR tires.
Here’s what Metzeler engineer Luca had to say about the M7RR:
Look at the rear of the M7RR. It’s dual compound in the way we all know. There is a small strip in the middle, dedicated to mileage and stability. The shoulder compound is dedicated to grip. But, in the M7RR, we do a dual compound not laterally across the carcass, but also vertically in the tire. This is what we call cap and base. There is a base, and there is a cap. This is a sandwich of compounds that have a balanced level of stiffness, and this sandwich helps the behavior of the tire, in particular the feedback and stability, and how the tire is communicating information to the rider.
The lower layer is a bit stiffer, the upper layer is a little bit softer. Below the two compounds is the steel belt—the part of the tire that gives centrifugal stability. The harder compound is in contact with the belt, so you have a graduation of stiffness from hard to soft.
For a lot of years with the Interact (variable tension steel belt), we have been able to imitate the behavior of a dual compound. However, to have more mileage (by compound), you need to have a dual compound. But, with Interact technology, we can make a dedicated tuning to neutralize the part where you have the change of compound. The interface between the green and blue compound is a sudden change—if the tire is not designed in a perfect way, the rider can feel something, or you can find after 5000km a little step because the wear of the compound is different. You have to tune a dual-compound tire in order to avoid these undesirable secondary effects. We use Interact technology to adjust the structural pretension of the tire to best take advantage of the compounds.