Comparison test of the BMW F 650 GS Dakar against the KTM LC4 640 Adventure-R

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Comparison test between the BMW F 650 GS Dakar and the KTM LC4 640 Adventure-R

Impostor

The brightly styled rally replicas from BMW and KTM are important with their sporty shells. Are they also fully up to date in everyday life?

The trick isn’t new. Win on sunday, sell on monday. Just like fifteen years ago, when Dakar-BMWs were all boxers and were driven to victory twice in a row by a little dervish named Gaston Rahier. This Belgian devil could run upright under the handlebars of his GS monster, only to mercilessly sandblast the competition on the next stage. Great, thought the people of Munich and brought the Paris-Dakar special model of the otherwise rather staid GS to the public. Honda and Yamaha did the same with the XL 500 R and XT 600 Tenere – only with a huge tank and a solo seat.
In the meantime, BMW racers only have one cylinder at the Dakar, and the main opponent in the desert sand no longer comes from Japan, but from Mattighofen. After the second Dakar victory of the F 650 RR in a row, a sporty offshoot of the Funduro GS is now ready for a comparison test against KTM’s LC4 640 Adventure-R.
With a 21-inch front wheel, 40 millimeters of increased suspension travel and a fairing screen, hand protectors and checkered flag decoration, the GS Dakar should taste much more like desert dust than rush hour smog. And by the way, transfer the aura of the glorious Dakar victories as losslessly as possible into everyday motorcycle life between getting bread and going through the Alps.
KTM does without the Dakar emblem on the LC4 640 Adventure-R. Quite logical, as the Adventure is not only used as the basis of the Dakar toy mobile, but has also been able to be a robust extreme travel companion umpteen times in real life. Yes, the Oschi bomber has even achieved merits in the sport enduro segment. Features such as the 28-liter tank with a fuel pump that is pulled down a long way, cladding with double headlights and high windshield, multifunctional tripmaster and sturdy attachments exude a sophisticated rally ambience.
The seat heights of at least 90 centimeters are raised, which inspire respect even when standing. The BMW rests very diagonally on the side stand and is difficult to get up, while the KTM main stand demands muscles when jacking up. While the BMW single can be asked for a long time with an organizing starter, the Adventure jumps on without any problems, but dies constantly in the warm-up phase until it says: Choke in and full speed ahead.
The F 650 doesn’t want to stand back and dashes off too. Vibrations, chain whips, swallowing – what is it, the cultured Bavarian seems to be asking. The 625 cm3 KTM Raubautz knows the answer. Despite the balance shaft and domesticated Mikuni constant pressure carburetor, it has retained part of the legendary LC4 character. Below 3000 rpm, the four-valve engine still pulls listlessly on the chain, only to want to tear it up with snotty, spontaneous acceleration. Beyond the 7000 mark, the 51-horsepower hammer finally mutates into a tough, oscillating seal killer. The KTM vibrations get really annoying at constant speed on the motorway. Where the desert ships roll almost like on rails when the going gets tough.
BMW sets the standard. Protected by the windshield, the pilot floats confidently over the asphalt in a comfortable saddle up to a top speed of 167 km / h. In twos, the comfortable Bavarian runs just under 160 without complaints from the comfortably accommodated passenger. KTM drivers live no less fast, but they are much more emotional: tight seat, stormy wind pressure, loud sound, bloodcurdling vibrations. The cramped pillion passenger also involuntarily participates in the latter.
Quickly off the track again, up on the country road and aggressively grabbed the thick Magura handlebars with bent elbows and let the rally animal bomb around the corner. Alleluia! Even if the White Power Extreme fork with its mighty 50 millimeter standpipe diameter is more convincing than sensitivity, the Adventure doesn’t bother on asphalt ?? she only twitches the handlebars when there are major road construction defects.
But the Dakar is sticking to it, yes, when it comes to the mountains, it even pulls by. The measured 52 hp single does not run out of breath even in thin mountain air? the engine management for ignition and injection makes it possible. The comfort zone of the 652 cm3 four-valve engine, which is exhaust-gas cleaned by a regulated catalyst, begins at 2000 revs. The revving fun only comes to an end beyond 8000 rpm. BMW can play another trump card when driving at night. In left-hand bends, the low beam of the DE headlight lets the KTM driver feel in the dark. The broadband BMW headlights can do better.
And another difference between the two desert offshoots: In contrast to the tightly tuned KTM, the BMW’s chassis is sensitive. Not overly handy, but almost as full as the big GS sisters, the Dakar can be piloted over all kinds of asphaltic bends. Calm, quick and confident. The Metzeler Enduro 3, like the Michelin Sirac of the KTM, literally mesh with the asphalt. And anyone who puts on one of the two high bikes should think about a super moto career.
Surprise when switching from the BMW to the KTM: Here the Brembo stoppers are much more reluctant than with the Bavarian, although both are equipped with 300-millimeter solo discs and double-piston calipers at the front. Although comparable in terms of metering, the BMW’s deceleration is better by classes with the same manual force. Still, it’s a shame that the Dakar, unlike its civil GS sister, is not available with ABS. Twisting due to the one-sided brake is not an issue.
One issue, on the other hand, is the Dakar’s non-adjustable handbrake and clutch levers, which stick out a long way, making operation difficult. Despite or because of the hard-enduro image, the KTM with adjustable or retractable parts is much more practical and elegant. Only the small foot brake lever located well inside requires some getting used to.
With trial insoles at the latest, you will learn to appreciate small attentions such as a precisely metered clutch. Especially when, like with the BMW, the jump from first to second gear is quite big. Advantage KTM: Even if the battery is sucked empty by the radiator fan while driving slowly, it can easily be brought back to life with a kick starter, while BMW drivers have to make do with pushing.
There is a tie in terms of shiftability: Both five-speed transmissions allow quick gear changes without practice, with the Bavarian the distances are longer, but the KTM requires a little more power. People up to 1.75 meters have to bring them with them when maneuvering on the Alpenkrad because of the enormous seat height? Pushing a fully fueled 179 kilograms back and forth on tiptoe with a high center of gravity makes even seasoned people sweat.
Only one thing helps: change terrain and increase the speed. Gravel roads are the territory of the two scree people, on a relatively flat track they bolt through the pampas at lightning speed despite the moderate tire profile. However, as soon as Mother Earth begins to fold and the course becomes more curvy, the LC4 makes relentless meters. The handlebar and notch position as well as the tank / bench line encourage an active posture: Either slide all the way forward or stand in the notches and let the orange-blue primal cattle pop across the stone desert.
BMW drivers fall behind due to the more passive seating position with the almost twenty kilos heavier, rear-heavy GS. The non-adjustable, softly tuned 41 mm fork contributes to the poorer aiming accuracy, so that the BMW demands more concentration from the driver on tricky terrain. It doesn’t help that the spring base and rebound damping on the hindquarters are variable. In addition, the ground clearance is used up faster than the massive sheet metal protection would like. Before the KTM part makes contact with the ground, it has to go stupid.
Contacts with tank attendants are also reduced to a minimum for the adventure pilot, only about every 500 kilometers he conjures up a smile on the face of the fuel dealer with a maximum of 28 liters of Super. BMW drivers have to pull the trigger more often despite moderate fuel consumption – around five liters per 100 kilometers. On the other hand, because of the position of the 17-liter tank under the seat, you hardly have to struggle with changing the center of gravity.
It only becomes stupid for them when no lead-free material is available for a long-haul trip. Then it says: bye, catalyst. In contrast to the other LC4 models, KTM therefore follows the motto for the off-road sports tourer Adventure: where there is nothing, nothing can break.
A.But let’s be honest, in everyday life, even desert high bikes rush through low mountain bends rather than rally stages. And comfort, suitability for everyday use and environmental friendliness count more than the last bit of range and shirt-sleeved sportiness.

Conclusion: BMW – 1st place

BMW F 650 GS Dakar

F 650 GS Dakar ?? the sportiest F 650 to date. A powerful, economical, sophisticated engine with a regulated catalytic converter in a comfortable, agile chassis plus a comfortable seating position. This guarantees travel enjoyment without back pain and vibration damage. With the Dakar, BMW created real competition for the big GS sisters? and not just for this. A motorcycle that is far too good to only be built a thousand times as planned.

Conclusion: KTM – 2nd place

KTM LC4 640 Adventure-R

Okay, the Adventure is just losing on points because it’s not that balanced. But the KTM doesn’t want to be everybody’s darling. Although the current Mattighofen rally hammer is more suitable for everyday use than previous models, its sporty shape breathes hard enduro from every pore. Agile, spontaneous, real emotions. Regardless of whether the route leads into the desert or to the next ice cream parlor: In the saddle of the Adventure, every tour becomes a welcome escape from everyday life.

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