2010 KTM 690 Enduro R Comparison — Motorcycle USA

18 Апр 2015 | Author: | Комментарии к записи 2010 KTM 690 Enduro R Comparison — Motorcycle USA отключены

2010 KTM 690 Enduro R Comparison

KTM 690 Enduro R

The 690 Enduro R is big for a dirt but it’s small for an adventure switching directly from the BMW it absolutely like a full-blown machine.

If you recall from our visit with the 690, it too was an offering in 2008. The original LC4 of bikes had long performed the balancing act of straddling both the and street markets. The basic had been offered in everything a track oriented SX model to carving supermoto version.

the most loved of all was the beautiful styled adventurers, these have a strong demand in the bike market.

After a run, the big Single was overdue for a While still dubbed the the next generation package is a big from the previous version. The motor is far more refined its predecessor, with more and a complete lack of vibration the counterbalanced motor.

The fuel is another of the real advances. nearly every road-going produced in recent history, the 690 not feel like it has been detuned. It starts, idles and cleanly all the time.

Coming in at a curb weight, it sits at the very upper limit of that could be considered a dirt mount. Yet this it in the range of other 650 class sport models. The difference, than the higher price, is it boasts a significantly higher of capability than most of the in the dual sport class.

That is emphasized by the quality of the found standard on the KTM. The front Brembo brake is and has good feel. The hydraulic and six-speed transmission are nice

Wide foot pegs, pedals and adjustable levers are more examples of the attention to found everywhere on the 690.

As is the priority, creature comforts are to a minimum. The instruments are very and kept as small as possible. does make it difficult to at times, especially when it dusty, but the automatic low fuel reset is a nice touch.

The package and switch cluster are to what comes on the street EXC dirt bike models. The is a long and narrow instrument of

The WP suspension components give 11” of travel front and rear more of the 690’s dirt The 48mm inverted fork has compression and rebound adjustments, it lacks the preload adjuster on most of its KTM siblings. The rear is adjustable and features a linkage

Both ends are sprung stiff.

The headlight on the KTM is woeful.

On and Off the

So the question now is just how would two bikes stand up together? in the driveway they look a bit like the odd couple. My greatest was that they might be so from each other as to the trip a tedious affair.

We had a lot of ground to cover and were to make as much of it on dirt as

Our first day of riding started and extended well after Heading out of the city I opted for the KTM to negotiate the traffic. I am consistently by the fact that the agile 690 like such a dirt that it should be illegal on the

It makes a great weapon for duty. The 800 is not far off either, but it takes discipline to remember that are two very wide saddle trailing behind.

When we hit the dirt section, a long logging road, I took the to jump on the GS. My first impression was the front end is very skittish. It to wander along with a of its own, not at all confidence inspiring. the problem it’s decided the addition of the saddlebags and gear 80 lbs total) had taken some of the bias off of the front wheel.

the fork in the clamps to help some weight back the front was a major improvement. I have the correct Torx bit in my KTM to do the job. BMW is a huge fan of the awkward

Sure enough, that change transformed the handling. The adjuster had already been in for the long pavement ride to Idaho, but we added just a tad once there was dirt in the Afterward the GS felt more a proper mount.

It glides down the fire with ease, erasing pot holes and washboard conditions.

By the stout suspension of the 690 suffers Every small road is transmitted directly to the rider. Big are fine, it’s just the ones and chatter (and the seat) that cause

Playing with the fork helped only a little. toward the end of our trip the fork to soften up noticeably. I suspect is the typical pattern of WP suspension they take a long to break in.

If we had to get off and scout ahead, the KTM was first to test what’s and what wasn’t.

As we neared the day’s end, we were to turn back on a narrow pass were the road had out. There was a second route and it’s our only for making forward progress, we’d have to double Near the top of the second pass we snow. At first we were to skirt our way around the edges, but were faced with a drift that is nearly 1.5 deep.

We decided to make a go at it.

The 690 its Bridgestone MT21 tires was the across, mostly because we it would be easiest to lift out if It took some pushing and dog but one rider was able to negotiate it Having been introduced a decade ago, the MT21 is a standard by which dual tires are judged. Our experience them has been very

At around 1,000 miles the starts to show some but it never seems to affect the on street or dirt.


Now what the 800? The time has come for a world off road test. prior to the trip we ditched the Michelin Anakee treads for the dirt-oriented Continental TKC80 The deep snow quickly the low-slung GS and then it became an tug fest to keep it moving.

a little assistance we were and able to have a good about it. First test

These conditions do bring out the of the Twinduros, they lack any side grip. So as long as the is good they do well. But if the get slick, proceeding with is the rule.

Having said the only time the Beemer the ground in our travels was from blown off the sidestand in a severe

We would see much more and mud during the trip and in each the 690 would easily outpace the Still, the 800 held itself up well. On one occasion I was leading JC a road near Sandpoint and he a turn. I thought for sure he soon stop as road down. It became a single with some significant sections and one short but steep

When I caught up with him he had negotiated the entire section on the GS, bags, proving that a moderate pace it can go nearly

With the extra weight on the the TKC80 tire was reluctant to making for a very smooth and ride. The KTM, on the other loves to … in the dirt.

The of our time was spent on fire The KTM loves these, ready to jump or roost at any opportunity. One it has is the standing position. The large provides great control sitting or standing. The GS is not quite as to standing.

The bars are lower and the controls become difficult to when upright. Removing the footpeg inserts helps but the steel pegs are narrow and any you really need control best to sit down.

With practice the GS is a willing dance for drifting in and out of dirt corners. Yet real life riding blind corners and oncoming it is again best to keep the 800 in as it is much more sluggish to emergency reactions.

Much of is due simply to the tires, given the Bridgestones as the KTM, the GS could be pushed a little harder. there is around a hundred difference in the curb weight of two, plus almost hundred for the baggage, the 800 handles it all well. The extra weight of the makes a big difference on corner

With so much power on the unloaded GS likes to spin up the tire, but we were able to get on the gas earlier, and quite aggressively, as as it was smooth. However, once it break loose, then the is a curse.

The motors of each are described as smooth and powerful. For roading they are about on par each other in terms of power. Once on the tarmac the 800 can stretch its legs.

The 690 is quite to cruise up to 70 mph, but that is the top of its happy place.

The fuel works great on both. We hit of 8,500 feet and never a cough from either. of the bikes start to show a hesitation and stumble at slow speeds, particularly the Beemer.

is about the only place a clutch action is needed. clutches work smoothly and fuss.


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