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Driving report KTM 950 Rally
The end of monotony
The stereophonic rumble of the two-cylinder factory machines brings variety to the monotonous rally soundscape. MOTORRAD was able to test the mighty desert ships.
The big Kini had warned: “I don’t know. So a two-cylinder hits violently on the opposite slope. And he doesn’t really like fat stuff. «Surprising words from the full-throttle professional at the presentation of the new two-cylinder rally machine at the Intermot trade fair in Munich. Now, half a year later, all concerns have been dispelled. The first outing at the Egypt rally ended with a win for the 950s under Fabrizio Meoni. After he also won the Dakar and Juan Roma was just successful in the Tunisia rally, the triumph is practically complete. Certainly also proof of the potential and reliability of the large two-cylinder.
There are four operational machines, and they were ready for a test ride following the Tunisia rally on the northern edge of the Sahara. The first contact with the two-cylinder engine from the Austrians is particularly interesting because the engine is soon to power a whole range of series machines (for technical details see MOTORRAD 8/2002). Which is why KTM’s rally activities also serve as an endurance test for the series. Despite serial parts, the 950 easily falls below the weight limit, expensive magnesium, carbon fiber or titanium components are not necessary. In full rally outfit, the ready-to-drive machine, including navigation devices, tools and spare parts, reaches exactly the prescribed 200 kilograms (without petrol).
For desert use, the engine is designed for a lot of torque at low speeds and the most linear power development possible, but otherwise corresponds to the series engine with just over 100 hp and 96 Nm of torque. Nevertheless, the KTM drive plays in a different league than the well-known enduro two-cylinder. No other V-Zwo is so lively, develops such dynamism. This is already apparent in the warm-up phase. The KTM-Vau hangs on the gas spontaneously, answers every throttle with a hoarse. Minutes later we can start.
Does the seat really have to be so high that even a 1.90 meter man can’t get his feet on the ground? He has to, Nani Roma explains, in the desert, foresight is important. Aha. Sand to the horizon. Tour guide Roma sets a moderate pace. The huge tanker lurches heavily on the slopes, although the four fuel tanks were graciously filled with only a few liters of gasoline. The words of the third two-cylinder pilot Giovanni Sala from the previous evening come to mind: “You need strong arms and big balls.” Translated: You need strong arms and you have to pinch your buttocks. So take courage, more gas. I am gradually getting the ship on course. Well, go. The enormous torque helps enormously. Regardless of which of the six closely spaced gears is in it, there is always a lot of power immediately there. Always easy to dose, almost gentle and almost vibration-free. Juan explains the advantages: “With the two-cylinder you can lift the front wheel over holes or waves even at high speeds. With the single cylinder you have to reduce the speed a lot in order to be able to lift the front wheel. But you don’t have time for that when you run, so you bang in the holes. ”Well, we’re not that far yet. I’m happy if I don’t bury myself.
Stuck in the baseless desert sand. The nightmare. But inevitable. Where the sand looks as hard as concrete, the KTM sometimes suddenly digs itself in by half a meter. The professional reveals the recipe: “Open the gas in tricky situations, never turn it off.” Hm, that’s exactly the other way around in my cerebrum. Without any thrust, the 950 goes from gliding to descent without a break. And if this dream of motorcycles drowns in the sand, then there is no rescue. You kick your legs helplessly, try bumblingly to free the stuck machine by pivoting, pulling on the recessed grips on the bench. All unsuccessful until Juan Roma intervenes with a grin. He grabs the motorcycle by the handlebars, then all you can hear is the engine sputtering at the limiter, a huge cloud of dust envelops the whole thing for two or three seconds, and suddenly the KTM is driving again with a 180 degree change of direction. How does the trick work? No idea. But it certainly has to do with the already mentioned strong arms.
As long as the 200-kilo device is rolling, however, there is little noticeable clumsiness. I try small jumps. The 950 flies surprisingly neutrally, but it should be straight ahead. Because the heavy projectile cannot be corrected either before jumping or landing, and certainly not in flight. The KTM does not react at all to shifting weight, so it’s best to just stay in the middle of the pegs and take things as they come. Suspension and damping tolerate such insoles without complaint thanks to the rock-hard tuning, after all, the KTM is designed for the most brutal driving style with full tanks.
Of course, there is hardly any talk of comfort, every small edge penetrates the bench without being filtered. Juan practically doesn’t sit down during the several-hour tour, and I get used to it quickly. In general, the dreaded edges. The two-cylinder has at least the advantage that, thanks to its power and weight, it usually simply mills away obstacles. What remains is a deep swath. If not, there is a little problem. With a bit of luck, you will then cover twenty or thirty meters on the front wheel and the rear wheel one meter above the ground. Thank god I wasn’t unlucky on the trip.
Handling plays a subordinate role in the desert. Steering is less by steering movement or shifting weight than by the rear wheel. Nevertheless, Roma had a frame eight millimeters shorter. In addition, it drives triple clamps with an offset of 24 instead of 20 millimeters, i.e. four millimeters shorter caster. The production motorcycle will have the geometry of the factory machines from Meoni and Sala. Amazingly, the series 43 Keihin constant pressure carburetors are built into the racing machines. In contrast to the single cylinder, this is not a problem because the slides of the downdraft carburetors are arranged horizontally and do not move unintentionally in the event of bumps and hard landings. She suffers from hiccups 950 Rally therefore not. There are only misfires when over-revving, and this happens quite often due to the tremendous liveliness. While most of the two-cylinder engines turn tough against a rubber wall, the KTM engine must be protected from self-destruction by a rev limiter.
As well as the engine is armed against constant over-revving when digging out of sand holes, the clutch does not digest such unprofessional treatment. The test machines failed several times with overheated, slipping clutches. And this despite the fact that the 950 Rally’s increased oil throughput ensures cooling and less wear. The disadvantageous side effect of the high amount of oil is that the clutch disengages rather poorly, the idling hardly goes in when stationary. Shifting gears also requires a lot of force, and without the use of the clutch it is rather bony. While the gearbox already corresponds to the series, the clutch, which is hardly required on the road, is being revised for series production in terms of lubrication and lining. With regard to resilience, the all-clear can be given for the series, the stress in the desert sand is unusually high.
However, hardly anyone will be able to do this type of stress test anyway. KTM sees problems in giving such devices as replicas into the hands of private drivers. On this, engine developer Claus Holweg: “These motorcycles are weapons. We think that around five to six drivers worldwide have the required gun license. «Well, thank God, I don’t have to be ashamed of that.
The series motorcycle 950 Adventure
In the fall of this year, KTM intends to present the 950 Adventure, and it should be in stores from spring 2003. Technically and optically, the series machine is based very closely on the rally prototype. The most important differences: the spring travel is reduced to around 250 millimeters, the seat height shrinks to a still considerable 900 millimeters. WP damper and fork are fully adjustable. The engine is practically identical, develops just over 100 hp at 8000 rpm and rotates a maximum of 9500 rpm. The torque is slightly reduced in the lower range (70 instead of 84 Nm at 3000 rpm) so that the V2 accelerates more gently. In any case, KTM wants to maintain the liveliness, in terms of dynamics and aggressiveness, the drive should set new standards. Two silencers ensure a legally compliant noise level, an unregulated catalytic converter and secondary air system clean the exhaust gases. The oil tank moves in front of the engine, so there is space for a large storage compartment under the seat. The two tanks and the cladding are closely based on the rally model, the rear tanks are of course omitted. The large airbox with the paper air filter is already built into the rally machine, it completely integrates the carburettors. A K&The Adventure does not need an N pre-filter cartridge. Since it runs well over 200 km / h, KTM and Metzeler have developed special tires that are stable at high speeds and have a certain off-road capability. In 2004 the next two-cylinder model came, the large Duke with injection, around 120 hp and a maximum speed of over 12,000 rpm.
Technical data – KTM 950 Rally
Engine: Water-cooled two-cylinder 75-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, a balance shaft, dry sump lubrication, two 43 mm constant pressure carburetors, electric starter. Bore x stroke 100 x 60 mm displacement 942 cm3 Compression ratio 11.5: 1 Nominal output 75 kW (102 HP) at 8000 rpm Power transmission: primary drive via gear wheels, hydraulically operated multi-plate oil bath clutch, six-speed gearbox. Chassis: Bridge frame made of steel tubes, engine supporting, bolted aluminum rear, upside-down fork, slide tube diameter 48 mm, adjustable rebound and compression damping, two-arm swing arm made of aluminum profiles, directly hinged central spring strut, adjustable spring base, rebound and compression damping, front disc brake, o 300 mm, double-piston caliper, rear disc brake, o 240 mm, double-piston caliper. Aluminum spoke wheels 1.84x 21; 2.50×18 tires Michelin Desert; 90 / 90-21; 140 / 90-18 Chassis data: wheelbase 1575 mm; Steering head angle 63.4 degrees; Caster 119 mm; Displacement f / h 300 / 300mm, tank capacity 57 liters
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