2013 KTM 690 Duke Review Enduro360.com

7 Фев 2015 | Author: | Комментарии к записи 2013 KTM 690 Duke Review Enduro360.com отключены

2013 KTM 690 Duke Review

The New 690 Has Arrived! 

Sometimes the best are the unexpected ones . This is the case with the all new 690 Duke. what a surprise!

Okay, now I am you are wondering just what a fledged street bike is on the flickering pages of Enduro360. It with an innocent enough “Do you want to test the new Duke?” the answer was affirmative. I can’t say that I was even aware there was a new 690. But it has a motor and a tank of gas.

That most of my criteria for testing.

you accuse me of being way off my beat, me out. The KTM 690 Enduro R is a model we spent thousands of miles on and is one of the in class. The Duke version of the LC4 motor gets some intriguing new features.

Inquiring will want to know.

of you know me as the hard core guy, but there was a time, ago, when that was Back then I worked at an sport bike shop, a Ducati and lived at the foot of the Highway 2, Angeles Crest. everyone then knew me as the sport bike guy who owned a bike.

So I think the Duke is a of sufficient general interest for us to about. I am a little rusty at up a twisty back road, so I to a more reasonable pace days. I still dread the day I to tell a manufacturer that I their shiny bike on the pavement. The only thing I bring to this review is a comparison to other contemporary machines.

Obviously I have not tested any lately.

LC4 Street Cred

For all my bike background, I confess the KTM versions are often an enigma to me. But the is making me rethink some of I hear it calling to me. The single Duke concept goes back to 1997 when the LC4 motor was stuffed into a chassis.

Over the years have been a number of street legal LC4 bikes.

I longed to own a 640 Adventure, it came to the sad fact the old motors were very endearing on the street. were tolerable, but others like paint can shakers. they were all versions of a motor trying to get by on the street, a compromise.

Jump forward to the generation fuel injected LC4 in the of the 690 Enduro R. It is light years of the old motor in every way. Off it does a very nice job of a wide range of tasks. But the Enduro R hits the pavement, the part of dual sport to show.

Don’t get me wrong, it bad, it just does not out for more tarmac. A couple of ago when we tested it for MotoUSA, the BMW F800GS, we dreaded the highway of our Idaho trip, partially due to and more so because of the miserable More recently, the Husqvarna showed how much more bias its BMW based motor

The Husky would feel at spending the entire day on the slab.

My fear for the 690 Duke was that it have this fabulous chassis, but with a power that would feel or out of place. In short, I expected the to vibrate like the Enduro R at Turns out my fears are completely and that means there are big changes inside.

What is New?

The new Duke in Europe last season as a model. It made a big splash and is now in the States. As for new, there is to talk about in both the and chassis. The biggest items on the list are the twin plug and drive-by-wire fuel management In the head, each spark has its own spark map.

Compression gets a modest boost to From the cylinder on down, the appears to share all the same as the Enduro R. Transmission ratios are the but gearing is a tall 16:40.

As for the body and drive-by-wire system, I have any specific detail on other than to say they very well. The Magura cylinder and slipper clutch on this motor.

On the chassis, the get a full ABS system. Like the ADV the system can be switched off. In the is a massive radial mounted 4 Brembo caliper on a 320mm rotor.

As near as I can tell, all the chassis parts are unique to model, other than very KTM looking bars, no bike parts to be found. It all to a very complete and integrated street bike package.

The member trellis frame lots of free space low for the huge exhaust system. The style muffler is stylish and keeps the sound muted. One of the few things lacking from the is a great muscular exhaust

The cockpit layout is somewhere Buell and Monster. The seat is with firm padding. The knees tuck into the tank and the body work some wind deflection off the The wide, flat bar and rear set give the requisite street stance.

The peg mounts are offset and can be reversed to the pegs providing more clearance.

Overall my 6’1” is at the top edge of the size/comfort scale. I fit but there is no extra room to around. The low 33” seat height fit many riders well.

On the side, KTM made a very effort to keep the price in check for the US version of the Duke For the most part this means that there are not fancy machined or polished on the chassis. A steel side and matte finish cast are examples of this.

Unfortunately, it means that the 690 gets a bones suspension package, ends are nonadjustable. The basic inverted fork and shock out of place on a bike with so performance potential.


The very first impression climbing aboard the Duke is everything is in the right place. the Enduro R, the fuel tank and are up front, air filter is under the It seems like this has somehow saved some too, particularly with the seat height.

Beyond the general feel is very to a Ducati Monster, a theme shows up in many other of the ride. Things are off to a good

The most of the ride experience on the 690 motor. There is no part of it I can directly relate to the Enduro It is more powerful and far smoother. A few ago when we tested the 690 Enduro and the TR650, I spent much of the examining how they stacked up to other on the street. The challenge the 690 was that vibration would to creep in at just under

It would come through the bars and pegs.

There is no at all on the Duke. Even holding the to redline in third gear no significant vibes. There is a bit of a rumble, enough to let you know it is but not the kind that leaves you tingling finger tips.

I really say how the vibration was eliminated. mounted bars are the most change to the chassis. Motor are slightly different on this also. The configuration of the counterbalancer unchanged.

I think most of the comes from the new head and management.

As for the power, it is a torque From 3,000 rpms it with authority. With the of a small flat spot 4k, it pulls strong all the way to redline. is a bit of deception going on inside version of the LC4. While it like it is all torque, aggressive sends the needle to redline fast.

It is so smooth, the revs up on you.

KTM 640 Duke II

Putting out a claimed 67 this thing is fast! It is the of horsepower single cylinder bikes could barely just a few years ago. The is so civilized too.

The tall of the six speed transmission keeps the typically just above a

Shifting into high does not come until 65mph. Yet, I found often pulling away stops in second gear. So it me wonder, would it do the same in

Finding a long stretch of road, I did a few experiments. In third the 690 will launch from a stop with just a clutch work. It then strong until it hits the rev at just over 80 miles per

Who really needs all those gears anyway?

What is to know about the drive-by-wire Technically, I am not sure, I don’t any real details. From a view, it just works The bike starts, idles and very smooth.

It takes a effort to get it to start bucking at low revs.

The slipper clutch is No matter how aggressive the downshifts the rear always stays The clutch pull from the hydraulics is also very

The transmission shifts smooth, but downshifts will require a stomp on the lever.

The front is strong with good I could never work it enough to feel any action the ABS system. The rear is the weak

With a short wheelbase and stance, there is not much left on the rear wheel. The feel is slightly spongy and the ABS kicks in quickly. The front compensates for overall power, but it be nice to have a little feel in the rear when up for corners.

The shock is by far the most shortcoming of the whole package. It is for casual riding, but once you to push it, it is not up to the task. Hit some pavement while leaned and you find yourself astride a bronco. The 43mm fork is better.

It can be harsh at times, but typically not so to throw the bike off line.

The position is quite comfortable. The sculpted seat gives support. The natural forward holds the body into the

For a tall rider, the position natural, but there is not any extra to move around either.

For riders, the light clutch, throttle response and ample make this bike easy to ride. The low seat slow speed maneuvers. the Enduro R, the trellis frame the steering lock, so be careful the parking lot. The Duke has the manners of a Buell Blast, but the persona and muscle of a Ducati

At 330 lbs, there is a giant lurking inside.

Our average consumption was 55mpg. The rear is screaming for a sleek replacement There is a nice storage under the passenger seat. The 3 map switch is standard and mounts the seat.

In testing I found the position to give the best all ride.

Every time I this bike, I found new to like. It is the big bore single has always seemed elusive. vibration gone and some power, it is a small package a big punch.

It screams “ride

KTM 640 Duke II
KTM 640 Duke II

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