Comparison test Husqvarna SM 610, KTM 640 LC4 Supermoto

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Comparison test Husqvarna SM 610, KTM 640 LC4 Supermoto

Scraping brushes

Autobahn, luggage system, passenger compatibility ?? Supermoto bikes are not interested in the mundane life. What really matters to the big singles is scraping corners. The sharper, the better.

Collar. It seems like those three letters are exactly why these machines were built. Col is known to mean pass? in French. Col de Markstein, Col de la Schlucht, Col de la Grosse Pierre and what they are all called in German-Gallic gibberish? the little brothers of the alpine giants in Alsace. No description of the location for Supermoto bikes, but a start signal and raison d’être in one. The meaning of a motorcycle life projected onto the gentle flanks of the Vosges mountains. A life in which nobody asks for top speed or top performance. As with these bikes: Husqvarna SM 610 and KTM 640 LC4 SM.
The KTM: the top dog and by far the most successfully sold supermoto single today. 6000 LC4 SM are now rolling across the roads here in this country. Understandable, because competition
is in short supply. Husqvarna, traditionally the second force in the supermoto state, had canter with the SM 610 S. Too heavy, too weak, too good? the scene punished the 1998 soft supermoto with contempt and waited longingly for the long overdue successor. It’s here now. Higher compression, sharper control times, lighter crankshafts, a Keihin instead of the Mikuni carburetor used up to now helped the engine get going, a shorter wheelbase, steeper steering head angle and slimmer peripherals should breathe life into the chassis of the SM 610. The paper form is right: With 152 instead of 160 kilograms with a full tank a little lighter than the KTM, with measured 61 instead of 55 hp a lot more and at 8,000 euros on top of that, 500 euros cheaper, the Ita is pushing itself-
lienerin confidently between the drift-
Freaks at the orange counter.
Is also discreet and classy in the colorful Supermoto world. The dull gold of the fork tubes and the shock absorber, the brushed silver of the exhaust system and the rims harmonize with it
the matt black plastic parts ?? and
form the contrast to the high-gloss KTM. Plastic parts, rims, exhaust, everything on the LC4 looks freshly polished.
Only in the starting blocks does the husky’s nobility fade. After the choke you have to fumble on the 41 mm flat slide carburetor under the tank in a very mundane way. And after pressing the start button, the neighbors also know that today is drift day. EU report for the silencer or not, the 580 cc single rumble even for the lonely
Vosges lanes clearly too loud. In contrast to the KTM. Choke on the handlebars, constant pressure carburetor ?? a quick tap on the starter button and the LC4 chugs
calmly in front of you.
Oh well. The mountains are calling, traffic signs warn. Dangerous turns ??
dangerous turns. Reads exciting. But we’re still in the valley, trying to feel the character of the bikes without adrenaline. Wide handlebars, relatively high seating position, narrow knees ?? even if the two will probably never get gravel under their wheels, you sit off-road. Full in the wind, relaxed and with an overview. Only in the evening will we feel how the benches have tortured the bumblebee. Whereby it concerns the KTM with the martyrdom on a large scale.
The 625cc single cylinder ignores its balance shaft. Rattles, rattles and vibrates in every speed range as if it wanted the trainer to break down its components
dissolve. Anyone who forgets to downshift while driving through towns will find the nasty whipping drive chain emphatically closing the memory gap. The KTM wants to be true-
be taken. The clutch lever
demands proper pull, the gear lever demands force. The husky pilot can only grin at this. Running culture is the strong point of the gray diva from Varese. The SM 610 purrs comfortably to itself. Gearbox and clutch lever slide with minimal forces and create sympathy.
The road rises. A fund ?? Full throttle. We throw ourselves into the first switchbacks. Be careful, there is little space to fall. Not lean, as always with supermotos. Still, we angle so far
the courage is enough. And he’s with the husky
greater. Slim, handy and agile, the SM 610 tilts from bend to bend and can be playfully guided through alternating curves. A dream to which the Dunlop D 208 tires play their part.
The KTM is clearly struggling to keep up. Subjectively, it is more than eight kilos that separate the LC4 from the Husqvarna. The tried and tested, but now antiquated Pirelli MT 60 R do the rest to help
To make Austrian woman seem sedate? in supermoto relations mind you. But what the LC4 loses at the apex, it catches up again at the corner exit. With plenty of torque, it pushes itself off the asphalt and delivers the power exactly when it is needed. To be fast means to shift up early and let the single cylinder pull.
The husky manages the trick of concealing its measured six additional horsepower as best as possible. Only shortly before the door closes (see diagram on page 38) does the SM 610 overtake the KTM in terms of performance before the rev limiter brakes it a little later at 8300 rpm with a stutter. If you want to be on the move quickly, you still have to let the Husqvarna cheer? and can let it come down to a braking duel before the next bend.
The Brembo system with a four-piston brake caliper with four separate pads is one of the best currently available for inclined brakes. A single finger on the lever is enough for high-speed stoppies. This does not apply to the KTM stoppers also supplied by Brembo, but equipped with only two pads. Before turning, the Austro-Drifter has to take into account a duller grip and noticeably more hand strength.
Even after that, he should keep things under control. Because the White Power fork only reluctantly swallows the fine bumpy staccato of the Route departmental, the third-class Gallic country road. The husky marzocchi fork does better. With excellent responsiveness and softly tuned, it holds
the load on course. Both the
Sachs monoshock of the Husky as well as the white power strut of the KTM rather focus on sporty firmness.
The terrain is becoming more open. Time to
Reflection? Better not for the husky captain. Because then he will notice that
Divas can be bitchy. Will find that the fuel cap does not hold tight, the uncontrolled flashing oil warning lights probably more on the weather than on low pressure
react in the oil sump or the rear brake disc rusts unsightly. Aspects that are not for the pilot on the KTM. Everything works, fits perfectly, looks neat and mature? and on top of that lets the KTM overtake the Husky in the MOTORRAD 1000 point classification in the final sprint.
Well, not so petty. We’re here in France. Know how to live, let it happen ?? not reason, but fun counts. And we have it. Exactly here. More than any other motorcycle
this world. Don’t think for a second about the motorway, luggage system, fuel consumption or suitability for a pillion, but throw ourselves one last time on one of these slopes, aim at the first bend, turn away
and feel again what a Frenchman means when he says: la vie en rose.

Comparison test Husqvarna SM 610, KTM 640 LC4 Supermoto

Scraping brushes

Technical data: HUSQVARNA SM 610

engine
Water-cooled, single-cylinder four-stroke engine, an overhead chain-driven one
Camshaft, four valves, rocker arm, wet sump lubrication, flat slide carburetor, Ø 41 mm, uncontrolled catalytic converter, 240 W alternator, 12 V / 12 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Boron x stroke 98.0 x 76.4 mm
Cubic capacity 576 cm3
Compression ratio 11.0: 1
Rated output 39 kW (53 hp) at 7750 rpm
Max. Torque 53 Nm at 6500 rpm
Pollutant values ​​(homologation) in g / km
CO 0.987 / HC 0.230 / NOx 0.161
landing gear
Single-loop frame made of steel, screwed rear frame, telescopic 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, Ø 320 mm, 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; 160/60 ZR 17
Dunlop D 208 tires tested
mass and weight
Wheelbase 1485 mm, steering head angle 63 degrees, caster 71 mm, suspension travel v / h 250/290 mm, seat height * 900 mm, weight with a full tank * 152 kg, load * 178 kg, tank capacity 12 liters.
Two year guarantee
Service intervals every 5000 km
Colors gray / black
Price 7810 euros
Additional costs 185 euros

Technical data: KTM 640 LC4 Supermoto

engine
Water-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, four valves, rocker arm, wet sump lubrication, constant pressure carburetor, Ø 40 mm, secondary air system, alternator 200 W, battery 12 V / 8 Ah, hydraulically operated multi-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
Max. Torque 55 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km
CO 3.462 / HC 0.277 / NOx 0.242

Landing gear:
Single-loop frame made of steel, split beams, bolted rear frame, upside-down fork, Ø 48 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, 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 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, payload * 190 kg, tank capacity / reserve 11.2 / 2.5 liters.

Two year guarantee
Service intervals every 5000 km
Orange, black colors
Price 8290 euros
Additional costs 200 euros

Performance chart

Different together: One cylinder, around 600 cm3 displacement, and yet the differences could hardly be greater. The KTM is powerful,
knows how to use its torque advantage anytime and anywhere. That
the Husqvarna is six horsepower more, hardly comes across in practice.
Especially when starting out, it can’t hold a candle to the KTM.
The reason: The performance advantage is only available from 7000 rpm and will
at 8300 rpm slowed down much too early by the rev limiter.

Scoring: engine

The KTM’s running culture
is no longer up to date today. It’s a shame, because the annoying vibrations put the qualities of the Austro single like the rich draft in the shade. Above all, the Husky unit shines with its excellent running smoothness. The combination of
good switchability and easy turning makes life with the Italian easy. What is missing is the mid-speed punch.

Scoring: chassis

The chapter goes to Husqvarna. Sensitive fork, excellent handiness, good tires ?? so must a supermoto chassis
work. The KTM suffers from hers
moderately appealing fork and the somewhat clumsy handling.

Scoring: Security

Husqvarna sets the standard for Supermoto machines with the so-called P 4 34/34 brake caliper from Brembo with four separate pads and the appropriate brake disc. None of them respond more easily, more brutally delayed. In comparison, the KTM system, also from Brembo, looks subtle. Annoying: You can save yourself looking into the ever-vibrating rear-view mirror of the LC4. There is nothing to be seen.

Scoring: everyday life

You can’t get bread with supermoto bikes ?? Everyday worries are made elsewhere. Nevertheless: The simple technology invites you to screw it yourself. That connects? and saves quite a few euros.

Scoring: comfort

One thing in advance: the escort should buy their own Supermoto machine. Neither KTM nor offer more than a jump seat
Husky on. Also: We already had the issue of smoothness, didn’t we, dear KTM?

Scoring: costs / environment

Reason is and will remain the domain of KTM. Great equipment, good workmanship, moderate consumption ?? because enthusiasm alone is not enough for a happy motorcyclist life. Arguments,
Which one should listen to in Italy at least when it comes to gasoline consumption, noise emissions and processing.

Test result: KTM

KTM The LC4 remains the boss in the supermoto ring? but only with a wafer-thin lead. When the full pressure
from the speed cellar and the valuable one
Also inspire the equipment, the rowdy vibrating single despite all the facelift is very popular with the KTM.

Test result: Husqvarna

Husqvarna narrowly beaten. Husqvarna’s second attempt at everyday supermoto fits. Running culture, brakes, chassis, handling ?? everything
fine. The SM 610 masses up the final march through
the high gasoline consumption.

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