Driving report KTM 990 Supermoto T-R

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Driving report KTM 990 Supermoto T-R
KTM

Driving report KTM 990 Supermoto T-R

Driving report KTM 990 Supermoto T-R

Driving report KTM 990 Supermoto T-R

Driving report KTM 990 Supermoto T-R

12th photos

Driving report KTM 990 Supermoto T-R
KTM

1/12
… the technical details are convincing as so often with the Austrians.

Driving report KTM 990 Supermoto T-R
KTM

2/12
The color of the shock absorber also shows brand loyalty.

Driving report KTM 990 Supermoto T-R
KTM

3/12
Oil pan at the very front with a clearly legible level of the stored lubricant.

Driving report KTM 990 Supermoto T-R
KTM

4/12
KTM SM T without dress.

Driving report KTM 990 Supermoto T-R
KTM

5/12
Looks comfortable. Does that actually fit a KTM?

Driving report KTM 990 Supermoto T-R
KTM

6/12
It should combine the qualities of a tourer with the driving pleasure of a supermoto. Or who can seriously imagine a wired, handle-heated and fully air-conditioned travel steamer in black and orange??

Driving report KTM 990 Supermoto T-R
KTM

7/12
Believe it or not: KTM is building a touring version of the 990 Supermoto: the SM T.

Driving report KTM 990 Supermoto T-R
KTM

8/12
The SM T is of course available in black and orange …

Driving report KTM 990 Supermoto T-R
KTM

9/12
… and also in silver.

Driving report KTM 990 Supermoto T-R
KTM

10/12
Just like that: heat plates on the silencers including holders for suitcases and a large luggage rack.

Driving report KTM 990 Supermoto T-R
KTM

11/12

Driving report KTM 990 Supermoto T-R
KTM

12/12
The front may take some getting used to, but …

Driving report KTM 990 Supermoto T / R

Supermoto fun device

Ultimate fun in the cornering paradise on the Algarve: asphalt surfing with Supermoto world champion Bernd Hiemer on the new KTM 990 SM T.

It’s my turn. Right on the rear wheel of a world champion. Apply pressure, put my front wheel on the brake, sometimes left, sometimes right. Even on the short straights, I never let it tear off. Every now and then I check with me whose heels I am clinging to ?? but it’s true: Hiemer is written in bold letters on the station wagon. Basically the small print underneath: Asphalt Surfer. The master of controlled drift himself, the king of all lateral drivers, already two times world champion in the sliding profession. And I can easily keep up with his pace? whow.

Unfortunately, there is a catch: On closer inspection, the master actually doesn’t really drift out of the curves, and admittedly doesn’t slide into it particularly wildly. And he doesn’t do wheelies, nor does he do any other spectacular stunts. To be honest: the champion behaves tame. Too bad. But after all, we’re not on the supermoto racetrack, but on public roads. And the assignment for KTM chief drifter Bernd Hiemer when presenting the new 990 SM T was probably to act as a tour guide to slow down the journalists who are motivated to the tip of their hair.

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Driving report KTM 990 Supermoto T-R

Driving report KTM 990 Supermoto T / R
Supermoto fun device

For the presentation of the 950 SM T, KTM did not choose the racetrack, but a trip over picturesque streets in the Algarve in southern Portugal, gives first indications of the character orientation of the T version. T stands for touring, various changes are intended to put the application area of ​​the large two-cylinder supermoto on a broader basis and thus open up the speedster to new buyers. What does the press release call? Global Innovation? celebrates, turns out on closer inspection to be in principle best known machine, namely the much-vaunted 990 SM, which was converted into a T-model with a small half fairing. In addition, a few other modifications such as the deeper, stepped bench, reduced spring travel, an optional luggage system, some cosmetics ?? and the tourist supermoto is ready.

Look and character

Externally, the angular mini formwork makes a noticeable difference. But can it be that the few technical changes give the Supermoto a completely new character? Not really, that has been anticipated to reassure all fans of Austrian sports furniture. The T is still a real KTM and a crystal-clear supermoto, the fun device for fans of real locomotion in traffic. Which is also logical, because neither the chassis nor the drive are changed.

That means that the two-cylinder turns no less greedily than before. That it is just as lively, easy to turn and powerful as usual, which is why the front wheel can hardly be kept on the ground in the lower two gears. And even if the Austrians have not made any modifications at the moment, a lot has happened in recent years. In contrast to the first carburettor LC8 engines, the injection 990 has now reached a stage of maturity that there is hardly anything to criticize. The previously annoying constant speed jerking is no longer an issue, and the loud whipping of the chain in the lower speed range has been minimized. Nevertheless, the lively macho twin still straightens the neck hair, but now also has casual cruising on the palette. At most, the aggressive direct throttle response could initially shy away from a silky smooth Japanese. Which is less of a point of criticism than a question of taste. And you get used to it quickly.

So far, many interested parties have been less able to get used to the height and hardness of the seating, which was also almost a characteristic feature of alpine machines. With the spring travel cut by three or four centimeters and a seat bench that is lower in the front area, there should be hardly any complaints. The step seat, which, by the way, also fits the two other 990 supermotos, is definitely more comfortable. However, it pegs the driver in one position, which is why the sporty SM R still retains its rock-solid bench for more freedom of movement.

Tires, chassis, driving pleasure


KTM

If necessary with both wheels in one lane: "Asphalt surfer" Bernd Hiemer, two-time supermoto world champion.

The rough asphalt glistens finely in the sun. No mess, no messing around, a dream for friends of steep slopes. The sun has now brought the tires and drivers up to temperature, we let the supermotos run properly. Letting go is exactly the right expression, because the 990 is extremely undemanding, everything goes by itself. The Conti Sport Attack ?? this is how Austrian touring models tire! ?? bite into the asphalt. An excellent tire choice, the grip is great even in critical conditions, such as cold or wet conditions. And the front tire rolls neutrally over the entire lean angle. The Big Easy.

The T version embodies this lightness even more than the basic SM, as the reduced spring travel ensures a slightly lower center of gravity and reduces movement in the chassis. However, no savings were made, the T-model has the same WP spring elements as the basic machine with all possible setting options. With which you can play excellently, the differences between the three basic settings recommended by KTM are clearly noticeable. Whereby the T is designed to be softer from the basic set-up, which noticeably brings comfort. Especially since the WP parts, which used to be bumpy, respond noticeably better since KTM brought the production of the suspension elements from Holland to the main factory in Austria.

The fairing, which is fixed to the frame, provides additional driving comfort, although you shouldn’t expect too much from its wind protection. From 130 km / h, it relieves the upper body, while the head and shoulders remain in a free flow. Which is definitely better than wild turbulence on the helmet. Compared to the handlebar cover of the Supermoto basic version, the rigidly mounted plastic casing improves stability, and the T-model draws a clean line even when it is full. Of course, it is also advantageous that the moving masses around the steering axis could be reduced. If you want to go on tour, you will find a small range of practical luggage items. "Global innovation" Perhaps it is a bit of a tumble, but the SM T certainly occupies a new niche with improved all-round qualities. It is gratifying that it expands the range of use without compromising the driving pleasure at all. It remains the funboard for asphalt surfers.

Driving report KTM 990 SM R


KTM

The pure lesson: The 990 SM R represents the sport in a crisp, no windbreak.

Supermoto fundamentalists are more likely to be enthusiastic about the R version of the 990 supermoto. As an uncompromising piece of sports equipment, it of course dispenses with the fairing and luggage system, and is instead upgraded with noble components in terms of driving dynamics. These include forged Marchesini wheels with filigree spokes and Pirelli Supercorsa tires, the stiff monobloc Brembos and a smaller tank with a capacity of 15 instead of 19 liters. The white shimmering paint of the fuel tank, in combination with the orange paintwork of the grid frame that is typical of all KTM-R models, enhances the appearance of the SM R. The orientation is clearly defined right from the first seat test: The R is the hardcore piece of sports equipment with a straight, uncompromisingly padded bench and firm suspension.

Which is clearly noticeable when driving to the racetrack in Portimão. Although the rolling comfort on porous asphalt is still bearable, there can be no question of merciless hardness. On the other hand, there is less movement in the chassis when the pace becomes more brisk. However, you should wait a few kilometers until the throttle is unfurled unrestrainedly. Because the Pirellis need temperature until they roll smoothly and develop grip. The engine of the R is absolutely identical to the other two two-cylinder SM models. The enthusiastic, greedy character is simply in the genes of the great supermotos. On the confusing, difficult-to-learn race track, the SM R is precisely motorized: low-revving, but always easy to control, with a wide band for even thrust from tight turns. And at the end of the wide straight starting straight, the speedometer shows almost 230 km / h before the slope disappears under you behind the crest. The neck muscles are put under great strain by the open cross helmet. It’s good that you can rely on the Brembos for the critical braking maneuver in the tight first chicane. With a clearly defined pressure point and crystal-clear feedback, the mono-bloc pliers brutally compress the Supermoto. For the nice parts, however, KTM charges a considerable fee, the R costs 1,400 euros more than the basic SM.

Technical data KTM 990 SM T (R)


KTM

engine
Water-cooled two-cylinder four-stroke 75-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 48 mm, unregulated catalytic converter, 450 W alternator, 12 V / 11 Ah battery, Hydraulically operated multi-disc oil bath clutch, six-speed gearbox, X-ring chain, secondary ratio 41:17.

Bore x stroke 101.0 x 62.4 mm
Cubic capacity 1000 cm3
Compression ratio 11.5: 1
Nominal output 85.0 kW (116 hp) at 9000 rpm
Max. Torque 97 Nm at 7000 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø
48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 305 mm, four-piston fixed calipers, disc brake at the rear, Ø 240 mm, double-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17

Dimensions + weights
Wheelbase 1505 mm, steering head angle 65.6 degrees, caster 109 mm, spring travel f / r 160/180 mm, seat height 855 (875) mm, dry weight 196 (189) kg, tank capacity / reserve 19.0 (15.0) / 3 , 7 liters.

Two year guarantee
Colors black / orange, black / silver (orange / black / white)
Price without Nk. 12395 (12995) euros

Noticed

plus
+ Engine lively and powerful
+ Suspension with a wide adjustment range and reserves
+ Sitting position comfortable
+ Playful handling

minus
– Accessory case with little storage space
– ABS not available

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