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Driving report KTM 950 Supermoto R
R-life
Smoothly running engine, first-class chassis, relaxed seating position ?? The 950 KTM proves that Supermoto can be more than just sporting asceticism on uncompromising singles. A concept that turns motorcycling into an experience. To a very special one.
She doesn’t do much fuss about herself. The fame of heroically battling with the big name in the industry, the market leader BMW R 1200 GS, she leaves to her off-road sister, the Adventure. And with the claim to optically revolt against the two-wheeled establishment with an edgy, radical exterior, the wacky Super Duke should like to stand in front of the mirror. The Supermoto 950 can easily handle that, because it knows: The real Supermoto fans stick with it. To the original. The machine that first opened the eyes of the product planners of a BMW Megamoto or Ducati Hypermotard to this concept. This idea of evolution in the supermoto biotope previously dominated by single cylinders. For more performance, more drivability, more smooth running. That was in 2005. Not that long ago. Since then, the dimensions have shifted, three-digit horsepower figures are state of the art even in a supermoto outfit.
And should it be over soon? The “yes” doesn’t really come off the lips. But it is so. The 942 cm3 twin-cylinder, which is fed with two equal-pressure carburettors, does not make the jump over the Euro 3 hurdle and with its Euro 2 homologation may only be brought onto the market this season. After that, the petrol-injected engine from the 990 Adventure and Super Duke will likely have a future for the Supermoto.
But back to the present, in which the 950 is still a decent one
Figure, especially in the now presented R variant (for differences to the basic Supermoto see box on page 73). Because with a tank that has been reduced by three to 14.5 liters, the pepped up Supermoto shows its colors, deliberately swapping a bit of everyday suitability for a slimmer waist and a seating position that has been moved forward four centimeters. And that’s good. The additional load on the front wheel is already noticeable in the first corners. The front sticks to the asphalt as if glued, vehemently staying on course, creating unheard-of trust in the very first few meters.
The 950 R conveys precisely this effortless handling every second. Once in motion, the dimensions of the machine, which is still imposing and weighing a good 200 kilograms, seem to melt away despite the spring diet. Every detail wants the ease of being on this KUnderline TM. Whether the wonderfully acting front brake with its four individual pads per brake calliper, the hydraulic clutch that is easy to pull, or the casual, relaxed seating position, all of this signals sheer driving pleasure.
The engine contributes its small part to the feel-good atmosphere anyway. So free of load change reactions, so gently hanging on the gas and easy to dose as the carburetor unit measured with 103 hp in the MOTORRAD comparison test (issue 14/2006), the still comparatively rough injection engines of the 990s can currently only dream of that.
Compared to the extremely sporty setup of the Super Duke R (see box below), the 950 R gets to work comfortably despite the tighter fork. Of course, the 950 is not a litter either, but the engineers at the Supermoto have worked surprisingly close to the successful compromise between sporty firmness and the necessary comfort. A design that extends the range of uses of the supermoto far beyond the more stringent ride on the home route that is usual in this species. From a power tour to a weekend trip to the way to work, the 950 achieves an astonishingly broad balancing act. And that’s what is meant by great freedom on two wheels, isn’t it??
It remains a mystery why reaching into the parts warehouse with an extra 700 euros for the R is calculated so confidently.
Driving report KTM 990 Super Duke R – R-follow
Euro-3-compliant mixture preparation, tank capacity increased by four to 18 liters, front brake calipers with four individual pads each and a marginally flatter steering head angle ?? these are the ingredients with which KTM spices up its flagship asphalt, the 990 Super Duke, for the 2007 model year. Sounds like little fuss, but firstly brings more calm to the occasionally wobbly driving behavior, secondly even more effective front stoppers and thirdly a good bit of additional range.
Whereby the provocatively styled Austrian relapsed in the R version. Among the various detailed changes (see box above), a six millimeter longer strut in the otherwise unchanged frame revised the chassis geometry and shifted the steering head angle with 67.3 degrees (Super Duke in basic version, model 2006: 66.5 degrees) and 94 millimeters caster ( Super Duke 2006: 103 millimeters) the key data of the R clearly towards handiness. Which is also reflected on the slopes.
Because the noble Duke is a thoroughbred racer. Enthusiasm for the razor-sharp handling and the powerful ?? even if you accelerate quite hard when the load changes? 120 PS strong V2 alternate with doubts about the suspension setup. If the rigid setup with tight springs on the racetrack brings confidence and accuracy, it should be a lot more comfortable for the ride on the country road.
As a consolation: The fine response of the titanium nitride-coated fork actually tops the appearance of the already known as sensitive front section of the basic Super-Duke. Fears about hyperactive driving behavior are therefore unjustified. And the steering damper from WP Suspension nips high-speed fidgeting in the bud. With a surcharge of 1,200 euros on top of the basic Super-Duke‘s price of 12,748 euros, the Austrian manufacturer is unabashedly rewarding the manageable fitness program. The comparison test in the next MOTORRAD issue shows whether the Super Duke can set the bar for the current naked bikes even without the suffix R.
Technical data KTM 950 Supermoto R
Engine: water-cooled two-cylinder four-stroke 75-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, constant pressure carburetor, ø 43 mm, uncontrolled catalytic converter, 450 W alternator, 12 V / 12 battery Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 100.0 x 60.0 mm
Displacement 942 cm3
Compression ratio 11.5: 1
Nominal output 72.0 kW (98 PS) at 8000 rpm
Max. Torque 94 Nm at 6500 rpm
Chassis: tubular steel frame, load-bearing motor, upside-down fork, ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, ø 305 mm , Four-piston fixed calipers, rear disc brake,
ø 240 mm, single-piston floating caliper
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Dimensions and weights: wheelbase 1510 mm, steering head angle 64.6 degrees, caster 110 mm, suspension travel f / h 200/210 mm, seat height 865 mm, dry weight 191 kg, tank capacity 14.5 liters
Two year guarantee
Colors black / orange
Price 11698 euros
Additional costs 250 euros
Supermoto or Super Duke?
The seating position (see photo above) proves it: the Super Duke R (left) appeals to the street sports group with recessed footrests, low handlebars and aggressive styling, the Supermoto R (right) shows its off-road capabilities with high handlebars and longer suspension travel. Root. Of each version of these two two-cylinder engines, KTM also offers a basic variant that is only slightly less sporty ?? without the abbreviation R ?? at.
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