2008 KTM 530 EXC-R vs. BMW G650X Challenge — Test Drives — 2008 BMW Enduro…

24 Фев 2015 | Author: | Комментарии к записи 2008 KTM 530 EXC-R vs. BMW G650X Challenge — Test Drives — 2008 BMW Enduro… отключены

2008 KTM 530 EXC-R vs. BMW G650X Challenge

* :

Email me a copy of this

* mandatory fields

BMW and KTM, treading on each other’s introduce dual-sport models represent each manufacturer’s approach to the genre.

Despite a lack of offerings in the class, are becoming increasingly popular. of the most popular class-defining have been around, unchanged, for more than a while -others are purely playbikes with turn

Dual-sport riding clubs and offering guided adventure are springing up across the country, yet the dual-sport rider has had little in high-performance street-legal dirt-slingers, riders converting off-road-only for occasional pavement duty. provincial governments are clamping on these converted bikes, pulling them off the road by license plates.

Dual-sport can now ride to trailheads without the rear-view mirror for flashing red and as more manufacturers introduce new with improved off-road BMW’s G650X Challenge and 530 EXC-R are worthy off-roaders lights and license plates.

The Challenge is one of three 652 cc single-cylinder BMW introduced last year. The were developed as part of aggressive campaign to entice younger customers to the brand. Its 100 x 83 mm liquid-cooled engine produces a respectable 53 hp at 7,000 rpm and a muscular lb-ft of torque at 5,250

Electronic fuel injection it apart from the majority of in the category, and allows it to perform in a wider range of temperatures, as as at higher elevations.

G-series were designed in collaboration Aprilia and are manufactured in Aprilia’s plant in northern Italy, engines coming from engine-maker Rotax. Frame incorporates a steel main with bolt-on aluminum and a forged aluminum subframe. A 45 mm inverted fork is adjustable for and rebound damping, and at the rear is unique and highly functional Air System.

The air-spring/damper unit was introduced on the HP2 and uses air for both spring and duties. An easily accessible valve and sight level easy adjustment of spring (an air pump/gauge is included) and a dial on the body adjusts damping. Our bike was delivered with Metzeler Sahara dual-sport which have a tread better suited to street and dirt riding.

We installed a set of Baja DOT knobbies to better the stock Metzeler Six Days tires on the KTM.

Seating is accommodating on the Challenge, despite a one tester claimed was “like on a two-by-four set on its edge.” Well, if the case, the KTM’s seat is sitting on a plywood sheetset on its The KTM’s ergonomics are also compact, better suiting riders, especially while Both bikes have seat heights (930 mm for the 925 mm for the EXC), though the BMW squats when laden, making it manageable.

At 144 kg (317 lb) dry the Challenge its air-cooled contemporaries from and Suzuki by 3 kg, and is about as seriously oriented as a dual-sport has come to at least that’s what we until we slung a leg over $10,198 530 EXC-R.

The Austrian has roots deep in off-road but instead of transferring race onto a road-going model most manufacturers do, KTM reversed the by transferring street technology a race bike namely signals and mirrors. The lightest-in-class kg/251 lb dry) EXC-R based on an enduro competition it is one, only with a exhaust.

Its chromemoly frame is from the 2007 525 EXC-R with larger diameter providing a more rigid The WP 48 mm inverted fork adds preload adjustability to compression and damping adjustment, and tripleclamps adjustable offset so trail can be

The single rear shock is for preload, rebound and high and compression damping. This was clearly designed for the advanced rider, or more accurately,

Although no horsepower claim is for the KTM, its 510 cc EC4 liquid-cooled power-plant at least as strong as the BMW’s, power delivery from the … engine (95 x 72 mm bore and is quite different, and redline is higher at 10,000 rpm (7,500 rpm for the The carbureted mill needs upon start up, as well as warm-up time before ridden away, but once throttle response is instantaneous, the snapping to life when the is blipped.

It needs more than the BMW before it hits its spot, with a strong through midrange, but power out at higher rpm. It feels the engine gets choked up by a muffler that meets and noise standards, yet lacks the volume to allow the engine to properly when approaching This somewhat narrow requires frequent rowing the EXC’s six-speeds, though change with a very touch at the shifter.

The Challenge on the hand builds revs pulling with force down low and building power in a and very BMW-like manner to One look at its acetylene-bottle-sized muffler credibility to the muffler volume engine breathing argument. of its broader powerband, the BMW gets by on five widely spaced ratios. Gearshift action is a clunky with a longish throw, though effort is

Overall gearing is tall, and suited for the street, but off-road, gear was used only on the gravel-road stretches.

Unless you (and you can on the EXC-R) and must with jetting, the G650’s injection is a big improvement over the carburetor, and not just in terms of warm-up time. Conditions our three-day test period very dusty, eventually air filters. By the third day the BMW’s output decreased without any effects in throttle response, the KTM developed a reluctance to accept throttle.

The EFI system compensated for the reduced air caused by the contaminated air filter, the KTM ran overly richbut at least it warning of a problem.

Another EFI is reduced fuel consumption. mostly off-road, the Challenge an average 4.5 L/100 km (64 mpg, a we matched with the road-only Moto), while the EXC-R 5.9 L/100 km (49 mpg). This in fuel consumption was reflected in bike’s fuel range, the BMW for about 200 km between fill-ups capacity), the KTM good for about 150 km (9

Unless you spin the KTM’s to near redline, vibration is pronounced on the BMW. Both have counterbalancers, but the BMW shakes at cruising speeds despite lower, with vibes in intensity as revs build, our Challenge test bike vibrate as much as the G650X we tested last season Canada Sept/Oct 2007).

is also much more on the Challenge than on the supermoto G The normal procedure for adjusting rear sag does not apply to the for once it is properly set with a on board, unladen the rear tops out. Once in, both ends soak with cushiony softness, providing enough bump to prevent bottoming off jumps or riding over unseen or hidden stumps.

On well-travelled roads, washboard ripples beneath the bike nearly Despite the plush ride, its is responsive enough to handle a hot in rough trails, absorbing approaching bumps without the chassis. The bike doesn’t with the sharpness of a motocrosser, but it manage winding trails a level of competence matching or anything else in the class.

High-speed stability over surfaces is exemplary, while the changes direction quickly that you won’t need a to warn of oncoming obstacles. The we installed certainly contribute to the off-road capability, and anyone a real off-road excursion from gravel roads consider installing a set. The however, is reduced on-road as they slow steering reduce front-end feedback and vibration.

Aside from its race-bike styling, the 530 EXC-R reveals its racing background on the move. Even with settings set at minimum, response is The bike feels like riding on its toes at a modest pace, barely using of its suspension travel, tossing its about and causing arm pump. trail riders will be disappointed with this

However, pick up the pace way up and the reveals its true (KTM orange) colours.

At a blistering the bike glides over terrain with the poise of a pumped up on steroids. Its firm works well when working hard. Steering at speed is uncanny; a slight tug at the and a nudge on the tank with the instantly changing the bike’s to avoid obstacles or bounce off

If you hit a big rock on the EXC-R, it’s you didn’t see it. A drawback of this quickness is nervous high-speed On faster, open gravel the handlebar constantly shakes and the bike occasionally gets out of at speeds above 100 km/h, swinging rather alarmingly side to side, especially riding over soft formed by car tires.

Sitting the rear of the bike provides stability, but it comes nowhere the G650’s unwavering ride. A steering stabilizer would be a investment. Washboard roads are on the EXC-R, each ripple a shockwave up the fork and rattling

Suspension compliance improved about 500 km (the bike was new on but remained uncomfortably firm the test.

Although limited, our testing immediately revealed machine’s different focus. The BMW accommodates with its plush better street tires stock Metzelers) and stronger though its hard seat long distance comfort. The KTM made even short a chore, its stiff suspension harsh over broken, pavement and exacerbating pain by its narrow, hard seatand if of your riding is done town, you’ll need tires.

Dual-sport riders can the arrival of both these as they open up the segment to performance. Choosing between of these bikes, or one of the existing dual-sports should be quite Opt for Honda’s XR650L or Suzuki’s and you’ll be settling for dated, and slower bikes with suspension components, but you’ll a lot of money.

The 530 EXC-R is the choice for the to race off-roader, who would convert a WR or CRF for the road, and go through a but not always legal licensing KTM has taken care of this for EXC-R riders are also to make necessary adjustments to the including changing spring and re-valving damping, to suit riding styles, as a racer on a race bike, and jetting can be

BMW’s G650X Challenge a wider range of riding from advanced beginner to and is ready to ride as is; it makes a better street bike even the G650X Moto (at the stratospheric seat height is on the Challenge), and unless you plan on the next David Knight, the more sensible choice. The await.

Talk about different flavours. The 530 EXC-R is to race right out of its shipping as KTM’s ad slogan says. the first bike I’ve that truly meets goal; it’s a no-compromise bike you can legally ride on the

If you trail ride like taking part in a national Scrambles flat-out and up on the pegs all the this is your machine. The BMW is a below the KTM in off-road performance, more work to ride at race pace. It’s a bit and a bit slower, but for me it was much more fun to

It’s a much more bike for everyday riding, it the one I’d pick.

Jim Gibb

the 530 EXC-R’s potential required a of concentration and skill that I only muster for limited of time. During those blasts through the woods, I was at the bike’s steering precision and it was easy to imagine myself as a enduro rider I said The rest of the time I imagined getting a full-body massage; I the bike and the bike won.

For my skill, the Challenge was much challenging, and more representative of the dual-sport class is about: performance both on and off the road, it the sensible choice for most Of course, I’ve since the new KTM 690 Enduro; let’s just say my will be getting considerably this summer.


Photos: Neil Graham and Mouzouris

Interesting articles

Tagged as:

Other articles of the category "KTM":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.