Comparison test KTM LC 4 640 against Yamaha TT 600 R

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Comparison test KTM LC 4 640 against Yamaha TT 600 R

ON THE HARDE TOUR

If the myth is to be believed, real men ride the hard enduro bikes from KTM, everything else is soft goods for the heroes of the street cafe. But Yamaha is countering this with the new TT 600 R..

Coarse leather boots, worn-out cross pants, dusty faces under a three-day beard – the hardcore enduro rider, a very special species of the human species, which is already somewhat peculiar in its normal version. Gravel, mud, rock – the end for the normal, the beginning for him. KTM seizes the opportunity, makes a virtue out of necessity and provides the little bunch of modern adventurers with both adventurous and rough terrain bolts. With increasing success. And even if the new 640 KTM single-cylinder (presented in issue 10/1998) is ignited using an electric starter and the exhaust gas flow is cleaned by a secondary air system with a downstream catalytic converter, it remains: Hard Enduro.
But what does Yamaha do? They knit a slim off-road device with a stiff chassis, pack the well-known, slightly modified XT 600-Single in – and give their off-road racer a kick starter. Typically hard enduro. Or was that just a misunderstanding about the Kickstarter??
Anyway, now it starts. Kickstand out and onto the kick starter. Upfftsch, upfftsch, upfftsch – well then. A trifle for a real professional. The KTM quickly took up the track, because it doesn’t waste a single second with its electric starter. And today every second is precious, because today we scramble through the Italian Alps from morning to night. An enduro dream turned rock. But only if you know what’s going on. Just like Hermann, our scout. 60 years young, wiry as a terrier and with every beaten path in the Alps by you. Hermann turns apparently aimlessly through narrow alleys and actually finds a bumpy paved path with continuation where no one suspects it anymore. “Old Roman roads,” explains Hermann, “that almost always lead over the mountains to another valley. Nearly.”
The 640 LC 4 easily climbs the steep slope, powerful Qulam in all positions and so spontaneously on the gas that it overflows every obstacle on the rear wheel. The air-cooled Yamaha single gets down to business more sleepily and without this aggressive bite, but still has enough power with 42 HP to start a fun climbing party. The good old TT engine shows its pleasant virtues a few kilometers further up, where the initially grippy surface turns into loose rubble or deviously slippery rock slabs. A gentle bang from the low revs creates predictable propulsion, while the 640 KTM engine in the lower area wildly slams the chain and rear wheel, which is desperately looking for a grip with the finely profiled Metzeler Enduro 3 rubbers. The misery reaches its climax when Hermann’s Roman road winds its way up through sheer rock in sheer vertical serpentines. The Romans are crazy. Anyone who stops here slides irresistibly backwards. And backwards means abyss. The fun is slowly getting serious, because the standard, far too long final gear ratio for both test subjects forces them to dose the gruesome U-turns on the steep slope with the clutch. Rumble, then what has to happen happens: The KTM, plagued by a pronounced unwillingness to turn, misses the ideal line, spins, jerks off despite the perfectly tuned Mikuni constant pressure carburetor and hits because the ground is miles away under its feet, crashing into the rock. Three pairs of strong arms pull, tug, heave – ugh, the KTM stands. And drips. Oil. Hit by the gear lever, the greasy liquid drooled out of the thin-walled clutch cover. That’s it, right? But Hermann conjures up two small tubes (see box on page 38) from his tool roll: Cold metal, the rescue.
Ten minutes later, the KTM trudges after the TT 600, which is superior to the long-legged and stiff KTM in the tricky narrow trial passages thanks to the smooth engine, the willing handling and the coarse-tread Pirelli MT 21 series tires.
The sometimes poor locking of the lower gears on the Yamaha transmission turns out to be a bit annoying when climbing on the rocks, as they can jump out of their position if they accidentally come into contact with the coarse cross-pedals. The bony but precise shifting KTM transmission can do that much better.
A steel-blue sky and snow-white peaks herald the temporary end of the fun drudgery. Above. This is not only the territory of the marmots, here is also the territory of the KTM: In the fast track of gravel roads and furrowed cart paths with wide curves and devious transverse grooves, it plays the performance advantage, the criticized unwieldiness is turned into a bomb-stable straight line.
Although the Yamaha comes out with a high-quality and finely adjustable mix of 46 Paioli fork and Ohlins shock absorber, the KTM White Power chassis is a bit richer, safer, with more reserves. Hard enduro.
For the Yamaha rider it’s time to grab it. With a firm knee and tight hand, the more nervous TT 600 R is kept on course over waves and potholes, which does not change the fact that the KTM is slowly but surely making the dust. The Yamaha rider should train himself stamina and strength for a completely different reason. The four-valve engine crackles to itself and stubbornly refuses to work after a short break. Upfftsch, upfftsch, upfftsch, cursed Kickstarter, upfftsch, upffftsch …. You take turns, you scold and kick yourself wet with sweat.
Back to the valley, drink coffee, rest. Steep downhill, because the seating position of the KTM is annoying, whose pronounced and uncomfortable seat hollow forces the driver far forward. The TT 600 R leaves a great deal of leeway to vary weight and body position. After the tenth hairpin, it smells suspiciously of brake lining. With noticeable fading, but without total failure, the blue discolored brake discs are deeply impressed by the descent. There are only minor differences between the identical Brembo calipers in terms of effectiveness and controllability. The 270 millimeter small, but thicker Yamaha windshield is a bit more snappy when you put it on, while the delicate and airy openwork 300 mm KTM system is gentler, but hardly worse.
Bland asphalt has us again, thank God in its most beautiful form. Tightly twisted and twisted. The Yamaha staggers and slides around corners rather awkwardly on the coarse Pirelli studs, some of which have remained in the rock, and starts to commute excitedly from 140 km / h. In return, the engine vibrations are kept within limits even at high speeds. Which cannot be said of the agile KTM single. The small balance shaft fights a hopeless battle against the inertia forces of the engine, which has been increased to 625 cm3. Hard enduro or not, at travel speeds over 120 km / h it’s no fun. Handlebars, rests, bench, tank, everything shakes and trembles. It’s a shame, because the fun cornering with the LC 4 is at its best. Not exactly nimble, but with stoic calm, the Alpen-Krad sweeps across the pass roads with precision, as if pulled on a string. No matter if bumpy or freshly rolled.
Before the exhausted team fights over pasta, pizza and wine, a thorough material check is on the agenda. And here, too, the KTM has slight advantages. Solidly processed, with years of experience from countless cross and off-road world championships, there is hardly anything to complain about about the KTM. Sure, the thing with the leaky clutch cover, the missing tire holders or the fiddly air filter attachment with wire brackets belong on the list of defects, but otherwise – perfect. Recognition also for the Yamaha TT 600 R, which was conceived and built by Belgarda in Italy, for the quick-release fasteners on the air filter, the perfect sight glass for checking the oil, the solid chain guide, the elastically suspended lamp mask. On the other hand, the sealing of the air filter snorkel to the rear wheel is just as imperfect as the loosely laid electrical components under the seat.
Jbut quickly put the boxes together and off to the feast. Tomorrow it’s going haywire again. “We’ll start at eight precisely,” grins Scout Hermann, “the one with the Yamaha should be out a few minutes earlier.”.

Help for self-help – bankruptcies, bad luck and mishaps – but don’t panic

Helping people help themselves. The right equipment saves trouble, time and money

Nothing was staged, everything happened live and without a filter. From the lamp bullet on the KTM to a picture book snakebit on the front wheel to the broken clutch cover. All mishaps in the middle of the deserted mountains and without temporary aids quickly turn the exciting enduro trip into an annoying undertaking. For everyone who is now thinking of chasing their enduro through the terrain, therefore a few tips for emergency repairs in the outback. In addition to the mandatory tool set with wrenches and assembly levers, the following utensils belong in the backpack or on the motorcycle. 0 Either a hose for the front or rear or a 3.25 / 3.50 x 19 inch hose that, with a little skill, can be attached to an 18 or 21 -Inch tires can be installed. Attention: only as an emergency solution, replace with a suitable hose as soon as possible. Do not screw the valve nut towards the rim, but always counter with the valve cap to prevent the valve from tearing off. 0 Puncture spray only helps with small leaks or for inflation, because the sticky stuff rarely helps with punctures with mostly two large holes. 0 Small, light MTB air pump from the bicycle shop with a connection for car valves. 0 One brake and clutch lever each. 0 Roll up a meter of high-strength safety wire without kinking it. For emergency repairs of all kinds, for example as an exhaust attachment. 0 One meter of tear-resistant textile adhesive tape, rolled up on a piece of cardboard. For emergency repairs to water hoses, benches, etc. 0 A suitable chain lock with safety clip. If the chain breaks, the chain can be put back together again. 0 Rivet puller for shortening the chain or riveting out broken chain links. 0 Each five cable ties in different sizes. For emergency repairs of rucksacks, luggage racks or as a replacement for lost fastening screws of non-load-bearing parts (side covers, radiators, fenders, etc.). 0 Coarse sandpaper for rubbing up and cleaning all kinds of adhesive surfaces. 0 Fast-curing two-component adhesive or cold metal with a small spatula. For sealing motor housings, radiators or tanks. The adhesive surface must be absolutely clean and free of grease and oil. If the motor housing is painted, remove the paint down to the bare metal. Caution: At high speeds, the pressure in the motor or cooling system can peel off the adhesive. Danger of falling from leaking oil or water! .0 For extreme climbing, the easiest way to shorten the standard final gear ratio is to replace the front pinion with at least one tooth less. Attention: From a legal point of view, this invalidates the operating permit.

1st place – KTM LC 4 640 Enduro

Anyone looking for adventure in enduro hiking will not be entirely happy with the LC 4. Extremely high, cumbersome in trial-like gymnastics and with an agile but rough engine, the LC 4 640 is more suitable for brutal off-road riding through sand and gravel. But she can do that perfectly. The electric starter and the taming constant pressure carburetor have appeased the KTM, but shouldn’t hide the fact that the LC 4 is still what it always was: a hard enduro.

2nd place – Yamaha TT 600 R

The basis of the TT 600 R is right: robust, handy and easy to care for. Unfortunately, the helpful electric starter was omitted and the antiquated four-valve engine lacks temperament and power. The renovated TT 600 R is definitely suitable for brisk enduro hiking with occasional sprint inserts, especially since the chassis and equipment really deserve the title “Off-road”. Not to forget the price: for 11,165 marks there is no longer a sport enduro.

Technical data: KTM LC 4 640 Enduro

Water-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four rocker arm valves, rocker arm, wet sump lubrication, Mikuni constant pressure carburetor, Ø 40 mm, contactless capacitor ignition (CDI), secondary air system, uncontrolled catalytic converter, electric and kick starter, three-phase alternator 200 W Battery 12 V / 8 Ah. Bore x stroke 101.0 x 78 mm Displacement 625 cm³ Compression ratio 11: 1 Nominal output 36 kW (49 PS) at 7500 rpmMax. Torque 53 Nm (5.4 kpm) at 6000 rpm Power transmission Primary drive via gear wheels, mechanically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain, secondary ratio 42:16 Chassis Single-loop frame made of tubular steel, split beams, bolted rear frame, telescopic fork, standpipe diameter 50 mm, adjustable Rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut, with lever system, adjustable spring base, rebound and compression damping, front disc brake, double-piston caliper, Ø 300 mm, rear disc brake, single-piston caliper, Ø 220 mm, spoked wheels with aluminum rims 1.60 x21; 2.50 x 18 tires 90 / 90-21; 130 / 80-18Spring travel 280/320 mmChassis dataSteering head angle 62.5 degrees caster 118 mmWheelbase 1510 mmDimensions and weightsL / W / H 2270/940/1400 mmSeat height * 930 mmTurning circle * 5500 mmWeight with a full tank * 161 kgPermissible total weight 350 kg % Tank capacity / reserve 12 / 2.5 liters guarantee one year without mileage limit colors silver / orange power variant 25 kW (34 hp) price incl. VAT 13,080 marks additional costs 290 marks * MOTORCYCLE measurements

Technical data: YAMAHA TT 600 R

Air-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four valves, rocker arms, dry sump lubrication, a Teikei register carburetor, Ø 30 mm, contactless transistor ignition, no exhaust gas purification, kick starter, three-phase alternator 180 W. Bore x stroke 95.0 x 84 mm Displacement 595 cm³ Compression ratio 8.5: 1 Nominal output 31.5 kW (43 PS) at 6500 rpm Max. Torque 50 Nm (5.1 kpm) at 5000 rpm Power transmission Primary drive via gears, mechanically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain, secondary ratio 44:15 Chassis Single-loop frame made of tubular steel, split beams, bolted rear frame, telescopic fork, standpipe diameter 46 mm, adjustable Rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut, adjustable spring base, rebound and compression damping, front disc brake, double-piston caliper, Ø 267 mm, rear disc brake, single-piston caliper, Ø 220 mm, spoke wheels with aluminum rims 1.85 x 21; 2.50 x 18 tires 90/90 R 21; 130/80 R 18Spring travel f / h 280/280 mmSuspension dataSteering head angle 63 degreesCaster 114 mmWheelbase 1485 mmDimensions and weightsL / W / H 2230/830/1470 mmSeat height * 940- mmTurning circle * 4740 mmWeight with a full tank * 153 kgPermissible total weight 334 kg / wheel load distribution * f / h 53% tank capacity / reserve 10 / 2.1 litersGuarantee two years with unlimited mileageColors white / red / blackPrice incl. VAT 10,830 marks Additional costs 265 marks * MOTORCYCLE measurements

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