Husaberg FS 570, Husqvarna SM 610 ie, KTM 690 SMC test

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Husaberg FS 570, Husqvarna SM 610 ie, KTM 690 SMC test

Husaberg FS 570, Husqvarna SM 610 ie and KTM 690 SMC

Single-cylinder bikes in the test

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Alone? Do you fancy some action? On to the single party! PS invites three sporty, slim playmates to a meeting, checks their flirtation factor and checks whether they are suitable for a longer relationship or for a short, hot affair.

B.The author of this test was also able to evade the sometimes bold photo ideas of the PS guest stunt driver Jo Bauer. For example, jumping over a 25 meter long hill belonging to the public road network with three road machines flying in formation and landing in a busy roundabout, a perfect table for the Supermoto professional.

Husaberg FS 570, Husqvarna SM 610 ie, KTM 690 SMC test

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Wild, exotic, hungry for competition

But today Jo does not allow any excuses. Today, PS moves out on ideal terrain with three bikes that are predestined for crisp action: single-cylinder supermotos. The marvelous supermoto route of the Freiburg Motorsport Club in Bremgarten is perfect for the three test subjects. The drifter elite meet here every year. The cracks drive two runs to the German championship on the Baden circuit.

The Husaberg FS 570 model year 2010 is part of the party. Brand new, wild, exotic, hungry for competition. Founded in 1988, the originally purely Swedish company has been part of KTM for 14 years, but most of the development of new models still takes place in Sweden. PS used the all-rounder KTM 690 SMC as the second test machine. Both bikes are not designed for pillion rides. The robust Husqvarna 610 ie, which completes the test field, is the only one that offers space for a passenger.

Husaberg FS 570 requires earplugs

Conceptually, the Husaberg drive, which was newly developed for 2009, clearly stands out from the other two. The crankshaft of the single cylinder lies above the clutch and the transmission. The reverse is true for conventional engines. This arrangement is intended to bring the large rotating masses closer to the vehicle’s center of gravity. The Swedes expect better handling from it. The cylinder, which is inclined forwards by 70 degrees, saves overall height and lowers the center of gravity, while the gasoline / air mixture enters the cylinder head in a streamlined manner. Despite the completely different layout, around 60 percent of the engine’s innards come from the KTM shelf.

Unfortunately, the open 60 HP 570 is only approved for traffic with 8 kW (just under 11 HP) for noise reasons. With the roar of the exhaust and its pithy suction noise, it calls for earplugs. According to HP information, some dealers get approval with around 45 HP by means of individual reports. The open one is running in the test "mountain" out of competition.

Husaberg with frame rear made of plastic

KTM and Husqvarna do not need special reports. The Austrians certify that their Sumo is 63 legal ponies, while the Husky gallops 49. The power deficit of the 610 is clearly noticeable, the Husqvarna runs through the speed range quite tough despite measured 52 HP. The seemingly listless performance development may not really fit the sporty brand image. The drive acts rather cautiously. On top of that, it generates annoying vibrations from medium speeds. On the plus side there is a beguiling sound: a muffled suction rumble mixes with a sonorous, pithy single-cylinder sound. According to Husqvarna, a successor to the 610 ie will soon be launched. The current model goes over the counter for a comparatively inexpensive 7,000 euros.

KTM calls for around 1,800 euros more for the SMC. For this, the Austrian offers, among other things, a powerful, cultivated engine. The single shows very good manners without missing the typical, characterful single cylinder stroke. The test bench of the 690 certifies 65 hp, two more than stated. Real momentum comes into the hut between 4,500 rpm and 7,500 rpm, in this area the KTM storms forward passionately and revs up cleanly and willingly. Below 4,500 rpm the stew has a far less dynamic effect and up to 3,000 rpm the SMC whips the chain strongly. Furthermore, it jumps quite hard on the gas and if you shift negligently an idle creeps between the upper gears. Nevertheless, the KTM propellant is convincing, it is clearly the number one for daily hunting on public roads.

In contrast, the drive of the FS 570 is more suitable for Supermoto circuits with the shortest possible straights, reason: pronounced vibrations. The single, surprisingly powerful with 60 hp, generates striking jolts, especially in the middle to upper speed range. To compensate, the engine goes to work extremely lively. In conjunction with the relatively short gear ratio, the mountain shoots out of the corners as fast as an arrow, even in a wheelie up to third gear. Her temperament is reflected in the consumption: At 8.5 liters / 100 km, the Swedish exile pulls considerably more juice through her throat than the KTM (6.7 liters) or the Husky (6.0 liters). With a tank volume of around 8.5 liters, the Husaberg pilot should always keep an eye on the fuel supply. Husaberg also goes its own way with the chassis. Take weight, for example: with a full tank of 127 kilos, it weighs around 27 kilos less than KTM and Husqvarna, which are only half a kilo apart. The self-supporting frame rear made of plastic also contributes to the low weight of the Husaberg – unique in the scene.

KTM slides gently and controllably

When it comes to handling, the Husaberg is clearly ahead. A narrow rear rim and handy standard tires (Michelin Pilot Power) make the difference in addition to the engine arrangement and the weight advantage. Hairpin, changeover or other curves: The Husaberg takes everything by storm. Sometimes it even seems a bit nervous when you fold it down. Not quite as handy as the FS 570, but the KTM circles the radii very evenly. Peek out the line, pluck the wide handlebars, done – the SMC follows the given direction undeterred. When drifting down, the Austrian conjures an ace up her sleeve: her anti-hopping clutch. The KTM slides gently and controllably into the corners, at this point it marks the top in front of the competitors equipped with conventional clutches. The Husky in particular tramples with the rear wheel during this exercise, and the 610 requires the most force when turning. In addition, the pilot must always make minimal corrections to the line at the entrance to the curve. On the other hand, the Husqvarna is very full in an inclined position and its spring elements respond extremely well.

This is where the SMC and the FS 570 show a weakness. Both forks are not very sensitive and the struts trample over hard edges. In the latter case, mitigation is promised by completely opening the high-speed compression damping. The brakes of all three supermotos bite sensationally and can be controlled perfectly. Conclusion: one type of motorcycle, three different interpretations. The Husaberg FS 570 forms a fascinating competitive basis with little suitability for everyday use. The KTM 690 SMC cuts a fine figure everywhere. The aging Husqvarna 610 ie does not quite reach the potential of the competition.

Technical specifications

Husaberg FS 570.

Husaberg FS 570

Drive: single-cylinder engine, 4 valves / cylinder, 44 kW (60 PS) at 8000 / min *, 63 Nm at 6000 / min *, 565 cm³, bore / stroke: 100/72 mm, compression ratio: 12.2: 1 , Ignition / injection system, 42 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, no emission control

Chassis: steel double loop frame, steering head angle: 63.5 degrees, caster: k. A., wheelbase: 1475 mm, upside-down fork, Ø fork inner tube: 48 mm, adjustable in rebound and compression stage, directly hinged central spring strut, adjustable in spring base, rebound and compression stage (high / low speed), spring travel v. / h .: 280/310 mm

Wheels and brakes: wire spoke wheels, 3.5 x 17"/4.25 x 17", Front tires: 120/70 ZR 17, rear: 150/60 ZR 17. First tires: Michelin Pilot Power. 310 mm single-disc brake with four-piston fixed caliper at the front, 220 mm single-disc brake with single-piston floating caliper at the rear

Dimensions and weight: length / width / height: 2140/960/1390 mm, seat / handlebar height: 895/1165 mm, handlebar width: 815 mm, 127 kg fully fueled, v./h .: 47.2 / 52.8%

Rear wheel power in last gear: 40 kW (54 PS) at 149 km / h

Driving performance: 0-100 / 150/200 km / h: 4.6 / 9.7 / – s, pulling 50-100 / 100-150 km / h: 4.8 / 5.4 s

Top speed: not specified *

Consumption: Super, average test consumption: 8.5 liters / 100 km, tank capacity / of which reserve: 8.5 / 1.5 liters, range: 100 km

Base price: 9795 euros (plus ancillary costs)

* Factory specification

drive – 4 out of 5 stars: What a driving force: powerful, spontaneous, wild. Unfortunately, the mountain with open power is not eligible. Powerful vibrations and the high consumption cost a star.

landing gear – 4 out of 5 stars: With a full tank of 127 kilos, the FS 570 is a real flyweight, it sweeps around corners like a whirlwind. The fork could respond better, the brakes are great.

ergonomics – 3 out of 5 stars: Good arrangement of handlebars, bench and footrests, adjustable handlebar brackets allow individual adjustment. The bench is extremely hard and very narrow – ouch!

Driving fun – 4 out of 5 stars: A lot of power, little weight, short translation: punching the 570 around the corners is a lot of fun. The seat, the vibrations and the short range are less enjoyable.

PS judgment – 15 stars, except rating: The 570 forms a perfect basis for competition, pure racing flows from every pore. It cannot be approved with open service, so it runs out of competition.

Husqvarna SM 610 ie

Husqvarna SM 610 ie.

Husqvarna SM 610 ie

Drive: single-cylinder engine, 4 valves / cylinder, 36 kW (49 PS) at 7750 / min, 50 Nm at 6250 / min, 576 cm³, bore / stroke 98 / 76.4 mm, compression ratio 11: 1, ignition / Injection system, 42 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Chassis: steel single-loop frame, steering head angle: 71 degrees, caster: 70 mm, wheelbase: 1485 mm, upside-down fork, Ø fork inner tube: 45 mm, adjustable in rebound and compression, central spring strut with deflection, adjustable in spring base, tension and pressure level, spring travel v./h .: 250/290 mm

Wheels and brakes: wire spoke wheels, 3.5 x 17"/4.25 x 17", Front tires: 120/70 ZR 17, rear: 150/60 ZR 17. First tires: Dunlop Sportmax D 253. 320 mm single-disc brake with four-piston fixed caliper at the front, 220 mm single-disc brake with single-piston floating caliper at the rear

Dimensions and weight: Length / width / height: 2135/805/1405 mm, seat / handlebar height: 875/1135 mm, handlebar width: 815 mm, 154.5 kg fully fueled, v./h .: 47.9 / 52, 1 %

Rear wheel power in last gear: 34.5 kW (47 hp) at 147 km / h

Performance: Acceleration 0-100 / 150/200 km / h: 5.0 / 12.9 / – s, pulling speed 50-100 / 100-150 km / h: 7.0 / 8.7 s

Top speed: 145 km / h *

Consumption: Super, average test consumption: 6.0 liters / 100 km, tank capacity / of which reserve: 12.5 / – liters, range: 208 km

Base price: 6,999 euros (plus ancillary costs)

* Factory specification

drive – 2 out of 5 stars: Great single sound; sounds robust, dull, nasty. Unfortunately, the power output does not keep what the sound promises. Above medium speeds, the husky annoys with fine vibrations.

landing gear – 3 out of 5 stars: The spring elements respond well and the brakes bite in a species-appropriate manner. Sluggish handling, rear wheel punches and turning behavior cloud the picture somewhat.

ergonomics – 4 out of 5 stars: The Husqvarna is the only one of the trio to offer passengers a comfortable spot. Passengers can stand it for a long time on the comfortably padded bench.

Driving fun – 2 out of 5 stars: Compared to the dynamics of the competition, the Husky is having a hard time. Their charms lie in the sound, the ergonomics, their suspension elements and the price.

PS judgment – 11 stars, 2nd place: The Husqvarna looks like an aging coach horse among pedigree stallions. She is a good companion with solid everyday qualities, nothing more, nothing less.

KTM 690 SMC.

KTM 690 SMC

Drive: single-cylinder engine, 4 valves / cylinder, 46.3 kW (63 HP) at 7500 / min *, 64 Nm at 6000 / min *, 654 cm³, bore / stroke: 102/80 mm, compression ratio: 11.8 : 1, ignition / injection system, 46 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat

Chassis: Steel tubular space frame, steering head angle: 63 degrees, caster: 112 mm, wheelbase: 1480 mm, upside-down fork, Ø fork inner tube: 48 mm, adjustable in rebound and compression, central spring strut with deflection, adjustable in spring base, tension and compression level (high / low speed), spring travel v./h .: 275/265 mm

Wheels and brakes: wire spoke wheels, 3.5 x 17"/ 5 x 17", Front tires: 120/70 ZR 17, rear: 160/60 ZR 17. First tires: Pirelli Dragon Supercorsa pro. 320 mm single-disc brake with four-piston fixed caliper at the front, 240 mm single-disc brake with single-piston floating caliper at the rear

Dimensions and weight: length / width / height: 2195/925/1405 mm, seat / handlebar height: 910/1185 mm, handlebar width: 805 mm, 154 kg fully fueled, v./h .: 45.5 / 54.5%

Rear wheel power in last gear: 43.4 kW (59 hp) at 164 km / h

Performance: Acceleration 0-100 / 150/200 km / h: 4.6 / 9.6 / – s, pulling 50-100 / 100-150 km / h: 7.1 / 7.5 s

Top speed: 186 km / h *

Consumption: Fuel type: Super, average test consumption: 6.7 liters / 100 km, tank capacity / of which reserve: 12 / 2.5 liters, range: 179 km

Base price: 8795 euros (plus ancillary costs)

* Factory specification

drive – 4 out of 5 stars: a lot of displacement, top performance in the test field and fine running culture contrast with a hard throttle response, chain whips and a slack power development below 4500 rpm.

landing gear – 4 out of 5 stars: The SMC’s fork is also insensitive. The handling is okay and the KTM circles the arches very homogeneously. Great feature: the brilliant slipper clutch.

ergonomics – 3 out of 5 stars: Highest handlebar, largest seat height. The KTM also offers horizontally adjustable handlebar brackets. The seat cushion is a little wider than that of the Husaberg, but just as hard.

Driving fun – 4 out of 5 stars: Slide into corners in a controlled manner, circle cleanly around them and shoot out at the right speed – pure Supermoto. The mature SMC also exists in everyday life.

PS judgment – 15 stars, 1st place: Clear victory for the KTM. Her versatility lifts her to the top of the podium, and the Austrian is happy to forgive her small weaknesses. A great supermoto!

Power and torque diagram

At 654 cubic meters, the KTM has a clear displacement advantage over the Husaberg (565 cubic) and the Husky (576 cubic). The KTM engine feels weak up to 4500 rpm, only from this mark does the SMC push forward. The Husaberg more than makes up for its underperformance with a very short gear ratio, the performance (see technical data) speaks for itself. The curve of the Husqvarna is nice and even, but a bit sap; it lags behind the competition in terms of performance.

Competitive supermoto

Competitive supermoto based on Husaberg.

The photo shows a competition machine from the German S2 championship; The basis is the current Husaberg Enduro FE 570. The most complex change concerns the rear frame, which the tinkerers converted in favor of a performance-enhancing exhaust system. Special feature: two mufflers and a specially designed manifold guide. In conjunction with the reprogrammed control unit and a modified airbox, the tuners want to have teased about 8-10 hp more from the otherwise standard drive. A few trial laps attest that the racing machine has a very even performance.

A must for sumo drivers to compete is a slipper clutch; A Suter part is at work in this race bike. Since there was no basic Supermoto of this brand at the time of the conversion, the technicians converted an enduro: tubeless rims (DID), 16.5 inch at the front and 17 inch at the rear, double disc brake system including brake calipers and pump. The racers cut the rear suspension travel by 20-30 millimeters. The damping on the monoshock and the fork is more tightly tuned. For better handling, the fork is in bridges with a little more offset, which causes less caster. Other changes: footrests, handguards, racing chain. Price: around 16,800 euros. Request information from raptor-racing@gmx.de.

Driving tips from world champion Bernd Hiemer


Hiemer

Supermoto world champion Bernd Hiemer gives driving tips.

After a serious training fall in March, the two-time supermoto world champion Bernd Hiemer is still suffering from the complicated fractures on his right wrist and left elbow. Having operated on again in mid-July, recovery is progressing well. In the PS interview, the 26-year-old explains the special features of sumo driving technique and gives an outlook on his motorsport plans.

? How are you today, four months after the fall?
! Thanks, it’s okay. After my doctor removed the screws, plates, and wires from my arm in mid-July, I can move my wrist better every day. I do a lot of physical therapy. I should be able to fully attack again for the next World Championship races in September.

? How does the supermoto driving style differ from that of the street athlete??
! First of all, it concerns the sitting position. Supermoto riders sit almost vertically above the bike even when cornering, in contrast to pure road riders, who usually crouch a little below their machine in a hanging-off style. Very fast supermotor drivers deliberately push the front and rear wheels to the limit of the slide. With the inside foot on the ground, you control the light machines and can intercept them quickly if necessary. This happens ten times in a race.

? How do you learn the spectacular driving style? Do you reveal a few tricks?
! Of course, it is best to book a training with professional instructors. Experienced teachers introduce the participants step by step to the peculiarities of the Supermoto style, such as driving the machine with the knees. They also teach their students the typical Supermoto posture mentioned above, and there is a lot more to it. After one or more courses, practice a lot, this optimizes vehicle control and reduces lap times. It also helps a lot to closely observe faster pilots and learn from them things like braking or acceleration points, line selection or posture. Ultimately, however, every pilot has to find his own driving style.

? What’s the point of drifting into corners?
! In the World Cup, we no longer drift into corners with extreme angles. My colleagues and I brake fast corners with a similarly low wheel offset as the MotoGP. The angle is largely based on the course of the curve. It is ideal to slide into the corners at the same angle as you are driving out. This facilitates the transition from braking to acceleration drift. The show at extreme braking angles is of course much bigger – but fast is something else.

? A good super moto pilot on a street motorcycle at racing pace has advantages over a pilot without sumo experience?
! Difficult to say, I haven’t been using road bikes enough for that. I can imagine that a supermotopilot would react more calmly to an unstable motorcycle.

? You have tested street racing machines a few times. Have you already considered switching??
! There will be no change next year. I would like to get involved in the Supermoto World Championship again. After that, I could possibly imagine a change. Maybe I can test a new Moto2 machine in the winter. That would appeal to me very much.

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