Driving report KTM 660 Supermoto

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Driving report KTM 660 Supermoto

Santa Klaus

Whether for Klaus Kinigadner or Thierry van den Bosch, with the 660 factory machine, Santa Claus was a spring supplier to KTM.

Klaus Kinigadner grins. First of all, Klaus is a nice guy, and secondly, together with his colleague Thierry van den Bosch, he cleared a lot in this Super Moto DM season: overall victory for Thierry, second place for him. There are reasons for that. Sure, first of all because the two of them pull the cable mercilessly. But also because KTM has now recognized that small wheels and large brake discs alone are no longer enough to tow away the Super Moto wreaths with off-road bikes ?? And that’s why Klaus and Co. relied on the first thoroughbred Super Moto factory machine in motorcycle racing history, the KTM LC4 660 Supermoto.

Even the framework falls outside the LC4 concept. A bridge frame made of steel round tubes replaces the standard single-loop design. It should be lighter and stiffer and adjustable on top of that. The steering angle can be changed by up to two degrees via an eccentric steering head bearing. Exchangeable inserts in the triple clamps change the handling with a decisive offset of the triple clamps over a range of five millimeters. And finally, an eccentric varies the upper pivot point of the strut, and consequently the chassis geometry, initially based on the original LC4.

So that everything is nice and slim, a narrow aluminum frame rear completes the frame of the sporty four-stroke EXC-Crosser. For the same reason, the tank barely appears. Only 4.7 liters fit into the small aluminum barrel between the frame tubes. It is covered by a one-piece carbon hood. It is understandable that the start number plate and rear fender made of carbon also lose weight.

Enough looked. One kick and the KTM starts. Thierry and Klaus do without an electric starter because of the additional weight. The engine runs surprisingly smoothly for the stately 654 cm3 displacement that the engine originally featured in the KTM rally machines. Only the rattle of the 41 Keihin carburetor through the dry air filter cartridge can be heard. The cartridges from K & N should bring three more horsepower. The vibrations remain minimal for a racing motorcycle. Which cannot necessarily be said about the noise from the exhaust system made from titanium from front to back. The hydraulically operated clutch can be easily pulled with one finger. Enter the corridor, off you go.

How narrow the tank-seat combination has become. Almost like a real crosser. And how strong the engine. It should have between 76 and 80 hp on the clutch. Because the camshaft has sharper control times and because a higher piston brings more compression. And since almost a pound of flywheel mass has been removed from the crankshaft, the powerful punch can be vividly felt every second. Like a steam hammer, the unit propels the orange-black racer forward, which has been slimmed down to 115 kilograms. Gas on and it goes ahead, ahead, ahead. Accelerate and a single finger on the brake? Incidentally, with fittings, 320 millimeter disc and milled brake caliper from Brembo ?? is enough for the headstand before the next bend. Yes, headstand. Kini prefers a high rear for the best handling and is gentle when braking. Also in the back. A light step is enough to immediately make the rear wheel punch, supported by the low motor flywheel? with amateurs. Experienced super-moto drivers let the clutch slip slightly when braking anyway and thus ensure peace in the rear.

D.For this, the KTM, which is rather sluggish in the production version, also turns more sharply. And the pace in the winding curves can also stay rapid. Because the response behavior of the White Power 48 fork with titanium nitride vaporized sliding tubes and the White Power shock absorber are first class. Not even the coarsest transverse joint throws the sloping factory runabout off the track. Only the small tank does that. It’s over after thirty minutes. Now Kini can ?? Refueling and photo drifts. The rest can dream? from the first Super Moto factory motorcycle in motorcycle racing history.

Nobel planer

It is called Factory Replica and it is also an almost identical copy of the current factory machines from Kini and van den Bosch, the 660 Supermoto from KTM. Bridge frame, adjustable fork offset, 653 cm3 displacement, 72 HP, 115 kilograms total weight, titanium exhaust, carbon linings, titanium-nitride-coated fork sliding tubes and and and. Everything of the finest quality and produced in a small series of around 50 machines. Intended only for racing drivers with a firm grip on the throttle – and good contacts to the house bank. Because the good piece will cost at least 31,000 marks. If you haven’t lost the language, you are welcome to call KTM on 09628/92110. The rest can be comforted by Suzuki driver Dirk Spaniol: He took tenth place in the 2001 Super Moto DM with the half as expensive and 20 hp weaker DR 400 series.

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