KTM and Husqvarna motorcycles in supermoto style

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Test: KTM 990 SM R against Husqvarna Nuda 900 R

KTM and Husqvarna motorcycles for fun

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The battle for the crown in supermoto sport is now also being fought on the streets. Husqvarna accepts it and wants to saw on KTM’s chair with the Nuda.

Hello Jo, we have the brand new Nuda R and the SM R with ABS ”, the PS boss snorts into the phone. "Do you have time?" Immediately my thoughts explode like New Year’s rockets. Man, what a great job! In my mind’s eye, I’m already beating up and down the passes and indulging in endless acceleration wheelies. 

"Hey, are you still there?" Uwe pulls me out of my daydream. “I know a kart hall in Rottweil for testing and taking photos, the weather is lousy!” Boom, the soap bubble burst. I can only manage an audibly disappointed "Ah, okay". Roaring laughter on the other end. The whole editorial team probably listened to my sigh: “Just kidding, Jo! The hotel in the south of France is booked. Come here to invite, departure is the day after tomorrow! "

I can hardly believe my luck. At the end of December I find myself at the foot of the most ingenious mountain passes in southern France. The sun is full in the sky, the sea rushes with a roar into an adjacent bay and next to me is Sven with the two test bikes KTM Supermoto R and Hus-qvarna Nuda 900 R. The brand new tires are our only limit. The end of the test is only when they are in tatters on the flanks. I’ll start with the Nuda R. If I don’t really like one or the other optical detail, the seating position is like a single piece. The knees have a lot of space under the expansive radiator spoilers, similar to a single cylinder. The sporty, hard seat immediately reveals the required driving style. When I press the start button, it’s not just me that scares. The staff at our hotel turn their heads immediately, their eyes looking for the source of this listening pleasure. Unbelievable, this wonderful V2 babbling. And that with a row twin from the BMW shelf. Husqvarna, thank you very much!

The very wide and straight handlebars are also wonderful. In a sporty way, this connects the road directly to the hands, which, however, also has disadvantages. This extreme hardly invites you to cruise. The effort is too high, because at low speeds the front wheel falls into the curve and you can only keep the Nuda on course by counter-steering. The same when braking in an inclined position. Here, too, the front wheel turns in by itself. However, both are only noticeable if you are walking at a relaxed pace and at slow speeds. If you take a more sporty approach, the Nuda shows its true size and becomes an absolutely reliable partner. With increasing speed, the curve chase becomes a bonfire. She bends nicely, then stays exactly in line and cannot be impressed by power slides either.

These have to be provoked, however, as the assembled Metzeler Sportec M5 really bite into the asphalt. Sometimes you don’t just go straight in, but also out of the curve in a wheelie. In all these games at the limit of adhesion, the Nuda R acts extremely reliably, supported by the balanced motor. Although it depends on the gas with almost 100 Nm, it is easy to dose. The in-line twin knows no dips and simply always pushes from the speed lower to the limiter. There is only criticism for the long gas path.

The transmission can be shifted bony, but still accurate. Unfortunately, the clutch plays something against the Nuda. I would love to slide onto the curve on a supermoto-style bike. But neither the too short clutch slip point nor the lack of an anti-hopping clutch invite you to do so. That’s why you quickly risk a highsider or the stamping rear wheel sends you straight ahead. Neither is a nice moment here on the rather narrow mountain roads.

Drifts are still possible thanks to the aggressive front brake. Rushing to the curve with plenty of excess, slowing down hard at the front and thereby relieving the rear wheel – this reduces the tendency of the rear wheel to puncture and the drift can be dealt with with a lot of “cojones” (if you don ‘t speak Spanish, google the word!) Apply the rear brake. Thanks to the described freedom of movement of the legs and the supermoto seating position close to the steering head, the bike is well in hand even when drifting.

Thumbs up for the fun factor.

The chassis has been completely readjusted by us. Due to the tighter setting, the fork dips much less when braking, and the front brake is no longer as aggressive. The spongy feeling in the steering head area is also easy to control thanks to the easily adjustable Ohlins shock absorber. In addition, the side stand keys down so much later. Unfortunately, there is no adjustment opening in the side panel, which is why adjusting the chassis is a tricky screwing action.

The trampling over small waves with the now stiff chassis could not be eliminated. Ergo you should decide beforehand how you want to be on the road. Soft and cozy or sporty and hard. There’s not much in between. It is also almost impossible to ride in a hanging-off position, as the passenger footrests block the necessary space for the driver’s foot – a small, tolerable flaw and bonus for people with small feet!

Switching to the KTM is amazing. The 990 is the unchanged reference so far. But if you have ridden the ultra-agile Nuda beforehand, the SM R feels like a wet sack at first. But that goes away quickly. Although you don’t feel the front wheel as directly for a long time, the KTM in its own way builds trust after a few corners. Wonderfully neutral in contrast to the Nuda and with zero effort, it follows the steering impulses of its pilot. Ironing through the Maritime Alps is unbeatably relaxed and effective. If it weren’t for this potent V2 engine. And that’s not a contradiction! You can accelerate out of every corner, whether in first, second or third gear, with the KTM on the rear wheel. The engine pushes much more strongly than the BMW derivative of the Husky and has no stuck! This also creates something like stress, because you have to brake yourself every time you accelerate. Anyone who gets this regulated has a clear plus in terms of the fun factor. And the KTM doesn’t touch down as early as the Nuda. The footrests grind late and completely safely, because the drawn-up Conti Sport Attack can cope with enormous lean angles. A pleasant feeling of security quickly emerges, which is further increased by the new ABS built into the 2012 model. This ABS comes from the 990 SM T, is only applied more sportily and thus regulates later. If you want to get through to the control range, you slow down almost at the force limit of the clamp grip. But watch out! This also harbors risks, because especially when driving downhill and uncontrolled emergency braking, a rollover is possible despite ABS. For this reason, too, the KTM chassis has been completely re-adjusted by PS. Similar to the Nuda, the SM R is too soft in its basic setting. But that can be changed, the chassis offer high-quality components ex works.

Sven and I leave the two bikes around 180 degrees on the gravel parking lot at the end of the last descent. After the dust cloud has cleared, we ponder our subsets. They are not supermotos, they are powermotos – with the Nuda as the second representative of a completely new type of vehicle. Ingenious thrust, super-handy set in scene. Interestingly, in a very different and polarizing way. If Nuda can hardly cover up its origins in the sports department at Husqvarna, it is the KTM that does more inconspicuously.

Neither of them could really stand out from the other on the passes. Nuda and SM R have the very highest "drifting skills" and both bikes will find their fans. The entry of the Nuda into the top class is successful and both twins underline that fun, action, power and adrenaline do not always have to take place beyond what is permitted. Such bikes could be the future.

If the PS Supersport gas heads made fun of me at the beginning, things look different now. Now I laugh as the guys come back from the Superbike test in Almeria with a stressed expression and stretched arms. Sometimes less is more. Okay, sometimes!

12th Pictures

Pictures: Test: KTM 990 SM R against Husqvarna Nuda 900 R

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PS rating / judgment

Braking with ABS on gravel roads is tricky, but the anti-lock device cannot slow down the slides either.

Max. Points Husqvarna  KTM drive
acceleration 10 5 5
Draft 10 6th 5
Power delivery 10 8th 9
Responsiveness 10 9 9
Load change reaction 10 9 5
Running culture 10 7th 7th
Gear actuation 10 6th 8th
Gear ratio 10 8th 8th
Clutch function 10 4th 6th
Traction control 10 – –
Subtotal 100 62 62
landing gear
Driving stability 10 7th 7th
Handiness 10 8th 9
Cornering stability 10 8th 7th
feedback 10 10 9
Suspension tuning in front 10 6th 7th
Chassis set-up at the rear 10 6th 7th
Braking effect 10 10 9
Brake metering 10 7th 9
Righting moment when braking 10 7th 9
ABS function 10 – 8th
Subtotal 100 69 81
Everyday life and driving fun
Sitting position 10 7th 9
Windbreak 10 0 0
Furnishing 10 4th 4th
consumption 10 5 4th
Driving fun 10 10 10
Subtotal 50 26th 27
Total 250 157 170
placement 2. 1.

KTM 990 SM R ABS
Their balance is almost unbeatable. Unfortunately, some carbon parts and the titanium-coated fork have obviously been rationalized in favor of ABS. The engine is the hammer. No matter when and where, you pull them onto the rear wheel. A fun bike for everyone, now even with ABS.

Husqvarna Nuda 900 R
If you ride the Nuda with increased adrenaline levels and strength, it is a strong and reliable partner. Small imperfections that can be easily remedied cost them victory. The gear indicator is good, the second mapping for the engine is superfluous. Ingenious entry for Husqvarna!

Technical data: Husqvarna

Husqvarna Nuda 900 R.

drive
Two-cylinder in-line engine, 4 valves / cylinder, 77.0 KW (105 PS) at 8500 / min *, 98 Nm at 7000 / min *, 898 cm3, bore / stroke: 84.0 / 81.0 mm, compression: 13.0: 1 , ignition / injection system, 46 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, chain

landing gear
Steel tubular space frame, steering head angle: 65.5 degrees, caster: 101mm, wheelbase: 1495 mm, upside-down fork, Ø fork inner tube: 48 mm, adjustable in spring base, rebound and compression stage, central spring strut, adjustable in spring base, train – and compression, spring travel front / rear: 210/180 mm

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR17, rear: 180/55 ZR17, test tires Metzeler Sportec M5, 320 mm double disc brakes with radially screwed four-piston fixed calipers at the front , 265 mm single disc with single-piston floating caliper at the rear

measurements and weight
Length / width / height: 2190/895/1220 mm *, seat / handlebar height: 875/1115 mm, handlebar width: 800 mm, 197 kg fully fueled, v./h .: 48.2 / 51.8%

Rear wheel power in last gear
72.8 kW (99 PS) at 192 km / h

consumption
Fuel type: Super unleaded, average test consumption: 7.5 liters / 100 km, tank capacity / reserve 13.0 / 3.0 liters, range: 173 km

Base price
11,590 euros (plus additional costs)

Technical data: KTM

Drifting on gravel, shaking the stoppie out of your sleeve on the road – the KTM wins the group test.

drive 
Two-cylinder 75-degree V-engine, 4 valves / cylinder, 85 kW (116 PS) at 9000 / min *, 97 Nm at 7000 / min *, 1000 cm³, bore / stroke: 101.0 / 62.4 mm, Compression: 11.5 : 1, ignition / injection system, 48 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, chain

landing gear 
Steel tubular space frame, steering head angle: 65.6 degrees, caster: 109 mm, wheelbase: 1505 mm, upside-down fork, Ø fork inner tube: 48 mm, adjustable in spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 160/180 mm

Wheels and brakes 
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, test tires: Continental Sport Attack, 305 mm double disc brakes with radially screwed four-piston fixed calipers at the front, 240- mm single disc with two-piston floating caliper at the rear

measurements and weight 
Length / width / height: 2114/870/1360 mm, seat / handlebar height: 860/1140 mm, handlebar width: 745 mm, 207.5 kg fully fueled, v./h .: 48.5 / 51.5%

Rear wheel power in last gear 
85.3 kW (116 PS) at 224 km / h

consumption 
Fuel type: Super unleaded, average test consumption: 8.1 liters / 100 km, tank capacity / reserve 15 / – liters, range: 185 km

Base price 
11,495 euros (plus additional costs)

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