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Naked bikes: KTM Duke 125/200

KTM Duke 125 and 200 in the test

The little Dukes from KTM are like twins. Read here what the 200s can do better than the 125s and how much fun you can have with little horsepower.

Tis driver Sven Loll is in the MOTORRAD underground car park. “Which is the 200 now?” He wants to know. The two Duke sisters stand close together. They cannot be distinguished from behind at all. So push it out. They are also identical from the front. Ultimately, it is the displacement information printed on the tank that makes the difference at first glance. If you look closely, the slightly thicker cylinder and the stainless steel manifold reveal the difference. The 125 has only a 32 millimeter manifold, the 200 a 38. "It doesn’t matter," says Sven, "if they run, you will hear the difference."

Naked bikes: KTM Duke 125/200

KTM Duke 125 and 200 in the test

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Outward distinguishing features between 200 and 125: thicker manifold and cylinder.

Out of the underground car park and into the traffic chaos. Stuttgart, a single construction site. Nimble, the two dukes stab through the sheet metal avalanches to the pole position. And at the traffic light sprint it becomes clear how strong the extra power of the big ones has: While the 200 accelerates from 0 to 50 km / h in 3.8 seconds, the little sister takes a second longer to do this. One second – an automobile station wagon length. If you switch from the 125 to the big one, its vibrations are a bit more robust in direct comparison, but hardly worth mentioning. Sven stops on the outskirts. Let’s see how fast the 100 is on the speedometer.

If you want to accelerate quickly with the 125, you should engage the clutch at at least 7000 rpm. With the 200, 5000 rpm is enough. Both motors have a rubber band character, emotionally you can turn them endlessly. And despite the slightly longer secondary ratio of the 200s, both models have to shift to fifth gear so that the 100 km / h mark appears on the speedometer. On the other hand, the 200 can be driven surprisingly lazy. You even find yourself swimming in sixth gear in the city. Nothing jerks there. No chain whipping, no engine stutter. But to really get started, you have to turn the engines; both singles produce their maximum output just before the limiter intervenes. The incorruptible MOTORCYCLE test bench attests the 200 later a respectable 28 hp at 10 100 rpm and its little 125 sister at least 16 hp at 9900 rpm. Thus the 200 Duke has 57 percent more power with almost the same weight. This is of course reflected in the performance: The 200 accelerates from 0 to 100 km / h in 9.0 seconds, the 125 takes 17.9 seconds. These are worlds.

jkuenstle.de

This is how the two KTM Dukes are kept appropriately: Protect the front tires.

Fill up. A 17-year-old in trousers that are far too wide is standing next to the gas pump, introducing himself as Tim and is curious because he drives a 125 Duke himself. “I know it’s forbidden,” he says, “but can’t you just marry the thicker piston and cylinder of the 200s with the engine of the 125s?” In theory, maybe. But that’s not all. The short engines are almost identical, but to tune the 125 to the 200, you would not only need a piston and cylinder, but also the entire cylinder head in addition to a different crankshaft (the 200 has a piston diameter of 72 versus 58 millimeters more) (larger valves) as well as manifolds and throttle bodies. These spare parts alone cost more than 1,600 euros .

Tim stays behind with a frown, the two Dukes continue their test flight into the cornering paradise. The steering behavior is as light as a feather in both, the handling almost mountain bike-like. Aiming, bending, drawing in the gas – a fluid, dreamlike safe process. Whereby the Michelin Pilot Power mounted on the 125cc (MOTORRAD endurance test machine) offer more grip reserves in the border area than the Indian MRF series tires, which do not stick particularly well in wet conditions. The brakes are stable and easy to adjust. Allegedly, an ABS will also be available in the not too distant future. In order to be able to drive quickly with the 125cc, you have to constantly drive at the speed limit. In fact, something only works in the last third of the speed. The 200 series is much more relaxed, with just enough power to overtake trucks on country roads without worrying.

jkuenstle.de

KTM Duke 200: Radially bolted brake caliper, USD fork – everything is great. But unfortunately the fork of the 200 test machine did not respond very sensitively.

You think twice about such a step with the 125, because plenty of distance has to be taken into account for the overtaking maneuver. But it is precisely the low performance that encourages you to constantly take the momentum with you and always stay on the ideal line – legal, hellish fun. Turning onto the rough road: The forks are supposedly identical, the shock absorbers are slightly different. Litter-like gliding shouldn’t be expected with both Dukes, after all, the chassis set-up is sporty and tight. The response behavior of the 200 fork, which had a high breakout force in the test specimen and was very insensitive, is noteworthy. In the end, the question remains who will buy the 200 series in Europe, which is designed for the Asian market. One thing is clear: even the little sister is not only popular in Asia, but also a hit in Germany. From January to July 2012 1,084 units were registered – number one in the 125 registration statistics. But the 200s will also find their fan base.

Conclusion
Inexpensive, cool, lively, economical and sporty – the 200 is the ideal second motorcycle for country roads, city traffic and as a motorhome passenger. Hardly any motorcycle is as light as a feather and exudes so much youthful charm.

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Data and measured values

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Although the 200, like the 125, is designed for the Asian market, it will also find its fan base here in the country.

archive

MOTORCYCLE measurements: performance of the KTM Duke 125 and 200.

The increase in performance compared to the 125 was proportional to the larger displacement. Despite the larger moving parts, the liveliness and revving of the 125 could be transferred to the 200. In addition, the 200 can be driven comfortably lazy.

engine

  KTM 125 Duke KTM 200 Duke type Single cylinder four stroke engine Single cylinder four stroke engine injection Ø 33 mm Ø 35 mm coupling Multi-disc oil bath clutch Multi-disc oil bath clutch Boron x stroke 58.0 x 47.2 mm 72.0 x 49.0 mm Displacement 125 cm3 200 cm3 compression 12.6: 1 11.5: 1 power 11.3 kW (15 PS) at 10500 rpm 19.0 kW (26 PS) at 10000 rpm Torque12 Nm at 8000 rpm, 20 Nm at 8000 rpm

landing gear

  KTM 125 Duke KTM 200 Duke frame Steel tubular frame. Steel tubular frame fork Upside-down fork, Ø 43 mm Upside-down fork, Ø 43 mm Brakes front / rear Ø 280/230 mm Ø 280/230 mm bikes 3.00 x 17; 4.00 x 17 3.00 x 17; 4.00 x 17 tires 110/70 ZR 17; 150/60 ZR 17 110/70 R 17; 150/60 R 17 TiresMRF revz-FCMRF revz-FC

measurements and weight

  KTM 125 Duke KTM 200 Duke wheelbase 1361 mm 1361 mm Steering head angle 65.0 degrees 65.0 degrees trailing 100 mm 100 mm Front / rear suspension travel 150/150 mm 150/150 mm Seat height 800 mm 800 mm Weight with a full tank 137 kg 139 kg Payload 145 kg 143 kg Tank capacity / reserve 10.5 / 1.5 liters 10.5 / 1.5 liters Service intervals 5000 km 5000 km price 3.995 euros 4.395 euros Price test motorcycle 3.995 euros 4.395 euros Additional costs200 euros 200 euros

MOTORCYCLE readings

  KTM 125 Duke KTM 200 Duke top speed 115 km / h 129 km / h Acceleration 0-50 km / h 3.8 sec. 2.8 sec 0-100 km / h 17.9 sec 9.0 sec Passing 50-100 km / h 25.6 sec. 8.5 sec Consumption highway 2.6 liters / super 2.8 liters / super Reach country road404 km375 km

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