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KTM 690 Duke R in the test

The coronation and top model of the Duke family

The Austrians are now also providing the highly successful KTM 690 Duke with a more elegantly equipped R version with fully adjustable suspension and lots of goodies. As the coronation and top model of a large Duke single-cylinder family with currently 125, 200, 390 and 690 cubic centimeters.

What are super singles? According to Wikipedia, extra-wide commercial vehicle tires, just narrower than twin tires. Hm! And then there are dainty racing machines with single-cylinder engines in the USA, for example from the Yamaha WR 450. There, 130 kilograms meet around 45 hp that are suitable for racing. Much better. But how about that: sitting upright and sublime, completely legal with road approval, driving a nominally 70 PS strong 164 kilo lightweight? Sounds exciting? It is. Because these are the exciting key data of the new KTM 690 Duke R.

KTM 690 Duke R in the test

The coronation and top model of the Duke family

KTM 690 Duke for 9.895 euros

Flashback: It came, saw and won, the KTM 690 Duke. When KTM presented the new 690 Duke in 2012, the fourth generation of the active driving naked bike, German customers were enthusiastic about it. Austria could not deliver as many copies of the de-radicalized single cylinder as the best-selling type could have been sold. A real luxury problem. And the reason why no moderate standard Duke rolled alongside the new KTM 690 Duke R in this test: All of them sold, neither dealers nor importers have a single one left. Well, for 7,495 euros plus ancillary costs, the basic version with ABS is a sharp, attractive offer. Professional single at an entry-level price.

However, also with a somewhat simple and soft chassis – see technology box. In contrast, the new KTM 690 Duke R with the same 690 cubic engine, the largest and most powerful series single, stands more for fun, less for common sense. Its chassis is higher and the chassis, apart from the spring base at the front, is fully adjustable. There are also plenty of “power parts” – factory material, see differences to the basic version on page 65. All of this has its price. For 9,895 euros the KTM 690 Duke R enters completely different price regions psychologically. Is the equivalent value correct? Looks like. Noble components wherever you look. Good workmanship meets attention to detail. Has something.

Super single is sensitive to the gas

The seat test is positive. The well-contoured, less stepped bench offers plenty of space and support. Later, when breaking around, there is still freedom of movement when moving quickly. A seat height of 85.5 centimeters is 2.5 more than that of the Spartan Fahr-und-Spar sister. But because of the slim waist, even 1.70-meter people can reach the ground with both soles of their feet. At the same time, the footrests of the KTM 690 Duke R are higher and further back. For tall guys it gives a very sharp knee angle. R-ergonomics for connoisseurs and experts, not for beginners. The aluminum handlebars, which tapers conically to the outside, sit in the hand by themselves.

The engine roars with a roar, initially lasts roughly 2000 turns, fully dampened. The hydraulically operated clutch can be pulled smoothly, and first gear engages with a click. Right from the start, the KTM 690 Duke R’s super single was sensitive to the gas. Actuated by “magic” as usual: a servomotor controls the 46 millimeter throttle valve. Well coordinated, the ride-by-wire. Also inherited: two independently sparking spark plugs. The stew starts evenly, almost gently. The rhythm of its huge 102 millimeter piston dampens an inspiring heartbeat. That goes through the bone.

From the 7000 mark, shortly before the furious 74 PS final, the vibrations get pretty rough. Despite the balance shaft. Under 3000 tours, in fifth and sixth gear more likely 4000 / min, he doesn’t really like it yet, picks up the chain.

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R-haben: Throttle as a pure potentiometer for the ride-by-wire of the Super-Single.

That’s what’s going on. The KTM 690 Duke R accelerates better than big bikes from the 80s, including pulling through in sixth gear. Modern times: KTM advertises the Duke R with “low consumption”, around four liters on the country road, and long 10,000 service intervals. Even if the noble version is neither lighter nor stronger than the base: Small powerwheelies when accelerating out of tight corners are an expression of pure joie de vivre.

In general, turns, curves of the smallest radii, the weird life, that’s what the Duke is made for. Bold and cheeky, it cuts a path through the winding thicket of bends. You can still turn if you think it is already too late. It would probably be the same with any other motorcycle. The KTM gratefully accepts even the smallest course corrections, even in a full lean angle. But the R never becomes shaky or nervous in an absolutely trustworthy way. It only implements every steering command one-to-one. No more and no less. An arsonist and lighter, reliably igniting like a Zippo.

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If something touches down here, you have to pick up the whole motorcycle. The motto: more experience per (hour) kilometer. And the possible top speed is almost 200 … Only the grip limit of the pulled Michelin Pilot Power sets the banking limit. And the new spring elements? Yes, they are noticeably firmer and more cushioned. No, still not uncomfortable. They clearly provide information about transverse joints and asphalt holes with sporty feedback. After all, it’s not a touring glider. But in contrast to the slightly wobbly base, you can also adjust the damping on the KTM 690 Duke R..

There are big differences to the cheap sister when braking. At the front, Brembo’s latest monoblock with four 30 mm brake pistons grabs the 320 mm single disc relentlessly like a vice. Goal finely dosed. At the same time, the tighter fork with 15 millimeters more spring travel doesn’t bend its knees so much, and certainly not on the block. Together with the new ABS software, the strong tendency in the basic version to stoppies at the end of an emergency stop is effectively defused. The KTM 690 Duke R only stands on the front wheel when the ABS is switched off. Despite slight prancing, it remains more stable than the standard when fully anchored and is easier to control. The braking distances are slightly shorter and the braking power is higher.

For professionals, KTM has a Supermoto electronic component that allows a locking rear wheel and drifts in spite of the ABS control at the front. Anyone who wants to move their super single in line with their status: The brand cup "Duke Battle" is still looking for Mit (st) rider. Ready to race? Whether on racing asphalt or public roads, the KTM 690 Duke R stands for a lot of driving pleasure.

Fine technology instead of savings dictates

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KTM 690 Duke R Colorful and better: orange anodized triple clamps. Rebound stage (photo, right fork leg) and compression stage can be adjusted without tools.

The engine and chassis are largely identical on the KTM 690 Duke and Duke R. The main technical differences can be found in their spring elements.

As a pure driving machine, KTM’s new 690 Duke delighted over 1000 buyers in Germany and in the MOTORRAD test. Her test boss Gert Thole attested a “feeling of incomparable lightness” in issue 6/2012. Including a suspension set-up that is untypically soft for KTM, but which works well in everyday life: "The damping could only appear a little weak to those who turn the shower hard."

For them there is now the KTM 690 Duke R, an offshoot of the racing machines from the previous European Junior Cup as part of the Superbike World Championship and, in principle, also the work equipment of the 2013 Duke Battle. High-quality spring elements from KTM’s subsidiary WP provide more reserves and better function under heavy loads, and they also have 15 millimeters more spring travel at the front and rear. In the standard version, however, parts of the simplest design are used. The designation “Big Piston Fork”, for example, suggests fine technology, but behind this is a very simple hydraulic structure, reduced to as few components and processing steps as possible. It is logical that nothing can be set there.

The KTM 690 Duke R wears much more elegant goods. Your upside-down fork has cartridge inserts that separate air and oil from each other and thus guarantee defined damping forces. It is designed in a "split design": the left bar is responsible for the compression damping, the right one takes over the rebound. Both can be adjusted from above without tools. The milled, orange anodized triple clamps of the R are also fine; the standard has simple castings.

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A curve search engine as the essence of motorcycling. The lean angle cannot be explored on public roads, and the driving pleasure is immense. The formula: low weight plus good power.

For full adjustability, the chassis of the KTM 690 Duke R only lacks a variable spring base for the fork. Because the shock absorber, which is also a delicacy for connoisseurs both visually and technically, is fully adjustable in preload, high / low-speed compression and rebound. It is a gas pressure damper with an aluminum housing. Gas and oil are neatly separated from each other in the expansion tank by a membrane. The spring base can be continuously varied in a range of 20 millimeters using locknuts.

The cheap Duke, on the other hand, has an emulsion damper of the simplest design with an inexpensive steel housing. Only the spring base can be adjusted by ten millimeters using a locking ring. The shock absorber cannot be dismantled for maintenance or repair, so if it fails to function or is defective, it is a waste bin. In contrast, the shock absorber of the KTM 690 Duke R can be completely dismantled, repaired or adjusted according to individual requirements. It also has low-friction ball joints, while the damper of the basic Duke is mounted in silent blocks.

Even if the technical data only differentiate between adjustable and non-adjustable spring elements, there are huge differences behind them. Which are of course also noticeable on the street. But only when the chassis of the KTM 690 Duke R is properly challenged by its pilot.

The differences to the standard Duke.

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R mark: Akrapovic hexagonal slip-on silencer.

frame

  • R chassis: 15 millimeters higher vehicle level, tighter tuning
  • Milled triple clamps, anodized orange
  • Fork adjustable in rebound and compression (split fork: compression adjuster on the left, rebound adjuster on the right at the top of the fork)
  • Suspension strut adjustable in preload, high / low speed compression and rebound
  • Lighter rims for smaller unsprung masses and gyroscopic forces ("lower rotational inertia")

brake

  • Brembo monoblock caliper, new design (30 piston, like Ducati Panigale)
  • Radial brake pump, black
  • ABS with additional SM feature (rear wheel ABS can be switched off with a dongle) *

ergonomics

  • R-footrest system: black, foot position higher and further back
  • As a result, and thanks to spring elements with more spring deflection, greater freedom from leaning
  • Wide, flat handlebars (840 mm with 38 mm rise), based on EJC cup bike, black
  • KTM PowerParts seat, tighter and less staggered for better feedback and freedom of movement
  • Cover for front passenger seat as standard

power

  • Akrapovic slip-on silencer, should bring 2 HP more power

miscellaneous

  • PowerParts crash bar, orange
  • Plastic crash pads (on both axles)
  • LED turn signals
  • Transparent air filter box lid

* The dongle will soon be available in the KTM PowerParts program

Technical specifications

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KTM 690 Duke R – with a lot of power.

engine
Water-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four valves, roller rocker arm, dry sump lubrication, injection, Ø 46 mm, regulated catalytic converter, alternator 224 W, battery 12 V / 9 Ah, hydraulically operated multi-disc oil bath clutch (anti-hopping), Six-speed gearbox, O-ring chain, secondary ratio 40:16.
Bore x stroke 102.0 x 84.5 mm
Cubic capacity 690 cm³
Compression ratio 12.5: 1
rated capacity 51.5 kW (70 hp) at 7500 rpm
Max. Torque 70 Nm at 5500 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, front disc brake, Ø 320 mm, four-piston fixed caliper, Rear disc brake, Ø 240 mm, single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test
Michelin Pilot Power

Dimensions + weights
Wheelbase 1466 mm, steering head angle 63.5 degrees, caster 115 mm, suspension travel f / r 150/150 mm, seat height * 855 mm, weight with a full tank * 164 kg, payload * 186 kg, tank capacity / reserve 14.0 / 3.2 liters.
Two year guarantee
One year mobility guarantee
Service intervals 7500 km
Colors white / orange
Price 9895 euros
Additional costs around 250 euros

Readings
Performance
Top speed **
189 km / h
acceleration
0-100 km / h 3.8 sec
0-140 km / h 7.0 sec
Draft
60-100 km / h 4.6 sec
100-140 km / h 4.7 sec
140-180 km / h 7.7 sec
Speedometer effective deviation (display 50/100)
49/99 km / h

* MOTORCYCLE measurements; ** Manufacturer information

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