2010 KTM 990 SM T and 990 SM R: MD First Ride …

4 Фев 2015 | Author: | Комментарии к записи 2010 KTM 990 SM T and 990 SM R: MD First Ride … отключены
KTM 990 Superduke R
KTM 990 Superduke R

2010 KTM 990 SM T and 990 SM R: MD First Ride

is Part One of a two-part report on our test of new KTM bikes for the U.S.

Is a dirtbike with roadrace and brakes-the ultimate motorcycle? If you all day in a giant orange shed, think so. “It’s our heritage,” KTM P.R. Manager Thomas referring to KTM’s 20 years in the business.

Of course, riding on a frantic, short-geared thumper can be so adding a second cylinder to a makes a versatile, fun and reliable you can ride every day, for long highway stints.

KTM treated the world to big supermotos the 950 SM. which it upgraded to a 990 a few years adding fuel-injection and some ponies. You may think the Supermoto is a Superduke 990 with less and more suspension travel, but be wrong.

The Supermoto, Superduke and RC8 all have different motors: the 990 and 990 Adventure share the most motors, with a single-shaft as opposed to the Superbike’s dual balancers. The frame and suspension is too.

Americans get two versions of the big supermoto, the R and a more practical tourer. bikes share a liquid-cooled, four-valve 75-degree 115-hp and basic chrome-moly trellis From that common KTM’s engineers started go-fast bits to make the R. are forged Marchesinis, saving 4.4 of rotating mass, and it gets delicious four-piston Brembo racing calipers.

A supermoto a powerful, sensitive rear as well: the R (and T) is equipped a two-piston caliper back The minimal plastic bodywork is the low-profile tank holds four gallons.

The T is a little staid, but not much. It gets two-piece calipers, softer (but still fully a larger 5-gallon tank, a and easily detachable semi-hard There’s also a larger, passenger-friendly saddle and a luggage

Wheels are a little heavier the R’s, and the fork doesn’t get the black TiAn coating. all means the T is 432 pounds without compared to the R’s 417-pound claimed but both bikes are priced the at $13,998.

Since the KTM 2010 intro I attended was mostly a event, there was only a street ride to evaluate the T, but were a few Rs available for track No matter: riding the R on the track may been the most fun I had all day.

it’s heavier and (a lot) than the RC8 R, but its wide, flat, handlebar and torquey motor it big fun to snap in and out of turns, and the bike’s nature and slim form it feel a lot lighter than it No need to move my rapidly body around so much: roar up to the apex, snap it in, out, repeat.

Out on a brief street ride, the R the twisty Laureles Grade, more-than-ample power and that grippy, tenacious feel it on the track. Riding a supermoto this kind of power, and excellent suspension doesn’t feel like a fair If I had one, I’d probably have to new friends.

Power is snappy, the same excellent fuel-injection and response the RC8 R showed (featured in Two later this week), and the felt about right for roadwork. The motor is more raw and than the silky, quick-revving RC8 but if you’re used to a thumper it’s not objectionable. But a touring rig not: the narrow, hard became noticeable after 30 minutes of riding, and wind is zero.

Think of the SM R as your inner city commuting/Sunday thrasher.

KTM 990 Superduke R
KTM 990 Superduke R

For something almost as fun and more practical, the SM T should much better. The seat is seat-like and the windscreen and handguards some useful wind The seating position keeps the ‘ol from bending too much, and the are high.

The bags, while small, are (making for easy lane-splitting) and to remove or attach. The larger for the 990 Adventure can be fitted, although would require new brackets.

The difference between the T and the R-as as you’re not working the brakes too the softer suspension. The T exhibits the neutral, easy steering, with a plusher ride. And doesn’t just mean

There’s actual controlled and the three-way (compression, rebound and preload) adjustable WP components adjustments that actually do should let the rider fine-tune the to perfection. It tracks through keeping the wheels on the ground, and and potholes don’t jar your the way some European bikes

I loved scraping up my brand-new kneepucks in Laguna’s fabled on the RC8s, but street riding is because you can do it all day long and the variety of is endless. What heightens experience is having a bike handles like a well-set-up in the twisties but is comfortable to ride on the stretches in between. The 990 SM T is one of those a real do-it-all machine tremendous character, performance and

One bike I didn’t get to ride, makes its debut in both the USA and is the 2010 690 Duke R. It’s on the excellent 690 Duke. a single-cylinder that’s designed to be a fun and reliable The R version takes the 65-hp, liquid-cooled Single from the 690 and (heh, heh) pumps it up to 70 hp more compression and another it’s an actual 690.

The goes into an orange-painted frame, suspended by upgraded and rear components. A pound is off the 690′s 327-pound tank-dry with some carbon I’ve ridden the 690 Duke, and that bike to be as light, and torquey as you’d guess: a Single used to be the realm of Scandinavian winter tinkerers, but now can buy one of these for $10,998, just more than the standard 690

Adding the T and R to the lineup gives KTM USA a range of large-displacement streetbikes, a decade ago. They’re out of the market the Japanese bikes in, but are affordable compared to competition BMW, Ducati and Aprilia. will be a great year for and supermoto comparison tests.

KTM 990 Superduke R


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