Comparison test: Aprilia, BMW, Husqvarna, KTM and Yamaha

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Comparison test: Aprilia, BMW, Husqvarna, KTM and Yamaha

Comparison test: Aprilia, BMW, Husqvarna, KTM and Yamaha

Single cylinder fun bikes

A big heart beats in them, a very big one in fact. The new single-cylinder fun bikes show what can be done? when fun vehicles find the right playground.

One last look back at the Col d’Espigoulier. Take a deep breath at the thought of the tangle of gently curving, sometimes excited, hooking streets around the Massif de la Sainte Baume. After the winter months during which the MOTORRAD test team escaped the mild, but often cloudy Germanic weather on these amusement miles east of Marseille (see MOTORRAD 6/2007, 600cc super sports comparison), it is now spring in Germany too. Au revoir Provence, until November.

A few more moments and the single-cylinder machines will swap the sun in the south of France for the darkness of the van. But maybe you could … Exactly, it must have been thought transference. Last doubts, they are suffocating in the thunder of the five singles. It would also be a shame to miss this last chance. Especially on these machines, whose genetic material probably originated in areas like this: Aprilia Pegaso 650 Factory, BMW G 650 Xmoto, Husqvarna SM 610 IE, KTM 690 Supermoto and Yamaha XT 660 X.

As if they hadn’t been angled hundreds of times in these bends in the past few days, the five are drawn to their area again. Fun bikes, fun machines ?? the name stands for itself. Anticipates the result of the combination of wide handlebars, upright seating position, moderate weight and controllable power. And confidently signals: one cylinder is enough.

KTM 690 Supermoto
Above all, the KTM rider takes this message to heart and first plunges into the chaos of corners. After all, he has a reputation to defend. After the premiere of the first road machine, the Duke, in 1994, KTM is fundamentally renewing the asphalt-oriented single-cylinder line for the first time this season with the 690 SM. Whether it’s the tubular space frame based on the company’s two-cylinder models, the 654 cc engine with injection or the stylish plastic dress, the new model has nothing to do with its predecessor.

And that’s good. Because no single-cylinder KTM has been able to be bent around asphalt corners with such accuracy, maneuverability and precision. What does no KTM mean? The chassis set-up of the 690s not only redefines the standards in the single-cylinder fraction. Supported by the weight of the ergonomically well-housed pilot, who is relatively far ahead, the front sticks to the ground as if it were firmly attached to the ground, and it is tempting to always accelerate a little earlier than usual. Even more so on holey terrain. The WP fork swallows every wave, no matter how small, and impresses with its excellent response and smooth damping. An adjustable compression damping, which the limited Prestige version of the 690 has on both the fork and the shock absorber, is never missed. The monoshock, which is linked by a lever system, also does a great job, forcing the rear to be tightly dampened to Prussian discipline in order to still offer surprising comfort thanks to 210 millimeters of suspension travel on the bike.

The final farewell to the off-road past is made by the engine. Instead of the class-standard full power from the lower speed range, the single twirls up the speed ladder with unprecedented ease in this league, only really comes to life from 5000 rpm. 2500 revs later, the engine with 66 horses tears at the chain and stays on the ball up to the speed limit of 8500 rpm. Of course, the steam hammer feeling is a thing of the past. When accelerating, when shifting with the easy-to-pull clutch and the precisely locking gear as well as when braking. The standard anti-hopping clutch and the low drag torque of the single let the KTM act as neutrally as a multi-cylinder. What is missing? The typical single-cylinder character? for some. The sound ?? for all. The unfortunate combination of Euro 3 adaptation and, let’s say, the styling of the standard silencers that takes some getting used to, could turn the Akrapovic retrofit system sold by KTM into a top seller.

BMW G 650 Xmoto
But there is one thing that the KTM driver will have to get used to: one of the last people who disappears from his view in the rearview mirror is called BMW. And he will have trouble recognizing them. Because what the Bavarians have put on the wheels with the new G-series for the 2007 season breaks openly with any white-blue mobile tradition. Only the 652 cc engine comes from ?? Slimmed down by at least two kilograms, but otherwise largely unchanged? from the F 650 GS. The chassis made of steel profiles and cast aluminum parts, the swing arm, which is only mounted in the frame, and the ultra-slim design have so far seen no parallels in Munich. Only the ABS, which is available for an extra charge of 710 euros and which ultimately pushes the price of the BMW just into the five-digit range, is a shy reminder of common sense. The rest is sports. Even passenger footrests are part of the ?? subject to surcharge ?? equipment.

The Xmoto feels like a racer. The seat inevitably pushes the pilot far forward onto the dummy tank and helps to put a lot of pressure on the front wheel. Handlebars and fittings lie loosely in the hand, the knee angle remains more relaxed compared to the KTM. A gentle pressure on the thighs, bang, the Bavarian tilts into a sloping position and, with her 166 kilograms ?? just three more than the KTM ?? Waving from bend to bend just as playfully. Probably thanks to the 9.5 liter tank, which is located close to the rear frame.

The well-known single is convincing. The four-valve engine is already on the accelerator directly and with an astonishing advance, pleasing with jolt-free response and turning steadily, but not too aggressively, up to the speed limit of 7500 rpm. In between, he also does with acceptable vibrations and very moderate load change reactions to fair weather. For good reason. If the narrow seat still arises from the sporting spirit, the fork is not very sporty. When braking hard, it nods deeply into its 270 millimeter suspension travel, relieves the rear end enormously and forces the pilot either to deliberately shift down late or to skilfully play with the clutch. Lowering the rear of the spindle on the strut by twenty millimeters helps, but does not cure the symptom.

The ABS, which BMW is the only fun bike to have, can be relied on even in these extreme situations. With late use and proper control behavior, the Bosch system gives novices courage and veterans a bit more security. OK then. Albeit in terms of operating forces? as is the case with the KTM? there is definitely room for improvement. Both front stoppers do not work as one-finger brakes.

Husqvarna SM 610 IE
What Husqvarna brings to mind. Because with its excellent Brembo brake with four individual pads, it sets the current record in the fun bike segment. But more important: As supermoto activists from the very beginning, two years ago the Italians put the SM 610 IE, which actually has 576 cm3 displacement, such an agile motorcycle on 17-inch wheels that the established competition had to worry . Unfortunately, mediocre workmanship and a too sporty orientation for sensitive minds ultimately let the drifter fall out of the slipstream of KTM.
Mikuni’s petrol injection alone distinguishes the current SM 610 IE from its carburettor-equipped predecessor. Because of the Euro 3 standard. But the arm of the law pushes the short-stroke harder to his knees. A good eight horses were lost from the engine with a peak power of 54 hp compared to the previous year. That is bitter, even if one tries to cover up the loss with a radically shortened secondary translation. The only consolation: The single does not drive itself as castrated as the curves in the performance diagram (page 44) suggest. The engine is easy to control and lively, but still reverberates loudly over the hills of the Massif de la Sainte Baume.
Racing is the roots of Husqvarna. What it lacks in thumping, the lightest of the group with a full tank of 154 kilograms compensates with nimble handling. It turns completely neutral even on broken asphalt, using the short gear ratio when sprinting out of the serpentines (see box above). The omnipresent vibrations and loud mechanics are reminiscent of the basic concept that is almost two decades old. And if the fork and the strut ??? by the way, both excellent and matched to Supermoto ?? also harmonize well with each other, only racers like the seating position and bench corresponding to a crosser. And the processing in need of improvement (see box on page 43) not even that.

Aprilia Pegaso 650 Factory
Caesura. Is fun on a fun bike only defined by purism? Is it really just about the urge to go faster and weird, without looking at comfort, costs, or reason? There are other ways too. The Aprilia Pegaso, for example. It is called Factory, although it actually does not do justice to this name addition. Instead of Ohlins spring elements, forged wheels and carbon panels, with which the Tuono or RSV 1000 R from the same company deserve this title, the Pegaso Factory leaves it with gold anodized rims and a few carbon panels. Compared to the macho triumvirate BMW, Husky and KTM, the Aprilia feels almost touristy, it simply doesn’t sound out the extremes of a fun bike. For good reason, after all, the technicians from Noale use the good old 660 single from Yamaha, which they skillfully camouflage with side panels in Aprilia styling. With 48 hp, the engine is not the most powerful, not even the most agile, but has proven itself a thousand times over.

And the Italians manage to create a coherent whole on this basis. The fluffy, wide seat is around ten centimeters lower than that of BMW and Co., the deep footrests with a relaxed knee angle, the full cockpit with an on-board computer, the 16-liter tank with the largest capacity of the quintet. Sounds like touring instead of fun bike? No. Rather according to reason than radicalism. But with which you can live well, sorry, drive.
Especially on bumpy slopes, even the sports group appreciates the comfortable, but not spongy suspension, which contributes a large part to the noticeably inconspicuous driving behavior. The Aprilia turns completely neutrally around every curve radius, considers immovable course and stress a foreign word. The Factory skilfully conceals its four hundredweight, a good 30 kilos more than the sports group, even in alternating curves. A mass that certainly helps her when it comes to vibrations. The weighty environment literally stifles the vibrations of the Yamaha engine. An aspect that contributes to the comfort feeling on the Pegaso in the long run. As the front brake does in its own way. With the radial hand lever and the somewhat strange-looking combination of radial brake calliper with conventional adapter, one finger is enough even when braking harder. Of course, the Aprilia has to be demonstrated by the sports department on the last groove. To keep up with them, the ?? not least because of the too long translation? the somewhat sluggishly generated little horses and later the limited freedom of inclination simply do not work. Whether you let this spoil your fun depends on the pilot.

Yamaha XT 660 X
For a long time, the XT 660 motor has been able to sniff funbike air in its familiar shell. For the 2004 season, Yamaha added a 17-inch version to the legendary Enduro, which has since sold better than the Stollenross. In addition to the Euro 3 homologation that is due, the XT 660 X received a high-quality aluminum swing arm instead of the profane steel version as well as optical retouching on the lamp cover and on the rear. Which ultimately didn’t change her character.

As before, the X is one of the cautious among the fun bikes, its self-image is determined by the calm and cultivated, if not too potent, engine. And this aura is carried over to the entire periphery. Circuit: inconspicuous. Brakes: moderate operating forces, sufficient effect. Clutch: something
stiff. Suspension: comfortable, but still tuned tight enough for rapid use. Vibrations: noticeable, but bearable. Price: A fair offer at 6741 euros. Sitting position: mixed. The bench is wide, the seat height of 880 millimeters is just acceptable, with the expansive tank spreading its legs.

But the fun bike feeling disappears quickly. Whether it’s the steepest steering head (65 degrees) or the shortest trail of the test field at 90 millimeters, the fact is: Especially in tight bends, the fun bike parade discipline, the front of the XT tries to fold in, wants to keep on course with pull on the handlebars to be brought. In the long run this is extremely annoying, especially since the evil cannot be dealt with. Neither with varied spring preload in the rear? Incidentally, the only way to adjust the chassis? Improvement can still be achieved with changed tire pressure. Only elongated arcs reconcile. Then the XT holds its course and signals that there is also a life after the pass for you.

And will ?? supported by Aprilia ?? thus doing justice to the term fun bike in its own way. Ultimately, it’s a matter of opinion? like so much in life.

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Comparison test: Aprilia, BMW, Husqvarna, KTM and Yamaha

Comparison test: Aprilia, BMW, Husqvarna, KTM and Yamaha
Single cylinder fun bikes

Sprint from the turns – sprint from the turns

When is mountain pass driving really fun? When the bike swings easily from curve to curve, ideally even in a single gear. Only: Are they then the best in pull-through measurement? MOTORRAD always measures these values ​​in last gear (see page 44) ?? also ahead in practice? Accordingly, BMW and KTM would have to dominate. MOTORRAD did the test, accelerated the test quintet in a serpentine in third gear from a corner fast at the apex of 40 km / h to 90 km / h and ?? lo and behold, the husky wins. The combination of short gear ratio and flyweight catapults the Italian to 94.4 km / h in 4.2 seconds. You need 80 meters for this. At this point in time, the competition is clearly distant and has to be modest with speeds between 86.9 km / h (BMW) and 77.5 km / h (Aprilia). However, if the sprint starts in second gear and the gear is shifted through, the balance of forces of the acceleration measurement is of course reflected.

Grand Malheur – Grand Malheur

And that with brand-new bikes: The KTM could still be ridden without a kick in the rear wheel despite the cracked spoke, but the loose dangling part had already scratched the inside of the beautiful black anodized swingarm.
More critical: All of a sudden the Husqvarna stopped moving in the wild. The cause, a screwed-on but non-contact ground cable for the electrical system, cost three hours to search for a workshop, a mechanic’s hour ?? and ten euros for his coffee box.

Technical data Aprilia Pegaso 650 Factory

engine
Water-cooled single-cylinder four-stroke engine, a balancer shaft, an overhead, chain-driven camshaft, four valves, rocker arm, dry sump lubrication, injection, ø 44 mm, uncontrolled catalytic converter with secondary air system, alternator 290 W, battery 12 V / 14 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 10.0: 1
Rated output 35.0 kW (48 hp) at 6250 rpm
Max. Torque 61 Nm at 5200 rpm
landing gear
Double loop frame made of steel, telescopic fork, ø 45 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base and rebound damping, front disc brake, ø 320 mm, four-piston fixed caliper, rear disc brake, ø 240 mm, two-piston fixed caliper.

Spoked wheels with aluminum rims
3.50 x 17; 4.50 x 17
Tires 110/70 ZR 17; 160/60 ZR 17
Pirelli Diablo tires tested

mass and weight
Wheelbase 1479 mm, steering head angle 63.0 degrees, caster 103 mm, spring travel f / r 140/130 mm, seat height * 800 mm, weight with a full tank * 195 kg, payload * 206 kg, tank capacity / reserve 16.0 / 3.5 liters.

Two year guarantee
Service intervals every 10000 km
Colors black / red
Power variant 25 kW (34 PS)
Price including additional costs 7149 euros

Technical data BMW G 650 Xmoto

engine
Water-cooled single-cylinder four-stroke engine, a balance shaft, two overhead, chain-driven camshafts, four valves, bucket tappets, dry sump lubrication, injection, ø 43 mm, regulated catalytic converter, 280 W alternator, 12 V / 10 Ah battery, mechanically operated multi-plate oil bath clutch, five-speed gearbox, Chain.
Bore x stroke 100.0 x 83.0 mm
Displacement 652 cm3
Compression ratio 11.5: 1
Rated output 39.0 kW (53 hp) at 7000 rpm
Max. Torque 60 Nm at 5250 rpm

landing gear
Bridge frame made of steel with bolted cast aluminum parts, upside-down fork, ø 45 mm, adjustable rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, front disc brake, ø 320 mm, four-piston fixed caliper, Rear disc brake, ø 240 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Pirelli Diablo tires tested

mass and weight
Wheelbase 1500 mm, steering head angle 61.5 degrees, caster 98 mm, spring travel f / h 270/215 mm, seat height * 900 mm, weight with a full tank * 166 kg, load * 169 kg, tank capacity / reserve 9.5 / 2.0 liters.

Warranty two years
Service intervals every 10000 km
Colors red / black
Price 8700 euros
Price test motorcycle ** 9,410 euros
Additional costs 262 euros

Technical data Husqvarna SM 610 IE

engine
Water-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, four valves, fork rocker arm, wet sump lubrication, injection, ø 41 mm, regulated catalytic converter, alternator 240 W, battery 12 V / 12 Ah, mechanically operated multi-plate oil bath clutch, six-speed gearbox, O-ring -Chain.
Bore x stroke 98.0 x 76.4 mm
Cubic capacity 576 cm3
Compression ratio 10.5: 1
Rated output 36.0 kW (49 hp) at 7750 rpm
Max. Torque 53 Nm at 6500 rpm

landing gear
Single-loop frame made of steel, upside-down fork, ø 45 mm, adjustable rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, front disc brake, 320 mm diameter, four-piston fixed caliper, rear disc brake, ø 220 mm, double-piston floating caliper.
Spoked wheels with aluminum rims
3.50 x 17; 4.25 x 17
Tires 120/70 ZR 17; 150/60 ZR 17
Pirelli Diablo tires tested
mass and weight
Wheelbase 1485 mm, steering head angle 63.0 degrees, caster k. A., suspension travel f / h 250/290 mm, seat height * 900 mm, weight with a full tank * 154 kg, payload * 176 kg, tank capacity 12.5 liters.

Two year guarantee
Service intervals every 5000 km
Colors gray / black, red / white
Price 7,999 euros
Additional costs 200 euros

Technical data KTM 690 Super-Moto

engine
Water-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four valves, roller rocker arms, wet sump lubrication, injection, regulated catalytic converter, 224 W alternator, 12 V / 9 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring Chain.
Bore x stroke 102.0 x 80.0 mm
Cubic capacity 654 cm3
Compression ratio 11.7: 1
Rated output 47.0 kW (64 PS) at 7500 rpm
Max. Torque 65 Nm at 6550 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, ø 48 mm, adjustable rebound damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, front disc brake, 320 mm diameter, four-piston fixed caliper, rear disc brake, 240 mm diameter , Single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Bridgestone BT 090 Pro tires tested

mass and weight
Wheelbase 1460 mm, steering head angle 64.0 degrees, caster 112 mm, spring travel f / h 210/210 mm, seat height * 880 mm, weight with a full tank * 163 kg, payload * 187 kg, tank capacity / reserve 13.5 / 2.5 liters.

Two year guarantee
Service intervals every 5000 km
Colors black, orange
Power variant 25 kW (34 PS)
Price 8398 euros
Additional costs 150 euros

Technical data Yamaha XT 660 X

engine
Water-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four valves, roller rocker arm, dry sump lubrication, injection, ø 44 mm, regulated catalytic converter, 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 output 35.3 kW (48 hp) at 6000 rpm
Max. Torque 58 Nm at 5250 rpm

landing gear
Single-loop frame made of steel, telescopic fork, ø 43 mm, two-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, front disc brake, ø 320 mm, four-piston fixed 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 Dragon MTR 01/02

mass and weight
Wheelbase 1485 mm, steering head angle 65.0 degrees, caster 90 mm, suspension travel f / r 200/191 mm, seat height * 880 mm, weight with a full tank * 188 kg, payload * 186 kg, tank capacity 15.0 liters.

Two year guarantee
Service intervals every 10000 km
Colors blue, black, orange
Power variant 25 kW (34 PS)
Price 6576 euros
Additional costs 165 euros

Performance chart

Two extremes: The KTM puts everything in the shade with 66 hp. The vehement performance boost from 5000 rpm only lets them weaken subjectively before this mark. In reality, however, it is on par with the competition. After the conversion to gasoline injection, the Husky clearly slumped compared to its 62 hp predecessor model. As a consolation: This performance deficit feels subjectively much less dramatic. And the BMW pushes forward
above all because of their revving at the Yamaha engines of the XT and Pegaso.

1st place: KTM 690 Supermoto

KTM 690 Supermoto
The 690 SM redefines the term single-cylinder fun bike. Ingenious chassis, brilliant workmanship and
a single that impresses in its own way.

2nd place: Aprilia Pegaso 650 Factory

Aprilia Pegaso 650 Factory
The Pegaso is rational and has success with it? on the forced ride on the pass and on the way to work.

3rd place: BMW G 650 Xmoto

BMW G 650 Xmoto
Such a bike from BMW! Hats off, great success. What’s missing from the KTM? The very last consequence ?? with the engine and the suspension setup.

4th place: Yamaha XT 660 X

Yamaha XT 660 X
Of course, everyday life can also be fun. But with its chassis weaknesses, the XT loses touch with the further developed singles.

5th place: Husqvarna SM 610 IE

Husqvarna SM 610 IE
The 610 polarizes. Not everyone likes racers for the road. What it lacks: seven hp compared to the previous model and better workmanship.

Winner engine: KTM 690 SuperMoto

Winner engine: KTM 690 SuperMoto

It’s worth making a commitment. KTM is well aware of duping some single-cylinder fans with the easy-to-turn, but hesitant single. But: 186 km / h top speed is a benchmark in this class. The BMW engine stays with the conventional character ?? and convinces with it. The Yamaha unit in the XT and the Pegaso act a bit sluggishly
the longer secondary translation of the Aprilia worsened. But the engine in the Aprilia vibrates noticeably less. Most of all, the husky gets sick
the far too short translation and a loud mechanics.

Chassis winner: KTM 690 SuperMoto

Chassis winner: KTM 690 SuperMoto

No doubt about it, the KTM sets the bar ?? and not only with the single-cylinder fun bikes. Surprise on
Second place: Although the Husky does its work in a cross-country style, it impresses with its successful suspension set-up and stable handling. Surprise in third place:
The Pegaso, which is quite comfortable for a fun bike, impresses with its very homogeneously tuned chassis. Closely followed by the BMW, whose great handiness is only thrown out of the concept by the deep fork. The XT loses points for its buckling front wheel and nervous straight-line stability.

Winner everyday: Aprilia PEGASO 650 Factory

Winner everyday: Aprilia PEGASO 650 Factory

The hour of normal people: Aprilia and Yamaha can finally play out their strengths. Range, equipment, seating comfort for the driver and especially for the front passenger are aspects in which the sporting faction is undermined. And again it surprises at the
Ranks: The KTM pulls itself against its two sport colleagues with good ergonomics, acceptable range-
wide and great workmanship amazingly respectable
the affair. The BMW also scores essentially
with reasonable ergonomics and good workmanship.
The latter is the main problem with Husqvarna.

Safety winner: BMW G 650 Xmoto

Safety winner: BMW G 650 Xmoto

Clear case, the ABS of the BMW stands out? also
and maybe even with well-ridden fun bikes. The excellent front brake also lifts the Husky into the front, as does the Aprilia. The brake, which requires relatively high manual force, leaves the KTM a little behind, while the Yamaha is literally slowed down by its front stopper.

Winner costs: BMW G 650 Xmoto

Winner costs: BMW G 650 Xmoto

The expensive BMW in front? Yes, because of low consumption, mobility guarantee and long inspection intervals. The latter also applies to the XT and Aprilia. Husky and KTM lose due to short intervals and high costs.

Best price performance ratio

Best price performance ratio:
It deserves it: A reasonable price and good all-round properties combine with the Aprilia to form an attractive overall package. The KTM offers a better chassis and a lot more power, but it also costs considerably more.

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