Comparison test Supermoto

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Comparison test Supermoto
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Comparison test Supermoto

The five percent hurdle

More gas, more fun. MOTORRAD shows you four attractive ways to increase your full throttle percentage from five to 50 percent in the twinkling of an eye.

Not only the FDP and PDS fail
regularly at the five percent hurdle, even the sporty biker must of necessity be faced with ridiculous quotas-
suffice as far as the position of the throttle grip is concerned. Squeezing a super sports car in traffic is like flying a fighter jet in the living room: cool, but a lot
too strong, far too fast, and in danger of fire-
lich. Full power is practically never possible with 170 HP on the road, mostly you twitch with the throttle valve almost closed. It is hardly a consolation that even “Doctor” Rossi moves less than five percent per lap at full load on some Grand Prix circuits.
So how can the fun of accelerating be increased? Driving faster would not be much at a top speed of 300 km / h and accelerating from zero to 200 in eight seconds on public roads
advisable. Already once about a Freiwil-
thought about some PS limitation? Halving the power leaves the full-
gas share increase dramatically. The Ver-
Satisfaction increases, risk decreases. Probably also a reason for the current trend towards the supermoto single-cylinder, which in terms of their driving dynamics are hardly inferior to the super sports cars in the moderate speed range. And give the light machines
you always have the feeling that you have the situation under control, they don’t overwhelm anyone.
In principle, the narrow speedsters are based on their single-cylinder sisters from the off-road industry. That goes for the
Production racers as well as for the more fun-oriented machines that face this comparison. Big brakes and 17-inch road tires, that’s it
typical outfit complete. If you make an effort, you also cut the suspension travel a bit and tighten the tuning
of the elements concerned. Exactly this one
Yamaha follows the recipe for the new XT 660 X, whose engine and chassis are identical to those of the Enduro. As one of the supermoto pioneers, KTM has long been active in this field; the current version of the LC4 went into model year 2004 with minimal retouching. The limited Prestige-
Variant differs from the basic version with black anodized rims and a different design. MZ sends the be-
Baghira stayed in the race, powered by the air-cooled Yamaha single-cylinder XTZ 660. CCM, a small British manufacturer with a long tradition, wants to expand sales, which after switching from the ancient Rotax engine to the Suzuki single from the DR 650 R certainly not is a utopian project. The R30 represents at
the British the sporty line with a short stubby tail and a smaller tank.
As long as light, small twins ?? from Aprilia? The large single-cylinder engines are the standard engine in the drifter industry. These suffer particularly from the restrictive emissions regulations, and high liter outputs are obviously not part of the legal road trim. The progress ge-
compared to the singles of the eighties, which at that time already had around 45 hp, is marginal. Nibble except for the KTM
all test candidates are still on the magical 50 hp threshold. On liquid off-
There are of course no trees to be pulled out of the country roads. To yourself
To get rid of the driving license, however, 160 km / h is easily enough. In terms of top speed, a dead race develops on the autobahn, no machine can really stand out from the others. In terms of performance characteristics, however, the quartet is diverse.
The KTM is aiming at the permanent maximization of the full load quota. The LC4 is not a machine to be taken for a walk, it wants to be twirled hard. The 640 hangs wonderfully directly on the gas, hungry for speed, lively sprints.
The spontaneous throttle response makes it a favorite of the wheelie specialists, which is the easiest way to juggle at the tipping point. On the other hand, despite all the civilization measures of the last decade, the Alpine single cannot deny his roots in off-road sports. The makeshift flanged balance shaft on the side only reduces the vibrations poorly. The LC4 remains a rough companion. It rattles, rumbles, would be a complete failure as a travel machine. If the Austrians present a successor with more elegant manners in a few years’ time, however, many will mourn this predatory owl as the last representative of a species that will then be extinct. For the time being, its future is still secured, thanks to the secondary air system, the LC4 engine complies with the current Euro 2 standard even without the catalyst used in the past.
Yamaha is already a few steps further with the new XT. The four-valve engine is fed by injection, the ge-
controlled catalytic converters at the entrance of the two silencers. The engine management works flawlessly, there is no delay in load changes, no slipping. Even after a cold start, the four-valve engine runs smoothly immediately. The expressions of life of the XT are also strong
within limits: There is a whisper from the two dampers, vibrations only come through filtered. So you like to endure a few hours in the saddle without having to reckon with deaf limbs. The Yamaha acts more phlegmatic than
the KTM, the maneuverability is limited; but it impresses with a great torque curve. Their strength is clearly in the lower and middle range. Typical mono culture.
Its engine predecessor, the air-cooled five-valve engine, powers the MZ Baghira. In direct comparison it quickly becomes clear what progress is. The MZ runs much more bumpy, less civilized. The mixture preparation does not work optimally, every now and then it slaps back into the carburettor. Which can lead to embarrassing stunts when doing a show wheelie in front of the ice cream parlor. Of
The Street Moto is often plagued by hiccups when you pull the cable too briskly, on the brakes it slams into the exhaust pipe when it is hot. In terms of performance, the oldie doesn’t have to hide, it’s just a little lacking in dynamics. What the supermoto driver misses more than the enduro rider. A handicap for aspiring stuntmen is the transmission. Less because of the long switching paths, but because of the unfavorable gradation. The first gear remained enduro-
moderately short, the gap to the second is large.
The concept of C.CM is similar to that
the MZ: Chassis completely own design,
Drive unit from Japan. Unlike the Suzuki DR 650 R heart donor, they are
Expressions of life of the R30 by no means British reluctant. It’s amazing that such a sound can still be homologated today. Extroverted supermoto drivers may like the hooligan-like appearance, but the background noise is of no use in terms of performance. The CCM always lags a little behind the others in all areas of the performance curve. The air-cooled engine does not quite live up to the sporty demands that the design promises. Nevertheless, the R30 loses on the land-
Road robbery never connects, firstly because it is translated briefly and secondly
has a clear weight advantage that makes her a fully competitive performance-
weight helps.
But supermotos don’t want to convince through performance, but rather through playful handling, easy controllability and ?? bottom line ?? lots of fun. And that is what the CCM offers. Precisely because of their low weight and also because of the compact chassis. The Briton scurries nimble through tight combinations of curves, the chassis geometry and the suspension tuning harmonize magnificently with a brisk pace. Especially since the chassis is designed more in the direction of hard and is adjustable in many ways. The steering works directly and precisely, even the trickiest ideal line can be followed effortlessly. The fact that the sporty design is bought with a touch of nervousness in a straight line doesn’t bother much. Even on a kart track, the agile CCM would not seem out of place in supermoto training. A real weak point: the limited loading capacity of the front brake. The small enduro floating saddle cannot cope with severe hot flashes, some hard braked switchbacks downhill let the pressure point melt away. In the test, the speedometer cable gave up after just a few kilometers because of a tight bend. And the clutch cable should also be laid more cheaply, the actuation force is too great because of the friction.
The MZ has also taken over the brake calipers from its off-road sister, but this only limits the stability under very tough conditions. Obviously, the East Germans also left the soft enduro suspension setup untouched. The rocking effect brings life into the booth, but accuracy and handling suffer from the heavy swell. The Street Moto would need less travel and / or a tighter one
Poll. At least it’s stable
straight. That the comfort is outstanding
should by no means be suppressed. The Baghira simply irons everything that comes under the wheels. But comfort is really what the wild supermoto drifter is looking for?
Instead of slack tissue, the rather tight muscles of a well-trained athlete like the KTM expect. The damping can be adjusted between medium and rock hard. With such reserves, the 640 LC4 is ready for an excursion
the kart track well armed wherever it is
fights bravely against serious racing equipment. Real comfort cannot be screwed into the chassis using the many screws, even the softest setting does not turn the LC4 into anything
Litter. Despite all the euphoria, the KTM has to put up with criticism: The fork’s response behavior could be more sensitive. When fully leaned, the front wheel tends to bob a little off track on bumps, which is what the ver-
Do not trust the Pirelli MT 60, which is basically easy to control, for the limit area. A very serious point of criticism: the nervous straight-line stability.
In the upper speed range, the LC4 eels across the track, gratefully picks up every wake of turbulence from a car in front for thorough stirring. Not that your heart slips into your pants, but the lurching course is always uncomfortable. Let’s close the chapter with praise: The Brembo four-piston caliper bites into the 320 mm disc, that’s how a Supermoto brake has to work.
After the first few meters on the Yamaha, everyone suspects restlessness in the entablature at high speeds. No other motorcycle steers so extremely directly, requires such minimal force on the handlebars. But the suspicion is not justified, the XT stays on course with stoic calm even at full throttle, there is nothing at all. The Japanese ha-
ben done their homework thoroughly and managed to get a grip on the handling-enhancing steering geometry due to the small front wheel, which has made some semi-professional supermoto conversions into professional commuters. This also applies to the tightened suspension. The damping is not adjustable, but the basic setting is correct. Except maybe for the kart track, because the weighty XT is in the wrong movie anyway. The love handles do on the country road ?? A modern single cylinder really doesn’t have to weigh almost 190 kilograms? Only noticeable in alternating curves, otherwise the smooth, precise steering dominates the handling. The strange handlebar offset takes some getting used to. The fact that the shift travel could be shorter and the gear changes crisper is only noticeable when driving in a sporty manner. The brake system is not offensive to even rough handling, and there is no trace of fading.
In the end, the Yamaha did with the
best all-round qualities are clearly ahead in the points evaluation. In the sub-
Everyone wins the jective fun evaluation. Especially when the full throttle ratio is kept above 50 percent.

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Comparison test Supermoto

Comparison test Supermoto
The five percent hurdle

Technical data: Yamaha XT 660 X

engine
Water-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, four valves, rocker arms, dry sump lubrication, injection, Ø 44 mm, uncontrolled catalytic converter with secondary air system, alternator 291 W, battery 12 V / 8 Ah, mechanically operated multi-plate oil bath clutch, five-speed gearbox, O Ring chain.

Bore x stroke 100.0 x 84.0 mm

Cubic capacity 660 cm3

Compression ratio 10.0: 1

rated capacity
35 kW (48 PS) at 6000 rpm
Max. Torque 58 Nm at 5250 rpm

Pollutant values ​​(homologation) g / km
CO 1.280 / HC 0.221 / NOx 0.110

landing gear
Steel tubular frame, open at the bottom, telescopic fork, Ø 43 mm, two-arm swing arm made of steel,
Central spring strut with lever system, adjustable
Spring base, front disc brake, Ø 320 mm, double-piston floating caliper, rear disc brake, Ø 245 mm, single-piston floating caliper.
Spoked wheels with aluminum rims
3.50 x 17; 4.25 x 17
Tires 120/70 ZR 17, 160/60 ZR 17

Tires in the test Pirelli MTR 01/02

mass and weight
Wheelbase 1485 mm, steering head angle 65 degrees, caster 90 mm, suspension travel f / r 200/191 mm, seat height * 885 mm, weight with a full tank * 189 kg, payload * 185 kg, tank capacity / reserve 15 /
3.5 liters.

Two year guarantee

Service intervals every 10000 km

Colors blue, black

Price 6610 euros

Additional costs 140 euros

Technical data: KTM 640 LC4 Supermoto Prestige

engine
Water-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four valves, rocker arms, wet sump lubrication, constant pressure carburetor, Ø 40 mm, secondary air system, electric and kick starter, alternator 200 W, battery 12 V / 8 Ah, hydraulically operated multiple-
Disc oil bath clutch, five-speed gearbox, O-ring chain.

Bore x stroke 101.0 x 78.0 mm
Cubic capacity 625 cm3
Compression ratio 11.5: 1

rated capacity
40 kW (54 PS) at 7000 rpm
Max. Torque 55 Nm at 5500 rpm

Pollutant values ​​(homologation) in g / km
CO 0.830 / HC 0.250 / NOx 0.160

landing gear
Single-loop frame made of steel, divided un-
pulls, bolted rear frame, upside-down fork, Ø 48 mm, adjustable rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, front disc brake, Ø 320 mm, four-piston fixed caliper, rear disc brake , Ø 220 mm, single-piston floating caliper.

Spoked wheels with aluminum rims
3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 160/60 ZR 17

Pirelli MT 60 R / RS tires tested

mass and weight
Wheelbase 1510 mm, steering head angle 63 degrees, caster 99 mm, spring travel f / h 265/300 mm, seat height * 910 mm, weight with a full tank * 160 kg, load * 190 kg, tank capacity / reserve 12 /
2.5 liters.

Two year guarantee

Service intervals every 5000 km

Colors black

Price 8320 euros

Additional costs around 200 euros

Technical data: MZ Baghira Street Moto

engine
Water-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, five valves, rocker arm, dry sump lubrication, register carburetor, Ø 26/35 mm, alternator 343 W, battery 12 V / 9 Ah,
mechanically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain.

Bore x stroke 100.0 x 84.0 mm

Cubic capacity 660 cm3

Compression ratio 9.2: 1

rated capacity
37 kW (50 PS) at 6500 rpm
Max. Torque 57 Nm at 5250 rpm

Pollutant values ​​(homologation) in g / km
CO 2.530 / HC 0.390 / NOx 0.020

landing gear
Single-loop frame made of steel, split beams, telescopic fork Ø 45 mm, adjustable rebound damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, front disc brake, 282 mm diameter, double-piston floating caliper, rear disc brake, 246 mm diameter, single piston -Swimming saddle.

Spoked wheels with aluminum rims
3.50 x 17; 4.50 x 17
Tires 120 / 70-17; 160 / 60-17

Pirelli MT 60 R / RS tires tested

mass and weight
Wheelbase 1530 mm, steering head angle 62 degrees, caster 130 mm, spring travel v / h 280/280 mm, seat height * 910 mm, weight fully-
tanks * 179 kg, payload * 181 kg, tank capacity /
Reserve 12 / 2.5 liters.

Two year guarantee

Service intervals every 6000 km

Colors yellow, red, silver

Price 6690 euros

Additional costs around 135 euros

Technical data: CCM R30 Supermoto

engine
Air / oil-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four valves, rocker arm, wet sump lubrication, double carburetor, Ø 32 mm, electric starter, alternator 200 W, battery 12 V / 8 Ah, mechanically operated
Multi-disc oil bath clutch, five-speed gearbox, O-ring chain.

Bore x stroke 100.0 x 82.0 mm

Cubic capacity 644 cm3

Compression ratio 9.3: 1

rated capacity
35 kW (48 PS) at 7500 rpm
Max. Torque 52 Nm at 5800 rpm

Pollutant values ​​(homologation) in g / km
CO 10.116 / HC 0.520 / NOx 0.189

landing gear
Single-loop frame made of steel, split beams, screwed rear frame, upside-down fork, Ø 43 mm, adjustable rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut directly hinged, adjustable spring base, rebound and compression damping, front disc brake, Ø 320 mm, four-piston -Fixed caliper, rear disc brake, Ø 220 mm, single-piston floating caliper.

Spoked wheels with aluminum rims
3.50 x 17; 4.25 x 17
Tires 120/60 ZR 17; 150/60 ZR 17

Tires in the test Pirelli MTR 01/02

mass and weight
Wheelbase 1500 mm, steering head angle 61.4 degrees, caster 126 mm, suspension travel f / r 275/310 mm, seat height * 880 mm, weight with a full tank * 156 kg, payload * 181 kg, tank-
content 12 liters.

Two year guarantee

Service intervals every 6000 km

Colors red, green, black

Price 8450 euros

Additional costs 230 euros

Performance chart

Up to 6000 revolutions the Yamaha has the competition with the powerful
Torque fully under control, it will make you run out of breath. Here lays
the KTM only really starts, even at speeds above 7000 rpm it does not yet work
strained. The LC4 is the only machine in the quartet that exceeds 50 hp-
Brand clear, the others can only scratch this brand. The CCM
is quite weak in the lower area despite the thundering sound. The MZ appears
unspectacular, but convinces with a linear torque curve.

Scoring: drive

Behind the stalemate between Yamaha and KTM are completely different characters. The XT is more balanced, more suitable for everyday use, the LC4 more sporty and lively. When it comes to performance, the light CCM with a short ratio has the lead, although it is the weakest in terms of performance. In this regard, however, the differences are marginal; in terms of performance, no machine can significantly set itself apart. The difficult-
This coupling costs the CCM valuable points. Somewhat sluggish
The MZ engine that appears lacks dynamics, and the circuit could also work more precisely.

Scoring: chassis

Stability is not exactly the forte of the Supermoto runabouts, only the Yamaha remains stable both in curves and on straights. The XT chassis fits. Thanks to the large number of adjustment screws, KTM and CCM are armed even for tough conditions. The Baghira buys its comfort-oriented design with a lack of stability in curves and a spongy-looking chassis.

Scoring: Security

Good brakes aren’t just for Supermoto heaters
important, on the test lap KTM and Yamaha convinced
thanks to resilient four-piston calipers with little manual force,
good effect and stability. The MZ brake should
not be pushed too hard, enough for a single seater
the CCM’s enduro brake. With light and
Looking in the mirrors, only the XT scores well, the others
three should be at home when it gets dark
his. With extraordinary lean angle and ground clearance
the quartet collects plenty of points. Handlebar slapping
occurs in all of them only rudimentary and is because of the
wide handlebars easy to control.

Scoring: everyday life

The fact that the KTM is ahead in everyday practicality is a fact
on the good equipment with adjustable spring elements and extensive instruments. Despite the best range
the Yamaha cannot catch up. The high weight costs points in handling, and there is a lack of adjustment options on the chassis.

Scoring: comfort

The clear winner in this chapter is
the XT with comfortable seating for the driver and front passenger and a comparatively smooth-running drive. The KTM loses crucial points because of the extreme vibrations, co-drivers swear over the short, hard bench. It is much more comfortable
on MZ and CCM neither.

Scoring: costs / environment

With the lowest consumption
Thanks to injection, the low price and the lowest inspection costs, the XT can finally distance the rest of the field and take a clear victory under the trick. The CCM test machine, which was still homologated according to Euro 1, is losing ground in terms of emissions, and a cleaner Euro 2 model is expected to come onto the market soon. Despite the simple single-cylinder drive, the inspection costs of the CCM and MZ are high and the service intervals are short. In terms of workmanship, there is more or less room for improvement for all four.

1st place – Yamaha XT 660 X

Yamaha XT 660 X Handy, but also stable.
Comfortable but not spongy. In addition, it is fully suitable for everyday use. In short: the best all-rounder is at the top.

2nd place – KTM 640 LC4 Supermoto

KTM 640 LC4 Supermoto The machine for
Drivers who want to turn the shower vigorously: little cultivated, but tingly lively. Who complains about the nervousness??

3rd place – MZ Baghira Street Moto

MZ Baghira Street moto The litter: a long one
Suspension travel, soft tuning, outstanding comfort, rocking effect when moving forward. Not for stokers, more for connoisseurs.

4th place – CCM R30 Supermoto

CCM R30 Supermoto No compromises: short,
crisp, robust, rowdy. Only the slack front brake does not work
fit into the sporty picture.

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